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The French brand Lapierre is taking part in the test with the Xelius DRS, which was freshly renovated in the spring. The most recent update to the bike, which was originally designed as a lightweight racer, was primarily focussed on better aerodynamics: in future, the Xelius will make the Aircode aero racing bike superfluous and, with its all-round characteristics, will be the only race bike in the portfolio. This will also make it the most important piece of equipment for the riders of the Picnic-PostNL team led by the German John Degenkolb, who switched from Scott racing bikes to the French outfitter this season. The professional version has already impressed as a 7.1-kilogram racing machine with a respectable aero result.
Distinctive lines and elaborate tube nodes
The lines of the Xelius with the seat stays attached to the top tube are striking - the brand face of the manufacturer from Dijon, so to speak. The elaborately designed tube knot is intended to allow the seat tube to deform over its entire length and thus increase suspension comfort. However, this does not result in outstanding suspension performance - probably also because the aerodynamically optimised profiles of the frame tubes and seat post set limits to what can be achieved. The bike is firmer than the previous model, but less stiff than the Aircode.
With this measured value, the Xelius is on a par with many of its competitors and obviously meets the tastes of professionals. The fact that our personal impression on the road is nevertheless tougher is due to the conspicuously narrow tyres. The 25-millimetre tyres stretch to 27 millimetres on the ERC wheels from DT Swiss, which are designed for long distances and are slightly wider. However, this is not enough for a comparable feeling of comfort as on the 30 millimetre tyres that are common in today's racing class. In addition to the firm chassis, the riding position is also likely to suit well-trained racers in particular: The frame geometry has been made even more aggressive for the new generation; only the Myvelo Verona offers a comparably stretched position.
Lapierre Xelius as aerodynamic ace and lightweight
The Xelius fulfils its promises in the most important criteria of aerodynamics and weight: With 217 watts for 45 km/h, it achieves exactly the same result in the wind tunnel as the €4,000 more expensive top version. The weight also compares favourably with the competition. Although the bike doesn't stand out in any discipline, it doesn't show any significant weaknesses either. Our overall impression of the Lapierre Xelius is also better than the rather average test score would suggest. We find the construction of the bike thoroughly praiseworthy, even if it is only relevant to the evaluation to a limited extent. Although at € 5,999 it is one of the cheaper bikes in the comparison, there are no hidden cost-cutting measures here, in fact there are a few icing on the cake. With DT Swiss wheels, first-class tyres from Continental and the comfortable Prologo saddle, the bike is fitted with components that promise good performance and a long service life. The fact that expensive Dura-Ace brake discs are bolted to an Ultegra wheel is not a special feature of our test bike, but standard. In addition to the aforementioned pro replica, which costs a whopping €10,000, there is another Dura-Ace bike that saves €1,500 with slightly heavier DT Swiss wheels. The entry level starts at a reasonable €2,899 with mechanical 105 gears, our test bike DRS 8.0 is the cheapest version with carbon rims.
Lapierre Xelius DRS 8.0Info & test grade
- Price: 5999 Euro >> available here
- Weight of complete wheel: 7.7 kilos
- Frame sizes: XS, S, M, L, XL, XXL
- TOUR grade: 2,2
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: 1,005/54 millimetres
Equipment
- Drive/gear shift: Shimano Ultegra (2x12; 52/36, 11-34 t.) | Grade: 1.0
- Brakes: Shimano Ultegra (160/140 mm) | Grade: 1.0
- Tyres: Continental Grand Prix 5000S TR 25 mm (eff.: 27 mm) | Grade: 1.0
- Impellers: DT Swiss ERC 1600 Dicut 45
- Impeller weights: 1,206/1,657 grams (f./h.)
Measured values
- Weight of complete wheel: 7,670 grams | Grade: 2.7
- 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 of the Lapierre Xelius DRS 8.0
- Plus: top equipment, balanced handling characteristics, relatively easy to maintain
- Minus: Rather narrow tyres
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 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.
Julian Schultz
Editor
