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The tyres on racing bikes are getting wider and wider. Ten years ago, 23 millimetres was the norm in racing, but today 25 or 26 millimetre wide tyres are common, and even 28 millimetres for some professionals, even on good roads. For races on poor surfaces - with the rump classic Paris-Roubaix being the most demanding - riders are now putting up to 32 millimetre wide tyres on their aero rims.
This may seem absurd to long-time road cyclists, as many have experienced times when road bike tyres couldn't be narrow enough - up to 19 millimetres thin. But today we simply know better because we can measure differences precisely.
Apart from really rough cobbled stretches, the improved comfort should be largely irrelevant to today's professional cyclists. The fact that wider tyres roll faster than hard-packed, narrow road bike tyres plays a bigger role, especially on uneven roads - but not only there.
The thicker tyres also offer advantages in terms of puncture protection: More volume means greater protection against punctures and therefore a lower risk of breaking down. With the right air pressure - significantly lower than with narrower road bike tyres - a wider tyre also gives the actually rather hard road bike a quite acceptable chassis. On bumpy roads, the racer bounces less and is easier to control; in addition, it has better grip when cornering, especially on wet roads.
So there are plenty of reasons for amateur athletes to ride wider tyres. For them, the feeling of comfort is likely to have the greatest aha effect. Compared to 28-millimetre tyres, there is up to four millimetres more suspension travel - on a road bike, that's a world of difference. Even detours on field and forest paths are no longer a problem, touring and touring cyclists benefit from the extended action radius of their racer and can still travel quickly. This is offset by the slightly higher weight and a (slight) aerodynamic disadvantage due to the larger front surface: this amounts to just one watt at a racing speed of 45 km/h - measured by TOUR in the wind tunnel. Handicaps that appear marginal in view of the benefits.
Colourful test field of road bike tyres
Our extensive TOUR comparison test shows the differences to narrower road bike tyres and which models are recommended. The test field brings together a colourful cross-section of the current market: eight clincher and seven tubeless tyres compete against each other - including both top models and affordable tyres, market leaders and also own brands from large bike manufacturers (Cadex from Giant and Bontrager from Trek), as well as interesting outsiders (René Herse). The test field is so colourful because not every manufacturer (yet) has such wide racing tyres in its range; many are also still struggling with delivery problems, so we were unable to test all the models that are theoretically available.
The clincher/folding tyres tested at a glance
- Continental Grand Prix 5000
- Continental Ultra Sport
- Pirelli P7 Sport
- René Herse Stampede Pass Extralight
- Schwalbe Pro One
- Swallow One
- Vittoria Corsa
- Vittoria Zaffiro
The tubeless road bike tyres tested at a glance
- Bontrager R3 Hard-Case Lite TLR
- Cadex Classics 32
- Challenge Strada Bianca Pro TLR
- Continental Grand Prix 5000 S TR
- Pirelli Cinturato Velo
- Schwalbe Pro One TLE
- Schwalbe One TLE
Our Test course first sends all candidates over the scales. One thing is clear: a wider tyre requires more Rubberand that means more Weight. Compared to a 28-millimetre tyre, the previous standard on marathon bikes, the difference is manageable. On average, it is around 50 grams per tyre, slightly less for tubeless models. The lightest road bike tyre in the test from René Herse, the brand of US-American Jan Heine, weighs just 246 grams and is therefore hardly heavier than many road tyres in the 25-millimetre class. The top models from Continental and Vittoria are also quite light. Bringing up the rear in this discipline are - unsurprisingly - the inexpensive clincher tyres from Continental and Vittoria, weighing more than 400 grams each. The lightest tubeless tyre is supplied by Conti, but the differences are not so great with the expensive tyres.
