We put a range of go-anywhere machines through their paces to help you discover the best one for you

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Ribble Gravel AL SRAM Rival 1x

£1,999 | Aerodynamics and ride quality combined

Weight 10.3kg (XS) Frame 6061 aluminium Gears SRAM PG1130 11-speed Brakes SRAM Rival hydraulic disc Wheels Mavic Allroad 650b HG Finishing kit Full carbon fork with Carryall mounts, Selle Italia X3 Boost saddle, WTB Sendero TCS Road Plus 650b tyres

The Good
Capable on the rough; stunning finish; great spec for the price; light build

The Bad
Tyres draggy on tarmac roads; 42t ring felt too big

RIBBLE’S GRAVEL AL COMES IN A number of builds from £1,699 to £2,399, with our middle-of-the-pack model sporting 1x SRAM Rival, Mavic Allroad 650b wheels and chunky WTB Sendero tyres.

At a first glance, you could mistake the Gravel AL for carbon, thanks to the fantastically smooth welds. It’s only when you cast your eye towards the chainstays that alloy welds are visible. As standard it comes in British racing green, with a headturning matt and gloss finish, but for an extra £299 you could use Ribble’s custom programme to create your dream paint job.

The blades of the super-chunky carbon fork have three mounts, so you can load up with cages for carrying kit or water. And even with its 47mm tyres there’s oodles of space, which bodes well for mud clearance in winter. You could also spec Ribble’s Gravel AL with 700c wheels, where it will accommodate 45mm tyres. Geometry is fairly typical, with our XS measuring up with a 1,036mm wheelbase and 70˚ head-tube. It’s offered in a fantastic range of sizes, from XXS to XL, designed for riders from 152cm/5ft to 194cm/6ft4in.

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The SRAM Rival 1x build offers a fairly generous range of gears in an easy-to-use format with a 42-tooth chainring and 11-42 cassette. I found the shifting smooth and consistent, and the powerful hydraulic brakes put me in control on the descents and over rougher ground. While the gearing was adequate for most of the tarmac inclines in Dartmoor that I subjected it to, a smaller 38 or 40t chainring would help with spinning up looser dirt climbs, especially when the frame’s loaded up with bikepacking kit. Unsurprisingly, the finishing kit is from Ribble’s in-house brand LEVEL, with an alloy layback seatpost, stem and Gravel Riser handlebar, which offers 20mm rise as well as a generous 16 degrees of flare.

The component choices largely made sense. Though the bar was a touch too wide for me at 42cm, the 20mm rise was a delight. For shorter riders this gives extra tyre clearance for a bar bag. If you prefer a zero-rise bar, you can use Ribble’s customisation, though 42cm is the only width available across all frame sizes.

A blast to ride

I found the Gravel AL sprightly, capable and a blast to ride. The Sendero tyres, with their tread akin to XC mountain bike tyres, aren’t the fastest on tarmac, but they came into their own on more technical gravel and singletrack, where they were excitingly capable over gnarlier terrain. Equally, if you spend more time on tarmac and smoother tracks, it wouldn’t be hard to swap these for less aggressively treaded tyres.

The fit was the only part where I personally felt that the Gravel AL could be improved. At 165cm, I fell slap bang in the middle of the XS size and, although the frame size felt good, the reach did feel long. I slammed the saddle forwards to offset the layback seatpost a little.

I did find the unisex saddle very comfortable, though, and the customiser option offers you a choice of five saddles, including some women’s models.

In all, I found the Ribble Gravel AL heaps of fun, and a bike I’d be proud to own. The value is really impressive, and though I would need to spend a little extra to optimise the fit, it’s hard to overlook the quality drivetrain and wheelset. And at just 10.3kg, the Ribble Gravel AL is also the lightest bike on test, even with the WTB tyres. The 650b, chunky-tyred set-up is refreshingly more aggressive than you see on most gravel bikes, though I’m sure the build would be equally fun on the tarmac and lighter gravel with a 700c, 40mm build.

