Canyon Grizl Review: Gravel Super Bike. Canyon e gravel

Canyon Grizl Review: Gravel Super Bike

Released today, the Canyon Grizl is a new drop-bar gravel bike with clearance for 700 x 50mm tires, lots of mounting points, and features that cater to long days in the saddle. We’ve been testing out the Grizl CF SL 8 build prior to today’s release—equipped with a set of co-branded Apidura bags—to discover what it does best. Find our review here…

compose Miles Arbour time May 11, 2021 comment 107

A few weeks ago, a mystery box from Canyon showed up at my front door and I had only a rough idea of what might be inside. In all seriousness, Canyon provided a geometry chart but nothing else, not even a photo, so I wasn’t sure what to expect. This was my first time riding a Canyon, and I was pretty interested to see how their direct-to-consumer business model worked. Plus, considering the weight of the box, I assumed something exciting was inside.

Right away, it was clear that Canyon has the direct-to-consumer model down to a science. The box it shipped in was meticulously packed, complete with assembly tools, friction paste, torque wrenches, and a few extras like spare tubes, a nifty little fabric shopping bag, and manuals. As far as initial impressions and presentation go, I give Canyon a perfect score. It was refreshing to see a lack of plastic packaging used, which they’ve replaced with cardboard, high-density foam, and velcro straps that I’ve since repurposed as spare bag spacers and straps. The Canyon Grizl—the mystery bike inside the box—was ready to ride after a few minor adjustments. The bars were attached, their funky VCLS seatpost was installed, and after a few minor drivetrain and brake tweaks, I was heading out on my first loaded overnighter.

Introducing the Canyon Grizl

I’ll admit, I was expecting something different when the Grizl arrived, especially considering Canyon has some pretty out-there designs, such as their Hover Bar and two-piece carbon seatpost. The Grizl shares more than a few similarities with their flagship gravel bike, the Canyon Grail. Both models in size large have a 72.5° head tube angle, 73.5° seat tube angle, and an overall similar silhouette. Besides a 10mm longer chainstay length, different stack and reach numbers, and a beefier fork, I consider both the Grail and Grizl to be not-so-risky gravel bikes—especially compared to some of the other options on the market these days.

  • Highlights
  • Frame/fork: Carbon/Carbon
  • Angles (L): 72.5° Headtube, 73.5° Seattube
  • Stack/Reach: 605mm/409mm
  • BB Drop/Chainstay: 75mm/435mm
  • Bottom Bracket: Pressfit 86mm
  • Hub specs: 12x100mm / 12x142mm, TA
  • Seatpost: 27.2mm
  • Max tire size: 700 x 50mm
  • Price: 2,999 USD

When I asked the Canyon’s design team how the Grizl differs from the Grail and who it’s designed for, they described the two as having similar platforms, with the Grizl being conceived with a more adventurous rider in mind. They were quick to admit that Canyon specializes in “fast and light” and they didn’t want the Grizl to stray too far from that. They expanded on the Grail platform, maintained a road bike feel on pavement, and increased the wheelbase for better traction off road. The Grizl also exceeds standard durability protocols, making it more durable than their other offerings. For example, the fork mounts are co-molded into the layers of carbon, rather than riveted, which they claim is far stronger over the lifespan of the bike. They also carried over some of their favourite tech from their road and gravel lineup, including an integrated seatpost clamp and the two-piece VCLS seatpost. For Canyon, the Grizl embodies a modern gravel bike without going overboard. It can carry gear when you get out on a bikepacking trip, it’s perfectly suited for endurance-style events, and it won’t feel out of place on long day rides or on pavement.

Where the Grizl strays from the Grail is in its ability to handle rough terrain and its overall carrying capacity. The Grizl comes equipped with wider tires, 700 x 45mm versus 40mm, with clearance for up to 50mm, thanks to a dropped drive-side chainstay and 10mm longer chainstays. The Grizl is also kitted out with a few additional mounting options, including the top tube, under the down tube, and for the first time on a Canyon bike, triple pack mounts on the fork legs. It comes with an entirely new fork too, which appears to be beefier than the one specced on the Grail, and is suspension-corrected for those looking to push it a little further. The Grizl features size-specific geometry and build kits, including 650B wheels on the two smallest sizes, three different crank arm lengths, and four bar widths and stem lengths. Canyon offers some of the widest size ranges in the business, and the Grizl follows suit with seven frame sizes ranging from XXS to XXL.

