3T is a component and frame manufacturer. A few years ago, the brand was best known for producing stems and finishing kit components, but in recent years, they have become better know for their innovative road and gravel bikes.

3T is a component and frame manufacturer, known for making innovative aero gravel bikes.

Tech

Features

Tech Features

Even more amazing hot tech from Rouleur Live 

 is a cycling exhibition that takes place every November in London. It offers fans an intimate opportunity to get hands-on with the brands that they love. Along with all the tech on display the event also offers visitors the chance to meet and hear from notable individuals within the industry, including professional riders.

At this year's event, there was a lot of fresh tech on offer. Luckily for us 

 got to take a look at some of the best bits of tech before the doors opened to the public.

One of the most talked about stands at the show was the display for the freshly announced e-bike from the automotive brand Lotus. The 136 is a fully integrated aero road bike that has a secret weapon up its sleeve.

Even though it tips the scales at just under 10 kilos, the 136 features a 200-watt motor to offer the rider assistance. The system is from HPS, who created the motor initially for the NASA Mars Lander space programme. The total system weight for both the motor and battery is reportedly around 1.2 kilos with the battery itself weighing just 300 grams.

A novel design feature of this bike is that there is a permanent opening on the downtube towards the bottom bracket area. This exposes the motor to the airflow and has been done in a bid to aid the cooling of the motor when it is being used.

Lotus launches £20,000 e-bike inspired by Olympic track bikes

The Lotus 136 is a limited edition bike with only 136 being produced - 137 if you include the one on display. Each one has its unique number painted on the chainstay. If you are interested in the 136 it does not come cheap with a price tag of £20,000.

 stand was the track bike that will be used by the Dutch track team at next year's Paris 2024 Olympic games. Although it bears the same name as the time trial bike, this is where the similarities end.

The most obvious design feature of the Speedmax Track are the wide seat stays that flare out from the seat post junction. These are incredibly thin in cross section and also very deep. This is in part because the bike has been developed with the rider in mind to create an overall aero-optimised system.

Canyon unveils its 'fastest ever bike' – the new Speedmax CFR Track

Canyon has gone one step further with this bike, and have worked with Swiss Side to create a proprietary wheelset. These have been designed to integrate into the narrow profile of the bike.

 Trenta 3K carbon helmet at their stand. This has been done in celebration of the brand's ongoing partnership with Tadej Pogačar, and as helmet sponsor for 

Each helmet has a living liquid design with the holographic finish on each helmet being slightly different. This means that every single helmet is a one-off and unique.

At first glance the all-black bike on offer from 

 looks to be a regular Racemax Italia gravel bike. However upon closer inspection there is more to it. Although it has the same silhouette as the regular Racemax inside the frame is a battery that powers a rear hub motor.

The only indications that this bike is in fact electric are the small top tube power button and the large rear hub. 

Suspension, motors and hub gears: Gravel trends from Rouleur Live

Mahle provides the drive unit using their X20 system that offers 250 watts of assistance that responds to how hard the rider is pushing. Along with the internal battery, there is also the option for a range extender to be fitted to a third bottle cage point on the underside of the downtube.

Lotus is not the only automotive brand to have recently announced a road bike. Aston Martin has collaborated with J. Laverack to create what they are calling ‘the world’s most bespoke, advanced and meticulously engineered road bike.’

The bike is manufactured using a process of 3D printing titanium lugs that then have carbon fibre tubes bonded into them. One benefit of this process is that each bike can be tailor-made for the eventual customer. After ordering the bike, you will be invited to the Aston Martin headquarters to be measured up for the machine.

Aston Martin reveals ‘world’s most bespoke, advanced and meticulously engineered' road bike

The bike also features hydraulic disc brakes that have been integrated into the frame and the fork, along with some custom 

 GP5000s tyres, as well as the option to match the bike to the trim and colour of your Aston Martin sports car.

For even more hot tech make sure to watch the video in the banner above where Ollie shows you some more tech from Canyon, Topeak and Cervélo.

Watch the best live racing all year round on 

, with unrivalled analysis, highlights and replays on demand. Territory restrictions apply, check availability 

 cycling exhibition opened its doors at the Truman Brewery in London on November 2 to reveal a treasure trove of cycling tech. It provides a personal environment for people to get hands-on and liaise with the brands that they know and love, who all show up in force, eager to showcase their latest and greatest products.

