gravel bike trek checkpoint alr 5 test

Trek Checkpoint ALR 5 review – a confident, capable gravel bike

Trek's updated aluminum checkpoint is a surefooted, confidence-inspiring ride that's perfect for ruined back lanes, byways and well-laden travels.

Bike Perfect Verdict

The reshaped Checkpoint frame neatly combines confidence-inspiring stability with a fun, engaging feel which goes well at all speeds on all sorts of surfaces. This might not be the lightest or fanciest build, but the key bits are great and the rest just quietly works.

Stable and predictable

Comfortable

Great shifting and brakes

Gearing a bit tall for the weight

Could use a dropper post

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The aluminium-framed ALR models sit at the bottom of Trek's Checkpoint range, with the lighter carbon SL and race-focused SLR bikes above, but in truth that's not a bad place to be. The ALR 5 gets a full set of excellent Shimano GRX components for the drivetrain and brakes, decent tires on tubeless-ready rims and lots of rack and fender mounts. 

The result is a surefooted, confident bike that's ready for exactly what Trek says it's for – gravel riding for fun, commuting or just general adventures. Which is pretty much what most people are after when looking for the best gravel bikes or best cheap gravel bikes .

Design and geometry

For 2023, the Checkpoint frame has seen some changes – basically it's got longer both in the front centre and the chainstays, and the stem is shorter to compensate. I tested a 58cm, and compared to the 2021 model it has 10mm longer chainstays, 20mm more reach and is 26mm longer overall. The 90mm stem and 60.9cm/41.1cm stack and reach figures keep the overall riding position fairly relaxed, with a usefully tall front end and slightly head-down, but certainly not front heavy, bias.

The head angle is the same as before at 72.3 degrees, presumably to keep the steering decently snappy, as is the bottom bracket drop at 7.4cm. 

This might be the 'poor man's' model with its humble alloy frame, but that doesn't mean it's unsophisticated. The various touring-friendly mounts are complimented by internally-routed cables that help a lot when strapping on frame bags or cages, as well as keeping them generally out of harm's way. I did find several of the bungs protecting the mounting/cable holes disappeared overboard on rough trails though, so if you want to keep filth out of your threads/frame you might want to stock up – or wind in some actual bolts where you can.

Components and build

Trek has spent the budget wisely here, speccing the excellent Shimano GRX shifters, levers and hydraulic brakes. The flat-fronted levers are particularly good for grip when it's rough, the shifts are always positive and the two-piston calipers are powerful and easy to modulate on the 160mm discs. Basically, the whole stop and go thing is covered perfectly.

Well, almost perfectly. The 2x11 drivetrain gives a very useable spread of ratios, but for the most serious off-road climbing it's a little high. At the top end it's good for 35mph before you spin out, which is great for the road and fireroad descents, but leaves the lowest gear (30/34t) slightly high for the steepest, techiest climbs. That's especially true if the bike's loaded up.

That's the lowest combination of ratios that will fit, though, so your options there are either to keep the bike as light as possible, fit a 1x crank and lose a fair bit of top speed, or get stronger...

The finishing kit is all in-house Bontrager stuff, and while it's all perfectly good they're pretty easy targets for weight loss upgrades. The Bontrager Elite Gravel bar is 44cm wide on this frame size with a good flare to the drops for extra leverage, and the comfy GRX hoods tilt inwards just enough to encourage a slightly elbows-out stance that's good for control.

The wheels – Switch hubs, 21mm wide Paradigm rims (the SL version on one end, presumably the front) and 24 spokes on each – are similarly utilitarian, being strong, middling for weight and entirely decent for the job. Wearing Aeolus XXX rim strips they're tubeless ready, and so are the Bontrager GR1 Team Issue tires, which is nice – in fact, Trek lists 6oz of its TLR sealant as a 'tire part,' so presumably consumer bikes are supplied already set, just as our test bike was.

The tires are predictable and confidence inspiring on the unusually dry terrain of our test period, as well as on tarmac both damp or dry, but are clearly not designed for mud. There's room in the frame for up to 45mm rubber should you want to go wider.

Oh, and while the front axle looks like you'll need to carry a hex key to get it out, the lever on the rear thru-axle actually pulls out to fit in either one. 

Performance

The Checkpoint has a confident feel – its length and reasonable heft keep it planted, while the steering is stable without being sluggish. It's the same whether you're on gravel or tarmac, and predictable in a friendly but not boring way. The chunky headtube and sizeable welded junctions do a great job of keeping it tracking where it's pointed in the rough.

Despite the chunky, almost box-section seatstays and generally rigid-feeling frame, it's comfortable for long rides, thanks to the high volume tyres, well-cushioned bar tape and a supportive, hammocky P3 Verse Comp saddle you really sit 'in'.

Get up some speed on gravel though and there's no disguising the aluminum build. By 30mph on a fireroad, your hands and feet are taking some serious vibes, and the chatter from sustained speed does reduce comfort. 

Switching to carbon at the bar (and at the Bontrager seatpost) would both increase comfort and reduce weight, and though I found the saddle supportive and comfy both for long rides and hard pedaling efforts, it does have steel rails – it's another easy and relatively cheap target for weight loss and vibe reduction.

Alternatively, if you want more speed whatever the trails do, fit the best dropper post that will suit the 27.2mm seat tube and reap the rewards.

Personally, I would have quite liked the shorter cranks of the smaller sizes instead of the 175mm GRX RX600s fitted here, which would allow an even lower BB for descending confidence, but that's really just preference. The 7.4cm BB drop is pretty low in the scheme of things, cornering feel is predictable, and ground clearance is good.

This is an extremely usable yet still very enjoyable bike. It nails that '2/3rds road bike, 1/3rd XC bike' feel that makes gravel bikes so good for so many things – commuting while avoiding the worst traffic, touring, exploring dilapidated rural lanes, getting in hard climbing efforts away from ANY traffic, or just generally getting out there and enjoying the view. 

It's comfortable and reassuring from the off whatever the surface, and the money's been spent in the right places – this is a really solid base for years of riding fun.

Test conditions

• Temperature: Rarely less than 20 degrees C and up to 35
• Conditions: Dry, hard and dusty with almost zero rain
• Trails: Mountain singletrack, bridleways, forest gravel and crumbling rural lanes

Tech specs: Trek Checkpoint ALR 5

• Price: $2,500 / £2,400
• Discipline: Gravel
• Frame size tested: 58cm
• Seat tube angle: 72.5°
• Head angle: 72.3°
• Effective top tube: 59.7cm
• Bottom bracket drop: 7.4cm
• Wheelbase: 105.8cm
• Reach: 41.1cm
• Frame: 300 Series Alpha Aluminium
• Tires: Bontrager GR1 Team Issue 40mm, Tubeless Ready 
• Drivetrain: Shimano GRX
• Sizes: 49, 52, 54, 56, 58 (tested), 61cm
• Claimed weight: 9.75 kg / 21.5 lb (56cm)

Steve is a highly experienced journalist and rider who's been involved with bikes of all kinds for more years than he would care to remember. Based in South Wales, he has mile upon mile of swooping singletrack, an array of plummet and winch descents and everything in between right on his doorstep.

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Road Test: Trek Checkpoint ALR5 Driftless

This article first appeared in the July/August 2023 issue of Adventure Cyclist magazine.

The Driftless is a special edition of Trek’s Checkpoint gravel bike, and its moniker refers to the Driftless Area of the Midwest — specifically Wisconsin, Trek’s home state. Thanks to the internet, I now know that the Driftless Area was never covered by ice during the last ice age and therefore lacks glacial silt deposits, known as drift. Elsewhere in the Midwest, receding glaciers flattened the landscape; not so in the Driftless, where you’ll find steep hills and deep, narrow river valleys.

Trek’s Checkpoint is available in several iterations in carbon or aluminum and 1x or 2x drivetrains. The Driftless, however, comes in only one spec, but it’s a good one: aluminum frame, carbon fork, 1x drivetrain, dropper post, and bolt-on half framebag. The Driftless is also available in only one color, a dark red that Trek calls — wait for it — Satin Cobra Blood . If that didn’t come out of an ayahuasca fever dream, I don’t know what would. But look closely at the paint and you’ll see topographical lines that, according to Trek, evoke the Driftless Area. It’s a sharp-looking bike. And when you open the framebag, you’ll see the red topo pattern repeated on the interior fabric. That deserves a chef’s kiss right there.

The Driftless comes out of the gate ready for loaded adventures, featuring rack and fender mounts, four bottle mounts, triple mounts on the fork, and mounts for a top tube bag. With the framebag installed on the size 56cm I tested, I was able to fit a small bottle on the seat tube and a large bottle on the downtube. The framebag’s main compartment features three pockets, which is great for keeping things like your phone, wallet, keys, and a multitool handy without bouncing around. If you want to carry more water bottles, you can always remove the framebag to take advantage of the upper downtube bottle position: the inner triangle can carry up to three bottles.

For the drivetrain and brakes, Trek chose high-end Shimano GRX bits, which provided crisp shifting and easy, one-finger braking. With no front derailer, the left shifter is available to actuate the dropper post, a feature I absolutely loved. But with a 40T chainring and an 11–42T cassette, the Driftless had less gearing than I would prefer, especially on a bike named for a region with steep hills and with designs on loaded riding. The Easton dropper post provided only 50mm of travel, which for a bike like this is plenty. It’s just enough to lower your center of gravity but not so much that you can’t still get a few pedal strokes in.

As for the rest of the spec list, it’s a lot of Bontrager-branded stuff that worked quite well. I liked the shape and feel of the handlebar with its 13° flare, but I found the 420mm width a tad narrow. Likewise, the Bontrager wheels rolled just fine, but with only 24 spokes per wheel, they might not be ideal if you plan on really loading this bike up. The GR2 tires rolled quickly on pavement and provided a ton of grip on dirt, and they managed to survive the sharp rocks and scattered broken glass here in Salt Lake City, which is no small feat.

So aside from a cool paint job, a nifty framebag, and a dropper post, it’s just a gravel bike, right? Wrong. Somehow, the Wisconsin brand has created one of the most fun bikes I’ve ever thrown a leg over. The Driftless was screamingly quick on the road, even with its off-road tires — I quickly realized that being able to drop my butt 50mm on canyon descents makes me go much, much faster and with way more confidence — and with its short wheelbase and steep-ish head angle, it was an absolute riot on dirt, especially singletrack. A term we don’t often use in this publication is tossable , as in maneuverable, twitchy. With the slightest input, I could snake this bike around rocks and drift around corners like a hooligan. On one of the most fun days I’ve ever had on a bike, I rode the Driftless 20 miles on pavement to a trailhead, rode 20 miles of singletrack on green and blue mountain bike trails, and then rode 20 miles of pavement home. I couldn’t feel my legs the next day, but it was worth it.

