Frame comfort or compliance is one of the most talked-about yet least quantified aspects of mountain bike design. Riders often claim that one hardtail feels smoother or more forgiving than another, but what’s happening beneath the surface?
To investigate, Nolan from The Bike Sauce set out to compare two steel hardtail frames using real-world trail testing and a scientific approach to vibration measurement. For a deeper dive into his methods and analysis, be sure to watch his full video.
His baseline was the Kona Honzo ST, a burly, overbuilt frame known for its stiffness. In contrast, the Neuhaus Metalworks Hummingbird, a boutique frame designed with refined tubing and geometry, promised a more compliant ride. By controlling all other components (ie. wheels, tires, fork, cockpit, drivetrain, and tire pressure), Nolan isolated the frame as the only variable.
With a compact accelerometer mounted in strategic locations, he gathered data over repeatable trail segments to reveal how each frame filtered vibration. The results were surprising and challenged a core belief about what makes a hardtail comfortable.
In short, when you consider all the components that contribute to vertical movement (tires, saddle, seatpost, and even your body), the frame material itself plays a minimal role. The frame’s vertical compliance is just a small part of the total system’s spring rate and becomes almost negligible when viewed in the context of all the “springs” working together.
Krysztof has also explored this topic, using accelerometers to compare how titanium and carbon frames damp vibration. By controlling variables and keeping most components consistent, his tests showed both frame materials offered similar levels of damping on different gravel test courses. The takeaway? Component choice matters more than frame material when it comes to vibration reduction.
However, these findings mostly apply to seated riding. So what happens when you’re out of the saddle, when your body is no longer part of the suspension system?
Frame Comfort While Standing
Nolan had been riding the Kona Honzo ST hardtail, and he found it to be an exceptionally fun and capable bike, but it tends to ride on the ‘harsher’ side. The frame appears overbuilt, with extra gussets and reinforcement to prevent failure, which also makes the frame extremely stiff.
Enter the Neuhaus Metalworks Hummingbird, a boutique steel hardtail frame. Nolan tested a Medium Plus frame size, comparable in size to the Kona.
The goal of this project was to explore whether frame comfort, a commonly used but rarely measured concept, can be quantified with actual data.
It’s worth mentioning that I’ve previously explored the relationship between frame stiffness and ride quality in depth, including how steering and pedalling stiffness affect performance. In that article, you’ll learn how to identify the ideal level of frame stiffness for your specific riding style.
Vibration Test
This test compares the vertical compliance of two different hardtails. Image: The Bike Sauce
To ensure a controlled and fair comparison, Nolan kept the components identical between the two frames. The wheels, tires, cockpit, fork, drivetrain, and dropper post were all the same, and both bikes ran matching tire pressures at 20 psi. This meant that any differences in ride quality or vibration could be confidently attributed to the frame alone.
To measure vibration, Nolan used a Yost Labs 3-Space Mini Data Logger. This compact scientific device includes a 9-degree-of-freedom inertial sensor and internal filtering. It’s sensitive enough to detect frame-level vibrations, yet small and light enough to avoid interfering with the ride itself.
To isolate different aspects of frame compliance, the data logger was mounted in two specific locations: first at the rear dropout, and then at the base of the seat tube near the bottom bracket. Each frame was tested with both sensor placements, and two runs were completed per configuration, resulting in a total of eight data sets.
Both bikes were ridden on the same trail section; a short but representative 400 metre long descent with a 7% average grade. The terrain featured a consistent mix of ruts, loose-over-hard fire road, and smoother singletrack, offering a balanced variety of trail inputs.
This repeatable test environment gave Nolan a solid foundation for comparing how each frame filtered out vibrations under real-world conditions.
Rear Dropout (Control)
The accelerometer was attached to the frame’s brake mount. Image: The Bike Sauce
With the sensor at the rear brake mount, vibrations travel through the wheel but not through the frame itself. This acts as a control.
In all four runs (two per frame), the PSD plots were nearly identical. This confirmed that trail conditions, tire pressure, and wheel setup were consistent between tests.
In other words, this was a valid apples-to-apples comparison.
Time vs Frequency Domain
Raw vibration data on its own doesn’t provide much insight when it comes to identifying differences in frame comfort. Image: The Bike Sauce
Before diving into results, it’s worth understanding a key concept: frequency-domain analysis.
Raw accelerometer data, when viewed in the time domain, appears chaotic. But applying a Fourier transform reveals where vibrational energy is concentrated. This is visualised in a Power Spectral Density (PSD) plot, which displays the intensity of vibration across frequencies.
Trail vibrations typically occur in the 10 to 30 Hz range, which was the primary area of interest in this study.
Bottom Bracket (Vertical Compliance)
These Power Spectral Density plots show that both frames damp a similar amount of vibration at most frequencies. Image: The Bike Sauce
When looking at vertical acceleration at the bottom bracket, the results were unexpected: both frames produced nearly identical data.
While the bottom bracket signal was damped compared to the rear axle (as expected), there was no measurable difference in vertical compliance between the Kona and the Neuhaus at the bottom bracket.
Despite how different the Neuhaus feels on the trail, the measurements suggest that double-triangle hardtail frames simply don’t flex vertically in a meaningful way. The structural layout of the frame, particularly the chainstay/seatstay connection, inherently limits vertical compliance.
Lateral Compliance
In the 21 to 26 Hz frequency range, the Neuhaus frame showed an ability to damp more lateral accelerations, perhaps making the frame feel more compliant. Image: The Bike Sauce
To dig deeper, Nolan analysed lateral acceleration data from the same test runs.
Here, a clear difference emerged. In the 21 to 26 Hz range, the typical bandwidth for off-road trail vibrations, the Neuhaus frame consistently showed 2 to 7 dB less lateral vibration compared to the Kona. On a logarithmic scale, this is significant: a 3 dB change represents a doubling (or halving) of energy.
This strongly suggests that the Neuhaus feels more compliant not because of vertical flex, but due to lateral compliance – side-to-side flex in the frame structure that helps dissipate trail impact.
Nolan also validated this mechanically: by leaning the bike and pressing down at the bottom bracket, the Neuhaus visibly flexed more than the Kona.
Between 80 and 120 Hz, the Kona hardtail frame damped more lateral vibration at the bottom bracket. Image: The Bike Sauce
Interestingly, the Kona showed greater vibration damping at the bottom bracket in the higher frequency range. This isn’t unusual; materials or structures that absorb vibration well at certain frequencies often perform worse at others.
One possible explanation is the Kona’s increased frame weight, which can alter how vibrations are absorbed and dissipated throughout the system.
Caveats & Considerations
This was not a lab-controlled test. The data for each bike was collected three weeks apart. However, the identical rear axle data confirms that all test conditions were effectively controlled.
Further studies, ideally with more frame types and a range of rider weights, would enhance these findings. But even this limited sample points toward a compelling conclusion: lateral compliance, not vertical compliance, is what contributes most to perceived comfort in hardtail frames.
Summary
When tested with an accelerometer, the Neuhaus Hummingbird is more compliant than the Kona Honzo ST – but not in the way most riders (or marketers) might expect.
The idea that hardtail frames flex vertically under load just doesn’t hold up when tested. Instead, comfort appears to result from engineered lateral flex (side to side), achieved through tubing selection and frame geometry.
Nolan’s testing shows that while the bike industry often markets “vertical compliance,” the real story likely lies in how a frame manages lateral forces. That’s what mountain bikers are likely feeling on the trail.
I’ve been testing various comfort-improving parts for a long time. Through my vibration testing, I’ve managed to find all the best-performing comfort parts, and ultimately, install them to my titanium benchmark bike.
I long thought my titanium frame was the best choice for comfort. And I really feel its magic. But then came the carbon Argon 18 Subito and that made me re-think things.
This article is the start of a series of articles where I will try to find the real difference between frame materials.
Titanium Is Best?
