Spusu Ultegra Di2 2026 Review

Across all frame sizes, the geometry shows a clearly sporty design. Relatively short chainstays and compact wheelbases ensure agility, while the combination of steep seat angles and reasonable head tube lengths creates a balanced mix of efficiency and comfort depending on size. This is intended to provide both smaller riders with compact proportions and taller riders with more stack a suitable riding position.

Our test bike in size 54 sits exactly in the middle of the range. With a stack of 557 mm and a reach of 381 mm, it results in a sporty-neutral fit that allows for a slightly stretched but not extreme posture. The seat angle of 74° positions the rider efficiently over the bottom bracket, which is beneficial for climbing sections. The head angle of 73° in combination with the 45 mm fork offset delivers direct and precise steering behavior.

The geometry of size 54 is aimed at sport-oriented riders with a height of approximately 170 to 180 cm, who are looking for a balanced, sporty road bike position with moderate handlebar drop and who appreciate a direct, agile riding feel. In our opinion, the frame construction is ideally suited for training, ambitious tours, and occasional racing.

Originally, the spusu road bike was only intended as a platform for our DT Swiss wheelset review. But already on the first ride with the mounted Mavic S 42 wheels and the 28C Vittoria Corsa tires, it became clear: this bike is far more than just a supporting actor. The mix of stiffness, responsiveness, stability, and comfort was a lot of fun – whether on smooth asphalt or rougher roads.

At 7.985 kilograms in size Medium, the test bike is not a lightweight among the aero racers, but experiments and everyday-use questionable lightweight components were avoided. The carbon handlebars and seat post feel solid and robust, and the frame is particularly stiff in the bottom bracket and seat post area, but not completely unyielding. The supple Vittoria tires smoothly absorb high-frequency vibrations and harder impacts, significantly contributing to ride comfort. Overall, the mid-range wheels provide a decent amount of acceleration stiffness, paired with good agility and acceptable susceptibility to crosswinds.

Despite the pronounced aero profiles, the frame impresses with enormous lateral stiffness. This provides explosive sprint strength and high steering precision. Together with the sporty-compact geometry, this results in extremely agile handling that perfectly supports quick directional changes and powerful accelerations.

The rather short reach combined with the 73° steering angle and the 28mm tires occasionally leads to toe overlap when the front wheel is sharply turned. If we could change something, it might be a slightly flatter steering angle by half a degree or eight millimeters more reach – but that’s about it. Apart from that, the geometry fits NoPain’s size and riding style almost perfectly.

After just a few kilometers, we carried out the planned wheelset change to the third generation of the DT Swiss ARC 1100 DICUT DB with 55-millimeter rim height, 180 DICUT hub with Ratchet EXP system, SINC ceramic bearings, and the new DT aerolite II spokes. Their development goal: maximum aerodynamic efficiency, high riding stability, and a balanced combination of weight and stiffness.

Our test setup was complemented by a Continental AERO 111 in 29C at the front and a Continental GP 5000 S TR in 30C at the rear, each with matching TPU tubes from Continental.

That wider tires are increasingly being used in professional cycling is no longer a secret. However, to fully unlock their potential, an appropriate internal rim width is also required. The new ARC models feature an internal rim width of 22 millimeters. Technically, an even wider design would have been possible, but the focus was on perfect compatibility with the 29-millimeter-wide AERO 111 tire, which has now established itself as the new aero standard.

A larger internal width directly affects the frontal area of the wheel. To offset the associated aerodynamic disadvantages, DT Swiss relies on a V-shaped rim profile. According to wind tunnel tests, this design not only delivers the lowest measured baseline resistance but also reduces steering torque. The result is stable and controlled handling that impresses even in crosswinds.

The details have not been skimped on either. Thanks to the in-house modular system and the combined expertise, all components have been precisely matched to each other. A significant contribution to this is made by the specially aero-optimized spokes. On the front wheel, their number has been reduced to 20, which has a positive effect on air resistance and weight without noticeably reducing lateral stiffness.

Things really got serious with the DT Swiss wheels, which reached peak performance in combination with the mounted Contis. Besides good aerodynamics – well, otherwise one might as well ride lightweight climbing wheels – what matters most to us in an aero wheelset are high stiffness, minimal susceptibility to crosswinds, and absolute everyday usability. The Swiss wheels excelled in all these aspects with flying colors. Regarding aerodynamics, we had no choice but to rely on the data provided by DT Swiss, but for everything else, no rocket scientist was needed.

Even with just 20 spokes on the front wheel, the wheels impressed with high stiffness and excellent ride quality. Despite being 13 millimeters deeper, the new ARC wheels proved surprisingly stable in gusty winds and significantly less prone to crosswinds compared to the French competition. The 29er front tire stood out with its firm carcass and sharper profile, delivering high agility and excellent steering precision – like the proverbial scalpel. However, impacts and vibrations were now transmitted slightly more noticeably to the handlebars.
Considering the overall package of aesthetics, improved aerodynamics, more agile and precise handling, as well as around 85 grams of weight savings compared to the Mavic/Vittoria setup, the slight loss of comfort at the front is an entirely acceptable compromise. The equally firmer rear tire could be ridden with lower pressure thanks to its width and was hardly inferior to the 28er Vittoria in terms of damping.

With the DT Swiss wheels, the spusu brought us even more joy – so much so that the wheelset remained mounted until the end of the review, and the tubeless sealant in the French tires slowly but surely dried up. In flat sections and fast stretches, the spusu-DT Swiss combination was able to unleash its full aero potential. However, even on long climbs and steep ramps, the bike proved surprisingly forgiving and willingly pushed us meter by meter uphill.

The remaining components – from the integration of the two-piece Shimano cockpit to the clean and frictionless cable routing, all the way to the practical aero details – appear well-thought-out and noticeably contribute to the overall performance.

The ergonomics, adjustability, and stiffness of the two-piece handlebar/stem combo are impressive. Even with sweaty hands, the top handlebar always provides a secure and comfortable grip.