The Grizl comes in six different build kits ranging from 2,199 to 4,899 USD, and four different build-specific paint jobs. Although the majority of the build kits are based around 2x drivetrains and rigid seatposts, the CF SL 7 1BY build is based around a 1×11 drivetrain and a left shifter-actuated dropper post. The Grizl is currently offered in two levels of carbon: CF SL or CF SLX, the latter being approximately 100g lighter and without dropper post compatibility in exchange for Di2 routing through the downtube. It’s worth noting that the North American Grizl comes with a WTB saddle and Maxxis tires, while the European versions have slightly different build kits. There is also a more affordable aluminum version in the works. I was sent the Grizl CF SL 8 build, featuring a Shimano GRX 800 drivetrain, Canyon’s VCLS 2.0 seatpost, and a DT Swiss 1800 wheelset with Maxxis Rambler Tires. The Grizl drops Canyon’s integrated Hover Bar for a standard bar and stem, which makes swapping parts and dialling in the fit that much easier.

Have I mentioned this stellar paint job yet? I’m a big fan of the Matcha Splash colourway on the Grizl I tested, and it’s offered in three other equally satisfying colours: Wildberry Splatter, Olive Sky, and Grape Explosion. They also incorporated some clever labeling on the frame near the mounting points to show bolt specs, proper torque values, and load limits. At first glance it just looks like part of the bike’s design, which I thought was pretty clever.

Geometry First Impressions

The Grizl I tested is pleasantly lightweight. At just 20.6 pounds (9.3kg), it’s right on track with other carbon gravel bikes and pairs well with Canyon’s performance-first design philosophy. Although Canyon says the Grizl strays the furthest away from their usual performance-focused philosophy, it’s still a performance gravel bike at heart, and that was immediately noticeable. As promised by Canyon, it feels quite natural on pavement, thanks to its steep head tube angle and long reach, and has a snappy, responsive front end that will feel familiar to anyone with a road riding background. I found my position on the bike to be somewhat aggressive. Even though it comes with a shorter stem and wider bar than their more road-oriented bikes, it’s still longer and lower than what I normally ride. The stack and reach on the Grizl fall right in between their race bike, the Ultimate, and long-distance Endurance road bike. So, is the Grizl still a performance gravel bike? Definitely.

Although my initial impressions had me thinking the Grizl was more of a road bike, it shows its true colours once it hits gravel. Without being overly dramatic, the Grizl is hands down one the smoothest riding drop bar bikes I’ve ridden. Sure, the high-quality carbon frame and fork help dampen a lot of the vibrations from the road, but I think their funny looking two-piece VCLS seatpost and floating clamp have a lot to do with how well it handles on gravel roads. The carbon VCLS seatpost’s flexible design is incredibly compliant, soft enough to flex by hand, in fact, and the added comfort is noticeable while riding rutted-out roads and rough gravel. On my first few rides, I kept peeking back at my rear tire to make sure I didn’t have a flat—it was that obvious. What this means is that you can stay seated more often, keep up a proper cadence, and—forgive me—go faster.

To make room for the larger tire clearance, the Grizl has longer chainstays (435mm) and a dropped drive-side chainstay, while still leaving room for both 1x and 2x drivetrains. The 40mm longer wheelbase, when compared to their Endurance road bike, means added stability while riding loaded. Although the Grail and Grizl have the same head tube angle, the Grizl has a longer fork trail measurement that positions the front wheel’s contact point further in front of the steering axis. This means some front-end steering and agility is lost in exchange for better tracking and stability. Overall, the bike felt balanced and had no problems maintaining traction, loaded or unloaded, on loose gravel roads and doubletrack.

Canyon Grizl Build Kit

The entire North American Canyon Grizl lineup is based around a carbon frame and fork, Shimano’s gravel-friendly GRX drivetrain, hydraulic brakes, DT Swiss wheels, and Maxxis Rambler 700 x 45mm tires. Beyond different levels of components between the models, there aren’t any surprises to speak of. The only real outlier is the Grizl CF SL 7 1BY build, which is the only one to come with 1×11 drivetrain and a dropper post—an option exclusive to the North American market, interestingly enough.

The Grizl CF SL 8 build I tested is on the higher end of their 2021 lineup, sitting right below the Di2-equipped CF SLX 8 build. It comes with a wonderful assortment of components, many of which are designed specifically with gravel in mind. This was my first time using the Shimano GRX 800 drivetrain, which is snappy, robust, and comfortable. Frankly, it’s one of the best drop bar drivetrains I’ve used to date, and helped alleviate some of the fit issues I had, since the hoods and shifters felt so nice. The 11-34T cassette and 48/31T crankset was great for the majority of terrain I encountered, including high-speed descents on gravel and pavement. I found myself wishing for lower gears on steep, long climbs where I was used to spinning up with a higher cadence—this was particularly noticeable when the Grizl was loaded up with gear. The DT Swiss G 1800 Spline wheels offer great value for a gravel wheelset, and use a steel freehub body and axle for durability.

