Over the years, my vibration tests have demonstrated that tires are the easiest and cheapest way to improve overall bike comfort. I’ve also found that running the right air pressure for your body weight and riding style also improves ride comfort – you can read more on this topic in my Cycling Comfort Course.

For this test, I’ve picked six of the fastest and lightest gravel tires with widths ranging from 40 to 48mm wide. You’ll find them ranked from 1st through 6th at the end of this article, along with individual scores for each of the performance criteria.

So, which tires did I test?

The Best Gravel Tires Comfort Tested

1. Challenge Gravine Pro

Advertised Width: 40mm
Measured Width: 39.1 mm
Test Pressure: 30 PSI
Rolling Resistance: 20.7 Watts
Weight: 485g / 1.07lb
Price: €77.95

2. Teravail Rutland

Advertised Width: 42mm
Measured Width: 40.1 mm
Test Pressure: 29 PSI
Rolling Resistance: TBD
Weight: 440g / 0.97lb
Price: US $64.95

3. WTB Raddler

Advertised Width: 44mm
Measured Width: 42.4 mm
Test Pressure: 27.5 PSI
Rolling Resistance: TBD
Weight: 514g / 1.13lb
Price: US $66.95

4. Continental Terra Speed

Advertised Width: 45mm
Measured Width: 43.7 mm
Test Pressure: 27 PSI
Rolling Resistance: 16.4 Watts
Weight: 490g / 1.08lb
Price: US $66.95

5. Challenge Getaway Pro

Advertised Width: 45mm
Measured Width: 46.2 mm
Test Pressure: 25.5 PSI
Rolling Resistance: 17.8 Watts
Weight: 548g / 1.21lb
Price: €63.95

6. Tufo Thundero

Advertised Width: 48mm
Measured Width: 46.8 mm
Test Pressure: 25 PSI
Rolling Resistance: 18.5 Watts
Weight: 470g / 1.04lb
Price: €63.95

Matching The Tire Casing Tensions

For my comfort tests, the first thing I need to do is match the casing tension across tires of different widths.

According to Laplace’s law, casing tension is defined as internal pressure multiplied by the tire’s radius. A wider tire essentially achieves the same casing tension with less air pressure than a narrower tire.

Therefore, I set up the narrowest tire (39.1 mm measured) at 30 PSI and the widest tire (46.8mm measured) at 25 PSI. The tires in between used between 25.5 and 29 PSI.

My Test Bike and Vibration Measurement Procedure

I conducted the following vibration tests on my Mondraker Dusty gravel bike, which has a Deda Gera carbon handlebar and Redshift Suspension stem.

I have two test scenarios:
Big Hit Test – rolling over a 30 mm tall wooden plank at 20 km/h to simulate riding over a tree root or edgy rock.
High-frequency Chatter Test – rolling along a 3-meter-long obstacle at 25 km/h to simulate riding along a bumpy road.

The vibration data was recorded at the handlebar level near the brake hoods. You can read more about my vibration measurement procedure HERE.

Vibration Test Results

Big Hit Test

The difference between the highest vibration damping tire (Tufo Thundero) and the lowest (Challenge Gravine) was 10.3% in this test. These were also the widest and narrowest tires on test. This result should not be surprising as the largest vibration differences over bigger obstacles are almost always between wider and narrower tire models.

The casing construction does appear to make a difference though. The thin Teravail Rutland demonstrated comparable comfort to wider tire models – in fact, it achieved the same result as the Challenge Getaway which is over 6mm wider (measured width).

That said, the differences between similar-width tires are relatively small overall, meaning you’ll likely not notice a comfort difference in real-world riding.

High-Frequency Chatter Test

In my high-frequency chatter test, the best performer was the Teravail Rutland, followed by the WTB Raddler, and Continental Terra Speed in third. The casing materials and sidewall thicknesses used in these tires appear to be able to deform and go back to their original shape with very little energy loss over my obstacle, minimising vibrations at the handlebar.

The Challenge tire models were the worst performers here. That said, with such small margins between all tested tires (5.2%), any of these models will provide adequate comfort over fast gravel terrain.

The Best Gravel Tires Ranked

Challenge Gravine Pro (=5th Place)

The newest addition to Challenge’s gravel range features widely spaced knobs, making it great for muddier conditions but equally capable on gravel roads of all conditions.

I found it to shine in fast, loose corners, where you can tip in your bike and achieve extra grip. It rolls reasonably fast too, provided you’re ok with the audible hum over fast tarmac roads.

Comfort-wise, it performs ok, but at only 39 mm (measured width), you can’t go much lower with the air pressure before big hits will bottom out the tire on the rim. I suspect the 45 mm version would be a better performer overall.

The biggest downside is the tubeless installation and sealing. Challenge tires fold uniquely flat on the rim, which is said to improve plushness. Inflating and sealing them requires serious effort – a compressor is a must. Challenge tires also require frequent sealant refills as the sidewalls are quite porous (similar to René Herse tires).

Challenge Getaway Pro (=5th Place)

The Challenge Getaway Pro aims to balance speed and traction – and does it quite well.

It’s the second-fastest rolling tire in the test, just behind the Continental Terra Speed (it’s just a watt slower according to Bicycle Rolling Resistance). I found it offered a slightly better grip than the Continental but it’s still not the best for super-fast gravel cornering.

The tubeless setup was brutal with the Getaway, as it’s really hard to seal. Installing it to my rim was always a nightmare.

Durability was also a concern with the Getaway Pro. The standard casing lacks sidewall reinforcement, so rocky terrain might tear up sidewalls. The “XP” version is probably the better option if you ride anywhere other than smooth gravel terrain.

WTB Raddler (4th Place)

The WTB Raddler is an all-around gravel tire with small, tightly packed center knobs for smooth rolling, and larger side knobs for off-road grip.

It performed above average in my comfort tests, posting the second lowest vibrations over my high-speed chatter obstacle and a mid-pack result over my big hit obstacle. The tubeless setup was a breeze.

It didn’t particularly stand out in terms of speed or traction. It felt a bit sluggish on the tarmac, and the cornering traction was decent but not exceptional given the knob sizes. That said, I found the high-speed cornering grip to be perfectly adequate.

The price is regularly $10 to $20 cheaper per tire than the rest of the models tested, so if you’re after a decent tire for a good price, then this is it.

Purchase Links:
700C x 40mm (Tan): $49 on Amazon
700C x 40mm (Black): $45 on Amazon
700C x 44mm (Tan): $49 on Amazon
700C x 44mm (Black): $51 on Amazon

Tufo Thundero (=2nd Place)

As the widest tire in the test, the Tufo Thundero excelled in the big-hit comfort test (1st) and it was mid-pack in the high-speed chatter test (4th). The larger volume means big gains in ‘plushness’ while its construction allows it to be exceptionally fast rolling – it’s only two watts slower than the Continental Terra Speed according to Bicycle Rolling Resistance.

The Thundero’s traction was great over hard-pack terrain but it got a bit more squirrely around loose gravel corners or down muddy trails. It’s best suited to firmer and drier gravel conditions.

I found the tubeless setup to be flawless, and I experienced no cuts or punctures during my testing. This is a very well-rounded tire.

Purchase Links:
700C x 40mm: $58 on Amazon

Continental Terra Speed ProTection (=2nd Place)

The Continental Terra Speed truly impressed me. It’s easily the fastest rolling tire here, but I found it to also be quite grippy over loose gravel considering the short knob heights on offer. My testing suggests it’s a top performer in the high-speed chatter test; within a couple of % of the winner.

Of course, in fast gravel corners, the lack of large side knobs means slightly less grip. However, for most gravel conditions, this tire provided plenty of traction and confidence.

I found the Terra Speed to be quite smooth and silent on the tarmac. But in muddy conditions, it quickly reached its limit. You’ll prefer a tire with more aggressive side knobs for those conditions.

With zero punctures, an effortless tubeless setup, and outstanding speed, this is a no-brainer for gravel riders who want a fast yet versatile tire.

Purchase Links:
700C x 35mm (Black): $49 on Amazon
700C x 40mm (Black): $51 on Amazon
700C x 40mm (Tan): $56 on Amazon
700C x 45mm (Black): $66 on Amazon
700C x 45mm (Tan): $55 on Amazon
650B x 35mm (Black): $58 on Amazon
650B x 40mm (Black): $66 on Amazon
650B x 40mm (Tan): $58 on Amazon

Teravail Rutland (1st Place)

The Teravail Rutland was a huge surprise in my test and an instant favorite!

The tread pattern delivered excellent traction in almost any condition – wet or dry. Just point your bike where you want to go, and Rutland will take you there.

The Teravail Rutland is not the quietest or fastest tire but it never felt sluggish either. With ample comfort for its volume thanks to the thin tire sidewalls, and excellent traction as a result of the knobby tread pattern – this is a fantastic all-rounder model, and now my go-to front gravel tire.

I tested the “Light & Supple” version, which initially worried me about punctures. But after many long rides, I had zero flats. I also found the tubeless installation to be effortless, and the tubeless performance flawless.

I’ll be selecting the 47mm wide version next time to permit even lower air pressures, ensuring even more comfort and traction.

Purchase links:
700C x 35mm (Black): $65 on Amazon
700C x 42mm (Tan): $55 on Amazon
700C x 42mm (Black): $56 on Amazon
700C x 47mm (Tan): $65 on Amazon
650B x 47mm (Black): $68 on Amazon
650B x 47mm (Tan): $68 on Amazon

The Best Gravel Tires of this Test

The best gravel tire for comfort and traction is the Teravail Rutland.

The Rutland was very comfortable, had bucketloads of traction, and was easy to set up tubeless. While it wasn’t the fastest-rolling tire I tested, the high comfort and grip scores allowed it to rise to the top of my leaderboard.

If you’re prepared to sacrifice some cornering grip for extra speed, the best gravel tires are the Continental Terra Speed or the Tufo Thundero. The Continental was the fastest-rolling tire I tested, but the Tufo had the edge when it came to overall comfort.

For a $10-20 saving per tire, you can’t go wrong with the WTB Raddler. This model was tested to be very comfortable (2nd over the high-frequency bumps), and despite its slower rolling speed, I found it to be a great tire overall.

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I Found The Best Gravel Tires For Maximum Comfort, Speed and Grip

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The post I Found The Best Gravel Tires For Maximum Comfort, Speed and Grip appeared first on CYCLINGABOUT.com.

Would you like to enjoy long bike rides in comfort?

The Cycling Comfort Course by Krzysztof Wierzbicki is your guide to a comfortable ride. Inside you’ll find clear recommendations about different bike components and learn about the best possible upgrades for enhancing ride comfort.

Save Time Researching About Comfort Upgrades

Krzysztof has been testing, comparing, and reviewing bikes and bike parts for the last five years. He measures the comfort of different bikes and components using a special vibration sensor and testing protocol to ensure his reviews are as objective as possible.