So what’s this bike’s special sauce? I have no idea. The bike felt short and twitchy and pointy , as we say in the mountain bike world, but it was also surprisingly compliant. Something I’ve come to learn recently is that manufacturers have figured out how to make aluminum frames that don’t beat you up, and the Driftless is one such bike. But I also think the carbon fork and the low spoke count of the wheels played a role in the ride feel as well. Without isolating the various factors, it’s hard to point a finger at the source. But I tend to think that Trek hit upon a magical combination, and I’d be wary of replacing any one thing for fear of compromising this bike’s unique qualities.

Trek Checkpoint ALR5 Driftless

Best uses: Road, gravel, light touring, singletrack

Price: $2,800

Frame: Alpha Aluminum, rack and fender mounts, four bottle mounts, top tube mounts

Fork: Carbon, rack and fender mounts, triple mounts

Weight: 22.2 lbs. (with framebag and two bottle cages)

Available sizes: 49cm, 52cm, 54cm, 56cm, 58cm, 61cm

Size tested: 56cm

trekbikes.com

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Trek Checkpoint ALR5 review

A fine all-rounder with special touches

Robert Smith / Immediate Media

Robin Wilmott

Fine frameset, good spec and great performance

It would be good to see bigger tyres fitted from new

Owing far more to the fantastic Boone and Crocket cyclocross bikes than Trek’s road models, the Checkpoint has all the bona fide features you would expect for a bike of this genre. There is also a feature you might not expect — adjustable rear dropouts to support singlespeed riders.

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Trek Checkpoint ALR5 frame and kit

My ALR5’s aluminium frame has classic looks with unfussy round or ovalised tubes, neat welds and glossy paintwork. It sports numerous mounts for racks front and rear, mudguards, options for one bottle-cage on the seat tube, two on top of the down tube, and one beneath it.

There’s neat internal cable and hose routing through the down tube via a single port, externally on the fork, and beneath the chainstays, and for those who think this bike has 21 gears too many, Trek’s adjustable Stranglehold dropouts allow conversion to singlespeed.

At first glance the barely more than 3mm gap between the left crank and chainstay could have been a concern, but it hasn’t proven to be.

For the dedicated gravelista, those same dropouts permit some wheelbase length alteration too, making room for bigger rubber — the ALR can take 45mm tyres — increasing stability, or keeping the rear-end tight.

In standard form, the ALR5 shares its chainstay length and wheelbase with the equivalent-sized Boone, has a slightly slacker seat angle and fractionally steeper head angle, with a shorter head-tube, longer effective top tube and lower bottom bracket.

All that boils down to a bike that, although not aimed at cyclocross-level technical riding, is quick over mixed terrain, and super-stable, making a solid platform to add some luggage to.

Trek Checkpoint ALR5 ride impressions

It shifts on tarmac, with 50psi in the 35mm Schwalbe G-One gravel tyres, clipping along at 18mph-plus wasn’t hard, and I pedalled away from a road bike or two.

Hitting the potholed, dirt road, the Checkpoint displayed ’cross-bike agility to carve lines around the worst obstructions, although its near-10kg weight almost grounded the first bunny hop I tried.

The ride quality is firm but well damped on rough tarmac, and much the same on hardpacked dirt or gravel. Although I’d rather see bigger tyres supplied, the relatively thin 35mm tyres, generous pressures and only limited assistance from the aluminium vibration-reducing, gel-padded bar and 27.2mm seatpost, mean seated comfort wouldn’t be a concern for lengthier rides.

The plush Montrose Comp saddle helps too. With heaps of flex from its surprisingly mobile shell, and a central cutout, it’s a good match.

The drivetrain is all Shimano 105, with the RS505 hydraulic levers and calipers stopping the bike effectively. A 50/34 compact chainset mated with 11-34 cassette gives good, closely spaced ratios in almost every circumstance, with a 1:1 lowest gear for big climb grinds.

The frame’s detailing is excellent, and even Bontrager’s TLR tubeless-ready wheelset feels quite willing in this build, but there is a maximum total weight limit, including rider and luggage, of 125kg.

They’ll never be a fast option, but the TLRs are pretty robust, versatile and will give good service. Turning them tubeless or replacing them with something friskier could turn a satisfyingly composed frameset into a contender for your do-it-all bike.

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2022 Trek Checkpoint ALR 5 Review

Garret seacat, c.s.c.s..

Reviewing the all-new 2022 Trek Checkpoint ALR 5

The 2022 Trek Checkpoint ALR 5 is a welcomed update to an already successful line of gravel bikes from Trek. As a long-time cycling coach and native of the Flint Hills of Kansas, we didn’t hold back on our Trek Checkpoint ALR 5 review. 

2022 Trek Checkpoint ALR 5

• Lighter frame than the previous version
• Nicely equipped components.
• Feels quick and nimble even with the long-wheelbase
• Updated geometry
• Lifetime Warranty
• We don’t mind but the removal of sliding dropouts
• Not as relaxed geometry as Trek Domane making it more of a race bike than a relax gravel bike

First Impressions

The Checkpoint needs almost no introduction to most riders familiar with the gravel scene but this year brought along an update to the already popular bike. While you could spend big money and go for the incredibly well-equipped and lightweight SLR model, we decided to stay more modest and review a more humble ALR 5 that will likely find its way into your garage.

Before we get too far, I want to mention I am VERY familiar with the Checkpoint, and this is the 4th different one I’ve owned. And well before that, I was part of a bike shop that helped contribute and give input on the “new gravel” bike from Trek, or what we would later learn was the first version of the Checkpoint. I sold my 2020 SL after just deciding it wasn’t the right fit for me, but here I am again with another Checkpoint added to the stable of bikes.

Straight out of the box, I was impressed with how light it was, even with all the stock components at the time. Also, the updated paint schemes on all the models are gorgeous in person! However, I quickly realized while assembling the bike my taste for carbon would likely result in some upgrades reasonably quickly to help lighten the bike even more and improve the feel. More on that later.

Riding the Checkpoint

It wouldn’t be a Checkpoint ALR 5 review without putting it on the gravel in Kansas, and luckily that’s exactly where we are located. While you miss out on the Iso-Speed of higher-end carbon Checkpoints, you won’t notice it much. Having ridden a variety of carbon Trek bikes with Iso-Speed, I was pleasantly surprised at the ride quality of the ALR. To help take the edge off, I added an RSL seatpost, and then the bike came to match the ride quality of much more expensive bikes.

On the same idea of changing things, take the stock tires ASAP. They aren’t that good! They roll fast, but you will flat in no time and ruin that new bike experience.

After a quick 20-mile break-in ride with stock parts, I changed the wheels to a pair of Bontrager RSL 37V and changed the seatpost and stem to Bontrager RSL carbon bits. I also put a wider 44cm width bar on. Is this necessary? Absolutely not, but the bike really comes alive!

One note on the geometry, it feels great but is noticeably different than the previous model. While the effective top tube says it is longer it felt shorter! The wheelbase also got shortened this year but has more front toe clearance and a similar chainstay length to previous years.

Since putting this bike together, I have almost shelved my carbon bikes completely. I even went to a couple of gravel races and left the carbon race bike at home because I enjoy the new Checkpoint ALR 5 that much! The best part is having riders come over and pick it up and their shock when I tell them how much I have invested in it compared to what they have spent.

Final Thoughts

At $2500 retail, you cannot go wrong with the Checkpoint ALR 5. It is just a all around fun bike to ride. The stock Shimano GRX R600 and R800 components and tubeless-ready wheels will have you ready for whatever you want. If you can swing it, grab a carbon seat post, I recommend the Bontrager RSL for the “flex” to help take a little more out of the gravel.

If you can find a shop with an ALR 5 in stock then give it a ride and don’t think twice about taking it home if it fits!

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2022 Trek Checkpoint gravel bike review: Longer, but not slacker

Major geometry changes make for a new personality that’s rowdier, but also perhaps more polarizing..

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Story Highlights

What it is: Trek’s second-generation gravel bike family|| Frame features: Carbon fiber or aluminum construction, longer and more progressive frame geometry, integrated down tube storage and IsoSpeed rear pseudo-suspension on carbon models, cleanly hidden internal/external hybrid routing, lots of mounts, T47 threaded bottom brackets|| Weight: 950-1,450 g (claimed, frame only); 8.65 kg (19.07 lb), as tested, 52 cm size, without pedals or accessories|| Price: Starting at US$2,400 / AU$3,200 / £2,250 / €2,400; topping out at US$12,000 / AU$16,500 / £11,000 / €12,000|| Highs: More forgiving handling, size-specific IsoSpeed tuning on the SLR models, reasonably headache-free cable routing, traditional frame shaping|| Lows: Handling is more stable but also more sedate, strange bar bend on some models

Going a little deeper down the gravel rabbit hole with a longer front end

Trek’s original Checkpoint was a runaway sales success, offering very good capability on mixed terrain while retaining the nimbleness and agility of road and cyclocross bikes that many nascent gravel riders enjoyed. But as popular as that bike family has been, gravel bikes have continued to veer further into proper off-road terrain since then, and the new second-generation Checkpoint has evolved to keep up with those trends.

By far, the biggest change is in the new Checkpoint’s frame geometry.

Gravel bikes have grown steadily longer up front, and Trek has definitely hopped on that bandwagon here — albeit in its own way. Reach and front center dimensions on the second-generation Checkpoint have grown by about 2 cm across the board, and a 10 mm bump in chainstay length has added further to the total wheelbase (the old Stranglehold adjustable rear dropouts are gone). 

Stem length and handlebar reach each decrease by 1 cm to maintain the same riding position as before, and overall stack dimensions have changed by no more than 6 mm.

Head tube angles have slackened only very slightly, but that’s coupled with a drop in fork rake from 49 mm to 45 mm. Trail dimensions have grown as a result for more steering stability, but the trail figures still aren’t too crazy. Whereas the old Checkpoint was quite road-like with trail measurements ranging from 59-66 mm, depending on size, the new ones sit at 65-74 mm. 

Down below, bottom bracket drop remains unchanged at 74-78 mm, depending on size.

Overall, the intent is to add some stability to the Checkpoint while still retaining some of its trademark agility — and it’s also somewhat telling that the axle-to-crown length of the revised fork intentionally doesn’t account for switching to a suspension fork. 

Interestingly, claimed maximum tire size remains unchanged at 700×45 mm (40 mm-wide tires come stock across the board), although 650b setups finally get the official Trek seal of approval, at least for tires up to 2.1″-wide.

