Post-pandemic slump? Direct-to-consumer brands? The death of local retailers? Dont worry. Local bike shops are still here, and all signs suggest theyre here to stay. We spoke to an organisation thats not only committed to preserving independent bike retailers, but to helping them evolve: ZEG.By all accounts, the bike shop from around the corner should have disappeared years ago; at least, if youd believed the predictions of the past two decades. Direct-to-consumer brands, online retailers and bike megastores. Add online bike configurators, virtual bike fits and the promise of a fully digital customer journey, and the local bike shop seemed destined for the same fate as the neighbourhood electronics store just another empty shop window, or maybe a new pizza takeaway.Yet despite all those predictions, the local bike dealer has refused to become obsolete. Workshops, showrooms and retail floors are still everywhere. People still help other people choose frame sizes, groupsets and e-bike motors. And while we, in the cycling bubble, tend to think in terms of brands and vibes, much of what makes cycling special still happens face-to-face, between a retailer and a customer.So where does bricks-and-mortar retail stand today? What challenges does it face? And why has it proved more resilient than so many other industries?To find out, we spoke to an organisation more deeply intertwined with independent bike retail than almost anyone else.Where Pragmatism Meets IdealismThe Zweirad-Einkaufs-Genossenschaft, or Two-wheeled Purchasing Cooperative is something of a unicorn in the cycling industry. Product development, manufacturing, proprietary brands, wholesale distribution, marketing, workshop certification and retailer services it does a little bit of everything.And unlike most companies, ZEG belongs to its members: the retailers themselves. Founded more than sixty years ago, the cooperatives logo now hangs above the shop windows of more than 1,000 bike stores across Europe.We sat down with Axel Hintermaier, Head of Member Support at ZEG, to talk about step-through bikes, the future of bike retail and running shoes.GRAN FONDO: What did a bike shop look like back in 1966?Axel Hintermaier: Back then, bike shops were closer to small kiosks than the experience centres we know today. You might have seen five bikes in the shop window. Customers could choose between a diamond frame or a step-through frame, and maybe two colours. If someone had heard about a new bike or seen an advert in the newspaper, theyd go to their local dealer not to compare hundreds of different models, but to buy that particular bike, assuming the shop had one in stock. Back then, the local bike shop was the only link between the brand and the customer.GF: How much idealism was behind the idea of founding a cooperative?Axel: It wasnt just a pragmatic solution to an everyday problem, it was about building a strong community. A single bike dealer had virtually no bargaining power with manufacturers. Eight dealers working together suddenly had a very different position. Instead of ordering ten locks, they ordered a hundred and secured much better terms. That created the economic foundation that allowed them to build sustainable businesses over the long term. Our retailers arent customers theyre owners.GF: If you compare a bike shop in 1966 with one today, whats changed the most?Axel: Bike retailers sell a lot more than bikes. They sell mobility solutions, leasing contracts, service packages and software updates. Modern bicycles have become far more complex and so has the role of the retailer. Back then, it was all about bikes, inner tubes and locks. Today you also have to deal with e-commerce, data protection, marketing, staff management and an ever-growing list of legal requirements. Running a bike shop now demands far more than simply selling bicycles. Thats why the need for support has grown so significantly.GF: How has that changed what ZEG offers its members?Axel: In the early days, the focus was simple: buying together to get better prices. Today we support our members in completely different areas from workshop training and digitalisation to marketing, store design and legal advice.GF: The word cooperative still carries a certain romantic idealism. How does the model actually work?Axel: Our retailers arent customers theyre owners. When someone joins ZEG, they buy cooperative shares and become part of shaping the organisations future. Through a range of working groups, the experience retailers gain on the shop floor feeds directly into product development, services and marketing. The principle is simple: decisions about the bike trade should be made with retailers, not for them.The Value Chain GangBicycles are emotional products. We buy bikes. We ride bikes. We talk about bikes. Hardly anyone posts unboxing videos of a toaster. Bike brands figured that out long ago. With clips, campaigns and activations, they target our reward centres directly.The structures behind independent bike retail, by contrast, speak more to the prefrontal cortex. It takes a bit of brainpower to appreciate what ZEG actually does. Round tables instead of aero optimisation. Data protection instead of design language. Workshop certification instead of vibes.Yet ZEG doesnt just work behind the scenes it also takes centre stage. In retail, that stage is the shop window. Brands like Pegasus and Bulls are exclusive to ZEG members. Then there are brands like Kettler, Hercules, Flyer, ROTWILD and i:SY, which also belong to ZEG, but are available through retailers outside the cooperative.What began as a purchasing cooperative has grown into one of the most influential players in the European bicycle industry including its own manufacturing facilities in Germany. The Kettler factory in Sankt Ingbert is home to one of Germanys largest and most advanced bicycle production facilities. Up to 200.000 bikes can be painted and assembled there every year, using frames manufactured in Asia. ZEG has long since become more than a buying group. Today, it controls large parts of the value chain itself.GF: A purchasing cooperative with its own manufacturing sounds like a contradiction. Why does ZEG build bikes at all?Axel: Independent bike retail can only succeed with high-quality products. Above all, we want to develop our brands through quality. Thats why weve invested heavily in raising our manufacturing and quality standards over the past few years. You wont necessarily notice it at first glance. But when a customer still feels theyre riding a reliable bike after two or three years thats what builds trust in a brand.GF: When you talk about quality, what does that actually mean?Axel: Quality begins long before the first ride. A good bike has to be easy to assemble, reliable, easy to service, and still feel like a premium product years down the line. Our goal is for both the mechanic building the bike and the customer riding it every day to enjoy the product. Thats what ultimately defines a strong specialist retail brand.The Internet is Exceptionally Good at Selling Bikes. Its Considerably Worse at Repairing Them.GF: Whats the biggest advantage local bike retailers still have over online retail today?Axel: Proximity to the customer. Bike shops are part of the local infrastructure. If something goes wrong with your bike, you want someone around the corner you can rely on whether its a puncture, a routine service or a technical issue with your ebike. A bicycles story doesnt end when its sold. Ideally, the retailer supports the customer throughout the entire life of the product. Thats something online retail can only do to a very limited extent.GF: Can a bike shop still succeed today if it focuses purely on selling bikes?Axel: No. Those days are over. The rise of online retailers made it clear that specialist bike shops can no longer compete on price alone. Service is what makes the difference. Sales and the workshop have become inseparable. Without outstanding service, a bike shop has no long-term future.From Bike Buyers to Bike RidersAnyone whos followed the discussions around the cycling industry, overcapacity and the post-pandemic downturn has probably wondered what the future of the bike trade actually looks like. Leasing schemes have filled garages with premium bikes, countless basements are home to barely-ridden bicycles gathering dust, and even people who never thought theyd own one now seem to have a gravel bike.But how do you turn bike buyers into bike riders? People who see their local bike shop as the go-to place for everything cycling. A place to meet for group rides, talk bikes, get repairs done and, yes, spend money.Perhaps thats exactly where the next stage in the evolution of specialist retail begins. Not as a sales floor, but as a meeting place. A hub for group rides. A workshop, caf, event organiser, route planner and trusted point of contact all rolled into one. In that world, the retailer isnt just selling a product theyre opening the door to a community.The drop bar scene is already moving in that direction. Coffee rides, community rides and shop rides have become part of the business model in many places. In the ebike world, by contrast, the relationship between customer and retailer still too often ends at the checkout. Maybe its time to rethink what service actually means. Not just advice, bike fitting and repairs, but the ability to keep people riding for years to come.Expert Advice Is a Premium ProductGF: Why are you convinced that brick-and-mortar bike retail still has a long-term future?Axel: Because bicycles remain deeply analogue products. You have to ride them, experience them and feel them. Twenty years from now, we still want to be out riding not sitting on the sofa wearing a VR headset. Thats exactly why there will always be places where people can test bikes, get expert advice, and receive proper service. Digitalisation will complement specialist retail but it wont replace it.GF: Many people still believe that physical retail will eventually be displaced by online shopping.Axel: I had an experience recently that made me think otherwise. I was shopping for running shoes with my daughter and, honestly, I assumed that business had moved online by now. The opposite was true. The shop was packed. Everywhere you looked, people were getting advice, and customers of all ages were taking the time to find the right shoe. Even I was surprised.GF: What ultimately brings customers into a bike shop the bike, or the person selling it?Axel: Our retailers are very clear about that: its the people. In fact, one of our marketing working groups recently confirmed exactly that. Many dealers now deliberately feature their own staff in brochures and campaigns because people build trust with people. Of course, some customers prefer to shop anonymously. But just as many value personal relationships. I see it among my own friends. They dont say, Im going to dealer XYZ. They say, Im going to see Thomas hell have a look at my bike. Once customers know and recognise the people behind a shop, a relationship begins to develop. Thats something brick-and-mortar retail will always have over online shopping. We sell joyGF: Do you think expert advice itself can become a product?Axel: Were already seeing that in other industries. When you buy running shoes, skis or tennis rackets, some retailers charge separately for expert advice, and then deduct that fee if you make a purchase. It shows how valuable personal expertise has become. Why should qualified advice always be free?GF: Why would you still open a bike shop today?Axel: Because we sell joy. Customers leave the shop with a smile on their face, looking forward to their first ride. There are plenty of industries where people buy products out of necessity or obligation. A bicycle, on the other hand, is something you buy because you want to experience something. Thats a privilege and one of the best reasons I can think of to become a bike retailer today.Der Beitrag Long live the independent local bike shop Whats Behind ZEG? erschien zuerst auf GRAN FONDO Cycling Magazine.

