58 VELO APRIL 2014 VELONEWS.COM 59

T op pro teams won’t attack the coming season with just a single arrow; they have a wide-ranging quiver of equip-

ment at their disposal. They have wheels of every possible depth, tires and gears of all sizes. Most have an aerodynamic frame for cheating the wind, making the all-day ech-elon hurt just a little bit less, and comfort-able frames for the long, hellish classics.

But the weapon they most often turn to lies somewhere in between: the traditional race bike.

In contrast to the aggressive shapes and obvious high technology of today’s aero and endurance frames, the traditional race bike is modest. Its tubes are rounded, wide, free of wind-cheating devices and extreme integration. It lacks vibration dampers and unneeded curves. It is unpretentious in de-sign, but lethal in execution.

Do not mistake engineering modesty for simplicity, or a lack of performance. A good race bike is anything but. It is light and stiff, with impeccable handling and predictable manners, designed to fl y up and bomb down, and to never, ever hold its rider back.

The world’s best race bikes aren’t just re-served for the world’s best riders, though. In fact, they’re reserved for you. Thanks to the UCI’s technical rules, every World-Tour thoroughbred, thrashed and proven through three-week grand tours, across every imaginable surface, and under the most powerful racers on Earth, can be found in a shop near you. But since we aren’t beholden to the UCI’s other rules, like the 14.99-pound weight limit, our bikes are often even better. Every bike here has the potential to be lighter and faster than anything the pros can ride.

Four WorldTour-proven race bikes made the cut for this year’s fi rst VeloLab round-up, each pitted against the others and, of course, against the test itself.

Giant’s TCR Advanced SL 0, ridden by Giant-Shimano, is joined by Ridley’s new Helium SL, ridden by Lotto-Belisol, the Scott Addict Team Issue, ridden by Orica-GreenEdge and IAM Cycling, and the Bi-anchi Oltre XR.2, ridden by Belkin. Each was put through extensive ride testing un-der our experts, as well as stiffness testing at Microbac Laboratories. The results re-fl ect a combination of on-road ride quality analysis and pure numbers.

The goal was simple: uncover the best and most versatile bike. We set out to fi nd a quiver of one.

» WORLDTOUR ROAD BIKE TEST

FOUR FAST, VERSATILE RACE BIKES STRAIGHT

FROM THE ROADS OF THE WORLDTOURQUIVER OF ONEBy Caley Fretz and Logan VonBokel

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LAB TESTINGSTIFFNESSGiant’s TCR Advanced SL 0 is the stiffest frame we’ve ever tested, besting the excel-lent Cannondale SuperSix EVO we tested two years ago. The Bianchi and Scott frames weren’t slouches, slotting into third and

fourth on our all-time stiffest list, behind the SuperSix. Both were within 10 percent — less than a half millimeter of movement — of the Giant.

The Helium SL didn’t fare quite as well, though its results should be taken in context.

Most of the deflection was measured at the seatpost, and it actually had the second stiff-est bottom bracket area in the test, behind the Giant. Its total deflection may have lagged behind the other three here, but among the larger pool of bikes we’ve had through the lab, it sits right in the middle, surrounded by bikes like the Pinarello Dogma and Trek Domane. It is also about five percent stiffer than the previous version of the Helium.

The TCR excelled, in part, because of the impressive bottom bracket and head tube stiffness figures. The bottom bracket is, in fact, the stiffest we’ve ever recorded. Scott was able to knock the Giant off the top peg in head-tube stiffness by seven percent.

Of course, it should come as no surprise that WorldTour-proven frames are routinely excellent in the lab. Unlike other frame types — aero or endurance frames, for example — bikes of this ilk are aimed squarely at efficien-cy, designed to maximize the all-important stiffness-to-weight ratio. They utilize tradi-tional wide-tubed designs, far stiffer than the narrow shapes found on aero bikes. Where endurance frames such as the Trek Domane or Specialized Roubaix may slacken geometry and soften carbon layup designs, these race frames place little emphasis on rider comfort. The engineers behind them continually reach for the outer limits of what is possible with modern composite construction techniques.

These are purebred race bikes, and for that they will not apologize.

WEIGHTThe Scott takes the cake here, thanks in equal measure to its light frameset and light carbon clincher wheelset. At 13.43 pounds, it’s likely to sit under the UCI weight limit even with a frame pump and saddle bag.

The Ridley and Giant both come with aluminum clinchers, which prevents each bike from dropping below 14 pounds. Throw some race wheels on and they’ll be in the same ballpark as the Scott.