The clincher/folding road bike tyres tested in detail
Continental
- ModelGrand Prix 5000
- Price: 71 Euro >> available here
- Weight/width x height272 gram / 32 x 28 mm
Driving impression: Gentle, controllable tilting at maximum lean angle, very stable and confidence-inspiring until then
ConclusionTop values in all disciplines. Side panel could be more stable
Continental
- ModelUltra Sport
- Price: 23 Euro >> available here
- Weight/width x height: 408 gram / 33 x 29 mm
Driving impression: Slightly harder and more nervous than the top version, but still very predictable
ConclusionVery heavy, but technically good tyre with weaknesses in puncture protection. Top price-performance ratio
Pirelli
- ModelP7 Sport
- Price: 30 Euro >> available here
- Weight/width x height331 gram / 30.1 x 28 mm
Driving impressionGood impression of comfort, somewhat nervous steering behaviour. Stable and very predictable when cornering
Conclusion: Inexpensive training tyre with good grip in wet conditions, not too heavy but not fast
René Herse
- ModelStampede Pass Extralight
- Price: 84 Euro
- Weight/width x height246 gram / 31.5 x 31 mm
Driving impressionLittle grip, but the grip limit is signalled early on. Major corrections are necessary when leaning
ConclusionVery light and fast. Little puncture protection, especially on the sidewall. Most expensive tyre in the test
Swallow
- ModelPro One
- Price: 63 Euro >> available here
- Weight/width x height312 gram / 31.6 x 27 mm
Driving impressionSteers smoothly, good-natured and stable when leaning. Stamps slightly at the adhesion limit, easy to control
ConclusionTop in wet grip, otherwise solid performance without weaknesses. Wide and flat
Swallow
- Model: One
- Price: 60 Euro
- Weight/width x height315 gram / 32.7 x 28 mm
Driving impression: Slightly more tippy than the Pro One in high lean angles, but still one of the grippiest and best
ConclusionHardly any differences to the top model, even in terms of price. Only slightly weaker in puncture protection
Vittoria
- ModelCorsa : Corsa
- Price: 66 Euro >> available here
- Weight/width x height290 gram / 29.3 x 31 mm
Driving impressionNeeds power when turning in, but then drives like on rails. Smooth transition to the adhesion limit
ConclusionLight and fast tyre with weaknesses in puncture protection. Relatively narrow and high tyre.
Vittoria
- ModelZaffiro
- Price: 17 Euro >> available here
- Weight/width x height459 gram / 33.3 x 29 mm
Driving impression: Unagitated, neutral steering behaviour and hardly tilts. However, it slips away quite suddenly
ConclusionThe cheapest tyre in the test rolls and sticks well, but offers hardly any puncture protection. Very heavy.
The tubeless road bike tyres tested in detail
Bontrager
- ModelR3 Hard-Case Lite TLR
- Price: 68 Euro
- Weight/width x height328 gram / 32.6 x 28 mm
Driving impression: Nervous when turning in, wobbly when leaning, but smears well controllable over both wheels
ConclusionRelatively light, but weaknesses in puncture protection and rolling resistance
Cadex
- ModelClassics 32
- Price: 80 Euro
- Weight/width x height329 gram / 34.5 x 30 mm
Driving impressionLots of comfort, sluggish when turning in. Slips quickly and feels slippery. Very nervous when leaning
ConclusionGood spring capacity and comparatively light, but with weaknesses in the wet. Builds very wide
Challenge
- ModelStrada Bianca Pro TLR
- Price: 78 Euro
- Weight/width x height334 gram / 32.5 x 27 mm
Driving impressionSpecial, very smooth ride, very comfortable. Low grip limit, but predictable
ConclusionConstruction with glued tread, rides like a tubular tyre. Difficult to fit
Continental
- ModelGrand Prix 5000 S TR
- Price: 80 Euro >> available here
- Weight/width x height318 gram / 33 x 29 mm
Driving impressionSmooth cornering, slight, controllable tipping. Reaches the grip limit late, then skids only with difficulty.
ConclusionBy far the fastest tyre and also top in the other disciplines.
Pirelli
- ModelCinturato Velo
- Price65 Euro >> available here
- Weight/width x height: 369 gram / 33 x 29 mm
Driving impressionSlightly sluggish when turning in. Plenty of grip, rocks slightly when leaned over, but doesn't feel nervous
ConclusionTop in wet grip, good puncture protection, but only moderately fast
Swallow
- ModelPro One TLE
- Price: 73 Euro >> available here
- Weight/width x height349 gram / 32.2 x 29 mm
Driving impressionGives a lot of confidence, smooth when turning. Slightly more tippy than the clincher version when leaned over
ConclusionGood-natured driving behaviour and excellent grip. Difficult to fit, but often tight at the first attempt
Swallow
- ModelOne TLE
- Price: 60 Euro
- Weight/width x height385 gram / 34 x 30 mm
Driving impression: Slightly softer steering as it is slightly wider, otherwise hardly distinguishable from its more expensive counterpart
ConclusionSlightly heavier and slightly slower than the Pro One TLE, but significantly better puncture protection
Here you can download the whole test, all individual ratings and scores of the tyres for 2,99 Euro
How TOUR tests road bike tyres
TOUR has been setting standards with its test procedures for road bike tyres for many years. The test set-ups are constantly being improved, and a new feature for this issue is the in-house wet grip test on a watered circular track. An overview of the procedures and evaluation criteria.
