2024’s Best Road Bikes (2024)

Each year, Bicycling’s test editors choose the Best Bikes from the thousands available across dozens of categories. Our process starts with analyzing price, features, and how each bike solves a rider’s needs. We also monitor cycling trends, research emerging riding categories, and closely follow new technologies. Then we tighten our focus on the bikes with the most potential, get them, ride them extensively, and discuss them rigorously amongst the test team and with other cyclists.

Almost no one uses a bicycle only how it’s portrayed on bike brands’ websites. So we test bikes in ways our readers ride them. We go to group rides and events, dig through social media posts, and dive into the minutia to give us insight into obstacles riders face and how they use their bikes to solve them.

The Test Team rode and evaluated over one hundred bikes to establish the year’s Best Bikes. We divided 2024's winning bikes into four main categories: Road, Gravel, Mountain, and Commuter. Below are our picks for the year’s Best Road Bikes, links to longer bike reviews, and more info on our 2024 Award Winners.

Enve Fray

BEST ROAD BIKE

Bikes that fill the space between dedicated road and gravel bikes are often termed all-road or endurance bikes. In short, the category‘s basic premise over the last two decades is to take a road bike, add a bit of tire clearance, give it lower gearing, and tweak the geometry to make it somewhat more upright and comfortable.

It sounds simple and appealing enough, but as road bikes became more capable (with increased tire clearance, disc brakes, and wide-range gearing) over the years, the appeal of this middle ground has diminished for many. The main drawback of these all-road or endurance category bikes is that brands stripped away too much of what I liked and wanted from a road bike in a quest for versatility.

That’s precisely why I am so smitten by the Fray. Here is a bike optimized around 31 to 35mm tires but with clearance for up to 40mm (in a 1x configuration, max 2x clearance is 38mm), which honestly feels conservative. It’s also impressively light at 17 pounds with tires measuring 38mm and deep-section Enve aero wheels. While these numbers are impressive, the two things that clinched the Fray for me were how it rode, which is like a road bike—Confidence-inspiring, precise, and dynamic.

Appearance is subjective, and if you didn’t like how the Melee looks, you probably won’t be into the Fray. The two bikes are nearly indistinguishable from one another. But I think it’s good that Enve matched the styling of the two bikes. After all, consumers often desire to ride what the pros are racing—it is why race bikes are so popular, even among riders who don’t compete.

After riding Enve’s race bike, the Melee, and the Fray back-to-back, the difference in “feel” between the two is very minor. A size 56 Fray has a 0.7º slacker head tube, 16mm longer wheelbase, and 20mm more stack, compared to the Melee. The differences are certainly there, but on the road, even with very plump 35mm tires (labeled 35mm but measuring 38mm) on the Fray, it just felt like a typical road bike.

I had to push the Fray to my limit in the corners to glean its differences from the Melee. Using the same tires and wheels in the Melee for comparison, the differences were similarly minor. The Melee feels a hair faster initiating a turn and needs slightly less input to hold my desired line. The bottom line is that I would still prefer to race a crit on the Melee, but I certainly wouldn’t be held back that much doing one on the Fray.

Uphill, the Fray’s performance is excellent. The bike’s massive down tube, bottom bracket, and chainstays provide the power transfer you’d expect from a top-tier race bike. Even the tiniest injection of effort into the pedals resulted in an immediate surge forward.

My favorite thing about riding the Fray was how often it tempted me to take a dirt cut-through or see if a random trail would connect to the fire road I wanted. The big, 38mm (measured) slick tires constantly turned my rides into little adventures—even when most were on pavement. The Fray also can turn even the roughest asphalt into a magic carpet ride. And this makes sense—I praised the Melee for being exceptionally comfortable when I reviewed it in 2023. With its extra-large tires, the Fray turns that up to another level. —Dan Chabanov

Ritte Esprit

Best All-Around Road

The best new bike I rode in the last year was the Ritte Esprit. I liked it so much that Elijah from Ritte needed to travel to Pennsylvania and practically rip it from my hands to get it back. After my test bike left with him I kept the tab open on my browser for months and hovered over the “Add to cart” button with my cursor dozens of times—but I’m still unsure which color I want.

The Esprit changed my perceptions of what I want and expect in a road bicycle for 2024—and probably for the next several years. I think about the Esprit almost every time I pedal a different bike on the road. So many of the things that annoy me about other road bikes, Ritte gets right with the Esprit.

Road bike development led us down two distinct evolutionary branches over the past twenty years (and lots of niches and specialization along those branches). Unfortunately, a model like the Esprit cannot exist for many brands. Big brands need rigidly defined race and endurance categories to market and sell bikes.

Such is the current landscape of high-end, production carbon road bikes. Race bikes are low, long, and fast. They are lightweight, have skinny tires, and prioritize efficiency over comfort. Race bikes are at the razor’s edge of everything. Endurance bikes are upright, short, and compliant. They sacrifice speed to fit wider tires and fenders for versatility. Endurance bikes are practical.

