With the top-of-the-range Advanced SL version of the current Propel, Giant has achieved a feat that few road bikes can currently match: The workhorse of the Jayco-AlUla team professionals is comparatively fast, very light, uncompromisingly stiff and suitably comfortable. This earned it a dream score in the TOUR test when it was presented in 2022, which only a handful of current top bikes can pin to their handlebars. There are faster, highly specialised aero racers on the market and also in this test field, as well as lighter and more comfortable bikes. With the Propel, however, Giant is pursuing the approach of an all-rounder that is competitive in all racing situations. It is therefore not surprising that the even lighter, but aerodynamically somewhat weaker TCR is hardly ever ridden in the professional peloton.
Professional version differs from the cheaper model
The Giant Propel Advanced Pro 0 tested here, the second most expensive model at just over half the price of the high-end version, leaves a respectful gap of four tenths to the top mark of the professional machine. It is the sum of many little things that are only visible at second glance that make a noticeable difference to the high-end version. In addition to carbon fibres of a simpler, i.e. heavier quality, the frame set of the Ultegra model also includes a classic, adjustable seat post. The expensive Advanced SL, on the other hand, comes with a laminated seat dome, which saves a lot of weight. The stem on the test bike is made of aluminium instead of carbon, and the tyres and saddle are also functionally good, but not particularly light. Around a third of the additional weight of almost one kilogram is due to the wheels, because instead of the spectacular Cadex Ultra with carbon spokes, the Advanced Pro 0 has conventional aero rims with steel spokes. Because the level of the professional racer is extremely high, the Giant nevertheless performs well in the 7,000 euro class and appears just as balanced in this competition. With a weight of 7.6 kilograms, it is in a good midfield position. Thanks to a very torsion-resistant frame, the relatively light wheels in comparison and the compact seating position with low handlebars, it has a strong acceleration and can be steered predictably through bends. In the aero ranking, it sits a little further back in the competition.
The Giant Propel Advanced Pro 0 is suitable for everyday use
The fact that the more expensive Giant Propel, which can no longer quite keep up with the fastest aero flounders currently available, is six watts faster in the wind tunnel measurement is probably mainly due to the wheel/tyre combination: In addition to the exclusive Cadex wheels, special aero tyres are also fitted to the top racer. The equipment of the test bike, on the other hand, can claim to be technically not particularly eccentric, but fully suitable for everyday use and durable. The adjustable seat post is certainly more practical for amateur racers, and the handlebars can also be adjusted or replaced with comparatively little effort - without having to dismantle the entire front end.
The handlebars fitted as standard are comfortable to grip and could almost be considered suitable for touring if you look at some of the uncompromisingly aerodynamically designed handlebar units from the competition. Anyone considering the Propel as a sleekly designed training companion should be aware that the riding position on the bike is decidedly stretched and the gearing is also more suited to well-trained riders. The rather narrow tyres lack any appreciable suspension comfort, but you could swap them for tyres up to 32 millimetres wide. The standard power meter is not a matter of course in this price range. Judging by reviews on internet forums, the own-brand device is not one of the most accurate on the market. However, we find it quite useful as an introduction to watt-controlled training. Giant is one of the few manufacturers to offer a larger selection of cheaper models: the entry-level model is a Propel with a mechanical Shimano 105 for € 2,999, although the bike with aluminium wheels just breaks the nine-kilo mark.
Giant Propel Advanced Pro 0Info & test grade
- Price: 6499 Euro
- Weight of complete wheel: 7.6 kilos
- Frame sizes: S, M, ML, L, XL
- TOUR grade: 2,1
Geometry
- Seat/top/head tube: 543/565/156 millimetres
- Stack/Reach/STR: 573/388 millimetres/1.48
- Stack+/Reach+/STR+: 617/593 millimetres/1.04
- Wheelbase/caster: 990/57 millimetres
Equipment
- Drive/gear shift: Shimano Ultegra (2x12; 52/36, 11-30 t.; PM) | Grade: 1.0
- Brakes: Shimano Ultegra (160/140 mm) | Grade: 1.0
- Tyres: Cadex Race TL 25 mm (eff.: 28 mm) | Grade: 1.5
- Impellers: Giant SLR 1 50
- Impeller weights: 1,174/1,621 grams (f./h.)
Measured values
- Weight of complete wheel: 7,590 grams | Grade: 2.7
- Aerodynamics: 216 Watt | Grade: 2.3
- Driving stability: 8.9 N/mm | Grade: 3.1
- Rear comfort: 169 N/mm | Grade: 2.7
- Comfort front: 96 N/mm | Grade: 2.7
- Ride/ bottom bracket stiffness: 63 N/mm | Grade: 1.0
Advantages and disadvantages of the Giant Propel Advanced Pro 0
- Plus: uncomplicated equipment, power meter as standard
- Minus: -
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 1,000 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 of the total score): 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 of the total score): 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 of the total score): 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.
Rear comfort (10 per cent of the overall score): 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 of the overall score): The deformation of the handlebars under load is determined in the same way as 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 of the total score): 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 of the overall score): 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 long are the braking distances?
tyres (5 percent of the overall score): Rolling resistance and grip are evaluated - if known from one of our independent tyre tests or based on driving impressions. The overall score is calculated arithmetically from the differently weighted individual scores (percentages in brackets). It primarily expresses the sporty qualities of the tyre.
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