Test rides with the road bike tyres
Even before the Test bench tests we ride all road bike tyres in direct comparison on a standardised test track, with poorly tarmaced sections, cobblestones and gravelled passages as well as fast, winding descents. We document our subjective impressions for comfort, directional stability and steering behaviour in bends.
Weight of road bike tyres
The following are the weight determined by use. Four specimens of each tyre model are weighed and the average value is graded. Tubeless tyres are given a small advantage of 70 grams in the evaluation, which compensates for the difference in system weight between the two constructions (without 120 grams of inner tube, with 70 millilitres of sealant). The 1.0 of a clincher with inner tube therefore corresponds to the 1.0 of a tubeless tyre. Tubeless tyres with sealing milk. The weight score accounts for 10 per cent of the overall score.
Rolling resistance of road bike tyres
The rolling resistance test is a In-house development by TOUR. An oscillator (a mechanical system capable of oscillation) is fitted with two wheels and the test tyres that have already been run in and loaded with weights. Part of the weight is mounted eccentrically to the axle and causes the apparatus to roll back and forth like a pendulum after a deflection. The lower the rolling resistance of the road bike tyres, the longer the machine oscillates. We measure the coasting distance to a standstill and determine the rolling resistance in watts, converted for a system weight of 85 kilograms and a speed of 35 km/h. The measurement is very close to reality, except for the fact that the system rolls much slower than a racing bike while riding. Resistance measurements on the roller usually show values that are too high because the tyre deforms too much. The biggest advantage of the TOUR method is that we can measure on a flat surface and on different, realistic surfaces - In this test, we measure on smooth concrete and a rough surface, which is modelled on coarse asphalt. Both values are weighted equally and each contribute 15 per cent to the overall score.
Puncture protection for road bike tyres
This assessment is made up of three laboratory tests: In the so-called Stitch test the inflated tyre is struck with a vibrating blade that works its way into the tread - similar to stones or shards that are picked up from a racing bike tyre. The time it takes for the blade to penetrate the tyre is measured. The test is cancelled after 180 seconds as "passed", shorter times lead to a devaluation. The second attempt determines the piercing forcewhich is necessary to penetrate the tread and puncture protection layer. The firmly mounted, non-inflated tyre casing is pierced with a sharpened screwdriver blade. A third test checks the puncture resistance in a similar way. Cut resistance of the side wall. This puncture was not included in the rating in previous tyre tests. However, as wider tyres are also used on rougher surfaces, where these punctures occur more frequently, we have included this criterion for the first time. All three tests contribute equally to the score, which accounts for 30 per cent of the overall score.
Wet grip of road bike tyres
For the Wet grip test In this year's tyre comparison, we have further developed our original test. The model for the test setup was provided by tyre manufacturer Pirelli, where we were able to try out the method for a road bike tyre test for the first time in 2019. The Cornering grip of the tyres on an irrigated concrete circular track; it is located at the airfield in Jesenwang near Munich and is part of the test site of the former tyre manufacturer Metzeler. The TOUR test rider accelerates the bicycle, which is driven by an electric motor, in a circle until the tyre's grip limit is reached. During the ride, the speed is measured and recorded.
The advantage of the method isThis allows the rider to carefully approach the limit range and move the road bike tyres at the grip limit over a longer period of time. The differentiation is even more precise than with our previous test setup, and more accurate statements can be made about behaviour at the limit. Last but not least, the risk of injury to the test rider is reduced. The maximum achievable cornering speed is our measure of wet grip; the handling grade expresses whether a tyre drives predictably and safely at the limitor whether it needs a lot of corrections when leaning. Both assessments are included in equal measure in the wet grip, which accounts for 30 per cent of the overall score.
Jens Klötzer
Editor
