THE FRAME
The RT 900 SL frame is constructed using proprietary high-modulus, 800K-carbon lay-up with carbon dropouts and an integrated headset. The frame is striking in appearance with sharp-edged tubes, aero profiles and internal cable routing. The downtube features a teardrop shape that increases in diameter towards the bottom bracket to increase power transfer. The chainstays are oversized, with the seat stays featuring an “H”-shape design with a outward bow to increase stiffness and absorb road shock. Both the seat tube and head tube use an aero profile design, with the seat tube featuring a cutaway for the rear wheel. The top tube has a rounded triangular profile with a flat top section and houses an integrated aluminum seat clamp. The frame is then mated to a Kestrel EMS PRO SL fork with a 1.125 carbon steer tube.

THE PARTS
Our Kestrel RT 900 SL was outfitted with a 2010 Shimano compact Dura-Ace group, complete with Cole Shuriken Carbo 0.5 wheels wrapped in the Vittoria Open Corsa CX tires. The Cole wheels feature aluminum and carbon rims, laced to Cole hubs via straight pull spokes. The front wheel features 16 spokes, while the rear contains 20 spokes laced two-cross on the drive side and one-cross on the non-drive side. FSA outfitted the RT 900 SL with a 100-millimeter K-Force Light Stem, while Kestrel provided a set of their EMS PRO SL carbon handlebars and EMS PRO aero seatpost. A Selle San Marcos Mantra saddle completed the Kestrel’s components package.

THE NUMBERS
Our 55-centimeter Kestrel RT 900 SL had a 73-degree seat angle and quick-steering 73.5-degree head angle, connected by a 55.6-centimeter top tube. Chainstay length measured out at 41 centimeters, with a wheelbase of 98.6 centimeters. The Kestrel RT 900 SL weighed 16.2 pounds without pedals.

THE RIDE
Forget any preconceived notions you might have about the sharp tube angles and aggressive styling. The Kestrel RT 900 SL is a smooth-riding bike that the absorbs road shock well and still provides good feedback. Based on the bike’s appearance, testers were expecting a super-stiff, aggressive-handling race machine. Instead, we got a stiff bike that could be ridden all day in comfort. That’s not to say that the Kestrel is not a race bike, it is simply more refined. Every pedal stroke propelled the Kestrel team forward quickly and efficiently. The 55.6-centimeter top tube and 100-millimeter stem gave the Kestrel a neutral and predictable feel with most testers being able to find their normal position without much effort. The Kestrel RT 900 SL is comfortable at high speeds and is predicable in corners. Climbing was smooth, and though there was no detectable flex in the bottom bracket, the RT 900 SL seemed to favor an in-the-saddle, high-cadence climbing technique. On descents and on the flats, the Kestrel carries its speed well and cruises with no extra effort required. This made it a favorite for long training rides.

The 2010 Dura-Ace compact components worked well, but we were disappointed in the performance of the bike’s front shifting—especially from the little to big ring. Shifting felt slow and imprecise. We were able to trace the cause of the problem to the bike’s front derailleur mount, which is a thin piece of stamped steel. For 2011, we would like to see Kestrel upgrade this piece to a machined or forged aluminum version to better match the performance of the Dura-Ace crankset.

We had two complaints with the RT 900 SL, and they both centered on the bike’s equipment. The first complaint was the San Marcos Mantra saddle. There was not a single tester who didn’t want to swap out the saddle after just a few minutes of riding. The giant saddle’s cutout offers little support and creates two sharp contact paths in a sensitive area. One can’t even find relief by moving forward on the saddle, as the nose is angled upward and is reinforced to avoid flex. Our other complaint came from the Cole Shuriken Carbo 0.5 wheels. While we have ridden the Shuriken Carbo 0.5 wheels with success in the past, on this particular set, the rim seams were extremely noticeable, causing the wheels to pulsate under braking and making modulation under hard braking virtually impossible.    

THE VERDICT
The Kestrel RT 900 SL triangle-shaped tubes and sharp angles provide a unique and aggressive look that served as a reminder that bikes are meant to be ridden fast. Though the bike begs to be ridden hard, it is equally at home comfortably turning out the miles on a Sunday afternoon. Despite some imperfections, the 2010 Kestrel RT 900 SL nicely blends the smooth ride of an all-day cruiser with the stiffness and performance of a pure race bike.

PRICE: $5749
WEIGHT: 16.2 pounds
INFO: www.kestrelbicycles.com