Ritte took those rules and set them ablaze. The Esprit is low, long, and fast. It’s also amazingly comfortable, fits decently wide rubber (up to 35mm—or room for fenders if you want,) and has forward-looking component compatibility without using proprietary parts or standards.

Don’t get me wrong, I absolutely love race bikes—my daily driver is a Specialized Allez Sprint aluminum criterium bike. Something is alluring about products crafted with the singleminded purpose of traveling ruthlessly fast. Race bikes show no mercy. They force you to ride faster, be efficient, and hone your skills—and the reward is speed and handling.

Endurance bikes don’t elicit the same feelings in me. Some ride quite well and many are brilliantly engineered with features that provide riders with more comfort and confidence than they might get from a race bike. Yet when I ride most endurance bikes I do the shrug emoji because they don’t have that little edge I like from a road bike. But some of the features of endurance bikes could appeal to me and benefit me on my everyday rides (the 90-plus percent of miles I pedal in a year).

Wider tires are great for added comfort and traction, plus they allow you to explore some dirt roads or take that shortcut home on that road with notoriously bad pavement. Component fitment standards like T47 BB, UDH, 27.2mm post, and 1-1/8” round steerer tubes make sourcing, changing, and maintaining parts easier, cheaper, and less time-consuming. Plus, bikes with standard parts can be built slightly more robustly, but remain generally lightweight.

These features are exactly the things that make the Ritte Esprit great. It weaves together the elements I love about road race bikes with a sprinkling of endurance bike flourishes into a sublime package. The extra tire clearance, universal standards, and overall comfort make the bike better for my daily riding and training without detracting from its speed or crisp handling.

The Esprit’s handling is not an accident or stroke of luck. It was developed for Ritte by frame-building legend Tom Kellogg (of Spectrum Cycles, Seven, and Merlin fame). And in a word the handing is “quick” and most certainly inspired by top-level racing bikes. The bike turns extremely fast, perhaps twitchy to some if you’re more accustomed to bikes with more relaxed feeling endurance geometry. The Esprit rewards riders having strong bike handling skills and full commitment with exit speed and acceleration

The Esprit’s chainstays are a touch long (415mm on an XL frame). With the bike’s quick handling, the longer stays help provide stability and keep the rider’s weight centered when cornering. The Esprit feels very balanced front-to-back.

In addition to the ride feel and handling, Ritte’s purchasing experience is another key win for the Esprit. The buying process better resembles working with a custom builder than buying a production bike. Riders can select from five stock colors in five frame sizes (XS to XL), then pick the built-tier (One = SRAM Red or Shimano Dura-Ace, Two = Force or Ultegra, Three = Rival or 105).

The choices don‘t end there—Ritte offers an incredible 16 configurations of its one-piece Othr co*ckpit, 0mm or 25mm offset posts, power meters, and wheel upgrades. But that’s only scratching the surface: If you don’t see what you need or want on Ritte’s dropdown menus, shoot them a message and they will bend over backward to get you sorted with your ideal bike.

Custom-builder level of attention usually comes with a boutique price. Yet, Ritte’s prices for complete-build Esprits make even recently deeply discounted prices from some mainstream brands look super pricey. Hell, Ritte’s pricing even gives notably low-priced Canyon a run for its money. Our raw finish, Level Two Ultegra Di2-equipped, 16.6 pound, XL-size test bike prices out at $6,595—Level Three models start at $5,995 and framesets are $2,950.

As much as I loved the Esprit, I failed to scream about it from the rooftops until now. But why?

It’s almost like seeing your favorite upcoming independent artist play a small show in your local club right before that track you love becomes the hot new song everyone knows about. Perhaps a part of my subconscious wanted to hold onto that feeling for as long as possible and have the Esprit be my little secret.

Now it’s time for others to hear about and appreciate the Esprit. But don’t just hum along to this tune, scream about it at the top of your lungs like no one is listening and dance to it like no one is watching. Race bike fit and geometry with endurance bike comfort and versatility is the soundtrack to the summer of 2024. Throw in service and attention to detail unmatched by almost any other mid- or large-sized bike brand and Ritte has a smash hit. —Tara Seplavy

Specialized Allez

BEST BUDGET ROAD BIKE

Only a few years ago, aluminum road race bikes were prevalent and cheap. Many riders, including myself, started their cycling journey on these bikes—and a few riders even raced them into the elite ranks. Long-running model lines such as the Cannondale CAAD, Trek’s various ALR models, and, naturally, the Specialized Allez were the bikes of choice for many new cyclists.

Unfortunately, the era of the aluminum-framed road bike with high-end groupset seems behind us. But Specialized recaptures the essence of what made these bikes so great with its latest incarnation of the Allez. It is a near-perfect blend of performance, upgradability, and price consciousness.

The most noticeable change for the Allez is that it is now disc brake only. Disc brakes improve the bike’s overall versatility, though they are heavier than rim brakes. The Allez clears tires up to 35mm wide. Plus, the bike can run full-wrap fenders with 32mm tires. The mounts allow for the use of a rear rack and panniers and add more utility.

