Back in 2017, 3T released the Strada Team. It was built with aerodynamics and geometry designed around wide road tyres, delivering the comfort real-world riders need to be fast in real-world conditions. As a 1x and disc only bike, it was one of the most devisive product launches I can remember in 25+ years in the industry.
As a technophile, I could appreciate the benefits of both improved rider comfort (sustainability of position) and greater speed through dramatically reduced drag, that the Strada offered through its radical design. On paper at least, they were miles ahead of the status quo, all backed up by testing and logic.
But, like Darwin's theory of evolution, it was simply too much too soon for the majority. That said, the original Strada wasn't perfect either. Close, but not perfect.
3T subsequently launched an early 2x version, but since their design philosophy was anchored on 3 main tenets of wider tyres, disc brakes and 1x drivetrains, compromising a significant chunk of the benefit rather undermined their efforts.
Fast forward 8 years and the industry has essentially realised that Vroomen was right and the technology leaned on in the original Strada concept, has almost become standard...
Rim brakes are essentially extinct, the preserve of die hard fans, retro bike builders and those stubbornly resisting (as they did 8 years ago) the turning of the technological tide.
The Strada Team was optimised for “wide” road tyres at a time when 28mm was scoffed at in the professional ranks. Yet today, 30mm is the standard - and many of us are happily riding around on 32 or even 35mm boots.
But it is the advent of 1x drivetrains that is the real shift for the Strada believers.
1x adoption has been swift in the mountainbike world and it is arguably the Gravel market growth that has legitimised the uptake on the road - albeit far more slowly. SRAM have been pushing the narrative for years (alongside Vroomen, OPEN and 3T) but while discs and wide tyres have rapidly found favour, 1x has languished behind - for the simple reason that gear ratios for everyday use, weren't quite there.
But that has changed.
Early 1x couldn’t fully match the range of a 2x setup and the small increments between gears - but that has largely been resolved. The advantages of 1x remain: removing the front derailleur reduces aerodynamic turbulence around the bottom bracket and simplifies maintenance by eliminating a potential point of failure. 1x12 and now 1x13 groups fundamentally change the landscape for 'normal' riders (it remains contentious for Pros - but even then, 1x is in the peloton in most races now).
While both 1x and 2x versions of the Strada perform exceptionally within the remit of the platform, the use of SRAM's new Red XPLR AXS 1x13 Direct Mount transmission, means 3T are arguably close to delivering their ideal.
The new 3T Strada is an evolution of the 2017 model and has been designed to take advantage of recent UCI regulations surrounding tubing profiles. Indeed part of the remit was to use this to make the Strada even faster while retaining the comfort of the original. Comfort that made maintaining an aero position possible for longer periods - thus keeping riders real world fast.
Along with this, 3T also moved to internally route control lines yet maintain the adjustability of the cockpit. This approach is critical . While many strive for the one-piece bar and stem, it is a fundamentally risky move unless you are 100% on your position, and if that position is unlikely to change long term. As a retailer I know that saying this out loud is basically pointless - however, as Vroomen himself points out, having adjustability "...is non-negotiable as having an aero bike is useless if you can’t sit in the right position."
The Strada frame design is conceptually divided into two distinct zones. The front "speed zone" prioritises aerodynamic performance through several key improvements. Most notably, the headtube has been redesigned with a deeper profile, featuring an extended gusset and a new nose cone. These changes improve the tube's aspect ratio and reduce aerodynamic drag. The rear "comfort zone" retains the curved seattube and ultra-thin seat stays from the original design, which provide both rider comfort and aerodynamic benefits.
One of the most significant engineering achievements in the new Strada is its approach to internal cable routing. Unlike many competitors who widen the headtube to accommodate internal cables, 3T maintained a narrow headtube design with an hourglass shape. They accomplished this by using custom-designed headset bearings (also found in the RaceMax): a 42mm upper (for a 1-1/8" steerer) and a 47mm lower bearing (for a 1-1/4" steerer). This approach preserves aerodynamic advantages without the typical compromises seen in other internal routing solutions and avoids bulking out the headtube to the detriment of aero in this critical area.
The bike uses the new 3T APTO Integrale stem, which maintains the same sleek profile as the original APTO while accommodating internal routing. It's compatible with both 3T's Superergo and Aeroflux handlebars, allowing riders to choose between comfort-oriented or more aerodynamic options. While the system allows for full adjustability in terms of stem length, bar width, and bar rotation, making these adjustments does require re-running brake hoses, which makes the process a bit complex than with external routing, but these changes are likely to be a) rare, or b) performed by us / your local bike shop.
Partially a consequence of this new design, the new Strada is designed for electronic drivetrains only, compatible with modern groupsets like SRAM's AXS series (Rival, Force, and Red) and Shimano's electronic offerings (105, Ultegra, and Dura-Ace). Not dissimilar to the Pinarello Dogma, it is less of a concern at this level since these are the likely build levels on a bike of this calibre. While the frame is designed to be faster as a 1x, it can accommodate both 1x and 2x drivetrain configurations with a removable front derailleur hanger, though it's not compatible with Campagnolo's mechanical Ekar groupsets.
Practical improvements include increased clearance up to 35mm (Width As Measured) tyres and updated seatpost and saddle rail clamping systems, making the bike more user-friendly for everyday maintenance and adjustments.
With all the chat about 1x, 3T have been offering the Strada in both 1x and 2x set ups for almost a decade and both deliver significant real world benefits derived from the core design principles (see Tech Specs below) and the Strada philosophy.
3T's recent move to in-house manufacture using Filament Winding and RTM technologies has lent itself perfectly to the Strada Italia, improving the stiffness and reactiveness requisite in top performing road bikes while reducing weight and ensuring precise layups that don't compromise comfort. Indeed, most of the Strada range is now Made In Italy, with only a 105 Di2 equipped model made using traditional pre-preg carbon in the far east.
The 3T Strada Italia Frame is available in 3 'Italia' colourways inspired by the Tricolore. In addition the Project X finish is a lacquered finish that highlights the Filament Winding tech and for those looking to minimise weight or fully customise their ride, a Ready To Paint (RTP) frame set is also available.
Complete bikes in the Strada Italia stable centre around 2x Shimano Ultegra, Dura Ace and Sram Force AXS builds and 2x and 1x Sram Red and Red XPLR builds. All feature 3T or Zipp Carbon wheels.