Cervélo S5 overview: Crazy quick, however not a motorcycle I’d wish to personal

It’s price taking into consideration earlier than you embark on this overview that the Cervélo S5 is now three years previous, and in bike growth phrases meaning it’s most likely due an replace this yr or the following. Why trouble reviewing what would possibly quickly be an outdated mannequin? Well, based on our personal wind tunnel testing the Cervélo S5 remains to be completely top-of-the-line aero bikes in the marketplace. The quickest, at zero yaw, even in contrast towards far newer bikes just like the Specialized S-Works Tarmac SL8 and the Factor Ostro VAM. 

It can also be nonetheless getting used on the highest stage of the game, and when a brand new mannequin ultimately replaces it, the older mannequin will then possible go on sale, and would possibly change into a extra enticing proposition for a would-be buyer.

With such a successful report, is the Cervélo S5 top-of-the-line highway bikes in the marketplace? Yes, completely. But that doesn’t essentially imply I feel you can purchase one. I’ve been using the bottom tier choice, with a £9.5k/$9k asking value, and geared up with SRAM Force, an included energy meter, and Reserve wheels. 

After loads of miles of various terrain from flat blasts to intense, steep climbing, I’m impressed in some ways, however regardless of it being demonstrably fast it’s not a motorcycle I’d significantly relish proudly owning. It is perhaps the bike of your goals although, so chances are you’ll as effectively maintain scrolling and see what’s good and what’s not so good. 

Design and aesthetics

In a world the place all aero bikes principally look the identical, I need to say it’s refreshing to have an all-out aero machine that also has a particular look about it. You’d be hard-pressed to seek out that cockpit and that closely sculpted seat tube (in case you may even name it that) elsewhere. It’s not essentially to my liking. It seems just a little too robotic, compact, and considerably inelegant, however magnificence is within the eye of the beholder and in the end it is a bike that’s about pace over visuals. 

Up entrance it’s straightforward to overlook fairly how outlandish the design is. While a hinged fork isn’t new it’s definitely nonetheless extraordinarily uncommon, and even amongst time trial bikes it’s not the norm. It means the top tube is extremely slim, primarily as a result of it not has to accommodate bearings massive sufficient to suit round a conventional 1 ⅛” steerer tube. 

The head tube of the body itself is comparatively deep, to not fairly the diploma of the loopy new Ridley Noah Fast, however when bolstered with the exterior hinge of the fork it makes for a really lengthy, very slim entrance finish. The fork even juts out considerably on the head tube hinge, in the identical means as the top tube on the Pinarello Dogma F or the S-Works Tarmac SL8 does. 

The Y-shaped cockpit was comparatively groundbreaking on the time, and has since been co-opted in numerous methods by the likes of the Bianchi Oltre and the Colnago Y1Rs. It might appear like it provides a whopping quantity of stack to the entrance of the bike, however primarily it places the handlebars in the identical place as a conventional stem would. It’s modular, so the bars bodily bolt onto the Y-shaped struts, and so to alter the width (from 38cm to 44cm in 2cm increments) you ‘simply’ unbolt the bar and swap a brand new one in (and do all of the hoses and cables). There is 5º of rotation within the cockpit, because the mounting interface is gently curved, so whereas it seems extra advanced than a one-piece system, it’s extra tunable than the cockpits of most race bikes these days. 

The essential triangle is comprised of very deep, very slim tubes. On the down tube and closely curved seat tube there’s simply sufficient width to mount a bottle and no extra. Handily there’s a triple set of bosses on the down tube, that means in case you solely wish to run one bottle you may have it even decrease, or the upper place for a pair. 

At the again finish, the curved seat tube hugs the rear wheel greater than some other bike I can consider, earlier than veering arduous right into a near-vertical, very deep seat publish that’s completely unyielding. At the bottom of the bike, the underside bracket is hefty, nearly clearing the highest of the large ring of the chainset. 

The wheels, as you’d anticipate on a motorcycle this aero, are the gorgeous deep Reserve 63/52 (comfy mid-pack in aero phrases based on our personal wind tunnel testing), with a 25mm/24mm entrance/rear inside width. This is fairly broad, particularly for a motorcycle this previous, and it might shock you to listen to that the Cervélo S5 can clear a 34mm (measured) tyre. This is an efficient factor, not solely as a result of we’ve proven that it’s most likely quicker for most individuals, however it’s additionally extra comfy for what is kind of an unforgiving journey. 

Performance

Hopping onto the Cervélo S5 from principally some other bike is like switching out of your previous CRT tv to a 4k IMax film. You really feel completely every thing, principally by means of your perineum. On an ordinary bike design, the place the seat publish is cantilevered rearwards to a far higher diploma, the quantity of compliance it might probably provide is usually nearly all of what we consider as ‘rear finish consolation’. On the S5, the place the seat publish is extraordinarily deep and primarily vertical, there’s scant consolation provided in any respect. This might not matter to the professionals, however to you it would. 

It initially had a set of 28c Schwalbe Pro One tyres fitted, however after a few rides I swapped them out for a set of 28c Continental GP5000 S TR, the quickest highway tyre in the marketplace based on our personal lab testing. In actuality, if I used to be working this bike long run I’d go for a 30c no less than, if not wider provided that we have confirmed that wider tyres are quicker for nearly everybody. It can take it, there’s so little disadvantage to doing so, and it could have enormous consolation implications. Luckily the broad inside width of the edges means the 28s plumped up effectively in any case. 

