The best and most effective upgrade on your bike? A tire that suits you, your bike and the intended use. Especially when graveling, a safe contact to the ground is indispensable. For our gravel tire test, we were in the test lab, on gravel roads, forest highways and flowing trails on the road to find the best gravel tire all-rounder.
Table of contents
Gravel – the word of the hour is omnipresent and is interpreted in many ways. Sometimes it seems that this means any kind of off-pavement road cycling. We asked ourselves how the bicycle industry, which still does not define the term "gravel" uniformly, responds to the versatile requirements. The gravel movement has long since moved from a niche existence to the mainstream and has fractured into many nuanced subgroups. For many, the gravel bike is the first bike with racing handlebars. The wider tires visually convey a higher level of safety – but can you really rely on them?? We have subjected the 12 most exciting gravel tires for 2020 to a comprehensive test. Here you will find everything you need to know about the most important contact point between you and the ground, which tire is suitable for which rider and which tire is currently the best gravel all-rounder. Curtain up!
The requirements profile
gravel racers compete weekly at international races, while mountain bikers shoot down the trails on their training rides on gravel bikes and gravel bike packers crawl through the gobi desert with 27.4 kg of luggage and a 5.7 l water tank. In the middle of this extreme pole is max mustermann – the weekend rider, the everyman graveler. He bought the gravel bike because it allows him to get off the road, because he prefers a more comfortable riding position, because it gives him a lot of confidence and security, and because it is supposed to be more solid and versatile than the sinfully expensive carbon racing bike sweetheart that is also in the garage. in our search for the best gravel tire, we wanted to find the best all-rounder: a tire for max. This tire should be puncture-proof, roll easily, have good cushioning and a good. providing comfort and safety through good grip – in every situation.
Tire dimension
The tire dimensions available on the market are as varied as the gravel customer himself. this is a good thing, because it allows everyone to find the right tire for them. Stupid only that with increasing choice also the confusion increases. So you can find on the market for gravel tires exemplars with 28" (700 mm) and 27.5" (650 mm) in different widths from 28 mm to 57 mm. For our test we have limited ourselves to tires with 700C and widths between 37 mm and 42 mm, because they are most often installed in gravel bikes. Thanks to their balanced weight, dimensions, rolling resistance, grip and co. Representing now almost something like the "golden standard" of gravel tires and should therefore fit well for most of you.
What do the different tire dimensions mean??
Who has not yet dealt more deeply with the topic of tires, will most likely already stumble at the various size designations. In an attempt to provide clarity, the european tire and rim technical organization (ETRTO) standard was introduced. For example, the ETRTO size designation "37-622" indicates the width (37 mm) and inner diameter of the tire (622 mm). This designation is unambiguous and allows a clear allocation to the rim size.
The inch designation (Z. B. 28 x 1.40) indicates the approximate outside diameter (28") and tire width (1.40"). The inch specifications neither precise nor unambiguous. For example, the diameters 559 mm (MTB), 571 mm (triathlon) and 590 mm (Dutch touring bikes) are all designated as 26″. tires with a diameter of 622 and 635 mm are both referred to as 28". Curiously, tires with an inner diameter of 630 mm are titled 27″. These designations have their origin in the times of the stamp brake. At that time the exact outer diameter of the wheel was given by the brake. Depending on the tire width, there were then different standards for the inner diameter. A few years ago, the 27.5″ size was added to the mix. 27.5″ tires have an inside diameter of 584 mm and are identical to the old french size designation 650B.
The French size designation (z. B. 700 x 35C) indicates the approximate outer diameter (700 mm) and the tire width (35 mm). The letter at the end gives an indication of the inner diameter of the tire. The C in this case stands for 622 mm. confusion is caused by the different ways of handling the size information. While schwalbe historically assigns the size 40-622 to the dimension 700 x 38C, pirelli makes z. B. From 40-622 simply 700 x 40C.
