For this field test, I installed eight high-performance bar tapes on my bike to evaluate their grip, comfort, durability, and value. Now, it’s time to reveal which one came out on top for comfort.

Note: This article was originally published in June 2023 but has been updated in May 2025.

My Comfortable Bar Tape Criteria

Comfort

Comfort is my top priority when it comes to gravel bikes, so I tend to look for bar tapes that include vibration-damping foam and are slightly thicker than average. The tapes I’ve tested all fall within the 2.5 to 3.75 mm thickness range. Ideally, you want to get the best possible comfort from whatever thickness you choose.

The highest comfort ratings consistently go to tapes that are 3 mm+. In my experience, thinner tapes, while they might feel nice in hand, simply can’t compete in overall comfort. That’s regardless of any claims manufacturers make about their advanced laminated foams.

Grip and Feel

The grip or tackiness of bar tape plays a big role in performance, especially for those who ride without gloves. A tacky tape will provide solid control even in wet and muddy conditions or when your hands are sweaty.

That said, some brands can push the stickiness to the extreme, which can lead to an overly tacky feel that’s not only uncomfortable but also tends to attract dirt.

Durability

Since bar tape is particularly prone to wear and damage, it’s important to consider its abrasion resistance and overall durability. This is especially the case for off-road riding, where minor spills are far more common than on pavement.

Some tapes use a soft-touch surface to enhance grip and feel, but in my experience, these materials often wear down more quickly over time. Check out my durability ratings below to see which bar tapes offer the best long-term toughness.

Price

Price is a key factor when choosing any bike component and should be balanced against the product’s performance. For context, the eight bar tapes reviewed here come in at an average price of US $42.

Along with the value, you will need to consider the bar tape’s durability and whether it can be reused on multiple handlebars. Higher-priced bar tapes that last longer and can be rewrapped on different bikes may actually offer better value in the long term.

Gel Pads For Comfort

Before we look at the best bar tapes, it’s important to understand the role of gel pads.

My first gravel bike originally came with Fizik bar tape, which I found surprisingly comfortable. What I didn’t realise at the time was that hidden beneath the tape were gel pads – quietly doing most of the work when it came to comfort!

No matter how thick or premium your bar tape is, I’ve found that nothing enhances comfort quite like a quality set of gel pads.

You can find the Fizik Gel Handlebar Pads on Amazon HERE.

The Most Comfortable Bar Tape

Supacaz Super Sticky Kush

Grip & Feel – 7
Comfort – 8
Durability – 6
Price – 7
TOTAL: 28 (5th)

Let’s kick things off with the Supacaz Super Sticky Kush, a bar tape that’s often praised as one of the most comfortable options out there. It’s a relatively thin tape at 2.5 mm and includes a layer of foam designed to absorb vibrations and boost comfort.

While many riders love its super sticky outer layer, I’m personally not a fan. It feels overly tacky to me and tends to attract a lot of dirt. That said, it performs well without gloves, offering excellent grip and control even in wet conditions or with sweaty hands.

Another downside is how it wraps. This tape is quite stiff and doesn’t offer much stretch, which makes clean wrapping a bit tricky. For a bar tape that costs around $45, the edges don’t look especially tidy once installed.

That being said, this is the only 2.5 mm thick bar tape to earn an 8/10 comfort rating in my tests. If you want a thin tape with excellent grip, this is the one to choose!

You can find the Supercaz Super Sticky Kush bar tape on Amazon HERE.

Cinelli Cork Gel Bar Tape

Grip & Feel – 8
Comfort – 8
Durability – 7.5
Price – 9
TOTAL: 32.5 (1st)

The Cinelli Cork Gel tape was a revelation! At 3 mm thick and featuring Vibra Absorb foam, it offers impressive comfort, on par with Supacaz, but with a more refined, tactile grip and feel. That said, its wet-weather grip doesn’t quite match the stickiness of the Supacaz.

Wrapping the Cinelli tape is effortless, and its clean edges give it a tidy, polished look. It holds up well even after multiple rewraps, and its abrasion resistance is impressive – definitely among the best I encountered during testing.

What rocketed this bar tape to the top of my list is the budget-friendly price of just $20. It’s a great example of how you don’t have to spend a fortune to get top-notch performance.

You can find the Cinelli Cork Gel bar tape on Amazon HERE.

SQLab 714 Gravel Bar Tape

Grip & Feel – 9
Comfort – 9
Durability – 7
Price – 5
TOTAL: 30 (4th)

SQLab is well-known for its emphasis on ride comfort, and that same philosophy is reflected in their bar tape lineup. I had quite high expectations for this product as I’ve been impressed by the brand’s saddles in the past.

Luckily, the SQLab 714 not only met those expectations but exceeded them! It easily ranks as one of the best handlebar tapes I’ve ever tested.

Measuring 3 mm thick with its ‘buffer material’ hidden below, it offers excellent cushioning. If you want an even plusher feel, the extra-long length lets you wrap it tighter, simulating the comfort of double-wrapping.

The grip is exceptional, and with a generous 250 cm length, it’s perfect for wider or ergonomically shaped handlebars. It feels great in the hand and can be rewrapped without any problems.

The only downsides are the price (US $65), and its stiffness during installation, which requires extra pressure for a clean, smooth finish. But if you’re after one of the grippiest, best feeling and most comfortable tapes available, you’ll love the SQLab 714 Gravel.

You can find the SQLab 714 Gravel bar tape on SQLab HERE.

Lizard Skins DSP 3.2

Grip & Feel – 8
Comfort – 8.5
Durability – 8
Price – 6
TOTAL: 30.5 (3rd)

Another high-grip, high-comfort option is the Lizard Skins DSP 3.2.

This one certainly delivers on looks and tactile feel. The surface is smooth and pleasant to the touch in all weather conditions. I found it to be noticeably less sticky than the Supacaz, but not quite as grippy as the SQLab. It’s also probably the only tape you could keep looking fresh in any colour – even white.

At 3.2 mm thick, it offers a very comfortable ride, though I’d say it falls just short of the plushness provided by top-performing models. That said, you can find a thicker 4.6 mm model, but note that some find this simply too thick, especially if you have smaller hands.

Wrapping isn’t overly challenging with the DSP, but it’s not quite as effortless as with Cinelli. A good thing is that it’s forgiving enough to be rewrapped once or twice if needed.

Ultimately, I can see why so many riders are drawn to the Lizard Skins DSP 3.2. With its sleek look, easy cleaning, and premium feel, it’s a high-quality product that lasts the distance.

You can find the Lizard Skins DSP 3.2 bar tape on Amazon HERE.

Fizik Vento Solocush Tacky

Grip & Feel – 8
Comfort – 6
Durability – 5
Price – 8
TOTAL: 27 (7th)

At 2.7 mm thick, the Fizik Vento Solocush Tacky is one of the thinnest bar tapes I tested. The Fizik Solocush proprietary material has a slightly rubbery, tacky feel that offers a secure and comfortable grip.

Due to its thinner profile, the outright comfort doesn’t quite match that of thicker tapes. However, the generous length makes it possible to wrap more tightly, which helps enhance the cushioning.

Wrapping this tape can be a bit tricky. It requires steady tension and careful handling to achieve a clean, even finish. That said, it’s forgiving enough to be rewrapped if needed.

The main downside is its durability; the tape tends to wear out relatively quickly, and lighter colours (like the orange I tested) show dirt almost immediately.

Still, for riders who prioritise grip and want reasonable comfort from a thinner tape, it’s a solid option. And at US $28, it’s reasonably priced too.

You can find the Fizik Solocush Tacky bar tape on Amazon HERE.

Ergon BT Gravel

Grip & Feel – 6.5
Comfort – 9
Durability – 7
Price – 7
TOTAL: 29.5 (4th)

Ergon is well-known for its comfort-focused products, so I had high expectations for its gravel-specific bar tape. In terms of cushioning, this 3.5 mm thick tape definitely delivers!

The comfort is excellent and easily on par with the best tapes I’ve tested. Plus, its generous width and 230 cm length make it a great match for wider handlebars.

However, my experience with it was somewhat mixed. While the grip is great, the surface texture isn’t particularly pleasant to the touch. The material felt quite stiff and hard in my hands, which detracts from the overall feel.

It’s this same stiffness that makes wrapping more demanding – you’ll need to apply a fair bit of pressure to achieve a clean finish. It’s not a tape I’d recommend for rewrapping.

Still, it could be a suitable choice for riders who place comfort above all else.

You can find the Ergon BT Gravel bar tape on Amazon HERE.

Deda Elementi Loop

Grip & Feel – 8.5
Comfort – 5
Durability – 7
Price – 7
TOTAL: 27.5 (6th)

With its striking two-tone design, the Deda Elementi Loop stands out as one of the most visually distinctive bar tapes available.

It has a premium feel and delivers a secure, confidence-boosting grip. Wrapping it is straightforward, requiring little effort to achieve a smooth, clean finish.

At 2.5 mm thick, the comfort is decent, though it doesn’t quite reach the plushness of thicker alternatives. To bring it closer to my preferred comfort level, I’d recommend either adding gel pads underneath or layering it over an existing wrap.

The main drawback is the tape’s soft material, which seems to compromise long-term durability. It also tends to trap dirt, making it difficult to keep clean once it starts to show wear.

You can find the Deda Elementi Loop bar tape on Amazon HERE.

Silca Nastro Cuscino

Grip & Feel – 9.5
Comfort – 9.5
Durability – 6
Price – 6
TOTAL: 31 (2nd)

The Silca Nastro Cuscino bar tape incorporates the same high-performance foam used in the running shoes that helped break the 2-hour marathon barrier.

Designed with comfort in mind, it offers a generous 3.75 mm of cushioning. In my testing, it ranks among the most comfortable bar tapes I’ve ever fitted.

Beyond comfort, the Nastro Cuscino delivers an outstanding tactile experience with a secure grip that feels great in hand. The tape retained its tackiness and performance even in wet conditions, after repeated washes, or when riding with sweaty hands.

The main drawbacks are its high price and the tricky installation. Wrapping requires significant tension and precision to avoid creasing, and it’s not very forgiving if you need to rewrap.

Still, if you’re seeking a bar tape that combines exceptional comfort, grip, and feel, the Nastro Cuscino is probably top of the list.

You can find the Silca Nastro Cuscino bar tape on Amazon HERE.

What’s the Most Comfortable Bar Tape?

For pure comfort, grip, and feel, the Silca Nastro Cuscino stands out as the clear leader. It topped my comfort tests, with the Silca delivering the most refined tactile experience overall. That said, this level of performance comes at a premium – this is one of the most expensive bar tapes in the lineup.

When you take price into account, the Cinelli Gel Cork tape clearly stands out. It proves that you don’t have to spend a fortune to achieve excellent comfort. This tape strikes a great balance of cushioning, tactile feel, and reliable grip. It’s also easy to install and impressively tough, with strong tear resistance adding to its durability.

For a more durable option that does well in terms of grip and comfort, check out the Lizard Skins DSP. It holds up well to wear and can be rewrapped once or twice without issue. Cleaning is simple, and it likely remains the best-looking option even after extended use.

You can support the CyclingAbout Comfort Lab by purchasing your bar tape on Amazon. Simply click HERE for the Cinelli Cork Gel tape, HERE for the Silca Nastro Cuscino tape, and HERE for the Lizard Skins tape – and a small commission will come our way.

• Bike Gear
• Gear

The 13 Best Alt Bars For Bikepacking and Touring (Comfortable MTB Handlebars)

byAlee Denham

November 30, 2024

• Bike Gear
• Gear

How To Choose The Most Comfortable Alt Bars For Bikepacking & Touring

byAlee Denham

November 30, 2024

• Comfort Lab

Are Carbon or Aluminium Handlebars More Comfortable? Let’s Find Out

byKrzysztof Wierzbicki

June 13, 2023

The post I Went On A Quest To Find The Most Comfortable Bar Tape appeared first on CYCLINGABOUT.com.

With front and rear suspension and a seamlessly integrated motor, it’s designed to tackle rougher terrain and steeper climbs – all without compromising the speed and responsiveness you’d expect from a gravel bike.

This in-depth review dives into every aspect of the BMC URS AMP LT, from its suspension design and progressive frame geometry to its on-trail behaviour. I put the bike’s comfort, handling, motor performance and battery range to the test to determine if this top-tier gravel eBike truly lives up to its premium price tag.

Spoiler: it’s ridiculously good.

BMC URS AMP LT: A New Breed of Gravel eBike

The BMC URS AMP LT is a capable full-suspension carbon gravel eBike that blends impressive comfort with cutting-edge motor technology.

The TQ HPR50 motor is seamlessly integrated into the bottom bracket area, making it barely noticeable as an eBike system. It delivers a moderate yet effective 50 Nm of torque and up to 300 watts of power, all supplied by a 360 Wh battery discreetly hidden inside the down tube.

The bike has a ‘progressive’ frame geometry that ultimately increases the front center length of the frame, boosting stability over rough terrain. This added confidence lets you tackle roads and trails that might otherwise be off-limits.

The frame and fork easily accommodate wide tires (up to 48mm), bringing it very close to the ultimate all-around gravel bike. With mounting points on the MTT fork, it’s also well-suited for bikepacking and adventure riding.

Hidden Suspension

Complementing the stable geometry is a front suspension fork with 20 mm of damped travel. This helps absorb road shock and vibration while keeping the front tire firmly planted to the ground.

