Canyon Grizl:ON Review: Real-World Electric Gravel Testing

Week three of testing, I'm climbing a 12% forest service road with 35 pounds of camping gear strapped to the bike. My legs are churning at 80rpm when the Bosch motor kicks in with that signature smooth power delivery. What strikes me isn't the motor's punch—it's how natural it feels, like someone invisible is pushing my lower back up the grade. By the summit, I'm not wiped, and that's when the Grizl:ON's purpose crystallizes: this isn't about replacing effort, it's about expanding what's possible.

I tested the Grizl:ON CF 9 (now $5,499, down from $6,299) over 480 miles of mixed terrain in Washington's Cascade foothills. Testing included daily 18-mile commutes, weekend 60-mile gravel epics, loaded bikepacking overnights, and enough aggressive trail riding to see how far I could push an e-gravel bike. The conditions? Everything from bone-dry summer dust to November downpours, temperatures from 45°F to 85°F, and elevation gains up to 4,200 feet in a day.

Right out of the box, the Grizl:ON feels intentional. Canyon's carbon layup is seriously impressive—there's zero flex in the bottom bracket under power, but the rear triangle has just enough give to smooth rough surfaces without feeling noodly. The welds where the motor integrates are clean and flush. Lupine's seat stay lights aren't just stuck on; they're embedded into custom carbon stays that glow red when active. It's the kind of integrated design that separates this from bikes where e-components feel tacked on.

After 6 weeks and some genuinely harsh conditions—creek crossings, muddy singletrack, gravel washboard at speed—everything still feels tight. The Bosch motor remains silent (no rattle or creak), the RockShox fork bushings show no play, and the VCLS seatpost hasn't developed any of the squeaking I've experienced on other carbon posts. Cable routing is fully internal with smooth entry/exit points. The DT Swiss wheels on my CF 9 are still perfectly true despite hitting some nasty potholes at 25mph. My one gripe? No kickstand mount, which would be genuinely useful for a bike Canyon positions as a commuter/tourer.

The motor performance is where Canyon absolutely nailed it. Bosch's Performance Line Sprint isn't trying to turn you into a motorcycle—it's amplifying your effort in a way that feels organic. On 10-15% gravel climbs at 170lb rider weight plus 15lb of gear, I could maintain 12-14mph in Tour mode without feeling like I was working too hard. Switch to Sport mode and those same climbs happened at 16-18mph with similar perceived effort. The motor's sensitivity to pedal pressure is remarkable; lean into the pedals harder and you feel the assist ramp up proportionally. It never surges or cuts abruptly. On technical loose-over-hardpack climbs, the smooth power delivery meant I could focus on line choice instead of managing power spikes. The only time I felt the motor's limitations was on 18%+ grades with heavy loads—it'll do them, but you're working hard in Boost mode.

Descending is where the MTB-inspired geometry shines. I intentionally pushed this bike down trails that normally intimidate me on drop-bar bikes: rocky doubletrack, loose switchbacks, even some jump-able features. The slack 69.5° head angle and long wheelbase inspire confidence at speeds that would feel sketchy on a traditional gravel bike. At 30mph on rough descents, the front end tracks precisely where you point it without that nervous wandering feeling. The RockShox fork soaks up chatter and square edges, keeping the front tire planted through loose corners. Braking power from the 180mm rotors front and rear is excellent—I could modulate speed precisely on steep loose descents without hand fatigue. The one thing I noticed: at 33.7lb, the bike carries more momentum than a lightweight gravel bike, which is both good (plowing through rough stuff) and requires adjustment (braking earlier before tight corners).

Range testing revealed the 400Wh battery is perfectly sized IF you use the motor intelligently. My longest single ride was 68 miles with 3,400ft of climbing, mixing Eco mode on flats (using ~3-4% battery per 10 miles), Tour mode on moderate climbs (8-10% per 10 miles), and Sport mode on steeper grades (15-18% per 10 miles). I finished with 12% remaining. For daily 18-mile commutes with 800ft of climbing, using Tour mode the whole way consumed about 35-40% battery, meaning 2-3 commutes per charge. The PowerMore 250 range extender transformed the bike's capabilities—I completed a 72-mile bikepacking ride with 4,200ft gain using Tour mode almost exclusively and still had 18% combined battery at the end. For gravel racing or credit-card touring where charging access exists, 400Wh is fine. For remote bikepacking or very long days, the extender becomes essential.

