Gravel bikes are undergoing the most rapid evolution of all drop-bar bikes. What was a single style of bike only a few seasons ago has fractured into countless niches. When you shop for a gravel bike today, the first question you will need to answer is, “What kind of gravel bike?”
This rapid evolution is most visible in gravel-racing equipment. Free of the traditionalism—and, largely from the UCI’s equipment regulations—that keeps road-racing equipment from making radical leaps in short periods, gravel racers have adopted an approach that mirrors early mountain bike evolution: Try some crazy stuff and see what works best.
Cycling trends can evolve faster than frame development, which can take several years from design to production. Currently, gravel-racing bikes are experiencing one of those mismatches.
The hot trend in gravel racing is using lightweight, 53mm and up width, cross-country mountain bike racing tires. The problem: Most of the latest gravel race bikes were designed when 45 or even 42mm tire clearance was considered adequate. So, if you want to try the latest trend in gravel racing, most new and current gravel bikes are incompatible. But based on our conversations with several bike brands, we know that will change soon.
However, if you’re purchasing any other type of gravel bike, there are many good options available now. We’ve been on several exceptional gravel bikes—from models you can take on multi-day adventures, to ones that feel swift and nimble on paved roads. Our favorites—the ones we believe will deliver an incredible experience to most riders—are included below. There are also two recently introduced models—reflecting the rapidly evolving category—that we have not yet tested, but believe are notable, and worthy options.
We divided 2025’s Awards into four main categories: Road, Gravel, Mountain, and E-Bike. Below are the six gravel bikes our editors love or most look forward to riding in 2025, plus reviews for each Bike Award winner. —Matt Phillips, Senior Editor
Specialized Crux DSW
BEST ALUMINUM GRAVEL
I was an unabashed fan of Specialized’s carbon-framed Crux when I tested it in 2021. So it shouldn’t be shocking that I like the aluminum versions nearly as much. The biggest throughline between the two is handling and geometry. As with the carbon version, the Crux DSW is a quick-handling gravel bike. And compared to some of the slacked-out gravel bikes currently on the market, the DSW feels quite aggressive.
What I found most striking about the Crux geometry was my mindset shift compared to my initial carbon Crux review. When the carbon Crux launched in 2021, I spoke about it as a bit of a mellowed-out cyclocross bike. And in many ways, it was. The geometry remains unchanged, but now the Crux DSW feels more like an aggressive gravel bike. Considering there was no geometry change over those years, that’s a distinction without a difference and more of a comment on how time and the evolution of cycling disciplines and technology change our perspective.
I tested the Crux DSW in much the same way that I tested its carbon sibling; I did my best to ride it on as many types of terrain as possible, but I never found a situation where it didn’t exceed my expectations. The DSW’s responsive handling was especially fun on singletrack, where changing lines on a whim with the flick of the wrist felt effortless and incredibly satisfying.
If you crave straight-line stability over very rough terrain, the Crux DSW is probably not ideal. I wouldn’t describe it as twitchy, but I come to it from a road and cyclocross racing background. If your idea of gravel involves racing or riding fast, then the Crux DSW will be your jam. Despite the lack of cyclocross-related marketing for this bike (and, for the most part, the carbon version), I raced quite a bit of cyclocross on the carbon model and could easily use the alloy one for racing, too.
The Crux DSW is not the best choice if your definition of gravel riding is biased toward exploration, backcountry adventure, and multi-day excursions. Besides the sporty geometry and handling, the Crux DSW only features mounts for three bottles: two in the normal spots and one on the underside of the downtube. There are no attachment points for racks, gear mounts on the fork or top tube, or fender mounts. That’s bare bones even by the standards of many gravel race bikes; many competitors’ bikes have internal storage hatches or top-tube mounts for a feed bag. While there are many great options for strap-on bags, riders who prefer more integrated solutions will need to look elsewhere.
If the Crux DSW had a motto, it would be “less is more.” Other gravel bikes offer more features for a similar amount of money, but that’s not necessarily what every rider wants. There is something very appealing about a stripped-down, simple, and lightweight race bike.
I will not tell you that the Crux DSW is as good as the pricier carbon options. But I would happily spend my own money on one. An aluminum gravel bike makes a ton of sense for my riding. This is especially true given the abuse a frame can take during gravel events in adverse weather—I know two riders who wore through carbon fiber frames racing Unbound due to accumulated mud buildup. If those bikes were aluminum, there is a higher chance that the damage would have been cosmetic rather than structural.
Plus, once you put big, squishy tires on a bike, the advantages of carbon and titanium frames are significantly diminished (though those benefits are not zeroed). Still, I can’t help but feel a pull towards the Crux DSW. It’s a similar feeling to how I fawned over aluminum race bikes of other disciplines. For the rider who wants sharp handling and a spirited ride, the Crux DSW is everything you need and nothing you don’t. —Dan Chabanov
Cannondale Super X
BEST FAST GRAVEL
The latest iteration of Cannondale‘s SuperX builds on the bike’s previous success with subtle updates that make it a strong contender for performance gravel riders. The frame now clears 48mm wide rubber, and the fork fits 50mm tires. The new SuperX also uses a UDH dropout, and Cannondale ditched its proprietary Ai offset rear wheel; both features should please mechanics and riders alike.
