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Dauphiné Libéré
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First impressions - September 14, 2004

High-end quality at a mid-range cost

Campagnolo's Centaur ten-speed group

Lovingly crafted from titanium and carbon fiber, it's Campagnolo's cutting-edge Record group that tends to get most of the limelight. But over beers team directors and mechanics will admit that Campagnolo's lower groups are perfectly raceable; it's not unusual to see Chorus and even Centaur components on the bikes of less-affluent teams. With Campagnolo giving Centaur a grey-anodised facelift for 2004, Rufus Staffordshire takes a look at Campagnolo's midrange component collection.

Centaur on the writer's faithful custom frame
Photo ©: Paul Mirtschin

Campagnolo's introduction of 10-speed rear cassettes and shifting system a few years ago created the most sought-after improvement for modern racing bicycles since, well, nine-speed. However, unlike other advancements that result in a weight saving equal to a couple of slugs on a bidon, an extra gear ratio is a definite improvement.

If you add its easy compatibility to triple chainring cranksets, then the modern cyclist can purchase one groupset that will be useful for everything from flat-out criterium racing with downhill, downwind sprints, through to your ugliest set of mountain passes anywhere in the world. (Mountain scenery is beautiful - climbing mountains, at least for this reviewer, however, is not.)

The big news in 2003 was Campagnolo's introduction of the Centaur groupset in 10-speed, and for 2004 Campagnolo has taken the successful group and added an option of a grey-anodised finish. There's also now a 10-speed version of the next group down, Veloce, which provides the lowest cost entry point for any cyclist wanting to take advantage of this improvement. The reality among most cyclists - especially those who race regularly - is that the really high-end gear, such as Campagnolo's Record or Chorus, is beautiful, entirely functional, but it's more expensive.

Just in case you forget
Photo ©: Paul Mirtschin
Ten sprockets
Photo ©: Paul Mirtschin
The bottom bracket
Photo ©: Paul Mirtschin
Centaur brakes
Photo ©: Paul Mirtschin
Centaur chain
Photo ©: Paul Mirtschin
The medium-length rear derailleur
Photo ©: Paul Mirtschin
Classy grey finish
Photo ©: Paul Mirtschin
The rear brake
Photo ©: Paul Mirtschin
Campagnolo logos abound
Photo ©: Paul Mirtschin
The chainset
Photo ©: Paul Mirtschin
Campagnolo's Pro-Fit pedals
Photo ©: Paul Mirtschin

Therein lies the dilemma for those who've often said to fellow racers: "it's too good to use in races". Yes, how ironic. While wheels are expendable and an absolute necessity, the quickest way to destroy really expensive equipment is to enter lots of races. Not because it will wear out, but rather, it will become damaged from crashes, brutal usage and the inevitable transportation issues that invariably scrape off paint and those little bits that hang off the frame, like expensive carbon-fibre components. It's unlikely your regular racer will ever properly wear out many components, apart from tyres, chains and the odd sprocket. Rather, they will be replaced following a crash or 'handling' in transportation.

Of course, for those out there with nice deep pockets, this may not be an issue. However, even if you look beyond the Division 1 trade teams, you may not see Record components gracing the bikes of emerging world champions. No, these riders will 'make do' with Chorus or Centaur, and for the majority of instances, it will do an excellent job. (In a straw poll of team managers that use Centaur, Cyclingnews found a definite two-thumbs up for its durability and functionality.)

The anodized grey finish looks a million dollars when taken out of the box and fitted to a frame, but whether it holds that value over time remains to be seen. Still, I own 20 year-old Campagnolo components that look as beautiful as they did when new, so one can expect Campagnolo has ensured a high degree of durability to this new finish. Undoubtedly, it will reward the careful owner. Interestingly, the seat post was supplied in polished alloy, not grey anodized, but this is a minor point.

So how does it work? As a first generation 8-speed Ergopower customer, and we're talking a 10 year break here, I can say that it functions beautifully. First impressions are that it still has that well-defined Campagnolo 'thunk' on changing to a smaller rear sprocket, while changes up the cassette were a revelation, even to the largest 25T cog. Where it once stalled, chattered and complained - as if to say "you're a wimp, why do you need a smaller gear?" - the latest generation gear shifts uncomplainingly.

