Review of the New Cervélo S5

The Cervélo S5 intrigues with its extraordinary aesthetics, featuring wide, streamlined tubes, a V-shaped stem, and a seat tube that hugs the rear wheel. It either appeals (a lot) or puts people off (sometimes), but one thing is certain: it’s an ultra-efficient bike, ideal for boosting your average speed. The S5 is one of the most widely used bikes by riders on the Jumbo-Visma team, and the model we tested is virtually identical in terms of components to Wout van Aert’s bike.

By Guillaume Judas – Photos: ©Vincent Lyky

Slightly modified just before the 2022 Tour de France, this latest version of the S5 takes advantage of the UCI’s most recent relaxed rules regarding tube dimensions to further optimize its aerodynamic qualities. The tubes are therefore slightly larger, with 15% more surface area, and the fork has been redesigned for better aerodynamic performance than the previous version. Without compromising the DNA and character of the S5—whose very first iteration dates back to 2011— Cervélo has taken advantage of this update to make a few significant changes. For example, by providing more clearance for the wheels and tires to optimize the bike for the new, very wide Reserve 52/63 wheels with their 28-section tires, a lighter handlebar setup with easier adjustments, and ultimately a weight savings of about 100 grams on the frame kit and a claimed aerodynamic gain of 8 watts at 48 km/h compared to the previous version.

The Cervélo S5 is therefore still a pure racing bike—or at least designed for speed on rolling terrain. It makes no secret of its connection to the Cervélo P5, the brand’s time trial bike, which is very popular among triathletes. It’s aimed at road racers, triathletes competing in the Olympic-distance triathlon, and the many newcomers to cycling who are constantly looking to push their limits on fast rides. It’s still not among the lightest bikes, weighing 7.650 kg without pedals in size 51—which is still on the heavy side for a bike priced at €13,499. It remains stiff, even demanding, making it nearly inaccessible to less-fit cyclists. But it’s not without comfort thanks to its pneumatic tires, and above all, it demonstrates rock-solid stability and surprising handling for a bike of this caliber. In short, the S5 isn’t free from the flaws inherent in this type of extreme, performance-oriented bike, but it’s incredibly exciting.

A handlebar setup with simpler adjustments

The handlebar set is one of the key features of the Cervélo S5, with its unique shape and aerodynamic efficiency. It is mounted directly onto the top of the fork, which itself encloses the head tube from the front. For this updated version, Cervélo provides several spacers to adjust the stem height, and there is now only one screw length to secure the handlebars to the front of the bike.

The cockpit itself isn’t completely fixed, since it’s possible to adjust the handlebar angle by 5°—which we did as soon as we received the bike, and very quickly at that.

Overall, the system remains more complex than a conventional stem and handlebar, mounted on a frame with a standard head tube, and with non-integrated brake lines. Due to the design of the assembly, it is not possible to turn the handlebars all the way, which can be problematic when storing the bike in a carrying bag. Nevertheless, Cervélo’s efforts to simplify adjustments and maintenance are remarkable. And to reassure even the most skeptical, it’s worth noting that with an 80 mm reach, a 128 mm drop, and a flat section at the top, the handlebars are very comfortable to use, even for several hours.

Aerodynamic down to the smallest detail

The rear of the bike is unique, featuring a seat tube that follows the contours of the wheel and an extension toward the seatpost that appears completely straight. Make no mistake, however: the S5’s riding geometry is very similar to that of a more traditional bike, and the frame does not limit rearward adjustments. The new seatpost has a 15 mm offset, but the bike remains compatible with the older seatpost and its 25 mm offset for those seeking more extreme adjustments. Note, however, that depending on the saddle, the seatpost may limit the adjustment range due to the distance between the two clamping points on the seatpost clamp.

The junction between the seat tube and the seat stays is compact and streamlined, and note the minimal space left between the tire and the frame structure to optimize airflow.

The very wide bottom bracket rests on a down tube whose shape also follows the contours of the front wheel in its upper section. This design is also found on the Orbea Orca Aero, for example.

Viewed from the front, the Cervélo S5 has a low wind profile, and everything seems to have been designed to minimize air resistance as much as possible. The bike’s profile is more massive, which might raise concerns about stability, given the size of the tubes and the height of the rims. But on the contrary, the bike feels incredibly stable in crosswinds, thanks to its well-balanced geometry and wheels specifically designed to work with the bike.

=> SEE ALSO: First Test Ride of the Cervélo Soloist

Wheels Designed for the Bike

The Reserve wheel brand belongs to the same group as Cervélo. The design of the new 52/63 (a front wheel with a 52-mm rim and a rear wheel with a 63-mm rim) features a domed shape, and a differentiated width (35 mm outer width for the front and 34 mm for the rear), with dimensions engineered to improve bike control. This is what Reserve calls Turbulent Aero, a technology developed to enhance handling and stability in crosswinds. According to Cervélo, these new wheels save 5 watts at 48 km/h compared to the previous 50/65 wheels mounted on the older S5. These figures are, of course, unverifiable on our end. Still, the S5’s stability with these wheels is surprising, regardless of wind conditions, which means you’ll save a fair amount of energy by the end of a demanding ride no matter what.

=> SEE ALSO: Reserve 40/44 Wheel Review

The Reserve 52/63 wheels weigh approximately 1,560 g per pair in the test bike’s configuration with Zipp ZR1 hubs, which is quite impressive for rims of this size. It’s worth noting that the Jumbo-Visma team has also been using the entire Reserve wheel lineup this season, on both the Cervélo S5 and the R5, with tubeless tires.

