The latest generation of the Aerfast is a flawless aero specialist. Like its predecessor, the Aerfast.5 also harbours ambitions for the title of the fastest production bike in the TOUR test. Storck pulls out all the stops to achieve this: in addition to the frame set with flat tube shapes, the "Red Lightning" stands out with its single drive, extremely high carbon wheels and now also aero tyres.
The Storck Aerfast.5 Pro in the lab test
The calculation works out, Storck's record hunt is crowned with success at the third attempt. The Aerfast.5 Pro needs 198 watts to overcome its own air resistance at 45 km/h. Never has a road bike been faster in the TOUR test. Previously, the Simplon Pride II topped the list with 199 watts. Although the aerodynamically fastest set-up is one of the heaviest in the field, it is absolutely competitive and several hundred grams lighter than comparable wind-slippery racers.
How the Storck Aerfast.5 Pro rides in the field test
The Aerfast.5 is as quick as an arrow and powerful over the tarmac as it is unyielding on bumps. The influence of the aero-optimised front tyre from Continental is remarkable, as it noticeably stabilises the bike and makes it less susceptible to crosswinds. The single drive is debatable. The ease of operation and maintenance is offset by the limited range of gears. Even for undulating terrain, the smallest gear with 50/33 teeth is simply too thick. Another unique selling point is the short wheelbase, which makes the Storck lively around bends.
Conclusion on the aero specialist
High speed! The Storck Aerfast.5 Pro impressively transfers its horsepower from the wind tunnel to the road. At 8799 euros, the tested version is very fairly priced and significantly cheaper than the almost identically equipped Team Edition. According to Storck, the surcharge of 1600 euros is due to the higher carbon quality. Bikes with dual gears start at 6299 euros. There are hardly any upper limits, with a limited edition for Storck's 60th birthday starting at around 13,000 euros.
Storck Aerfast.5 Pro: The most important info
- Price: 8799 Euro
- Weight of complete wheel: 7.3 kilos
- Aerodynamics: 198 watts
- Frame sizes: XS, S, M, L, XL, XXL (test size greased)
- TOUR grade: 1,9
Geometry data
- Seat/top/head tube: 506/550/115 millimetres
- Stack/Reach/STR: 536/384 millimetres/1.40
- Stack+/Reach+/STR+: 588/536 millimetres/1.10
- Wheelbase/caster: 980/62 millimetres
Equipment of the racing bike
- Drive/gear shift: SRAM Red AXS (1x12; 50, 10-30 t.) | Grade: 2.0
- Brakes: SRAM Red HRD (160/160 mm) | Grade: 1.0
- Tyres: Conti Aero 111 TR 26 mm (eff.: 26 mm) Conti Grand Prix 5000 S TR 28 mm (eff.: 29 mm) | Conti Grand Prix 5000 S TR 28 mm (eff.: 29 mm) Photo: 1.0
- Impellers: DT Swiss ARC 1100 Dicut 52
- Impeller weights: 1242/1581 grams (front/rear)
Measured values
- Weight of complete wheel: 7290 grammes | Grade: 2.3
- Air resistance: 198 Watt | Grade: 1.0
- Front stiffness: 7.7 N/mm | Grade: 2.0
- Bottom bracket stiffness: 61 N/mm | Grade: 1.0
- Rear comfort: 297 N/mm | Grade: 4.7
- Comfort front: 91 N/mm | Grade: 2.7
Advantages & disadvantages
- Plus: new Aero best value, fairly calculated
- Minus: Gear ratio too high for mountain stages, extremely hard
The 13 racers in the comparison
How our sister magazine TOUR tests road bikes
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 if it were being ridden.
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 included in 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
