The Foil takes aim at the big boys in the aero category thanks in large part to its impressive stiffness numbers. Yet it maintains spritely handling and a touch of comfort more indicative of the all-around category, which makes it a successful crossover.
It’s the 73-degree head tube angle and short 405-millimeter chain stays that allow the Foil to bridge the gap between the aero and all-around categories better than most bikes with airfoil tubing. We were especially impressed by how at-home it felt on the climbs, but perhaps we shouldn’t have been, given its 15.17-pound build.
It’s no cobble bike (though Mathew Hayman did win Paris-Roubaix on it in 2016), but the Foil does take some of the sting out of bumpy roads, perhaps due to the lowered seat stays and the relatively thin seatpost. That makes it more than bearable for long days and big miles. Still, we’d stick to smoother tarmac where the aero features allow the Foil to flex its muscles. No need to shy away from the mountains, either.
Testers liked the comfort of the integrated Syncros handlebar, but it lacks any significant adjustability. And Scott has stuck with a rear brake mounted under the bottom bracket shell. This design makes rear brake adjustments more difficult and doesn’t really seem to lend any aero advantage; we would love to see the rear brake relocated to a more traditional position, or better yet, a disc brake-equipped Foil.
Our test bike was all high-end bits, from the full Dura-Ace Di2 drivetrain to the Zipp 303 wheels, which means it crept up to a whopping $12,000. In other words, only buy this one if you’re gunning for the upper echelons of racing.
For the rest of us, Scott offers more budget-friendly build kits, too. The Scott Foil 30 registers at a budget-friendly $2,900, and there are other build kits in between this 105-equipped bike and the Foil Premium.