An offshoot of the all-road approach is the aero gravel bike designed for racing fast at events such as the Dirty Kanza 200 and Gravel Worlds where the courses feature long grinds on flat and rolling terrain. It’s a sub-discipline for sure, but a growing one.

A pioneer in aero gravel bikes has been Italy’s 3T. 3T was founded in 1961 with a focus on lightweight, aero components such as handlebars, stems and seatposts. A few years ago, it decided to bring that same approach to making bikes.

Former Cervelo designer and Open Cycles co-founder Gerard Vroomen recently took a controlling interest at 3T, and in 2016, the company introduced its first bike in the aero Exploro gravel bike. The bike has already made a mark on U.S. gravel, with Mat Stephens winning the 2017 Dirty Kanza 200 on an Exploro. We have also profiled his Panaracer teammate Kae Takeshita’s Exploro.

This summer we received an Exploro of our own for mixed-terrain testing on the West Coast. Find out how it performed in this review.

[caption id="attachment_137637" align="aligncenter" width="1140"] 3T Exploro Team Force Gravel Bike. © C. Lee / Cyclocross Magazine[/caption]

The Frame

When designing the Exploro, 3T took the commitment to building an aero bike seriously. The truncated airfoil tube shapes were wind tunnel tested at the San Diego low-speed wind tunnel.

Monocoque carbon construction with the aforementioned truncated aerodynamic section tubes gives the 3T Exploro a bold look. The head tube blends into the large down tube. The airfoil-shaped down tube has the tapered portion truncated, leaving a flat surface ideal for the down tube bottle mounts.

The down tube’s leading edge is a very large 51mm, but the fore-aft cross-section is longer at 72mm. The idea is the down tube needs to be large enough to catch the airflow behind the wide front tire. The truncation of the airfoil is more for practical reasons. To have ideal airfoil proportions, the down tube would be so deep it would close the main triangle.

[caption id="attachment_137635" align="aligncenter" width="1140"] The down tube 72mm wide longitudinally to help provide an aero boost. 3T Exploro Team Force Gravel Bike. © C. Lee / Cyclocross Magazine[/caption]

The top tube tapers from the wide head tube toward the slender seat tube, which also has an airfoil shape. The seat tube backside is also flat to fit the rear tire and wheel and keep the chainstays short. The seatpost has a matching airfoil shape and is held in place by a wedge that tightens from the top of the top tube. The wedge mechanism is separate from the frame, so without the seatpost in place, the wedge mechanism can fall out and be lost in shipping, as was ours. 3T sells spares, fortunately.

[caption id="attachment_137632" align="aligncenter" width="1140"] A wedge mechanism helps clamp the seatpost in place. 3T Exploro Team Force Gravel Bike. © C. Lee / Cyclocross Magazine[/caption]

The seatpost clamp is a unique nesting ring mechanism. Two rings with teeth nestle one within the other and within the seatpost. Rotation of one ring with respect to the other yields saddle tilt increments of 0.5 degrees. The nature of this design avoids saddle angle slippage. Saddle fore-aft adjustment is independent.

[caption id="attachment_137633" align="aligncenter" width="1140"] The Exploro aero seatpost uses a vernier system to dial in seat angle. We did not experience any slipping. 3T Exploro Team Force Gravel Bike. © C. Lee / Cyclocross Magazine[/caption]

The geometry of the Exploro is similar to a road bike with parallel 72.5-degree head and seat tube angles and short 41.5cm chainstays. The top tube on our size L frame is a rangy 57.1cm, which gives a 39.0cm reach. However, the steep head tube angle yields a front center of 60.2cm, closer to what we often see on a similarly-sized cyclocross bike.

Vroomen solved the problem of tire clearance with the relatively short 41.5cm chainstays by dropping the drive-side chainstay. The first iteration of this design from Vroomen was the Open Cycles U.P.  The 7.0cm bottom bracket drop of the Exploro is fairly standard for the gravel category.

[caption id="attachment_137634" align="aligncenter" width="1140"] The Exploro features a dropped drive-side chainstay to provide extra tire clearance with the short chainstays. 3T Exploro Team Force Gravel Bike. © C. Lee / Cyclocross Magazine[/caption]

The rear derailleur control line runs a full length of housing from the lever to the rear derailleur. If using a front derailleur, the cable housing stops at the entry into the top tube and runs naked through the frame. The control lines enter at the top of the top tube through an interchangeable cap. Different caps are available, configured for electronic or cable shifting, front derailleur or not.

The Exploro has 12mm thru-axles in the standard widths, 100mm front and 142m rear. The rear derailleur hanger is held on by the rear thru-axle. When the rear thru-axle is removed, the rear derailleur hanger, with the rear derailleur attached to it, separates from the frame.

3T’s idea here is to make removal and replacement of the disc brake rear wheel easier with the rear derailleur and chain out of the way. When replacing the rear wheel, it is a simple matter of holding the rear derailleur in place as you thread the axle into the hanger. In experience, this neither easier nor harder, though I can appreciate that aligning the rotor into the caliper is less complicated without the need to simultaneously align the chain and cogs.

There are two bottle cage mounts in the usual place of down tube and seat tube. The down tube mounts have three bolts for either a long cargo cage or varied bottle cage placement. There are also top tube mounts for a top tube “Bento box” bag. There are no fender mounts or additional rack mounts in the rear or on the fork.

The carbon fork has a tapered steerer tube 1 ⅛” to 1 ½” with a loose ball bearing headset. The axle-to-crown distance is 395mm and the fork has a 50mm rake. The blades are flat and asymmetric—the left blade with the flat-mount brake caliper is thicker—and the minimum rotor size is 140mm. Calculated trail with the 72.5-degree head angle with the 50mm fork offset and a 650b x 47mm tire is 56mm. This figure is the same with 700c x 30mm since the rolling diameter is the about the same.

[caption id="attachment_137641" align="aligncenter" width="1140"] The fork blades are flat and asymmetric, with the caliper side a bit thicker. 3T Exploro Team Force Gravel Bike. © C. Lee / Cyclocross Magazine[/caption]

The Exploro frameset is designed to fit 650b x 2.1″ or 700c x 40mm tires comfortably.

[caption id="attachment_137636" align="aligncenter" width="1140"] The 3T Exploro frame has clearance for tires up to 650b x 2.1″ or 700c x 40mm. 3T Exploro Team Force Gravel Bike. © C. Lee / Cyclocross Magazine[/caption]

The Build

3T offers a lot of options for configuring the Exploro, with 9 different builds and 2 framesets. Some of the configurations are “Speed” models equipped with 700c wheels and narrower tires.

Our size L sample was the Exploro Team Force build with 650b wheels. At $4,200, it is the least expensive build.

The Exploro Team Force has a SRAM Force 1 drivetrain with a Force 1 carbon crank and a 42t X-Sync chain ring. The Force 1 rear derailleur shifts over the 11-speed 11-42t Powerglide cassette, giving a 1:1 low gear ratio. SRAM Force hydraulic flat mount calipers stop with Avid G3 Clean Sweep 160mm rotors front and rear.

The handlebar and stem are 3T aluminum, a 42 cm width bar combined with a 100mm stem on the size L bike. The 3T Apto Pro stem faceplate bolts hold the faceplate from the backside, making for a more aerodynamic arrangement. The bolts thread into a blind hole, so bolt length is critical to assure a tight handlebar should you lose the original bolts.

[caption id="attachment_137638" align="aligncenter" width="1140"] A 3T stem and handlebar make up the cockpit. 3T Exploro Team Force Gravel Bike. © C. Lee / Cyclocross Magazine[/caption]

The 3T carbon aero seatpost is unique to the Exploro with an aero-optimized design.

The Team Force build comes with 650b wheels. Our bike had 3T Discus Plus C25 650b aluminum tubeless clinchers that have a claimed weight of 1,685 grams. The Discus Plus C25 rim has a 24mm inner width and a 30mm outer width with asymmetric drilling to equalize spoke bracing angles. The 3T Discus hubs use 24 straight-pull, double-butted (2.0/1.8/2.0) spokes laced 2x for both front and rear wheels. Our build included WTB Byway TCS 650b x 47mm tires.

[caption id="attachment_137630" align="aligncenter" width="1140"] The fork has plenty of clearance for the 650b x 47mm WTB Byway tires. 3T Exploro Team Force Gravel Bike. © C. Lee / Cyclocross Magazine[/caption]

The 3T Exploro Team Force as we tested it is 20.2 pounds complete, 11.4 pounds without wheels. The retail price is $4,199.

The Ride

Before discussing the ride of the 3T Exploro, it is worth noting the conditions under which I tested it. I live in California, so mixed-terrain riding includes rocky descents, some singletrack, fire roads and a decent amount of elevation change. These conditions might not be exactly what the aero Exploro race bike was designed to take on.

First ride impressions revealed a stiff frame with quick steering that responded to the slightest input. The stiffness of the Exploro is noticeable both in stand-up pedaling and over rough terrain. The stiffness helps overcome the heft of the bike and wheels to aid in climbing and acceleration. That adds appreciated liveliness to the ride.

The ultra-responsive steering was deleterious to ride quality when I hit any sections with large gravel or gnarly terrain. You can compensate with lower pressure in the wide tires, but that only helps so much, and more bounce or tire deflection adversely affects handling.

Aero section tubes and seatposts have adversely affected compliance in the road bike sector, and the design of the Exploro magnifies the effect off-road on rough surfaces. On steeper descents, the stiff ride of the 3T Exploro contributed to me descending long, bumpy descents without much confidence.

Quick steering and stiffness provide a racy feel during a short cyclocross race, but for long gravel rides with gear loaded up, those factors contribute to a ride that is more mentally and physically fatiguing.

[caption id="attachment_137648" align="aligncenter" width="1140"] The front end provides quick steering. 3T Exploro Team Force Gravel Bike. © C. Lee / Cyclocross Magazine[/caption]

Building bikes with 650b wheels to gain the room for a fatter tire is not new, and Vroomen helped popularize the approach with his designs of the Open Cycles U.P. and 3T Exploro. What we used to call monster cross has become the norm and the lines between a hardtail cross country mountain bike and cyclocross bike have blurred considerably.

With the Exploro, Vroomen tries to combine road bike geometry with mountain bike tires and I’m not sure it works for my terrain or type of riding. On the road, the 47mm tires felt a bit sluggish during accelerations primarily due to the weight of the wheel/tire package (not necessarily the width of the tire). If was to do more Midwest-style gravel races or off-road pack riding, the Exploro would likely be a fine choice.

The WTB Byway has a smooth tread, so once up to speed, the bike rolls well. The inertia of the 1,700-gram wheels with 1000 grams of tire gives the bike straight-ahead stability, with the wide tires absorbing imperfections in the surface, adding to the feeling of stability.

The Exploro has 56mm of calculated trail. A typical cyclocross race bike is 66mm and a typical road racing bike is 62mm. The short trail on the Exploro—perhaps attempting to overcome the inertia of the big heavy tire and wheel combination—produces a twitchy front end.

[caption id="attachment_137642" align="aligncenter" width="600"] The front end of the Exploro has a short trail, which affects ride quality off-road. 3T Exploro Team Force Gravel Bike. © C. Lee / Cyclocross Magazine[/caption]

The design feels similar to a quick criterium-oriented road bike. Off-road I’m not sure I like that so much since surface deflections will knock steering off line. Corrections led to more over-corrections with the quick steering quality, requiring more work to keep the bike going straight. Of course, at higher speeds the bike stays straighter due to momentum and inertia of the wheels.

Riding the Exploro, it is apparent the bike is designed for long gravel grinds. In those conditions, the bike performs admirably, and it is certainly a bike I would think about choosing should I win the Dirty Kanza 200 lottery.

During off-road riding closer to home, I prefer a bike that requires a little less attention and will not get knocked around as easily. Head down a steep descent on the Exploro and the short trail makes the experience hair-raising, especially if there is not a straight, regular run-out. On one sustained 20% loose fire road descent that ends on a loose bumpy curve, the experience was dicey, which is not the case with a bike with more trail such as the Kona Major Jake or the Look 765 gravel bike.

Even though it’s an aero gravel bike designed to go fast, on tight, technical singletrack, the Exploro is actually quite fun. Sure, it’s stiff and it’s highly capable navigating through tight switchbacks and up short, steep climbs. Sure, the aero shapes add little value at such speeds, but the tight geometry and fast steering feel at home when line choice or weighted rear wheels matter.

We’d even consider the Exploro for an early season “grass crit” cyclocross race.

The Verdict

The 3T Exploro is ground breaking with a tested aerodynamic design and Dirty Kanza 200 palmares. Whether or not the Exploro is a good fit for you is likely ultimately going to be about what kind of gravel riding you do.

If you are looking for a gravel bike to grind away at high speeds on endless gravel roads, the aero design of the Exploro provides road efficiency and speed while offering some off-road capability when roads get dicey. If being at the pointy end of gravel race is your goal, the Exploro may offer a few extra watts to help you get there. If you want your gravel rig to double as a fast road bike, the Exploro might hit the mark.

If your gravel riding is more of an adventure where comfort and stability are a must, the Exploro will likely be a bit out of its element. There is a lot to like about the Exploro, and the addition of a slacker front end and more compliance could help make it more versatile while maintaining the aerodynamics and tire versatility.

For a closer look at the 3T Exploro Team Force gravel bike, see the specs and photo gallery below.

3T Exploro Team Force Gravel Bike Specs

MSRP: $4,200 USD
Frame: Exploro TEAM, high-modulus uni-directional pre-preg carbon fiber monocoque
Fork: 3T Fango TEAM, carbon fiber with carbon steerer: 1 ⅛” -1 ½”
Weight: 20.1 pounds, no pedals; 11.4 lbs without wheels or pedals
Shift/Brake Levers: SRAM Force 1 hydraulic, 11-speed
Brakes: SRAM Force 1 hydraulic, flat mount disc
Rotors: Avid G3 Clean Sweep, 160mm front, 160mm rear
Crankset: SRAM Force 1, Quarq power ready
Chain Ring: SRAM X-Sync, 42t
Rear Derailleur: SRAM Force 1
Cassette: SRAM Powerglide 11-42t
Wheels: 3T Discus Plus C25 alloy tubeless clinchers, 650b
Tires: WTB Byway, 650b  x 47mm, tubeless
Stem: 3T Apto Pro, aluminum, 100mm
Handlebar: 3T Superergo, aluminum, 42cm
Seatpost: 3T carbon aero
Saddle: WTB Volt, steel rails
Warranty: 2 years frame and fork, 5 years if registered within 30 days of purchase
Country of origin: Taiwan
More Info: 3t.bike

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Photo Gallery: 3T Exploro Team Force Gravel Bike

3T Exploro Team Force Gravel Bike. © C. Lee / Cyclocross Magazine

The post Ridden and Reviewed: 3T Exploro Team Force Aero Gravel Bike appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

The Rift took place a few weekends ago, with riders from America and Europe taking on the challenging 200km route that went around an active volcano.

For riders such as winners Colin Strickland (Meteor x Giordana x Allied) and Alison Tetrick (Specialized), it was very much a “We’re not in Kansas anymore” situation, with the route offering stunning beauty on a landscape far from what they experienced at the Dirty Kanza 200.

[caption id="attachment_137688" align="aligncenter" width="1140"] The Rift route featured plenty of climbing. The Rift Gravel Race 2019, Iceland. © Snorri Thor / Lauf[/caption]

Snorri Thor provided pretty pictures from the event that, let’s be honest, are probably going to make you want to sign up for the event in 2020.

For more from Snorri Thor, visit his website and Instagram page.

