Merida Reacto 9000: Sharp weapon in the fight against the "enemy of the road biker"
Merida is sending the Reacto into the race as an aero speedster that is intended to be a sharp weapon in the fight against the "enemy of the road biker". With this somewhat martial choice of words, the German-Taiwanese manufacturer is alluding to the fact that air resistance is the dominant driving resistance even at moderate speeds. This clearly distinguishes the Bolide from the Scultura, which takes on the role of the lightweight competition all-rounder in the range. But can the Reacto still compete with the fastest bikes in its fifth model year - its predecessor was even in the programme for seven years?
Thoroughbred racer with fast genes
One thing's for sure: the Reacto 9000 is a thoroughbred racer, which is in the slipstream of the top model - the test version scores particularly well in terms of aerodynamics. Only the bikes from Canyon, Cube and Scott have been measurably faster so far. However, the truth is that the headwind weapon has largely exhausted its possibilities. With the impressive Reynolds wheels and streamlined handlebar/stem unit from Vision, the Reacto needs 210 watts to overcome 45 km/h - a value that even lighter (top) all-rounders now achieve. The best aerodynamic racers are now scratching the 200-watt threshold. Switching to even faster wheels does not bring any significant improvement to the Reacto, as our comparative measurement in the wind tunnel showed.
Although the Merida, compared to current interpretations of an aero road bike, does without spectacular shapes that usually weigh it down, it cannot benefit in the weight classification and ends up in the midfield. However, once you've got the almost eight kilograms of ready-to-ride weight under your belt and you're not riding high percentage climbs, you can still maintain a high basic speed. The racing gear ratio also plays a part in this. The racing machine reacts more directly to fast bends than many other bikes.
Agile and comfortable features of the Merida Reacto 9000
Our tester particularly praised the 700 euro high-end handlebars, which top star Jonas Vingegaard (Visma | Lease a Bike) rides on his Cervélo R5. The integrated carbon part with curved upper handlebar emphasises the race-like riding position. The compact shape and aerodynamically favourable position of the grip humps also allows the rider to make themselves small in order to minimise the surface area exposed to the wind. Merida responds to the demand for suspension comfort at the rear with a special design and "cuts" a notch into the seatpost. The notch below the clamping head reduces the otherwise quite large cross-section of the carbon seatpost, which reacts more flexibly to smaller bumps than conventional (aero) seatposts.
As the high-quality tubeless tyres are also slightly wider, the Reacto 9000 is not uncomfortable to ride. For epic tours over cobblestones and bad tarmac, however, you should still have a reasonably trained seat. A side effect of the specially shaped seat post is the option of fitting a full rear light in the recess, which was previously standard equipment. In the current model year, however, the spotlight costs 20 euros extra. Still on board, however, is a mini-tool that travels rattle-free and well concealed in a rubberised box under the saddle. In the end, the Reacto qualifies for the upper end of the tableau in the tested price range and - although it has been on offer for a few years - follows in the footsteps of top material. However, at 7,000 euros, the test bike is the most expensive model in the comparison. Compared to the current professional version, which is hardly lighter and faster, you save € 2,600. Fans of SRAM will be disappointed, as all equipment variants are built with Shimano groupsets.
Merida Reacto 9000: Info & test grade
- Price: 6999 Euro
- Weight of complete wheel: 7.7 kilos
- Frame sizes: XS, S, M, L, XL
- TOUR grade: 1,9
Geometry
- Seat/top/head tube: 542/565/140 millimetres
- Stack/Reach/STR: 562/394 millimetres/1.43
- Stack+/Reach+/STR+: 618/576 millimetres/1.07
- Wheelbase/caster: 990/56 millimetres
Equipment
- Drive/gear shift: Shimano Ultegra (2x12; 52/36, 11-30 t.) | Shimano Ultegra (2x12; 52/36, 11-30 t.) 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: Reynolds Black Label 60
- Impeller weights: 1,242/1,689 grams (f./h.)
Measured values
- Weight of complete wheel: 7,690 grams | Grade: 2.7
- Aerodynamics: 210 Watt | Grade: 1.7
- Driving stability: 8.0 N/mm | Grade: 2.0
- Rear comfort: 158 N/mm | Grade: 2.3
- Comfort front: 97 N/mm | Grade: 2.7
- Ride/ bottom bracket stiffness: 71 N/mm | Grade: 1.0
Advantages and disadvantages of the Merida Reacto 9000
- Plus: good aerodynamics, ergonomic handlebar-stem combination
- Minus: Relatively heavy, most expensive model in comparison
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 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 of the total 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