When I first rode the Subito, it felt much harsher than my titanium bike. However, I thought it would be an interesting experiment to transfer the comfort components from my titanium bike to see how the Subito rode after its upgrades.
With this done, it was clear – the harshness of the Subito was significantly reduced.
With the RedShift ShockStop stem and Redshift ShockStop seatpost, the Subito was feeling very smooth indeed. I call the ShockStop components the great equalizers because they can make almost any bike very comfortable to ride.
You can see my vibration measurement procedure & outdoor test courses HERE.
Instead of seeing a clear supremacy for the titanium bike, both frame materials were going neck and neck. The only difference was on the fast gravel road where the high-speed vibrations affected the Subito slightly more.
That said, the results were so close that I’m certain that putting the Open U-Turn fork and Coefficient Wave handlebar on the Subito would have put both bikes at the same comfort level.
To make things more interesting, I fitted Ergon Allroad Pro carbon seatposts to the two bikes. While these aren’t quite as comfortable as the Redshift ShockStop seatposts, they might just be able to discern comfort differences between the frame materials.
To my surprise, the results were identical again. And this time there was no comfort difference between bikes at all.
So does this mean that frame material, when supplemented with the best comfort-improving parts becomes irrelevant? It certainly seems that way.
But wait, vibration numbers only tell half of the story; I believe that subjective feelings are also important.
My Subjective Feelings of Titanium Bikes
I’ve said it many times before – titanium rides differently to me. It feels ‘springier’, and simply more forgiving to ride.
Meanwhile, carbon bikes often feel faster (as they are lighter) and stiffer (as manufacturers can use more material without adding too much weight). They also offer a high level of comfort when they are designed well.
But those qualities are served in a different manner because carbon bikes simply feel more ‘muted’ to me. Some riders prefer that feeling, but I think I prefer the ‘springy’ feel of metal more.
What’s Next?
This is only the beginning of understanding the impact of frame material on the comfort of a bike.
The Argon 18 Subito is a very interesting, very comfortable bike that made me think of testing this topic. It also has a very similar geometry to my benchmark bike.
The Subito is heavier than my benchmark titanium bike. This means that using the same air pressure in both bikes was not a fair comparison (I did that for the sake of the test, but usually I would use more air in the rear tire of the Subito).
Now I will try to compare similar gravel bikes, and this time I will use my new comfort lab to make more precise measurements.
The biggest challenge is to find bikes with different frame materials but very similar geometry. This is important so we can remove that variable. Once I’ve found these bikes, I can compare them with and without comfort-improving parts to determine if frame material really impacts comfort.
But for now, it seems that fitting comfort-improving parts will make a bike of any frame material comfortable to ride.
Frame stiffness has a big impact on how your bike feels beneath you.
Riders often describe overly stiff bikes as feeling ‘dead’, overly flexible bikes as ‘noodly’, and bikes with just the right amount of give as ‘lively’.
After riding everything from ultra-stiff to super-flexy frames, I’m convinced there’s a Goldilocks zone – a sweet spot where subtle frame flex adds to that smooth, responsive ride we all crave.
In this deep dive, we’ll explore what frame stiffness really means, when it matters, how it relates to different materials, whether flex affects speed, and how you can dial in the ideal stiffness for your own bikes.
What Is Frame Stiffness?
A bicycle frame getting stiffness tested at Zedler-Institut. Image: Matt Phillips
We can assess frame stiffness in a few key areas.
Steering stiffness refers to how much the frame twists at the head tube. You’ll feel this most when pushing hard on the pedals while pulling on the bars. A frame with high steering stiffness feels sharp and responsive to your inputs. That said, overall front-end stiffness also depends on your fork, front wheel, and handlebars.
Pedalling stiffness is the amount of flex around the bottom bracket area when you apply power through the pedals. More stiffness here generally translates to better power transfer.
Then there’s vertical stiffness, which relates to how much the frame deflects up and down – a factor I’ve already explored earlier in this article when discussing comfort.
To put it into perspective: the stiffest mass-produced frames are about twice as rigid as the most flexible ones.
Describing Stiffness
The Ritchey Outback has recently been praised for its flex virtues by Morgan Taylor over at The Radavist. Image: Ritchey Logic
I like to think of frame stiffness as a spectrum with two extremes.
At one end of the spectrum, a stiff or responsive frame offers a snappy, direct ride. It feels sharp under acceleration and delivers that unmistakable “up-and-go” sensation. But it can also feel harsh or even dead, transmitting more chatter through the bike when going over bumps. There’s also evidence that excessive stiffness can compromise cornering traction and braking performance – so stiffer isn’t always better.
On the other end, a flexy or forgiving frame mutes feedback from the road or trail, offering a smoother, more compliant ride. However, it can feel slower to respond under power and may flex more with your movements. This can be pleasant – again, up to a point.
What Factors Affect Frame Stiffness?
My friend (and frame builder) Ewen Gellie made himself an intentionally flexy frame using thin, small-diameter steel tubes.
What feels stiff to one rider might feel flexy to another because several factors influence how much a bike moves beneath you.
First, there are rider factors: your power output, body weight, and riding style all play a role. A rider sprinting out of the saddle will flex a frame more than someone casually spinning along.
Next, the bike itself: different riding disciplines demand different levels of stiffness. A burly hardtail built for aggressive trails needs to be stiffer than a featherweight XC race bike, simply due to the greater forces involved.
And finally, luggage: frames designed for load carrying need extra stiffness. Without it, a fully loaded touring bike can feel vague or “noodly” when ridden.
Frame Stiffness For Touring and Bikepacking
My KOGA WorldTraveller-S uses super-stiff aluminium tubes that allow me to carry a particularly heavy load.
Touring and bikepacking bikes are designed to carry luggage at both ends, and the frame acts as the structural bridge resisting the twisting forces between the front and rear loads. To maintain stable handling and predictable ride feel under heavy load, these frames are built significantly stiffer than typical bikes.
The trade-off? A frame designed to resist torsional flex under luggage often feels overly rigid when ridden unloaded. That “lively” ride sensation – created by just a touch of frame flex – is generally only achieved once the bike is fully packed.
It’s also worth noting that belt-drive touring bikes require exceptionally high pedalling stiffness. Because belts have very little tolerance for lateral movement, these bikes are built with especially rigid rear frame triangles to prevent belt slippage under load.
You can read a more comprehensive article about frame stiffness for touring bikes HERE.
Finding The Goldilocks Zone
Paul and I went bikepacking in Vietnam on aluminium Giant Contend SL bikes that offered excellent ride characteristics.
Let’s run through a few rider scenarios to better understand when a rider might benefit from that ideal, subtle amount of frame flex:
Heavier rider with higher power output Greater frame stiffness is needed to counteract the larger forces from hard pedalling and aggressive cornering.
Lighter rider with lower power output On the other end of the scale, a less stiff frame allows lighter riders to achieve a similar ride feel without the bike feeling overly rigid.
Cruising casually If your riding style is relaxed and low-intensity, a more compliant frame will feel more responsive to lighter inputs and offer a smoother, more engaging ride.
Aggressive riding style If you’re out of the saddle sprinting, hammering corners, and generally pushing the limits, a stiffer frame will provide the control and responsiveness you need.
Flat bars or wide drop bars Wider handlebars give you more leverage over the front end, making it easier to twist the frame torsionally. As a result, bikes designed around wide bars typically require higher steering stiffness to maintain balanced handling.
Are Stiffer Bikes Faster?
The Cannondale System Six has a particularly high pedalling stiffness.
It’s commonly assumed that a stiffer frame is faster because less energy is lost to flex. But unless you’re sprinting for the finish line, a frame with half the bottom bracket stiffness is unlikely to impact your speed in a meaningful way—simply because the amount of deflection is so small.
Some have suggested, through hypothesis and field testing, that much of the energy lost to frame flex is returned to the drivetrain. But I find that unlikely. Here’s why: frame deflection builds gradually during the downstroke (from about 1 to 3 o’clock) and releases slowly afterwards – not in a single, clean rebound as some tests assume.
