The best gravel tyres combine off-road grip and cushioning with a tread light enough it's not too slow on Tarmac. Exactly which are the best gravel bike tyres for you will depend on your riding surfaces, weather and ambition, as well as the capacity of your bike; not all will accommodate the latest 45mm and 50mm rubber. We've spent thousands of hours on tiny lanes, dirt roads and trails to find these, the best gravel bike tyres you can buy.
Gravel bike tyres have been getting fatter, with 38mm and 40mm tyres replacing the previous 'standards' of 33mm and 35mm; there are even 50mm and 55mm gravel bike tyres, though few bikes will take them and still have room for mu.
Tread designs of gravel bike tyres vary between an inverted-tread semi-slick like the Ritchey WCS Alpine JB Stronghold to the almost mountain bike knobbliness of the Maxxis Rambler. For maximum versatility, consider having two sets of wheels, one shod with lighter-tread tyres, the other with knobblies; switching wheels is lots easier than changing tyre.
If you really want to go fat, see if your bike can take 650B wheels; the smaller rim size makes room for the fattest gravel bike tyres.
The WTB Resolute is one of the more open-treaded gravel tyres available, making it ideal for our British conditions. With the SG2 puncture-resistant layer, it's one of the best all-weather, all-conditions tyres you can get.
Tester Matt writes: "I tested these at a mix of pressures, with the official recommendations being 25-50psi – surprisingly low, and pleasing to see for a tyre of this type. It isn't the fastest of tyres on the road, but then that isn't what it is designed for. Although not silent it is reasonably quiet, perhaps helped by the closely-packed centre tread. Head off the surfaced roads and the tyre really starts to deliver, with traction for climbing and braking impressing on virtually all tracks.
“In really slippery mud it works better than any other gravel tyre I have tested, and its climbing grip helped me conquer gradients on slippery tracks that look impossible.”
The Rene Herse Fleecer Ridge tyre, in this Endurance casing, redefines how to go fast and far off-road without compromising grip or feel. With a noise-cancelling knob design that works extremely well and a shoulderless cornering feel, it's like riding a slick on tarmac – it's that good. You're paying absolutely top whack for it, though, and it may not fit your frame.
Tester Mke writes: "The Fleecer Ridge is a strong, light, grippy and comfortable tyre that rolls fast on or off-road. It's offered in four casings and the Endurance version here is – for me in the Scottish Highlands – the Goldilocks version. It offers a higher thread count (and a puncture-protection strip) than the Extralight for better protection, but keeps the super-supple feel.
“The Fleecer Ridge impresses over some very chunky gravel. Test sectors that require significant braking on 38mm Steilacooms were blasted in the smallest cog with hands off the levers, such was the confidence inspired. Safe to say the tyre's capability far exceeds my own middle-aged willingness to discover the edge of my personal competence envelope. The ability to change lines mid-corner whilst transitioning between gravel, silt, mossy grass and mud can lead to a sense of control possibly at odds with the laws of physics.”
The Maxxis Receptor is a light, minimally-treaded gravel tyre that delivers an incredibly fast ride. It has a supple design and some puncture resistance, a combination that helps make it brilliant on hardpack and roads. It could be a great race tyre if you know the conditions will suit.
Tester Matt writes: "Maxxis says the Receptor is purely for roads, hard packed dirt trails and light gravel, so I did what I could to avoid mud – and you should too. They're as out of their depth as they look. "Road sections really highlight how fast this tyre is. It gives an incredibly smooth and quiet ride and an average speed that's almost the same as a pure road bike. The 120tpi carcass is thin and supple, and really delivers lots of feel and feedback – especially at low pressures.
"Off-road on firm trails the speed remains excellent, with a communicative, supple ride on both small and large bumps. On the climbs and under acceleration the low weight noticeable, and the Receptor feels quick to get back up to speed."
