"The faster we get back, the better it is for Lapierre." At the presentation of the new Lapierre Xelius DRS, the French bike manufacturer emphasised its ambitions for a quick return to the World Tour - just two months later, this was sealed. As the new supplier to the rebranded Picnic PostNL team led by John Degenkolb, who previously rode Scott bikes, the Dijon-based manufacturer is back in the top echelons of cycling. During the one-year absence following its departure as team sponsor of Groupama-FDJ, Lapierre developed a completely new series: the Xelius DRS will be the French company's only competition model in future and is intended to combine the strengths of the aerodynamically optimised Aircode and the lightweight Xelius. In their current form, both models will disappear from the range.
The Lapierre Xelius DRS 10.0 wants to win races
The fact that the new bike, tested in the top version, is a true (professional) racing machine becomes clear after just a few metres in the saddle. You take a seat on a racer with an aggressive riding position that hardly any other competition bike currently allows - or forces, as the case may be. The low, aerodynamically favourable position is based on a long frame and is reinforced by a downward-sloping cockpit. The race character is emphasised by a relatively steep seat angle, which allows a lot of pressure on the pedals. As a result, the Lapierre Xelius DRS 10.0 not only feels fast, it can also be accelerated to first-class speeds.
Thanks to the balanced steering behaviour, the new model masters both tight direction changes and dead straight speed bolts with flying colours. Lapierre has adapted the DRS technology (Drag Reduction System) of the Aircode to ensure that the race all-rounder maintains its speed. So-called NACA profiles, which are also used in aircraft construction, give the frameset a more angular shape compared to the old Xelius. Lapierre is retaining the distinctive seat tube that has always characterised the Xelius and does not tend to contribute to top aerodynamics. However, the carbon sculpture of the sixth generation is somewhat more streamlined.
With 217 watts at race speed, the aero tuning pays off, after all, the Xelius DRS is twelve watts faster than the former light separator of the same name. Lapierre also promises better performance than the Aircode DRS, which was no longer competitive with the fastest specialists. In the wind tunnel test, the car produced over 220 watts even with fast wheels. Although the new Xelius makes a big leap in aerodynamics, it remains comparatively light. It only weighs 136 grams more than the old version.
Small weakness in weight
For the field of best race all-rounder in the test it's still not quite enough. The Lapierre certainly doesn't have to hide from the top material; however, many professional bikes from the competition manage the challenging balancing act of first-class aerodynamics and low weight a little better. The Xelius DRS 10.0 misses out on an overall grade with an A before the decimal point by a tenth - also because it no longer achieves the inspiring suspension comfort of its predecessor. The seat stays are still attached to the top tube, which means that the seat tube can theoretically swing over its entire length.
However, the aero optimisation of the seat post and seat tube means that the suspension travel is shorter, only reaching the level of comparable racing bikes and making rides on rough roads less enjoyable for all non-professionals. The Xelius DRS fulfils the attributes of a race all-rounder and is - significantly better than the previous specialists - suitable for both steep terrain and flat stages.
With its unique frame design, the Lapierre is a striking face in the crowd and its aggressive geometry emphasises its focus on competitions. At 10,000 euros, the test bike is one of the more "affordable" competition bikes. The other equipment variants between 2899 and 8499 euros are based on a heavier frameset. With the exception of the basic model, which was not yet available at the time of going to press, all versions are equipped with electronic drivetrains. A minimum price of 5999 euros is payable for a configuration with carbon wheels from DT Swiss.
Facts & figures about the Lapierre Xelius DRS
- Price: 10,000 euros
- Weight of complete wheel: 7.1 kilos
- Frame sizes: XS, S, M, L, XL, XXL (test size greased)
- TOUR grade: 2,0
Geometry
- Seat/top/head tube: 519/570/160 millimetres
- Stack/Reach/STR: 561/400 millimetres/1.40
- Stack+/Reach+/STR+: 612/596 millimetres/1.03
- Wheelbase/caster: 1005/54 millimetres
Equipment
- Drive/gear shift: Shimano Dura-Ace Di2 (2x12; 52/36, 11-34 t.) | Shimano Dura-Ace Di2 (2x12; 52/36, 11-34 t.) Grade: 1.0
- Brakes: Shimano Dura-Ace (160/140 mm) | Grade: 1.0
- Tyres: Conti Grand Prix 5000 S TR 25 mm (eff.: 27 mm) | Grade: 1.0
- Impellers: DT Swiss ERC 1100 Dicut 35/45
- Impeller weights: 1129/1580 grams (front/rear)
Measured values
- Weight of complete wheel: 7050 grammes | Grade: 2.0
- Aerodynamics: 217 Watt | Grade: 2.7
- Driving stability: 7.6 N/mm | Grade: 2.0
- Rear comfort: 177 N/mm | Grade: 2.7
- Comfort front: 97 N/mm | Grade: 2.7
- Ride/ bottom bracket stiffness: 59 N/mm | Grade: 1.3
Advantages and disadvantages
- Plus: Simple handling, unique design, easy to maintain
- Minus: Aerodynamics could be further improved, little spring comfort
How TOUR tests
Julian Schultz
Editor