Canyon Grizl CF SL 8 Build Kit

  • Frame Canyon Grizl CF SL, Matcha Splash
  • Fork Canyon FK0087 CF Disc
  • Headset Canyon Acros
  • Bottom Bracket Token Ninja Lite BB4124, Pressfit 86mm
  • Crankset Shimano GRX 810, 48/31T
  • Shifter Shimano GRX 800, 11-Speed
  • Derailleur Shimano GRX 810
  • Cassette Shimano Ultegra HG800, 11-34T
  • Chain Shimano HG701, 11-Speed
  • Brakes Shimano GRX 810, Hydraulic Disc
  • Brake Rotors Shimano Ultegra RT800 160mm
  • Wheels DT Swiss G 1800 Spline DB 25
  • Front Hub DT Swiss 370, 12x100mm
  • Rear Hub DT Swiss 370, 12x142mm
  • Tires Maxxis Rambler SilkShield 700 x 45mm, Tubeless Ready
  • Handlebar Canyon HB 0050 Ergobar AL
  • Handlebar Tape Canyon Ergospeed Gel
  • Stem Canyon Stem V13, 90mm
  • Seatpost Canyon S15 VCLS 2.0 CF, 27.2mm
  • Saddle WTB Volt Medium 265 steel
  • Extras Spare Tubes, Assembly Tools, Spare Seatpost Screw

The size large I tested came with 440mm bars, which felt natural for this type of bike, and a 90mm stem that I’d need to swap to something shorter if I was planning to spend more time on it. Canyon sent me a 70mm stem to try out, and although it didn’t show up in time for this review, I predict it would have made a noticeable difference in comfort. Canyon uses a 1 ¼” steerer on their forks, so compatible stems and spacers are somewhat limited. When I asked Canyon about the reasoning behind this spec, they claimed it provides a stiffer front end and it’s what they know, which falls in line with their mission not to stray too far away from their core values. There are also products from Zipp and Enve that are compatible with 1 ¼” steerers, and although there are no suspension forks at this time, the crew at Canyon suspects that will change soon.

Canyon x Apidura Collaboration Bags

Canyon’s inspiration behind the Apidura collaboration bags was to offer a set of bags that could be used every day, not just for the occasional bikepacking trip. The bags are a combination of Apidura’s Race and Backcountry line, designed to be lightweight, rugged, and completely waterproof. The range includes a 5L saddle bag, two sizes of frame bags (2.4L and 4L), and a 1L bolt-on top tube bag. All of the bags are made from a proprietary fabric from Apidura, featuring a waterproof, welded construction. The saddle bag has an integrated compression vent to make packing easier, as well as multiple attachment points for a rear light or a dreaded danglemug. The frame bag has a main zippered compartment with internal velcro lash tabs and a non drive-side for smaller items.

Overall, the svelte size of the bags make sense for what Canyon is going for with the Grizl. If you’re looking for a set of everyday bags or something to accompany a larger handlebar bag while bikepacking, like I did with the BXB Piccolo Short Flap, they fit the bill. The wedge-style frame bag is easiest to fit throughout different frame sizes, and is less likely to rub on your knees, so although there is room for a larger half frame bag or a massive full frame, it’s a more versatile option. The only complaint I have is related to the zippers, which aren’t smooth and didn’t align with the German-engineered, lightweight carbon vibe of the Grizl.

While Out Grizlin’

Although I’ve only had the Grizl for a few weeks prior to today’s release, I made it my mission to log as much time on it as I could. That included a couple of fully loaded overnighters, a handful of long gravel rides, and plenty of zipping around town. After my first overnighter, it became clear that the Grizl is better suited for a lightly loaded setup than hauling a bunch of gear. I think my large BXB Piccolo bag, with no gear attached to the fork mounts, was about as much weight as I’d want positioned over the front end. I believe this can be attributed to the steep head tube angle, and long/low front end. The steering felt a touch sluggish, and it lost that lightweight, fun gravel bike feel immediately. The bike as a whole, however, handled the extra weight well, and it was just as smooth and powerful feeling loaded up with bags as it was with nothing attached. I could see the Grizl making a perfect bikepacking rig for anyone comfortable with packing only the essentials, sticking to warmer climates, or for those who prefer to mix an Airbnb or motel room into their itinerary.

