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by Dave Rome
August 30, 2017
Photography by David Rome
One day before the start of the Eurobike trade show, situated in the hills above Friedrichshafen, Germany, Scott Sports held a product launch focused on its extensive range of disc road bikes, including an all-new Foil Disc aero bike and an updated Addict range that’s split into two categories.
Key details of the new bikes are covered. First-hand test impressions will have to wait until we have production samples available for use on roads we know well.
The 2018 Scott Foil Disc Premium.
Scott’s aero platform, the Foil, now receives disc-equipped versions to sit alongside the existing rim-brake version that launched in 2015. In many ways, it’s much the same bike that Mathew Hayman rode to a Paris-Roubaix win over a year ago, albeit adapted to disc brakes.
In a presentation, Bernoit Grelier, chief engineer of Scott Bikes, said that early aero testing revealed that disc brakes added to its existing Foil in place of the rim brakes were, in fact, slower, by three watts to be exact.
From there, Grelier and his team got working with one goal, add disc brakes but break even in aerodynamics. First up was the fork design.
The fork acts as a shield for the brake caliper.
Shielded from the wind, that caliper is well hidden from the outside.
Pinarello was arguably the first to introduce such a winged tab with its Dogma F10. The Foil Disc follows.
The Foil Disc’s fork shields the brake caliper from the wind.
To do this, Scott designed an asymmetric fork, lengthening and narrower the blades and giving the dropouts trailing wings. On the left, this wing covers the outside of the brake caliper. According to Scott, this change helped to save one watt from the fork found on the rim-brake version.
The lever of the thru-axle was then removed. In its place is a bolt-up thru-axle, saving another watt in Scott’s testing.
No rim brake at the fork crown leaves a cleaner fork surface — another area where Scott was able to save watts on the disc version. In the end, Scott made no claims over how its Foil Disc compares to its competitors in the wind tunnel, except that it’s exactly on par with the existing Foil.
When first launched, Scott was very clear that the Foil platform performs more like a regular road race bike than many of its aero competitors. With this, weight was certainly a key factor in the rim-brake version, and remains as such in the disc-brake version. Impressively, the Foil Disc frameset weighs just 40g more than the rim brake (15g in the fork, and 25g in the frame) without any loss in stiffness.
To add so little weight to the fork while adding provisions for discs meant Scott had to try something different. With this, the Foil Disc is Scott’s first bike to use a one-piece moulded design.
While Scott didn’t specify, it’s arguably the thru-axle design that allowed such a development. This technique reduces material overlap (typically caused by the bonding of fork tips) and has allowed Scott to keep it lightweight, at 350g claimed.
The 2018 Scott Foil Premium Disc’s rear dropout.
Likewise, at the back, the disc-brake flat mount and dropout are moulded as one piece, with minimal weight gain. All told, the Foil Disc frame (without fork) in a 56cm is claimed to weigh just 985g, beating the Canyon Aeroad at 1,080g and the Cervélo C3 Disc at 1,060g.
Despite being an aero bike, the Foil Disc comes stock with 28mm rubber. In the case of the Premium model, these are mounted on Zipp 303 NSW Disc wheels, which are said to be faster with the wider tyre.
The Foil has long been claimed to be one of the most compliant (comfortable) aerodynamic bikes (Hayman’s Roubaix victory the most shining example), and the Foil Disc adds to this with space for 30c tyres (up from 28c for the rim brake), and comes stock with 28c rubber (compared to 25c on rim brake versions).
Guided dropouts make replacing a wheel easy on the Foil Disc.
As a race bike, Grelier says attention is paid to how quickly and easily a wheel can be changed when needed. To that tend, the threaded pitch on the thru-axle has been increased to 1.5mm (compared to 1mm of many in the industry). This means for each full turn, the axle moves 1.5mm, effectively 50% faster to unwind than many competitors.
Dura-Ace and Ultegra-equipped versions of the Foil Disc use Shimano’s direct-mount derailleur standard.
Scott is also making use of Shimano’s new direct-mount derailleur standard, stating it provides greater clearance for removing and reinstalling the rear wheel. Also, the dropout shape was optimised for easy guiding of the wheel and its disc rotor to slot into the tight brake caliper gap.