Verdict
A capable ride that can handle the rough stuff, and with cracking spec for the price to boot

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Vitus Substance VRS-1 HT Apex

£1,999 | Comes with the latest vibration-slaying Rockshox gravel tech

Weight 11.1kg (S) Frame 6061 T6 aluminium Gears Sunrace MS8 11-speed 11-42 Brakes SRAM Apex hydraulic disc Wheels DT Swiss G 1800 Spline 650b Finishing kit RockShox Rudy XPLR 30mm fork, Vitus Ti rail saddle, WTB Venture TCS Road Plus 650b tyres

The Good
Vibration-damping fork; comfortable fit; ergonomic bar; confidence-inspiring tyres

The Bad
Heavy; entry-level drivetrain

THE SUBSTANCE IS Wiggle-CRC’s gravel offering from its in-house brand Vitus. It offers a dazzling array of different builds, including 1x or 2x, carbon or alloy, SRAM, Shimano or Microshift, and for 2022, the option of rigid or ‘HT’ (hardtail), which comes with a mountain bike-style suspension fork. Our test model is the priciest alloy build.

The double-butted aluminium frame has numerous mounts for bottles, cages, rack and under-down-tube storage, and can accept 650b wheels, as fitted, or 700c. But the Substance’s most distinctive features are the RockShox Rudy XPLR suspension fork that offers 30mm travel, and a Brand-X dropper post with an 85mm drop, operated by the left-hand paddle.

The Substance comes with SRAM’s entry-level Apex groupset, with a 40t chainring and an 11-42 cassette. DT Swiss’s gravel-specific G1800 Spline wheels have 650b tubeless-ready rims with a generous 24mm internal width. The 47mm wide WTB Venture TCS Road Plus tyres are set up with tubes. A moderate 16˚ flare on the drops is a popular design, and the bar is slightly flattened across the tops. A unisex Vitus saddle is specced too.

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Hopping aboard the Vitus, I found the reach really comfortable, rather than feeling too stretched out, and I wasn’t even on the XS size, so that’s great for smaller riders.

With its flattened tops for resting your hands on while climbing and its wider lower position, the 40cm drop bar was the perfect width and gave confidence-boosting handling over all sorts of tough terrain.

Rock star

This was my first experience with the RockShox Rudy XPLR fork. With just 30mm travel, this is more about vibration damping and smoothing out trails than taking the impact of bigger hits. Out on the road, I aimed for broken tarmac and potholes and was immediately impressed by the smoothing effect, as it took out any jarring. On gravel fire roads and finer singletrack, the smooth feeling continued, the Substance nimbly navigating around sweeping bends and tighter corners.

The 47mm tyres played a role, providing plentiful grip so I felt like I could really push into corners, without feeling like they held me back on tamer surfaces. The tyres and fork gave me the confidence to take the ride from blue-rated mountain bike trails to more technical, red-rated trails, and some natural, rooty singletrack. The fork may not be about tackling enduro-style trail features, but I was still impressed by how much fun this was over Haldon Forest Park’s singletrack in Devon.

I was less impressed by the dropper post. The cable was too long and I had to get a mechanic to help set it up. I’m generally happy descending techy trails on a gravel bike without dropping the saddle, so I had to keep reminding myself it was there. The paddle control for it means you don’t need an extra lever on the bars; you just need to get into the habit of using it before you hit steeper tracks. If you spend a lot of time on techy trails, you might find dropping the saddle by 85mm useful, but I think I’d forgo this to reduce weight and maintenance.

The compromise for this tech is the quality of the groupset and the total weight. While other brands at £2,000 might use SRAM Rival, Apex is used to counter the cost of the fork and post. Unfortunately, on the first ride the rear derailleur broke, which we’re hoping was a freak malfunction. Regardless, it seems paying £2,000 for a bike with an entry-level groupset is a bit strange, even if it has fancy gadgets.

At 11.1kg, it’s not light either, which I noticed on Devon’s hills. When climbing out of the saddle, though I could see the fork moving through its travel a little, the effect though the cockpit was barely noticeable.

