Seven race gravel bikes on test

A rush of speed on the gravel bike

There is nothing better than the unfiltered rush of speed on a road bike. Almost nothing. After all, anyone who's ever ridden over a gravel track at 30 km/h in the lower links can confirm that the sensation of speed on unpaved roads can be even more beguiling than on tarmac.

The handlebars dance with a loose grip over stones and potholes, the rider feels the ground with every fibre. Fine dust or coarse gravel, firm clay or deep mud - it is the variety of surfaces that makes riding the Gravelbike so varied and exciting. You succumb to this attraction in a flash. In our test, we compare seven new bikes that promise exactly this kind of thrill.

The race gravel bikes from the test at a glance

They aim to transfer the speed feeling of a road bike to off-road terrain. They usually complement the manufacturer's more versatile gravel bike as a sporty counterpart, while others are intended to replace the competition cross bike in the programme. Five of the wheelsexcept Storck and Basso, carry the UCI label on the seat tube, signalling: My frame is even built for racing.

Rise of the gravel bike

If you look at the meteoric rise of the gravel bike, the trend in product development has recently pointed in a different direction. Gravel bikes have increasingly emancipated themselves from the sporty cyclocross bikefrom which they once emerged. Gravel tyres have become wider and wider and today some have already reached mountain bike size.

Modern steering geometries and wide handlebars are designed to give beginners confidence off-road, while countless threaded eyelets carry bottle cages and pannier racks for long journeys. Active suspension and retractable seat posts are the latest trends designed to make gravel bikes even more versatile, safer and more comfortable. We have summarised the differences between the categories here << Gravel bike vs. cross bike >> Summarised once again. The clearer differentiation is not a bad thing per se, but it does have disadvantages: The many extras make the bikes heavier and more cumbersome; the original road bike feeling that early gravel bikes still had has fallen by the wayside on many models.

Of course there are exceptions. Models like Cervélo Áspero (Test in TOUR 11/2019), 3T Exploro or Ridley Kanzo Fast (both in TOUR 10/2020) have long formed a sporty pole in the broadly diversified gravel segment with race-like seating positions and aerodynamic frame designs. In relation to the huge market, however, they have remained exotic. The fact that this is changing is shown by a series of new launches from prominent brands, which could be seen as a new sub-category: Race gravel bikes.

In addition to the models shown here, the Scott Addict Gravel (individual test in TOUR 10/2021), Bianchi Impulso Pro or Trek Checkpoint SLR which were unfortunately not available for this test. What they all have in common is that you sit on them in a similarly stretched position as on a road bike, the frames pick up design elements from road bikes and they largely dispense with superfluous bells and whistles.

What we liked

At the centre: the tyres

When looking at our test bikes, it is noticeable that the manufacturers interpret the topic of off-road capability very differently. Two candidates stand out: The BMC comes with 33 millimetres narrow, almost treadless tyres and hardly differs from a road bike.

• Factor presents Ostro Gravel

The other extreme is embodied by the Storckwhich is based on 50 millimetres wide, fine knobbly tyres and looks like a fat bike in comparison. They are mounted on smaller wheels in the 27.5-inch size so that the wheel diameter is similar. The majority ride on 40 millimetres - a medium size for gravel bikes, which has proven to be a good compromise between tarmac and off-road.

The tyre shapes the wheel

Our driving tests showThe tyre shapes the bike, as its width and tread significantly determine the area of use. There is no ideal, only the best compromise for your personal route profile. The Storck has more reserves on soft ground and rough surfaces, it rides more safely and is more forgiving of riding errors. The BMC quickly reaches its limits. On most surfaces, however, we were noticeably and measurably faster with the narrower tyres.

If you want to shift the spectrum, you can of course change the tyres, which is what many gravel bikes are designed for. However, there are limitations. One is the tyre clearance of the frame. Storck Grix.2 narrower tyres, but the BMC does not fit wider tyres. The influence on steering behaviour is less clear. How a bike steers is a complex interplay of steering angle, fork pre-bend, stem length, tyre diameter and wheel weight.

Changing tyres with pitfalls

What it means when something doesn't fit is shown by the Wilier Rave: The wheel can optionally be fitted with 32 or 40 millimetres wide tyres. The steering geometry is inevitably a compromise. In our set-up, the bike rides well in a straight line, but tilts nervously when turning into corners. You can get used to this, but other bikes are more balanced. The only way out of this dilemma is to use Cervélo, on Áspero the steering behaviour can be adapted to different tyre diameters.

Apart from that, the differences between the gravel bikes are small given the price range of 4700 to 12,200 euros. All bikes come with electric gears and hydraulic disc brakes that work at the highest level. The tyres are also consistently good. The weight of the wheels makes the biggest differenceMore expensive models are above all lighter. They are easier to handle off-road and easier to accelerate, the differences are clearer than with road bikes.