Provided with the same medicine as the Ridley and Giant, a lighter wheelset, the Bianchi would drop well below the UCI’s 14.99-pound weight limit.

RIDLEY HELIUM SL

68/100

TOTAL SCORE

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$11,000 14.80 lbs 56cm

» WORLDTOUR ROAD BIKE TEST

TORSIONAL STIFFNESS SCORE: 30 POINTS WEIGHT: 5 POINTS0 30 35

RIDLEYBIANCHI

GIANTSCOTT

19 428 3

28 530 4

WE DON’T LIKEThe tall, 175mm head tube

isn’t aggressive enough

WE LIKEA thin seatpost and thinner seat stays add comfort and decrease weight

TRICKLE-DOWN OPTION: Helium SL Ultegra Di2, $4,400 — same frame, nearly 60 percent cheaper

MOST COMFORTABLE

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RIDE TESTING

COMFORTComfort is a question of expectation, always a rela-tive measure, and for this particular roundup our expectations were low. Race bikes are notoriously harsh. Not as bad as their aerodynamic brethren, perhaps, but a luxurious ride is secondary to per-formance concerns.

Three of the four bikes on these pages met

these low expectations: the Giant, Scott, and Bi-anchi. In their quest for a hyper-efficient pedaling platform and precise handling, vertical compli-ance and vibration damping have suffered.

Ridley far exceeded expectations. It has done an admirable job with the Helium SL, utilizing ultra thin seat stays and a skinny, 27.2mm seatpost to provide some welcome flex in the back end of the

bike. It’s one of the most comfortable race-orient-ed frames we’ve ridden; true, torsional stiffness suffers somewhat as a result, but for the average rider the Helium may strike the greatest com-fort/efficiency balance.

HANDLINGAs proof that excellence can come in many forms, two frames with wildly disparate geom-etries score 9 out of 10 points for handling.

Giant impressed us with its rock-solid front end and neutral, sure-footed steering, allowing for the razor precision we demand from a race frame.

Bianchi went in a different direction, but with equally great results. Its steering is slower, more confident, thanks to a slacker head tube angle and a longer, 60mm trail figure. The company shortened the wheelbase and dropped the bot-tom bracket, serving to both quicken the bike and add a heap of stability. The Oltre is a road race machine, a capable cruiser, and a bike that we’d pick over any other for a long day on the road.

The Scott and Ridley both scored 7 out of 10 points, but for different reasons. Both were sta-ble, with neutral steering and predictable man-ners, but they lacked the mind-meld handling of the Giant and Bianchi.

The Scott sets up long and aggressive, which is excellent for handling, but the front end lacked snap. The stock Syncros wheelset is very light, but also very soft, which was not confidence in-spiring when cornering hard.

The Ridley’s stack height is a bit high for those looking for an aggressive position, and this harmed its handling score. The lower torsional stiffness was evident when the bike was thrown into tight switchbacks, but didn’t seem to affect the feeling during most common maneuvers.

ACCELERATIONAt peak sprint, Mark Cavendish can put out about two horsepower for 10 seconds; in a wider vehicular context, our engines are puny. But that just makes efficiency — having a solid pedaling platform — all the more vital.

The Giant is exceptional, one of the firmest, fastest frames we’ve ever ridden. That’s despite a thoroughly average wheelset — throw some race hoops on and it would be even better. Its huge, boxy downtube and compact rear end do wonders here; push on the pedals and you are instantly rewarded.

Bianchi’s Oltre offers a significantly stiffer platform than the previous Oltre model, and certainly an above average feel when out of the saddle, but it can’t touch the Giant. Neither can the Scott or Ridley. All three are quite good when compared across the industry, but they are up against something truly special. BR

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» WORLDTOUR ROAD BIKE TEST

COMFORT: 10 POINTS HANDLING: 10 POINTS ACCELERATION: 10 POINTS0 10 20 30

RIDLEYBIANCHISCOTTGIANT

8666

79

7 79

67

9

BIANCHI OLTRE XR.2

74/100TOTAL SCORE

$12,800 15.36 lbs 55cm

TRICKLE-DOWN OPTION: Sempre Pro Ultegra, $3,300 — slightly more relaxed geometry and cheaper carbon fiber, but the same Bianchi ride quality

UPGRADEHutchinson Atom tires are fast but skinny; upgrade to something with more girth

WE LIKEAerodynamic fork integration

BEST HANDLING

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USER FRIENDLINESSSeatmasts save weight and allow for finely tuned ride quality, but they are an absolute pain to travel with, and diminish resale value — you can only sell the seatmasted Giant to someone with the same length or shorter legs than you. These drawbacks, combined with the bike’s use of an extra-oversized steerer tube standard that hasn’t quite caught on across the industry, add up to a poor showing for what is otherwise the darling of this test.