Something that became apparent during the opening evening is that gravel tech is seeing a wealth of development. Brands are pushing the boundaries on what a gravel bike can be, in a multitude of ways. 

Is this a sign that the hardest-to-define niche of cycling is set to cast its net even wider?

Here’s all of the gravel tech that caught our attention at the cycling exhibition.

Launching at the show was a new gravel bike from Cinelli, the Nemo Gravel. This bike has seen some redevelopment from its previous iteration, with new flat-profile chainstays that offer a far more generous tyre clearance.

The most notable addition to the new Nemo Gravel is the HiRide Sterra suspension system. This is a hydraulic and elastomer unit that offers 20mm of travel and is the same system that 

 has used on its revamped URS gravel bike. The unit sits between the fork crown and head tube with an adjustable dial on the top of the stem. This allows riders to lock out the suspension unit when it is not needed.

The Nemo Gravel is available without the suspension unit and this will save £900 on the build price. One thing is for sure, you won't struggle to find a finish that you like, with the brand offering 69 paint and finish options.

Five tech highlights from Serenissima Gravel

You would be forgiven for thinking that there isn't anything particularly noteworthy when looking at this bike in the flesh. 

 has kept the silhouette of this bike identical to the original 

, but this model packs a bit more punch than the original version.

A small button just behind the stem acts as the power button for the motor concealed within the bike. A Mahle X20 motor system supplies 200 watts of assistance to the rear wheel and this is paired with an internal battery that fits inside the down tube.

For riders looking to push the limits of what the bike is capable of, an additional battery pack can be fitted as a range extender. What is particularly neat is the way 3T has solved the mounting issue that often thwarts range extenders. Typically they are mounted into one of the bottle cages, limiting your ability to carry fluids. To combat this, the range extender mounts to a third bottle cage point on the downside of the down tube, which keeps both traditional cages free.

You might be thinking that there would be a significant weight penalty for an e-gravel bike, but 3T is claiming that this model comes in at just under 11kg for a complete bike.

Classified has been a hot topic within bike tech for a little while now, with its pioneering hub design aimed at removing the need for a front derailleur without the loss of gear choices. These hubs have been seen within the professional peloton, with Team Uno-X trialing them on the road this season.

Classified releases white paper to prove Powershift hub efficiency

The hub offers two ratios: either a direct 1:1 ratio or a reduced 1:0.7 that mimics closely what you would expect from a double chainring set-up. Classified says that there are multiple benefits to using a hub gear, including increased efficiency, which it recently released a white paper on.

Freshly announced at Rouleur was the brand's first foray into gravel with the dedicated G42 gravel wheelset. While using the same hub as the road wheels, it offers riders a wider range of gears whilst keeping the aesthetic of a 1x gear configuration. 

Additionally, these wheels are ideal for gravel through a wider rim profile with a 25mm internal rim width, which is capable of accepting high-volume tyres.

The classified G42 wheels will be available to buy as part of a complete bike from 

With plenty more hot tech on display at the Rouleur Classic, keep your eyes out for even more content from the exhibition.

What bike kit you need to survive riding in the Himalayas

Recently Si and Hank undertook the task of riding through the Himalayan mountains on an epic multi-day adventure ride. We take a closer look at the kit they used to get through the trip in one of the most remote cycling trips you can do. covering the Kit choice of the 3T exploro race max Italia aero gravel bike as well as a comprehensive run-through of Rab's new Cinder cycle clothing range.

Kit for bikepacking through the Himalayas 

, covering 448km and 11,000m of ascent on their journey to the lost kingdom of Lo Manthang. 

Creating a truly breathtaking documentary for 

bikepacked their way across some of the most remote terrain in the world

, laden with all the kit that they would need to complete such a tough and isolated ride. Here we take a closer look at just what is needed to complete a ride of this magnitude whether that be in the Himalayas or anywhere else in the world.

The main bit of kit that was integral to the success of such a mission was the bikes that the duo would be riding. They had to blend efficiency and capability into a perfectly balanced cocktail that would allow for a fast enough approach to complete the journey in the allotted time frame but also would be strong and dependable enough for what they may encounter.

