3T Strada Italia review: you can have it all – precision, performance and plushness

(Image credit: Simon Fellows)

Despite its thick down tube, chunky head tube and blade-like seatpost, the 3T Strada Italia rode as smoothly as freshly churned gelato. Even on the imperfect surfaces of Tuscany’s paved backroads and light gravel strada bianche, it felt ridiculously refined. I’d unwittingly stumbled on that rare breed of bike, the aero endurance all-road machine.

Was my gushing enthusiasm the naïve product of a brief holiday romance?

Unfortunately, the sun was already setting over the Metalliferous Hills, which meant I had to return the bike within the hour. Still, there and then, I made up my mind to request a review sample as soon as I returned to the UK. Delivery took a while because 3T, to its credit, had to build and ship a bike from its headquarters in Bergamo, which gave me plenty of time to harbour nagging doubts. Would it really be as good as I remembered, or was my gushing enthusiasm just the naïve product of a brief holiday romance?

Construction

(Image credit: Simon Fellows)

The talent behind the Strada Italia’s distinctive frame is multi-award-winning Dutch engineer Gérard Vroomen, who, until recently, was a co-owner and director of 3T and previously a co-founder of Cervélo. It is no coincidence that the Strada Italia and the Cervélo S5 share a similar silhouette; their DNA is closely aligned – a lineage that can be traced back to iconic Cervélo track bikes such as the T3 from 2010.

The original Strada Italia model dates to 2017, but this is the second iteration, a thorough 2024 update. Vroomen took full advantage of new UCI rules for this revised version, improving front-aspect aerodynamics with a more elongated head tube and deeper, wider seat and down tubes.

The front end of both models follows the prevailing aero template, but the rear, a Vroomen design signature, is decidedly unconventional. The deeply pronounced curve of the seat tube serves several purposes. By closely hugging the profile of the rear wheel, it smooths airflow from tube to tyre, reducing drag and turbulence. Many modern aero bikes share this trick, but rarely to this extreme – there’s more than a hint of TT in the Strada Italia’s form.

In layman’s terms, the relatively thin – there’s no foil – curved seat tube also acts like a giant leaf spring, increasing vertical compliance, thereby damping road imperfections. Additionally, it enables shorter chainstays, enhancing handling. Of course, by combining thicker, deeper main triangle tubing, together with shorter stays and a beefy bottom bracket, Vroomen ran the risk of producing a bike so stiff it would be unrideable by all but the most earnest masochists. Fortunately, its novel rear ‘triangle’ more than compensates.

(Image credit: Simon Fellows)

At the front end, the headtube is narrow and magnificently deep. As well as improving its aerodynamic profile, 3T says that tuning the layup of the headtube has balanced its torsional stiffness to provide handling that is both more precise and predictable. Fork blades are thin, asymmetric for improved airflow around the brake caliper/rotor area, and ‘sqareo’, 3T’s buzzword for a truncated, aero profile.

The carbon layup of the lower seat tube area has also been refined to provide comfortable levels of vertical compliance without sacrificing power transfer.

(Image credit: Simon Fellows)

Another reason the Strada Italia is not a persistent pain in the butt (wrists and shoulders) is that 3T manufactures these frames in its own factory using proprietary techniques, technology and materials, such as high-end ‘Jazz Carbon’. I’m sure a technician in the Far East can build up a carbon frame as well as their peer in Italy, but having everything – R&D, carbon fibre production and layup – under one roof buys 3T control over even the smallest detail.

Vroomen has a well-known obsession with wide tyres, for added speed and compliance. It’s a performance-enhancing feature that went mainstream years ago, but still, the Strada Italia has more clearance than most road bikes, with space for 35mm rubber. My review bike was shod with premium 32mm Continental Grand Prix 5000 S TR road tyres.

(Image credit: Simon Fellows)

The drivetrain options are also characteristically Vroomen. It’s perfectly acceptable to spec 2x Ultegra Di2 or Campy Super Record WRL, but 3T would rather sell you a SRAM Red or Force XPLR AXS 1x13 system for their superior aerodynamics. My bike was equipped with 10t/46t Force XPLR, with the regular cranks and chainring upgraded to a lighter, more aero 46t 3T Torno chainset. The rear dropouts use the UDH standard.

Stock wheels are the sublime Fulcrum Sharq 42s, but it’s possible to specify Sharq 57s or Zipp 353 NSWs. Bars are 3T Aeroflux Integrale LTD , bolted to a 3T more stem. All cables and hoses (not that there are many with SRAM Force) are internally routed. Finally, the stock saddle is a Selle Italia SLR Boost Superflow Kit Carbon.