Built-in burrito storage, hidden cabling

Integrated into the down tube of carbon fiber Checkpoint models is the same cleverly integrated storage compartment as is already found in the Domane SLR and multiple Trek mountain bikes. A single lever secures the smartphone-sized hatch, and there’s enough room inside for an included tool roll with compartments for an inner tube, CO2 cartridge and inflator, a tire lever, and a bit more. Directly attached to the underside of the hatch is a holder for a Bontrager mini-tool, too, although it’s missing a chain tool and there’s no obvious dedicated location to add one, either, so you’ll want to source a compact model yourself. 

If you’re open to carrying the repair items somewhere else, I can also say that I’ve done the hard research to confirm that the down tube is sufficiently spacious — and the hatch opening sufficiently wide — for you to stuff an actual burrito inside (just don’t forget it’s in there).

Cable routing is slightly revised from the previous Checkpoint, and arguably an improvement over some of the bonkers fully-internal setups we see on many other drop-bar bikes these days. 

Similar to what Trek has already done on multiple Madone and Domane models, brake hoses and derailleur lines now enter the frame through openings in the upper headset cover. The handlebar and stem are otherwise completely normal items, though, so while the routing is tidier than it used to be (which can actually come in handy if you like to run handlebar bags), it’s not quite as much of a maintenance headache as more fully integrated setups. 

Trek has also equipped those headset cover ports with some rubber gaskets, unlike the more gaping holes on the Madone and Domane. This should keep out a lot of dirt and debris, but water will still trickle in there, so keep that in mind if you tend to wash your bikes frequently, especially since headset bearings will require you to fully disconnect all of the control lines. 

Two Checkpoints now become three

So just how popular was the original Checkpoint? Popular enough that Trek saw fit to add a third variant to the existing SL carbon fiber and ALR aluminum versions.

The new top-tier Checkpoint SLR is aimed more at gravel racing, built with a lighter-weight OCLV 700 carbon fiber blend and a new version of Trek’s Top Tube IsoSpeed pseudo-rear suspension system, complete with an integrated no-cut seatmast and carbon fiber topper. This Top Tube IsoSpeed variant isn’t adjustable like it is on the Madone SLR or Domane SLR, but Trek says it’s been tuned to be on the cushier side of things (similar to the current Domane SLR when its slider is set nearly to full-soft). 

Moreover, since this new Top Tube IsoSpeed design’s flex patterns aren’t tied to frame size, smaller frames can be made more compliant than larger ones, which is the opposite of what you get with the original seat tube-based IsoSpeed (since longer tubes flex more than shorter ones). An integrated elastomer damper promises to minimize bounciness, too.

Going along with that racing bent, the new Checkpoint SLR also features mounts for up to four water bottles (three inside the main triangle on larger sizes) and a top tube feed bag, but the rear rack mounts of the first-generation Checkpoint SL are gone, along with any sort of carrying capacity on the fork. Front and rear fender mounts are still standard, though, to help make the Checkpoint SLR better suited to all-weather duty. 

Claimed weight for an unpainted 56 cm Checkpoint SLR frame without hardware is 950 g.

The second-tier Checkpoint SL carries on with the same mid-range OCLV 500 carbon fiber as the original model, along with the same seat tube-based IsoSpeed pseudo-rear suspension design. Whereas that first-generation Checkpoint SL also had a no-cut integrated seatmast, though, this newer Checkpoint SL switches to a conventional 27.2 mm round seatpost.

That also makes it compatible with internally routed dropper seatposts should you decide to run one, which is in keeping with Trek’s intent for this to be the “sendier” of the two carbon Checkpoint models. This one also gets additional rear rack mounts and accessory mounts on the fork blades for more carrying capacity should your definition of “sendy” comprise just heading deeper into the wilderness for longer periods of time.

Claimed frame weight is 1,150 g for the Checkpoint SL, or about 200 g heavier than the Checkpoint SLR.

Rounding out the new Checkpoint family is the aluminum Checkpoint ALR, TIG-welded from Trek’s hydroformed and butted Alpha 300 aluminum tubing. Aimed at gravel riders on tighter budgets — or even commuters who just want something a little sportier — this one retains front and rear fender mounts, rear rack mounts, fork bottle mounts, a top tube feed bag mount, and up to four bottle mounts on the front triangle. Unfortunately, though, the down tube storage compartment doesn’t make the cut here.

Claimed weight for an unpainted 56 cm Checkpoint ALR frame is 1,415 g.

Now, you might be asking yourself at this point why Trek hasn’t incorporated the Front IsoSpeed mechanism from the Domane SLR into the new Checkpoints. After all, if a big part of the game when it comes to gravel bikes is compliance, shouldn’t a softer ride be better? 

Well, yes. However, Trek says that while Front IsoSpeed pays comfort dividends on something like the Domane SLR with its narrower tires and higher inflation pressures, it was too stiff to make enough of a difference with the Checkpoint’s larger and softer tires to justify the additional cost and weight.

One thing that did make it into every new Checkpoint, though, are new T47 oversized threaded bottom bracket shells in place of the old BB90 press-fit design. This admittedly adds a few grams, but it’s unlikely many people will complain much. As compared to BB90, this setup should be far less prone to creaking and will be easier to service, and it also now finally allows for oversized crankset spindles. 

Models, pricing, and availability

Trek is offering the new Checkpoint in a wide range of models, including four Checkpoint SLR versions, three Checkpoint SLs, and one Checkpoint ALR. All three will be available as framesets — yay! — and it’s expected that the Checkpoint SLR will also be offered through Trek’s Project One custom program.

Models, basic build information, pricing, and claimed weights (for a 56 cm size) are as follows, with all models expected to be available at Trek retailers immediately (at least in some capacity).

• Checkpoint SLR 9 eTap: SRAM Red XPLR eTap AXS 1×12 electronic groupset, Bontrager Aeolus RSL 37 carbon wheels; 8.1 kg (17.86 lb); US$12,000 / AU$16,500 / £11,000 / €12,000.
• Checkpoint SLR 7 eTap: SRAM Force XPLR eTap AXS 1×12 electronic groupset; Bontrager Aeolus Pro 3V carbon wheels; 8.45 kg (18.63 lb); US$8,300 / AU$11,700 / £7,800 / €8,500.
• Checkpoint SLR 7: Shimano GRX Di2 2×11 electronic groupset; Bontrager Aeolus Pro 3V carbon wheels; 8.81 kg (19.42 lb); US$8,300 / AU$11,400 / £7,650 / €8,300.
• Checkpoint SLR 6 eTap: SRAM Rival XPLR eTap AXS 1×12 electronic groupset; Bontrager Aeolus Pro 3V carbon wheels; 8.65 kg (19.07 lb); US$7,600 / AU$10,200 / £6,450 / €7,000.
• Checkpoint SL 7 eTap: SRAM Force XPLR eTap AXS 2×12 electronic groupset; Bontrager Aeolus Pro 3V carbon wheels; US$6,300 / AU$8,000 / £5,750 / €6,000.
• Checkpoint SL 6 eTap: SRAM Rival XPLR eTap AXS electronic groupset; Bontrager Paradigm Comp 25 aluminum wheels; 9.05 kg (19.95 lb); US$4,100 / AU$5,300 / £3,750 / 4,000.
• Checkpoint SL 5: Shimano GRX RX600/800 2×11 mechanical groupset; Bontrager Paradigm SL aluminum wheels; 9.65 kg (21.27 lb); US$3,200 / AU$4,200 / £3,200 / €3,500.
• Checkpoint ALR 5: Shimano GRX RX600/800 2×11 mechanical groupset; Bontrager alloy wheels; 9.75 kg (21.50 lb); US$2,400 / AU$3,200 / £2,250 / €2,400.

New Bontrager bikepacking bags, too

Going along with the new Checkpoint is a trio of new bikepacking bags from Bontrager. There’s an oversized handlebar bag and saddle bag — both with generous 9-liter capacities — and also a frame bag that’s offered in six (six!) different sizes for direct-mount attachment to the new Checkpoint’s dedicated threaded fittings. The frame bags can still be installed with traditional straps for other bikes, too.

Bontrager isn’t billing any of the bags as being waterproof, but the handlebar bag and saddle bag are both made of waterproof materials and use waterproof zippers, and the roll top format mimics the dry bags often used in rafting and kayaking. Both of those bags attach with conventional straps and buckles, and both also feature multiple strapping points if you need to lash on additional gear. 

Light mounts are on hand, too, and the handlebar bag even has a dedicated pocket and hose port for a 1.5-liter Hydrapak bladder. Supplemental pockets are included throughout to help organize smaller items, and — dear god, thank you — the inside of the frame bag is lined with high-viz material so you’re not trying to dig around inside a black hole for your stuff.

Retail price for the handlebar bag is US$100, while the saddle bag and handlebar bag both retail for US$120. Prices for other regions is to be confirmed.

So is the new Checkpoint better or just different from the old one?

Trek delivered a production Checkpoint SLR 6 eTap sample to me for testing, built with a SRAM Rival AXS XPLR 1x wireless electronic groupset, Bontrager Aeolus Pro 3V wide-profile carbon clinchers wrapped with 40 mm-wide Bontrager GR1 tires (set up tubeless), and finished with a Bontrager P3 Verse Elite saddle, Bontrager Pro forged aluminum stem, and a Bontrager Pro IsoCore VR-SF carbon handlebar. For my 52 cm size, actual weight was 8.65 kg (19.07 lb) without pedals or accessories — which, it’s perhaps worth noting is exactly what Trek claims for this model in a 56 cm size.

I mentioned earlier that the original Checkpoint has been a huge sales success for Trek, and now that I’ve been riding this one for the past few weeks, I have little reason to think these new versions will be any different. 

As with other bikes with similarly long front ends, the revamped Checkpoint is easier and more confidence-inspiring to ride off-road on even moderately steep or loose terrain than before. Granted, pushing the front wheel 2 cm further out doesn’t sound like much on paper, but it’s often the difference between mild understeer before the tire regains traction, or jackknifing over the bars. 

Overall, the front end of this second-generation Checkpoint feels calmer and more settled in those situations, and there’s less thought and skill involved in navigation tricky ground. And assuming you’re comfortable exploring the limits of just how much you can push that front end, the changes also make for more speed.

Low-speed handling definitely takes a hit, however. Although the geometry of that original Checkpoint would now be considered pretty old-school, one of the things I’ve always enjoyed about it is its road-like agility. It was amusingly quick and nimble, and with room for 45 mm-wide knobbies, a skilled rider could have a blast throttling that thing in the woods. The more toned-down reflexes of this new Checkpoint dampens some of that dartiness, though, and that longer wheelbase and longer rear end feel slower to come around a corner when it’s tight and technical. Nevertheless, hair-trigger reflexes and borderline nervousness are not what most mainstream riders are looking for in a gravel bike, so I’d say Trek made the right decision here. Plus, if you really want quicker handling with (somewhat) fatter tires, there’s still the new Boone .

