Competition road bikes 2022 on test: Lightweight all-rounders compared

If you want to secure the best equipment for your competitions, you face a problem: THE best bike hasn't existed for years. With almost all well-known manufacturers, you have to choose between an aero model, which is fast but a little heavier, and a mountain bike, which is lighter but less aerodynamic.

Sure, the question doesn't arise when racing on flat terrain or over steep Alpine passes. But who only rides one or the other? Even professional cyclists sometimes find it difficult to choose before a race or a stage of a tour, as it is almost impossible to predict which characteristic will be more important in the decisive race situation. For amateur cyclists, who spend their savings on the sinfully expensive bikes, it is also a decision for years - and when in doubt, only their own gut feeling will judge. A good compromise between the two worlds would certainly suit most people.

For some time now, manufacturers have therefore also been trying to make their lightweight bikes more aerodynamic: Frame tubes are given subtle aero cross-sections, parts such as handlebars or seat posts are made more streamlined and brake lines are integrated. We are then talking about "all-rounders" that are supposed to deliver the best performance in every conceivable racing situation.

We invited four new models in this class to the test and checked their promises in the TOUR lab, in the wind tunnel and on the road. Their manufacturers are all suppliers to professional teams, so the bikes are the first choice for the big tours, where all-rounders are in demand. The comparison with the models previously tested by TOUR in this category (page 2 of the article) is intended to show whether the new products have any decisive advantages in terms of racing.

Even at first glance, it is clear that the manufacturers have different interpretations of the best compromise between lightweight construction and aerodynamics: While Bianchi, Cervélo and Merida appear rather graceful, the Pinarello stands out from the quartet with its large profiles. The Dogma F - successor to the Tour de France series winners F8 and F10 - looks more like an aero specialist than a classic lightweight racer. However, if Pinarello has its way, the bike should also be the perfect choice for climbing specialists, as the Italians do not have another top model in their programme. Perhaps this will be the next trend: Specialized also offers the new Tarmac as the only competition model.

Lush, but light

A look at the weights makes it clear why the new Pinarello is also suitable for climbing despite its voluptuous shape: Thanks to its cleverly chosen equipment, the Dogma F is on a par with the Merida and, at just over seven kilograms, is the lightest complete bike in the test. With a little tuning (e.g. tubular tyre wheels), the weight could even be reduced to the minimum limit of 6.8 kilos for UCI races - more lightweight construction is not needed, at least in professional cycling.

The prize for the lightest frameset, however, goes to Cervélo. At less than 800 grams, the R5 frame is 200 grams lighter than those of Merida and Pinarello. This is remarkable because such light frames were last seen in the best rim brake times. However, due to its heavier equipment, the Cervélo's overall weight is on a par with the competition.

In the wind tunnel, the Pinarello proves that it doesn't just look fast: The Dogma races away from the field with a resistance of just 208 watts at 45 km/h - it would also cut a fine figure in a comparison of thoroughbred aero bikes. The three pursuers remain some way behind at around 230 watts. Can the Italians do magic - or why are they the only ones who manage to combine aerodynamics and low weight? The secret is revealed in the TOUR lab: The Dogma F buys its low weight with lower stiffness values for the head tube and fork. The level of modern carbon frames, which are absolutely stable in all situations, currently hovers around 100 Newton metres per degree.

The 80 Newton metres per degree of the Pinarello F are on a par with a good steel frame - which of course will not prevent any professional cyclist from winning the Tour de France on such a bike. Nevertheless, it shows once again that opposing characteristics can only be combined in frame construction if compromises are made. Aerodynamic tube shapes usually require more material in order to be as torsionally rigid as tubes with a round cross-section. This shows where Pinarello prioritises its top model: When it comes to maximum speed in the race, the Dogma F brings out the best. However, the lower stiffness should only bother heavy riders weighing over 80 kilograms. During our test rides, we were unable to detect any weaknesses given the rider's weight of 70 kilograms.

The price of speed

The rest of the test field fights doggedly for every watt. Comparisons with the predecessor models show that the efforts are measurably effective. But the price for a few watts less resistance is sometimes high. Seatposts that only fit in one frame or clamps that are difficult to access are minor problems. The cockpits with integrated cables can cause more headaches. The tidy look is nice, and the designs should also provide a few watts against the wind. But if you can't cope with the standard set-up, you're in for a huge amount of work.

