Logbook – Long-term test of the Orbea Orca OMX #4 – With DT Swiss ARC 1400 DICUT wheels | 3bikes.fr, your Cycling, Gravel & Triathlon magazine

In addition to our first exclusive test of the new Orbea Orca OMX at the time of its official presentation, how does this bike really perform in everyday use? The answer comes from our long-term test of the Orca M20iLTD-D on our usual training routes, with regular updates on its progress. This fourth installment covers the wheel change and the test of the DT Swiss ARC 1400 DICUT wheels, offered as an option when ordering the bike. What do they bring in terms of handling?

By Guillaume Judas – Photos: GJ / 3bikes.fr – DR

The DT Swiss ARC 1400 DICUT wheels are offered as an option for €908 when ordering the Orbea Orca OMX.

The Orbea Orca OMX is available with five different groupsets (Shimano Ultegra Disc and Ultegra Disc Di2 like our test bike, but also Shimano Dura-Ace Disc Di2 and Sram Red and Force eTap AXS HRD 12-speed groupsets) and three pairs of wheels to choose from. At €5699 with Ultegra Di2 and Vision 40 SC wheels, our test bike is somewhat of a “mid-range” version, built around a very high-end and perfectly finished frame, it should be noted. Compared to the initial offering, the Spanish brand has also just added a version with cable-actuated Ultegra derailleurs for €1000 less.

From these models, an options system allows you to choose different wheels. Affordable for carbon-rimmed wheels, we appreciate the Vision 40 SC, which we find dynamic and versatile, despite their weight of around 1600g, which is not considered light. By choosing Mavic Ksyrium Pro Carbon with 32mm rim depth, you increase the order price by €399, without gaining any weight. The Ksyrium are, however, a little more agile and have less inertia than the Vision, as we observed during our initial test of the Orca OMX on the Basque roads last summer.

On the flats, in the city, on climbs, by the sea: the Orca is tested on various terrains.

With an additional cost of €908 compared to the original bike, you can also opt for DT Swiss ARC 1400 DICUT wheels, with 48mm rim depth (instead of 32mm for the Mavic, and 40mm for the Vision). It is this last option that we wanted to test on our usual routes, to see how such a choice could influence the bike’s behavior.

It is clear that this option is not neutral, far from it. The question remains whether the investment is worthwhile or not.

Aero as a credo

At DT Swiss, there are three main families of wheels for road cycling: Endurance (ERC), Performance (PRC), and Aero (ARC). Within each of these categories, there are different rim depths and different types of hub bearings. The ERC and PRC use different (wider) rims and spoke patterns than the ARC. The latter are truly designed to be as aerodynamic as possible on fast, rolling courses. There are models superior to the ARC 1400 DICUT, namely the ARC 1100, which are slightly lighter but designed in the same way and sold for €442 more. But this is irrelevant here, as Orbea only offers the ARC 1400 as an option on the Orca OMX.

The finish of the DT Swiss ARC 1400 is very high-end.

DT Swiss relies on extensive wind tunnel testing with one of the world’s leading specialists in the field, Swiss Side. The wheels in the ARC category are designed to minimize drag as much as possible in certain headwind and crosswind conditions. You can find more information on this page, including the influence of rim depth on aero performance and many details such as spoke placement, their shape, and the ideal tire width.

Compared to the Vision 40 SC, the ARC 1400 are distinguished by a greater rim depth, but also slightly narrower rims (17mm internal / 25mm external vs 19mm / 27mm), concealed spoke nipples, smoother bearings (at least when turning them by hand), and a slightly lower weight of 1560g (verified) vs 1590g.

The spoke nipples are hidden inside the rims.

While the Vision wheels increase the volume of some tires, as is the case with the Specialized Turbo RapidAir Tubeless tires in 700×28, the DT Swiss ARC 1400 are rather designed for 25mm tire width, and no more, at the risk of creating a bulge between the tire and the rim that would be detrimental to aerodynamics. Mounted on these rims, Michelin Power Road 700×25 tires actually measure a good 26mm, which is almost too much already when you consider that ideally, to limit watt loss against the wind, the rim width should be very slightly greater than that of the tire.

According to studies conducted by DT Swiss, minimum aerodynamic drag is achieved with 23mm tire width (at least at the front).

