With the Crux 5, Specialized are unveiling the next generation of their gravel race bike. What started life as a stripped-back featherweight cyclocross bike has evolved into a more capable, aerodynamic race machine that still promises to retain its trademark agility. We got the exclusive chance to ride the bike on the gravel tracks around Girona ahead of the official launch.Specialized S-Works Crux | 7.10 kg in Size 54 | 13,999 | Manufacturers WebsiteTable of ContentsThe Specialized S-Works Crux 2026 in detailThe Spec of the Specialized S-Works Crux 2026Geometry of the Specialized S-Works Crux 2026Eat my Dust: The Specialized S-Works Crux 2026 on ReviewWho is the Specialized S-Works Crux 2026 for?ConclusionIts already been four years since Specialized redefined the ultra-light, stripped-back gravel bike with the Crux 4. In gravel terms, thats almost an eternity. Since then, the sport has gone all-in on performance and aero gains. Even back then, the previous Crux had to fight hard in our group test against increasingly aero-focused rivals, despite featuring a custom race build with borrowed Tarmac SL8 road components. The verdict? Stunningly light on climbs, but increasingly outgunned when the speeds ramped up on the flat. Its classic, delicate Aethos-inspired silhouette looked almost old-fashioned next to the latest generation of aero gravel bikes.But the teams in Morgan Hill and Freiburg havent been sitting still. Behind the scenes, theyve been working on a major evolution that marks a genuine shift in philosophy for the 2026 Crux. Interesting Details of the Specialized S-Works Crux Highs Excellent acceleration Razor-sharp, direct handling Huge tire clearance of up to 55 mm Fully integrated, super-clean look Very low overall weight Lows Odd gearing choice straight from the factory. Frameset is only available as an expensive S-Works version in Europe. No internal frame storage in the name of weight savings. Key Facts Frame: S-Works Crux 12R carbon Tire clearance: Up to 55 mm, or 2.2 XC MTB tires Drivetrain: SRAM RED XPLR AXS (112) Wheelset: Roval Terra Aero CLX (50 mm rim depth, 27 mm internal width) Cockpit: Roval Terra Aero fully integrated cockpit Weight: 7.1 kg (Manufacturers Claim with 45 mm Pathfinder TLR) Frame weight: 789 g (claimed) Price: 13,999 complete bike with S-Works / 5,799 S-Works frameset Sizes: Six sizes from 49 to 61 Now the new Specialized Crux 5 rolls onto the stage. And with it, the Californians are finally abandoning any attempt to blend old-school cyclocross DNA with the demands of modern gravel racing. The Crux 5 is a pure gravel race weapon whose appearance has far more in common with the Tarmac SL8 than its more traditional predecessor.Behind the concept lies a holistic development philosophy. Rather than optimising aerodynamics purely in the wind tunnel, Specialized are trying to mathematically recreate the realities of gravel racing. To do this, they have collected real-world course data using sensors, including surface characteristics from the Unbound course in Kansas, and combined it with wind tunnel testing. The goal of these simulations is to solve what Specialized call the Equation of Speed. In simple terms, its about identifying where aero gains genuinely matter on a gravel bike, and where wider tires or greater comfort actually save more time in the real world than a theoretically perfect aero profile ever could.The claims around this model are certainly attention-grabbing. As well as a frame weight of just 789 g, the new frames Tarmac SL8-inspired design is said to reduce drag significantly. Combined with a huge increase in tire clearance of up to 55 mm, Specialized claim this setup can save riders like Sofia Gomez almost ten minutes over the 200-mile Unbound course in Kansas.Ahead of the official launch, we had the exclusive opportunity to spend two days riding with the Specialized development team on the dusty, muddy gravel tracks around the gravel mecca of Girona. So, does the equation actually add up? And can the Crux 5 really balance Tarmac-like speed with the agile handling the Crux is known for? We found out in our first ride review.A Tarmac on Steroids? The Specialized S-Works Crux 2026 in DetailOne glance is enough to see that Specialized have given the Crux an entirely new identity. Our test bike was finished in the beautifully detailed Silver Dust Metallic colourway. While the previous generation stood out with its timeless, almost delicate Aethos-inspired design, the Crux 5 now takes unmistakable visual cues from the Tarmac SL8. Lower seat stays, an aero seatpost and a sharply sculpted head tube make one thing immediately clear: the Crux borrows heavily from modern aero road bike design to minimise drag on fast gravel sections.This aero overhaul also marks the end of the traditional separate bar-and-stem setup. The Crux 5 now features fully integrated cable routing, with every line disappearing neatly inside the frame. Not only does this create an exceptionally clean look, its also likely responsible for a large share of the bikes aerodynamic gains. Things get particularly interesting when you look at the redesigned headset system. On the previous generation Crux, the original design caused notable issues for some riders under hard off-road use, often leading to frustratingly short maintenance intervals. Specialized have clearly addressed that here, fitting the Crux 5 with a newly developed headset system featuring significantly improved sealing, designed to shrug off the constant dirt and grime of gravel riding. But the real headline feature is hidden deep inside the carbon structure itself.A look at the rear end reveals that, despite the frames aero-focused redesign and the wide, deep-section wheels, the Crux 5 certainly doesnt skimp on clearance. Tire clearance has grown to a huge 55 mm, leaving enough room for XC mountain bike tires up to 2.2 wide. Even so, the complete bike still weighs just 7.1 kg. Specialized have managed to create loads of space for big-volume tires, without sacrificing the bikes slim, agile silhouette. In fact, the new Roval Terra Aero CLX wheels were specifically designed so that wider tires blend seamlessly into the rim profile for optimal aerodynamics.Anyone hoping the Crux 5 would feature integrated downtube storage like its more comfort-focused sibling, the Diverge, will come away disappointed. Specialized have dropped internal frame storage entirely in the name of uncompromising weight savings and frame stiffness. The Crux is meant to be a pure race machine, after all. That said, you dont have to give up on practicality altogether. The Californians have added new mounting points on the top tube for a bag, as well as mounts beneath the down tube for a third bottle cage or tool mount.If the S-Works flagship model sits outside your budget, the new model range introduces an interesting alternative. The new S-Level replaces the previous Pro platform. The idea is simple: Specialized are now pairing their slightly heavier but more affordable 10R carbon frame, complete with the classic Specialized logo, with the SRAM RED XPLR groupset, a spec level previously reserved exclusively for S-Works models. Below that, the range continues with the usual hierarchy down to the entry-level Comp model. Equipped with the electronic SRAM RIVAL AXS groupset, the range starts at 4,499. Riders looking to build their own dream setup, however, will need deep pockets. Specialized are only offering the S-Works version as a separate frameset, and it costs a hefty 5,799. For the European market, there are currently no plans to offer a more affordable S-Level frameset option.Only the Best: The Spec of the Specialized S-Works Crux 2026The new Crux 5 makes one thing crystal clear: the future of gravel racing is 1x. The frame has been designed exclusively around single-chainring drivetrains, and all of the models are equipped with SRAM XPLR groupsets. As youd expect, our S-Works flagship model features SRAM RED XPLR AXS. Oddly, it comes fitted with a 40 t chainring as standard. For a pure-bred gravel race bike built around maximum speed, that feels like a rather questionable choice. While it may be perfectly adequate for big climbs and recreational riders, anyone with serious race ambitions will find themselves spinning out far too quickly on fast descents and high-speed sections in the bunch. If you want to fight at the front aboard the Crux 5, youll want to swap straight to at least a 42 t chainring, or better still a 44 t or even 46 t setup.The rest of the build is packed, as expected, with Specializeds own top-tier components. At the rear, the aero seatpost borrowed from the Tarmac SL8 combines with the proven Power Mirror saddle to deliver excellent vibration damping and comfort. Up front, the new fully integrated Roval Terra Aero cockpit takes centre stage.Specialized S-Works Crux 2026 13,999SpecificationsSeatpost S-Works Tarmac SL8 Carbon seat D-ShapedBrakes SRAM RED AXS 160/160 mmDrivetrain SRAM RED XPLR AXS 1 x 13Chainring 40 TStem Roval Terra Cockpit 90 mmHandlebar Roval Terra Cockpit 380 mmWheelset Roval Terra Aero CLX 12 x 100 / 12 x 142Tires Specialized Tracer TLR 700 x 50cCranks SRAM RED AXS DUB 170 mmCassette SRAM RED XPLR XG-1391-E1 10-46 TTechnical DataSize 49 52 54 56 58 61Weight 7,1 kgSpecific FeaturesVery wide tire clearanceMounting points on top and down tubeBeautifully detailed paint finishA real highlight of the build is the brand-new Roval Terra Aero CLX wheelset. The secret behind the so-called chopped aero design? The rim profile features the bulbous, airflow-optimised sidewall of a deep 60 mm rim, but cuts off abruptly to deliver a more compact real-world depth of just 50 mm. Combined with lightweight carbon spokes and a modern 27 mm internal rim width, the wheels perfectly reflect the current gravel racing trend towards wider rims. If you want to push the weight limit even further, the optional CLX III wheelset trims another 250 grams from the overall package.When it comes to the rubber, the Crux 5 comes fitted as standard with 45 mm Specialized Pathfinder TLR tires, an exceptionally fast option for tarmac and hard-packed gravel. But because the gravel tracks around Girona can be brutally unforgiving, Specialized swapped our test bikes onto 50 mm Specialized Tracer TLR tires for the launch rides. Thanks to their smooth, comfortable rolling characteristics, they inspire loads of confidence on loose terrain. Their only real downside is their slightly reduced cornering grip compared to the Pathfinder. If your riding regularly ventures into really rough and technical terrain, wed go straight for the Specialized Terra TLR instead, which already proved itself as a true grip benchmark in our big gravel tire group test, well beyond Specializeds own range.Geometry of the Specialized S-Works Crux 2026Specialized have deliberately tuned the Crux 5 for greater composure on gravel, leaving behind the somewhat twitchy cyclocross DNA of its predecessor. Available in six sizes, the sporty, stretched stack-to-reach ratio remains unchanged at exactly 1.44 in size 54. For maximum control at high speed, the bottom bracket now sits significantly lower. BB drop has increased from 72 mm to a substantial 78 mm, lowering the centre of gravity, and delivering exceptional cornering stability, despite the high-volume tires. Combined with a head angle thats 0.5 slacker, the wheelbase grows to 1,026 mm.Size495254565861Top Tube512 mm534 mm543 mm566 mm583 mm603 mmSeat Tube445 mm456 mm473 mm497 mm515 mm545 mmHead Tube95 mm110 mm125 mm142 mm163 mm188 mmHead Angle70.570.757171.571.571.5Seat Angle75.574.574.5747474Chainstay425 mm425 mm425 mm425 mm425 