Adjusting the handlebar height alone can mean that brake lines have to be re-routed and adjusted in length - this can cost even experienced mechanics half a working day. Workshops are likely to charge corresponding prices for the service. At least Bianchi and Cervélo fit clamped handlebars so that the stem length and handlebar width can be adjusted separately. The one-piece handlebar-stem units of Merida and Pinarello would have to be completely replaced. Dealers would probably only customise the bike when you buy it new; if you want to change something afterwards, you have to dig deep into your wallet. This clearly shows that these bikes are competition material and are now just as expensive and complicated as pure-bred aero racers; suitability for everyday use and ease of servicing were at the back of the specification.

When Bianchi equipped the Jumbo-Visma team in 2019 and 2020 and celebrated its greatest professional successes since the Pantani era, the Specialissima lightweight model led a shadowy existence. Even on high mountain stages, the stars Primož Roglič and Wout van Aert rode almost exclusively on the aerodynamically superior but heavier Oltre from Bianchi. The traditional Italian brand changed the imbalance with the latest generation of the Specialissima, which was presented at the end of 2020. This year, it was seen more frequently with the new partner, Team Bike Exchange - Simon Yates even won a Giro stage on it. Above all, improved aerodynamics should make the bike more competitive in racing and therefore more visible. This includes lines integrated into the cockpit and new tube profiles.

Visually, the bike now looks a little beefier, but as if from a single mould. Unfortunately, we cannot provide a direct aero comparison with its predecessor. However, the old model, which was still designed as a classic round tube frame with rim brakes, is likely to have easily surpassed the value of 234 watts. Nevertheless, the new Specialissima does not exceed the average aerodynamics of this class.

The weight of the carbon frame is a slight disappointment. The 750 grams announced by the manufacturer aroused high expectations, but at 950 grams, our test bike is far from it. With the complete bike weight, the Bianchi is on a par with the other test bikes, but on the other hand it impresses with its high riding stability. The comfort of the seat post is very good, which is further enhanced by the 26 millimetre wide Pirelli tyres. The compact crankset, which is fitted to all model variants, is somewhat unusual.

However, amateur athletes who enjoy riding in the mountains will welcome them. There are no experiments with the geometry, and the handling is familiar to racers. Buyers have a choice of three colours and top equipment from Campagnolo, SRAM or Shimano; the cheapest version comes with a mechanical eleven-speed Ultegra.

"A good bike." That was all Primož Roglič had to say when the exceptional Slovenian rider was asked for his opinion. We're talking about the new Cervélo R5, which Roglič and his Jumbo-Visma teammates rode at the Tour de France and which the Canadian manufacturer officially unveiled in the autumn. Perhaps the reaction of Wout van Aert or Sepp Kuss would have been more euphoric. After all, both celebrated spectacular mountain stage victories with the R5 in France, which already revealed a lot about the competition racer - more precisely about its weight.

The fourth generation of the R5 has slimmed down considerably. The frame and fork of our test bike are record-breakingly light at 784 and 382 grams respectively; the frame set of 1,254 grams is the lightest in this test field. However, the Cervélo loses this advantage due to the comparatively heavy wheelset from the in-house specialist Reserve (2,723 grams); the complete bike with SRAM Red eTap AXS is therefore just over the seven-kilogram limit.

Cervélo's emphasised focus on low weight in the R5 shows deficits elsewhere: the 231 watts of resistance at 45 km/h are mediocre for a current competition bike. It is therefore hardly better than its predecessor model. In addition to the less aerodynamic frame, the comparatively high resistance is due to the relatively wide rims. With the Zipp 404 reference wheels, the R5 was five watts faster. Outside of racing, however, the aero disadvantage hardly comes into play. In fact, the competition all-rounder fully lives up to its claim.