Photo Gallery: The Rift 2019 Gravel Race

Riders chat early on in the race. The Rift Gravel Race 2019, Iceland. © Snorri Thor / Lauf

The post Photo Gallery: Iceland’s The Rift 2019 Provides Stunning Gravel Challenge appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

[caption id="attachment_137619" align="aligncenter" width="1140"] The Noble Bikes carbon GX5 gravel bike. © A. Yee / Cyclocross Magazine[/caption]

While Noble Bikes might be a small brand without star athletes and big ad campaigns, its size shouldn’t disqualify it from consideration when you’re shopping to satisfy your gravel or cyclocross ambitions. The brand focuses on SRAM-equipped 1x cyclocross and gravel bikes in carbon, aluminum and steel, hitting different price points.

Is the Noble Bikes GX5 the right gravel bike for you? Read on for a full review.

The Noble Bikes GX5 Frame:

Noble’s founder Mark Landsaat previously worked at Raleigh and during his time at the company, developed close relationships with overseas manufacturers. Landsaat took his knowledge and experience to design his gravel, cyclocross and mountain bikes and found factories to build frames to his specs.

[caption id="attachment_137737" align="aligncenter" width="1150"] You may not have heard of Noble Bikes, but if you’re looking for a gravel-specific ride, the company should make your short list. Noble Bikes carbon GX5 gravel bike. © A. Yee / Cyclocross Magazine[/caption]

This model is built with SRAM 1x drivetrains in mind. There’s no provision for a front derailleur braze-on, but Landsaat says that’s an option in the works. Of course, you could easily swap to Shimano GRX 1x or SRAM eTap AXS 1x, but currently, the GX5 comes with just the SRAM Force 1 build.

[caption id="attachment_137742" align="aligncenter" width="1215"] Noble builds his bike around SRAM Force 1, which serves up reliable, lightweight 1x performance. Noble pairs a 40t X-Sync ring with a 10-42 XD cassette. Noble Bikes carbon GX5 gravel bike. © A. Yee / Cyclocross Magazine[/caption]

If your gravel enjoyment doesn’t depend on well-known brands or exclusivity, then Noble Bikes’ GX5 is certainly worth a look. The frame delivers what many would expect in a modern carbon gravel frame. There are three bottle mounts, flat mount disc brake mounts, hidden front and rear fender mounts, ample clearance for 42mm tires (stated is 40mm), and internal routing of both brake hoses and shift housing.

[caption id="attachment_137732" align="aligncenter" width="1140"] A third set of bottle mounts offers all-day hydration. Noble Bikes carbon GX5 gravel bike. © A. Yee / Cyclocross Magazine[/caption]

Because of Landsaat’s history at Raleigh, it should come at no surprise that Noble Bikes’ carbon GX5 shares a few things in common with the steel Raleigh Tamland gravel bike. For a 56cm size, the frames share the same head tube and seat tube angles, bottom bracket drop, chainstay length and head tube length. In some ways, it’s a carbon Tamland Landsaat never got to work on.

Starting a small brand, especially with a proprietary carbon model that requires a new mold, can be cost-prohibitive. Instead of plunking down six figures to ensure exclusivity on his carbon model, Landsaat allowed the manufacturer to sell the same frameset in a few select overseas countries but not the U.S., of course.

As a result, during your globe-grinding gravel adventures, there’s a tiny chance you might see the same Toray carbon frame under a different brand. We’ve seen that happen in the world of cyclocross, under different circumstances, when the award-winning Bailey-designed carbon cyclocross frame later appeared under Italian and Canadian branding and on top of CrossVegas podiums, although the GX5 won’t be sold under other names in the U.S.

The GX5 isn’t aimed at the diehard bikepacker but rather the gravel cyclist or gravel racer. There aren’t frame barnacles for adventure mounts, but there are some nicely hidden fender mounts.

[caption id="attachment_137728" align="aligncenter" width="1140"] Don’t put away the GX5 come rainy season. There are hidden fender mounts to keep you riding year ’round. Noble Bikes carbon GX5 gravel bike. © A. Yee / Cyclocross Magazine[/caption]

Could you do cyclocross on it? Without a doubt. The 56cm frame fits nicely on your shoulder with its flattened but sloping top tube, and Noble’s “Forward Geometry,” perhaps the brand’s answer to Cannondale’s “Out Front” design, pairs moderate head tube angles (71.5 degree on the 56cm) with slightly longer axle-to-crown forks (400mm), top tube lengths and more fork offset (52mm). The longer top tubes and shorter stems are Landsaat’s major modification over the Raleigh Tamland’s configuration.

There are six frame sizes, ranging from a tiny 48cm to a 58cm. Smaller riders will likely find a good fit that may not be available with other brands. Very tall riders might find the biggest size a little small. The frame and fork are relatively light, with the second largest size (56cm) tipping the scales at 1,129 grams without hardware and the fork at 473 grams.

Our 56cm frame pairs a 57cm effective top tube with a generous 160mm head tube, long-ish 44cm chainstays and low 75mm bottom bracket drop. With a 73-degree seat tube angle, a rider enjoys a 389mm reach and 591mm stack.

Care about bottom bracket standards and seat post diameter? The GX5 relies on the press-fit BB86 standard that can allow for more tire and mud clearance due to wider chainstays near the bottom bracket shell. You’re perched on a standard 27.2mm seat post—allowing for some compliance options—and limiting your dropper post options.

[caption id="attachment_137730" align="aligncenter" width="1140"] Flat mount Force 1 HRD disc brakes. Noble Bikes carbon GX5 gravel bike. © A. Yee / Cyclocross Magazine[/caption]

Of course, like most modern frames, the GX5 offers flat mount disc brake caliper mounts and 12mm thru axles. Out back, the frame utilizes a “floating derailleur hanger” which makes thru axle alignment and threading a simple task.

The Noble GX5 Build:

Noble Bikes offers SRAM-equipped complete bikes. Each model has just one build option, and ours came with the proven SRAM Force 1 group, Stan’s NoTubes Grail MK3 alloy tubeless wheels and unbranded but perfectly functional alloy bar and stem and carbon post.

[caption id="attachment_137734" align="aligncenter" width="1140"] The two-bolt carbon post offered a hint of flex and held the saddle secure despite ungraceful early-season cyclocross remounts. Noble Bikes carbon GX5 gravel bike. © A. Yee / Cyclocross Magazine[/caption]

It’s a no-nonsense build that prioritizes function over flash and creates an understated look that I came to appreciate.

The Force 1 group offered ample gear range, with a 40t X-Sync front ring and an XG-1175 10-42t XD rear cassette. I’ve gotten used a 1:1 low gear for gravel, and the 40:42 low gear offers insurance against unexpected leg cramps and long climbs.

[caption id="attachment_137741" align="aligncenter" width="1140"] SRAM Force 1 serves up a reliable, lightweight 1x performance. Noble pairs a 40t X-Sync ring with a 10-42 XD cassette. Noble Bikes carbon GX5 gravel bike. © A. Yee / Cyclocross Magazine[/caption]

The Grail MK3 wheels are 20.3mm wide, feature a 440g alloy rim, and tip the scales at 1,675g list weight. It’s a good choice for a reliable, affordable tubeless tire setup. Be careful with the end caps when you remove the wheels. They have a habit of falling off.

[caption id="attachment_137721" align="aligncenter" width="1140"] The 20.3mm wide NoTubes Grail MK3 alloy rims offer reliable tubeless tire performance. Noble Bikes carbon GX5 gravel bike. © A. Yee / Cyclocross Magazine[/caption]

Noble dresses the Grail MK3 wheels in the versatile Donnelly X’Plor MSO 700c x 40mm tires. The tires have a relatively durable tread pattern and offer a balance between puncture and cut protection and suppleness. It’s a fine choice for a do-most-things-well tire. If you’re like me and ride in an area where tire cuts aren’t much of an issue, you might want to save nearly half a pound with a swap to something like the lighter and more supple 42mm WTB Resolute or Terravail Rutland knobby gravel tires.

One unique component of the build was the spendy Wheels Manufacturing Thread Together BB86 bottom bracket. It’s a nice touch over standard press-in bearings. In testing, ours ended up creaking a bit, but thanks to a Wheels Manufacturing Bottom Bracket Socket tool (stay tuned for a review), a bit more torque got things quiet for the rest of our testing.

[caption id="attachment_137725" align="aligncenter" width="1140"] The Wheels Manufacturing Thread Together bottom bracket for the press-fit BB86 shell is a nice, but hidden, touch. Noble Bikes carbon GX5 gravel bike. © A. Yee / Cyclocross Magazine[/caption]

It’s a smart choice for a serviceable bottom bracket and easier to work with than installing new bearings or trying to Loctite the whole assembly.

The whole package is quite light. Noble Bikes lists it at 18.9 pounds without pedals. Our scale said just shy of 18.7 pounds without pedals. Our trademark weight without wheels (for wheel swappers/upgraders) is just 10.8 pounds. That’s quite light for a gravel bike that costs $3,299.

The Noble GX5 Ride:

I’ll get it out of the way first. I’m a fan of do-it-all bikes that eschew targeting sub-genres and can handle trail riding, cyclocross and gravel without feeling out of place. That’s how I like to ride—without switching bikes—but that’s certainly not how everyone rides.

There’s a much bigger population out there that wants a gravel bike and has no plans to race cyclocross on it, let alone actually “race” a gravel race, and will rarely venture into technical singletrack. If that describes you, and you like SRAM 1x drivetrains, the Noble GX5 should be very high on your shopping list. It’s a no-nonsense, lightweight package that delivers outstanding value.

[caption id="attachment_137739" align="aligncenter" width="1195"] Internal routing of all hoses and cables keeps the lines clean. Noble Bikes carbon GX5 gravel bike. © A. Yee / Cyclocross Magazine[/caption]

The GX5 is exactly the type of bike we’d opt for on long, all-day gravel rides. It’s low, stable and not road bike-twitchy, with a moderately slack head tube angle and long wheelbase (105.4cm by my measurements) and chainstays. It’s a setup that allows you to focus on the scenery, without worry of small rut sending you off into a ravine. It’s the opposite end of the spectrum from the recently-reviewed 3t Exploro gravel bike, a bike that prioritizes aerodynamics, quick handling and road-bike tendencies.

[caption id="attachment_137735" align="aligncenter" width="1140"] The unbranded alloy cockpit and carbon post did their job and remained secure. A short 90mm stem helps keep the steering responsive. Noble Bikes carbon GX5 gravel bike. © A. Yee / Cyclocross Magazine[/caption]

That doesn’t mean the GX5 is slow steering. The short, 90mm stem and bigger fork offset make for relatively responsive steering. It’s just that navigating around tight switchbacks or cyclocross hairpins isn’t really the GX5’s strength.

[caption id="attachment_137726" align="aligncenter" width="1241"] There’s ample clearance around Donnelly MSO X’Plor 40mm tires. Noble Bikes carbon GX5 gravel bike. © A. Yee / Cyclocross Magazine[/caption]

The GX5 is suited for longer rides, with the three bottle mounts and a carbon post that offers a bit of compliance. The svelte stays also seem to add some welcome to flex to mute the bigger hits.

Although tire choice and pressure have a much bigger impact on rear wheel traction than chainstay length, the GX5’s long rear end favors stability over billy goat climbing up steep, loose or slippery rises. It’s not ideal for cyclocross—its long chainstays and wheelbase keep it from being well-suited for sprinting out of corners or up hills—but that’s a worthy compromise for long gravel rides and descents.

It’s worth noting that the chainstays revealed my size 45.5 feet and slightly ankles-in pedaling style brushed the chainstays. I actually didn’t notice it at all while riding, but cyclists with more pronation, bigger feet (or a forward cleat position) might want to take note.

The Verdict:

The Noble Bikes GX5 is much more than the sum of its parts. While there’s no major differentiating feature, component or gimmick, the GX5 boasts a well-thought-out frame and handsome color scheme with a smart parts package to create an outstanding value at $3,299.

[caption id="attachment_137741" align="aligncenter" width="1140"] SRAM Force 1 serves up a reliable, lightweight 1x performance. Noble pairs a 40t X-Sync ring with a 10-42 XD cassette. Noble Bikes carbon GX5 gravel bike. © A. Yee / Cyclocross Magazine[/caption]

It’s ready for adventure out-of-the-box, once you shed inner tubes for valves and sealant. That’s nearly $1k less than similarly-equipped bikes from bigger brands, and yet you can call Noble Bikes and speak directly with the owner.

[caption id="attachment_137724" align="aligncenter" width="1140"] SRAM Force 1 serves up a reliable, lightweight 1x performance. Noble Bikes carbon GX5 gravel bike. © A. Yee / Cyclocross Magazine[/caption]

There are better bikes if you’re looking for one rig to handle cyclocross and gravel racing (the Kona Major Jake, Specialized Crux and Open Cycles U.P. and pricey U.P.P.E.R. come to mind), and Noble Bikes has its own cyclocross offering that’s specifically aimed at racing between the tape. But if gravel is your main focus, Noble Bikes is worth a long look. The GX5 competes for the top SRAM-equipped gravel bike I’ve ridden.

Noble Bikes GX5 Specs:

MSRP: $3,299 complete bike as tested
Frame: Toray carbon frame and fork, 142x12mm rear dropouts, flat mount, 140mm minimum rotor front, 160mm rear, floating rear derailleur hanger, hidden fender mounts, 3 bottle mounts.
Fork: Noble Bikes GX carbon
Rear Derailleur: SRAM Force 1
Crankset: SRAM Force 1 GXP with 4ot X-Sync ring
Cassette: SRAM XG-1175 10-42t
Shift/Brake Levers: SRAM Force 1
Brakes: SRAM Force 1 HRD flat mount
Rotors: SRAM Centerline Centerlock
Wheelset: NoTubes Grail Mk3 alloy, 20.3mm wide, Centerlock
Tires: Donnelly X’Plor MSO 700c x 40mm tubeless
Handlebar: Unbranded alloy, 44mm
Stem: Unbranded alloy, 90mm
Seat Post: UDC carbon, 27.2mm
Saddle: Prologo Nago Evo 142mm wide, Ti rails
Weight: 18.7 pounds without pedals (18.9 list), 10.8 pounds without wheels
More info: noble-bikes.com

Noble Bikes GX5 Photo Gallery:

The Noble Bikes carbon GX5 gravel bike. © A. Yee / Cyclocross Magazine

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Last month, gravel enthusiasts in the Midwest took part in the first-ever edition of the Red Kite Ronde, a 200km adventure race in the remote areas of Knox and Coshocton Counties in Ohio.

Overlapping routes of other staples of Ohio gravel and mountain bike racing such as the Black Fork Gravel Grinder, Baitin’ the Shark, Funk Bottoms Gravel Grinder and Mohican 100, the Ronde featured a 70% unpaved route that started and finished at Kenyon College in Gambier, Ohio.

The route was developed with help from local riders over the course of the last two years. “I need to give Matt Kretchmar credit for helping design the route. It would not have been what it was without him,” race director Ryan Gamm said.

The race is intended to operate as a fundraising event for the Red Kite Fund, which helps athletes transition from the U23 to Elite category. Red Kite Coaching also hosts a cyclocross boot camp in August and a weekend of cyclocross racing in the fall to support the Fund.

As an event of the Red Kite Fund, the Ronde brought several industry sponsors who were on hand in Gambier. Smanie saddles, whom Red Kite athlete Jen Malik has done design work with, acted as presenting sponsor for the event. Additionally Kenda Tire, Hyperthreads, ESI Grips and Black Diamond Bicycles provided support.

One of the most compelling features of the Ronde is its start location in Gambier. “The Ronde has been in the works for about two years and we were in conversation with a number of different towns and institutions as a start/finish point because we wanted to have a start/finish that had full resources to house people from out of town, have good food, be comfortable and have a community that could be involved in it,” Gamm explained. “Kenyon College and Gambier were, by far, the clear winner.”

The facilities at Kenyon College are capable of supporting a much larger event of at least 600-1000 participants, which allows plenty of room for the Ronde to grow.

In its first year, the event drew a modest 71 pre-registered participants, which proved to be a perfect size according to race director and Red Kite coach Gamm. As a first running, some aspects of the race were as much proof of concept as anything else. Particularly, using Kenyon College facilities to house and feed participants proved to be a bigger organizational challenge than initially thought.

