SIMPLY FASTER
The Felt AR FRD is the result of one of the longest and most complex development projects ever undertaken on a road bike. But, as Marcel Wüst discovered, the outcome is simple: more speed
The last time I rode a Felt, it was a genuine team F1 SL from what was then the 1t4i squad and the bike used by my countrymen and fellow sprinters Marcel Kittel and John Degenkolb. I was taken with it straight away and couldn’t put it down for the week I had it at one of my Casa Ciclista training camps. This time round I wasn’t sure how long I could keep it for so I hammered it for five days straight, only to learn that I had all January to play with it.
Felt were one of the first brands into the aero-road genre when they launched the AR range in 2008 and now they say they have raised the bar for this segment once more. Whenever any manufacturer brings out a new aero bike, the hyperbole about wind tunnel results can often be overwhelming but how it performs in a controlled environment is only a small part of how it feels out on the road. How efficiently and effectively is your pedal stroke transferred to speed? How much comfort is sacrificed for stiffness? These are questions you can only truly answer on tarmac. I remember when aero road bikes were lacking in stiffness, especially in the steering and BB, but Felt claim the new AR matches their F1 in these areas. I was looking forward to finding out.
This AR FRD is the range- topping model. I felt lucky to have it, and not only because of the exotic spec. At the time of my test in December it was the only one in the world. The FRD version comes out of the same mould but uses a different lay- up that features Felt’s proprietary ‘ UHC Ultimate + TeXtreme’ carbon fibre. Early production focused on the frames for the bigger selling AR1–5 models to satisfy the thousands of orders that came
IT WANTS – NO, DEMANDS – TO BE RIDDEN HARD AND ALONG THE UNDULATING ROADS OF MAJORCA’S EAST COAST, I HAPPILY OBLIGED
in after the bike was first shown last year. The advanced ( and expensive) material in the FRD reduces the frame weight to a claimed 900g – very light for an aero model. This bike tipped my Park Tool bike scales at just 6.74kg without pedals.
It’s a beauty to look at. The aero tubes are easy on the eye and it appears stealthy without ending up looking boring like some all- black bikes can.
Within the first five minutes of riding it was clear just how stiff a machine this is under hard effort. It’s immense fun. When a bike reacts to efforts as well as this, it’s always hard to just cruise along. The AR FRD wants – no, demands – to be ridden hard and along the undulating roads of Majorca’s east coast, I happily obliged. Any flat stretches were my cue to raise the speed and keep it there, and in doing so I realised how well Felt have aligned wind tunnel testing to the real world to create a bike that’s simply faster.
As much as the frame contributes to aerodynamics, the parts matter a lot, too.
The Zipp 404 Firecrest wheels have been around a while now but are still super impressive. They help the AR accelerate and hold onto pace brilliantly.
When it’s time to shed some speed the Zipps are as good as carbon rims get but I’m not convinced by the Felt’s placement of the rear brake behind the BB. They say that it saves some drag and also adds to the comfort by freeing up the seatstay design, the latter something for which I can vouch as the AR is smoother than any other aero-road bike I’ve tested. However, the brake isn’t easy to access and I feel it lacks a little bite. For me, optimal braking performance is more important than saving a watt or two.
Once fully warmed up I decided to really investigate the AR’s sprinting
performance with some maximum efforts. Although I didn’t have a power meter fitted, I know that I can still put out over 1,200 watts repeatedly and when I gave the AR everything I had it responded as sharply and efficiently as anything I’ve ridden, aero or not.
Its cornering ability, too, is superb and it helped me to a town sign sprint win into Porreres over a friend I ride with occasionally in Majorca. He races a bit so I often pass on some sprinting tips to him and he’s obviously been paying attention because as we approached the edge of town he tried to force me to the front. That was fine by me because with the sun shining from behind I could always see his shadow. That was one sprinting tip I could have given him but it could wait until I’d beaten him!
I eased the pace about 100m from the last roundabout before the town and he followed my lead, staying in my slipstream. So far, for him, it was so good. But as we hit the roundabout I kicked the pedals and leant the bike deep into the corner with real confidence in the geometry and the Continental GP 4000S tyres. As we hit the ‘ finishing straight’ I’d lost him from my wheel and with 100m to go I already had my hands in the air in celebration. Thanks, Felt!
Once that bit of fun was over I kept up the intensity into the next little climb, the Monti- sion. With the sky overcast it wasn’t as warm as I’d expected it to be when travelling south on the island so I needed this 2km rise to generate some heat. The climb only confirmed what I’d already learnt about the AR FRD’s low weight and high stiffness so before I got to the monastery at the top I eased back and pushed the small Di2 shifter buttons to move smoothly into a low gear. It’s possible to build an even lighter bike, of course, but because the AR makes so few compromises, and because the benefit of its aerodynamics count for more than the weight everywhere but on steep
WHEN I GAVE THE AR EVERYTHING I HAD IT RESPONDED AS SHARPLY AND EFFICIENTLY AS ANYTHING I’VE RIDDEN, AERO OR NOT
climbs, you would have to be a very dedicated hill- climbing fanatic to want more uphill performance than this.
I like the AR’s racing ergonomics; it was easy to get it set up just right. A bike like this is pointless unless you also have an aerodynamic position ( because the rider is still 80 per cent of the total drag) and on the AR I could get low to ride fast in the drops and still feel comfortable.
Some of the parts fitted to this bike may divide opinion as they are far from conventional. The Zipp bars are stiff, aero and a great shape but the flat tops would be slippery without bar tape on a warm Majorcan day. Personally, I’m not a fan of the 3T Integra Ltd stem, either. It’s certainly very strong but that’s no wonder given the size of it. Also, I’m
THE AR FRD DELIVERS IN EVERY AREA THAT MATTERS: SPRINTING, CORNERING, RIDING HARD DOWNHILL AND PURE AERO SPEED
not keen on how the cables loop over the stem and into the toptube. It’s done for aero purposes, of course, but I prefer this area of the bike to look clean given that it’s always in your view when riding. At least there is no cable rattle at all.
One aesthetic aspect that I do really like is the chequered flag finish, which is far more interesting than the industry’s now ubiquitous matt black with black logos and black parts ‘colour’ scheme.
A notable innovation is the seatpost, which uses an internal expanding device to secure the post instead of the usual clamp that works against the material by trying to crush it. The post is reversible for TT/ triathlon positions. This top FRD model also comes with a second seatpost from 3T with a vibration- damping module. I tried it out on some rougher roads and noticed a slight reduction in the vibrations that reach the seat but the AR is pretty smooth anyway.
The Felt AR FRD left me in no doubt that it’s one of the best aero framesets out there. It delivers in every area that matters: sprinting, cornering, riding hard downhill and pure aero speed. Not every detail is to my liking but that’s more down to personal taste. Very simply, if your aim is to go as fast as possible, you will love this bike.