Argon 18 Nitrogen review – blending time trial bike-like speed with drop-bar comfort

Argon 18 made no bones about its intentions for the newly revived Nitrogen platform, stating its goal was to “create the world’s fastest road bike." It certainly looks fast and benefits from all the design traits characteristic of the modern aero road bike recipe. It’s been roughly a decade since Argon last slapped the Nitrogen moniker on a bike, and back in 2014, the Nitrogen represented the cutting edge in aero road bike technology, utilising dropped seatstays, kammtail tubes, and a fairly deep head tube.

The new Nitrogen usurps the Sum Pro as Argon 18’s dedicated aero race bike range, claiming to be some 24 watts faster at 45km/h. The designers approached the Nitrogen project differently, focusing on a holistic approach that takes the rider, components, and frame into account as a system rather than individual components. The notion behind this approach, it says, is that the bike is aero where it counts – in the real world, not just in wind-tunnel tests and CFD modelling studies.

The bike is available in two grades: the Nitrogen Pro and the Nitrogen pictured here, the latter of which utilises the same frame architecture, cockpit, and aero bottle cages but is fabricated from standard modulus carbon fibre and specced with less-fancy parts. The result, however, is still an alarmingly fast machine that delivers a solid combination of speed and comfort.

I tested the bike over most of December, using the Festive 500 as my motivation to unearth any weaknesses and learn what makes it tick, not forgetting whether it’s something that can be used all-year round as a training and racing bike.

Technical details

The Argon 18 Nitrogen isn’t overly radical in the design stakes, but its super-deep head tube and rear-end blueprint do draw parallels with the brand’s E119 time trial bike, only with shallower tubes and relaxed frame angles. It does look fast, even when standing still, and that’s exactly the look Argon 18 wanted to achieve – an aesthetic that complements its real-world performance.

Two colours are specifiable from purchase: comic teal and harvest moon (matte metallic grey), both of which look superb. Our test bike came in harvest moon paint, a lovely colour that looks sophisticated and doesn’t show up dirt that easily – ideal for notoriously mucky British roads.

There are several design details I quite like, particularly the drag-load formula inscribed on the down tube, which represents the power required to accelerate.

For those interested, this equation represents the inertial mass term for the wheels, accounting for the mass moment of inertia (essentially, the wheels’ resistance to rotation) and the distance from the axis of rotation. When multiplying these terms by the velocity and again by the derivative of velocity with respect to time (acceleration), you can obtain the power value. Very interesting indeed.

Nitrogen models differ from Nitrogen Pro bikes in component specifications and carbon grade, both of which affect pricing. The Nitrogen still utilises an Atten CHB-01 aero handlebar (like the Pro) but is fitted with lower-spec components, which I will touch on later.

The Nitrogen is available in six sizes, ranging from XS to XXL. Our test bike is listed as a medium (54-56cm) on the Argon 18 website, with a 55.7mm top tube and 77.2cm standover height, which means it’s on the larger side of medium. The reach and stack numbers of 550mm and 392mm are par for the course and are fairly similar to those of its rivals in the same size range.

Specifications

The Nitrogen is available in three builds: SRAM Force AXS, Shimano Ultegra Di2, and 105 Di2, with notable differences in pricing among the models. Our test bike came equipped with Shimano Ultegra Di2, and the groupset continues to impress me in terms of shifting/braking performance, and in how it manages to do everything as well as Dura-Ace. Of course, the Dura-Ace Di2 build is reserved for the lighter, snazzier Nitrogen Pro, but the regular Nitrogen is nothing to sniff at. In fact, the full build weighs 7.9kg on our scales, falling slap-bang between the 7.7kg Merida Reacto 9000, 7.95kg Wilier Filante SL Ultegra and the 8.85kg Orbea Orca Aero M120iLTD.

Apart from the Shimano Ultegra Di2 groupset - comprising a 52/36T, 11-34T drivetrain with 170mm cranks - the Nitrogen gets some nifty in-house components, two of which it shares with its pricier Pro sibling – the 380mm wide Atten CHB-01 Aero integrated bar and the aero water bottle cages. For those wondering, both bottle cages total 132g, which will trim significant weight off the bike, but you’ll be penalised 3.2 watts if you replace them with something lighter and less slippery.

While it doesn't get the Scope Atten x Scope Artech 6.A+ wheelset of the Nitrogen Pro, it rolls on a pair of 65mm Scope R6.A hoops wrapped in 30mm Vittoria Corsa Next tyres. While similar in design, the R6.A are a heavier, hardier wheelset designed for all-year-round riding. The balance of the build includes an Argon 18 Nitrogen seatpost and Repente Quasar 2.0 saddle.

It also has a Token T47 threaded bottom bracket for easy servicing and maintenance.