If your riding involves both dirt roads and Tarmac, then the Vittoria Terreno Dry is the way to go according to our riders (look out for a full review in the next few days). Where the Terreno Zero, below, has an almost slick centre section, for the Dry Vittoria uses a 'fishscale' tread. Those closely-packed hexagonal scales actually sit at varying heights, which gives tyre a little bite and grip. The tread might not be deep, but traction – both for braking and accelerating – is very impressive. The tyre deals with firm and loose surfaces well, and even if they get wet or a little muddy they still work.
For a fast-rolling tyre that can cope with more than just pure dust, the Vittoria Terreno Dry ticks lots of boxes. A wider version would be welcome – but it is, despite the 'dry' part of the name, a superb all-round gravel tyre.
Tester Stu Kerton has found the Zipp Tangente Course G40 to be a deeply reliable companion in long-term testing. In our discussions about which tyres deserved to be in the selection of the best gravel bike tyres Stu said: "One tyre I keep going back to is the Zipp G40. Like most gravel tyres it's no use in lots of mud, but everywhere else I can't fault it. They've proved to be very durable too.
"My new test route is a 30 mile loop with constantly changing surfaces, bit of tarmac, chalk, mud, grass, gravel (both wide hardpacked tracks & narrow technical stuff) and even some singletrack thrown in for good measure. The Zipps just work on it all."
The Schwalbe G-One Ultrabite is the most aggressive in Schwalbe's gravel line, and features larger knobbles not only the other G-Ones but most other gravel tyres as well. This results in excellent grip when things get sloppy but increased rolling resistance, meaning they're best for those who venture way off the beaten path.
Tester Jamie writes: "The large shoulder tread makes muddy corners easier, and the added rear traction really comes in handy. The Ultrabite is perfect if you take your gravel bike to slippy fields or even muddy singletrack.
"The ADDIX Speedgrip compound is borrowed from Schwalbe's mountain bike tyres, and gives excellent grip and good durability. I've covered about 600km on mixed terrain – including rocks, tarmac and of course gravel – with no sign of wear or punctures.
"The Ultrabite is a very capable offroad tyre that can turn a bog-standard gravel bike into a cyclocross or cross-country bike rival. These tyres are best suited for riders who spend most of their time on the slippy stuff and want the maximum grip possible."
The Schwalbe G-One R offers an incredible mix of speed and grip that puts it at the top amongst other leading brands. There is little, if anything, to dislike, although the performance comes at a price.
Tester Matt writes: “First impressions on surfaced roads were how quiet and smooth the tyre feels. I expected more noise with their reasonably deep tread and no continuous centre pattern. The real highlight of these tyres isn't on the road though. When things got rough and loose, performance was quite astonishing. The grip on rocks, stone or gravel tracks is outstanding, managing to scale tracks that I often struggle to summit without dabbing.
“The G-One R has been nothing short of brilliant in testing, tackling every condition ridden and of all the more race orientated tyres I have ridden, it moves to the top of the tree. For general riding, the price is likely to be the biggest downside. Still, I hope that Schwalbe can create a cheaper version, with a full puncture protection layer that will suit more general riding and bikepacking as the grip and speed the tyre provides would lend themselves to that style of riding.”
The Schwalbe G-One Allround Evolution is a brilliant do-it-all summer tubeless tyre that rolls extremely well on the tarmac, is reliable and predictable on gravel, and performs well on the trails too. It's not a tyre for wet riding, though.
Tester Steve writes: “Even if I'm not trying to go fast, the low rolling resistance of the G-Ones is more than welcome, and they're right up there with the very fastest gravel tyres on the market. There's no hint of sluggishness to the Allrounds, unlike the more aggressive Ultra Bite versions. The round profile combined with the consistent tread pattern that wraps around shoulder means that cornering and grip are delightfully predictable. The grip on dry rocks, stone or gravel tracks is outstanding, allowing the steepest climbs to be tackled and braking distances shortened.
“Having ridden on the G-One Allround for six weeks through a mix of heatwaves and localised flooding on tarmac, gravel and the odd cross-country trail, I'm impressed. For all the dry riding on all the various surfaces, they're great – a little expensive, yes, but great.”
