2024-04-03 09:16:18
An impression of Panaracer’s best-selling gravel tire “GRAVELKING” which has been fully renewed. With the addition of a new model, the “X1,” we took a field trip to test out the usability of the king of gravel tires, which has a significantly increased selection of tread patterns, casings, and sizes.
Panaracer GRAVELKING X1 photo: Makoto AYANO
The world’s gravel scene is becoming more and more heated. On March 1st, there was a hot topic in the gravel world. GRAVELKING, a Panaracer that boasts a high market share, has been completely renewed with the addition of new models. The entire lineup has been revamped to include a rich variety of casings and sizes.
Since its founding in 1952, Panaracer has continued to take on challenges as a manufacturer specializing in bicycle tires and tubes. The company is proud of GRAVELKING, a gravel tire that has been around for 10 years.
The lineup was born in the spring of 2014, when the concept of “gravel” had not yet penetrated the world. GRAVELKING was introduced as a tire for gravel riding, which was just born in North America, and was greeted with surprise and confusion at the time. However, in just 10 years, gravel riding has established itself as a major player. At the same time, GRAVELKING has gained solid popularity, and as its name suggests, it has become the king of gravel tires. It has gained solid popularity and market share as a Japanese-made tire that is recognized around the world.
GRAVELKING X1 with an unprecedented new tread pattern photo: Makoto AYANO
10 years have passed since then. Standards surrounding tires and rims have also changed with trends. In particular, with the widening of rims and the introduction of the new ETRTO standard in recent years, the suspension systems of gravel bikes have been forced to undergo major changes. Gravel riding, where riding is all regarding freedom, has given rise to users who enjoy riding in a variety of styles, and these styles are becoming more diverse.
In order to meet the needs of such a diverse gravel market, the new GRAVELKING has introduced technological innovations that improve performance while leveraging existing strengths. “ZSG GRAVEL Compound” exclusively for gravel, “TuffTex” casing using newly developed material, and updated bead area with “BeadLock”. The newly developed casing “R” spec and the new tread pattern “GRAVELKING X1” have been added to the lineup.
GRAVELKING X1 cut diagram (c) Panaracer
The lineup consists of the standard model “GRAVELKING” suitable for both paved roads and light driving, the hybrid “GRAVELKING SS” that covers everything from on-road to gravel, and the traditional block pattern model that can be called “This is gravel tire”. “GRAVELKING SK” and “GRAVELKING
GRAVELKING Lineup of 4 types by tread (c) Panaracer
Each pattern comes with casings of three specifications: STD (standard), + (plus: puncture resistance), and R (lightness and flexibility).
The new casing “R” spec focuses on lightness, flexibility, and ride comfort, and applies the technology cultivated with tubular tires to reduce rolling resistance by approximately 9% and ride comfort by approximately 5% compared to the conventional standard spec. % has improved.
GRAVELKING SS+ Cut diagram (c) Panaracer GRAVELKING SK+ Cut diagram (c) Panaracer
The “+” spec improves puncture resistance including side cuts, reduces rolling resistance by approximately 31%, and improves ride comfort by approximately 6%.
The “STD” spec also provides a supple ride and high puncture resistance. Rolling resistance has been reduced by approximately 18% and ride comfort has been improved by approximately 4% (both compared to conventional models).
GRAVELKING is created using a new mold that is made one by one at the Tanba factory in Hyogo by craft masters GRAVELKING in the production stage at the factory
For this new development, we not only changed the material, but also improved the TLR (Tubeless Ready) setup. We developed “BeadLock” to suit the latest gravel market, and improved setup by updating the bead area. Usability has also been improved by making it easier to install and raise the bead more easily.
The new GRAVELKING has evolved in all directions. This time, we chose the X1, which has a new tread pattern and which Panaracer touts as its “next-generation flagship,” and gave our impressions from the setup to the driving feel in the field.
GRAVELKING X1 impressions
I received the GRAVELKING Specifications are STD (standard) casing, size is 700 x 40C. The color is black. I also received a 35C size to try out with different types of wheels, and I was able to carefully test it in various cases.
Panaracer GRAVELKING with a new package photo: Makoto AYANO
The X1 comes rolled up in a dice-shaped box package, and just by stretching it out, you can feel that the material is more supple and flexible than the previous model. The bead doesn’t have any tendency to bend, and just the moist feel of the tread and sides gives a good impression that it will fit smoothly into the rim.
First of all, the actual weight was 470.5g, which was regarding 9.5g lighter than the catalog value. The wheels prepared were the aluminum wheel Mavic ALLROAD and the carbon wheel Giant CXR-1, both of which have an inner rim width of 25mm and are compliant with the latest ETRTO standards.
The catalog weight was 480g, but it was 9.5g lighter at 470.5g photo: Makoto AYANO
I used a tire lever to the bare minimum when fitting it into the rim during installation, but if I tried hard enough, I might fit it in with just my hands. And I was able to successfully raise the bead using only the floor pump. I tried installing four of them under different conditions, and all four were successful. The conventional model GRAVELKING had a slightly loose (long) bead and was easy to fit into the rim, but it was a bit difficult to install as it was necessary to raise the bead by doubling the rim tape, so I decided to use this setup. Improving sex is a good impression.