Performance

The Argon 18 Nitrogen was designed for speed, and that means there’s only one way to ride it – flat out. Besides, it’s only when speeds reach 40km/h or higher that it really shows its mettle, devouring the flats and making light work of rolling topography. Once it gets up to cruising speed, it stays there, requiring less effort than all-rounders such as the Specialized Tarmac SL8 or genuine climbing bikes to stay at cruising speed. It feels a lot like a time-trial bike at times, only with drop bars, and I suspect many owners will use it in road-bike-specific time trials in the UK, where they will likely achieve personal bests.

The speed it provides is very addictive, and while you can pootle along at 30km/h at less than 200 watts, you’ll find yourself pressing on the pedals to go faster and return greater distances for your time. The ride quality is good but not mind-blowing - the frame is notably stiff, and the tube-type tyres that were specced as standard are also to blame. While I did drop the pressures to around 60psi front/rear, I didn't want to go too low for fear of pinch-flatting. I reckon once set up tubeless, the ride quality will improve quickly – especially with 30mm tyres.

While higher pressure does affect handling to some extent, particularly for grip thresholds and cornering lean angles, the Nitrogen was very controlled and predictable on the descents. The position, while aggressive, still has a forward-facing weight bias, placing weight firmly over the front wheel and forcing it into the road surface beneath, which rewards it with good front-end purchase. Sure, it’s not as nimble as a genuine all-rounder, but it's good enough to get you down a technical descent without sweaty palms – no tensing up here, just trust the grip.

The Argon 18 is a bike designed for racers, not recreational riders, and the riding position reaffirms this notion – it’s neither super comfortable nor overly aggressive, but I wouldn't suggest using it as a daily ride. It’s undoubtedly a race bike designed for events; that said, using it for key training sessions, group rides and the odd chain gang will help get you ready and dialled in come race day.

The only area that will require the rider's full concentration is crosswind situations. The 65mm-deep Scope wheels, coupled with the boxy tube profiling, mean the bike moves around quite a bit when the wind is gusting from the side. To counter this, I usually suggest relaxing your body and holding the drops to place more weight over the front wheel, to help prevent it from disconcertingly moving around its steering axis.

Value

In a space dominated by premium, mainstream offerings from Cervelo, Colnago and Canyon, the Argon 18 Nitrogen strikes a balance between value and performance. Not only does it look aggressive and ride as advertised, but it's also priced competitively at £6,750 / $7,799 / €7,795.

In terms of specifications and pricing, its closest rivals are the Merida Reacto 9000, Wilier Filante SL Ultegra, and Orbea Orca Aero M120iLTD, all equipped with similarly specced groupsets and components. The new Merida Reacto 9000 comes in at £6,250 with the same groupset and 32mm tyre clearance, making it a serious consideration.

The Wilier Filante SL Ultegra, as the name suggests, also features a Shimano Ultegra Di2 groupset and a maximum tyre clearance of 30mm, but it weighs slightly more at 7.95kg. There’s not much in it spec-for-spec, but the £5,999 sticker price might win over buyers; it didn't feel as fast or as planted as the Nitrogen when I tested it last year.

Orbea's Orca Aero M120iLTD – like the Filante SL – also comes in at £5,999 and gets a Ultegra Di2 12-speed groupset, but at over 8.85kg it’s significantly heavier than anything else listed here, not to mention has the shallowest wheels at 45mm.

While there's a lot to consider, the decision will come down to your personal needs and budget. While there are loads of deals to be had, including the bikes listed above, the Argon 18 Nitrogen will future-proof your setup for a few more years if you go this route. Not only does it clear tyres up to 32mm and go like the clappers, but it's one of the most refined aero bikes in its class.

Tech spec

• Price: £6,750 / $7,799 / €7,795
• Brand: Argon 18
• Frame: Nitrogen, carbon
• Fork: Nitrogen, carbon
• Weight: 7.9kg (actual, medium)
• Sizes: XXS, XS, S, M, L, XL
• Levers: Shimano Ultegra Di2 R8170
• Brakes: Shimano Ultegra RT-CL800, 160/140mm front/rear
• Rear derailleur: Shimano Ultegra Di2 R8150
• Front derailleur: Shimano Ultegra Di2 R8150
• Crankset:  Shimano Ultegra R8100 52/36T
• Bottom bracket: Token T47
• Cassette: Shimano Ultegra CS-R8100 11-34T
• Chain: Shimano Ultegra CN-M8100
• Wheels: 65mm Scope R6.A
• Tyres: 30mm Vittoria Corsa Next
• Bar/stem: Atten CHB-01 aero handlebar, 120mm stem and 380mm width
• Seatpost: Nitrogen carbon
• Saddle: Repente Quasar 2.0