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

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

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

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

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

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

The top of the Nufenen Pass the culmination of a week-long adventure. 50 women riding 800 leg-burning kilometres across the Alps. They started the week as strangers, yet nobody is left behind, as cheers and applause ring out across the valley. Its exactly as we hoped, yet better than we imagined.A week earlier, on Friday evening, 50 women set off together from Munich to ride the 800 kilometres and 10,000 vertical metres across the Alps to Lausanne. They come from all over Europe and beyond, with eight travelling from the US and two from Australia. Most of them have never met before. Some are fast road riders who would never normally dream of strapping bags to their bikes, never mind days worth of luggage. Others can pitch a tent in the dark and rustle up dinner from three ingredients, but wouldnt necessarily describe themselves as particularly quick on two wheels. Some race, others are here for the adventure. For a few, its their first time camping at all.Thats exactly how it should be.The first night delivers an immediate reality check. It rains for hours. By morning, the tents are soaked on the outside, shoes are damp, and the ground around camp has turned to mush. One way or another, everything gets hastily packed up and strapped back onto the bikes. Its not exactly the most romantic introduction to bikepacking, but a very honest one.For Natalie, theres more than one new experience here. We first got to know her at the Migration Gravel Race, where she proved just how strong a gravel rider she is. She now lives in Mallorca, and shes no less formidable on a road bike. Holding her wheel takes some serious effort. Until now, though, she had never slept in a tent. So, naturally, her first taste of camping comes with relentless rain, wet shoes and a thoroughly soaked tent.Why We Werent Looking for the 50 Fastest RidersSome time earlier, while planning the GRL PCK Rally, one thing quickly became clear: places wouldnt be allocated on a first come, first served basis. We didnt want to reward whoever happened to open the registration link fastest. We certainly didnt want to build a homogenous group where everyone had the same skills and experience.So we decided to use a ballot.We deliberately looked for a mix: strong riders with no bikepacking experience, seasoned bikepackers and camping pros, gravel newcomers, and women for whom the very idea of getting back onto a fully loaded bike every morning for seven days straight was already well outside their comfort zone.A great group isnt one where everyone rides at the same pace. Its one where nobody feels they have to keep up with everyone else. That becomes clear after just a few days. The groups are constantly changing. In the morning, you might set off with riders youd barely spoken to the night before. Faster riders wait for those further back. Before long, women with completely different relationships with cycling find themselves riding side by side: road, racing, gravel, bikepacking, performance or simply adventure. And its these differences that lead to some of the strongest connections of the week. At first, cycling is the only thing everyone has in common. By the end, its just one of many.For Vivien, too, it quickly becomes clear that riding a lot and spending seven days crossing the Alps with luggage are two very different disciplines. The route is unfamiliar, the bike is heavier than usual and, once the gravel ramps get properly steep, fitness only takes you so far. That is exactly the point. None of us should have to prove how strong we are here. But everyone should get the chance to discover what they can still find in themselves when things get really tough.Its Supposed to Hurt. A Little, at Least.At the same time, we dont want the Rally to turn into nothing more than a nice group bike ride. The route should be beautiful, but it should also push us all of us. Even the strongest riders should reach a point at least once when they start wondering who on earth came up with this bloody route. For many, that moment comes on day four, on the way to Rifugio San Lucio, between Italy and Switzerland.The climb is eleven kilometres long at an average gradient of ten per cent. The final five kilometres are on gravel, with ramps of more than twenty per cent. On a loaded bike, it begins to feel less like cycling and more like a particularly awkward form of mountaineering.There is pushing. Swearing. Laughing. Riding again. Pushing again. And that is exactly why, looking back, this climb becomes one of the most talked-about moments of the whole week.No one has to pretend any of this is easy. When even the strongest riders eventually end up pushing their bikes, everything suddenly feels a little more manageable. People help each other, wait for one another, share snacks, and start celebrating things that would have seemed completely ordinary just a few hours earlier. The challenge doesnt go away, but it feels different when you share it.Sorry, Weve Run Out of PizzaOn Monday evening, we arrive in Italy starving and discover something we