The one characteristic that didn’t waiver, no matter the conditions or what I was carrying, was just how smooth the Grizl was. The bone-shaking gravel roads outside of town were no match for the Grizl’s smooth-riding carbon frame and fork, and left little to be desired from an overall comfort standpoint (besides the long stem). As I mentioned earlier, Canyon’s two piece VCLS 2.0 seatpost is an absolute game changer for seated comfort on rough roads, even if it pains me to admit it. The extra compliance and forgiveness it offers make sense for a somewhat aggressive gravel bike like the Grizl and encouraged me to ride faster and further than other bikes I’ve ridden in the same realm.

There were a few quirks, mostly related to that dreamy seatpost, that don’t quite fit the bill from a bikepacking perspective. First, imagining dirt and other grime getting in between the two carbon pieces made me cringe. The other thing is that the tilt of the saddle can only be adjusted by removing the seatpost from the frame completely, and then reinstalling, which should really be done using a torque wrench. Where this gets even more complicated is that the flex of the VCLS seatpost is optimized for the weight of the rider, but adding weight (e.g. a saddle bag) affects how it flexes underneath the rider. I asked Canyon about this, and they said you might notice some flex at around 11lbs (5kg) of additional weight, which means you might need to remove your seatpost and adjust your saddle angle in response to that.

So, what does this all mean? I think Canyon deserves a high five for not over exaggerating what the Grizl is designed for. Both the bike’s design and Canyon’s marketing—free of lofty claims—align with my real-world experience. That’s not to say it isn’t a high-performing, versatile gravel bike, because it certainly is. But instead of diving straight into the monstercross scene, Canyon simply took the popular Grail platform and pumped it up a little, sticking to what they know.


  • Impressively smooth thanks to high-quality carbon and VCLS seatpost
  • Lightweight and fast
  • Fork mounts, downtube mounts, and lots of frame bag space
  • Apidura collab bags are a nice touch
  • Huge size range from XXS to XXL


  • Low stack and long reach won’t be for everyone
  • Gearing optimized for speed, not great for loaded climbs
  • 1 ¼” steerer
  • Model / Size Tested: Canyon Grizl CF SL 8 (Size Large)
  • Actual Weight: 20.6 pounds (9.3kg) with XT pedals
  • Place of Manufacture: Taiwan
  • Price: 2,999 USD
  • Manufacturer’s Details:

Wrap Up

Truth be told, I was hoping that the mystery Canyon was going to be a drop-bar mountain bike of some kind, or at least throw some kind of design curveball that would have me questioning the existence of gravel all together. Instead, Canyon stuck with what they knew and built upon their existing gravel platform. As I mentioned in my review, I can appreciate Canyon sticking with what they know, which in this case is a performance gravel bike with a little something extra. The added tire clearance and mounting points increase capability over the Grail, and the finished product is smooth and powerful.

Although the Grizl wouldn’t necessarily be my first recommendation to someone looking for their first drop-bar gravel bike, I believe that riders who prefer drop bars or who come from a road background might find the Grizl to be a perfect, high-speed gravel rig for events such as Unbound Gravel or The Mid South.

Is This a Prototype Canyon Grail CFR? New Carbon Canyon Gravel Race Bike Spy Shots

Canyon has a new carbon gravel race bike in the works, we’d heard the rumors, we’d seen some teasers, but now we have a detailed up-close look at what could be the next evolution of their popular but divisive Grail gravel bike. Official details are still effectively nonexistent, but I spotted a whole handful of various next-gen Canyon CFR gravel bikes warming up for this weekend’s FNLD GRVL event in Finland this weekend, and even rode next to one for quite some time. It’s a very finished bike, that I’d imagine isn’t too far off from real-world availability, if only passed on the sheer number of Canyon-sponsored riders spied riding the camouflaged prototypes here in Lahti.

Canyon Grail CFR prototype gravel race bike

Just to be clear, I don’t actually know the name of this new carbon Canyon gravel bike, and when I asked Canyon for more info, they told me I would have to wait to find out any details beyond what I happened to see out on the Finnish gravel roads or spotted around the event venue. I suspect I will know more soon, but for now this will truly all be a lot of assumptions.

But with Tiffany Cromwell’s race bike leaned up outside of the Canyon pit area while she was giving interviews to the racing press, a couple more pro prototypes spotted leaning against the legs of various other riders, and riding around a version that appears to belong to one of Canyon’s product development team… I can glean a lot of fun details.