Along the way, Krzysztof has found the best comfort-oriented bikes and components that make his rides much more enjoyable.

Now, he wants to share all of that knowledge with you.

Let Us Fast-Track Our Comfort Lab Experience To You

✓ Understand the most important comfort upgrades on a bicycle
✓ Learn how to set up your bike for optimal comfort
✓ Make the 50+ reviews found in the CYCLINGABOUT Comfort Lab even more useful

What’s Inside The Cycling Comfort Course?

The primary subject areas covered in this digital book include:
✓ Tires
✓ Suspension Seatposts
✓ Suspension Stems
✓ Handlebars & Bar Tape
✓ Saddles
✓ Suspension Forks

Krzysztof also shares some bike fitting tips and details about his gravel bike including all the parts he has selected and why they are the best for him. Although the course primarily focuses on road and gravel bikes, much of the available advice applies to other types of bikes too.

Soon you too will be riding further and waking up the next day with much less fatigue!

How To Order The Cycling Comfort Course

Length: 61 Pages
Format: Interactive PDF
Size: 62MB
Price: US $10
Purchase Link: HERE

When you purchase the Cycling Comfort Course, the proceeds directly support further comfort research and testing at CYCLINGABOUT. We appreciate your order!

The Cycling Comfort Course Will Help You:

✓ Choose the best tire and optimal air pressure for comfort
✓ Stay seated on bumpy terrain with a well-chosen suspension seatpost
✓ Reduce hand and upper body fatigue using a suspension stem
✓ Select the best handlebars and bar tape for comfort
✓ Find a saddle that suits your needs
✓ Decide if a suspension fork is necessary for your use

What Format Does The Cycling Comfort Course Come In?

The Cycling Comfort Course is a digital download.

Save the interactive PDF to your computer or smartphone and enjoy. You will pay securely with a credit card (we have secure SSL certificates), and then get an email link to download the course.

Your journey to much more comfortable rides begins today!

How To Buy The Cycling Comfort Course

Length: 61 Pages
Format: Interactive PDF
Size: 62MB
Price: US $10
Purchase Link: HERE

When you purchase the Cycling Comfort Course, the proceeds directly support further comfort research and testing at CYCLINGABOUT. We appreciate your order!

The post The Cycling Comfort Course Will Help You Choose The Best Comfort Upgrades! appeared first on CYCLINGABOUT.com.

I’ve been on a quest to find the best gravel handlebars for a long time, and have gleaned many insights from testing different models for their shape, material, and vibration-damping qualities.

In my most recent handlebar test, I directly compared carbon and aluminium handlebars to see if there was a difference in terms of vibration absorption.

This time, I’m comparing two highly unique gravel handlebars:
– The Deda Gera Carbon with its unusual bar shape, and
– The Lauf Smoothie with added glass fibre for greater vibration absorption

So, will the glass fibre of the Smoothie yield more comfort, or will the bar shape of the Gera win out? Let’s find out.

Deda Gera Carbon Gravel Handlebars

The Deda Gera is a handlebar designed specifically for gravel, and it has a very distinctive look. Most notable are the bar tops that sweep forward and up (7mm rise) from the stem, and then gently flow back down to level at a 12-degree angle.

To inform this design, Deda took inspiration from the natural posture of the hands and wrists and how they naturally extend onto the bar tops. This shape is said to provide a more ergonomic wrist angle for all-day comfort. The bar tops also help bring your elbows in closer to your sides, which might improve your aerodynamics.

I’m actually quite familiar with this shape as it closely resembles the Coefficient Wave handlebar I’ve previously tested (and found to be very comfortable).

In addition to the unique bar tops, these bars have a very short reach (40 mm) and a compact drop (100 mm). With such short distances between hand positions, it makes moving your hands about the bars very quick.

The Deda Gera Carbon also features 16-degrees of flare (outsweep) down to the drops. This increases the width of the bars at the drops by 80 mm, providing additional steering leverage to take on rougher terrain. Your handling confidence can be enhanced further thanks to the notably wide widths available (440 to 480 mm).

You can get the Deda Gera in carbon fibre or a comparatively affordable aluminium version (US $126). If you so desire, aero bars can be installed next to the stem or on the 7mm high raised bar tops. The latter achieves a taller ride position for your elbow pads, however, it will also render the bar tops unusable.

Lauf Smoothie Gravel Handlebars

The Lauf Smoothie features a much more classic shape than the Gera making it great for a mix of road and gravel riding.

The key selling point of the Lauf Smoothie is the addition of glass fibre to the carbon layout. According to Lauf, this helps damp vibrations and gives the handlebar “almost double the compliance” of a normal carbon handlebar.

More vibration attenuation should make the Smoothie ideal for road and gravel riding, so does the glass fibre actually improve comfort?

I’ll be answering that shortly, but let’s first discuss the handlebar shape.

The Smoothie features flattened bar tops with a moderate three-degree back sweep. These flattened bar tops create a bit more surface area for your palms, which can both increase comfort and provide additional grip.

The Smoothie is available in 400, 420 and 440 mm wide variants. Like the Gera, there is a 16-degree flare down to the drops, and this adds 70 mm of additional width in the drops for extra control over your bike.

The reach (80mm) is twice as long as the Gera and the bar drop is bigger too (125 mm vs 100mm). The Smoothie’s design much closer resembles the geometry we see on road bike handlebars.

Installing These Comfortable Gravel Handlebars

The Lauf Smoothie is the most straightforward handlebar to install as you cannot route your cables inside the handlebar, perhaps as a result of the added glass fibre. Instead, the cables flow underneath the bar tops.

When it comes to cable routing, the Deda Gera is much trickier as a result of its shape. You can route the cables internally, but it’s a tough challenge to get around the bend and requires a lot of patience.

I found that adjusting the bar tilt is somewhat limiting on the Smoothie as the flattened bar tops only feel comfortable within a very short tilt range.

In comparison, the Deda Gera allows for quite a broad range of tilt and brake hood placement. This allowed me to tinker with bar ergonomics and get the height of the brake hoods in a location that worked perfectly for me.

Gravel Handlebars With Short or Long Reach?

Bar reach is the distance that the brake levers attach forward of the stem. A road or gravel bike handlebar will usually have a reach of between 70 and 80 mm.

The Lauf Smoothie falls within this reach range (80mm), however, the Deda Gera is significantly shorter (40 mm). This is a big difference should you be swapping between these two specific bars like I did – it’s the equivalent of changing your stem length by 40mm.

The difference in reach translated to my hands being closer to my body while using the Gera.

It’s possible to increase your stem length to accommodate this difference in bar reach. However, if you currently use a stem longer than 100 mm, the Gera might not suit your needs. This is because stems that exceed 140 mm in length are exceedingly rare.

I ended up fitting a 20mm longer stem with the Gera. I also removed 25mm of headset spacers (as the bar drop is shallow), and I mounted the brake hoods a touch lower than usual. These interventions changed the effective bar reach enough for me to get super comfortable.

Another option is that you can move your saddle backward on the rails to achieve a longer distance to the handlebar. However, I’d only recommend this if you’ve been wanting to adjust your saddle position anyway.

But keep in mind that when you fit wider handlebars, you need a shorter bar reach (or shorter stem) to maintain your position. This is because the brake hoods get further away from your torso as the bars get wider. I suspect that Deda opted for so little bar reach because they expect their customers will be upgrading to wider gravel handlebars (which is a growing trend).

What Are These Gravel Handlebars Like To Ride?

The Lauf Smoothie is a rock-solid, confidence-inspiring handlebar. In terms of handling, I liked it the most. With its longer reach and bigger drop, it allowed me to put more of my body weight on the front wheel. This helped gain additional front tyre traction in fast corners.

In comparison, the Deda Gera, with its short reach and moderate drop, made my front tyre feel a bit more vague when cornering. I found it demanded a bit more attention on looser gravel road surfaces. To get my bike handling well, it became clear that I needed to increase my stem length to accommodate for the shorter reach of the Gera.

Where the Deda Gera Carbon handlebar shines is the shape of the bar tops. The additional rise and back sweep translate into a very comfortable hand position, and the pressure across my palms feels perfectly distributed. I’ve now completed multiple 200 km (120 mi) rides on the Deda Gera handlebar and have experienced no hand pain or numbness whatsoever.

The bar tops on the Lauf Smoothie are simply not as comfortable. I noticed they introduced a bit of pressure on my palms, causing minor pain and discomfort. This was most apparent after an hour or two of cycling.

In terms of ride comfort, the Gera is the clear winner for me.

What About Vertical Compliance?

Both the Deda Gera and Lauf Smoothie offer little perceptible flex in the hoods or drops.

There will be enough flex to mitigate some of the energy coming from a big hit. But when it comes to a simple weighted test, these handlebars are not in the same league as other handlebars I’ve tested. In fact, both the Ritchey WCS Carbon Venturemax and Coefficient Wave handlebars offered noticeable flex in the drops.

If the Gera and Smoothie are not super compliant after bigger hits, perhaps we will see an improvement over road and gravel chatter…

My Test Bike and Vibration Measurement Procedure

I conducted my vibration tests on a Mondraker Dusty gravel bike with a 70 mm rigid stem and Challenge Gravine 40 mm tyres. The air pressure was set to 45 PSI (3.1 Bar). The HiRide Sterra suspension fork was hydraulically locked and didn’t play any major role in this test.

My vibration measurement procedure was modified for this test. I mounted my accelerometer closer to the brake hoods, right at the curve between the bar tops and the hoods. This location gives us the most accurate vibration reading from the bar itself. I also took these measurements without any bar tape wrapped underneath.

I had two test scenarios: a smooth asphalt road test, and a high-frequency chatter test that simulates riding on a bumpy gravel road. Both tests were conducted at 25 kph (15 mph).

Vibration Test Results

Smooth Asphalt Road Test

In the fast asphalt road test, the results showed the Lauf Smoothie was consistently 5.3% more effective at damping vibrations than the Deda Gera Carbon. This is a surprisingly large difference and one that suggests that the glass fibre is effective at mitigating vibrations.

High-Frequency Chatter Test

In the high-frequency chatter test, the Lauf Smoothie again showed a reduction in vibrations. However, for this test with larger bumps, the vibration difference had more than halved (2.3%).

Vibration Test Discussion

The interesting thing about these tests is that I did not perceive any reduction in vibrations, and was even surprised that my accelerometer showed some disparity.

I suspect you too won’t notice an appreciatable comfort difference between handlebars with such a small vibration difference. This will especially be the case should you use the appropriate tyre pressure for your body weight, and any of the comfortable bar tapes I recommend.

The Best Gravel Handlebars For Comfort

Both the Lauf Smoothie and Deda Gera are examples of comfortable gravel handlebars, yet they go about executing comfort using different approaches.

The Lauf Smoothie, with its added glass fibre, has been verified by my testing to damp more vibrations than the Deda Gera Carbon. However, I don’t think the vibration reduction will be enough for you to notice.