Cycling loves to pretend its just a sport. Of course, thats nonsense. By now, weve turned our hobby into a fully-fledged religion complete with relics, pilgrimage sites, saints, virtues and commandments. The greatest of them all: Thou shalt not stop. What does that do to us?God, you have to imagine, must be a happy fellow. Anyone who still finds the time to keep a protective hand over his flock of ultracyclists, while the rest of the world is falling apart, has to be either incredibly generous or exceptionally well organised.So what happened? Pastor Pawel Nowak from Bremen, Germany lined up for the Race Across America with Gods help. As the Almighty probably wasnt sitting in the team car handing out caffeine gels, were talking about a different kind of support. Faith. Faith in yourself. Faith that youre capable of something extraordinary.So far, so good. Thats what faith is for. But Nowak takes it one step further: Faith tells me not to stop the moment things get difficult or the pain begins. It tells me to simply keep going.Simply keep going. Ride on. If God tells you to keep pushing, who are you to stop? In everyday life we praise moderation. On the bike we worship extremes. Where does inspiration end and hero worship begin?The Liturgy of SufferingFaith. Pain. Sacrifice. Cycling is the perfect match for lifestyle martyrs. Religions have fasting, pilgrimages and self-mortification. We call it clean eating, Alpe dHuez and Everesting. In both worlds its about self-denial in the hope that something greater awaits at the end of the road. Heaven, or an oat-milk latte; it hardly matters, as long as salvation is part of the deal. Somewhere along the way, cycling wrote its own gospel. And one commandment towers above the rest: Thou shalt not stop.We celebrate riders who drag themselves over the finish line with broken collarbones, fractured vertebrae and enough missing skin to upholster a dining chair. We romanticise teammates who keep pulling turns with punctured lungs.Before collapsing on Mont Ventoux, Tom Simpson supposedly muttered, Put me back on my bike. Whether he actually said it is beside the point. The fact that we want to believe he did tells us everything about the stories we choose to celebrate. Cycling doesnt just admire suffering. It canonises it.And not just in the WorldTour. Out on the fringes of the sport, endurance athletes pedal themselves into hallucinations, cross continents without sleep, and somehow keep finding new ways to turn multi-day bikepacking routes into twenty-four hour challenges. The only problem? By the end, everything is so swollen that your own phone wont recognise your face anymore. Suffer now. Smile later. The Book of Ultracycling. Chapter 2. Verse 24.The more absurd the ordeal, the greater the applause. Riding up a mountain at 180 beats per minute builds character. Two nights without sleep turns you into a prophet. Sleep deprivation becomes mental resilience. Hallucinations become spiritual awakenings. Physical collapse becomes personal growth.We like to call it switching the brain off. More often than not, its the brain that switches the body off.The Gospel According to StravaFor many of us, suffering is the universal currency of cycling. We count it in annual mileage, average speed, elevation gain and FTP. To some extent, thats simply the nature of riding drop bars.Other sports celebrate moments of brilliance a flash of genius, a signature move, the perfect piece of skill. Even mountain bikers can fill an Instagram feed with stylish whips and spectacular drops. Road cycling plays by different rules. If you want to ride faster, theres only one option: ride longer, dig deeper, hurt more.And strangely enough, thats exactly what makes it so satisfying. Suffering has a way of separating the process from the outcome. You can lose a KOM. Someone will always ride your climb faster. But nobody can take the effort away from you. The pain is yours. The miles are yours. Pain is temporary. Glory lasts forever. More importantly, suffering gives meaning to the ride.And suffering is wonderfully democratic.Not everyone can be Lionel Messi. Not everyone can throw a nine-darter. But everyone can be cold. Everyone can be hungry. Everyone can be tired. Pain tolerance is the most egalitarian talent in sport.Well never produce Pogaars power numbers. But weve all had that moment when our legs begged us to stop. Pain is the common language. It bridges the gap between the WorldTour and the weekend ride. Suddenly, every motorway overpass feels a little like the Muur van Geraardsbergen. You just have to picture the chapel for yourself.As if that wasnt enough, suffering comes with another advantage: its perfectly suited to modern life. Every act of suffering begins with the same thing delayed gratification.The ability to postpone pleasure has become one of the defining virtues of modern society. Our ancestors hunted mammoths, feasted until they couldnt move, and then went hungry until being eaten by a cave bear. Today we invest in ETFs, dental insurance and annual mileage.Sooner or later, though, we all discover the same uncomfortable truth. Whether were looking at our investment portfolio or our Strava account, someone else has always been more disciplined. But where the extreme saver gets eye rolls, the extreme rider gets kudos.Little by little, they become the benchmark for what cycling is supposed to look like: the biggest elevation totals, the longest twenty-four-hour rides, the shortest caf stops. The role models of our sport arent cyclists anymore. Theyre endurance professionals.It may all look relaxed, friendly and wonderfully non-commercial on Instagram, but make no mistake: these are world-class athletes quietly redefining whats considered normal. And every year, the bar moves a little higher.RevelationsOne of those athletes is Jack Thompson. The multiple ultracycling world record holder once put it like this: Last years extreme is this years mainstream. Thats the game. If you want people to notice, you have to push the line a little further every single year.In 2024, Thompson set himself another challenge: riding the Camino de Santiago in world record time. Seven hundred and seventy-five kilometres. Ten thousand metres of climbing. Less than twenty-four hours. A pilgrimage at 32 km/h. Not exactly the ideal pace for quiet reflection.Then he got sick. He stopped. He decided that the risk of causing lasting damage simply wasnt worth it.What began as a record attempt turned into something else entirely a journey with his father. A journey that, in his own words, changed the way he thinks about records, ambition and the endless chase for more.Jack is fortunate enough to work with partners who dont measure success purely in likes, followers or records. And that makes sense, because the real fascination of an ultracycling project doesnt begin at the finish line. It begins with an idea. It grows through preparation, doubt and all the decisions made long before the start and sometimes, the bravest decision youll make is the decision to stop. When world-class athletes have the courage to step away instead of pushing on regardless, that can be even more inspiring than chasing yet another record.A pastor finds the strength to keep riding through faith. An ultracyclist finds the strength to stop on a pilgrimage. Cycling loves extremes maybe because theyre easy to romanticise. Records. Pain. Heroes. But the stories that stay with us are rarely about how far someone rode. Theyre about why they rode. And why, eventually, they chose to stop.Der Beitrag Thou Shalt Not Stop: The Cult of Extremes erschien zuerst auf GRAN FONDO Cycling Magazine.

Think tire installation, and chances are you also think about tubeless, and all of the hassle that can come with it. Sometimes sealant spills everywhere, other times the tire simply refuses to pop into place. Thanks to its integrated compressor function, the Feedback Sports floor pump promises to make the whole process a breeze. We put the Pneuma CC Floor Pump to the test!Feedback Sports Pneuma CC Floor Pump I 1,936 g I 99 I Manufacturers websiteAt first glance, the Feedback Sports Pneuma CC looks like an ordinary floor pump. But appearances can be deceiving. The Pneuma CC combines the functionality of a conventional floor pump with an integrated pressure tank, neatly hidden away without any additional components. The highlight? The discreet tank isnt just designed to make tubeless installation easier, it can also supply Feedbacks Pro Air Lift repair stand with the pressure it needs in no time. The floor pump aims to impress with clever features such as the seamlessly integrated pressure tank, all at an RRP of 99. Is this the tool weve been missing for hassle-free tubeless setups at home, without a noisy compressor? And is it worth buying?Feedback Sports Pneuma CC Floor PumpThe Key Facts at a GlancePrice: 99Weight: 1,936 g Type: floor pump with integrated pressure tankValve compatibility: Presta, Schrader and ClikSpecial feature: switch between pressure tank and regular pump without any conversionGeneral use allgemein: home workshop, tubeless installation and tire pressure adjustmentSuitable for: gravel, road, MTB, trekkingTested use: tubeless installation on a road bike and XC bikeWhat Exactly is a Floor Pump with a Pressure Tank? This type of pump combines a conventional floor pump with a reservoir to store compressed air. You first use the pump to manually pressurise the integrated tank. Flip the lever and the stored air is released into the tire in one powerful burst. This sudden blast of air pushes the tubeless tire straight into the rim bed. It does exactly what youd otherwise need a noisy workshop compressor for.Feedback Sports Pneuma CC Floor Pump Review What Can this Compressor Floor Pump Do?It doesnt take long to see what the Pneuma CC is capable of. The robust body and wide steel base form a stable unit, keeping the pump firmly planted even when you put some muscle into it. In our test, it seated tubeless tires without any problems on both the road bike and XC bike, and that was true for every different tire we tried. This is despite the pump being noticeably slimmer, and having a smaller tank volume than some competing models. We tested it with standard Presta valves. However, if youre dealing with heavily gummed-up valve cores or a particularly stubborn tire, the Pneuma CC Floor Pumps smaller tank could reach its limits. In that case, the blast of air might not hit the tire with enough pressure.It takes ten strokes to fill the tank, with the resistance only becoming noticeable after around seven. The pump remains easy to operate up to roughly 7 bar. The air release feels slightly slower, but its still more than sufficient to seat a tire. Thanks to the high volume per stroke, the pump shifts plenty of air with every push. Another plus is its comfortable height, which made the Pneuma CC Floor Pump a good fit for taller riders in our test, too. The elongated pump head and long hose make pumping noticeably easier. The head works directly with Presta, Schrader and Clik valves, with no conversion required. Attaching it to the valve and removing it again is effortless, with very little air loss. For storage, the hose runs neatly along the pump body where it is secured with a clip. Theres also a handy accessory compartment built directly into the handle, with room for tools and adapters The body of the Pneuma CC Floor Pump feels robust, with cleanly finished edges. Another positive is that wear parts such as the pump head, hose, O-rings and clip are available as spares. The foot lever is made of plastic. How well the mechanism will hold up over time if you accidentally press down too hard remains to be seen. A small click mechanism when the lever engages, providing tactile feedback, would be a useful addition it could help prevent you from applying too much force.Ergonomically, the rubberised plastic handle of the Pneuma CC Floor Pump works well, although riders with very large hands might appreciate another 3 to 4 centimetres of width. The low-mounted pressure gauge doesnt get in the way in everyday use, though the bar markings are very small compared to the PSI scale.DThe stable, wide base gives the Pneuma CC Floor Pump a solid footing while the ergonomically shaped handle provides excellent control when pumping.No wobbling or slipping while you pump.In a nutshell: the Pneuma CC seated every tubeless tire we tested on our road and XC bikes without any problems. The compact pressure tank is sufficient for typical tubeless setups, but it can reach its limits with particularly stubborn tires or gummed-up valve cores.Who is the Feedback Sports Pneuma CC Floor Pump For?The Pneuma CC Floor Pump is right for you if you Want to make tubeless tire installation easier Are short on space Need a floor pump for everyday useThe Pneuma CC Floor Pump isnt right for you if you Are looking for a portable roadside solution or a professional workshop toolWould We Buy the Feedback Sports Pneuma CC Floor Pump?Yes. The combination of a floor pump and effective pressure tank makes everyday tire installation considerably easier. The floor pump feels very well made, with no sharp edges, while its wide base keeps it stable even at high pressures. After putting it through its paces, we think the priceperformance ratio is spot on at 99.Conclusion on the Pneuma CC Floor PumpThe Feedback Sports Pneuma CC Floor Pump is a well-designed floor pump for any home workshop. In our test, the integrated pressure tank reliably delivered the blast of air needed to seat tubeless tires, making a separate compressor unnecessary. Our only minor criticisms are the rather small bar scale and the slightly narrow handle. If youre looking for a versatile, high-quality pump for home workshop use, the Pneuma CC ticks all the right boxes.TopsStable, wide baseHigh-quality, robust constructionReliably helps with tubeless tire installationSufficiently long high-pressure hose and high volume per strokeEasy to service: can be disassembled and spare parts are readily availableFlopsBar scale is a little too smallHandle is slightly narrow for large handsFor more information, visit feedbacksports.com Want to read more pump reviews? Check these out:Electric Mini Pump Group Test Gimmick or Game-Changer?Hot or Not? CYCPLUS AS2 Ultra Electric Mini Pump on ReviewWhich tire really delivers on gravel? Head straight to our big gravel tire group test:The Best Gravel Tire on Test 32 Tires in Our Big Group TestDer Beitrag The Lab: Pneuma CC Floor Pump Review Compressor Floor Pump for Tubeless Tires erschien zuerst auf GRAN FONDO Cycling Magazine.