“We learned many, many lessons,” Gamm told Cyclocross Magazine. “[Working with Kenyon College] adds an extra layer of communication. We had some things that we know we’re going to have to revise and adjust for next year.”

In addition to the adjustments surrounding off-the-bike logistics, the future of the race will include Masters and Singlespeed race categories. Future editions will also feature greater rider support on course. While the first year was billed as a self-supported race, there were two planned water stops on course. With race day temperatures in the upper 90s, additional water was made available, but participants remained very much on their own otherwise.

“The other events [in this area] that are wholly unsupported appear to have greater opportunities for store stops, water stops and such, that just sort of exist in the area that they’re traveling through. The area [where the Ronde takes place] is so remote that I don’t think we can do it completely unsupported,” Gamm explained.

“We want to have this be an event where you are mostly self-supported, but there are checkpoints and aid stations.” In addition to more comprehensive on-course support, future editions of the Ronde will support drop bags to more completely serve riders.

What will remain the same, however, is the overall format. The Ronde is a competitive event for everyone involved, regardless of if they are racing at the front or battling the course itself. “We certainly want to have an outlet for folks that want to go out and see how fast they can ride 200k. At the same time, the course is extremely challenging and outside of those front folks, everyone else is out there, just them against the course. I think that’s cool and I think that’s probably where the majority of folks are going to find themselves landing.”

Riders put number plates on and raced, each finding their own challenge on the 200km route.

As racing unfolded on race day, the biggest enemy quickly became the heat, as temperatures soared into the upper 90s and the heat index reached more than 110 degrees. As the day wore on, more than half the 200k starters either substituted the 90k route or abandoned the course. Those that remained were there to race, however.

“We had a proper sprint finish in the 90k event, which was baffling yet awesome to see.” Gamm recalled, “The 200k finished with two teammates together that ultimately didn’t end up sprinting for the line. The front ends of those races were very competitive. I think that’s cool.”

Despite first-year growing pains, the Ronde was a success. “This year was wonderful,” Gamm said. “I always think of event promotion as doing thankless work but I’ve always been proven wrong on that with ’cross races. [This weekend] folks were just excited to be out there, excited to have an incredible route to go on, to go see an area that is just naturally amazing. I hope to see that continue.”

As with many other gravel events, perhaps the greatest draw is the community of riders itself. “The community was awesome,” Gamm said. “Any time a rider had finished, anyone that was around that had free hands would bring them water, bring them Cokes, do what they can to help them out, even folks who had just finished riding and were just trying to hold off cramps were helping each other out.”

Looking to the future Gamm would like to see that community spirit grow. “Hopefully the community will continue to grow that culture as [it] grows,” he said. “I think its the best of sporting, the best of adventure. You see the best of people emerge and I think that’s awesome, especially today.”

For more from Gamm, watch our full interview with him.

2019 Race Results

The Women’s win in the 200km Red Kite Ronde went to Wendy Billings, with Meagan Gehrke finishing second and Tracy Berman third.

Teammates Jared Zoller and Jeff Pendlebury went 1-2 in the Men’s 200km race. Jimmy Pooler took third.

Full 200km results are below.

Women 200km Results: 2019 Red Kite Ronde

Men 200km Results: 2019 Red Kite Ronde

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The inaugural Dirty Kitten Gravel Race in Virginia hosted by Vanderkitten-Entourage Racing and CFH Adventures and Events put a unique spin on gravel with a lap-based route almost completely on private property.

The event took place on the land of the Locust Hill Farm and Preserve in Rapidan, a 5,000-acre property at the base of Cedar Mountain in the Shenandoah foothills. Located about 90 miles southwest of Washington D.C., the venue allowed gravel enthusiasts the opportunity to escape the Beltway and take on a tough gravel challenge.

With 90% of the route on private property, promoters Alex Forte and Chris Howell were able to create a course that was almost exclusively gravel and off-road terrain. The 20-mile lap included wooded doubletrack, a sweeping network of pastoral farm roads and other types of mixed terrain. With no car traffic to worry about, the only creatures around were often cows and other livestock.

Riders come and go on the Dirty Kitten route all on private property. © Bruce Buckley

The Dirty Kitten Gravel Race started in 2018 as a non-competitive gravel fondo, so 2019 marked its first as an official gravel race.

The event offered three distances for riders of all skill levels. The Mini Purrito featured 1 lap of the 20-mile course, the Regular Purrito 2 laps and the Full Purrito 3 laps and 60 miles.

Over 230 riders started the 2019 Dirty Kitten Gravel Race. Impressively, the field was made up by just under a third women.

The Women’s Full Purrito race was a nailbiter, with winner Britt Mason taking the top spot by 1.3 seconds. Ellen Tarquino finished second and Cynthia Frazier third, with Jen Tillman and Simona Vincenciova rounding out the wide-angle podium.

Men’s winner was Patrick Blair. Dave Weaver and Richard Serton joining him on the podium. Curtis Alia and Todd Meister joined them on the wide-angle podium.

Full Full Purrito results are below. Results for all distances are also available online. More race photos are available from Bruce Buckley.

Women Full Purrito Results: 2019 Dirty Kitten Gravel Race

Men Full Purrito Results: 2019 Dirty Kitten Gravel Race

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Now entering its 10th year—despite the grandeur suggested by the name—Gravel Worlds p/b Lauf started as a small, grassroots gravel event based in Lincoln, Nebraska first announced with a blog post. Twenty-five riders showed up at that first event, and on Saturday, a sold-out field of 700 will gather on the north side of Lincoln for the 2019 edition of the event.

On tap are the 150-mile Gravel Worlds, 75-mile Privateer and 50-kilometer Buccaneer distances on the gravel roads outside Lincoln.

Gravel Worlds, which started as the Good Life Gravel Adventure in 2007, has been around for all the rapid change in the gravel discipline—I mean, the first edition was announced with a blog post!—but the grassroots vibe at the event endures. Race co-directors Corey Godfrey and Craig Schmidt still work day jobs and organize the race on the side and registration for the early editions was via postcard.

“This is our 10th year of the event,” Godfrey said. “The number of riders has grown over the past decade, but the ethos of the event hasn’t changed.”

What does “grassroots” mean for Gravel Worlds? It is set in a large Great Plains city, now charges an entry fee to cover event costs (the first seven years were free) and has brought Lauf on as a title sponsor, so there is a feel of professionalism surrounding the event.

As Godfrey explained, many other aspects of the early event have not changed. A lot of that starts with the Pirate Cycling League that helps organize the race. As the name suggests, the Pirate Cycling League is a fairly informal group of riders focused on the welcoming aspects of gravel riding.

“As more people just show up for rides, we’re very welcoming,” Godfrey said. “We help tutor people and take them underneath our wings and really embrace offering free events to new folks so they don’t have to go out and buy a race license just to try something out.”

Corey Godfrey is the Gravel Worlds co-race director. 2018 Gravel Worlds © Z. Schuster / Cyclocross Magazine

With that spirit in the Lincoln gravel community, the team has created what they describe as a “polished, grassroots vibe” for Gravel Worlds. Godfrey and Schmidt welcome every finisher at the finish line and local communities are welcomed to get involved as aid stations.

“The small towns we go through, they’re very welcoming. Valparaiso, they saw us going through there for the race, and on our ride once, someone approached us and said, ‘I’m the leader of the Boy Scout troop. Would it be cool if we set up a vending spot at the gas station here for your riders?’ Same thing with the town of Malcolm. They wanted to raise money for a baseball field for the kids. They approached us, and we were like, absolutely. We helped them raise money last year,” Godfrey explained.

The finish of the event also contributes to the community feel. Gravel Worlds starts and finishes at the Schilling Bridge Cork and Tap House in Lincoln’s Fallbrook neighborhood. After the race, nearly everyone, gravel first mates and bosuns, sticks around to swap stories and hang out with their gravel friends, new and old.

The podium presentations take place during the gathering at Schilling Bridge, with a mixture of fun and touching demonstrating the grassroots and community sides of the event.

First, there is the sword. When I spoke with Godfrey earlier this year, he was literally getting ready to go out sword shopping to provide a memorable prize for the Women and Men’s winners. Last year’s winners Alison Tetrick and Colin Strickland certainly demonstrated the appropriate reaction to being crowned gravel captains.

Swords await the 2019 winners. 2018 Gravel Worlds © Z. Schuster / Cyclocross Magazine

An important member of the Lincoln cycling community, Randy Gibson, was killed by a drunk driver in September 2017. Last year, the event dedicated the Randy Gibson QOM/KOM award to honor his memory. Gibson’s wife Christy and children helped present the polka-dot jerseys to the top climbers last year, and the award will return again this year.

Alison Tetrick won the Randy Gibson QOM jersey presented by his wife Christy. 2018 Gravel Worlds © Z. Schuster / Cyclocross Magazine

Something Old, That is New

One thing that is new for this year’s event is the Vintage category. The name, like the new Gravel Worlds winner’s jersey, is a bit of a story.

Last year, the UCI reached out to the Gravel Worlds promoters to let them know that although the tongue-in-cheek name is fine, they had to change what was a rainbow-striped jersey similar to what you might see a Sanne Cant or Mathieu van der Poel wearing.

“We were contacted by the UCI last year [2017] after the event,” Godfrey explained last year. “They reminded us about their international license on the rainbow stripes. They were very cool about our inadvertent use of the rainbow stripes and kindly asked us not to do it again. Completely our bad.”

Last year’s winner Colin Strickland shows off the re-designed winner’s jersey. 2018 Gravel Worlds © Z. Schuster / Cyclocross Magazine

When they announced the new vintage steel category, they called it the “L’Eroica” category. Turns out that is copyrighted as well. “The L’Eroica event folks wanted us to change the name as they have a trademark on ‘L’Eroica.’  Who knew?  So anywho, it’s now the Vintage category,” Godfrey said.

While gravel races are typically anything-goes, there are a few rules for the Vintage category. “Pre-1988 bikes. Downtube or barcon shifters. Non-aero wheels. Steel frames. Kind of a unique category,” Godfrey explained.

“There were several people who know a lot more about this kind of event than I do. They were giving me all these tips. ‘You need to allow these things in too.’ I didn’t even know what a barcon is. Sure, barcons are in, are they pre-1988? If they are, super. I would prefer down tube shifters and super old-school steel bikes. Non-aero levers. We’re encouraging leather saddles, it would be really cool if people wore wool jerseys.”

Ten riders signed up for the inaugural Vintage ride. A sampling of the bikes expected to make the ride are a Raleigh Pro vintage 1970, 1986 or 1987 Bianchi Trofeo, early-80s Sekai, 1982 Trek 720 and 1986 Bridgestone 450.

You can check out some of the vintage steel bikes in the post below:

Head to the Hills

Gravel Worlds is set on the Great Plains, which one can argue is the “Motherland of Gravel,” with the Land Run 100, Dirty Kanza 200 and Gravel Worlds all taking place in the region and TransIowa once centered on the eastern edge in Iowa. Despite what we may all think of when we hear “Plains,” as we saw with the Dirty Kanza, these events are not exactly flat.

In the case of Gravel Worlds, it is the Bohemian Alps north of Lincoln that help provide the elevation. We recently checked in from new Bohemia at the Bohemian Sto Mil gravel event, and this weekend, the gravel world will be back there again.

Named for the folks who originally settled there, the hills provide a beautiful backdrop as the morning fog burns off, and then a challenging foe as the day starts to heat up.

“What we have are these rolling plains, which are just beautiful,” Godfrey said. “Think about Dances with Wolves, that kind of scene. Beautiful, rolling grassy stuff, we have a lot of that around here.”

“And obviously corn and soy.”

The Bohemian Alps feature many rolling hills. 2018 Gravel Worlds © Z. Schuster / Cyclocross Magazine

This year’s 150-mile course heads north from Lincoln before returning west and south of the city and then finishing in Fallbrook. The two checkpoints are at Miles 59 and 132, where riders are required to get pipe cleaners for their handlebars to show they made the stops. Oases and local fundraiser stops are spread throughout the course as well to help make sure riders complete their gravel challenges.

Riders are required to get pipe cleaners at the two checkpoints. Amity Gregg’s 2018 Gravel Worlds Pinarello GAN GR Disk Gravel Bike. © Z. Schuster / Cyclocross Magazine

Godfrey described the route:

“Those roads are some of the most beautiful in the area and traverse the Bohemian Hills. Linking small town with interesting stops along the way is also a consideration for the route. We’ll be going through the small town of Loma again this year that had part of the movie ‘To Wong Foo, Thanks for Everything! Julie Newmar’ shot there. We’re also riding past the iconic Malcolm General Store and also utilizing the Reinkordt Farm for the second Checkpoint. Jane Reinkordt has been busy making homemade pickles for the riders. All of that adds up to an authentic Nebraska experience.”

Riders can expect a full gravel experience at this year’s Gravel Worlds. 2018 Gravel Worlds © Z. Schuster / Cyclocross Magazine

While typically, the fast-rolling, pea-sized gravel on the roads around Lincoln make the hills a bit more manageable, weather developments on Thursday could make things even more challenging. Lincoln got hit with rain on Thursday, making things “a wee-bit soft,” and with two dirt sections, it remains to be seen how those hold up come race day.

Local, National, International

Lincoln, Nebraska is more or less literally as far away from both coasts as you can get, and yet perhaps spurred on by the event name, the 2019 race has drawn riders from places domestic and international. Godfrey said a good chunk of the Lower 48 states will be represented and others are coming from places farther afield.

“We’re happy to see the event grow every year for the past decade. It’s a testament to the community here. It takes a village to make this event happen every year and the entire community rallies behind it. It’s been awesome to see all the international interest in the event,” he said.

When I spoke with Godfrey, he was getting ready to pick a couple from New Zealand up from the airport, and other countries represented will include Ukraine, Great Britain, Spain, Iceland and Canada.

Iceland’s Lauf, coming off hosting its own gravel party at home, returns as a sponsor this year. The company is selling a handful of limited-edition Gravel Worlds Lauf True Grit bikes at Friday’s expo and providing financial support for the event.

Lauf is joined by a number of new sponsors this year (it’s a long list!), all cultivated and brought aboard to help provide more support and prizes to event participants. “I know most of the sponsors pretty well and have raced with them for years,” Godfrey said. “They’re part of the gravel family. Bringing on new sponsors is an opportunity to extend the gravel family. It helps that we’re believers in their products.”

Although Gravel Worlds does not offer payouts, the allure of the sword and rainbow jersey and rep of the event has helped draw increasingly talented fields each year. Joining the sponsors will be a number of gravel pirates looking to become the newest Captains of the Gravel Seas.

Two-time defending champion Alison Tetrick (Specialized) headlines the Women’s field while going for her third-straight win. One rider expected to give her a good battle is Lauren Stephens (Team Spinstry), who finished second at the Crusher in the Tushar and second overall in the Dirty Kanza 100 back in June.

Lauren Stephens crushed her way to the silver at the Crusher in the Tushar. 2019 Crusher in the Tushar Gravel Race. © Catherine Fegan-Kim / Cottonsox Photo

The Men’s field will see its first new gravel captain since Rob Evans won in 2016 with Colin Strickland (Meteor x Giordana x Allied) racing in Colorado this weekend. Last year’s runner-up Mat Stephens (Panaracer/Factor p/b Bicycle X-Change) has won like every gravel race out there, but he is still looking for his first Gravel Worlds title on Saturday.

Mat Stephens dueled with Colin Strickland in the final miles last year. 2018 Gravel Worlds © Z. Schuster / Cyclocross Magazine

Joining him will be, among others, last year’s bronze-medalist Josh Berry (Giant Factory Off-Road Team), local hero John Borstelmann (Panaracer/Factor p/b Bicycle X-Change), DK100 winner Ashton Lambie (Creative Landscaping Cycling Team), Groadio Power Rankings member Thomas Humphreys (Foundation CCB) and Oregon Trail Gravel Grinder wide-angle podium finisher Tristan Uhl (Giant Factory Off-Road Team).