If you haven’t seen these forks before, the damper and spring are cleverly integrated into the steerer tube, maintaining a clean and seamless look that complements the bike’s overall design.

Compared to the HiRide Sterra and MTT forks I’ve tested before, the improved version on this bike delivers increased stiffness for more precise steering, improved top-out (or lack thereof), and enhanced damper performance.

At the rear, a compact elastomer spring integrated into the seatstays delivers 10 mm of vertical travel, helping to absorb harsh impacts and minimize lower back fatigue.

This is combined with a D-shaped carbon seatpost that adds an additional 10 to 20 mm of flex, allowing you to stay comfortably seated while pedalling down rough gravel roads.

Component Breakdown

The BMC URS AMP LT comes equipped with a SRAM X0 Eagle Transmission wireless drivetrain, offering 12 gears and a wide 520% range. This setup makes climbing steep hills and descending at speed effortless, even without motor assistance. I found I could still pedal comfortably up to 45 km/h before gravity takes over.

The trade-off with such a wide-range 1X setup is the larger jumps between gears. This becomes most noticeable during group rides, where it’s harder to fine-tune your cadence to match the group’s pace. That said, I’ve found the 1×12 drivetrain works exceptionally well in 99% of riding scenarios – and over time, I’ve become more comfortable adapting to a broader cadence range.

A convenient feature is that the rear derailleur draws power from the bike’s main battery, eliminating the need for separate charging. Even when the main battery is fully depleted, enough reserve power remains for reliable shifting.

Braking is handled by SRAM Force eTap AXS brakes, delivering good braking power in all weather conditions. With a 180 mm rotor up front and a 160 mm rotor in the rear, the setup guarantees consistent and confident stopping power. In my experience, hydraulic systems like this require minimal upkeep – a yearly brake bleed is usually all it takes to keep them performing smoothly.

The bike rolls on CRD-400 Carbon wheels, which are 40mm deep and weigh in at roughly 1600 grams. They’re paired with WTB Raddler tires (review HERE). These versatile gravel tires featuring small, tightly packed center knobs for smooth rolling, and more aggressive side knobs for added grip when venturing off-road.

TQ Motor & Battery

TQ stands for Technology & Quality, and from the first pedal stroke, it’s clear that this is a premium motor. The TQ HPR50 motor is impressively quiet, and its power delivery is so smooth and natural that you can easily forget it’s an eBike.

The unique Harmonic Pin Ring motor design ensures a smaller/lighter build, with fewer moving parts, and a lower RPM for quieter operation. Similar motors are found in robots, satellites and even Mars rovers!

The TQ HPR50 provides up to 300 watts of assistance in the HIGH mode with 50 Nm of torque, which is more than enough to put a big smile on your face. The MID mode generates up to 180 watts, and the lowest assistance ECO mode delivers a maximum of 99 watts. I should also note that via an app you can fine-tune the three assist levels for an optimal ride.

A great feature of the TQ motor is that it experiences very little drag when it’s switched off. This allows you to ride relatively efficiently without using any battery power.

Additionally, the motor’s width between crank arms (q-factor) is significantly narrower than most mid drive motors. It feels just like you’re riding a regular gravel bike.

Geometry & Handling

The non-electric BMC URS LT was one of the best gravel bikes I’ve tested, offering an outstanding mix of comfort, grip and handling, largely due to its well-designed geometry (full review HERE).

The URS AMP has a similar off-road gravel frame geometry. It essentially borrows frame design principles from the mountain bike world, integrating a slacker head tube angle, a steeper seat tube angle, a longer frame reach, and a shorter stem length than you’d typically see in gravel bikes.

This geometry results in a longer wheelbase and enhanced stability on rough terrain. By positioning the front wheel further out in front, it also helps reduce the likelihood of being pitched forward during hard front impacts, ultimately improving overall bike control.

With all its high-tech features, the real question is: how does the URS AMP LT actually ride?

Ride Impressions

Riding the BMC URS AMP was an absolute blast. Right from the first pedal stroke, it felt intuitively dialled in. The steering was sharp and responsive, and the bike was impressively stable.

One of the first things I noticed was how effective the suspension system was. The MTT fork combined with the rear elastomer effortlessly absorbed bumps and vibrations, delivering a smooth, comfortable ride that’s ideal for long days on gravel roads.

Compared to the BMC URS LT I recently tested, the added weight from the motor and battery actually worked in the bike’s favour, offering improved traction and a more planted feel on rough terrain.

The bike’s even slacker head tube angle and longer wheelbase further enhanced stability and control, especially when descending or tackling steeper sections. I can confidently say the AMP is more fun to ride than the non-electric version!

I added a Redshift PRO Endurance suspension seatpost to see if I could enhance the comfort even more, and the difference was immediately noticeable. You’ll see how the D-shaped carbon seatpost fared against the suspension seatpost in my vibration tests below.

TQ Motor Impressions

The URS AMP truly comes to life when the motor is switched on.

This is undoubtedly the most natural-feeling motor I’ve ever used, mimicking my pedal strokes with great accuracy. Its super-smooth power delivery enhanced my ride experience in almost all scenarios, with snappy acceleration on steep climbs, compared to the rear hub motor I’m used to.

In the MID or HIGH modes, the motor comfortably offsets the additional weight of the motor and battery. The cutoff at 25 km/h is smooth, and the motor whine is rarely noticed.

To get the most out of the TQ HPR50 motor, you’ll need to put in a bit more effort compared to some other systems. I found that maintaining an input of around 150 watts at a cadence of 90 RPM triggered the motor to deliver its strongest support.

While I generally appreciated the performance of the TQ HPR50, there are a few drawbacks worth noting.

TQ Motor Drawbacks

Firstly, the motor only kicks in above roughly 5 km/h. This feels a bit delayed, especially when compared to the Mahle X20 system on my Mondraker gravel eBike, which delivers assistance from very low speeds.

The TQ HPR50 can also hesitate when modulating its power, occasionally disrupting its otherwise smooth performance. This was particularly noticeable in the 20 to 25 km/h range, where support would taper off unless I maintained a cadence around 90 RPM. While downshifting would bring the support back, a truly seamless system would ideally maintain assistance at lower cadences.

There are some limitations to the motor’s performance in HIGH mode too.

A motor lab test by Test My Bike reveals that the TQ HPR50 will “derate” in this setting to avoid overheating, reducing its output to levels comparable to MID mode. In extreme cases, such as a heavier rider tackling steep climbs on a hot day, this derating could occur in as little as 20 minutes. It’s a consideration for riders who regularly push their equipment hard.

Finally, there’s a minor but noticeable clicking sound as the motor engages and disengages at the 25 km/h speed limit (in Europe). While not a dealbreaker, it’s a clear audible cue that you’ve reached the end of motor assistance.

Battery Range

To give you a sense of the 360 Wh battery’s real-world range, I rode a 21 km gravel loop with 460 metres of elevation gain (13 miles and 1,500 feet), using the motor in HIGH mode. My heart rate was above 124 BPM for about half the ride, and I weigh approximately 87 kg / 192 lb.

By the end, the battery still had 54% remaining, suggesting a total range of around 45 km on similarly hilly terrain. That’s a bit lower than I’d expect from a battery of this size.

For comparison, when I rode the same route with a gravel eBike equipped with the Fazua Ride 60 motor, I achieved about 25% more distance per watt-hour. And I could get even more distance per watt-hour using the Mahle X20 motor.

Of course, many variables can affect range, but one takeaway is clear: if you plan to ride more than 60 km on hilly terrain in MID or HIGH mode, the 160 Wh Range Extender will likely be a worthwhile addition.

The Range Extender is cleverly designed to resemble a standard 500 ml water bottle. When mounted, it blends in seamlessly with the bike’s aesthetic and can be charged simultaneously with the main battery, all without needing to remove it from the frame.

It’s now time to move on to my vibration comfort tests.

Test Bike and Comfort Test Method

I tested the vibration damping of the BMC URS AMP LT Two using WTB Raddler 700C x 44 mm tires set to 27.5 PSI.

For comparison, I benchmarked it against my Mondraker Dusty R gravel eBike, which was equipped with a Challenge Gravine 40 mm front tire at 30 PSI and a Challenge Getaway 45 mm rear tire at 25.5 PSI. These pressures are different to the BMC to account for tire volume differences, ensuring similar casing tension across both setups.

Both bikes shared the same 20mm suspension fork, however, my Mondraker also had a Redshift Suspension Stem fitted with very stiff elastomers to prevent any movement.

To evaluate rear-end compliance, the Mondraker used a Redshift PRO Endurance suspension seatpost with 35mm of travel. This allowed me to assess whether the combination of the BMC’s rear elastomer and carbon seatpost could match the performance of probably the highest-performing suspension seatpost available.

The test procedure included a standard combination of high-frequency gravel chatter (a long plank) ridden at 25 km/h and a single big-hit scenario over a 3 cm-high wooden plank at 20 km/h.

You can read more about my testing methodology HERE.

Vibration Test Results

Big Hit Test

In terms of front-end vibration absorption, the BMC outperformed the Mondraker, even though both bikes were equipped with the same HiRide suspension fork. This difference is most likely due to the tires – the Challenge Gravine outperformed the WTB Raddlers by a similar margin in my recent gravel tire test.

At the rear, however, the BMC’s MTT seatstays and carbon seatpost couldn’t match the performance of the Redshift PRO Endurance suspension seatpost. Although both setups offer comparable suspension travel, the dedicated suspension post proved more effective in absorbing impacts, delivering a notable 12% reduction in vibration.

High-Speed Chatter Test

In the high-frequency chatter test, the Mondraker registered 7% less vibration at the handlebar compared to the BMC. This result is puzzling, as the BMC’s WTB tire outperformed the Mondraker’s Challenge tire in my previous gravel tire tests.

At the rear, the BMC’s MTT seatstays and carbon seatpost delivered solid performance, but the Redshift PRO Endurance suspension seatpost on the Mondraker proved unmatched in this scenario, reducing vibration by an impressive 26%.

That said, the BMC URS AMP is by no means uncomfortable; it’s significantly more compliant than most gravel bikes. However, these results clearly show just how much a suspension seatpost like the Redshift PRO Endurance can enhance ride comfort on any gravel setup.

Summary

Full-suspension gravel eBikes are still a rarity, but if you’re after one of the most capable options available, with the added boost of a premium mid-drive motor, the BMC URS AMP LT should be at the top of your list.

The suspension system stands out, offering strong performance that boosts traction and smooths out big impacts, all while maintaining a well-balanced feel.

The TQ motor does an excellent job of taking the edge off nasty climbs while still letting you get a solid workout. It’s impressively quiet, with a smooth and natural power delivery that never feels intrusive. It will put a big smile on your face.

While the URS AMP’s range is shorter than some other gravel eBikes (expect around 50 km on a hilly route), it will suit many riders’ needs. For longer rides, the unobtrusive range extender is a great option.

The biggest drawback is the price. At €9,999, it’s a serious investment. However, after spending time with the bike, it’s clear that the performance, comfort, and sheer fun it delivers help justify the cost. This is a high-end gravel eBike that’s incredibly capable, fast, and enjoyable to ride.

• Bike Gear
• Gear

Spotted: Prototype Fox Gravel Fork With Aero Fairings

byAlee Denham

June 7, 2024

• Bike Gear
• Gear

The Cane Creek Invert is a 990g Gravel Suspension Fork With No Damper

byAlee Denham

April 17, 2024

• Bikes
• Gravel Bikes

Here’s Why Gravel Bikes Will Get Much Better In 2025

byAlee Denham

April 5, 2024

• Bike Gear
• Gear

4 Incredible New Gravel Suspension Forks That Outperform The Rest

byAlee Denham

September 26, 2023

The post BMC URS AMP LT Review: The Ultimate Full-Suspension Gravel eBike? appeared first on CYCLINGABOUT.com.

Thanks to 20mm of built-in suspension travel, this stem will reduce the jarring impact of bumps, potholes, and rough roads. This isolates your hands from road chatter, resulting in less fatigue and a more enjoyable time on the bike.

After testing many suspension stems over the years, the USE VYBE is one of the most effective and least intrusive products. Let’s take a closer look.

USE VYBE Suspension Stem

Linkage: Single Pivot
Spring Type: Elastomer
Length: 70 and 90 mm
Weight: 205 g / 7.2 oz
Travel: 20 mm / 0.8″
Bar Clamp: 31.8 mm

The USE VYBE suspension stem looks just like a regular stem, but hidden inside are some springs. An advantage to a design this simple is that you can maintain your bike’s aesthetic while minimising the added weight. The penalty is just 50 grams (1.8 oz) compared to a USE alloy rigid stem!

This suspension stem has a unique internal design with two elastomer springs. The bottom spring provides material damping when the stem compresses, and the top spring becomes active after the stem rebounds. This layout means it doesn’t experience ‘top out’ and it provides more damping than other stems over fast, repetitive bumps.

The USE VYBE suspension stem can be tailored to different rider weights and preferences by adjusting the spring rate. It comes with four elastomer springs (super soft, soft, medium and hard), which should suit riders from 50 kg (110 lb) right up to >100 kg (220 lb).