=> SEE ALSO: Cervélo R5 Review

Pro-level equipment

The S5 is available in four versions ranging from €9,699 to €13,499, featuring Shimano Ultegra Di2 and Dura-Ace Di2, as well as SRAM Force AXS and Red AXS—as seen here on the test bike— the most expensive model in the lineup, virtually identical to the one used by Jumbo-Visma. The brand also offers a frame kit (with seatpost and handlebar) for 5,499 €, available in three color options and compatible only with electronic drivetrains.

As usual, the SRAM Red AXS groupset is fast, precise, and quiet. It stands out with chainrings of “only” 48 and 35 teeth, and a cassette starting at 10 teeth. It’s a shame that the cassette offers such a wide gear range, which results in large gaps between the cogs starting at the 15-tooth cog and can disrupt your rhythm a bit during sustained rides, depending on the terrain.

The bike comes with a Quarq power meter integrated into the crankset, which is a significant advantage for the more athletic riders this bike is designed for. As for the rest of the equipment, it features supple and responsive Vittoria Corsa tubeless tires, as well as a Selle Italia saddle with carbon rails—the only difference from the Jumbo-Visma setup (which uses Fizik saddles).

Like it’s on rails

The S5 makes you forget its weight from the very first few revolutions of the wheels. The bike’s 500 or 700 g extra weight compared to other top-of-the-line models is more than offset by the frame’s overall stiffness, which propels you forward with every pedal stroke. Once in the saddle, you notice an overall balance that delivers excellent riding dynamics. Once cruising speed is reached, it’s easily maintained by the bike’s inertia. The S5 rides straight and even seems to pick up speed on the slightest descent or slight downhill slope. This is a characteristic typically found on Italian bikes such as Pinarello or Colnago.

The entire front end feels very stiff. This is particularly reassuring at high speeds, allowing you to control the bike, take tight lines, and emerge from turns exactly where you intended. The bike doesn’t wobble at speeds over 60 km/h, even in swirling winds. You’ll find yourself letting go of the handlebars with both hands on flat terrain to rummage through your jersey pockets without losing any stability. The bike rides like it’s on rails. Almost every stretch of flat road becomes incredibly exciting to tackle. With a headwind, of course, you have to fight just like with any bike, but as soon as you hit a crosswind, you feel a sort of “sail” effect that boosts your average speed.

This stiffness also gives the S5 great responsiveness once you’ve reached a good cruising speed. Accelerations from 38/40 km/h are sharp, and rolling sprints are extremely effective. The bike is very maneuverable once it’s up to speed: the frame always seems to respond precisely to steering inputs, without ever losing its composure.

The Cervélo S5 is a bike designed for high-level competition, and as such, it can be demanding under certain circumstances. On climbs steeper than 6 or 7%, it requires excellent coordination from the rider to maintain momentum, as you cannot rely on any lateral flex in the frame to compensate for imperfections in your pedaling caused by fatigue or a lack of fitness. In this case, it’s better to shift to a higher chainring and choose a smoother gear ratio, but this raises the issue of the SRAM Red 10-33 cassette, which has gaps in the gear range starting at 15 teeth and above. Under certain circumstances, this can disrupt the rhythm somewhat.

By swapping out the wheels and replacing the Reserve 52/63 with the 40/44, the S5 regains a bit of its responsiveness at low speeds. It becomes a touch more responsive in city traffic, even though the weight savings are limited to about 150 g. Under these conditions, the S5 weighs in at 7.5 kg without pedals, and you can feel just a tiny bit less inertia on flat terrain. On slight inclines, it also seems a little easier to handle. But the bike’s core characteristics remain the same, and this is an option worth considering to make the bike a bit more versatile.

Finally, in terms of comfort, the S5 benefits from its 28-mm tires on wide rims (with an actual 31.5-mm width and 5 bars of pressure) to ensure it doesn’t feel too extreme. We did experience some tingling in our hands after nearly four hours of solo riding, but this could easily be fixed with handlebar tape that’s slightly thicker than the one provided. The S5 is far from being a bike purely designed for endurance, but with a good riding position and proper tire pressure, it doesn’t turn the road into a minefield.

=> SEE ALSO: Cervélo Caledonia 5 Review

Our Take on the Cervélo S5

The S5 is one of the highest-performing bikes available today, one of the most efficient on fast, open roads—thanks to its aerodynamic design, stiffness, and overall stability and balance. And like any machine of this type, it can be a bit of a niche choice and a little too demanding for cyclists who aren’t sufficiently trained. But for everyone else, it’s a truly captivating bike.

=> SEE ALSO: Buy the Cervélo S5 with SRAM Red eTap

The Cervélo S5 SRAM Red eTap at a glance…

Rating: *****

Pros: ride quality, overall balance, stability, high-speed handling, aesthetics
Cons: demanding bike, cassette choice

Frame: Cervélo All-Carbon – Fork: Cervélo All-Carbon, Tapered S5 fork – Handlebar: Cervélo HB14 Carbon – Brakes: SRAM Red Hydraulic, CLX R Centerlock Disc 160/160 mm – Front derailleur: SRAM Red eTap AXS 12-speed – Rear derailleur: SRAM Red eTap AXS 12-speed – Shifters: SRAM Red eTap AXS 12-speed – Cassette: SRAM Red 10-33 – Chain: SRAM Red eTap AXS 12-speed – Crankset: SRAM Red eTap AXS 12-speed 48-35 (with Quarq power meter) – Wheels: Reserve 52/63 mm (Zipp ZR1 hubs) – Tires: Vittoria Corsa TLR G 700x28c – Saddle: Selle Italia Novus Boost Evo SuperFlow Carbon – Seatpost: Cervélo SP20 Carbon – Weight: 7.650 kg in size 51 without pedals – Sizes available: x – Price: €13,499