A full list of registrants is available from bikereg.com.

Check back this weekend for results and next week for more coverage of the 2019 Gravel Worlds in Nebraska.

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Participation in gravel is growing, and Victoria Rainbolt asked herself if the number of women joining the gravel discipline is growing as well. She looked at how female participation in six events has changed over the years and the factors that may have affected those changes. Her write-up is below.

by Victoria Rainbolt

A few years ago, “gravel” didn’t really mean anything in the cycling world. Fast forward to today and you’ll find that gravel has completely carved out its own space in the industry. With more and more races popping up nationwide, there is an increasing number of people eager to dabble in this type of cycling that is neither road nor mountain biking.

While it is obvious that gravel is growing, I was curious how female participation has changed over the years. Are women excited about this new type of riding?

To answer that question, I dug into race results from a number of leading gravel events:

• Dirty Kanza, a 200-mile race
• Belgian Waffle Ride, a 135-mile race
• Crusher in the Tushar, a 70-mile race with an insane 10K feet of climbing
• Rasputitsa, a 41-mile race
• Rebecca’s Private Idaho, a 100-mile race
• Bonus: The Transcontinental Race

For each event, I recorded the number of female racers for every year of results listed and compared how participation changed over the years. Here is what I found.

Dirty Kanza

Amity Rockwell won the 2019 Open Women Dirty Kanza 200. © Z. Schuster / Cyclocross Magazine

Distance: 200 miles

Climbing: 9,000-11,000 feet (depending on the course that year)

Dirty Kanza 200 female participation, 2010-2019

The increase in the number of women competing in Dirty Kanza over the years is very impressive.

In 2010, only 2 women finished the race. In 2019, 142 women did. While that’s still only about 20% of the total registrations, it’s also a 7,000% increase in 9 years.

I should also point out some time differences over that time. In 2010, Emily Brock won the women’s field with a total time of 17 hours and 4 minutes. In 2019, Amity Rockwell won the race in just under 12 hours.

As this is one of the hardest gravel races out there, it’s almost like people (men and women) actually like suffering on the bike

Percentage increase in total female racers from 2010 to 2019: A 7,000% increase

Most impressive year-over-year jump: 2016 to 2017. In 2016, DK200 had 54 female racers complete the event. In 2017, that number rose to 124 (a 129% increase).

Check out my 2019 DK200 recap here.

Belgian Waffle Ride

Sarah Sturm won the Women’s race at BWR. 2019 Belgian Waffle Ride. © Molly Cameron

Distance: 135 +/- 2 miles

Climbing: 12,000 feet

Belgian Waffle Ride female participation, 2015-2019

I’m honestly not sure what happened here. Compared to other events I looked at, the Belgian Waffle Ride’s first year with posted results (2015) had more female sign-ups than the average gravel event, which is pretty cool. However, the number of women signing up quickly dropped for the next couple of years. It makes me wonder if the course changed or if certain parts of BWR’s course, marketing, or image were less appealing to women during those couple of years.

The number of female participants slowly picked up between 2017 and 2018. In 2019, female participation rates took off at an incredible rate; BWR ran a promo where each woman could sign a (female) friend up for free.

The campaign clearly worked—between 2018 and 2019 the number of female participants nearly tripled (2.7x more women signed up in 2019 compared to 2018). Good job, BWR.

Percentage increase in total female racers from 2015 to 2019: A 74% increase

Most impressive year-over-year jump: 2018 to 2019—a 173% increase in the number of female racers, likely thanks to their new marketing angle and women’s sign up promotion

Check out my 2019 BWR recap here.

Crusher in the Tushar

2019 Crusher Women’s podium: Evelyn Dong, Lauren Stephens, Sarah Max, Amy Charity and Aimee Vasse. 2019 Crusher in the Tushar Gravel Race. © Cathy Fegan-Kim / Cottonsox Photo

Distance: 70 miles

Climbing: 10,000 feet

Crusher in the Tushar female participation, 2014-2019

Crusher in the Tushar is an interesting one. It’s fairly short in the grand scheme of things—only 70 miles—but it has 10,000 feet of brutal climbing. And, you do it all at elevation.

But, as we saw with Dirty Kanza’s participation rates, women are not scared of climbing or putting in miles. The number of women registering for Crusher is growing, but at a slower, more gradual rate than some of the other gravel races we’ve seen. Between 2014 and 2017, the event went from 24 female participants to 73—still a 204% increase but without any significant year-over-year spikes.

I wonder if this would change if Crusher in the Tushar did more female-focused marketing campaigns for their 2020 event.

Percentage increase in total female racers from 2014 to 2019: A 204% increase

Most impressive year-over-year jump: Hard to say; Crusher in the Tushar’s year-to-year increase in female competitors has climbed every year—but at a very gradual rate. Technically their biggest jump was between 2014 and 2015 when there was a 63% increase.

Rasputitsa

Encouraging women’s participation is an essential part of Rasputitsa. 2019 Rasputitsa Gravel Race, Vermont. © Nolan Myers

Distance: 40 miles

Climbing: 4,500 feet

Rasputitsa female participation, 2015-2019

Rasputitsa has a fairly impressive number of women racing the event—up to 152 in 2019. As one of the shorter events out there, this seems like this alone could make it quite appealing, especially if you’re newer to gravel. I wonder what would happen if they made a longer course…

[Ed. note: Rasputitsa hosts a women-only non-race called Bittersweet to help encourage female community and participation.]

Percentage increase in total female racers from 2015 to 2019: A 322% increase

Most impressive year-over-year jump: Between 2015 to 2016 Rasputitsa saw a 142% increase in the number of female racers.

Rebecca’s Private Idaho — Big Potato

Rebecca Rusch signs her name on the finisher board after winning the DKXL. 2018 Dirty Kanza 200. © Ian Matteson/ ENVE Composites

Distance: 100 miles

Climbing: 5,300 feet

Rebecca’s Private Idaho participation, 2013-2018

I’m just going to take a moment to fangirl over Rebecca Rusch, the creator of this ride. She’s a seven-time world champion and won Leadville four times. She also won the DK200 5 times and DKXL (350 miles) the one and only time she’s done it. She is a legend, to say the least.

One reason I was compelled to do RPI (I did it in 2018, got 4 or 5 flats, don’t ask) because I was so excited that Rebecca was putting it on. I highly suspect that I’m not alone in that. In fact, I’d guess there is a very strong relationship between having a female advocate for an event and female sign up rates. If that were to prove true, it could partly explain the impressive ratio of men and women in this event: in 2018, ~32% of the athletes were women, which is quite high for these races.

Percentage increase in total female racers from 2013 to 2018: A 245% increase

Most impressive year-over-year jump: 2016 to 2017. Between ’16 and ’17, RPI jumped from 42 female participants to 103—a 145% increase in women during that time alone.

BONUS: The Transcontinental Race

Distance: Between 2,000 miles and 2,600 miles, depending on the year

Climbing: Varies—but a lot

Transcontinental Race participation, 2013-2018

This is not a gravel race but it is definitely an adventure race. It takes numerous days to complete—over a week and sometimes as many as two weeks.

Transcontinental is only for the toughest of the tough. It goes without saying, therefore, that I want to do it and will gladly seize the opportunity to do so should it arise. Very few people—let alone women—complete this event. The first year it ran, only 22 people finished (of those, 1 was a woman).

The Transcontinental Race has been growing pretty steadily over the years. Not sure what happened in 2017, but honestly the total number of women is fairly small as you can see, so it looks a lot more significant than it probably is. That said, significantly fewer men completed the race in 2017 as well; looks like the course was different than previous years; I wonder if it was suddenly a lot harder?

Percentage increase in total female racers from 2010 to 2018: A 1,200% increase

Most impressive year-over-year jump: 2015 to 2016, hands down. They went from 1 female racer to 14 in one year. For other events, I wouldn’t get too excited about this jump, but this is no ordinary event.

Main takeaway

Yes, more women are competing in gravel events. Events that run female-focused campaigns benefit from significant boosts in the number of women signing up. It also appears that women are happily onboard with longer, more formidable events.

It will be very interesting to see how this trend shifts in 2020!

Notes: My numbers came directly from each event’s results page. Some were easier to analyze than others. In many cases, I had to count individuals from the overall list so I might be off by one or two riders in some events. There are also a number of other follow-up analyses I could run—comparing male to female ratios and including more events, such as shorter-distance races.

The post More Women are Racing Gravel: A Look at Female Participation in 6 Events appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

Gravel pirates set sail on the gravel seas of Nebraska at the 10th edition of Gravel Worlds p/b Lauf on Saturday. With a sold-out field, everyone was sure to get a tough challenge in the 150-mile race, and at the pointy ends of the race, there was a close finish and a new supreme Captain of the Gravel Seas.

Alison Tetrick came in as the two-time defending champion and left with her third-straight win, a new sword and the all-time race record for Open wins. She was followed by Jennifer Schwarz in second and Anya Bogdanets in third, with Abby ShelekBriski and Carrie Bax rounding out the wide-angle podium.

The Men’s race came down to a sprint, with Lincoln native John Borstelmann topping Eric Marcotte at the line. Tristan Uhl finished third, and Mat Stephens and Brendan Housler rounded out the wide-angle podium.

Top 25 results are below. Full results are also available for all distances and categories.

For more race-day content, visit the Pirate Cycling League FB page and a photo gallery from Gravel Guru.

Open Women Results: 2019 Gravel Worlds

Open Men Results: 2019 Gravel Worlds

The post Gravel Results: Ahoy! Captains of the Gravel Seas Crowned at 2019 Gravel Worlds appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

While Gravel Worlds was celebrating Year 10 on Saturday, there was a new kid on the gravel block a little farther north at the inaugural SBT GRVL p/b Canyon in Steamboat Springs, Colorado.

The first-year race was an effort put together by Mark Satkiewicz, Amy Charity and Ken Benesh, and it made a big splash on the gravel landscape with a sold-out field of over 1,000 riders and talented fields thanks in part to the $28,000 in payouts split equally between the women and men. The race also launched a #SBTPARITY initiative to eventually get registrations up to 50/50 between women and men. [For more on women’s participation in gravel, see Victoria Rainbolt’s analysis of women’s participation in gravel.]

SBT GRVL offered three distances in its first go-round. The Black route was 141 miles long, the Blue route 99 miles and the Green 37 miles. All of the routes were a majority gravel west of Steamboat Springs, with the Black and Blue routes featuring more than 70% unpaved roads.

The field rolls down a dusty gravel road. 2019 SBT GRVL gravel race. © Wil Matthews

Riders had the option of registering for either pro or age group fields, with the largest payouts reserved for the pro fields. Reports from the 141-mile Black Open Women and Open Men races are below.

Pro Women

Perhaps one of the most memorable facets of the inaugural SBT GRVL race, which launched today with three course distances that wove through the beautiful rural gravel roads in and around Steamboat Springs, Colo., is the fact that the event drew 400 female riders. That’s just under 30 percent of the 1,500 riders who signed up to ride.

That’s a strong showing of female gravel riders for a first-year event. And all 400 of them showed up ready to ride, and at 6:30 a.m. sharp, 1,500 riders left Steamboat’s Yampa Street ready to take on the gravel courses.

Among those 400 female riders, an incredible pro women’s cycling field went to battle for a prize purse of $11,000, the majority of which was awarded to the top five finishers of the Black Course. Another $3,000 was earmarked for winners of the Blue and Green Courses, respectively, as well as age-group top finishers.

Women were well-represented at SBT GRVL. 2019 SBT GRVL gravel race. © Wil Matthews

At the end of the day, it was Brodie Chapman of Tibco-Silicon Valley Bank Pro Women’s road-racing team who took the top step of the podium with a winning time of 6:56:40.

Second place went to Chapman’s teammate Lauren Stephens, while Sarah Sturm took third. Sturm placed second in the Leadville 100 Mountain Bike Race last weekend, and also won the Belgium Waffle Ride in the spring of this year. The top five women’s pro winners also include multi-discipline cycling pro Alison Powers and Nina Laughlin, a pro cyclist and coach for Carmichael Training Systems.

Alexis Racheotes finished fourth overall and won her age group.

Brodie held a consistent pace and position at the start of the ride, racing head-to-head with second-place finisher, Lauren Stephens. By the time Chapman topped the first climb, she put in a seven-minute gap on Stephens after she suffered a flat tire. Chapman, named ‘Gravel and Tar Champion’ as well as the first-overall winner in the Tour of the Gila in 2019, held on to the lead for the rest of the race.

“I came here to win,” said Chapman. “Unfortunately my teammate Lauren got a flat and I knew I had to keep going so I just pushed on and tried to hold the wheel and stay out of the wind, and it got really fast.”

Brodie Chapman took the Open Women’s win. 2019 SBT GRVL gravel race. © Wil Matthews

The inaugural Queen of the Mountain title for the climb-heavy Black Course goes to Stephens, who had a cumulative climbing time of 53:40 over the three major Black Course climbs.

Top 25 finishers for all divisions of the Black race are below.

Pro Men

The inaugural race attracted a high caliber men’s field as well comprised of World Tour road racers, including some retirees like six-time Tour de France Green Jersey winner Erik Zabel and Ted King, who last rode professionally for Cannondale-Garmin’s UCI Pro Team. It also counted active pros among its ranks, hailing from cycling disciplines including marathon-distance, mountain bike and gravel racing.

Course conditions were improved from rains on Saturday, and the race unfolded under a blue sky with temperatures that reached 85-degrees. It turned out to be a perfect day for King and marathon mountain bike and gravel racer Payson McElveen, to duke it out for most of the 141 miles of the course.

Payson McElveen leads the way early on. 2019 SBT GRVL gravel race. © Wil Matthews

King broke away to take the lead during the rolling gravel flats between climbs two and three. He had to fight hard and consistently through the last 20 miles at Cow Creek to best McElveen, who continued to attack King on the toughest climbs of the day.

King ultimately prevailed with a 1:54 gap on McElveen, adding the win to his gravel palmares, which includes the 2018 win of the Dirty Kanza 200 gravel race.

“This event, and the best gravel events, happen with an amazing amount of camaraderie,” said King, the men’s Black Course winner. “It’s been a year of ‘almosts’ (for me) and (it was) really fun to duke it out with these guys.”

King said that he and second-place winner McElveen were talking with each other at the end of the race, between attacking each other.

“We were just saying how stunning the landscape of this race is, it’s outstanding. Steamboat has been such an amazing (host) community; we’ve really loved this whole weekend.”

Ted King won the Men’s Black race. 2019 SBT GRVL gravel race. © Wil Matthews

In addition to the second step on the podium, McElveen was awarded a hard-fought King of the Mountain title in the inaugural SBT GRVL. He rode the three main climbs on the Black Course, which total almost 9,000-vertical feet, with the fastest cumulative time of the day (48:32), and brings home a valuable prize package from race sponsors Panaracer, Roka, OtterBox, Feedback Sports, GU Energy, Primal and SmartWool.

Colin Strickland (overall men’s winner of this year’s Dirty Kanza), Jacob Ruthe and Jonathan Baker rounded out the top five pro men, who together will split $11,000 of the $28,000 prize purse.

Top 25 results for all divisions of the Black race are below.

Open Women Results: 2019 Steamboat Gravel

Open Men Results: 2019 Steamboat Gravel

The post Gravel Race: SBT GRVL Celebrates First Year with Big Fields, Big Names appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

Raleigh is one company offering bikes that have the classic touch of steel. Although the company has left the cyclocross market, it still has a number of gravel offerings that have been a part of its lineup for years.

The Raleigh Tamland is classic in more way than one. It was first released in 2013, long before the boom of gravel bikes hitting the market in recent years. The Tamland frame is made of steel, providing a non-carbon option for a gravel crowd that still seems to embrace the material.

