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Nov 10, 2023

Canyon Endurace Review

Gear-obsessed editors choose every product we review. We may earn commission if you buy from a link. How we test gear. The new Endurace CFR and CF SLX road bikes feature more tire clearance and

Gear-obsessed editors choose every product we review. We may earn commission if you buy from a link. How we test gear.

The new Endurace CFR and CF SLX road bikes feature more tire clearance and improved aerodynamics

Takeaway: Canyon’s updated Endurace has a brilliantly-smooth ride and is very well equipped for its price. Five models are offered in the U.S. market and are available in eight frame sizes (3XS to 2XL). However, the proprietary integrated bar/stem combo makes it challenging and costly to adjust the stem length for personal fit needs.

While Canyon’s Ultimate and Aeroad bikes get plenty of visibility due to the exploits of the brand’s elite racers, the Endurace model gets less attention. That’s a shame because it is a sporty and comfortable road bike for a greater variety of riders. And it’s more capable too.

Canyon offers the Endurace in a huge range of trims. This includes a handful of aluminum models starting with the $1,500 Endurace 6, and the entry-level carbon Endurace CF models that start with the $2,200 CF 7 Disc.

Those less expensive trims carry on, with Canyon unveiling updated models at the top of the range. The new Endurace CFR and CF SLX models have new frames with new features, increased tire clearance, and improved aerodynamics. You can find all the details and initial ride impressions below.

Price: $4,200 to $9,000 ($4,200 as tested)Drivetrain Options: SRAM Force AXS, SRAM Red AXS, Shimano Ultegra Di2, Shimano Dura-Ace Di2. All builds have a power meter.Bike Weights: 18.3 to 16.1 lb. (claimed)Test Bike Weight: 17.7 lb. (size small)Frame Weights: CFR—930 grams (claimed), CF SLX—980 grams (claimed)Frame Details: Electronic drivetrain only, disc brake only, press-fit 86 BB, 12x142mm rear and 12x100mm front axle spacing, hidden brake hose routing, round 27.2mm seatpost, proprietary bar/stem with adjustable width and heightSizes Offered: 3XS, 2XS, XS, S, M, L, XL, 2XL

While the profile of this newest Endurace isn’t radically new, it is refined with several updates that are revealed with a close inspection.

It’s more aerodynamic, with the brand claiming a seven-watt improvement at 45 km/h. Some of those gains come from a narrower head tube and a new fork that is, “sleeker in profile with a longer chord,” according to the press kit.

Another good helping of aero gains comes from the Endurace adopting Canyon’s CP0018 integrated cockpit. This is the same bar/stem unit that debuted on the Aeroad in 2020 and found its way to last year’s Ultimate redesign.

The gains here come from hiding the brake hoses. They now run internally through the bar and into the stem before dropping through the upper headset bearing and into the frame.

The CP0018 has 40mm of adjustable width, and 15mm of adjustable height, with no cutting or hose disconnection necessary. But it is a proprietary system: No other bar and stem can be fitted on the new Endurace frame.

While Canyon is not the first to make a storage compartment inside a frame tube, they are the first I’ve seen to build that storage into the top tube. As is usually the case, the Endurace’s top tube is much smaller than the downtube, so instead of the burrito smuggler found in Trek’s Domane downtube, the Endurace’s LOAD top-tube storage compartment is a sausage smuggler.

Remove the hatch in the top tube and out slides a neoprene sleeve (it is attached to the hatch door with Velcro) with storage spaces for Canyon’s 3­in­1 Minitool ($60). It incorporates a C02 inflator chuck and a DynaPlug tubeless plug, a 16-gram CO2 cartridge ($5 or so), Canyon’s Slim tire levers ($6), and the mini-tool’s bits (included with the tool). But those accessories are not included.

With the Canyon accessories—the brand’s 3-in-1 Minitool is a clever little work of functional art—it is a pretty nifty and clean little system. And it’s quiet too: I didn’t hear any rattling, even on gravel roads.

But because the LOAD storage compartment is so small, you’re limited in what you can fit in there. I was able to shove non-Canyon tools of approximately the same shape as the Canyon goods into the sleeve. However, without the sleeve, there’s not a lot you can do with the compartment. It is not big enough to swallow a tube or a jacket like downtube storage systems and there’s no bulkhead, so loose items are free to slide all the way back to the seatpost where they might be tough to get out.

Tire clearance is stated at 35mm, which seems extremely conservative. I fit Rene Hearse 38mm Barlow Pass tires on 25mm internal width rims with reasonable clearance remaining.