The weight of my XL review bike was 7.8kg, including saddle, which is very respectable for an endurance bike, let alone an aero model. 3T says an unpainted size M (54) frame weighs 950g, with the fork tipping the scales at 350g.

(Image credit: Simon Fellows)

The ride

The day I rode a Strada Italia in Tuscany was enjoyable but long. The last component of the day to try was a new set of carbon wheels, fitted to an XDS X-LAB RT9 climbing bike. I was tired, the bike was super stiff, and the freewheel was so loud it was positively loutish. This was a bike that required a fresher, less jaded me, so after less than 10km, I returned it, knowing I’d still have time to take it out again the next morning. With an hour or so to kill, I ended up taking a Strada Italia out instead, primarily to try the new Evo 30C saddle from Selle SMP.

Wow, what a difference. The Strada Italia is a bike that demands little from you yet keeps giving. Even in my weary state, I could immediately sense how quickly it picked up speed, but in a controlled fashion. Handling is extremely precise, but there’s no inherent edginess. – there are lots of giggles on tap, but no nervous laughs, no death grip and certainly no butt clenching. In short, this is a bike that flatters one’s bike handling skills.

(Image credit: Simon Fellows)

What’s more, the incessant road chatter that frustrated me on the RT9 was gone. Even riding back home in the Cotswolds, on a mixture of washed-out tarmac and limestone fragments, the ride is rarely unsettled. I can only assume that the unconventional rear end really does dampen harshness and vibration as well, if not better, than a more traditional triangle. The 32mm Conti tyres will have a huge influence, but I’m used to riding this width at low pressures and was still mightily impressed by the Strada Italia’s plushness.

Wheels can obviously impact ride quality enormously, so it’s reassuring to see that 3T has specified Fulcrum Sharq 42 or 57 wheelsets, one of the best all-road choices available. The rim width is moderately wide at 25mm, which is optimal for 30 – 32mm tyres, improving aerodynamics, grip and rolling resistance. Light, durable, aerodynamic, with excellent stability in crosswinds, these are an inspired choice for Strada Italia, opening up rougher roads and gravel paths for exploration.

(Image credit: Simon Fellows)

It's the first time I have experienced 3T’s Aeroflux Integrale Ltd carbon wing-style handlebars. These compact drop bars are, like most aero bars, deep and smooth across the tops, but they taper in a pleasing way that I found remarkably comfy. I can’t back this up with data, but I suspect they are also responsible for damping a lot of road chatter. The thick, soft 3T Prendo Speed bar tape helps too.

The slender forks are plenty stiff enough, but they’ve got a decent amount of give – enough not to transfer too much vibration or throw me off course every time I hit a minor, hidden pothole. I did experience some rotor rub when out of the saddle, but this subsided as the brand-new brake pads wore a little. It was nothing out of the ordinary.

(Image credit: Simon Fellows)

Vroomen revisited the geo for this updated version of the Strada Italia. The expectation for an aero bike is to go longer and lower, increasing reach and decreasing stack. Instead, he did the opposite, reducing the reach by 10mm (to 380mm) and increasing the stack by the same amount (to 554mm), based on a size 54 frame. Why? 3T argues that a less aggressive frame geometry is, in the real world, faster because riders will be able to hold an aero position for far longer. The more benign geo also enhances the bike’s all-road capability, making it more stable on off-road sections.

I support this line of thinking, but with one caveat. It perfectly matches my riding style and the terrain I’m likely to encounter on the kind of routes I ride. However, if you’re super flexible, and only ride smooth tarmac, you might feel faster (and possibly be faster) on a more aggressive bike. Remember, comfort is a big part of the Strada Italia’s shtick.

(Image credit: Simon Fellows)

Equipping a road-bike with a 1x gravel group set may trigger some roadies, certainly Vroomen’s enthusiasm for 1x in the past hasn’t always been well received. Back in 2018, Vroomen and 3T almost had a revolt on their hands when Aqua Blue riders damned the SRAM 1x groupset they were compelled to use as uncompetitive.

(Image credit: Simon Fellows)

That was seven years ago, and since then, 1x has more than proved itself in the pro peloton, frequently spotted on Team Visma | Lease a Bike and Lidl-Trek bikes. Racing aside, I’m a fan of 1x systems on endurance all-road bikes, because the wide spread of gearing can be useful when the road points up and the surface gets more gnarly.

I was never even close to spinning out on the highest 10t x 46t (124 inch) gear

SRAM’s XPLR range, in this case Force 13-speed, is light, aero and offers a tight top end, making it a good match for the Strada Italia. Not surprisingly, I was never even close to spinning out on the highest 10t x 46t (124 inch) gear, and because the smaller sprockets are closely spaced, it was always easy to maintain cadence on the flattish bits. However, the big sprockets do have sizeable gaps, which can make riding in close groups – not that common on long endurance trips – more challenging.