This is where the 3T Exploro Race Max comes into its own. Upon its original release it was marketed as the world's first aerodynamically optimised gravel bike. Since then it has had numerous variations released all with slight tweaks and differences to accommodate the ever-widening spectrum that is gravel riding. This aerodynamic blueprint sets the tone of the needs for this trip: fast yet capable. A balance that the 3T Exploro race max strikes perfectly.

Something that is special about this particular model is that it is made in Italy as denoted by the frame's full name, the Race Max Italia. We were lucky enough to get invited to the manufacturing facility in Italy where 3T makes this frame, where 

 got to take a closer look at the process, as it is not built like a typical carbon frame is. 

You can check this out by following the link to the video 

Adorning the front of the bike, a pre-production version of the all-new 3T integrated stem has been fitted, although the stem is integrated that is not to be confused with an integrated bar and stem, as in this configuration the bar and stem remain separate and are clamped together. The bars being used are also from 3T and are the AeroGhiaia gravel bars that feature a flat top aero profile for increased efficiency as well as a flared design for added control.

Something that is noteworthy with the bars is that the flare to the drops only begins below where the shifters clamp. This allows the leaver to remain in a familiar vertical orientation rather than sitting at a diagonal angle that can take some getting used to. Although the bars are flared from lower down than typical this doesn’t prevent them from having a substantial offset, with the 42cm bars coming in at nearly 50cm on the drops. Perfect for the control needed when descending loose mountain passes that littered their journey.

With the addition of bikepacking kit that would sit on the frame and could be subject to relentless rattling and rubbing, the bike was covered in a protective frame wrap of clear vinyl plastic. This is something that is considered normal practice in the world of mountain biking as it acts as a sacrificial skin in the event of any rubbing or cosmetic damage, protecting the frame in the process.

Although the journey was mainly on unpaved roads and loose surfaces the need to move quickly across the terrain can be traced down to the wheelset that was selected. The deep section carbon 3T discus 45 40 limited wheels offer an aerodynamic profile tailored to the wider tyres used when gravel riding. For a wheel and tyre system to be aerodynamically optimised, the rim needs to be wide enough to offer a smooth transition from the tyre to the rim. In order to achieve this, the rims have to be incredibly wide with the 3T Discus 45 40 measuring in at 29mm internally which is wider than a lot of road wheels' 

The tyres mounted onto the hooked 3T discus rims are from Pirelli, these hardcore gravel tyres are the Cinturato M model that are designed for the more aggressive end of the gravel riding spectrum. 

This choice allows for a bit more reliability than with a lighter gravel tyre, although they are slower rolling due to their tread pattern they offer more protection, a logical trade-off that is needed when riding in remote locations.

In order to try and gain some extra traction on really loose surfaces, as well as adding some compliance to the bikes, the tyres were being run at very low pressures. Somewhere in the region of 20-25psi, allowing the tyre to deform and act as suspension taking some of the harshness out of the ride.

Finishing off the bike is the groupset, with the ever-dependable Shimano Di2 GRX 11-speed group being selected. In order to cover all eventualities a double 48/31 tooth chainring was set up being paired with an 11-34 tooth cassette. It is a real testament to the durability and reliability of Shimano Di2 that an electronic groupset was selected for an adventure so isolated that there would be no spares on offer if anything were to go wrong.

The kit used by the boys during the adventure to the lost kingdom was provided by outdoor apparel specialists 

, who, although a lesser-known brand in the cycling world, is incredibly established in the world of climbing and mountaineering. 

Rab have recently made strides into the world of cycling attire with their 

 range that covers everything you might want to wear during an adventure ride. To check out the full cycling range offered by Rab you can check out the Cinder range 

Due to the nature of the journey, almost all of the range was used at some point or another as they rode in conditions from 38 degrees way to minus five. This has meant that a large portion of the kit being carried on their bikes has been clothing to keep them comfortable in the changing climates that they ride through.

One of the most highly regarded garments that the pair used throughout their epic ride was the 

. This incredibly packable jacket is easy to store and also weighs in at only 300 grams but offers an insulating layer rated at 

, perfect for the high altitude sections of the ride. The packability of the jacket made it the perfect choice for bikepacking where space is of a premium.