For lack of a better name, I’m going to call it a Grail CFR – based on the fact that Grail is Canyon’s gravel race bike, and CFR because that’s their top-tier race-ready carbon layups, and also because CFR is printed on the toptube.

canyon, grizl, review, gravel, super, bike

What’s New? Tech details

First thing of note to cyclists who know the Grail is that this new Canyon CFR gravel prototype does NOT have the wild double-decker Hover bar. But it still has an interesting integrated cockpit solution, just a more conventional one. Also, the fork looks much deeper (more aero?) and bulkier much like the Grizl‘s fork without extra mounts. But there’s also some wild boxy up top, truncated airfoil down low downtube shaping hidden under some effective camo graphics.

A glove box in the downtube?

There’s also a D-shaped semi-aero seatpost that looks borrowed from Canyon road bikes like the new Ultimate. And a direct mount mini chain guide that appears to also mean this is 2x compatible since there is a little routing port for the Di2 wire of your electronic front derailleur.

A door in the top of the downtube big enough to stuff a spare tube, mini-tools, and other gravel roadside repair essentials inside so you don’t need a saddle bag or to fill up your jersey bib shorts cargo s.

A new integrated 1-piece gravel cockpit?

There’s also a modern one-piece carbon integrated barstem cockpit, and internal cable routing through the upper headset cover.

The bar on Cromwell’s bike looks especially well-suited to gravel racing, with a gently curving backswept top and a medium level of flare to the drops.

As for that cable routing, it is not completely internal through the bar, instead tucking under the virtual stem and entering a very large upper headset cover. It’s big enough that I can’t quite tell if it directs the cables inside of or outside of the upper headset bearing. I’ve got my fingers crossed for outside for the easier maintenance potential. The cockpit also has a molded-in recess to attach a new style of out-front GPS mount. Cromwell’s bike was sporting a 3D-printed mount for her cycling computer, but the product development guy’s bike looked to have a more finished solution that fit his device.

And even though there are not anything cage mounts on the fork, there are still tons of attachment points to play with. Start with direct toptube bag mounts, then Cromwell’s smaller bike gets a frame bag (?) mount above the snap-in glove box door, plus 2 standard sets of bottle cage mounts inside the main triangle, and a cage mount under the downtube.

The bikes also feature bosses under the seatstays where in the past Canyon has bolted on a removable stay to support full coverage fenders. And the back of the fork crown has two side-by-side mounts suggesting a more moto-style self-supporting front fender.

Aero bikepacking bags for gravel racing?

Another one of the slickest details is this super integrated partial frame bag from the R D team bike, with a very-aero snug fit against the boxier shaping at the front of the main triangle. It looks a lot like the Aero Pack System that Apidura developed with Ridley last summer for their optimized Kanzo Fast gravel racing setup.

Canyon worked with Apidura for a customized set of Racing Series bikepacking bags to fit the Grizl two years back, so this looks like a next evolution of that project – literally down to the same orange and black zipper pulls.

On this larger-sized frame there is space under the aerodynamic partial frame bag for the glove box door to peek out, but it’s not clear if you could easily access both at the same time.

I also happened to get the lucky chance to spot a less-painted version of the new Canyon Grail CFR gravel prototype stripped down as the team mechanics were building up a new bike for one of their athletes racing a Shimano Di2 2x drivetrain.

canyon, grizl, review, gravel, super, bike

That gives a bit more of a raw look at the opening for the glove box port in the down tube, and a clearer view of the transition from boxy to aero downtube shaping, without camo tape hiding it. It also shows the removable front derailleur braze-on tab vs. the filler plate or chain guide solution on the other bikes.

Canyon Grail CFR gravel timeline and expected availability?

Here’s some more speculation, and something I am less sure of…

Depending on which bike you look at, a lot about these Canyon CFR gravel prototypes look very well finished and close to production-ready. The pro bikes with shape-obscuring graphics look so close to finished, that I wouldn’t be surprised to see this new bike launch in the next month or two. That aero racing bag looks pretty dial-in as well.

The fact that Cromwell is racing with a 3D-printed GPS mount suggests that part may still be in development. And I doubt Canyon will release a bike that you can’t confidently attach any major cycling computer to it with a proper mount. And the general finish on the frame, and specifically the little glove box door of this development team member’s bike suggest some more refinements remain.

I’d guess ‘end of summer’ for a launch, and since Canyon tend to launch once the bike is actually available, you likely could be racing around your local gravel roads in autumn 2023.

Stay tuned, a new Canyon CFR gravel bike is coming soon!