Over 100 readers applied. Only a handful made the cut. The mission was clear: to experience the Road World Championships together, GRAN FONDO style. For us, that meant a fast group ride through the Black Forest, endless bike talk and the Worlds on a shared screen, with no medals, rainbow jerseys or UCI points at stake.Gruppo compatto. It rolled like clockwork!Our GRAN FONDO national team: how we picked the squadWere always up for making things happen together with you, and legendary events like the Rari Racing Club have already given us plenty of practice. So, with the World Championships approaching, there was only one thing for it: we had to select our very own national squad. Every member earned their place with their own particular set of qualities.Sren, the stylistRapha Amani jersey, matching bucket hat and a pair of dazzling Gobik shorts: Sren is living proof that style and speed absolutely belong together. Looking this good practically guarantees you a place in the squad.Stefan, the exotic dudeStefan turns up with a Quickpro ER that could easily blend into our current race bike test field on looks alone, while sitting in a completely different price league. The Chinese custom bike even does without paint entirely to save the last few grams. In the pro peloton, youll often see unpainted frames underneath team leaders. Is Stefan trying to tell us something?Joshua, the diesel engineJoshua is actually a triathlete. Translated into cycling speak, that means a big engine, a massive gear and absolutely no pulling off the front after 20 seconds. On the fast sections, he keeps the pace high and makes sure nobody simply rides away on the flat.Doro and Dieter, heroes from DonaueschingenAs the only woman in the group, Doro repeatedly shows the rest of us how its done. She has also brought backup: Dieter from Donaueschingen, a town that could almost pass for the new capital of German cycling.Johannes, the musicianProfessional musician, climber and owner of a 2015 Cervlo S5. So Johannes doesnt just blow the race apart on the climbs, he also takes the opportunity to show our current Soloist test bike who its daddy is.Martin, the rookie who doesnt want to be oneMartin rides in the group with such relaxed confidence that nobody gives it a second thought. Until, at some point, he casually mentions that this is his first ever proper group ride. Sorry, what?Arthur, the French mountain goatA trail runner by trade, but just as difficult to rein in on a bike. Arthur is always happy to set the pace and, as our resident Frenchman, brings the necessary dose of national pride to the public viewing too. When Paul Seixas starts cramping, pretty much the entire room suffers with him.Christoph, the tacticianIf Jens Voigt and Fabian Wegmann were commentating, theyd probably point out Christophs experience on the track straight away. Smooth pedalling, a steady line and eyes everywhere: hes in charge of tactics. Between the Cycle Punk jersey and the Antifa sticker on his frame, Dieter leaves little doubt about where he stands on the notion that sport is apolitical. Needless to say, hes our go-to man for team statements.Simon, the motivatorWhen the legs start getting heavy and the mood threatens to turn into Remcos about to start thumping his handlebars, Simon steps in. Permanent grin, relentlessly good mood and always another joke up his sleeve. Hes our mobile team morale department.Tobi, the guideTogether with author Bene, Tobi takes on the role of capitaine de route. Not because either of them particularly needs to parade around with a captains armband, but because somebody has to keep this lot together. Everyone makes it back together. Job done.Robin, the team managerRobin bankrolls the team with passion and is already working on making his reports more successful than Patrick Lefeveres columns. Theres just one key difference: hes trying to do it without constantly laying into his own riders.Henry, our team mascotAnd whats a good team without a mascot? Probably just as successful from a sporting perspective, but only half as cool. Which makes Henry completely indispensable.Fast bikes, Ferrari, the World Championships? Sorry, but nobody comes close to Henry as the star attraction.Fast bikes, Ferrari, the World Championships? Nothing comes close to Henry as the star attraction!Sren won us over with his unique style. We love it!The all-round race bike world championWhile the World Championships are taking place in Canada, were running our own search for the best all-round race bike in the world. That gave our guests a little peek behind the scenes. Before the group test was even published, they got to inspect the bikes, get their hands on them and, of course, deliver their verdicts. The application process had already produced a clear favourite: the Specialized Tarmac drew the most interest. Once everyone saw the bikes in person, however, the balance shifted, and the Parapera stole the show.Talking bikes with our editor!And its hardly surprising: Campagnolo, Lightweight and luxury everywhere you look, all for the lowest price in the test field. Our readers quickly proved themselves to be genuine experts too. Doro is even planning to buy a Parapera in the future, so shes soaking up every scrap of information. Shes probably waiting even more impatiently for our finished test than we are.Stefan, meanwhile, remains relaxed. Hes already made up his mind about his own ER: Chinese-made luxury with performance to match, at a fraction of the price. Plenty to debate? Absolutely.Luxury made in China: Stefan is convinced his ER can match our bikes at a fraction of the price!The ride: World Championship pace and gruppo compattoThe original plan was fairly harmless. A little over 120 kilometres through the valleys of the Black Forest, at an average pace of just under 28 km/h relaxed and conversational, with coffee and cake along the way. A classic social ride, basically. Our national team had other ideas.Apparently, everyone had taken their selection a little too seriously. Joshua started chewing through the kilometres like a proper rouleur, Arthur and Johannes turned up the pressure on the climbs, and suddenly our easy spin had become a remarkably consistent 35 km/h paceline.The surprising bit? It worked. No frantic attacks, nobody getting dropped, no incidents. Instead, there were smooth turns on the front, good communication and a group that stayed compact even at high speed. Gruppo compatto, just as it should be. Stefan seemed particularly taken with the whole thing. Once he reached the front, he showed absolutely no interest in giving up his turn.But we wouldnt be GRAN FONDO if even our fastest rides went without coffee and cake. So, obviously, we stopped. We dont have scientifically robust evidence to back this up, but the carbs and caffeine might just have had something to do with the pace staying high afterwards.The only thing better than the harmony in the group was the weather: sunshine, 28 degrees and late-September conditions that felt more like the height of summer.Good thing Simon had packed enough sun cream for the entire team. Because at the end of September, thats definitely something absolutely everyone remembers to bring.After the cake, Stefan had no intention of leaving the front!Carb loading and public viewing. Recovery doesnt get much better than this!Tension, pizza and pure ciclismo!Back at HQ, there was no time to waste. Bikes down, TV on. With around 130 kilometres still to go, the World Championship race was already in full swing. The debate had started before wed even set off: Whos the favourite? Whos the outsider? When will the decisive attack come? And, most importantly, how many times will Remco Evenepoel thump his handlebars if the race doesnt go to plan?An original UAE Team bike and the winners actual weapon of choice! We wanted to deliver the full World Championships experienceAs it happens, wed picked Brandon McNulty as a dark horse in our pre-race discussion. But with German, Swiss and French guests in the room, every attack immediately became a diplomatic issue anyway.So when Mauro Schmid makes his move, almost everyone suddenly gets behind him. Swiss, German-speaking: the perfect compromise.Add pizza, tired legs and twelve people who had been hammering through the Black Forest together just a few hours earlier, now commentating on every attack on screen as though they were sitting in the team car, and youve got about as much ciclismo as anyone could ask for.To top it all off, we even had a genuine UAE team bike on site, just like the one McNulty rode to victory. The World Championships up close, even if we werent in Canada.By the time the event wound down, the glorious sunshine had long since disappeared!In the end, our World Championships weekend was never about who was strongest, whose bike cost the most or who cheered loudest at the public viewing. It was about what makes any great group ride: different people, different bikes and different strengths, all arriving at the finish together. And if thats our national team, well happily make the selections all over again next year.Thanks to everyone!Der Beitrag Fast Bikes, Good Company and Pizza: The World Championships, Gran Fondo Style erschien zuerst auf GRAN FONDO Cycling Magazine.

Yet another new standard? 32-inch wheels promise more stability, traction and comfort on a gravel bike, but the trade-offs in agility and compatibility get less airtime. We took a detailed look at the Faction Bike Studio Atlas to find out how a 32-inch gravel bike actually rides, and whether the format is here to stay.Grere Laufrder rollen leichter ber Kanten, halten die Geschwindigkeit besser und sollen auf Bigger wheels roll over obstacles more easily, carry speed better and promise more traction on rough ground. That, in essence, is the thinking behind 32-inch wheels, a format now making its way over from the mountain bike world and shaping up as the next big shift in gravel. The obvious question is whether we need yet another new standard, one that brings new frames, new tires and a spare-parts market still to establish itself.As our colleagues at sister magazine ENDURO suggested in their analysis of how wheel sizes are evolving, it seemed only a matter of time before the trend reached gravel. By now, that question appears to be answering itself. Alongside Faction Bike Studio and SCOTT, Ridley, Canyon, CUBE and Trek are also said to be working on their own 32-inch concepts. Just last weekend at Sea Otter Europe in Girona, it became clear how quickly the field is growing. Megamo unveiled a 32-inch version of the Silk, while Avona also presented their own prototype with a 32 version of the Callis. The latter even enjoyed immediate success in the accompanying UCI race.Faction Bike Studio had already taken the first step a few months earlier. After their Big Ben MTB prototype, the team followed up with the Atlas, a 32-inch gravel bike, and we were among the first media outlets to ride it. As with so many prototypes, the key question is the same: are we looking at the future of gravel racing, or just another expensive detour the industry could do without?If you know Faction Bike Studio, youll know that they usually develop concept bikes for other brands. The Atlas is therefore deliberately straightforward in its ambition. It is a feasibility study designed to answer one specific question: what happens when you fit 32-inch wheels to a gravel bike?Whats Inside the Faction Bikes Atlas?The frame combines carbon tubes with aluminium lugs, a hybrid construction Faction already used for their 32-inch Big Ben mountain bike. For prototype development, its a pragmatic and cost-effective approach. Unlike a conventional monocoque carbon frame or a welded aluminium frame, the geometry can be adjusted simply by swapping the lugs, without the need for expensive new carbon moulds or welding jigs.Our test frame is equivalent to a size 55, or a medium. Its fitted with 32-inch Easton carbon rims, 50 mm Schwalbe G-One RX Pro tires and a TRP/Classified Vistar Powershift drivetrain with a 46-tooth chainring. To keep the stack height in check, Faction use a -35 stem. Its not the most elegant-looking solution, but functionally it does the job.The geometry shows just how much trial and error goes into a prototype like this. Our size M test bike has a stack of 575 mm and a reach of 411 mm, figures youll also find on current 700c gravel bikes such as the new Canyon Grail CF SLX. On paper, then, your position on the Atlas is very similar to what youd expect from a conventional race bike.The difference lies in the details that the numbers on paper dont reveal. Compared with 700c, the 32-inch wheels raise the front end by around 32 mm. In theory, that would be easy to compensate for. A head tube that might measure roughly 122 mm on a 700c bike would only need to be shortened to around 90 mm on the Atlas to keep the front end at the same height and retain compatibility with conventional stems. Around 90 mm is also close to the practical lower limit, as going any shorter quickly becomes technically difficult.Why Faction opted for a -35 stem instead of shortening the head tube more aggressively remains unclear. Most likely, using a standard stem is simply easier and cheaper on a prototype than developing an ultra-short head tube optimised specifically for each frame size. Its not exactly elegant, but that in itself shows just how much of a prototype this prototype really is.It gets even more interesting when you look at the Atlass full size chart. On most production bikes, the head angle tends to get slacker as the frame size increases. On the Atlas, it does the exact opposite, rising from 68.5 in 2XS to 71.8 in XL/2XL.The reason is likely down to the interaction between toe overlap and front-centre length. The smaller the frame, the tighter things get between the bottom bracket and the oversized front wheel. A slacker head angle pushes the front wheel further forward, creating the clearance needed.The first impression is unmistakable. Beside the frame, the 32-inch wheel looks almost oversized, and its exactly this disparity in scale that pushes the Atlass geometry, stem, and head tube to their limits.Thats exactly what Faction are getting at with their own note. For our test size, it isnt the head angle itself that ideally needs further adjustment, but the trail, in order to fine-tune the handling.That isnt simply a matter of choice, though. Trail is determined by the relationship between head angle and fork offset, meaning the distance between the steering axis and the centre of the hub. To change it without altering