That means this test really comes down to your preferred bar shape.

If you like a more classic gravel handlebar shape, the Lauf Smoothie is an excellent product. It’s light, stiff, and responsive, and has an edge over other carbon handlebars in terms of vibration damping. The reach is also similar to most road handlebars so it’s unlikely you will need to change your stem length.

That said, if you’ve previously experienced pain, numbness or tingling in your hands, I think you should try the Deda Gera.

The Gera bar tops are the perfect ergonomics for me and might be for you too. This handlebar is compact and easy to move around, and most importantly – still wonderfully comfortable after six or seven hours of riding.

The Deda Gera Aluminium is under half the price of the Gera Carbon and would be a great option if the carbon model was out of your price range. It could also be a better way to test if the bar top shape works for you.

Where Can You Buy The Deda Gera?

• Deda Gera Aluminium 44 cm – US $126 on Amazon
• Deda Gera Aluminium 46 cm – US $133 on Amazon
• Deda Gera Aluminium 48 cm – US $126 on Amazon
• Deda Gera Carbon 44 cm – US $321 on Amazon
• Deda Gera Carbon 46 cm – US $301 on Amazon
• Deda Gera Carbon 48 cm – $322 on Amazon

Note: We may earn a commission when you purchase Deda Gera handlebars through our links. This directly supports CYCLINGABOUT.com and allows us to continue to provide high-quality cycling information to you.

• Comfort Lab

BMC URS LT ONE Review: This Might Be The World’s Best Gravel Bike!

byKrzysztof Wierzbicki

May 25, 2024

• Comfort Lab

HiRide Sterra Suspension Fork Review: Is 20mm Travel Enough For Gravel?

byKrzysztof Wierzbicki

April 18, 2024

• Comfort Lab

The Vecnum Freeqence Is The Best Suspension Stem I’ve Tested (Review)

byKrzysztof Wierzbicki

March 13, 2024

The post The Best Gravel Handlebars Compared For Comfort: Deda Gera vs Lauf Smoothie appeared first on CYCLINGABOUT.com.

The BMC URS LT ONE firmly sits at the rougher end of the gravel spectrum. This bike features front and rear suspension elements, and a super stable frame geometry, allowing it to maximise your traction, speed, and comfort over notably rough terrain.

But the fascinating thing is that while the URS LT is capable off-road, I’ve found it to be light and fast enough on the tarmac to keep up with bikes on the opposite end of the gravel spectrum.

Let’s take a closer look.

What is the BMC URS LT?

The BMC URS LT is a unique full suspension gravel bike with hidden suspension elements in the carbon fork and rear frame triangle.

The MTT suspension fork features 20 mm of damped travel that can both remove unwanted shock and vibration coming up from the road and keep your front tire planted to the ground. This damper and spring unit are built directly into the steerer tube, allowing the fork to blend perfectly into the bike’s aesthetic.

At the rear seat stays are two elastomer springs that generate 10 mm of vertical travel to save your lower back from harsh impacts. In addition, a carbon seatpost formed in a D-shape provides a further 10 mm of travel to keep the front and rear of the bike balanced.

The BMC URS LT has an off-road-specific gravel frame geometry. It essentially borrows frame design principles from the mountain bike world, integrating a slacker head tube angle, a steeper seat tube angle, a longer frame reach, and a shorter stem length than you’d typically see gravel bikes.

This frame geometry extends the wheelbase length, providing more ride stability for rough roads. It also pushes the front wheel further in front of you, reducing your ability to pitch forward after a hard front impact – ultimately, giving you better bike control.

BMC has one of the most consistent bike design languages in the bike industry, and the URS LT is no exception. The carbon frame has sleek, yet edgy oversized tubes that promise to deliver a high lateral stiffness at a minuscule weight of 1,050 grams.

Compared to most gravel race bikes, the URS frame offers more utility. It’s compatible with full fenders, a rack, three bottle cages, and a direct-mount top tube bag, which will suit long rides, fast commutes, and bikepacking adventures.

A Closer Look at the BMC URS LT ONE

Suspension elements both front and rear?
Check.
A SRAM wireless groupset with a super wide-range cassette?
Check.
Lightweight carbon fibre wheels?
Check!
A 9.5 kg overall weight?
Also, check!

The BMC URS LT ONE has everything you could wish for in a fancy rough-road gravel bike.

For the gear system, the URS LT ONE makes use of SRAM Force shifters that pair wirelessly to an SRAM X01 mountain bike derailleur. Hills are made a breeze thanks to the wide-range cassette with 10 to 52-tooth sprockets, which yields one of the lowest climbing gears found on any gravel bike – 20 gear inches or 1.62m development.

The brake rotors are larger than those found on most gravel bikes, which shows the BMC URS LT’s intent. Up front, you’ll find a 180 mm rotor and it’s 160 mm at the rear. The brakes run full hydraulic lines for maximum stopping power, consistent braking in all weather conditions, and a reduction in overall maintenance. I’ve found a yearly brake bleed is enough to keep hydraulic brakes running well.

The CRD-400 SL wheels are specially made for BMC by DT Swiss. The 40 mm deep carbon fibre rims provide a noticeable aerodynamic benefit, and with a weight of around 1,600 grams, they accelerate quickly and feel responsive underneath you. The inner rim width is 23 mm, which gives the 40 mm wide tires a nice shape – the tire expands to full volume without distortion, and the tread pattern and side knobs are in the correct position for cornering.

Of course, all these nice things come at a price. It’s €7999 to be exact. But the crazy thing is that I think this price can be justified when you consider the riding experience on offer.

If this full suspension gravel bike is out of your budget, know that BMC’s gravel bike line offers a broad range of models.

The aluminium URS bikes start at €2199, and still have the benefits of an MTB-inspired frame geometry. The next step up is the carbon URS variant that features the same rear elastomer suspension design as this bike. Prices on the URS Carbon start at €3499.

Let’s now take a closer look at the suspension elements.

Front and Rear Suspension Design

The BMC MTT fork is the same product as the HiRide Sterra suspension fork I use on my personal bike, so I’m very familiar with it. Other than a difference in the paint finish, the MTT version has a neat plastic cover instead of the rubber cover found on the HiRide fork.

The MTT fork uses a coil spring and hydraulic damper to deliver 20 mm of very smooth travel. This fork essentially improves your ride comfort and allows you to generate much more front tire traction.

You can change the spring stiffness by swapping between three different coil spring rates, and three more pre-load spacers hidden inside the steerer. I discuss this in much more depth in my HiRide fork review.

A cool thing is that the carbon-bladed legs not only blend into the bike’s aesthetic but they result in the most aerodynamic design of any gravel suspension fork, which means you’ll be compromising less on fast tarmac roads.

I should mention that the fork has an easy-to-use hydraulic lockout mechanism that’s accessible at the stem top cap, so you don’t ever need to worry about suspension bob.

In my opinion, the MTT fork is as sleek as suspension gets on a gravel bike, even when compared to the new Cane Creek Invert fork.

At the rear of the frame are the MTT suspension stays, which provide 10 mm of travel. This is enough to feel the difference – watch this video to see how active it is on rough terrain.

As the MTT fork uses a simple damper design that’s hidden away inside the head tube, it doesn’t require anywhere near as much maintenance as a typical suspension fork. The “hydraulic seal replacement” is ideally conducted every 500 hours (or three years) to keep it in prime working order. But we’ve been told it’ll likely perform well for much longer.

The only downside is that the hydraulic seal replacement can only be done by HiRide in Italy. This could be costly in terms of time and return postage, especially if you are not located in Europe. That said, HiRide plans to open service centres across the globe in the coming months.

BMC URS LT Frame Geometry

When we overlay the frame geometry of the BMC URS LT on a more typical gravel bike, it’s clear the URS LT is different.

The front centre and wheelbase are longer than most gravel bikes, which provides more stability at speed. The bike also tends to steer a bit slower than most gravel bikes due to its slacker head tube angle. But some of this loss of agility and sportiness is gained back by employing a short stem (70 mm) and short chainstays (425 mm).

Overall, you can’t expect to get the same racy ‘feel’ as other bikes, but the URS LT is still super quick on smooth roads, and when things become rough, you will have no problem leaving everyone else behind.

Ride Impressions

I loved riding the BMC URS LT! Compared to my Open WI.DE gravel bike, the long top tube of the URS LT made me feel like I was riding ‘in’ the bike rather than ‘on’ the bike. This gave me additional confidence, especially on the downhills.

But the true highlight of this package is the front and rear suspension.

Firstly, you don’t need to worry about the suspension slowing you down. I was comfortably riding this bike on the tarmac at speeds well beyond 30 km/h and didn’t ever feel held back by the additional weight.

I was especially impressed by the performance of the MTT fork when fitted to this longer and slacker gravel frame. In almost every riding situation, the fork seemingly performed better than when it was fitted to my Open WI.DE!

This was completely unexpected to me; I suspect the better vibration damping is a result of the URS LT’s progressive frame geometry that shifts my weight balance forward – eeking the most performance out of the fork.

I was also very happy with the rear suspension, so much so that I completely forgot I wasn’t using my Redshift suspension seatpost on this bike. This is the first bike I have tested that I can definitively say will not benefit from a suspension seatpost on a fast gravel road.

The MTT elastomer combined with the D-shaped carbon seatpost and short seat tube length provided more than enough compliance, allowing me to remain seated while pedalling over all kinds of surface roughnesses.

While I usually prefer wider tires on my gravel bikes, the suspension elements in combination with the narrow 40 mm wide tires provided more than enough comfort, traction, and control. This is one big benefit to using a bike with suspension – you can fit narrower, lower rolling resistance tires that are faster on tarmac roads, and the suspension fork will provide all the grip and control you need on rough descents.

The 1X drivetrain with its huge range (10-52T) offers a nice low and high gear ratio. When combined with the 38-tooth chainring, I found I could conquer the steepest gravel roads (10%+), while still riding well above 30 km/h on the tarmac.

The downside to a super wide range 1X drivetrain is that the steps between each gear are larger. This is most noticeable if you do a lot of group riding, as it’s harder to fine-tune your cadence to the group’s speed. Personally, I’ve found the 1×12 drivetrain to work great in 99% of situations, and I also found I adapted to riding at a broader range of cadences.

Right, let’s now look at my vibration testing.

Test Bike and Method

I vibration-tested the BMC URS LT ONE in its stock configuration.

Up front was the HiRide suspension fork, and at the rear was the D-shaped carbon seatpost. The bike was equipped with CRD-400 SL carbon wheels wrapped in 700C x 40 mm WTB Raddler tires inflated to an air pressure of 45 PSI. The handlebar and stem were aluminium Easton EA70 AX.

I compared it to my Open WI.DE fitted with the same HiRide suspension fork. The spring rate of the fork was matched to the BMC URS LT and was tuned to my body weight and preferred riding style (medium spring, 3 mm preload spacer). At the back was a 20 mm travel Redshift ShockStop Pro Race suspension seatpost.