So far, so complicated. But what happens to all these nice standards as soon as the tire is mounted?? Since commercially available rims have different inside diameters, tire widths can "turn out" differently in reality. As a rule of thumb, if the inside diameter of the rim increases by 3 mm, the tire becomes 1 mm wider. Additionally, due to different tire constructions, a more or less pronounced expansion of the tire with increasing air pressure can occur. Thus, the volume can vary greatly depending on the tire model even if the size designation remains the same. Accordingly, it may be that you get a tire in the maximum dimension recommended by the bike manufacturer loosely or not at all in your frame because of your rim. When it comes to tire clearance, it’s also important to remember that your wheels will twist in the frame when braking, accelerating and cornering. For cornering traction and comfort this can make perfect sense. However, if the tires come dangerously close to your frameset even when stationary, dragging while riding and consequently damage to the paint or frame material is as good as pre-programmed.
What is a tire made of??
In order to provide some clarity in the jungle of terms, the following graphic is intended to illustrate which basic components a bicycle tire consists of. tire construction varies greatly from manufacturer to manufacturer and of course from model to model.
What is the perfect tire pressure?
Spoiler alert: unfortunately there is no such thing as THE perfect air pressure. Due to the many influencing factors, there is no simple answer to the question of the perfect tire pressure. Typically, manufacturers recommend an ideal inflation pressure for their tires. This can vary not only depending on the model, but also in dependence on the tire dimension. Our test has shown that it is worth experimenting with the tire pressure on a known route and also approaching the personal ideal air pressure beyond the manufacturer’s recommendations.
On a perfectly smooth surface, the higher the air pressure, the lower the deformation and thus the rolling resistance. On off-road terrain, it’s the other way around: the lower the air pressure, the lower the rolling resistance. For gravel roads as well as for soft forest and meadow soils. But why is this so? A tire with low air pressure can adapt better to uneven surfaces. It sinks less deeply and the entire system of rider and bike is less strongly braked by the "impact" against uneven surfaces.
therefore our suggestion: even if the tire manufacturer recommends at least 3.4 bar – inflate the tire at the beginning with only 2.5 bar and see what happens. The tire should be hard enough to prevent bobbing on compact surfaces. At the same time, it should be soft enough to adapt to the terrain and deform over time. The key is to find the sweet spot between too hard and therefore too uncomfortable and too soft and therefore too bobbing. As long as it doesn’t bob on asphalt, less pressure simply means more comfort and less rolling resistance off-road. attention: if you like to ride up curbs, make sure you have enough air pressure to prevent a hard puncture on the carbon rim.
At this point it is also important to mention that tires with a smaller volume have a higher rolling resistance at the same inflation pressure, as the tire deformation has a greater effect in this case. The tires flatten more, they become rougher. Wide tires roll more easily than narrow ones! This statement is often met with skepticism, but at the same inflation pressure, the narrow tire deflects more deeply and thus has to overcome more material deformation.
To ensure consistent performance, check and adjust inflation pressure at least once a month. Even the tightest bicycle tubes or tubeless systems continuously lose pressure, because unlike car tires, bicycle tires have much higher air pressures and much thinner walls. A pressure loss of 1 bar per month is considered normal. The pressure loss is much faster at high pressures and much slower at low pressures.
