Gravel bikes under 2,000 euros put to the test: The Focus Atlas 6.7 – the star of the show

>> Here is an overview of all the bikes we tested

With the Atlas, Focus joined the gravel bike trend relatively late; the current aluminium model is the brand’s first gravel bike and has been on the market since 2021. The manufacturer, which develops its bikes in Stuttgart and manufactures them in Cloppenburg, later followed this up with an even lighter carbon version. Despite having been on the market for a few years, the aluminium model still looks modern and clean: shift cables and brake hoses run directly under the stem into the head tube, chunky 45-millimetre tyres define the silhouette, and the characteristically shaped frame looks distinctive and rich in detail, yet not fussy. Together with the (significantly cheaper) Carver, the Focus is the heaviest bike in the comparison; a full two kilograms separate it from the test winner. The reasons for this lie only partly in the components fitted. Whilst the Novatec wheels are comparatively heavy, the other components are of a comparable quality to those of the competitors.

At the Focus Atlas The relatively heavy frame set also plays a part in this, something we noticed right from our first TOUR test. Anyone wishing to upgrade to lighter wheels later on should bear in mind an important feature of the Focus: the Atlas has a wider mounting width than usual on the fork and rear triangle; this is also known as ‘Boost’ and is common on mountain bikes. The front hub is 110 millimetres wide instead of the usual 100, whilst the rear is 148 millimetres instead of 142. This is intended to make the wheels more laterally rigid and durable. Conversely, this limits your choice, at least when it comes to classic gravel wheelsets. However, well-established brands such as Novatec and DT Swiss also offer suitable gravel wheelsets; you can also browse the mountain bike section or, of course, build your own.

>> Lee Cougan Innova Super Gravel: Full-suspension gravel bike – 100 mm travel!

>> Nicolai Argon GX GPI: a gravel bike with Pinion and automatic gear-shifting, made in Germany

>> Ridley Ignite GTX: A bike – half gravel bike, half mountain bike

>> Two gems from Vorarlberg: Simplon unveils a marathon bike and a gravel bike

Sporty driving style – yet still suitable for off-road use

Compared to other bikes in its class, the riding position is relatively sporty; the frame geometry and handling are a little closer to that of a classic road bike than many other models. As a result, it doesn’t feel quite as sluggish to steer and, even with very thick tyres, feels a bit livelier on the road. It doesn’t quite deliver that authentic road bike feel, mainly due to the very wide handlebars; however, the 48-centimetre-wide bars do have their advantages off-road. That’s where the WTB tyres also come into their own: with their knobbly tread, they offer plenty of grip on loose ground, but roll relatively sluggishly on tarmac.

The fact that Shimano’s GRX groupset on the Focus only has ten sprockets to shift through on the rear wheel didn’t really bother us: Anyone who can get to grips with the reliable front derailleur is better off with a double crankset and fewer sprockets than with an 11- or 12-speed drivetrain with just a single chainring. The gear ratio range is comfortable at both the upper and lower ends, and the shifts from gear to gear are pleasantly gradual in the mid-speed range.

Also suitable for tours with luggage

The Atlas is well equipped for cycle tours and other adventures. Standard features include: a small top-tube bag, eyelets beneath the bottom bracket for a tool box, and threaded mounts for mudguards and a luggage rack. Small racks can be attached to the carbon fork using three eyelets on each side. There is also a mounting point for a front light, as well as openings for routing the light cable through the frame and fork. Anyone considering setting it up as a randonneur should take a look at the EQP version: for just 200 euros more, the test bike comes fully kitted out, including mudguards, a luggage rack and a dynamo light. The 6.8 variant, which costs 500 euros more, comes with a 2x11 GRX groupset and lighter DT Swiss wheelsets; the carbon models start at 3,099 euros.

Focus Atlas 6.7: Information & Test Rating

• Price: 1,999 euros >> Available here at a reduced price
• Weight of complete bike: 11.3 kilos
• Frame sizes: XS, S, M, L, XL (test size in bold)
• TOUR rating: 2.6

Geometry

• Seat tube/top tube/head tube: 514/585/165 millimetres
• Stack/Reach/STR: 622/400 millimetres/1.56
• Stack+/Reach+/STR+: 678/582 millimetres/1.16
• Wheelbase/caster: 1,070/77 millimetres

