Giant TCX Advanced Pro 2 long-term review

In his second update on the TCX, Jack switches to wider tyres, and upgrades to a carbon wheelset and cockpit. Can these changes turn Giant’s cyclocross bike into a gravel racer?

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Giant TCX Advanced Pro 2 long-term review update two

Since my last update, things haven’t gone to plan. 

For the Battle on the Beach, I forgot my gravel shoes (yes, really). Unlike Oscar Freire at the 2010 Milano-San Remo, I didn't go on to win the race. Instead, I was an embarrassing DNS.

A month later, I flipped over the handlebars on a trail, sustaining a concussion and breaking my collarbone. These crash injuries ruled me out of a planned 330km gravel loop of Birmingham. 

After six weeks off the bike, I’m back riding a lavishly upgraded TCX, ideally adapted for fast gravel riding. I’ve been sufficiently impressed to mark up my score half a star to 4.5. 

New rubber and carbon hoops

I’m now rolling on a superb set of Giant CXR 1 wheels. They weigh a mere 1,398g while being strong enough for cross-country mountain biking, according to the brand. 

Engagement from the 54 tooth, DT Swiss 350 hub feels rapid. Coupled with the wheels’ low weight, this has further enhanced the TCX’s uphill performance. 

Moreover, the CXR 1’s 25mm internal width is a perfect match for the 700x45mm Continental Terra Trail tyres I’ve upgraded to. These max out the TCX's tyre clearance. 

Although not the fastest Continental gravel tyre (you’ll probably want the Terra Speed for gravel racing), the Terra Trail’s mildly aggressive tread pattern has handled mixed conditions with aplomb. 

In spring slop, I wasn’t sliding around too much. In (finally) drier conditions, they’re not too draggy and maintain purchase on loose descents. 

Puncture resistance has been good: the only punctures I’ve sustained were on sharp, North Wales flint, something likely to pierce even the toughest gravel tyres. 

Stabbing in two darts from a Dynaplug Racer tubeless repair kit plugged these holes.

A carbon Cadex cockpit

Switching to a Cadex Race Stem, in a longer 110mm size, and a 40cm wide AR handlebar (both carbon) feels more comfortable and aerodynamic. 

With an eight-degree flare and three-degree outsweep, the bar measures 46cm wide between the drops, so descending feels nice and stable. 

But with the shifters angled in, I can mimic my favoured road bike position on the hoods.

Besides looking fantastic and saving grams, I sense this carbon cockpit upgrade sends less trail chatter through my hands. 

Using the TCX’s stock alloy handlebar and stem, the front of the bike felt much less compliant than the rear end. Here, the D-Fuse seatpost, aided by the comfy Cadex Amp saddle I’ve also upgraded to, feels very smooth. 

A frame worth upgrading?

Added together, these amount to £2,150 / $2,700-worth of upgrades on a £2,699 / $3,000 bike. 

No question, that’s a lot, without even upgrading the groupset. But I’m inclined to say the TCX’s frame warrants investment. 

These changes have transformed the cyclocross bike into a reasonably capable gravel whip. 

On fire roads, riding over smoother stones and dirt at full throttle, the TCX is thrillingly fast. Responsiveness to your steering input and pedal stroke is barely less prompt than on a road race bike. 

Doubletrack and easy singletrack remain on the fun side of lively. The TCX is a handful, but not unrideable on steep descents, especially when they’re rocky and loose. 

However, that sharp handling translates into twitchiness, its stiffness feels over-firm, and its aggressive geometry pitches you too far forward for truly technical riding.

If, like me, you prefer flying over premium IPA gravel to twisting and bumping along red MTB trails, this isn’t necessarily a problem. 

In my last couple of months with the TCX, I’ll be exploring more Midlands gravel to see if the TCX deserves the full five stars. 

Giant TCX Advanced Pro 2 in brief

The Giant TCX Advanced Pro 2 is a cyclocross bike, yet with clearance for 700x45c tyres and dropper post compatibility, it can also be ridden fast on firmer surfaces than mud.

In this regard, it’s similar to the Cannondale SuperSix Evo CX/SE and Specialized Crux, two nimble and stiff cyclocross bikes with builds that can be adapted for gravel racing.

The TCX has a rich cyclocross racing pedigree and has set trends since it was released as a frameset in 2003 and complete bike in 2007.

This latest generation of the TCX features a carbon frame said to be 17.5 per cent lighter than the previous-generation model, along with Giant’s OverDrive 2, 1-1/4in steerer tube for improved front-end stiffness.