IRC's Boken Plus multi-surface tyre is a lot more versatile than you might expect at first glance. It looks like it'd roll well on tarmac, and it does, but it's surprisingly capable on much rougher terrain too. The Boken Plus is a semi-slick tyre, with a solid centre tread that gets increasingly open the further you move from the centre line. There's a herringbone section either side of the middle, and then two sections of blocks on the shoulder. The idea is that the middle section will roll well on smooth surfaces, and then the more open tread comes into play when the bike is cornering, and when the surface is uneven and the tyre deforms over obstacles. It's built around a tubeless-ready carcass.
Tester Dave writes: “I've used these tyres on a variety of rides, and I have to say I'm impressed with the levels of grip they offer. Most pertinently I completed a two-day bikepacking trip from Barnstaple back to Bath that included rough technical descents and climbs, graded gravel, woodland singletrack, grassy slogs over the moors and tarmac sections, in both wet and dry conditions. There's no one tyre that you'd say was perfect for all of that, but the Boken Plus rarely put a foot wrong.
“I stripped a pair of large-chamber Schwalbe G-Ones off my gravel bike to fit this Boken Plus rubber. Back to back I prefer the IRC tyres: they hold air better, they're quieter on the road and they're as good if not better on the rough stuff. As an all-purpose tyre, they're really good.”
The Maxxis Ravager is essentially a 700C mountain bike tyre for your gravel bike. It looks very very much like a scaled-down version of the Maxxis Minion SS MTB tyre and you can treat it very much as such, allowing you to take your gravel bike to places other slender treaded bikes might shy away from.
Tester Jo writes: “As you might expect from looking at the tread pattern, these tyres are designed for more off-road duties than on, and are a little draggy on tarmac compared with many gravel tyres that typically have a slicker centre tread. That doesn't mean they're noticeably sluggish, though.
“For venturing beyond gravel and onto pretty much everything and anything else, the Ravager is a really capable and, more importantly, fun tyre, if you can live with the slightly sluggish tarmac manners and slim profile.”
The Teravail Rampart is a chirpy but rugged road tyre designed for tarmac, in whatever decrepit form that may be, and for light gravel duties – 'groad', if you will. You'll get the best out of them if you run them tubeless.
Tester Jo writes: “The clue as to the tyre's intended use is very much in the name. I used them mainly on the road, and what with the terrible condition of the tarmac around here – crackled surfaces, potholes, gravel, mud, aggregate, slurry, grass up the middle and all the usual detritus – you could easily justify it as all-road riding. But they were also pointed down gravel-lite paths, concrete slab tracks, and tame bridleways just because I could. I've never been afraid to take a road bike where it probably shouldn't go.
“For a tyre that's designed for all sorts of road surfaces and some that fork off to the sides, and not a tyre that's designed purely for perfect tarmac or outright speed but rather ruggedness, durability and grip, the Rutlands are very, very good. My type of riding tends to favour distance and the way less travelled, so I prefer a tyre that's going to offer comfort and reliability and won't mind a section of farm track for a kilometre or two, or the National Cycle Network’s amusing surface lottery. For this purpose the Ramparts have been spot on for the job, and apart from the small tyre gash (which would have breached any tyre), they've been trouble-free and have proved they can cope with any of the dross any road can throw at them.”
Goodyear's Connector Ultimate gravel tyre comes in this big 50mm width, for both 650B and 700C wheels. The 700C version offers versatile grip, great volume and the promise of a floaty ride. It's great on and off road, and may fit more frames than expected.
The Connector Ultimate is built around Goodyear's Tubeless Complete carcass, rather than its heavier and cheaper Premium one. This combines the tubeless bead with an airtight layer, reinforces it with anti-cut sidewall layers, and tops it off with R:Shield puncture protection beneath the central tread.
Tester Rob Wilmot writes: “On every dry surface I found, these tyres excelled – even pushing as hard as I could, there were no nasty surprises. My test period was largely dry, but from the few sloppy, wet areas I did find, the Connectors found grip and cleared mud quickly from their tread.”
The Vittoria Terreno Zero TLR G2.0 is a slick gravel tyre that's designed for road and smooth off-road duties but is capable of much more. On the surface, the Terreno Zero is a large volume road or slick gravel tyre that is best suited to tarmac and finely graded off-road paths. But don't let appearances fool you, as it's more capable than that if you're willing to give it a go.
