Colnago is aiming for modernity with the new C68, and while it offers great performance, it still loses something in the process.
A small town north of Boulder called Hygiene has a well stocked grocery store and is frequented by road cyclists. The store knows its customers well. There are two long racks that people can hang their bikes on. Tables and chairs outside allow you to lift your feet before re-securing them on the pedals. Inside is a machine where you can fill the bottle with Skratch Ice Hydration Blend.
I had a Colnago C68 test bike the other day and I suddenly ate some calories. When I left, several people gathered around – all middle-aged men, probably in their prime.
The bike rides absolutely brilliantly, but this review perfectly sums up what Colnago’s new flagship is missing.
Like the entire Colnago C series since the C40 debuted in 1994, the C68 consists of a set of small frame sections glued together. But this time, Colnago decided to ditch the more traditional trailer aesthetic of previous generations in favor of a multi-piece assembly method that made most of the joints invisible. All but two of the bonding lines are virtually seamless, additionally hidden under a lot of paint. The glued joints that Colnago deliberately highlighted on the steering column and seat group no longer stand out as much as they used to.
The old sheet tube cross-section is also changed to a more aerodynamic truncated airfoil, and a carbon fiber D-shaped seatpost is even used in the sportier V3R. Shown below is a T47 threaded bottom bracket with the new one piece carbon handlebar and CC.01 stem fully routed inside, at least for now the C68 is only available for disc brakes and electronic drivetrains.
Colnago says this style of building frame offers greater adjustment flexibility and higher rigidity than the C64, as well as better detail consistency than the modular monocoque design favored in mass production. The multi-part concept also retains some degree of geometric customization, which is further improved for customers opting for the C68 Titanium, which uses custom 3D printed titanium lugs on the steering column and on-demand seat set. More tuned for rider use.
If you read between the lines, it’s clear that while the C64 is undeniably inspiring and unique among its peers, this play on tradition and emotion eventually loses momentum. To at least some degree, the C68 had to keep up with the times, even if it had to abandon its curious old-plus-new aesthetic in the process.
Let’s set aside for a moment all this discussion about eyelets, heritage, etc., because all this disappears when you take this thing on the road. It was absolutely brilliant.
With a few exceptions, high-end road racing has evolved into one of two groups. One of them is the pursuit of aerodynamic advantages at any cost; the other focuses primarily on light weight while still incorporating a small amount of aerodynamic styling to help trick the wind. The problem with the former is that they are usually heavy and not very comfortable, while the latter are very light but the ride is still a bit flimsy and chatty.
The C68 falls into the second bucket a bit, and its more conventional shape and modest D-tubes promise some aerodynamic efficiency. But at 930 grams for the 51 (colnago says it’s about 56cm), the C68 isn’t all that light, especially when you consider that figure doesn’t include paint or hardware. Apples to apples, they are about 200-300 grams heavier than the Giant TCR Advanced SL Disc, Trek Emonda SLR, Specialized S-Works Tarmac SL7 or Cannondale SuperSix Evo.
However, weight has never been the primary focus of the Colnago C-series bikes. It’s ride quality. In that sense, this new C68 is just right.
Colnago has a flagship test model complete with Campagnolo Super Record EPS ultra-luxury e-pack, Campagnolo Bora WTO 45 carbon fiber wheels wrapped in 28mm Pirelli P Zero Race tubular clincher tires (27mm actual width), custom tires Colnago CC .01. One piece carbon handlebar and Prologo Scratch M5 CPC titanium saddle mounted on a Colnago D-shaped carbon seatpost. The actual weight is 7.49 kg (16.49 lb) without pedals and accessories – not bad, but not great either.
Looking back at the numbers, the C68 feels great. The ride is firm and full of feedback, but by no means punishing. It’s very smooth on all but the ugliest of surfaces, even with the 27mm wide Pirellis pumped up to 82/80 psi rear/front (too much for my 73kg frame). A stronger impact results in a thud than shaking your shoulders and blurring your vision. There’s an essential feel to it all, and it’s almost – dare I say it – luxury. It’s poised and comfortable, not at all contrived or frivolous like similarly frivolous bikes.
Overall frame rigidity is very good, at least for my size 48s (about 52cm in traditional terms). It doesn’t blow your mind like the Giant TCR or Emonda SLR, but it’s still very solid and responds to changes in pedal power without a hint of softness. The torsional rigidity of the front end is also very high, providing precise handling and confidence when entering fast corners under heavy braking.
In terms of frame geometry, Colnago still models the C68 as a race car, so no surprises here. Colnago uses the same 43mm front fork for each of the seven available frame sizes, so track widths range from 75mm for the smallest size to 59mm for the largest. For my particular tester, it’s a 69mm midrange that also has a relatively solid 590mm front center and a neat 985mm wheelbase. The chainstays are short, just 408mm from bottom bracket center to rear hub, and each size bottom bracket has the same 72mm drop.
All things considered, the steering is quick and responsive, and the C68 deftly weaves through quick descent hairpins and around obstacles at the last minute. It’s energetic and catchy, with light footing. He likes to play. But it’s also stable and calm when you’re driving at full speed at 70 km/h, firmly attached to the ground without feeling like it bounces off the line at the slightest crack in the pavement.
While handling is quick and nimble, Colnago has softened the driver’s seat on the C68 over the V3R, which is generally preferred by Emirati drivers on the UAE team. Reach is largely unchanged, but the stack is a few millimeters taller in a slightly relaxed stance. However, this is far from enduro bike territory and there is still enough weight in the front to help with initial cornering, but I think most riders would welcome a little saddle change over long periods of time.