mm425 mmBB Drop80 mm80 mm78 mm78 mm78 mm78 mmWheelbase1,008 mm1,016 mm1,026 mm1,039 mm1,057 mm1,078 mmReach375 mm382 mm388 mm400 mm412 mm425 mmStack530 mm547 mm560 mm578 mm598 mm621 mmDespite the huge tire clearance for rubber up to 55 mm wide, chainstay length remains a compact 425 mm to preserve the bikes sharp, lively acceleration. The cockpit further underlines the Crux 5s modern race ambitions. Instead of the standard 400 mm bar width on our size 54 test bike, we opted for the narrowest version, with a 380 mm width at the tops. This trend creates a noticeably more aerodynamic silhouette, and its a refinement wed strongly recommend to anyone with narrower shoulders, or with ambitions of squeezing out every last aero gain.Eat My Dust: The Specialized S-Works Crux 2026 in ReviewThe dusty gravel roads around the gravel mecca of Girona, baked hard under the Catalan sun, are a paradise for cyclists. Theyre also a brutally honest testing ground for bikes. Spend any time riding the trails here and you quickly realise that loose gravel, harsh washboard sections and technical singletrack dont forgive mistakes. Thanks to the almost biblical rainfall in the days leading up to our test, Catalonia also served up a challenging mix of sticky clay, deep dust and rough rocky terrain.Its on this exact kind of demanding terrain that the Crux 5 immediately shows what its made of. The moment you put the power down, you almost forget youre riding a gravel bike. Specialized have created an absolute riot of a machine here. The low overall weight of just 7.1 kg, combined with the bikes impressive stiffness, delivers explosive acceleration. Every pedal stroke is translated instantly into forward momentum, without the slightest hesitation.The real magic happens once the terrain turns technical and gravity takes over. Despite geometry designed around high-speed stability, the handling remains wonderfully direct and razor sharp. The bike flicks through tight switchbacks and rock-strewn sections with playful ease and intuitive precision. At the same time, the front end inspires huge confidence, with none of the nervous twitchiness or vague steering feel you sometimes get from ultra-responsive race bikes.Comfort levels are surprisingly high, too. Much of that comes from the high-volume tires and the ergonomic Power Mirror saddle, both of which add a welcome layer of smoothness to the ride. Up front, the new integrated Roval Terra Aero cockpit also impresses. The carbon construction delivers noticeable flex that effectively reduces strain on your wrists during long, rough descents especially in the drops. The ride feel strikes an almost perfect balance, combining maximum trail feedback with exactly the amount of comfort you need to keep pushing hard, even on the final climb, after hours in the saddle. Tuning tip: fit a narrower cockpit for maximum aero gains, and pair it with wider Specialized Terra TLR tires for improved grip.By the end of the test day, with red Catalan dust caked everywhere and the brakes grinding from sand on the final descent, any theoretical doubts have disappeared. Despite all the supercomputer simulations and mathematical efficiency formulas, Specialized havent stripped the Crux of its soul. Quite the opposite: This bike is outrageously fun.Who is the Specialized S-Works Crux 2026 For?The new S-Works Crux 5 is all about pure racing performance, without punishing the rider with excessive harshness. While the previous generation excelled primarily as a climbing specialist for twisty courses and punchy ascents, it could often feel nervous on rough terrain, especially once speeds increased. The fifth-generation Crux delivers a noticeably more rounded and versatile overall package. Its the ultimate all-round weapon for ambitious racers who want to fight for the front at Unbound Gravel just as much as they want to hammer out fast after-work rides.Helmet Specialized S-Works Evade 4 | Glasses Oakley Radar EV Path | Jersey PAS NORMAL STUDIOS Mechanism Jersey | Bibs PAS NORMAL STUDIOS Mechanism Bib Shoes Specialized S-Works Recon EVO | Socks Specialized Air Tall LogoConclusionThe new Specialized S-Works Crux 5 is a successful reinvention of an icon. Specialized prove that their data-driven development approach is far more than just sterile marketing speak you can genuinely feel the benefit out on the trail. What was once a lightweight purist in its fourth generation has evolved into an aerodynamically optimised high-speed race machine that pushes the boundaries of modern gravel racing even further. Despite the clear visual and technical influence of the Tarmac SL8, the Crux 5 hasnt lost any of its trademark playful character. Combined with massive tire clearance of up to 55 mm, it delivers a coherent and impressively versatile overall package, finally leaving behind its image as a stripped-back cyclocross racer.TopsPlayful handlingDirect acceleration on climbs thanks to the low weight and high stiffnessErgonomic and comfortable cockpitLoads of clearance for wide tiresBeautifully detailed paint finishFlopsUndersized stock chainringNo affordable frameset optionFor more information, visit specialized.com.Der Beitrag New Specialized S-Works Crux 2026 First Ride Review: Saying Goodbye to Cyclocross erschien zuerst auf GRAN FONDO Cycling Magazine.

Right on cue for the UNBOUND Gravel race in Kansas, Scott have become one of the first bike manufacturers to throw a 32 gravel prototype into the mix. The brand are testing the concept with last years winner Cameron Jones and ultra-distance specialist Robin Gemperle on the brutal 200-mile course. What started life as a theoretical concept on the drawing board now has to prove itself at the toughest gravel race in the world.The gravel racing scene has evolved massively in recent years. The trend towards significantly wider tires is impossible to ignore, and its something we recently explored in depth in our big gravel tire group test. Just a few years ago, slim 40 mm tires were considered the benchmark. Now, 45 mm rubber and, depending on the race, even XC tires measuring over 50 mm wide have become the norm. While 32 wheels promise similar performance gains, they also rewrite the rulebook entirely. Moving to this wheel size demands far more radical solutions and introduces an entirely new level of engineering challenges.That becomes obvious when you look at the two Scott riders putting the prototype through its paces at UNBOUND. Swiss ultra-endurance specialist Robin Gemperle, standing at 1.88 m, will presumably be riding a large frame where the huge wheels still look reasonably proportional. New Zealander Cameron Jones, at around 1.80 m tall, is a far better benchmark for the average rider. Thats exactly where the technical limitations start to appear.Particularly with medium and smaller frame sizes below 56 cm, the concept quickly runs into packaging issues. The enormous wheels force engineers to use a much shorter head tube to keep the already towering stack height under control, which often leaves aggressively slammed stems as the only viable solution. Combine that with the goal of maintaining a compact, aggressive wheelbase for sharp handling and toe overlap with the oversized front wheel becomes almost inevitable.The bikes ridden by both athletes are built around a specially developed Scott RC Gravel 32 frameset and roll on huge custom-built wheels fitted with 50 mm Schwalbe G-ONE RX tires. The component choices are particularly fascinating because the industry still has no established standards for this wheel size.Cameron Jones is running a mix of Shimano XTR components and Dura-Ace shifters, paired with ultra-short 160 mm cranks and custom Industry Nine wheels. Robin Gemperle, meanwhile, lines up with SRAMs RED XPLR 13-speed groupset.Unsurprisingly, both riders are full of praise, especially when talking about the supposedly revolutionary cornering traction. Scott stress that these are purely prototype bikes and will never reach production in this exact form. Accordingly, the brand are keeping technical details to a minimum. We already had a chance to test a similar feasibility study developed by design studio Faction Bikes a few weeks ago, and youll be able to read that review very soon here on our site. Still, history tends to repeat itself with projects like these: what wins at World Cups or races like UNBOUND often finds its way into production sooner or later.We already had another 32 prototype from Faction Bikes on test to explore how bigger wheels affect gravel bike handling. Youll be able to read the full review very soon here on our site.Blessing or pointless hype?The announcement comes at exactly the moment the 32 debate, which we explored earlier this year in our The MIRROR format, is spilling over from mountain biking into the gravel scene. From a purely physics-based perspective, the theoretical advantages on brutal courses like UNBOUND are hard to ignore.Rollover performance and comfort: The noticeably shallower attack angle allows the bike to glide far more smoothly over sharp rocks and deep potholes. On the endless straight roads of Kansas, that alone could make a decisive difference in reducing fatigue over time and helping riders stay on pace deep into the race.Flywheel effect: Once up to speed, the larger rotating mass carries momentum exceptionally well. Combined with the stronger gyroscopic stabilisation of the bigger wheels, this promises maximum composure and stability on high-speed descents.That said, these advantages come with major physical and geometric compromises, exactly as we predicted back in January. We saw it not only with the Faction Bikes prototype, which was specifically designed to create the smallest feasible frame size possible, but now also with Scotts approach. A tire circumference thats roughly 10% larger results in noticeably slower acceleration and reduced agility. The wheel size also forces dramatic geometry changes, including longer chainstays, increased risk of toe overlap and altered cockpit proportions.Thats why our stance remains clear: for elite athletes and extreme races like UNBOUND, where the courses are fast rather than especially tight or steep, this concept could make sense in the pursuit of marginal gains. For the wider market, however, it feels like an unnecessarily risky trend.The cycling industry is still grappling with overcapacity, pressure on retailers and declining sales volumes, structural issues we only recently analysed in our editorial covering the 41 Leadership Summit in Leonberg. In that kind of environment, introducing an entirely new wheel standard solves none of the industrys underlying problems. Instead, it creates yet more standards, expensive tooling costs for manufacturers and potential spare parts chaos for consumers. More SKUs reduce resilience in todays market instead of strengthening it.ConclusionScott are using UNBOUND Gravel as a high-profile proving ground to showcase whats technically possible. Whether 32 wheels will genuinely reshape gravel racing remains highly questionable given the extreme geometry compromises and the looming threat of yet another standards war. The coming weekend, and the years ahead, will reveal whether the concept delivers or remains a niche solution for a very limited audience. Either way, were excited to see how the prototypes perform on the gravel roads of Kansas and which manufacturer will be first to launch a production 32 gravel bike.Find out more at scott-sports.com.Find out more at scott-sports.com.Der Beitrag Scotts 32 Gravel-Prototype breaks Cover at UNBOUND The Future of Gravel-Racing? erschien zuerst auf GRAN FONDO Cycling Magazine.