Out on real roads, where dozens of variables are simultaneously storing and releasing energy, it’s improbable that frame flex accounts for most of it. More realistically, some energy might return to the drivetrain, but plenty is lost elsewhere – through your wheels, tyres, crankset, pedals, shoes, and even your body.
What’s The Stiffest Frame Material?
A steel gravel bike by Fairlight Cycles.
The data we’re looking at today comes from the legends at Tour Magazin in Germany.
They’ve developed a standardised static deflection test and have measured over 1,500 road and gravel bikes (all around the same size), giving us an excellent basis for comparing frame stiffness by material. I’ve kept a detailed record of almost every bike ever tested, which allows us to examine stiffness trends across different frame materials.
The test measures how much force in newtons (N) is needed to deflect the head tube or bottom bracket by one millimetre, recorded as N/mm. While static tests don’t fully capture how a frame behaves under a moving rider, the values do broadly align with how bikes are designed for different riding purposes.
For example, Tour de France-style aero race bikes typically show minimal frame deflection, while purpose-built touring bikes often test even stiffer.
Steering Stiffness – Head Tube Deflection Test (Average)
Aluminium – 105 N/mm
Carbon – 97 N/mm
Steel – 88 N/mm
Titanium – 86 N/mm
This shows that steel and titanium frames generally have lower steering stiffness. Aluminium frames are about 20% stiffer than titanium and steel, while carbon frames are about 10% stiffer.
Pedalling Stiffness – Bottom Bracket Deflection Test (Average)
Aluminium – 63 N/mm
Carbon – 62 N/mm
Steel – 53 N/mm
Titanium – 53 N/mm
Carbon and aluminium again show higher stiffness, requiring around 20% more force to deflect the bottom bracket by one millimetre compared to steel or titanium.
These lower stiffness values for steel and titanium could help explain their reputation for a distinct ride feel. But that’s not the whole picture – let’s explore the full range of stiffness values by material.
Steering Stiffness – Full Range of Values
Aluminium – 69 to 145 N/mm
Carbon – 63 to 131 N/mm
Steel – 69 to 115 N/mm
Titanium – 75 to 106 N/mm
Pedalling Stiffness – Full Range of Values
Aluminium – 45 to 87 N/mm
Carbon – 39 to 84 N/mm
Steel – 42 to 77 N/mm
Titanium – 44 to 68 N/mm
Looking at these deflection value ranges, it’s clear that frame designers can build either a stiff and responsive or soft and compliant bike from any frame material. The material may influence average trends, but it’s the engineering and design that ultimately define how a bike feels.
Small Bike Sizes
An extra-small Marin Four Corners touring bike.
So, how do small frames compare to large ones? Fortunately, Tour Magazin has data on that too.
Steering Stiffness – Head Tube Deflection (Average)
The good news? Smaller frames aren’t wildly stiffer than larger ones, even though smaller triangles are naturally more resistant to deflection. The data suggests that engineers are doing a decent job of tuning ride quality across sizes.
That said, there’s still room for improvement. Smaller riders tend to be lighter and produce less power, meaning they’d likely benefit from more frame flex to achieve the same ride feel as a heavier, more powerful rider on a larger frame.
Here’s the challenge: bike frames need to be strong enough for the most powerful riders in any given size. Take Caleb Ewan, for example—an elite sprinter riding an XS frame. His power output is significantly higher than that of an average rider his size. Designing for him means overbuilding for many.
The Custom Bike Advantage
The Bastion bikes are constructed with titanium 3D printed lugs and filament-wound carbon tubes.
While many people choose custom bikes primarily to perfect their fit, an even better reason might be to fine-tune the ride feel.
Since most bikes are designed to accommodate the heaviest and most powerful riders, those who are lighter and produce less power stand to gain the most from a frame tailored to their needs.
Shoutout to Bastion Cycles for letting customers specify their desired frame stiffness – both torsional and vertical – during the ordering process. They can offer this because they 3D-print their own titanium lugs and build their own filament-wound carbon tubes, which is seriously impressive.
What’s more, Bastion’s order form includes stiffness data from several popular bikes, helping riders get a clear idea of how their custom frame will feel under them before it’s even built.
Aluminium and Carbon Bikes With Similar Stiffness Values To Steel/Ti
The Trek Emonda ALR5 aluminium road bike has a similar bottom bracket deflection to a steel or titanium bike.
We now know that steel and titanium frames tend to be less stiff on average than carbon and aluminium frames.
However, since there’s a wide range of deflection values across all materials, let’s say you want to match the flex characteristics of a typical titanium or steel bike – or maybe you’re lighter and prefer a bit more compliance.
Most Trek and Look road bikes are designed with more torsional flex built in. Specialized’s latest Tarmac SL7 and Aethos road bikes are trending toward a softer frame feel as well. Giant’s endurance and gravel models also rank among the more forgiving options.
Aero race bikes and budget aluminium frames tend to be the stiffest overall. Data also shows that Cube builds its bikes with particularly high stiffness.
For bikepacking and touring, the Specialized Sequoia, Merida Silex, and Felt Broam perform best when loaded with luggage, thanks to their robust frames.
DIY Frame Stiffness Tests
Cycling through the Mars-like landscapes of Bolivia.
A great way to gauge the stiffness of different bike frames is by comparing them side-by-side.
Here are two simple static tests I do before taking a new bike for a ride:
Front End Wiggle Test: Hold the seat firmly between your legs and push and pull on the handlebars. You’ll be able to see and feel how much the frame twists.
Bottom Bracket Deflection Test: With both brakes engaged, apply pressure to the forward pedal and observe the frame flexing sideways.
Keep in mind these static tests only offer a snapshot of frame stiffness – they don’t fully capture how the bike will feel on the road. So, be sure to take the bike out for a test ride as well.
I recommend jotting down your impressions of stiffness from both the static tests and the actual ride. Trying multiple bikes this way will help you identify the ride characteristics you prefer.
And if you’re test riding a touring or bikepacking bike, try to do it with luggage loaded to get a more realistic feel.
Other Ways To Determine Frame Stiffness
The Curve GMX+ uses large, oversized titanium tubes to maximise the frame stiffness.
If you don’t have access to test bikes, it’s much trickier to gauge how a bike will feel beneath you.
A good starting point is the bike’s intended use: racing road bikes are generally stiffer than endurance road bikes, and touring bikes tend to be stiffer than bikepacking bikes.
With steel and titanium frames, predicting ride characteristics is easier because the largest-diameter tubes typically determine stiffness. That’s due to the fact that doubling a tube’s diameter and wall thickness can increase stiffness by up to 16 times.
Carbon and aluminium frames are less predictable since their stiffness depends on many design variables. In those cases, it’s worth reading reviews from trusted journalists – ideally ones who share a similar height and weight as you – to get a better sense of how the bike might ride.
Summary
Finding the ideal “Goldilocks zone” for frame stiffness involves considering your body type, riding style, bike setup, and how you plan to use the bike.
The data shows that bikes made from any frame material can be designed to feel either forgiving or responsive. While titanium and steel frames tend to have lower average stiffness – potentially making them a better fit for lighter riders – this isn’t always the case. Some of the stiffest steel and titanium frames exceed the stiffness of many aluminium or carbon models.
Ultimately, I recommend trying out a variety of bikes to discover the ride qualities that suit you best, then making your choice from there.
You can read about frame comfort HERE and different frame materials HERE
The combination of technological advances in outdoor gear and the multitude of lightweight bag options has allowed people to pack for bike travel more minimally than ever before. With these lighter loads comes the ability to employ carbon touring bikes which are quite often 50% lighter than what is typically used for bike travel. This is exciting because not everyone needs that extra-bombproof, world-conquering steel touring bike for an overnighter into the countryside.