My Open WI.DE was fitted with Continental Terra Speed 700C x 45 mm inflated to 40 psi (2.8 bar) to compensate for their wider tire width. These tires were installed on a 700C Spinergy GX Max wheelset. A Coefficient Wave Carbon handlebar was coupled with an aluminum rigid stem (100mm).

You can read more about my benchmark bike HERE.

In my testing, I have two test scenarios: a big hit test that simulates riding across a 30 mm tall obstacle like a tree root or edgy rock, and a high-frequency chatter test that simulates riding on a bumpy gravel road.

You can read more about my vibration measurement procedure HERE.

Vibration Test Results

Big Hit Test

In the big hit scenario, the HiRide suspension fork on the BMC damped 22% more vibrations than on my Open WI.DE! This is an interesting result because I was using the same spring rate and pre-load on both suspension forks.

While I didn’t have the opportunity to isolate all variables for this test, I suspect the BMC’s progressive frame geometry puts more of my body weight over the front of the bike, which allows the suspension fork to be more effective at damping vibration. Other variables include the effect of a slacker head tube angle, and how far forward of the suspension element my hands sit (ie. bar reach + stem length). I need to do more testing to get to the bottom of this result.

At the back of the bike, the carbon seatpost and elastomer combination were no match for the Redshift PRO Race suspension seatpost in the big hit test. I recorded 37% fewer vibrations with the suspension seatpost, thanks to its fast-acting internal coil spring and well-damped elastomer spring.

High-Frequency Chatter Test

In the gravel test scenario, the HiRide fork on the BMC was recording significantly fewer vibrations – there was 25% more vibration at the handlebar on my Open. Once again, this is likely a result of the difference in frame geometry and cockpit geometry between the bikes.

At the back of the bike, the BMC performed on par with Redshift ShockStop Pro Race suspension seatpost. This is a surprising result and the first time I’ve ever found a bike without a suspension seatpost that can attenuate vibration to the same degree.

How Does It Compare?

The closest full-suspension gravel bike rival to the URS LT is the Cannondale Topstone Lefty. Both bikes exhibit a very high level of comfort over rough terrain, yet they could not be more different.

The Topstone with its short frame reach and small 650B wheels, feels fast and agile on tight forest routes and even on moderate singletrack. However, it’s not as stable as the BMC at higher speeds.

I found the Lefty fork to underperform in my high-frequency chatter test due to a lack of sensitivity. This comes down to the suspension damper design, which has been tuned by Cannondale to be firm like a rigid fork for most of your riding. It’s not until a big impact comes along that you can get full use of the suspension.

In my opinion, the BMC URS LT is a much more well-rounded, and modern package as it feels at home on both the tarmac and rough gravel roads. In comparison, the Topstone Lefty is a fun bike that’s best suited to rougher terrain.

Summary

The BMC URS LT ONE is the best gravel bike I’ve ever tested. It genuinely pushes gravel bike capability to the next level.

I found it to be very off-road capable, while still being light, stiff, and fast enough to keep up with more pavement-focused gravel bikes. It’s a true all-rounder.

My tests suggest that the MTT suspension fork is incredibly effective at reducing vibration at the handlebar. I was also incredibly impressed with the URS LT’s performance in the high-frequency chatter test – the carbon seatpost and seatstay elastomers damped vibration at the same level as a top-tier suspension seatpost.

You could argue the 42mm maximum tire clearance is not enough, but coupled with the suspension elements, I never felt the need for more rubber on the roads I ride.

After testing this bike, I’ve decided gravel bikes with a progressive frame geometry (long reach, slack head tube angle, short stem) are what I like best. Not only do they feel agile and confidence-inspiring, but my vibration tests show that they can extract the highest possible performance from the HiRide suspension fork.

So, would I buy one? I was seriously considering selling my OPEN WI.DE and purchasing a BMC URS LT. But in the end, I decided to purchase a gravel e-bike instead – with a progressive frame geometry, of course. More on that soon!

The post BMC URS LT ONE Review: This Might Be The World’s Best Gravel Bike! appeared first on CYCLINGABOUT.com.

Gravel bikes have evolved significantly over the last few years. What started as a more capable road bike has now shifted into the mountain bike realm. And for some, that’s an exciting prospect. Mountain bikes can sometimes feel like overkill on bumpy, non-technical terrain, and they are not designed to fit drop bars, which are a handlebar type preferred by many on long rides.

Today, most gravel suspension forks look like trimmed-down MTB suspension forks. The HiRide Sterra, on the other hand, maintains the rigid carbon fork look while hiding a suspension element. This not only looks great but has performance and maintenance advantages over the competition.

In this review, you’ll find out more about this unique product. I’ll tell you how it rides and we’ll look at my vibration test data to determine if there is a significant comfort advantage.

What is the HiRide Sterra Gravel Suspension Fork?

The HiRide Sterra combines the aesthetics of a regular carbon gravel fork with 20 mm of damped suspension travel. You might have already seen it featured on the BMC URS LT but it’s now available as an aftermarket upgrade.

A wonderful thing about this suspension fork is that the hydraulic damper and coil spring are hidden away from the elements. This results in service intervals that are significantly longer than typical telescopic suspension forks.

The Sterra not only has a clever design, but it means business. It’s tuned to add front tire traction and take the edge off bigger hits, all while passing the same international strength and durability tests as a mountain bike suspension fork.

This is the most aerodynamic suspension fork available too. Air resistance is the greatest resistive force experienced at speeds over 18km/h, which is why one shouldn’t ignore aerodynamics on a gravel bike. While we haven’t tested the Sterra in a wind tunnel, bladed fork legs are undoubtedly faster than cylindrical ones.

You can lock out the Sterra fork quickly by using the dial at the stem top cap. This lock is easily accessible and ensures you waste no energy compressing the fork on smooth surfaces. And should you forget to unlock your fork on a rough road, there is a blow-off valve inside that will operate under big impacts, protecting the system (and your hands).

Tech Specs of the HiRide Sterra

Naturally, the Sterra is heavier than a rigid carbon fork. But at 1,300 grams, it’s lighter than almost all gravel suspension forks except the Cane Creek Invert and Fox 32 TC.

There are three different spring rates (soft, mid, and hard) to match your body weight, riding style, and terrain. In addition, you can fine-tune the firmness of each spring by fitting pre-load spacers of different thicknesses (1, 3, 6mm). Changing the spring or spacers does take time and requires a special tool, but that’s included with the fork.

Outside of the springs and preload spacers, the Sterra fork offers little in the way of user adjustment. The compression and rebound speeds are pre-set at the factory.

The fork glides on bronze bushings that keep sliding friction (stiction) to a minimum. Grit is kept away from the bushings and seals with an external rubber cover. That said, the Sterra is effectively an upside-down suspension design, so gravity won’t work any grit inside the sliding components.

To fit the required suspension components inside the steerer, the Sterra employs an oversized 1 1/4” steerer size commonly found on Giant and Canyon bikes. Don’t worry, this oversized steerer still fits many gravel frames, it just requires you to use a smaller top headset bearing (MR136).

If you’re wondering about stems for 1 1/4”, Ritchey and Zipp manufacture them, and an FSA SL-K SLR stem can be provided when you buy this fork.

I should note that some gravel bikes with internal cable routing through the stem/headset are incompatible. There is a version of this fork that accepts cable routing through the stem (Sterra ICR) but for it to work, the headset bearing seats must be 1 1/2” on the top and bottom. I’d recommend contacting HiRide before purchasing to double-check for compatibility.

The fork is also longer than many rigid carbon forks; it has a 420 mm axle-to-crown at sag. I chose to fit it to my bike anyway, but to preserve your frame geometry, you would ideally only fit the Sterra to a bike that has been designed for 420 mm long forks. You can head to Bike Insights for an ever-growing list of bikes that will be suited to gravel suspension forks.

For bikepacking adventures, you’ll find the carbon fork blades have cargo cage mounts on each side. The fork is also equipped with internal cable routing for dynamo lights and USB charging.

The tire clearance of the fork is common amongst gravel bikes. Expect to squeeze in 45 mm (1.8”) on 700C wheels, and 54 mm (2.1”) on 650B wheels. The thru-axle is a standard 12×100 mm, it requires flat mount brake calipers and the fork will clear 160/180 mm disc brake rotors.

At 990 Euros, this is undoubtedly an expensive upgrade. But the deal is sweetened a little with the included stem and required headset to fit the fork to your bike.

HiRide Sterra Fork Maintenance

For many gravel cyclists, the regular service intervals of a suspension fork are a step too far.

Telescopic suspension forks like the RockShox Rudy ideally receive a “lower leg service” every 50 hours of use, and a “full service” every 200 hours of use. For most riders, this means that a full service falls once per year at a minimum, and a lower leg service more often than that (according to RockShox). Of course, you can choose to not service your fork, but its performance will diminish, and you will likely end up with a more expensive repair bill down the line.

The HiRide Sterra doesn’t require anywhere near as much maintenance thanks to its simple damper design that’s hidden away inside the head tube. The “hydraulic seal replacement” is ideally conducted every 500 hours (or three years) to keep it in prime working order. But we’ve been told it’ll likely perform well for much longer.

The only downside is that the hydraulic seal replacement can only be done by HiRide in Italy. This could be costly in terms of time and return postage, especially if you are not located in Europe. That said, HiRide plan to open service centres across the globe in the coming months.

Installing the Fork

Fitting the HiRide Sterra with its oversized 1 1/4” steerer isn’t always a straightforward process.

You can expect an easy fit on gravel bikes that use external cable routing, or internal cable routing that enters the frame via the downtube.

In my case, the brake and shift cables enter my Open WI.DE frame in the middle of the head tube, so I had to remove the cable frame insert to create space for the fork to fit. This is not an ideal long-term solution but is acceptable for my test purposes.

The HiRide Sterra & Your Frame Geometry

Gravel suspension forks often have a taller axle-to-crown than rigid forks, often by 20-30 mm.

In my case, the Sterra has a 25mm longer axle-to-crown at sag than my Open WI.DE rigid fork (420mm vs 395mm). It also features a shorter fork offset (45mm vs 50mm). The result is ultimately a slower steering speed with the HiRide fork fitted. For those who are interested in the numbers, the 1.3° slacker head tube angle, and shorter fork offset resulted in a ‘trail’ increase from 71 to 85mm.

To effectively speed up the steering again, I decided to reduce my stem length from 100mm to 80mm.

When all changes are accounted for, the new shorter stem and longer fork length result in a handlebar that’s 1mm higher than with the rigid fork and a saddle-to-stem distance that’s about 20mm shorter. This took a bit of time to get used to.

How Does The HiRide Sterra Perform?

The combination of a coil spring and hydraulic damper worked superbly to take the edge off bigger hits. While 20 mm travel sounds like far too little, I never found I needed more on the terrain I ride – even on moderate single track.