Before we get to the journey I truly wish to say I actually just like the cockpit. Yes it seems difficult, however upon receipt of the bike it had a deafeningly loud creak from someplace within the bowels of the top tube, and so I took all of it aside, regreased every thing, and put all of it again collectively once more with little or no fuss. You can modify the spacer stack too with out having to chop your steerer, which genuinely is a bonus in case you prefer to fiddle together with your match. Yes, routing the hoses could also be a nightmare, however it’s a nightmare on any built-in cockpit. At least right here you get some adjustability. More than that, the bar form is sensible, with a stunning lengthy closing part to the drops for clinging onto whereas impersonating a diesel practice together with your nostril within the wind. 

Anyway, consolation points apart, there’s lots to love right here. The Cervélo S5 is sickeningly quick. On flat and rolling terrain, for which it was primarily designed, it completely barrels alongside. I’m by no means going to say that I can really feel the aero variations between a number of top-end bikes, however the S5 does, it have to be mentioned, have a purposeful, nearly TT-esque really feel to it. You wish to sit both within the drops, or in an aero place on the hoods and urge it to tick alongside at full chat. 

Oddly although it doesn’t really feel quick. It is quick, very very quick, however in some ways, it feels fairly pedestrian, with a strong, secure journey that at instances verges on being just a little languid. It’s by no means a motorcycle I relished using on twisty, winding descents, missing the responsive entrance finish of the likes of the Pinarello Dogma F. This goes completely towards the geometry charts, with the S5 having a steeper head tube, shorter chain stays, and a decrease path fork than the Dogma F, however the Italian bike did really feel extra energetic. As ever, geometry charts can solely let you know a lot. 

Part of it I think is weight, with the S5 weighing 340g greater than a similarly-specced Trek Madone, however a part of it I feel is simply the bike being absurdly stiff and missing any of that intangible elasticity that may convey a motorcycle to life. 

If you’re into sprints, uphill or in any other case, the S5 will probably be your buddy. The drops on the bars assist lots, however the entire package deal is so stiff, particularly on the rear finish, that you simply don’t really feel such as you’re losing a single watt. It’s magnificent on this respect, and I think, as with many different elements of this bike, it was designed not with customers in thoughts however with skilled racers. 

On longer climbs it feels far much less at dwelling. It’s no slouch, don’t get me improper. It’s a nine-grand superbike that, within the grand scheme of issues, weighs little or no, however in the end the traits which can be typically ascribed to bikes that ‘make you wish to dance on the pedals’ are absent right here. It lacks that straightforward, whip-sharp acceleration that really light-weight bikes have on the steepest ramps, preferring as a substitute to muscle over lumps the place potential, and settle into a gradual, seated rhythm on those who it might probably’t. 

On open, flowing descents it’s remarkably secure, and comparatively unperturbed by crosswinds in comparison with some aero bikes I’ve ridden. On longer bends the place you may actually choose your line prematurely it’s very nice certainly, in distinction to the way it behaves on tight, twisty roads. If you reside wherever with damaged tarmac then bigger tyres are going to essentially assist right here too, not solely within the grip stakes but additionally to cut back that sketchy chatter that any stiff chassis can impart. 

The groupset is beginning to look just a little drained now although, even accounting for the truth that it features a energy meter. The distinction in really feel and ergonomics between the present SRAM Force and the brand new Red is large, and with a brand new Force having already been leaked it is secure to say that that is someplace I’d fortunately see the bike up to date. Force merely does not shift or cease in addition to Ultegra, and the ergonomics aren’t pretty much as good both in my guide. 

Value

If pace is your aim then you definately actually are going to wrestle to prime this I feel. In a useless straight line that is as aero as bikes get, even with a second tier groupset, all for ‘solely’ £9.5k/$9k, which is some huge cash however a number of thousand shy of top-tier race bikes. Yes, you will get the S5 fitted out with Dura-Ace or Red, however that’s a distinct proposition. 

If you’re racing (and I imply truly, competitively racing, not simply the occasional KOM hunt) then it’s a very compelling providing. It seems a bit mad however I don’t assume it’s any tougher to dwell with than some other bike with an built-in cockpit. If you’re into dash triathlons it most likely makes a whole lot of sense too. For longer occasions, Cervélo has stopped making its personal TT extensions equipment for the bike, however aftermarket choices can be found, and in case you can’t stretch to a full TT bike then having one among these and a few bars is a fairly first rate compromise. 

If efficiency is your aim then completely it represents first rate worth, particularly in case you’re studying this lengthy after publication and it’s now on sale, however as a motorcycle to personal and simply journey round on with your pals, I’m not so certain. 

Verdict

By the numbers the Cervélo S5 is a fairly sensible bike. It’s supremely aerodynamic, monstrously stiff, and the second tier SRAM Force mannequin is definitely fairly first rate worth if you wish to go quick. As a using expertise although it’s so single minded in its seek for pace that it appears to be left missing within the pleasure division.

If you wish to win a motorcycle race then that is in the end top-of-the-line choices in the marketplace nonetheless, even given how previous the bike is (much more so when you think about the present S5 solely obtained modest tweaks over the previous model). 

If, nevertheless, you need a bike that’s a pleasure to journey and personal then I counsel you look elsewhere. It’s so stiff, and nearly robotic at instances within the journey really feel that I by no means actually lusted after my subsequent journey on it as I typically do with different actually posh bikes.