The Cervelo R5 has long been the all-around and mountains-oriented road race bike that complemented the company's more aerodynamic S5. Few bike concepts have been as well received in World Tour racing and with serious cycling enthusiasts as the R5, and an intimate connection between the R5 and its riders is foundational to racers considerable success, so Cervelo truly listens when their riders offer feedback. By using incredibly sensitive, detailed topology studies of the frameset, the performance driven, highly experienced engineers at Cervelo definitively identified how, where, and which carbon choices could be applied in the lay-up process to optimize weight and ride quality without sacrificing stiffness or overall efficiency, defining the principles and desired build for a markedly improved frameset that would not compromise the aspects cyclists connect with most.

For 2022, Cervelo developed this new R5, which has been seen in 2021 at the front of the Tour de France and Vuelta a España, under Wout van Aert winning the legendary Mt. Ventoux mountaintop finish at Le Tour, while Primoz Roglic also grabbed multiple stage wins at La Vuelta, plus the GC overall. Lighter, more compliant, with greater stability, increased aerodynamic efficiency and better fit/set-up concepts, the 2022 R5 frameset also delivers impressive tire clearance while maintaining the same essential geometry and handing. Yes, some of the numbers differ from the last gen, but only to accommodate the updated design and larger tire capability. This is a 700 gram frameset in a 56cm (15% lighter) that is ready to race and ride everyday.

The previous R5 was built to seriously improve power transfer, deliver a pro race preferred geometry, and be as efficient as possible in a non-aero bike. Pro cyclists loved the geometry, power transfer, and handling characteristics, but longed for it to be a bit lighter and more forgiving. The massive Squoval™Max downtube delivered the lateral and drivetrain stiffness required, but added some weight and impacted vertical compliance. For the 2022 R5, the topology studies led to a refined carbon layup schedule, new downtube and headtube, along with fork crown and housing integration. The seatstays and upper rear triangle junction was also changed to lower the seattube/toptube junction, allowing for more exposed seatpost length- which aids in increasing vertical compliance when combining with better frameset vibration damping from the lay-up.

The super clean, fully internal housing and wiring system increases aero efficiency, as does the integrated leg taper and "chinned" crown of the new R5 fork with the downtube. With a reduced factor downtube and subtly improved Squoval™Max tubes, small gains are achieved, with a total improvement of 19 grams in reduced drag, or 2.5 watts, which may not sound like much, but the previous generation R5 was pretty efficient, and remember- the R5 is not a pure aero design- that is what the S5 delivers.

Cervelo was able to outfit the updated R5 with 34mm tire clearance, yes- really, without using a dropped driveside chainstay, by maximizing the oversized asymmetric nature of the BBright bottom bracket shell and vertically oversized chainstay design. Remember, the current R-series bikes, as well as the pure gravel Aspero, have been strongly informed by the previous development of the R3 Mud- built for the Classics and famous for wider tire clearance, as well as the premium vertical compliance of the minimal R-series seatstays. A 410mm chainstay length keeps the handling tight and fast for sharp corners and twisting descents. The designers maintained the same 73mm seattube angle with a 57.5mm fork Trail on a 28mm tire in all sizes, as well as the same size-specific Stack and Reach. A new semi-aero, semi-internally routed carbon Cervelo HB13 bar is used, with an 80mm Reach and 123mm Drop. This combines with a new version of the ST31 Carbon/ST 32 Alloy stem models, with an LT designation which carries a lighter, improved stem faceplate accessory mount design. The stem is proprietary for internal routing from the handlebar into the R5 fork, which has the C-shaped steerer design used on the Caledonia-5 and Aspero-5.

With the new, lighter R5 Carbon disc brake fork, Cervelo ships a C-shaped steerer expansion plug, which will thankfully make steerer tube height cutting a simpler task. A new headset upper bearing cover now comes in a super low 7mm stack height, as well as a mid-height 22mm. By adding 30mm of the fork-specific spacers, a max 52mm stack height is an option. Cockpits feature a relative positional set-up, and Cervelo changed their D-shaped seatpost offerings. The new 400mm long SP24 is available in a Zero offset, which will be shipped with 48 and 51 cm sizes. The SP24 also comes in a 15mm Setback version- which has been more desirable with today's shorter length saddles, and is coming with all other sizes. Cervelo still sells their 350mm long SP18 model in a 25mm Setback version for those who require it.

One note on tire size and bike choice. The Caledonia framesets also have a 34mm max tire size, which may lead to head scratching. The Caledonia can handle the 34mm "width as measured" while running fenders- which the R5 is not equipped for. And while the Caledonia-5 is a seriously capable bike for endurance riding and racing, pure road racing requires quicker handling with a more nimble geometry. Cervelo expects most racers to regularly ride 28-30mm tires on the R5, but they may train on 30-34mm tires. In races such as Paris-Roubaix, the pros will opt for higher volume.

If you love your Cervelo race bike and long for a little more compliance, clearance, and capability without any sacrifice in performance, handling, or fit, you have to ride a 2022 R5. This R5 is a whole new creation that carries forward the best elements while making real and obvious improvements that will only enhance the bike/rider relationship and experience you already live for.