Carbon technology has recently made the jump from the considerably larger road and mountain bike markets. The popularity of gravel and adventure riding has provided manufacturers with a business case for investing their resources into 1000 gram (2.2lbs) carbon bike frames.
The bikes we’ll be discussing today are all intended for bike adventures; they feature rack, fender and cargo cage mounts, as well as provision for tyres wider than 40mm.
The carbon bikes you’ll see in this resource can handle front/rear racks, fenders and wide tyres.
Going Lightweight
I’ve previously argued that your bike is the best place to drop weight in your ultralight packing kit. This is because you have the most weight to lose with a bike – it’s the heaviest thing you ‘carry’ after all. Carbon certainly isn’t necessary for a lightweight touring rig, but you will achieve a tidy weight saving of between 500-1000 grams when compared to the equivalent aluminium build, and this can be as much as 2500 grams when compared to a steel touring frame and fork.
You’ll need to pack a bit lighter than normal if you want to use one of the carbon touring bikes mentioned below. Carbon touring bikes and their associated parts are normally intended to haul between 10kg and 15kg of gear. That said, if your body weight is on the lighter side, say 50-70kg, your bike will support more gear than someone who is over 90kg. In any case, the eyelets supporting your front or rear racks are typically rated to no more than 20kg/44lbs. If you can, load less than 10kg up front to optimise your bike’s handling.
For advice on sub-10kg packing lists, head across to my guide on putting together an ultralight bikepacking kit.
Details of the all-carbon 2019 Salsa Warbird.
Is Carbon Strong?
Frame material is just one factor when it comes to overall bike strength. Other factors include the manufacturing quality and frame design. A carbon bike that’s constructed soundly and is engineered for the purposes of adventure riding will handle the rigours of bike travel just fine.
Even if you’re a heavier rider, let’s say 90kg + luggage – a well-designed carbon frame is unlikely to fail in most situations, provided you’re within the rider weight limit of the frame. These limits apply to all bikes whether they’re steel or aluminium or carbon and they vary between manufacturers. The limit on most carbon bikes is 125kg in total, which in this case would include your body, luggage, food and water.
The thing that is more likely to cause headaches is the wheelset of a carbon touring bike. Many of the wheelsets specified are pretty lightweight and are often compromised on strength compared to a regular touring bike. This will be significantly less of a problem for people on the lighter end of the spectrum, but something to consider for heavier riders. Top-notch lightweight wheels can be built strong, but with the more premium materials comes a higher price tag. It’s the old adage here: ‘light, cheap, strong – pick any two’.
That said, carbon is susceptible to damage from directions of force that it hasn’t been engineered to overcome. This includes tube crushing, side impacts and rear end damage from sticks getting caught in the wheel. Manufacturers are getting better at mitigating this damage, but carbon bikes still don’t seem to fare as well in crashes. As baggage handlers don’t have the best reputation, you’ll also need to be more careful when flying with a carbon bike. A good pack job should have you travelling with no worries though – I’ve never experienced any carbon frame damage when flying.
Carbon bikes can actually be repaired in most cases. Using ultrasonic, thermographic and microscopic imaging we can check for internal/external damage like cracks and fractures. When a fracture is hard to determine, carbon repairers will perform a stress test which will check the damage at a microscopic level. You can get a good idea for how this works in GCN’s latest carbon bike repair video.
The 9.8kg Rose Backroad Randonneur comes with dynamo lights and a rear rack.
Carrying Even More Gear
If you like the idea of having a lightweight bike for day trips, road rides or commuting, but also want to carry a full touring load (15kg+) – I can recommend pairing a carbon bike with a trailer. This combination is often lighter in total weight than a long-distance touring bike with empty panniers. Plus you can unhitch the trailer at any time. On my most recent Japan tour, I used a 9kg titanium road bike with an Aevon KIT L80 trailer and it worked out wonderfully.
A carbon bicycle can handle very heavy touring loads if you pull the weight in a trailer.
The Multi-Use Bicycle
With a weight under 10kg/22lbs, carbon touring bikes are begging for some narrow slick tyres to turn them into a decent road bike. I’d suggest 700×28-32c as a good all-round width capable of fast bunch rides. Many of the carbon touring bikes listed below will also make excellent commuters given their ability to fit full-fenders and racks.
Some of the carbon adventure bikes I’ve listed are actually designed to fit either 27.5″ wheels with knobby tyres or 700C with narrow slicks. This allows you to own just one bike and, depending on the terrain, swap out two different wheelsets. For example, you could have one wheelset setup for off-road/gravel riding and another for fast road riding and commuting.
Pros/Cons At A Glance
+ Carbon bikes are as lightweight as it gets for bike travel
+ Carbon touring bikes are light enough for fast road rides; they’re potentially able to replace your road and cyclocross bikes
+ Many carbon touring bikes allow you to fit both narrow road slicks and knobby MTB tyres for off-road riding
+ You can pair a carbon bike with a trailer and it’s still lighter than a long-distance touring bike
– Typical carbon bike pricing is US $3000-4000
– Carbon bikes typically use gear ratios more suited to flatter terrain
– You’ll need to pack lighter as a carbon bike cannot handle the same loads as a regular touring bike
– The framesets are more susceptible to damage (tube crushing, side impacts, rear-end damage from sticks etc)
– Should your frame need it, they’re somewhat expensive to repair
Here Are Your 50 Carbon Touring Bike Options
The 2019 Accent Feral.
Accent Feral // 9.7kg and 2699€
The Feral is one of only a few bikes here than can fit 29 x 2.1″ / 700 x 52c tyres. The build for the complete bike is based around a SRAM Rival 1x drivetrain with a 27″ climbing gear, but for 1599€ you can also get this as frameset too.
The 2019 Bombtrack Hook EXT C.
Bombtrack Hook EXT-C // 9.4kg and US $3149
The Hook EXT-C has been designed for the road less travelled. This new hi-mod carbon bike is spec’d with 27.5×2.1″ mountain bike wheels and tyres so that you can have maximum traction on the trails. Got a 700c spare wheelset? The frame has enough clearance for 700x45c tyres too. You’ll find 3-boss mounts on either side of the fork and three bidon mounts on the frame. The Hook EXT-C allows for front and rear racks as well as full fenders. The SRAM 1×11 drivetrain offers a climbing gear of 26 gear inches which is a little high for an off-road bike, but with a new derailleur and 11-50t cassette, you’ll be flying up those hills.
The 2019 Diamondback Haanjo EXP.
Diamondback Haanjo EXP // 9.7kg and US $1999 The Haanjo EXP is the cheapest carbon bike on the list, in fact, the complete bike is cheaper than most framesets. Not only is the bike price the lowest, but so are the gear ratios. With three front chainrings, this bike gets a climbing gear comparable to most long-distance touring bikes (21 gear inches). The bike is spec’d with some ultra-reliable touring barend shifters. For better usability, a nice upgrade could be to some Shimano R3030 integrated shift/brake levers. The Haanjo EXP will fit front and rear racks as well as fenders and 3x bidon cages on the frame. With its 2.0″ tyres, TRP cable disc brakes, 9-speed gearing and a threaded bottom bracket shell – this carbon bike is about as close as it gets to a fuss-free touring bike.
The 2019 Diamondback Haanjo 7C.
Diamondback Haanjo 7C // 8.9kg and US $2699 The Haanjo 7C is the more road-oriented model in the range. As it uses the same frame as the EXP, it will squeeze in 27.5×2.0″ as well as 700x40c tyres. The groupset is the new Shimano Ultegra R8000, which is quite a surprise at this price as comparable Ultegra bikes go for $1000 more. The sub-compact crankset with 48-32t chainrings is paired to an 11-34t cassette to offer a decently low climbing ratio of 24 gear inches.