Bicycling and E-Bike Information

Looking to exchange four wheels for two? Bicycling is a great way to experience the South Rim. Cyclists can enjoy approximately 13 miles (21 km) of roads and Greenway Trails that allow for more intimate explorations along the rim. If you get tired, load your bike or e-bike on one of the park’s bicycle-friendly shuttle buses. there is a bus stop every one-half to one-mile along the 13 mile-stretch.

Bicycles and e-bikes are allowed on all paved and unpaved roads on the South Rim. Be good to yourself and the environment – ride instead of drive.

Regulations: Open Areas to Bicycles and E-Bikes

Open Areas to Bicycles and Class 1 and Class 3 e-bikes: The following are open to bicycles and Class 1 and Class 3 e-bikes:

(a) Greenway. South Rim Residential Sections: The South Rim residential greenway system.

(b) Greenway. VC to Entrance: The greenway beginning south of the Grand Canyon Visitor Center and continuing south, parallel to South Entrance Road / Highway 64, to the park boundary, south of the South Entrance. This includes the spur greenway trails into Trailer Village and Mather Campground.

(c) Greenway. VC to SK: The greenway beginning south of Grand Canyon Visitor Center and continuing east to Pipe Creek Vista and the South Kaibab trailhead.

(d) Greenway. VC to Village: The greenway beginning south of Grand Canyon Visitor Center and continuing south of Village Loop Road to Grand Canyon Village.

(e) Hermit Road Greenway: The Hermit Road Greenway beginning at Monument Creek Vista and continuing to the junction with Hermit Road (approximately ¼ mile east of Hermit’s Rest).

(f) North Rim Bridle Trail: The Bridle Trail on the North Rim, between the North Kaibab Trailhead and the Grand Canyon Lodge.

Roads Open to General Motor Vehicle Traffic:

All roads open to general motor vehicle traffic are also open to bicycle and Class 1, Class 2, and Class 3 e-bike use.

Regulations: Closed Areas to Bicycles and E-Bikes

Closed Areas to Bicycles and E-Bikes:

All other areas of Grand Canyon National Park remain closed to the use of bicycles and e-bikes, including the section of greenway directly on the rim between the greenway intersection to the southeast of Mather Point and the Bright Angel Trailhead on the South Rim.

Regulations: E-bikes

E-Bikes: The term “e-bike” means a two-or three-wheeled cycle with fully operable pedals and an electric motor of less than 750 watts (1 h.p.).

  • Class 1, and Class 3 e-bikes are allowed in Grand Canyon National Park where traditional bicycles are allowed.
  • All e-bikes are prohibited where traditional bicycles are prohibited.
  • Except where the use of motor vehicles by the public is allowed, using the electric motor to move an e-bike (Class 2) without pedaling is prohibited.

Bicycling on the South Rim: Hermit Road

Scenic Hermit Road follows the canyon rim for 7 miles (11 km) and is one of the best places in the park for cycling. Most of the year, private vehicle restrictions eliminate most traffic. Shuttle and tour buses do utilize the road, so cyclists should pull to the right shoulder in a safe location, dismount and let buses pass.

The Hermit Road Greenway Trail, between Monument Creek Vista and Hermits Rest, provides a 2.8-mile (4.5 km) bicycle path away from the road and, in places, along the rim of Grand Canyon.

Bicycling on the South Rim: S. Kaibab Trailhead Yaki Point

Looking for a scenic, yet shorter cycling opportunity? Follow the paved Greenway Trail to the South Kaibab Trailhead and then ride along Yaki Point Road to Yaki Point. Access the Greenway near Grand Canyon Visitor Center and follow the South Kaibab Trailhead signs. In about 2.4 miles (3.9 km), you will come to the trailhead parking area.

canyon, grizl, review, gravel, super, bike

From here, turn right and follow the trailhead road until you come to Yaki Point Road. Make a left and follow it 0.5 miles (0.8 km) to Yaki Point. There are plenty of spectacular canyon views along the Greenway Trail and once you reach Yaki Point.

Like Hermit Road, private vehicle restrictions eliminate most traffic. Shuttle and tour buses do utilize Yaki Point Road, so cyclists should pull to the right shoulder in a safe location, dismount and let buses pass.

If you become tired of cycling, you can catch the Orange Shuttle ( Kaibab Rim Route ) at Yaki Point, The South Kaibab Trailhead, or Pipe Creek Overlook, put your bike in the front rack, and ride the bus back to the Visitor Center.

