Gravel bikes under 2000 euros on test: The Stevens Prestige - From Hamburg to the world

>> Here is an overview of all the bikes tested

Gravel bikes were initially seen as a fad at Stevens; classic cross bikes, still a speciality of the Hamburg-based company, were thought to have long since arrived where the fashionable gravel bikes had yet to go. In the meantime, however, the Alster has of course also recognised the potential of the genre and has significantly more comfortable, more versatile and wider-tyred models made of carbon and aluminium in its range. The "Prestige" still has a classic look and the reference to the cross-country racers is not just in the name. The frame is drawn as if with a ruler, the high seat stays and the lugged tyres, which appear narrow by today's standards, are reminiscent of the roots of the off-road racing bike. However, the seat test shows that this bike is not made for racing: together with the Giant, Radon and Rose, it belongs to the group of bikes on which you sit upright. Even at first glance, we find the bike surprisingly well equipped. Shimano's GRX 2x12 drivetrain is above the class average, the dropouts are fitted with relatively light branded Fulcrum wheels and the rest of the components also look high quality. The fact that the Prestige is still only in the midfield in terms of weight is due to the heavy frameset: it is the only model in the test that comes with an aluminium fork instead of carbon.

Hard base, comfortable contact points

When riding, we immediately like the comfortably shaped handlebar and saddle; beyond that, the Stevens feels quite uncomfortable and stubborn on extended off-road tours. On the one hand, this is due to the frame, which is extremely torsion-resistant, but in combination with the aluminium seat post, not particularly flexible. Another reason is the tyres, which are only 38 millimetres wide on the rims and have to be inflated hard to prevent them from puncturing. This could be alleviated somewhat with wider tyres; Stevens allows the frame and fork to be fitted with tyres up to 45 millimetres wide, which would make the bike more comfortable and easier to ride off-road.

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Basically, however, we see the Prestige more as a touring and travelling bike on roads and smooth forest tracks. The comparatively manoeuvrable handling, which is more orientated towards a road racer, the comparatively narrow handlebars and the very finely graduated gearing with two chainrings and twelve sprockets, in which you can always find the right gear, fit in well with this. Instead of wider tyres, we would therefore consider tyres with a slightly finer profile, which roll better than the grippy Schwalbe G-One Bite.

Classic touring racing bike

The bike is virtually predestined for longer journeys, as there are threads for attaching sturdy pannier racks at the rear and on the fork blades, while the toolbox and top tube bag also have a fixed place on the frame. Stable mounts for a side stand on the left-hand chainstay are unusual for a gravel bike but can be very practical on a touring bike. A light cable can be routed through the fork. In general, the relatively sober, traditional approach of the bike reveals its strengths particularly when it needs to be customised: There are no special spacers, stems or post clamps on the Stevens, the cables run freely in front of the head tube, so it can be converted, maintained and repaired with little effort and with parts from any well-stocked bike shop.

The test bike equipment at Stevens is the highest quality for the aluminium model; the same frame is available under the name Gavere with Shimano's 2x10 GRX for 1649 euros, as Tabor for 1299 euros, then with heavier wheels and mechanical TRP disc brakes. Two models run under the names Supreme and Supreme Pro, which are equipped with hub dynamo, lights and mudguards. The carbon gravel bike Camino starts at 2699 euros, the top version with SRAM Force and carbon rims costs 4399 euros.

Stevens Prestige: Info & test grade

• Price: 1999 Euro >> available here
• Weight of complete wheel: 10.8 kilos
• Frame sizes: 48, 51, 54, 56, 58, 61 (test size bolded)
• TOUR grade: 2,8

Geometry

• Seat/top/head tube: 510/590/170 millimetres
• Stack/Reach/STR: 624/393 millimetres/1.59
• Stack+/Reach+/STR+: 677/549 millimetres/1.23
• Wheelbase/caster: 1,065/77 millimetres

Equipment

• Drive/gear shift: Shimano GRX 610/820 (2x12; 46/30, 11-34 t.) | Grade: 1.5
• Brakes: Shimano GRX 400 (160/160 mm) | Grade: 1.5
• Tyres: Schwalbe G-One Bite TLE 40 mm (eff.: 38 mm) | Grade: 1.0
• Impellers: Fulcrum Rapid Red 900
• Impeller weights: 1,754/2,270 grams (f./h.)

Measured values

• Weight of complete wheel: 10,830 grams | Grade: 5.0
• Driving stability: 11.4 N/mm | Grade: 1.0
• Rear comfort: 201 N/mm| Grade: 3.3
• Comfort front: 123 N/mm | Grade: 3.7
• Ride/ bottom bracket stiffness: 77 N/mm | Grade: 1.0

Advantages and disadvantages of the Stevens Prestige

• Plus: six sizes, well equipped, comfortable contact points
• Minus: relatively hard, heavy fork

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 in the event of 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.

>> We have compiled all the information about our test here