All in all, I had a real blast riding the Vitus Substance VRS-1. If you enjoy technical trails or think you’d benefit from the vibration-damping that the RockShox Rudy fork offers, then the increased weight may be worth it. Yet the lighter, SRAM Rival-equipped carbon CRX-1 HT (below) could prove a wise upgrade if you’re set on a short-travel gravel set-up.

Verdict
This short-travel gravel ride smooths terrain, at a weight compromise

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Trek Checkpoint SL 6 eTap

£3,850 Can this Checkpoint cut it as a do-it-all gravel bike?

Weight 9.47kg Frame Carbon Gears SRAM Rival AXS eTap XPLR, 10-44t cassette, 40t crankset Brakes SRAM Paceline hydraulic discs, 160mm rotors Wheels Bontrager Paradigm Comp 25 Finishing kit All Bontrager: Elite Gravel bar, Pro stem, carbon seatpost, GR1 Team Issue 40c tyres

The Good
Notably comfortable ride; very versatile

The Bad
Inelegant seat clamp design; occasionally rattly

TREK’s versatile CHECKPOINT bristles with mounts – triple-boss bikepacking bags, extra bottle cages, mudguards, racks and bento boxes are all invited to the accessory party. In this second-tier SL guise, the Trek isn’t exactly a slouch at 9.47kg, but then it is built up with chunky alloy wheels.

The key feature of the Checkpoint family is Trek’s IsoSpeed decoupler system. This splits the seat-tube from the top-tube, allowing it to flex around a pivot. The upper cup of the headset also sits on a pivot, allowing the steerer tube to flex. This system helps take the sting out of bumps, particularly when seated. This is hard to quantify but, psychologically at least, it helps reduce fatigue on rough climbs. Square-edged hits to the front wheel are also dissipated despite the fork’s chunky blades and very broad crown.

Having tested other bikes with forks of similar dimensions that are also designed to carry luggage, I suspect the Trek’s front end would be a great deal harsher without the decoupler. The plump 700x40c Bontrager GR1 tyres mounted to the 25mm wide Bontrager Paradigm Comp wheelset also contribute as much to the comfortable ride as any carbon wizardry.

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The tread consists of nine rows of tightly packed knobs that get larger towards the shoulder. Like all tyres of this ilk, they don’t shed claggy mud very well but have plenty of grip on drier surfaces when run at lower pressures, plus they’re much more predictable on the road than the Crux’s Pathfinders. Clearances for up to 2.1in tyres on 650b wheels or 45mm on 700c mean you can tackle wilder terrain.

The pliant ride and geometry make for a confident, fun and calm partner on singletrack trails and high-speed riding. It’s definitely not a gravel bike that errs into pseudo mountain bike territory, but it’s well behaved on gnarly trails. A swap to tyres with a more aggressive tread would greatly improve control in rough terrain if that’s a key factor for you.

The Bontrager Elite Gravel handlebar is, for me, close to perfection. It has long drops that give ample space for your hands to move around without smooshing them up into the hooks. The 75mm reach is also generous enough to allow your hands to move fore and aft when riding on the tops. At 42cm on the size 54 and 56cm bikes, they’re also not over wide. The squishy Bontrager P3 Verse Comp saddle will also be a crowd pleaser.

Cables and clamps

The Checkpoint is slightly noisier over rough ground than the other two bikes in this test. The cable-routing system forces the cables to run close to the underside of the stem so off road, the cables rattle against the stem. It’s also a shame that the external seat clamp (hooray!) sits above a rather ungainly step from the widerdiameter tube down to the clamping surface. Functionally, it’s fine and it’s a small detail, but it visually detracts from the otherwise premium-looking frameset.

The Checkpoint SL 6 presents decent value for money, with a well-thoughtout build and a frameset that is notably versatile without looking too ungainly. As has been proven before, IsoSpeed really does work as advertised.

That comfortable ride – in combination with the ability to run a zillion accessories and carry enough water to quench the thirst of an army – sets the Checkpoint apart as the sensible option of the three bikes tested for those interested in traditional long-distance gravel racing.