With the Evade 4, Specialized promise to deliver everything in one package: a lightweight aero helmet that offers improved ventilation and superior cooling, without compromising on aerodynamic drag. Sounds too good to be true? We took a closer look at the new successor to arguably the most famous aero helmet series in cycling history.Specialized S-Works Evade 4 | 281 g in Size M | 329 | Manufacturers WebsiteThe popular S-Works Evade from Californian brand Specialized enters its fourth generation, still chasing the exact same goal: to be the fastest helmet you will actually want to wear for every ride. Thanks to redesigned vents, the return of the distinctive forehead MouthPort, an improved BOA fit system, and an optimized head shape, Specialized promise increased comfort and better cooling, without compromising on aerodynamics. We hit the road to find out how it performs in the real world during daily use.What is the Specialized S-Works Evade 4 Capable Of?The fourth-generation Evade aims to make a bold statement, not just aerodynamically but visually too. If you are looking for subtle understatement, you are definitely in the wrong place. The S-Works version we tested proudly and unmistakably displays the prominent Specialized S on top. Its design is an aggressive take on modern racing aesthetics. Deeply sculpted vents along the sides give the helmet its characteristic, streamlined silhouette, leaving no doubt about its high-speed intentions, even when sitting on your kitchen table.Putting the helmet on for the first time is a real aha moment. While its predecessor, the Evade 3, caused uncomfortable pressure points around the temples for some riders, the Californian development team have overhauled the internal shape for the fourth generation. The shell has become slightly wider and more rounded, allowing the helmet to hug your head. Fine-tuning duties are handled by the completely redesigned BOA fit system at the back of the head, which now features height adjustment too. This is a feature that makes all the difference on the road: with just a few precise, tactile clicks of the rubberized dial, you can adjust the fit down to the millimeter even while riding with full-finger gloves. The straps lie flat and neat against your face, which means there is no annoying wind flap at high speeds.Confident branding and aggressive lines: the Evade 4 does not skimp on visual flair.Precision fit: the height-adjustable BOA system eliminates pressure points in next to no time.However, Specialized make their biggest promise when it comes to temperature management. The Evade 4 sets out to banish the old stereotype that aero helmets inevitably cause your head to overheat. To achieve this, an old friend is making a comeback: the distinctive MouthPort on the forehead is back. Combined with the significantly larger internal cooling channels, the system is claimed to deliver 2.4 % more cooling capacity than its predecessor.Out on the road, the system proves it actually works. Even at moderate speeds, theres a noticeable refreshing stream of air supplying your scalp with fresh breeze. During our test rides in summer conditions of up to 25 C, the climate inside the helmet remained completely neutral. We will have to wait for our long-term review to see how the Evade handles record-breaking, scorching summer days. When it comes to aerodynamics, we have to remain just as pragmatic as we do with the competition: without our own wind tunnel data, it is difficult to say anything definitive. That said, the Evade 3 was already one of the absolute fastest models on the market in independent testing, so its successor is unlikely to lag behind.The return of the MouthPort: the distinctive forehead opening noticeably channels fresh air over your scalp.The rubberized sunglasses garage holds your eyewear securely in place.A genuine highlight is the sunglasses garage. Specialized have integrated a ribbed, slightly rubberized texture into the outer vents. You can easily slide your sunglasses in ahead of a long tunnel or a caf break, and they will stay completely secure and rattle-free.When it comes to safety, Specialized rely fully on the expertise of the Swedish specialists at Mips. The Evade 4 utilizes the ultra-lightweight Mips Airnode Pro system, which is integrated directly into the minimalist padding. However, if you are expecting the large, yellow plastic liner found in common mountain bike helmets, you are in for a surprise: this construction is fundamentally different. The system relies on subtle hook-and-loop connections designed to release the crucial twisting movement in the event of an impact, minimizing dangerous rotational forces.Since we were fortunately spared a real-world crash, we have to rely on the safety promises and laboratory results from California. Whether this scaled-back road racing version offers genuine added value or is simply a clever marketing move is something everyone will have to decide for themselves.With a real-world weight of 281 g on our scales, the Evade 4 is anything but a heavyweight for a full-featured aero helmet with integrated rotational protection. Instead, it is a carefully considered package that blends performance, aerodynamics, and great ventilation.Conclusion: Would We Buy the Specialized S-Works Evade 4?The Specialized S-Works Evade 4 is absolutely HOT! The Californian brand have diligently addressed the weaknesses of the previous model. Thanks to its more rounded fit and height-adjustable BOA system, it sits perfectly without any pressure points. The return of the MouthPort ensures sufficient cooling, while the rubberized sunglasses garage is a highly useful feature for everyday riding. The only bitter pill to swallow alongside the loud branding is the hefty price tag of 329. However, if youre willing to invest the cash, you get an uncompromising daily aero performance helmet.TopsExcellent comfortGood ventilationPrecise and height-adjustable dial at the back of the headFlopsHigher price compared to its predecessorFind out more at specialized.comDer Beitrag Hot or Not? New Specialized S-Works Evade 4 Road Bike Helmet in Review erschien zuerst auf GRAN FONDO Cycling Magazine.

Are Shimano and SRAM finally facing serious competition? With the Vistar Powershift, TRP are launching an electronic groupset for both road and gravel that aims to ruffle a few feathers. Thanks to the 2-speed Classified hub and impressively crisp shifting, its taking the fight straight to the established heavyweights. Weve put the newcomer through a proper trial by fire. The real question is: does it have the legs to earn its place in the peloton?TRP Vistar Powershift | 1,525 | Manufacturers websiteIs the groupset market already saturated? Ask Shimano and SRAM and they would probably say yes. At Tektro Racing Products, or TRP for short, the fun is only just beginning. The Taiwanese manufacturer has built its reputation on braking performance, primarily in the MTB world. Now TRP are entering new territory. The Vistar is offered in combination with Classifieds two-speed Powershift hub and arrives as a bold newcomer, ready to shake up the established road and gravel drivetrains. The promise is ambitious. Combine the simplicity of a 1x setup with the range and tight gear steps of a 2x system, and make the whole thing electronic.Up close: ergonomic brilliance with a few minor misstepsFirst impressions? Premium. The glossy black finish paired with the dark anthracite rear derailleur looks superb and wouldnt be out of place alongside a Shimano Ultegra groupset. Then your eyes move to the hoods, and things get interesting. Here TRP break with convention, opting for a distinctive industrial aesthetic. The mix of matte contact surfaces, gloss levers and textured details gives the control unit the feel of a finely engineered motorsport tool. Its bold, purposeful and refreshingly different. Glance down at the chainring, however, and that polished picture loses a touch of its shine. Compared to the rest of the groupset, it looks almost like an afterthought, more aftermarket add-on than integral design element. It doesnt quite harmonise with the otherwise cohesive look. Still, as we all know, its whats going on beneath the surface that counts when youre battling along a gravel track or pushing hard on tarmac.Now to the business end: the levers. TRP have clearly done their homework when it comes to materials and build quality. Nothing rattles, nothing creaks. The shifters and brake levers feel rock solid and inspire confidence from the first squeeze. Hood ergonomics are well judged. At the rear they are broad, offering a generous platform for the heel of your hand. Towards the front they taper noticeably, echoing the shape of Shimanos hoods. That slimmer profile makes them easy to wrap your thumb and fingers around, a real advantage when the terrain turns rough and unpredictable. Combined with the grippy rubber surface, you get excellent control whether you are cruising along or launching a perfectly timed attack.With TRPs Vistar Powershift, your attack hits with impeccable timing.The shifting logic closely mirrors Shimanos Di2 system. If youre already familiar with Di2, you can jump straight on and feel at home. TRP go one better with the actual buttons. Theyre clearly separated and feature distinct textures, so you can tell them apart by feel alone, even with chunky winter gloves. The bite point is satisfyingly crisp, delivering a clear mechanical click as feedback. That said, you do have to press the buttons fairly deep to trigger the shift.A well-judged mix of materials, convincing ergonomics and clearly defined shift buttons. We are genuinely impressed with the Vistar hoods.Out on the road, the Vistar rear derailleur impresses with its precision. Shifts are quick and remain almost silent, even under full load. On rough surfaces such as cobbles, the chain stays composed at speed and refuses to bounce around.TRP call the pairing of the Vistar with the Classified Powershift hub QuantumShift. The two-speed hub is seamlessly integrated into the Vistar ecosystem, creating a cleverly coordinated system rather than a bolt-on solution. In the road setup, this configuration effectively simulates 16 distinct gears by intelligently factoring the hub ratio into the shift sequence. When shifting up the cassette into smaller sprockets, the chain jumps from the eighth back to the fifth sprocket while the hub simultaneously shifts from its lower to its higher ratio. Because the hub changes gear without interrupting drive, unlike a traditional front derailleur, the whole process happens subtly in the background. You barely notice it. In the gravel setup, you get 15 gears due to the larger jumps between sprockets. Automatic front shifting is nothing new and other electronic groupsets offer similar functionality. However, the integration of the Powershift hub is particularly well executed. The fact that theres no interruption in power transfer makes it a genuine comfort feature. As a welcome bonus, running a 1x setup virtually eliminates the risk of dropping the chain at the front.The Classified Powershift hub is both visually and technically well integrated.For the gravel setup, you can choose between 44, 46 and 48-tooth chainrings, each of which can be paired with two cassette options. The 12-speed cassettes come in 1134 or 1140 configurations. The road setup offers a choice of 50 or 52 teeth at the front, combined with three cassette options. Here too, the 12-speed cassettes start with an 11-tooth sprocket and run to 30, 32 or 34 teeth.Add the Powershift hub into the equation, with its 1:1 and 0.7 ratios, and the gravel setup delivers a massive gear range of almost 520%, precisely 519.48%. Following TRPs gravel and road classification, the road setup offers 442%. That said, theres nothing to stop you mixing and matching chainrings and cassettes, so you can unlock the wider range even with the larger road chainrings. The package is rounded off with crank lengths of 165 mm, 170 mm, 172.5 mm and 175 mm.Braking performance is beyond reproach. Admittedly, we would expect nothing less from TRP, given their expertise in braking systems. The bite point and modulation are so refined that you would never guess this is their first dedicated drop-bar groupset. However, where there is light, there is a little shade. If you prefer braking from the hoods, you will notice that the Vistar requires slightly more hand force than Shimanos GRX.The powerful brake calipers keep a low profile and let their performance do the talking.In our test, the app connectivity proved slightly temperamental. While the connection to the hub was established quickly and remained stable, the rear derailleur was a little more reluctant to play along. One real highlight, however, is the battery management on the rear derailleur. The battery is neatly tucked away beneath a sturdy cover, yet can be removed in seconds without any fiddling. Thats a genuinely smart solution and one that other brands could learn from. The Classified hub takes a different approach. Its battery and control electronics are housed inside the lever of the thru-axle. It is a tidy bit of integration, but it does raise one question: how robust is the system if the bike takes a hit on that lever in a crash?Open the cover, pop the battery in, close it up. That is how battery management should be done.Serious competition from the second rowAt no point does the TRP Vistar with Classified integration feel like a first attempt at a drop-bar groupset. Instead, it arrives fully formed as a genuine rival to the established heavyweights. On our ride, it impressed with superb tactility, intuitive operation thanks to QuantumShift and shift speeds that have nothing to fear from the big names. Paired with the seamlessly integrated Classified hub, the Vistar stands out as a striking new contender in the fiercely competitive groupset market.Pricing also shakes things up. The groupset without the Classified Powershift hub retails at 1,525. At first glance, that looks like an attractive price. However, the cassettes require the dedicated Powershift freehub body, which does take the edge off the apparent saving. For the complete Classified system of axle, hub and internal unit, the recommended retail price is 1,400.The TRP Vistar Powershift marks a successful debut in the world of electronic drop-bar groupsets.Who is the TRP Vistar Powershift for?The TRP Vistar is a distinctive, high-performance electronic groupset and a clear statement of intent aimed at the established market leaders. If you appreciate Shimanos shift logic and are looking for a system that feels premium in your hands while making a bold visual statement, this could be right up your street. The Vistar stands out with outstanding button feedback and a level of build quality that easily holds its own against the big players. It is ideal if you love the clean look of a 1x setup but do not want to sacrifice the gear range of a 2x drivetrain. The trade-off is that your choice of wheels becomes significantly more limited due to the Classified system.Conclusions about the TRP Vistar Powershift groupsetThe Vistar injects fresh energy into the groupset market, impressing with crisp shifting, seamless integration of the Classified hub and superb braking performance, clearly benefiting from TRPs long-standing MTB expertise. That said, the tie-in with Classified does push up the overall cost and inevitably limits your wheel options. Even so, if you are after the clean look of a 1x setup combined with genuine 2x range, this is a technically innovative package that can go toe to toe with Shimano and SRAM without blinking.TopsConvincing shifting and braking performanceClear tactile feedback and a well-defined bite point from the shift buttonsFlopsCassettes require the dedicated Powershift freehub bodyTo find out more, visit trpcycling.comDer Beitrag TRP Vistar Powershift On Review: Attack From The Slipstream? erschien zuerst auf GRAN FONDO Cycling Magazine.