the head angle at the same time, the Atlas would need a fork with a different offset.The Physics Behind Bigger Wheels The different ride feel is largely down to weight. A 32-inch wheel and tirecombination is heavier, which means it takes more effort to accelerate and more force to slow down again. Once up to speed, though, that extra rotating mass helps it carry momentum more stubbornly.Then theres the geometry of the wheel itself. A larger wheel hits edges and holes at a shallower angle, so it rolls over them more smoothly rather than striking them head-on, losing less speed in the process.Together, these two effects, greater mass and a shallower impact angle, bring a whole range of changes to the way the bike rides. Bigger wheels roll over holes and rocks more easily and lose less speed in the process.The key factor is the angle at which the tire meets an obstacle. The larger the wheel radius, the shallower that angle becomes. Rolling over an edge then feels more like riding up a gentle ramp than hitting a sudden step. A smaller wheel, by contrast, has to use more of its forward energy to get over the same obstacle. It is briefly slowed down and then has to accelerate again afterwards. With a larger wheel, that braking effect is noticeably reduced, and over countless small impacts it can add up to a genuine speed advantage.Overall, the bike feels less twitchy over rough ground, tracks more confidently through fast sections and remains calmer at high speed thanks in part to the slightly stronger gyroscopic effect of the heavier wheels. Impacts and vibrations feel better muted, while the longer contact patch improves power transfer on loose surfaces.The wheels also drop less deeply into holes and depressions, making the handling more predictable on rough terrain. Because fewer sharp impacts mean less need for constant corrections and repeated accelerations, the bike carries more flow across coarse gravel. As a result, rough sections feel noticeably smoother without necessarily needing more suspension travel. The OversizePromise: What Does the Atlas Deliver on the Trail? Thats exactly what you notice on fast gravel tracks. Where 700c wheels can catch or briefly hang up on a sharp edge, the Atlass bigger wheels simply roll through, making potholes and washboard surfaces feel more like minor ripples. Once up to speed, the Atlas carries its momentum with impressive consistency, without demanding constant bursts of acceleration.The larger, longer contact patch of the 32-inch tires also deliver noticeably more traction on loose gravel, especially through corners and on climbs. In practice, the ride feels closer to an oversized enduro wheel than a conventional gravel bike: planted, composed and almost ponderous. On fast descents over loose terrain, that combination of rollover, inertia and grip gives the Atlas a level of calm you simply dont expect from a gravel bike. What the 32-Inch Gravel Bike Prototype Still Hasnt Solved The compromises the Atlas has had to make fall into two categories: those that affect the ride itself, and those that concern the practical side of things, from frame sizing to finding spare parts when youre out on the road.The clearest sign that the Atlas is still a prototype rather than a finished product shows up around the bottom bracket, and you can feel the consequences while riding. With its 142 mm chainline, the chain rubs against the spokes when youre in the largest sprocket and putting down power. This isnt an adjustment issue or a matter of manufacturing tolerances, but a fundamental compatibility problem between the wheel size, bottom bracket position and the drivetrain components currently available.The real culprit is the steep angle at which the spokes run from the hub to the rim. A different chainline wouldnt solve the problem because the spoke angle and cassette position would remain unchanged. The only real fix would be a higher hub flange or a wider rear hub, for example a 148 mm setup. While testing, that simply meant avoiding the easiest gear for us.Then theres the cornering. You tip into the first tight bend, then the second, and quickly notice that the Atlas doesnt change direction quite as eagerly as a 700c bike. It doesnt feel sluggish in the way an heavy bike can, but it is inherently a little more cumbersome through rapid direction changes and tight turns. Thats simply a consequence of the larger wheels, amplified by the already slack head angle, which is set to get even slacker.The same inertia and stability that inspire confidence on fast, open sections demand a little more forward planning here than on a nimble 700c bike. In practice, though, it never becomes a serious problem. Spend a little time on the Atlas and you quickly learn how it wants to be ridden.The mountain bike-specific risk of the tire touching the frame under suspension compression doesnt apply to a rigid gravel bike. The weight penalty is also relatively modest. Larger rims, tires and spokes inevitably weigh more, and with a 1,300 g wheelset and 1,000 g tires, youre looking at roughly 230 g extra per wheel. You can feel it, but on a high-end bike its hardly a deal-breaker. In fact, that additional mass is part of what gives the Atlas its composure. So it isnt simply a drawback, but the price you pay for a genuine advantage in ride dynamics.Frame sizing is a different story.On smaller frames, packaging becomes the limiting factor. A size S, let alone an XS, is effectively impossible because once reach and chainstays become short enough, there simply isnt enough room to maintain adequate toe clearance around the oversized front wheel. Even our size M test bike already feels as though the available space has been pushed close to the limit iIf youre planning multi-day trips with luggage, youll also quickly notice that the big wheels take up space that would otherwise be available for frame bags. Transport could become another hurdle too. Getting a bike with 32-inch wheels into a car or onto a rear-mounted bike rack is likely to be less straightforward than with a 700c gravel bike. Compared with a full-suspension mountain bike on the same wheel size, though, it still shouldnt be a major issue.Things get more interesting in the larger frame sizes. What falls apart in S or XS because of toe clearance starts to look surprisingly well proportioned in XL or 2XL. We recently saw a similar effect with Canyons one-off bike for the 2.06-metre-tall LeBron James, which was based on a 29-inch mountain bike. It seems plausible that as frame size increases, not only the proportions but also the handling of the Atlas could improve.In fast, exposed sections with crosswinds, the greater lateral surface of the wheels is also likely to become noticeable. And if you break a spoke on a long trip, youre largely on your own for now. There still isnt an established spare-parts market for 32-inch wheels, although things are slowly starting to move. Schwalbe and MAXXIS have now officially presented their own 32-inch tires, while the first wheels in this format from DT Swiss, NEWMEN and Bike Ahead Composites have also been spotted. It will probably take a little longer before that develops into a genuinely useful choice of replacement parts when youre travelling.Future or Dead End? Who Actually Benefits from 32-Inch Wheels on a Gravel Bike? Thatsexactly where the Atlas raises the fundamental question we should be asking about 32-inch wheels: does the new size solve a genuine problem, or does it mainly create a whole host of new ones? The answer depends almost entirely on how and where you ride.In ultra-distance races such as UNBOUND, where riders spend more than 300 kilometres in the saddle and the course can be rough and punishing but is rarely tight and twisty, the Atlas plays to its strengths: less fatigue thanks to the smoother ride and more control at high speed. That is exactly what SCOTT are targeting with their own 32-inch prototype, which the brand and Robin Gemperle rode to victory in the XXL distance.On a more technical, corner-heavy course, though, those same characteristics could become a drawback, just as we already noticed in the tighter bends during our test. For the wider market, the benefits therefore remain difficult to quantify. There are still too many unknowns, including new standards, costly tooling for manufacturers and a spare-parts market that is only just beginning to take shapeConclusionsThe Faction Atlas lays bare the challenges of building a 32-inch gravel bike. Whether those growing pains afflict the format as a whole is another question. The Avona Calliss win at the UCI race at Sea Otter Europe in Girona suggests that at least some of these compromises can be engineered away. But whether 32-inch wheels are truly ready for the mainstream, or destined to remain a racers niche, is something production bikes will have to prove in further testing.You can find more information at factionbikestudio.com.Der Beitrag Faction Bike Studio 32-Inch Gravel Bike Prototype on Test: The Future or a Dead End? erschien zuerst auf GRAN FONDO Cycling Magazine.

Experience the World Championships GRAN FONDO style! Exclusive for our community! Apply now! Fancy the World Championships, the latest bikes and a seriously good day out?Come and join us at GRAN FONDO HQ, watch the World Championships with us and get up close with the race bikes of tomorrow before our big group test is published.On 27 September, were inviting 15 of you to GRAN FONDO HQ in Leonberg. First, well head out for a ride together. Afterwards, its pizza, drinks and World Championships public viewing back at HQ. Therell be coffee before, during and after, of course. And for all the coffee connoisseurs out there, our sister magazine DOWNTOWN have a little surprise in store.Were also right in the middle of preparing our big Race Bike Group Test, which means most of the test bikes are already here. In other words: check out the bikes, geek out with us and join the discussion about what really makes the next generation of race bikes better.Two things. One great day:Ride together and cheer on the World Championships.Experience the latest race bikes and talk to us about the future of bikes.These are the bikes youll be able to check out at our office:Canyon Aeroad, Rose Shave FFX, Giant Propel, Paraperas Atmos, BMC Teammachine R MPC, Specialized S-Works Tarmac SL9, Cannondale SuperSix, Cervlo Soloist, Storck Fascenario, Scott Addict RCPlaces are limited to 15 riders. If you want to join us, send in a quick application for the GRAN FONDO National Team.Join the team! Our tip: subscribe to our newsletter to stay up to date with this and future events. This is where our community comes together, the easiest way to stay in touch with us, and the best way to make sure you never miss one of our unique events or the hottest new releases. One bike to rule them all!Were looking for the ultimate all-round race bike: the best blend of stiffness, aerodynamics and low weight, while still being comfortable enough for long days in the saddle. Youll find the answer in our next group test, but you can already have your say. Apply for the event, join us for the ride-out, World Championships viewing and refreshments, and tell us which bike wins your heart. Combining your feedback with our own test methods, well crown the all-round world champion, the bike to rule them all.A taste of Canada in LeonbergDont worry: we wont be riding 270 km at a 45 km/h average. Think coffee and cake instead of gels, chatting instead of lactate. Tobi and Bene will be your experienced guides, leading you at your pace along a route that remains secret for now. Youll get the details after applying.You can, of course, leave a change of clothes at HQ for the aftershow. Bringing something warm is a good idea too. Find us on every channel!Youll find all the event information here, on Instagram and on Strava. Join our Strava Club, show the world youre part of it and never miss another event. We announce them exclusively through our newsletter and social media channels.Want to stay up to date with the event? Then subscribe to our newsletter and make sure you dont miss any news. Check out our Strava ClubGood luck, and hopefully see you soon!Your GRAN FONDO teamDer Beitrag Experience the Road World Championships GRAN FONDO style! Exclusive for our community! Apply now! erschien zuerst auf GRAN FONDO Cycling Magazine.

Gentle on seals, ruthless on post-gravel grime: which Krcher mobile cleaner is right for your bike trips? We compared the powerful OC 7-18 with the featherweight OC Handheld Compact Adventure. Which system delivers in practice and does the best job of shifting dust and sandat the end of a ride?Krcher OC Compact Adventure (left) I 109.99 I 1,150 gKrcher OC 7-18 (right) I 159.99 I 1,936 g I Manufacturer websiteThe path is properly wet. One ride through it and your bike is already caked in mud and grass. Once the dirt has dried, it becomes much harder to remove. So, while the grime is still fresh, its best to get straight to work on your bike with cleaner, brushes and water.When you think of Krchers distinctive yellow products, big pressure washers are probably the first thing that springs to mind the sort of machines that get your patio sparkling again. For road and gravel bikes, maximum power isnt necessarily the best approach. Thats where medium- and low-pressure cleaners come in, bridging the gap between a garden hose and a pressure washer. They deliver enough pressure to shift dirt, making them useful not only for washing bikes, but also for cleaning your SUP or muddy dog paws after a walk.Why shouldnt you use a pressure washer on a gravel or road bike? High-pressure cleaners force water through the nozzle with considerable force. This can wash grease out of bearings, force moisture into electronics, and cause damage to seals. In short, what works wonders on your patio can quickly cause trouble on your bike. We tested two mobile models from Krcher: the OC Handheld Compact Adventure for around 110, and the OC 7-18 Handheld Battery Set for roughly 160. But how well do they work in practice, and are they really worth buying for your bike?The OC 7-18 Handheld Battery Set in Detail: The PowerhouseBack from your gravel ride, you pull into the car park only to find theres no power or water supply. Thats exactly where the Krcher OC 7-18 Handheld Battery Set is designed to come in handy.Thanks to the supplied interchangeable 18 V battery, the system is designed to make you completely independent of the mains. The battery is also compatible with Krchers other 18 V devices, so you can use it with products such as