The SuperX shares many of the aero shapes from the SuperSix race bike, and it fits Cannondale’s SystemBar R-One bar-stem combo for maximum aero gains. The SuperX retains its D-shaped seatpost for some extra comfort over rough terrain.
The geometry is conservative compared to modern gravel bikes that are getting ever-longer. Cannondale stuck with its proven Outfront geometry (used on the previous two SuperX/Supersix SE generations). The geo keeps the handling stable at speed, yet the bike remains sharp when maneuvering through twisting terrain. It’s a trait I grew to appreciate on the previous models.
On gravel roads, the SuperX shines. It feels like a fast road bike that soaks up rough terrain. The aerodynamics and deep wheels make for a rapid-feeling ride. I expected a rough ride with the bike’s aero shaping. Luckily, the new SuperX regains some of the smoothness lost in the last generation model.
Staying true to its roots, the SuperX remains capable between the tape. Cyclocross racers will be stoked to see a wide flat top tube for shouldering the bike up a steep run-up. The bike‘s internal cables help prevent entanglements—and the D-shaped post keeps the saddle straight—in the inevitable pile-up. They’re tiny details but wildly appreciated by anyone who races CX.
The SuperX 2 I tested came well equipped for performance off-road riding with few modifications needed. The Shimano GRX 2x12 shifting is reliable and offers a nice gear range for fast flats to steep climbs. The model uses Reserve 40/44 GR wheels, a proven choice with a solid warranty.
Cannondale made some tradeoffs to fit larger tires while maintaining its geometry, mainly in chainring clearance. The previous generation bike cleared a 53/39T combo with the right crankset. However, the new SuperX only clears up 48/31T (for Shimano GRX) and 43/30T (for SRAM wide cranks). Fitting a 1x crank will get you more of a top-end speed, with claimed clearance for a 46T to 50T chainring (depending on crankset). In reality, this will be a non-issue for most riders. However, you should confirm your preferred chainring will fit before buying if you regularly ride big rings.
The SuperX's pedigree is rooted in cyclocross racing. Over time, Cannondale’s changes have shifted it to become a gravel-race platform. It’s a gimmick-free bike that focuses on high-speed performance. As long as you don’t require fitment from mountain bike-width tires, the SuperX deserves consideration from anyone looking to get serious about logging fast miles on gravel roads. —Trevor Raab
Pure Cycles Adventure AL
BEST BUDGET ADVENTURE
The Adventure AL is a bike that can do a bit of anything you’d want to do with a gravel bike. Combined with its modest price, this makes it one of the best options for riders who want to explore everything gravel riding has to offer.
As the name suggests, the frame is built using lightweight, butted aluminum alloy and designed around a progressive geometry optimized around stability through rough terrain. Riders can use 650b or 700c wheels and tires up to 50mm wide. The carbon fork has a flip-chip so riders can fine-tune handling.
The frame features mounts for anything riders could want to attach to it. It has removable fender mounts, rack mounts, top tube mounts, fork mounts, and multiple water bottle mounts. It even has routing for a dropper post. The stock wheels are tubeless compatible and feature a modern 25mm inner rim width. SRAM’s Apex 1 mechanical drivetrain takes care of shifting duties.
However, Pure made component concessions—mainly with mechanical disc brakes and the somewhat limited gear range—to reach the bike’s $1,699 price. Thanks to their easy adjustability, the TRP Spyre brake calipers are among my favorite mechanical disc calipers. But, these brakes are still a long way off in performance from the most budget-friendly hydraulic options.
Pure ships the Adventure AL with a 40-tooth chainring and an 11-42T cassette. The sub-1:1 ratio is acceptable for most gravel riders. However, since the Aventure AL has enough mounting points to do some serious bike packing, the gearing might prove limiting for some folks once the bike is loaded.
The Adventure Al is a heck of a value for a bike that can conceivably be used for anything from multi-day bike packing trips to gravel racing to commuting. It’s a bike full of possibilities, making it the right bike for many riders. —D.C.
Blackheart Gravel Ti
BEST VALUE TITANIUM
Titanium bikes are rad. The material doesn’t rust or corrode like steel and isn’t as susceptible to damage in a crash or transportation like carbon. Plus, titanium frames often have excellent ride characteristics. A titanium bike can feel sublime when a builder combines the right blend of geometry, tubing, and stiffness.
However, a downside to titanium bicycles is cost. I absolutely adore the fully custom Firefly I tested last year, but I realize its approximately $12,000 price tag (for the frameset alone) far exceeds most cyclists’ budget. Custom-geometry titanium framesets from trusted builders routinely cost over $5,000, and ti frames with standard geo can cost over $4,000 without a fork. There are budget options for titanium bikes, but they aren’t exactly cheap either.