had previously assumed to be physically impossible: the pizzeria has run out of pizza. In Italy. So whatever is still available ends up on the table, and everyone shares.On day five, a small group spontaneously decides not to ride back down into the valley, but to stay up on the pass and spend the night there. Dinner consists of shared packets of Yum-Yum instant noodles. For Mara, who has brought neither emergency food nor cooking equipment, that evening comes to sum up what the Rally is all about. I didnt have any emergency food or cooking gear with me. But then I was invited to stay. These women shared their pots, their stove and their ramen with me up on the mountain, even as it was getting dark and cold. I was so grateful.Its in small moments like these that the differences within the group suddenly stop mattering. Who is faster, what bike someone rides or how much bikepacking experience they have becomes irrelevant when youre sitting hungry on a mountain pass with just one packet of noodles left.Of course, self-supported doesnt mean no one helps. SRAM send two female mechanics along for the ride, covering the entire route by bike. Theyre part of the group, but theyre also there when a minor mechanical turns into something that can no longer be fixed at the roadside with a multitool and collective optimism.For Jess S., a moment on the Nufenen Pass sums up the entire week. She sets off early with full bottles, hoping to beat the heat that has taken such a toll on her over the previous few days. Slowly but surely, she and a friend make their way up the climb, encouraging each other all the way. Ill never forget the moment when I was about three quarters of the way up the climb and heard a car behind me. It was Laura and Ami in the support car, music blasting, cheering at the tops of their voices. I was close to tears. Just a few days earlier, I hadnt even been sure I would make it through the Rally at all.Once at the top, the two of them stay by the support vehicle in the cheer zone. Cowbells ring out, setting the rhythm for us to keep pedalling, while we sing, dance and laugh. Its a reminder that, in the toughest moments, you can get through almost anything if you slow things down, take it step by step and allow others to help you.Elsewhere along the route, unexpected support appears from time to time too. In 36-degree heat, Lael Wilcox and Sami Sauri suddenly appear at a secret aid station, slicing up watermelon for 50 sweaty riders. For many of us, Lael had been a role model long before we ever arrived at the Rally. Now one of the worlds greatest ultra-cyclists is standing right in front of us, handing out slices of watermelon. Later comes another surprise: Lael gets on her bike and rides the final kilometres into Lausanne with us.From 50 Bikepackers to One Huge Cheer PCKAs we approach Lausanne, the energy shifts once again. Friends and family are waiting for us, while riders including Emma Pooley and women from Team Amani join the celebrations. The next day, we meet up with more cycling communities from Switzerland, the Netherlands and elsewhere in Europe for our Cheer PCK. Suddenly, our Rally group has grown into a much bigger community of riders, friends, families and supporters. For around three quarters of the Rally participants, its their first time standing at the roadside watching the Tour de France Femmes avec Zwift.Cheering feels different after that. For seven days, weve experienced first-hand what it means to hear someone shouting our names from the roadside, especially when the last thing we want to do is ride another metre uphill. Now were on the other side of the barriers. Its loud. Very loud.People from different communities, countries and corners of cycling stand side by side, cheering themselves hoarse. After a week of encouraging each other over mountains, were now cheering on the best riders in the world. For us, it brings the whole experience full circle.What Stays With You After 800 KilometresPerhaps the best moments come afterwards. When messages start popping up on our phones. When we see women who didnt know each other before the Rally already planning their next bikepacking trip together. Some meet up for hikes. Others visit each other in their home towns. Phone numbers exchanged somewhere on the road between Munich and Lausanne turn into friendships.One message from two participants stays with us in particular. They write that the Rally gave them more than just memories. It gave them friendships, new confidence, bigger ambitions and the belief that theyre capable of more than they had ever thought.Perhaps thats the part you simply cant plan for.We could plan the route. We could choose 50 women, find campsites, bring sponsors on board, and decide where we wanted to nudge them a little beyond their comfort zones. We could even make sure their names were written on the road at the top of the Nufenen Pass. But we couldnt plan who would end up riding alongside whom. Somewhere along the way, it stopped being about covering 800 kilometres from Munich to Lausanne. It became about who suddenly appeared beside you on the road, who waited for you at the top of the pass and who, afterwards, asked: What are we doing next?Der Beitrag 50 Women, 800 Kilometres and No Pizza: What Happens when Strangers Ride Across the Alps Together? erschien zuerst auf GRAN FONDO Cycling Magazine.

