The chatter in the cycling industry and gravel racing scene has recently been dominated by the topic of ever-bigger gravel tyres.
I can see the advantages of larger tyres when it comes to comfort, grip, and puncture protection. But just like the ever increasing tyre size argument on road bikes, I worry that the bike industry might be pushing a whole slew of riders into believing that somehow their current gravel bike is obsolete because it can’t fit more than 50mm of rubber.
I’ve recently had the pleasure of testing two very different gravel bikes. At one end of the spectrum there was Moot’s beautiful and big-rubbered Scrambler, running 2.4in tyres with its 60mm of clearance. On the other end, I rode the Festka Spectre Gravel, which may have ‘only’ 50mm tyre clearance but its 7.48kg weight (size large) brings something else into the fray.
Both bikes are expensive, but my argument here isn’t about the price. The bikes have their pros and cons, and they show the wide appeal that gravel spans. These two bikes show just how varied gravel can be, and why keeping up with the pros – and industry noise – isn’t necessary to have fun on your bike.
Fast everywhere or fun everywhere?
The huge 2.4in tyres on the Moots Rambler means incredible grip, lots of comfort, and a feeling almost like a mountain bike on more technical terrain.
But those chunky tyres weigh in at over 730g each, and that makes a considerable difference in rolling weight, when compared to the 40mm Tufo Speedero gravel tyres that are fitted to the Festka and weigh just 425g each.
The Tufo tyres saved over half a kilo in rotational weight, and that’s before you consider the extra sealant needed for the larger volume tyres.
The 40mm width still gives some cushioning. The Speedero tyres gripped well in the dry and stayed inflated over the same tough terrain as the bigger tyres. They don’t have the same level of comfort and grip, but on smoother gravel roads and tarmac they’re blisteringly fast.
When you get to the more technical stuff, this puts more of the onus on you, the rider, to traverse technical surfaces. With bigger tyres you can be less deliberate, and smash over roots and rocks without having to concentrate so hard on your line choice.
I can see the appeal of a big volume tyre if you’re concerned about speed in a pack, where you can’t necessarily see or avoid obstacles in your path, and when a flat tyre could spell the end of your race. But the Moot Scrambler’s big hitting appeal led to extra drag on tarmac, which I didn’t love.
Add suspension into the mix and I think it’s possible to get away with smaller volume tyres for a lot of the same effect, when it comes to comfort.
Pushing the limits
When the gravel discipline was beginning to emerge, I was impressed with bikes like Salsa’s Warbird and the original GT Grade Carbon, both running 28mm or 30mm ‘gravel’ tyres. Now look where we are – nearly double the width in just over a decade. We're now getting top quality gravel tyres in all sizes, and more gravel specific rim options too. This is a good thing and, like all things bike tech, it’s about pushing limits until things settle down.
So, when we are seeing some riders opting for 2.4in or even 2.6in tyres for gravel, we can chalk it up to experimentation – and trends. These widths aren't necessarily the solution to people's cycling problems, and we've been here before with new tech.
In the weight weenie era, riders pushed the lightweight limits of products (we even had quick releases with a rider weight limit back then). But now we’ve seen people accept that their equipment is light enough.
A few years back it was #slamthatstem. People were trying to look like pros by chopping down steerer tubes and taking out headset spacers. This meant lots of bikes were ruined for the sake of bragging rights, and riders just ended up with a bike that didn’t fit.
More recently, we even seen narrow handlebars on the road (and gravel) pushed to ridiculous extremes. But again, they’ve settled to a more ‘normal’ level.
This race to extremes also happened in mountain biking. Suspension travel grew to huge lengths, with some concepts pushing 300mm of rear travel. Things have now settled now settled at a max of 200mm.
I guess if you don’t push the limits, you won’t know what the limit is. Gravel is still a relatively new riding discipline, and even though it has matured since the Salsa and GT, it seems natural that it would go through teething pains such as the current wide tyre debate, even if things stabilise down the line.
Don’t worry be happy
I think more than ever in gravel riding, bike and component choice should be about choosing the right tool for the job. If you’re not in the business of competing at the sharp end of the Unbound Gravel XL or Traka 560 with a fully laden bike, then you might not need huge tyres.
If your gravel riding takes in a large amount of tarmac before and after the trails, then 40-50mm will be more suitable, and perhaps even more fun.
Personally, I think I’ve settled on my Cannondale Topstone running very fast-rolling 45mm tyres that are suitable across most conditions, with suspension for some extra comfort. You, however, may think differently.
Just remember we don’t have to be taken in by the fashion of the pros or what the industry seems to dictate. If you like the way your bike rides and you’re having fun, that’s more than enough.
