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On test: Kuota Kharma, September 15, 2006
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Time to move up
There was a time when carbon fiber bikes were mostly wonderful but very, very expensive, and the few that didn't need a second mortgage didn't really manage to exploit the properties of the material. As carbon has become more available, the quality of less spendy bikes has rocketed as Graham Purches found when he took a ride on Kuota's entry-level carbon bike.
First a confession, and (much earlier than it's supposed to come) a conclusion. I was still riding my faithful Reynolds 531 steel-framed, Dura-Ace-equipped machine before being exposed to a new world in riding performance aboard the Kuota Kharma. The first ride was a revelation, and it only improved from there. If you have been hesitating about jumping aboard the new-materials juggernaut, the Kuota and bikes like it have a message for you: get on the bus!
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The bike
The Kharma is Kuota's entry-level carbon fiber frame, and it's available with a range of equipment from the Shimano 105 group on our silver, medium-size test bike to Shimano Dura-Ace or Campagnolo Chorus.
The frame tested was a medium sized Silver frame fitted out with Shimano 105 10spd STI levers, brakes and gears. The wheels were American Classic 420s (20 spoke radial laced front & 24 spoke 2 cross -both sides) with Michelin Pro Race tyres.
The stem and bars were Kuota's Pro-Carbon (alloy/carbon) variants with a FSA head set. The post was a standard carbon main post with an alloy head affixed to the top attached to a Kuota RNS seat. The bike was around the 7.5kg mark. I kept the bike in race mode (no added saddle bag, pump or lights) to get the best feel from the bike.
Visuals/Features
I wouldn't describe it as a compact frame design but the top tube has a slight front to back decline, a subtle balance between the traditional flat top tube and the heavily sloping top tubes of some modern frame designs. All carbon, large filleted and blended tube junctions make the bike look formed and clean. This does not just look good but makes it easy to wipe down after a wet ride. The first wash down took me a few minutes to have the whole frame gleaming again with no evidence that it was just covered in road muck.
The rear drop outs are polished silver and look real trick, butted against the naked carbon of the rear stays, a nice addition to the overall look of the bike. The large-section oversized chain stays balanced the size of the down tube. The forks are a wide, straight design from the outside but have a few hidden curves on the inside making the top inside section thicker then the rest of the fork.
The bottle cages were the carbon KOLD model, very sleek and light and matching the naked carbon sections of the frame very well. They also did the job - getting the bottles in and out was smooth and they held the bottles securely.
The Kuota branded seat has a split to allow some independent flex of both halves of the seat, while I didn't find it noticeable my fellow riders commented the two sides moved slightly on each pedal stroke. I found the seat comfortable but this is one area that is always personal.
If you like a more straight traditional looking frame, the extra swerves and curves are hidden away, and not so much 'out there' for the eyes to be drawn to. That's a feature of some of Kuota's more expensive frames, though. Australian importer SEDC admits that while some people love the curves of the top-line Khan, "others just can't seem to stomach it." The Kharma is more conservative, but most of the rear triangle and half the top tube showing naked carbon along with the lower half of the folk, this model painted in silver with red highlights has plenty of visual impact to draw the eye.
The ride
Enough of looks and style of the machine, how did it go when you throw your leg over and go for a ride?
Well in a one liner after I rode a shade over 2000km: "it was light, stiff and responsive; a great bike!"
The Kharma made me feel like I was riding half the bike I was used to: half the weight, that is. It's by far the lightest bike I'd been on and I don't think I can go back to the comparably very heavy steel machine. The bike was also very stiff and the limited amount of power I can generate seemingly went straight into the wheels and not into any flex of the frame resulting in wasted energy - my hard earned energy! And lets face it who has energy to waste out there on the road? Good luck if you have. Although the bike was light and stiff it still absorbed the bumps and vibrations of the road very well. I would say it was smoother then my steel bike with those other benefits of weight and stiffness. The balance of these elements has been implemented very well to present a very nice package.
That responsiveness was noticeable from the first climb. The feel was solid and crisp - the bike seemed to float forward. That might sound like a funny way to describe going up hill with gravity working against you but it matches the feedback the bike was giving. I thought "wow", I really like this machine.
Through the corners the bike held its line and came out of the exits clean. I am not a great descender but found I had good control of the bike and reckon I felt more confident through the corners and thus was getting to the bottom a little quicker than normal.