lawnmowers and hedge trimmers from the 18 V Battery Power platform.A quick guide to Krchers naming system: OC refers to the product range, 7 to the model class within the category, and 18 to the voltage class.The OC 7-18 also aims to offer maximum flexibility when it comes to water supply. At home, you can connect it to a conventional garden hose, while on the road it draws water from a container via the 5 metre suction hose and water filter. Whether youre using a collapsible water container or a water butt, the cleaner draws in the water itself.To help extend the life of bearings and seals, Krcher offer two pressure settings: 11 bar in ECO mode and up to 24 bar at full power. As well as being kinder to components, the lower setting is also intended to extend battery life. The batterys LED display clearly shows the current charge level at a glance.The 18 V battery can also be used with other Krcher devices.To give you the right spray pattern for the job, Krcher include a 5-in-1 nozzle system. Simply twist it to select the required setting, whether youre soaking the mud first, or blasting away dirt more precisely afterwards. The set also includes a Foam Jet nozzle for applying bike cleaner when your bike needs a little extra care.OC 7-18 Key FactsWeight: 1.621 g* + 315 g hosePrice: 159,99Max. Pressure: 24 barFlow warte: 200 l/hPower: 18 VoltBattery life: 14 min30 minBattery capacity: 2,5 AhBattery type: 18V lithium-ion battery (interchangeable)Water supply: suction hose incl. water filter or garden hoseDsensystem: 5-in-1*weighed with nozzle systemStandard equipment 18 V batteryChargerNozzle systemSuction hoseFoam JetThe OC 7-18 on Test: Mud, Dust and Everything in BetweenIn our practical test, the battery lasted 21 minutes at maximum pressure; enough to get four very dirty bikes looking spotless again. The lower setting is all you need for the initial soak, saving valuable battery capacity for the actual wash.One thing to bear in mind is that charging takes just under 114 minutes at a room temperature of 20 C. That makes the cleaner particularly well suited to campers with a power socket in the van, allowing you to recharge the battery after cleaning. A real highlight is the display, which shows the remaining battery capacity precisely as a percentage. At 1,621 g including the battery, the OC 7-18 isnt exactly lightweight, so for more comfortable use, youre best off holding it with both hands. Operation itself is straightforward, although the suction hose requires a little attention. If its end sits too high in the water, the system can suck in air. The pressure then drops, bringing your effective bike shower to an abrupt halt.TTuning tip: weigh down the end of the suction hose with a piece of metal, such as a large stainless steel nut.Conclusion on the OC 7-18The Krcher OC 7-18 is a real asset when it comes to tackling stubborn grime after a gravel ride. This mobile medium-pressure cleaner combines plenty of power with impressive versatility. Whether youre on a gravel trip, working in the garden or cleaning your van, up to 24 bar of pressure is more than enough to shift stubborn dirt, without damaging sensitive components. Thanks to the powerful battery, you can clean several bikes one after another with ease. However, its slightly higher weight and charging time of around two hours do limit its portability credentials. The OC 7-18 is therefore at its best on camping and van trips where you have access to a power supply, as well as for cleaning at home.TopsBattery compatible with other 18 V Krcher devicesPrecise percentage display of remaining battery capacityMore than enough water pressure even for stubborn dirtFlexible water supply thanks to the choice of suction hose or garden hoseFlopsHeavy in the handRequires a power socket for chargingThe OC Compact Adventure in Detail The FeatherweightNo space left in the boot, no water connection anywhere in sight, but you still need to clean the bike before it can go back in the car. Thats exactly where the OC Compact Adventure is designed to shine.Thanks to its folding handle and compact design, the OC Compact Adventure takes up very little space in its supplied storage bag youll probably fit it under the passenger seat. Krcher have prioritised mobility and flexibility with this mobile cleaner. Instead of an interchangeable battery, it uses a permanently integrated unit. You cant connect a garden hose to the Compact Adventure, but then again, who takes a garden hose on a road trip? Water is instead supplied via the 5 metre suction hose with an integrated water filter. Two pressure settings of 6 and 15 bar are designed to protect components, while also extending battery life. Integrated LEDs indicate the charge level and selected operating mode. The nozzle system and Foam Jet are also included, turning the Compact Adventure into a fully mobile bike wash. The difference compared to the OC 7-18 is that its nozzle system offers four spray patterns rather than five.Mode 1 of 4Mode 2 of 4Mode 3 of 4Mode 4 of 4OC Compact AdventureKey FactsWeight: 863 g* + 287 g hosePrice:109.99Max. pressure: 15 barFlow rate: 150 l/hPower: 7.2 VBattery life: 1230 minBattery capacity: 2,5 AhBattery type:7.2V lithium-ion battery(permanently integrated)Water supply:suction hose incl. water filterNozzle system: 4-in-1*weighed with nozzle systemStandard equipmentStorage bagChargerNozzle systemSuction hoseFoam Jet12-litre collapsible water containerThe supplied collapsible water container provides a 12 litre water supply.The OC Compact Adventure on TestOn first use, looking at the filthy bike in front of us, we had our doubts. Could something this small really tackle that much grime? The answer was surprisingly clear: minimal pack size, serious cleaning potential and maximum convenience. At the reduced 6 bar setting, you can gently rinse sensitive components without worrying about overwhelming the seals. Crank the Compact Adventure up to the full 15 bar, and even dried-on mud comes off the frame with surprising ease.Switching between modes is quick and easy, even while cleaning.At the highest setting, and with the same nozzle configuration, the battery lasted about as long as that of the OC 7-18. That was enough time to give two to three bikes a thorough clean, without rushing. We noticed only two minor drawbacks during testing. The battery indicator doesnt provide an exact percentage, relying instead on coloured LEDs to indicate the charge level. Charging via USB-C also takes around an hour longer than with its bigger sibling.This mobile cleaner is at its best when it comes to handling. Its light and easy to use, folds down to a compact size in seconds, and can then be stored along with all its accessories in the supplied bag.Conclusion on the OC Compact AdventureAs the Compact Adventure name suggests, this mobile cleaner is ready for just about any adventure, from a camping trip to a quick spontaneous ride. With its two pressure modes, the Compact Adventure bridges the gap between gentle low-pressure systems and medium-pressure cleaners, reliably shifting the grime from your latest gravel ride. Its biggest strengths are portability: low weight, compact pack size and a battery that can be charged via USB-C in the car or from a power bank. If you can live without a direct garden hose connection, the Compact Adventure gives you a straightforward mobile bike wash for life on the road.TopsLight, straightforward and comfortable to useMore than enough water pressure for bike cleaningCompact pack size and easy to transportFlexible USB-C chargingFlopsNo garden hose compatibilityNo precise battery percentage display; charge level is indicated only by coloured LEDsOverall ConclusionWhen it comes to cleaning performance, theres virtually nothing between these two yellow medium-pressure cleaners. Both models remove dust and grime thoroughly while treating your bike with care. Which one is the better choice depends primarily on how and where you intend to use it. The OC Compact Adventure comes into its own when space in the car is tight, but your bike still needs to go back inside clean after a ride. Its low weight, compact pack size and USB-C charging make it an excellent choice for spontaneous short trips.The OC 7-18, on the other hand, plays to its strengths as a powerful all-rounder at home, in the garden, or on the road in your camper. Its larger pressure reserves make it particularly capable when youre dealing with stubborn dirt or cleaning several bikes in one go. It can draw water through the suction hose or connect directly to a garden hose, while the interchangeable battery makes it particularly appealing if you already use other 18 V Krcher devices. If youve already bought into Krchers 18 V battery system, you can simply swap the battery between your devices.For more information, visit Krcher.Der Beitrag Krcher OC 7-18 vs Krcher Compact Adventure: Mobile Pressure Washers Compared erschien zuerst auf GRAN FONDO Cycling Magazine.

Back on the podium? The new Canyon Grail 2027 marks a radical visual departure from its predecessor, with more tire clearance, more comfort and just as many features, alongside a much sharper focus on aerodynamics. Weve ridden the Grail CF SLX for more than 1,000 kilometres, from racing the German Gravel Championships to bikepacking across Sweden. But can the Grail impress away from the racecourse too?Canyon Grail CF SLX | 8.83 kg in size S | 4,999.00 | Manufacturer websiteAs gravel racing has shifted towards wider tires and rougher terrain, the previous model Grail was beginning to seem out of date. One of our editors actually owned one, and felt they were at an increasing disadvantage compared with the competition. It was time for an update. With the third generation Grail, Canyon have moved their gravel all-rounder in-line with their road range, with sportier geometry and a stronger focus on aerodynamics. Combined with significantly bigger tire clearance and a completely revised storage concept, we were keen to see whether the update would be enough to lead the Grail back to the front of the pack.Previous generations of Grail have really made waves with bold, polarising ideas. The first generation introduced the distinctive double-decker handlebar, while its successor added dedicated aero bags with magnetic mounts. By contrast, the third generation feels like a complete reset, purpose-built around what modern gravel race bikes need to deliver. Wide tires, sporty geometry and a strong aero focus? Those are hardly unique selling points these days, with plenty of rivals heading in the same direction. So it came as little surprise that the new Grail had already appeared beneath the pros at The Traka 2026, long before Canyon officially unveiled it. In that sense, the Grail CF SLX 2026 feels very much in tune with the times. But does it still retain its character as a sporty all-rounder, or has it simply become an Aeroad with chunkier tires? The Highlights of the Canyon Grail CF SLX 8 2027 Highs New ergonomic Control Drops Adjustable cockpit options Mounting points for mudguards Lows Fairly high weight Very small chainring for racing Key facts Carbon frame VCLS Aero seatpost for added comfort Compatible with new Cyclite frame bags Significantly increased tire clearance of up to 57 mm Compatible only with 1x drivetrains, up to a 52 t chainring Available in seven frame sizes from XS to 2XL Shorter crank lengths across the entire platform For years, Canyons Grail has been one of the most versatile gravel bikes around. The third generation sharpens Canyons vision of an all-terrain racer, with more tire clearance, geometry that moves closer to their Aeroad aero road bike, and a revised cockpit and storage concept. We pushed the Grail CF SLX to its limits over eight weeks, covering around 1,000 kilometres in a wide range of conditions. From Canyons press camp in Koblenz to the German Gravel Championships at the Nrburgring, and on to a 700 kilometre bikepacking trip through Sweden, one question kept coming up: has the Grail become an uncompromising aero gravel weapon, or can it still convince as a sporty all-rounder? Before we get to the ride impressions, though, its worth taking a closer look at what has actually changed beneath the new paintwork.Whats New on the Canyon Grail CF SLX 2027?Put the new Grail next to the 2026 Endurace CFR and the family resemblance is quite obvious: the distinctive cut-out around the seat tube and rear triangle strongly echoes both the race bike developed specifically for cobbled roads, and the new Endurace CF SLX. Up front, the Grail continues to draw heavily from Canyons aero toolbox: the deep-profile fork with its broad stance clearly takes cues from the Aeroad and Endurace. The crucial difference, however, lies between the tires, fork and rear triangle, where there is now considerably more space. Canyon originally wanted to retain compatibility with 2x drivetrains, which would have limited tire clearance to 50 mm. But thats no longer enough for modern gravel riding, so the R&D team changed course, dropped front derailleur compatibility altogether, and increased tire clearance to a generous 57 mm, or 2.25 inches. A chain catcher is not included as standard, but one can be fitted below the rear bottle cage.Plenty of room at the rear: a generous 57 mm of tire clearance leaves space for chunky rubber and deep mud.Committed to 1x: ditching the front derailleur is what makes the huge tire clearance possible.This is Canyons response to a trend that has become impossible to ignore in gravel racing. The races are getting faster, while our understanding of what actually makes a tire fast has changed too. Wider tires were long seen as comfortable and grippy, but also sluggish. In practice, though, they can roll just as fast as narrower tires on rough surfaces, and sometimes even faster provided you run the right pressures. Rather than bouncing over every bump, they conform better to the terrain, reduce vibrations, and offer noticeably more grip and comfort at the same time.That can make a real difference in long, punishing gravel races. At the same time, rims are getting wider too, giving high-volume tires a more favourable shape, and helping to offset at least some of their aerodynamic disadvantage. But all of this only works if the pressure is spot on, because the wider the tire, the more dramatically even half a bar of difference can affect the handling. To take the guesswork out of finding what Canyon describe as the ideal sweet spot, with 20% tire deformation, Canyon have now integrated a new tire pressure calculator into their app, in cooperation with Pirelli. It