So, when Truckee, California-based BlackHeart recently announced its new Gravel Ti model, it piqued my interest. We‘re fans of BlackHeart for the brand’s no-nonsense approach and simple, practical metal bikes. The brand isn’t a custom builder but offers a dizzying array of custom paint color options and component choices. It doesn’t hurt that the BlackHeart bikes we’ve tested have performed great.
The Gravel Ti frame shares geometry with the proven Gravel AL, our Best Gravel Bike selection in 2024. The titanium frame features a UDH dropout (it can use the SRAM Red XPLR group), a 31.6mm post (it can fit a dropper or almost any post with a shim), and a T47 bottom bracket (for futureproofing).
Although the Gravel Ti does not accept mountain bike tires, it fits up to a 47mm width—a good middle ground that balances most riders’ needs on gravel or pavement. The frame can also accommodate a gravel suspension fork if desired.
An Enve carbon gravel fork, headset, ti seat collar, and the rider’s choice of a carbon (0mm offset) or titanium (10mm offset) seatpost are included in the $3,299 frameset price (+$200 for a custom color fork). BlackHeart offers the Gravel Ti in nine (‼️) frame sizes fitting riders 5-foot-2 to 6-foot-7. Complete bikes with SRAM Rival AXS XPLR or Shimano GRX 1x drivetrains start at $5,199. —Tara Seplavy
Ridley ASTR RS
MOST INTRIGUING GRAVEL
If you’re looking for the spirit of gravel, it’s been dropped and left in the dust by the ASTR RS.
This gravel bike from Ridley is all about bringing road tech to gravel racing. The frame is aero-optimized and lightweight (890-gram claimed weight for an unpainted medium). The one-piece cockpit features an ultra-narrow 36cm hood position that flares to 40cm at the drops. With a 52mm tire clearance, the frame is on the leading edge of the wide-gravel-tire trend.
While I haven’t yet put the ASTR RS through its paces, the bike looks perfectly aimed at my preferred gravel niche: go-fast gravel bikes. It hits on all the current performance trends in gravel racing, so much so that I suspect it will be a blueprint for gravel racing bikes from other brands in the coming months. —D.C.
Allied Able
MOST ANTICIPATED GRAVEL
This gravel race bike officially launches on April 8, but based on teaser images and Allied’s gravel racer Payson McElveen’s Instagram feed, we know enough to know we’re excited. The new Able looks to be one of the first gravel race bikes designed around the current tire trend dominating pro gravel racing in the USA: using mountain bike cross-country race tires.
Based on available evidence, the Able will have clearance to fit at least a 2.25-inch (55mm) wide Maxxis Aspen ST 170 (McElveen’s favorite). Beyond that, we can see that it has a round 27.2mm post. This allows riders to choose a suspension or dropper post, and internal routing for a clean look and improved aerodynamics. We will know more about the Able soon, and I expect more gravel race bikes to follow the Able’s fat tire tracks. —Matt Phillips
As Deputy Editor, Tara Seplavy leads Bicycling’s product test team; after having previously led product development and sourcing for multiple bike brands, run World Championship winning mountain bike teams, wrenched at renowned bicycle shops in Brooklyn, raced everything from criteriums to downhill, and ridden bikes on six different continents (landing herself in hospital emergency rooms in four countries and counting). Based in Easton, Pennsylvania, Tara spends tons of time on the road and trail testing products. A familiar face at cyclocross races, crits, and bike parks in the Mid Atlantic and New England, on weekends she can often be found racing for the New York City-based CRCA/KruisCX team. When not riding a bike, or talking about them, Tara listens to a lot of ska, punk, and emo music, and consumes too much social media.
A gear editor for his entire career, Matt’s journey to becoming a leading cycling tech journalist started in 1995, and he’s been at it ever since; likely riding more cycling equipment than anyone on the planet along the way. Previous to his time with Bicycling, Matt worked in bike shops as a service manager, mechanic, and sales person. Based in Durango, Colorado, he enjoys riding and testing any and all kinds of bikes, so you’re just as likely to see him on a road bike dressed in Lycra at a Tuesday night worlds ride as you are to find him dressed in a full face helmet and pads riding a bike park on an enduro bike. He doesn’t race often, but he’s game for anything; having entered road races, criteriums, trials competitions, dual slalom, downhill races, enduros, stage races, short track, time trials, and gran fondos. Next up on his to-do list: a multi day bikepacking trip, and an e-bike race.
Test Editor Dan Chabanov got his start in cycling as a New York City bike messenger but quickly found his way into road and cyclocross racing, competing in professional cyclocross races from 2009 to 2019 and winning a Master’s National Championship title in 2018. Prior to joining Bicycling in 2021, Dan worked as part of the race organization for the Red Hook Crit, as a coach with EnduranceWERX, as well as a freelance writer and photographer.
