Short & sweet
The world of road bikes has been enriched by another species: so-called all-road bikes are squeezing in between long-distance marathon bikes and off-road gravel bikes.
Aluminium or carbon, comfort or racing geometry, mechanical or electronic shifting, narrow or wide tyres, cheap or expensive: manufacturers are still interpreting the new category very differently. The test bikes between 1800 and 8900 euros illustrate the wide range.
The all-road bikes in the TOUR test
Anyone who thought that the cosmos of bikes with curved handlebars was now fully occupied with cross bikes, competition racers, marathon bikes and the still young gravel bike is currently being proved wrong. Enter the all-road bike. Almost every major manufacturer now has one of these bikes in its portfolio. What they have in common is that they are located in the niche between marathon bikes and gravel bikes - but beyond that, the industry interprets the new category very differently. And the crucial question has not yet been answered: Do we really need it?
As is so often the case, it all depends on your perspective. If you take the term literally, all-road bikes are bikes for all roads. If you also understand this to mean those that are not tarmac, then this is probably the most common terrain for those cyclists who have already added a gravel bike to their road racer or want to do so. However, since many gravel bikes are increasingly shifting their talents to rough terrain and turning into off-road and luggage-capable adventure machines, they tend to be overqualified for the mixed tarmac and gravel road job.
For gravelled or gravelled forest and field paths, the simpler, more road bike-like, preferably lighter bike would actually be better suited. In other words: the all-road bike. Critics may object that this is old wine in new bottles and that racing bikes have always rolled on such tyres. But this is precisely what makes our test field so exciting: the road racing bike as it was once invented, transferred to the knowledge and technologies of today, it should look exactly like this. We invited seven bikes bearing the Allroad label and tested whether they actually live up to the claim of all-round road expertise.
Allroad bikes in the test - ancestor from the USA
The idea behind the all-road bike is again much more similar to the gravel road bike from the USA, which was designed to be smooth and comfortable with a relaxed riding position, long wheelbase and space for wider tyres for epic rides over America's ubiquitous gravel roads. This clearly set it apart from the light and super manoeuvrable cross bikes of European origin, which were preferably ridden by a few specialists in cross-country races.
However, many gravel bikes now roll on 40 (or more) millimetre wide tyres and emphasise their off-road capability. This may be a little overpowered for riding on tarmac, gravel and dirt roads and paths. The new all-road bikes are ideal for this purpose - even if their appearance is still inconsistent. The manufacturers' interpretations are varied and range from road-orientated all-rounders to off-road bikepackers. Koga, for example, gives the Colmaro the suffix "Allroad", but at the same time advertises the model as a gravel bike.
There is more agreement on the frame geometry. This is mostly orientated towards the marathon bike, which means that you sit comparatively upright in the saddle, which is easy on the back and neck. The outlier is the Vitus Venon, on which you can sit stretched out like on an aero racing bike. With a wheelbase of around 1000 millimetres, the wheels roll safely in a straight line and, in combination with an extreme caster like on the Argon 18 or Fara, almost stoically.
However, the real added value of our test candidates is the ability to fit wider tyres compared to road bikes. Classic bikes for long distances, such as the new Canyon Endurace, can now take tyres up to 35 millimetres wide; the frame and fork of the all-road bikes allow even more space, with 38-millimetre tyres possible on average. The Vitus could even be fitted with 45-millimetre tyres - but its riding characteristics would then have little in common with a road-oriented all-road bike, let alone a marathon bike.
Allroad bikes in the test - the tyres decide
Ex works, the bikes roll on comparatively narrow tyres, making them barely distinguishable from marathon bikes - or documenting their focus on roads and paved paths, depending on your point of view. The Vitus in particular, which could be completely different, rolls on "only" 28 millimetre wide Michelin tyres. The thickest tyres are fitted to the Fara: Almost 37 millimetres wide, the Panaracer tyres arch over the carbon rims and provide noticeable suspension comfort despite the stiff frame.
