Canyon Ultimate CF SLX 9
2015年5月23日コメント (1)Canyon Ultimate CF SLX 9
This article originally appeared Black Patent Leather Marcia Balla 40mm on BikeRadar
Canyon’s previous Ultimate CF SLX road racer was a superstar in terms of stiffness and rear end comfort. But the overly firm front end disrupted what was otherwise a flawless ride.
Canyon has rectified the situation with this latest generation chassis, however. It’s gloriously efficient, handles fantastically, and now offers an impressively smooth feel that’s perfectly balanced from end to end. Toss in the reduced weight and reasonable pricing and you’ve got an undisputed winner.
Highs: Stiff chassis, excellent comfort, balanced feel, refined handling, fantastic pricing, multiple build kit options
Lows: Non convertible internal cable routing, slightly finicky headset adjustment, narrow rims and tyres, hard to come by in the United States or Australia
The latest Canyon Ultimate CF SLX 9.0 Pro is an outstanding all around road racer
Ride and handling: Fast yet comfortable
The main objective of any pure race bike should be outright efficiency and speed, and the new Ultimate CF SLX chassis nails both requirements. Despite shedding nearly 200g with the redesign, the sub 800g modular monocoque frame has seemingly lost none of its predecessor’s outstanding rigidity, either in the girder like rear triangle or the stout front end.
The bike eagerly and instantly shoots forward when you apply power to the pedals, with no discernible loss of energy or mushiness. Climbing feels remarkably quick and dare we say it easy, full effort sprints are rewarded with big bursts of speed, and even high speed cruising feels rewardingly direct and tactile.
Meaty chainstays and a wide, flattened seat tube contribute to the efficient rear end
Canyon makes good use of that stiffness when it comes to handling characteristics, too. Although some may find the steering to be a bit on the Nude Patent Leather Marcia Balla 40mm twitchy side, it’s appropriate for its purpose and utterly precise. Initial turn in is immediate but on point, and there’s ample feedback to let you know what the tyres are doing at either end. Mid corner line corrections are but a thought away.
It would be fair to expect that such efficiency and handling acumen would also come with a brutal ride quality but, in this case, that’s anything but true. Despite the rather stiff riding Mavic Ksyrium SLR alloy clincher wheels and matching, barely 22mm rubber (inflated to our usual 100/105psi front/rear operating pressures), the Ultimate CF SLX chassis is surprisingly forgiving.
Both the front and rear ends are very comfortable with a balanced feel from front to back
Crudely chip sealed pavement barely registers through the contact points, and even bigger potholes are squelched with a dull thud that does little to upset your rhythm. One of our favorite test loops includes a fast, switchback laden descent with a persistently washboarded dirt surface that invariably forces you to check your speed. On the Canyon, we not only just skirted across the tops but could actually still feel our hands afterward.
Prospective buyers should carefully research their fit using the provided stack and reach dimensions though, as we found the sizes running slightly bigger than their labels suggest. Handlebar heights have come down a smidgeon across the board, too a common complaint with the previous generation from racer types who often just couldn’t get quite low enough but some might still find the front ends too high. Even with the stock Acros i Lock headset preload ring (which takes up about 10mm of valuable stack height and requires a tiny T 6 Torx wrench), though, we had little trouble replicating our usual position.
Exercise caution with the sizing as the frame sizes seem to run a tad largeThat many top end frames are starting to look very similar shouldn’t come as a surprise given that everyone seems to be arriving at the same conclusions: that nominally roundish tube profiles, smooth transitions, and big section diameters offer the best path to maximum structural efficiency.
As a result, Canyon graces the Ultimate CF SLX frame with a very big and broad down tube, its trademark ’Maximus’ flattened and flared seat tube profile, fat asymmetrical chainstays anchored to an extra wide PF86 bottom bracket shell, and a tapered head tube that surrounds the common 1 1/2in steerer down below but Canyon’s usual 1 1/4in upper diameter for additional stiffness as opposed to the more common 1 1/8in dimension.
Shaping throughout the frame is relatively modest all things considered
The source of the Canyon’s enviable comfort is easy to see, too. The seatstays are broadly spaced up at the seat cluster to keep the rear end from wagging, but they’re very slim in profile. Compared with the previous version, the fork blades are substantially shallower in depth while still retaining the meaty, hollow carbon crown.
Hidden inside Canyon’s VCLS seatpost, however, is an infusion of basalt fibres into the carbon blend, which Canyon says allows for more flex over bumps something that sounds hokey until you notice just how much it’s actually moving. It’s no surprise, given the bike’s ride quality, to learn that basalt is also mixed into the fork blades and seatstays.
The included VCLS seatpost really works
The basalt apparently adds little if any unwanted mass, White Leather Jaws 120mm either. Actual weight for our so called ’XS’ size frame is just 780g, including the burly seatpost collar and rear mech hanger, the water bottle bolts, and all requisite cable routing hardware.
The Ultimate CF SLX may be built with structural efficiency (read: low weight) in mind but it doesn’t appear to have come with any shortcuts that might negatively impact the long term durability. The headset bearings, for example, press tightly into permanently bonded in aluminium head tube inserts instead of sitting into moulded in carbon seats that would be easier to manufacture and lighter. And while the bottom bracket shell uses a carbon sleeve, it makes for a refreshingly tight and even fit around the bearing cups.
Even after eight months of testing, we heard no creaks anywhere
Perhaps most telling is that during eight solid months of Silver Strass Marale 120mm testing, we heard not a single creak.
Our one real complaint lies with the internal routing. It’s easy to live with and cleanly executed with direct cable paths, generously sized exit ports, and no risk of housing rub.
But, remarkably in this day and age, it isn’t convertible for electronic drivetrains. Instead, Canyon builds a second variant with dedicated electronic only ports.