For the initial setup, I left it at a high pressure of 3 atm without sealant, but with Mavic ALLROAD wheels, which have good airtightness, there was almost no pressure drop even following 2 days, and it might be used without sealant. It had air retention properties. However, since it is only a TLR type, it is a must to use it with a sealant. In my case, even if it’s a TL type, I always use sealant to self-repair in the event of a puncture. Above all, it’s safer and you can enjoy the benefits of tubeless riding, which means you almost never get punctures.
The maximum air pressure for tubeless or tubeless tires is displayed on the side of the tire. Photo: Makoto AYANO
This time I used the popular Stan’s sealant. Due to frequent tire changes and good airtightness, the amount of injection was modest at around 40CC. Recently, I have been experimenting with cleaning the inside of the tire thoroughly with a neutral detergent to remove oil from molding before adding sealant to degrease the casing. There is an impression that the better familiarity with the material makes it easier to form a film and settle. I can’t say for sure because I can’t check the inside, but I feel like the probability of air leaks is decreasing. I hope everyone gives it a try.
The center tread is closely spaced for low rolling resistance photo: Makoto AYANO
There were no problems with the setup on the wheels, which gave a good impression. When set on a hookless rim with an internal width of 25mm, the tire side stands up obediently and has a nice round shape. When I ride it, I can feel the bounce of the tires, and it feels comfortable and rolls lightly, giving it a very nice feel. This is probably because both the tire side and the compound are made of supple material. It has a nice feel that makes it fun to drive.
The tread pattern of the X1 is quite close to the pattern that I have personally preferred in recent years. The knobs are densely arranged in the center, making it easy to roll even on paved roads, and they become sparser towards the sides, increasing the grip as you lean the bike down.
The rolling direction mark is quite small on the side of the tire, so it may be difficult to find it. You should be concerned regarding the front wheels, but you may want to try moving the rear wheels in the opposite direction (more traction) depending on your preference.
Ride on gravel with GRAVELKING X1. The new tread pattern demonstrated all-round performance. Photo: Gakuto Fujiwara
The good thing regarding the tread pattern, which has knobs closely spaced in the center and continuous connections, is that it not only rolls easily on paved roads, but also has good grip on loose gravel. If this pattern is similar to sand or slick, slipping will occur when riding on gravel with traction, resulting in pedaling loss. Unlike cyclocross or MTB, on gravel there may be more situations where you don’t want to lose grip on the climb than situations where you need to use the side grip of the front tire. The X1 pattern provides better rolling and grip than sand or diamond patterns. And since the knobs are close together, they tend to be resistant to punctures.
Highly comfortable off-road with a bouncy ride photo: Gakuto Fujiwara
The 40C size does not have protruding knobs, so it feels a little slender, so it will likely be the main size for gravel racing where you want to go fast. The tires are flexible and roll lightly, so even when driving mainly on paved roads, the ride doesn’t feel heavy.
Regarding the size range, Panaracer has positioned 35, 40, and 45 as “hot sizes”, and 40C is the standard for standard gravel riding, and for all-road riding on a mix of paved and unpaved roads. I’d probably choose the 35C, but if I’m riding a lot of rougher, tougher gravel, I’d choose the 45C for better comfort. The lineup is extensive, with sizes ranging from 26, 28, and 30C, which are suitable for on-road use, to 650B, which is easy to use for fat types.
Rolls easily even on paved roads photo: Gakuto Fujiwara
Considering the case where the bike to be set has restrictions on tire thickness, the standard is 35C main for all-road bikes (40C may be installed on the front), and 45C for gravel bikes with a front single gear and large tire clearance. It seems good to do so. Even though it is a thick 45C, the tread is round and the knobs are low, so rolling resistance seems to be low.
After using the X1 for regarding two weeks, I was impressed with its all-round performance. I felt that I might cover almost all road conditions with just the X1. It has the ability to handle various types of gravel, has low rolling resistance even on smooth roads, and can run fast. When comparing while remembering my experience with the tread pattern of other conventional GRAVELKING models, I think the X1 rolls better than the SK. It made a very good impression. However, even though the SK model looks the same as the previous model, the casing, compound, bead, and size have all undergone a complete model change, so if you want to make an accurate comparison, you’ll probably have to try all models. but.
If you look at the lineup once more, the new GRAVELKING has a variety of options that can be used in all situations, from on-road to off-road, commuting to gravel, rough gravel, and mud (loose road surfaces). It has become a tire that makes it fun to imagine and choose a tire that is suitable for your driving style. This is a gravel tire that I feel like I will want to use the entire lineup over the next 10 years.
Panaracer GRAVELKING X1 photo: Makoto AYANO
Panaracer GRAVELKING X1(Model tested this time)
Type: TLR
Size: 700×35・40・45C
Casing: std (standard) (R, + spec also available)
Weight: 420g (35C), 480g (40C), 560g (45C)
Side color: black, brown
Reference price including tax: 6,600 yen
Tester Makoto Ayano/ Editor-in-chief of CycloWired who enjoys road, gravel, and MTB riding. He is devoted to researching all-road riding, and his favorite car is a gravel road Giant REVOLT-X with F suspension, but he plans to add a Chapter 2 KAHA in April. He is scheduled to compete in his third Unbound Gravel event in June.
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