Once you’ve fitted the appropriate elastomers, you can now adjust the two independant pre-load screws – one for each elastomer spring. These are located on either side of the stem. Tightening these screws stiffens up the initial portion of the suspension travel, making it feel firmer, and taking away some of the ‘bounce’ or ‘springiness’ exhibited on other suspension stems.

It’s all sounding pretty good so far, but there are a few limitations to the USE VYBE stem.

USE VYBE Limitations

The VYBE stem only comes in two lengths (70 and 90 mm) and one steerer size (1 1/8″). This will suit some riders but will fall outside the appropriate length range for everyone else. The VYBE can only be installed at a positive angle, which will not work for all bike setups.

This stem is made in the UK, which makes the price high (£180). However, the advantage of local manufacturing is that USE can better control manufacturing tolerances and overall product quality. It is certainly made well.

Another minor thing is that it can’t fit integrated light or cycling computer stem mounts. As a result, your cockpit might not look as neat.

Pros and Cons: Single Pivot Design

The USE VYBE is a single pivot stem. It’s the lightest, simplest, and most ‘normal’ looking suspension stem design. But there are a few downsides.

Single pivot stems are highly effective in the brake hoods, less effective on the bar tops, and almost ineffective in the drops. This is because when your hands are in the drops, there is little leverage forward of the pivot point.

In addition, the suspension travel changes depending on where you place your hands. For example, if your hands are 50mm in front of the pivot point, rather than 100mm, you will only get half the suspension travel.

Single pivot stems also experience slight forward tilting of the handlebar when they compress, as it travels on an arc rather than a straight line. This is not too much of a hindrance, but it is noticeable.

Lastly, single pivot stems are less suitable with sweptback or flat bars. This is because your hands usually end up too close to the pivot point, reducing the available suspension travel.

In comparison, multi pivot stems like the Vecnum Freeqence keep your upper body suspended with the same spring rate, no matter where you place your hands on a drop bar. This ultimately means you will improve your comfort with your hands in the brake hoods, on the bar tops, or in the drops.

Multi pivot stems are highly compatible with sweptback and flat bars, as it doesn’t matter where your hands are relative to the pivot points.

The downsides are the increased complexity, weight, and change in aesthetics.

To see a video explanation of single pivot vs. multi pivot stems, watch Alee’s video HERE.

Changing The Elastomers

To swap elastomers, you need to unscrew the stem pivot bolt. My first attempt at changing the elastomers was with the handlebars on my bike, but this was a big mistake. As the elastomers weren’t held in place, everything fell apart after I had unscrewed the pivot bolt.

My second elastomer swap went much more smoothly as I decided to remove the stem from the bike. This helped not drop any stem components, but the elastomer changing process is undoubtedly more fiddly than a Redshift Shockstop stem.

A quick tip: The tuning bolts are attached to plastic plates, and if you’re not careful putting it all back together, it’s easy to misalign the components. Don’t fully unscrew these tuning bolts, or you’ll have problems!

You can see a video of USE Components making an elastomer swap HERE.

The Pivot Construction

Since the elastomers are only accessible after removing the pivot bolt, you need to make sure that the bolt is lined up and screwed tight (10Nm). I read a report of a journalist whose handlebars detached mid-ride. USE Components told me it was a pre-production stem, and the issue has since been resolved.

My production version has been solid. I’ve had no issues, though I did check the bolt every few rides to be sure. USE say the pivot bolt must be tightened to 10Nm. You can use a calibrated torque wrench to tighten the stem to the correct specification.

Let’s now get to what we’re all here for: the performance of the USE VYBE suspension stem!

Riding The USE Vybe Suspension Stem

I really like the USE VYBE stem. It’s firm without being harsh, doesn’t bottom out, and doesn’t exhibit strange noises. It’s a great balance of comfort and rigidity.

The suspension action is smooth and well-controlled. I never once felt the need for a lockout switch like on the Cane Creek eeSilk stem. Once the VYBE stem was fitted to my bike, I forgot it was there.

Surprisingly, the firm ride feel doesn’t come at the cost of vibration-damping ability. Once I dialled the stem settings in for my weight and preference, the USE VYBE delivered excellent overall comfort (see the results below).

The ability to mix elastomers and adjust the firmness makes the USE VYBE suspension stem perform so well that I questioned if I even need my HiRide suspension fork for most gravel terrain. After all, I could drop over 1 kg (2.2 lb) from my bike’s weight if I used this stem instead of a suspension fork.

That said, the USE VYBE cannot offer the same level of grip or overall bike stability over rough terrain as my suspension fork. This is because a suspension fork suspends not only your upper body but the entire front of your bike, allowing you to generate more front tire traction and achieve better braking.

In addition, my suspension fork uses a much more advanced hydraulic damper, so it can absorb more energy after bigger impacts.

The only downside of the USE VYBE suspension stem is that the handlebar tilts forward under compression. That feeling won’t be for everyone, but I believe this is a small price to pay for the significant comfort improvement.

My Test Bike and Vibration Measurement Procedure

I conducted this vibration test on my Mondraker Dusty gravel bike fitted with Teravail Rutland 700C x 42 mm tires at 40 PSI (2.8 bar). The bike was equipped with a carbon fork, Lauf Smoothie 44 cm wide handlebar and Spank Flare 24 Vibrocore wheels.

A direct comparison was made between a standard rigid stem, a USE VYBE suspension stem, and a Redshift ShockStop suspension stem. It was the same bike, same conditions, and all stems were 90 mm in length. The spring rate of the suspension stems was adjusted to my body weight and preferred riding style.

I have two test scenarios: a big hit test that simulates riding across a 30 mm tall obstacle like a tree root or edgy rock, and a high-frequency chatter test that simulates riding on a bumpy gravel road.

You can read more about my vibration measurement procedure HERE.

Vibration Test Results

Big Hit Test

The USE VYBE and Redshift stems performed similarly in my big hit test, with the Redshift having a slight performance edge.

This test ultimately shows the limits of elastomer springs. To see a major improvement in this test, you ideally need a suspension fork with a hydraulic damper (eg. HiRide Sterra) to remove additional energy.

Alternatively, you can use the Vecnum Freeqence suspension stem, which has been the best-performing stem in this test. The secret is that the rebound speed is a touch slower, and it offers 10mm of upward suspension travel in addition to its 20mm of downward travel. This combination helps to mitigate oscillation.

High-Frequency Chatter Test

In my lab test simulating fast, repetitive bumps, the USE VYBE outperforms other suspension stems by a significant margin.

It shows a 13.8% reduction in vibration compared to the Redshift Shockstop stem. This was such a big difference that I had to double-check my results to be sure. Yes, the same results again!

I suspect the top elastomer spring (that’s only present in the USE VYBE) is working overtime to damp high-frequency vibration. This is a finding I’m excited about!

USE VYBE vs Redshift Suspension Stem

When it comes to performance, the USE VYBE suspension stem has the upper hand. It’s not only lighter, but it damps more vibration over fast, repetitive bumps. You can also fine-tune the suspension movement using the preload adjustment, bringing an extra level of customisation.

Don’t write off the Redshift Suspension stem, though. You can buy it in more stem lengths (55 to 120mm) to dial in your bike fit. The Redshift ShockStop stem is a fair bit cheaper (>20%); it features a broader selection of elastomer spring rates, and swapping the elastomers is much easier.

It can also be run in a positive or negative orientation to put your handlebars at a height suitable for your needs. Lastly, stem accessory mounts are also available for your computer and/or light, saving handlebar real estate and neatening up the cockpit.

You can read my Redshift Shockstop suspension stem review HERE.

Summary

The USE VYBE performs exceptionally over fast, repetitive bumps. It’s easy to adjust and barely adds weight to your bike.

VIEW AT USE COMPONENTS

The USE VYBE suspension stem is one of the best-performing stems out there. It damps high-speed bumps incredibly well, and its adjustability is unmatched. The exceptionally low weight gives you one less excuse not to try it.

It’s one of many stem designs out there, each with pros and cons – you can learn more about the different stem designs in my Cycling Comfort Course (it’s 100% free).

Yes, it’s not cheap, but it’s still cheaper than a suspension fork. So, if you’re looking for extra comfort on a drop bar bike, I believe the USE VYBE is worth a shot.

• Bike Gear
• Gear

Why Suspension Stems Are The Ultimate Comfort Upgrade For Bicycles

byAlee Denham

January 28, 2024

• Comfort Lab

Kinekt Suspension Stem Review: Too Springy?

byKrzysztof Wierzbicki

June 21, 2023

• Comfort Lab

Redshift ShockStop Suspension Stem Review: Huge Comfort Result!

byKrzysztof Wierzbicki

May 20, 2023

• Bike Gear
• Gear

Comfort Goods! The Latest Suspension Seatposts, Stems and Handlebars

byAlee Denham

December 3, 2021

• Bike Gear

Modern Suspension Stems: Making Your Ride Smoother

byAlee Denham

August 28, 2015

The post USE VYBE Suspension Stem Review: Game-Changing Comfort For Gravel Roads appeared first on CYCLINGABOUT.com.

Over the years, my vibration tests have demonstrated that tires are the easiest and cheapest way to improve overall bike comfort. I’ve also found that running the right air pressure for your body weight and riding style also improves ride comfort – you can read more on this topic in my Cycling Comfort Course.

For this test, I’ve picked six of the fastest and lightest gravel tires with widths ranging from 40 to 48mm. You’ll find them ranked from 1st through 6th at the end of this article, along with individual scores for each of the performance criteria.

So, which tires did I test?

The Best Gravel Tires Comfort Tested

1. Challenge Gravine Pro

Advertised Width: 40mm
Measured Width: 39.1 mm
Test Pressure: 30 PSI
Rolling Resistance: 20.7 Watts
Weight: 485g / 1.07lb
Price: €77.95

2. Teravail Rutland

Advertised Width: 42mm
Measured Width: 40.1 mm
Test Pressure: 29 PSI
Rolling Resistance: TBD
Weight: 440g / 0.97lb
Price: US $64.95

3. WTB Raddler

Advertised Width: 44mm
Measured Width: 42.4 mm
Test Pressure: 27.5 PSI
Rolling Resistance: TBD
Weight: 514g / 1.13lb
Price: US $66.95

4. Continental Terra Speed

Advertised Width: 45mm
Measured Width: 43.7 mm
Test Pressure: 27 PSI
Rolling Resistance: 16.4 Watts
Weight: 490g / 1.08lb
Price: US $66.95

5. Challenge Getaway Pro

Advertised Width: 45mm
Measured Width: 46.2 mm
Test Pressure: 25.5 PSI
Rolling Resistance: 17.8 Watts
Weight: 548g / 1.21lb
Price: €63.95

6. Tufo Thundero

Advertised Width: 48mm
Measured Width: 46.8 mm
Test Pressure: 25 PSI
Rolling Resistance: 18.5 Watts
Weight: 470g / 1.04lb
Price: €63.95

Matching The Tire Casing Tensions

For my comfort tests, the first thing I need to do is match the casing tension across tires of different widths.

According to Laplace’s law, casing tension is defined as internal pressure multiplied by the tire’s radius. A wider tire essentially achieves the same casing tension with less air pressure than a narrower tire.

Therefore, I set up the narrowest tire (39.1 mm measured) at 30 PSI and the widest tire (46.8mm measured) at 25 PSI. The tires in between used between 25.5 and 29 PSI.

My Test Bike and Vibration Measurement Procedure

I conducted the following vibration tests on my Mondraker Dusty gravel bike, which has a Deda Gera carbon handlebar and Redshift Suspension stem.

I have two test scenarios:
Big Hit Test – rolling over a 30 mm tall wooden plank at 20 km/h to simulate riding over a tree root or edgy rock.
High-frequency Chatter Test – rolling along a 3-meter-long obstacle at 25 km/h to simulate riding along a bumpy road.

The vibration data was recorded at the handlebar level near the brake hoods. You can read more about my vibration measurement procedure HERE.

Vibration Test Results

Big Hit Test

The difference between the highest vibration-damping tire (Tufo Thundero) and the lowest (Challenge Gravine) was 10.3%. These were also the widest and narrowest tires on test.

This result should not be surprising, as the largest vibration differences over bigger obstacles are almost always between wider and narrower tire models.

The casing construction does appear to make a difference. The thin Teravail Rutland demonstrated comparable comfort to wider tire models – in fact, it achieved the same result as the Challenge Getaway, which is over 6mm wider (measured width).

That said, the differences between similar-width tires are relatively small overall, meaning you’ll likely not notice a comfort difference in real-world riding.

High-Frequency Chatter Test

In my high-frequency chatter test, the best performer was the Teravail Rutland, followed by the WTB Raddler, and the Continental Terra Speed in third.

The casing materials and sidewall thicknesses used in these tires appear to be able to deform and go back to their original shape with very little energy loss over my obstacle, minimising vibrations at the handlebar.

The Challenge tire models were the worst performers here. That said, with such small margins between all tested tires (5.2%), any of these models will provide adequate comfort over fast gravel terrain.

The Best Gravel Tires Ranked

Challenge Gravine Pro (=5th Place)

The newest addition to Challenge’s gravel range features widely spaced knobs, making it great for muddier conditions but equally capable on gravel roads of all conditions.

I found it to shine in fast, loose corners, where you can tip in your bike and achieve extra grip. It rolls reasonably fast too, provided you’re ok with the audible hum over fast tarmac roads.

Comfort-wise, it performs ok, but at only 39 mm (measured width), you can’t go much lower with the air pressure before big hits will bottom out the tire on the rim. I suspect the 45 mm version would be a better performer overall.

