- Shimano released the latest version of
their all conquering Dura-Ace Groupset last year.
But hot on its heels, is this, the little brother.
The Ultegra R8000 Groupset.
Now it was announced, a couple of months back,
but seeing how Shimano actually invited us out
to Austria to have a look at it,
and to have a little ride on it,
we thought it would be a bit rude to say no.
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Shimano Ultegra has always promised the functionality
and the durability of Dura-Ace,
but at a lower price point.
But recently as well, I think it's also added in
a little bit of versatility,
which we'll see later on.
Because it's not just about racing.
Now as with Dura-Ace, there are four options here.
So you have a mechanical shifting, rim brake version,
which is R8000.
You also have a mechanical shifting,
hydraulic disc brake version,
which is R8020.
Then, you have an electronic Di2 shifting rim brake version
which is R8050.
And then finally you've got this,
which is the bells and whistles R8070,
electronic Di2 shifting with hydraulic disc brakes.
There here is a whole load of tech
that is new to the Ultegra level
that's trickled down from Dura-Ace.
So I'm going to walk you through it.
Staring with shifters, up there.
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The big news with Shimano Dura-Ace
was the improvement of the ergonomics
of their hydraulic levers.
And rejoice, the same things has happened here.
So we've now got a smaller diameter lever body
and also with shorter reach.
I am told that it is every so slightly larger in diameter
compared to the Dura-Ace 9170 version.
But, frankly I've held the two side by side
and I couldn't actually tell the difference.
Sticking with ergonomics, you also still have
the reach adjust, so great for people with small hands.
You can move the lever in a little bit more.
And you've also got lever pull adjustment as well.
So if you're like me, like a lot of lever pull
and therefore more pad clearance,
you can set it up as that.
Or, if you like a more immediate brake,
so less lever pull and less pad clearance,
you can have that as well.
Now that's something that we take for granted
on rim brakes, but until recently
it didn't use to be possible on disc brakes.
Now, having a look up here, the hidden buttons
from Dura-Ace Di2 have also migrated across.
So on the top of each shifter you have a little button.
Now out of the box, they're not set up to do anything.
But, you connect up your Di2 to your phone
via Shimano's E-TUBE app and then you can customize
it's functionality to your heart's content.
So, in it's current set up here,
we've got them to shift up
through the cassette at the back,
with your left hand.
And then down through the cassette with your right hand.
But you can also, very cooly, actually connect these up
to a third party device like a GPS head unit,
or indeed your lights.
And then you can toggle through screens
or turn things on and off,
which is very cool like I said.
You'll notice that the Di2 junction box,
which normally stored under your stem here, has gone,
hidden like the Dura-Ace version.
So you can either put it in your bar end plug here
or like this BMC's actually got it built into the down tube.
Set up is identical to the Dura-Ace version.
And it also means that you've got a synchro
and semi-synchro shifting options as well.
So this is Shimano's kind of semi-automatic function
where when you switch it on, you effectively
hand over control over your front derailleur.
Shimano does it very ably I might add.
So that you don't have to think about it.
Or you've got semi-synchro,
which means that when you do shift at your front derailleur
it then compensates with one or two shifts
on the rear cassette to stop
the jump in gears being too big.
Now whilst I'm loitering at the front end of the bike,
let me also talk you through the brake calipers.
So, they've got Shimano's ice technology,
so you can see the fins, the cooling fins,
on the brake pad there.
And also, these mega striking looking disc rotors.
So, you can see the huge cooling fins there.
And also the construction of the rotor
where you've got two durable
stainless steel outers that sandwich a lighter,
more thermally conducted aluminum core.
And it means that despite it's pretty solid appearance,
actually for a 140 mil center lock rotor,
it's just 106 grams.
Shifting then, you can see at a glance
that the rear derailleurs are very different indeed,
now in like with the Dura-Ace versions.
And that is because they've got this new rearward position.
And actually, this BMC is one of the first frames out there
to accommodate this rear position with a dedicated
and pretty striking looking new drop out.
The derailleurs are compatible with standard drop outs
of course, they come with an additional connector
piece that moves it back.
Now the reason that you've got this rearward position,
firstly was to improve the shifting
and also the durability of the groupset
because certainly higher up the cassette
you actually get greater coverage
so the chain wraps around more of the cassette,
spreading the wear and also then improving the shifting.