2019 Fuji Jari Carbon 1.3.
Fuji Jari Carbon 1.3 // 8.6kg and 2399€
The Fuji Jari is one of the lightest frames on the list, tipping the scales at under-1000 grams! It has space for four bidon cages on the frame and two on the fork, as well as provision for racks and fenders. The entry-level model comes with a SRAM Rival 1x groupset offering a 26″ climbing gear, as well as WTB KOM Light 700c wheels and Panaracer Gravelking 43c tyres.
The 2019 Fuji Jari Carbon 1.1.
Fuji Jari Carbon 1.1 // 8.4kg and 2899€
The Jari is also available with an Ultegra 2x groupset with a 46-30t sub-compact FSA crankset. This provides a 24″ climbing gear and a 115″ top gear. Otherwise, the parts specification remains the same.
The 2019 Giant Revolt Advanced 2.
Giant Revolt Advanced 2 // ~9.8kg and US $2000
Giant’s new carbon adventure bike has all the right ingredients to make a decent tourer. It squeezes in 700x45mm tyres or 37mm tyres with fenders. It has front and rear rack mounts (you will need a special D-Fuse seat clamp to mount a rear rack). It has Giant’s carbon D-Fuse seatpost which flexes up to 12mm vertically on rough dirt tracks – I was very impressed when I used a D-Fuse in Vietnam on a Giant Contend. I was also impressed with the performance of the Giant hydraulic brakes found on this bike. The Advanced 2 uses a Shimano 105 11 speed groupset with a Praxis sub-compact crankset and 34t cassette, which achieves a moderately low 26 gear inch climbing gear. The wheels are a little heavy (>2000g), but with a high spoke count, they should be pretty tough (the wheels are definitely the best place for a future upgrade; you can drop more than 500 grams from the bike).
The 2019 Giant Revolt Advanced 1.
Giant Revolt Advanced 1 // ~9.4kg and US $2500
The Revolt Advanced 1 employs SRAM Apex brakes and a 1×11 drivetrain which saves a bit of weight over a 2x setup while still achieving a 26 gear inch climbing gear. It otherwise shares all the same parts as the Advanced 2.
The 2019 Giant Revolt Advanced 0.
Giant Revolt Advanced 0 // ~8.6kg and US $3300
The Advanced 0 steps up to an Ultegra groupset and carbon wheelset. While the carbon wheels (1630g) aren’t as light as some of the aluminium wheels on this list, they will be stiffer than the equivalent aluminium rim, and with 28-spokes they’ll handle a bit more abuse too. With the sub-compact crankset and 34t cassette, the climbing gear works out at 26 gear inches.
The 2019 Holdsworth Mystique.
Holdsworth Mystique // 9.5kg and £1799
The 1360 gram Holdsworth Mystique frame has provision for racks, fenders and 3x bidon cages. The bike is fitted out with a SRAM Force 1x groupset with a 27″ climbing gear, Fulcrum Racing 7DB wheels and BG Rock ‘n Road 43c tyres. The frameset is also available alone for £699.
The 2019 Jamis Renegade Expert.
Jamis Renegade Expert // 9.5kg and US $2599 The Renegade is an adventure bike that can fit 40mm wide tyres. It also has provision for racks, fenders and up to five bottle cages. The Expert model uses a full Shimano 105 groupset and hydraulic disc brakes. The 50-34t crankset with 11-32t cassette limits the gear ratios a bit – the climbing gear works out to be 29 gear inches (8.3km/h @ 60RPM). As the seatpost clamp is integrated, the Renegade frames only permit a rear rack that can attach to the seatstay bridge (eg. Tubus Fly or Axiom Streamliner).
The 2019 Jamis Renegade Elite.
Jamis Renegade Elite // 8.6kg and US $3699 If you’d like a Renegade with a Shimano Ultegra build you’re looking at a $1000 price premium. It’s not just the groupset that gets an upgrade, you also get a Ritchey carbon seatpost and the light 1579 gram Stans Crest MK3 wheelset (which saves ~500 grams by itself!).
The 2019 Kestrel Ter-X Rival 1.
Kestral Ter-X // ~9.2kg and US $2499
This well-priced Ter-X appears to be the same frame as the Bombtrack EXT-C albeit with a different fork. The frameset gets plenty of mounts, with three bottle cage mounts on the main triangle, plus two more on the fork, a top tube bag direct mount, rear rack mounts, and full fender mounts. The frame will clear 700c x 45mm or 27.5″ x 2.1″ tyres, has a tried and true threaded BB and is built using a high-modulus Toray T800 carbon. The build comes with a Stans Grail MK1 wheelset (1650 grams) and SRAM Rival 1×11 groupset.
The 2019 Kona Libre.
Kona Libre // ~9.5kg and US $2999 The Libre is the latest carbon adventure bike from Kona. It has eyelets galore; everything from front/rear rack mounts, fender mounts, front randonneur rack mounts, 4x bidon mounts on the frame and another set on either side of the fork. The Libre is the entry-level model which is spec’d with a 2×10 Shimano Tiagra drivetrain and 650x47C tyres, but the bike accommodates 700c wheels too. The low climbing gear on this bike is around 28 gear inches (8km/h @ 60RPM).
The 2019 Kona Libre DL
Kona Libre DL // 8.5kg and US $3999 The DL is the highest spec’d model in Libre range. While it uses the same frameset as the base model, it is fitted up with 700c wheels and 45mm tyres instead. The 28-hole Easton EA70AX tubeless wheels are designed to be pretty tough and offer a wide 24mm internal rim width so that you can drop your tyre pressures down. They are pretty light too – just 1760 grams. Interestingly, the 1×11 drivetrain actually offers a slightly lower climbing gear than the 2×10 drivetrain found on the base model. You should still have a decent cadence at 6.5km/h with the 26.5 gear inch low gear.
The 2019 Niner RLT9 RDO Tiagra.
Niner RLT9 RDO Tiagra // ~9.2kg and US $2950 The RLT9 RDO is an ultralight adventure bike with 700x40mm tyre clearance. It will fit front/rear racks, fenders and lots of bidon cages. Niner says that the front eyelets are designed to handle up to 21kg/45lbs and the rear rack eyelets 25kg/55lbs. The entry-level model comes with Niner-branded wheels, 10-speed Shimano Tiagra gears and hydraulic brakes with a climbing gear ratio of 27 gear inches. It’s available as a frameset for US $2300.
The 2019 Niner RLT9 RDO 105.
Niner RLT9 RDO 105 // ~9kg and US $3800 The next step up offers a significant upgrade to Shimano 105 11-speed gearing, however, the climbing gear is a bit on the high side at 29 gear inches (due to the 11-32t cassette). The bike is finished with Stans Grail S1 wheels that tip the scales at 1950 grams.
The 2019 Niner RLT9 RDO Rival.
Niner RLT9 RDO Rival // ~8.8kg and US $3800 For the same price as the 105 model, you have the option of a SRAM Rival drivetrain and brakes.
The 2019 Niner RLT9 RDO Ultegra 4-Star.
Niner RLT9 RDO Ultegra 4-Star // ~8.6kg and US $4300 For another US $500 you can upgrade to the incredible new Shimano Ultegra R8000 groupset. You’ll still get the pretty stout Stans Grail S1 wheels (1950 grams).
The 2019 Niner RLT9 RDO Ultegra 5-Star.
Niner RLT9 RDO Ultegra 5-Star // ~7.9kg and US $5500 The flagship RLT9 RDO has one key component difference when compared to the Ultegra 4-Star: a Stans CB7 carbon wheelset. These wheels are blisteringly light, tipping the scales at just 1277 grams. That’s lighter than the majority of carbon road bike wheels! The downside to running these hoops is that you and your gear can’t weigh more than 86kg/189lb. So if you’re planning on packing 10kg of gear, you’ll need to be under 76kg.
The 2019 Norco Search XR Carbon Apex.