While all eyes were on the race-focused Endurace CFR 2026, Canyon were quietly working away on the launch of the new Endurace CF SLX. Now its here, and it promises to be a versatile model range with features that are genuinely designed to make sense in the real world. Weve already put the bike through its paces on the cobbles of Flanders and are here to tell you whether Canyons new long-distance contender can fill the rather large shoes of its predecessor.Canyon Endurace CF SLX | 8.4 kg in size S | 3,999.00 | Manufacturer WebsiteSince 2014, the Endurace has been Canyons answer to the question every ambitious road cyclist eventually confronts: how do you ride fast and far without feeling wrecked after three hours? What began as a marathon racer built around 25 mm tires has, through two major generational updates, become a thoroughly modern all-road bike.Right on cue for this years cobbled classics, Canyon unveiled the new Endurace CFR a bike laser-focused on a single purpose and, with Van der Poel in the saddle, impossible to miss. With it came the inevitable questions: what happens to the Aeroad? And what about the Endurace for the rest of us? Because the need for an update to the comfort-oriented long-distance racer seemed glaringly obvious the moment the CFR broke cover.Now we have the answer: the new Endurace CF SLX. Redesigned from the ground up, aerodynamically optimised, with 38 mm tire clearance and a storage box integrated into the downtube, all wrapped up in a model family that spans from entry-level to top-spec. The CF SLX is here to fill the gap the CFR deliberately left open. We got our hands on it early and put it to the test in wind, rain, and everything the cobbles of Flanders could throw at it.The Cobble Racers little Brother? The Canyon Endurace CF SLX 2026 in DetailAt first glance, the new Canyon Endurace CF SLX looks reassuringly familiar: a slender head tube, sweeping tube shapes, and that same kinked downtube. Visually, it sits very close to the far more radical Endurace CFR. But where the uncompromising CFR is single-mindedly built for cobbles and WorldTour duty, the new CF SLX takes a considerably broader approach. This is a bike built around what most riders are actually looking for: something fast enough for ambitious rides, but that wont have you reaching for your physios number afterwards.The Endurace has been thoroughly revised to get there, and quite sensibly, not just in the obvious places. One of the most significant updates lies in the rear end: the new CF SLX accommodates tires up to 38 mm wide, including ISO clearance. A few years ago that might have sounded like gravel territory; today it feels like a logical response to reality. The everyday riding life of most cyclists has never consisted solely of perfectly surfaced Alpine passes: it is rough tarmac, broken back roads and the occasional gravel shortcut, exactly the kind of terrain where wider tires do more for your quality of life than any watt saved in a wind tunnel. The Endurace remains unambiguously a road bike and doesnt drift into gravel territory. The concept feels more like the natural evolution of the modern endurance bike: fast enough for an after-work blast, comfortable enough for epic gran-fondos, robust enough for roads that look more like Paris-Roubaix than a freshly laid cycle path.38 mm tire clearance with ISO clearance throughout plenty of room for modern tires front and rear and all without compromising the aero profile.The in-frame storage has been completely rethought, too. Where the previous model tucked its storage compartment into the top tube, complete with the rather fiddly tool snake, the system has now moved neatly into the down tube. The new LOAD Downtube Storage System integrates far more cleanly into the frame, offers more space, and feels altogether more polished. Inner tube, CO2 cartridge, and multi-tool disappear invisibly into the bike, with no need to plaster the top tube with bags or cable ties.Practicality isnt an afterthought on the new CF SLX. The frame is fully mudguard-compatible, and the new Canyon DEFEND Fast Fenders can be fitted in seconds. Designed for tires up to 35 mm wide, they transform the Endurace from weekend racer to capable all-weather companion.The DEFEND Fast Fenders clip on in seconds without a single tool The mount locks firmly onto the frame and the mudguard simply snaps into place.Canyon have also put serious thought into the colour options. The more classic Crystal White and Colorflow finishes sit alongside Atlantic Blue, a clear nod to the Alpecin-Premier Tech team colours, and Champagne, which needs no explanation for riders who like to make an impression.The Canyon Endurace CF SLX 2026 Spec What does a Modern All-Road Bike really need?Canyon Endurace CF SLX 2026 3,999SpecificationsSeatpost Canyon SP0093 VCLS Aero D-ShapedBrakes SRAM Rival AXS 160/160 mmDrivetrain SRAM Rival AXS 2 x 12Chainring 48/35 TStem Canyon CP0048 PACE Bar w/ Compact Drops 90 mmHandlebar Canyon CP0048 PACE Bar w/ Compact Drops 390 mmWheelset Canyon ED 42 CF 12 x 100 / 12 x 142Tires Schwalbe Pro One 700 x 32cCranks SRAM Rival AXS DUB 165 mmCassette SRAM Rival XG 10-36TTechnical DataSize XXS XS S M L XL XXLWeight 8,40 kgSpecific FeaturesMountingpoints for FendersSeatpost with comfort featureFrame storageA look at the spec sheet of the new Endurace CF SLX reveals Canyons philosophy for this new generation. The spec variant we tested, the Canyon Endurace CF SLX 7 AXS, retails at 3,999 and comes equipped with a SRAM Rival AXS groupset, Canyons new in-house ED 42 CF carbon wheels, and a well-rounded overall package, tipping the scales at 8.4 kg without accessories or fenders.Canyon draw the line at power meters below 4,500. The flagship model features a Shimano Dura-Ace Di2 drivetrain with integrated power meter at 6,999; at the other end of the range, the Endurace CF brings the family within reach from 1,699 with Shimano CUES.For the wheels, Canyon have turned to their new in-house CF carbon rims, making their debut on selected models. At 1,550 g, with a 42 mm rim depth, 25 mm internal width and proven DT Swiss 350 hubs, they are engineered to hit the sweet spot between aerodynamics, comfort and everyday usability. For those taken with the package, Canyon also offers the ED 42 CF on the aftermarket at 999, with an additional 10% loyalty discount for existing owners upgrading from aluminium wheels.The Endurace CF SLX comes standard with 32 mm Schwalbe Pro One tubeless tires. Mounted on the 25 mm internal width rims, the tires measure approximately 1 mm wider in real-world conditions, with tangible benefits for both grip and vibration damping. Contributing to that comfort story is the new VCLS Aero seatpost, carried over directly from the CFR. It pairs an aerodynamic profile with what Canyon claims is around 25% more vertical compliance than a conventional aero post, and that compliance remains consistent regardless of how much post is showing above the frame.Canyons new aerodynamic VCLS seatpost is the secret weapon against rough roads.Taken as a whole, the spec of the Endurace CF SLX feels impressively well considered. Rather than chasing pure endurance credentials or an outright race focus, Canyon have combined modern aero integration with thoughtfully chosen components that prioritise comfort and real-world usability. The result is a bike that feels far less like a trimmed-down race machine and much more like a genuinely versatile road bike.The Geometry of the Canyon Endurace CFR 2026: Aero-Looks meet Endurance Soul?The new Endurace CF SLX retains the tried-and-tested endurance-focused geometry of its predecessor and develops it in a targeted way. Compared to the old CF SLX, the wheelbase in size M grows by 16 mm to 1,009 mm, while the chainstays gain 3 mm. The result is a touch more composure and stability without the bike ever feeling sluggish. Stack and reach remain almost identical to the previous model. Rather than altering the riding position, Canyon have introduced compact drops with 10 mm less reach to preserve the same feel despite the longer wheelbase. Smart thinking.The difference to the CFR is considerably more pronounced: 26 mm more stack height and 17 mm less reach in size M separate the two variants. In the saddle, that translates to a more upright, relaxed position that remains comfortable even for amateur riders deep into a long days riding. The CF SLX is not a softened CFR; it is, and remains, a concept in its own right with a clear target audience. If you do want a sportier position, Canyons MyCanyon configurator lets you spec classic or race drops with 10 mm more reach, allowing you to dial in a progressively more aggressive fit.Size2XSXSSMLXL2XLSeat tube432 mm462 mm492 mm522 mm552 mm582 mm612 mmTop tube533 mm544 mm553 mm562 mm577 mm593 mm608 mmHead tube103 mm123 mm141 mm161 mm183 mm208 mm229 mmHead angle70.37171.872.572.572.872.8Seat angle73.573.573.573.573.573.573.5Chainstay418 mm418 mm418 mm418 mm418 mm418 mm418 mmWheelbase999 mm1,005 mm1,008 mm1,009 mm1,025 mm1,039 mm1,054 mmStack611 mm632 mm650 mm671 mm693 mm719 mm739 mmReach502 mm518 mm533 mm546 mm565 mm584 mm603 mmFast, Comfortable, and Ready for Anything: The Canyon Endurace CF SLX 2026 on ReviewFlanders in March. The sky hangs low, the cobbles glisten in the rain, and a bitter wind finds its way into your wet shoes. Right here, between open fields and sodden back roads, a test bike like the Endurace CF SLX with wide tubeless tyres and mudguards fitted makes perfect sense. Its hard to imagine a setting closer to the reality it was built for.Swing a leg over the Canyon Endurace CF SLX for the first time and one thing is immediately clear: this is no leisurely touring bike. The frame responds instantly to steering input, transfers power directly, and delivers a level of stiffness underfoot that you wouldnt necessarily expect from an endurance bike. Theres no flex, no wobble, nothing untoward. What you put in, you get out.That said, it would be dishonest to claim the CF SLX is as snappy as the CFR. The additional weight of around 900 g, not counting mudguards or anything stashed in the frame storage, is noticeable, and the acceleration is a fraction less explosive. Ride both bikes regularly and youll feel the difference. If you havent, the CF SLX will be more than enough, and then some.In terms of efficiency, the CF SLX shows its true colours. It rolls with confidence, holds speed well once youve built it up, and feels surprisingly quick on flat to rolling terrain. The handling is one of its strongest suits. Steering is pleasingly direct, the bike responds accurately to rider input, and it tracks cleanly through fast corners without ever feeling twitchy or prone to oversteering. It gives you the sense that youre always in control, which on long rides, when concentration starts to fade and the legs grow heavy, is worth its weight in gold.However, the biggest difference from the CFR shows itself in the riding position and overall level of comfort. On the CF SLX you sit noticeably more upright and relaxed, making it far more accessible than its bigger brother. Shorter reach, more stack: if youve always found the aggressive race setup of the CFR or the Aeroad a bit much, this is a far more approachable alternative that never once makes you feel like youre aboard a touring bike.Geometry isnt the only thing contributing to the comfort equation, though. The biggest share of credit goes to the combination of tires and seatpost working in harmony. The 32 mm Schwalbe Pro One tubeless tires measure slightly wider than stated on the new Canyon ED 42 CF rims, a welcome side effect that translates directly into improved damping and grip. More significant still is the new aero seatpost. Compared directly to a rigid aero post, the difference is striking: the VCLS post absorbs vibrations and sharp impacts effectively, all without making the ride feel soft or vague beneath you.The Endurace may soak up the punishment of Flanders unforgiving cobbles surprisingly well, but no amount of compliance is going to make me a cobble enthusiast. Some things just arent meant to be.Who Is the Canyon Endurace CF SLX 2026 For?Where the CFR is single-mindedly built for one type of rider, the CF SLX casts a considerably wider net: ambitious amateurs, weekend warriors, gran-fondo enthusiasts, and anyone who wants to ride fast without suffering for it every time they clip in.Its a particularly compelling option for anyone who has considered the Aeroad but honestly