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Rose cancelled its special aero model many years ago. Instead, the Xlite, designed as an all-rounder for all occasions, is intended to meet the needs of the sporty road bike community. The price is attractive: at 9,000 euros in the top configuration, the price remains in the four-digit range, there are no cost-cutting measures compared to the more expensive competition, and the bike comes with everything that belongs on a top racing bike: high-quality aero wheels from DT Swiss, a carbon handlebar unit and even a power meter.
The Rose Xlite UNLTD in the Laboratory test...
There are hardly any compromises on performance either. In the test lab, the Xlite proves that a top score can be achieved even at this price. Although it cannot keep up with the test winners in the important disciplines, it presents itself with balanced features and good performance, which ultimately and logically leads to a very good overall score.
... and in practice
The bike's great strength is its very good riding stability, even at high speeds the Xlite rides like it's on rails. Other bikes in this test field react more lively to pedalling, but that's complaining on an extremely high level in this competition. The choice of tyres seems a little out of date: The narrow 25mm tyres seem uncomfortable and counteract the actual comfort potential of the frame. With wider tyres, the Rose would also be well suited for marathons and tours because the riding position is not as stretched as on other racers in this class. We liked the fact that the Xlite is designed to be comparatively easy to maintain: no unnecessarily complicated details, the brake lines do not run inside the handlebars but outside, so that the positioning unit can be adjusted or replaced relatively easily.
Conclusion on the Rose Aerobolide
As much as a few other manufacturers, whereby the "UNLTD" version even seems relatively expensive. With own-brand wheels, which are hardly likely to be slower or heavier than those from DT Swiss, the otherwise identically equipped bike is available for 6999 euros.
Facts & figures on the Rose Xlite UNLTD Dura-Ace DI2
- Price: 8999 Euro >> available here at a reduced price
- Weight of complete wheel: 7.2 kilos
- Aerodynamics: 213 watts
- Frame sizes: 50, 53, 55, 57, 59, 62 (test size greased)
- TOUR grade: 1,7
Geometry data
- Seat/top/head tube: 501/555/153 millimetres
- Stack/Reach/STR: 565/390 millimetres/1.45
- Stack+/Reach+/STR+: 627/573 millimetres/1.09
- Wheelbase/caster: 1000/59 millimetres
Equipment of the racing bike
- Drive/gear shift: Shimano Dura-Ace (2x12; 52/36, 11-30 t., PM) | Shimano Dura-Ace (2x12; 52/36, 11-30 t., PM) Grade: 1.0
- Brakes: Shimano Dura-Ace (160/160 mm) | Shimano Dura-Ace (160/160 mm) Grade: 1.0
- Tyres: Conti Grand Prix 5000 S TR 25 mm (eff.: 26 mm) | Grade: 1.0
- Impellers: DT Swiss ARC 1100 Dicut 62
- Impeller weights: 1257/1586 grams (front/rear)
Measured values of the Rose
- Weight of complete wheel: 7160 grammes | Grade: 2.0
- Air resistance: 213 Watt | Grade: 2.0
- Front stiffness: 8.5 N/mm | Grade: 1.3
- Bottom bracket stiffness: 61 N/mm | Grade: 1.0
- Rear comfort: 133 N/mm | Grade: 2.0
- Comfort front: 101 N/mm | Grade: 3.0
Advantages and disadvantages
- Plus: Very good price-performance ratio, many frame sizes
- Minus: Narrow tyres with little comfort
The 13 racers in the 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 1000 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): 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): 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): 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): 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): 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): 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): 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 evaluated, but the function of the interaction between brake body, pads, rims or discs and cables as well as cable routing: How well can the brakes be modulated? How durable are the brakes, how long are the braking distances?
tyres (5 percent): Rolling resistance and grip are evaluated - as far as known from one of our independent tyre tests or on the basis of driving impressions.
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