The biggest downside is the tubeless installation and sealing. Challenge tires fold uniquely flat on the rim, which is said to improve plushness. Inflating and sealing them requires serious effort – a compressor is a must. Challenge tires also require frequent sealant refills as the sidewalls are quite porous (similar to René Herse tires).

Challenge Getaway Pro (=5th Place)

The Challenge Getaway Pro aims to balance speed and traction, and does it quite well.

It’s the second-fastest rolling tire in the test, just behind the Continental Terra Speed (it’s just a watt slower according to Bicycle Rolling Resistance). I found it offered a slightly better grip than the Continental, but it’s still not the best for super-fast gravel cornering.

The tubeless setup was brutal with the Getaway, as it’s really hard to seal. Installing it on my rim was always a nightmare.

Durability was also a concern with the Getaway Pro. The standard casing lacks sidewall reinforcement, so rocky terrain might tear up sidewalls. The “XP” version is probably the better option if you ride anywhere other than smooth gravel terrain.

WTB Raddler (4th Place)

The WTB Raddler is an all-around gravel tire with small, tightly packed center knobs for smooth rolling, and larger side knobs for off-road grip.

It performed above average in my comfort tests, posting the second-lowest vibrations over my high-speed chatter obstacle and a mid-pack result over my big hit obstacle. The tubeless setup was a breeze.

It didn’t particularly stand out in terms of speed or traction. It felt a bit sluggish on the tarmac, and the cornering traction was decent but not exceptional given the knob sizes. That said, I found the high-speed cornering grip to be perfectly adequate.

The price is regularly $10 to $20 cheaper per tire than the rest of the models tested, so if you’re after a decent tire for a good price, then this is it.

Purchase Links:
700C x 40mm (Tan): $49 on Amazon
700C x 40mm (Black): $45 on Amazon
700C x 44mm (Tan): $49 on Amazon
700C x 44mm (Black): $51 on Amazon

Tufo Thundero (=2nd Place)

As the widest tire in the test, the Tufo Thundero excelled in the big-hit comfort test (1st), and it was mid-pack in the high-speed chatter test (4th). The larger volume means big gains in ‘plushness’ while its construction allows it to be exceptionally fast rolling – it’s only two watts slower than the Continental Terra Speed, according to Bicycle Rolling Resistance.

The Thundero’s traction was great over hard-pack terrain but it got a bit more squirrely around loose gravel corners or down muddy trails. It’s best suited to firmer and drier gravel conditions.

I found the tubeless setup flawless, and I experienced no cuts or punctures during my testing. This is a very well-rounded tire.

Purchase Links:
700C x 40mm: $58 on Amazon

Continental Terra Speed ProTection (=2nd Place)

The Continental Terra Speed truly impressed me. It’s easily the fastest rolling tire here, but I found it to also be quite grippy over loose gravel considering the short knob heights on offer. My testing suggests it’s a top performer in the high-speed chatter test, within a couple of % of the winner.

Of course, in fast gravel corners, the lack of large side knobs means slightly less grip. However, for most gravel conditions, this tire provided plenty of traction and confidence.

I found the Terra Speed quite smooth and silent on the tarmac. But in muddy conditions, it quickly reached its limit. You’ll prefer a tire with more aggressive side knobs for those conditions.

With zero punctures, an effortless tubeless setup, and outstanding speed, this is a no-brainer for gravel riders who want a fast yet versatile tire.

Purchase Links:
700C x 35mm (Black): $49 on Amazon
700C x 40mm (Black): $51 on Amazon
700C x 40mm (Tan): $56 on Amazon
700C x 45mm (Black): $66 on Amazon
700C x 45mm (Tan): $55 on Amazon
650B x 35mm (Black): $58 on Amazon
650B x 40mm (Black): $66 on Amazon
650B x 40mm (Tan): $58 on Amazon

Teravail Rutland (1st Place)

The Teravail Rutland was a huge surprise in my test and an instant favourite!

The tread pattern delivered excellent traction in almost any condition – wet or dry. Just point your bike where you want to go, and Rutland will take you there.

The Teravail Rutland is not the quietest or fastest tire but it never felt sluggish either. With ample comfort for its volume thanks to the thin tire sidewalls and excellent traction due to the knobby tread pattern, this is a fantastic all-rounder model. It’s now my go-to front gravel tire!

I tested the “Light & Supple” version, which initially worried me about punctures. But after many long rides, I had zero flats. I also found the tubeless installation to be effortless, and the tubeless performance flawless.

I’ll be selecting the 47mm wide version next time to permit even lower air pressures, ensuring even more comfort and traction.

Purchase links:
700C x 35mm (Black): $65 on Amazon
700C x 42mm (Tan): $55 on Amazon
700C x 42mm (Black): $56 on Amazon
700C x 47mm (Tan): $65 on Amazon
650B x 47mm (Black): $68 on Amazon
650B x 47mm (Tan): $68 on Amazon

The Best Gravel Tires of this Test

The best gravel tire for comfort and traction is the Teravail Rutland.

The Rutland was very comfortable, had bucketloads of traction, and was easy to set up tubeless. While it wasn’t the fastest-rolling tire I tested, the high comfort and grip scores allowed it to rise to the top of my leaderboard.

If you’re prepared to sacrifice some cornering grip for extra speed, the best gravel tires are the Continental Terra Speed or the Tufo Thundero. The Continental was the fastest-rolling tire I tested, but the Tufo had the edge in overall comfort.

For a $10-20 saving per tire, you can’t go wrong with the WTB Raddler. This model was tested to be very comfortable (2nd over the high-frequency bumps), and despite its slower rolling speed, I found it to be a great tire overall.

• Comfort Lab

I Found The Best Gravel Tires For Maximum Comfort, Speed and Grip

byKrzysztof Wierzbicki

February 19, 2025

• Comfort Lab

Cushcore Tire Insert Review: A Shocking Result On Gravel Roads

byKrzysztof Wierzbicki

June 24, 2023

• Comfort Lab

Vibration Testing Six Supple Gravel Tires – Which Is Most Comfortable?

byKrzysztof Wierzbicki

June 20, 2023

• Comfort Lab

Vibration Testing Supple Gravel Tires From Rene Herse, Schwalbe & Soma

byKrzysztof Wierzbicki

June 11, 2023

The post I Found The Best Gravel Tires For Maximum Comfort, Speed and Grip appeared first on CYCLINGABOUT.com.

Would you like to enjoy long bike rides in comfort?

The Cycling Comfort Course by Krzysztof Wierzbicki is your guide to a comfortable ride. Inside, you’ll find clear recommendations about different bike components and learn about the best possible upgrades for enhancing ride comfort.

Save Time Researching Comfort Upgrades

Krzysztof has been testing, comparing, and reviewing bikes and bike parts for the last five years. He measures the comfort of different bikes and components using a special vibration sensor and testing protocol to ensure his reviews are as objective as possible.

Along the way, Krzysztof has found the best comfort-oriented bikes and components that make his rides much more enjoyable.

Now, he wants to share all of that knowledge with you.

Let Us Fast-Track Our Comfort Lab Experience To You

✓ Understand the most important comfort upgrades on a bicycle
✓ Learn how to set up your bike for optimal comfort
✓ Make the 50+ reviews found in the CYCLINGABOUT Comfort Lab even more useful

What’s Inside The Cycling Comfort Course?

The primary subject areas covered in this digital book include:
✓ Tires
✓ Suspension Seatposts
✓ Suspension Stems
✓ Handlebars & Bar Tape
✓ Saddles
✓ Suspension Forks

Krzysztof also shares some bike fitting tips and details about his gravel bike including all the parts he has selected and why they are the best for him. Although the course primarily focuses on road and gravel bikes, much of the advice applies to other types of bikes too.

Soon, you will be biking further and waking up the next day less fatigued!

How To Download The Cycling Comfort Course

Length: 61 Pages
Format: Interactive PDF
Size: 62MB
Download: HERE

This course is free to all, however, a $5 donation is appreciated if you have the financial means. You can do that HERE.

When you donate to the Comfort Lab, the proceeds directly support further comfort research and testing. We appreciate your support!

The Cycling Comfort Course Will Help You:

✓ Choose the best tire and optimal air pressure for comfort
✓ Stay seated on bumpy terrain with a well-chosen suspension seatpost
✓ Reduce hand and upper body fatigue using a suspension stem
✓ Select the best handlebars and bar tape for comfort
✓ Find a saddle that suits your needs
✓ Decide if a suspension fork is necessary for your use

Personalised Consultation

If you’ve finished reading the Cycling Comfort Course and would like more personalised advice, you can book a consultation with Krzysztof. He would love to hear about your cycling use case and help you perfectly optimise your bike setup.

Book your consultation HERE.

What Format Does The Cycling Comfort Course Come In?

The Cycling Comfort Course is a digital download. Save the interactive PDF to your computer or smartphone and enjoy.

Your journey to much more comfortable rides begins today!

How To Download The Cycling Comfort Course

Length: 61 Pages
Format: Interactive PDF
Size: 62MB
Download: HERE

This course is free to all, however, a $5 donation is appreciated if you have the financial means. You can do that HERE.

When you donate to the Comfort Lab, the proceeds directly support further comfort research and testing. We appreciate your support!

The post Discover Game-Changing Bike Comfort with the FREE Cycling Comfort Course appeared first on CYCLINGABOUT.com.

I’ve been on a quest to find the best gravel handlebars for a long time, and have gleaned many insights from testing different models for their shape, material, and vibration-damping qualities.

In my most recent handlebar test, I directly compared carbon and aluminium handlebars to see if there was a difference in terms of vibration absorption.

This time, I’m comparing two highly unique gravel handlebars:
– The Deda Gera Carbon with its unusual bar shape, and
– The Lauf Smoothie with added glass fibre for greater vibration absorption

So, will the glass fibre of the Smoothie yield more comfort, or will the bar shape of the Gera win out? Let’s find out.

Deda Gera Carbon Gravel Handlebars

The Deda Gera is a handlebar designed specifically for gravel, and it has a very distinctive look. Most notable are the bar tops that sweep forward and up (7mm rise) from the stem, and then gently flow back down to level at a 12-degree angle.

To inform this design, Deda took inspiration from the natural posture of the hands and wrists and how they naturally extend onto the bar tops. This shape is said to provide a more ergonomic wrist angle for all-day comfort. The bar tops also help bring your elbows in closer to your sides, which might improve your aerodynamics.

I’m actually quite familiar with this shape as it closely resembles the Coefficient Wave handlebar I’ve previously tested (and found to be very comfortable).

In addition to the unique bar tops, these bars have a very short reach (40 mm) and a compact drop (100 mm). With such short distances between hand positions, it makes moving your hands about the bars very quick.

The Deda Gera Carbon also features 16-degrees of flare (outsweep) down to the drops. This increases the width of the bars at the drops by 80 mm, providing additional steering leverage to take on rougher terrain. Your handling confidence can be enhanced further thanks to the notably wide widths available (440 to 480 mm).

You can get the Deda Gera in carbon fibre or a comparatively affordable aluminium version (US $126). If you so desire, aero bars can be installed next to the stem or on the 7mm high raised bar tops. The latter achieves a taller ride position for your elbow pads, however, it will also render the bar tops unusable.

Lauf Smoothie Gravel Handlebars

The Lauf Smoothie features a much more classic shape than the Gera making it great for a mix of road and gravel riding.

The key selling point of the Lauf Smoothie is the addition of glass fibre to the carbon layout. According to Lauf, this helps damp vibrations and gives the handlebar “almost double the compliance” of a normal carbon handlebar.

More vibration attenuation should make the Smoothie ideal for road and gravel riding, so does the glass fibre actually improve comfort?

I’ll be answering that shortly, but let’s first discuss the handlebar shape.

The Smoothie features flattened bar tops with a moderate three-degree back sweep. These flattened bar tops create a bit more surface area for your palms, which can both increase comfort and provide additional grip.

The Smoothie is available in 400, 420 and 440 mm wide variants. Like the Gera, there is a 16-degree flare down to the drops, and this adds 70 mm of additional width in the drops for extra control over your bike.

The reach (80mm) is twice as long as the Gera and the bar drop is bigger too (125 mm vs 100mm). The Smoothie’s design much closer resembles the geometry we see on road bike handlebars.

Installing These Comfortable Gravel Handlebars

The Lauf Smoothie is the most straightforward handlebar to install as you cannot route your cables inside the handlebar, perhaps as a result of the added glass fibre. Instead, the cables flow underneath the bar tops.

When it comes to cable routing, the Deda Gera is much trickier as a result of its shape. You can route the cables internally, but it’s a tough challenge to get around the bend and requires a lot of patience.

I found that adjusting the bar tilt is somewhat limiting on the Smoothie as the flattened bar tops only feel comfortable within a very short tilt range.

In comparison, the Deda Gera allows for quite a broad range of tilt and brake hood placement. This allowed me to tinker with bar ergonomics and get the height of the brake hoods in a location that worked perfectly for me.

Gravel Handlebars With Short or Long Reach?

Bar reach is the distance that the brake levers attach forward of the stem. A road or gravel bike handlebar will usually have a reach of between 70 and 80 mm.