Daily usability is where this bike surprised me most. The integrated lights mean I never worried about forgetting to charge them—they're just always ready. The Bosch Flow app worked flawlessly for navigation on unfamiliar gravel routes; mounting my phone on the stem and following turn-by-turn directions while monitoring battery percentage proved genuinely useful, not gimmicky. The motor's silence is remarkable—there's a very slight whir under heavy load but nothing like the whine of some e-MTBs. At coffee shop stops, multiple people didn't realize it was an e-bike until I pointed out the motor. The 33.7lb weight is light enough that lifting it into my truck bed or hanging it on a wall rack isn't a chore. Tire clearance allows plenty of room for mud accumulation; I never experienced clogging even in thick Pacific Northwest muck.

Assembly from the box took about 45 minutes—Canyon's 95% pre-assembled claim is accurate. I installed the front wheel, handlebars, pedals, and dialed in cockpit position. The included torque wrench and clear instructions made it straightforward even for someone without bike shop experience. Maintenance has been minimal: cleaned and lubed the chain every 100 miles, checked tire pressures before rides. The Bosch motor requires no user maintenance. Battery removal for charging is tool-free and takes 5 seconds. One annoyance: with no kickstand mount, you're laying it down, leaning it against things, or using an aftermarket strap-on stand. For a bike Canyon positions as a commuter, this is a genuine oversight. The carbon frame is susceptible to scratches from casual handling, so I added protective tape to high-wear areas immediately.

Against premium options like the Specialized Turbo Creo SL or Trek Domane+ LT, the Grizl:ON takes a different approach. Those bikes use lower-powered motors (35-50Nm) and smaller batteries (320-360Wh) to achieve weights under 30 pounds. They feel closer to traditional gravel bikes with a gentle assist. The Grizl:ON is heavier but offers more motor power, longer range with the extender, and significantly more capability on rough terrain thanks to the suspension fork. If your rides include serious gravel, technical sections, or heavy loads, Canyon's approach makes more sense. If you want the lightest possible e-gravel bike for mostly smooth surfaces, the Creo SL wins on weight but you sacrifice versatility.

Compared to other Bosch SX-powered bikes like the BMC URS AMP or Pivot Vault, the Grizl:ON offers better value and more complete spec at similar price points. The CF 9 at $5,499 (currently on sale) includes SRAM Force wireless, carbon wheels, and full fender/rack mounts that cost extra on competitors. The integrated Lupine lighting is unique to Canyon and genuinely useful. Where the Grizl:ON gives up ground is in pure weight—the BMC comes in about 2 pounds lighter with similar components. If you're chasing every gram, BMC wins. If you want the most features and capability per dollar, Canyon's approach is hard to beat.

For riders considering a traditional gravel bike instead of going electric, the Grizl:ON changes the calculus of what's possible. Yes, you're adding 14-16 pounds compared to a comparable carbon gravel bike, and you're spending an extra $2,500-4,000. What you gain is the ability to ride farther, climb steeper, carry more, and still feel fresh enough to enjoy technical descents. After testing both extensively, I'd choose the Grizl:ON for bikepacking, loaded touring, or aggressive mixed-terrain riding. I'd choose a traditional gravel bike for racing, ultralight credit-card touring, or rides where motor assistance would feel like cheating. There's room for both in a cyclist's stable.

After 480 miles across every type of terrain and use case, the Grizl:ON delivers on its promise of do-it-all versatility. The Bosch motor provides smooth, natural assistance that extends your range and capability without making you feel like a passenger. The suspension transforms comfort on rough surfaces while the MTB geometry inspires confidence on descents. Integrated lighting and thoughtful details like the VCLS seatpost show Canyon sweated the small stuff. Yes, there are lighter e-gravel bikes and yes, 400Wh battery requires strategic use on very long rides. But for overall capability, features, and value, this is the benchmark.

I'd recommend the CF 7 at $3,099 for riders prioritizing value who can live with mechanical shifting and alloy wheels—you're getting 90% of the experience for 40% less money. The CF 9 at $5,499 is worth it for serious riders who'll appreciate Force AXS wireless shifting and lighter carbon wheels on long rides. Budget $350 for the PowerMore range extender if bikepacking or century-distance gravel riding is in your plans. Canyon's direct-to-consumer model means you're buying sight-unseen, but the generous return policy and clear size guide mitigate that risk. If the one-bike-for-everything concept appeals and you've got $3,000-5,500 to spend, the Grizl:ON is hard to beat.