Given Trek’s stated goal that the Checkpoint SLR is the most race-oriented of the three new Checkpoint models, it’s no surprise that it feels stiff and solid underfoot in terms of pedaling efficiency, too. It’s not on the same level as the company’s ultra-efficient Emonda, but still on the upper-middle end of the spectrum as far as carbon gravel bikes go in general. 

In terms of ride quality, I found the new non-adjustable Top Tube IsoSpeed setup on the Checkpoint SLR to be a little perplexing. 

Granted, it’s now been a while since I spent a lot of time on the first-generation Checkpoint, but I have very fond memories of how cushy that older seat tube-based IsoSpeed seatmast felt on rough ground. It was basically a magic carpet of compliance, suspending you on a virtual cloud when things got bumpy.

Trek says this fancier Top Tube IsoSpeed version offers an even more comfortable ride, but I found it to feel firmer — also less bouncy, mind you, but firmer and less dramatically different from a conventional telescoping seatpost nonetheless. And apparently, I’m not alone.

“The little elastomer in the SLR’s top tube unit damps the motion a bit,” explained Trek road product marketing manager Anders Ahlberg. “I’ve found that in testing bikes with and without damping, the bikes with damping feel less compliant just because they’re less bouncy.”

On the plus side, the perception that the rear end is firmer than on the original Checkpoint SL makes for a more balanced feel, and Trek has done a superb job of hiding all of that extra hardware inside the frame. Especially with the matte black finish of my loaner, you barely notice there’s anything unusual going on at the seat cluster area. Combined with the only modestly dropped chainstays and wholly conventional looking seatstays and front triangle, the whole profile of the Checkpoint looks about as classic as something like this can probably be.

I’ve got very mixed feelings on the revamped cable routing used here. On the one hand, it’s undeniably tidier looking, it helps keeps the lines from interfering with handlebar bags, and since none of the lines run inside either the handlebar or stem, it’s easy to swap both of those components or move them around. And kudos to Trek to at least trying to seal up the hose ports in the upper headset cover instead of just leaving them as gaping holes (like on the Madone SLR and Domane SLR) that practically invite water and debris into the frame.

Those ports aren’t watertight, though, so riders who wash their bikes regularly will want to exercise caution, particularly since swapping headset bearings will be a monumental pain in the butt. In general, though, if Trek engineers felt like they absolutely had to implement some sort of semi-internal routing scheme on the new Checkpoint, this is a lot less crappy than how many other brands do it.

As I’ve found with every other bike I’ve ridden with this feature — on road or off — the new down tube storage is brilliant. There’s enough room inside the down tube for a spare inner tube, tire levers, multiple CO2 cartridges and an inflator head (or a mini-pump , depending on the model), and even some snacks or an extra layer, depending on the size of your frame. The included tool wrap makes it easy to organize all of that stuff, and also keeps it from rattling inside. The hatch fits very securely, too, and yet is easy to access with a single lever flip.

I do wish that Trek could find a lower-profile way of attaching the multi-tool to the underside of the hatch, though. As it is, it impinges on the interior space more than I’d like, and if you’re not careful with how you pack the down tube, it causes the hatch to bow outward a little, which compromises the seal and potentially allows water and debris to get inside the frame.

Speaking of which, those new Bontrager Adventure bags seem to be a nice option if you’re interested in taking the Checkpoint on a multi-day trip (and I’ll admit that I was only able to do a test run with the bags loaded up with gear, not an actual overnighter). They fit securely — the strap-free frame bag is especially nice — and don’t wiggle around too much on the trail, and the front and rear bags have plenty of capacity for camping gear, especially if you follow Trek’s guidance and carry your tent poles inside the frame bag instead of the saddle bag. Add-ons like extra layers are easy to attach to the strapping points on the front and rear bags, too.

I do wish that Bontrager had incorporated some one-way valves into the saddle and handlebar packs, though. Although they’re not advertised as proper waterproof bags, Bontrager still builds these with waterproof materials and zippers, and it’s tricky to compress the bags since air essentially has nowhere to go. I also had to get pretty creative in mounting the front bag since the bottom would otherwise drag on the tire on my 52 cm test bike, so riders on smaller sizes or running lower handlebar heights in general should be wary.

There aren’t too many surprises as far as the build kit on this particular bike goes.

The SRAM Rival AXS XPLR wireless electronic groupset is just as good as it’s been the other multiple times I’ve ridden it now, with quick and reliable shifts, ample range from that new 10-44T cassette, and plenty of power from the hydraulic disc brakes with excellent control to boot. The downsized lever bodies feel great in your hands, and so far, I haven’t regretted not being able to plug in any remote shift buttons. It’s still rather heavy stuff, mind you, but in most cases, that doesn’t detract too much from the overall performance, and probably not enough that most everyday riders will care.

I’ve also spent plenty of time with these Bontrager Aeolus Pro 3V carbon wheels on this and other bikes, and they’re honestly some of my favorites. They’re appropriately wide at 25 mm between the bead hooks, they feel fast and solid, and the 108-tooth freehub mechanism is very quick to engage (although it’s also quite loud and buzzy). The molded plastic tubeless rim strip incorporates beadlock ridges for a very secure hold that’s still field serviceable, and I’ve found it to hold up much, much better over time than any tape I’ve used. They’ve been quite durable, too, shrugging off the various times I’ve bottomed the tires out on the sharp rocks that litter my local trails.

I also give high marks to the Bontrager Versa saddle for its accommodating shape, supportive padding, and built-in accessory mount underneath the shell, and to the neat Bontrager Pro forged aluminum stem. That stem is nothing special in terms of traditional performance metrics like weight and stiffness, but it’s compatible with Bontrager’s broad array of Blendr faceplate-based accessory mounts to keep things neat and tidy up front, even if you want to run a computer and a front flasher or camera. Only Bontrager, Garmin, and SRM (?!) computers are supported for now, although other 3D-printed options are offered through third parties.

I have more mixed feelings on the new handlebar shape, however. 

As mentioned earlier, Bontrager opted to take a centimeter of reach out of both the handlebar and stem to offset the 2 cm increase in front-end length. This makes sense in concept, but the shorter 75 mm reach of the Bontrager Pro IsoCore VR-SF carbon bar is mated to a comparatively deep 128 mm of drop with a surprisingly traditional large-radius bend. I normally love classic-bend bars on the road, but this bend just feels weird to me and I was never able to find a comfy spot for my hands in the drops.

Final thoughts

Regular readers of CyclingTips will know that I’m generally a big fan of how gravel bike geometry has been evolving over the past couple of years (and I suspect many riders with more of a mountain bike background would agree). The whole longer-slacker-lower thing offers the same benefits on gravel as it does for mountain bikes, and Trek wisely hasn’t gone too extreme in that direction. The new Checkpoint is a more capable bike than the one it replaces, and it’s easier to ride fast on unpaved surfaces, too.

That said, one of the things I really enjoyed about the old Checkpoint was its nimbler personality. It was maybe a bit more of a handful as compared to more modern gravel bikes with new-school geometry when things got rowdier — and there was the small issue of toe overlap, too — but there was nevertheless an element of playfulness and agility that I can’t help but miss.

Does it sound contradictory that I repeatedly praise new-school gravel geometry and yet simultaneously kind of miss the handling of the old Checkpoint? Maybe, but perhaps it’s also just me wishing Trek hadn’t applied the same geometry across the board. If the Checkpoint SL and ALR models are supposed to be the rowdier and more versatile ones, could it have made sense to apply this geometry to those two, but have something more agile for the SLR?

Then again, there’s probably a good reason why I don’t run a bike company or count the beans.

Nitpicks aside, the new Checkpoint is still very fun — albeit in a different way now — and I fully expect Trek will continue to sell a ton of these things. 

More information can be found at www.trekbikes.com .

Our Field Test group bike tests are by no means paid events, but they’re still only possible with some outside support. CyclingTips would like to thank the following sponsors for this round of the Field Test:

• Rudy Project
• Pearl Izumi
• Sierra Nevada Brewing Company
• Lead Out Gear

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Bikepacking & Adventure Cycling

Trek Checkpoint ALR 5 Review, Overview, and Summary

The Trek Checkpoint ALR 5 is Trek’s best-valued gravel bike in the various Checkpoint model lineup. For the price, it’s a high-quality build that holds up for long, rugged miles on roads, dirt, and even the most treacherous gravel. A gravel bike built for adventure.

With its rugged design and versatile capabilities, the Canyon Grizl has quickly become a favorite among adventure cyclists. In this article, we will take a closer look at this bike, including its design and build quality, performance on various terrains, and value for money. Whether you’re a seasoned adventure cyclist or just starting out, this article will give you a comprehensive understanding of the Canyon Grizl and help you determine if it’s the right bike for you.

The Grizl comes in a plethora of build choices, including;  Grizl 7 Suspension ,  Grizl CF SL 6 ,  Grizl CF SLX 8 1by ,  Grizl CF SLX 8 eTap Suspension ,  Grizl CF SL 7 ,  Grizl 7 ,  Grizl CF SL 7 eTap ,  Grizl CF SL 8 Suspension 1by ,  Grizl CF SLX 8 Di2 ,  Grizl CF SL 8 . And more options  coming soon . With  women’s gravel bike  models starting from XXS size.

Without getting into the minute details that differentiate all these build options we are going to take a closer look at the most common steed of choice amongst the gravel bikepackers of the world.

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Grizl CF SL 8

We will take a look at the all-new Canyon Grizl CF SL 8 model. An adventure-ready, carbon frame gravel bike with high-end components and hydraulic disc brakes. https://imasdk.googleapis.com/js/core/bridge3.557.0_en.html#goog_473016062 AFL & NRL Tipping Start your footy tipping comp today with ESPNfootytips SPONSORED BY  ESPN LEARN MORE

The bike is powered by a 2 x 11 GRX 800 groupset. This means a Shimano RX810, Gravel-specific crankset (48/31T) with gear ratios selected to preserve riding rhythm over rough surfaces with wider tires. With a Shimano Ultegra HG800 11-34 cassette. Combined with the DT Swiss G1800 Spline rims and Maxxis Rambler 700c x 45 mm tires. The bike achieves a 25.51″ climbing gear and 122.22″ largest gear. That’s a 0.91 to 4.36 gear ratio.

Just quick for those of you who don’t know much about gear inches. They typically range from 18 (very low gearing) to 70 (medium gearing) to 125 (very high gearing). So low gearing is for going up hills and high gearing is for going fast.

