Canyon Grail CF SLX review: More capable than ever before, but perhaps not quite as fun

The third-generation Canyon Grail was released this September after being sighted earlier in the year at the Traka.

The Grail has been in the Canyon range since 2018 and is the brand's racier, performance-oriented model.

Gravel bikes designed for competition are becoming more aerodynamic, race-focused, and are getting bigger clearances; this latest update sees Canyon take the Grail down that path further still.

The new machine is more aero, lower, racier and now has 57mm tyre clearance. The previous Grail had 42mm clearance, so this is a big jump. That smaller clearance number was probably the key weak spot in the 2nd-gen bikes' armour as gravel machines progressed at pace.

Canyon said it took its time with this update, and wanted to keep the Grail feeling like a Grail. I can understand that; the previous bike was one of the best gravel bikes and was pretty much universally regarded as a strong all-rounder.

This time around, I have tested the CF SLX 8 AXS, the model I also tested last time, in the eye-catching 'Strawberry Shake' colourway. The price for this second-tier CF SLX model is $5,999 / £4,799 / €4,999.

Design and aesthetics

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You can see the outgoing Grail up above and compare the visual differences, but let's cover what exactly has changed first.

Tyre clearance has really been boosted from 42mm up to 57mm, and that new number is a big talking point when it comes to the new Grail.

Canyon has achieved this by using a thin but solid section of driveside chainstay and by growing the rear chainstays by 10mm. Up front, a revised fork provides plenty of clearance. 57mm + 4mm either side in line with ISO guidelines.

The new frame is a little heavier; my Gen 2 CF SLX 8 weighed in at 8.2 kg out of the box. This time we were at 9kg on my scales. If you're a racer, the increased aero will probably make you faster, depending on speed, but as a general gravel bike for an everyday rider, I think the added weight at times makes the bike feel just a touch less nimble.

The frame has some deeper tube profiles and more aero overall shapes; you can read about Canyon's claims regarding aero performance in our Grail news piece.

The seat tube/seat post area is also very similar to the recently updated Canyon Endurace CF SLX road model.

On the aero topic, there's also a new, more aerodynamic seatpost, the SP0093 VCLS. Canyon says it offers 25% more vertical compliance than a rigid unit.

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The front end is more aggressive; it's now 15mm lower, but Canyon is speccing shorter stems on models. Small to large bikes come with an 80mm stem as well as an adjustable 390-440cm bar. The stem has been pretty much ideal for me, but bigger riders or those wanting a long reach may want or need a longer front end.

On the geometry, the Grail has received some slight tweaks, but on paper things are very similar to the old bike. For a small, my size, the head tube angle of 71.5 degrees stays the same, and the seat tube angle steepens slightly, going from 73.5 to 73.9 degrees.

The chainstays have grown by 10mm, and the wheelbase is 5mm longer. The stack is 15mm lower, whilst the reach number is the same.

That stem is part of the adjustable CP0048 integrated handlebar with width-adjustable Control bar drops. You can buy alternate drops or handlebars, but you will have to pay extra to do it.

The CF SLX model also has full fender mounts, something the race-focused CFR model doesn't. If you choose to use the Canyon FAST Fender system, you won't be disappointed; it's very easy to use and provides excellent protection in bad weather. Don't forget you may need to come down in tyre size with them depending on what you are running.

Canyon has also produced some new frame storage bags for the bike in partnership with Cyclite; these are lightweight options and integrate neatly. They are available separately for $119.99 for the big bag, and $69.99 for the top tube option.

The CF SLX 8 arrived with a solid range of equipment. There's an excellent SRAM Force XPLR groupset with a left-hand power meter. Stock cranks are also 165mm in length, very on-trend.

The wheels are carbon fibre DT Swiss GRC 1400s, a hardy and aerodynamic option. They are wrapped in 45mm Schwalbe G One RS tyres. Some may criticise the decision not to fit a 50mm+ tyre from the off, but there is nothing wrong with the stock 45mm tyres.

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Performance

I'm constantly impressed by just how capable a good gravel bike is these days. They can do so much, so well. The Grail CF SLX is no exception; it's performed well everywhere.

It goes fast on the flat and on smoother gravel and broken tarmac. I often leave the road behind on my to-go loop and enter a short descent into a long, straight gravel track; I get the Grail up to speed there, and it just eats the road up.

That lower front end helps a touch, but the bike doesn't feel aggressively low; it's a measured change. I like it.