Fortunately in Nepal, there is no need for some of the bulkier items associated with bikepacking such as a tent and cooking supplies as there is often a tea house not far away that can be used for food and accommodation.

Besides the clothing needed, the frame bags fitted to the bikes housed a comprehensive tool kit and all the food that was necessary to complete the riding each day. In a post-Covid world hand sanitiser and emergency toilet paper were also essential to carry to keep things clean in every eventuality.

To watch the full documentary where Si and Hank take on this once-in-a-lifetime adventure head over to 

 where you can check out this and tons of other documentaries as well as all the latest racing, news and highlights. 

Lifestyle

Adventure

Documentary: Conquering the Himalayas

The high Himalayas is renowned for being one of the world's most extreme places. Not only is it home to Mount Everest – or as the locals call it, 

 – it is also home to all 14 of the world's 8,000-metre peaks, the world's highest lake, the world's deepest gorge, and Buddhism, one of the oldest practised religions.

Climbers, trekkers and pilgrims alike travel to the inaccessible and remote villages and peaks around Nepal to explore the geographic and anthropologic fascinations that exist in the mountains. For mountain climbers, the Himalayas are the ultimate destination. For cyclists, however, it's hardly on the radar.

With roads that are either incredibly crowded in the low-land around Kathmandu, or incredibly rugged in the passes and canyons in the mountains above, it is brutal terrain for cycling. Up until around six to seven years ago, bikes could hardly handle the multitude of demands of cycling in the Himalayas.

Nevertheless, bikes have certainly changed and much of the technological innovation has been focused on the capabilities of bikes to do many things more capably. And with that capability, new places open up for cycling exploration.

With some of these capable bikes in tow, we

took on one of our more far-flung adventures with 

, plotting a point-to-point route from the low-lands of Kathmandu to the heady heights of the remote swaths of the Himalaya. In this 

documentary, Si and Hank delve headfirst into a bike-packing mission that was in equal parts a cycling and cultural journey.

Over the course of five days and almost 500km, the pair took on breathtaking views, lung-busting climbs, and incredible encounters with locals along the ancient trade route that forges a path between Nepal and Tibet to the mysterious ‘Forbidden Kingdom’, the remote mountaintop city of 

. Their epic ride sees them dicing with kamikaze trucks, enduring freezing rainstorms, eating tons of delicious tea-house curries, taking a 228m bungee jump, and even an attempt to beat a massive Himalayan KOM.

All of these adventures and experiences are rendered in spectacular cinematography in this instalment of the 

Check out the trailer for the new documentary 

 to watch a deep archive of bespoke cycling documentaries, as well as live racing from across the calendar and around the world.

Guide to completing Mark Beaumont's alternative North Coast 500

The North Coast 500: Scotland’s answer to Route 66. This iconic coastal tour of the northern tip of Scotland is one of the most popular driving, cycling and campervanning routes in the UK. Every year, thousands of people make their way to the start point at Inverness to take on the 516 mile route, on two wheels or four.

Ultra-endurance legend and Scotsman Mark Beaumont knows the North Coast 500 route inside and out. As well as riding the roads again and again through his years of riding and training, he has twice set the record on the North Coast 500 route: in 2015, he was invited to set the inaugural record, then in 2022, he reclaimed the record, cutting down his old time by over nine hours. So when he says he’s got a few improvements to the famous Scottish route, you can trust that he knows what he’s talking about.

Beaumont's cycling-specific version of the route avoids some of the busier and less interesting parts of the route, instead choosing narrower roads that the vans and motorhomes can’t fit along. If you’ve not seen Si Richardson’s and Beaumont's adventure on this route, have a look at the video. They managed to tackle the entire route in just three days, averaging 268km and climbing 2,677m a day!

If you’re looking to take on the route yourself – perhaps at a slightly more enjoyable pace – read on. We’ve broken down Mark’s NC500 route, so you know what to expect, what to pack, and what to look out for.