Norco Search XR Carbon Apex // ~9.5kg and US $3199 The Search XR range is suited for either 700x45c or 27.5×2.1″ wheels. The entry-level model uses a SRAM Apex 1×11 groupset with a moderately low climbing gear of 26 gear inches. The Search XR framesets fit front and rear racks, fenders and all of the bidon/cargo cages you’ll need to have a good time. The Norco Search XR frameset is also available separately for US $1999.
The 2019 Norco Search XR Carbon Ultegra.
Norco Search XR Carbon Ultegra // 9.0kg and US $3799 Using the same frameset, the Ultegra model gets an upgraded groupset and wheels. A nice feature is the sub-compact crankset with 48-32t chainring that’s paired with an 11-34t cassette to give a considerably low 24″ climbing gear. The 1760 gram Easton EA70AX wheels should be able to cop a fair bit of abuse, and have helped drop a significant amount of weight from the Apex 1 model – perhaps almost 400 grams.
The 2019 Norco Search XR Carbon Force.
Norco Search XR Carbon Force // ~9.6kg and US $4599 The most expensive Search XR model has quite a different build to the other models in the range. It utilises the fact that the Norco can run a 27.5″ MTB wheelset by speccing 2.1″ knobby tyres and a dropper seatpost. The SRAM 1×11 drivetrain allows for an ok range of 26-111″ but for people who like mountains you’ll want to swap out the rear derailleur and cassette to an 11-50t.
The 2019 Orro Terra C 105.
Orro Terra C 105 // ~9.1kg and £2099
The Terra carbon frameset will accept a rear rack and fenders, and has clearance for 700 x 42c tyres. It’s dressed up with a 105 11-speed groupset (30″ climbing gear), Fulcrum Racing 7DB wheels (1740 grams) and 32c tyres as standard. The Terra 105 is also available at a £300 discount with TRP Spyre cable disc brakes, or as a frameset alone for £1399.
The 2019 Orro Terra C Ultegra.
Orro Terra C Ultegra // ~8.8kg and £2499
The Terra is also available with an Ultegra groupset for an extra £400 which drops the bikes weight by about 300 grams.
2019 On-One Space Chicken Rival.
On-One Space Chicken Rival // 9.6kg and £1599
The Space Chicken frames weigh about 1550 grams and are fitted out with rear rack mounts, fender mounts and 3x bidon cages. It can fit 700 x 38c tyres but it’s also designed to suit 650 x 48c tyres too (see SRAM Force model below). The entry-level bike is fitted with a SRAM Rival 1x groupset and Fulcrum Racing 7DB wheelset, but you can buy the frameset alone for £699.
The 2019 On-One Space Chicken Force.
On-One Space Chicken Force // 9.1kg and £1999
The On-One Space Chicken is also available a Force1 groupset and 650x47c wheelset. This drops the weight by half a kilogram. A 700c wheelset option (Clement Ushuaia) can also be spec’d with the bike at a £200 reduction in price.
The Rodeo Labs TrailDonkey 2.1.
Rodeo Labs TrailDonkey 2.1 105 // 9.5kg and US $3400 Rodeo Labs recently unleashed the updated TrailDonkey on the world. The most recent update gives the frame a T47 threaded bottom bracket shell (as opposed to press-fit bearings) and a smaller diameter 27.2mm seatpost for extra compliance. The TrailDonkey is still able to fit 700x42c or 650x48c tyres, it’s rocking swappable rear dropouts (quick release/thru-axle) and has mounts for a rear rack and fenders. The full carbon fork is a bit of a swiss army knife; it can run post/flat mount brakes, 12mm/15mm thru axles, a front rack and cages on the fork blades. The fork also features internal dynamo cable routing, brake cable routing and routing for a USB stem cap. The bike is available with SRAM or Shimano builds, or the frameset can be purchased separately for US $2560.
The 2019 Rose Backroad Randonneur.
Rose Backroad Randonneur // 9.8kg and 2799€ The Backroad is one of the lightest frames in the list, employing high modulus fibres to bring the frame weight down to just 1040 grams for a size 51cm. This carbon bike is impressively under 10kg even when fitted stock with a dynamo hub, dynamo front/rear lights and a rear rack. It employs a full Shimano Ultegra groupset which has recently been updated to perform incredibly. This bike is set up for sealed roads with its 29 gear inch climbing gear and 32c tyres, but without the fenders, it will fit a 42c gravel or touring tyre. In addition to the Randonneur model, there is also an Ultegra Di2 (8.4kg/3199€), Force 1 (8.2kg/2549€), 105 (8.5kg/2249€) and Ultegra (8.4kg/2549€) version available without dynamo gear and rack.
The 2019 Salsa Cutthroat Apex.
Salsa Cutthroat Apex 1 // 10.7kg and US $2499 The Cutthroat is probably the most popular bike for dirt road ultra-endurance racing. Basically a mountain bike with drop bars, this bike is easily the most off-road capable here with its ability to squeeze in a 3.0″ front tyre or 2.4″ in the rear. It also has much better mud clearance than any other carbon framesets here. On the frame, you can fit a rear rack, but the fork is limited to 3-boss cargo cages only. There are eyelets in the front triangle for 3x bidon cages and a direct mount top tube bag. The climbing gear is 23 gear inches which seems to be pretty perfect on most terrain provided you have a lightweight setup. Framesets are available for US $1999.
The 2019 Salsa Cutthroat Rival.
Salsa Cutthroat Rival 1 // 10kg and US $3499 The Cutthroat Rival uses the same carbon frameset but receives a drivetrain (SRAM Rival 1) and wheel upgrade. The DT Swiss C1800 wheels tip the scales at just 1745g, which makes up the majority of the weight saving over the Apex 1 model.
The 2019 Salsa Cutthroat Force.
Salsa Cutthroat Force 1 // 9.8kg and US $4499 The top-level Cutthroat doesn’t provide you with much more bike for the extra $1000. You get an upgrade to a SRAM Force 1 groupset, a 10-42t cassette and some slightly nicer DT Swiss CR1600 wheels (the engagement system is star ratchet instead of pawls). But overall, the performance and weight advantages are minimal.
The 2019 Salsa Warbird Carbon with Shimano Tiagra.
Salsa Warbird Tiagra 10-Speed // 11.3kg and US $2399 The Warbird is marketed as a gravel race bike, but really, it’s much more than that. It has eyelets everywhere including two bidon cages along the downtube and 3-boss mounts on either side of the fork. The fork has internal routing for a dynamo cable as well as provision for a lowrider rack and full fenders. The Warbird Tiagra is built with no-fuss WTB wheels, TRP Spyre-C cable disc brakes and aluminium Salsa components. The climbing gear on this bike (1:1) measures 27 gear inches; you could swap to an Absolute Black 46/30t chainring set to achieve a 24″ gear if you’re into steeper hills.
The 2019 Salsa Warbird Carbon with SRAM Apex.
Salsa Warbird Apex1 // 9.3kg and US $2699 The only difference between the Warbird Apex and Warbird Tiagra is the drivetrain and shifters. The low gear remains the same (27 gear inches) but the 42 tooth front cog allows for 50km/h rather than 60km/h (at 100RPM). The 2kg difference listed by Salsa on their website is incorrect – there is actually only a 200-300 gram difference between SRAM Apex and Shimano Tiagra. I’d suggest both bikes are closer to the 10kg mark.
The 2019 Salsa Warbird Carbon with Shimano 105.
2019 Salsa Warbird 105 // ~8.7kg and US $3399 The best performance-to-price ratio is surely found with the 105 model. You’ll get 1745 gram DT Swiss wheels, hydraulic brakes, 11-speed gearing and the same mid-range Salsa aluminium components as the Force1 model. The US $1000 price difference between the Warbird Force1 and Warbird 105 could easily buy you a second 650B wheelset to crush it off-road too.
The 2019 Salsa Warbird Carbon with SRAM Force.