Facilities

• Drive/Gearbox: Shimano GRX 600/400 (2x10; 46/30, 11–34 t) | Grade: 2.5
• Brakes: Shimano GRX 400 (160/160 mm) | Grade: 2.0
• Tyres: WTB Riddler TR 45 mm (effective: 46 mm) | Grade: 2.0
• Wheels: Novatec 25 Boost
• Impeller weights: 1,966/2,502 grams (left/right)

Measurements

• Weight of complete bike: 11,310 grams | Grade: 5.0
• Driving stability: 12.5 N/mm | Grade: 1.0
• Rear comfort: 177 N/mm | Grade: 2.7
• Comfort Front: 73 N/mm | Grade: 2.0
• Start-up/bottom bracket stiffness: 87 N/mm | Grade: 1.0

Advantages and disadvantages of the Focus Atlas 6.7

• Plus: a very stable frame, a finely graduated gearbox
• Minus: A relatively heavy frame set, with an unusual hub standard

All 13 bikes in the comparison test

• Bulls Grinder 4
• Canyon Grizl 7
• Carver Gravel 220 1x
• Cube Nuroad C:62 One >> available here
• Focus Atlas 6.7 >> available here
• Giant Revolt 0 >> available here
• Megamo Jakar 20 >> available here
• Merida Silex 400 >> available here
• Radon Regard AL 10.0
• Ridley Kanzo Adventure Aluminium
• Rose Backroad AL GRX RX400 >> available here
• Scott Speedster Gravel 10 >> available here
• Stevens Prestige >> available here

How TOUR carries out its tests

Weighting (25 per cent of the overall mark): The assessment is based on the weighted total wheel weight in the standard test wheel size of 56–57 centimetres. For reference, we also state the wheel weights. The marking scheme is designed so that a mark of 1.0 is technically achievable: we award the top mark for weights under 7.5 kilograms.

Rear comfort (20 per cent): A measure of compliance when encountering road bumps, measured in the TOUR laboratory. It measures the spring travel when the seatpost is under load. The measured value correlates very well with the rider’s experience and perceived comfort. Good marks also indicate decent riding dynamics, which have a positive effect on speed on poor roads and off-road.

Comfort Front (10 per cent): As with the rear end, the handlebar’s deflection under load is measured. A good rating indicates a high level of suspension comfort, which reduces strain on the hands during long rides. However, powerful sprinters who prefer a high degree of stiffness should opt for a stiffer handlebar.

Front stiffness (10 per cent): A key factor for steering precision and confidence in the bike at high speeds, determined in the TOUR laboratory. The overall stiffness is measured on the fully assembled frame set, i.e. including the fork. The stiffness values are capped. The aim is not to produce infinitely stiff frames, but frames that offer sufficient riding stability.

Bottom bracket stiffness (10 per cent): Indicates how much the frame flexes during hard pedalling, for example during a sprint. This measurement is also carried out in the TOUR laboratory, using a realistic clamping setup that allows the frame to deform just as it would whilst riding.

Gear ratio (5 per cent): The gearbox’s performance characteristics are determined during road tests. The assessment does not focus on the price or perceived quality of individual components, but exclusively on the functioning of the gearbox as a whole. Factors such as the range of gears, but also, for example, the cable routing, the quality of the cables and the fitted chain all play a role.

Brakes (5 per cent): As with gear changes, real-world testing is key here too; our assessment also draws on the experience gained from our countless brake tests. It is not the component itself that is assessed, but rather its performance as an interplay between the brake caliper, pads and discs: How well can the brakes be modulated? How consistent is the braking performance, how do they respond in hot or wet conditions, and how long are the braking distances?

Tyres (5 per cent): We assess rolling resistance and grip – based on the results of one of our independent tyre tests, where available, or on our driving impressions. Tyre width does not affect the rating, as this is more a matter of personal preference.

Varnish (5 per cent): The TOUR paint test simulates stone chip damage and provides an indication of the durability of the protective topcoat. A chisel is used to simulate stone chips or chain impacts. Starting at a height of ten centimetres, the height is increased in increments of ten centimetres until the paint gives way or the maximum drop height of 50 centimetres is reached.

Maintenance/Adjustment (5 per cent): The assessment focuses on how easy it is to maintain and adjust a bike. Points are deducted, for example, for the need for specialised tools, particularly complex design features, manufacturer-specific components, or maintenance work that can only be carried out in specialist workshops. The overall mark is calculated arithmetically from the individual marks, each weighted by a different percentage (percentages shown in brackets). It primarily reflects the bike’s sporting qualities.

>> We’ve put together all the information about our tests here