Corratec CCT Evo Pro Di2 test: Competition bikes under 7000 euros
With the CCT launched in 2023, Corratec wanted to put its entire road bike portfolio on a new footing. Since the new start, however, it has remained with this one model; in addition to the race all-rounder, there are currently only two older and very affordable aluminium models in the road bike portfolio. Instead, the Bavarian manufacturer has focussed on the Allroad C gravel bike, which was presented last year.
Better successor
At its test debut last year, when the CCT was launched with electric Shimano 105 gears for € 4299, the road racer was not yet able to convince across the board: as the cheapest competitor in the € 5000 price range at the time, the CCT Team Pro had to give way to most of its rivals in the important disciplines. This was also due to its somewhat simpler equipment, as it had to compete with rivals that were up to 1300 euros more expensive. In this comparison, the Raublinger roll out the CCT Evo Pro with a slightly lighter frame, a fresh, eye-catching paint job and a less significant price handicap in order to make up for the gap. At 6499 euros, the bike is actually one of the more expensive in the comparison.
As a result, it is also much better technically. Above all, it shows that the frame definitely has aerodynamic potential. Upgraded with higher carbon wheels and a streamlined handlebar combination instead of clamped round handlebars, it needs 210 watts, seven watts less to cut through the 45 km/h airstream. This secures it a good score in the aero category in this comparison. With our reference wheels from Zipp, 207 watts would even be possible. With comparable equipment to the competition, it is also in the good midfield in terms of weight - good conditions to land a surprise in the test.
Too little frame rigidity
The fact that it's not quite enough for an A before the decimal point is mainly due to weaknesses in frame stiffness, which we already had to attest to on the cheaper CCT Team. This is not critical, light riders will cope well with the handling. However, riders over 80 kilograms will want more steering precision at high speeds. Apart from that, the bike turns out to be a fully-fledged and easy-to-ride racing machine. The riding position is extremely sporty, the steering behaviour is agile to nervous, as we are used to from classic racing bikes.
Top equipment
The wide-range cassette equips the bike with the right gear ratios for cycling marathons in mountainous terrain. The Corratec also scores points with high-quality details in the equipment: a comfortable Selle Italia saddle and first-class tyres are on board as standard, and even a power meter is integrated in the Ultegra cranks, which is not a matter of course in this price range. The wheels from Ursus, a lesser-known brand in this country, also make a high-quality, good impression. The price therefore seems quite fair.
With no less than twelve equipment variants, there is a model for almost every budget in the CCT line. It starts at € 2999 with Shimano's mechanical 105 gears, although the racing character of the bike is unlikely to come into its own at a total weight of just under nine kilograms. Top-of-the-range equipment with Dura-Ace or SRAM Red AXS is available for around €10,000. The highlight of the range is the CCT Evo Ultra with all kinds of tuning parts such as lightweight wheels and THM cranks, which weighs just 6.8 kilograms but is said to cost a breathtaking 25,000 euros.
Corratec CCT Evo Pro Di2: Info & test grade
- Price: 6499 Euro
- Weight of complete wheel: 7.8 kilos
- Frame sizes: 46, 48, 51, 54, 57, 60 (test size greased)
- TOUR grade: 2,0
Geometry
- Seat/top/head tube: 489/560/140 millimetres
- Stack/Reach/STR: 554/393 millimetres/1.41
- Stack+/Reach+/STR+: 600/585 millimetres/1.03
- Wheelbase/caster: 995/57 millimetres
Equipment
- Drive/gear shift: Shimano Ultegra (2x12; 52/36, 11-34 t.; PM) | Grade: 1.0
- Brakes: Shimano Ultegra (160/160 mm) | Grade: 1.0
- Tyres: Continental Grand Prix 5000S TR 28 mm (eff.: 29 mm) | Grade: 1.0
- Impellers: Ursus Proxima 50
- Impeller weights: 1,259/1,727 grams (f./h.)
Measured values
- Weight of complete wheel: 7,750 grammes | Grade: 2.7
- Aerodynamics: 210 Watt | Grade: 1.7
- Driving stability: 6.8 N/mm | Grade: 2.7
- Rear comfort: 157 N/mm| Grade: 2.3
- Comfort front: 84 N/mm | Grade: 2.3
- Ride/ bottom bracket stiffness: 57 N/mm | Grade: 1.7
Advantages and disadvantages of the Corratec CCT Evo Pro Di2
- Plus: good aerodynamics, high-quality equipment, integrated power meter
- Minus: Weaknesses in frame rigidity
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 1,000 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 of the total score): 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 of the total score): Important parameter for steering precision and confidence in the bike at high speeds, determined in the TOUR laboratory. The 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 of the total score): 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 when riding.
Rear comfort (10 per cent of the overall score): A measure of compliance under 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 of the overall score): 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 of the total score): 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 of the overall score): 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 assessed, but the function of the interaction between the brake body, pads and discs: How well can the brakes be modulated? How durable are the brakes, how long are the braking distances?
tyres (5 percent of the overall score): Rolling resistance and grip are evaluated - if known from one of our independent tyre tests or based on driving impressions. The overall score is calculated arithmetically from the differently weighted individual scores (percentages in brackets). It primarily expresses the sporty qualities of the tyre.
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