The Campagnolo EPS electronics platform is long overdue for a rethink, but the included flagship Super Record EPS kit is still a delight. Both front and rear shifting are quick and precise – if sometimes the hair is bulkier than Shimano’s – and because the upshift and downshift levers are completely separate, your fingers will never get tangled up with others. It also runs very quietly, and with 12 rear sprockets (and cassettes up to 11-32T) there is plenty of range.
The Campagnolo disc brakes co-designed with Magura are also arguably the best in the business, with plenty of power and great lever feel, less binary initial force and little sign of noise. Even if the style doesn’t suit you, it’s hard to deny that Super Record EPS has a lot to offer.
Unfortunately, none of this can hide the age of the EPS platform or its technological backwardness compared to newer competitors. Both Shimano and SRAM have wireless levers (although Shimano still has wires connecting the derailleur and battery) and their companion application is more versatile. The Campagnolo EPS still doesn’t have a remote shift option, and it’s a little surprising that the system still requires you to attach a clumsy magnetic strap to the seatpost-mounted battery to manually turn the system off after a ride (otherwise it’ll stay on). standby mode and constantly drain the battery).
While these brakes are in high demand in CyclingTips circles, the Campagnolo design still offers the smallest pad clearance of the Big Three. Luckily, the front and rear disc mounts on the C68 are very flat and square, so rotor friction is never an issue. However, the lever blade still lacks proper reach adjustment, and combined with the bulky Ergopower body, most riders with smaller hands will probably want to look elsewhere.
They were smooth and slippery in the wind (although crosswind stability could have been better), stiff and responsive, and rode well. Past experience has proven again and again that hybrid tapered bearings are also the best: they are fast-rotating, durable, easy to maintain and easy to adjust. Build quality is as good as the Campagnolo wheels I’ve used in the past, the finish is second to none, and while this particular setup is tubular, the sturdy outer rim wall makes it easy to install a tubeless system without finicky tape transfer or peeling.
One note: My test bike was fitted with Campagnolo’s second-line Bora WTO 45 carbon clinchers, not the top-of-the-line Bora Ultra WTO 45. However, Colnago lists the flagship wheels on their product page, so hopefully this is just a necessary replacement for my test bike.
Colnago’s decision to use a one-piece carbon handlebar and fully internally routed stem is to be expected, and while I still have a lot of misgivings about the concept, the execution here eliminates at least some of them.
Firstly, it’s great to see that Colnago offers 16 different length and width combinations for the CC.01 cockpit for even more customization. The flat top is also not so flat that it’s uncomfortable to hold, and the semi-anatomic drop shape should appeal to most people. Thanks to Colnago for using a traditional 1 1/8″ round head tube and making sure the system is fully compatible (both functionally and aesthetically) with some of the Deda options. In other words, if the standard CC.01 doesn’t suit your needs, you can always use a one-piece Deda setup, or even a two-piece setup.
The wiring itself, though, is still a bit of a hassle: it runs inside the handlebar and stem, and then curves down between the steerer tube and the head tube top bearing. Colnago wisely chose CeramicSpeed solid lubricated SLT headset bearings for expected life, but you still need to loosen the front brake calipers to get enough hose length when cleaning and relubricating the headset bearing housings. Unfortunately, while the C68 is able to handle big bumps in the road as neatly as I mentioned earlier, they are sometimes accompanied by some wire rattling in the hose and/or downpipe (presumably with corrected foam insulation).
Of course, let’s not forget the built-in C68 multi-tool, courtesy of Granite Design, cleverly hidden inside the head tube. It’s a good idea (I’ve used it a few times, especially on the first rides), but you’d better want your nails to be nice and strong, as you’ll need them to pick out friction-fit caps. The short tip of the tool is also not long enough to reach some of the bolts, and the short body of the tool provides minimal force, which is probably the same as the one-sided aluminum body can bend or break if you really screw it in too hard.
Luckily, this tool isn’t necessary, and even without it, there’s still a nice aluminum reinforcing bushing that runs under the head tube top bearing and supports the carbon fiber stem.
The last thing I’m going to fix: the saddle. The short, chunky design is comfortable enough with plenty of high-density foam support, and the grippy CPC surface works as advertised. But shouldn’t the rails on such an expensive bike be carbon fiber instead of titanium? Okay, I’m being picky here, but when you’re paying this kind of money, it’s fair to expect better.
When it comes to automotive analogies (which I do easily), I think the C68 is the road bike equivalent of a premium GT car. It’s almost as fast and responsive as a dedicated tracker, but with most of the edges knocked off, making it easier to use on a day-to-day basis. It’s super capable. It is expensive. It’s stylish. People literally stop you from asking questions.
The problem with the C68 – at least in my opinion – is the identity. While redesigning the C68 to make it sleeker and more modern, Colnago has also removed most of the features of previous C-series models. It’s true that the C68 offers great performance and you’re still unlikely to find another on your local group trip. Of course, the prestige of the Colnago brand is printed on the down tube for all to see.
The C68 is still beautiful, it’s still made in Italy, and at this price it’s still ultra-exclusive. On paper, it’s probably better than the C64, but I think in this market, buyers aren’t just comparing things on paper (if that’s the case, any number of production bikes come out – do it). It was a good bike and I would be sad if it disappeared. But it remains to be seen if there’s enough emotional play here to keep the C68 in the spotlight of wealthy buyers.
Post time: Sep-05-2022