South Rim: Park in Tusayan Ride the Shuttle

Want to leave the long entrance lines and parking frustrations behind? Ride the Tusayan (Purple) Route Shuttle into the park, then cycle along the park’s roads and Greenway Trails.

The Tusayan (Purple) Route will be in service between Memorial Day and Labor Day, 2023.

If you are looking for a fun, mostly downhill ride back to Tusayan – pick up the Greenway Trail near Grand Canyon Visitor Center and follow the signs to Tusayan. It is a 6.5-mile (10.5 km), downhill ride on a smooth, paved trail.

You can also ride your bike or e-bike into the park from Tusayan, but be prepared for a steady, 6.5-mile uphill ride and no services, including water or cell phone coverage, until the Grand Canyon Visitor Center.

You must have a valid park entrance pass to ride the Tusayan Shuttle. For more detailed information about the Tusayan (Purple) Route, and how to purchase a park entrance pass, visit this webpage

South Rim: Bicycle Rental Tour Info

Bright Angel Bicycles visit the link for their current hours of operation.

Don’t have a bike with you? Rent one from Bright Angel Bicycles, adjacent to the Grand Canyon Visitor Center.

Bright Angel Bicycles provides rentals and guided bicycle tours between mid-March and October 31. When the weather permits, rentals and tours may be offered at other times of the year. check their website for current availability.

There is also a small coffee bar and café with a grab go menu targeted toward hikers, bikers and pedestrians. The café is open year-round.

South Rim: Bicycle Repairs

Cyclists should always carry a small repair kit. However, if you cannot repair your bicycle, Bright Angel Bicycles offers these services.

Bicycling on the South Rim: Rules of the Road/Safety

Cycling is a great way to experience the South Rim of the Grand Canyon; however, please remember the following rules and guidelines:

Cyclists, including e-bikes…

  • Are subject to the same traffic rules as automobiles share the road with vehicles
  • Should use extreme caution when riding on park roads. shoulders are narrow vehicle traffic is heavy
  • Should ride single file with the flow of traffic. there are no designated cycling lanes
  • Must wear a helmet
  • Should see and be seen. wear bright colors
  • Must load and unload their own bikes and/or e-bikes from park shuttle buses
  • Should safely pull to the right side of the road, dismount and let buses pass (applies to Hermit and Yaki Point roads only)
  • Must yield to pedestrians let them know you are approaching from behind with a bell or calm voice
  • Should bring sufficient water and snacks
  • Should acclimatize – the South Rim is at 7,000 feet (2,134 m) above sea level
  • Be prepared for possible weather changes

Bicycling on the South Rim: Touring/Camping

Traveling to the South Rim via bicycle?

Bicyclist campsites are available at Mather Campground on a first-come, first-serve basis. Bicycle/backpacker sites are 6.00 per person, per night.

NO cars are allowed.

The South Rim of Grand Canyon averages 7,000 feet / 2,134 meters above sea level. The North Rim averages 8,000 feet / 2,438. Visitors with respiratory or heart problems may experience difficulties. Exercising at this elevation can be strenuous. Please use caution and when engaging in any physical activities and use care not to push yourself. Always check the weather before exercising outside.

Bicycling on the North Rim

The North Rim also has cycling opportunities to allow for more intimate explorations through this delightful, forested landscape.

Bicycling on the North Rim: Bridle Path

The Bridle Path is a hard-packed, multiuse trail that traverses the forest in the North Rim developed area. It is a 1.9 mile (3.1 km) trail that connects the North Kaibab Trailhead with the Grand Canyon Lodge. Please refer to the North Rim Map for more details.

Bicycling on the North Rim: Arizona Trail

The Arizona Trail segment on the North Rim provides great mountain biking opportunities. The trail traverses 12.1 miles (19.5 km) of forest inside the park. The trail continues north of the park boundary in the Kaibab National Forest.

You can access the Arizona Trail on the North Rim from the North Kaibab Trailhead parking lot. The trailhead is at the south end of the parking lot. Before embarking on this easy to moderate trail, please review important information at the following web site.

North Rim: Bicycling to Point Imperial or Cape Royal

Riding along the Point Imperial or Cape Royal roads is not recommended and is extremely hazardous. Both access roads are narrow, have minimal shoulders, and have numerous sharp corners, which can lead to blind spots for both drivers and cyclists. Vegetation along the roads also minimizes line of sight for all road users. There are other cycling opportunities along the North Rim, as outlined above.