Bikepacking bags are ten a penny. Waterproof and translucent, though? That narrows the field considerably. A new family of bikepacking bags from Sweden sets out to claim exactly that combination. POCs Ultra series also promises serious durability and everyday practicality. We put the bags through numerous trips to find out.POC Ultra Bikepacking Bags | 60180 | Colour: Hydrogen White Translucent | Manufacturers websiteAnyone can do black, and it goes with everything. So does white, which is exactly why POCs new bikepacking bags, made by the Swedish accessories specialist, do not stop there. They are translucent as well as white, letting light through in a way that sets the series apart. More on what that actually means later.POC Ultra Bikepacking Bags in Detail: Translucent and Waterproof on the Road to Adventure?POCs Ultra series comprises six different bikepacking bags in total, four of which we took a closer look at on numerous gravel rides: a 1.7 l top tube bag, a 3 l frame bag, a 7 l saddle bag and a small 1 l snack bag. The range is rounded off by a small top tube bag and a handlebar bag. We tested the following models:POC Ultra Top Tube Bag 1.7L: 170 g, 120POC Ultra Frame Bag 3L: 220 g, 130POC Ultra Saddle Bag 7L: 290 g, 180POC Ultra Snack Bag 1L: 60 g, 60One thing straight away: if youre worried that white bikepacking wont stay white for long, you can relax. The tough, fairly smooth outer material of the Ultra series can be cleaned thoroughly even after the filthiest mud baths. Even chain lube comes off without leaving a trace, given a little patience and some chemical elbow grease. POCs new bikepacking bags dont need to fear the hosepipe either. As long as you are not blasting them directly with a pressure washer, you can simply leave the bags on the bike for a quick wash at the petrol station. In our experience, not a single drop of water made it to the inside, neither while riding through wild April weather nor when hosing them down in the garden.Here, pleasure comes before work: the generous supply of Velcro straps makes fitting the bags quick and easy. The shortest supplied strip is the limiting factor, and on a slim top tube it can still be too long for a properly secure fit, in which case a little creativity, or a set of shorter straps, will be needed. One clever detail, however, cannot be substituted: POC line the inside of the supplied Velcro straps with a soft material, preventing scratches on the frame even without protective film.The top tube bag and frame bag are secure and quick to fit. The snack bag gives you plenty of mounting options around the stem and head tube, using Velcro straps along with several stretchy loops and hooks. Of all the bags, only the saddle bag fell short when it came to attachment.. While its easy enough to secure to the seatpost and saddle rails using the buckle straps and Velcro, unfortunately that doesnt really hold the 7 l Ultra Saddle Bag firmly in place which isnt even that big. Quite the opposite: even when you just shake the bike, it wags around like the tail of our office dog Henry when fresh treats are on the way.When riding on rough terrain, thats no fun at all, especially when the saddle bag is full and heavy. Thats all the more frustrating because the other bags do their job very well. Thanks to the relatively stiff material, they hold their shape nicely. Even on slim tubes, they barely protrude beyond the frame at the sides, so they do not get in the way while pedalling.Long but low-profile, the top tube bag sits low enough that it never makes contact with your chest. Riders with minimal standover height are the exception, where a slight risk to particularly sensitive body parts remains. Short of stashing a monster multi-tool in there, you should be fine.Visually and tactually, POCs saddle bag is very well executed.Unfortunately, it wobbles more than the legendary nodding dog.POC Ultra Bikepacking Bags: Seek and Ye Shall Find!The top tube bag and frame bag offer easy access to the interior via a sturdy zip that opens smoothly. Inside, alongside a large main compartment, you will find several small mesh pockets. And this is finally where the translucent material comes into its own: a large amount of ambient light passes through the material and into the bag, making it much easier to find small items.Even in the dark, you can shine a torch through the outer shell of the bags. Thats especially useful when youre looking for something hidden in the small side pockets or right at the bottom. In our view, the translucent material offers a genuine benefit here.A quick know-it-all interlude: unlike transparent, translucent means light passes through but is diffused so strongly that the contents stay only vaguely visible. You always know what is hiding where. To everyone else, all they see is a blurred mix of colours, and your wallet, for instance, is not immediately recognisable from