The improved front tire traction made me ride more confidently, and as a result, I had more fun on my bike. I was quite amazed at how much quicker I could ride down twisty forest roads compared to my rigid bike. This shouldn’t come as too much of a surprise; I found the same thing when I tested the Lefty Oliver suspension fork.

The Sterra was stiff, it made no unwanted noises, it tracked straight, and didn’t bottom or top out either. While I did notice the extra weight over my rigid carbon fork, I never found it to be a deal-breaker.

The Sterra has so little travel I could barely feel it bob under acceleration. In fact, I didn’t even think about locking it for most of my rides. It was only when riding up steep hills that I twisted the easy-to-access dial to preserve some energy.

One quirk I found was that the Sterra was sensitive to my hand position on the bars. When I was riding in the drops, it would compress with ease as I had more body weight over it. When I was riding in the brake hoods, I could still feel the suspension effect. But in the bar tops, not enough of my body weight was being applied to make the fork responsive.

I also found that over faster gravel roads with lots of high-frequency chatter, the HiRide handled this terrain less effectively than I would’ve hoped. This is likely a result of the fork having too much damping to mitigate high-frequency vibrations.

Overall, I was very happy with the performance of the HiRide Sterra, in particular, the additional front tire traction that improved grip and braking performance. It ultimately made rougher roads more pleasurable to ride.

How Do Suspension Stems Compare to the HiRide Sterra?

Over rough terrain, a suspension stem cannot offer the same level of grip or overall bike stability as a suspension fork. This is because a suspension fork suspends not only your upper body but the entire front of your bike, allowing you to generate more front tire traction and achieve better braking.

In addition, suspension forks use much more advanced hydraulic dampers, so they can absorb more energy after bigger impacts.

That said, through my testing, I’ve found that suspension stems are often better at absorbing the high-frequency vibration that you experience on fast gravel roads. This is because they require very little damping, which allows them to move virtually uninhibited over fast, repetitive bumps.

So, how does the HiRide Sterra stack up in my vibration tests?

My Test Bike and Vibration Measurement Procedure

I conducted this vibration test on my Open WI.DE gravel bike fitted with both the HiRide Sterra fork and the Open U-Turn rigid carbon fork. The spring rate of the HiRide fork was set to my body weight and preferred riding style (medium spring).

I tested the suspension performance both unlocked (suspension can activate) and locked out (suspension cannot activate).

The handlebars were Coefficient Wave Carbon and the stem was an aluminium rigid stem (100mm). The tires were Continental Terra Speed 700C x 45 mm inflated to 40 psi (2.8 bar) and they were installed on a 700C Spinergy GX Max wheelset.

You can read more about my benchmark bike HERE.

I have two test scenarios: a big hit test that simulates riding across a 30 mm tall obstacle like a tree root or edgy rock, and a high-frequency chatter test that simulates riding on a bumpy gravel road.

You can read more about my vibration measurement procedure HERE.

Vibration Test Results

Big Hit Test

In the big hit test, the HiRide Sterra demonstrated its ability to mitigate the shock effectively – I recorded 11.4% less vibration at the handlebar when compared to the rigid carbon fork.

When comparing the rigid carbon fork and the locked HiRide suspension fork, I found 4.3% more vibration with the latter. This is likely due to the stiffer fork legs of the HiRide Sterra that flex less on a big hit and damp less vibration as a result. But this is not a very important measurement if you remember to unlock your fork!

Finally, when the HiRide was active compared to locked out, there was 17.8% less vibration at the handlebar. This demonstrates that the suspension damper is indeed working well in my big hit test.

High-Frequency Chatter Test

In the high-frequency chatter test, the HiRide suspension fork reduced the vibration at the handlebar by 6.1% when compared to the carbon rigid fork. This is a smaller comfort difference than I was hoping to see. I suspect there is a bit too much damping in the fork for it to do well in this test.

When I locked out the HiRide suspension fork, it recorded just 0.8% less vibration than the rigid carbon fork. This will be too small a difference to notice for even the most experienced of riders, but again, it’s not too much of a concern if you remember to unlock your fork.

Summary

The HiRide Sterra is the neatest, lowest-maintenance, and most aerodynamic gravel suspension fork that money can buy. Even with just 20mm of damped travel, it can transform your gravel bike into a more capable machine. You might even find it hard to go back to a rigid fork after trying it!

That said, if you’re looking for a significant boost in comfort on fast gravel roads, I don’t think you’ll find it with this fork. My vibration test results suggest a 6.1% improvement over a high-end carbon fork, which is a smaller improvement than I’ve found with other components (notably the Kinekt stem).

But the story is much more complicated than that. The suspension damper very effectively reduces vibrations on big hits and improves front tire traction and braking performance too. This encouraged me to ride on rougher roads and trails than I’d typically go for on my gravel bike, making my bike more versatile.

That’s why I plan to keep the Sterra fork on my benchmark bike for now… but with a little twist.

I’m currently testing the suspension fork in combination with a suspension stem and finding the stem can absorb more high-frequency buzz while the fork takes care of the bigger hits. This combination might just take gravel riding to a whole new level.

But that’s a topic for another article.

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The post HiRide Sterra Suspension Fork Review: Is 20mm Travel Enough For Gravel? appeared first on CYCLINGABOUT.com.

Several companies developed suspension stems for mountain biking in the early-1990s. The most notable models were the Softride Stem and the Girvin Flexstem, which were even used on bikes that won multiple mountain bike world championships!

However, by the mid-1990s, suspension stems were superseded by superior-performing suspension forks.

These days, suspension stems are primarily designed to increase the comfort of a rigid bike. They have significantly less suspension travel than previously (usually just 20mm), and they are stiffer, lighter, and much more reliable.

I got my hands on one of the latest suspension stems to test, a model called the Vecnum Freeqence. While this stem might not be a well-known product, I think it should be known by every gravel rider in the world!

In this review, you’ll find out why…

What is the Vecnum Freeqence Suspension Stem?

Linkage: Multi Pivot
Spring Type: Elastomer
Length: 90 to 120mm
Min Weight: 287 g / 10.1 oz
Travel: 30mm / 1.2″
Bar Clamp: 31.8mm

The Vecnum Freeqence is the most expensive suspension stem on the market right now – it’s €299 or US $325. But you get a surprising amount for your money.

To start, this German-made product makes extensive use of high-quality 7075 aluminium, as well as titanium for the hollow axles. This keeps the weight within 100 grams (3.5 oz) of most rigid stems, and it’s about 200 grams (7 oz) lighter than comparable suspension stems.

The stem’s suspension travel is uniquely divided into 20 mm of downward travel and 10 mm of upper travel, for a total of 30 mm. This not only prevents ‘top out’ but keeps your hands nicely suspended in the air over bumpy terrain.

The Freeqence employs elastomer springs that offer a strong progression. This allows the stem to be noticeably supple in the first part of its travel, and much firmer when it is deeper in its suspension travel.

Vecnum designed this stem for riders between 50 and 120 kg (110-265 lb). Interestingly, there is only one spring rate, but you can adjust the spring preload by tightening the screw on the side of the stem (3 mm Allen key). This firms up the initial portion of the suspension travel for heavier and/or more aggressive riders. In more technical terms, the spring won’t start compressing until the force on the stem is more than the preload force.

In terms of aesthetics, the Freeqence has a unique look. My 7-year-old son says it looks like a sci-fi machine, and I can’t say I disagree.

The components inside the stem are nicely protected from dirt and mud, which should translate into long, trouble-free usage. It’s available in three lengths (90, 105, and 120 mm), for standard 1 1/8″ steerers and 31.8 mm handlebars – all with a 3-degree rise.

Vecnum says that the Freeqence can effectively reduce impacts and vibrations by up to 75%. I didn’t record this kind of improvement, but there are improvements over both rigid stems and other suspension stems – keep reading to see my vibration test results.

The Multi Pivot Stem Design

One of the defining features of the Vecnum Freeqence is its multi pivot design.

A multi pivot stem keeps your upper body suspended with the same spring rate, no matter where you place your hands on a drop bar. This ultimately means you can achieve a decent comfort improvement with your hands in the brake hoods, on the bar tops, or in the drops.

A multi pivot stem is also suitable for flat bars, and sweptback bars as it doesn’t matter where your hands are relative to the pivot points.

In comparison, a single pivot stem (like the Redshift ShockStop) works most effectively in the brake hoods, less effectively on the bar tops, and is almost ineffective in the drops. This is because when your hands are in the drops, there is little leverage forward of the pivot point.

Single pivot stems are largely ineffective with flat or sweptback bars as your hands usually end up too close to the pivot point.

In addition, the suspension travel changes depending on where you place your hands. For example, if your hands are 50mm in front of the pivot point, rather than 100mm – you will only get half the suspension travel.

Lastly, a single pivot stem also experiences some slight forward tilting of the handlebar when it compresses, as it travels on an arc rather than a straight line. This is not too much of a hindrance, but it is noticeable.

To see a video explanation of multi pivot vs single pivot stems, watch Alee’s video HERE.

How Does It Feel On Gravel Roads?

In one word, GREAT! The Freeqence gave me additional confidence in my rigid gravel bike to go faster and down rougher trails.

The stem feels smooth on fast gravel roads, and it absorbs bigger hits (like square-edged rocks and roots) with ease. Thanks to the upward and downward stem travel, your hands feel adequately suspended in the air.

This suspension stem has more material damping than you’d expect from a stem with elastomer springs. This results in significantly less rapid vertical movement than other stems – it almost feels as if there is a hydraulic damper hidden inside. The stem doesn’t ever feel too bouncy’ either; overall, it feels very measured.

But it’s not without its flaws.

Are There Any Downsides?

There’s a noticeable bobbling effect when pedalling hard uphill. Given the short range of motion, I can’t say it’s that big or disturbing, but you will notice it.

You can also notice the 10mm of upward stem travel, especially when rapidly pulling up on the handlebar on technical terrain. Again, it won’t bother you much, but your bike might feel less connected to the ground below.

If you’re coming from a rigid stem, you may also need to learn to trust your bike’s steering again, as the steering is a little different when your handlebars bounce a bit while cornering. It’s a quick adjustment, but something to keep in mind.

In addition, Alee noted in his article, Why Suspension Stems Are The Ultimate Comfort Upgrade that the Freeqence has less torsional stiffness compared to other stems he’s tested. I didn’t notice any lack of stiffness with my 420mm wide drop bars, but given Alee uses 700mm+ wide flat bars, he is exerting quite a lot more leverage on his Freeqence stem. That’s something to keep in mind if you are planning to pair this stem with a wide flat handlebar.

Let’s find out how the Vecnum Freeqence does in my vibration tests.

My Test Bike and Vibration Measurement Procedure

I conducted this vibration test on my Open WI.DE gravel bike fitted with Rene Herse Umtanum Ridge 650B x 55 mm tires at 35 psi (2.5 bar). The Vecnum Freeqence (105 mm length) was compared against a Redshift ShockStop stem (100 mm) and an aluminium rigid stem (100mm). The spring rate of the suspension stems was adjusted to my body weight and preferred riding style.