[caption id="attachment_133988" align="aligncenter" width="1230"] Raleigh Tamland 1 Steel Gravel Bike. © Z. Schuster / Cyclocross Magazine[/caption]

Raleigh recently updated the Tamland, and we obtained a steel Tamland 1 for review this gravel season. Find out how the steel steed handles modern gravel in our long-term review.

The Frame

The Raleigh Tamland gets its name from Brick Tamland, the not-so-bright newsman played by Steve Carell in Anchorman. Although Brick Tamland may not be the sharpest tool in the shed, the Raleigh Tamland has proven more than capable on gravel roads over the years.

The Tamland 1 frame is built with Reynolds 631 Chromoly custom butted steel. The head tube is tapered, and the frame has been modernized with 12mm thru-axles and flat mount disc tabs.

[caption id="attachment_133908" align="aligncenter" width="1202"] The Tamland 1 frame is built with Reynolds 631 steel. Raleigh Tamland 1 Steel Gravel Bike. © Z. Schuster / Cyclocross Magazine[/caption]

The original Tamland featured a steel fork, and that has been updated as well. The fork on the Tamland 1 is monocoque carbon with a tapered alloy steerer, and it has one set of bolts.

[caption id="attachment_133903" align="aligncenter" width="600"] The Tamland has a carbon fork and one set of mounts. Raleigh Tamland 1 Steel Gravel Bike. © Z. Schuster / Cyclocross Magazine[/caption]

Back in 2013 when we first saw the Tamland, there was still some mystery surrounding a “gravel-specific” design. Now, after several years of Sea Otter bikes being almost exclusively gravel bikes, there are different distinct sub-categories of gravel bikes emerging.

The Tamland 1 could probably best be classified as a “traditional” gravel bike with a slack front, relatively low bottom bracket and long wheelbase. The head tube angle on our 58cm frame (57.5cm top tube) is 71.5 degrees, and the 44.0cm long chainstays and 52mm fork offset create a wheelbase of 104.9cm.

The reach on the 58cm frame is 38.5cm, which is maybe a smidge short, and the stack is 60.2 cm, which puts the handlebar up in a relatively high position.

Raleigh designed both the frame and fork for running plush, wide gravel tires. The company claims clearance for up to 700c x 45mm, and the 40mm stock tires fit quite nicely.

[caption id="attachment_133901" align="aligncenter" width="1140"] The Tamland has plenty of clearance for the stock 40mm tires in the rear. Raleigh Tamland 1 Steel Gravel Bike. © Z. Schuster / Cyclocross Magazine[/caption]

The bottom bracket is a Praxis Works M30 with external bearings.

With its adventure inclination, the Tamland 1 has mounts in a tasteful amount. There are bosses for two bottles, rear rack and fender mounts and one set of bosses on the fork.

[caption id="attachment_133912" align="aligncenter" width="1140"] The Tamland has rear rack mounts and a fender mount tucked under the bridge. Raleigh Tamland 1 Steel Gravel Bike. © Z. Schuster / Cyclocross Magazine[/caption]

The Build

Raleigh currently offers the Tamland in two builds. The Tamland 2 has a SRAM Rival 1 drivetrain and hydraulic disc brakes, and the Tamland 1 I reviewed has a Shimano 105 build with mechanical disc brakes.

In interviews this gravel season, Ted King and Sarah Max shared their thoughts behind whether to go 1x or 2x for gravel. I opted for the 2x of the Tamland 1 to have a wider spread of gears for riding hard and climbing the steep hills found in parts of the Midwest.

The Tamland 1 comes with Shimano 105 R7000 front and rear derailleurs. The crankset is an alloy Praxis Works Alba M30 with 48/32t chain rings. The rear derailleur is paired with an 11-32t cassette, giving a sweet 1:1 gear ratio for those steep climbs.

[caption id="attachment_133894" align="aligncenter" width="1140"] The Praxis Works Alba crankset holds 48/32t chain rings. Raleigh Tamland 1 Steel Gravel Bike. © Z. Schuster / Cyclocross Magazine[/caption]

The Tamland 1 comes with TRP Spyre-C dual-piston mechanical disc calipers with 160mm rotors. Shift/brake levers are Shimano 105 R7000.

[caption id="attachment_133899" align="aligncenter" width="1140"] Brakes on the Tamland 1 are TRP Spyre mechanical disc. The rear has a DT Swiss 12mm thru-axle. Raleigh Tamland 1 Steel Gravel Bike. © Z. Schuster / Cyclocross Magazine[/caption]

Raleigh ships the Tamland 1 with wheels built with HED Tomcat alloy tubeless clincher rims. The Tomcat rims are 21mm wide internally and are the slightly heavier, pinned OEM version of the HED Ardennes alloy clinchers we reviewed a while back. Hubs on the wheels are unbranded 28-spoke, 6-bolt.

[caption id="attachment_133911" align="aligncenter" width="1140"] The Tamland comes with HED Tomcat alloy tubeless rims. They are the OEM cousin of the Ardennes. Raleigh Tamland 1 Steel Gravel Bike. © Z. Schuster / Cyclocross Magazine[/caption]

Tires on the bike are 700c x 40mm Donnelly X’Plor MSO tubeless clinchers. The rims come pre-taped and valves are included, making tubeless set up a bit quicker.

[caption id="attachment_133906" align="aligncenter" width="1140"] The Donnelly X-Plot MSO tread is a low-profile, fast-rolling gravel tire. Raleigh Tamland 1 Steel Gravel Bike. © Z. Schuster / Cyclocross Magazine[/caption]

The rest of the build is rounded out by a Raleigh alloy 110mm stem, 44cm handlebar with 12-degrees of flare and 27.2mm seatpost. The saddle is a WTB Volt with steel rails.

The Tamland 1 is a relatively affordable steel bike, and so not surprisingly, it is kind of heavy. Our test bike weighed in at 23.2 pounds without pedals and 15.2 pounds without wheels.

The Tamland 1 package has an MSRP of $2,000. The Tamland 2 model with hydraulic disc brakes and a Rival 1 build costs $2,400. Raleigh now sells direct-to-consumer and through Amazon, and pricing often varies from MSRP. (The 2018 models are currently on sale through Raleigh’s website.)

The Ride

The Raleigh Tamland has the trappings of a modern gravel bike—slack front, long wheelbase, high stack, ample tire clearance—and with that design approach, it was comfortable to ride. The relative high stack and slack front provided a comfortable platform out front, and the long wheelbase kept things stable.

I liked that our 58cm model came with a slightly flared 44cm handlebar to help provide stability when the terrain got a bit rougher. The steering was responsive without being twitchy and the combination of the slack front and high volume tires helped keep the bike going straight through chunkier gravel and rutted roads.

As with many gravel bikes, the Tamland 1 could double as a cyclocross bike, but it is best suited to fast, open riding. The slack front and long wheelbase make it tough to weave around those chicanes unless maybe you get really good at those nose wheelies.

[caption id="attachment_133896" align="aligncenter" width="1140"] The cockpit features alloy Raleigh-branded parts. Raleigh Tamland 1 Steel Gravel Bike. © Z. Schuster / Cyclocross Magazine[/caption]

Although not suited to tight corners, I did find the Tamland 1 relatively responsive, especially once I got going. If you find yourself in a Paris-Roubaix velodrome sprint, the Tamland might be a bit tougher to get up to speed, but if you are up to speed and roaring to the finish at the Land Run 100, the bike responds well when you call it into action. All of which was not bad for a bike that weighs in at 23 pounds.

It is worth noting that if you like the feel and setup of the Tamland, the Noble GX5 gravel bike provides more or less a carbon version of the Tamland at a cost $900 more than the Rival 1 Tamland 2. Raleigh also offers alloy gravel bikes in the Willard and Amelia.

At the Tamland’s price, the HED wheels were a reliable choice. We reviewed the Ardennes favorably, and the Tomcats were easy to set up tubeless with a charging pump, and they kept the tires on when deflated. The Donnelly X’Plor MSO tires proved capable on the roads I rode the bike on, but your needs in terms of tread and volume may vary. Fortunately, the wheels make a tire swap pretty stress-free.

It might be stating the obvious, but with the Tamland 1, tire pressure significantly affected the bike’s ride quality. I started out with the relatively stiff Donnelly MSO tires up near 40psi (I weigh 165 pounds) and found the ride a bit harsh. After dropping the tire pressures, the ride was much more comfortable. Find yourself on bumpier terrain and you’ll want to go even lower on the pressure for that comfortable ride.

[caption id="attachment_133907" align="aligncenter" width="1140"] Tire pressure had a big impact on ride quality. Raleigh Tamland 1 Steel Gravel Bike. © Z. Schuster / Cyclocross Magazine[/caption]

Raleigh offers the Tamland in two builds that are distinct from one another. In several bike profiles from the Dirty Kanza, riders talked about the choice between a 1x and 2x, and I faced a similar choice in choosing a build to review. Like fellow Madisonian Erica Mueller, I opted for the Shimano 2x build wanting the combination of the big ring for flats and the 32t front ring for steep climbs.

After riding the Tamland 1, I think the SRAM Rival 1, hydraulic disc build is worth the additional $400. Mechanical disc brakes are easier to service when away from town, but hydraulic brakes provide more consistent stopping power. And after listening to the Shimano 105 rear derailleur slap around on rough terrain, I found myself wishing I had a clutch Rival 1 derailleur back there.

The Verdict

The Raleigh Tamland 1 performed well at handling the rigors of gravel riding. The platform was comfortable and the bike stable over a variety of terrain. Although I tested it at the entry-level build, bumping up to the $2,400 Tamland 2 is probably a good option thanks to the clutch derailleur and hydraulic disc brakes.

If you are looking for a steel bike proven in the gravel category at a relatively affordable price, the Tamland is definitely worth a look. It is comfortable and stable for long grinds and sneaky responsive if you want to have some fun while riding at the party end of the gravel mullet. With the tasteful number of mounts and the cush 40mm tires, the Tamland would also be great for calling into service as a weekday commuter or bike for longer adventures.

For riders interested in partying at the business end of gravel races, the weight is probably the biggest thing holding the Tamland back. The bike will responds fine, but you will find yourself carrying up to 5 or 6 more pounds of bike weight up hills than your competitors. That will likely add up over the course of a 100+ mile grind.

For a closer look at the Raleigh Tamland 1, see the specs and photo gallery below.

Raleigh Tamland 1 Steel Gravel Bike Specs

Price: $2,000
Weight: 23.2 pounds (actual, w/o pedals); 15.8 pounds (actual, w/o wheels, pedals)
Frame: Raleigh Tamland, 58cm, Reynolds 631 Chromoly Custom Butted steel, 12mm thru-axle, flat mount disc
Fork: Raleigh monocoque carbon, tapered alloy steerer, 12mm thru-axle, flat mount disc
Bottom Bracket: Praxis Works M30
Shift/Brake Levers: Shimano 105 R7000
Brakes: TRP Spyre-C, mechanical disc, 160mm rotors
Crankset: Praxis Works Alba, 48/32t chain rings
Front Derailleur: Shimano 105 R7000
Rear Derailleur: Shimano 105 R7000
Cassette: Shimano 105 CS-R7000, 11-32t
Wheels: HED Tomcat alloy tubeless rims;  28-hole, 6-bolt hubs
Tires: Donnelly X’Plor MSO, 700c x 40mm
Handlebar: Raleigh 200 Series, 12-degree flare, alloy, 44cm
Stem: Raleigh 3D forged alloy, 100mm
Seatpost: Raleigh 200 Series, alloy, 2-bolt
Saddle: WTB Volt Comp
More info: raleighusa.com and Amazon

Photo Gallery: Raleigh Tamland 1 Gravel Bike

Raleigh Tamland 1 Steel Gravel Bike. © Z. Schuster / Cyclocross Magazine

The post Ridden and Reviewed: Raleigh Tamland 1 Steel Gravel Bike appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

Since launching its gravel-oriented AX gravel series in 2017, Easton has continued to embrace the growing discipline by adding parts and components to the series on a regular basis.

Last year at Sea Otter, we saw updated versions of its gravel shift rings and flared AX handlebar, and right before the 2019 Dirty Kanza 200, the company unveiled its EA90 AX wide-rim, alloy wheelset that we’ve been testing.

Today, the company added carbon to the AX line of wheels with the EC70 AX and EC90 AX wheelsets.

Easton has added the EC70 AX (shown here) and EC90 AX carbon wheels to its adventure lineup. Amanda Nauman’s 2019 DK200 Niner RLT 9 RDO Gravel Bike. © Z. Schuster / Cyclocross Magazine

It is not, however, the first time we have seen the adventure-oriented carbon wheels. Amity Rockwell rode the EC70 AX wheels to her 2019 Dirty Kanza 200 win, Michael van den Ham rode them to singlespeed glory at the 2019 Lost and Found gravel race and Amanda Nauman had a set of the carbon wheels standing by with mud tires mounted, if conditions in Kansas required them.

At the DK200, Rockwell ran a prototype of Easton’s EC70 AX adventure wheels with a wide 24mm internal width rims. Amity Rockwell’s DK200 Allied Able Gravel Bike. © Z. Schuster / Cyclocross Magazine

Michael van den Ham rode early Easton carbon EC70 AX wheels at the 2019 Lost and Found. © A. Yee / Cyclocross Magazine

The tubeless carbon rims on both wheels follow the trend of getting wider to better fit wider gravel tires. The EC70 AX and EC90 AX have internal widths of 24mm designed to fit gravel tires 35mm and wider. Both rims have a relatively shallow profile, with depths of 21mm.

The higher-end EC90 AX wheelset weighs a claimed 1,470g and comes with Easton’s Vault road hub. The hub is Centerlock disc and offers 6 degrees of engagement. The new EC90 AX wheels cost $1,550 USD and come with the company’s Carbon Confidence Guarantee.

The new Easton EC90 AX adventure wheelset has a 24mm-wide carbon rim. © Easton Cycling

The EC70 AX weighs a claimed 1,515g and comes with Easton X5 Centerlock disc hubs. The EC70 AX wheels cost $1,200 USD.

The EC70 AX wheelset is a bit heavier than the EC90 AX and comes with X5 hubs. © Easton Cycling

Michael van den Ham rode early Easton carbon EC70 AX wheels at the 2019 Lost and Found, but it took an eagle eye to see it under the Sierra dust. © A. Yee / Cyclocross Magazine

Easton released a video with the launch:

For more on the new EC70 AX and EC90 AX wheelsets, see the specs below. Stay tuned for a full review.

Easton EC90 AX Carbon Gravel Wheels Specs:

Price: $1,550 USD
Weight: 1,470g (claimed)
Rim: Carbon tubeless-ready carbon clincher
Internal Width: 24mm
External Width: 31mm
Depth: 21mm
Hubs: Easton Vault, 6-degree engagement
Spokes: Sapim Straight-Pull, 24 front and rear, 3x
Freehubs: Shimano, SRAM, Campagnolo
Axles: Front: 12mm TA, 15mm TA, QR; Rear: 12x142mm TA, QR; end caps available
More Info: eastoncycling.com

Easton EC70 AX Carbon Gravel Wheels Specs:

Price: $1,200 USD
Weight: 1,515g (claimed)
Rim: Carbon tubeless-ready carbon clincher
Internal Width: 24mm
External Width: 28mm
Depth: 21mm
Hubs: Easton X5, Centerlock disc
Spokes: Sapim Straight-Pull, 24 front and rear, 3x
Freehubs: Shimano, SRAM, Campagnolo
Axles: Front: 12mm TA, 15mm TA, QR; Rear: 12x142mm TA, QR; end caps available
More Info: eastoncycling.com

The post Easton Launches EC90 AX and EC70 AX Carbon Gravel/Adventure Wheelsets appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

Cross might be literally here this weekend, but there has still been a lot going on in the gravel world. After stopping by the Groadio studios to talk about the Dirty Kanza 200, Amanda Nauman returned to record the latest episode of the Groadio Power Rankings.

