Gravel bikes under 2,000 euros put to the test: The Giant Revolt 0 – a marvel of comfort

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

With the Revolt, Giant made a real mark in the then-fledgling gravel segment right from its debut in 2013. The model has always been designed with exceptional comfort in mind and features details that are rarely found on other bikes. Whilst the carbon-frame models were only completely revamped last year, the aluminium version shown here is now in its third year. The aluminium Revolt proves that it can still hold its own against newer models, not only through its strong performance in tests but also thanks to features that set it apart from the crowd. These include, for example, the so-called FlipChip dropout on the rear wheel, which allows the wheelbase to be lengthened or shortened.

This allows you to influence the bike’s handling: with a shorter wheelbase, the bike feels slightly more manoeuvrable and agile; with a longer one, it rolls stoically straight ahead. Its greatest strength, however, is its remarkable comfort. In particular, the extended seatpost with its D-shaped cross-section – despite being made of aluminium – absorbs shocks significantly better than the average in the test field. Only the Canyon, with its carbon seatpost, can keep up. The engineers have even endeavoured to incorporate a certain degree of suspension into the fork and handlebars. As a result, the Revolt It’s by no means sluggish off-road, even with the comparatively narrow 40-millimetre tyres. Because the frame and fork can accommodate tyres up to 53 millimetres wide, its range of use can be extended further into off-road terrain than with most other gravel bikes. If that’s not enough, you can even fit a dropper seatpost to the bike to tackle steep downhill trails more easily.

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

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

>> Ritchey Outback: A gravel classic since 2018 – now updated

Lightweight, comfortable, stable to drive

The Revolt also deserves high marks for its comparatively low weight, which is just above the magic ten-kilo mark. This doesn’t make the bike a sports machine, however, mainly due to the distinctly upright riding position. However, this fits in with the bike’s design philosophy: combined with the high level of riding comfort, the comfortable contact points and the wide, finely graduated range of gears offered by the 12-speed drivetrain, the result is an all-round comfortable touring bike for short trips or very long journeys, whatever the terrain.

For longer cycling adventures, the Revolt features the usual threaded eyelets on the frame and fork, and mudguards can also be fitted. However, fitting a full set of accessories would require a bit of DIY skill: there are no mountings for a fixed rear luggage rack, nor is the bike pre-fitted for a dynamo lighting system. Consequently, Giant does not offer such fully equipped models.

That said, we can find very little to criticise about the bike, even when looking at the finer details: the FSA crankset may be heavy, but it works flawlessly; the Maxxis tyres (tubeless) perform impressively on all types of terrain. One could criticise the basic Tektro disc brakes, which are slightly less responsive and powerful than the higher-quality Shimano models. However, they can be replaced easily and cheaply.

Competition from carbon fibre

Anyone interested in one of the five carbon models – at Giant, the cheapest Revolt Advanced 3 costs just 2,499 euros and may therefore still be in competition with the test bike – should bear in mind that the riding position on the carbon fibre frame is significantly more sporty. It is also fitted with a 2x10 GRX drivetrain. The similarly specced Revolt Advanced 2 costs €3,199, whilst the top-of-the-range model is priced at €6,499.

Giant Revolt 0: Information & Review Score

• Price: 1,999 euros >> available here
• Weight of complete bike: 10.1 kilograms
• Frame sizes: S, M, ML, L, XL (test size in bold)
• TOUR rating: 2.3

Geometry

• Seat tube/top tube/head tube: 462/570/165 millimetres
• Stack/Reach/STR: 617/384 millimetres/1.61
• Stack+/Reach+/STR+: 666/548 millimetres/1.22
• Wheelbase/Caster: 1,035/63 millimetres

Facilities

• Drive/Gearbox: FSA/Shimano GRX 610/820 (2x12; 48/32, 11–34 t) | Mark: 1.5
• Brakes: Shimano GRX 400 (160/160 mm) | Grade: 2.0
• Tyres: Maxxis Rambler TR 40 mm (effective: 41 mm) | Grade: 2.0
• Wheels: Giant S-X2
• Impeller weights: 1,717/2,215 grams (left/right)

Measurements

• Weight of complete bike: 10,120 grams | Grade: 4.0
• Driving stability: 8.3 N/mm | Grade: 1.7
• Rear comfort: 100 N/mm | Grade: 1.7
• Comfort Front: 82 N/mm | Grade: 2.3
• Start-up/bottom bracket stiffness: 57 N/mm | Grade: 1.7

Advantages and disadvantages of the Giant Revolt 0

• Plus: high ride comfort, plenty of tyre clearance, relatively light
• Minus: No mountings for rear luggage racks and dynamo lights

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 bumps in the road, 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 high score 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 are sufficiently stable when ridden.

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 takes into account 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