Canyon approaches the perfect road bike from the fast side. The Aeroad once started out as a proven specialist for flat stages. After several stages of development, the fourth generation is now the first choice for professional teams equipped by Canyon - and the two-wheeled turbo for Jasper Phillipsen's sprint victories or Mathieu van der Poel's impressive solo escapes. In the meantime, the professional teams equipped by Canyon have largely dispensed with the lightweight Ultimate model, which hardly has a raison d'être, even on mountain stages.
The Canyon Aeroad CFR AXS in the lab
The Koblenz-based manufacturer's claim to build nothing less than the most complete road bike in the world is more than just a marketing promise. With a podium place in the aero ranking, it lays the foundation for the test victory, which it shares with Scott and Specialized. Only the Storck is measurably faster. The Aeroad doesn't deliver top marks in any discipline, but you won't find any weaknesses either.
Driving experience
The bike manages to fulfil all requirements in a remarkable manner - comparable to a sports car suitable for everyday use. The handling is predictable, but not boring; the chassis is firm, but not uncomfortable. The seating position is less extreme than on other cars in this class and is likely to suit the tastes of the masses; even long journeys can be easily undertaken on it. A relatively easily customisable cockpit rounds off the package.
That's what you get for your money
Some bikes in this test may cost less, but the Aeroad still has to be described as affordable. Canyon charges significantly less for its CFR models than the competition in its top class, especially the test winners from Scott and Specialized with the same grades. However, even on closer inspection, it doesn't turn out to be a cheat pack: from the high-quality Zipp wheels to the SRAM drivetrain including power meter to the 3D-print saddle, everything is installed to make the hearts of technology fans beat faster.
Canyon Aeroad CFR AXS: Info & test grade
- Price: 10,499 Euro
- Weight of complete wheel: 7.1 kilos
- Aerodynamics: 204 watts
- Frame sizes: 2XS, XS, S, M, L, XL, 2XL (test size greased)
- TOUR grade: 1.5 - TOUR test winner
Geometry
- Seat/top/head tube: 534/570/142 millimetres
- Stack/Reach/STR: 565/389 millimetres/1.45
- Stack+/Reach+/STR+: 625/563 millimetres/1.11
- Wheelbase/caster: 990/53 millimetres
Equipment
- Drive/gear shift: SRAM Red AXS (2x12; 48/35, 10-28 t., PM) | Grade: 1.0
- Brakes: SRAM Red HRD (160/140 mm) | Grade: 1.0
- Tyres: Pirelli P Zero Race TLR 28 mm (eff.: 28 mm) | Grade: 1.0
- Impellers: Zipp 545 NSW
- Impeller weights: 1211/1486 grams (v./h.)
Measured values
- Weight of complete wheel: 7120 grammes | Grade: 2.0
- Air resistance: 204 Watt | Grade: 1.0
- Front stiffness: 8.3 N/mm | Grade: 1.7
- Bottom bracket stiffness: 69 N/mm | Grade: 1.0
- Rear comfort: 173 N/mm | Grade: 2.7
- Comfort front: 73 N/mm | Grade: 2.0
Advantages and disadvantages of the Canyon Aeroad CFR AXS
- Plus: Top aero performance, comparatively inexpensive, customisable cockpit
- Minus: -
All 13 bikes in the comparison test
How TOUR tests
Weight (25 per cent of the overall grade): The weighed complete wheel weight in the standardised test wheel size of 56-57 centimetres counts for the evaluation. However, we also show the wheel weights for orientation purposes. The grading scale is designed so that the physical effect of weight and aerodynamics on the average speed is comparable for an average route profile of 1000 metres in altitude per 100 kilometres. For orientation: The aerodynamic optimisation of the bike can compensate for up to almost four kilograms of weight on such a route. Simultaneous top marks in weight AND aerodynamics are mutually exclusive, but there are racing bikes that find a very good compromise. If the route is more hilly than our reference route, weight becomes more important; if the route is flatter, aerodynamics become more important.
Air resistance (25 per cent): Dynamically measured in the wind tunnel, with TOUR dummy, rotating wheels, moving legs and over a wide range of flow angles. Summarised to an aerodynamic grade for typical environmental conditions.
Front stiffness (10 per cent): Important parameter for steering precision and confidence in the bike at high speeds, determined in the TOUR laboratory. Overall stiffness is determined on the fully assembled frame set, i.e. including the fork. The stiffness values are capped. The aim is not an infinitely stiff frame, but one that is sufficiently stable to ride.
Bottom bracket stiffness (10 per cent): Reveals how much the frame yields under hard pedalling, for example when sprinting. This measurement also takes place in the TOUR laboratory, with realistic clamping in which the frame can deform as it would during riding.
Rear comfort (10 per cent): A measure of compliance in the event of road shocks, measured in the TOUR laboratory. A suspension travel is measured when the seatpost is loaded. The measured value correlates very well with the riding impressions and the feeling of comfort. Good marks also mean decent riding dynamics, which have a positive effect on speed on poor roads.
Comfort Front (5 per cent): The deformation of the handlebars under load is determined in the same way as for the rear. A good score means a lot of suspension comfort, which takes the strain off your hands on long rides. However, strong sprinters who want a lot of stiffness should look for stiff handlebars.
Switching (5 per cent): The shifting characteristics are determined in the driving test. It is not the price or the quality impression of individual components that is assessed, but exclusively the function of the entire gearbox. For example, the cable routing, the quality of the cables and the mounted chain also play a role.
Brakes (5 per cent): As with shifting, the test on the road also counts here, and the experience from our countless tests of brakes is also incorporated into the assessment. It is not the component itself that is evaluated, but the function of the interaction between brake body, pads, rims or discs and cables as well as cable routing: How well can the brakes be modulated? How durable are the brakes, how long are the braking distances?
tyres (5 percent): Rolling resistance and grip are evaluated - as far as known from one of our independent tyre tests or on the basis of driving impressions.
The overall score is calculated arithmetically from the individual scores weighted differently (percentages in brackets). It primarily expresses the sporting qualities of the bike.
Jens Klötzer
Editor
