Solid and comparatively inexpensive basis, but customised in design: Customisable bikes have been a strength of the Hamburg-based brand Stevens for many years. The Arcalis aero racer, the flagship of the Stevens fleet, is not available off the shelf, but exclusively customised from the modular system. From the tyres to the gearing to the handlebar width, the dealer or the online configurator can put together the bike of your choice from a pre-selection of components; in this way, the price range for the bike can extend from 3700 to just under 10,000 euros.
It came onto the market in its basic form in 2021 and has since been the only designated competition racer in the portfolio. Although the frame design didn't look very unique from the outset, it has already demonstrated its aerodynamic potential several times in tests in the past. You have to look for the external changes resulting from last year's revision with a magnifying glass, but what is more important is that the set has become significantly lighter as a result. On this basis, the Northern Lights have already earned themselves a test score of one before the decimal point this year with top equipment.
Good parts gespect
Stevens calculated our test bike with a sharp pencil right up to the upper price limit. The Hanseatic company deliberately chose parts that promise the best possible aerodynamics. With high-quality and lightning-fast DT Swiss wheels, an expensive carbon cockpit from Vision and first-class tyres, the Arcalis is equipped like a professional bike and almost rides like one. The main compromises that push the bike below the 7000 euro price limit are limited to Shimano's Ultegra groupset and a rather simple-looking saddle. Even the wheels can pass for high-end material: The ARC 1400 are just as fast as the top models of the Swiss brand and only a few grams heavier than the wheels as ridden by professionals.
Harsh reality
With this set-up, the Stevens secures top places in the key categories. In the wind tunnel, it lived up to expectations and delivered a decent result with 209 watts. With Storck, Canyon, Scott and Cube, only a few competition racers are slightly faster. Thanks to the selected parts, it also ranks relatively high in terms of weight; most competitors in this price category are heavier, sometimes significantly so. However, there is one characteristic that the Arcalis cannot shed, even after the latest revision: The bike is extremely hard to ride because the seat post hardly yields at all on bumps in the road.
Surprisingly, the simple saddle can conceal this somewhat because it is extremely comfortable. Nevertheless, the difference to the more comfortable candidates in this test field is clearly noticeable. The seat post with offset, which is available as an option, should offer slightly better suspension. However, this makes the riding position even more stretched out than it already is. The handlebars also absorb vibrations only moderately, and the narrow 25-millimetre tyre on the front wheel also holds back in terms of usable suspension comfort. The Arcalis is therefore only suitable for leisurely cruising on long journeys to a limited extent - also because the riding position is decidedly race-like.
Like on rails
The maximum possible tyre width of 30 millimetres is rather narrow by today's standards. With the options available in the configurator, the bike can hardly be set up for comfort, apart from a mountain-friendly gear ratio. On the other hand, the Stevens is predestined for solo escapes and hard acceleration. Powerful sprinters benefit from an extremely stable frameset. With its direct, very predictable handling, it stays reliably on track even at high speeds.
The bike can be fitted with all SRAM and Shimano road bike drivetrains, and an inexpensive mechanical 105 groupset is also possible on the Arcalis. In addition, there are wheels from DT Swiss or Zipp in all price categories - for example, an unbeatably favourable aero speedster can be assembled, which is hardly slower than a professional bike, at least on flat terrain. The offer is rounded off by four freely selectable colour variants and a crash replacement within the first two years. The warranty on frame breakage, which does not exceed the statutory warranty period of two years, is somewhat meagre.
Stevens Arcalis: Info & test grade
- Price: 6956 Euro
- Weight of complete wheel: 7.5 kilos
- Frame sizes: 48, 51, 54, 56, 58, 61
- TOUR grade: 2,1
Geometry
- Seat/top/head tube: 535/550/142 millimetres
- Stack/Reach/STR: 566/391 millimetres/1.45
- Stack+/Reach+/STR+: 629/589 millimetres/1.07
- Wheelbase/caster: 1,000/56 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: Conti Grand Prix 5000S TR 25/28 mm (eff.: 25/28 mm) | Grade: 1.0
- Impellers: DT Swiss ARC 1400 Dicut 50
- Impeller weights: 1,157/1,577 grams (f./h.)
Measured values
- Weight of complete wheel: 7,450 grammes | Grade: 2.3
- Aerodynamics: 209 Watt | Grade: 1.7
- Driving stability: 7.6 N/mm | Grade: 2.0
- Rear comfort: 295 N/mm | Grade: 4.7
- Comfort front: 103 N/mm | Grade: 3.0
- Ride/ bottom bracket stiffness: 64 N/mm | Grade: 1.0
Advantages and disadvantages of the Stevens Arcalis
- Plus: Fairly priced, customisable, good aerodynamics and weight
- Minus: Not very comfortable
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 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
