The new Dura-Ace, long rumored, has finally arrived.

It has been a hot topic in the industry, and many media outlets have already introduced its details.

There are many highlights, and some unexpected points are also scattered.

Here, we would like to focus on three points that ICAN staff particularly noted.

1. Overview of the new Dura-Ace

First, let's briefly summarize its overview.

• Semi-wireless electronic shifting: Shimano, cautious about wireless technology, made the front half of the electronic system wireless and adopted Di2 for all R9200 series models. The focus is on shortening shifting speed. Coupled with Shimano's reliable operation, it can be said that they have taken a step ahead in the industry.
• Dual control levers: The control system has also been refined, but the inward-facing shape, considering aero positions, has become a topic of discussion. Once completed bikes are available in shops, there will be no end to people wanting to grip them.
• 12-speed gearing and improved shifting performance: This succinctly reflects the current racing situation and is a topic of endless interest. More details will follow.
• Refined disc brakes: This largely resolves previous complaints. It can be said to be leading the trend.
• Slimmer cables: Although a subtle improvement, from the perspective of bike manufacturers, this area is also of great concern.
• New wheel lineup: Pay attention to its price as well as its specifications.

There are many other points to mention, but among these, ICAN particularly focused on the 12-speed system, the evolution of disc brakes, and the wheels this time.

First, let's start with the 12-speed system.

2. 12-speed and gear ratios

Rivals SRAM and Campagnolo had already achieved 12-speed before Shimano. Therefore, Dura-Ace's 12-speed was only a matter of time. Comparing the gearing of Dura-Ace with its rivals reveals the current racing scene. Perhaps the keyword is "higher speed."

First, let's look at the gear configurations of each company.

Shimano (New Dura-Ace)

Front: 50-34T 52-36T 54-40T

Rear: 11-30T 11・12・13・14・15・16・17・19・21・24・27・30

11-34T 11・12・13・14・15・17・19・21・24・27・30・34

SRAM (RED)

Front: 46-33T 48-35T 50-37T

Rear: 10-26T 10・11・12・13・14・15・16・17・19・21・23・26

10-28T 10・11・12・13・14・15・16・17・19・21・24・28

10-33T 10・11・12・13・14・15・17・19・21・24・28・33

Campagnolo (Super Record)

Front: 50-34T 52-36T 53-39T

Rear: 11-29T 11・12・13・14・15・16・17・19・21・23・26・29

11-32T 11・12・13・14・15・16・17・19・22・25・28・32

11-34T 11・12・13・14・15・16・17・19・22・25・29・34

Shimano's new Dura-Ace offers only two combinations for the rear sprocket. It's a choice between a close ratio or a lighter gear for climbing.

However, the most noteworthy point is the top gear.

Normally, a 53T front and 11T rear was the fastest gear. Combining these gives a gear ratio of 4.81.

Rival SRAM took a different approach. They thought that by making the rear gear smaller, the front gear could also be made smaller, increasing the gear ratio and also reducing the weight of the gear. SRAM's answer was a 10T rear and 50T front. The resulting gear ratio of 5.0 exceeded the conventional combination.

However, an interesting thing happened in actual races. Instead of using SRAM's front gear at 50T, it was often used at 52T or 53T. This resulted in the strongest gear ratio of 5.3. This is a gear so heavy that amateur riders would be unable to handle it.

So, did Shimano also switch to a 10T rear during this renewal? No, they didn't. The rear remained the conventional 11T, but they brought in a large 54T gear for the front. This can be seen as a result of prioritizing the fact that larger gears are smoother and have less energy loss. However, the gear ratio remains at 4.90. Even this is beyond the capabilities of amateurs, but what about the actual race advantage? This is an area that cannot be judged by mere specifications. We will continue to watch it carefully.

As an aside, the crank length now includes 160mm, whereas previously the shortest was 165mm. This indicates that more riders have realized that lowering the crank at top dead center allows for a comfortable forward-leaning posture. This also aligns with the whispers that racing teams secretly used shorter cranks in the past. It may be that the difference in crank length simply affects race results.

3. Disc Brakes

Various issues with disc brakes have been pointed out, and it is still a developing technology. However, due to its high potential, it has spread rapidly, which is the current situation. The new Dura-Ace can be said to have given us a glimpse into the future of disc brakes by directly addressing these "issues." The following four points are the main ones:

① Improvement in brake noise

When dancing, the frame would flex, and the entire disc brake system would slightly distort with it, sometimes causing the rotor to make a ringing sound. Also, when the brakes were used frequently, the rotor would deform due to thermal expansion and rub against the pads, which also caused noise.

As a countermeasure, the pad clearance has been widened by 10% compared to before, and material innovations have been made to suppress thermal deformation of the rotor by up to 66%.

② Evolution of control performance

Disc brakes required accepting unnatural control in exchange for high performance. It was always with the thought that a breakthrough would come eventually.

It seems Dura-Ace has delivered!

By gaining a mechanism that skillfully controls the speed of pad movement, a smooth braking feel has been achieved. This will undoubtedly influence other manufacturers and other models.

③ Evolution of caliper body

To achieve lighter weight, smaller size, and higher rigidity of the caliper body, the two-piece design has been changed to a one-piece monobody. The reduction in disc brake weight was a sought-after improvement, so this evolution holds promise for the future.

④ Improved maintainability

By separating the bleed boss and screw for bleeding, maintainability during vehicle mounting has been greatly improved. However, Shimano's usual lack of backward compatibility with old models is subtly evident here as well, which is a bit vexing.

[Reference article]

Talking about disc brakes for road bikes

4. Wheels

ICAN had been paying attention to the price of Dura-Ace wheels.

Rim heights are 36, 50, and 60, all priced at 107,690 yen for the front and 125,840 yen for the rear.

Although the price has decreased, a set still costs 233,530 yen, which is expensive.

Specifications have significantly improved, reaching a level close to ICAN's.

　★Comparison with ICAN wheels

Let's compare them with ICAN's flagship model, the DT-AERO series carbon wheels.

These wheels use highly acclaimed high-end components such as DT Swiss DT240S/DT350S hubs and Sapim CX-RAY spokes, making their precision and weight almost on par with Dura-Ace. They come with a two-year warranty. Of course, they are UCI certified.

As for the price:

DT AERO35 Disc (35mm height model): 93,525 yen for a front and rear set

DT AERO50 Disc (50mm height model): 96,788 yen for a front and rear set

DT AERO55 Disc (55mm height model): 98,963 yen for a front and rear set

So, which one would you choose?

[ICAN Wheels Official HP]

5. Conclusion

While the new Dura-Ace was not a flashy model change, I am pleased that it has evolved very seriously and fulfilled its role as a trendsetter.

Although not covered this time, Ultegra also showed almost the same evolution, delighting fans. In fact, it might be an even more practical object of interest.

ICAN, along with all of you, wants to continue to enjoy watching these evolutions. Ⓗ