Bicycling on the North Rim: Rules of the Road/Safety

Cycling is a great way to experience the North Rim; however, please remember the following rules and guidelines:

  • Are subject to the same traffic rules as automobiles share the road with vehicles
  • Should use extreme caution when riding on park roads. shoulders are narrow vehicle traffic is heavy
  • Should ride single file with the flow of traffic. there are no designated cycling lanes
  • Must wear a helmet
  • Should see and be seen. wear bright colors
  • Must yield to pedestrians let them know you are approaching from behind with a bell or calm voice
  • Should bring sufficient water and snacks
  • Should acclimatize – the average elevation on the North Rim is 8,000 feet (2,438 m)
  • Be prepared for possible weather changes

Bicycling on the North Rim: Touring/Camping

Traveling to the North Rim via bicycle?

Bicyclist campsites are available at the North Rim Campground on a first-come, first-serve basis. Bicycle/backpacker sites are 6.00 per person, per night.

NO cars are allowed in the bicycle/backpacker campsites.

VIDEO and Photo Feature: Canyon Grail Gravel Bike with Hover System – Sea Otter 2018

Arguably one of the most controversial gravel bikes on the market, the Canyon Grail is either loved – or hated. Within hours of the bike’s announcement, the internet was covered in Grail related memes and a ton of publicity – good and bad. No matter your take on the bike, the Canyon Grail is a marketing department’s dream! JOM of the Gravel Cyclist crew caught up with Devon, Canyon’s Director of Marketing, to get the inside scoop on the Canyon Grail.

Don’t forget to Like the Gravel Cyclist page, follow G.C. on Instagram and subscribe to our YouTube Channel. We are also on !

Canyon Grail Gravel Bike Photos

Above, the Canyon Hover handlebar. You’re going to love it. Or hate it.

In person, the Hover handlebar looks sharp, but definitely isn’t for everyone.

Canyon has a history of producing clean and aerodynamic road bikes, with cables well hidden from the wind. The Grail isn’t so clean aerodynamically looking head on, and one has to wonder if they’ll clean up this area of the bike in a future release?

This variant of the Canyon Grail features the company’s VCLS 2.0 carbon leaf spring seatpost.

Watch this space. We hope to procure a Canyon Grail for a long-term review in the near future!

Комментарии и мнения владельцев on “ VIDEO and Photo Feature: Canyon Grail Gravel Bike with Hover System – Sea Otter 2018 ”

I don’t see integrated cockpits like this and the ones on aero bikes as very practical for someone who is not getting a new bike every year like the pros. In 10 years when you need a new bar or need to change your fit will that be possible? Not only is the stem integrated with the bars but the frame only works with these bars as well. I personally want a bike I know I’ll be able to get parts for for a long time. I’ve crashed and needed new bars and recently changed my position on my 1985 Cannondale and had no problems getting parts, I don’t expect that the same would be true for this bike.

It will still be interesting to see how you like it. If this bar idea catches on it certainly could be made so that it worked with a standard stem and avoided the issues associated with integrated bars.

I agree with the above comment; if you don’t like the bar that comes with the bike you are locked out of ever changing it. This type of non-standardized design may provide some specific advantages out of the box, but isn’t suitable for the needs of the vast majority of riders over time. Cost/benefit analysis says NO.Also… if you are at SOC, can you just wander over to the SRAM booth and see if, you know, there is a new mountain etap group, or a 1 x 12 road group over there? No news from SRAM is quite surprising!

I can’t tell if someone was having a medical emergency in the background or if it was a rutting moose.

Probably a rutting moose having a medical emergency…….

One of the vendors was giving away vuvuzelas…

I agree – integrated cockpits suck for mere mortals. When I went to Belgium in 1962 as a 19 year old amateur to race as one of the first American’s to cross the pond after WW II, I was surprised to see older riders with road bikes with their handlebars installed upside down. This allowed them to ride in a comfortable upright position. You can do the same if you so desire — and it will cost a heck of a lot less then that Canyon abortion. BTW, I’m not liking Canyon lately. There business model is to sell online direct to the consumer in the USA. Thereby cutting out support for a dealer network. Instead, I’m told that they are flooding pro teams with free bikes and support. This raises Canyon’s market profile, and saves them the expense of supporting a bricks and mortar dealer network. In the long run, we consumers will suffer if this new business model is adopted by the industry. We all need good local bike shops!

Somehow, it doesn’t actually look as odd in video as it did in previous stills I’ve seen. Also, is it just me, or does anyone else shake their heads when they see someone wearing sunglasses and a baseball cap turned backwards?

JOM says:

The bike definitely looks a lot sharper in person. As for the baseball cap… each to his / her own I guess!

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