While the Allez Sport is an entry-level bike, Specialized did a great job getting many of the bike’s small details right. For example, the Allez Sport uses the same thru-axles and alloy bottle cage bolts included on S-Works bikes that cost thousands of dollars more.

Shimano’s Tiagra 10-speed groupset manages the Allez Sport’s shifting and braking duties. And it performs great—as good as any generation of 105. Honestly, I would go so far as to say it’s as good as any Shimano 10-speed groupset, including previous iterations of the brand’s flagship Dura-Ace components.

The most obvious low point of the Allez build kit is the wheels and tires. At almost 2,000 grams, Specialized paired these wheels with nearly 450-gram Specialized Roadsport tires. While this combination offers a ton of durability and puncture protection, their ride qualities leave a ton desired. Arguably, the tires (primarily) are responsible for making the Allez Sport feel “entry level.”

The Allez Sport is worth upgrading because Specialized nailed the most important elements like the geometry and ride quality. And the alloy frame is light for what it is. If your budget is tight, the best place to start is with a set of tires. My recommendation here would be the folding bead, 700x32c Panaracer GravelKing Slick. These tires are reasonably priced ($60 per tire) and ride great. At 290 grams a tire, swapping in a set of these will drop 320 grams (0.7 pounds) of rotating weight from the Allez.

The Allez is perhaps the best enthusiast-level road bike I’ve tested. It’s simply a great bike, even if you don’t factor in the price. It accomplished the most important task of a bike like this: making me want to ride and keep riding. And that makes the Allez the perfect bike for riders looking to get into road cycling or racing. —D.C.

Trek Emonda ALR

BEST VALUE ROAD BIKE

The Émonda ALR borrows its geometry (down to the millimeter) from its much pricier (and lighter weight) carbon fiber version of the Émonda—riders get the same, proven, race-winning geometry of the spendier carbon model for around $1,000 less.

While the cost savings might be the most enticing feature of the ALR for many riders, the updated aluminum frame is the showstopper here. Much like its carbon version, the Émonda ALR features a mix of aerofoil (Kammtail) shaped tubes along with more traditional round profiles. Trek uses its 300 Series Alpha aluminum for the frame, and it weighs in at 1,257 grams (claimed) for a painted size 56cm. It’s combined with a full carbon fork that adds 406g to the total package. This weight is impressive—weighing a mere 34g more than Trek’s carbon Émonda SL variant of the frame (which sells for $1,000 more than the ALR).

Alloy-frame aficionados have divided opinions about the appearance of welds. Some prefer to see the handy work of the welder and how tidy they can make the welds, while others don‘t want to see them at all. Fans of chunky welds will be disappointed as Trek employed its Invisible Weld Technology on the Émonda ALR. This technique creates an incredibly seamless look to the frame. At arm's length (and particularly with the black frame), riders can easily mistake the Émonda ALR for a pricier carbon bike.

Trek modeled the ALR on the carbon Émonda (a bike intended to win mountain stages in Grand Tour races), so the ALR has all-day comfort in mind. This all-day riding focus makes the overall ride more relaxed and comfortable compared to the Allez Sprint and should be a plus for many riders.

There’s nothing gimmicky about the Émonda ALR. It’s a classic road bike in the simplest sense of the term. Riding it for the first time felt familiar and reassuring. The geometry didn’t require me to adjust to the bike—I could just get on and go. Even on that first ride, I felt like I could dive into corners with the assurance of knowing what the Émonda ALR would do when I leaned in. The geometry was a perfect mix of stability and responsiveness with a dash of that springiness that good metal bikes have.

Overall, the Émonda ALR gets way more things right than it does wrong. While it's easy to nitpick things like its tires and wheels, Trek uses these parts to get the Émonda ALR to its modest price. And the ALR is up there with some of the best aluminum race bikes. It’s an impeccably finished and thoroughly well-designed aluminum bike that’s only a few grams heavier than its mid-tier carbon version. Plus, the Émonda ALR shares geometry with its pricier siblings and uses no proprietary standards or parts. With the ALR, Trek made a bike that nails all the things that have always made me love aluminum race bikes. —D.C

Specialized S-Works Tarmac SL8

BEST RACE BIKE

With the Tarmac SL8, you can see Specialized rethinking the balance of race-bike characteristics. The company that once declared “Aero is everything” and backed that up by building an in-house wind tunnel is now taking a more nuanced approach to aerodynamics and reaffirming the importance of weight and stiffness.

The result is a bike that prioritizes leading-edge aerodynamic efficiency that helps very-fast riders—the faster you go, the straighter the headwind the rider encounters—but is perhaps less aerodynamically efficient in greater wind angles an amateur rider would experience.

By prioritizing leading edge aero efficiency, Specialized can forgo some of the large and complex airfoil shapes in other parts of the frame—the SL8’s down tube is notably round‑which helps bring down the frame’s weight.