Riding comfort could hardly be better, with the flattened carbon seatpost in particular providing excellent suspension on poor roads. The frame and fork allow a maximum tyre width of 34 millimetres, which would make detours on gravel tracks possible. During town sign sprints, you're more likely to run out of breath than the R5 reaching its limits. However, for the high price, we would have expected a lighter or more aerodynamic bike. Especially as Cervélo's S5 (205 watts) is one of the fastest production bikes in the world.

Merida's model development could be an example of the current trend in competition road bikes. While the last version of the aero racer Reacto (see test in TOUR 2/2021) was hardly aerodynamically better, but lighter and more comfortable, the Scultura presented in the summer is moving in the opposite direction: the integrated seat clamp, the tidy cockpit and aerodynamic frame details were previously reserved for the Reacto - the Scultura now looks much more modern and visually faster. The frame weight of the new lightweight model is almost exactly the same as its predecessor. The fork has even gained 70 grams, making the complete bike slightly heavier than the Team version in a 2018 test. Where are the improvements?

This can be seen in the wind tunnel, among other things: The new Scultura needs 4 watts less in our aerodynamics test compared to the 2018 model - even with our reference wheels. Although this means that the bike cannot catch up with typical aero models, it is one of the better ones in the all-rounder class. Part of the lower wind resistance is probably due to the cables integrated into the handlebars, but this proved to be unnecessarily fiddly for our workshop crew - some competitors have solved this better. The saddle, which is enthroned high above the handlebars, and the direct steering behaviour will please true racers, the bike moves forward well and sits perfectly in the hand at racing speed.

The comfort of the bike is outstanding, beating many a high-quality Marathon model. With the 28 millimetre wide tyres fitted as standard, the bike rides like a sedan chair; if you want to get even more out of it, you can officially fit tyres up to 30, or in our opinion even 32 millimetres wide. It's a shame that the new Scultura is only available in the expensive Team version for the time being - cheaper versions of the model are based on the older frame set.

How do you make one of the most successful racing bikes of recent years even better? Pinarello answers this question for its new Dogma F with consistent aero optimisation, and the Italians also put their top model on a diet. Now in its eighth generation, the competition racer covers a wide range of uses, and with 208 watts, it has joined the phalanx of the fastest racing bikes in the TOUR test.

Among other things, Pinarello has taken advantage of the changes to the UCI regulations at the beginning of the year - the minimum permitted tube width was changed from 2.5 to 1 centimetre - and slimmed down the seat tube and seat post. The concave down tube and seat stays have also been streamlined. Our test bike with SRAM Red eTap AXS and 50 millimetre DT Swiss wheels weighs 7.0 kilograms. The striking titanium fork, bolts and seat clamp in particular, as well as the fully integrated cockpit, reduce the weight by 265 grams. Thanks to special carbon fibres, the frameset weighs in at 1,468 grams - a remarkable result considering the aero profile.

However, the very good overall picture is somewhat spoilt by the average riding stability. Steering head and fork stiffness are clearly inferior to the competition. In most riding situations and for light (professional) riders, this is of secondary importance. However, experience has taught us that heavier riders have to reckon with less directional stability at high speeds.

Apart from that, the Dogma's inimitable agility is impressive. Despite its racing character, it doesn't feel too hard and can also cope with rougher terrain.

Pinarello is one of the last well-known manufacturers to offer its high-end model as an optional rim brake version. In addition, there are virtually no limits to customisation. For example, you can choose from eleven frame sizes or 16 handlebar widths; in addition to the top groupsets from all manufacturers, customised builds are also available. Does this justify the exorbitant price? In the end, everyone has to decide for themselves.

The competition road bikes tested:

Bianchi Specialissima

• Aerodynamics: 234 watts
• Weight: 7.2 kilos
• Price: 10,967 euros

+ Equipment options with all top groupsets, three colours to choose from, comfortable and stable frame set

- moderate aero performance, frame significantly heavier than promised, expensive

Cervélo R5

• Aerodynamics: 231 watts
• Weight: 7.1 kilos
• Price: 11,999 euros

+ very light frame set, very high spring comfort, stable ride, versatile use

- moderate aerodynamics, heavy wheelset, high price

Merida Scultura Team

• Aerodynamics: 229 watts
• Weight: 7.0 kilos
• Price: 9,999 euros

+ Outstanding comfort on the saddle, plenty of tyre clearance, stable frame set

- Only available in an expensive version, complicated cable routing

Pinarello Dogma F

• Aerodynamics: 208 watts
• Weight: 7.0 kilos
• Price: 13,999 euros >> available here

+ very good aerodynamics, many sizes, available as disc and rim brake models

- average driving stability, extremely expensive

You can find all the individual ratings and technical details of the bikes in TOUR issue 12, which you can have sent to your home free of charge right here.