comes pre-configured with the bikes original setup data.Aeroad DNA on gravel: the deep-profile, wide-set fork takes its cues directly from Canyons aero road bikes.The Canyon Grail CF SLX 2027 in DetailThe reading on our workshop scales is a little less encouraging. Our Grail CF SLX 8 AXS in size S weighs 8.69 kg with the stock tires, rising to 8.83 kg with our wider test tires. Thats a fairly hefty figure for a race bike, and its likely to take some of the edge off its climbing performance.The Midloader and Top Tube Bags, developed together with Cyclite, sit flush against the frame for a clean aerodynamic profile. The Midloader can also be removed in seconds via a quick-release system.The distinctive kink behind the front wheel is designed to guide airflow cleanly past the frame and water bottles, helping you save valuable energy on fast sections.Within the new Grail platform, Canyon differentiate the models more clearly than ever. The CF serves as the entry point from 2,499, combining a more affordable carbon layup with mudguard mounts and a carbon cockpit, but doing without the LOAD in-frame storage compartment. In return, it is the only version that remains compatible with the previous generations Cargo Sleeves on the fork. A cheaper aluminium model is not currently planned.The CF SLX, priced from 3,999, is the most versatile package in the range. It gets a higher-grade carbon layup, the PACE cockpit system, in-frame storage and mudguard mounts. That puts it squarely in the sweet spot for ambitious racers and gravel enthusiasts who dont want to keep adding a new bike to the garage for every type of ride. The integrated LOAD storage compartment in the down tube should fit most of your essentials, but if thats not enough, Canyon are now working with bikepacking specialists CYCLITE. The jointly developed Midloader sits flush within the front triangle for a clean aerodynamic profile, and can be fitted or removed in seconds via a clever quick-release system at the rear. The setup is complemented by a small Top Tube Bag that slots neatly onto the mounts directly behind the stem.The 6,500 CFR model takes an even more uncompromising approach to performance and uses Canyons lightest carbon layup. It retains the in-frame storage compartment, but does without mudguard mounts. That means the CF SLX is more than just the middle option between the CF and CFR. In fact, it is the most versatile Grail in the new range and, for many riders, probably the most compelling choice.The Spec of the Canyon Grail CF SLX 8 AXS 2026Our test bike, the Grail CF SLX 8 AXS, pairs a SRAM Force AXS XPLR groupset including power meter, with DT Swiss GRC 1400 wheels and 45 mm Schwalbe G-One RS tires. For racing, Canyon also supplied us with a set of 57 mm Schwalbe Thunder Burt tires, which had already impressed us in our big 2026 gravel tire group test with their high efficiency, dependable grip and good compliance, though they gave away some ground when it came to puncture protection.The 57 mm Schwalbe Thunder Burt rolls surprisingly fast and smooths out chunky roots, but sharp-edged rocks demand a little more caution if you want to avoid punctures.No shortage of clearance around the bottom bracket: even with 2.25 tires, theres still enough room at the chainstay to stop sticky mud from clogging up the frame straight away.The small 40 tooth chainring fitted as standard suits the Grails versatile remit, and proved genuinely useful on the steep ramps around Koblenz, where gradients reached up to 20%. For fast racing on flatter courses, though, it feels like a rather conservative choice. Youre not locked into it, however: the MyCanyon configurator offers chainrings from 40 to 48 teeth, while the frame itself can accommodate aero chainrings with up to 52 teeth.With the 50 mm deep DT Swiss GRC 1400 carbon wheels, Canyon go all-in on aerodynamics for the CF SLX 8. In fact, these wheels even served as the benchmark in the wind tunnel for Canyons brand-new GR 50 CF wheelset. While DT Swiss use a narrower rim profile, Canyons own design is purpose-built around modern, wide gravel tires. With a 27 mm internal rim width, the GR 50 CF is designed for tires from 35 to 60 mm wide, providing better support when cornering, and helping prevent the tire from folding over at low pressures. According to Canyon, the 1,675 g carbon wheelset, built around DT Swiss 350 hubs, delivers almost identical aerodynamic performance and crosswind stability in the wind tunnel as the more expensive benchmark wheels. The new wheelset features on several models in the Grail range, including the CF SLX 7 Di2 and CF 7 AXS, and will be available to purchase separately for 999.The build is rounded off by the VCLS Aero seatpost, which we already know from the Canyon Endurace CF SLX 2026. According to Canyon, it requires around 25% less force to achieve the same amount of deflection, making for a smoother ride.The Geometry of the Canyon Grail CF SLX 2027For the third generation, Canyon have made the Grail even sportier without sacrificing its characteristic composure. Compared with its predecessor, the effective stack is 15 mm lower and the reach 3 mm shorter, while the chainstays have grown by 10 mm to 435 mm. The result is a lower, more compact riding position, combined with greater stability and composure. Canyon themselves describe it as a racier geometry.Canyon Grail CF SLX 2026 5,499SpecificationsSeatpost Canyon SP0093 VCLS Aero D-ShapedBrakes SRAM FORCE AXS 160/160 mmDrivetrain SRAM Force XPLR AXS 1 x 13Chainring 40 TStem Canyon CP0048 PACE Bar w/ Control Drops 80 mmHandlebar Canyon CP0048 PACE Bar w/ Control Drops 370 mmWheelset DT SWISS GRC1400 12 x 100 / 12 x 142Tires Schwalbe Thunder Burt 700 x 57cCranks SRAM Force Dub 165 mmCassette SRAM Force XPLR 10-46 TTechnical DataSize XXS XS S M L XL XXLWeight 8.83 kgSpecific FeaturesRevised in-frame storage in the down tubeRoom for tires up to 57mmSeatpost with comfort featureShort cranksIn size M, the Grail has a stack of 575 mm, a reach of 411 mm and a wheelbase of 1,062 mm, along with a 75 mm bottom bracket drop. That positions the rider low in the bike, while the longer chainstays and extended wheelbase add composure at high speeds. At the same time, the relatively short reach keeps the handling direct and controlled. As with the Endurace platform, Canyon now fit the new Grail with shorter cranks as standard. Size S comes with 165 mm cranks, allowing you to adopt a lower, more aerodynamic position while maintaining a more open hip angle.The revised cockpit follows the same philosophy: Canyon retain the predecessors short 80 mm stem and pair it with their new Control Drops, which feature 17 % flare and 120 mm of drop. Through MyCanyon, you can also choose from different drop-bar options, and stem lengths ranging from 70 to 140 mm. On paper, that points to a compact, sportier riding position, without sacrificing long-distance comfort or control at high speed. But does that hold true out on the trail?Size2XSXSSMLXL2XLTop Tube528 mm544 mm559 mm581 mm604 mm618 mm643 mmSeat Tube432 mm462 mm492 mm522 mm552 mm582 mm612 mmHead Tube98 mm103 mm120 mm138 mm162 mm182 mm205 mmHead Angle68.570.071.571.5071.571.871.8Seat Angle73.573.573.573.573.573.573.5Chainstay435 mm435 mm435 mm435 mm435 mm435 mm435 mmBB Drop75 mm75 mm75 mm75 mm75 mm75 mm75 mmWheelbase1,034 mm1,037 mm1,039 mm1,062 mm1,085 mm1,097 mm1,123 mmReach372 mm385 mm394 mm411 mm427 mm435 mm454 mmStack525 mm537 mm558 mm575 mm598 mm618 mm640 mmThe Fastest All-rounder? The Canyon Grail CF SLX 2026 on TestAt first glance, the Grail CF SLX looks more aggressive and sporty than its predecessor. The low, aero-optimised front end and distinctive cut-out around the rear triangle leave little doubt about that. But if the racier geometry has you expecting a Grail that feels like a Canyon Aeroad on knobbly tires, you might be surprised. The lower front end and shorter reach do make the bike feel more direct, with a little more weight over the front, but the handling remains pleasantly balanced. Despite the long chainstays, the Grail never feels sluggish its surprisingly agile. It is not especially playful, though. On the climbs, including the steep ramps out of the Rhine valley around Koblenz, the Grail feels direct, if not the most responsive. Point it downhill, however, and it feels remarkably stable despite the short stem: the front end is particularly convincing through fast corners, holding its line reliably, requiring very few corrections, and inspiring plenty of confidence even on loose surfaces.This is where the new Control Drops really come into their own: combined with the short stem and reduced effective reach, they create a riding position that feels right from the outset, and inspires plenty of confidence. The VCLS Aero seatpost helps too, adding a reliable dose of comfort. Under acceleration, the Grail feels solid rather than especially punchy largely due to the relatively heavy DT Swiss GRC 1400 wheelset, and slightly heavier tires.When you stamp on the pedals, the bike remains precise, but it lacks the explosive feel of truly lightweight race bikes. You notice the higher overall system weight most when riding out of the saddle, while the frame itself stays plenty stiff, transferring your power cleanly onto the gravel.Plan A: Dont CrashAt the German Gravel Championships during Rad am Ring, the 57 mm Thunder Burt tires, run at 1.1 bar, were an absolute game changer for us: despite their relatively shallow tread, they delivered huge reserves of grip and confidence on the sometimes sketchily loose gravel sections and rough, root-strewn trails, while still rolling impressively quickly. Its a combination we wont want to give up any time soon.The next test of the Grails versatility came on a 700 kilometre bikepacking trip through Sweden. We were particularly impressed by the numerous mounting points, the in-frame storage as an extra place to stash gear, and the geometry, which remained comfortable even after hours in the saddle. Fully loaded, gravel bikes tend to feel a bit like tanks anyway, so theres only so much you can learn about the handling from riding with luggage. One thing was clear, though: the Grail took every challenge of the trip in its stride, from headwind-heavy stretches along the Oslofjord to tight, steep descents.Nearly 700 kilometres of bikepacking through Sweden and Norway: fully loaded, the Grail loses some of its race-bike snap, but it remains composed and surprisingly comfortable for long days in the saddle.Even on a fast road ride with 35 mm Continental 5000 S TR tires, the Grail felt surprisingly familiar more like an Aeroad than a stodgy, planted gravel bike. On fast, open sections, it carries speed efficiently and feels much closer to a road race bike than a traditional adventure gravel bike. This is where the low front end, aerodynamic optimisation and 50 mm-deep wheels really play to their strengths.Ready set attack!When it comes to fun, the Grail is at its best when high speeds, rough surfaces and long, sweeping corners come together. One minor downside is the finish: the matt black paint on our test bike shows dirt almost instantly, and it can be a real pain to clean. If you spend a lot of time off-road, you might find yourself wishing for a glossy, single-colour alternative. Tuning tip: Fit a lighter wheelset to bring down the overall weight, and give the bike a bit more punch under acceleration.Who is the Canyon Grail CF SLX 2027 For?The Grail CF SLX is aimed at ambitious gravel racers looking for a fast bike that can handle a wide range of conditions. It feels most at home on long, fast and increasingly rough gravel courses, where the generous tire clearance, stable handling and impressive long-distance comfort really come into their own. At the same time, it remains versatile enough for bikepacking trips and fast after-work road rides.The right bike for:Gravel racers and all-roundersWhether youre hammering along fast gravel or tackling rough, rooty trails, the generous 57 mm tire clearance and well-balanced geometry combine aero speed with plenty of off-road capability.Ultra-endurance riders and bikepackersThe down tube storage compartment, neatly integrated aero bags and high level of long-distance comfort make it an excellent choice for endless days in the saddle.Not the right bike for:Weight weenies and sprintersIf youre after an ultra-light, razor-sharp race gravel bike for explosive accelerations, the relatively high system weight and slightly sluggish stock wheels will hold you back.2x traditionalistsCanyon have dropped front derailleur compatibility altogether to make room for the high-volume tires. If you want the finer road-oriented gearing of a double chainring setup, youre out of luck here.It is less well suited to riders who prioritise maximum responsiveness and the lowest possible weight above all else.At 4,999, the Grail CF SLX 8 AXS offers a very strong overall package with Force XPLR groupset, a power meter, carbon wheels and the PACE cockpit. If price is less of a concern, however, and you can do without mudguard mounts and some of the extra everyday versatility, the Grail CFR is the better fit for riders focused on lower weight and outright race performance.Helmet Sweet Protection Tucker 3 | Glasses Oakley META Vanguard | Jersey Q36.5 Dottore Grid Skin Shorts Q36.5 Dottore Climate | Shoes Canyon Tempr CFR Offroad | Socks Gobik ICONConclusion on the Canyon Grail CF SLX 2026The new Canyon Grail CF SLX isnt an uncompromising gravel race bike. Instead, it might be the more compelling answer to the demands of modern racing: fast, predictable and hugely versatile. Its 57 mm tire clearance, stable handling and impressive long-distance comfort make it an ideal companion for rough courses. The weight and wheelset do take some of the edge off its sporting character, though. Add in clever details, plenty of everyday usability and strong value for money, and the Grail CF SLX 2027 emerges as a thoroughly modern all-rounder for racing, everyday riding and adventure.TopsPlenty of room for very wide tires thanks to up to 57 mm of clearanceExcellent balance between stability and agilityOutstanding ergonomics of the new Control DropsVCLS Aero seatpost reliably filters out vibrationsRevised LOAD Down Tube Storage and lightweight CYCLITE bagsFlopsSlightly high weightHeavy wheels dull the bike's acceleration.The matt finish looks cool but shows dirt very quicklysadly no frameset availableMore information at canyon.comDer Beitrag New Canyon Grail CF SLX 2027 Review: Is There Space on the Podium for Big Tires? erschien zuerst auf GRAN FONDO Cycling Magazine.