The DT wheels are, of course, compatible with tubed and Tubeless tires, and like many wheels in this category, the tires remain quite difficult to mount without a good knack, as modern rims have gained a little extra diameter to comply with the tubeless tire standard.

Based on DT Swiss 240 bearings, the hubs are very slim.

Studied in wind tunnels down to the smallest detail, these wheels feature very refined DT 240 hubs and thin, elliptical DT Aerolite spokes, unlike those of the wider Vision wheels. These spokes appear particularly taut and are especially noticeable on the front wheels designed for rim brakes, as there are 24 of them laced 2-cross, instead of 20 straight spokes.

The rotors are mounted with the Center Lock system.

With the Center Lock rotor mounting system, changing wheels is quite simple, as you only need the same tool used to remove a cassette and transfer the rotors from one wheel to the other. Be careful, as it is almost mandatory to adjust the calipers afterwards when changing wheels, given the very small space between the pads and the rotors. Unless you choose wheels of the same brand or with the same hubs.

Smooth, stiff, but demanding

On the road, the change is quickly noticeable, as the DT Swiss wheels are significantly stiffer than the Vision ones. The Orca OMX being already a very stiff frame, the combination is quite explosive. First, with narrower tires, the bike is less comfortable. But also more direct in changes of direction, and more incisive in cornering. Then, when riding out of the saddle, you find yourself with a bike that is more difficult to handle without perfect coordination between pedaling and upper body movements.

When riding out of the saddle, you find yourself with a bike that is more difficult to handle without perfect coordination between pedaling and upper body movements.

The efficiency seems superior at first glance. On roads with good pavement, one might be tempted to maintain a large gear on the lower slopes. But you quickly feel called to order by the stiffness of the whole and the impression that the bike lacks a bit of dynamism. With average physical condition, the bike equipped in this way tends to restrict the user.

The few millimeters of difference with the Vision wheels are partly enough to justify the differences in the bike’s behavior.

On rolling sections, you feel the bike glide and quickly pick up speed on false flats and when you push on the flat. But beware of the wind, which also makes the combination of frame and wheels quite demanding. Compared to the Vision 40 SC, which are shallower and wider, the DT wheels on this bike require more attention in gusts, and seem to demand more energy to maintain course. More than the rim depth (48 vs 40 mm), the narrower width does not seem to perfectly suit the Orca OMX in terms of stability and ease of handling.

The bike’s down tube is particularly wide.

Could there be a relationship between this rim width and the dimensions of the bike’s tubes (and particularly the down tube)? It’s hard to say, even though we know that in wind tunnel testing, some frames are designed to work better with certain wheels. In any case, there is no question here of writing that the DT ARC 1400 are bad wheels, especially since they are perfectly suited to other bikes. In fact, on days with very little wind, they feel much more agile and less harsh underfoot. They are undoubtedly faster than the Vision, but certainly less versatile.

The narrower rims ultimately prove less stable than those of the Vision 40 SC.

Therefore, we believe that this option is only justified for athletic cyclists and on rolling courses. For those who prefer climbing and are lighter and/or less powerful, the Mavic Ksyrium Pro Carbon are the most appropriate, regardless of weight considerations. And finally, the Vision 40 SC seem to us to be the most versatile overall.

Regarding maintenance

For the rest, the Orca OMX continues its journey even if it is currently stopped due to lockdown. A little over 7000 km have been covered, and some maintenance operations have been necessary.

A change of handlebar tape was necessary.

The handlebar tape first had to be changed because it was starting to get seriously damaged. It was replaced by a magnificent Brooks natural rubber handlebar tape, with a superb finish.

The front brake required a system bleed.

After some adjustment issues, the front brake also had to be bled, as air bubbles had entered the system. It’s hard to say at this point whether it’s a general system failure, a mounting problem, or a localized one. The fact remains that the rear brake has not moved since the beginning of our long-term test.

It’s hard to say at this stage whether it’s a system failure, especially since the rear brake hasn’t moved. The front brake had to be bled after a little over 6000 km.

Finally, the headset bearings are showing some weaknesses. Even though the bike has undergone very few high-pressure jet washes (less than ten), it has just come out of a very wet winter.

Our next and final installment will be dedicated to a general review of this long-term test of the Orbea Orca OMX.

Total kilometers covered: 7094 km

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