With the frame doing its job, the Shimano 105 running gear also delivered the goods. The STI levers changed gears cleanly from the first ride, and as long as it's set-up as well as the test bike was, I am sure you'll be happy with it. The bike really didn't miss a gear change, even under load. The levers have a light smooth action and didn't show any sign of stiffness, a feeling new levers can sometimes have.
This is the cheapest 10-speed group Shimano makes, and takes other technologies from its Ultegra and Dura-Ace big brothers, such as the two-piece Hollowtech II cranks. In making 105 feature-comparable to Ultegra and Dura-Ace, Shimano has narrowed the gap between Ultegra and 105, finally making its third-from-top group raceable, at least at the entry level.
With all the great things about the bike I did find the American Classic 420's a little flexible. This was mostly manifest in the wet when out of the saddle as the rim touching the brake blocks was obvious (maybe just a little adjustment needed). This is by no means a show-stopper but I would prefer different wheels.
Summing it up the overall quality finish was very high and I thoroughly enjoyed riding the Kuota Kharma. It's a perfect bike for anyone who want to move to a light stiff bike without breaking the budget (well, not too much).
When hearing others 'talk it up' many say, "Put your money where your mouth is!" Well, I did. I went out and bought a Kuota myself. While I didn't end up with a Kharma I did come away with the next model up, the Kredo. With 1600km on this one I can say both give an exciting fast ride. You won't be disappointed if you choose to take one of these for a ride.
Specification
Claimed frame weight: 1260g (Medium size)
Frame: Kuota carbon fiber
Frame sizes: XS/48, S/50, M/53, L/55, XL/58, XXL/61
Fork: Kuota
Component group: Shimano 105
Cranks: Shimano 105
Wheels: American Classic 420
Tyres: Michelin Pro Race
Saddle: Kuota
Seat post: Kuota
Handlebar: Kuota carbon
Stem: Kuota Pro Carbon
Headset: Integrated
Suggested retail price: A$4-5000 (depending on the group set ).
Pro: The classic carbon advantages of low weight and rigidity
Con: Stiffer wheels would be better
More information: www.kuota.com.au
Cyclingnews rating: 
Photography
For a thumbnail gallery of these images, click here
Images by Paul Henderson-Kelly/Cyclingnews.com
- Kuota Kharma - it may be the least expensive carbon frame in Kuota's range, but it still looks and performs like superbikes of a few years ago.
- The front end - comprising American Classic 420 wheel with radial posking and Kuota's carbon fork.
- Molto carbon - as is now de rigeur with carbon frames, there's plenty of material to stiffen the bottom bracket area.
- Non-dangerous curves of the Kuota fork.
- Carbon carbon everywhere - some people say naked carbon is getting passé but it still amazes us that you can make bikes out of cloth.
- Smooth lines thanks to an internal headset - and the clear 'K' showing the carbon weave is a nice touch.
- Cable adjusters on the down tube
- Ten sprockets at last - Shimano brings ten-speed shifting to its mid-range with the new 105.
- Anatomic bars and plenty of headset spacers for adjustment.
- Kuota carbon bar and stem are an unusual touch on a bike at this price.
- Two-bolt saddle clamp provides a secure and infinitely adjustable saddle mount
- Kuota Kold bottle cage is dwarfed by the Kharma's massive down tube.
- Kuota seat suited our tester. The split rear hull moves visibly under the rider.
- American Classic front hub with just 20 radial, bladed spopkes.
- Shimano 105 transmission - Shimano's least expensive ten-speed gear set is highly functional.
- Shimano 105 brake - the resemblance to Dura-Ace and Ultegra is striking.
- Shimano 105 STI lever takes its shape and style from Dura-Ace, replacing the slightly clunky 9-speed unit of recent years.
- Shimano 105 front derailleur is very hard to tell from Dura-Ace and Ultegra
- Shimano 105 chanset echoes the design and style of the two-piece chainsets from higher up the line.
- Shimano's SM-AD clamp mounts the front derailleur.
- Just like big brother - the new 105 cranks use the same pinch bolt design as Dura-Ace and Ultegra.
- Large-flange rear hub in the American Classic 420 wheels
- Kuota four-bolt stem clamps the carbon bar
- Kuota carbon seatpost and a very tidy seat stay junction.
- Kuota Pro Carbon stem
- Michelin Pro race tyres on American Classic 420 wheels