wondered whether they really want to spend every ride locked into such an aggressive position. The CF SLX has your answer: similar aero looks, a significantly more relaxed geometry, 38 mm tire clearance instead of 32 mm, and a seatpost that actually makes a tangible difference on rough roads. Factor in the frame storage, mudguard compatibility, and adjustable cockpit options, and you have a bike that goes from Sunday race to soggy autumn ride without ever looking out of place.If you race exclusively, crave maximum snap, or simply want to channel your inner Van der Poel, the Aeroad or Endurace CFR is the more natural home. With prices starting from 3,999 for the CF SLX and 1,699 for the Endurace CF, Canyon has built a platform with a convincing answer for a wide range of budgets.Helmet Sweet Protection Falconer Aero 2Vi MIPS Block Party LTD | Goggles Shimano Equinox Jacket GOREWEAR Spinshift GORE-TEX | Jersey Gobik SKIMO PRO 2.0 CLASSY RED Bibs Gobik GRIT TAPIOCA | Shoes Canyon Tempr CFRConclusions about the Canyon Endurace CF SLX 2026Some bikes make you work for the pleasure. The Endurace CF SLX is not one of them. Direct, fast and well balanced in equal measure, it translates every pedal stroke without hesitation and stays precise through corners without ever tipping into nerviness. Even after long days in the saddle, the thought of tomorrows ride remains an appealing one. That tells you everything about where the CF SLX sits: not a bike that treats comfort and performance as opposing forces, but one that refuses to acknowledge the distinction entirely, bringing the two together with a confidence that feels earned rather than engineered. Canyon have delivered a thoroughly convincing take on the modern all-road bike, one that combines sporting looks with genuine everyday versatility. In that sense, its hard to argue with.TopsMuch improved comfort thanks to the tire and seatpost combinationGenerous tire clearanceAdjustable cockpit optionsClever in-frame storage systemFlopsNo power meter on our test specFor more info, visit canyon.com.Der Beitrag New Canyon Endurace CF SLX 2026 on Review: A Versatile, Sporty All-Road Racer. erschien zuerst auf GRAN FONDO Cycling Magazine.

The bike industry has mastered performance. But while products keep improving, riders are increasingly paying the price for fragmented systems, rising complexity and disconnected experiences. The 41 Leadership Summit in Leonberg in April 2026 didnt just question where cycling is heading it sparked concrete action around what the industry needs to become next.Its easy to criticize. Its easy to meet up and talk. The harder question is: can you actually change something and who is willing to do it with you?After the 11 Brixen Papers from our last Think Tank openly exposed many of the structural problems within the bike industry, one thing became clear: we didnt need another round of analysis.We needed action. Alignment. And a new way of thinking and acting. Because while the bike industry has mastered performance, riders are increasingly paying the price for fragmented systems, rising complexity and disconnected experiences.The challenge is no longer building capable bikes. The challenge is making cycling feel more meaningful, accessible and relevant to more people again.That was the goal of the 41 Leadership Summit in Leonberg.Not another industry event where the usual suspects shake hands and repeat the same conversations but an attempt to bring together forward-thinking people willing to question old assumptions and rethink what the future of cycling could look like.And very quickly, one thing became obvious: the industry doesnt primarily suffer from a lack of awareness anymore. Most people already see the fragmentation, the growing disconnect between industry thinking and rider reality, and the limitations of endlessly optimizing products in isolation.The harder challenge lies elsewhere: changing behaviors, incentives and deeply ingrained patterns that no longer fit the reality cycling operates in today.Over 3 days, we shifted the conversation:From product to experience.From competition to growth.From selling bikes to designing systems that grow riders and the market.From institutions to concepts that make our industry more powerful.From selling performance to unlocking it.From industry-first thinking to rider-first systems.And maybe that was the most important outcome of Leonberg: not consensus but momentum.From Diagnosis to ActionNew times bring new questions. And new questions require new answers. The structures and patterns that worked for decades no longer fit the reality cycling operates in today. Large parts of the industry are still operating with assumptions that no longer match how people discover, experience and stay connected to cycling. Riders increasingly feel the friction while the industry itself struggles with fragmentation, relevance and long-term growth.The Brixen Papers were never meant to be opinion pieces. They were a diagnosis. Across 11 papers, we openly questioned many of the assumptions, behaviors and structures the bike world has operated around for decades: from industry fragmentation and lack of digitalization to marketing, retail, media and the question of what innovation in cycling should actually mean today.Overview The Brixen Papers1. The Industrys Next Innovation Isnt a Bike Its Unity2. The Eurobike Sabbatical A Clear Answer for 20263. Ingredient Marketing The Bike Worlds Marketing Fiasco4. The Bike Brands New Competitors5. The Lack Of Digitalisation6. The Dealer Gap7. The Media and Marketing Problem Too Dumb to Be Simple8. The Ignored Majority9. What Really Defines Innovation in Cycling Product, Culture, or Storytelling10. Defining Goals What Industry Do We Want to Be?11. The Panic ParadoxBut criticism alone changes nothing. Thats why we started turning many of those discussions into concrete action even before the Leadership Summit itself began.During the E-MOUNTAINBIKE Awards Night, we openly presented both our findings and the first changes weve already implemented to help move the industry toward a direction that creates more value for riders, not just more products. Because while the bike industry is incredibly good at obsessing over technical details, it often loses sight of the bigger picture.The Performance Gap We Dont Need Better Bikes.We live in the most over-equipped generation in outdoor history. People buy high-end bikes. Brands push innovation and marginal gains. Media celebrates superlatives. And technically, modern bikes are extraordinary. But the real performance often never shows up.As media, we constantly discuss cutting-edge technology and high-end products while many riders never even experience the most basic foundations required to unlock their full potential. The gap between what modern bikes can do and what riders actually experience is enormous. And the data backs this up.Our recent reader survey revealed an uncomfortable reality: more than half of all buyers (54%) received no individual bike setup when purchasing their bike. Nearly every second customer (47%) was never even offered a professional setup in the first place.That means many riders spend 8,000 or more on a premium bike and leave the shop with incorrect suspension settings, poorly adjusted controls and little understanding of how to actually use the product properly. In other words: they are riding a completely different bike than the one they read about in reviews. At the same time, more than 55% of buyers received no proactive explanation around technology, maintenance or warranty at all.The uncomfortable truth: the difference between a well-set-up bike and a badly set-up bike is often bigger than the technical difference between two model years. Yet setup, onboarding and rider education are still treated as side topics instead of core parts of the ownership experience. And sometimes the industrys reaction makes things even worse. We all know the jokes: All the gear, no idea.But maybe that reveals a deeper problem. Instead of helping riders unlock the full experience, the industry often assumes too much knowledge too early. A premium product without proper onboarding does not automatically create a premium experience. Which raises an uncomfortable but important question: if the industry sells premium products, why does the ownership experience so often fall short of the product itself?Maybe real progress doesnt start with another marginal gain in performance. Maybe it starts with helping riders actually access the performance that already exists. Because the next frontier is no longer just technical innovation. Its education, experience and capability.Changing What the Industry RewardsAs a magazine, we are fully aware of the influence media has on industry dynamics, product development and ultimately on what brands prioritize. So why not use that influence to help create a shift?It would be easy to openly criticize the industry while continuing to reward the exact same patterns in our own work. For years, the entire bike world including media helped amplify maximum performance, technical superlatives and increasingly marginal differences between products.Thats exactly why we started fundamentally rethinking not only our testing criteria, but also what we choose to give attention and relevance to. Especially if it does not matter in the way that many might assume. Because while much of the industry still focuses primarily on components, watts and torque numbers, we started asking different questions: Where does real rider value actually come from? What creates long-term satisfaction beyond the first ride? And which pain points has the industry collectively ignored for too long?As a result, our focus for our bike tests is shifting toward three core dimensions:Ride Quality & RideabilityProduct & System QualityOwnership & User ExperienceAnd were already putting that into practice.For the first time, our latest comparison test included a dedicated beginner test session on the trails. We expanded our evaluation through manufacturer interviews about service, warranty and value creation, alongside rider surveys focused on real-world ownership experiences.At the same time, we deliberately kept all the nerdy details we genuinely love: back-to-back testing and benchmarking, standardized system efficiency measurements, reach-height analysis, center-of-gravity and weight distribution analysis, as well as quantified traction and uphill performance testing.Because performance still matters. But performance alone is no longer enough. This is ultimately bigger than new test criteria. Its a broader shift in how value is defined in cycling.Our vision is simple: Riding a bike is only a fraction of the experience. Winning in the future means owning the entire journey and helping riders unlock their full potential.Because if we want different outcomes, we cannot continue rewarding the same things.Does It Work?What does a mayor have in common with a bike CEO? At the 41 Leadership Summit, the answer suddenly felt surprisingly obvious: both are ultimately judged by the exact same question: Does it actually work?One of the most interesting perspectives during the Summit came from Leonbergs mayor Tobias Degode. Listening to him speak about cities, citizens and public responsibility revealed how similar the underlying challenges actually are.In cities, people care about simple but fundamental things:Does public transport run on time?Does support feel reliable?Do problems get solved quickly and smoothly?Cycling is no different.Does the product deliver on its promise?Does service work when riders need it?Do warranty, maintenance and ownership feel intuitive and trustworthy?Modern bikes have become extraordinarily capable but also increasingly dependent on systems, software, integration and support structures. And once those systems stop working smoothly, riders end up absorbing the complexity themselves.Because no consumer and no citizen evaluates strategy papers. People evaluate experiences.No matter how sophisticated the strategy, vision or PowerPoint presentation may be, mayors and CEOs are ultimately judged by exactly the same thing: does the system work in real life? And that applies not only to cities and brands but also to us as media. If media only amplifies performance while ignoring ownership, accessibility and rider outcomes, then we become part of the same disconnect.Everybody Wants Change Until Old Reflexes Kick InWhat made Leonberg important wasnt