You can read more about my benchmark bike HERE.

I have two test scenarios: a big hit test that simulates riding across a 30 mm tall obstacle like a tree root or edgy rock, and a high-frequency chatter test that simulates riding on a bumpy gravel road.

You can read more about my vibration measurement procedure HERE.

Vibration Test Results

Big Hit Test

In the big hit test, the Freeqence performed better than other stems – I recorded 11.5% less vibration at the handlebar compared to the rigid stem.

Part of the reason why the Freeqence performed well is that it offers a slower compression and rebound speed than the Redshift. This helps to effectively remove unwanted vibrations at the handlebar.

Remember, how this stem has 10mm of upward suspension travel in addition to its 20mm of downward travel? That feature also helped keep the vibrations in check as the stem could travel upward slightly after the hard compression.

You might be wondering what happened to the Redshift stem, as it recorded 20% more vibration than the rigid stem. This obstacle induced a large amount of vibration, and the stem simply bounced up and down more than typical because the elastomers didn’t have enough material damping to mitigate it.

From my perspective, this poor result didn’t translate to a less comfortable ride. While the handlebar moved more with the Redshift stem, it subjectively felt more comfortable over the obstacle than the rigid stem.

High-Frequency Chatter Test

In the high-frequency chatter test, the Vecnum and Redshift stems were neck and neck. They both reduced the vibration at the handlebar by 9.7% when compared to a rigid stem.

This is an interesting result because both the Vecnum and Redshift stems felt more than 9.7% more comfortable than the rigid stem. This just goes to show that the products I test cannot be represented by a single number!

I also tested the Freeqence’s vibration levels in the stiffest and softest stem settings on both of my obstacles. The differences were surprisingly minimal, which makes sense, as these obstacles generate high forces that would easily exceed the spring preload force, and make the stem quite active.

Vecnum Freeqence vs. Redshift ShockStop vs. Kinekt Suspension Stem

I’ve now tested the three most common suspension stems available, so which is best?

When deciding which stem is best for you, you should consider:
– Your handlebar type (flat or drop bar)
– Your riding position (low or upright)
– Your riding style (sporty or relaxed)

The Redshift ShockStop is the lightest, stiffest, and most tuneable suspension stem design. You’ll instantly notice its ability to reduce the jarring impact of a bigger impact – for example, a pothole in the road. The elastomer springs suit both sporty and relaxed riding styles, and provide a fast but calm suspension feel. The simple, single pivot design is most suitable for drop bar bikes, less suitable for flat bar bikes, and unsuitable for bikes with sweptback handlebars. A key feature of this stem is its sleek aesthetic – it looks just like a regular stem, blending in well on any bike.

You can read my full review of the Redshift stem HERE.

If your bike is more upright, and you ride at a more relaxed pace, you might prefer the Kinekt Suspension stem. This coil spring stem offers the quickest, most responsive movement, which allows it to smooth out high-frequency chatter better than all other stems. With its multi pivot design, it can provide a smooth, floating feel for all handlebar types, and is available in very tall-rise designs.

You can read my full review of the Kinekt stem HERE.

The Vecnum Freeqence is the middle ground between the Redshift and Kinekt. It’s the most sophisticated-feeling stem I’ve tested, with no top out, easy spring firmness adjustment, and a nicely damped ride that isn’t ever too bouncy. This stem is significantly lighter than the Kinekt Suspension stem (287 g vs. 470 g in a 90 mm length), and it’s only slightly heavier than the Redshift ShockStop stem (266g in 90 mm).

The multi pivot design of the Freeqence offers the same comfort improvement, no matter where you place your hands on the handlebars, and the stem suits all handlebar types, all riding positions, and all riding styles.

Summary

The Vecnum Freeqence is the best suspension stem I’ve tested. It works effectively, is easy to adjust, and is great for all handlebar types.

VIEW AT VECNUM

The Vecnum Freeqence was unveiled in late 2021, but despite the passage of time, it’s still a relatively unknown product.

This is a pity because the Freeqence delivers the same level of performance as the Redshift ShockStop in my high-frequency chatter test, and does even better in my big hit test. These real-world measurements were backed up by a subjective improvement in comfort too.

The Freeqence has a refined feel that isn’t ever too bouncy, and it’s super quick and easy to adjust the firmness of the elastomer springs.

I love that this stem employs a multi pivot design as it allows me to unlock the full suspension comfort, no matter whether I’m riding in the hoods, drops, or bar tops. It’s ideal for those using flat and sweptback handlebars too.

I’ve found that suspension stems instantly improve your riding experience on a gravel bike, and the Vecnum Freeqence is a standout in terms of what’s available. As a result, I plan to use the Freeqence on my benchmark bike for the foreseeable future.

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As a result, they transmit more shock and vibration to a rider than a typical mountain bike, resulting in more fatigue and discomfort.

This doesn’t have to be the case, however.

Innovative companies like Redshift offer suspension stems and seatposts that can be fitted to any bike and can isolate a rider from bumps, potholes, and rough surfaces.

I’ve been using the Redshift ShockStop Endurance suspension seatpost for three years now. It looks neat, it has been reliable, and most importantly, it has suited my needs well. My previous vibration tests have shown that the ShockStop Endurance provides a significant comfort improvement.

The Redshift ShockStop PRO Race is the latest suspension seatpost on the market. While most suspension seatposts make use of coil springs or elastomer springs, the PRO Race utilises both spring types.

So, how does this combination of springs perform in my vibration tests? Let’s find out.

What is the Redshift ShockStop PRO Race Seatpost?

The ShockStop PRO Race is ideal for riders looking for a seatpost that’s both incredibly comfortable and largely unobtrusive.

US $299 (MSRP)

VIEW AT AMAZON

The ShockStop PRO Race seatpost is the newest addition to the Redshift’s extensive component range. It’s marketed to those who ride and race gravel bikes and people who might be concerned with the additional weight a suspension seatpost brings.

Weighing in at as little as 380 grams, the PRO Race is just 150 grams heavier than a typical aluminium seatpost. But for this extra weight, you gain 20mm of buttery suspension travel.

The PRO Race is expensive at US $299 but it’s not unreasonably priced given the quality of materials used, and the additional comfort it offers (we’ll get to my vibration test results soon).

This suspension seatpost is available in two lengths (280 or 350 mm) and one diameter (27.2mm). If you use a larger diameter seat tube (eg. 31.8mm) you can easily buy the appropriate shim for a perfect fit.

You can use the ShockStop PRO Race with round 7mm or oval 7×9 mm rails, and the seatpost is suitable for those <50kg/110lb right through to 110kg/242lb.

Redshift is so confident that you’ll like their seatposts that they come with a 90-day guarantee. This allows for a 100% risk-free trial, and if you don’t like it, you can get a full product refund, no questions asked. There’s a lifetime warranty on the seatpost too.

How is the new ShockStop PRO Race different from the ShockStop Endurance?

How Does The PRO Race Compare To The Endurance?

Spring Type

The ShockStop Endurance is suspended using only metal coil springs, which results in an ultra-responsive seatpost with excellent bump-eating comfort. According to my vibration tests, fast-moving coil springs tend to yield the most comfort over the small, high-frequency bumps found on gravel roads.

You can modify the spring stiffness by using either one or two coil springs – the spring rate is selected based on your body weight, riding style, and terrain.

The main downside to seatposts that use coil springs (without any source of damping) is that they can bounce up and down a bit as you pedal.

The ShockStop PRO Race, on the other hand, combines one (or two) coil springs with an elastomer spring that all nest together. The coil springs allow the seatpost to be responsive to bumps, while the elastomer spring calms the suspension movement with its additional material damping.

As a result, the PRO Race seatpost not only has a great feel but it’s both less bouncy and less intrusive while you ride.

If you like, you can also remove the coil spring and install two elastomers instead. This reduces the bounciness almost entirely, however, it’s at the cost of the seatpost’s responsiveness to bumps. This could be the optimal solution for those who primarily ride on smooth roads.

Suspension Travel

The ShockStop Endurance employs 35mm of suspension travel, which provides excellent comfort on notably rough terrain – think singletrack, 4×4 trails, and bumpy dirt roads.

The ShockStop PRO Race uses just 20mm of suspension travel. This essentially means it cannot absorb bumps as large, making it better suited to smooth-to-moderate gravel roads.

Product Weight

The ShockStop Endurance seatpost is between 127 and 287 grams heavier than the ShockStop PRO Race. The weight difference between models depends on the seatpost lengths, diameters, and spring configurations.

Adjustability

The beauty of the ShockStop PRO Race is that you can fine-tune the suspension movement.

After you’ve fitted the appropriate coil spring(s), it’s time to adjust the pre-load. This plug adjusts both the spring stiffness and the initial firmness of the seatpost – it’s quite an effective way to fine-tune the seatpost to your desired feel.

In comparison, the PRO Race has no way to fine-tune the initial firmness, you can only use different combinations of springs. This could result in some riders being unable to find the perfect spring stiffness for their needs.

Finish, Materials, and Sizes

The PRO Race has blacked-out graphics, making it look more pro. It’s made from the same 6061 T6 aluminium as the Endurance, however, it additionally features hollowed-out pivot pins, and more aggressively machined linkage arms to shed some grams off.

The ShockStop Endurance seatpost can be purchased in 27.2, 30.4, 30.9, and 31.6mm diameters, and the largest diameter seatposts are available in lengths up to 450mm.

In comparison, the StockStop PRO Race is 27.2mm only in 280 or 350mm lengths (you will need to use shims for larger diameter seat tubes).

How Do You Set Up The Spring Rate?

To set up the seatpost, you will need to play around with the two elastomer springs and two coil springs (inner and outer) that it comes with.

I started off riding the seatpost with the recommended stiff elastomer (red) and both coil springs (87kg/192lb weight). But this was too firm. I next tried the soft elastomer (green) and both coil springs. The result this time was a seatpost that was too soft and bouncy.

The final step was re-installing the stiff elastomer (red) but removing the inner coil spring. This now felt subjectively on par with my ShockStop Endurance seatpost.

How Does the Redshift ShockStop PRO Race Ride?

The first thing you will notice with either Redshift suspension seatpost is that you can forget your old way of riding; you no longer need to ‘unweight’ your saddle when you ride over bumps – you can just pedal straight over them.

Of course, the bigger bumps required me to unweight my saddle a bit more than usual due to the PRO Race’s reduced suspension travel.

I’ve noticed that after a big hit, the ShockStop PRO Race firms up quickly, especially when you’re deeper in travel. In comparison, the ShockStop Endurance feels more plush. This is likely a result of the reduction in suspension travel (20mm vs. 35mm) but could be due to the properties of the elastomer spring too.