This frame is extremely light: Specialized claims the S-Works frame is just 685 grams (fork: 358 grams), which is currently the lightest frame in the professional peloton and one of the lightest in the world, period. Light frames make for light bikes: Our 54cm test sample with Shimano Dura-Ace Di2, a power meter, and 51/60mm deep rims weighed just 14.6 lb./6.6 kg.

And it’s more than just light: The SL8 is also very stiff in the right ways, so it feels crisp and reactive while also providing the rider with a buttery (for a race bike) ride that’s all day comfortable.

It’s hard to pick any singular thing about the SL8 that stands out more than any of its other excellent attributes, but if forced to name my favorite thing about it, I’d say it is the handling. It is a sharp and aggressive bike with light and quick steering. It is among the most reactive bikes I can remember. Yet, I never found it darty or nervous, and a blustery crosswind or broken pavement never caught me out. It displays no significant juddering or skipping in lumpy corners either.

When I review race bikes, I usually come to a point where I must discuss the compromises necessary to realize their speed. And while some compromises are present in the SL8, they’re handled better than many.

The front end is one example. As is standard for a road race bike in 2024, Specialized hides the brake hoses from the wind. But while they do enter through the upper headset bearing, they’re not internally routed through the bar or stem. Riders can replace broken parts or change bar and stem sizes without disconnecting hydraulic lines.

And if you’re fit-conscious, the one-piece Roval co*ckpit on the S-Works model is offered in 15 sizes (although there’s no official program in place to support riders who need a different-from-stock-co*ckpit size). If you prefer a two-piece co*ckpit, the SL8 works with Specialized’s “SL7” road stem and almost any handlebar.

The maximum official tire clearance is 32mm, less than the 34mm clearance offered by some of the SL8’s competitors like Cannondale and Cervelo. As road tires creep ever wider, that 32mm limit may be, er, limiting for some riders, although it doesn’t seem like it will be a concern in the pro ranks for a while yet.

The SL8 is a race bike made for the fastest racers. If you want a bicycle that’s easy to work on with common component standards and fat tire clearance, you don’t want a race bike. If you want the fastest and best-feeling machine for riding on (good) pavement, that is a race bike. And right now, there isn‘t a speedier, finer-riding, or better-feeling race bike than the Tarmac SL8. —Matt Phillips

Canyon Endurace CF SLX 8

BEST ENDURANCE ROAD

The endurance bike exists in a nebulous space.

At one time, it was a road-focused category that prioritized a compliant ride and a more upright fit. But as bike brands tried to market them as performance bikes designed for the rigors of racing at the highest level in events like Paris-Roubaix, they became more like—well—race bikes.

But today, teams use the same bike they race in every other event—save for wider tires—at Roubaix and the other cobbled classics. Meanwhile, along came gravel bikes with tons of tire clearance, a focus on compliance, a more upright fit, and multi-surface capability.

So, where does that leave endurance bikes today? It puts them right back where they started—pavement-oriented bikes with a more upright fit and an emphasis on a compliant ride. And there may be no finer example of the modern endurance bike than Canyon’s Endurace.

The model name obviously comes from the era when brands were trying to put a race shine on their endurance bikes. Canyon does bake some performance features into this bike, most notably aerodynamics. The new Endurace claims a seven-watt improvement over the previous model (at a rather speedy 45 km/h).

While it is somewhat aerodynamic and offers crisp and quick-feeling acceleration, this bike’s beautifully smooth ride makes it unique. It is one of the most complaint road bikes I’ve ever sampled. Better, it offers that comfort without a diluted or uninspiring ride.

Striking a balance between a bike that feels fast and snappy while simultaneously delivering a buttery ride poses a tough challenge for frame engineers. But Canyon seemed to crack the code, and the Enduraces’s blend of characteristics makes it a special bike. —M.P.

Standert Kreissäge RS

BEST CRITERIUM BIKE

Do all performance road bikes look the same to you? Do you miss the classic round tube frame silhouette? Do you like aluminum? If you answered “Yes” to any of those questions, perhaps the Standert Kreissäge RS is the bike you’ve been waiting for. For those unfamiliar, Standert is a Berlin, Germany-based brand specializing in steel and aluminum bikes. The brand’s round-tubed steel and aluminum Dedacciai frames are designed in Germany and welded in Italy. It’s a refreshingly simple formula.

In many ways, Standert’s Kreissäge RS is a bit of a throwback. It is an unapologetically stiff-as-hell race bike. The Kreissäge RS is also mostly uncomplicated by current road bike design trends yet still feels modern. While many big brands’ race bikes aim to balance ride comfort with performance, the Kreissäge RS seems most interested in getting the watts you put into the pedals directly to the rear wheel.

The Kreissäge RS's almost singular focus also means that, for the most part, it’s a gloriously simple bike. Component standards are straightforward—a 27.2mm seatpost, a threaded T47 bottom bracket shell, flat-mount disc brakes, and a tapered 1 ⅛-1 ½-inch fork steerer. The bike isn’t aero-optimized, with the frame’s tubes only strategically ovalized in certain areas for strength and stiffness.