Tester Jo Burt writes: “On the road they're not the fastest tread-free gravel tyres around; not that they're necessarily slow, but they rumble along rather than skip lively compared with other slick gravel tyres, the thickness of the rubber of the centre tread the possible culprit here.
“The plus side to this is that they're incredibly robust, so happily take crappy tarmac and potholes in their stride, romp over packed gravel paths and perform far better than you might expect on other rougher surfaces. I've been running them all winter over all kinds of terrain, from smooth blacktop, across gravel of all grades, along rocky off-road to really-shouldn't-be-here thick mud, and they're deceptively capable over all of these surfaces and are also showing very little signs of wear.”
The Panaracer GravelKing Semi Slick Plus TLC is a tyre designed for both road use and hardpack gravel trails, maintaining the high levels of grip and speed found on other models in the range. Easy to set up tubeless and with tough puncture protection, they make perfect sense for a whole host of applications.
Tester Stu writes: “On the road the SS+ is impressively fast for such a large tyre. At 460g it's no lightweight, but that's never really noticeable as the SS+ never feels stodgy. It's quite supple considering the reasonably low 120TPI casing, and gives a good degree of feedback, keeping you engaged with what's going on with the surface beneath you. This level of suppleness is even more impressive considering that the SS+ has a layer of Panaracer's ProTite protective guard from bead to bead and a nylon belt for puncture protection.
“Cornering grip on the road is good, providing plenty of confidence even at speed, and although it isn't up there with a full slick, I wasn't really conscious of the tread compressing when banking the bike over hard. All of this translates over to the gravel too. Grip levels are good, and when cornering hard on descents you get a little bit of extra bite from the tread on the shoulders.”
The Rambler is Maxxis’ first gravel-specific tyre and it comes in 45 and 50mm width options as well as a skinnier 40mm version (£32.51) with a tightly packed tread design, including ramped centre knobs for improved rolling speed when on the smooth. The side knobs have been spaced out more to improve cornering traction in the loose.
The 50mm version pushes the limit of what will fit in most gravel bikes, but if you can accommodate them they're brilliant.
Off-road and on rougher tracks they're really fast, with the extra volume giving them the ability to just roll over rocks and rough sections – it's most noticeable downhill, where the difference compared with narrower tyres really is huge.
While the volume might be the biggest benefit, the tread on the Rambler is key to its performance and control. The design has several different areas and overall the design is quite busy, but it seems to work. The central tread with near-continuous central section is part of the reason why it's so smooth and why road performance is decent.
The Power Gravel is Michelin's answer to the ever-expanding gravel/adventure market, and it has a lot going for it. Durability is good, as is the grip, it offers plenty of puncture protection, and the price is very competitive too.
The Power Gravel follows a similar theme to many other gravel tyres on the market, as in it is covered in small nobbles for grip on loose surfaces without sacrificing overall speed. It's a format that works, especially when the tracks are dry and dusty.
Thankfully for me, the majority of my local gravel routes are properly laid tracks for moving military traffic around. They don't change much even in the winter, apart from the odd puddle here and there, so I could get away with using the Michelins all year round.
If you ride on bridleways or tracks in your local woods in winter, you'll find that the tread isn't deep enough for grip on wet mud. For these kind of excursions you'll need something with much deeper knobbly bits.
The Terra Speed is Continental's new gravel tyre designed for dry and loose conditions and it certainly works, making the transition between tarmac and gravel barely noticeable. It's grippy, robust and surprisingly supple for such a tough tyre.
The Terra Speed bears close resemblance to the Schwalbe G-One and the performance is on a par too; the Terra Speed might just take the overall honours by a whisker.
The Terra Speed has similar sized knobbly bits as the G-One Bite (if you want deeper there is the Terra Trail option), and it behaves in exactly the same way.
When dust turns to mud you need a grippy tyre, and the Teravail Rutland delivers exceptional traction in slippery or loose conditions – without hindering pace on hard tracks and roads. Tubeless installation is easy, it comes in a wide range of sizes (including 650b), and you even get a choice of two casings. It'll cost you, though.
