Scott Foil RC 10: Up close and personal - Scott's competition road bike up to 7000 euros on test
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Extremely fast, light, comfortable: that was the short summary of the Foil RC Ultimate in our test from the spring. Thanks to its strong overall package, Scott's top bike qualifies for the club of the best competition bikes, but in terms of price it plays in a completely different league to the Foil RC 10 in this comparison. This begs the question: How much technology and performance is there in a mid-range model that costs half as much? This much can already be revealed: a lot! The biggest difference to the professional version can be seen on the scales. You have to factor in an extra 910 grams of weight, which is the result of a combination of several factors: the simpler carbon quality of the frameset, conventional wheels with carbon rims and steel spokes as well as heavier drive components and cockpit drive the weight upwards.
Weight goes up, but only 2 can keep up
At 7850 grams, the Foil RC 10 is one of the heavier bikes in the comparison; of the twelve candidates presented so far, only the models from Bianchi and Focus weighed more. In contrast to the latter, however, the streamlined and extremely flat chassis design has a positive effect on aerodynamics. With 205 watts at race speed, the Scott plays in the league of the fastest professional bikes around its brand brother Foil RC Ultimate or, more recently, the Colnago Y1Rs, which are at a similar level. In the under 7000 euro price range, only two competitors in the test can keep up. This much can already be revealed: In addition to the Canyon Aeroad, the Storck Aerfast.5 from the next and final part of our comparison test is just ahead of the Scott Foil RC 10.
Special frame shape as a race all-rounder
In addition to the extravagant shape of the frameset, the Bolide benefits from its wheels from Scott's own Syncros brand. Fitted with aerodynamically optimised tyres from Schwalbe, the wheelset makes full use of its aerodynamic potential. This is no great surprise, as the wheel and tyre combination is the result of a joint project between the three brands. However, the Foil RC 10 can do even more than "just" shoot across the tarmac as fast as an arrow. Like the exclusive top version, the significantly cheaper model also fulfils the requirements of a fully-fledged race all-rounder by providing a comfortable response even on rough surfaces.
Responsible for this is a very compliant seatpost, the load-bearing part of which measures only around one square centimetre in diameter. Because the handlebar/stem combination also offers remarkable suspension, the Scott outperforms its comparably priced competitors in this discipline. Even its stable brother, which is more than twice as expensive and has a fully integrated cockpit, cannot quite match the high level of comfort. In terms of system stiffness, on the other hand, the high-end machine is slightly ahead of the handlebars. However, the difference, due to the different carbon qualities of the frame and fork, is marginal and has no effect on riding stability. On the contrary: in many riding situations, the Foil RC 10 doesn't need to hide from the expensive professional competition.
With a TOUR score of 1.8, the absolute top racers are only half a bike length away. The Scott only loses out slightly in terms of its comparatively high weight. The Foil RC 20 (5699 euros) is another model with a good price-performance ratio in the Swiss portfolio. Due to the heavier 105 Di2 groupset, the equipment variant does break the eight-kilo mark, but otherwise offers all the advantages of the identical test version. The basic model for 4999 euros with flat aluminium wheels, on the other hand, is less recommendable.
Scott Foil RC 10: Info & test grade
- Price: 6599 Euro >> at Bicycle warehouse sale or Bicycle XXL available
- Weight of complete wheel: 7.9 kilos
- Frame sizes: XXS, XS, S, M, L, XL, XXL
- TOUR grade: 1,8
Geometry
- Seat/top/head tube: 543/585/153 millimetres
- Stack/Reach/STR: 577/389 millimetres/1.48
- Stack+/Reach+/STR+: 633/585 millimetres/1.08
- Wheelbase/caster: 1,000/58 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 28 mm (eff.: 29 mm) | Grade: 1.0
- Impellers: Syncros Capital 1.0 Aero
- Impeller weights:1,230/1,691 grams (f./h.)
Measured values
- Weight of complete wheel: 7,850 grammes | Grade: 3.0
- Aerodynamics: 205 Watt | Grade: 1.3
- Driving stability: 7.8 N/mm | Grade: 2.0
- Rear comfort: 134 N/mm | Grade: 2.0
- Comfort front: 67 N/mm | Grade: 1.7
- Ride/ bottom bracket stiffness: 65 N/mm | Grade: 1.0
Advantages and disadvantages of the Myvelo Verona
- Plus: Professional-level aerodynamics, very comfortable, many sizes
- Minus: Relatively heavy
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 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