But this simplicity does not make the Kreissäge RS a retro homage. The bike’s lack of visible cables instantly betrays it as a modern bike. Plus, the Kreissäge RS fits contemporary-width tires—officially, it clears up to 30mm. But this guidance seems rather conservative as in my testing, tires measuring 32mm tire fit without any issues. And riders less risk-averse than myself can probably fit even wider tires depending on the bike (depending on the particular rim and tire combination.)

This bike presents riders looking for an aluminum bike with an appealing alternative to a mainstream offering like the Trek Emonda ALR, Specialized Allez Sprint, or Cannondale CAAD13. And if you were a collegiate cyclist or criterium racer at the heyday of Cannondale’s old CAAD 8, 9, and 10 models (mid-00s to mid-10s), then the Kreissäge RS probably will tug at your heartstrings a little too. Standert even offers the Kreissäge frame in a rim brake variant if you want the full-nostalgic experience. —D.C.

Ritchey Road Logic Disc

BEST STEEL ROAD BIKE

The Ritchey Road Logic (most likely) is not for you if you shop for a bike based purely on the listed weight or aerodynamic claims. The claimed weight for a size 55cm frame (without a thru-axle) is 1,940 grams, and the carbon fork adds another 420g (also sans axle). That’s hefty by modern carbon standards, but it’s pretty reasonable for a steel-framed disc brake frameset.

As far as aero claims, there are none. Besides some very slight ovalization of the seat tube, as it joins the bottom bracket, plus some minor shaping of the chainstays, every tube on the Road Logic is straight and round.

The eschewing of modern trends continues with a complete lack of wonky standards. A straight 1-1/8th steer tube sits inside a machined headtube on the frame’s front end. That HT features the Road Logic’s only slice of modern component integration: headset bearing races machined into the frame. The Ritchey fits a standard 27.2mm seatpost and uses a gorgeous fastback-style seat cluster to hold it in place. Naturally, the bottom bracket is threaded, and—unless you use one of the latest Shimano Di2 groups–the cables get routed externally. And yes, the frame has all the cable stops needed to run any mechanical-shifting groupset you prefer.

In a world of carbon superbikes, a bike like the Road Logic can take some time to appreciate. As you pedal along on the Ritchey, it doesn’t beat you over the head with its light weight or stiffness. There is no wooshing noise characteristic of an aero bike. What the Road Logic lacks in “wow factor” it makes up in simply being, for lack of a better word, “great.” And evaluating it on the same criteria as one might, a carbon competitor would be to sell the Road Logic short.

Like all truly great bikes, you cannot get a true sense of the Road Logic after just a few rides. It’s simply a bike with too much personality to quickly and fully grasp its character. The steel frame is flexier than carbon, but simultaneously, it’s buzzier and more dynamic. The overall character of the Road Logic is fluid and hard to pin down.

In many ways, the Road Logic is a throwback. That’s certainly true of its classic appearance with its skinny steel tubes and external routing. But none of this means the Road Logic is locked in the past.

The updated Road Logic Disc frameset features appropriately modern tire clearance. 32mm tires fit easily—wider rubber potentially clears, depending on the rim and tire used. However, Ritchey lists official clearance at 30mm. This space allows the Road Logic to morph from wonderfully snappy and alive yet smooth with 28mm tires to supremely comfortable with 32s.

The Road Logic is ideal for someone seeking the sublime ride of a classic steel frame without going down the sometimes lengthy and costly custom bike route. Sure, it’s a bike you might buy for its performance and ride quality. But it is also purchased because of the things that are hard to summarize in a review—factors like aesthetics, vibes, and a long cycling history to which Ritchey is so clearly tied. It’s a bike that you get for emotional reasons instead of logical ones. —D.C.

BMC Teammachine R 01 LTD

BEST SUPER BIKE

Few things with wheels are more associated with speed than a Formula 1 car. And that association is one reason why BMC partnered with Red Bull Advanced Technologies—who help shape the Red Bull Racing F1 cars—to help them create its most complete race bike ever: the Teammachine R.

The TM-R has a strong aerodynamic story like all modern road racing bikes. The standout feature is the wide-stance Halo fork. This fork helps deal with turbulent air around the spinning wheel and directs air around the rider’s legs.

While the fork is the most attention-grabbing, the TM-R also features a deep headtube, wide and truncated downtube—with an integrated bottle cage (standard cages also work)—dropped seatstays, an airfoil-shaped seatpost and seat tube, and a massive triangle of carbon around the bottom bracket.

The result is a bike that incorporates the familiar profile of a modern racing bike. It also has a look all its own.

But while aerodynamic considerations are mandatory if you’re designing a race bike for the highest levels of competition, so are many other factors. They include stiffness, responsiveness, lightweight, and compliance enough for racing all out for five to six hours—or, in a word, balance.

