Chin brushing the stem, forearms parallel to the road, and giving it everything as you pull through the back of the pedal stroke. The bike is humming along at speed, your hamstrings are screaming, and behind you? A bit of panic in a single file. The best part? Going this fast doesn’t even feel that hard – more like gliding on a hovercraft. It’s just right. You could keep this up for a while longer, letting the riders behind drop off one by one as they blow up.
Then, a turn alert flashes on your head unit. You know what that means. You shift the chain to the left, your chin comes up, and so does the road. Suddenly, it all feels a lot harder. You slide forward on the saddle, trying to keep the weight over the bottom bracket, but the bike just doesn’t want to accelerate. Even out of the saddle, there’s not much you can do. What wouldn’t you give to have a lighter bike right now? Lighter wheels that surge forward instantly. Shorter chainstays, a steeper seat angle – you’d dance up this climb like a god. But no, you’re on an aero bike, not a climbing specialist, and that’s exactly how it feels.
Of course, this scenario works the other way round, too. Anyone who’s ever tried chasing a group while riding an ultra-light climbing bike knows the pain. It doesn’t make things easier, but at least you’ll love the snappy acceleration and responsiveness on the climbs. Ultimately, every type of road bike is built to shine in a specific area, tailored to the demands of the terrain and conditions.
Climbing specialist, aero machine, or versatile all-rounder – which one is right for you?
Let’s face it, most of us don’t spend all year hammering along flat roads or exclusively tackling hill climb time trials. So, what’s the right choice for amateurs like us, who train on rolling terrain close to home and seek out season highlights in long-distance races with plenty of climbing?
Do you really need both an aero bike and a climbing bike? Not just to shave off those last few seconds in a race, but also to maximise everyday riding fun and enjoy the confidence that comes with being on the right bike for every situation. Or are aero and climbing bikes outdated concepts, with the future belonging to the do-it-all bikes that so many major brands are now focusing on in the road bike segment?
Sure, these are niche, nerdy problems. Realistically, almost any modern drop-bar bike will get you comfortably from A to B. But this discussion is specifically about performance-oriented race bikes – not finding the ideal balance between efficiency and comfort.
The idea of having a bike that’s perfectly tailored to every type of riding sounds incredibly appealing, certainly more so than a jack-of-all-trades that might let you down in critical moments. At the same time, I can’t help but wonder just how significant this specialisation is to an amateur, and where the key distinctions really lie.
Three race bike concepts compared: Cervélo’s line-up
To get a sense of how race bike categories compare, it’s worth taking a closer look at the range of a brand like Cervélo. Unlike industry giants such as Specialized or Trek, Cervélo remain committed to specialisation within their race bike portfolio, while also offering an all-rounder.
CERVELO S5
Let’s start with the S5, an icon among aero bikes and the primary weapon of Wout van Aert. Its stack-to-reach ratio favours an aggressive riding position, and its 7.9 kilogram weight in size 56 with a high-end groupset, sits about a kilo above the UCI limit. The frame is aerodynamically optimised through and through, pushing the envelope of aero design. Even to the untrained eye, it’s clear why the S5 has long remained one of the fastest bikes on the market.
CERVELO R5
Next up is the R5, Cervélo’s climbing bike, which you might recognise as the machine that carried a young, Danish featherweight to two consecutive Tour de France victories, dominating key mountain stages. Compared to the S5, the R5 offers a slightly more upright geometry, though the difference is marginal. The flagship version shaves off around 800 grams compared to the S5, with just 300 grams of that due to the frame itself – the remainder made up by the fork, components, and wheels. While you might expect the R5 to feature more climbing-specific geometry, that’s not quite the case. Surprisingly, the S5 even has shorter chainstays, a characteristic often associated with climbing bikes for their lively feel when pedalling out of the saddle. The R5’s primary distinction lies in its sacrifice of aero performance to prioritise weight reduction.
CERVELO SOLOIST
Finally, there’s the Soloist, Cervélo’s all-rounder. Lighter than the S5 and more aerodynamic than the R5, it sits squarely in the middle. However, it shares almost the same geometry as the other two models and isn’t available in their top-tier configurations. It’s tempting to think that Cervélo intentionally hold back the Soloist to ensure it doesn’t compete with the S5 and R5 in competitive applications. As it stands, the Soloist is a solid choice for training or local crit races, offering a balanced combination of performance and versatility.
When you examine Cervélo’s portfolio in detail, it’s clear that the primary differences between the bikes come down to aerodynamic optimisation and componentry, which also accounts for the significant weight differences. The geometry, and thus the overall riding characteristics, remain largely consistent across the range. This consistency makes sense, especially for professionals who regularly switch between bikes depending on the route. Minimising adjustment time and ensuring that a rider’s fit transfers seamlessly across models is crucial in the pro peloton. However, this convergence also blurs the lines between categories, reflecting a shift in how race bikes are designed and used.
The blurring of categories – Or Is the weight limit about to drop?
It’s no surprise that manufacturers have carved out a new category: the all-round race bike. These versatile machines are designed for any terrain, blending characteristics of both aero and climbing bikes. With aero bikes becoming lighter and climbing bikes gaining in aerodynamic optimisation, the performance differences often come down to wheel choice.
For a hilly race where weight savings are key, fitting lightweight, low-profile wheels can quickly bring the bikes close to the 6.8 kg UCI limit. For flatter courses where aerodynamics matter more, switching to deep profile wheels maximises speed – all on the same frame platform.
A revision of the UCI weight limit could be a game changer for this trend. Originally introduced as a safety measure to prevent overly fragile constructions, advances in manufacturing techniques and carbon fibre technology have rendered the rule largely outdated. Should the UCI decide to lower the 6.8 kg threshold, ultralight climbing bikes could gain a whole new level of importance for professionals and, in turn, for the industry. Specialized have already shown what’s technically possible with the Aethos, achieving exceptional low weight without compromising safety – even with disc brakes and electronic drivetrains.
For now, as fully optimised aero bikes hover around 7 kilograms, the shift towards “do-it-all” bikes will likely continue. The reason is simple: they’re the fastest option for most races. The advantages of specialised bikes are usually limited to specific segments, and the gains are so marginal that it’s rarely worth the trade-off.
Ultimately, it all comes full circle: choosing the right bike still depends heavily on your individual needs, preferences, and the terrain you’ll be riding – not to mention budget.
Personally, I love the snappy, playful feel of a lightweight bike on steep climbs. As a lighter rider, my best chances of making a difference in a race are on the ascents, where I can punch above my weight, and otherwise staying sheltered from the wind as much as possible. However, I can’t afford to waste energy when it’s time to close a gap or attempt a breakaway. For these reasons – and to keep things within budget – the smartest option for me seems to be a lightweight, yet aerodynamic frame from the growing range now offered by several manufacturers. Pair it with a range of wheelsets and a few tailored upgrades, and it’s ready for almost any scenario. At least, until that sub 6-kilo superbike finally hits the market.
For more information, visit cervelo.com.
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Words: Dorian Steinhoff Photos: Jan Richter
