Focus Izalco Max 9.9 first ride review

Focus has turned the new Izalco Max into an even more uncompromising race bike.

The fourth generation is claimed to be lighter, stiffer and more aerodynamic, but also less comfortable.

These changes further differentiate the Izalco Max from Focus’ endurance road bike, the Paralane.

They are minor, so the Izalco Max remains an all-rounder race bike, possessing both aero and lightweight characteristics.

Head to my news story about the new Izalco Max for more details about the changes and an overview of the range.

My initial impressions are of an exceptionally fast, exhilarating bike at a competitive price. However, I fear Focus has reduced compliance too much for many typical road surfaces, and riders’ preferences.

Focus Izalco Max 9.9 first impressions

It’s hard to discern the difference between the silhouette of the new bike and the previous generation of the Izalco Max.

The subtle contrast lies in the tubing. The rounder forwards-facing edges used to abruptly square off towards the back.

Now they curve backwards into an acorn shape or truncated NACA (National Advisory Committee for Aeronautics) airfoil.

Focus says its wind tunnel testing showed this new shape used on aeroplane wings is 6.6 watts more efficient at 45km/h.

This tube shape uses less frame material than the teardrop shape seen on aero bikes.

As a result, at a claimed 7.2kg in size medium, the Izalco Max remains fairly light.

Focus Izalco Max 9.9 build

At £8,699 / €8,999, the Focus Izalco Max 9.9 will be few people’s idea of an affordable bike.

But given it’s specced with Shimano Dura-Ace Di2 R9200, it represents fair value compared to the best road bikes, lots of which are similarly specced.

A Pinarello Dogma X or a Specialized Tarmac SL8 equipped with the same groupset will set you back £13,300 / $15,500 / €16,100 or £12,000 / $14,000 / €14,000 / AU$19,900 respectively.

The Izalco Max isn’t available with SRAM Red eTap AXS (or any Campagnolo groupsets at all).

The Izalco Max 9.9 rolls on DT Swiss ERC 1400 wheels wrapped in Vittoria Corsa N.EXT TR tyres.

The Focus Izalco Max’s semi-integrated cockpit comprises its own CIS stem and the Easton EC70 Aero Handlebar.

An integrated bike computer mount is included in the price.

Focus Izalco Max 9.9 ride impressions

To sample the new Focus Izalco Max 9.9, I visited the Vosges mountains in eastern France, host to many stages of La Grande Boucle in recent years, at the invitation of the brand.

I based this first ride review on a 49km spin with 700m of elevation, including a timed, uphill segment.

I’m unaccustomed to the Euro-style brake setup, so winding through hairpins initially felt like downhill skiing backwards.

When a lorry came up in the middle of the road on a fast corner, I was thankful for the Izalco Max’s nippy handling.

Only on one bend did the Izalco Max feel twitchy when a gust of wind snuck through a gap in the trees.

The Izalco Max wheelbase (1,003mm in size large) is typical for its racy genre and seemed to strike a balance between agility and stability.

During a 5.3km ascent of the Col du Wettstein (of which we raced a 3.5km section), the Izalco Max excelled.

The Izalco Max frame is so stiff that my sense is all of my (admittedly modest) seated power output was transferred through the cranks.

When tugging on the handlebars out of the saddle, the bike provided a highly firm pedalling platform.

Due to its fairly steep head angle, it jinked forwards in the pleasing way climbing-specific bikes can do.

To maximise the Izalco Max’s climbing prowess though, I’d swap in a tyre with lower rolling resistance, either set up tubeless, or fitted with TPU or latex inner tubes. As it was, the Vittoria Corsa N.EXT TLR (inflated with standard inner tubes) was fine but not thrilling.

The long, false flat into Munster gave the only opportunity to test the Izalco Max’s straight-line speed – and it went like an Exocet.

Thanks to the aggressive front end and flat-topped Easton handlebar, I achieved a low, flat-backed position.

I’m far from the most powerful rider, but even when pushing the 52/11 biggest gear, the Izalco Max frame felt unflinching.

I imagine the Izalco Max would be even more thrilling on a deeper-section, aero wheelset than the 45mm-deep stock DT Swiss ERC 1400 rims.

The arrival into the town, our destination for the night, and its bumpier road surfaces dimmed the euphoria of the high-speed dash.

I know many race bikes will feel harsh in an urban environment, but I was confronted with a potential downside of the Izalco Max’s increased stiffness.

The paucity of handlebar tape on the handlebar exacerbated the jarring my hands received from the stiff fork.

The Izalco Max already had dropped seatstays and now has a shorter seat tube in a bid to improve seated compliance. However, lots of vibrations still passed through the seatpost.

There’s little scope to increase comfort through wider tyres (the 28c rubber fitted is close to the 30mm official maximum clearance). The stock Fizik Argo R1 could be replaced with a 3D-printed version though.

Focus Izalco Max 9.9 initial verdict

On the right roads – near-pristine Alpine tarmac – the Focus Izalco Max 9.9 will delight riders who want something in between an aero and climbing bike.

For a competitively light, aero-enhanced frame and some high-end components, you’ll pay a pretty keen price.

This will leave some people with budget left over to take the Izalco Max in their preferred direction, by upgrading to lighter or more aerodynamic road bike wheels, for example.

It was a bold move, though, by Focus to significantly stiffen up an already responsive frame.

My concern, for now, is the Izalco Max will feel too firm (even for a race bike) away from the cycling paradise of the Vosges, where the tarmac was relaid for this year’s Tour de France.