The top mark is set by the very expensive Specialised S-Works Crux which is unrivalled in this discipline and even puts many top road racers in the shade. The 2.3-kilo heavier Basso Palta drives more sedately. There are also differences in comfort, but these do not depend on the price. The best suspension comfort is offered by the carbon support of the StorckIn comparison, the Basso rides relatively hard. However, the measured differences are reduced because the wide tyres can take on about half of the suspension work.

That works better

Road bike trend also for gravel bikes

One of the latest road bike trends is to run the brake lines through the handlebars and stem. Whether this is suitable for Gravelbike is sensible, everyone has to decide for themselves - the wheels from Basso, Cervélo, Storck and Wilier in any case. However, screwing it on is more difficult than with the models from Specialised and Cannondale. With the handlebar units from Storck and Wilier the adaptability is limited, in case of a fall a replacement can be expensive.

However, such developments are now part and parcel of specialised competition bikes. Now that the UCI has also signalled its interest in a race format for gravel bikes, the fast off-road bikes will probably establish themselves as a category of their own. This is good news for speed enthusiasts.

Short & sweet

The bikes combine the riding fun of a road bike with the robustness of specialised gravel components. However, manufacturers have very different interpretations of what "gravel" is. You should therefore look at the tyre clearance and gear ratio of each bike and consider carefully whether it suits your own riding style. The extreme price differences are mainly reflected in the weight. The best bike in the test is the extremely light and expensive Specialized.

Facts about the tested race gravel bikes

Basso Palta

• Price 6,312 Euro
• Weight of complete wheel 9.3 kilos

Weight frame/fork/steering bearing* 1,234/489/92 grammes
Frame sizes** XS, S, M, L, XL
Seat/top tube/head tube 540/560/161 mm
Stack/Reach/STR*** 589/387 mm/1.52
Wheelbase/caster 1,030/71 mm

Equipment

Drive SRAM Rival AXS XPLR (46/33, 10-36 t.)
Brakes SRAM Rival eTap AXS HRD (160/160 mm)
Circuit SRAM Rival eTap AXS
Wheels/tyres (Weights) Microtech RE 38/Pirelli Cinturato Gravel 40mm (f./h.: 1,643/2,088 grams)

Basso is already launching the second generation of the Palta gravel bike - in contrast to the comfortable Tera, it is intended to appeal to sportier gravel bikers and offer the handling of a racing bike. The striking carbon frame has no eyelets for attaching luggage or mudguards and the riding position is sporty because the wide handlebars stretch the rider even further. The cables are integrated into the cockpit, as is common on racing bikes today.

Riders coming from a road bike background will certainly be able to cope with the moderate comfort of the frameset, especially as the Pirelli tyres roll well even at low pressures and offer plenty of suspension travel. We found the balanced and predictable steering behaviour on all surfaces to be very pleasant. However, due to its high weight, the bike lacks the agility that the lighter candidates in the test field can boast. This is less due to the frame than to the equipment: the SRAM Rival weighs just as much as the wheels and the bulky stem construction.

+ Many equipment options, balanced steering behaviour, wide gear ratio range

- Relatively heavy add-on parts, less comfortable frame set

BMC Roadmachine X One

• Price 5,999 Euro >> available here
• Weight of complete wheel 8.1 kilos

Weight frame/fork/steering bearing* 1,016/455/56 grammes
Frame sizes** 47, 51, 54, 56, 58, 61 cm
Seat/top tube/head tube 525/560/185 mm
Stack/Reach/STR*** 588/384 mm/1.53
Wheelbase/caster 1,010/68 mm

Equipment

Drive SRAM Force AXS XPLR (44, 10-44 t.)
Brakes SRAM Force eTap AXS HRD (160/160 mm)
Circuit SRAM Force eTap AXS
Wheels/tyres (Weights) CRD 321/WTB Expanse 32mm (f./h.: 1,322/1,883 grams)

There is a relatively large gap between BMC's road bikes and the URS gravel bike, which is designed for more difficult terrain. The Swiss are trying to fill this gap with the Roadmachine X - basically a beefed-up road racing bike. The tyre clearance of the Marathon model has been used to the maximum and a gravel bike-typical single drive has been fitted - and the frontier runner is ready.

Don't be fooled by the nominally 32 millimetre narrow tyres: The WTB tyres bulge out to more than 35 millimetres on the rims, making the bike more suitable for off-road riding than it initially seems. However, the BMC with its firm suspension flies over gravel and forest tracks faster than any other bike in this comparison. On muddy surfaces, however, the studless tyres quickly reach their limits.

If you're looking for a bike that gives you that road bike feeling, is suitable for dirt tracks and forest trails and also rolls extremely well on the road, the BMC is the right choice. The riding position is still sporty, and due to the short wheelbase, the bike also rides more lively than gravel bikes with wider tyres. The gear ratio with the 44 mm chainring is comparatively tight, but suits the range of use well.