The updated rankings are through last month’s Crusher in the Tushar, with the Oregon Trail Gravel Grinder, Hilly Billy Roubaix and Michigan Coast-to-Coast Gravel Grinder making appearances as well.

The 2019 Crusher in the Tushar played heavy in the latest Groadio Power Rankings. 2019 Crusher in the Tushar Gravel Race. © Cathy Fegan-Kim / Cottonsox Photo

To calculate the rankings, Nauman went to the “maths,” while your humble host more or less made up an algorithm in his head and applied it “scientifically.”

You can listen to the rankings and commentary via the link below, the Wide Angle Podium website or Apple Podcasts.

The post Podcast: Updated Mathy, Sciencey Groadio Gravel Power Rankings appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

Talk to any oldtimer and the two most coveted titanium brands from the late 80s and 90s are likely Merlin Metal Works and Spectrum Custom Titanium Cycles. The two brands were connected by frame building legend Tom Kellogg. Kellogg consulted with Merlin to help develop the company’s first frames and then also offered his own frames under the Spectrum brand.

Merlin has since taken an adventuresome, bumpy path from its early Somerville, Mass. days. It got gobbled up first by Saucony and then by Tennessee-based Litespeed, left roots in the Boston area that turned into Seven Cycles and then emerged as a mail-order house brand for Competitive Cyclist.

[caption id="attachment_137901" align="aligncenter" width="1140"] Whether splashed with mud or sun, the Merlin Sandstone titanium gravel bike should remain corrosion-free. The head badge is just one detail of several that differentiates Merlin from its sister brand, Dean. © Cyclocross Magazine[/caption]

In 2018, Merlin finally found a titanium-focused home in the hands of John Siegrist, founder of Dean Bikes. We first saw the impressive initial line-up of bikes at the 2018 Sea Otter Classic, and Merlin has since made newsworthy splashes with the limited re-release of the curvy, iconic Newsboy and electric gravel bikes.

We took temporary possession of a Merlin Sandstone gravel bike earlier this year to see if the combination of coveted metal and heralded brand can turn a gravel grind into gravel glory. Read on for the review.

The Frame

Merlin frames are built in Boulder, Colorado. The company offers hand-bent stays, a beautiful head badge and custom geometry, all included in the price of a frame or complete bike. The frames are built in the same shop as Dean Bikes, which also offers custom frames, so one could argue there’s not a huge difference between the brands in that both brands aim to please. Yet Merlin is undoubtedly the flagship brand of the Janus Cycle Group.

[caption id="attachment_137903" align="aligncenter" width="1140"] The made-in-Colorado Merlin Sandstone titanium gravel bike. © Cyclocross Magazine[/caption]

The Sandstone utilizes cold worked 3/2.5 oversized titanium tubing to create a frame that delivers many standard gravel bike features: flat mount disc brake mounts, a 142x12mm thru-axle, 68mm BSA threaded bottom bracket shell (PF30 and T47 are options) and 27.2mm seat post.

[caption id="attachment_137900" align="aligncenter" width="1140"] There’s nothing to hide the workmanship of the Merlin Sandstone titanium gravel bike. © Cyclocross Magazine[/caption]

Of course, because custom options are available, should you have your heart set on something like a 31.6mm oversized dropper post, Merlin will do it.

[caption id="attachment_137897" align="aligncenter" width="1140"] Merlin Sandstone titanium gravel bike lists tire clearance at 48mm. © Cyclocross Magazine[/caption]

Merlin offers stock geometry for its models. Our size Large bike featured a 71.5-degree head tube angle, 73-degree seat tube angle, 56.5cm effective top tube, 43.5cm chainstays and 70mm bottom bracket drop. That all translates into a calculated 390mm stack and 574mm reach.

[caption id="attachment_137912" align="aligncenter" width="1200"] The made-in-Colorado Merlin Sandstone titanium gravel bike has plenty of clearance around 38mm Challenge Gravel Grinder tires, and lists clearance for 48mm tires. © Cyclocross Magazine[/caption]

Tire clearance is listed at a whopping 48mm. That allows you to roll on almost any gravel tire on the market, but the spec looks to be a real-world estimate rather than the conservative big bike company, regulated specification.

Frame weight is estimated at 3 pounds—we did not weigh the naked frame and received a complete bike.

The Build

Our Merlin Sandstone arrived with an eclectic but functional parts choice that likely quite different than the typical customer build.

Merlin typically offers the frame with an ENVE fork, but ours came with an unbranded carbon fork gravel fork from Alan (which the Janus Cycle Group also sells) that comes with internal routing for the hydraulic hose or cable housing.

[caption id="attachment_137894" align="aligncenter" width="1140"] Our test bike featured externally-routed cables and hoses, but internal routing is an upgrade option. Merlin Sandstone titanium gravel bike. © Cyclocross Magazine[/caption]

The Thomson cockpit was a nice touch and kept the control points stiff and reliable. The NoTubes Grail wheelset was an easy choice for reliable tubeless performance (albeit with loose end caps). Pairing them with the non-tubeless Challenge Gravel Grinder Race tires was a little odd, but again, when you buy a Merlin, you get to build it up as you’d like. We swapped the tires out quickly so we could avoid pinch flats.

[caption id="attachment_137902" align="aligncenter" width="1197"] Our test Merlin Sandstone titanium gravel bike had a unique build, with a SRAM Force 22 rear derailleur and 1x crankset, but luckily you can build the Sandstone however you want. © Cyclocross Magazine[/caption]

While the SRAM Force 1 HRD levers and crankset are pretty standard, they were paired with a non-clutch Force 22 rear derailleur. It’s what the team at Merlin had around, and the company stressed it’s not a standard pairing for a build. Still, we found it a bit odd for a test bike. To be fair, we only dropped the chain once but surely would have enjoyed a quieter ride with the clutch model.

[caption id="attachment_137890" align="aligncenter" width="1140"] Flat mount disc brakes and Breezer-style dropouts. Merlin Sandstone titanium gravel bike. © Cyclocross Magazine[/caption]

Merlin’s iconic head badge and finish quality are just two attributes that separate it from its Dean cousins. Of course, both brands offer upgrades should you want to add some polish or paint or particular cable routing, but Merlin aims to be the top-shelf titanium option and is priced accordingly at $2,800, frame only.

The Ride

If you were to draw a Venn diagram that illustrated the overlap between “all-road” bikes, cyclocross bikes and adventure/bikepacking bikes, you might find the Merlin Sandstone sitting directly in the center.

The stock geometry emphasizes versatility and mixed terrain proficiency. On gravel, it’s relaxed enough to let you focus on the scenery on long rides and doesn’t make you nervous when you see washboards ahead, and yet it is nimble enough to do dual duty as a group ride road bike without feeling like you’re the 18-wheeler in a line of sports cars.

On the trails, it felt right at home, especially on descents and seated climbs. With its 7cm bottom bracket drop rolling on 38mm-wide tires, pedal strikes weren’t an issue, and it’s nimble enough for low-speed navigation through technical terrain

We even took out the Sandstone for a muddy cyclocross race. While we might have wished for shorter chainstays to take tighter lines in the hairpins, the Sandstone was actually the perfect choice for plowing through the muddy, rutted course. Its generous tire clearance offers great mud clearance that kept us rolling past the pits, and the stable geometry helped us avoid being derailed by each deep rut and moving forward.

[caption id="attachment_137911" align="aligncenter" width="1140"] The made-in-Colorado Merlin Sandstone titanium gravel bike has put to double duty for a muddy cyclocross race, and came out beautifully thanks in part to the high-volume gravel tire clearance. © Cyclocross Magazine[/caption]

As for the actual ride quality? Titanium gets plenty of accolades, but when you’re riding a titanium bike, you’re riding not just a metal but the result of countless decisions on tubing diameter, alloy, geometry, construction and butting. We’ve ridden flexy pure titanium frames and quite stiff modern frames.

Merlin uses cold-worked straight gauge 3/2.5 titanium tubing in building up the Sandstone with the aim of serving up the ride qualities that titanium frames seek—an efficient, light ride that doesn’t punish you.

[caption id="attachment_137891" align="aligncenter" width="1140"] Threaded BSA 68mm bottom bracket keeps everything simple, but the company will do PF30 or T47 if you prefer. Merlin Sandstone titanium gravel bike. © Cyclocross Magazine[/caption]

Does the Merlin Sandstone hit the mark? Without a doubt. It’s odd in that the Sandstone was most memorable in that nothing about its handling or ride is shocking or distinct. That almost sounds disparaging, but it shouldn’t be—it’s the highest compliment.

Your dream bike hopefully lets you focus on the scenery and adventure without demanding your attention, and the Sandstone in ride quality and aesthetic doesn’t aim to be unforgettable. It simply enables unforgettable rides without punishing you or shaking your confidence in hard turns or sprints. Isn’t that the dream?

The Verdict

If you’re going to spend $2,800 on a dream gravel bike frame, the titanium Merlin Sandstone gravel bike could be one of the safest choices. Its metal and finish should prove durable to last a lifetime, it is light enough to fulfill most weight weenie fantasies while the ride and design are capable of handling any type of riding well. Want something different? Merlin’s no-charge custom geometry aims to please.

It’s great to see the Merlin name back in the hands of titanium specialists. The Sandstone presents a strong case that the brand is climbing its way back to the top of many dream bike lists. Better start saving.

Merlin Sandstone Specs:

MSRP: $2,800 frame only, stock or custom geometry
Frame: 3/2.5 cold-worked titanium, hand-bent stays
Fork: Alan carbon (ENVE Gravel carbon is standard)
Rear Derailleur: SRAM Force 22 WiFli
Crankset: SRAM Force 1 GXP 40t
Cassette: SRAM XG-1175 11-32t
Shift/Brake Levers: SRAM Force 1
Brakes: SRAM Force 1 HRD flat mount
Rotors: SRAM Centerline Centerlock
Wheelset: NoTubes Grail Mk3 alloy, 20.3mm wide, Centerlock
Tires: Challenge Tires Gravel Grinder Race 700c x 38mm non-tubeless / Ritchey Megabite 700c x 38mm tubeless
Handlebar: Thomson Alloy
Stem: Thomson Elite
Seat Post: Thomson Elite
Saddle: San Marco Aspide
Weight: 17.9 pounds without pedals (with Ritchey Megabite tires), 11.4 pounds without wheels
More info: merlinbikes.com

Merlin Sandstone Titanium Gravel Bike Photo Gallery

The made-in-Colorado Merlin Sandstone titanium gravel bike. © Cyclocross Magazine

The post Ridden and Reviewed: Merlin Sandstone Titanium Gravel Bike appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

On September 7th, gravel riders in Ohio will have a unique opportunity to race gravel, on a closed course, at night, in the Nite Rider Gravel Grinder.

The novel format is a spinoff of the popular Black Fork Gravel Grinder. “Jay [Clipse, Race Director at Black Fork] and I love riding at night so we wanted to share that experience with our cycling friends,” said Matt Simpson, co-founder of the race.

The race takes place at the AEP ReCreation Land outside Belle Valley in Ohio’s Noble County. The race will be 33 miles long, with riders looping around 3 laps of the 11-mile course.

The course is in a remote area of reclaimed strip mine, which provides an interesting backdrop for racing. “It’s over 60 thousand acres with tons of really cool strip mine roads, haul routes and ATV trails,” Simpson told Cyclocross Magazine. “The gravel ranges from smooth and fast, to chunky gravel and even some grass double track.”

If riding alone at night is a prospect you’re not willing to face, Nite Rider has you covered with its lap based format. “It’s a three lap-race so riders will never feel alone because there’s always someone nearby,” explained Simpson.

The event starts at 8:30 p.m. on Saturday, September 7th, and there are categories for women and men, open, Singlespeed and Masters. See the link below for registration and more info.

Registration closes on September 3, so don’t miss the opportunity to participate in the only closed (off)-road night race in the United States.

The post Go Gravel Grinding in the Dark at Ohio’s Nite Rider Gravel Grinder Sept. 7 appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

To celebrate its 10th anniversary, Nebraska’s Gravel Worlds went back even further into the past with its first-ever Vintage race. Defined as any pre-1988 bike with corresponding vintage parts, the Vintage category brought out steel bikes dating back to the 1970s.

One of the riders whose ears perked up when the call went out for vintage gravel enthusiasts was Greg Vaught of Kansas City. Vaught, originally from Michigan’s U.P., had an old Sekai Magnum S7 from the early 1980s just waiting to be ridden.

“I got it around 1984 when a friend gave it to me. She broke up with her boyfriend and kept his stuff, including his bike,” Vaught said. “I rode it maybe a couple hundred miles in 35 years.”

When it came time for Gravel Worlds, Vaught had a pretty straightforward ethos—”I’m not sure what the bike was originally intended for, but seemed like a perfect fit for gravel. In the spirit of the category, I wanted it as original as possible and still make 150 miles without anything breaking, on both me and the bike.”

He was able to squeeze some 38mm-wide Panaracer tires on the frameset to help cushion the ride, and as it turns out, the steel was really comfortable as well. “I was actually a little shocked at how compliant the steel frame was since I hadn’t been on one in a long time,” Vaught said.

Greg Vaught’s 2019 Gravel Worlds Vintage Sekai Magnum S7 Gravel Bike. © G. Vaught

On race day in and around Lincoln, Vaught had a great day. Although he was a bit skittish of hammering at the front with the pre-dawn start, Vaught had a strong ride, finishing in the Top 75 for the Men with a finishing time of 9:13 for the 150-mile course.

Vaught said he will be back in 2020 if enough old-school friends decide to join him. His advice for the steel gravel curious? “There are plenty of old bikes worthy of racing Gravel Worlds and lots of old parts looking for something to do. Just make sure it’s comfortable and the bolts are tight. That’s a long, hilly race!”

Greg Vaught won the Vintage race at the 2019 Gravel Worlds. © Venny Aulb

We chatted with Vaught about his Vintage Gravel Worlds win, including a look at how he set up his early 1980s Sekai Magnum S7.

Interview: Greg Vaught, 2019 Gravel Worlds Vintage Champion

Cyclocross Magazine: Where are you from and how long have you been cycling and specifically racing gravel? 

Greg Vaught: I’m originally from Kingsford, MI, the U.P. … God’s Country! Then Colorado, and Kansas City since 1979. I started riding bikes around 1966, I’m guessing, age 4. Of course back then it was “Let’s see how far we can jump our bikes,” now we just go ridiculously fast on steep and sketchy gravel roads.

I started driving at 14 so I really didn’t ride again for 10-12 years until I got the Sekai. I started doing a group ride with the guys at Tri Tech Sports, one of whom was the late Joel Dyke who helped start the Dirty Kanza. While our rides were primarily road, we did venture onto gravel, cobbles and singletrack with our massive 23mm tires.

In the early 1990s we decided to do the Flint Hills Death Ride, so 8 of us, including Joel, loaded our bikes into the back of a passenger van and headed to Mattfield Green, Kansas for my first real gravel race, 80-90 miles on mountain bikes … ouch! It wasn’t until four years ago that I did my 2nd race, Cool Hand Luke, 100 miles, crazy hills, broken spoke and no rear brak. I was hooked.

CXM: Why did you decide to enter the Vintage category at Gravel Worlds?

GV: I saw a post from Corey [Godfrey] on Facebook asking if there was any interest in a Vintage category, and I, along with quite a few others, responded. The whole idea seemed a little crazy, as this race has a lot of elevation and usually deep pea gravel as well as the chunky stuff. But I had a bike I thought I could win on, so why not.

CXM: Have you ridden gravel on your throwback bike before?

GV: I rode about 200 miles on the bike, maybe 40 of it gravel, to make sure it was worthy.

CXM: What bike did you ride? What is the story behind it?

GV: The bike is a Sekai Magnum S7 from somewhere in the 1981 to 1983 range. I got it around 1984 when a friend gave it to me. She broke up with her boyfriend and kept his stuff, including his bike. I rode it maybe a couple hundred miles in 35 years. Several years ago I disassembled it, found a NOS True Temper Alpha Q CX fork and intended on cutting all the tabs off to make it a clean 1x. Most of the original parts were still in bags and boxed.