Wrapping up the frame specs, the Endurace uses a press-fit 86 bottom bracket, 27.2mm round seatpost, and is only compatible with electronic shifting.

For this generation of Endurace, Canyon forgoes fender mounts, stating that the foot clearance regulations would require extending the wheelbase resulting in undesired drawbacks to the Endurace’s handling. “Riders who value fenders for all-seasons riding in wet conditions can find great solutions in our Grail and Grizl line­ups,” the brand said.

The new Endurace arrives in two tiers, but the difference is very small.

The top-of-the-line frameset gets the CFR designation. It’s 100 grams lighter due to different carbon composites. However, those 100 grams are equally split between the frame (930 grams, size medium) and the fork (350 grams).

The CF SLX is slightly heavier (frame, 980 grams size medium; fork 400 grams), but that is the extent of the differences.

Canyon positions the Endurace as an endurance road bike (AKA: sportive, gran fondo, plush road). And like most brands that offer something in this category, Canyon designed the Endurace for a different fit than its pro-level racing bikes (Ultimate and Aeroad).

The brand calls it Sport Geometry, and, compared to a size medium Ultimate, a medium Endurace has 27mm higher stack and 15mm shorter reach. A generous eight sizes are offered: From 3XS to 2XL. Note that the two smallest sizes—3XS and 2XS—both roll on 650b wheels.

All Endurace CFR and CF-SLX models use Canyon’s CP0018 cockpit. This is the same unit found on higher-end Ultimate and Aeroad models. This three-piece unit has removable hooks which offer rider-adjustable width, and also make packing it for travel easier.

Width range depends on the stem length, and stem length varies with frame size. Here’s the breakdown:

• 3XS: 70 mm, 390 +/-20 mm• 2XS: 80 mm, 390 +/- 20 mm• XS and S: 90 mm, 390 +/- 20 mm• M: 100 mm, 410 +/- 20 mm• L and XL: 110 mm, 410 +/- 20 mm• 2XL: 120 mm, 410 +/- 20 mm

There are two bolts on the bottom of either side of the bar. To adjust the bar width, remove the bolts, slide the bar tops out/in for your preferred position, and then torque down the bolts.

At wider settings, there is an unsightly gap created on the bar tops between the edge of the bar tape and the “stem”. The fix for wider widths is to remove and then rewrap the tape—Not the end of the world, but something that will cost time and money.

The other bit of adjustment in the CP0018 is 15mm of stem height adjustment with no cutting necessary. This comes about from the way the stem interfaces with the fork: A somewhat new-school riff on an old-school quill stem.

As the Endurace’s stack is on the tall side for my fit, I took advantage of this adjustment and removed the spacers that came preinstalled on the bike. They’re split spacers and removing them was very easy. Once removed, I simply pressed down on the stem to slide the system together at the lower height and then preloaded the headset and tightened the stem.

The one quirk to the height adjustment process is the long and skinny threaded wingnut tool (included with the bike) needed to preload the headset bearings when adding or removing the spacers, or recentering the stem. Don’t lose this tool: You can’t properly tighten the headset without it.

While the CP0018’s built-in height and bar width adjustment does allow riders to dial in their fit somewhat, the one thing it doesn’t offer is stem length adjustment. And this is where things with the Endurace get a bit sideways.

Canyon doesn’t offer riders the ability to choose a stem length when purchasing the bike. And there’s no easy or inexpensive way to adjust stem length after the bike is in a rider’s hands.

This issue is not exclusive to Canyon: All road bikes with integrated cockpits and internal routing have this issue. Where the differences lie is in how brands, and bike shops, help customers achieve their proper fit.

Although not shown on its website, Canyon USA does keep a selection of CP0018 stems in stock. Riders can call 866-226-9661 and purchase a different length stem for $300. Buying it is one thing, installing it is another. The hydraulic lines need to be disconnected, the bars unwrapped, and more: Not a simple task. If you have the tools, supplies, and skills to do it yourself, congrats. If not, expect to pay for about two hours—maybe more—of labor for a shop to make the switch.

There are eight total Endurace models offered worldwide, with five coming to the U.S. The models available, (with claimed weights) in the States are:

• Endurace CFR eTap (SRAM Red AXS, 7.3 Kg/16.1 lb.) and Endurace CFR Di2 (Shimano Dura-Ace Di2, 7.3 Kg/16.1 lb.) - $9,000. These builds get DT-Swiss ERC 1100 wheels with carbon rims and Schwalbe Pro One TLE tires.