These tyres proved a godsend once once the dusty gravel tracks and bridleways in my corner of the Cotswolds turned to mush. They give impressive grip in a wide range of situations, with good braking stability and hooligan lean angles possible before the laws of physics kick in.
It’s a tyre you can really push hard on slippery trails, with the confidence it’s going to grip. You can give it the beans through the corners as well, as those angular shoulder blocks do an excellent job of hooking up some lairy lean angles.
I have to link my local tracks and trails with lots of road – mostly quiet country lanes – and thankfully the Rutlands exhibit a good rolling speed with little significant drag. There’s not much buzzing noise either.
The Rene Herse 650x48 Juniper Ridge tyres have a knobbly tread that has been designed to roll well on the road too. We were sceptical, but to be honest they are pretty good, giving a boost to your average speed on those tarmac sections between the tracks and trails.
The Juniper Ridge is one of the new all-road tyres from Rene Herse, the tyre company formerly known as Compass. It might look like a knobbly mountain bike tyre but it's been designed to work just as well on the road as it does off the beaten track. It has the same tread as the 700x38 Steilacoom, but in a 650x48mm size.
The tread has been designed to place as much rubber on the road as possible and the result is a surprisingly grippy and fast-rolling tyre. There is a little bit of road noise once you get up to speed, but thanks to the soft compound and supple casing, they really do feel like road tyres.
The Panaracer GravelKing tyres are excellent all-winter rubber for your road bike; Big Dave Atkinson declared them his new favourite all-purpose winter tyre. They're pretty light, they're easy to set up tubeless and they roll really well. Also, they come in a range of natty colours. Well, two. Plus black.
The 32mm version isn't really a gravel tyre for the UK, but you can get them in 35mm and 38mm widths too, as well as 650B versions up to 48mm wide, so for dirt riding in non-soggy conditions, they're a light, quick option.
Designed to offer off-road grip in mixed conditions and speed on the road, the Schwalbe X-One Allround is pretty much the perfect tubeless tyre for the privateer cyclo-cross rider. These provide decent grip in slick mud, but roll really well when the course is dry.
Ritchey has gone inverse with the tread on its Alpine JB WCS Stronghold tyres to create a tyre that grips on light gravel and rough sections of broken country lane while also offering a smooth ride if you want to get a shift on on the tarmac. A very impressive all-round tyre choice indeed.
You'll need room in your frame for 35mm tyres to fit the tubeless version of the Alpine JB WCS Stronghold, as the 30mm version is only available with a conventional casing.
The Rene Herse Steilacoom TC tyre is a fabulously grippy, fast-rolling tyre off-road that displays frankly ridiculous speed on the hard stuff too, from the tyre maker previously known as Compass. The performance comes at a price you'll forget the moment you hit the first transition from tarmac to gravel.
The G-One Bite is a more off-road orientated version of the acclaimed G-One All-round, with bigger knobbles and a more pronounced shoulder making them more suited to gravel and hardpacked trails. They still roll smoothly on Tarmac but when you get to the gravel or hardpacked trails the fun really begins. We've ridden them on 40mph descents and tough climbs and the G-One Bites never put a foot wrong, no matter what type or size of gravel we were riding over.
Donnelly (the new name for the tyres formerly known as Clement) has designed the X’Plor MSO for mixed conditions with a smooth rolling centre section and bigger shoulder knobs, but it looks more aggressive overall than the Challenge Gravel Grinder. It comes in 32, 36, 40 and 50mm widths and regular clincher and tubeless varieties.
Panaracer has been quick to offer a wide range of suitable gravel tyres, and it keeps on adding new options. It offers tyres with a smooth file tread pattern up to more aggressive tread pattern such as the 'Small Knob' tread here pictured above, and a wide range of widths from 23 to 43 and 700c and 650b options.