This article originally appeared Black Patent Leather Marcia Balla 40mm on BikeRadar
Canyon’s previous Ultimate CF SLX road racer was a superstar in terms of stiffness and rear end comfort. But the overly firm front end disrupted what was otherwise a flawless ride.
Canyon has rectified the situation with this latest generation chassis, however. It’s gloriously efficient, handles fantastically, and now offers an impressively smooth feel that’s perfectly balanced from end to end. Toss in the reduced weight and reasonable pricing and you’ve got an undisputed winner.
Highs: Stiff chassis, excellent comfort, balanced feel, refined handling, fantastic pricing, multiple build kit options
Lows: Non convertible internal cable routing, slightly finicky headset adjustment, narrow rims and tyres, hard to come by in the United States or Australia
The latest Canyon Ultimate CF SLX 9.0 Pro is an outstanding all around road racer
Ride and handling: Fast yet comfortable
The main objective of any pure race bike should be outright efficiency and speed, and the new Ultimate CF SLX chassis nails both requirements. Despite shedding nearly 200g with the redesign, the sub 800g modular monocoque frame has seemingly lost none of its predecessor’s outstanding rigidity, either in the girder like rear triangle or the stout front end.
The bike eagerly and instantly shoots forward when you apply power to the pedals, with no discernible loss of energy or mushiness. Climbing feels remarkably quick and dare we say it easy, full effort sprints are rewarded with big bursts of speed, and even high speed cruising feels rewardingly direct and tactile.
Meaty chainstays and a wide, flattened seat tube contribute to the efficient rear end
Canyon makes good use of that stiffness when it comes to handling characteristics, too. Although some may find the steering to be a bit on the Nude Patent Leather Marcia Balla 40mm twitchy side, it’s appropriate for its purpose and utterly precise. Initial turn in is immediate but on point, and there’s ample feedback to let you know what the tyres are doing at either end. Mid corner line corrections are but a thought away.
It would be fair to expect that such efficiency and handling acumen would also come with a brutal ride quality but, in this case, that’s anything but true. Despite the rather stiff riding Mavic Ksyrium SLR alloy clincher wheels and matching, barely 22mm rubber (inflated to our usual 100/105psi front/rear operating pressures), the Ultimate CF SLX chassis is surprisingly forgiving.
Both the front and rear ends are very comfortable with a balanced feel from front to back
Crudely chip sealed pavement barely registers through the contact points, and even bigger potholes are squelched with a dull thud that does little to upset your rhythm. One of our favorite test loops includes a fast, switchback laden descent with a persistently washboarded dirt surface that invariably forces you to check your speed. On the Canyon, we not only just skirted across the tops but could actually still feel our hands afterward.
Prospective buyers should carefully research their fit using the provided stack and reach dimensions though, as we found the sizes running slightly bigger than their labels suggest. Handlebar heights have come down a smidgeon across the board, too a common complaint with the previous generation from racer types who often just couldn’t get quite low enough but some might still find the front ends too high. Even with the stock Acros i Lock headset preload ring (which takes up about 10mm of valuable stack height and requires a tiny T 6 Torx wrench), though, we had little trouble replicating our usual position.
Exercise caution with the sizing as the frame sizes seem to run a tad largeThat many top end frames are starting to look very similar shouldn’t come as a surprise given that everyone seems to be arriving at the same conclusions: that nominally roundish tube profiles, smooth transitions, and big section diameters offer the best path to maximum structural efficiency.
As a result, Canyon graces the Ultimate CF SLX frame with a very big and broad down tube, its trademark ’Maximus’ flattened and flared seat tube profile, fat asymmetrical chainstays anchored to an extra wide PF86 bottom bracket shell, and a tapered head tube that surrounds the common 1 1/2in steerer down below but Canyon’s usual 1 1/4in upper diameter for additional stiffness as opposed to the more common 1 1/8in dimension.
Shaping throughout the frame is relatively modest all things considered
The source of the Canyon’s enviable comfort is easy to see, too. The seatstays are broadly spaced up at the seat cluster to keep the rear end from wagging, but they’re very slim in profile. Compared with the previous version, the fork blades are substantially shallower in depth while still retaining the meaty, hollow carbon crown.
Hidden inside Canyon’s VCLS seatpost, however, is an infusion of basalt fibres into the carbon blend, which Canyon says allows for more flex over bumps something that sounds hokey until you notice just how much it’s actually moving. It’s no surprise, given the bike’s ride quality, to learn that basalt is also mixed into the fork blades and seatstays.
The included VCLS seatpost really works
The basalt apparently adds little if any unwanted mass, White Leather Jaws 120mm either. Actual weight for our so called ’XS’ size frame is just 780g, including the burly seatpost collar and rear mech hanger, the water bottle bolts, and all requisite cable routing hardware.
The Ultimate CF SLX may be built with structural efficiency (read: low weight) in mind but it doesn’t appear to have come with any shortcuts that might negatively impact the long term durability. The headset bearings, for example, press tightly into permanently bonded in aluminium head tube inserts instead of sitting into moulded in carbon seats that would be easier to manufacture and lighter. And while the bottom bracket shell uses a carbon sleeve, it makes for a refreshingly tight and even fit around the bearing cups.
Even after eight months of testing, we heard no creaks anywhere
Perhaps most telling is that during eight solid months of Silver Strass Marale 120mm testing, we heard not a single creak.
Our one real complaint lies with the internal routing. It’s easy to live with and cleanly executed with direct cable paths, generously sized exit ports, and no risk of housing rub.
But, remarkably in this day and age, it isn’t convertible for electronic drivetrains. Instead, Canyon builds a second variant with dedicated electronic only ports.
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