But as an added bonus, it moves the whole derailleur
assembly into a more crash protected position.
Not just for if you fall off our bike,
but even, it's a bonus if someone knocks your bike over
whilst you're sat in a cafe.
The capacity of the derailleur, this short cage version,
means that you can use an 11-30 cassette.
So pretty big gear ratios there.
But, actually the big news is that there's
a long cage version, both mechanical and Di2.
That means you can put a whopping 11-34 cassette on there.
There isn't a specific Ultegra one,
but there is an Ultegra level out of (mumbles)
that will of course work perfectly.
The New Di2 front derailleur doesn't change very much,
just sheds a couple of grams.
But the mechanical version, is completely different.
So that adopts the new toggle cam mechanism
and loses the traditional level arm.
It gives a much lighter feel at the shifter
but it also dramatically improves tire clearance
when you're running those big, all road tires,
so up to 37 millimeters wide.
Now, whilst we're talking about tolerances
and clearances actually, let's move on to the chain set.
You'll see striking new design, which (mumbles)
really, really do like personally.
But actually the most subtle but significant part
of the redesign comes with the chain rings and
more specifically the pitch of the chain,
which has been moved inboard by naught .4 millimeters.
I told you it was subtle.
But, bear with me, because in doing that
Shimano have then changed the
minimum chainstay length requirements
they specify to manufacturers on disc brake bikes.
Bear with me, because if you can shorten the chainstay
by 10 millimeters, which Shimano have said you can now do,
you actually change the way a bike feels to ride.
It feels much more exciting, more responsive
and more nimble.
So, big thumbs up for that.
Now that different chainset does mean that actually
this isn't compatible with old Shimano Ultegra.
But the chainset is the only bit that isn't compatible.
Brilliantly the rest of it is backwards compatible.
Even a new front derailleur with an old chainset.
Finally there are also new wheels as well.
Still in short supply,
which is why this bike has Dura-Ace ones on.
The new ones won't be called Ultegra.
They're actually RS700 series.
They've got new hubs, which make them a little bit lighter
and also carbon laminate on the rim.
But then one last new bit, that is on this bike
are the new Ultegra pedals.
Weight wienies can celebrate because they shed a few grams.
But bike nerds can celebrate generally
because the stake height is naught .7 millimeters lower.
Tell ya, it's one for the nerds.
But also bike fitters too have reason to celebrate,
because there is also a longer axle version.
So you can have a Q factor that is four millimeters wider.
So that is an overview of the significant changes.
Though I haven't spent half enough time talking
about the look of it, which is particularly striking
with this lovely two tone black on there.
In terms of weight, you won't be saving a great deal
with new Ultegra compared to old Ultegra.
So in the lightest configuration,
which is the 8050 one,
which is Di2 shifting with rim brakes,
you'll shed 81 grams.
But in order to get that weight saving,
you do have to use the new wheels
and also the new pedals as well.
Now, in a direct comparison with Dura-Ace,
there's a weight penalty of about 500 grams.
And there is also no power meter option
available at Ultegra level either, only at Dura-Ace.
In terms of availability, it's already in the shops now
actually, the R8000 version,
so mechanical with rim brakes.
And the Di2 version is on it's way to the shops
as we publish this video.
Cost, it's difficult to go into costs really
in this video because they are specific to the region
in which you live.
Now, all the features, I think it's fair to say,
of new Dura-Ace have trickled down to this Ultegra level.
And when that was launched, a number of you said,
that the changes weren't significant enough for you,
but I'm actually inclined to disagree.
I don't think you can overstate the importance
of improved ergonomics which shifters.
I spend most of my rides holding on
to my levels and not actually changing gears
so the ergonomics of them are probably
the most important bit.
But then, when you also add in
the refined shifting performance,
the hidden junction box
and the ability of frame manufacturers
to actually now improve their frames with the
new derailleur hangers and crucially the shorter chainstays,
You end up with a package that actually has more
significant impact than you might originally have thought.
And I'm going to go into that in a little bit more detail
in the first ride video, which,
depending on when you watch this,
you may well be able to get to
by clicking just down here now.
Otherwise you might have to hang on a few days.
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And if you want to see a little bit more
information about the big brother, the Dura-Ace Groupset,
you can click just down there
for a comprehensive first look at that.