Why all this effort for discs? It’s been covered to death, but Scott had nine-time Le Mans winner Tom Kristensen on hand to provide an outsider opinion: “Braking is where you make lap times in a race car. I can’t understand why it hasn’t happened earlier in cycling.”
In speaking of his car, Kristensen revealed, “feeling like it’s millimetre correct, braking from 340-350km/ph, with a little under 100m to turn, you really need confidence in a car. On a bike, you need that same confidence. And confidence means performance.”
While Scott is offering the majority of its road platforms in both rim and disc options, they hinted that, long term, they’ll likely exclusively offer disc-brake road bikes.
We weighed a pre-production Foil Premium Disc at 7.25kg (without pedals), with Dura-Ace Di2 Hydraulic (9170), 28c Continental GP 4000s tyres, and Zipp 303 NSW Disc wheels.
The 2018 Scott Foil 10 Disc.
The Foil 10 Disc features Shimano Ultegra Di2 shifting.
The 2018 Scott Foil 20 Disc.
The 2018 Scott Foil Premium Disc.
Clean lines for the Foil Disc.
From this angle, it’s hard to tell the difference between the new Foil Disc and the existing Foil.
The Syncros integrated handlebar and stem on the Foil Disc is the same as that found on the rim-brake Foil.
Front on, the thing that stands out most are those brake hoses. A number of competing aero bikes now hide such things. In Scott’s defence, external cables will surely ease bike builds.
The front brake hose enters the fork near crown, but before it gets that far, it’s left open.
Front on, the Foil Disc offers room for 30c tyres.
142mm width axle at the rear of the Foil Disc; within it sits the flat-mount brake caliper.
The Foil Disc’s 28mm rubber is shielded by the seat tube.
A view of the Foil Disc Premium’s one-piece Syncros handlebar.
The new Scott Addict (10 Disc pictured). This is Scott’s new endurance platform aimed at entry to mid-level riders.
For 2018, the lightweight Addict race bike, available in both disc and rim-brake options, has had a subtle name change, now becoming the Addict RC (Race Concept).
The newly named and race-focused Addict RC is joined by a new model, simply named the Addict. This is Scott’s new endurance platform that sees the Swiss-based company’s long-lasting CR1 and newer Solace endurance platforms merged into one. The Addict name also extends to include Gravel (Addict Gravel) and Cyclocross (Addict CX) options.
Designed to sit at a more affordable price point than the Addict RC range, the Addict uses a new frame. Geometry between the Addict RC and Addict is notably different, with the Addict 8mm shorter in reach, and 23mm higher in stack in a size 54cm respectively.
To hit a lower price point, Scott wasn’t willing to sacrifice the frame strength, weight. or stiffness the Addict has become known for, and so instead looked to make efficiencies in its process. Where the Addict RC frame is built of seven individual pieces, the Addict is built with just three. Grelier claimed that this allowed for less labour involved in making the frame — 20% less to be exact.
With savings in labour, Scott has been able to use the same carbon fibre in the Addict as is found in the Addict RC, albeit with a different resin that’s easier to work with.
Compared to the Solace it replaces, the new endurance-focused Addict is lighter, stiffer, and cheaper. In fact, both the rim- and disc-brake frame versions are claimed to weigh under 1kg, an impressive figure for what’s effectively an entry-level carbon bike.
The new Addict Disc offers plenty of clearance around its 32c tyres.
The new Addict also uses many of the comfort features found on the Solace, including a thinned top tube, pencil-thin seatstays and wide tyre clearance. The disc-version is designed to fit 32c tyres, while the rim-brake version has room for 28s. Given the reinforcement needed to the seat stay bridge for rim brakes, the disc-brake version of this frame will offer more compliance.
Sharing the same new Addict frame, the Contessa Addict is built as an affordable endurance platform.
Like a number of other large companies, Scott will also no longer be doing women’s-specific geometries in its road lineup. The Contessa range is now made up of two recreational ranges, Addict and Speedster, which both share the same frames as the unisex equivalents; the only differences are the touchpoints, and paint.
U.S. pricing and model availability as follows. Pricing in other markets is to be confirmed.