The test field
| continental terra speed | 40-622 | 38,3 | 35,7 | 59,7 | 419 g | 57,90 € |
| continental terra trail | 40-622 | 39,4 | 36,1 | 60,1 | 446 g | 57,90 € |
| MAXXIS rambler silkshield TR | 40-622 | 39,8 | 36,9 | 60,9 | 438 g | 49,50 € |
| panaracer gravelking SK | 40-622 | 41,3 | 38,0 | 62,0 | 401 g | 45,95 € |
| pirelli cinturato gravel H | 40-622 | 39,8 | 37,2 | 61,2 | 482 g | 59,99 € |
| schwalbe G-one allround evolution | 40-622 | 38,1 | 35,6 | 59,6 | 505 g | 59,90 € |
| schwalbe G-one bite evolution | 40-622 | 39,7 | 35,4 | 59,4 | 496 g | 59,90 € |
| specialized pathfinder pro | 42-622 | 41,7 | 40,9 | 64,9 | 568 g | 41,90 € |
| teravail cannonball light& supple | 42-622 | 40,7 | 37,6 | 61,6 | 537 g | 52,99 € |
| vittoria terreno dry | 40-622 | 40,5 | 37,9 | 61,9 | 483 g | 48,95 € |
| WTB riddler TCS light/fast rolling | 37-622 | 36,2 | 33,8 | 57,8 | 464 g | 54,95 € |
| WTB venture road TCS | 40-622 | 36,3 | 33,6 | 57,6 | 542 g | 54,95 € |
*1 measured dimensions at 2.5 bar
*2 test rim: stan’s NOTUBES grail 622 x 20.3C (rim height 24.5 mm)
The test criteria
Our aim in this test was to identify the best all-round gravel tire. In order to test factors such as rolling resistance and puncture protection of each tire without reeling off hundreds of thousands of test kilometers, we sped up the process a bit and met with the tire pros from schwalbe in the tire lab. Isolated from the outside world, we measured, cut and talked shop there. Sure, an independent test lab would be ideal, but who has that on their doorstep?? So keep this fact in mind and take the lab results with a pinch of salt.
To determine the rolling resistance on hard surfaces, all tires were mounted one after the other on the same rim with the identical tire pressure and tested on the test stand under the same load at 20 km/h. From our point of view, a representative speed for common gravel rides. Next, we wanted to determine puncture resistance. For this purpose, both the tread (next to the lugs, i.e. at the thinnest point) and the sidewall were tested several times with different blunt or. Pointed objects pierced. In this way, we found out what force is required for an average and how deep an object has to drill into the tire before it gets a hole in it. We also determined the resistance to punctures, better known as snakebites. In the laboratory, a drop axe is used to test the impact pressure that the tire can withstand until a puncture occurs, resulting in a hole in the tire. These laboratory values are a good indicator of the tire’s performance under certain conditions. But since we are realists, the results of the practical test were the main focus of the evaluation – keep it real!
In the field test, we looked at a number of factors. The focus was on the grip of the tire, which, in combination with the handling, provides information about how much safety and confidence a tire generates on different surfaces. Our test loop included asphalt roads, hard gravel roads, soft forest soil, trail sections – both uphill and downhill. the thundery summer of 2020 allowed us to test the tires not only in imperial weather, but also in humid conditions. We asked ourselves questions such as: how does the tire accelerate and brake? How well does it run straight? How is the cornering behavior? How much confidence does the tire convey?
Other important criteria were the self-damping and the comfort offered by the tires. How much feedback do we get from the ground? How many reserves or. How much "spring travel" does the tire give on roots?? How well and securely does it sit on the track??
Factors such as the ease of mounting, the look and the price-performance ratio were also taken into account in the evaluation to find out for whom the respective tire is the right one.
Key findings of the test
After preparation, hundreds of test kilometers and heated discussions, many points came to our attention, which you will find summarized here as the most important findings of the comparison test.
- The minimum tire pressures the manufacturers often make neither fun nor sense in practice. The perfect balance of rolling resistance, traction and comfort is found in many tires in the test only significantly below the recommended tire pressure. So it’s worth taking along a pump and a small air pressure gauge and just experimenting! A good guide is the schwalbe pressure prof.
- The side lugs must protrude laterally further than the sidewall. If this is not the case, the sidewall is depressed and not the tread – i.e. the area where there is a lot of rubber. slab tires are preprogrammed that way! Wide rims with narrow tires favor a protruding sidewall, the 37er riddler gets here z. B. Problems with a 25 mm wide rim.
- The gravel tires of our comparison test can be divided into the following categories two bearings classify: tires that draw inspiration from the road bike world and those that have taken inspiration from the MTB world. Tires like the WTB venture with thick shoulder lugs can be pushed further into the corner even at an angle to take the turn even tighter. road bike inspired tires like the panaracer gravelking or the specialized pathfinder, on the other hand, allow only limited spontaneous turning or surprising riding maneuvers on loose surfaces – but they offer great riding fun and you can take curves without any problems by shifting the weight and actively leaning into them.