the outside.The translucent material is a huge help when searching for small items, as are the many little mesh pockets.Unlike the saddle bag, the Snack Bag sits much more securely. However, you shouldnt be in a hurry when sliding in a bottle. Despite the drainage hole in the base of the Snack Bag, such a stubborn cushion of air forms beneath the bottle that it only works with a fair bit of feel and patience.Anyone thinking they can quickly shove a bottle in there during an unsupported race will be surprised by just how stubborn air can be. Even so, the POC Ultra Snack Bag left a good impression, and it is perfectly suited to small snacks such as bars or gummy bears anyway.Bottles only go into the POC Ultra Snack Bag with a firm push, as an air cushion forms underneath.Who Is the POC Ultra Bikepacking Bag Series For?Bikepacking bags are for bikepackers But seriously: with the Ultra series, POC have a range of very robust, waterproof and visually distinctive bikepacking bags in their line-up. And anyone who values exactly those qualities will be well served here. We can also easily imagine the slim, long top tube bag being used in a race setting.Messy riders will love the translucent material of the bags, true to the motto of find, dont search. However, anyone looking for discreet bags will not be happy with the POC bags, and the same goes for anyone who cannot live with a wobbly seat pack.Conclusions about the POC Ultra Bikepacking BagsPOC havent reinvented the bikepacking bag with the new white Ultra series, but the finish is excellent throughout, and the translucent material earns its keep in everyday use. Stable, easy to clean and waterproof, the bags also let daylight through, which makes small items easier to find than in a fully opaque design. Set against that is a saddle bag that wobbles like a nervous cows tail, a flaw hard to excuse given the ambitious pricing. Future generations should fix it.TopsStable, waterproof materialLots of small mesh pockets for good organisationEasy to fitSoft-coated Velcro straps to prevent scratchesFlopsSaddle bag is very wobblyVelcro straps are sometimes too long for very slender framesHigh priceFor more information, visit poc.comDer Beitrag POC Ultra Bikepacking Bags on Review All Ultra, or What? erschien zuerst auf GRAN FONDO Cycling Magazine.

Relaxed riding position? Comfort? Yawn Sounds pretty boring. Even for an endurance bike. With the new X Series, Pinarello wants to prove that endurance can be fun without being extreme. Does it work? Well find out in our first ride review.Pinarello Dogma X7 | 7.70 kg in size 58 | 7,900 | Manufacturers WebsitePinarellos launch video for the X Series shows people laughing. They laugh while riding. They laugh while sharing snacks. They laugh while taking a break. So, this bike is about joy. Not the joy of winning, but the joy of riding. Until now, joy has played a rather minor role in how Pinarello have positioned themselves as a brand. The company from Treviso in northern Italy have built their reputation on success and exclusivity. Iconic winning machines, rather than experience-driven fun bikes.At the very top of the pecking order sits the Pinarello Dogma. It comes in two flavours. The Dogma F is the uncompromising WorldTour racer. The Dogma X is the more accessible option for everyone who wants to go fast without every second ride ending at their local chiropractor. It comes with slightly more relaxed geometry, more compliance at the rear, and more tire clearance. What the F and X have in common are prestige and price. Youll need to have around 15,000 tucked away before swinging a leg over that distinctive top tube with its signature Pinarello kink. Thats not so funny.The X Series is different. More attainable, more relaxed ergonomically, yet still unmistakably Pinarello. Just how much joy the new 2026 Pinarello X is to ride, well tell you in our first ride review.Elliptical head tube and flowing, organic shapes.The X-STAYS 2.0 meet the seat tube further down, creating a cleaner, more elegant rear end.Endurance Athlete The Pinarello X in DetailAtlas Glow is the name of the orange-and-black paint job, its metallic pigments sparkling in the Italian morning sun. Were in the Prosecco Hills, and the colourways alone are already putting us in a sparkling wine kind of mood. Pink, blue or titanium the Pinarello X is elaborately styled and clearly has no interest in understatement. The design language is typically Pinarello: extravagant, with the curved Onda fork, a new elliptical head tube, and the signature kink in the top tube. Add flowing transitions and an integrated cockpit to the mix, and youre looking at quite a statement. The biggest update, however, is found at the rear: X-STAYS 2.0.On the previous generation, the seat tube and seat stays were connected at four points, with the stays also joined together by an X-shaped structure. Pinarello called