Back on the podium? The new Canyon Grail 2026 marks a radical visual departure from its predecessor, with more tire clearance, more comfort and just as many features, alongside a much sharper focus on aerodynamics. Weve ridden the Grail CF SLX for more than 1,000 kilometres, from racing the German Gravel Championships to bikepacking across Sweden. But can the Grail impress away from the racecourse too?Canyon Grail CF SLX | 8.83 kg in size S | 4,999.00 | Manufacturer websiteAs gravel racing has shifted towards wider tires and rougher terrain, the previous model Grail was beginning to seem out of date. One of our editors actually owned one, and felt they were at an increasing disadvantage compared with the competition. It was time for an update. With the third generation Grail, Canyon have moved their gravel all-rounder in-line with their road range, with sportier geometry and a stronger focus on aerodynamics. Combined with significantly bigger tire clearance and a completely revised storage concept, we were keen to see whether the update would be enough to lead the Grail back to the front of the pack.Previous generations of Grail have really made waves with bold, polarising ideas. The first generation introduced the distinctive double-decker handlebar, while its successor added dedicated aero bags with magnetic mounts. By contrast, the third generation feels like a complete reset, purpose-built around what modern gravel race bikes need to deliver. Wide tires, sporty geometry and a strong aero focus? Those are hardly unique selling points these days, with plenty of rivals heading in the same direction. So it came as little surprise that the new Grail had already appeared beneath the pros at The Traka 2026, long before Canyon officially unveiled it. In that sense, the Grail CF SLX 2026 feels very much in tune with the times. But does it still retain its character as a sporty all-rounder, or has it simply become an Aeroad with chunkier tires? The Highlights of the Canyon Grail CF SLX 8 2026 Highs New ergonomic Control Drops Adjustable cockpit options Mounting points for mudguards Lows Fairly high weight Very small chainring for racing Key facts Carbon frame VCLS Aero seatpost for added comfort Compatible with new Cyclite frame bags Significantly increased tire clearance of up to 57 mm Compatible only with 1x drivetrains, up to a 52 t chainring Available in seven frame sizes from XS to 2XL Shorter crank lengths across the entire platform For years, Canyons Grail has been one of the most versatile gravel bikes around. The third generation sharpens Canyons vision of an all-terrain racer, with more tire clearance, geometry that moves closer to their Aeroad aero road bike, and a revised cockpit and storage concept. We pushed the Grail CF SLX to its limits over eight weeks, covering around 1,000 kilometres in a wide range of conditions. From Canyons press camp in Koblenz to the German Gravel Championships at the Nrburgring, and on to a 700 kilometre bikepacking trip through Sweden, one question kept coming up: has the Grail become an uncompromising aero gravel weapon, or can it still convince as a sporty all-rounder? Before we get to the ride impressions, though, its worth taking a closer look at what has actually changed beneath the new paintwork.Whats New on the Canyon Grail CF SLX?Put the new Grail next to the 2026 Endurace CFR and the family resemblance is quite obvious: the distinctive cut-out around the seat tube and rear triangle strongly echoes both the race bike developed specifically for cobbled roads, and the new Endurace CF SLX. Up front, the Grail continues to draw heavily from Canyons aero toolbox: the deep-profile fork with its broad stance clearly takes cues from the Aeroad and Endurace. The crucial difference, however, lies between the tires, fork and rear triangle, where there is now considerably more space. Canyon originally wanted to retain compatibility with 2x drivetrains, which would have limited tire clearance to 50 mm. But thats no longer enough for modern gravel riding, so the R&D team changed course, dropped front derailleur compatibility altogether, and increased tire clearance to a generous 57 mm, or 2.25 inches. A chain catcher is not included as standard, but one can be fitted below the rear bottle cage.Plenty of room at the rear: a generous 57 mm of tire clearance leaves space for chunky rubber and deep mud.Committed to 1x: ditching the front derailleur is what makes the huge tire clearance possible.This is Canyons response to a trend that has become impossible to ignore in gravel racing. The races are getting faster, while our understanding of what actually makes a tire fast has changed too. Wider tires were long seen as comfortable and grippy, but also sluggish. In practice, though, they can roll just as fast as narrower tires on rough surfaces, and sometimes even faster provided you run the right pressures. Rather than bouncing over every bump, they conform better to the terrain, reduce vibrations, and offer noticeably more grip and comfort at the same time.That can make a real difference in long, punishing gravel races. At the same time, rims are getting wider too, giving high-volume tires a more favourable shape, and helping to offset at least some of their aerodynamic disadvantage. But all of this only works if the pressure is spot on, because the wider the tire, the more dramatically even half a bar of difference can affect the handling. To take the guesswork out of finding what Canyon describe as the ideal sweet spot, with 20% tire deformation, Canyon have now integrated a new tire pressure calculator into their app, in cooperation with Pirelli. It comes pre-configured with the bikes original setup data.Aeroad DNA on gravel: the deep-profile, wide-set fork takes its cues directly from Canyons aero road bikes.The Canyon Grail CF SLX in DetailThe reading on our workshop scales is a little less encouraging. Our Grail CF SLX 8 AXS in size S weighs 8.69 kg with the stock tires, rising to 8.83 kg with our wider test tires. Thats a fairly hefty figure for a race bike, and its likely to take some of the edge off its climbing performance.The Midloader and Top Tube Bags, developed together with Cyclite, sit flush against the frame for a clean aerodynamic profile. The Midloader can also be removed in seconds via a quick-release system.The distinctive kink behind the front wheel is designed to guide airflow cleanly past the frame and water bottles, helping you save valuable energy on fast sections.Within the new Grail platform, Canyon differentiate the models more clearly than ever. The CF serves as the entry point from 2,499, combining a more affordable carbon layup with mudguard mounts and a carbon cockpit, but doing without the LOAD in-frame storage compartment. In return, it is the only version that remains compatible with the previous generations Cargo Sleeves on the fork. A cheaper aluminium model is not currently planned.The CF SLX, priced from 3,999, is the most versatile package in the range. It gets a higher-grade carbon layup, the PACE cockpit system, in-frame storage and mudguard mounts. That puts it squarely in the sweet spot for ambitious racers and gravel enthusiasts who dont want to keep adding a new bike to the garage for every type of ride. The integrated LOAD storage compartment in the down tube should fit most of your essentials, but if thats not enough, Canyon are now working with bikepacking specialists CYCLITE. The jointly developed Midloader sits flush within the front triangle for a clean aerodynamic profile, and can be fitted or removed in seconds via a clever quick-release system at the rear. The setup is complemented by a small Top Tube Bag that slots neatly onto the mounts directly behind the stem.The 6,500 CFR model takes an even more uncompromising approach to performance and uses Canyons lightest carbon layup. It retains the in-frame storage compartment, but does without mudguard mounts. That means the CF SLX is more than just the middle option between the CF and CFR. In fact, it is the most versatile Grail in the new range and, for many riders, probably the most compelling choice.The Spec of the Canyon Grail CF SLX 8 AXS 2026Our test bike, the Grail CF SLX 8 AXS, pairs a SRAM Force AXS XPLR groupset including power meter, with DT Swiss GRC 1400 wheels and 45 mm Schwalbe G-One RS tires. For racing, Canyon also supplied us with a set of 57 mm Schwalbe Thunder Burt tires, which had already impressed us in our big 2026 gravel tire group test with their high efficiency, dependable grip and good compliance, though they gave away some ground when it came to puncture protection.The 57 mm Schwalbe Thunder Burt rolls surprisingly fast and smooths out chunky roots, but sharp-edged rocks demand a little more caution if you want to avoid punctures.No shortage of clearance around the bottom bracket: even with 2.25 tires, theres still enough room at the chainstay to stop sticky mud from clogging up the frame straight away.The small 40 tooth chainring fitted as standard suits the Grails versatile remit, and proved genuinely useful on the steep ramps around Koblenz, where gradients reached up to 20%. For fast racing on flatter courses, though, it feels like a rather conservative choice. Youre not locked into it, however: the MyCanyon configurator offers chainrings from 40 to 48 teeth, while the frame itself can accommodate aero chainrings with up to 52 teeth.With the 50 mm deep DT Swiss GRC 1400 carbon wheels, Canyon go all-in on aerodynamics for the CF SLX 8. In fact, these wheels even served as the benchmark in the wind tunnel for Canyons brand-new GR 50 CF wheelset. While DT Swiss use a narrower rim profile, Canyons own design is purpose-built around modern, wide gravel tires. With a 27 mm internal rim width, the GR 50 CF is designed for tires from 35 to 60 mm wide, providing better support when cornering, and helping prevent the tire from folding over at low pressures. According to Canyon, the 1,675 g carbon wheelset, built around DT Swiss 350 hubs, delivers almost identical aerodynamic performance and crosswind stability in the wind tunnel as the more expensive benchmark wheels. The new wheelset features on several models in the Grail range, including the CF SLX 7 Di2 and CF 7 AXS, and will be available to purchase separately for 999.The build is rounded off by the VCLS Aero seatpost, which we already know from the Canyon Endurace CF SLX 2026. According to Canyon, it requires around 25% less force to achieve the same amount of deflection, making for a smoother ride.The Geometry of the Canyon Grail CF SLX 2026For the third generation, Canyon have made the Grail even sportier without sacrificing its characteristic composure. Compared with its predecessor, the effective stack is 15 mm lower and the reach 3 mm shorter, while the chainstays have grown by 10 mm to 435 mm. The result is a lower, more compact riding position, combined with greater stability and composure. Canyon themselves describe it as a racier geometry.Canyon Grail CF SLX 2026 5,499SpecificationsSeatpost Canyon SP0093 VCLS Aero D-ShapedBrakes SRAM FORCE AXS 160/160 mmDrivetrain SRAM Force XPLR AXS 1 x 13Chainring 40 TStem Canyon CP0048 PACE Bar w/ Control Drops 80 mmHandlebar Canyon CP0048 PACE Bar w/ Control Drops 370 mmWheelset DT SWISS GRC1400 12 x 100 / 12 x 142Tires Schwalbe Thunder Burt 700 x 57cCranks SRAM Force Dub 165 mmCassette SRAM Force XPLR 10-46 TTechnical DataSize XXS XS S M L XL XXLWeight 8.83 kgSpecific FeaturesRevised in-frame storage in the down tubeRoom for tires up to 57mmSeatpost with comfort featureShort cranksIn size M, the Grail has a stack of 575 mm, a reach of 411 mm and a wheelbase of 1,062 mm, along with a 75 mm bottom bracket drop. That positions the rider low in the bike, while the longer chainstays and extended wheelbase add composure at high speeds. At the same time, the relatively short reach keeps the handling direct and controlled. As with the Endurace platform, Canyon now fit the new Grail with shorter cranks as standard. Size S comes with 165 mm cranks, allowing you to adopt a lower, more aerodynamic position while maintaining a more open hip angle.The revised cockpit follows the same philosophy: Canyon retain the predecessors short 80 mm stem and pair it with their new Control Drops, which feature 17 % flare and 120 mm of drop. Through MyCanyon, you can also choose from different drop-bar options, and stem lengths ranging from 70 to 140 mm. On paper, that points to a compact, sportier riding position, without sacrificing long-distance comfort or control at high speed. But does that hold true out on the trail?Size2XSXSSMLXL2XLTop Tube528 mm544 mm559 mm581 mm604 mm618 mm643 mmSeat Tube432 mm462 mm492 mm522 mm552 mm582 mm612 mmHead Tube98 mm103 mm120 mm138 mm162 mm182 mm205 mmHead Angle68.570.071.571.5071.571.871.8Seat Angle73.573.573.573.573.573.573.5Chainstay435 mm435 mm435 mm435 mm435 mm435 mm435 mmBB Drop75 mm75 mm75 mm75 mm75 mm75 mm75 mmWheelbase1,034 mm1,037 mm1,039 mm1,062 mm1,085 mm1,097 mm1,123 mmReach372 mm385 mm394 mm411 mm427 mm435 mm454 mmStack525 mm537 mm558 mm575 mm598 mm618 mm640 mmThe Fastest All-rounder? The Canyon Grail CF SLX 2026 on TestAt first glance, the Grail CF SLX looks more aggressive and sporty than its predecessor. The low, aero-optimised front end and distinctive cut-out around the rear triangle leave little doubt about that. But if the racier geometry has you expecting a Grail that feels like a Canyon Aeroad on knobbly tires, you might be surprised. The lower front end and shorter reach do make the bike feel more direct, with a little more weight over the front, but the handling remains pleasantly balanced. Despite the long chainstays, the Grail never feels sluggish its surprisingly agile. It is not especially playful, though. On the climbs, including the steep ramps out of the Rhine valley around Koblenz, the Grail feels direct, if not the most responsive. Point it downhill, however, and it feels remarkably stable despite the short stem: the front end is particularly convincing through fast corners, holding its line reliably, requiring very few corrections, and inspiring plenty of confidence even on loose surfaces.This is where the new Control Drops really come into their own: combined with the short stem and reduced effective reach, they create a riding position that feels right from the outset, and inspires plenty of confidence. The VCLS Aero seatpost helps too, adding a reliable dose of comfort. Under acceleration, the Grail feels solid rather than especially punchy largely due to the relatively heavy DT Swiss GRC 1400 wheelset, and slightly heavier tires.When you stamp on the pedals, the bike remains precise, but it lacks the explosive feel of truly lightweight race bikes. You notice the higher overall system weight most when riding out of the saddle, while the frame itself stays plenty stiff, transferring your power cleanly onto the gravel.Plan A: Dont CrashAt the German Gravel Championships during Rad am Ring, the 57 mm Thunder Burt tires, run at 1.1 bar, were an absolute game changer for us: despite their relatively shallow tread, they delivered huge reserves of grip and confidence on the sometimes sketchily loose gravel sections and rough, root-strewn