Will one of these bikes win the 2024 Tour de France?
As we come to the end of the first week of the 2024 Tour de France, the fight for the yellow jersey hangs in the balance.
The two main contenders, Tadej Pogačar and Jonas Vingegaard, have traded salvos but neither has yet landed a decisive blow.
As ever, though, the question on everyone’s lips is… Who has the best bike?
We got hands-on with Vingegaard’s custom-painted Cervélo R5 and Pogačar’s decked-out Colnago V4Rs ahead of the start of the 2024 Tour de France, in Florence, Italy.
So, let’s check the bikes out.
Frameset | Aero and lightweight or lightweight and aero?
Jonas Vingegaard’s Cervélo R5
With Visma-Lease a Bike still sponsored by Cervélo, Vingeegard gets to pick between three road framesets.
At this year’s race, we saw his lightweight climbing bike, the R5.
A true classic of the road-racing genre, its traditional silhouette hasn’t changed all that much since it debuted in 2003.
Nevertheless, a host of subtle updates makes it a formidable machine. When we tested the latest, disc-brake equipped model in 2022, we found it could still cut it with the best – at least on its favoured, mountainous terrain.
Disc brakes aside, it uses Cervélo’s ‘Squoval’ (an amalgamation of ‘square’ and ‘oval’) tube shapes – effectively truncated aerofoils – to keep drag low, while the cables are fully integrated up front.
That aside, the R5’s primary focus is on low weight, high stiffness and excellent handling. Cervélo says it’s a bike that’s as good going downhill as it is going up.
Putting a figure on it, Cervélo claims a painted, size-56cm R5 frame weighs only 730g.
As well as the R5, Vingegaard can choose between the Cervélo S5 – the brand’s dedicated aero road bike – and the Soloist, its all-rounder.
For this year’s Tour, the Visma-Lease a Bike team bikes have special-edition blue paintjobs, with a Renaissance-inspired design that pays tribute to the 2024 Grand Depart in Florence.
So far at this year’s Tour, Vingegaard has started every road stage aboard the S5 – including stage 4, which involved 3,600m of climbing and the fearsome Col du Galibier.
Given Vingegaard’s 2023 Cervélo S5 weighed only 7.195kg, his 2024 S5 – which has been upgraded with SRAM’s new “world’s lightest” Red AXS groupset – is likely competitively light too.
Nevertheless, that’s still a few hundred grams over the UCI’s minimum bike weight limit of 6.8kg. Considering how light his R5 is (more on this later), we suspect he may still opt to ride the climbing bike on the savage mountain stages that litter the second and third weeks of this year’s Tour.
Visma-Lease a Bike riders have typically turned to the all-rounder bike for the toughest cobbled classics, such as Paris-Roubaix, because it offers a more comfortable ride than the S5.
Tadej Pogačar’s Colnago V4Rs
As with last year, Pogačar is riding Colnago’s all-rounder race bike, the V4Rs.
Like Vingegaard’s Cervélo, Pogačar’s Colnago has got a new paintjob. It’s fair to say the Colango is the more subtle of the two, though, with just some white, red and green accents added to the base matt black.
Unlike with Visma-Lease a Bike, the UAE Team Emirates team has only one bike to choose from – there’s no hyper-light climbing bike for the high mountains, or dedicated aero road bike for sprint stages.
In theory, Pogačar could opt for the classically styled Colnago C68, but given it’s both heavier and less aerodynamic than the V4Rs, we don’t see that as a likely scenario.
The V4Rs carries a claimed weight of 795g for an unpainted, size-50s frame.
According to Colnago, though, the V4Rs is only around 12g lighter than the Tour-winning V3Rs as a frameset kit (frame, fork, Colnago’s own integrated handlebar and headset).
On the other hand, Colnago says the V4Rs is around 3 per cent more aerodynamic than its predecessor, which is claimed to save around 13 watts at race speeds.
In race trim, Pogačar’s bike could be even more aerodynamic than the stock V4Rs because it’s equipped with ENVE’s SES Pro Team One-Piece handlebar, instead of the stock integrated bar from Colnago.
As we wrote last year, there may be an element of compromise with a ‘one bike fits all’ approach.
On the flatter and more rolling races, for example, Pogačar could theoretically stand to save significant amounts of energy with a more aerodynamic bike – even if it were heavier.
