Highlights of the story
- What it is: Colnago’s latest flagship C-Series road bike.
- Frame features: multi-piece carbon fiber construction, truncated aerodynamic profile tube shapes, T47 threaded bottom bracket, fully internal cable routing, made in Italy.
- Weight: 7.49 kg / 16.51 lbs (complete, size 49s, no pedals or accessories); 930 g (claimed, unpainted frame only, no hardware, size 51s);
- Price: € 15,772 (price for other regions is to be confirmed).
- Highs: fantastic driving quality, perfect fit and handling, solid and robust feel, sleek and modern aesthetics, many size options for the integrated front.
- Low: Internal routing is very expensive, it’s still a pain, somehow it doesn’t feel as special as the C64.
There is a small town north of Boulder called Hygiene, with a well-equipped general store that is a regular stop for cyclists. The store knows its customers well. There are two long racks so people can hang their bikes. Tables and chairs outside to lift your feet before picking up the pedals again. An indoor machine where you can fill your bottles with the iced Skratch Moisturizing Blend.
I had my Colnago C68 test bike out there one day while I went in for some calories. When I left, there were a handful of people gathered around him, all middle-aged men, presumably in their best years of earnings.
“Don’t they usually carry these bikes?”
This bike has been absolutely great to ride, but this review pretty much sums up the only thing missing from Colnago’s new flagship machine.
It’s still razed, really
Like all Colnago C-Series since the C40 debuted in 1994, the C68 is made up of a bunch of smaller frame sections that stick together. But this time, Colnago has decided to remove the more traditional aesthetic of previous generations, switching to a multi-piece construction method that leaves most boards invisible. All but two connecting lines are essentially seamless, even more hidden under a generous ration of paint. And the junction joints that Colnago intentionally leaves prominently displayed on the steering tube and seat group don’t stand out like they did before.
This staggered transition aims to let people know that the C68 has not forgotten its dragged legacy, but the effectiveness of this visual signal is debatable.
The old cross-sections of the lobed tube have also been abandoned in favor of a more streamlined truncated aerodynamic profile, and the stem of the D-shaped carbon fiber seat is even shared with the more competitive V3Rs. Below is a T47 threaded bottom bracket, a new one-piece CC.01 carbon fiber rod and rod with a fully internal routing, and at least for now, the C68 is only available for use with disc brakes and electronic transmission.
Why the dramatic change?
Colnago says that this style of construction frame offers more adjustment flexibility and more rigidity than the C64, as well as a better consistency of the parts compared to the modular monocoque construction favored in mass production. The multi-piece concept also retains a measure of geometry customization, which is further enhanced for customers opting for the C68 Titanium, which uses 3D-printed titanium dowels tailored to the steering tube and seat group for bikers who want more fit.
There’s another obvious junction to the seat tube, but it’s still a very different aesthetic from the C64.
If you read between the lines, what is clear is that while the C64 was undeniably aspirational and unique among its peers, this kind of heritage and emotional play ultimately loses momentum. At least to some extent, the C68 had to go with the times, though it had to abandon its curious old and new aesthetics in the process.
However, Colnago says the spirit of his C-Series flagship still shines.
(You can find more technical details in my introductory article on the C68 here).
But hey, it’s glorious to ride this thing
Set aside for a moment all this discussion about inheritance and heritage, etc., because all of that fades when you have this thing on the road. Out there, it’s absolutely great.
With few exceptions, high-end racing bikes have been converging in one of the two cubes. One is to pursue aerodynamic gains at any cost; the other focuses mainly on low weight, although it includes a minimum of aerodynamic conformation to help fool the wind. The problem with the former is that they are often heavy and not very comfortable, and while the latter are very light, the ride quality can still be a bit fragile and chatty.
In profile, the back is as normal as it can be.
The C68 falls into this second bucket, with its more traditional profile and a modest D-shaped tube that promises some aerodynamic efficiency. But with 930 g for a 51 s (i.e. Colnago’s talk for about 56 cm), the C68 is not that light, especially if you keep in mind that this figure doesn’t include paint or hardware. When apples are compared to apples, this weighs about 200-300 g more than a Giant TCR Advanced SL Disc, Trek Emonda SLR, Specialized S-Works Tarmac SL7 or Cannondale SuperSix Evo.