Beaumont's NC500 route is bang on 500 miles in length, starting and finishing at Inverness Castle, and taking in the northern tip of Scotland. The route is intended to be ridden clockwise – that way, you’ll ride the more famous side of the Bealach na Bà climb, otherwise known as the Applecross Pass. And, perhaps more importantly, you’ll get the hillier west coast section of the route out of the way first. The second half is no walk in the park, but at least you’ll have tackled the toughest climbs already.

The route is based on the classic North Coast 500, the iconic driving route that thousands of people set out on each year in campervans and motorhomes. But Mark’s route deviates from the original driving route in a few places.

On the west coast, shortly after Ullapool, it peels off the main road to hug the coast more closely than the original. A small, twisting road leads up, along the coast, and into the village of Lochinver directly from the south, before rejoining the original route.

The most noticeable deviation begins on the northern edge of the route. Rather than following the coast around to John o’ Groats, Beaumont's route bears right about half way across the top of the route, heading inland. Cutting off the north east corner might deplete the bragging rights of this ride, but the roads heading south are breathtakingly beautiful, and free of motorhomes and vans that can clog up the classic route.

To avoid the busy A9, Beaumont's route heads inland once again on the east coast, plotting a course around the Dornoch Firth estuary. Instead of heading through the lowlands and over the bridge, the route utilises quiet B roads that give fantastic views of the coast.

Finally, to bring it up to the full 500, Beaumont's route takes in the Black Isle just north of Inverness. But this isn’t just about ticking off miles: the coastal road towards Cromarty is beautiful, sitting right by the water. And as you head along the south side of the peninsula, Inverness will be in sight across the water. At this late stage in the ride, it’s guaranteed to be a thrill to see the finish line looming on the horizon.

Have a look at the full route in detail on Komoot

This unassuming pub is remote, but hugely popular. Often, you’ll find a real buzz within – probably because everyone is chuffed to have made it over Bealach na Bà to get there.

A section of the route that doesn’t get much air time, but a favourite for Beaumont:

“Everyone talks about the Applecross Pass [Bealach na Bà], and therefore underestimates the rest of the peninsula and loop back to the main road at Shieldaig,” he says.

“This is a stunning ride, but challenging, with some good climbs, albeit coastal and much shorter than the Bealach na Bà. Having ridden this many times, I now enjoy this segment as much as the big climb, with stunning coastal views.

This is a tiny road that Beaumont has added to the route, and is only really accessible by bike.

This stretch is avoided in the official North Coast 500 route as the roads are too small to accommodate caravans and motorhomes, but is absolutely stunning for cycling, so make the most of these tiny C roads. This is an absolute highlight of the west coast that you'll miss if you stay on the drivers’ route

This beach is considered one of the most beautiful beaches in the UK, but it’s also one of the least accessible – it can only be accessed by following a 6km gravel track from Blairmore. The few travellers who go to the effort to visit love the wild feeling of this beach, which is usually deserted

5. First glimpse of the sea after the inland section

Beaumont's inland route that cuts out the busy north eastern corner of the original itinerary is stunning – it takes in tiny roads through remote stretches of moorland, and takes on two substantial climbs.

But as beautiful as this inland stretch is, after over 60km of riding inland, there is something magical about that first glimpse of the sea as you summit the final climb of the road, and begin the descent down towards the coast.

This route takes in 8,032m of climbing. A substantial elevation gain, for any cyclist. But crucially, these climbs are not neatly portioned off into a few big climbs with easy miles between them. Oh no. This route is like riding over a shark's teeth. Constant ramps will slow your progress and kill your momentum. Not a route for the faint of heart, but rewarding for those who dare.

When prepping your bike and equipment, the hills are worth bearing in mind. Steep gradients combined with heavily laden bikes are going to keep you in your easiest gears. Consider fitting a larger cassette, a smaller chainset, or packing lighter.

Among the countless unnamed ramps, there are a few longer climbs that stand out.

Widely regarded as the toughest climb in the UK, this 9.1km climb gains 626m, averaging 7% and maxing out at 20%. The switchback road rises up between dramatic mountain peaks, giving fantastic views. For many cyclists, this is a bucket list climb, and for anyone, it’s a challenge to get to the top.

This 13km climb follows a beautiful river valley up from the coast. Despite rising an impressive 332m, the good surface and steady gradient makes this a fun, confidence-inspiring climb. Beautiful craggy views are sure to distract you from any gripes from your legs.