CXM: How did you set the bike up for gravel? Tires, gearing, saddle, gear, et cetera?

GV: I’m not sure what the bike was originally intended for, but seemed like a perfect fit for gravel. In the spirit of the category, I wanted it as original as possible and still make 150 miles without anything breaking, on both me and the bike.

Greg Vaught’s 2019 Gravel Worlds Vintage Sekai Magnum S7 Gravel Bike. © G. Vaught

The drivetrain is a Sugino crankset with 48/38/30t rings, Suntour Symmetric shifters and Cyclone m-II derailleurs, all original including the chain.

Vaught mounted a Sugino crankset with a 48/38/30t triple. Greg Vaught’s 2019 Gravel Worlds Vintage Sekai Magnum S7 Gravel Bike. © G. Vaught

The cassette is a new 7-speed Shimano 11-28t for a little better gear range and shifting. I have the original Suzue/Araya rims but opted for a lighter set of old Dura-Ace/Mavic wheels and was able to squeeze some Panaracer 38mm slicks on.

Vaught ran an 11-28t cassette with a 7-speed Cyclone m-II rear derailleur. Greg Vaught’s 2019 Gravel Worlds Vintage Sekai Magnum S7 Gravel Bike. © G. Vaught

The brakes are DiaCompe, with original 35-year-old pads. I replaced the Nitto stem for a longer ITM but retained the Strong seatpost. Bars are 44mm SOMA Highway One.

Vaught ran a 44cm Soma bar with leather tape. Greg Vaught’s 2019 Gravel Worlds Vintage Sekai Magnum S7 Gravel Bike. © G. Vaught

I wanted a leather saddle to finish the vintage look, so I went with a Selle Anatomica, which was best decision ever! I borrowed some Shimano 105 clip pedals, bought Vittoria 1976 shoes  and got a new set of cleats from a friend. I found my old Zefal pump, installed a couple wire cages, my 830 Garmin and Outvi Possm and it was good to go.

Gotta have a leather saddle with the vintage bike. Greg Vaught’s 2019 Gravel Worlds Vintage Sekai Magnum S7 Gravel Bike. © G. Vaught

CXM: Anything you would change next time?

GV: Overall the bike performed well, with the shifter loosening the only real issue. I kept a 5mm key in my pocket figuring I’d probably need it. I can think of one change for next year, I’ll leave it at that.

CXM: You had a great finishing time. Did you go into the race expecting to hammer? What were your expectations?

GV: My finish time was a little better than I expected, 45 seconds slower than last year. I anticipated having at least a few issues, but thankfully it all went pretty smoothly. I always start at or towards the front with my Move Up Off road teammates and expect to hammer pretty hard for at least a couple hours. It was a little too sketchy with the shifting, brakes and pedals to be in the mix in a before the sunrise start, so I backed off when we hit the gravel and just did my own thing. I did a little checking on my competition and knew I’d need to go at a decent pace, but I was also confident I could win it with the bike setup.

CXM: How did the bike ride? How did it handle the Nebraska gravel?

GV: Steel is Real! And really comfortable. I was actually a little shocked at how compliant the steel frame was since I hadn’t been on one in a long time. This year the course was a bit smoother with way less washboard than in the past, so that definitely helped. Nebraska gravel isn’t as chunky as Kansas gravel, and the hills are similar, so I knew my setup would be good, and it was.

CXM: What was the most challenging part of riding your steel bike at Gravel Worlds?

GV: The most challenging part of the race, and one I didn’t really anticipate, was shifting a friction downtube 3×7 on slippery and noisy gravel. Finding gears and getting it trimmed took a lot of effort and killed my momentum. After the second checkpoint, my left arm was pretty much useless for controlling the bike so I started shifting with my left hand, which was harder than it sounds.

CXM: After finishing, plans on doing it again next year?

GV: I’ll definitely do it next year if there’s enough people registered.

CXM: Advice for someone interested in either doing the Vintage category or using an old bike as a gravel bike?

GV: There are plenty of old bikes worthy of racing Gravel Worlds and lots of old parts looking for something to do. Just make sure it’s comfortable and the bolts are tight. That’s a long, hilly race!

I think some rules need to be defined as to what extent “vintage” means, but I’m confident the Gravel Worlds team will come up with something.

CXM: Anything else we should know?

GV: Gravel Worlds is just a great event, and I’m so happy to win the first wool champion’s jersey and also see my son, Nigel, on the podium for the 75-mile Privateer race. It was such an awesome day.

The post Greg Vaught and his 1980s Steel Sekai Conquer the 2019 Gravel Worlds Vintage Race appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

Today at EuroBike, Challenge Tires officially launched its Handmade Tubeless-Ready (HTLR) and Tubeless Tubular (HTLTU) tires for gravel and road.

Challenge has long been known for its handmade tires, and with the new Handmade Tubeless-Ready technology, it brings the quality and performance of the handmade process to the tubeless tires it launched with a vulcanized construction a year ago. Challenge’s handmade tire construction provides comfort and handling, and the new tires are produced in line with the ETRTO tubeless guidelines.

Challenge launched Handmade Tubeless-Ready versions of its gravel tires today. © Challenge Tires

Based on testing done in the Flint Hills of Kansas and other challenging gravel terrains, the new handmade tires have a bead-to-bead inner coating that gives added puncture protection and greatly reduces air pressure dissipation. The tires also have an aramid bead protection strip to reduce rim chafing and increase longevity.

With this initial launch, Challenge is offering the Handmade Tubeless-Ready technology for both road and gravel tires.

The Strada Bianca, Almanzo and Gravel Grinder gravel treads will be offered as handmade tubeless options, with the Strada Bianca available in a 700c x 36mm width, the Almanzo in 33mm and the Gravel Grinder in 33mm and 36mm options. The tire casings of each tread feature a 260 TPI construction. They are expected to be available in November 2019.

The 260 TPI 700c x 36mm Strada Bianca is among the new HTLR tires available. © Challenge Tires

Handmade tubeless versions of the Strada Bianca, Paris-Roubaix and Strada road tires with the HTLR technology are also being released.

Challenge also launched Handmade Tubeless-Ready versions of its road tires. © Challenge Tires

Both the gravel and road handmade tubeless-ready tires will cost $79.90 and have weights competitive with some of the lowest on the market.

Challenge launched a handmade tubeless-ready version of the Gravel Grinder gravel tire today. © Challenge Tires

Also launching at Eurobike are the first Handmade Tubeless Tubulars (HTLTU). All Challenge Gravel treads now offer this unique HTLTU system that maintains all the performance benefits of the best handmade tubulars. A latex liner is fused to the casing, replacing the traditional inner tube, allowing for the use of a plug to finish a ride or race in case of a puncture too large for the sealant to fix.

The new HTLTU tires will be available in 700c x 30mm and 36mm for the Strada Bianca, 33mm for the Gravel Grinder and 33mm for the Almanzo. The tires will retail for $99.99.

Challenge is also offering new Tubeless Tubulars for gravel and road. © Challenge Tires

Challenge owner Alex Brauns today confirms, “It has been our goal to be at the forefront of truly handmade tubeless-ready products for a long time but the industry standards had not been defined. With new ETRTO and soon ISO standards in place, we are proud to lead the way with our unique, artisan HTLR products that we believe deliver the best possible ride in terms of performance, handling and comfort.”

Both the Handmade Tubeless-Ready and Handmade Tubeless Tubular tires are expected to be available to consumers in November 2019.

For more information, visit challenge.it and see the specs below the launch video.

Gravel Handmade Tubeless Ready (HTLR) Specs

Gravel Grinder

MSRP: $79.90 USD
Sizes: 700c x 33/36mm
Weight: 405g (33mm), 425g (36mm)
Casing: 260 TPI
Protection: Aramid bead protection, bead-to-bead coating

Strada Bianca

Cost: $79.90
Size: 700c x 36mm
Weight: 385g
Casing: 260 TPI
Protection: Aramid bead protection, bead-to-bead coating

Almanzo

MSRP: $79.90
Size: 700c x 33mm
Weight: 390g
Casing: 260 TPI
Protection: Aramid bead protection, bead-to-bead coating

Gravel Handmade Tubeless Tubular Specs

Gravel Grinder

MSRP: $99.99 USD
Size: 700c x 33mm
Weight: 465g
Casing: 260 TPI
Liner: Latex liner, fused to casing
Protection: Double puncture protection

Strada Bianca

MSRP: $99.99
Size: 700c x 30/36mm
Weight: 385g (30mm), 495g (36mm)
Casing: 260 TPI
Liner: Latex liner, fused to casing
Protection: Double puncture protection

Almanzo

MSRP: $99.99
Size: 700c x 33mm
Weight: 450g
Casing: 260 TPI
Liner: Latex liner, fused to casing
Protection: Double puncture protection

Support for this post was provided by Challenge Tires.

The post Challenge Launches Handmade Tubeless-Ready, Tubeless Tubular Gravel Tires appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

Today, Zipp unveiled a new drop bar handlebar bend in the form of its new Service Course 70 XPLR and Service Course SL 70 XPLR bars.

Zipp’s new Service Course SL 70 XPLR gravel handlebar. photo: Zipp

The new shapes are designed for mixed-terrain riding—whether that’s gravel, mud or singletrack—and are said aimed at the “hoods-dominant position favored by riders today.”

A New Bend for Mixed Terrain Riding?

What’s different about the handlebar compared to Zipp’s existing offerings? It has outsweep, a shallower drop and slightly more flare.

Zipp’s new Service Course SL 70 XPLR gravel handlebar adds 11 degrees of “outsweep” below the lever clamp, for a wider position in the drops while keeping the levers close to vertical.

While many of Zipp’s popular road handlebars, including its Service Course 70 and 70 Ergo bars, already have 4° of drop flare, Zipp adds 1° more flare on its new 70 XPLR bars and then adds 11° of “outsweep,” an outward bend starting below the hood clamp. The goal of this design is to keep the hoods relatively vertical, while adding a wider perch in the drops for technical riding.

Zipp’s new Service Course SL 70 XPLR gravel handlebar. photo: Zipp

The drop of the Service Course 70 XPLR bars is also the brand’s shortest, at just 115mm, compared to the brand’s Short and Shallow 128mm drop found on road bars.

Up top, the Service Course 70 XPLR bars have a 3° backsweep, the same as on the Service Course 70 Ergo handlebar. It also shares the same 70mm reach as the non-XPLR Service Course 70 handlebars.

Zipp’s new Service Course SL 70 XPLR gravel handlebar has 13mm less drop and 1 degree more flare than Zipp’s popular road handlebars. photo: Zipp

If you often ride with multiple accessories like lights, a head unit and perhaps the new Shimano GRX inline brake levers on your handlebar, you might find the XPLR handlebar’s extended 100mm of clamping area to your liking.

Zipp Service Course 70 SL XPLR gravel handlebar has 100mm of 31.8mm clamping area. © Cyclocross Magazine

Zipp reports it designed the handlebar after “extensive research” which included 3-D printed models, working with bike fitters in the U.S. and abroad and having test riders use early versions in several gravel events.

Zipp Service Course 70 SL XPLR gravel handlebar offers a covenient scale for even lever placement. © Cyclocross Magazine

When asked if the new Zipp bend is the first of its kind, Zipp admitted to Cyclocross Magazine, “What’s old is new.” The company has found some older touring and randonnee bars to have similar, but not identical, bends.

SL 70 XPLR vs. 70 XPLR

What’s the difference between the two models? As you might guess, price and weight are two differentiators.

The $110 70 SL XPLR saves weight, tipping the scales approximately 45g lighter than the $55 non-SL in a 42cm size. Zipp accomplishes the gram savings in part by switching from a 6000 series aluminum to a 7000 series aluminum.

Our 44cm 70 SL XPLR handlebar tips the scales at 274 grams:

Zipp’s new Service Course SL 70 XPLR gravel handlebar tips our scales at 274g in a 44cm size. © Cyclocross Magazine

The SL model also adds a smaller 40cm size, while both models have a 42cm, 44cm and 46cm size.

Zipp says the bar is ideal for cyclocross, but did not know yet if sponsored riders will be opting for the bar for cyclocross season.

We’ve been test riding a number of handlebars, and we’re just finishing up the tape job on the Zipp Service Course SL 70 XPLR handlebar. Stay tuned for a full review.

Zipp Service Course 70 / SL 70 XPLR Drop Handlebar Specs:

MSRP: $110 (€123) SL 70 XPLR / $55 (€61) 70 XPLR
Drop: 115mm
Reach: 70mm
Flare: 5°
Outsweep: 11°
Backsweep: 3°
Weight: 274g (actual SL 70 XPLR, 44cm), 260g list (SL 70 XPLR 42cm), 305g (70 XPLR 42cm)
Sizes: 42, 44, 46cm, 40cm SL only.
More info: zipp.com

The post Zipp Launches XPLR Gravel-Oriented Handlebar appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

Every Labor Day weekend since 2013, Rebecca Rusch has invited gravel enthusiasts to eastern Idaho for a tour of the gravel roads near her home. A private tour of sorts with a living legend, Rusch calls the event Rebecca’s Private Idaho.

RPI is based in Sun Valley, located near Ketchum, and features a variety of events for gravel riders of all levels.

The marquee event at RPI is the three-day Queen’s Stage Race. This year’s Queen’s Stage Race featured a 43-mile stage on Thursday, hill climb TT on Friday and 100-mile finale on Sunday. The Stage Race is scored as points-based omnium, with 500 points awarded for a stage win and points decreasing by 1 for each place (i.e. 499 for 2nd, 498 for 3rd, etc.)

Riders interested in riding just on Sunday had the option of doing the 100-mile Baked Potato, 56-mile French Fry or 20-mile Tater Tot.

Festivities at RPI are not limited to the gravel riding. Rusch hosted a group ride on Saturday, the event raises money for the Be Good Foundation and Sunday’s Off the Wagon Days Party concludes with the Gelande Quaffing contest.

See below for results from the three-day Queen’s Stage Race.

Queen’s Stage Race Results

The star of the weekend for the Open Women was Kaysee Armstrong (Giant Factory Off-Road Team), who swept all three races to take the win with a perfect score of 1500. Sarah Max (Argonaut) finished second each day to take second overall, and Elizabeth McCalley (Stroke Signal Squad) took third overall after finishing third on Thursday and placing in the top six each stage.

Nicole Presspitch (Point S Auto p/b Nokian Tyres) finished fourth and Erin Green rounded out the wide-angle podium in fifth.

The Open Men’s race came down to a tie-breaker with Ketchum native Josh Berry (Giant Factory Off-Road Team) tying with Stephen Mull with 1495 points. Berry’s total time of 8:10 gave him the overall win, with Mull finishing with a time of 8:17.

Tristan Uhl (Giant Factory Off-Road Team) took third overall, and Colin Strickland (Meteor x Giordana x Allied) and David Wiens (Topeak Ergon Canyon) completed the top five.

Berry won Stage 1, while Strickland bounced back to win the time trial and Stage 3. But for a ninth-place finish on Stage 1, Strickland may have finished higher up the results sheet.

Full Queen’s Stage Race results are below.

Open Women Results: 2019 Rebecca's Private Idaho

Open Men Results: 2019 Rebcca's Private Idaho

The post Gravel Results: Riders Do the Gravel Mash at 2019 Rebecca’s Private Idaho appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

Shimano’s PRO line of bicycle components is growing. Readers may be familiar of the brand’s handlebar, stems, seat posts and saddles from our numerous bike Profiles of bikes from Mathieu van der Poel and Jonathan Page, just to name a few.

Now the brand not only offers cockpit parts but also dropper posts and frame, saddle and handlebar bags under its one-year-old Discover line of Products.