The TCX Advanced Pro 2 I have on test is the cheapest model at £2,699 / $3,000. It features an 11-speed Shimano GRX RX600 groupset, in 1x form, plus a low-profile aluminium wheelset and alloy finishing kit from Giant.

Since it’s a 'cross bike, the stock Maxxis All Terrane tyres are specced in a size 700x33c – the maximum permitted in cyclocross races run according to UCI regulations.

For another £1,600 / $1,800, you can buy the range-topping TCX Advanced Pro 1 (£4,299 / $4,800), which has a SRAM Rival AXS groupset and Giant-branded carbon wheels.

I’m hoping the TCX will be ideal for wiggling around cyclocross courses this winter, then a razor-sharp gravel whip for tackling less-muddy events through spring and summer next year.

Giant TCX Advanced Pro 2 long-term review update one

Since my initial report, I’ve made a couple of changes to better equip the TCX for the mud. 

Boggy December racing left the organic disc brake pads the TCX came with as bald as a boiled egg. 

So far, I think the replacement sintered pads’ stopping performance and wear resistance has been better. 

Challenge Limus tyres have also been a great upgrade.

The aggressive knobs scythe through and shed all sorts of mud, while the 300 TPI casing combines brilliant ride quality with some puncture protection. 

I should note that BikeRadar workshop Will Poole found the Limus… well, challenging to set up tubeless. 

From second to third city 

With new brake pads and tyres fitted, I headed north from Birmingham to Manchester for my final CX outing of the season. 

The Buile Hill Park course wasn’t that muddy for late January, but pretty technical. 

Despite being in the home city of Oasis, I wasn’t sliding away through the off-cambers and ruts thanks to the TCX’s precise handling, enhanced by the Limus’ grip. 

The TCX continued to impress between the tapes. It proved nimble in switchbacks, responsive up climbs and assured enough to take risks down the other side. 

I was lapped by cyclocross legend Nick Craig, but finished 22nd overall, in the top third of the field. 

Battle preparations 

My training plan over the next two months will see me ride the TCX faster and further in preparation for the Battle on the Beach, the UK’s largest off-road race.

I think it’ll handle this really well with a few spec changes. 

I’ve already switched to the Cadex Amp and I’m liking the short-nose saddle so far. 

I’m looking for a wide gravel tyre (up to 45mm) with good grip and puncture resistance to fit to the Giant CXR 1 wheelset.

A narrower and more aggressive front end will also help me get more aero on the open beach sections of the race. A larger chainring will also help here.

Longer term though, I'd like to significantly increase the TCX's gear range: probably with a larger aftermarket cassette and longer-cage rear derailleur.

Find out how the TCX and I get on in the Battle in my next report. 

Giant TCX Advanced Pro 2 specification and details

The Giant TCX Advanced Pro 2 is made from Giant’s advanced-grade composite, making it a claimed 17 per cent lighter than the previous generation. That amounts to a combined 260g saving for the frame and fork.

Giant says the 2011 TCX Advanced SL was the first carbon, production cyclocross bike.

The front triangle is moulded from a single piece of high-grade carbon. What Giant calls a “modified monocoque construction” does away with the outer, woven composite sheet.

This reduces weight without negatively impacting ride quality, strength or stiffness, according to the brand.

Giant says the addition of front (12x100mm) and rear (12x142mm) thru-axles increases stiffness and makes steering more precise.

A cyclocross trendsetter

In 2013, riding a prototype TCX, Lars van der Haar became the first rider to win a cyclocross World Cup on disc brakes.

The chainstays are also asymmetric: straight to increase stiffness on the driveside and curved for stability on the non-driveside, according to Giant.

To make the bike easier to pick up and shoulder (something critical for cyclocross applications), Giant has flattened the TCX’s top tube on the underside.

More responsive handling?

Giant claims its Overdrive 2 steerer tube technology, which uses oversized headset bearings and a tapered, 1-1/2in to 1-1/4in steerer tube, stiffens the steering.

In theory, this should make the handling more responsive. As on Giant’s TCR Advanced, though, it reduces aftermarket stem choice somewhat.

The brake and gear cables are routed internally through the head tube and down tube.

Giant D-Fuse technology

Giant also uses its D-Fuse technology in the seatpost, giving it a round front and flatter back.

This is said to enable the seatpost to flex more under load compared to a round seatpost, providing a smoother ride on varied surfaces. A Giant Approach saddle perches on top.

The brand debuted this D-Fuse seatpost on the TCX in 2014. It's now a mainstay of Giant's endurance road bikes.

If you’d prefer something else, Giant has added compatibility with round, 30.9mm seatposts and dropper posts.