And the TM-R’s balance is what makes it such a superbike. There are certainly lighter bikes in the pro peloton and probably more aerodynamic ones. But few bikes are as aggressively fast, crisp, and handle as well as the Teammachine R. While the TM-R is not the smoothest race bike, it offers a just-right combination of feel and feedback paired with isolation from the spikiest of shocks to the body.

The TM-R looks fast and feels fast—but most importantly, it is fast. And that makes it a superbike. —M.P.

Orbea Orca

Best Climbing Bike

As race bikes became more complicated, Orbea returned its long-running Orca model to its roots. For a model conceived and created in the hilly Basque country, that means designing for pure climbing prowess instead of aerodynamic efficiency. No visual clue is more telling of the Orca’s renewed focus on weight and ride quality than the absence of dropped chainstays. The lack of this nearly ubiquitous modern race bike feature almost makes the Orca look, dare I say, classic.

In a way, the new Orca treads down a similar road as the much-loved Specialized Aethos. But while the Orca prioritizes ride quality and low weight, it is decidedly more modern than the Aethos. It’s nothing groundbreaking, but things like hidden cable routing, a minimalistic seat clamp, a press-fit bottom bracket, and some aggressive tube shaping are all present. Granted, those tube shapes are there to improve comfort, power transfer, and optimize weight rather than cheat the wind. Still, the new Orca is a far cry from the simple round tubes of the Aethos, even though the two bikes are certainly related in spirit.

While the top-end Orca we tested is certainly not cheap at $11,600, it’s very price-competitive with high-end models from other brands. For riders on tighter budgets, the Orca is available as a Shimano 105 build starting at $3,800.

What sets Orbea apart from other brands is that riders can fully customize the paint scheme of their new Orca and select things like bar width, stem length, seat post setback, crank length, and even gearing combinations, all at no extra charge. Even wheel depth is an option. But what makes Orbea stand out is that much of this personalization is available even on the $3,800 Shimano 105 build of the Orca, including custom paint.

As for ride quality, the Orca is simply magnificent. It’s been ages since I’ve jumped on a bike, and from the first few pedal strokes, I was immediately in love with what it offered. Everything about the Orca is perfectly poised to deliver an exceptional riding experience. There are no extra features to distract you from how beautifully this bike glides uphill. Sure, there are more aerodynamic and faster race bikes out there, but if you’re after an exceptionally smooth riding and ultra-lightweight bike, the Orca is it. —D.C.

Cervélo Rouvida

BEST ELECTRIC ROAD BIKE

The Rouvida caught me off guard. It wasn’t because it is an electric bike or that Cervélo—a brand known for its lightweight, Grand Tour-winning road race machines—went and made an e-bike. No, the surprise in the Rouvida is that it was the first electric road bike I wanted to add to my fleet when I finished my testing.

I love e-bikes of all sorts. However, I never personally connected with previous electric road bikes I rode. The others weren’t bad bikes—they simply didn’t feel quick and nimble in ways I expected from a performance-inspired road bike. The Rouvida changed that perception for me.

Some of that change for me comes down to appearance. With a sleek carbon frame that incorporates the usual bevy of aerodynamic flourishes, aside from the slightly chonky downtube and changeable dropouts, the Rouvida looks the part of a modern high-end road race or fast gravel bike. Plus, it doesn’t have a shorty stem or suspension, and the motor tucked behind the crankset gets easily overlooked at a passing glance.

Thanks to the Fazua motor, the Rouvida delivers beyond only its race bike-like appearance. The 250-watt/60 N/m Fazua Ride 60 motor has a smooth feel and good power, especially in Rocket mode, the highest of Fazua’s three settings. The unit produces a tiny amount of noise, but it’s less than many other e-bike motors—it’s audible enough that you hear it working, but it’s not annoying or distracting.

However, don’t let the motor fool you. The Rouvida is still very much a road bike, and you must pedal to engage the motor assistance (there is no throttle). The benefit of the motor is you can ride more miles in the same time as a non-assisted bike or use it to provide a little extra boost on longer climbs. While the Fazua motor provides extra assistance it will not completely turn you into Sepp Kuss or Jonas Vingegaard. For example, on a particularly steep and challenging local climb, I beat my personal best time by over 6 minutes. But I was still 40 seconds slower than the climb’s overall fastest unassisted time (and 15 seconds slower than my colleague Trevor Raab).

The Rouvida uses Fazua’s 430Wh battery, which nets a ride time between 2 and 5 hours depending on your weight, terrain, and power setting. Riding with healthy doses of the two highest power settings, I drained the battery to approx 20% charge on a hilly 45-mile ride. Being more conservative with my power-assist usage probably would net a range of 60 miles. For rides longer than five hours (or rides with tons of climbing,) the Rouvida might not be your best option. If you want to get in some longer miles, Fazua has a range-extender battery in development for the Ride 60 system (it’s why Cervélo located the charge port near the bottle mount). Hopefully, it will launch later in 2024.