Verdict
The most versatile bike of the bunch that is comfortable and decent value too

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Giant Revolt Advanced PRO 0

£4,999 | Giant’s radically tweaked Gravel bike hits the peaks

Weight 8.33kg (L) Frame Advanced-Grade Composite Fork Composite Gears Shimano GRX Di2, 2×11 (48/31, 11-34) Wheels Giant CXR 1 Brakes Shimano GRX 810 Finishing kit Giant Contact SLR XR D-Fuse bar, Approach SL saddle, Maxxis Receptor 700x40c tyres

The Good
Stunning comfort; quicker, racier handling; GRX Di2 braking; lightweight wheels; versatility

The Bad
Tyres not great in the wet or mud; not radical enough change for some

AT THE HEART of Giant’s Revolt is a new frame and fork, albeit with the low-slung sloping top-tube seen on past editions for ease of movement on technical parcours. The ovalised seat tube, aerostyle cutaway and dropped seatstays look like the Giant Defy.

It also retains a D-shaped post, though it can also accommodate a round dropper post. The new fork provides clearance for tyres up to 53mm wide. At the rear, a flip-chip dropout lets you extend the wheelbase to take a 53mm tyre here too; in its standard setting, you get 42mm.

These changes help to make the Revolt pretty versatile. Unlike the current trend for more stripped-down, racier gravel bikes that started with Cervélo’s Áspero, Giant has stuck with giving you plenty of the fixtures and fittings that can also be useful for bikepacking.

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The bike’s handling’s been sharpened thanks to changing the head angle to 71.5 degrees, while also dropping the bottombracket height in order to accommodate the trend towards larger tyres.

Shifting from Shimano’s GRX Di2 is precise, and the clutch-equipped rear derailleur keeps chain bounce in check. That said, I have reservations about wiring and gravel mixing, with the possibility of losing connection over rougher surfaces.

The 8.33kg weight doesn’t sound especially impressive but the Revolt rides like a much lighter bike. Much of that’s down to the new CXR wheelset, whose 1,398g weight is quality roadwheel territory. They accelerate well, feel laterally stiff and the DT Swiss rear hub’s 54-point engagement delivers snappy acceleration when you put in a big effort. They come tubeless too, though the Maxxis Receptor tyres are a mixed bag – good in the dry, poorer in the mud.

The front end feels sharper than past efforts. Maybe less stable but more exciting. Where it has improved markedly is in its comfort. The D-Fuse bar and post smooth out creases in the terrain, while the saddle offers good long-distance support.

Lightweight versatility

With the new Revolt, Giant has taken all the great points of the original design, tweaked and modernised them, and shaken up the bike’s handling to deliver a memorable drop-bar riding experience.

It’s a hugely impressive gravel bike that’s light, nimble, and should change the minds of naysayers if they ride it. Usually when you think of a bike being versatile, you assume it must have compromises. The Revolt, however, simply doesn’t. Its handling off road is stunning, it’s nimble yet composed, handles rough surfaces with ease and its low weight and light wheels make it a gravel-climbing dream. If you want to explore the roughest of routes, it even allows you to switch the rear dropout into a long position, extending tyre clearance to accommodate massive 53mm tyres, which is a great touch.

The Revolt Advanced Pro 0 is that rare breed of bike that is focused on its prime design objective yet isn’t so narrowly focused as to become a chore on any ride. It’s not just a jack of all trades – it’s a master of them, too.