this complex construction X-STAYS, designed to provide more compliance at the rear without compromising lateral stiffness. To make it work, the seat stays themselves were remarkably slender.Slick finish, top-notch build quality.The Pinarello X comes with 38 mm tires as standard, but theres clearance for up to 40 mm.The latest iteration of the X-STAYS keeps the name, but loses the X-shaped brace, with the seatstays now taking a more direct route to join a little lower down the seat tube. According to Pinarello, who have already implemented the design in the Dogma X, the result is even more comfort and control, with fewer vibrations reaching the rider.The X-STAYS 2.0 also make for a much cleaner-looking rear end. The previous version had a touch of over-engineering about it; the new generation feels far more coherent with the flowing shapes of the Pinarello X Series. And the obligatory aero question? Pinarello answer it with a shrug: X-STAYS 2.0 are about compliance, not aerodynamics.Down tube storage is a matter of taste.The sleeve is attached directly to the storage compartment lid, making it easier to pull out.Also new is a storage compartment in the down tube. With the Dogma X leaning more towards the racing end of the endurance spectrum, Pinarello can give the X Series a more distinct all-road identity storage included. Personally, Im not a huge fan of turning bike frames into luggage compartments. Quite apart from potential compromises in down tube stiffness, theres always the fear of being driven mad by something rattling around inside the frame. To keep things quiet, Pinarello equips the X Series with a practical sleeve that can be pulled out of the down tube without too much fiddling. A strap connects the compartment lid directly to the sleeve. Whether that adds to the joy is up to you. At least it keeps the frustration at bay.The generous 40 mm tire clearance and flexible seatpost fit neatly into the X Series all-road ambitions, too. The latter offers up to 10 mm of flex and will already be familiar to Pinarello fans from the Grevil. Less pleasing, at least in the larger frame sizes, are the somewhat compressed proportions of the X Series. The long head tube pushes the kinked top tube high up, without much noticeable slope towards the rear. That gives the front end a slightly bulky appearance, especially in the larger frame sizes.Plenty of Choice Pinarello X Models and SpecsUnlike the Dogma X, the X Series comes in five different models, which differ in both carbon layup and spec. While the X9 and X7 use Torayca T900 carbon fibres, the X5 and X3 make do with T700. The former frames are lighter and stiffer, while the latter add a little weight and give. The X1 is the odd one out: its essentially the previous-generation bike with the original X-STAYS design, no storage compartment, but the option of running a mechanical groupset.Interestingly, despite SRAM UDH compatibility and Campagnolo being practically just around the corner every complete build comes with a Shimano groupset. Pinarellos in-house component brand MOST takes care of the wheels, saddles and cockpits.The X1 kicks things off at 3,200, pairing a mechanical Shimano 105 groupset with MOST Fast 27 DB aluminium wheels. Step up to the X5 with Shimano 105 Di2 and MOST Fast 45 DB carbon wheels, and youre looking at 5,100. And if money is no object, 11,000 gets you the X9 with Dura-Ace Di2 and MOST Ultrafast 45 DB wheels. A bargain it is not. But then again, the X is still a Pinarello.Compared to the featherweight Dogma X, the X9 carries around 650 g of extra baggage, tipping the scales at 7.7 kg versus 7.06 kg. The difference comes from both frame and components, with at least some of it likely down to the considerably chunkier rubber. After all, the X Series rolls out of the box on generous 38 mm tires. Tuning tip: 35 mm tires could inject a little more agility.Things are getting colourful Pinarello go all-out with the paint schemes.Comfort Zone X Series GeometryEndurance used to be synonymous with back-friendly comfort and a relaxed riding position. These days, you need to look a little closer to make sure your endurance bike doesnt turn out to be a race-focused aero machine in disguise. Whether its Canyon with the Endurace CFR or Pinarello with the Dogma X, some modern endurance bikes are closer to race bikes with a little comfort left in the tank than classic all-round road bikes. There simply is no such thing as the endurance bike anymore.The X Series geometry doesnt even try to pretend its a race bike. Instead, it comes remarkably close to what anyone who isnt neck-deep in the geometry rabbit hole probably imagines an endurance bike to be: a long head tube, short top tube, plenty of stack and not so much reach. The result is a more upright, compact riding position that feels noticeably different to the Dogma X. In a size 58, the head tube alone is almost three