The Lauf Smoothie falls within this reach range (80mm), however, the Deda Gera is significantly shorter (40 mm). This is a big difference should you be swapping between these two specific bars like I did – it’s the equivalent of changing your stem length by 40mm.

The difference in reach translated to my hands being closer to my body while using the Gera.

It’s possible to increase your stem length to accommodate this difference in bar reach. However, if you currently use a stem longer than 100 mm, the Gera might not suit your needs. This is because stems that exceed 140 mm in length are exceedingly rare.

I ended up fitting a 20mm longer stem with the Gera. I also removed 25mm of headset spacers (as the bar drop is shallow), and I mounted the brake hoods a touch lower than usual. These interventions changed the effective bar reach enough for me to get super comfortable.

Another option is that you can move your saddle backward on the rails to achieve a longer distance to the handlebar. However, I’d only recommend this if you’ve been wanting to adjust your saddle position anyway.

But keep in mind that when you fit wider handlebars, you need a shorter bar reach (or shorter stem) to maintain your position. This is because the brake hoods get further away from your torso as the bars get wider. I suspect that Deda opted for so little bar reach because they expect their customers will be upgrading to wider gravel handlebars (which is a growing trend).

What Are These Gravel Handlebars Like To Ride?

The Lauf Smoothie is a rock-solid, confidence-inspiring handlebar. In terms of handling, I liked it the most. With its longer reach and bigger drop, it allowed me to put more of my body weight on the front wheel. This helped gain additional front tyre traction in fast corners.

In comparison, the Deda Gera, with its short reach and moderate drop, made my front tyre feel a bit more vague when cornering. I found it demanded a bit more attention on looser gravel road surfaces. To get my bike handling well, it became clear that I needed to increase my stem length to accommodate for the shorter reach of the Gera.

Where the Deda Gera Carbon handlebar shines is the shape of the bar tops. The additional rise and back sweep translate into a very comfortable hand position, and the pressure across my palms feels perfectly distributed. I’ve now completed multiple 200 km (120 mi) rides on the Deda Gera handlebar and have experienced no hand pain or numbness whatsoever.

The bar tops on the Lauf Smoothie are simply not as comfortable. I noticed they introduced a bit of pressure on my palms, causing minor pain and discomfort. This was most apparent after an hour or two of cycling.

In terms of ride comfort, the Gera is the clear winner for me.

What About Vertical Compliance?

Both the Deda Gera and Lauf Smoothie offer little perceptible flex in the hoods or drops.

There will be enough flex to mitigate some of the energy coming from a big hit. But when it comes to a simple weighted test, these handlebars are not in the same league as other handlebars I’ve tested. In fact, both the Ritchey WCS Carbon Venturemax and Coefficient Wave handlebars offered noticeable flex in the drops.

If the Gera and Smoothie are not super compliant after bigger hits, perhaps we will see an improvement over road and gravel chatter…

My Test Bike and Vibration Measurement Procedure

I conducted my vibration tests on a Mondraker Dusty gravel bike with a 70 mm rigid stem and Challenge Gravine 40 mm tyres. The air pressure was set to 45 PSI (3.1 Bar). The HiRide Sterra suspension fork was hydraulically locked and didn’t play any major role in this test.

My vibration measurement procedure was modified for this test. I mounted my accelerometer closer to the brake hoods, right at the curve between the bar tops and the hoods. This location gives us the most accurate vibration reading from the bar itself. I also took these measurements without any bar tape wrapped underneath.

I had two test scenarios: a smooth asphalt road test, and a high-frequency chatter test that simulates riding on a bumpy gravel road. Both tests were conducted at 25 kph (15 mph).

Vibration Test Results

Smooth Asphalt Road Test

In the fast asphalt road test, the results showed the Lauf Smoothie was consistently 5.3% more effective at damping vibrations than the Deda Gera Carbon. This is a surprisingly large difference and one that suggests that the glass fibre is effective at mitigating vibrations.

High-Frequency Chatter Test

In the high-frequency chatter test, the Lauf Smoothie again showed a reduction in vibrations. However, for this test with larger bumps, the vibration difference had more than halved (2.3%).

Vibration Test Discussion

The interesting thing about these tests is that I did not perceive any reduction in vibrations, and was even surprised that my accelerometer showed some disparity.

I suspect you too won’t notice an appreciatable comfort difference between handlebars with such a small vibration difference. This will especially be the case should you use the appropriate tyre pressure for your body weight, and any of the comfortable bar tapes I recommend.

The Best Gravel Handlebars For Comfort

Both the Lauf Smoothie and Deda Gera are examples of comfortable gravel handlebars, yet they go about executing comfort using different approaches.

The Lauf Smoothie, with its added glass fibre, has been verified by my testing to damp more vibrations than the Deda Gera Carbon. However, I don’t think the vibration reduction will be enough for you to notice.

That means this test really comes down to your preferred bar shape.

If you like a more classic gravel handlebar shape, the Lauf Smoothie is an excellent product. It’s light, stiff, and responsive, and has an edge over other carbon handlebars in terms of vibration damping. The reach is also similar to most road handlebars so it’s unlikely you will need to change your stem length.

That said, if you’ve previously experienced pain, numbness or tingling in your hands, I think you should try the Deda Gera.

The Gera bar tops are the perfect ergonomics for me and might be for you too. This handlebar is compact and easy to move around, and most importantly – still wonderfully comfortable after six or seven hours of riding.

The Deda Gera Aluminium is under half the price of the Gera Carbon and would be a great option if the carbon model was out of your price range. It could also be a better way to test if the bar top shape works for you.

Where Can You Buy The Deda Gera?

• Deda Gera Aluminium 44 cm – US $126 on Amazon
• Deda Gera Aluminium 46 cm – US $133 on Amazon
• Deda Gera Aluminium 48 cm – US $126 on Amazon
• Deda Gera Carbon 44 cm – US $321 on Amazon
• Deda Gera Carbon 46 cm – US $301 on Amazon
• Deda Gera Carbon 48 cm – $322 on Amazon

Note: We may earn a commission when you purchase Deda Gera handlebars through our links. This directly supports CYCLINGABOUT.com and allows us to continue to provide high-quality cycling information to you.

• Comfort Lab

BMC URS AMP LT Review: The Ultimate Full-Suspension Gravel eBike?

byKrzysztof Wierzbicki

May 14, 2025

• Comfort Lab

USE VYBE Suspension Stem Review: Game-Changing Comfort For Gravel Roads

byKrzysztof Wierzbicki

April 9, 2025

• Comfort Lab

BMC URS LT ONE Review: This Might Be The World’s Best Gravel Bike!

byKrzysztof Wierzbicki

May 25, 2024

The post The Best Gravel Handlebars Compared For Comfort: Deda Gera vs Lauf Smoothie appeared first on CYCLINGABOUT.com.

This bike features front and rear suspension elements, and a super stable frame geometry, allowing it to maximise your traction, speed, and comfort over notably rough terrain.

But the fascinating thing is that while the URS LT is capable off-road, I’ve found it to be light and fast enough on the tarmac to keep up with bikes on the opposite end of the gravel spectrum.

Let’s take a closer look.

What is the BMC URS LT?

The BMC URS LT is a unique full suspension gravel bike with hidden suspension elements in the carbon fork and rear frame triangle.

The MTT suspension fork features 20 mm of damped travel that can both remove unwanted shock and vibration coming up from the road and keep your front tire planted to the ground. This damper and spring unit are built directly into the steerer tube, allowing the fork to blend perfectly into the bike’s aesthetic.

At the rear seat stays are two elastomer springs that generate 10 mm of vertical travel to save your lower back from harsh impacts. In addition, a carbon seatpost formed in a D-shape provides a further 10 mm of travel to keep the front and rear of the bike balanced.

The BMC URS LT has an off-road-specific gravel frame geometry. It essentially borrows frame design principles from the mountain bike world, integrating a slacker head tube angle, a steeper seat tube angle, a longer frame reach, and a shorter stem length than you’d typically see gravel bikes.

This frame geometry extends the wheelbase length, providing more ride stability for rough roads. It also pushes the front wheel further in front of you, reducing your ability to pitch forward after a hard front impact – ultimately, giving you better bike control.

BMC has one of the most consistent bike design languages in the bike industry, and the URS LT is no exception. The carbon frame has sleek, yet edgy oversized tubes that promise to deliver a high lateral stiffness at a minuscule weight of 1,050 grams.

Compared to most gravel race bikes, the URS frame offers more utility. It’s compatible with full fenders, a rack, three bottle cages, and a direct-mount top tube bag, which will suit long rides, fast commutes, and bikepacking adventures.

A Closer Look at the BMC URS LT ONE

Suspension elements both front and rear?
Check.
A SRAM wireless groupset with a super wide-range cassette?
Check.
Lightweight carbon fibre wheels?
Check!
A 9.5 kg overall weight?
Also, check!

The BMC URS LT ONE has everything you could wish for in a fancy rough-road gravel bike.

For the gear system, the URS LT ONE makes use of SRAM Force shifters that pair wirelessly to an SRAM X01 mountain bike derailleur. Hills are made a breeze thanks to the wide-range cassette with 10 to 52-tooth sprockets, which yields one of the lowest climbing gears found on any gravel bike – 20 gear inches or 1.62m development.

The brake rotors are larger than those found on most gravel bikes, which shows the BMC URS LT’s intent. Up front, you’ll find a 180 mm rotor and it’s 160 mm at the rear. The brakes run full hydraulic lines for maximum stopping power, consistent braking in all weather conditions, and a reduction in overall maintenance. I’ve found a yearly brake bleed is enough to keep hydraulic brakes running well.

The CRD-400 SL wheels are specially made for BMC by DT Swiss. The 40 mm deep carbon fibre rims provide a noticeable aerodynamic benefit, and with a weight of around 1,600 grams, they accelerate quickly and feel responsive underneath you. The inner rim width is 23 mm, which gives the 40 mm wide tires a nice shape – the tire expands to full volume without distortion, and the tread pattern and side knobs are in the correct position for cornering.

Of course, all these nice things come at a price. It’s €7999 to be exact. But the crazy thing is that I think this price can be justified when you consider the riding experience on offer.

If this full suspension gravel bike is out of your budget, know that BMC’s gravel bike line offers a broad range of models.

The aluminium URS bikes start at €2199, and still have the benefits of an MTB-inspired frame geometry. The next step up is the carbon URS variant that features the same rear elastomer suspension design as this bike. Prices on the URS Carbon start at €3499.

Let’s now take a closer look at the suspension elements.

Front and Rear Suspension Design

The BMC MTT fork is the same product as the HiRide Sterra suspension fork I use on my personal bike, so I’m very familiar with it. Other than a difference in the paint finish, the MTT version has a neat plastic cover instead of the rubber cover found on the HiRide fork.

The MTT fork uses a coil spring and hydraulic damper to deliver 20 mm of very smooth travel. This fork essentially improves your ride comfort and allows you to generate much more front tire traction.

You can change the spring stiffness by swapping between three different coil spring rates, and three more pre-load spacers hidden inside the steerer. I discuss this in much more depth in my HiRide fork review.

A cool thing is that the carbon-bladed legs not only blend into the bike’s aesthetic but they result in the most aerodynamic design of any gravel suspension fork, which means you’ll be compromising less on fast tarmac roads.

I should mention that the fork has an easy-to-use hydraulic lockout mechanism that’s accessible at the stem top cap, so you don’t ever need to worry about suspension bob.

In my opinion, the MTT fork is as sleek as suspension gets on a gravel bike, even when compared to the new Cane Creek Invert fork.

At the rear of the frame are the MTT suspension stays, which provide 10 mm of travel. This is enough to feel the difference – watch this video to see how active it is on rough terrain.

As the MTT fork uses a simple damper design that’s hidden away inside the head tube, it doesn’t require anywhere near as much maintenance as a typical suspension fork. The “hydraulic seal replacement” is ideally conducted every 500 hours (or three years) to keep it in prime working order. But we’ve been told it’ll likely perform well for much longer.

The only downside is that the hydraulic seal replacement can only be done by HiRide in Italy. This could be costly in terms of time and return postage, especially if you are not located in Europe. That said, HiRide plans to open service centres across the globe in the coming months.

BMC URS LT Frame Geometry

When we overlay the frame geometry of the BMC URS LT on a more typical gravel bike, it’s clear the URS LT is different.

The front centre and wheelbase are longer than most gravel bikes, which provides more stability at speed. The bike also tends to steer a bit slower than most gravel bikes due to its slacker head tube angle. But some of this loss of agility and sportiness is gained back by employing a short stem (70 mm) and short chainstays (425 mm).

Overall, you can’t expect to get the same racy ‘feel’ as other bikes, but the URS LT is still super quick on smooth roads, and when things become rough, you will have no problem leaving everyone else behind.

Ride Impressions

I loved riding the BMC URS LT! Compared to my Open WI.DE gravel bike, the long top tube of the URS LT made me feel like I was riding ‘in’ the bike rather than ‘on’ the bike. This gave me additional confidence, especially on the downhills.

But the true highlight of this package is the front and rear suspension.

Firstly, you don’t need to worry about the suspension slowing you down. I was comfortably riding this bike on the tarmac at speeds well beyond 30 km/h and didn’t ever feel held back by the additional weight.

I was especially impressed by the performance of the MTT fork when fitted to this longer and slacker gravel frame. In almost every riding situation, the fork seemingly performed better than when it was fitted to my Open WI.DE!