However, weight has never been the overall goal of Colnago C-Series bikes. It’s the quality of driving. And in this sense, this new C68 touches the key.
Colnago supplied a flagship model for the test here, with an ultra-sleek Campagnolo Super Record EPS electronic group, Campagnolo Bora Ultra WTO 45 carbon wheels wrapped in 28mm (27mm) actual Pirelli P Zero Race tube covers ), own of Colnago. One-piece CC.01 carbon fiber rod and rod and a Prologo Scratch M5 CPC seat with titanium railing mounted on the D-shaped Colnago carbon fiber seat rod The actual weight is 7.49 kg (16.49 lbs), no pedals or accessories, not bad, but not great either.
Looking beyond these numbers, the C68 feels amazing. The trip is firm and full of comments, but by no means punishing. It’s super soft on everything but the ugliest pavement, even with the 27mm wide Pirellis inflated to 82/80 psi rear / front (which is on top for my 73kg frame). The biggest impacts are a dull blow instead of moving your shoulders and shuffling your vision. There’s a sense of substantiality throughout, and almost, dare I say it, luxury. It’s sleek and comfortable, and doesn’t feel as fragile or splashy as similar-minded bikes that are significantly lighter.
It’s crazy to think that about € 16,000 doesn’t even bring you Campagnolo’s premium Bora Ultra WTO wheels. These are very close, but not yet the top.
The overall rigidity of the frame is excellent, at least in my “48s” size (about 52cm in conventional terms). It is not as captivating on the bottom bracket as a Giant TCR or Emonda SLR, but it is nonetheless very solid and very sensitive to power changes on the pedals without any annoyance. The torsional stiffness of the front end is also very high, providing very precise handling and providing a lot of confidence when submerged in fast corners with hard braking.
In terms of frame geometry, Colnago still models the C68 as a racing bike, so there are no surprises here. Colnago uses the same 43mm fork rake for each of the seven available frame sizes, so the range varies from 75mm in the smallest size to 59mm in the largest. It’s a 69mm halfway for my particular tester, which also has a relatively thick 590mm front center and an orderly wheelbase of 985mm. The chains are short across the board at just 408mm from the center of the bottom bracket to the back center, and all sizes also have the same 72mm bottom bracket drop.
With all this in mind, the steering is fast and responsive, the C68 skillfully opens for tight, fast descent forks and faces last-minute obstacles. He is eager and throwing, light on his feet. He likes to play. However, it is also stable and calm when you are on a sheet tuck at 70 km / h, well planted on the ground without the feeling that it will bounce offline on your shoulder in the slightest crack on the asphalt.
Although the handling is fast and daring, Colnago has tempered the pilot’s position in the C68 compared to the V3Rs that are usually preferred by the pilots of the UAE team. The range has not changed essentially, but the stack is a few millimeters higher for a slightly more relaxed posture. However, it is very far from the territory of endurance bikes, and there is still a lot of weight on the front to help you with the initial entry, but I guess most riders will welcome the subtle change in days long on the saddle.
Specification notes and details
Campagnolo’s electronic EPS platform has long undergone a major overhaul, but the flagship Super Record EPS group included here is still a pleasure. Changes are quick and precise in both the front and rear, although occasionally a bit more messy than Shimano, and as the up and down shift levers are completely apart, there is never the possibility that the fingers are confused with each other. It also works very quietly and, with 12 sprockets in the back (and cassettes up to 11-34T), there is a wide range available.
The rear derailleur is a mix of carbon fiber and electronics.
Campagnolo disc brakes, developed in conjunction with Magura, are also arguably the best in the business, with a lot of power combined with a great lever feel, a less binary initial bite and just a touch of noise. . Although the style doesn’t suit you, it’s hard to deny that Super Record EPS has a lot going for it.
Unfortunately, none of this can mask the age of the EPS platform or its technical disadvantages compared to more recent competition. Shimano and SRAM are wireless on the levers (although Shimano still has cables that connect the derailleurs and the battery), and its accompanying applications are richer in features. There are no …