centimetres taller thats more than just a subtle difference.Pinarellos approach to bike fitting, on the other hand, is all about the finer details. The X Series comes in nine closely spaced frame sizes, giving riders at both ends of the height spectrum a good chance of finding the right fit without having to make major compromises on geometry.Size430460490515530545560580600Top Tube492 mm509 mm525 mm536 mm545 mm555 mm565 mm577 mm590 mmSeat Tube425 mm450 mm470 mm495 mm510 mm525 mm540 mm560 mm590 mmHead Tube125 mm130 mm142 mm151 mm161 mm173 mm187 mm211 mm232 mmHead Angle7070.57171.57272.2572.572.572.5Seat Angle75.2574.57473.7573.573.257372.7572.5Chainstay415 mm415 mm415 mm415 mm415 mm415 mm415 mm415 mm415 mmBB Drop67 mm72 mm72 mm72 mm72 mm72 mm72 mm67 mm67 mmReach341.9 mm352.1 mm361.9 mm368.5 mm372.5 mm376.7 mm380.2 mm384.1 mm388.1 mmStack527.5 mm539.2 mm552.4 mm564.4 mm575.8 mm588.2 mm602.4 mm620.3 mm640.4 mmPinarello Dogma X7 2026 7,900SpecificationsSeatpost Pinarello Grevil Seatpost D-ShapedBrakes Shimano Ultegra160/140 mmDrivetrain SHIMANO Ultegra Di2 2 x 12Chainring 50/34 TStem Talon Super Fast mmHandlebar Talon Super Fast 420 (Gemessen auen in den Drops) mmWheelset MOST Ultrafast 45 DB 12 x 100 / 12 x 142Tires Most Competition 700 x 38cCranks Shimano Ultegra mmCassette SHIMANO Ultegra Di2 ****TTechnical DataSize 43 46 49 51,5 53 54,5 56 58 60Weight 7,70 kgSpecific Features38 mm tiresClassic Endurance GeoRemarkably Unremarkable The Pinarello X First RideItalian roads arent exactly a showcase for the fine art of laying asphalt. A crack here, a pothole there, the odd step mid-corner all generously garnished with sand and fine gravel. The route planning is equally peculiar. Why go along the valley when you can go over the hill? The Prosecco Hills arent nearly as gentle as they sound. And theyre hot. 35 degrees hot. Fun, right?Our test loop starts in style at an old winery, heads into the hills via a few stretches of gravel, then takes us back on tarmac back towards the Prosecco. Just before setting off, the seatpost announces that its ready for action with a loud crack. The X Series inherits its seatpost clamp from the Dogma F, and in this case, thats not necessarily good news. Every time I adjust the saddle height and tighten the bolt in the top tube, the post settles into the seat tube with an alarming crack. It sounds disturbingly like carbon fibres calling it quits hardly confidence-inspiring. Pinarello assure me, however, that theres nothing to worry about.The Pinarello X is no climbing bike.The X Series feels a little restrained when you first put the power down. The wide and relatively heavy 38 mm MOST tires likely play their part thats a fair amount of rubber to get up to speed. Once its rolling, though, it really rolls. More importantly, the tires smooth out pretty much everything the road throws at them, inspiring plenty of confidence, particularly through fast corners on rough tarmac.But that sense of security isnt down to the tires alone. The X itself takes quite a lot to unsettle. The upright riding position, comfortable setup and geometry geared towards stability make this a bike that asks very little of you. Get on, hold your line and let it roll. In fact, the X Series is remarkably unremarkable. The bike fades into the background and leaves the experience centre stage. Theres little need for constant corrections or compensation. Head up, enjoy the mountains. And yes, thats actually quite a lot of fun.The 38 mm tires offer plenty of comfort, but also make the bike feel a little sluggish.The Talon Super Fast cockpit offers plenty of support, and feels comfortable in your hands.On the gravel sections, the X Series leaves us with mixed feelings. Comfort and compliance are impressive, but the tires quickly find the limits of their grip. This is where it becomes clear that, despite its 38 mm rubber, the X Series isnt an off-road racer. Its relatively short wheelbase makes the Pinarello noticeably more nervous on loose surfaces than a dedicated gravel bike.Uphill, the X Series isnt exactly in its element either. The difference compared to the Dogma F is obvious: theres a sense that youre moving quite a lot of bike beneath you. Again, the heavy tires contribute to the slightly sluggish overall impression.Point it along the flats or downhill, though, and everything is dolce again. The X feels planted on the road, and inspires an impressive amount of confidence. Rather than dazzling you with ultimate precision and razor-sharp handling, it wins you over with comfort, composure and an easy-going character. And that makes the X Series feel surprisingly coherent as a whole it doesnt try to be more of a race bike or gravel bike than is good for it. Its pretty much exactly the bike it wants to be.The Joy of Riding Who is the Pinarello X For?Its hard to call the Pinarello X an entry-level bike its simply too expensive for