Taking a look at this 25.51″ low gearing on the Grizl it is rather below average for a ‘bikepacking bike’ this bike will in theory struggle to ride steeper trail sections, especially when loaded with bike bags and all your gear. Ideally, you want something around 20″ or lower for bikepacking.

Canyon claims that the Grizl has stable handling and long-distance comfort to take you further across any surface. Ready to go on your next micro-adventure?

More tire clearance for a more comfortable ride, All Grizl models come equipped with wide 45 mm rubber with clearance to take up to 50 mm for extra squish to dampen road chatter. Available in 700c or 650b options

Offering you all the mounting eyelets you could need to turn your bike into a versatile adventure machine.https://aed9e26efaacc0c804a07b999a394bee.safeframe.googlesyndication.com/safeframe/1-0-40/html/container.html

Geometry and Comfort

The Grizl hits the sweet spot giving you the best of both worlds, thanks to the extended wheelbase Gravel Pro Geometry. Allowing it to handle the rough stuff on some trails, to racing down fast road descents, or exploring the gravel roads less traveled.

Although this bike looks fast and progressive, it hasn’t sacrificed comfort. designed to stay planted in the saddle over rough terrain. Combining the integrated seatpost clamp twinned with flexible 27.2 mm carbon VCLS seatposts to provide rear comfort when you need it most. Their most progressive gravel bikes yet feature front suspension forks for that extra travel and comfort (more below).

Taking a closer look at the 1.44 stack/reach ratio (medium) I was surprised that it was so aggressive for an adventure bike. For longer days in the saddle, this might be too low and could cause back pain and unnecessary fatigue. Especially if you plan to take this bike on a  long-distance multi-week long trip . A general rule of thumb is 1.5 and more upright is ideal for adventure bikes. But having that said this specification makes me believe that this bike would be better suited for  endurance events/races , where you want a bike that is designed for adventure but you might want to  ride fast . However, the weight might hold you back in this department.

We compared the stack/reach ratio to other bikes that have similar applications and still found it was the most aggressive out of them all. Even a large-size frame offers a 1.48 stack/reach ratio.

the chainstay is mid-range at 435 mm and the wheelbase of 1,037 mm which was the shortest compared to all the bikes we looked at in this above example. And the trail was around 67 mm which means mid-range. Making it a wheel-balanced geometry overall. Unlike the cutthroat for example which has a 79 mm trail making it more on the higher end meaning slower responsiveness when cornering but making it easier when you are carrying a front load.

Canyon Grizl Suspension

Canyon has released some fresh suspension gravel bikes to add that extra cosh on the rougher roads. Allowing you to explore further without losing out on comfort. Let’s be honest I love riding my  Kona Sutra  on some  gnarly trails  combined with the 2.3″ MTB tires it shreds. But after an hour or so of riding, I wish I had some vibration-dampening at the front. This is where the Grizl Suspension comes in.

Featuring the RockShox Rudy fork, which is specifically designed for gravel, with 30 mm of travel in a lightweight chassis, and still offering the Grizl-standard 50 mm tire clearance. 30 mm travel is enough to absorb the high-frequency hits that wear you down as the ride goes on. Save yourself a beating and stay fresher, for longer. The fork is built with a gravel-tuned RockShox Charger Race Day damper and a highly responsive Solo Air spring. They combine to keep your front tire glued to the ground over rough surfaces and loose corners. Keeping you in control.

Canyon Grizl Bikepacking

the Grizl is said to be the bikepackers gravel bike or a bikepacking gravel bike. Making it ideal for mostly gravel road bikepacking adventures with some light/easy trails. You get the option to buy the  Apidura collab bike bags  for your next adventure. Taking a look at these bags we can say that this bike is intended for lighter-weight bikepacking trips, overnighters, and nothing too long-term.

Still makes it a great gravel bikepacking option, but going back to the stack/reach ratios and overall geometry it’s not quite built for epic off-road adventures. With  limited 50 mm tire clearance  and shorter chainstay and wheelbase when compared to other  off-road drop bar bikes .

But if mostly gravel grinding is in your future for your next adventure this is still a great choice. preferably without anything with really strenuous climbs as I feel this bike with the OEM gearing setup might struggle.

Canyon Grizl vs Grail

The Canyon Grail was built to be a bike that maintains similar performance and speed to a road bike on asphalt while also offering the comfort and control, a road bike may lack, on gravel.

While the Canyon Grizl is 300 grams heavier and more focused on adventure geometry which is more comfortable the longer you stay in the saddle. Offering more mounting options to carry all the necessary gear you may need for a bikepacking trip.

When it comes to tire clearance the Grail can fit up to 42 mm while the Grizl fits 50mm. Both are practically identical when it comes to gearing and brakes. Different tires with Grizl running Maxxis Rambler 45 mm and Grail on Schwalbe G-One R 40mm.https://cycletraveloverload.com/canyon-grail-vs-grizl/embed/#?secret=ZeYfYotNWc#?secret=hqynZO2dmn

The main difference is in the bike’s geometries. With the Grail with a more aggressive stack/reach ratio (1.27 vs 1.44), the chainstay is 10 mm longer on the Grizl and Wheelbase is 8 mm longer too. Again making for a more planted feel when under a load. The trail has a slight 1 mm difference between the two and the standover height is around 18 mm lower on the Grizl. However the same BB Drop and BB Heights. This data is for both medium-sized bikes.  Read the full comparison.

Is Canyon Grizl slow?

The Grizl is heavier than some other gravel bikes and most road bikes at around 9.3kg definitely not as light as  this gravel bike . The stack/reach ratio is upright but still rather aggressive but not as aggressive as road bikes, with the Schwalbe G-One Bite 45mm tires. You can expect this bike not to be as quick as something  like this . As aerodynamics is not a main priority for this bike. Putting all this info together e can conclude that the Grizl is not the fastest gravel bike on the block. But thanks to full carbon builds and a mid-focused adventure geometry it makes for a decent-paced bikepacking gravel bike. In the world of bikepacking it definitely isn’t slow.

Is Grizl good on road?

The bike is said to respond well to a broad style of riding styles. The stiffness and handling will make the racers feel at home, while the adventurous types will enjoy the right amount of gear-carrying capabilities, along with technology for comfort on those long days in the saddle.

Canyon Grizl Pros and Cons

• Visually appealing build
• Well thought-out geometry
• Impressively smooth thanks to high-quality carbon and seatpost
• Available in gravel suspension options
• Womens gravel bike options and huge size range XXS to XXL
• Apidura collab bags are cool though
• Mounting points galore
• Widest range of applications
• Stack/reach seems to aggressive for an adventure bike
• Mudguard mounts are Canyon-specific
• Gearing not great for loaded climbs
• Weight is on the heavier side
• Oem Handlebars have minimal flare (8°)

Is Canyon Grizl worth it?

Overall I believe it’s a decent bike to consider, especially if you want a bike that can mix adventure riding with potential road riding without the gear. It has some limits on either end of the spectrum which is why it makes for a good all-rounder gravel bike. That seems more equipped for adventure than most “all-rounder” gravel bikes these days.

Its limited gearing, geometry, and tire clearance turns me away from purchasing if I was looking for something that is solely built for off-road drop bar adventures. As there are some  other options worth checking out for that.

But overall once again it makes for a nice all-rounder gravel bike that’s slightly more equipped for adventure. Making a perfect bike for those looking to get into their first gravel bikepacking adventures or even potentially to use as an endurance bikepacking bike.

About The Author

Codey Orgill, a seasoned bicycle adventurer, has been exploring the world on two wheels for over 10 years. Since embarking on his initial cycling journey, Codey Orgill has traversed numerous countries, experiencing a series of epic adventures.

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Trek Checkpoint ALR 5 Review [2021 Guide]

The Trek Checkpoint ALR 5 is a versatile, high-performing gravel bike that appeals to roadies and gravel racers alike, while still offering plenty for the casual gravel rider. With the Checkpoint, Trek Bicycle pulled from their past successes, both in road bikes and cyclocross bikes, and brought to the market an all-around bike that performs on any terrain.

The Trek Checkpoint truly is a quiver-killer, burly and stable enough to take on the roads less travelled while still being light and quick enough to keep up on the weeknight group rides. The Checkpoint puts the rider in a more aggressive riding position than other offerings on the market, with a few geometry tweaks that create a stable and predictable ride compared to its cyclocross cousins.

In short, the Trek Checkpoint ALR 5 is an all-road, alloy success. Stable enough for technical, off-road riding, and race-inspired enough to feel quick and competitive on the tarmac. Furthermore, the alloy build provides great functionality without burning a hole in your wallet.

For a more detailed breakdown, read on for the full review of the Trek Checkpoint ALR 5.

Table of Contents

Trek Checkpoint Frameset

The frameset for the Checkpoint ALR 5 utilizes Treks 300 Series Alpha Aluminum with a tapered headtube leading to a carbon fiber fork. The frame includes mounts for front and rear racks, mudguards, and multiple bottle cages.

The frame also features internal cable routing, which is not only a nice aesthetic touch but also keeps the cables clean and protected from the off-road environment. The frame has a classic look with hydroformed tubes and clean welds that provide good stiffness and keep it light.

An added versatility of the Checkpoint frame is the sliding horizontal dropouts. They allow the rider to convert to a single-speed, if they so desire, or change their gearing and provide additional clearance for larger tires. I converted my Checkpoint from 2x to 1x after purchase, and the horizontal sliding dropouts provided me with the flexibility to dial in my ideal drivetrain.

ALR 5 Geometry

The geometry of the Checkpoint pulls largely from Trek’s impressive cyclocross bikes, the Boone and the Crocket, sharing the same wheelbase and chainstay length as the Boone. The Checkpoint has a few geometry tweaks, such as a lower bottom bracket and slacker seat tube angle, that make it quick and race-inspired while still being very stable on mixed terrains.

Another interesting benefit of the horizontal sliding dropouts previously mentioned is their impact on frame geometry. By increasing the wheelbase and moving the rear wheel further back in the dropouts, the bottom bracket height is slightly reduced, and the frame tube angles are further slackened. While this geometric adjustment seems slight, it will provide a more upright, stable ride feel that will suit some riders well.

These frame design elements contribute to a frame that is race-inspired and adventure ready. By sporting a frame that’s aggressive and quick on all terrains and still providing stability and predictably off the tarmac, the Checkpoint is well-suited for all-road riding, gravel racing, or being loaded up with gear for a multi-day adventure.

Checkpoint Tires

The Checkpoint comes stock with 700x40mm Schwalbe G-One tires. When the Checkpoint was initially released, it featured 35mm tires, but they have since upped the size to 40mm, which I think is huge improvement.

