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Just over two years ago, Giant said goodbye to a pure aero specialist. The Propel became lighter and more comfortable, but kept up with the fastest bikes. This earned the top model a place among the best production bikes in the TOUR test.
The Giant Propel Advanced SL Laboratory test
The fact that it is no longer quite enough for the elite club has less to do with the performance of the Advanced SL than with our new comfort measurement (see TOUR 2/2024). The Advanced SL is still one of the lightest racing bikes and achieves top values in terms of stiffness. However, in terms of comfort, especially on the handlebars, it falls slightly behind the absolute top bikes. Aerodynamically, the workhorse of the Australian Jayco-AlUla team is on a par with comparable all-rounders. With fast carbon wheels and tyres from their own brand, Cadex, the Taiwanese are exploiting the bike's full potential.
This is how the Giant Propel Advanced SL in the Practical test
Whether steep ramps or fast straights: The Propel lives up to its claim of being an all-rounder. Nothing upsets the stable car, and it masters winding courses with ease. The direct steering is partly due to the relatively small contact area of the narrow aero tyres, which are not particularly comfortable despite the tubeless construction. However, the frame and fork leave room for tyres up to 32 millimetres wide. Giant is the only manufacturer to bolt a two-piece handlebar/stem combo to the bike. This makes it relatively easy to adjust the riding position. The integrated seat dome, on the other hand, only allows two centimetres of saddle height adjustment, so the frame size must be chosen carefully.
Conclusion on the Giant Aero road bike
The Giant Propel Advanced SL is expensive, but fairly priced in terms of the overall rating. No other specialist brand currently offers more performance for less money; computer and bottle cages are not a matter of course elsewhere either. Cheaper versions are available from 2,999 euros. If you invest in fast wheels, the basic model Advanced 2 (TOUR 1/24) is aerodynamically close to the Advanced SL.
Facts & figures about the Giant Propel Advanced SL
- Price: 11,999 Euro >> available here
- Weight of complete wheel: 6.7 kilos
- Aerodynamics: 209 watts
- Frame sizes: S, M, ML, L, XL
- TOUR grade: 1,6
Geometry data
- Seat/top/head tube: 543/565/156 millimetres
- Stack/Reach/STR: 573/388 millimetres/1.48
- Stack+/Reach+/STR+: 620/586 millimetres/1.06
- Wheelbase/caster: 990/57 millimetres
Equipment of the racing bike
- Drive/gear shift: SRAM Red AXS (2x12; 48/35, 10-33 t., PM) | Grade: 1.0
- Brakes: SRAM Red HRD (160/140 mm) | Grade: 1.0
- Tyres: Cadex Aero 25 mm (eff.: 27 mm) | Grade: 1.5
- Impellers: Cadex 50 Ultra
- Impeller weights: 1120/1420 grams (front/rear)
Measured values of the Giant
- Weight of complete wheel: 6700 grammes | Grade: 1.7
- Air resistance: 209 Watt | Grade: 1.7
- Front stiffness: 10.1 N/mm | Grade: 1.0
- Bottom bracket stiffness: 72 N/mm | Grade: 1.0
- Rear comfort: 173 N/mm | Grade: 2.7
- Comfort front: 96 N/mm | Grade: 2.7
Advantages and disadvantages
- Plus: Extremely stable ride, simple position adjustment
- Minus: Relatively little comfort
The 13 racers in the comparison
How TOUR tests
Weight (25 per cent of the overall grade): The weighed complete wheel weight in the standardised test wheel size of 56-57 centimetres counts for the evaluation. However, we also show the wheel weights for orientation purposes. The grading scale is designed so that the physical effect of weight and aerodynamics on the average speed is comparable for an average route profile of 1000 metres in altitude per 100 kilometres. For orientation: The aerodynamic optimisation of the bike can compensate for up to almost four kilograms of weight on such a route. Simultaneous top marks in weight AND aerodynamics are mutually exclusive, but there are racing bikes that find a very good compromise. If the route is more hilly than our reference route, weight becomes more important; if the route is flatter, aerodynamics become more important.
Air resistance (25 per cent): Dynamically measured in the wind tunnel, with TOUR dummy, rotating wheels, moving legs and over a wide range of flow angles. Summarised to an aerodynamic grade for typical environmental conditions.
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 during riding.
Rear comfort (10 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.
Comfort Front (5 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.
Switching (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. For example, the cable routing, the quality of the cables and the mounted chain also 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 evaluated, but the function of the interaction between brake body, pads, rims or discs and cables as well as cable routing: How well can the brakes be modulated? How durable are the brakes, 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 on the basis of driving impressions.
The overall score is calculated arithmetically from the individual scores weighted differently (percentages in brackets). It primarily expresses the sporting qualities of the bike.
Jens Klötzer
Editor