On the other hand, many leading road bike brands have moved to making singular bikes that are claimed to be both lightweight and aerodynamic, with little compromise between the two.
Specialized arguably kick-started this trend with the release of its S-Works Tarmac SL7 in 2021 (which was followed by the SL8 last year), while Trek’s new eighth-generation Madone SLR follows this trend too.
It’s also fair to say that while multiple bikes might enable a rider to optimise more specifically for each individual race, or even stage, it creates additional, potentially stressful, dilemmas.
Having only one bike, that’s good at everything (in theory), and perhaps changing wheels and tyres to suit the day’s parcours, can help simplify things for riders.
Drivetrains | SRAM versus Shimano
Vingegaard’s new SRAM Red AXS
SRAM is still a Visma-Lease a Bike sponsor, but this year the team is running the brand’s new flagship Red AXS groupset.
According to SRAM, the new groupset shaves 154g off the previous-generation version – a significant amount for a yellow jersey contender – while also bringing improved ergonomics and front shifting.
When we photographed Vingegaard’s R5 prior to the race start, it was equipped with a 2x drivetrain with a climbing-friendly (by pro standards) set of 52/39t chainrings up front and a wide, 10-36t cassette out back.
Of course, while a 52t chainring appears to buck the current trend for big chainrings in the pro peloton, it’s worth remembering that, when combined with a 10t sprocket, it still offers an enormous effective gear ratio (roughly equivalent to a 57x11t).
Just as he did last year, Vingegaard has been swapping between 2x and 1x drivetrains at this year’s Tour – even opting for 1x for the Col du Galibier on stage 4.
Considering the speed at which the front group raced that stage (Pogačar, who crested the summit of the Galibier around 7 seconds ahead of Vingegaard, smashed the KOM on the segment, taking 18 seconds off the previous record), we can only assume Vingegaard decided an inner chainring and a front derailleur was simply dead weight.
Up front, it’s notable that Vingegaard has opted to use the new and improved SRAM Red AXS shifters.
At last year’s race, he opted for Force AXS shifters (with pro graphics, naturally), due to their smaller shape and slightly lower weight than the old Red eTap AXS shifters.
As expected, Vingegaard’s bike was also equipped with a SRAM Red AXS power meter spider, which remains integrated with the chainrings for improved stiffness.
Pogačar’s upgraded Dura-Ace
Because Shimano hasn’t updated its flagship offering this year, Pogačar was once again using the Japanese brand’s 12-speed Dura-Ace Di2 R9200 groupset.
Unlike Vingegaard, but like most Shimano-sponsored riders, Pogačar has stuck with 2x setups for every road stage so far, only switching to 1x for the time trial on stage 7.
This may simply be his preference, though given we see relatively little experimentation with 1x from Shimano-sponsored teams, we suspect it has more to do with the Japanese brand not officially supporting it on its road bike groupsets (and therefore not wishing to advertise it as a feature).
In contrast, riders on many SRAM-sponsored teams switch frequently between 1x and 2x setups, depending on the race and their individual preferences, with the American brand making a much greater effort to embrace the technology in recent years.
As was the case last year, Pogačar’s V4Rs is equipped with 54/40t CarbonTi X-CarboRing EVO chainrings up front, with an 11-34t Shimano Dura-Ace cassette out back.
Though it might seem hard to fathom, Pogačar’s 2024 race bike is equipped with even more bling than last year’s.
The bike we were given to photograph (his number 5 bike, according to a sticker on the rear of the seat tube) had a standard derailleur hanger, but his race bike is equipped with a red-anodised direct-mount hanger made by Framesandgear.
Made from CNC aluminium (and costing €50), Framesandgear says its direct-mount hanger improves shifting thanks to its improved stiffness (compared to a standard derailleur hanger), while Shimano says its direct-mount derailleur design helps speed up rear-wheel changes.
The bike was also equipped with a €399 Bikeone PowerSet T47 bottom bracket with ceramic bearings, in place of a CeramicSpeed one for last year’s Tour.
Wheels and tyres | Ballooning tyres and new sizes
Vingegaard’s 29c Vittorias
While VIngegaard was one of only a few riders using tubular tyres at last year’s race, his 2024 R5 was equipped with Reserve 42|49 tubeless wheels and a set of Vittoria Corsa Pro TLR tyres.