Out of the box, the 40mm G-Ones serve the Checkpoint well. They are quick on the tarmac, and the 40mm width offers good traction for light gravel riding. They do suffer a bit in the mud; the tread quickly fills with mud, and they get slick. But, for general purpose riding, the G-Ones are a good all-arounder.

When WTB released the new Raddler, I picked up a pair of 700x44mm’s and swapped out my G-Ones. Trek claims that the Checkpoint can accept up to a 45mm tire, so I put that to the test!

Before adjusting my wheelbase with the horizontal sliding dropouts, the Raddler just barely squeaked in there, just clearing the right chainstay by a couple of millimeters. I’ve since adjusted my rear wheel in the dropouts, and there is plenty of clearance for up to a 45mm. I often find myself in very muddy terrain, and I have yet to have any clearance issues of mud jamming up my rear wheel.

The Checkpoint ALR 5 features Bontrager’s TLR tubeless ready wheelset. They aren’t the lightest wheels in the world, but they are very robust and durable and well-suited for rough gravel riding .

Conversion to tubeless with Trek’s TLR wheels is a breeze and is absolutely essential for a gravel bike. It further adds to the versatility of the bike and relieves your worries of pinch flats when you turn off the tarmac. Going tubeless also allows you to run lower tire pressures, which improves traction for off-road riding on loose conditions and provides a smoother ride for long distance adventure rides.

When I purchased my Checkpoint ALR 5 in 2018, Shimano had not yet released their GRX groupset, and the Checkpoint came equipped with a full Shimano 105 groupset. While this represented a great value back then, I felt it was a bit over-geared with a 50/34 compact crank, and I ended up swapping out my drivetrain when Shimano came out with the GRX.

Trek has since updated the Checkpoint ALR 5 and equipped it with a 2x Shimano GRX build, using the higher-end GRX 810 derailleurs. The crankset is a 46/30 with the same 11-34 cassette, providing more low-end gearing that is much more appropriate for off-road riding, especially for the casual gravel enthusiast.

The GRX groupset is, in my opinion, a huge success for Shimano.

I converted my Checkpoint to a 1x GRX 812 drivetrain and fell in love with the GRX 812 rear derailleur. The long cage derailleur allows me to run an 11-42 cassette with a 40t chainring upfront, further increasing my low-end gearing while still providing me the gears up high for pushing the pace on fast descents.

I am a big fan of 1x drivetrains, especially for off-road riding, so my 1x GRX 812 drivetrain has been a dream. The 810 level components are “Ultegra level,” for you roadies out there, but they are more robust for the bumps and vibrations encountered on mixed terrains. I never experience any chain slap, and the shifting is reliable, crisp and quick on any surface.

I can’t speak highly enough of the GRX 810 drivetrain, and I think it is outstanding that Trek offers such high-level components on an aluminum build at an affordable price point. The Checkpoint ALR 5 offers a high value build with its drivetrain selection without the added cost and pain associated with carbon frames.

The Shimano 105 hoods provide plenty of grip and control for my older Checkpoint, but I do wish I had the GRX shifters that now come stock!

Similar to the drivetrain, the Checkpoint ALR 5 was originally released with 105 shifters when I purchased the bike. The front of the hoods on these shifters is raised up high enough that I do not experience any issues sliding too far forward on the hoods when riding on rough roads.

Shimano has since improved on the hood design with the GRX line of shifters. They offer an excellent, raised stop for your hands. This provides even better control and stability off-road, and the GRX shifters now come standard on the Checkpoint ALR 5. While my 105 shifters still get the job done, I am admittedly jealous that I don’t have those robust GRX shifters !

• Lever: ST-RX815
• Lever Adjustability: reach
• Actuation: [brake] hydraulic, [shift] electronic
• Caliper: BR-RX810
• Mount Type: flat-mount

The Checkpoint ALR 5 also comes stock with hydraulic disc brakes. This is pretty standard for any gravel bike, but it is worth noting that the Checkpoint checks this box, as well, providing reliable stopping power, even in harsh conditions.

The saddle that comes on the Checkpoint ALR 5 is the Bontrager Montrose Comp. This saddle is surprisingly plush, when compared to a road saddle, and provides plenty of flex from its shell and central cutout. This makes it very comfortable for long rides, even on rough gravel, and I found it surprisingly comfortable out of the box.

Eventually, I swapped out the Bontrager saddle for my go-to, the Brooks Cambium C17. While the Bontrager saddle is very comfortable, I am a fan of Brooks saddles and like to use them on most of my bikes, especially for road and gravel riding.

The Brooks Cambium C17 is one of my all-time favorite saddles, so, of course, I had to put it on my do-it-all bike: the Checkpoint.

• C17 Cambium; Flexible and Robust Touring Surface.
• All Weather, durable and comfortable saddle that is “ready to ride”.
• Vulcanised Natural Rubber Saddle Top.
• UV + Abrasion-Resistant Waterproof Nylon Top.
• Tubular Steel Rails; Durable, Anodised Aluminium Rivets

The handlebars look a lot like cyclocross handlebars and, in fact, are the exact same bar that Trek puts on the Boone, their top-level cyclocross race bike. The bars are a standard width and do not feature any flare to the drops, something that is becoming more common on gravel bikes, but this maintains the more race-inspired feel that Trek was obviously looking for with the Checkpoint.

One nice touch for the handlebars is the gel padding included underneath the handlebar tape. This dampens vibrations in the handlebar and provides a nice reprieve for your hands and wrists over long rides. This small touch makes a big difference during long days on the road, and I’ve come to appreciate those little pieces of gel.

Where is the Checkpoint ALR 5 Lacking?

Only 700c wheels.

Trek claims that the Checkpoint can not accept 650b wheels; it can only use 700c wheels. I do find this to be a bit disappointing, honestly. Many other gravel bikes on the market, such as the Specialized Diverge, are similar to the Checkpoint but offer the added versatility of 650b wheels.

Running 650b wheels allows riders to increase their tire size for improved off-road control and softer ride quality. With 650b wheels, you can run 27.5” mountain bike tires at widths exceeding 2”. I think having this versatility is extremely valuable in a gravel build, and I do wish I could run a pair 27.5”x2.1” tires, as this would suit my riding style well.

More Race-Inspired than Gravel-Inspired

The Trek Checkpoint ALR 5 pulls a lot of design elements from their cyclocross line, perhaps too many. While the race-inspired geometry makes a roadie like me feel right at home on the bike, it creates a bike that is simply a good all-arounder.

The Checkpoint performs well on road and light gravel, but it can be challenging to ride on more technical off-road terrain due to its race geometry. When the downhills get steep and loose, the Checkpoint’s more aggressive ride position quickly becomes noticeable, and I sometimes find myself wishing I had a slacker set up.

The handlebars are also reminiscent of a cyclocross race bike or a road bike. It’s more common for gravel bikes to offer wider handlebars with flared drops that provide more control and stability for the rough stuff, but the handlebars on the Checkpoint do not offer that same stable feel when the roads turn especially rough.

The Trek Checkpoint ALR 5 truly is a great gravel bike. It offers excellent value with a high-quality build for your dollar. If you want to spend your money on high-quality drivetrain components and functional design, rather than dishing out cash on a carbon build that cuts corners on the components, then the Trek Checkpoint ALR 5 is for you.

The Checkpoint performs well on any terrain, but you may find it lacking in certain areas where other bikes excel. If you know you want to run wider tires for rough off-road riding or are interested in ultra-distance touring or bikepacking, there are better options on the market that will more fully meet your needs. Furthermore, if you aren’t a fan of race-inspired geometry and prefer more of an endurance bike feel, the Checkpoint is not for you.

The Checkpoint ALR 5 is a great all-arounder and can replace a couple of your bikes. Performing well on and off the road gives the Checkpoint potential to replace your quiver of bikes and be a contender for your one do-it-all bike. The Checkpoint ALR 5 truly fits the description of a “jack of all trades, master of none.”

Mitchell Turk is outdoors enthusiast with a lifelong passion for bicycling. He previously worked at his local bike shop before entering the world of engineering, and he may even enjoy geeking out over bike tech more than riding his bike!

Originally a roadie, Mitch dabbled in mountain biking for a couple years and then jumped on the gravel bike bandwagon. He now spends his free time seeking out gravel rides and weekend-long excursions. His ideal outing combines biking, hiking, and climbing for a whole-mountain adventure.

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2020 Trek Checkpoint ALR5 – 1000 Mile Review/Upgrades

As I used this forum heavily during my research into gravel biking, I decided to give a quick review of my Trek Checkpoint ALR 5 in the hopes that someone will find it useful. For background, I have been a mountain biker all my life and only recently discovered “gravel grinding” while living in Geneva, Switzerland for work.  Geneva essentially sits in a bowl surrounded by mountains on all sides.  During normal times a quick car/train ride can bring you to some of the best downhill/XC single track in the world.  However, COVID-19 limited access to those locations so I was stuck with fire roads, gravel farm trails, and the occasional mud trail which led to my discovery of gravel riding.  I now live in Belgium and have loved every minute of the biking culture here (lots of gravel/mud). I purchased the ALR5 after a bit of research as Trek retailers are typically found everywhere in Europe and I have never had an issue with their bikes/service in over 30 years of riding.  Although I looked at Niner, Specialized, Salsa, Mason, and Pivot (love the Vault), I went with the ALR5 as I found it on sale, it came with common/quality components, and was aluminum.  We can debate all day over carbon vs steel vs Ti vs aluminum but for what I needed and was willing to pay, the ALR5 was a good fit. ACTUAL REVIEW:

2020 Trek Checkpoint ALR 5; Size 61; Grey/Black/Red

Total miles: 1,223 I purchased the bike for USD 1000 as it was a store demo and considered "used". The bike had no scratches and was basically in new condition but without the "new" price tag.  Time of purchase was everything as it was early in the COVID era and bike stores will still attempting push last years models out before the new ones came it.  Crazy to think how a few weeks later stores were essentially out of stock due to restrictions and a huge rush of new buyers wanting to "ride-out" the quarantine.  The first 350 miles were flawless and I can’t say enough good things about the Shimano 105 group set.  It’s a workhorse, is easy to work on, and the 2x system worked well for the flat roads in and around Geneva.  Also, chain slap from the rear derailleur was minimal for the type of riding I was doing.  During this period, I stripped the bike down to a bare frame and discovered a few things.  The shop I purchased the bike from had used M5 bolts to hold the cables in place just underneath the bottom bracket.  The bolts they used were so long they drove into the bearings, essentially destroying the BB.  I highlight this as I can see how someone could make this mistake and wouldn’t want anyone else to do the same. No other issues worth noting.  As I am also a welder in a past life, I can attest to the quality of the aluminum frame.  My only complaint is that Trek is a bit sloppy in their welds.  Solid welds, but they need some finishing.  I will also add that the BB was within tolerances but by no means exact.  I think Pressfit becomes an issue when the manufacturer allows tolerances outside of what the Pressfit BB can handle.  At least that is what Hambini tells me! Around the 500 mile mark, a close friend received the Shimano GRX 600 1x for demo and was allowed to keep it.  When he was done he gave it to me (free) so I threw it on the bike.  I immediately knew the type of riding I was doing was not a good fit for 1x.  I put back on the 105 crank/cassette/front derailleur, changed to a med cage GRX rear derailleur w/ clutch, and kept the GRX 600 shifters.  This combined the benefits of both groupsets into a durable 2x system.  I also swapped out the seat to a Selle Italia Gravel SLR which works well and was given a set of Mason Hunt 4 Season wheels which I ran WTB ByWays (700 x 40) and GravelKing SK Plus (700 x 43).  I had previously read that ALR5 topped out with a max tire clearance of 700x40 but this has not been my experience.  I have run 700-45 with a 2x drivetrain with no issue but admit this is likely do to the bikes large frame size and that I have the dropouts slide all the way back. With regards to the dropouts, I would have preferred not to have them for no other reason than it’s a point of failure in my opinion and I don’t notice a huge difference in ride style/quality when they are shifted forward/backwards.  This is just my opinion, I understand their purpose, and will be the first to admit that I am not a good enough rider to appreciate their true value. Two months ago I was provided (same friend) the GRX800 DI2 (FD, RD, and Shifters) free of charge.  I had debated the value of swapping out my mechanical to DI2 and ultimately decided I needed to try it as it only cost me time and a few (expensive) parts (battery, cables, wireless unit).  After a few YouTube videos, I found installation pretty straight forward and took about 4 hours out of my day for the install.  Due to the frame/components, I ended up with the junction box/battery in the seat tube as I did not want to drill any of the aluminum out of the frame near the BB to fit the junction box.  Additionally, I drilled two small holes in my drop bars to in order to hide the cables (thanks “Rides of Japan”).   After setup, I made a near fatal mistake as I attempted to update the firmware via the Etube application on my iPhone which bricked the system. I have since learned that this is a common issue.  I made several attempts to fix this (battery disconnect; all components disconnect) but nothing worked.  The internet recommendation was to reinstall all the firmware via the laptop version of etube.  As I run a MacBook and since Etube only runs on windows, I downloaded virtual windows machine and was eventually able to reboot the whole system.  Although Di2 is not something I would likely pay for in the future I can say that it is an amazing product.  The shifts are flawless, precise, and can be accomplished under load without issue.  I’ve put about 700 miles on the groupset and have not experienced any issues and the battery still has a full charge despite my aggressive shifting.  Although I was initially reserved in my off-road riding in an effort to avoid damage to the components, that has since changed and the can say everything has held up nicely despite a few crashes.  With regards to cleaning, I have always used warm water, muc-off, and cleaner without issue and this setup is no different.  Bottom line is this:  The bike fit my style, had/has quality components off the shelf, has stood up to some pretty rough riding, and fit my budget.  Most importantly it puts a smile on my face which for me makes the bike worth its weight in gold.      

Trek still does not make an actual Gravel Bike.  

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2023 Trek Checkpoint ALR 5 Driftless Review

Are you searching for an endurance gravel bike that combines lightweight performance and severe loyalty to the cause? If so, the 2023 Trek Checkpoint ALR 5 Driftless may be the perfect choice for you.

The latest version of the Check Point ALR 5 is a future-proofed long-distance gravel bike that has been heavily developed over several years. 

It features an all-new lightweight Alpha Aluminum frame and some seriously impressive technology, flat mount brakes, hidden fender mounts, and even a small frame bag.

All of this comes together to create an agile, long distance experience that packs in comfort without compromising on speed and control. 

In this review we take a closer look at what makes the 2023 Trek Checkpoint ALR 5 Driftless so special and why it could be one of the best options available on the market today.

The 2023 Trek Checkpoint ALR 5 Driftless was released recently and the anticipation for the bike has been huge. 

This high-performance all-road gravel bike offers a lightweight, responsive package that is built for long rides and intense races. 

Built with an aluminum frame and carbon fork, this Checkpoint comes packed with features like an 11-speed Shimano drivetrain and hydraulic brakes. 

In this review, we’ll be taking an in-depth look at the 2023 Trek Checkpoint ALR 5 Driftless and seeing how it performs on the trail.

Frame Design

The Trek Checkpoint ALR 5 Driftless features an aluminum alloy frame that is designed to offer good power transfer while remaining light weight. 

The frame has clearance for 700x45c or 650×2.1″ tires, allowing you to take on more challenging road surfaces with confidence. 

The frame also uses Trek’s Control Freak internal cable routing system which helps to streamline the design by tucking away all of the cables inside of the frame.

Groupset and Components

This version of the Checkpoint ALR 5 Driftless comes equipped with a Shimano GRX 11-speed groupset which includes a shifter/brake lever combo, front/rear derailleurs and a 11-42t cassette. 

When it comes to braking, this bike features flat mount hydraulic disc brakes from Shimano which offer reliable stopping power even on wet or muddy roads. 

As for suspension, this Checkpoint model uses a rigid carbon fork to provide some comfort without taking too much away from its agile feel.

The wheels on this model are Bontrager Paradigm tubeless compatible wrapped with Bontrager GR2 Team Issue Elite 700x40c tires. 

These rims are strong and light, making them ideal for gravel riding where speed changes frequently and terrain can get rough or technical at times. 

They even include a small bottle of tubeless sealant should you choose to run them tubeless.

Overall Ride Feel

As far as ride feel goes, this Trek Checkpoint ALR 5 Driftless has a stiff and snappy feel thanks to its lightweight construction and rigid carbon fork design. 

The geometry of this bike helps foster good power transfer throughout pedal strokes while still allowing you to stay agile around tight corners or when navigating through technical terrain at higher speeds. 

With its dependable components like Shimano’s GRX 11-speed groupset and hydraulic disc brakes you get great performance in any condition whether you’re racing against your friends or just out exploring some local trails.

Order online and have it shipped to your local dealer for final assembly!!

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Trek Checkpoint ALR 5 Review: Is It A Good Bike To Have?

• By Daniel Shakibaie
• Road Bike , Trek Bikes

Your bike should be able to take you everywhere your car can. Sure, it might take longer, but unless you’re looking for a bike that’s only designed to handle asphalt, you’ll probably need something a little more rugged than your average road bike. 

Enter the Trek ALR 5 . While this bike isn’t a mountain bike, it’s a more rugged design and gravel-eating geometry means that you can take this bike… pretty much anywhere. It is one of the most popular rugged bikes of the Trek Checkpoint line.

Still, you should know what you’re getting into before you invest in any new bike, especially a more expensive model like ALR 5. 

The Checkpoint is Trek’s entry into the gravel bike market, but it’s status as a relative newcomer shouldn’t fool you. Instead, consider Trek’s late entry a combination of waiting to see if the market was a fad and waiting until they had a high-quality build that really stood out among the best gravel bike models. 

The ALR 5 is a good mid to premium bike model with a maximum total weight limit of 275 pounds that performs about how you’d expect from a bike in this price range. It’s more rugged design means that this bike won’t ever be the fastest kid on the block, but it’s a well-balanced option. 

Better yet, it accelerates and maintains speed well enough that experienced cyclists might find themselves outpacing the local road bikes, at least as long as they have the component and experience advantage. 

The ALR 5 isn’t a bike that’s really designed for new cyclists. It’s also not really meant for the most technical trails or hardcore crosscheck, which can be a downside for some riders. 

Still, the flexible design makes this a good do it all bike, especially for riders who are looking to have some run and explore more than they’re looking to beat record racing times or rock a near-impossible trail without wiping out. 

Things to Consider Before Buying Gravel Bike 

Gravel bikes are exactly what they sound like. They are designed to handle all-terrain conditions like a mountain bike, but generally don’t have the jump and bump suspension you need for a dirt trail. Instead, gravel bikes like to create a steady and relatively smooth ride quality over difficult surfaces, gravel in particular. 

If you’ve ever ridden a road bike or a commuter bike over treacherous gravel roads, you know why this specialization is so important. 

However, the best value gravel bike is heavier and a little slower and chunkier than their speedy competitors, which makes them less suitable for urban riders. They also don’t usually have the same kind of suspension system as a good mountain bike. 

That’s not to say that you couldn’t hit some mountain trails on a gravel bike, you can. But you should expect that it’s going to perform differently, and you might get hung up on obstacles your mountain bike can easily mount or jump. 

Essentially, remember that a best-value gravel bike isn’t truly designed for everyone, even though it is one of the more popular do-everything bike types. 

Features & Benefits

We’ve talked a little about how Trek Checkpoint ALR 5 performs when it’s all put together, but that isn’t everything. You should still know what kind of components you’re working with and how those components will affect bike performance overall. 

This bike has an aluminum frame instead of a lighter carbon design. The new alloy, 300 Series Alpha Aluminum, performs even better than Trek’s older aluminum frames, absorbing a little more road vibration without adding weight or losing durability. 

Its circular and oval frame shape is fairly straightforward, but a glossy and incredibly clean paint job adds a little flair. 

More importantly, the ALR 5 has consistently good welds, with high durability which makes it much less likely that you’ll break a weld while you’re riding. 

The internal cable routing, aluminum tapered head tube, seat tube and down tube make ALR 5 a professional looking and a great bike. Internal routing also keeps your bike looking and riding cleaner while protecting component wires and reducing the wear and tear on your bike. The 300 series alpha aluminum tapered head or seat tube along with a sturdy down tube of ALR 5 makes your ride smooth and comfortable.

The ALR 5 might not come with any racks or integrated frame bag mounts, but the frame is pre-drilled for all the standard accessories, saving you money and time. 

Suspension System

The Trek Checkpoint ALR 5 ‘s fork has carbon fiber checkpoint models, which is a lightweight suspension solution a little different from your average suspension fork. Instead of absorbing big impacts and providing travel space for jumps and bumps, this fork is focused on reducing road vibration and preventing constant low-level impacts from traveling up the bike. It also has fender mounts and 12x100mm thru axle.

That means that you’ll be able to ride over gravel without feeling like you’re being shaken apart, but you’ll still feel every pothole on the road. 

While this suspension style is different, it’s very effective overall. 

More: Pure Fix Bike Review: Is It A Good Bike To Have

The tubeless-ready rims are a real boon on this bike since they make it even easier to get a smooth ride over gravel. 