(Image credit: Simon Fellows)

Is there anything missing from this versatile bike? There are two features I can think of, one I can easily do without, but the other would come in very handy at certain times of year. Somewhat surprisingly, there’s no downtube storage. This doesn’t bother me in the least, since I still regard it as a fad that requires strengthening of the down tube to the extent that it can compromise both ride quality and weight.

(Image credit: Simon Fellows)

I do miss mudguard/fender mounts on an endurance bike, or at the very least, enough space to strap some temporary guards. Call me soft, but if you live somewhere as inclement as the Cotswold countryside during the winter months, long rides in the wet are little fun when you and your super expensive bike are subjected to a non-stop torrent of oily leaf litter and horse droppings. It’s a taste that lingers, but one you never really get used to. I do appreciate that easing the wheelbase even a touch will influence the Strada Italia’s fine handling and aesthetic, but the lack of fenders does limit this bike to fair-weather riding. Not a problem on a race machine, but an all-road bike?

Value and conclusions

(Image credit: Simon Fellows)

Vroomen’s obsessive, holistic approach to bike development is the key to why the Strada Italia is such a joy to ride on a wide variety of surfaces and topography. That 3T can closely control every aspect of the frame’s build, from filament winding to layup and paint, explains the Strada Italia’s prowess, appeal and, ultimately, price tag.

I’m trying my best not to be too gushing about the Strada Italia, but I genuinely found it to be one of the best, if not the best, aero endurance all-road bike available, even if the price is hard to swallow – £8,409/$10,599 for 1x SRAM Force, rising to £11,949/$14,999 for 2x Campy.

On the plus side, your money does buy you a beautifully made, versatile performance machine that lives up to the ‘Made in Italy’ hype. No expense has been spared on the components either, with both the 1x drivechain and the Fulcrum Sharq wheels inspired choices.

However, what you’re really investing in is a purity of purpose, as envisaged by iconic engineer Gérard Vroomen. For some, the appeal will be priceless.

(Image credit: Simon Fellows)

The obvious alternative, based on appearance alone, is the Cervelo S5, but it’s not as versatile as the Strada Italia, so consider the Cervelo Caledonia-5 instead. When Tim Russon reviewed the Caledonia-5, he found it excelled at covering large distances on mixed surfaces at pace. There is no 1x version currently on the brand’s website, but in 2x SRAM Force AXS guise, the Caledonia-5 is cheaper than the Strada Italia at £7,400/$8,850.

The Envy Fray is another high-end endurance bike that demands attention. It’s got few aero pretensions, but it’s still a very rapid all-road bike. Prices are on the steep side, with a typical build likely to cost around £12,000/$14,000. Tim Russon reviewed this one too and found it to be “perhaps the ultimate iteration of a versatile all-road bike.”

Ribble’s Allroad SL R is another contender. In base Sport form, this aero endurance all-road bike is considerably less expensive than the 3T at £2,599/$4150. Spec it up with decent Zipp carbon wheels and Dura-Ace Di2, and the price quickly climbs to £6,999/$10,130, which is a lot, but still represents a significant saving on a similarly equipped 2x Strada Italia. But why bother when you can have the SRAM Force-equipped Strada Italia for roughly the same investment? In fact, why bother with the higher-tier Strada Italia models either? You’re very unlikely to see much real-world improvement over the Force model reviewed here.

Specs

• Frame: Strada Italia Integrale UDH, made from proprietary 'Jazz Carbon'
• Fork: 3T Fundi Integrale II
• Frame sizes: XS (48), S (51), M (54), L (56), XL (58).
• Rear mech: SRAM Force XPLR AXS
• Rear cassette: SRAM Force XG 1371 E1 XPLR 10-46T
• Cranks: 3T carbon Torno
• Chainring: 3T Torno 46t
• Wheels: Carbon Fulcrum Sharq 42
• Tyres: Continental GP 5000 S TR 32mm
• Handle bars: 3T Aeroflux Integrale LTD
• Stem: 3T More (XS: 80mm - S: 90mm - M:100mm - L: 110mm -XL: 120mm)
• Brakes: SRAM Force E1 Hydraulic Disc w/ Sram 160mm rotor
• Seatpost: 3T Strada Italia Seatpost with Ritchey Clamp
• Saddle: Selle Italia SLR Boost Superflow Kit Carbon
• Weight: 7.8kg for size XL (58) review bike