Though nominally a mid-depth, all-rounder wheelset, they carry a competitive claimed weight of 1,341g (with DT Swiss 180 hubs).
Notably, though, the tyres were a size 700x29c – something we hadn’t seen before, and which, according to Vittoria’s website, isn’t officially part of its range.
If we had to guess (and who doesn’t love a little speculation), we suspect this could be something to do with Thomas De Gendt’s crash at the 2024 UAE Tour, which involved a Vittoria Corsa Pro TLR tyre blowing off a hookless rim (a Zipp 353 NSW, in that instance).
Though Vittoria later claimed the incident was unrelated to the fact the rim had been hookless, the UCI nevertheless opened an investigation into the safety (or otherwise) of such rims.
While the findings of that investigation have yet to be published, the UCI issued a directive stipulating all teams must adhere to the latest ISO and ETRTO guidelines pertaining to compatible rim and tyre size combinations.
Specifically, teams should no longer use tyres smaller than 29c on rims with 25mm internal widths, whether hooked or hookless.
Because few tyre manufacturers make 29c tyres, that meant sizing up to heavier and potentially less aerodynamic 30c tyres for any teams with wide rims… one of which is Visma-Lease a Bike, whose Reserve wheels have progressively wide internal widths.
The 42|49 wheels, for example, have a 25.4mm-wide front rim, paired with a 24.8mm-wide rear.
On these rims, the 29c tyres measured up at 29.7mm wide front and rear.
Has Vittoria created this 29c size specifically to satisfy the exacting demands of its sponsored professional teams, then? At the moment, we’re not sure, but we’ll update this article if we can find out more.
As with last year’s race, we’re likely to see Vingegaard switching wheels and tyres throughout the race to optimise for individual stages.
We may also see him use Vittoria’s time-trial specific Corsa Pro Speed TLR tyres outside the two time trials.
Pogačar’s updated ENVEs and super-wide tyres
As with last year, Pogačar’s bike for the 2024 Tour is equipped with ENVE SES 4.5 wheels and wide Continental tyres.
The ENVE wheels have been subtly updated since last year, with the rim depths growing by a single millimetre to 50 and 56mm front and rear (respectively).
Compared to Vingegaard’s Reserve wheels, the ENVEs are around 100g heavier, at a claimed weight of 1,432g.
The internal width of the ENVE rims remains at 25mm. This perhaps explains the switch from the time-trial specific, Continental GP5000 TT TR tyres – which are only available in 700×25 and 28c sizes – to the 700x30c GP5000 S TR (Continental’s all-rounder road tubeless tyre).
As with last year, these tyres were ballooning out to an astonishingly wide 32.5mm at the rear and 33.3mm up front – making them by far the largest tyres we saw at the 2024 Grand Depart.
Was Pogačar’s switch to wider tyres also prompted by the UCI’s directive surrounding tyre and rim size combinations?
It’s possible, though, that we have spotted Pogačar using the GP5000 TT TR tyres on what appear to be the SES 4.5 wheels on certain stages, so it’s hard to know for sure. Maybe they’re simply hoping the commissaires won’t notice.
Either way, we expect Pogačar will switch to ENVE’s lighter 2.3 climbing wheels for the hardest mountain stages, as he did last year.
Finishing kit | Even more bling for Pogačar
Visma-Lease a Bike joins the wax revolution
In terms of finishing kit, Vingegaard has again stuck with mostly stock options from his team sponsors.
Of course, befitting a rider of his calibre and stature, everything is as high-end as you’d expect.
Up front, Vingegaard is using a $668.80 Vision Metron 5D ACR Evo integrated cockpit, with a 120mm stem and a 380mm handlebar width (measured centre to centre at the brake hoods).
According to Vision, this is its lightest integrated bar, weighing only 320g in a size 110x420mm.
Vision also says it features improved aerodynamics compared to its predecessor, thanks to a 1.5cm lower stack height.
At the rear, Vingegaard’s saddle of choice remains Fizik’s super-light Vento Antares 00 – which has a claimed weight of only 118g for the 140mm-wide model.