A short, sharp climb on the north coast that gets progressively shallower as you climb. Initially, this one kicks up to around 20% as the road snakes away from the sea, but it gradually eases off as you approach the top. The climb leads to beautiful, barren moorland, then tips down and back towards the coast on the other side of the headland.

This long drag on Mark’s inland stretch has you riding uphill for 20km, though only on a gentle gradient to start with. The road becomes progressively steeper, which can be a real test for morale. At least, on this quiet stretch of the route, you won’t have any cars or vans to worry about as you wind up towards Forsinard, gaining over 200m as you go.

5. Final rise before descending to the coast

This climb, found on the tiny road linking Kildonan and Crakaig, is on one of the roughest roads on the route. This single track, pothole-ridden road will slow you down, but it’s a stunning road and worth every bump and jolt for the views and the quiet. Over about 4km the road rises 286m, putting this among the steeper climbs on the route.

The last climb of over 200m on the route takes you away from the coast and high up onto the B road that overlooks the classic North Coast 500 route. Some ramps of over 20% will test the legs at this late stage in the ride, but around half way this climb settles into a more steady gradient. This 3.5km climb rises 215m, and averages 5.2%.

This route heads deep into the wild corners of Scotland, but remarkably, it is also fully tarmacked. The quality of the tarmac varies massively, from fast rolling A roads, to loosely-paved, narrow lanes – in some sections, grass grows between two paved strips.

When it comes to bike choice, this is worth bearing in mind. There’s no need for chunky gravel tyres on this route, but equally, a really narrow tyre won’t be particularly comfortable. A wide, slick road tyre will give the best of both worlds, minimising rolling resistance, while absorbing road buzz and bumps.

If you’re planning this route, you need to prepare for all weather conditions, even in August. The weather can often be, as the Scots say, ‘fresh’. Or as anyone else would say, ‘miserable’.

Check the forecast before you go, but generally speaking, you’ll need warm layers and waterproofs, especially if you're camping.

Much like the Royal family, midges like to spend their summer in the Scottish highlands. They’re the UK’s answer to mosquitoes, and they can be a real pain. If you are planning to take on the NC500 between May and September, you need to prepare accordingly. Repellent is a must, as is a net – especially if you’re camping. Locals swear by Skin So Soft, a moisturising lotion from Avon that the midges hate, but a proper repellent containing DEET (also known as N, N-Diethyl-meta-toluamide or diethyltoluamide) is probably your best bet. 

It’s easy to assume that the northern tip of Scotland would be a culinary desert. Thankfully, this route is well furnished with cafes and restaurants that have sprung up to cater for tourists tackling the iconic NC500 route.

The one section where you will need to be more self-sufficient is Mark’s alternative inland stretch between Melvich on the north coast and Lothbeg on the east coast. This 60km stretch is more isolated, so don’t plan to stop here unless you are cooking your own meals.

One thing to bear in mind is that ride snacks like energy gels and cereal bars (a staple of any bikepacker’s diet) are harder to come by. Outside of Inverness and Ullapool, there are no supermarkets, just village shops. So be prepared, and make sure you’re stocking up when you get the chance.

Since the North Coast 500 is so popular with campervanners and cyclists, there are loads of places to stay, from B&Bs and fancy hotels, to eco pods and campsites.

In Scotland, it’s legal to wild camp, so with a tent or bivvy bag, the whole world is your camping ground! As us bikepackers like to say, home is where you erect it. But wherever you pitch your tent, stick to these rules:

Stay in one place for a maximum of three nights only

Do not camp in enclosed fields of livestock or crops

Camp away from buildings, roads and historic structures

Use a stove rather than a fire where possible

Keep fires small, controlled and supervised

Bury human waste and urinate 30 metres away from open water

Remove all traces of your tent pitch – including any camp fire debris

Beaumont and Richardson got around the route in three days. But then, Beaumont got around the world in 79 days, so he isn’t a particularly helpful reference for us mere mortals. Ultimately, it’s a personal decision, and it depends how far you want to ride each day. But with so many hills, and with heavily laden bikes, a week is probably a good starting point for a relatively fit cyclist.