Depending on the tyres you choose, you can playfully switch between surfaces and have a lot of fun on the road. However, if you go to extremes in terms of tyre width, this can have a drastic effect on steering behaviour, because wide, voluminous tyres influence the interaction of the angles in such a way that a solid straight-line runner can become a vehicle that is nervous to steer. An adjustable axle mount on the fork, which the Rondo Ratt (TOUR 2/2023) has, for example, could alleviate the problem. However, none of the test bikes had this option.
Wide range of applications
Making one bike fit for (almost) all road bike situations through the choice of tyres is nevertheless an exciting approach. Experience has shown that even the most unconventional steering behaviour is no longer an issue after a short period of familiarisation. Nevertheless, you should think carefully about how and on which surface you mainly want to use the all-road bike. You can take a detour on gravel tracks with any model - in addition, the variety of test bikes illustrates the range of possibilities very well.
With mounting points for bags, mudguards and even a dynamo-powered lighting system, a bike like the Ridley Grifn can be converted into a commuter or winter bike. Fara, a young brand from Norway, literally littered its frameset with mounting eyelets, making it look like an adventure gravel bike. Another plus point of the test bikes is their relatively simple construction: External seat clamps or clever system integrations mean that maintenance is usually kept to a minimum and the bikes are easy to customise.
The aluminium and carbon frame materials result in large differences in weight. The Fara is the only bike to weigh just under eight kilos, as it is based on a relatively light frameset despite the many mounting points and scores points with exclusive add-on parts such as the SRAM Red wireless drivetrain. Around 1500 grams heavier is the Giant Contend AR1, which makes up for the weight disadvantage with a stable aluminium frame and impressive suspension comfort. In the final tally, the road-orientated Giant ends up on the podium behind the test winners Fara and Ridley - and costs less than a third of the price.
The development of the all-road bike is still in its infancy and it remains to be seen where it will ultimately lead. However, one could venture the hypothesis that all-road bikes may not exist as an independent category for too long, but instead provide impetus for a modern interpretation of the somewhat outdated marathon racer. However, the name of the versatile, robust racing bike that can be ridden on a gravel track without fear is not really that important, the industry can think about that. The main thing is that such bikes exist.
Allroad bikes in the test - Tyre knowledge for allroad bikes
Which type of tyre is recommended?
Hardly any other product is developing as quickly as tyres. The standard size is 28 millimetres, current marathon bikes roll on 30 or 32 millimetre wide tyres. All-road bikes also come with comparable tyre dimensions as standard. Even at this width, the tyres provide sufficient cushioning to make detours over gravel and forest tracks possible, especially when they are mounted on slightly wider rims and utilise their full volume.
Cross tyres are a sensible alternative. With 33 millimetres and a lug profile, they offer good suspension and more grip. If you ride your all-road bike off-road more often than on the road, you can either consider a tubeless setup or take advantage of the sometimes huge tyre clearance of current models. On average, all-road bikes fit tyres around 38 millimetres wide, with up to 45 millimetres possible in some cases - not even all gravel bikes offer this.
What are the disadvantages of wider tyres?
Compared to road tyres, gravel tyres are heavier and make the steering more sluggish. In extreme cases, this can lead to undefined tilting of the wheel when cornering quickly. In addition, air resistance increases with wide tyres.
Is there a rule of thumb for tyre pressure?
Try it out! You should have the confidence to lower the tyre pressure, especially when riding off-road. Just 0.5 bar less can make a big difference to suspension comfort without significantly increasing rolling resistance. For frequent off-road riding, a tubeless set-up is therefore recommended, which offers better suspension with the same puncture protection.
With or without profile?
If you're serious about off-road riding and don't want to let off the gas in fast bends, there's no getting around a tread tyre. Tyres that combine a smooth tread with higher shoulder lugs are suitable for mixed terrain.
Allroad bikes in the test - the results at a glance
Julian Schultz
Editor