This was completely unexpected to me; I suspect the better vibration damping is a result of the URS LT’s progressive frame geometry that shifts my weight balance forward – eeking the most performance out of the fork.

I was also very happy with the rear suspension, so much so that I completely forgot I wasn’t using my Redshift suspension seatpost on this bike. This is the first bike I have tested that I can definitively say will not benefit from a suspension seatpost on a fast gravel road.

The MTT elastomer combined with the D-shaped carbon seatpost and short seat tube length provided more than enough compliance, allowing me to remain seated while pedalling over all kinds of surface roughnesses.

While I usually prefer wider tires on my gravel bikes, the suspension elements in combination with the narrow 40 mm wide tires provided more than enough comfort, traction, and control. This is one big benefit to using a bike with suspension – you can fit narrower, lower rolling resistance tires that are faster on tarmac roads, and the suspension fork will provide all the grip and control you need on rough descents.

The 1X drivetrain with its huge range (10-52T) offers a nice low and high gear ratio. When combined with the 38-tooth chainring, I found I could conquer the steepest gravel roads (10%+), while still riding well above 30 km/h on the tarmac.

The downside to a super wide range 1X drivetrain is that the steps between each gear are larger. This is most noticeable if you do a lot of group riding, as it’s harder to fine-tune your cadence to the group’s speed. Personally, I’ve found the 1×12 drivetrain to work great in 99% of situations, and I also found I adapted to riding at a broader range of cadences.

Right, let’s now look at my vibration testing.

Test Bike and Method

I vibration-tested the BMC URS LT ONE in its stock configuration.

Up front was the HiRide suspension fork, and at the rear was the D-shaped carbon seatpost. The bike was equipped with CRD-400 SL carbon wheels wrapped in 700C x 40 mm WTB Raddler tires inflated to an air pressure of 45 PSI. The handlebar and stem were aluminium Easton EA70 AX.

I compared it to my Open WI.DE fitted with the same HiRide suspension fork. The fork’s spring rate was matched to the BMC URS LT and tuned to my body weight and preferred riding style (medium spring, 3 mm preload spacer). At the back was a 20 mm travel Redshift ShockStop Pro Race suspension seatpost.

The Open WI.DE was fitted with Continental Terra Speed 700C x 45 mm inflated to 40 psi (2.8 bar) to compensate for their wider tire width. These tires were installed on a 700C Spinergy GX Max wheelset. A Coefficient Wave Carbon handlebar was coupled with an aluminum rigid stem (100mm).

You can read more about my benchmark bike HERE.

In my testing, I have two test scenarios: a big hit test that simulates riding across a 30 mm tall obstacle like a tree root or edgy rock, and a high-frequency chatter test that simulates riding on a bumpy gravel road.

You can read more about my vibration measurement procedure HERE.

Vibration Test Results

Big Hit Test

In the big hit scenario, the HiRide suspension fork on the BMC damped 22% more vibrations than on my Open WI.DE! This is an interesting result because I was using the same spring rate and preload on both suspension forks.

While I didn’t have the opportunity to isolate all variables for this test, I suspect the BMC’s progressive frame geometry puts more of my body weight over the front of the bike, which allows the suspension fork to be more effective at damping vibration. Other variables include the effect of a slacker head tube angle, and how far forward of the suspension element my hands sit (ie. bar reach + stem length). I need to do more testing to get to the bottom of this result.

At the back of the bike, the carbon seatpost and elastomer combination were no match for the Redshift PRO Race suspension seatpost in the big hit test. I recorded 37% fewer vibrations with the suspension seatpost, thanks to its fast-acting internal coil spring and well-damped elastomer spring.

High-Frequency Chatter Test

In the gravel test scenario, the HiRide fork on the BMC recorded significantly fewer vibrations – there was 25% more vibration at the handlebar on my Open. Once again, this is likely a result of the difference in frame geometry and cockpit geometry between the bikes.

At the back of the bike, the BMC performed on par with the Redshift ShockStop Pro Race suspension seatpost. This is a surprising result and the first time I’ve ever found a bike without a suspension seatpost that can attenuate vibration to the same degree.

How Does It Compare?

The closest full-suspension gravel bike rival to the URS LT is the Cannondale Topstone Lefty. Both bikes exhibit a very high level of comfort over rough terrain, yet they could not be more different.

The Topstone with its short frame reach and small 650B wheels, feels fast and agile on tight forest routes and even on moderate singletrack. However, it’s not as stable as the BMC at higher speeds.

I found the Lefty fork to underperform in my high-frequency chatter test due to a lack of sensitivity. This comes down to the suspension damper design, which has been tuned by Cannondale to be firm like a rigid fork for most of your riding. It’s not until a big impact comes along that you can get full use of the suspension.

In my opinion, the BMC URS LT is a much more well-rounded and modern package as it feels at home on both the tarmac and rough gravel roads. In comparison, the Topstone Lefty is a fun bike that’s best suited to rougher terrain.

Summary

The BMC URS LT ONE is the best gravel bike I’ve ever tested. It genuinely pushes gravel bike capability to the next level.

I found it very off-road capable, while still being light, stiff, and fast enough to keep up with more pavement-focused gravel bikes. It’s a true all-rounder.

My tests suggest that the MTT suspension fork is incredibly effective at reducing vibration at the handlebar. I was also incredibly impressed with the URS LT’s performance in the high-frequency chatter test – the carbon seatpost and seatstay elastomers damped vibration at the same level as a top-tier suspension seatpost.

You could argue the 42mm maximum tire clearance is not enough, but coupled with the suspension elements, I never felt the need for more rubber on the roads I ride.

After testing this bike, I’ve decided that gravel bikes with a progressive frame geometry (long reach, slack head tube angle, short stem) are what I like best. Not only do they feel agile and confidence-inspiring, but my vibration tests show that they can extract the highest possible performance from the HiRide suspension fork.

So, would I buy one? I was seriously considering selling my OPEN WI.DE and purchasing a BMC URS LT. But in the end, I decided to purchase a gravel e-bike instead, with a progressive frame geometry, of course. More on that soon!

The post BMC URS LT ONE Review: This Might Be The World’s Best Gravel Bike! appeared first on CYCLINGABOUT.com.

Gravel bikes have evolved significantly over the last few years. What started as a more capable road bike has now shifted into the mountain bike realm. And for some, that’s an exciting prospect. Mountain bikes can sometimes feel like overkill on bumpy, non-technical terrain, and they are not designed to fit drop bars, which are a handlebar type preferred by many on long rides.

Today, most gravel suspension forks look like trimmed-down MTB suspension forks. The HiRide Sterra, on the other hand, maintains the rigid carbon fork look while hiding a suspension element. This not only looks great but has performance and maintenance advantages over the competition.

In this review, you’ll find out more about this unique product. I’ll tell you how it rides and we’ll look at my vibration test data to determine if there is a significant comfort advantage.

What is the HiRide Sterra Gravel Suspension Fork?

The HiRide Sterra combines the aesthetics of a regular carbon gravel fork with 20 mm of damped suspension travel. You might have already seen it featured on the BMC URS LT but it’s now available as an aftermarket upgrade.

A wonderful thing about this suspension fork is that the hydraulic damper and coil spring are hidden away from the elements. This results in service intervals that are significantly longer than typical telescopic suspension forks.

The Sterra not only has a clever design, but it means business. It’s tuned to add front tire traction and take the edge off bigger hits, all while passing the same international strength and durability tests as a mountain bike suspension fork.

This is the most aerodynamic suspension fork available too. Air resistance is the greatest resistive force experienced at speeds over 18km/h, which is why one shouldn’t ignore aerodynamics on a gravel bike. While we haven’t tested the Sterra in a wind tunnel, bladed fork legs are undoubtedly faster than cylindrical ones.

You can lock out the Sterra fork quickly by using the dial at the stem top cap. This lock is easily accessible and ensures you waste no energy compressing the fork on smooth surfaces. And should you forget to unlock your fork on a rough road, there is a blow-off valve inside that will operate under big impacts, protecting the system (and your hands).

Tech Specs of the HiRide Sterra

Naturally, the Sterra is heavier than a rigid carbon fork. But at 1,300 grams, it’s lighter than almost all gravel suspension forks except the Cane Creek Invert and Fox 32 TC.

There are three different spring rates (soft, mid, and hard) to match your body weight, riding style, and terrain. In addition, you can fine-tune the firmness of each spring by fitting pre-load spacers of different thicknesses (1, 3, 6mm). Changing the spring or spacers does take time and requires a special tool, but that’s included with the fork.

Outside of the springs and preload spacers, the Sterra fork offers little in the way of user adjustment. The compression and rebound speeds are pre-set at the factory.

The fork glides on bronze bushings that keep sliding friction (stiction) to a minimum. Grit is kept away from the bushings and seals with an external rubber cover. That said, the Sterra is effectively an upside-down suspension design, so gravity won’t work any grit inside the sliding components.

To fit the required suspension components inside the steerer, the Sterra employs an oversized 1 1/4” steerer size commonly found on Giant and Canyon bikes. Don’t worry, this oversized steerer still fits many gravel frames, it just requires you to use a smaller top headset bearing (MR136).

If you’re wondering about stems for 1 1/4”, Ritchey and Zipp manufacture them, and an FSA SL-K SLR stem can be provided when you buy this fork.

I should note that some gravel bikes with internal cable routing through the stem/headset are incompatible. There is a version of this fork that accepts cable routing through the stem (Sterra ICR) but for it to work, the headset bearing seats must be 1 1/2” on the top and bottom. I’d recommend contacting HiRide before purchasing to double-check for compatibility.

The fork is also longer than many rigid carbon forks; it has a 420 mm axle-to-crown at sag. I chose to fit it to my bike anyway, but to preserve your frame geometry, you would ideally only fit the Sterra to a bike that has been designed for 420 mm long forks. You can head to Bike Insights for an ever-growing list of bikes that will be suited to gravel suspension forks.

For bikepacking adventures, you’ll find the carbon fork blades have cargo cage mounts on each side. The fork is also equipped with internal cable routing for dynamo lights and USB charging.

The tire clearance of the fork is common amongst gravel bikes. Expect to squeeze in 45 mm (1.8”) on 700C wheels, and 54 mm (2.1”) on 650B wheels. The thru-axle is a standard 12×100 mm, it requires flat mount brake calipers and the fork will clear 160/180 mm disc brake rotors.

At 990 Euros, this is undoubtedly an expensive upgrade. But the deal is sweetened a little with the included stem and required headset to fit the fork to your bike.

HiRide Sterra Fork Maintenance

For many gravel cyclists, the regular service intervals of a suspension fork are a step too far.

Telescopic suspension forks like the RockShox Rudy ideally receive a “lower leg service” every 50 hours of use, and a “full service” every 200 hours of use. For most riders, this means that a full service falls once per year at a minimum, and a lower leg service more often than that (according to RockShox). Of course, you can choose to not service your fork, but its performance will diminish, and you will likely end up with a more expensive repair bill down the line.

The HiRide Sterra doesn’t require anywhere near as much maintenance thanks to its simple damper design that’s hidden away inside the head tube. The “hydraulic seal replacement” is ideally conducted every 500 hours (or three years) to keep it in prime working order. But we’ve been told it’ll likely perform well for much longer.

The only downside is that the hydraulic seal replacement can only be done by HiRide in Italy. This could be costly in terms of time and return postage, especially if you are not located in Europe. That said, HiRide plan to open service centres across the globe in the coming months.

Installing the Fork

Fitting the HiRide Sterra with its oversized 1 1/4” steerer isn’t always a straightforward process.

You can expect an easy fit on gravel bikes that use external cable routing, or internal cable routing that enters the frame via the downtube.

In my case, the brake and shift cables enter my Open WI.DE frame in the middle of the head tube, so I had to remove the cable frame insert to create space for the fork to fit. This is not an ideal long-term solution but is acceptable for my test purposes.

The HiRide Sterra & Your Frame Geometry

Gravel suspension forks often have a taller axle-to-crown than rigid forks, often by 20-30 mm.

In my case, the Sterra has a 25mm longer axle-to-crown at sag than my Open WI.DE rigid fork (420mm vs 395mm). It also features a shorter fork offset (45mm vs 50mm). The result is ultimately a slower steering speed with the HiRide fork fitted. For those who are interested in the numbers, the 1.3° slacker head tube angle, and shorter fork offset resulted in a ‘trail’ increase from 71 to 85mm.

To effectively speed up the steering again, I decided to reduce my stem length from 100mm to 80mm.

When all changes are accounted for, the new shorter stem and longer fork length result in a handlebar that’s 1mm higher than with the rigid fork and a saddle-to-stem distance that’s about 20mm shorter. This took a bit of time to get used to.

How Does The HiRide Sterra Perform?

The combination of a coil spring and hydraulic damper worked superbly to take the edge off bigger hits. While 20 mm travel sounds like far too little, I never found I needed more on the terrain I ride – even on moderate single track.

The improved front tire traction made me ride more confidently, and as a result, I had more fun on my bike. I was quite amazed at how much quicker I could ride down twisty forest roads compared to my rigid bike. This shouldn’t come as too much of a surprise; I found the same thing when I tested the Lefty Oliver suspension fork.

The Sterra was stiff, it made no unwanted noises, it tracked straight, and didn’t bottom or top out either. While I did notice the extra weight over my rigid carbon fork, I never found it to be a deal-breaker.