consensus. In many moments, quite the opposite. What was actually encouraging was how open and self-critical many discussions initially became. People openly acknowledged the fragmentation, the complexity and the growing disconnect between industry thinking and rider reality. There was a genuine willingness to question old assumptions and rethink what growth, value and relevance could mean in the future.But at the same time, you could feel how quickly conversations gravitated back toward familiar territory: product strategy and technical solutions. Again and again, discussions that started around accessibility, participation, community or rider experience snapped back toward the industrys traditional logic of performance and competition the moment things became concrete.And maybe that revealed one of the industrys biggest challenges: not a lack of awareness but the difficulty of escaping deeply ingrained thinking patterns. Because if the industry truly wants to reach new audiences, create new relevance and grow beyond its current core bubble, it also needs new perspectives around the table.More women. More non-core riders. More people with different expectations, experiences and relationships to bikes. Not as a diversity checkbox but because they bring a completely different understanding of accessibility, usability, communication and value.Many of the industrys current discussions are still shaped by people who already deeply understand bikes. But future growth will increasingly come from people who dont think like the industry itself. And that changes the questions we need to ask.Not just: How do we build a better bike? But: How do we create a better experience for people who are not already insiders? or What makes cycling more attractive?That tension became one of the defining dynamics of the Summit. Because everybody wants change until change starts challenging familiar assumptions, established business models and the industrys own perspective on itself. And maybe meaningful progress starts exactly there: not with another optimistic keynote, but with the willingness to let new perspectives genuinely influence the conversation.The Industry Still Talks Mostly to InsidersOne of the most recurring themes throughout the Summit was the growing gap between industry language and rider reality.The bike world still spends enormous amounts of energy talking about: torque, kinematics, integration, performance.And while all of that absolutely matters, it also revealed a deeper issue: the industry often communicates the mechanics of cycling while people are actually searching for the meaning of cycling. Because most people are not looking for a technical object. They are looking for: freedom, health, adventure, connection, escape, identity, experience. The bike itself is no longer the story. What it enables is.And that shift changes everything: how brands communicate, how media evaluates bikes, how retailers onboard riders, how communities are built, and ultimately how new people enter cycling. Because growing the market requires speaking beyond the existing core audience while much of the industry still communicates almost exclusively to insiders.Retail Is No Longer Just a Sales ChannelAnother important realization throughout the Summit: the retail perspective was underrepresented even though retailers remain one of the most critical touchpoints in the entire rider experience.Because while the industry continues to push increasingly advanced products into the market, the service and workshop infrastructure is struggling to keep pace. Modern bikes are no longer just mechanical products. They are complex systems built around software, electronics, integration and increasingly demanding service requirements.And yet, many brands still rely heavily on retailers to close the loop with the rider: setup, education, service, trust, ownership experience. And often leave it entirely to retailers to explain the product, onboard the customer and ultimately make the experience work.At the same time, qualified workshops and trained service staff are becoming harder to find. That creates a growing disconnect between product complexity and real-world support capabilities. If the industry is serious about improving rider experience, retail can no longer be treated primarily as a downstream sales channel. Retailers are not just distribution. They are onboarding. Education. Trust. Community. And in many cases, they are a brands only physical touchpoint. At the same time, entirely new retail formats and direct-to-consumer approaches entered the conversation. If retail increasingly defines the ownership experience, an obvious question emerges: why rely entirely on multi-brand dealers if brands could own more of that experience themselves or create entirely new experiences around it?A rider rarely remembers a spec sheet. But they remember whether somebody took the time to help them.Which also means the future of cycling cannot be built through isolated conversations between brands alone. The industry needs a far more honest and collaborative exchange across the entire value chain including the people who interact with riders every single day. Because increasingly, the limiting factor is no longer the bike itself but whether riders are actually supported well enough to unlock its full potential.Industry Growth Requires More Than CompetitionAnother strong realization during the Summit was that the bike industry has become extremely good at competing but often surprisingly weak at aligning around bigger shared goals. Competition itself is not the problem. Quite the opposite. Competition drives innovation, creates differentiation and pushes products forward.The real challenge is understanding where competition creates value and where fragmentation weakens the entire industry. Because when every topic becomes a competitive battlefield, the bike world struggles to build the kind of collective relevance and influence that other industries have mastered long ago.Trail access. Advocacy. Political representation. Dealer education. Sustainability. Shared standards. Public perception. These are not areas where isolated thinking creates strength. And yet, the industry still often behaves as if every conversation needs to be approached from a defensive brand-first perspective.The result is fragmented messaging, weaker lobbying and an industry that frequently underperforms when it comes to creating real political and cultural impact. That becomes especially visible around topics like trail access and rider infrastructure. While other industries operate with coordinated interests and clear collective positioning, the bike world often speaks with too many fragmented voices or sometimes no shared voice at all.And maybe thats one of the most important mindset shifts still ahead: understanding the difference between competition and co-opetition. Knowing where brands should compete aggressively and where collaboration creates exponentially more value for riders, the market and the entire ecosystem.Because future growth will not come from endlessly fighting over the same riders. It will come from growing the category itself. Every new rider strengthens the ecosystem. Every positive riding experience benefits the entire industry. Every improvement in access, infrastructure and perception creates value far beyond individual brands.That requires a different kind of thinking: less focus on protecting territory, more focus on building relevance. And maybe that was one of the most encouraging signals coming out of Leonberg: leaders increasingly started asking bigger questions.Not only: How do we grow our business? But also: How do we grow cycling itself? One workshop in particular brought the conversation back to a blank page.If none of todays established structures existed no associations, trade shows, sales channels or legacy systems what would we actually build today? What would still be needed? What would no longer make sense? And which structures, platforms and responsibilities would create the biggest positive impact for riders and the industry as a whole?Because transforming an industry is bigger than any single company, media platform, association or trade show format. It requires collaboration across the entire value chain, a fresh perspective on what the industry truly needs today and a willingness to contribute beyond immediate self-interest.This Wasnt About Agreement. It Was About Starting.Leonberg was not about consensus. It was about momentum. New conversations started. Old assumptions were challenged. And perhaps most importantly: people began questioning not only products but the systems, incentives and behaviors shaping the entire industry around them.Everyone agreed on one point: the bike industry risks becoming irrelevant outside its own core bubble if it continues optimizing products without equally improving accessibility, onboarding, ownership experience and cultural relevance. The challenge is no longer building capable bikes. The challenge is making cycling feel more meaningful, accessible and relevant to more people again.And that shift will not be driven by one breakthrough product, one trade show, one media platform or one brand alone. It will be shaped by hundreds of smaller decisions happening across the entire ecosystem: how brands communicate, how retailers onboard riders, how media defines value, how communities are built, how products are developed, and how the industry chooses to collaborate when larger collective challenges emerge.Despite all the uncomfortable discussions in Leonberg, one thing became equally clear: people still deeply want what cycling can offer. Freedom. Adventure. Fitness. Connection. Perspective. The emotional power of cycling has not disappeared. If anything, its relevance is growing. The real opportunity now is making the entire experience around cycling finally live up to the emotional power the sport itself already has.First Movers: Are you ready for a challenge?Leonberg marked a turning point: from analysis to action, from observation to responsibility, from protecting old systems to building better ones.The industry needs leadership. Not theoretical leadership. Practical leadership. And the first movers are already visible. Change rarely starts when everyone is ready or through the biggest players. It starts with individuals willing to act with clarity, courage and vision.The ones improving not only products but onboarding, ownership, retail experience, communication, community, service, culture and trust. The ones understanding that the future of cycling will not be won through marginal gains alone, but through emotional relevance and stronger human connection.Think about the success of Netflix, Amazon or the iPhone. Their breakthrough was never just the product itself. It was a fundamentally better user experience. They removed friction, lowered barriers, simplified complexity and changed behaviors by making things feel easier, more intuitive and more relevant to peoples lives. And this is exactly where the bike industry still has massive untapped potential.The industrys challenges will not be solved by building slightly more modern versions of the same systems or simply updating old formats. What the industry needs now is new energy, new thinking and platforms capable of creating real cultural relevance again.At 41 Publishing, this shift is already influencing how we test, how we evaluate products, what we reward and what we choose to give attention to. But meaningful transformation will never come from one media company alone. It will come from the people willing to act.So here is the challenge: If you are building better experiences, better systems, better relationships and better reasons for people to ride we want to hear from you. And more importantly: we will make sure others hear about it too. Because transforming an industry is not about making it bigger at all costs. It is about making it healthier. More relevant. More human.We have made our first moves. Now its your turn.If you are ready to challenge old thinking, create better experiences and help shape a more relevant future for cycling, reach out. This should not remain a closed conversation or isolated initiative it has to become a collective effort across the entire industry.robin@41publishing.comThe future belongs to the first movers.Der Beitrag We Dont Need Better Bikes. We Need a Better Bike Industry. erschien zuerst auf GRAN FONDO Cycling Magazine.