2019 Salsa Warbird Force1 // 8.7kg and US $4399 If you’re after a carbon off-road tourer from the get-go, the Warbird Force is it. It comes with some WTB KOM Light wheels (~1750 grams) in size 650B that are fitted with 2.1″ Maxxis Pace tyres. The 1:1 climbing gear is 27 gear inches, but by switching the front chainring to a 38 tooth, you can drop this to 25 gear inches.
The 2019 Salsa Warbird Carbon with Shimano Ultegra Di2.
2019 Salsa Warbird Ultegra Di2 // 8.4kg and US $5399 The crown jewel of the Warbird range comes with a Shimano Di2 electronic groupset, 1728 gram DT Swiss wheels (with their ratchet drive hub) and carbon Salsa components. The 29 gear inch climbing gear (34-32t) is a little high for more mountainous terrain, but you can drop this to 24 gear inches by swapping the chainrings to Absolute Black 46-30t and the cassette to the Ultegra 11-34t model.
The 2019 Specialized Diverge.
Specialized Diverge // 9.8kg and US $2600
The Specialized Diverge carbon frames will all fit 700x42c or 650x47c tyres. They have eyelets for racks and 3x cages on the frame. The Diverge Sport is the lowest cost carbon model. Costs are saved on this bike by fitting a 10-speed Shimano Tiagra groupset. A great feature of the new Tiagra is the 11-34t cassette which when combined with the 32t front ring provides a climbing gear of 25.7 gear inches.
The 2019 Specialized Diverge Sport.
Specialized Diverge Sport // 9.3kg and US $3000
The Diverge Sport Carbon is spec’d with a Shimano 105 11-speed groupset and Praxis Alba cranks with 48/32t front chainrings. This offers a 27.3 gear inch climbing gear. The Diverge Sport is one of only three carbon model available in the XXL (64cm) size.
The 2019 Specialized Diverge Comp.
Specialized Diverge Comp // 9.0kg and US $3600
The Comp Carbon rolls with a Shimano Ultegra 11-speed groupset paired to a Praxis sub-compact crankset. This yields a 26 gear inch climbing gear. It comes with the ultra-flexy CG-R carbon seatpost with built-in elastomers to maximise comfort. The Diverge Comp is another carbon model available in the XXL (64cm) size.
The 2019 Specialized Diverge Expert X1.
Specialized Diverge Expert X1 // 8.5kg and US $5000
The Diverge Expert Carbon is a 1x bike, employing SRAM’s Force1 groupset to achieve a 40-42t climbing gear (26 gear inches). For 2019, the Diverge Expert gets a Roval carbon wheelset as opposed to the aluminium wheelset of last year, however, the price has been adjusted to match. For the tall folks, the Expert is available in XXL size (64cm).
The 2019 Specialized Diverge Pro.
Specialized Diverge Pro // 8.3kg and US $6700 The Diverge Pro is an all-new model for this year. It uses the more cost-effective 9R carbon layup like the rest of the Diverge models. Like the S-Works, the Diverge Pro has electronic gearing. On the Pro is a 2x Ultegra Di2 drivetrain which has the same climbing gear ratio (1:1) as the S-Works but you have more top-end gearing thanks to that front 48t chainring (at 100RPM it’s 57km/h instead of 47km/h). The Roval carbon wheels are a notch down, hitting the scales at about 1500 grams. They use DT Swiss’s ultra-reliable ratchet hub system.
The 2019 Specialized Diverge S-Works.
Specialized Diverge S-Works // 7.9kg and US $10000
Specialized’s flagship bike is the Diverge S-Works. This is a different frameset in terms of carbon layup and resin (called 10R) but it still shares the same frame geometry as the other carbon models. Specialized have matched a Di2 road shifter with an XTR Di2 MTB derailleur to fit a larger cassette on the bike, and you could go to 46t if you needed the extra climbing gears (the current small gear works out to be 27.3 gear inches). A 35mm dropper seatpost has been fitted to the S-Works with a handlebar-mounted remote in order to reduce your centre of gravity on technical descents. Carbon Roval wheels (1350g!) and carbon Easton cranks, as well as a SWAT box (tube, co2, levers and multitool) complete the build and result in a weight under 8kg (17.6lbs) without the SWAT toolbox (56cm). The S-Works Diverge is available as a frameset for US $4000.
The 2019 Thesis OB1.
Thesis OB1 Rival // 8.5kg and US $3299
The OB1 is a very decent bike for the price given it comes with carbon wheels using DT Swiss 350 hubs and aero spokes! The 1145 gram hi-mod T800 frame has space for 5x bidon mounts, a top tube bag, fenders and front and rear racks. It can be built up with a 650B (47mm max) or 700C (40mm max) wheelset, a choice of chainring/cassette sizes, a choice of handlebar width and even an optional dropper seatpost. There are also three colour choices. The build includes a SRAM Rival groupset 1×11 including hydro brakes.
The 2019 Tifosi Cavazzo Commuter.
Tifosi Cavazzo Commuter Tiagra // 10.5kg and £1649
The Cavazzo frame is said to be 600 grams lighter than the previous model! It offers provision for a rear rack, fenders and 3x bidon cages. This bike employs a Tiagra 10-speed groupset with Vision Team 30 wheels (1920 grams) and 38mm tyres. From the factory, the bike has been set up for commuting with fenders and puncture resistant tyres.
The 2019 Trek Checkpoint SL5.
Trek Checkpoint SL5 // 9.6kg and US $2799
Trek recently unveiled the Checkpoint, a bike designed for ‘gravel’ riding but it comes with a raft of touring features including f+r rack, fender, bidon (4) and top tube bag mounts. But the thing that sets the Checkpoint apart from other bikes is the seat tube “iso-speed decoupler”. The carbon seat tube actually extends all the way from the bottom bracket to just under the seat. At the intersection with the top tube is a pivot with two sealed bearings on either side which allow the whole seat tube to flex vertically when you’re in the saddle. This is not a gimmick; it’s my experience that the flexy seat tube adds a whole lot of comfort to your ride. The Checkpoint framesets are officially good for 700x45mm tyres but Trek is very conservative when it comes to official clearance which results in 50mm tyres fitting too. The SL5 model comes with a Shimano 105 groupset with a 1:1 climbing gear (27 gear inches) which is a bit on the high side for mountainous terrain; it would’ve been nice to see this bike with a sub-compact crankset. You can also get the Checkpoint as a frame only for US $1999.
The 2019 Trek Checkpoint SL6.
Trek Checkpoint SL6 // 8.9kg and US $3799
For $1000 extra you can get the Trek Checkpoint with a Shimano Ultegra R8000 groupset and Bontrager Paradigm Comp wheelset. The wheels alone save an estimated 400 grams when compared to the SL5. Again, the low climbing gear is 27 gear inches which will be better suited to rolling hills rather than dirt roads in the mountains.
The 2019 Viathon G1 105.
Viathlon G1 105 // ~9.1kg and US $2300
The G1 is a 1010 gram (54cm) carbon adventure frame (Walmart-owned company) with some nice features. Firstly, the tyre clearance is exceptional at 700cx51mm or 27.5″ x 2.1″. It also had a threaded BB, mounting points for front/rear racks and fenders and 3x bidon cages. The budget build offers a full 105 groupset including brakes and a HED Ardenne GP wheelset which is nice and light at 1578 grams.
The 2019 Viathon G1 Ultegra.
Viathlon G1 Ultegra // ~8.8kg and US $3300
For $1000 extra you can get the G1 with a Shimano Ultegra R8000 groupset and HED Ardenne LT wheelset (1549 grams). It also gets a slightly lighter stem, bars, seatpost and seat.
The 2019 Viathon G1 Force.
Viathlon G1 Force // ~8.5kg and US $3550
A modest price jump gets the SRAM Force1 build, shedding a bit more weight thanks to switching to a 1x drivetrain. The wheels, cockpit, seatpost and seat are the same as the Ultegra model.
Have I Missed Any Rack or Fender Compatible Carbon Touring Bikes?