My Giant TCX Advanced Pro 2 is built with a Shimano GRX RX-600 groupset. The 11-speed, 1x mechanical drivetrain features a 40T chainring and 11-40t cassette.

Giant’s alloy, P-X2 Disc wheelset has 25mm-deep rims with a 25mm internal width. These are shod with 700x33c Maxxis All Terrane tyres set up tubeless.

All in, my size-L test bike weighs 9.1kg with pedals.

Giant TCX Advanced Pro 2 full specification

• Sizes (tested*): XS, S, M, M/L, L*, XL
• Weight: 9.1kg
• Frameset: Giant TCX Advanced Pro 2
• Shifters: Shimano GRX RX-600
• Derailleur: Shimano GRX RX-812
• Cranks: Shimano GRX FC RX-600-1, 40T
• Wheelset: Giant P-X2 Disc
• Tyres: Maxxis All Terrane, 700x33c
• Brakes: Shimano BR-RX400 HRD hydraulic discs, 160mm/140mm rotor
• Handlebar: Giant Contact SL
• Stem: Giant Contact SL 0 degree
• Seatpost: Giant D-Fuse Composite
• Saddle: Giant Approach

Giant TCX Advanced Pro 2 geometry

Although the Giant Revolt is frequently raced on gravel, the TCX’s geometry is more aggressive than the brand’s multi-purpose gravel bike.

In size L, the TCX’s considerably lower stack (589mm vs 616mm) will put you into a lower, more aerodynamic position. And although the reach is similar, the TCX is specced with a stem that’s 20mm longer, which should stretch you out more.

Another typical difference in the geometry of gravel bikes and cyclocross bikes is the bottom bracket position. The bottom bracket on the TCX is 20mm higher than the Revolt’s to improve ground and obstacle clearance while moving your weight forwards to sharpen steering.

The TCX’s 73-degree seat angle and 72.5-degree head angle should balance the competing demands of a tight cyclocross course and technical, gravel descents, where slower handling is preferable.

The wheelbase length is marginally shorter than the Revolt’s in its ‘short’ geometry setting, which should provide more stability on rough ground away from the tape.

Why did I choose this bike?

This winter, I wanted to reacquaint myself with cyclocross racing. Besides being excellent fun, racing 'cross is an opportunity to work on my weaknesses as a rider, such as explosivity and bike handling.

Lacking in cyclocross skills, high placings seem a distant prospect for me. But CX racing breaks up the monotony of winter base training.

In the spring and summer, though, the TCX should suit the gravel challenges in my calendar.

A gravel bike in disguise

Some cyclocross bikes struggle to fit wide gravel tyres, but Giant says a 700x45mm tyre will slot into the TCX frame.

This should broaden the bike’s scope beyond smooth gravel tracks, making intrepid bikepacking a possibility. A lack of mounting points (beyond those for two bottle cages within the frame) may mean I need to be creative with bikepacking bags, though.

I could, of course, have picked an all-round gravel bike, but I already own a Canyon Grail AL. While you can race cyclocross on a gravel bike, I’ve already noticed how much difference a faster-handling and lighter CX bike makes.

As a result, on wider tyres, I imagine the TCX will perform much like a gravel race bike. Coming from a road background, this suits the style of gravel riding I prefer. I doubt I’ll be taking advantage of the TCX’s dropper post compatibiilty.

Giant TCX Advanced Pro 2 initial setup

Having arrived partially built, pretty much all our workshop manager Will Poole had to do was tighten up the bolts.

The bike has 10mm of spacers beneath the stem, as I’d requested, so the handlebar height felt perfect from the off.

The cockpit is made up of aluminium options from Giant’s own stable, with a 100mm stem paired with a 440mm-wide handlebar.

That’s a little shorter and wider than I’d usually run on a road bike, so these may be things I’ll look to change further down the line.

The tyres also came set up tubeless, as will be the case if you buy from Giant. So I’ve dodged the tubeless travails Stan experienced with his long-term test bike, for the time being.

I’ve lowered the saddle height slightly compared to that on my road bike to make dismounting and mounting easier.

A seatpost wedge holds the D-shaped seatpost in place in the round seat tube, which is also compatible with a round seat post or dropper.

Adjusting saddle height is therefore slightly less straightforward than with a non-integrated, conventional seat clamp, but I was able to get it done without too much fuss.

Once bedded in, the disc brakes have worked perfectly, without rubbing or squealing, except when filthy.

Giant TCX Advanced Pro 2 initial ride impressions

So far, I’ve raced twice on the TCX and ridden towpaths and bridleways around my West Midlands home.