+ Very fast set-up on roads and paved paths, manoeuvrable, light

- Little tyre clearance, overloaded on muddy ground

Cannondale SuperSix Evo SE

• Price 4,699 Euro >> available here
• Weight of complete wheel 8.7 kilos

Weight frame/fork/steering bearing* 1.058/473/60
grammes Frame sizes** 46, 51, 54, 56, 58 cm
Seat/top tube/head tube 530/555/134 mm
Stack/Reach/STR*** 599/389 mm/1.54
Wheelbase/caster 1,050/64 mm

Equipment

SRAM Rival drivetrain (46/33, 10-36 Z.)
Brakes SRAM Rival eTap AXS HRD (160/160 mm)
Circuit SRAM Rival eTap AXS
Wheels/tyres (Weights) DT Swiss CR 1600 Spline/Vittoria Terreno Dry 40mm (f./h.: 1,550/2,000 grams)

Cannondale combines cross and gravel bikes with the SuperSix Evo. Depending on the use, the CX and SE versions only differ in terms of the equipment, especially the tyres and gearing. A special feature of the frame, which hardly differs visually from the road model, is its design: The front section is longer with the same wheelbase, while the chainstays are shorter than on other gravel bikes.

The short rear triangle is built asymmetrically to provide more tyre clearance. The effect is noticeable, even if it is only a matter of millimetres: the Cannondale is more agile than similarly equipped bikes. Nevertheless, there is enough clearance from the front wheel to prevent the tip of the shoe from touching the tyre. But the trick also has disadvantages.

The Q-factor is larger, so you have a slightly wider stance. The restrictions on the choice of parts are also likely to bother many potential buyers: The bottom bracket only allows for cranks that can be adapted to mountain bike standards; the asymmetrical rear wheel requires special hubs and only a few other wheels are possible. It's also a pity that there is so little choice: only a cross version (with mechanical SRAM Rival 1x11) or the gravel version shown with electric Rival 2x12.

+ manoeuvrable driving behaviour, wide gear ratio range

- Restrictions on wheels and cranks, few equipment variants

Cervélo Áspero-5

• Price 10,999 Euro >> available here
• Weight of complete wheel 8 kilos

Weight frame/fork/steering bearing* 1,160 /493/61 grammes
Frame sizes** 48, 51, 54, 56, 58, 61 cm
Seat/top tube/head tube 530/555/134 mm
Stack/Reach/STR*** 557/388 mm/1.44
Wheelbase/caster 1,010/58 mm

Equipment

Drive SRAM Red (36, 10-36 t.)
Brakes SRAM Red eTap AXS HRD (160/160 mm)
Circuit SRAM Red eTap AXS
Wheels/tyres (Weights) Reserve 32mm/Panaracer Gravel King SK 38mm (f./h.: 1,438/1,870 grams)

With the Áspero, the Canadian brand presented a gravel bike with racing ambitions back in 2019. With its aerodynamically shaped frame, which borrowed a lot from the R5 professional road bike, it was still an exotic bike at the time. The more recent high-end version, the Áspero-5, is even sportier with a lighter chassis, internally routed cables and a slightly more stretched seating position due to the longer stem - but costs around €2,000 more with comparable equipment. At least the bikes equipped with SRAM come with a power meter.

The bike is only limited to certain surfaces by the choice of tyres and feels equally at home on the road and on more difficult terrain. On tarmac, the bike is well cushioned, but still moves quickly; on bumpy terrain, the wide Panaracer tyres show off their comfort and good grip. If you want, you can customise the range of applications: Smaller 650B wheels are also available, with tyres up to 50 millimetres wide.

A smart idea is the adjustable fork offset, which compensates for differences in wheel diameter: this allows the steering geometry to be adapted to the smaller wheel size, but also to narrower road tyres.

+ Plenty of space for wide tyres, adjustable steering geometry, lightweight, many equipment options

- expensive

Specialised S-Works Crux

• Price 12,200 Euro
• Weight of complete wheel 7 kilos

Weight frame/fork/steering bearing* 800/431/148 grammes
Frame sizes** 49, 52, 54, 56, 58 cm
Seat/top tube/head tube 550/565/148 mm
Stack/Reach/STR*** 580/395 mm/1.47
Wheelbase/caster 1.035/62 mm

Equipment

Drive SRAM Red (40, 10-44 t.)
Brakes SRAM Red eTap AXS HRD (160/160 mm)
Circuit SRAM Red eTap AXS
Wheels/tyres (Weights) Roval Terra CLX/Specialized Pathfinder Pro 38mm (f./h.: 1,268/1,780 grams)

From crosser to gravel bike: the Crux has undergone this transformation in its latest generation. With space for tyres up to 47 millimetres wide - 53 millimetre tyres are possible with MTB wheels - the new model is now also suitable for very rough terrain. At the same time, the gravel bike loses none of its agility. This is mainly due to its impressively low weight. At 7.0 kilograms, the very expensive S-Works version is the lightest gravel bike we have ever tested.