Cervélo offers the Rouvida in four models—two in road configuration, two in gravel—priced from $6,200 to $13,000. Road and gravel Rouvida models share the same frame. The bike’s removable dropouts (available and installed through Cervélo dealers) tune the ride feel and geometry, and provide additional tire clearance on gravel models. The road Rouvidas come equipped with 30mm Vittoria road tires and standard drop bars, while gravel models have 40mm WTB Vulpines and flared dropbars. —T.S.

Mosaic RT-1 iTR

BEST TITANIUM ROAD BIKE

This Mosaic is the most difficult bike review I’ve ever done—so much so that I’ve dragged my feet to put words on (virtual) paper about this RT-1 iTR. But the reasons are not what you might expect.

I’ve been at this bike reviewer gig a long time, and one of the more curious wrinkles I’ve discovered is the bikes you love most are the hardest to review. The more you love a bike, the harder it becomes to explain why. Plus, when I write a review, I know it is time to let go of a bike and send it home.

I wish I never wrote this review. Because, my many gods, I love this bike. Love it more than any road bike I can remember. Love it in ways that make me realize that I never knew how deeply I could love a bike.

The RT-1 isn’t a perfect bike. But it is the right bike for me and where I am as a rider.

As I’ve tested many, many bikes along the race, road, all road, and gravel continuum, I’ve come to realize that what I want for my “road” riding (which includes dirt and occasional gravel roads) is a bike that feels, reacts, and fits like a race bike, but fits big tires. But that’s a tricky combination of traits to achieve in a single product because, as clearance for big tires gets added, it often bleeds away the crisp feel of a race bike.

This Mosaic gets closer than any bike I’ve yet ridden. With 35mm tires—the widest it officially fits—it feels crisp when I press the pedals, and the steering is light and fluid. It’s quick and reactive to my inputs—just to the good side of jumpy and nervous, right where I like it.

While I dream of it fitting larger tires——if I sacrifice grit clearance, I can shoehorn bigger into the frame—I haven’t yet found another bike that, with 35s, feels, reacts, and handles like this RT-1 iTR and also fits bigger tires.

For those needing wider rubber, Mosaic also offers the GT-1 iAR that fits up to 40mm tires. But adding that clearance adds length: one-centimeter longer chainstays, two-centimeter longer wheelbase, and slightly longer trail dimension. Length takes the edge off a bike’s handling, so I’m happy to ride a frame that fits smaller tires since that helps give this RT-1 iAR its quick moves. And, at least for now, I find 34 to 36 tires offer the best blend of performance, feel, and comfort for my road and “road” riding.

Another thing this Mosaic gets perfect is its balance of compliance and ride feel.

Complimenting a titanium bike for its ride seems almost as obvious as saying water is wet. But I’ve had complex interactions with the many ti road bikes I’ve tested.

One was the harshest, most uncompliant road bike I’ve ever ridden was titanium. But most of the others I’d call “meh”—uninspiring, dull, and lifeless. Smooth, yes, but they lacked the grit and feedback that helps a bike come alive under the rider—I prefer a bike with a little whippiness. So, it wasn’t that I found these ti frames too soft but, rather they lacked the tang of buzz I want in a frame. I like it when my road bikes feel a little bit angry.

And that’s one of the reasons this Mosaic is so truly special. It is a titanium bike that is alive. A titanium bike that feels slightly bright and buzzy but is still supple. For sure, there are smoother riding titanium frames, but none I’ve ridden offer the mythical titanium ride with as much energy as this Mosaic. There’s just enough tartness to balance the sweetness.

There’s much else to like about this bike. It’s gorgeously constructed in Boulder, Colorado, custom fit, and custom finished—Mine in purple, the most regal of colors. Yet Mosiac offers all that in a very reasonable timeframe (about six weeks).

My only complaint is the brake hose in the down tube was not foam-wrapped and buzzed occasionally, but it wasn‘t enough to annoy me (and I like very quiet bikes). The price, though high, doesn’t seem outrageous in 2024 when off-the-shelf carbon bikes with the same parts sell for $15,000. However, a power meter should be included in the Mosaic’s price.

Of the thousands of bikes I’ve ridden and reviewed in my career, none have felt as right or brought me as much joy as I feel riding this Mosaic; None have made me love a bike as much as I love this one. And that is why this is the hardest and happiest review I’ve written. —M.P.

Allied Alfa

BEST USA-MADE RACE BIKE

What makes the Allied’s Alfa special is that it exists at all. A mass(ish) produced carbon bike with the features and performance of the big brands’ bikes, but the Allied is made in the USA and priced in line with—and in some cases, significantly less than—its overseas-made competition. Plus, Allied offers an extensive menu of options and upgrades that the big brands typically don’t.

This second generation of Alfa is a step forward for Allied. It feels livelier, smoother, and stiffer on the road than the already good, first-generation Alfa. It also gets more tire clearance (up to 32mm) and some aerodynamic tuning. Plus, it has the clean, integrated look modern buyers want.