- The brake characteristics is for the assessment of the braking performance more decisive than the measured braking distance: does the gravel tire lock immediately and break out uncontrollably to all sides, like the continental terra speed, or does it keep its straight line and thus offers a lot of safety, like the WTB venture road?
- A lighter tire is not necessarily faster! On the contrary, the heaviest tire in the test, the specialized pathfinder, although not good acceleration values shows. Once brought up to speed, however, it rides almost as fast as a road bike tire!
- A more comfortable tires is the better and in the long run also the faster gravel tire. Because with it you can ride longer in an aerodynamic position and arrive more refreshed at your destination.
- Tubes belong to the past and have no place on gravel bikes anymore. Compared to a setup with a tube, a tubeless system saves an average of 10% rolling resistance – there’s no easier and cheaper way to save that much wattage. As a backup, a tube in the jersey bag is of course still recommended, even though we did not have a single defect during the entire test period – apart from the panaracer gravelking, which was difficult to seal. The currently available modern gravel bikes come anyway almost always with tubeless rims and the conversion is often even feasible with a normal standpump. Find out how to set up a tubeless tire in our detailed tubeless guide for gravel bikes!
- Was last year the range between 37 and 40 mm announced, the trend goes now rather to even wider tires. Currently, widths between 40 and 42 mm offer the widest range of compatibility and fit most gravel bikes. However, if you have the space, you should definitely also try 45 tires. The thick things are already ‘ne cool number and make in curves and on rough surfaces really fun!
- A tire creates a new level of comfort through a predictable behavior safety and confidence. A reliable tire is extremely important, especially on non-homogeneous surfaces such as those encountered during gravel rides.
- After 30 tire changes you get sore muscles in the hands.
- Tanwall is dead, black is back! After what feels like a year, the tanwall trend is already over again.
Tops and flops
Like everything in life, our test had its ups and downs. Here you will find all the tops and flops of the great GRAN FONDO gravel tire comparison test.
Chapeau!
the quality of workmanship of all test tires was top notch. We have not had a cut, a broken side bar or a puncture.
Finally wedding
compatibility problems between different rims and tires belong to the past, all tires could be pulled without problems on our test rims. That was last year still quite different!
Comfort miracle
despite comparatively low volume, the vittoria terreno dry offers the best cushioning by far!
Gripmaster 3000
the WTB venture provides grip like a mountain bike tire and can still be actively pushed in curves. If you want to really let it rip on the trail, this is the tire for you!
Flops
too wide shoulders
with the continental terra speed or the teravail cannonball the shoulder lugs were unfortunately unreachable. At best you can get to them on the road, but on gravel they are way too far out and require an impossible lean to be of any real use.
Are you not quite tight?
the panaracer gravelking SK was the only tire in the test that didn’t seal right away and needed additional layers of rim tape and more sealing milk than any other tire in the test.
We need more choice
the selection of different dimensions and the wheel size 650B as an option is partly too small. The WTB riddler is only available in 37 and then again in 45 mm, the standard size 40/42 mm is completely missing. Specialized offers with 3 sizes also comparatively little choice in the pathfinder.
Heppa ..
lack of comfort with schwalbe and … schwalbe. The two schwalbe tires in the test offer significantly less comfort than the rest of the tires in the test.
The best gravel tire – vittoria terreno dry
A gravel tire will always be a compromise due to the diverse requirements of the gravel segment. There are gravel tires that perform better on hard surfaces, while others are true trail kings. We went out to find the all-rounder: a tire that generates safety and confidence on asphalt, compact gravel roads and loose forest soil, ensuring that the rider can concentrate on the experience and nature. The vittoria terreno dry emerges as the clear winner from the comparative test in the end. With its properties, it was able to convince the entire test team, especially in practice. It achieves the perfect symbiosis of low rolling resistance, great grip in gravel curves, massive comfort for fatigue-free driving and solid puncture protection. Well done, vittoria!
Click here for the complete test of the vittoria terreno dry
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