Surly’s Knard has a closely spaced tread pattern for providing speed over varied terrain, and there’s enough grip for loose and slippery trail conditions. The tread pattern comprises aggressive square blocks with only the edge knobs being rectangular to allow for lean and grip in the corners. Surly offers the Knard in a variety of wheel sizes, including 650b, 26 and 29in, and a 700x41mm. The cheaper price gets you a 33 threads-per-inch casing; the spendier version is 127tpi.
“What tyres should I get for $location?” is such a common question in off-road cycling that some forums have effectively banned it lest they be completely taken over by constant talk of tread patterns, compounds, threads-per-inch, casings and the numerous different interpretations of what constitutes a tubeless tyre.
Let’s try and unpick the issues for the kind of uses covered by gravel bikes and adventure bikes.
Tyre designers try and balance tyre often-conflicting attributes. For example, making a tyre resistant to punctures usually means making the tread thicker and adding a layer under it that can’t be easily penetrated. Those changes increase a tyre’s rolling resistance, so very puncture-resistant tyres tend to be slow, and very fast tyres tend to be susceptible to punctures.
Similarly, increasing grip on loose and muddy surfaces means a tyre with a deeper, knobbier tread pattern, but because the blocks of a knobby tread squirm as they move across a hard surface, that increases rolling resistance on roads.
Tread compound — the composition of the actual rubber round the outside of the tyre — also affects all the tyre’s properties. Some tread compounds are grippier than others, some are more durable and some are more flexible and therefore make a tyre faster. Cooking up tread compounds is proper modern-day alchemy. Different tyre makers have different favoured ingredients that allegedly have certain effects, but determining what’s marketing wibble and what’s real is tricky.
It’s not as simple as ‘a more durable compound will be less grippy’ or ‘a softer compound will be grippier’ either. The carbon black used in some tyre treads improves both wet adhesion and durability, while many years ago Specialized made tyres with a very soft grey rubber called Ummagumma, which turned out to be scarily slippery in the wet.
The tyre casing also makes a difference to how fast a tyre is and its durability. Tyres with very light casings, usually expressed as a thread fabric with a high number of threads per inch are more flexible and roll faster, but with simply less material they’re often more fragile. The higher stiffness of a lower thread-count carcass can also improve traction by better supporting the tread knobs to dig in to soft or loose surfaces.
Finally, there’s tyre size and width. The fatter a tyre, the lower the pressure you can run, which improves traction and comfort. A wider tyre also rolls better, but running it at lower pressure often uses up that benefit. How wider you can go is limited by your frame, but gravel bike frames will increasingly accommodate 700C tyres 45mm wide and bigger. Many frames are also designed to take 650B wheels shod with very fat tyres, at which point many people would say you’ve built a rigid mountain bike with drop handlebars, but who cares what it’s called as long as you have a blast riding it?
For gravel bike tyres, then, what matters most in choosing tyres is the conditions and surfaces you’ll be riding, and your priorities when it comes to aspects such as durability and speed. Let’s home in on a few use cases by way of demonstration.
Read more: The best gravel & adventure bikes
Mostly Tarmac: If your gravel bike rarely sees actual gravel, but you like the ability of wide tyres to point and laugh at the decayed surfaces of the tiniest country lanes, then you want moderate width (32-40mm) and a light tread pattern. You can also probably get away with a light casing because your tyres won’t have to contend as much with dirt-road flints and other sharps. If you nevertheless venture down dirt roads and trails now and then, go for something with a slightly knobbier tread.
Mostly dirt: You want knobs, you do, and lots of ’em. That also means the fattest tyre your frame will handle, unless your trails are very muddy in which case a narrower tyre will leave room for crud to pass through.
50/50: Of course nobody ever manages to ride an exactly balanced mix, but if you want a true go-everywhere tyre then it needs some centre-knobs, but not so many that it’ll be too slow on Tarmac. If you’re in a hurry, go for a relatively shallow tread and light, flexible casing; if not, go beefier in those areas.
Racing: The fastest gravel bike tyres have very light centre-treads and light casings for the lowest possible rolling resistance.
Epic rides: If you like to leave at dawn and return at sunset, with maybe a few days of overnight camping in between, then you probably prize reliability above all else. Look for tyres with relatively-thick casings and tread that will resist cuts so you get to spend your time riding and not fettling.