that. Conceptually, though, thats exactly what it is. Its a bike that makes getting into the drop-bar world easy. Or getting into longer rides. Or heading off on your first multi-day bikepacking trip.In this context, entry-level doesnt mean cheaply made, technically basic or aimed exclusively at beginners. It means you dont have to adapt yourself to the bike before you can start enjoying it. The riding position is accessible, the handling forgiving and the spec suitably high-end. The X demands neither maximum flexibility nor constant attention and certainly not the urge to turn every ride into a race.If every ride is a KOM hunt and you need to know youre sitting on the fastest, most performance-driven bike possible, the X Series probably wont make you that happy. But if you also like to let the bike roll and lift your head every once in a while, the X is well worth a closer look. Its a beautifully finished bike, unmistakably Pinarello in its design, with a concept that feels coherent from front to back. Not a race bike with a little comfort left over, but a proper endurance bike where the joy of riding really does matter more than the joy of winning.Helmet Bontrager Velocis MIPS | Glasses Alba Optics | Jersey Velocio Dark Floral Shorts GONSO SQlab GOConclusionThe Pinarello X isnt a bike of superlatives. It doesnt claim to be the lightest, fastest or most aerodynamic endurance bike out there. Its simply an endurance bike. And it wants to be fun. With a relaxed riding position, impressive stability and a high-quality finish. Perhaps thats exactly what makes the X one of the most unusual Pinarellos: it has nothing to prove.Topsimpressively stablehigh level of comforthigh-quality paint finishesFlopsseatpost makes cracking noises after tighteningFor more information, visit pinarello.comDer Beitrag New Pinarello X 2026 First Ride Review Joyride? erschien zuerst auf GRAN FONDO Cycling Magazine.

The race update has landed. With the Cinturato RM and RH, Pirelli sharpen the fast end of their gravel range, two new tires built to chase outright speed. The dedicated race construction sets out to fix the shortcomings of the outgoing models and bring the line up to the demands of modern gravel racing. The question is how they hold up once the timing starts. We put both to the test.Gravel racing is becoming increasingly fast and demanding. Italian tire manufacturer Pirelli clearly has this on its radar. The Milan-based brand is synonymous with Formula 1 Tires for many people, and now claims to have transferred its high-performance expertise even more rigorously to the dirt. The brand new Cinturato RM and RH tires are designed to give their gravel portfolio a radical racing upgrade.Our big 2026 gravel tire group test already fielded a top-class lineup, but the new Pirelli race tires were a notable absence, unavailable when testing took place. As a reminder, we rated the classic Cinturato Gravel H a fast hardpack specialist with clear racing credentials, though it noticeably lacked grip on loose surfaces. The more agile Cinturato Gravel M, an able all-rounder off-road, skimped a little on comfort and puncture protection.These race-focused versions are Pirellis attempt to finally plug the gap in their range, using a dedicated race construction to engineer out the previous shortcomings. The review sample was the High-Performance model, which set the bar high before we had even ridden it. Can Pirelli make weak traction and a shortage of cornering grip a thing of the past?Pirelli Cinturato RM and Cinturato RH in Detail: Formula 1 Tech on Dirt?Pirelli heavily promote their new gravel Tires using their motorsport expertise. But what does that actually mean out on the trails once you strip away the marketing jargon? For our review, we received the High-Performance model, which pairs the newly tuned SmartEVO-GR compound with a finer 120 TPI casing and ProWALL puncture protection. To allow racers to fine-tune their setup to the course and their preferred level of comfort, Pirelli offer both models in widths ranging from 40 to 55 mm. Look past the internal construction, though, because the redesigned tread patterns reveal how Pirelli intend to address the familiar weaknesses of earlier Cinturato models.Pirelli Cinturato RH in DetailCountry of origin Italy | Size (ETRTO) 45-622 | Width in mm 44.98 | Weight 590 g | Price 81.90 Measured dimensions at 3.0 barOne look at the tread pattern of the Cinturato RH tells you exactly what it was built for: fast times on compact surfaces. The central tread runs as a continuous slick, with no grooves or knobs at all, which means minimal rolling resistance and strong forward drive on tarmac and hardpack. To make up for the cornering traction the standard Cinturato H gave away, the RH turns to a far more aggressive tread on the shoulders. Moving outward from the smooth centre, you find a row of prominent, angular side knobs. This is where