Back in the day, Ergopower did not allow for stealth within the bunch. It would quite often help you announce to your group that you were selecting a larger gear and preparing to attack, by virtue of the highly audible 'thunk'. Of course, there are some riders out there to whom you could say: "I'm going to attack now, are you ready?", and they wouldn't respond until the last wheel had disappeared up the road. For the rest of the cunning rats in the bunch, the sound of derailleur activity on a flat section of road was enough to put one on guard. Now, a selection of a larger gear with Centaur could almost be muffled by a cough, although it's still noticeable.

But at least you get your gear. The first generation 8-speed Ergopower could throw the chain when changing down from the 53 to a 39 chainring, particularly under duress. Now, even the most brutal changes on Centaur only hurt your thumb, but the chain stays in place.

Your correspondent opted for a 53/39 and 12-25 rear cassette, with a medium-size derailleur cage that will accommodate up to a 29-tooth cog, a set-up that should allow for almost everything a normal rider would attempt, apart from ludicrous Angliru-type ascensions. I know, if Heras and co. use a triple set on the front, then it no longer says "bunny" and folks who opt for it should do so without reservation, but it's horses for courses. If there are really steep, long climbs within your doorstep, then a triple should be a no-brainer. In my case, those types of climbs are best scaled on a chairlift or Ducati.

The box that housed the Centaur's chain said "Record", so I imagine it is, in fact, a Record-quality chain. As someone who's spent a fair bit of time staring at chains, I can tell you it's a beautiful piece of work. In fact, it's amazing to see how detailed modern components are, with the chains and cogs having ramps and bevels that one assumes results in the super-smooth gear changes. If you're a mechanical engineer, I'm sorry, this must be terribly superficial. But if you ride a bike, I can say that apart from a couple of stretching groans in the first hard shoves starting off in the big chainring on its maiden ride, it shifted smoothly and ran through the cogs very quietly. Amazing, isn't it, how one of humankind's greatest-ever inventions continues to improve?

As its name implies, the Ergo group is very ergonomic, with the brake hoods forming a very comfortable platform for your hands. The brakes are sensationally powerful and feature the ability to adjust the angle of the brake pads so there is maximum surface contact between the pad and rim - a very nice touch. Indeed, these Campagnolo brakes allow almost motorcycling-style agression into corners on steep descents; letting the bike run down a hill and then grabbing a big handful of front brake as a swtichback looms - weight well back, of course - is now not the same 'thrilling' experience as it once was. In other words, they allow you to brake harder, later and safer.

The Centaur group also came with the Pro-Fit pedals. It was my first use of these pedals, and I have to say they have many advantages over other pedal systems. The Centaur model has a steel axle and alloy body, with adjustable release tension. They are quite possibly one of the easiest to use from an engage/disengage point-of-view, and I have been told by a rider who's used them for several thousand kilometres that they remain very secure after long-term use.

The cleats use a three-hole pattern, so they'll attach to virtually any shoe, but the engagement is metal-to-metal, in that the cleat has a plastic body with a steel engagement piece in the centre. In turn, this hooks into a steel bar at the rear of the pedal. The additional plastic in the cleat offers increased stability, on and off the bike, but the contact points for engagement is purely metal-to-metal, which is a good thing.

Rounding out the update - pardon the pun - was a set of Proton wheels. These are 2004 mid-level products from Campagnolo that would have been state-of-the-art, low-profile clincher wheels less than a decade ago. They are exceptional day-to-day wheels that have become very popular as an after-market item for serious cyclists looking for a wheel that's durable, attractive (the matt black finish with red type is tres cool), with the low profile rim offering more compliance for everyday use than deep-dish versions. The butted spokes on the rear rim are asymmetrical - which is said to to improve wheel dish and boost strength - while the hubs have an oversize body and axle. Wheels are to bikes are what loudspeakers are to a hi-fi system, that is, the easiest way to improve your enjoyment. These Protons are a revelation - they emerged from the cartons straight and true, and have stayed that way.

Overall, the addition of this group set to a custom steel frame has given not just the bike - but my cycling - a new lease of life. Highly recommended.

A full review will follow after some serious tarmac time.

Photography

Images by Paul Mirtschin/Cyclingnews.com