The Sterra has so little travel I could barely feel it bob under acceleration. In fact, I didn’t even think about locking it for most of my rides. It was only when riding up steep hills that I twisted the easy-to-access dial to preserve some energy.

One quirk I found was that the Sterra was sensitive to my hand position on the bars. When I was riding in the drops, it would compress with ease as I had more body weight over it. When I was riding in the brake hoods, I could still feel the suspension effect. But in the bar tops, not enough of my body weight was being applied to make the fork responsive.

I also found that over faster gravel roads with lots of high-frequency chatter, the HiRide handled this terrain less effectively than I would’ve hoped. This is likely a result of the fork having too much damping to mitigate high-frequency vibrations.

Overall, I was very happy with the performance of the HiRide Sterra, in particular, the additional front tire traction that improved grip and braking performance. It ultimately made rougher roads more pleasurable to ride.

How Do Suspension Stems Compare to the HiRide Sterra?

Over rough terrain, a suspension stem cannot offer the same level of grip or overall bike stability as a suspension fork. This is because a suspension fork suspends not only your upper body but the entire front of your bike, allowing you to generate more front tire traction and achieve better braking.

In addition, suspension forks use much more advanced hydraulic dampers, so they can absorb more energy after bigger impacts.

That said, through my testing, I’ve found that suspension stems are often better at absorbing the high-frequency vibration you experience on fast gravel roads. This is because they require very little damping, which allows them to move virtually uninhibited over fast, repetitive bumps.

So, how does the HiRide Sterra stack up in my vibration tests?

My Test Bike and Vibration Measurement Procedure

I conducted this vibration test on my Open WI.DE gravel bike fitted with both the HiRide Sterra fork and the Open U-Turn rigid carbon fork. The spring rate of the HiRide fork was set to my body weight and preferred riding style (medium spring).

I tested the suspension performance both unlocked (suspension can activate) and locked out (suspension cannot activate).

The handlebars were Coefficient Wave Carbon and the stem was an aluminium rigid stem (100mm). The tires were Continental Terra Speed 700C x 45 mm inflated to 40 psi (2.8 bar) and they were installed on a 700C Spinergy GX Max wheelset.

You can read more about my benchmark bike HERE.

I have two test scenarios: a big hit test that simulates riding across a 30 mm tall obstacle like a tree root or edgy rock, and a high-frequency chatter test that simulates riding on a bumpy gravel road.

You can read more about my vibration measurement procedure HERE.

Vibration Test Results

Big Hit Test

In the big hit test, the HiRide Sterra demonstrated its ability to mitigate the shock effectively – I recorded 11.4% less vibration at the handlebar when compared to the rigid carbon fork.

When comparing the rigid carbon fork and the locked HiRide suspension fork, I found 4.3% more vibration with the latter. This is likely due to the stiffer fork legs of the HiRide Sterra that flex less on a big hit and damp less vibration as a result. But this is not a very important measurement if you remember to unlock your fork!

Finally, when the HiRide was active compared to locked out, there was 17.8% less vibration at the handlebar. This demonstrates that the suspension damper is indeed working well in my big hit test.

High-Frequency Chatter Test

In the high-frequency chatter test, the HiRide suspension fork reduced the vibration at the handlebar by 6.1% when compared to the carbon rigid fork. This is a smaller comfort difference than I was hoping to see. I suspect there is a bit too much damping in the fork for it to do well in this test.

When I locked out the HiRide suspension fork, it recorded just 0.8% less vibration than the rigid carbon fork. This will be too small a difference to notice for even the most experienced of riders, but again, it’s not too much of a concern if you remember to unlock your fork.

Summary

The HiRide Sterra is the neatest, lowest-maintenance, and most aerodynamic gravel suspension fork that money can buy. Even with just 20mm of damped travel, it can transform your gravel bike into a more capable machine. You might even find it hard to go back to a rigid fork after trying it!

That said, if you’re looking for a significant boost in comfort on fast gravel roads, I don’t think you’ll find it with this fork. My vibration test results suggest a 6.1% improvement over a high-end carbon fork, which is a smaller improvement than I’ve found with other components (notably the Kinekt stem).

But the story is much more complicated than that. The suspension damper very effectively reduces vibrations on big hits and improves front tire traction and braking performance too. This encouraged me to ride on rougher roads and trails than I’d typically go for on my gravel bike, making my bike more versatile.

That’s why I plan to keep the Sterra fork on my benchmark bike for now… but with a little twist.

I’m currently testing the suspension fork in combination with a suspension stem and finding the stem can absorb more high-frequency buzz while the fork takes care of the bigger hits. This combination might just take gravel riding to a whole new level.

But that’s a topic for another article.

• Bike Gear
• Gear

The Cane Creek Invert is a 990g Gravel Suspension Fork With No Damper

byAlee Denham

April 17, 2024

• Bike Gear
• Gear

4 Incredible New Gravel Suspension Forks That Outperform The Rest

byAlee Denham

September 26, 2023

• Comfort Lab

BMC URS AMP LT Review: The Ultimate Full-Suspension Gravel eBike?

byKrzysztof Wierzbicki

May 14, 2025

• Comfort Lab

Cannondale Topstone Carbon Lefty Review: Does It Reduce Gravel Vibration?

byKrzysztof Wierzbicki

June 26, 2023

• Bike Gear
• Gear

Why Suspension Stems Are The Ultimate Comfort Upgrade For Bicycles

byAlee Denham

January 28, 2024

The post HiRide Sterra Suspension Fork Review: Is 20mm Travel Enough For Gravel? appeared first on CYCLINGABOUT.com.

Several companies developed suspension stems for mountain biking in the early-1990s. The most notable models were the Softride Stem and the Girvin Flexstem, which were even used on bikes that won multiple mountain bike world championships!

However, by the mid-1990s, suspension stems were superseded by superior-performing suspension forks.

These days, suspension stems are primarily designed to increase the comfort of a rigid bike. They have significantly less suspension travel than previously (usually just 20mm), and they are stiffer, lighter, and much more reliable.

I got my hands on one of the latest suspension stems to test, a model called the Vecnum Freeqence. While this stem might not be a well-known product, I think it should be known by every gravel rider in the world!

In this review, you’ll find out why…

What is the Vecnum Freeqence Suspension Stem?

Linkage: Multi Pivot
Spring Type: Elastomer
Length: 90 to 120mm
Min Weight: 287 g / 10.1 oz
Travel: 30mm / 1.2″
Bar Clamp: 31.8mm

The Vecnum Freeqence is the most expensive suspension stem on the market right now – it’s €299 or US $325. But you get a surprising amount for your money.

To start, this German-made product makes extensive use of high-quality 7075 aluminium, as well as titanium for the hollow axles. This keeps the weight within 100 grams (3.5 oz) of most rigid stems, and it’s about 200 grams (7 oz) lighter than comparable suspension stems.

The stem’s suspension travel is uniquely divided into 20 mm of downward travel and 10 mm of upper travel, for a total of 30 mm. This not only prevents ‘top out’ but keeps your hands nicely suspended in the air over bumpy terrain.

The Freeqence employs elastomer springs that offer a strong progression. This allows the stem to be noticeably supple in the first part of its travel, and much firmer when it is deeper in its suspension travel.

Vecnum designed this stem for riders between 50 and 120 kg (110-265 lb). Interestingly, there is only one spring rate, but you can adjust the spring preload by tightening the screw on the side of the stem (3 mm Allen key). This firms up the initial portion of the suspension travel for heavier and/or more aggressive riders. In more technical terms, the spring won’t start compressing until the force on the stem is more than the preload force.

In terms of aesthetics, the Freeqence has a unique look. My 7-year-old son says it looks like a sci-fi machine, and I can’t say I disagree.

The components inside the stem are nicely protected from dirt and mud, which should translate into long, trouble-free usage. It’s available in three lengths (90, 105, and 120 mm), for standard 1 1/8″ steerers and 31.8 mm handlebars – all with a 3-degree rise.

Vecnum says that the Freeqence can effectively reduce impacts and vibrations by up to 75%. I didn’t record this kind of improvement, but there are improvements over both rigid stems and other suspension stems – keep reading to see my vibration test results.

The Multi Pivot Stem Design

One of the defining features of the Vecnum Freeqence is its multi pivot design.

A multi pivot stem keeps your upper body suspended with the same spring rate, no matter where you place your hands on a drop bar. This ultimately means you can achieve a decent comfort improvement with your hands in the brake hoods, on the bar tops, or in the drops.

A multi pivot stem is also suitable for flat bars, and sweptback bars as it doesn’t matter where your hands are relative to the pivot points.

In comparison, a single pivot stem (like the Redshift ShockStop) works most effectively in the brake hoods, less effectively on the bar tops, and is almost ineffective in the drops. This is because when your hands are in the drops, there is little leverage forward of the pivot point.

Single pivot stems are largely ineffective with flat or sweptback bars as your hands usually end up too close to the pivot point.

In addition, the suspension travel changes depending on where you place your hands. For example, if your hands are 50mm in front of the pivot point, rather than 100mm – you will only get half the suspension travel.

Lastly, a single pivot stem also experiences some slight forward tilting of the handlebar when it compresses, as it travels on an arc rather than a straight line. This is not too much of a hindrance, but it is noticeable.

To see a video explanation of multi pivot vs single pivot stems, watch Alee’s video HERE.

How Does It Feel On Gravel Roads?

In one word, GREAT! The Freeqence gave me additional confidence in my rigid gravel bike to go faster and down rougher trails.

The stem feels smooth on fast gravel roads, and it absorbs bigger hits (like square-edged rocks and roots) with ease. Thanks to the upward and downward stem travel, your hands feel adequately suspended in the air.

This suspension stem has more material damping than you’d expect from a stem with elastomer springs. This results in significantly less rapid vertical movement than other stems – it almost feels as if there is a hydraulic damper hidden inside. The stem doesn’t ever feel too bouncy’ either; overall, it feels very measured.

But it’s not without its flaws.

Are There Any Downsides?

There’s a noticeable bobbling effect when pedalling hard uphill. Given the short range of motion, I can’t say it’s that big or disturbing, but you will notice it.

You can also notice the 10mm of upward stem travel, especially when rapidly pulling up on the handlebar on technical terrain. Again, it won’t bother you much, but your bike might feel less connected to the ground below.

If you’re coming from a rigid stem, you may also need to learn to trust your bike’s steering again, as the steering is a little different when your handlebars bounce a bit while cornering. It’s a quick adjustment, but something to keep in mind.

Let’s find out how the Vecnum Freeqence does in my vibration tests.

My Test Bike and Vibration Measurement Procedure

I conducted this vibration test on my Open WI.DE gravel bike fitted with Rene Herse Umtanum Ridge 650B x 55 mm tires at 35 psi (2.5 bar). The Vecnum Freeqence (105 mm length) was compared against a Redshift ShockStop stem (100 mm) and an aluminium rigid stem (100mm). The spring rate of the suspension stems was adjusted to my body weight and preferred riding style.

You can read more about my benchmark bike HERE.

I have two test scenarios: a big hit test that simulates riding across a 30 mm tall obstacle like a tree root or edgy rock, and a high-frequency chatter test that simulates riding on a bumpy gravel road.

You can read more about my vibration measurement procedure HERE.

Vibration Test Results

Big Hit Test

In the big hit test, the Freeqence performed better than other stems – I recorded 11.5% less vibration at the handlebar compared to the rigid stem.

Part of the reason why the Freeqence performed well is that it offers a slower compression and rebound speed than the Redshift. This helps to effectively remove unwanted vibrations at the handlebar.

Remember how this stem has 10mm of upward suspension travel in addition to its 20mm of downward travel? That feature also helped keep the vibrations in check as the stem could travel upward slightly after the hard compression.

You might be wondering what happened to the Redshift stem, as it recorded 20% more vibration than the rigid stem. This obstacle induced a large amount of vibration, and the stem simply bounced up and down more than typical because the elastomers didn’t have enough material damping to mitigate it.

From my perspective, this poor result didn’t translate to a less comfortable ride. While the handlebar moved more with the Redshift stem, it subjectively felt more comfortable over the obstacle than the rigid stem.

High-Frequency Chatter Test

The Vecnum and Redshift stems were neck and neck in the high-frequency chatter test. They both reduced the vibration at the handlebar by 9.7% when compared to a rigid stem.

This is an interesting result because both the Vecnum and Redshift stems felt more than 9.7% more comfortable than the rigid stem. This just goes to show that the products I test cannot be represented by a single number.

I also tested the Freeqence’s vibration levels in the stiffest and softest stem settings on both of my obstacles. The differences were surprisingly minimal, which makes sense as these obstacles generate high forces that would exceed the spring preload force and make the stem quite active.

How Does It Compare?

I’ve now tested the three most common suspension stems available, so which is best?

When deciding which stem is best for you, you should consider:
– Your handlebar type (flat or drop bar)
– Your riding position (low or upright)
– Your riding style (sporty or relaxed)

The Redshift ShockStop is the lightest, stiffest, and most tunable suspension stem design. You’ll instantly notice its ability to reduce the jarring impact of a bigger impact – for example, a pothole in the road. The elastomer springs suit both sporty and relaxed riding styles and provide a fast but calm suspension feel. The simple, single-pivot design is most suitable for drop bar bikes, less suitable for flat bar bikes, and unsuitable for bikes with sweptback handlebars. A key feature of this stem is its sleek aesthetic – it looks just like a regular stem, blending in well on any bike.