Hopefully, you now have all the information you need about Beaumont's route, how to tackle it and how to get the most enjoyment out of it - though maybe not a new record. Ready to pack up your midge repellent and set off?

News

Tech News

New 3T Extrema Italia blurs boundaries between gravel bike and mountain bike

 has unveiled an all-new gravel bike intended for the roughest gravel races. The Extrema Italia joins the brand's existing 

 as an aero-optimised race bike, but features changes that make it suited to "tough races and fast adventures", according to 3T.

As we are seeing across the board in gravel bike design, the Extrema Italia has received a geometry overhaul. Since this bike is designed for rougher, more technical terrain, the head angle has been slackened out and the fork has an extreme offset of 61-73mm, depending on frame size.

The slacker head angle and longer fork offset put the front wheel further in front of the rider, meaning the bike should be more stable on rougher terrain, and when riding at speed. It's an idea that comes from mountain biking and is proving to be a popular trend in gravel bikes this year.

The all-new Canyon Grail; frame storage and slacker geometry

3T has designed this bike to be versatile. The brand says that on rougher races, riders have been moving to 

. To accommodate this, 3T has said that the "Extrema aims to be a new point of reference in the market" when it comes to tyre clearance.

Both the frame and fork are capable of accepting a tyre with a measured width of 57mm, or 2.2 inches. This opens up a whole market of mountain bike tyres that are compatible with this frame. 

The advantage of this, 3T claims, is the ability to get “the same grip as a top-of-the-line cross-country mountain bike but with a much faster rider position”. Complete bikes will ship with 3T’s own 45/40 Ltd wheels that have a wide internal rim profile designed for high-volume tyres.

Although the frame has been designed with aerodynamics in mind, one area has not been optimised: the seat post. Instead of a D-shape post that we have come to expect on any bike claiming to be aero, it is a traditional cylindrical post. This is to allow riders to fit a dropper post should they wish, a popular choice for riders who ride the roughest gravel roads and trails.

The bike is offered as a frameset or as a complete bike with three build options. These bikes are listed as built-to-order with a lead time of 8-12 weeks directly from the 

3T Extrema Italia frameset - £4,593.60 / €5,500 / $6,100

3T Extrema Italia Rival GX Eagle AXS - £6,697.20 / €7,300 / $8,000

3T Extrema Italia Torno Rival GX Eagle AXS dropper post - £7,612.80 / €8,300 / $9,200

3T Extrema Italia Torno Force D2 XX SL Eagle AXS dropper post project X - £9,625.20 / €10,500 / $11,600

How To

Buying Advice

One bike to rule them all: Can a gravel bike double up as a road bike?

Gravel bikes have rocketed in popularity over the last 10 years, driven by the burgeoning gravel scene which started in the US but has slowly crept across the world. Considered the latest fad at first, they started as a way to enjoy off-road adventures and escape the shackles of the road, with no concerns about average speed or aerodynamics.

As the discipline has developed, that has changed, and the number and types of bikes has diversified, opening up a whole range of opportunities. Gravel bikes are now so versatile that they offer high levels of performance on-road as well as off-road. That’s why many cyclists choose to only own a gravel bike, which they use for both their on-road and off-road needs.

This one-bike gravel solution is becoming an increasingly popular route, but there is still a level of compromise, so can a gravel bike really double up as a road bike? Here’s everything you need to know if you’re planning on only using a gravel bike in the future.

Nowadays, there are a bewildering number of specialist bikes available. In the realms of drop bars, there is road, cyclo-cross and gravel, but each of these off-shoot into different specialisms. This can be a problem as, let’s be honest, modern bikes have a big impact on bank balances. For many cyclists, owning more than one bike simply isn’t an option. The problem is, if your sole bike is designed for a specific purpose, like an aero road bike, there’s a limit to the types of riding you can do.

That’s fine if you only want to ride on the road, but what if you’ve caught the adventure bug? In that case, you’ll need something that can conquer the rough stuff and glide over smooth tarmac. That requires versatility and this is where gravel bikes enter the equation.

While gravel bikes are primarily designed for off-road riding, they share many characteristics with road bikes and are capable of adapting to tarmac.

What should I buy: A road bike or gravel bike?