The Scott and Ridley, on the other hand, are an absolute dream to own and work on. They use standard seatposts and stick to industry stan-dards across the board.

The Bianchi falls in the middle. We’re not huge fans of shaped seatposts, as they tend to bind easily and are tough to break free, since they can’t be spun. But that’s a small quibble.

VALUELet’s be honest — none of these bikes offer good value relative to the rest of the market. The least expensive, the Scott, is nearly $8,000.

When we compare them to each other, though, that figure seems reasonable. Among top-level bikes, those built with the best groupsets, the Scott and Giant prices are acceptable.

The Scott frame is very nearly as good as the Giant’s, yet the Addict comes with a superior stock wheelset and costs $1,000 less. It gets the highest value figure in this test.

The Giant, the best all-around race bike on these pages, is more than $3,000 less than the Bi-anchi. That’s a farcical sort of value, we suppose, when both price tags could apply to a decent used car. But, you can pick up the same TCR Advanced SL frame with SRAM Red for $2,000 less, or Shi-mano Ultegra for almost $4,000 less. If we were buying, that’s what we would do.

The Bianchi isn’t aiming for value. It points and laughs at tiny bank accounts and spits on pitiful

budgets in disgust. At $13,000, it is well within in the “if you have to ask, you can’t afford it” territory, and makes no apologies for that. It’s not even sold with a cheaper parts spec, though you can buy the frameset for a frightening $5,000.

The Ridley comes with Record EPS, a group that is by itself more expensive than many complete bikes. If you want the lovely, comfortable ride and low weight that the Helium SL provides, at a lower price point, look to the Ultegra Di2 version.

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» WORLDTOUR ROAD BIKE TEST

SCOTT ADDICT TEAM $7,900 13.42 lbs 56cm

TRICKLE-DOWN OPTION: Addict 10, $3,800 — half the price, with an excellent Shimano Ultegra 6800 build

USER FRIENDLINESS: 10 POINTSVALUE: 25 POINTS0 25 35

RIDLEYBIANCHISCOTTGIANT

1614

2120

87

85

82/100TOTAL SCORE

WE LIKEKamm-tail tube shapes borrowed from aerodynamic Foil frame

BEST VALUE

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To call it “fast” does it a dis-service. The TCR is a rock-et ship — the stiffest frame

we’ve ever tested, with aggres-sive, race-oriented geometry and a worthy component spec.

Sure, there are lighter bikes, and more aerodynamic bikes. But there are few we’d rather roll up to a start line aboard. On the road, the TCR is sprightly, in and out of the saddle, of-fering a firm platform that responds immediately to steer-ing and pedal inputs. Hit the gas or dive into a hard corner and the TCR is nimble, precise, with balanced handling that oc-cupies the sweet spot between sharp and predictable.

It is not, however, what we would describe as comfortable. That shapely seatmast does lit-tle to dampen road vibrations. It is not user friendly, either, mak-ing air travel a pain.

The TCR’s numbers don’t lie. It’s the stiffest frame to ever pass through the VeloLab, sure, but it’s also an absolute blast to ride, with a competitive price tag and race-bred handling. It is a quiver of one.

THE FINAL TALLY

» WORLDTOUR ROAD BIKE TEST

GIANT TCR ADVANCED SL 0

83/100

TOTAL SCORE

$8,775 14.6 lbs 56cm

RIDE TESTING: 30 POINTSLAB TESTING: 35 POINTS

35 65 90 100RIDLEY 23 21 16 8 68

BIANCHI 31 22 14 7 74

SCOTT 33 20 8 82

GIANT 34 24 20 5 83

21

VALUE: 25 POINTS USER FRIENDLINESS: 10 POINTS

TRICKLE-DOWN OPTION: TCR Advanced SL 3, $3,925 — same great frame, solid Shimano Ultegra 6800 build

WE DON’T LIKESeatmast can make airline travel burdensome

WE DON’T LIKEThe 1.25-inch steerer improves stiffness,

but severely limits stem choice

WE LIKECarbon nanotube technology makes

tubes 14 percent more impact resistant

UPGRADEThe stock wheelset is fine, but a light race wheel would make the ride truly exceptional

STIFFEST FRAME EVER TESTED IN VELOLAB

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