However, you won’t be getting tubeless tires standard and massive tire clearance with the Trek Checkpoint ALR 5. Instead, you’ll be getting a set of fairly standard tires with a reasonable, but slightly outdated, tread. 

The high-pressure tolerance of these tires makes them an understandable choice for Trek, but they’re also one of the first things that many cyclists upgrade when they buy this bike. 

The 21 gears on this bike are a nice, flexible addition to the bike. But, in the gravel bike crowd, many people think that that many gears are overkill and unnecessary. 

Thankfully, Trek seems to have anticipated that complaint and also lets you switch this bike over to a single-speed, and back, very quickly.

The combination of both the 21-speed mode and the single-speed mode makes this bike a good fit for most riding styles and a wider range of trails. 

More: Discover The Best Road Bikes Under $1000 Has to Offer

Like many of the most important components on this bike, the brakes are from Shimano. That means that you’re likely to get high-quality and very consistent results from these brakes, even if you haven’t used a set of flat-mount disc brakes before. 

The hydraulic disc brakes on this model are particularly important since they are much less likely to get gravel stuck in them and cause damage. 

Fortunately, they also offer highly responsive performance without stopping you to fast to be dangerous on gravel trails. 

Is the Trek Emonda ALR 5 Suitable for Riding on Tough Terrains?

The trek emonda alr 5 review reveals that it is a suitable choice for riding on tough terrains. With its aluminium frame and carbon fork, it offers a balanced combination of strength and comfort. The Shimano 105 groupset ensures smooth shifting, while the Bontrager wheels provide stability. Its lightweight design allows for agility in challenging conditions.

Other Customers Reviews

Customers generally love that the Checkpoint ALR 5 is more rugged than many of the more popular bike models out there. It’s also clearly a durable option, and gravel riders love a bike that can take a hit. Take a look for yourself: 

Alternatives

Trek checkpoint alr 5 vs cannondale topstone 105.

Both of these bikes are high-quality gravel bikes with lots of gears and a rugged design that can hold up to a beating. But that doesn’t mean that there aren’t any major differences between the two. The Topstone 105 has a serious advantage in the dropper component that will let you drop your saddle for more maneuverability on the go. 

The Topstone also comes with tubeless-ready tires (however, no massive tire clearance), which also gives it a little bit of a boost as the more versatile and adaptive of the two bikes. 

Trek Checkpoint ALR 5 vs Trek SL5

The Trek SL3 is still a Checkpoint model, but it’s higher price point comes with several important innovations over the Trek Checkpoint ALR 5 . The big advantage is that the SL5 smooths your ride even more than the Trek Checkpoint ALR 5. 

It’s snazzier appearance and equally, rugged durability makes the SL5 a good option if you’ve got a little extra cash to spend. 

However, the core of both bikes is similar. The ALR 5 still has the hydraulic disk brakes, tubeless-ready wheels, and high-end carbon fork you want for good gravel and drop bar bike. So while the SL5 does have some performance improvements, many riders will be just as happy with an ALR 5. 

Trek Checkpoint ALR 5 vs ALR 4

The Trek Checkpoint ALR 4 has just had a new release for its 2021 model, which comes in several sleek and eye-catching colors, and has the same basic geometry and aggressive rider position as the Trek Checkpoint ALR 5 . 

The ALR 4 is the more affordable of the two, and even in this newest model, you’re looking at several slight downgrades in almost every component set. Where it matters you’ll still be getting similar components. 

It’s still a Shimano drivetrain and brake set, for instance. Still, when you put it all together this model will be able to do just a little bit less than the ALR 5. By design. 

Trek Checkpoint ALR 5 vs Specialized Diverge Comp E5

Another very similar model, the big difference here is that the Specialized Diverge Comp E5 uses a Tektro mechanical disc brake vs the ALR 5 ‘s Shimano hydraulic flat mount disc brake. Both are great braking systems, though the hydraulic is slightly nicer.  

Really though, we’d say that between these two brake models performance differences are so slight that it’s more a matter of what you prefer rather than what works better. 

More: Kestral Talon X Tri 105 Review

Overall, while the Trek Checkpoint ALR 5 isn’t necessarily the best gravel bike you can get your hands on, it’s got a good component set and is a high-value option for its price. When you start looking at better bikes than this one, you’re looking at much bigger cost differentials for smaller and smaller performance increases. 

The extra cost might be worth it for some, but in our opinion, this bike is a solid option for gravel riders at all experience levels. So, next time you stop at a bike shop, don’t miss checking such mountain bikes to ensure you enjoy riding.

About The Author

Daniel Shakibaie

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Trek Checkpoint ALR 5

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Size / 49cm, 52cm, 54cm, 56cm, 58cm, 61cm

At a glance

Where to buy.

Specifications

• Fork Checkpoint, full carbon, tapered carbon steerer, rack mounts, fender mounts, flat mount disc, 12x100mm thru axle
• Hubs Bontrager alloy, sealed bearing, CenterLock disc, Shimano 11-speed freehub, 142x12 mm thru axle
• Wheels Bontrager Paradigm, Tubeless Ready, 24-hole, 21 mm width, Presta valve
• Tires Bontrager GR1 Team Issue, Tubeless Ready, Inner Strength casing, aramid bead, 120 tpi, 700 x 40 c
• Chain SRAM Apex, 12-speed
• Crank Size: 49, SRAM Apex 1, 40T, DUB Wide, 165 mm length; Size: 52, SRAM Apex 1, 40T, DUB Wide, 170 mm length; Size: 54, 56, SRAM Apex 1, 40T, DUB Wide, 172.5 mm length; Size: 58, 61, SRAM Apex 1, 40T, DUB Wide, 175 mm length
• Bottom Bracket SRAM DUB, T47 threaded, internal bearing
• Rear Derailleur SRAM Apex XPLR, 44T max cog
• Shifters SRAM Apex, 12-speed
• Brakeset SRAM Apex hydraulic disc, flat mount
• Handlebar Size: 49, Bontrager Elite Gravel, 38 cm width; Size: 52, Bontrager Elite Gravel, 40 cm width; Size: 54, 56, Bontrager Elite Gravel, 42 cm width; Size: 58, 61, Bontrager Elite Gravel, 44 cm width
• Saddle Size: 49, 52, Bontrager Verse Comp, steel rails, 155 mm width; Size: 54, 56, 58, 61, Bontrager Verse Comp, steel rails, 145 mm width
• Seatpost Bontrager alloy, 27.2 mm, 12 mm offset, 330 mm length
• Stem Size: 49, Bontrager Elite, 31.8 mm, Blendr-compatible, 7-degree, 70 mm length; Size: 52, 54, Bontrager Elite, 31.8 mm, Blendr-compatible, 7-degree, 80 mm length; Size: 56, 58, Bontrager Elite, 31.8 mm, Blendr-compatible, 7-degree, 90 mm length; Size: 61, Bontrager Elite, 31.8 mm, Blendr-compatible, 7-degree, 100 mm length

Q: How much is a 2024 Trek Checkpoint ALR 5?

A 2024 Trek Checkpoint ALR 5 is typically priced around €2,499 EUR when new. Be sure to shop around for the best price, and also look to the used market for a great deal.

Q: Where to buy a 2024 Trek Checkpoint ALR 5?

The 2024 Trek Checkpoint ALR 5 may be purchased directly from Trek .

Q: What size 2024 Trek Checkpoint ALR 5 should I get?

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About Gravel Bike Database

Explore, search and compare thousands of the world’s best gravel bikes here on Gravel Bike Database.

Compare prices, components, suspension, reviews, images and more on current and past Gravel Bikes’s. You can even share reviews, comments and questions on gravel bikes. View and compare a huge selection of bikes from brands such as Trek , Specialized , Giant , Santa Cruz , Norco and more .

We strive to provide accurate and up-to-date information for gravel bikes on Gravel Bike Database. If you’ve spotted any issues, please let us know . We also include helpful tools, such as our frame size calculator, to assist you in choosing the right gravel bike. Bear in mind that these tools serve as a guide and simply provide a general indication. Refer to information provided by your bike manufacturer for the most applicable information for your bike.

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• 2022 Canyon Grail 7 eTap
• 2022 Cannondale Topstone Carbon Women's Lefty 3
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Latest Bikes

• 2023 Rose BACKROAD FLATBAR
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• 2023 Intense 951 951 Series Gravel 2X
• 2023 Stevens Camino
• 2023 Stevens Camino Pro

Based on frame geometry and build specs.

A bike with lower gearing will be easier to ride up steep hills, while a higher top end means it will pedal faster down hills.

2025 Checkpoint ALR 5

2024 Speedster Gravel 40

(descending)

Based on build material and quality level of the frame, fork, wheelset, groupset, suspension system, and more.

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Elektrostal, visit elektrostal, check elektrostal hotel availability, popular places to visit.

• Electrostal History and Art Museum

You can spend time exploring the galleries in Electrostal History and Art Museum in Elektrostal. Take in the museums while you're in the area.

• Cities near Elektrostal

• Places of interest
• Yuri Gagarin Cosmonaut Training Center
• Central Museum of the Air Forces at Monino
• Peter the Great Military Academy
• Bykovo Manor
• Balashikha Arena
• Balashikha Museum of History and Local Lore
• Pekhorka Park
• Ramenskii History and Art Museum
• Orekhovo Zuevsky City Exhibition Hall
• Malenky Puppet Theater
• Noginsk Museum and Exhibition Center
• Saturn Stadium

• Checkpoint SL 5 Gen 2

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If for any reason you’re not 100% happy with your online order from trekbikes.com, you can return it in like-new condition within 30 days. No questions asked.

"An excellent gravel race bike"

"Trek's new Checkpoint SLR 9 eTap is an excellent gravel race bike, built with features and geometry that calm rough surfaces without the handling feeling vague or sluggish. After two months on it, I can say that the bike we named the 2021 VeloNews Bike of the Year has only gotten better."

"What Trek gets right with the Checkpoint is the handling, the comfort, the storage options, and the flexibility to alter the cockpit or the drivetrain. The attention to detail...is welcome and warranted for a top-end machine."

"One of the best gravel bikes I’ve been on"

"Overall, the new Checkpoint is a wonderful gravel bike. It’s faster, better handling, and more suited to the needs of the today’s gravel rider."

"More capable….easier to ride on fast on unpaved surfaces"

"As with other bikes with similarly long front ends, the revamped Checkpoint is easier and more confidence-inspiring to ride off-road on even moderately steep or loose terrain than before."

"Progressive geometry and frame storage"

"Trek has revamped its Checkpoint line-up, with the updated gravel bike coming in not one but three different flavours, catering for the needs of go-fast racers, rough-and-ready adventurers and riders looking for a versatile N+1."

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