Gravel bikes under 2000 euros on test: The Merida Silex 400 - off-road preferred
Julian Schultz
· 23.04.2025
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Merida has recently taken it easy with the further development of its road bike range, but the bikes in the Silex gravel series have been completely modernised over the past two years. With the more expensive carbon model, professional cyclist Matej Mohorič immediately won the Gravel World Championship title - A picture-book market launch for the bike. The offshoot based on an aluminium frame is also intended to appeal to a wider audience. The elaborately crafted frame, which stands out from the crowd with its many design details such as kinks, edges and changing tube cross-sections, could well succeed in doing so. At first glance, the neatly polished weld seams, at least on the main frame, could be mistaken for a carbon frame. That this is a fallacy will become apparent when the bike is lifted, because Merida can't do magic either and hangs a weight of almost eleven kilograms on the TOUR scales - that's average for the class. In the lab test, the bike reveals hardly any special features worth mentioning: The frame is very stable, as is usual for robust aluminium constructions, but comfort is limited.
At home in the field
The Merida is only really convincing on the piste - and if you pay attention to the details. Here it becomes clear that the bike is clearly at home off-road and only enjoys tarmac routes as a feeder. Sitting on the Silex is comparatively sporty, which tempts you to give the bike the spurs despite its relatively high weight. With a lot of fork articulation and the longest wheelbase in the test field, it ploughs through the terrain unperturbed; no other bike can be steered more confidently through soft ground and rough passages. Tight bends and jagged changes of direction, on the other hand, are not its strong point. It takes some getting used to, but it certainly has its appeal. Riding fun is enhanced by the chunky, wide Maxxis tyres, which are one of the few in the test that are factory-fitted without a tube and can be ridden with significantly less pressure.
The 180-millimetre brake disc on the front wheel deserves praise: there is plenty of braking power available, and the larger disc also offers more reserves on descents and when loaded with luggage. In general, the Silex is well equipped for long adventure rides; a lot of luggage can be attached to the frame and fork, and the double crankset makes it easy to tackle steep climbs and fast descents, even if the ten sprockets on the rear wheel are no longer quite state of the art. The Silex is prepared for use as a commuter bike, but less consistently than other candidates. In combination with mudguards, only 42 mm tyres will fit, which would take away some of the bike's off-road capability and thus its unique character. A cable duct for the dynamo light runs through the fork, but the frame does not offer the option of connecting a rear light. There are no mounting points for a fixed pannier rack.
Few alternatives
Merida doesn't offer much choice with the Silex, with only three variants in the programme. The entry-level model starts at 1399 euros, but the Silex 200 with mechanical disc brakes and an eight-speed gearbox is no longer state of the art. With the top model, which costs 2649 euros, the main question is whether the single-chainring drivetrain meets your requirements. If not, the cheapest carbon version for 2399 euros could be the better option.
Merida Silex 400: Info & test grade
- Price: 1749 Euro >> e.g. available here
- Weight of complete wheel: 10.8 kilos
- Frame sizes: XS, S, M, L, XL (test size greased)
- TOUR grade: 2,6
Geometry
- Seat/top/head tube: 486/580/170 millimetres
- Stack/Reach/STR: 617/406 millimetres/1.52
- Stack+/Reach+/STR+: 672/580 millimetres/1.16
- Wheelbase/caster: 1085/92 millimetres
Equipment
- Drive/gear shift: Shimano GRX 600/400 (2x10; 46/30, 11-36 t.) | Grade: 2.5
- Brakes: Shimano GRX 400 (180/160 mm) | Grade: 1.0
- Tyres: Maxxis Rambler TR 45 mm (eff.: 46 mm) | Grade: 2.0
- Impellers: Merida Expert SL II/Shimano
- Impeller weights: 1749/2,413 grams (f./h.)
Measured values
- Weight of complete wheel: 10,760 grams | Grade: 4.7
- Driving stability: 8.5 N/mm | Grade: 1.3
- Rear comfort: 178 N/mm| Grade: 2.7
- Comfort front: 119 N/mm | Grade: 3.3
- Ride/ bottom bracket stiffness: 68 N/mm | Grade: 1.0
Advantages and disadvantages of the Merida Silex 400
- Plus: Lots of off-road potential, powerful brakes
- Minus: Ten-speed gearbox, few equipment variants
All 13 bikes in the comparison test
- Bulls Grinder 4
- Canyon Grizzl 7
- Carver Gravel 220 1by
- 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 Alu
- Rose Backroad AL GRX RX400 >> available here
- Scott Speedster Gravel 10 >> available here
- Stevens Prestige >> available here
How TOUR tests
Weight (25 per cent of the overall grade): The weighed complete wheel weight in the standardised test wheel size 56-57 centimetres counts for the evaluation. We also show the wheel weights for orientation. The grading scale is set in such a way that a grade of 1.0 is technically achievable: we award the best grade for weights under 7.5 kilograms.
Rear comfort (20 per cent): A measure of compliance under road shocks, measured in the TOUR laboratory. A suspension travel is measured when the seatpost is loaded. The measured value correlates very well with the riding impressions and the feeling of comfort. Good marks also mean decent riding dynamics, which have a positive effect on speed on poor roads and off-road.
Comfort Front (10 per cent): The deformation of the handlebars under load is determined in the same way as for the rear. A good score means a lot of suspension comfort, which takes the strain off your hands on long rides. However, strong sprinters who want a lot of stiffness should look for stiff handlebars.
Front stiffness (10 per cent): Important parameter for steering precision and confidence in the bike at high speeds, determined in the TOUR laboratory. The overall stiffness is determined on the fully assembled frame set, i.e. including the fork. The stiffness values are capped. The aim is not an infinitely stiff frame, but one that is sufficiently stable to ride.
Bottom bracket stiffness (10 per cent): Reveals how much the frame yields under hard pedalling, for example when sprinting. This measurement also takes place in the TOUR laboratory, with realistic clamping, in which the frame can deform as it would when riding.
circuit (5 per cent): The shifting characteristics are determined in the driving test. It is not the price or the quality impression of individual components that is assessed, but exclusively the function of the entire gearbox. The gear range, but also, for example, the cable routing, the quality of the cables and the mounted chain play a role.
Brakes (5 per cent): As with shifting, the test on the road also counts here, and the experience from our countless tests of brakes is also incorporated into the assessment. It is not the component itself that is assessed, but the function of the interaction between the brake body, pads and discs: How well can the brakes be modulated? How durable are the brakes, how do they react in hot or wet conditions, how long are the braking distances?
tyres (5 percent): Rolling resistance and grip are evaluated - as far as known from one of our independent tyre tests or based on driving impressions. The tyre width has no influence on the rating, as this is more a question of personal preference.
Lacquer (5 per cent): The TOUR paint test simulates stone chipping and allows a statement to be made about the durability of the protective top coat. A chisel simulates stone chipping or chain impact. Starting at a height of ten centimetres, the height is increased by ten centimetres until the paint gives way or the maximum drop height of 50 centimetres is reached.
Maintenance/adjustment (5 per cent): The test assesses how easy a bike is to maintain and adjust. Marks are deducted, for example, for special tools required, particularly complex detailed solutions, manufacturer-specific components or maintenance work that can only be carried out in specialised workshops.
The overall score is calculated arithmetically from the individual scores weighted differently (percentages in brackets). It primarily expresses the sporting qualities of the bike.
Julian Schultz
Editor