The overall feel of the seatpost with an elastomer spring is an improvement over the ShockStop Endurance; the PRO Race has a more refined movement. It’s not night and day, however, both seatposts feel very responsive to inputs from the ground.

Let’s now see how both seatposts performed in my vibration tests.

My Test Bike and Vibration Measurement Procedure

I conducted this Redshift seatpost comparison using my Open WI.DE gravel bike fitted with Rene Herse Umtanum Ridge 650B x 55 mm tires at 35 psi (2.5 bar).

You can read more about my benchmark bike HERE.

I have two test scenarios: a big hit test that simulates riding across a 30mm tall obstacle like a tree root or edgy rock, and a high-frequency chatter test that simulates riding on a bumpy gravel road.

You can read more about my vibration measurement procedure HERE.

Vibration Test Results

Big Hit Test

In the big hit test, the ShockStop PRO Race seatpost performed significantly better than the Endurance, showing almost 60% less vibration at the saddle (on average).

The PRO Race seatpost was destined to do well in this test as the coil spring could respond quickly to the impact, and the elastomer spring could remove the unwanted oscillations after the big hit.

While the numbers suggest a huge win for the PRO Race seatpost, I didn’t perceive a big difference in ride comfort. The most noticeable difference ‘at the butt’ was the reduced bounciness.

High-Frequency Chatter Test

The ShockStop PRO Race seatpost performed better in the high-frequency chatter test too, however, this time there was 14% less vibration compared to the ShockStop Endurance (on average).

Again, the elastomer spring’s material damping proved advantageous over fast, repetitive bumps – it was able to reduce the overall vibration at the saddle, although at a reduced rate.

Ultimately, both Redshift seatposts do very well in this test thanks to their ultra-responsive coil springs. The most noticeable difference is that the PRO Race feels more refined in its movement, however, this is only a minor comfort difference.

Summary

There is no doubt that the Redshift ShockStop PRO Race seatpost takes ride comfort up a notch with its clever use of coil and elastomer springs. It’s the most comfortable seatpost I’ve ever tested with my vibration-measuring equipment.

The coil spring responds quickly to bumps, and the elastomer spring keeps the ‘bounciness’ in check by removing unwanted vibrations from the system. And with a weight between 380 to 445 grams, it won’t add any considerable weight to your bike.

The PRO Race is ideal for more performance-oriented riders looking for a seatpost that’s comfortable and unobtrusive. The 20mm of suspension travel is perfect for most gravel surfaces, and it performs well on smoother paved roads and bike paths too.

However, the PRO Race is not perfect. Given there is no pre-load adjustment, I would prefer if it came with additional spring rates so you could better optimise it around your body weight, riding style, and terrain.

In any case, the Redshift ShockStop PRO Race did very well in my vibration test and will be the benchmark seatpost for my future tests.

Is The ShockStop Endurance Better For You?

The ShockStop Endurance is cheaper and more adjustable than the PRO Race. It also has more travel, which suits rougher terrain.

US $229 (MSRP)

VIEW AT AMAZON

The ShockStop Endurance is still one of the highest-performing seatposts I’ve ever tested. With its longer travel, responsive movement, and additional adjustability, it allows you to remain comfortable on rougher terrain than the PRO Race.

It performs exceptionally on singletrack, 4×4 trails, and chunky gravel roads. It’s also excellent for smoother gravel roads, provided you run it with a bit more pre-load.

Given it’s US $70 cheaper than the PRO Race, this gives it the best comfort-to-price ratio too.

Alternative purchase links for the Redshift ShockStop Endurance Seatpost:

	Dealer	Current Price
	Angry Catfish Bicycle	See Price
	Aventuron	See Price
	Backcountry	See Price
	Competitive Cyclist	See Price
	REI	See Price

Note: We may earn a commission when you purchase a Redshift seatpost through our links. This directly supports CYCLINGABOUT.com and allows us to continue to provide high-quality cycling information to you.

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Meet the top-of-the-line Cannondale Topstone Carbon Lefty 1 with the Oliver gravel suspension fork.

I had a hell of a ride on it! But does this fork deliver a magic carpet ride?

Keep on reading to find out…

The Cannondale Topstone Carbon Lefty

I recently tested the Cannondale Topstone Carbon gravel bike with 700C x 38mm tires and a rigid fork. I really liked the overall vibration damping of the bike and especially the comfort balance between the front and rear.

The front comfort was so good on the rigid model thanks to the SAVE flex handlebar that I was even questioning whether the bike needed front suspension at all.

Well, I’ve now had the chance to find out because Cannondale sent me their Topstone Lefty 1 with Oliver suspension fork so I can take some vibration measurements. On paper at least, this should be the best comfort package you can find on any gravel bike.

A Big Change

The Topstone Rigid bike that I tested recently was a well-rounded, comfortable, fast, and rather normal bike to ride in terms of handling.

But I didn’t find it to be particularly playful and definitely not encouraging you to become a gravel hooligan.

This Cannondale Topstone Carbon Lefty, however, is a proper hooligan thanks to its 650B wheels and suspension fork. These component changes have essentially transformed the Topstone from a sensible, all-around choice to a machine that will take on the roughest gravel roads and trails.

The handling feels quicker, the rear becomes more alive, and overall, you unlock more fun while riding on this bike.

The 650B tires are not only good for improving the fun factor of the Topstone, but they also improve the overall comfort and traction because you can employ lower tire pressures.

Cannondale could’ve stopped there, but they’ve added a dedicated gravel suspension fork to the bike. And this decision is very tricky to evaluate.

Yes, the suspension fork offers a forgiving ride, but at the same time, it adds weight (around 1kg/2.2lb), cost, and requires maintenance if you want it to work flawlessly for years to come.

When you consider all of those downsides, you should have very high expectations of the performance of the Lefty – otherwise, why bother?

The Role of Suspension Forks

Suspension makes the ride more comfortable because it can suspend you from road imperfections.

But the biggest benefit of having a suspension fork is actually the improved front tire traction. Without a suspension fork, your front wheel bounces a lot when hitting bigger obstacles, and as a result, your tires have less opportunity to grip the ground, and your bike becomes less stable overall.

With a suspension fork, you can also ride faster and longer on rough terrain without feeling beaten up.

Honestly, when I got this bike I was not thinking about traction or bike stability. My focus was strictly on reducing the vibrations that are reaching my body. Yet, just a couple of rides on the Topstone Lefty and I can clearly see the benefits of improved front traction.

The combination of the wide 650B tires and Lefty Oliver fork (even with only 30mm travel) made me ride this bike a true hooligan way. No matter the road, I was trying to ride as fast as possible, and most of the time I was well beyond the speeds that I would normally ride.

And the harsher the road, the more the Topstone Lefty shone.

Topstone Lefty vs Topstone Rigid

The Topstone Lefty excels in the rough stuff and otherwise is just ok everywhere else. You feel it, especially when riding on the tarmac where both the 650B wheels and the added weight of the suspension fork reduce the fun. Of course, it’s still quite fast on the tarmac but it’s not the scenario the bike was made for.

The Topstone Rigid on the other hand is very good in almost every gravel situation. While you cannot ride it as hard, it has a better balance between off-road and on-road rides.

And what about the comfort benefits, you may ask? Is a suspension fork worth the extra hassle?

Look, I embrace any comfort-improving bike parts, and a suspension fork seems like the ultimate solution in that regard. But in reality, after testing the Lauf Grit SL suspension fork and now the Lefty Oliver fork, I am not sure we need a suspension fork for ride comfort.

Bike Setup For The Vibration Test

The Lefty Oliver has a proper suspension damper so, unlike the Lauf Grit SL, it rides without any bounciness. But even with proper damping, the comfort-improving effect feels modest at best.

I first tested the fork with my tires at 40 psi. This is significantly more pressure than I’d normally use but the tires play such a big role in bike comfort, so running them at high pressure allowed me to see what comfort the Lefty Oliver was really offering.

I then tested the Topstone Lefty against my titanium benchmark bike with 25 psi in the tires.

My benchmark bike was using an Open U-Turn fork, Redshift ShockStop stem, Coefficient Wave handlebar, WTB Byway 700C x 44mm front tire, Rene Herse Barlow Pass 700C x 38mm rear tire, and Ergon Allroad Pro carbon seatpost.

Vibration Test Results

You can see my vibration measurement procedure & outdoor test courses HERE.

Interestingly, it seems the tire pressure is what’s doing all the heavy lifting in terms of vibration damping!

On the bumpy forest trail, the vibrations at the handlebars were 15 to 18% lower with 25 psi in the tires. Meanwhile, when the fork was active, the vibrations were reduced by just 6 to 9% compared to when it was locked out.

And on the fast gravel road, the vibration differences were starker. The lower 25 psi tire pressure resulted in 24% fewer vibrations compared to 40 psi. And the active fork was attenuating only 1 to 1.5% more vibrations than when it was locked out!

Clearly, the Lefty is not able to adequately deal with the high-speed buzz of fast gravel roads.

When I compared the Topstone Lefty to my benchmark bike, it was even a bit less comfortable.

On the bumpy forest trail, the front end was in the same ballpark (2% more vibrations). But when it came to the fast gravel road, the Lefty Oliver suspension fork was transmitting 10% more vibrations to my hands compared to my benchmark bike.

This is not at all a failure for the Lefty fork. The Topstone is still an unbelievably comfortable ride! But it’s just not as effective at providing vibration-damping as the combination between my Open U-Turn carbon fork and Redshift ShockStop suspension stem.

Summary

Out of the box, the Cannondale Topstone Carbon Lefty is a very, very comfortable bike. According to the vibration data, it’s very close to my benchmark bike in terms of comfort. That’s pretty amazing considering how much effort I’ve put into optimising the comfort of my bike (tires, fork, bar, tape, stem, seatpost, saddle & more).

But remember that the Topstone Lefty is a one-trick pony: it’s incredible when the gravel roads are rough and technical. It makes you want to ride it hard and be a hooligan. But it’s not an all-rounder that suits every road type – the Topstone Rigid bike with 700C wheels does that better.

If your use case is specifically rough and technical gravel roads, this bike will be awesome. Alternatively, you could make this your second gravel bike – the gravel hooligan – for the sheer enjoyment it offers.

The other big question is should you buy the Lefty fork for your current gravel bike?

If you’re buying it for additional comfort, it’s not worth it. You can achieve similar levels of comfort via other means. But if you want to significantly improve your front traction and bike stability on rough gravel tracks, and you’re happy with the €1600 purchase price, then go for it.

The post Cannondale Topstone Carbon Lefty Review: Does It Reduce Gravel Vibration? appeared first on CYCLINGABOUT.com.

When I found out that Redshift would be offering a suspension seatpost, I was particularly excited to test it. After all, the Redshift ShockStop suspension stem is a proven comfort upgrade and has been a mainstay on my benchmark bike for some time now.

Redshift’s take on a suspension seatpost not only looks interesting, but it promises great performance.