Our readers are always a valuable source of experience and opinion. Here's the pick of their comments from the previous version of this article.
Rapha Nadal disagrees with us on one of our choices, saying: "The Rene Steilacoom review does not really match reality. They clog quickly in the mud, have very little grip when it gets a bit damp, and after only 6 months the sidewalls have started to go."
IanEdward has this recommendation: "After another very mixed conditions weekend ride I'm a committed Vittoria Terreno Dry fan, specifically the 40mm version.
"Fast, floaty (latex tubes, 40psi, 85kg rider) no punctures yet, and even in the mud where they will obviously get overwhelmed, it's fun rather than terrifying.
"Thanks to Strava's handy 'surface-o-meter' on the new route-planner, I can safely say the Terreno is ideal for rides which are 50% tarmac, 29% gravel and 21% unspecified
Yorky-M likes his WTBs: "ALL HAIL WTB Byways. Came stock on my Kona. Run them tubeless and never an issue. Did a 2000km spin on them in early summer and just perfect. Will replace with the same."
andyspaceman: "I ran the Maxxis Ramblers for a while. Quick and supple with reasonable grip off road, but I found them a little fragile. I've switched to the Maxxis Ravagers now which felt slower to start with, but have quicked up a little after a few rides to knock the corners off some of the tread blocks, and feel a lot more robust. Added grip in the corners too.
"One pointer with the Maxxis tyres is that the slightly cheaper 60tpi casings are rated as having a better balance of suppleness and strength by some folks I've spoken with, and from my experience on both gravel and MTB tyres I don't disagree."
GrumpyBear had a suggestion for low-cost tyres: "Try Schwalbe Land Cruisers 40mm. Only £12 each."
Argos74 also had an eye on the bank balance: "Continental Double Fighters. Had the 26-inch version on my mountain bike for years, leapt at the 700Cs with no regrets. Tyre width says 1 3/8 x 1 5/8, I make it to be about 37mm in real money. Not tubeless, but tough, quick and grippy (unless serious mud is involved). And less than £40 for a pair."
Zermattjohn was unimpresssed with the durability of Schwalbe G-Ones: "The G-Ones are fantastic tubeless tyres - supple, grippy, perfect for crappy UK lanes/towpaths. But there's a price to pay, they're pretty fragile and I've picked up a few big slices in them. The sealant does it's job, but some slices are big enough that beyond about 50psi the sealant just blows out.
"They're also pretty poor on durability. My rear lasted about 8 months of commuting/towpath riding - the photo shows how the central tread has gone and the tyre is very thin there now, and seeing as during the summer I was mostly on a different bike that probably equates to about 4 months of riding. Pretty poor for a fairly pricy product. I've put a Hutchinson Overide on the rear now and it seems better suited to my riding. If you're 100% off-road the G-One is the winner, but with some tarmac you'll be swapping it pretty soon."
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John has been writing about bikes and cycling for over 30 years since discovering that people were mug enough to pay him for it rather than expecting him to do an honest day's work.
He was heavily involved in the mountain bike boom of the late 1980s as a racer, team manager and race promoter, and that led to writing for Mountain Biking UK magazine shortly after its inception. He got the gig by phoning up the editor and telling him the magazine was rubbish and he could do better. Rather than telling him to get lost, MBUK editor Tym Manley called John’s bluff and the rest is history.
Since then he has worked on MTB Pro magazine and was editor of Maximum Mountain Bike and Australian Mountain Bike magazines, before switching to the web in 2000 to work for CyclingNews.com. Along with road.cc founder Tony Farrelly, John was on the launch team for BikeRadar.com and subsequently became editor in chief of Future Publishing’s group of cycling magazines and websites, including Cycling Plus, MBUK, What Mountain Bike and Procycling.
John has also written for Cyclist magazine, edited the BikeMagic website and was founding editor of TotalWomensCycling.com before handing over to someone far more representative of the site's main audience.
He joined road.cc in 2013. He lives in Cambridge where the lack of hills is more than made up for by the headwinds.