Only a few road bikes undercut the frame weight of just 800 grams. A notable tribute to lightweight construction and wide tyres is that only double cranks from the Shimano GRX and SRAM gravel groupsets fit; many cross and road cranks do not fit past the chainstay. With its stretched seating position and manoeuvrable steering, the Crux is close to a competition cross bike, and you can also make fast progress on tarmac.

For cyclocross fans, it should also be mentioned that the Crux is also suitable for racing thanks to its UCI-compliant frame and narrow tyres. If you are afraid of the extreme price, you can also buy the Crux in many cheaper but heavier equipment variants.

+ Impressive weight, race-orientated riding position, agile handling

- Very expensive

Storck Grix.2

• Price 6,299 Euro
• Weight of complete wheel 8.2 kilos

Weight frame/fork/steering bearing* 1,127/406/79 grammes
Frame sizes** S, M, L, XL, XXL
Seat/top tube/head tube 490/555/126 mm
Stack/Reach/STR*** 550/376 mm/1.46
Wheelbase/caster 1,015/66 mm

Equipment

Drive SRAM Force eTap AXS (40, 10-44 t.)
Brakes SRAM Force eTap AXS HRD (160/160 mm)
Circuit SRAM Force eTap AXS
Wheels/tyres (Weights) DT Swiss GRC 1400 Spline/Schwalbe G-One Bite 27.5x2.0 (1,493/1,943 grams)

While the Grix presented in 2019 was still a solid gravel bike with a classic design, the Grix.2 is all about more integration and rougher terrain. With ample tyre clearance, the new model also accommodates 27.5-inch wheels with tyres up to 54 millimetres thick. This is made possible, among other things, by the very slim and downwardly offset right-hand chainstay.

The bike with the thick tyres doesn't feel sluggish at all; on the contrary, it even rides more lively than the competition thanks to the smaller and fairly light wheels. Whether the cut has advantages in difficult terrain is certainly a matter of taste. Less off-road orientated tyres are also available in the configurator, which would bring the Grix.2 closer to the character of the competition. The very short handlebar unit between the top bar and the brake levers is borrowed from the road bike.

There are plenty of eyelets for bottle cages, luggage and mudguards, which also predestine the bike for multi-day adventures. Technology fans might be interested in the option of a Classified gear hub, which doubles the range of gears for an extra 1,600 euros. The range of sizes is unusual: the second smallest of five sizes fitted the 1.80 metre tall test riders perfectly.

+ plenty of space for wide tyres, very comfortable, lightweight, large sizes available

- no small sizes

Wilier Rave SLR

• Price 8,400 Euro
• Weight of complete wheel 8.1 kilos

Weight frame/fork/steering bearing* 1,060/402/60 grammes
Frame sizes** XS, S, M, L, XL, XXL
Seat/top tube/head tube 500/545/135 mm
Stack/Reach/STR*** 554/382 mm/1.45
Wheelbase/caster 1,020/69 mm

Equipment

Drive SRAM Rival (46/33, 10-36 t.)
Brakes SRAM Rival eTap AXS HRD (160/160 mm)
Circuit SRAM Rival eTap AXS
Wheels/tyres (Weights) DT Swiss CR 1600 Spline/Vittoria Terreno Dry 40mm (front/rear: 1,550/2,000 grams)

With the Rave SLR, Wilier dares to strike a balance between road racer and gravel bike. The bike is available in two set-ups, each with three equipment options. At least visually, the concept works: Whether with wide or narrow tyres, the Wilier always looks coherent. However, in the riding test with wide tyres, you notice that the steering geometry is a compromise: the bike is reluctant to turn, and the front wheel tilts strangely when cornering.

This is manageable, but takes some getting used to. With narrower tyres, on the other hand, the steering feels more fluid. The Gravel version not only has a different gear ratio, but also a different cockpit than the Allroad versions fitted with fast 32-millimetre tyres. As a result, the riding position is somewhat more comfortable than the frame geometry would suggest, while the road cockpit gives you a more stretched-out position.

Unfortunately, the independent handlebar unit offers owners more disadvantages than advantages: The gravel version is only available in two sizes and costs a whopping 900 euros as an accessory. The seatpost clamp also has to take some criticism, as it is difficult to reach and only holds securely with an excessive amount of torque.

+ Lightweight, flexible frame set

- steering behaviour takes getting used to with wide tyres, handlebars only available in two sizes

All technical details and individual ratings of the bikes tested can be found in the TOUR-Issue 1/22.