A promise isn’t good enough for me, so let’s put it to the (vibration) test!

The Different Suspension Seatpost Designs

If you are looking for a suspension seatpost, you can currently choose between:
– Carbon leaf spring seatposts like the Ergon Allroad Pro
– Metal spring suspension seatposts like the Kinekt Active
– Elastomer spring suspension seatposts like Cane Creek eeSilk
– Air spring suspension seatposts like the PNW Coast

The Redshift ShockStop Endurance uses steel springs, and as you might know, springs are, well… springy. The main challenge when using springs in a seatpost is to minimise the ‘springiness’ as much as possible while also ensuring good performance.

I tested the Kinekt Active suspension seatpost recently, and while it was a very comfy solution, the ‘springiness’ was very apparent, no matter what setup I tried.

It got me wondering if the Redshift post would be any better. The short answer is… yes!

The Redshift ShockStop Endurance Suspension Seatpost

My first ride on the ShockStop Endurance post was using springs appropriate for an 80kg rider (I weigh 84kg). And it was bad. The bounciness was huge, and I managed to bottom out the seatpost quite heavily. So I went back home and tried a firmer preload setup.

I put an extra spring into the post, set the firmness to level 2 (for 90kg riders), and went for another test ride. Big surprise!

I don’t know if this is the effect of two springs working together or not but the feel changed for the better. There was no bottoming out and the suspension performance was quite noticeable.

On bigger bumps, there was still a lot of saddle movement up and down, so I adjusted the firmness a touch more (level 3 for 100kg riders). Another test ride and the feeling was even better.

In the end, I can say that 90% of the time I did not even feel the suspension doing its job (although it definitely was moving when I was looking at it). There was also no bounciness when pedaling hard.

But I found another issue, this time with my saddle.

The Brooks C17 is a very comfy saddle that can flex a lot while you ride. But in combination with the Redshift seatpost, the Brooks shell was moving a bit too much for my liking. So I swapped it for a firmer saddle (Prologo Scratch RS) and it felt a lot better. Perhaps, spring-based seatposts work better with firmer saddles…

But I did not stop there. I wanted to find out what would happen with a firmer suspension tune (this time to level 4).

Another test ride and another surprise!

This time I managed to create a small catapult. When riding hard on big bumps, the spring effect was so big that it was literally catapulting me from the saddle.

After that experience, I knew that level 3 was the best setting for me. Yet each of you will have to do all of this fine-tuning on your own to find the best possible setup.

What’s worth mentioning is that all this fine-tuning does not limit the available suspension travel, which is 35mm. Perhaps, less travel would mute the bounciness even more but Redshift told me that they wanted to find the best compromise – one seatpost solution for all types of riders.

Vibration Testing The Redshift ShockStop Endurance Seatpost

I used an Argon 18 Dark Matter gravel bike for this test. The bike was set up with Challenge GravelGrinder 700C x 42mm tires.

To make the suspension shine, I used a firm Prologo Scratch RS saddle and no padded shorts. The tire pressure was intentionally set quite high (40 psi) so that we can see the seatpost’s capability.

Vibration Test Results

You can see my vibration measurement procedure & outdoor test courses HERE.

The results are very clear. The Redshift suspension seatpost on firmness level 3 was much more comfortable than both my Ergon Allroad Pro and FSA carbon seatpost.

To be honest, I was not aware of how big a difference this seatpost made. On the bumpy forest trail, it was showing 24% fewer vibrations than the FSA K-Force carbon seatpost. And there were still 15% fewer vibrations than the Ergon!

The vibration differences were smaller on the fast gravel road, but impressive nonetheless. There was a 21% comfort improvement over the FSA K-Force carbon and a 9% comfort improvement over the Ergon.

Those are truly remarkable numbers.

I must say, although the bumpy forest route delivered huge comfort improvements, I think the Redshift suspension seatpost performs best on fast gravel roads with a lot of high-frequency vibration. You don’t notice the suspension working underneath, and you don’t feel any bounciness either.

The most surprising result for me was the difference between the Ergon Allroad Pro and Redshift ShockStop Endurance. I expected the difference to be quite minor.

But in Ergon’s defense, the Argon 18 Dark Matter gravel bike has a less exposed seatpost compared to my usual benchmark bike (Jamis Renegade). A longer lever will always flex more, so the suspension effect of the Ergon was a touch limited. But honestly, I don’t think a 30mm shorter seat tube would get the Ergon close to the Redshift’s comfort.

What Else Should You Know Before Buying One?

One crucial thing.

The saddle installation is not easy because access to the screws is difficult. I tried two different wrenches and still had a hard time accessing the bolts, and ended up scratching the seatpost near the screws. So choose your tools carefully!

The firmness adjuster (preload) at the bottom of the seatpost is no problem. Just remove the seatpost, tighten the cup, and put the seatpost back into your frame. It takes no more than a minute, and the numbers indicating saddle height help to get you to the right place.

What About Reliability?

The Redshift sestpost has a lot of moving parts so there is always a question of long-term reliability.

Alee has pedalled his Redshift ShockStop seatpost across a dozen countries and reported no reliability issues. And during my two weeks of heavy testing, there were no issues and no noises. But I will be able to say more on that matter in the coming weeks when I do more riding in heavy, winter conditions.

Summary

The ShockStop Endurance will save your back and butt on long rides! It’s comfortable, adjustable, reliable, and looks great too.

US $229 (MSRP)

VIEW AT AMAZON

If you are after the best possible suspension seatpost – this is it!

But it’s not perfect. It’s a spring-based suspension setup after all, so the saddle will move down and up on a bigger hit, and you need to fine-tune the effect to get the most from your rides. And the installation could be a bit more user-friendly – but that’s a minor thing.

What counts is everyday comfort. And the Redshift suspension seatpost delivers that.

Note: We may earn a commission when you purchase a Redshift seatpost through our links. This directly supports CYCLINGABOUT.com and allows us to continue to provide high-quality cycling information to you.

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This can come at the cost of affecting your cornering ability, as your tire sidewalls will attempt to fold under high forces. And worse, lower pressures can also result in damaged rims.

Cushcore tire inserts promise to solve those problems and make your bike safer, more comfortable, and faster (at least in theory).

So, does Cushcore deliver?

What Are Cushcore Tire Inserts?

Cushcore inserts were first made for downhill mountain bikes where every bit of suspension and traction is crucial for a fast descent. Cushcore later found its way to trail bikes, and now they’re trying to conquer the gravel segment.

The idea behind Cushcore tire inserts is very simple. You put a special foam insert inside your tire, which protects your rim from hard hits that are common with low tire pressures.

You get more overall comfort too – Cushcore helps to make your tire less bouncy by stabilizing your sidewalls.

And lastly, Cushcore improves tire behavior in tight corners by limiting unwanted tire movement so that you can push forward with more confidence and speed.

The Installation… Is Not Effortless

Cushcore works only in a tubeless setup so you must have tubeless-ready rims and tubeless-ready tires to fit the system. You also need the Cushcore valves because your standard tubeless valves will not work.

I thought I would have no problems installing the Cushcore inserts because setting up tubeless tires is something I’ve been doing for many, many years…

But how wrong I was! My setup was 650B x 50mm Panaracer GravelKing SK tires and Cushcore XC inserts. These tires are already a tight fit on my DT Swiss M1900 spline wheels – adding the Cushcore foam did not make things easier!

The whole process starts with putting the inserts onto the rim. This is a rather easy task because the inserts have ridges that nicely fit the inner dimension of the rim.

Then things become much more challenging. Squeezing the tire beads requires a lot more force than usual, and a lot of water with soap to help the tire find its place. But the most challenging part is when you have to use two tire levers and push really hard to finish the job.

With time and gained experience the whole process becomes easier, but it will always take more time than a standard tubeless setup installation.

My Benchmark Bike Setup

I equipped my Jamis Renegade benchmark bike with a rigid carbon fork, rigid FSA stem, Ergon Allroad Pro carbon seatpost, DT Swiss M1900 650B wheels, and Panaracer GravelKing SK 50mm tires.

I then tested various tire pressures on the front and rear of my bike – that was both with and without the Cushcore tire inserts.

Vibration Test Results

You can see my vibration measurement procedure & outdoor test courses HERE.

Amazingly, there was a significant comfort improvement across the board with Cushcore installed – that was both subjectively and in my measurements.

With the same tire pressure, the comfort improvement was 14% on the fast gravel road – which is a feat that few component changes can achieve. There was a modest 3,9% rear improvement but it was still quite noticeable.

The comfort difference was a bit smaller on the bumpy forest trail. I saw an 8% improvement up front when using the same tire pressure, and it jumped up to a 12,3% improvement when I dropped the tire pressure down to 15 psi.

Cushcore Comfort Analysis

Cushcore really does provide a more comfortable ride, and shockingly, it does so without any noticeable drawbacks.

I thought that tires with Cushcore inserts would behave strangely (especially in corners) but the opposite was true. My tires cornered better and rolled nicer on the rough roads.

I was even able to lower the air pressure to 15 psi on my 650B x 50mm tires. Normally 15 psi is simply unusable at this width but to my surprise, it worked quite well on the front – it was predictable and without any noticeable roll in tight corners.

The rear tire sometimes exhibited signs of too little air pressure at 15 psi, especially when cornering fast. But it was a mild sensation (and you don’t need that low pressure at the back anyway).

Interestingly, my measurements at the front of the Cushcore bike with 15 psi showed no real comfort improvement on the fast gravel road (compared to 20 psi). But on the bumpy forest trail, there was a significant improvement of 5,3% fewer vibrations.

After all of my testing, I believe that 15 psi at the front and 18 psi at the back is a sweet spot for my 650B x 50mm tire with Cushcore. At least for my body weight and the Panaracer GravelKing SK tire.

But I can’t help but wonder if I can achieve even better comfort when using a more supple 650B tire like the Soma Cazadero. Perhaps, I’ll have to find out…

Is Cushcore A Must-Have for Gravel Riding?

If you’ve already experimented with low tire pressures and love the added comfort, then these tire inserts are a great upgrade for you. It makes riding with low air pressure more comfortable, more predictable, and more enjoyable.

But if you like to run a higher tire pressure most of the time, then the benefits of the Cushcore inserts will be hard to perceive, and the added weight, cost, and effort will simply not be worth it. The 650B Cushcore inserts add approximately 140 grams to each wheel.

At a cost of €150, Cushcore seems a bit expensive for what is essentially a bit of foam. But it’s a surprisingly affordable way to garner additional comfort. This is especially the case when you compare it to the price of a Lauf Grit SL suspension fork (€990) or Ergon Allroad Pro seatpost (€250).

And it’s even more of a bargain when you realise that, unlike a fork or seatpost, Cushcore adds comfort to both the front and the rear of your bike.

You can support the CyclingAbout Comfort Lab by purchasing Cushcore Tire Inserts on Amazon. Simply click HERE to make your purchase, and a small commission will come our way.

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