It’s always been possible to mount panniers on road bikes, but it’s never been easy. This is for two reasons: road bike frames rarely have rack mounting points, and road bikes often have short rear ends that cause heel clearance issues with panniers.
But a company in the UK have decided that lightweight road bikes should be more multipurpose, so they designed a rear rack and pannier system from scratch which is both lightweight and easy to attach to most road bikes.
The Tailfin racks installed on road bikes.
The Tailfin Rack and Panniers
Tailfin achieved full funding on Kickstarter, smashing their goal and ending up with US $225,000! This clearly demonstrates the strong desire for racks and panniers on road bikes. And I agree, there’s a few great reasons why panniers are good for bike travel: they’re easy to put on/off the bike, they fit all kinds of objects (including laptops) and they’re easy to carry around.
The Tailfin Rack will fit most road bikes.
The Tailfin rack is super simple. It’s just three parts: a carbon-fibre hooped beam, an aluminium rod and a quick release lever. The lower part of the rack mounts directly to the supplied skewer, and the aluminum rod clamps around the seatpost. The complete racks works out to be about 40% lighter than the next lightest rack, and can still support an 18kg load.
The specially-designed panniers are reinforced with a carbon backbone to ensure that they are structurally rigid on the rack. Tailfin’s panniers are waterproof and durable, offering 24 litres of capacity – generally enough for a light and fast tour.
The Tailfin pannier has a carbon reinforced backbone to keep it stable.
The weight and pricing of the Tailfin system:
Tailfin Rack (249g/9oz) – US $215
Tailfin Pannier Set (600g/21oz) – US $140 Total: 849g/30oz and US $355
If we compare the Tailfin with other road bike rack options:
Axiom Streamliner Road DLX (510g/18oz) – US $40
Arkel Dry-Lite (454g/16oz) – US $90 Total: 964g/34oz and US $130
If we compare the Tailfin system to Ortlieb Bikepacking bags:
Ortlieb Handlebar Pack (417g/15oz) – US $135
Ortlieb Seat Pack (430g/15oz) – US $160 Total: 847g/30oz and US $295
The Tailfin gear is clearly light – bikepacking bag -light, in fact. But when compared to the Axiom/Arkel system it comes out looking pretty expensive. The Tailfin is close to 3x the cost and with only a 100g/4oz weight saving. The price is indeed dictated by the fact it’s all fabricated in the UK.
The Tailfin rack still has a few tricks up its sleeve though, including tool-free installation in 10 seconds! That allows you to go between weekend road bike and touring bike in seconds. This is the reason why you’d buy the Tailfin over products half the price.
The Tailfin is super simple in its design.
Compatibility
The Tailfin is a really versatile rack that should mount to most road bikes. It’ll fit:
– 25-34mm seatposts in all shapes including aero. Tailfin are working on a bigger cloth mount too.
– Bikes with standard rack eyelets with the rack mount adapters.
– Panniers from other brands using the adapter pins (I can’t recommended this due to the minimal rack side support)
– Both 130mm and 135mm quick release axles.
The Tailfin Rack setup on a Giant road bike.
How Will The Panniers Affect Bike Handling?
The downside to mounting panniers to a road bike is that they will affect bike handling, more so than other options (like bikepacking bags). This is due to the location of the weight being both elevated and behind the rear axle. This will result in a somewhat ‘light’ front end when you’re loading more than 7-10kg, but won’t be a problem for light loads. To balance your bikes handling, I’d recommend using a handlebar bag or bikepacking bar bag to better distribute your gear weight.
The Tailfin products will be shipping in November 2016.
I Recently Tested The Speed Difference Between Bikepacking Bags and Panniers. HERE Are The Results!
Ladies and gentlemen, we are entering a new era of touring bike. Say hello to the new 2017 Diamondback Haanjo EXP Carbon!
The 2017 Diamondback Haanjo EXP Carbon.
Yup, you read it right – carbon fibre. That lightweight woven material that when moulded with resin creates the vast majority of high-end road and mountain bikes we see today. This is the first carbon touring bike!
But Alee, metal tubes are really reliable. Why would we want frames and forks made out of carbon fibre? Well, it all comes down to the engineering. Every square centimetre of a carbon fibre frame and fork can be tweaked and tuned to optimise it towards being lightweight, comfortable, stiff and/or reliable. In comparison, a steel frame is only customisable down to an entire tube. Depending on the way that the carbon is selected and laid, it’s possible to make a carbon frame and fork better in every single way.
I’ll write about carbon in-depth soon because it’s a really exciting technology. This bike is the beginning of something great!
The 2017 Diamondback Haanjo EXP Carbon
The Haanjo series is Diamondback’s gravel and adventure road collection. The EXP Carbon is their off-road touring option, complete with barend shifters, cable disc brakes, an ultra-wide gear range and clearance for 2.1″+ mountain bike tyres. This carbon frame can handle front and rear racks and 3x bidon cages!
The bike is designed to accommodate both 27.5″ mountain bike wheels (with 2.1″ tyres) or 700c road wheels (with 40c tyres). The EXP Carbon is the only model that comes off-the-shelf with the smaller diameter mountain bike wheels.
The 2017 Diamondback Haanjo EXP Carbon uses 27.5″ MTB wheels.
Diamondback have somehow come across excess stock of the Shimano M770 derailleur, originally released in 2008. That allows the EXP Carbon to run a very utilitarian 9-speed drivetrain (you can find 9-speed components in shops all around the world).
Diamondback have chosen TRP Spyre cable disc brakes for the EXP Carbon. Unlike all other cable disc brakes, the Spyres employ a dual-sided activation which provides you with excellent braking performance and even pad/rotor wear. They are certainly the pick of the bunch.
Front and rear thru-axles are found on all Haanjo carbon bikes, reducing flex at the wheels.
The drivetrain on the Haanjo EXP Carbon is a highlight! A 48-36-26t front crankset when combined with the 11-34t cassette provides an ultra-wide range from 21 to 119 gear inches. That essentially means that you’ll have low enough gears for climbing steep dirt roads with all your gear, while still being able to hook along at 60km/h on long descents.
This bike uses a threaded bottom bracket shell which is music to my ears. This bottom bracket variety is very easy to service and replace yourself. In addition, the bearings are pressed into the cups very precisely from the factory, so they’re always perfectly flush.
A Shimano Deore 48-36-26 crankset offers a very wide range of gears.
In terms of sizing, the Haanjo’s ‘reach’ varies very little across all sizes (all frame sizes are between 371-378mm – in fact, the small is actually longer than both the medium and large). The end result is longer-than-normal small bikes, and shorter-than-normal large bikes. You can modify the bike’s reach by using longer or shorter stems, but ultimately, it’s best practice to create bike sizes in even increments using the stack and reach model, rather than the top-tube length.
The steering speed on the Haanjo is in-line with other gravel bikes; that is, quicker than a touring bike, but slower than a cyclocross or road bike. The chainstays are measured at 430mm which is also on par with similar adventure bikes.
The Diamondback Haanjo EXP Carbon will be available later this year for US $2300.
The alloy Diamondback X-Durance seatpost is designed to offer some flex.
Other Diamondback Haanjo Models
Along with the Haanjo EXP Carbon are a few other models, perhaps more suited to light touring given the choice of gear specification.
2017 Diamondback Haanjo Trail Carbon // US $3100
2017 Diamondback Haanjo Comp Carbon // US $2500
2017 Diamondback Haanjo Trail // US $2300
2017 Diamondback Haanjo Comp 2017 // US $1600
2017 Diamondback Haanjo Tero // US $900
Want To Compare These Touring Bikes With Dozens of Others?
Check out The Touring Bicycle Buyer’s Guide which compares touring bike steering, sizing, gear ratios, specification, pricing and more. The Bikepacking Bike Buyer’s Guide does the same thing, however, with a focus on lighter bikes and models with more off-road capability. Both of these guides are updated annually with the latest models at no extra cost!