Vingegaard uses Wahoo Speedplay Aero pedals, which feature single-sided entry and a dimpled underside for improved aerodynamic efficiency.
Looking to eke out every last watt, Vingegaard’s bike was also equipped with a waxed chain.
These potentially offer cleaner, more efficient running than standard, oil-based chain lubricants. However, the realities of being on the road for three weeks makes committing to this type of lubrication something of a logistical challenge for team mechanics.
Teams are looking for ways to overcome these hurdles, though. Lidl-Trek, for example, was spotted trialling a prototype automatic chain waxing machine ahead of this year’s race.
Lastly, Vingegaard’s bike is equipped with Tacx Ciro bottle cages and a Garmin Edge 840 Solar bike computer.
Even more flashy upgrades for Pogačar
In contrast, Pogačar’s bike is anything but stock.
As already noted, it has ENVE’s SES Pro Team One-Piece handlebar, with Pogačar opting for a 130mm stem paired with a 360mm handlebar (again, measured centre to centre at the brake hoods).
The Slovenian rider angles his shifters inwards slightly (within the latest UCI regulations) for an even narrower effective position – we measured the distance between his brake hoods at a mere 31cm.
He also has Di2 sprint shifters positioned just beneath the brake hoods, enabling him to shift with his thumbs when holding the drops.
The bling doesn’t stop there, though.
Pogačar continues to use CarbonTi’s X-Rotor SteelCarbon 3 carbon disc brake rotors, with 160 and 140mm rotors front and rear. These have a claimed weight of 98 and 86g each, and cost a whopping €220 per rotor.
This year, Pogačar’s bike has also been upgraded with AbsoluteBlack’s Graphenpads.
Boldly claimed to be “the world’s best disc brake pads”, they have strikingly large cooling fins and are said to incorporate graphene into the brake carrier and pad compound, for improved braking performance, heat management and durability.
In line with their claimed performance, the Graphenpads cost a rather heady £42.50 / $51.90 per set.
While Pogačar appeared to be using an unbranded Darimo seatpost at last year’s Tour, he seems to be back on a stock Colnago carbon seatpost this time.
He has also had a saddle upgrade, switching from his 180g (claimed) special-edition Prologo Scratch M5 to a Prologo Nago R4 147 with carbon rails, which is claimed to weigh 159g.
The cherries on the icing on the cake are a set of Elite Leggero Carbon bottle cages, Shimano’s Dura-Ace PD-R9100 SPD-SL pedals and a Wahoo Elemnt Bolt V2 bike computer.
Weight | Breaking the limit
Vingegaard’s illegally light climbing bike
Vingegaard has yet to ride this R5, but given its exceptionally low weight of 6.74kg, we wouldn’t be surprised to see it break cover for a mountain stage at some point during this Tour.
No doubt many will have noticed that’s less than the UCI’s minimum bike weight limit of 6.8kg – meaning the team will have to find a way to add 60g at some point (or a way to fix his bike computer to the bike to make it a ‘non-removable’ component).
Pogačar’s all-rounder
In spite of all that bling, Pogačar’s Colnago V4Rs still doesn’t get close to the UCI’s minimum bike weight limit, coming in at 7.27kg according to our scales.
That’s a little heavier than the 7.245kg we recorded for his V4Rs ahead of the 2023 Tour, but that’s easily explained away by the bigger, heavier tyres.
As we noted last year, switching to the lighter ENVE 2.3 wheels and perhaps some narrower, 25c GP500 TT TR tyres too, could save Pogačar around 300g.
Which bike will win the 2024 Tour de France?
Let’s not kid ourselves, while the equipment riders use matters a great deal, it remains the rider that wins the bike race.
At last year’s Tour, Vingegaard put Pogačar to the sword in the third week, eventually winning by a margin of more than seven minutes.
If this year’s Tour remains a more finely balanced contest to the end, though, perhaps their differing tech choices could play a more significant role.
And what about young Remco Evenepoel? The 24-year-old Belgian has ridden a near-perfect race so far, winning the individual time trial on stage 7 and limiting his losses to Pogačar elsewhere. As the race reaches its first rest day, he sits second overall in the general classification.
We also got hands-on with his custom-painted Specialized S-Works Tarmac SL8 at this year’s Grand Depart, so look out for an in-depth feature on that bike over the coming days.