You can read my full review of the Redshift stem HERE.

If your bike is more upright and you ride at a more relaxed pace, you might prefer the Kinekt Suspension stem. This coil spring stem offers the quickest, most responsive movement, which allows it to smooth out high-frequency chatter better than all other stems. With its multi-pivot design, it can provide a smooth, floating feel for all handlebar types and is available in very tall-rise designs.

You can read my full review of the Kinekt stem HERE.

The Vecnum Freeqence is the middle ground between the Redshift and Kinekt. It’s the most sophisticated-feeling stem I’ve tested, with no top-out, easy spring firmness adjustment, and a nicely damped ride that isn’t ever too bouncy. This stem is significantly lighter than the Kinekt Suspension stem (287 g vs. 470 g in a 90 mm length), and it’s only slightly heavier than the Redshift ShockStop stem (266g in 90 mm).

The multi-pivot design of the Freeqence offers the same comfort improvement, no matter where you place your hands on the handlebars, and the stem suits all handlebar types, all riding positions, and all riding styles.

Summary

The Vecnum Freeqence is the best suspension stem I’ve tested. It works effectively, is easy to adjust, and is great for all handlebar types.

VIEW AT VECNUM

The Vecnum Freeqence was unveiled in late 2021, but despite the passage of time, it’s still a relatively unknown product.

This is a pity because the Freeqence delivers the same level of performance as the Redshift ShockStop in my high-frequency chatter test and does even better in my big hit test. These real-world measurements were backed up by a subjective improvement in comfort, too.

The Freeqence has a refined feel that isn’t ever too bouncy, and it’s super quick and easy to adjust the firmness of the elastomer springs.

I love that this stem employs a multi-pivot design as it allows me to unlock the full suspension comfort, no matter whether I’m riding in the hoods, drops, or bar tops. It’s ideal for those using flat and sweptback handlebars, too.

I’ve found that suspension stems instantly improve your riding experience on a gravel bike, and the Vecnum Freeqence is a standout in terms of what’s available.

• Bike Gear
• Gear

Why Suspension Stems Are The Ultimate Comfort Upgrade For Bicycles

byAlee Denham

January 28, 2024

• Comfort Lab

I Went On A Quest To Find The Most Comfortable Bar Tape

byKrzysztof Wierzbicki

May 21, 2025

• Bike Gear
• Gear

4 Incredible New Gravel Suspension Forks That Outperform The Rest

byAlee Denham

September 26, 2023

The post The Vecnum Freeqence Is The Best Suspension Stem I’ve Tested (Review) appeared first on CYCLINGABOUT.com.

As a result, they transmit more shock and vibration to a rider than a typical mountain bike, resulting in more fatigue and discomfort.

This doesn’t have to be the case, however.

Innovative companies like Redshift offer suspension stems and seatposts that can be fitted to any bike and can isolate a rider from bumps, potholes, and rough surfaces.

I’ve been using the Redshift ShockStop Endurance suspension seatpost for three years now. It looks neat, it has been reliable, and most importantly, it has suited my needs well. My previous vibration tests have shown that the ShockStop Endurance provides a significant comfort improvement.

The Redshift ShockStop PRO Race is the latest suspension seatpost on the market. While most suspension seatposts make use of coil springs or elastomer springs, the PRO Race utilises both spring types.

So, how does this combination of springs perform in my vibration tests? Let’s find out.

Redshift ShockStop PRO Race Seatpost

The ShockStop PRO Race is ideal for riders looking for a seatpost that’s both incredibly comfortable and largely unobtrusive.

US $299 (MSRP)

VIEW AT AMAZON

The ShockStop PRO Race seatpost is the newest addition to the Redshift’s extensive component range. It’s marketed to those who ride and race gravel bikes and people who might be concerned with the additional weight a suspension seatpost brings.

Weighing in at as little as 380 grams, the PRO Race is just 150 grams heavier than a typical aluminium seatpost. But for this extra weight, you gain 20mm of buttery suspension travel.

The PRO Race is expensive at US $299 but it’s not unreasonably priced given the quality of materials used, and the additional comfort it offers (we’ll get to my vibration test results soon).

This suspension seatpost is available in two lengths (280 or 350 mm) and one diameter (27.2mm). If you use a larger diameter seat tube (eg. 31.8mm) you can easily buy the appropriate shim for a perfect fit.

You can use the ShockStop PRO Race with round 7mm or oval 7×9 mm rails, and the seatpost is suitable for those <50kg/110lb right through to 110kg/242lb.

Redshift is so confident that you’ll like their seatposts that they come with a 90-day guarantee. This allows for a 100% risk-free trial, and if you don’t like it, you can get a full product refund, no questions asked. There’s a lifetime warranty on the seatpost too.

How is the new ShockStop PRO Race different from the ShockStop Endurance?

Head To Head: Redshift ShockStop Suspension Seatposts

Spring Type

The ShockStop Endurance is suspended using only metal coil springs, which results in an ultra-responsive seatpost with excellent bump-eating comfort. According to my vibration tests, fast-moving coil springs yield the most comfort over the small, high-frequency bumps found on gravel roads.

You can modify the spring stiffness by using either one or two coil springs – the spring rate is selected based on your body weight, riding style, and terrain.

The main downside to seatposts that use coil springs (without any source of damping) is that they can bounce up and down a bit as you pedal.

The ShockStop PRO Race, on the other hand, combines one (or two) coil springs with an elastomer spring that all nest together. The coil springs allow the seatpost to be responsive to bumps, while the elastomer spring calms the suspension movement with its additional material damping.

As a result, the PRO Race seatpost has a great feel and is both less bouncy and less intrusive while you ride.

If you like, you can also remove the coil spring and install two elastomers instead. This reduces the bounciness almost entirely, however, it’s at the cost of the seatpost’s responsiveness to bumps. This could be the optimal solution for those who primarily ride on smooth roads.

Suspension Travel

The ShockStop Endurance employs 35mm of suspension travel, which provides excellent comfort on notably rough terrain – think singletrack, 4×4 trails, and bumpy dirt roads.

The ShockStop PRO Race uses just 20mm of suspension travel. This means it cannot absorb large bumps, making it better suited to smooth to moderate gravel roads.

Product Weight

The ShockStop Endurance seatpost is between 127 and 287 grams heavier than the ShockStop PRO Race. The weight difference between models depends on the seatpost lengths, diameters, and spring configurations.

Adjustability

The beauty of the ShockStop PRO Race is that you can fine-tune the suspension movement.

After you’ve fitted the appropriate coil spring(s), it’s time to adjust the pre-load. This plug adjusts both the spring stiffness and the initial firmness of the seatpost – it’s quite an effective way to fine-tune the seatpost to your desired feel.

In comparison, the PRO Race has no way to fine-tune the initial firmness, you can only use different combinations of springs. This could result in some riders being unable to find the perfect spring stiffness for their needs.

Finish, Materials, and Sizes

The PRO Race has blacked-out graphics, making it look more pro. It’s made from the same 6061 T6 aluminium as the Endurance, however, it additionally features hollowed-out pivot pins, and more aggressively machined linkage arms to shed some grams off.

The ShockStop Endurance seatpost can be purchased in 27.2, 30.4, 30.9, and 31.6mm diameters, and the largest diameter seatposts are available in lengths up to 450mm.

In comparison, the StockStop PRO Race is 27.2mm only in 280 or 350mm lengths (you will need to use shims for larger diameter seat tubes).

How Do You Set Up The Spring Rate?

To set up the seatpost, you will need to play around with the two elastomer springs and two coil springs (inner and outer) that it comes with.

I started off riding the seatpost with the recommended stiff elastomer (red) and both coil springs (87kg/192lb weight). But this was too firm. I next tried the soft elastomer (green) and both coil springs. The result this time was a seatpost that was too soft and bouncy.

The final step was re-installing the stiff elastomer (red) but removing the inner coil spring. This now felt subjectively on par with my ShockStop Endurance seatpost.

Riding The Redshift ShockStop PRO Race

The first thing you will notice with either Redshift suspension seatpost is that you can forget your old way of riding; you no longer need to ‘unweight’ your saddle when you ride over bumps – you can just pedal straight over them.

Of course, the bigger bumps required me to unweight my saddle a bit more than usual due to the PRO Race’s reduced suspension travel.

I’ve noticed that after a big hit, the ShockStop PRO Race firms up quickly, especially when you’re deeper in travel. In comparison, the ShockStop Endurance feels more plush. This is likely a result of the reduction in suspension travel (20mm vs. 35mm) but could be due to the properties of the elastomer spring too.

The overall feel of the seatpost with an elastomer spring is an improvement over the ShockStop Endurance; the PRO Race has a more refined movement. It’s not night and day, however, both seatposts feel very responsive to inputs from the ground.

Let’s now see how both seatposts performed in my vibration tests.

My Test Bike and Vibration Measurement Procedure

I conducted this Redshift seatpost comparison using my Open WI.DE gravel bike fitted with Rene Herse Umtanum Ridge 650B x 55 mm tires at 35 psi (2.5 bar).

You can read more about my benchmark bike HERE.

I have two test scenarios: a big hit test that simulates riding across a 30mm tall obstacle like a tree root or edgy rock, and a high-frequency chatter test that simulates riding on a bumpy gravel road.

You can read more about my vibration measurement procedure HERE.

Vibration Test Results

Big Hit Test

In the big hit test, the ShockStop PRO Race seatpost performed significantly better than the Endurance, showing almost 60% less vibration at the saddle (on average).

The PRO Race seatpost was destined to do well in this test as the coil spring could respond quickly to the impact, and the elastomer spring could remove the unwanted oscillations after the big hit.

While the numbers suggest a huge win for the PRO Race seatpost, I didn’t perceive a big difference in ride comfort. The most noticeable difference ‘at the butt’ was the reduced bounciness.

High-Frequency Chatter Test

The ShockStop PRO Race seatpost performed better in the high-frequency chatter test too, however, this time there was 14% less vibration compared to the ShockStop Endurance (on average).

Again, the elastomer spring’s material damping proved advantageous over fast, repetitive bumps – it was able to reduce the overall vibration at the saddle, although at a reduced rate.

Ultimately, both Redshift seatposts do very well in this test thanks to their ultra-responsive coil springs. The most noticeable difference is that the PRO Race feels more refined in its movement, however, this is only a minor comfort difference.

Summary

There is no doubt that the Redshift ShockStop PRO Race seatpost takes ride comfort up a notch with its clever use of coil and elastomer springs. It’s the most comfortable seatpost I’ve ever tested with my vibration-measuring equipment.

The coil spring responds quickly to bumps, and the elastomer spring keeps the ‘bounciness’ in check by removing unwanted vibrations from the system. And with a weight between 380 to 445 grams, it won’t add any considerable weight to your bike.

The PRO Race is ideal for more performance-oriented riders looking for a seatpost that’s comfortable and unobtrusive. The 20mm of suspension travel is perfect for most gravel surfaces, and it performs well on smoother paved roads and bike paths too.

However, the PRO Race is not perfect. Given there is no pre-load adjustment, I would prefer if it came with additional spring rates so you could better optimise it around your body weight, riding style, and terrain.

In any case, the Redshift ShockStop PRO Race did very well in my vibration test and will be the benchmark seatpost for my future tests.

Is The ShockStop Endurance Better For You?

The ShockStop Endurance is cheaper and more adjustable than the PRO Race. It also has more travel, which suits rougher terrain.

US $229 (MSRP)

VIEW AT AMAZON

The ShockStop Endurance is still one of the highest-performing seatposts I’ve ever tested. With its longer travel, responsive movement, and additional adjustability, it allows you to remain comfortable on rougher terrain than the PRO Race.

It performs exceptionally on singletrack, 4×4 trails, and chunky gravel roads. It’s also excellent for smoother gravel roads, provided you run it with a bit more preload.

Given it’s US $70 cheaper than the PRO Race, this gives it the best comfort-to-price ratio too.

Alternative purchase links for the Redshift ShockStop Endurance Seatpost:

	Dealer	Current Price
	Angry Catfish Bicycle	See Price
	Aventuron	See Price
	Backcountry	See Price
	Competitive Cyclist	See Price
	REI	See Price

Note: We may earn a commission when you purchase a Redshift seatpost through our links. This directly supports CYCLINGABOUT.com and allows us to continue to provide high-quality cycling information to you.

• Comfort Lab

Redshift ShockStop PRO Race Suspension Seatpost Review: Next Level Comfort!

byKrzysztof Wierzbicki

December 28, 2023

• Comfort Lab

Redshift ShockStop Endurance Suspension Seatpost Review: Insane Comfort!

byKrzysztof Wierzbicki

June 25, 2023

• Comfort Lab

Kinekt Active Suspension Seatpost Review: Too Active?

byKrzysztof Wierzbicki

June 16, 2023

• Comfort Lab

PNW Coast Suspension Seatpost Review: A Dropper Post With Added Comfort

byKrzysztof Wierzbicki

June 7, 2023

• Comfort Lab

Cane Creek eeSilk Suspension Seatpost Review: Elastomer Comfort!

byKrzysztof Wierzbicki

May 28, 2023

The post Redshift ShockStop PRO Race Suspension Seatpost Review: Next Level Comfort! appeared first on CYCLINGABOUT.com.