Before we look at the design of gravel bikes, it’s important to acknowledge that the term ‘gravel’ encompasses a wide range of riding styles. On one side there are bikes that are close cousins of performance road bikes. These are designed for speed and racing.

At the other end of the spectrum, there are those purely built for off-road adventures. They often have monster tyre clearance, more mounts than you can count, slack geometry and, as is becoming more common, suspension forks. These are the off-road equivalent of endurance road bikes, favouring practicality and comfort for those who aren’t too worried about staying aero and maintaining a high average speed.

Across this full spectrum, designs will vary greatly to meet certain demands of off-road riding. These will in turn affect how a bike performs on the road. Here’s everything you need to consider when buying a gravel bike which will double up as a road bike.

Similarly to road bikes, the geometry of gravel bikes can vary greatly. Some have aggressive geometries, helping a rider to get into an aerodynamic position, which ultimately equals extra speed. These frames are very similar to those of performance road bikes, with a few small changes, such as larger tyre clearance, to give them the necessary off-road capability.

Then there are adventure-focused bikes with slacker geometries. The aim of these bikes is to help the rider get into a comfortable rather than an aero position. This is important for long or multi-day adventures when, usually, having fun and staying comfortable and controlled trumps going fast.

The same geometry principles from road bikes apply to gravel bikes too, and the main things to look out for are reach and stack. Aerodynamic bikes usually have longer reaches but shorter stack heights. This gets a rider into a stretched but lowdown position. A shorter reach and higher stack height will lead to a more relaxed geometry.

Beyond the similarities, there are some geometry differences between road and gravel bikes. For a start, gravel bikes tend to have slacker head angles to improve control off-road, but it can make the bike feel sluggish on tarmac. The same can be said for longer chainstays, a common feature added to boost tyre clearance, which usually makes the bike less nimble. Some gravel bikes go without longer chainstays and slacker angles, but that will usually be at the expense of off-road performance, so think carefully about what you need.

Aesthetically, gravel and road bikes are very similar. The most striking difference is the tyre clearance, and subsequent tyre width, which also makes the largest difference in performance too.

Tyre clearance indicates the maximum tyre size a bike can accommodate. For more rugged gravel riding, a minimum of 40mm is required. Many bikes far exceed this number and some gravel bikes can accommodate 650b wheels as well as the traditional 700c, which usually boosts the tyre clearance a little too.

The amount of tyre clearance you need depends on the type of riding you’ll mainly be doing. For speed, less will be required, but for adventure, the more the better. Even if you’re more interested in speed, it’s still worth considering more tyre clearance than you think you’ll need, just in case you catch the adventure bug and have the urge for more extreme gravel in the future.

While there are limitations on the maximum tyre size, there’s no such problem when downsizing. Virtually any gravel bike with 700c wheels can be adapted to the road by simply changing to narrower road tyres. The main and most obvious benefit of doing this is the added speed. As they’re narrower and less knobbly, road tyres have less rolling resistance. For a performance gravel bike, simply swapping to a pair of road tyres can completely revamp the on-road performance.

Of course, road tyres aren’t a necessity for riding on tarmac and it all depends on your preference.

How much slower are gravel tyres than road tyres?

After tyre clearance, the groupset is the most important choice. 2x set-ups still dominate on the road but 1x has more or less taken over on gravel.

There are advantages to both. 1x systems are simpler as you don’t have a front derailleur to worry about. There’s also less chance of dropping a chain, which can be a big problem in gravel riding when you’re clattering over bumpy terrain. Topping off the list of benefits, they usually have a much easier spinning gear for steep ramps than 2x set-ups.

On the flip side, 2x set-ups have a wider range of gears, meaning there’s less of a jump between the cogs. This is becoming less of a problem as gravel technology develops and brands expand the capabilities of their 1x offerings, though. 

’s Ekar groupset, for example, is 13-speed which greatly reduces the jump between gears.

Most gravel bikes are now specced with 1x and, unless the majority of your riding is on tarmac, we’d stick to a single chainring up front. It’s the better option for gravel riding and there isn’t a major performance penalty on the road - testament to this, most SRAM-sponsored WorldTour teams frequently used 1x throughout the 2023 season.

3T

3T

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