While PRO officially unveiled details of these Products today, our readers got an early sneak peek at some of these Products last week:

PRO Discover Dropper Seatpost and Remote Lever

The new PRO Discover 27.2mm dropper post with 70mm of travel and a two-way drop bar lever that you can actuate with your thumb or index finger from the hoods or drops. © A. Yee / Cyclocross Magazine

Shimano’s PRO line adds two new seat posts to the Discover line. Judging from the response on social media, the Discover Dropper Seatpost and drop-bar lever looks is aimed directly at the gravel and monster cross crowd. It’s 27.2mm, has internal cable actuation and 70mm of travel.

The new PRO Discover 27.2mm Dropper post with 70mm of travel.

The post comes with a nifty two-way L-shape drop bar lever called the Discover Seatpost Remote that can be actuated from either the hoods or drops, with the thumb or index finger.

The new PRO Discover 27.2mm dropper post with 70mm of travel and a two-way drop bar lever that you can actuate with your thumb or index finger from the hoods or drops. © A. Yee / Cyclocross Magazine

It’s there when you need it from either position, but it also somewhat alters your grip when riding in the hoods (wrapping three fingers around the hood becomes difficult). Want the lever for your existing cable-pull dropper? PRO plans to sell it for $70 alone.

The new PRO Discover 27.2mm dropper post with 70mm of travel and a two-way drop bar lever that you can actuate with your thumb or index finger from the hoods or drops. © A. Yee / Cyclocross Magazine

It’s not Shimano’s first 27.2mm dropper post, but the first with internal routing. The Discover dropper post can also pair well with Shimano’s GRX dropper-specific left hydraulic brake lever, a nice match for any 1x Shimano mechanical drivetrain.

The post weighs 417g, is 350mm long and only comes in zero setback. The Discover dropper post costs $300.

Discover Adds Vibration-Absorbing Carbon Post

New PRO Discover cockpit components and bags. © A. Yee / Cyclocross Magazine

Not everyone wants a dropper for their drop-bar, off-road riding. Any rider more concerned with weight or vibration might be more interested in the carbon Discover post. PRO says its addition of Dyneema fiber helps add strength, save weight and add a bit more flex.

The new carbon PRO Discover post with Dyneema fiber weighs just over 200g and is said to absorb vibrations well.

Its test reveal up to 1cm of flex in extreme situations. While the average rider will never come close to seeing such compliance, the post could take the edge off cyclocross, gravel or road cycling.

The new carbon PRO Discover post with Dyneema fiber weighs just over 200g and is said to absorb vibrations well.

While it may take the edge off your ride, its price might shock the budget-conscious. The 216g (27.2mm) post will set you back a cool $300. It’s available in 27.2 and 31.6mm diameters.

PRO Adds Lightweight Flare with Discover Carbon Handlebar

While the Discover line from PRO already has two alloy handlebars with 12-degree and 30-degree flare, it now has a lightweight carbon handlebar that sheds grams and splits the difference in flare.

New PRO Discover carbon handlebar with 20-degree flare. © A. Yee / Cyclocross Magazine

The newest Discover Carbon Handlebar has a 20-degree flare, a short 75mm reach and shallow 110mm drop and weighs just 205g. The top of the handlebar has a 5-degree back sweep and a flatted ergonomic shape.

There’s also an accommodation for internal routing of hoses and cables.

New PRO Discover bar has 12 degrees of flare, 5 degrees of back sweep, and provisions for internal hose/cable routing.

The bar comes in 40, 42 and 44cm widths. PRO says the bar is noticeably more compliant than its alloy bars, and also saves around 70g over the alloy Discover models.

As you might guess, the Shimano brand says its levers are optimized for the new Shimano GRX Di2 and mechanical levers but work great with other brake levers and shifters. The carbon bar costs $330.

New PRO Discover bar has 12 degrees of flare, 5 degrees of back sweep, and provisions for internal hose/cable routing.

There’s also a new Discover alloy stem, the first stem in the Discover line. It comes in 70-110mm sizes and a 6-degree angle. The alloy stem is $80.

The PRO Discover alloy stem.

Pack Light with Smaller Discover Bags

New PRO Discover bags includes a small frame bag, saddle bag and handlebar bottle bag. © A. Yee / Cyclocross Magazine

While Shimano released large-capacity saddle, frame and handlebar bags under PRO’s Discover line last year, it has expanded its offerings by downsizing its new models.

New PRO Discover bags includes a small frame bag, saddle bag and handlebar bottle bag. © A. Yee / Cyclocross Magazine

There’s a small saddle bag to carry your survival essentials to get you back home, a small-size frame bag that doesn’t fill your entire main triangle (or will work with smaller frames) and a bottle (or bear spray or camera lens) bag for easy access from the handlebar. The bottle bag has a price of $35, the frame bag $65 and the seat bag $55.

New PRO Discover bags includes a small frame bag, saddle bag and handlebar bottle bag. © A. Yee / Cyclocross Magazine

PRO Heads Offroad with Its Stealth Saddle

The new PRO offroad version of the Stealth saddle uses stainless steel rails, dual density paddings, a closed cut-out and armored rear edge. © A. Yee / Cyclocross Magazine

Lastly, PRO’s popular short, stubby Stealth saddle has followed the Discover line to the dirty side and now comes in an off-road version. The Stealth Off-Road saddle adds thicker dual-density cushioning, a rubberized armored rear edge and a closed cut-out for those muddy cyclocross days.

The new PRO offroad version of the Stealth saddle uses stainless steel rails, dual density paddings, a closed cut-out and armored rear edge. photo: Shimano

The saddle comes with stainless rails, comes in two widths (142mm and 152mm) and is listed at just 195g at a cost of $150.

For all the new components and bags, availability is expected to be in November.

Stay tuned for a review on some of these items.

More info: pro-bikegear.com

The post Shimano’s PRO Line Adds Carbon Discover Cockpit, Dropper Post and New Bags appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.

It’s finally cyclocross season for most readers, and in many parts of the country, that means early season, dry and dusty conditions. Today, we’re bringing back a popular post from last year that may help non-UCI racers with their tire choice for dry races.

Unless you’ve remained buried under the mud from the cyclocross season of five years ago, you’ve probably seen an explosion of anything gravel-related in bike tech. We’ve seen bikes, wheels, shoes, bibs and of course, tires, all marketed as gravel-specific.

Options for drop bar (and flat bar) riding are good. Sure, we’ve long emphasized that most cyclocross bikes make fine gravel machines, but now we’re blessed to have a new group of cyclists wondering whether their gravel gear is well-suited for cyclocross racing.

In many circumstances, “gravel” gear is great for cyclocross racing! We believe nobody should stand on the sidelines simply because they’re worried they don’t have the perfect bike to try a cyclocross race. Often people become too obsessed with the width of a race track, not the actual riding surface.

In today’s installment, we’ll look specifically at tires.

Here are seven reasons why your gravel tires might be great for racing cyclocross, whether you’re new to the sport or a seasoned ’cross racer.

1. Barriers and Run-Ups Don’t Require Specific Treads

So you’ve heard cyclocross has dismounts and remounts with random bike carries.

Sure, this is quite different from 99 percent of your average gravel grinder, save those creek crossings like the ones found at races such as Dirty Kanza and the Almanzo 100.

But that doesn’t mean you need a different tread pattern. When you’re carrying your bike, it’s your shoe’s traction that matters, not your tire. For those times each lap you are off the bike, your gravel tubeless treads are just as good as the most supple tubular out there.

Doesn’t matter what tread you’re running on a run-up. 2017 World Cup Waterloo Men. © D. Mable / Cyclocross Magazine

2. Gravel and Dirt Roads Are Common in Early Season Races

While some parts of the country have already enjoyed early-season mud, much of the country’s early-season races, including Rochester Cyclocross and especially events on the wildfire-damaged West Coast, often feature bone-dry, rock-hard dirt and gravel roads and paths—exactly the type of surface most gravel tires were designed for.

Early season World Cup courses offer up conditions well-suited for gravel tires, like the dry and dusty 2017 Jingle Cross, Day 1. © A. Yee / Cyclocross Magazine

While “gravel” varies in size and consistency, so much so that regulations, facetious or not, have been proposed, look closely and most gravel roads are variations on a dirt road. Even the early-season World Cups in the U.S. feature mostly dirt paths as well with some blades of grass thrown in.

Gravel tires are typically designed to roll fast on hardpacked surfaces and remain durable after miles of use. Sound like your current conditions? Don’t stress about the labeling or marketing and pick a tread appropriate for those conditions.

Yeah, your local race might have a few hairpins that you might not find when slogging through hours of gravel (unless you make a wrong turn or two), and those might have you leaning over a bit more than you’re used to. However, many gravel tires have a sufficient side knob, not unlike a cyclocross tire.

Kenda’s new Alluvium tire has two rows of side knobs along with a smoother-rolling center. Kenda Alluvium Gravel Tire. © Cyclocross Magazine

3. Gravel Tire? You Mean Overgrown File Tread?

Inspect the tires of top cyclocross racers at your local race or even a UCI event this time of year, and there’s a good chance you’ll see a Vittoria Terreno Dry, Challenge Chicane or Specialized Tracer tubular in a 33mm width.

Challenge’s Gravel Grinder TLR Tubeless tire is fast rolling tread with big, grippy side knobs that take quite a bit of lean to engage. © Cyclocross Magazine

These tires in clincher form come in two different widths, with the larger-volume options marketed towards gravel. The Terreno Dry comes in a 40mm option, the Tracer (and older Trigger) in 38mm, while Challenge swaps out the Chicane name for the Gravel Grinder label in 38 and 42mm options.

Adding a few mm in width to a cyclocross tire does not suddenly make a tire gravel-specific. In fact…

4. When It’s Bumpy, Higher Volume Can Be Faster

While tubular fans long lusted after the legendary, once-hard-to-find supple cotton casings of Dugast tubulars, there are other ways for non-tubular racers to increase rolling speed that don’t involve glue or dual-sided tape.

Higher volume tires allow for lower pressures and more travel (bump absorption) than the equivalent narrower tires. This is perhaps the biggest reason to reach for gravel tires on race day.

High-volume tires help soak up the hits on the gravel roads of Kansas, so why not use them for bumpy cyclocross? 2018 Women’s Dirty Kanza 200. © Z. Schuster / Cyclocross Magazine

Find yourself dreading the bumps of rock-hard early season races? A 40mm tubeless tire at low pressures can offer you lower rolling resistance as well as better burp and flat resistance than 33mm options (and certainly more speed than hitting your rim).

Tire suppleness is impacted by several factors, mainly the materials used and air pressure. While most gravel clinchers’ vulcanized construction equates to a nylon casing that isn’t as supple as the highest-end tubular, you can ride a larger tire at a lower pressure than a narrow one that will more likely botto out, and enjoy better flotation when conditions are loose or sandy.

5. Show Up With the Right Tread

Because many amateur cyclocross racers struggle to have more than one tubular wheelset for race day, they’re forced to pick a do-it-all tread or a mud tread to be ready for all conditions. But with tubeless tires (and also inner tube setups), you can reliably swap tires close to race day and have the most appropriate tread.

A fast-rolling tread for dry conditions might offer more of an advantage than a narrower, handmade, bigger knob offering, high-volume or not.

Panaracer’s Gravel King SK tread is designed to roll fast and be durable in dry, hard conditions. Sound like your local cyclocross conditions? Panaracer has five different widths to accomodate any rider or bike’s needs, even the tire clearance constrained. photo: Robin Farina’s winning bike. 2016 Lost & Found. ©️ Clifford Lee / Cyclocross Magazine

And should you become addicted to the high-volume, cushy ride? There are plenty of higher-volume tires with more knobs than a semi-slick. Think WTB Resolute, Kenda Small Block Eight, Soma Fabrications Cazadero, Donnelly X’Plor MSO and Teravail Rutland.

And when conditions get sloppier, there are a number of narrower 29er tires with full knobs that work well with high tire clearance bikes.

Gravel tires with beefier treads are out there, like the WTB Resolute 42 gravel tire.

6. Make it to the Finish

Since some gravel tires are built to withstand the rigors and hazards of events like the Dirty Kanza 200 and Lost and Found, they often feature puncture protection belts and casing liners. While these layers compromise a tire’s suppleness, on rocky courses, that puncture protection might keep you rolling to the finish instead of looking for the pits or your car.

Reinforced tubeless casings might help you avoid a deflating flat that can end a tubular racer’s day. Masters 60-64. 2018 Cyclocross National Championships. © A. Yee / Cyclocross Magazine

7. It’s the Trend

No, we’re not advising you to ride a gravel tire in a cyclocross race because gravel is trendy.

But perhaps you may have noticed the wider-is-better trend with tires in both the road and mountain bike scenes. Over the years, the common size for road tires has grown from 20mm to 23mm, and then more recently ballooned out to 25mm and now 28mm. If our math is right, that’s a 40% increase in tire width with an even bigger increase in tire volume.

On the mountain side, we’ve grown from 1.9″ tires to 2.4″ (25 percent increase in width) and beyond.

Yet cyclocross tires have mainly hovered between 30-33mm for quite a while. Sure, 28mm tubulars were popular back in the day, but before the UCI reduced tire maximum widths, so were 35mm tires. If anything, bigger racers have been unfairly penalized by the UCI’s reduction in maximum tire width.

The 2018/2019 Specialized Crux may not market itself as a gravel bike, but there’s clearance for bigger tires. 44mm wide tires barely fit, and 40mm tires fit with more room for an out-of-true wheel. © Cyclocross Magazine

There are many good reasons both road tires and mountain bike tires have grown 25-40 percent in width while nearly doubling in air volume, but most of them relate to rolling speed and comfort. Think those traits are equally important in cyclocross? We do too.

Thankfully, most of us, at least in the U.S., don’t have to worry about UCI tire width restrictions (or even a sudden enforcement of rules at Nationals). So if we take the leap and apply the similar width increase in road and mountain bike tires to a 33mm cyclocross tire? You end up with a 40-46mm tire, right in the wheelhouse of gravel tires. Hopefully your bike has sufficient clearance.

Don’t Throw Out the ’Cross Tires Yet

Of course, gravel tires aren’t perfect for every cyclocross race, or every region. There are always downsides, and larger, fast-rolling gravel tires have theirs as well.

Mother Nature bless your weekend with some good mud? Narrower, big knobbed tires are grippier in mud and can dig in deeper to offer grip on harder surfaces.

Cyclocross mud tires, like this Dugast Rhino, are narrow with large, tall knobs

High volume tires also don’t help even on a bumpy course if your bike is clogged due to limited tire and mud clearance at the frame, fork or rim brakes.

Got thin skin? Maybe thick tires aren’t for you. Choosing equipment because of what others might think is never a good idea, but be warned that there are a few cyclocross traditionalists who might try to deflate your oversized pneumatic endeavors with pointed equipment heckles. Keep rolling past them with a smile, thanks to your cushy ride.

There’s also the weight issue. Spending $1k or more on carbon hoops only to add back another 50 or 100g per wheel due to bigger tires can hurt the shoulder on run-ups, and acceleration out of hairpins. Yeah, that’s a bummer, but you’re likely to gain that time back on the bumps. You just might not notice those gains as much as you notice a heavier bike at the barriers.

The Perfect ’Cross Tire?

In the end, tire selection is a very personal issue for most cyclocrossers, but whether you’ve got a gravel bike and are curious about trying cyclocross or haven’t yet swapped out the gravel tires on your bike in time for cyclocross season, you might already have the perfect tires for a dry race.

Assuming the UCI’s 33mm width limit doesn’t apply to you, forget the labels and marketing and rely on your results and enjoyment as indicators of whether these bigger, fast-rolling tires are working for you.

This article was originally published on September 12, 2018. Know someone still stuck on narrow-and-high-pressure-is-faster mindset? Share this article and help them get faster.

The post The Perfect Cyclocross Tire? 7 Reasons It Might Be a Gravel Tire appeared first on Cyclocross Magazine - Cyclocross and Gravel News, Races, Bikes, Media.