Verdict
A superb quality lightweight gravel machine that’s extremely hard to fault

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Vielo V+1 Strato SRAM Rival

£5,299 | Aerodynamics and ride quality combined

Weight 9.09kg (L) Frame Carbon Fork Carbon Gears SRAM Force/Rival AXS XPLR (44/10-44) Brakes SRAM Force hydro disc Wheels DT Swiss GR1600 Finishing kit Vielo one-piece carbon bar/stem, Fabric Scoop Ti saddle, Vielo carbon post, WTB Riddler 700x45c tyres

The Good
Beautifully put together; wonderful handling; exemplary finish

The Bad
Slipping saddle clamp; bar caught my wrists when sprinting

GATESHEAD-BASED VIELO was formed in 2017 by father and son Ian and Trevor Hughes, whose vision was to craft high-performance bikes focused on what British riders need for fast-riding drop-bar bikes on and off road. Its V+1 Strato is just such a bike, with the Generation 2 designed to bring uncompromised speed to gravel riding and racing, thanks to its 1x-only frame.

This 1x-specific construction allows for a symmetrical rear end and a bottom bracket shell claimed to be 30% stiffer laterally than a frame designed for a double chainset, while the seatstays and chainstays have also been redesigned to deliver extra compliance. Tyre clearances are impressive too, with room for 50mm tyres whether running 700c or 650b wheels.

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The V+1 sits squarely in the fast gravel camp. I love the way it responds, with the bottom bracket rigidity making it feel just like a road bike, while its ability to inject pace is wonderful. I was concerned that its road bike-like performance would mean a harsh ride, but with 45mm of rubber, you get plenty of comfort. Even when running tyres at 60psi, the V+1 Strato felt smooth. The result is a ride up there with some of my favourite fast gravel bikes, such as Cervélo’s Áspero. It’s extremely capable but Vielo hasn’t had to resort to relaxed pseudo-mountain bike angles to achieve this. And though the geometry resembles that of a road bike, riding the V+1 Strato is not a nervy experience off road – it’s a very well-considered design.

The SRAM Force, Rival and Vielo drivetrain proved reliable and never put a foot wrong, with the Rival mech’s sprung clutch controlling the chain. The gear range from the 44t chainring and 10-44 cassette is fast becoming a favourite of mine and proved a boon on road and off.

Braking from the Force brakes and Paceline rotors is spot on – powerful, easy to control and low on squeaks. At 1,650g, the DT Swiss gravel-specific wheels are light enough for gravel, the Spline hubs look sharp and the freehub is rapid to respond. The WTB tyres were just what I wanted on muddy test rides, their textured tread and prominent shoulder blocks keeping me pedalling where lesser tyres might well have left me hiking.

Vielo’s V+1 Strato may be a small-batch bike from north-east England, but it’s a match for the gravel offerings from some of the biggest global bike brands. In some ways it even has the better of them, with an uncompromised frame design and a stunning ride. Yes, it’s expensive, and I’d prefer a bar with a bit more flare, but that’s a minor niggle on a bike that’s nearly perfect as a racy rough-stuff special.

Verdict
A great choice for gravel racing, the Vielo rivals bikes from the big brands

RECOMMENDED RIDES

Four more gravel contenders for all-terrain action

Tifosi Cavazzo Ekar

£3,099

The Cavazzo has fast become one of our favourite gravel rides. The Fulcrum wheels, Schwalbe tyres and finishing kit are excellent. Its lively ride is likable, and build options open up this off-thepeg bike to levels of personalisation. We just need to become fully convinced of the benefits of Ekar.

Lauf Seigla

From £2,540

Icelandic brand Lauf’s True Grit garnered many fans, thanks to its stable handling and smooth front end. The criticisms it faced – limited tyre clearance, rigid rear end – have been addressed by Lauf with its new Seigla bike. Check out our feature on the Seigla in the main magazine.

Cotic Cascade

£2,699

The Cotic Cascade is a genre-defying Reynolds steel bike that takes ‘gravel’ to the next level. Whether you see it as the modern incarnation of a rigid mountain bike, or the latest take on a gravel machine, the Cascade offers near-unrivalled drop-bar capability, though it’s not without its quirks.

Specialized S-Work Crux

£11,700

The Crux is claimed to be the world’s lightest gravel bike, boasting a stated 725g weight for a 56cm frame. It’s a real joy to ride but makes no serious concessions to practicality in pursuit of feathery figures. It’s built around SRAM’s RED eTap AXS XPLR and it’ll set you back a whopping £11,700…