• Endurace CF SLX 8 AXS (SRAM Force AXS, 7.8 Kg/17.2 lb.) - $5,500. DT-Swiss ERC 1400 wheels with carbon rims and Continental GP 5000 S TR tires.

• Endurace CF SLX 8 Aero (Shimano Ultegra Di2, 7.8 Kg/17.2 lb.) - $5,500. DT-Swiss ERC 1400 wheels with carbon rims and Continental GP 5000 S TR tires.

• Endurace CF SLX 8 Di2 (Shimano Ultegra Di2, 8.3 Kg/18.3 lb.) - $4,200. DT-Swiss Endurance LT wheels with aluminum rims and Continental GP 5000 S TR tires.

No matter the model, there are a few parts details that are common to all models for the USA. One is the CP0018 carbon cockpit discussed above.

Every bike also has a power meter. Worldwide, the lone model without a power meter is the CFR WRL with Campagnolo’s Super Record Wireless group (€ 9,999)—This model is not sold in the U.S.

Canyon equips all Endurace models with staggered tire sizes: 30mm in front with a 32mm in the rear. The wider rear tire offers a bit more cushion, while the narrower front tire is lighter and more aerodynamic.

All models get Canyon’s awesome S15 VLCS 2.0 carbon leaf spring seatpost with 20mm of setback (zero offset available aftermarket for $250). Although setting saddle angle is a bit finicky—you must remove the post every time you want to adjust tilt—this unit is light, silent, and very effective at hushing bumps and vibrations. It’s a great upgrade to any bike that fits a round seatpost.

In a shock twist, Canyon sent me the least expensive trim of the new models. This is a welcome change from brands’ usual practice of sending me the most expensive model.

The $4,200, Endurace CF SLX 8 Di2 is one hell of a bike for the money too with superb Shimano Ultegra shifting and braking, a 4iiii power meter, a carbon seat post and carbon cockpit, and top-of-the-line Continental GP 5000 S tubeless tires.

The stock DT-Swiss Endurance LN wheels with aluminum rims are a tad basic—round instead of aero spokes for example—but they ride beautifully. I swapped a set of $4,220 Zipp 353 NSW wheels onto the Endurace to see how it performed with a light and high-end carbon wheelset and discovered I much preferred how the bike rolled on the stock DT-Swiss aluminum rims.

Because my size-small test sample arrived with a 20mm too short stem for my preferred fit (stock is 90mm, I need a 110mm for my fit), I’m not prepared to offer a full ride review. As it is, the short stem made the bike’s steering feel disconcertingly light and disconnected to me.

A 110mm stem is on the way and once I swap it and have some hours on the bike with my fit, I’ll offer updated impressions. But I did get out on a handful of shorter rides to feel out the new Endurace, so I can offer some initial thoughts.

Mostly, I want to tell you how smooth this bike rides. I think it could be the smoothest, creamiest, floatiest road bike I’ve ever ridden. I can’t recall a bike—made of any material—that glides down the road like this Endurace.

There’s a fine line between smoothness and numbness. Comfort and damping are great qualities, but if they’re taken too far a bike becomes leaden and uninspiring. Road bikes, even “endurance” models that put a greater emphasis on comfort than race bikes, should be sporty and reactive.

The Endurace nearly goes too far with its smoothness, but I don’t think it goes over the line. It feels acceptably lively: It jumps when you punch the pedals, and the frame is reactive when sprinting or torquing on the bars to initiate a turn. It climbs well too, and generally eats the miles in impressively efficient and drama-free fashion.

I think the Endurace is exactly as sporty a ride as it should be considering its intended purpose. But this is not a pro’s race bike with a more accessible riding position: It is a road bike that prioritizes performance for cyclists like the rest of us and riding in the real world.

A gear editor for his entire career, Matt’s journey to becoming a leading cycling tech journalist started in 1995, and he’s been at it ever since; likely riding more cycling equipment than anyone on the planet along the way. Previous to his time with Bicycling, Matt worked in bike shops as a service manager, mechanic, and sales person. Based in Durango, Colorado, he enjoys riding and testing any and all kinds of bikes, so you’re just as likely to see him on a road bike dressed in Lycra at a Tuesday night worlds ride as you are to find him dressed in a full face helmet and pads riding a bike park on an enduro bike. He doesn’t race often, but he’s game for anything; having entered road races, criteriums, trials competitions, dual slalom, downhill races, enduros, stage races, short track, time trials, and gran fondos. Next up on his to-do list: a multi day bikepacking trip, and an e-bike race.

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