Cold air hangs over the roads around Cadaqus. The town belongs to dreamers and all those who refuse to dream. Carried by the hum of your HUNT Aerodynamicist wheels, you roll into the break of dawn. Your wheels are more than carbon. Theyre the hunters that help you get ahead of the day.Saturday night still lingers heavily in the alleyways with chairs pushed aside, abandoned wine glasses and cigarette butts waiting for the street sweeper. You lie awake with your thoughts idling, because when sleep refuses to come, waiting in bed becomes a torment. The bike on your wall is your way out. Youre ready for a hunt with only one prize, which is the first streak of light on the horizon.While the town is still breathing deeply in its sleep, you go looking for confrontation. In the cold, dense morning air, its just you, the wind and that quiet inner resistance. A strange alliance forms between the cutting chill of the Catalan night and the technological precision of the HUNT Aerodynamicist. Theyre no boulevard showpieces. Instead, theyre a carbon scalpel. Every pedal stroke feels less like effort and more like slicing cleanly through the clammy dawn air.GenesisThe first kilometres feel raw. Your legs are still blunt, and your heart rate is too high for this hour of the day. The road demands your full attention from the outset as the wind attacks unpredictably over the rocks. Theres no cover, just bare stone, tarmac and the vast horizon.Your thoughts start questioning your choices, why did you get up at this hour? You try to override the cold while your body resists. An aerodynamic wheelset might be built to slice through the wind, but overcoming the heaviness in your legs is another matter entirely.In this bizarre world of weathered slate, Salvador Dal once searched for the boundary between reality and hallucination. The almost painfully clear light here paints without flattering and leaves no room for doubt. Its the perfect place to distort time. Dals famous melting clocks, once inspired by a Camembert softening in the sun, suddenly make sense up here. Between stone and salt, your own sense of time stretches, becoming fluid and detached from the rhythm of the sleeping world. Your pulse remains the only stopwatch that counts. As you grind your way further up, the lines blur between your muscles rebelling and that quiet ecstasy only early morning solitude can deliver.PhantasmaIn the middle of this surreal backdrop, the wheels become the metronome of your progress. Their steady rotation sets the tempo, stopping you from dissolving into the endless horizon. The sun climbs slowly above the Mediterranean, yet its warmth still fails to reach you. The wind they call the Tramuntana now takes centre stage. Its no gentle companion but a rival that squares up to you head-on. On the road out to Cap de Creus, every metre feels like a drawn-out negotiation. This is exactly where the HUNT wheelset plays its aerodynamic card. While nasty side gusts try to yank your front wheel off line, the rims slice calmly through the turbulent air. It is a mechanical act of defiance against the elements.Theres something almost ironic about it. Beneath you spins a technical superlative, while you wrestle with the last traces of sleep above it. You find yourself wondering whether this carbon brilliance genuinely takes the edge off the suffering. Probably. And out here, in the solitude of Cap de Creus, you will take any technological placebo you can get. You keep pedalling because stopping in this vast emptiness simply is not an option.Out here, you are alone with the wind and your rhythm. Fatigue simply burns away the mental carousel of the night until only a ruthless focus remains. The nasty thing about this climb is not its steep ramps. Its the monotony with which it forces you to keep pedalling.AkmeYour HUNT Aerodynamicist wheels remain composed. Theres no nervous twitching in crosswinds and no unsettling surges as the speed builds. You press on and they carry you forward. Gradually your body finds its rhythm as your heart rate settles and your breathing deepens and turns steady. Pedal, cadence, speed. The pain in your legs shifts into a familiar burn. You are not just awake, youre fully there.The road rears up again, barren and uncompromising. Now every watt counts, and any movement that does not translate into forward motion is wasted. You look for a fleeting moment of mercy, a second to ease off, but the HUNTs offer none. Theres no give in the material and no hesitation when you accelerate. The mechanical honesty of the Aerodynamicist demands persistence. They convert your pain so directly into speed that giving up simply is not an option.At the lighthouse, high above the Mediterranean, the wind slams into this easternmost tip of the land with full force. While the gale tugs at your jersey and your pulse hammers, there is a sudden and complete calm within you. The restlessness of the night gives way to absolute clarity as you realise you are no longer chasing the light but catching it. At this exact point, the dynamic shifts. The moment you turn the bike for home, your former enemy becomes an ally. Fuelled by a tailwind and the subtle sail effect of the Aerodynamicist rims, the suffering of the way out is suddenly transformed into pure forward motion as you almost fly back towards civilisation.KatharsisThe descent needs no signal. You tip forward and let the bike run. The tarmac turns into a grey current rushing beneath you. In the corners, the true character of the HUNT Aerodynamicist comes to the fore as they carve cleanly through the air, unfazed by gusts whipping up from the cliffs. The hum of the freehub swells into a mechanical crescendo against the roar of the wind. In every hairpin, you negotiate with centrifugal force for grip on the tarmac. You can feel how the wheels hold their momentum and carry speed onto the straights without any need to push harder.As you roll back into Cadaqus, life begins to stir. The first cafs open and chairs scrape across stone. The buzz of your freehub fills the narrow streets between the whitewashed walls. The world is only just starting its day, but you have already lived yours.Find out more about the HUNT Aerodynamicist on huntbikewheels.com.Der Beitrag HUNT Aerodynamicist Wheelset Insomnia: forged in the Quiet Between Light and Shadow erschien zuerst auf GRAN FONDO Cycling Magazine.

The Schwalbe G-One R Pro is the classic choice in the all-round and racing segment, promising the perfect balance of grip and efficiency. But how does this versatile tire fare in the big test for the best gravel tire of 2026? We put this all-rounder through its paces.Schwalbe G-One R Pro | 548.0 g in 45-622 | 74.90 | Manufacturers websiteSchwalbe market the G-One R Pro as being ideal for anyone riding across mixed terrain. Whether you are on gravel tracks, tarmac or even trails, this tire is meant to be a good choice for every situation. Schwalbe aim to deliver such versatile capability with their distinctive boomerang-shaped tread pattern, made up of arrow-shaped knobs pointing in the direction of travel, changing orientation depending on their position across the tire.Through the centre, the knobs are slightly wider and more closely packed to reduce rolling resistance. Further out towards the shoulders, they are spread out more to create a round profile and plenty of grip on soft surfaces. It is a clever concept that, on paper, promises the perfect compromise between efficiency and traction. A variation of the same idea also appears on the G-One RX, which we were quite impressed by. But did the boomerang tread keep us coming back for more, or did we wish we could throw it away? Lets see how it compared with the rest of the test field.Fast All-Rounder: Schwalbe G-One R Pro in the 2026 Gravel Tire Group TestThis fast all-round gravel tire weighs 548 g, putting it just under 20 g below the test average, which makes it well suited to such a versatile intended use. Its the second-lightest Schwalbe tire in the test field behind the 516 g G-One RS Pro. Now to rolling resistance, and here the G-One R Pro delivers an impressive result: at just 12.2 watts, only a handful of other gravel tires come close. Its in-house rival, the G-One RS Pro, comes in at 10.6 watts, but it is also far less focused on all-round use. Equally fast are the race-bred Continental Terra Speed, Hutchinson Caracal Race and Specialized Pathfinder TLR.When it comes to grip, the G-One R Pro does not quite match the outstanding performance of the G-One RX Pro or the Thunder Burt, but for such a fast gravel tire it performs very well. The sophisticated boomerang tread seems to work exceptionally well, especially on firm ground: whether hardpack, tarmac or gravel, this tire really shines wherever the surface stays fast. It can cope with mud too, but with only limited self-cleaning, that is not this gravel tires strong suit. As with the RX Pro, handling is predictable and responsive thanks to the rounded profile. It strikes a perfect balance between agility and security, giving you plenty of control while always remaining easy to read.The Schwalbe G-One R Pro also scores very well for compliance. It does not quite reach the high level of a Thunder Burt or G-One RS Pro, but it is noticeably better than the more off-road focused gravel tires in Schwalbes range. That suits its all-round character well. Whether on the road or on gravel, you certainly couldnt call it uncomfortable. That leaves puncture protection, which is consistently good overall, with very high penetration resistance. Alongside the Continental Terra Adventure, the G-One R Pro sits at the top of the table here. Pinch-flat protection, however, is slightly below average, and not as good as the other Schwalbe gravel tires in the test field.AGILITYcumbersomebalancedplayfulGRIPlowhighCOMPLIANCElowhighROLLING RESISTANCEslowfastPINCH-FLAT PROTECTIONlowhighPUNCH RESISTANCElowhighConclusion on the Schwalbe G-One R ProWith the G-One R Pro, Schwalbe have provided us with an extremely versatile contender for our test of the best gravel tires in 2026. High efficiency, superbly predictable handling and a high level of grip come together with good compliance and outstanding puncture resistance. Its mixed pinch-flat protection only slightly takes the shine off the overall package, so the G-One R Pro rightly ranks among the best and most versatile gravel tires in the entire test field. A well-deserved Best Buy for anyone looking for one of the fastest gravel tires around.TopsHigh efficiencyOutstanding puncture resistanceGood compliancePredictable handlingHigh gripFlopsPoor pinch-flat protectionMade in Vietnam | Size (ETRO) 45-622 | Width in mm 43,3 Height in mm 40,13 | Weight 548.0 g | Price 74.90measured dimensions at 1.75 3.0 Bar, depending on tire widthMore information at schwalbe.com.The TestfieldThis tire was tested as part of the Gravel Tire Comparison Test 2026 an overview of this comparison test as well as all other tested gravel tires can be found in the comprehensive comprehensive Gravel Tire Comparison Test 2026. For the top models in the racing category, you should take a look at the Race Gravel Tire Comparison Test 2026.Challenge: Getaway XP | Gravine XPContinental: Dubnital | Terra Adventure | Terra Competition | Terra Hardpack | Terra SpeedGoodyear: Connector Inter | Connector SpeedHutchinson: Caracal RaceMAXXIS: Rambler | ReaverMichelin: Power Adventure | Power GravelPirelli: Cinturato Gravel H | Cinturato Gravel M | Cinturato Gravel SRene Herse: Corkscrew Climb TC Semi-SlickSchwalbe: G-One RS Pro | G-One RX Pro | G-One R Pro | Thunder Burt | G One Overland ProSpecialized: Pathfinder TLR | Tracer TLR | Terra TLRVittoria: Terreno Pro T30 | Terreno Pro T50 | Terreno Pro T60WTB: Vulpine S | Vulpine | ResoluteDer Beitrag Schwalbe G-One R Pro in the 2026 Gravel Tire Group Test erschien zuerst auf GRAN FONDO Cycling Magazine.