The bike is stable at speed and under hard braking in the drops, and handles rough technical sections well. There's no doubt this is a hugely capable bike; I haven't found it wanting in any one area. The bar has been raised wholesale with modern gravel bikes; the differences are finer and more specific now, I find.

The Grail is undoubtedly more race-oriented; however, I don't find the CF SLX super stiff, and it doesn't feel quite as agile and, dare I say it, as fast as the Argon 18 Anti Matter I rode in the summer did.

It's a calmer experience with the Grail; it has not put a foot wrong on any terrain during my testing, but at times the ride feels a little muted.

Perhaps it's the capability of the overall package that just makes things feel calmer, or the longer chainstays, bigger rubber and slightly heavier wheelset (1600+ grams) on this model reducing some playfulness.

I started on the stock Schwalbe G One R 45mm tyres, then switched to big 2.2" Continental Dubnital tyres in their fastest version, and went back to the 45s, and I think I had more fun on the 45s at home riding solo.

The big tyres fit comfortably, and part of the reason for switching was to verify the bike's clearance myself. It's there, and the bike's proportions still look very normal. Canyon has executed it very well.

It's heartening to know that big clearance is there for when you need it, but a 45 or a 50mm tyre is still very capable, and the bike feels a little more nimble and exciting to ride, in my opinion. I'd maybe go big where needed if I was racing a gravel calendar, and run a 45 or 50mm tyre at home.

My standard advice now is to shop for a gravel bike with a SRAM XPLR 1x groupset if you are looking for a gravel bike. They are fantastic groupsets for off-road riding. I have no complaints about the drivetrain performance, and the brakes are fantastic for scrubbing off speed off-road.

At times my knees have scuffed the Cyclite top tube bag; I've found the bag material quite rough, sharp on the edges, even. It's my problem, but long term I'd probably need a different bag, or even no bag, to prevent knee grazing.

The strong speccing continues through the CF SLX 8 model; the drivetrain is excellent, and the wheel and tyres package is great; the Schwalbe G-One tyres are excellent all-rounders. The wheelset is a touch on the heavier side in its 50mm version; perhaps some lighter wheels may help boost the feeling of acceleration and nimbleness.

Aside from some rough bag material, the Grail has performed perfectly. No mechanical issues of any kind, which is always good.

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Maintenance and servicing

We're heading into winter here in the UK, and my thoughts are already turning to winter maintenance. I've had to hose down a muddy Grail a few times already.

At risk of sounding like a broken record, the key maintenance area to watch here is the integrated handlebar and stem assembly. You can't remove the stem easily, so trapped water and dirt will stay inside the headset/head tube area. A full strip-down for replacements will be expensive. Look after it by minimising aggressive hosing, and consider a front fender in some conditions.

Elsewhere, I'd recommend staying on top of the seatpost clamp assembly, thru-axles, and AXS rear derailleur sleeve in general. There's also a press-fit bottom bracket, which shouldn't cause too much of a headache, really. Though, of course, creaks do arise sometimes.

Value

You're starting in a competitive place immediately with Canyon's direct pricing.

This bike costs $5,999 / £4,799 / €4,999 at RRP. The SRAM Force XPLR-equipped Factor Sarana I tested in the summer costs $2,500 more than this bike. Though you can spec your desired bar width and stem length at checkout with the Factor.

There's a solid spec with no gaps here, and any and all spare parts or hardware you might need are easily found on the Canyon site. The Grail range also has several cheaper bikes with this, and in my experience, Canyon bike specs are generally solid.

As ever with Canyon models, it would be nice to get the computer mount included with the bike, and you will, of course, need to buy any accesories you need separately, such as the frame storage bag, frame bags, or mudguards.

Verdict

The latest Canyon Grail is a massively capable bike that will handle pretty much whatever you throw at it; it's a tank.

Canyon has given it a thorough update and improved the areas that were seen as the weaknesses of the old bike, namely the conservative tyre clearance. Riders and racers alike can now go as large as they want depending on preference or the demands of a course, that's to say nothing of mud clearance.

As I said in my first ride piece, the Grail still largely feels like a Grail; performance and capability have increased. I'll hammer the point home: this is a massively capable gravel bike, but it isn't quite as lively as the previous bike.

Perhaps this is where gravel bikes are now heading; if you're a racer looking for the most capable aero race bike with big clearance, you can just get on and race, then step this way.