The bike's race debut was the Aerocoach Gravel Hill Climb, near Malvern in Worcestershire. The 2km-course is mostly a gnarly gravel surface, averaging a six per cent gradient.

After a couple of trial runs, I dropped tyre pressure to 30 psi. This boosted traction and enabled me to power out of the saddle on the steeper, looser sections.

A hill climb (even off-road) isn’t a test of skill, but I felt the TCX’s precise handling helped me take the best line past ruts and adverse cambers.

The TCX felt nimble and stiff uphill, so I was surprised at its weight. On our workshop scales, it weighed 9.1kg with Time Atac XC 8 pedals and without bottle cages.

Despite a month of indulgence following the UK National Hill Climb Championships, I retained enough form to finish third overall and win a mini panettone.

The only parallel between myself and the men’s ‘big three’ of Van Aert, Van der Poel and Pidcock is a late start to the cyclocross season.

While the courses were dry and fast, I was racing hill climbs. So by the time of my late-November debut in the West Midlands Cyclocross League, hippos would have enjoyed the quagmire at Walsall.

I envied the riders whose pit crews passed them a clean bike each lap as my tyres retained so much mud they effectively turned into slicks.

This isn't necessarily the fault of the Maxxis All Terrane tyres. Other riders’ cyclocross tyres also failed to shed the gloop.

Helpful mud clearance

But I generally managed to keep the wheels turning, albeit slowly, as a result of the TCX’s mud clearance between the fork and chainstays.

On the odd occasion I judged a treacherous corner correctly, my weight felt far enough forwards to make steering adjustments without losing purchase on the rear.

When re-accelerating out of corners and stomping through thick mud, the TCX felt sharply responsive. Its oversized bottom bracket area, which Giant says increases stiffness, may contribute to the sensation of efficient power transfer.

I found the TCX’s flat top tube made it fairly easy to pick up and shoulder, despite not having a kinked top tube like the Canyon Inflite.

Due to the wet conditions, I’ve had little chance to test the TCX’s compliance on harsher terrain.

But on the few stony descents I’ve done, the frame and especially the D-Fuse carbon seatpost have felt smooth, despite running relatively narrow (by gravel standards) 33mm-wide cyclocross tyres. More feedback passed through my hands and wrists, however.

With a relatively low 120 tpi count, the Maxxis All Terrane isn’t that supple and consequently feels a bit lifeless. Nor is it a dedicated mud tyre.

Fast on firmer surfaces

On tarmac, the TCX gives the impression that, with faster tyres, it could enable you to cover ground at speed and in comfort. This bodes well for next year’s gravel plans.

Shifting from the GRX RX-600 drivetrain has been fast and precise. However, as you’d expect, the cyclocross-specific 1x drivetrain and 40x11 top gear leaves you under-geared on the road

The TCX also has a front derailleur mount (a hanger is available separately for just £7.99), so it could be upgraded to a wider-range, 2x setup if desired.

Giant TCX Advanced Pro 2 upgrades

A specialist mud tyre with more aggressive lugs, such as the Challenge Limus, is top of my list of upgrades – December and January are only going to get muddier.

Although the TCX doesn’t feel sluggish, the hill climber in me would like to shed some weight off it. A carbon gravel wheelset and possibly a carbon cockpit, to boost front-end comfort, would do the trick.

At this price, alloy finishing kit and wheels aren’t unusual. Although two similarly priced cyclocross bikes, the Ribble CX SL Enthusiast and Canyon Inflite SL, come with a carbon handlebar, their one-piece cockpits are not adjustable.

Wheel, tyre and stem swaps

I’ll also want to pair the gravel wheels with wider and slicker gravel tyres in search of control and speed for FKT (fastest known time) attempts.

Away from cyclocross courses, I’d prefer a longer stem and narrower handlebar to improve aerodynamics.

I’m getting on okay with the 270mm-long Giant Approach saddle. But I’m a convert to short-nose saddles and will soon swap to the recently launched Cadex Amp. This should enhance comfort and save 200g.

This is, admittedly, not a price-appropriate upgrade for the cheapest model in the TCX range. But Giant offers less pricey short-nosed saddles too (such as the excellent Fleet SL, which came aboard Simon’s TCR Advanced Pro Disc 2), should it be something you wish to try without spending £260.

After the cyclocross season, when the ground firms up and average speeds increase, a switch to a larger chainring than 40T will also be required.

I like to train with power on the road, so I may also look to add a power meter to the TCX.

Colleagues who scorn the use of power meters off-road forget they are the best way to match calorie expenditure to carbohydrate intake to prevent bonking and optimise performance.

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