How are the best racing bikes in the world made? If you believe the stories of the big manufacturers, a whole group of engineers put their heads together for a year or two; they brainstorm, draw and test until the first prototypes are finally analysed in the wind tunnel. Further optimisation then takes place in the next loop.
Hundreds of sample frames can be built and destroyed until they are ready for production, usually in cooperation with a manufacturing company in Asia. This is how the marketing describes it, and informants from the industry have also confirmed it. All in all, a lot of effort that is supposed to justify the five-figure prices for the best competition bikes, among other things.
Can this process be shortened? Pius Hunold is a trained motorbike mechanic and operator of an online shop in Switzerland (velo-parts.ch) for mainly Chinese bike parts, with a focus on affordable power meters (Sigeyi, XCadey). He is convinced that this is possible and wants to prove with his brand Ikarus that very good results are also possible with much fewer resources.
"I studied the test results in TOUR"
Hunold's means are simple but effective. He relies on common sense and observation: "I mainly studied the test results in TOUR and on some YouTube channels to understand which features make a racing bike aerodynamic," says the 56-year-old.
Hunold claims to have realised that excessively flattened tubes only have a small marginal benefit: "I don't understand why some manufacturers go to so much trouble to lift another watt or two. It hardly makes the bikes any faster, but it does make them heavier."
Hunold chose a medium-sized Chinese company with around 300 employees, which had been recommended to him by business partners from China. He initially purchased open-mould frames there to round off his shipping business. The Helium model is lightweight, but is less focussed on aerodynamics. Hunold had good experiences with this, which ultimately prompted him to tackle his own frame, paying particular attention to aerodynamics, which in his view is the "supreme discipline".
Willingness to take risks
"I had a choice: either an exclusive mould, just for me and my brand, or I could share the mould costs with my Chinese partner, who would then have sold the frame in Asia," explains Hunold, adding: "I did a lot of calculations and then decided to take the risk, i.e. to bear the costs for the moulds alone." With five sizes, this presumably adds up to a mid to high five-figure sum.
Hunold reports that the joint development process began with the exchange of images: "Communication was mainly via mobile phone and WhatsApp. Initially with a clerk, then with the owner of the manufacturing company when they realised that I was serious and had a clue. I sent pictures and sketches, the Chinese did CAD design, which I have no idea about. But I was able to study their designs in detail in the CAD viewer and sent back my suggestions for changes."
Slowly to the final form
In this way, the unequal partners worked their way towards the final shape. Attempts to supplement the aero development with simulations failed. Hunold realised that only a wind tunnel test would confirm that he was on the right track.
As an intermediate step, he approved the final drawings and had a prototype 3D printed - not for the wind tunnel test, as is usual with large companies, but to experience the design haptically. The Chinese also built him a wheel with components around the printed frame and sent him pictures and videos for visual assessment.
The great geographical and cultural distance does not seem to have harmed the process: "I have not been on site yet, but communication went very well. My English is a bit clumsy, but that also applies to my Chinese business partners. Nevertheless, we are getting along very well," summarises Hunold.
After approval of the 3D model and minor improvements to the gap dimensions, production was finally finalised and the first frames arrived by air freight. "That was exciting," recalls the Swiss rider. "The feeling of taking the first ride on the self-designed bike was very special!"
Was the Ikarus test drive a success?
However, the realisation from the first test rides was that the stiffness of the frame was still too low. So the Toray T800 and 1000 fibres were partially replaced with the somewhat stiffer Toray T1100 and the fibre layup was modified. "This made the frame 25 per cent stiffer. I thought it was easy to ride," says Hunold.
The moment of truth came during the first test in the GST wind tunnel in Immenstaad on Lake Constance, according to the internationally recognised TOUR test protocol. Would all the effort be worth it and would the result justify the investment? Pius Hunold was nervous and wondered whether his bike would be able to achieve the minimum target of 210 watts to overcome his own resistance at 45 kilometres per hour.
Wind tunnel results
The result of the first measurement then exceeded all expectations: the computer spat out 203.6 watts. In the number-driven world of bike developers, that is an accolade. The aerodynamics specialists are all over the place below 205 watts. Proven aero bikes of the calibre of a Canyon Aeroad or Cervélo S5 fall into this category.
Only a handful of extreme designs undercut the 200 watts, even the best competition all-rounders are slower. The Specialised Tarmac SL8 for example, a bike that Pius Hunold always had in mind when developing his frame, ends up at 209 watts. Aerodynamically, the Ikarus can therefore keep up with the best in the world. 750 gram specified frame weight (TOUR only weighed the complete bike) are also competitive.
The question remains: How does it ride? Do the stiffness values match or is there a gap to the best in class? Can the Ikarus with its unusual development history really keep up with the best all-rounders?
Aero comparison curves: Ikarus Faster vs. Colnago Y1Rs
The answer after measurements and a test ride: No, not quite. The Ikarus suspension is good for a racing bike, but it lacks the precision and directness that characterises a Tarmac SL8; this can be seen in the significantly lower stiffness values for riding stability, which includes the frame and fork. The Tarmac has 59 per cent higher measured values in this discipline. The bottom bracket stiffness of the Ikarus is also comparatively low. On the other hand, the Ikarus Faster is similar to the Colnago Y1Rs from Tadej Pogačar in these two criteria.
But that's not enough for Pius Hunold. He is already in talks with his manufacturer to improve the frame stiffness. "If I have to use 50 grams more carbon to achieve this goal, I'll do it," says the maker from Switzerland. However, he will probably have to resort to the tricks that Specialized & Co. also use, namely the targeted use of high-modulus fibres, which are almost twice as stiff, but also ten times as expensive as the T1100 fibres.
Very fast, but with room for improvement
The unusual Swiss-Chinese alliance has achieved remarkable things and developed a good, very light and very fast all-round racing bike in a lean process, which is also offered at a comparatively low price. With the Ultegra groupset, the bike weighs less than seven kilograms and costs from 6490 francs. Even with top-of-the-range equipment, the price remains in four figures. This is a very solid offer, especially as advice and customisation of the add-on parts to the rider are included, as the bike is assembled in Switzerland.
But a miracle has not happened. As an overall package, the Ikarus Faster doesn't quite match the performance of the front runners in the TOUR ranking, which are created with much more effort.
Product safety
Finally, there is the question of product safety - and how this can be monitored remotely? Pius Hunold is aware that he has a responsibility as a manufacturer. He points out that the production company is ISO-certified and tests beyond the usual standards. He only knows the test laboratory from the video, but the classic shattering test machines can be seen there.
After all, all frames have to pass his critical eye before they become bikes; this should also help to recognise problems at an early stage. Hunold is optimistic about future developments: "My frame builder is very ambitious and wants to prove that he can keep up with the best."
We can look forward to seeing how he develops in the future. The fact that Pius Hunold has above-average stamina is proven by his sporting career: in 2008 he won the Lucerne Marathon in 2:31:35 hours.
