Myvelo Verona: Competition road bike from the Black Forest put to the test
As a relatively young brand in the cycling world, Myvelo from the Black Forest has to hold its own against many established manufacturers. Founded in 2018, the company initially started out with electrified folding bikes. However, because the two founders and former amateur racers Fabian Huber and Vincent Augustin share a passion for cycling, they soon decided to add racing bikes to their portfolio. Since the TOUR test debut two years ago, also with the Verona, the range has been expanded: In addition to the aerodynamic racer, which is also ridden by the racers of the young Myvelo pro team, the range also includes a comfortably tuned lightweight racer called the Tourmalet and a simple endurance racing bike with an aluminium frame, as well as a triathlon bike and two gravel bikes.
Myvelo Verona scores with good price-performance ratio
This means that the range with racing handlebars is clear and the brand continues to focus on bikes with a motor. An important argument for Myvelo to be taken seriously as a racing bike brand is its excellent price-performance ratio. At 5,499 euros, the Verona is one of the cheapest bikes in the test. For 7,000 euros, the modular programme would even have included a classy Dura-Ace groupset. At first glance, there are no hidden cost-cutting measures in the equipment of the test bike.
The Xentis wheels may be rare, but they are not cheap. Top tyres and a full carbon saddle are also fitted, which is not common even with more expensive competitors. The frame provides an extremely sporty riding position, the handlebars are comparatively low and there is a lot of weight on the front wheel. Despite the very race-like position, the bike feels pleasantly relaxed without compromising on riding enjoyment. The torsionally stiff bottom bracket and the relatively light wheels transfer the power to the road with minimal loss. At high speeds, the bike tracks its course undauntedly, but it reacts less quickly to fast steering manoeuvres than most of the other bikes in the test.
Customisation options, but also weaknesses
One weakness that is noticeable in the saddle is the low suspension comfort of the bike. Although the seat post offers the advantage of a large horizontal adjustment range, which allows the seat length to be changed by several centimetres, the post can hardly give at all, which means that even the slightest bumps in the road are passed on almost unfiltered. The hard riding impression is intensified by the inflexible carbon saddle, the surface of which is also very smooth - it would be the first part we would replace.
Although the Verona, with its slightly sloping top tube and voluminous seat post, evokes associations with a fast time trial bike and even has special aero tyres from Schwalbe, it falls short of expectations in the aero rating. With 226 watts for 45 km/h, it takes last place in our comparison in this discipline. Faster wheels result in an improvement of four watts, but there is still a relatively large gap to the fastest bikes in this class. In the other disciplines, the bike performs inconspicuously to well. However, the points deducted for aerodynamics and suspension comfort mean that the Myvelo has to leave most of its competitors behind - including Cube and Rose, which are comparably priced. One advantage over large manufacturers is the ability to customise a bike to your own requirements: The modular system allows the bike to be configured with the three electronic groupsets from Shimano, and four wheel options are also offered. One of these is a lightweight milestone - this allows the bike to be tuned to the seven-kilo mark without the price becoming utopian: Even the most expensive version remains under 9,000 euros. Customised builds are possible at the flagship store in Oberkirch, including with Campagnolo or SRAM gears.
Myvelo Verona: Info & test grade
- Price: 5699 Euro
- Weight of complete wheel: 7.6 kilos
- Frame sizes: 48, 51, 54, 56, 59
- TOUR grade: 2,6
Geometry
- Seat/top/head tube: 541/565/136 millimetres
- Stack/Reach/STR: 544/389 millimetres/1.40
- Stack+/Reach+/STR+: 610/590 millimetres/1.03
- Wheelbase/caster: 995/63 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: Schwalbe Pro One Aero TLE 28 mm (eff.: 29 mm) | Grade: 1.0
- Impellers: Xentis Squad 4.5 SL
- Impeller weights: 1,111/1,535 grams (f./h.)
Measured values
- Weight of complete wheel: 7,550 grammes | Grade: 2.7
- Aerodynamics: 226 Watt | Grade: 3.7
- Driving stability: 7.7 N/mm | Grade: 2.0
- Rear comfort: 245 N/mm | Grade: 4.0
- Comfort front: 94 N/mm | Grade: 2.7
- Ride/ bottom bracket stiffness: 61 N/mm | Grade: 1.0
Advantages and disadvantages of the Myvelo Verona
- Plus: good value, well equipped
- Minus: little aero potential, low ride comfort
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. 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 during 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.
Julian Schultz
Editor
