New Cervélo R Series Designed Just Right
Choose between the R5 or R3 for the best performance and comfort for you
Choose between the R5 or R3 for the best performance and comfort for you
We were churning our cranks up the hills of the Imagna Valley in northern Italy, all riding new Cervélo R5s. I was working hard on the nine per cent climb while trying to take in the impressive scenery when Dimension Data’s Omar Fraile powered ahead of me, pedalling with one foot unclipped. I, of course, know that pros are strong. But watching the winner of Stage 11 of this year’s Giro d’italia – also on the new R5 – blow past me uphill on a Giro rest-day ride put things into a striking clarity.
I wasn’t in Italy to gawk at the pros. I was there to preview Cervélo’s new racing machine through some of the country’s most stunning terrain. The hills and valleys northwest of Bergamo were the perfect spot to test the newest climbing bikes from the Toronto-based manufacturer. True to its legacy, the latest version of the R5 is spritely, stiff and a whole lot of fun to ride. That doesn’t mean that this iteration will leave you with a sore back and tight hamstrings as it is a refined racer. Cervélo’s engineers wanted to create something that was comfortable enough to disappear beneath you but still perform well.
Cervélo adjusted the geometry to give the new R5 a more aggressive position. Designers lowered the stack and the head-tube height, which allow you to get low. The company also increased the stiffness at the bottom bracket by 13 per cent and at the head tube by 21 per cent. Balancing these changes, though, are a lowered bottom bracket and chainstays that were extended to 410 mm. Those modifications create a bike that handles with calm confidence.
After another climb that went up 8.9 km, I got to cash in that elevation gain with the descent that followed. Here, the adjustments made to the frame really shine. Sweeping through tight hairpin bends, the bike’s stability gave me the confidence to snatch a few looks at my surroundings and bank the memories of the deep valley and its walls.
That feeling of stability is by design. Graham Shrive, an engineering project manager at Cervélo, says the R5 has an increased amount of trail, the contact patch immediately behind the steering axis, which is crucial for creating this feeling. Shrive, who can delve deeply into the facets of each bike, detailed the importance of trail. “A rider relies on the restoring torque of the tire, which, on the road, works to keep the front wheel running straight,” he said. “With more trail, the rider has more leverage over this restoring torque. With that leverage comes a more confident sense of control.”
As for how the bike climbs, Fraile not only showed me on that rest-day ride, but the day before, he also told me, “On the climbs, it just goes up.”
Finally, there’s comfort. “It’s a bike that still feels great two weeks into a Grand Tour,” Shrive said. It was great to see all-day comfort and racing performance worked into one model, a combination that’s always been part of the R Series.
It wasn’t just the R5 that got a refresh. Cervélo felt the R3 wasn’t keeping up with the market in terms of weight or stiffness. On the new R3, the frame weight is down 10 per cent to 916 g, while it now has the stiffness values of the previous R5. The geometry of the new R3 remains the same as the previous generation of the R Series. Cervélo wanted to differentiate the two new models not just by cost and componentry but according to the type of rider each model was meant for. The R5 is for the pro rider who has the flexibility to deliver power in even the most aerodynamic positions. The R3 is for the Tuesday-night racer who is also going to go out for long rides with friends on weekends.
During my time in Italy, I had the chance to ride both the new R5 and R3. Both were great, but each one felt distinct. Switching back and forth between bikes really demonstrated contrasts in geometries. The R3 is fun and fast, but also allows most mortals (that is, non-pros) to find positions that are comfortable for all-day rides. While my position on the R5 was still comfortable, it was certainly more aggressive than on the R3. I became acutely aware of my poor flexibility. Soon after, I was looking up yoga studios I could visit after returning home.
On whichever model is more suited to you, you’ll find many braking options. Both will be available in disc or rim variants. You’ll also have your choice of Shimano or sram options. The R5 will be available with Dura-ace Di2 9150 and sram Red E-tap, both retailing (for rim or disc brakes) at $11,500. The Dura-ace 9100 (rim) will be available for $9,100. The R3 also includes a Dura-ace rim-brake option that will cost $6,500, along with Ultegra 8070 Di2 ($6,700 with disc brakes, $6,000 with rim brakes) and Ultegra 8000 ($4,700) mechanical groupsets. The R5 and R3 Dura-ace models will be available this summer, with the R3 Ultegra models rolling out in the autumn.