The Michelin Power Gravel promises versatility and strong performance beyond race-focused tires. According to the marketing material, puncture protection, grip and durability take precedence over outright efficiency and speed, setting it apart from the rest of the test field. But how does this tough gravel tire fare in our big test for the best gravel tire of 2026?Michelin Power Gravel | 514.5 g in 40-622 | 58.00 | Manufacturers websiteMichelin know how to make good tires, that much is clear. In our test for the best road bike tire of 2025, the Michelin Power Cup TLR picked up our coveted Best Buy award. But unlike Michelins road performance tires, the Power Gravel is not all about chasing maximum efficiency. Instead, the focus is on excellent puncture protection, plenty of grip and good durability, which makes for a deliberately different approach from the speed-first competition.To make that happen, Michelin use a heavily reinforced casing for extra puncture protection. On top of that, the Magi-X rubber compound is designed to boost durability, while the open, evenly spaced tread pattern with medium-sized knobs is intended to deliver strong grip. On paper, it all adds up to a very promising package, but how does this Michelin gravel tire stack up against the competition in direct comparison?Grippier Than It Looks: Michelin Power Gravel in the 2026 Gravel Tire Group TestDespite what its name and positioning might suggest, the Michelin Power Gravel is anything but heavyweight. At 515 g, it sits 55 g below the average test weight. That is a clear margin, even if it is not quite as extreme as its sibling, the Michelin Power Adventure at 452 g, its the lightest contender in the entire test field. That impressive weight does come with a small caveat, though; we tested the 40 mm version here, so its inevitably going to be a little lighter than the other wider tires in the test. On our 25 mm wide test rim, however, the tire actually measures 42 mm, which is 2 mm wider than claimed.When it comes to rolling resistance testing, that reduced width does not matter quite as much we adjusted our test pressures to get the best out of each tire width. For the 40 mm-wide Power Gravel, that meant 3 bar instead of the 2.5 bar used for 45 mm tires. Even so, the tire records 17.5 W of resistance, which is a slow result almost 2.5 W above the average. Then again, Michelin are not pitching it as a highly efficient option. If durability, puncture protection and grip deliver in return, it still makes for a coherent overall package. And when it comes to grip, the Power Gravel is genuinely outstanding. Its even more impressive when you consider how narrow the tire is. The tread offers loads of traction and, thanks to the soft rubber compound, adapts to virtually any surface.The handling matches that capable character perfectly. With its rounded profile and evenly spaced tread, the tire delivers plenty of smooth and predictable grip at every lean angle, with no jarring transitions. The result is an incredibly balanced ride feel, hitting the sweet spot between agility and stability this tire is genuinely great fun to ride. Compliance is another pleasant surprise, despite the limited width, because the Power Gravel feels comfortably composed, even if it does not quite match the very best gravel tires in the test field. That said, when it comes to puncture protection, the sums do not quite add up for this otherwise excellent gravel tire, because overall it only manages a middling result here. Pinch-flat resistance sits exactly on the average, while puncture protection is only just above it. Theres nothing to be embarrassed about there, but it does fall a little short of Michelins puncture protection claims.AGILITYcumbersomebalancedplayfulGRIPlowhighCOMPLIANCElowhighROLLING RESISTANCEslowfastPINCH-FLAT PROTECTIONlowhighPUNCH RESISTANCElowhighConclusion on the Michelin Power GravelThe Michelin Power Gravel is a highly rounded gravel tire overall. High grip and good compliance come together with perfectly balanced handling, making it a real joy to ride. The trade-off comes in efficiency, even if 17.5 W of resistance is still a respectable figure. It is a consistently strong tire for anyone who is not chasing the fastest gravel tire, but instead values versatility and durability. And if you prefer to run wider tires, you will be well served by the 47 mm and even 57 mm versions.TopsHigh gripPerfect handlingGood complianceFlopsSlightly lower efficiencyMade in Thailand | Size (ETRO) 40-622 | Width in mm 42,2 Height in mm 38,43 | Weight 514.5 g | Price 58.00measured dimensions at 1.75 3.0 Bar, depending on tire widthMore information at michelin.com.The TestfieldThis tire was tested as part of the Gravel Tire Comparison Test 2026 an overview of this comparison test as well as all other tested gravel tires can be found in the comprehensive comprehensive Gravel Tire Comparison Test 2026. For the top models in the racing category, you should take a look at the Race Gravel Tire Comparison Test 2026.Challenge: Getaway XP | Gravine XPContinental: Dubnital | Terra Adventure | Terra Competition | Terra Hardpack | Terra SpeedGoodyear: Connector Inter | Connector SpeedHutchinson: Caracal RaceMAXXIS: Rambler | ReaverMichelin: Power Adventure | Power GravelPirelli: Cinturato Gravel H | Cinturato Gravel M | Cinturato Gravel SRene Herse: Corkscrew Climb TC Semi-SlickSchwalbe: G-One RS Pro | G-One RX Pro | G-One R Pro | Thunder Burt | G One Overland ProSpecialized: Pathfinder TLR | Tracer TLR | Terra TLRVittoria: Terreno Pro T30 | Terreno Pro T50 | Terreno Pro T60WTB: Vulpine S | Vulpine | ResoluteDer Beitrag Michelin Power Gravel in the 2026 Gravel Tire Group Test erschien zuerst auf GRAN FONDO Cycling Magazine.

Built for bikepacking, daily commuting and e-bikes, the Schwalbe G-One Overland Pro should be lining up at the back of the starting grid of our big gravel tire test 2026. Does a gravel tire designed with reliability in mind really have a place in a performance-focused group test? We put the Overland Pro through its paces.Schwalbe G One Overland Pro | 589.9 g in 45-622 | 74.90 | Manufacturers websiteAs a gravel tire for commuters, bikepacking and e-gravel, the G-One Overland Pro is the ultimate all-rounder in Schwalbes line-up. The focus here is firmly on durability, strong puncture protection and dependable grip. When you are riding unfamiliar routes and constantly changing surfaces, you need a gravel tire you can trust without hesitation. That is exactly what the G-One Overland Pro sets out to be.Schwalbe achieve this with a dedicated tread pattern that is more tightly packed than many of the other G-One gravel tires. Countless small knobs are spread across the entire tread. In the centre, a line of broad, closely-spaced knobs provides a smooth strip to roll along, while more aggressive shoulder lugs rise up towards the sides. It is a concept that prioritises reliability over outright performance. But how much performance does the Overland Pro still deliver?Reliable and Surprisingly Fast: Schwalbe G-One Overland Pro in the 2026 Gravel Tire Group TestThe G-One Overland Pro feels a little different from most of the gravel tires in this test, as it is not purely optimised for outright performance, whether that is efficiency or maximum grip. The slightly higher weight of 590 g therefore comes as no surprise. On par with the G-One RX Pro, the Overland Pro is the heaviest Schwalbe gravel tire in the test field, sitting around 20 g above the test field average. For a tire not focused solely on performance, weight plays a secondary role. What matters more is rolling resistance. Here, the Overland Pro delivers a pleasant surprise. At 14.1 W, it is the slowest Schwalbe in the test, yet it still rolls in just under 1 W below the test average. Given its focus on reliability and durability, we would have expected and accepted a little more drag.Where the G-One Overland Pro really impresses is grip, offering a very well-judged balance of traction and versatility. It feels secure and planted on every surface, and even performs convincingly on tarmac thanks to its tightly packed tread, which rolls smoothly and predictably. It only reaches its limits in truly muddy conditions, where it lacks the off-road bite of the G-One RX Pro. The handling perfectly matches its all-round character with a nicely rounded profile and wide, grippy shoulders, it remains predictable at all times. There is no sudden breakaway or twitchy steering, yet it never feels as sluggish as the G-One RS Pro.In terms of compliance, the Overland Pro is solid. It is not an ultra-supple gravel tire that smooths out everything, but it strikes a good balance. Commuters and bikepackers in particular might wish for a touch more comfort, but overall the comfort level suits its broad range of uses. When it comes to puncture protection, the Overland Pros standout strength, it performs well, delivering above-average resistance to both cuts and impacts, even if it does not quite match the outstanding protection of the G-One RX Pro.AGILITYcumbersomebalancedplayfulGRIPlowhighCOMPLIANCElowhighROLLING RESISTANCEslowfastPINCH-FLAT PROTECTIONlowhighPUNCH RESISTANCElowhighConclusion on the Schwalbe G-One Overland ProThe Schwalbe G-One Overland Pro lives up to its name, performing well for its intended uses in bikepacking, commuting and e-biking. It delivers consistently good to very good results and stands out with its surprisingly high efficiency. Whether it is grip, comfort or puncture protection, the G-One Overland Pro is a highly capable and well-balanced gravel tire that feels dependable and secure on any surface. If you are looking for a reliable companion for everyday riding and big adventures alike, this tire is exactly the right choice.TopsHigh puncture protectionGood gripGood efficiencyFlopsNoneMade in Vietnam | Size (ETRO) 45-622 | Width in mm 44,4 Height in mm 40,03 | Weight 589.9 g | Price 74.90measured dimensions at 1.75 3.0 Bar, depending on tire widthMore information at schwalbe.com.The TestfieldThis tire was tested as part of the Gravel Tire Comparison Test 2026 an overview of this comparison test as well as all other tested gravel tires can be found in the comprehensive comprehensive Gravel Tire Comparison Test 2026. For the top models in the racing category, you should take a look at the Race Gravel Tire Comparison Test 2026.Challenge: Getaway XP | Gravine XPContinental: Dubnital | Terra Adventure | Terra Competition | Terra Hardpack | Terra SpeedGoodyear: Connector Inter | Connector SpeedHutchinson: Caracal RaceMAXXIS: Rambler | ReaverMichelin: Power Adventure | Power GravelPirelli: Cinturato Gravel H | Cinturato Gravel M | Cinturato Gravel SRene Herse: Corkscrew Climb TC Semi-SlickSchwalbe: G-One RS Pro | G-One RX Pro | G-One R Pro | Thunder Burt | G One Overland ProSpecialized: Pathfinder TLR | Tracer TLR | Terra TLRVittoria: Terreno Pro T30 | Terreno Pro T50 | Terreno Pro T60WTB: Vulpine S | Vulpine | ResoluteDer Beitrag Schwalbe G-One Overland Pro in the 2026 Gravel Tire Group Test erschien zuerst auf GRAN FONDO Cycling Magazine.