But more than anything, the new Alfa offers the performance modern road riders expect. It is damn fast, with precise handling and a well-damped ride. And for reasons I can’t explain, this bike feels especially efficient when pointed uphill—even more so than lighter bikes.

Based on the other race bikes I’ve ridden, the new Alfa is competitive with the bikes in use by pros at the highest level. Some of those bikes are lighter, and some are more aerodynamic—and some are maybe both—but the fact that Allied built a bike that meets race bike benchmarks and got here so quickly, in the USA—a place where the infrastructure for creating such a bike had vanished—is a monumental achievement. —M.P.

Officina Battaglin Portofino R

BEST ITALIAN ROAD

In an alternate universe where steel was still the dominant material, the modern race bike would look like Battaglin’s Portofino R.

The profile of the Portofino is the same as countless carbon race bikes: Large tubes, dropped seat stays, oversized bottom bracket, hidden seat binder, and internal brake hose routing. Tire clearance is, officially, a spare 30mm.

While the profile is the same as those countless carbon race bikes, the material is not. The Portofino R is made of Columbus steel, joined three ways. Massive chrome lugs at the head tube and seat cluster, TIG welding at the bottom bracket, and fillet brazing join the seat stays to the seat tube.

Custom made in Morostica, Italy—Battaglin limits its worldwide custom frame output to only 99 per year—the Portofino R provides tailored geometry, build, and finish. And you can even order a Portofino R with rim brakes if you’re traditionally minded. Current delivery time is “usually” three months after parties lock in the geometry, says Alex Battaglin.

And that finish, wow. Cromovelato—a veil of paint over polished chrome plating—is brighter and shinier than anything else on the road. It is also a bit of a throwback, a popular way to finish high-end Italian bikes in the 1980s. The resulting bike is beautiful, proud, audacious, and unmistakably Italian. I also found it extremely endearing and different than any other road bike I’ve recently sampled.

The Portofino R is, compared to a carbon race bike, a fair bit heavier (19.3 lb.), and the geometry prescribed to me is longer—my Portofino’s wheelbase is a full 40mm longer than the wheelbase of a Specialized Tarmac SL8 in my size—and stability biased.

As a result, the bike is not quick, and it does not feel quick. It is fluid and efficient, however. And devastatingly fast. Once up to speed, it is like being aboard a runaway train with the precision of a fighter jet. Down a steep and sweeping descent, I don’t know if there’s any other bike I’d want to be aboard.

Unsurprisingly, the Portofino R’s specialty is not the steepest climbs. But it does offer a solid platform to throw your legs and weight against and rolls up and over hills with surprising efficiency.

Its feel is buzzy and alive, with a taut ride that is nonetheless more complaint than expected. Steel can be stiff, and this bike features sizable frame tubes and a large-diameter seatpost: Details that telegraph a jarring ride. But even rolling on the 28mm tires and deeper section wheels it arrived with, I found the ride of steel that (I think) the target audience of this bike expects.

Who that audience is, specifically, I don’t quite know. I suspect the Portofino R is a bike that captures its buyers’ hearts in deeply personal ways. A bike that, once it’s in your heart, can’t be dislodged. It is a bike you will know you want because you just know it and somehow you’ve always known. And once you ride it, it will be everything you’ve ever wanted. —M.P.

Ridley Falcn RS

Ridley knows a few things about making fast bikes. And the Belgian brand’s latest Falcn RS road offering excels in that department. With aggressive geometry, aero optimization, and feathery weight, it’s easy to cast the Falcn RS off as “just another race bike”. But this bike also packs enough comfort for long days in the saddle.

Like some new road race models that hit the market in the last two seasons, Ridley made the Falcn RS aero enough but didn’t go over the top making the bike an overly stiff and heavy aero bike. At 16.01 lb. (size L with Shimano Ultegra Di2) the bike is light but responds like an even lighter bike when the road pitches upward.

Ridley’s aerodynamic tuning is evident on open roads where the bike performs almost on par with full-on aero bikes. The Falcn gets up to pace quickly and holds it well, yet it seemingly always has more speed on tap. It also has explosive acceleration at the ready (providing you have the watts in your legs). The bike absolutely flies on rolling roads and across wide-open farmland. It clicks off the miles with surprising ease and efficiency.

Ridley offers stock Falcn RS models in two colors, with Shimano 105, Ultegra, or SRAM Force builds. It also has 1x12 SRAM Rival and Force kits paired with Classified’s Powershift 2-speed rear hub for a stealthy, front derailleurless look. But for a more unique and personalized bike, Ridley’s Configurator allows buyers to select from nine graphic designs, dozens of paint colors, SRAM or Shimano component groups, and other bike details. It’s a level of personalization that few other brands offer. We ended up with two Falcn RS bikes in our hands—both were among the best-looking bikes to come through the office in a long time. —T.S.

More of the Best Bikes of the Year:

Gravel | Mountain | Commuter