trails, while still rolling impressively quickly. Its a combination we wont want to give up any time soon.The next test of the Grails versatility came on a 700 kilometre bikepacking trip through Sweden. We were particularly impressed by the numerous mounting points, the in-frame storage as an extra place to stash gear, and the geometry, which remained comfortable even after hours in the saddle. Fully loaded, gravel bikes tend to feel a bit like tanks anyway, so theres only so much you can learn about the handling from riding with luggage. One thing was clear, though: the Grail took every challenge of the trip in its stride, from headwind-heavy stretches along the Oslofjord to tight, steep descents.Nearly 700 kilometres of bikepacking through Sweden and Norway: fully loaded, the Grail loses some of its race-bike snap, but it remains composed and surprisingly comfortable for long days in the saddle.Even on a fast road ride with 35 mm Continental 5000 S TR tires, the Grail felt surprisingly familiar more like an Aeroad than a stodgy, planted gravel bike. On fast, open sections, it carries speed efficiently and feels much closer to a road race bike than a traditional adventure gravel bike. This is where the low front end, aerodynamic optimisation and 50 mm-deep wheels really play to their strengths.Ready set attack!When it comes to fun, the Grail is at its best when high speeds, rough surfaces and long, sweeping corners come together. One minor downside is the finish: the matt black paint on our test bike shows dirt almost instantly, and it can be a real pain to clean. If you spend a lot of time off-road, you might find yourself wishing for a glossy, single-colour alternative. Tuning tip: Fit a lighter wheelset to bring down the overall weight, and give the bike a bit more punch under acceleration.Who is the Canyon Grail CF SLX 2026 For?The Grail CF SLX is aimed at ambitious gravel racers looking for a fast bike that can handle a wide range of conditions. It feels most at home on long, fast and increasingly rough gravel courses, where the generous tire clearance, stable handling and impressive long-distance comfort really come into their own. At the same time, it remains versatile enough for bikepacking trips and fast after-work road rides.The right bike for:Gravel racers and all-roundersWhether youre hammering along fast gravel or tackling rough, rooty trails, the generous 57 mm tire clearance and well-balanced geometry combine aero speed with plenty of off-road capability.Ultra-endurance riders and bikepackersThe down tube storage compartment, neatly integrated aero bags and high level of long-distance comfort make it an excellent choice for endless days in the saddle.Not the right bike for:Weight weenies and sprintersIf youre after an ultra-light, razor-sharp race gravel bike for explosive accelerations, the relatively high system weight and slightly sluggish stock wheels will hold you back.2x traditionalistsCanyon have dropped front derailleur compatibility altogether to make room for the high-volume tires. If you want the finer road-oriented gearing of a double chainring setup, youre out of luck here.It is less well suited to riders who prioritise maximum responsiveness and the lowest possible weight above all else.At 4,999, the Grail CF SLX 8 AXS offers a very strong overall package with Force XPLR groupset, a power meter, carbon wheels and the PACE cockpit. If price is less of a concern, however, and you can do without mudguard mounts and some of the extra everyday versatility, the Grail CFR is the better fit for riders focused on lower weight and outright race performance.Helmet Sweet Protection Tucker 3 | Glasses Oakley META Vanguard | Jersey Q36.5 Dottore Grid Skin Shorts Q36.5 Dottore Climate | Shoes Canyon Tempr CFR Offroad | Socks Gobik ICONConclusion on the Canyon Grail CF SLX 2026The new Canyon Grail CF SLX isnt an uncompromising gravel race bike. Instead, it might be the more compelling answer to the demands of modern racing: fast, predictable and hugely versatile. Its 57 mm tire clearance, stable handling and impressive long-distance comfort make it an ideal companion for rough courses. The weight and wheelset do take some of the edge off its sporting character, though. Add in clever details, plenty of everyday usability and strong value for money, and the Grail CF SLX 2026 emerges as a thoroughly modern all-rounder for racing, everyday riding and adventure.TopsPlenty of room for very wide tires thanks to up to 57 mm of clearanceExcellent balance between stability and agilityOutstanding ergonomics of the new Control DropsVCLS Aero seatpost reliably filters out vibrationsRevised LOAD Down Tube Storage and lightweight CYCLITE bagsFlopsSlightly high weightHeavy wheels dull the bike's acceleration.The matt finish looks cool but shows dirt very quicklysadly no frameset availableMore information at canyon.comDer Beitrag New Canyon Grail CF SLX 2026 Review: Is There Space on the Podium for Big Tires? erschien zuerst auf GRAN FONDO Cycling Magazine.

The season is coming to an end, the days are getting shorter, the mornings cooler, and the rain radar sounds the alarm more often. For some, that means hanging the bike on the wall and bringing the turbo trainer up from the basement. For others, this is when the interesting part of the season really begins. You are motivated to get out and smash it, only for the thought of ruining your white shoes to kill the mood again. And so the same drama begins before every ride: overshoes, yes or no? This is exactly where the Imperial comes into its own!Giro Imperial AS | 234 g in size 43 | 449 | Manufacturer websiteAS stands for All-Season. Giro has three top-tier models: the Imperial II, the Empire SLX, essentially the Imperial with laces instead of BOA dials, and now the AS. The conventional Imperial is known for its ventilation. It breathes brilliantly and feels very comfortable, but its also difficult to clean. Take a look at the pros shoes, and mesh models stand out immediately, simply because they are often the only black patches in an otherwise snow-white peloton! Riders such as Kasia Niewiadoma, Jay Vine and Biniam Girmay prove that the concept works at the highest level, all of them choosing the Imperial.A free pass from the style police! Clean white shoes with white aero socks are always a great match!Technically, the AS stays very close to its summer counterpart: the closure system, sole and race fit are identical. The key difference is the TPU layer over the mesh. Its designed to keep out wind and spray while also adding extra stability to the upper. Laser perforations ensure the Imperial AS does not turn into a portable sauna at the same time. Giro therefore positions it for hard training sessions and racing in cool, drizzly conditions.The All Season is not a winter shoe, though, nor is it trying to be. It remains a race shoe with added weather protection. As a result, its not entirely waterproof. Whats more remarkable is that, according to Giro, this extra protection comes without any weight penalty: the AS is meant to weigh exactly the same as the standard Imperial, which puts it among the lightest BOA-equipped road shoes on the market. At the same time, the TPU upper is designed to provide more stability. The sole is made out of Forged Carbon and provides plenty of stiffness. Ideal when you try to beat your mates at the town-sign sprint!What is the Giro Imperial All-Season capable of?The Imperial AS is a top-tier race shoe and makes no attempt to hide it. It weighs 234 g in size 43, features Giros stiffest sole and Li2 dials, currently the lightest and most premium system in the BOA range. The price reflects that: 449 for the standard version and 479 for the limited Kasia edition. Even in the high-end segment, thats a serious amount of money, especially given that they are likely to sit alongside your summer shoes rather than replace them. Those numbers are impressive, but the real USP is the lightweight weather protection. The AS is designed to be warmer than conventional race shoes, keep water and dirt out to a certain degree and still breathe well. That sounds like a very narrow niche somewhere between summer and winter footwear. In practice, it is surprisingly broad. The Imperial All Season is noticeably warmer than any conventional race shoe our tester has ridden so far. It works brilliantly up to around 20 C. If it gets hotter more ventilated summer shoes have the advantage. Even so, your feet never feel like they are sitting in a steam room. The TPU-coated mesh with laser perforations still allows moisture to escape effectively. Compared with toe covers in particular, that is a real benefit. If your feet get cold quickly and you tend to ride in more northerly climates, you could easily use the AS for a large part of the year.It also delivers when it comes to weather protection. Drizzle and residual moisture bead off to a certain extent, although sustained heavy rain will eventually get through. Anything else would be a kind of magic. Protection from dirt is even better. Mesh cycling shoes and grime usually have a pretty toxic relationship, but far less sticks to the All Season, and anything that does can normally be removed with a small brush. For white shoes, that is almost a superpower. As a result, our tester found himself wondering far less often whether winter socks or overshoes were necessary. And for style obsessives, there is an even stronger argument: you can ride in white shoes without going to red alert internally at the first drop of rain.Light rain and moisture bead off, but you will still need overshoes when it really pours.The Forged Carbon sole fits the uncompromising race brief perfectly. It is extremely stiff, very thin and gives you a direct connection to the pedal. Even during all-out sprints, we could not detect any noticeable flex. Another clever detail is the rubber heel pad, which is screwed in place and can be replaced once worn. The closure system matches the shoes high-end ambitions too. The aluminium BOA Li2 dials are light, beautifully made and look suitably premium. More important, however, is the cable routing underneath. It spreads tension across a large section of the shoe and holds the foot very evenly.The Forged Carbon sole is ultra-stiff!The closure extends almost to the toe box: race fit, excellent hold, but snug!The fit is unmistakably race-focused at the rear, yet surprisingly relaxed at the front. There is plenty of room in the toe box without it feeling excessively wide. Overall, its width sits somewhere in the middle of the pack among race shoes. The heel is held very securely and the upper extends relatively high, meaning your foot barely moves at all. For our tester Benedikt, that is exactly what he wants: every movement of the foot should be transmitted to the pedal as directly as possible. To stop the heel area feeling like a vice, Giro lined it with suede. That worked well in testing. If you are sensitive around the Achilles tendon, however, it is worth paying close attention to the high heel shape when trying the shoes on. The insole deserves praise too. While some 400 shoes still feel as though the manufacturer started cutting costs on the inside, Giro supply three different midfoot inserts. These let you adjust arch support to suit your foot, which is a genuine bonus for riders with flatter arches. Ionic+ silver fibres are also designed to provide antibacterial and odour-resistant properties. By the third indoor session, that is a feature appreciated not only by the rider. Even so, we still see upgrade potential with a semi-custom or fully custom insole. If you are already spending almost 500 on a shoe, another roughly 100 can make a noticeable difference to both comfort and support.The BOA Li2 dials look premium and can be adjusted while riding.You will either love or hate the high heel. Great hold, but snug!Visually, the AS is pleasingly understated. It is available in black, white and a limited Kasia edition in pink and green. Our white test pair looks clean and premium thanks to the aluminium BOA dials and minimalist branding. The TPU upper also makes the AS look less technical than the standard Imperial II, almost like the old-money style of race shoes. Just with Forged Carbon instead of cashmere.Two pairs of race shoes for different weather conditions? It sounds decadent. After a few weeks with the All Season, though, it suddenly seems much less absurd.Who is the Giro Imperial All-Season for?The shoe is ideal for anyone looking for a race shoe but prone to cold feet. You can wear it all year round and get the added bonus of weather protection.Also anyone who trains a lot through spring and autumn and is fed up with toe covers should take a closer look at the All Season. The combination of weather protection and good breathability can quickly become a gamechanger. The shoe feels particularly at home in British weather. In fact, it should almost be destined to become a bestseller here, because there are currently no alternatives offering a similar set of qualities.Everyone should keep one thing in mind:The Imperial AS remains a race shoe. An extremely stiff sole and a close-fitting heel ensure that every watt and every movement reaches the pedal. If that is what you are after and you want to combine those strengths with weather protection, the AS is your choice. If you want a slipper-like cycling shoe, however, this is not your shoe. Nevertheless, comfort is impressively high for a race shoe.The shoes stay white. Most of the time, at least.Conclusion: Would we buy the Giro Imperial All-Season? 449 is fairly typical for the premium segment, but cheap it certainly is not. In return, Giro delivers an exceptionally high-quality race shoe with excellent hold, convincing comfort and a well-judged set of features. The technology lives up to the high-end positioning, as does the clean, premium look.What makes the Imperial II All Season stand out is its weather protection. It keeps wind out, whilst remaining surprisingly breathable and being far more resistant to water and dirt than conventional race shoes. Cleaning is easy too, despite the white colour.Before the test, we admittedly saw the AS as something of a niche filler in an already crowded market. A very specific shoe for a very specific problem. After testing it, we see things differently: our tester does not want to give it back.If your feet get cold quickly, this could be a genuine gamechanger. It is also an exciting option for anyone who wants to train outdoors all year round. Provided, of course, that the fit works for you.Ultimately, Giro are charging pro-level money, but they also deliver performance and quality that suits this price. Our tester will continue to keep both a conventional summer shoe and the AS ready to go. Between September and May, however, the choice is likely to be pretty one-sided.TopsWeather protection and thermal layer work wellWater- and dirt-repellent to a certain extentHigh level of comfort for a race shoeExtremely stiff soleFlopsonly an on-top solution for a variety of ridersFor more information, visit giro.comDer Beitrag Hot or Not? Testing Giros Imperial All-Season Road Shoes erschien zuerst auf GRAN FONDO Cycling Magazine.