The best all-rounders

The new competition road bike all-rounders challenge the competition previously tested by TOUR with a mixture of lightweight construction and aerodynamics. However, the new bikes only manage this to a certain extent - with the exception of the Pinarello Dogma F.

It doesn't take rocket science to categorise our test results from the GST wind tunnel on Lake Constance. At first glance, it is clear that only one of the new competition bikes can compete with the top models previously tested by TOUR: the Pinarello Dogma F. With a resistance of 208 watts at 45 km/h, this racing bike from Treviso secures the top spot and knocks the Specialized S-Works Tarmac SL7 (210 watts) off the throne of the competition all-rounders. However, the bike has not yet fully realised its potential. With the fast reference wheels (Zipp 404 Firecrest / 2018 model year), the Dogma F can even compete with aero specialists such as the Canyon Aeroad (202 watts) or Cervélo S5 (205 watts).

No other competition all-rounder that has already been tested manages this, as the overview (below) shows. The other three bikes in the current test, Bianchi, Cervélo and Merida, form a tightly bunched midfield with the professional bikes from Giant, Trek and Canyon. However, up to 26 watts are missing from the absolute top in the aerodynamics discipline.

Lightweight construction before aerodynamics

Of course, a fast road bike is not only defined by wattage values; in addition to aerodynamics, weight is also a decisive criterion. This is illustrated on the one hand by our 2020 test, in which the ultra-light Giant TCR Advanced SL Disc achieved a top ranking despite its aerodynamic weaknesses (see right). On the other hand, the measurement data from Merida, Cervélo and Bianchi shows that the trio sent the lighter frames into the comparison, prioritising lightweight construction over aerodynamics. This makes perfect sense for versatile competition all-rounders, because on the mountain, where the race decision is often made, weight is also important. The Merida Scultura, Cervélo R5 and Bianchi Specialissima also have streamlined details. However, their aerodynamic effect is almost cancelled out because the wider rims and tyres, which are now used in favour of riding comfort, are more susceptible to wind.

Pinarello as a special case

To save the trio's honour, however, it must be said that Pinarello's Dogma F is much closer in its characteristics to a pure aero racer than these three competition all-rounders. On the other hand, the truth is that these three bikes cannot compete with the absolute top bikes in the all-rounder category (see right) in terms of aerodynamics. This realisation doesn't require rocket science either.

The best road bike all-rounders currently available:

Specialised S-Works Tarmac SL7

Aerodynamics 210 watts / weight 6.9 kilos / price: 13,800 euros

The Specialised Tarmac SL7 is currently the best competition all-rounder that TOUR has tested. In addition to the finest components, the low weight and good aerodynamics for an all-rounder are impressive. However, the price is scary.

Wilier Filante SLR

Aerodynamics 211 watts / weight 6.9 kilos / price: 11,100 euros

The Italians surprised the cycling world at the end of 2020 with the all-round successful Wilier Filante SLR. With its good aero performance, there is no reason for the pros of the two Wilier-equipped teams, Astana-PremierTech and Total Energies, to switch to the Zero SLR, which is only 60 grams lighter. The biggest handicap here too: the price. The frameset alone is said to cost 5,000 euros.

Giant TCR Advanced SL Disc

Aerodynamics 227 watts / weight 6.6 kilos / price: 10,999 euros

With a weight below the UCI limit, balanced handling and high-quality equipment, the former professional bike of Team CCC conceals its moderate aerodynamics. If you are looking for reliable and reasonably affordable lightweight construction, the Giant TCR Advanced SL Disc right: The frame set for 3,199 euros is a tip for self-assembly.

The whole test, aYou can find all the individual ratings and technical details of the bikes in TOUR issue 12, which you can have sent to your home free of charge right here.

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