Pirelli make their boldest claim: the Tire should run fast and free on the straights, the hand over to the shoulder knobs the moment you lean into a corner, biting securely into the dirt. Paired with the SmartEVO-GR compound from the HP line we tested, the aim is cornering that feels sporty yet stays predictable. At 590 g, however, the weight is a little on the heavy side for a dedicated racing tire.Pirelli Cinturato RM in DetailCountry of origin Italy | Size (ETRTO) 45-622 | Width in mm 44.87 | Weight 608 g | Price 81.90 Measured dimensions at 3.0 barIf youre a racer fighting for every second on highly variable, technical or loose terrain, the Cinturato RM is aimed right at you. A quick look at the tread pattern shows that the Pirelli are clearly taking their cues from cross-country tire designs. Unlike the RH, the central tread isnt completely smooth. Instead, it features tightly packed, arrow-shaped knobs. This layout gives you continuous traction on rocky and unstable ground while keeping rolling resistance to an absolute minimum thanks to the tight spacing.Moving towards the edges, the tread opens up and the side knobs grow chunkier. This design is intended to maximise traction when cornering on deep gravel. Pirelli promise that the RM delivers the ideal balance between aggressive traction and high racing efficiency. Thanks to the 120 TPI casing from the HP line, you will find that the Tire absorbs impacts with much more sensitivity and provides a significant boost in comfort. Just like its sibling, however, the tire tips the scales at 608 g, which places it on the heavier side of the spectrum.Pirelli Cinturato RM and Cinturato RH in Review: More Grip, More Speed?The theory certainly sounds promising, but the real answer only comes out on the test track. Over a period of several weeks, we put both new Pirelli race tires through their paces across a wide variety of rides and surfaces. Mounted on our 25 mm carbon rims, both tires plump out to almost exactly their promised 45 mm width and take on a smooth, round profile. The only slight catch is that mounting them takes a bit of muscle and skill: the tires tend to slip off the bead at first and can prove quite stubborn. Once you get them seated, however, the tubeless setup seals immediately and securely.At 590 g for the RH and 608 g for the RM, these new Pirellis give up a little explosive snap when you stamp on the pedals out of the saddle. Once you get them up to speed, however, they hold momentum well, winning you over with incredibly balanced and smooth handling. Thanks to the smooth central tread, the Cinturato RH delivers massive forward drive on tarmac and hardpack gravel. It slips a touch sooner on loose ground, as you would expect, but the square shoulder knobs catch you safely and predictably. Its only when the ground turns deep and muddy that the slick centre reaches its limits, as it lacks self-cleaning capabilities and clogs up very quickly.This is where the Cinturato RM comes into its own. Its cross-country tread gives up a fraction of straight-line speed, but pays you back with a marked gain in traction off-road and in the wet. What surprised us most was its compliance. That makes it more comfortable than the Cinturato RH and, with the extra grip, considerably more versatile. We do not have lab figures for rolling resistance or puncture protection, but neither model punctured on us despite sharp rocks and hard race conditions.Who Are the New Pirelli Cinturato RM and Cinturato RH Gravel the Right Tires For?The new Pirelli Tires are clearly aimed at ambitious gravel riders who refuse to compromise on their kit and put performance above everything else. Whether youre lining up on the start grid or simply love blasting along your local trails at race pace, youll find two extremely potent gravel tires here. As a racer, youll have to accept the slightly higher weight, but out on the trails, you are rewarded with exceptional reliability, puncture protection and predictable handling.ConclusionsWith the RM and RH, Pirelli have given the proven Cinturato family the race update it needed. The sporty construction earns its keep on the dirt. The Cinturato RH pairs real straight-line speed with confident cornering grip, which makes it a sharp choice for hardpack. The Cinturato RM rounds out the pair as a high-traction, surprisingly comfortable all-rounder for rougher terrain. Across tough race conditions and fast gravel days alike, both tires mark a clear step forward, and only the modest weight penalty holds them back from a clean sweep.TopsSuccessful optimization of cornering gripSmooth rolling characteristics of the Cinturato RHHigh level of comfort on the Cinturato RMFlopsSlightly heavyFor more information, head over to pirelli.comDer Beitrag New Pirelli Cinturato RM and Cinturato RH Gravel Tires in Review: Off to the Racetrack! erschien zuerst auf GRAN FONDO Cycling Magazine.