Review: New Trek Checkpoint ALR 5 | Subtle changes, major impact
Third generation aluminum Checkpoint lands and impresses on many fronts
| Words: Myles Kelsey | Location: Avondale Wine Estate | Images: Chris Taylor |
Trek released the first generation Checkpoint gravel bike, in 2018. It was Trek’s entry into the growing gravel bike market, designed to be versatile, comfortable and capable of handling both pavement and off-road terrain. It was built with features like wider tyre clearance, multiple mounting points for gear and the geometry was aimed for endurance riding on a variety of surfaces.
In 2022, Trek announced the Gen 2 ALR Checkpoint with updates that included more progressive geometry, dropper-post compatibility, additional mounting points and 45mm tyre clearance. This new Gen 3 ALR has received a complete makeover, from top to bottom and whilst the changes are subtle, there are many.
Video Review: Trek Checkpoint ALR 5
The Bike
The new Checkpoint ALR is available in three builds, all with the same alloy frame and carbon fork combination. The ALR 3 retails at R26k and is a 1×10-speed ride. Then there’s the ALR 4 that sits at the R33,5k range and features a 1×11 drivetrain. The top-of-the-line model is what we tested and it’s the ALR 5 retailing for R40k and features a SRAM 1×12 drivetrain.
The sizing runs from an XS frame to an XL and by including the popular M/L size option there’s a total of six frame sizes on offer. Seat tube lengths start at 49cm and roll up to a 61cm. All models of the new Checkpoint ALR are compatible with dropper-posts and front suspension, up to 40mm.
The Build
| FRAME | Aluminum Frame, Endurance Geometry, UDH compatible, 50mm Tyre Clearance |
| FORK | Full Carbon |
| WHEELS | Bontrager Paradigm 23mm, Tubeless-Ready, Centrelock Disc |
| TYRES | Bontrager Girona Pro 42mm |
| GROUPSET | 1×12, SRAM Apex Mechanical |
| CRANKSET | SRAM Apex 1, 170mm |
| CASSETTE | SRAM XPLR 11-44T |
| COCKPIT | Bontrager Elite Gravel Alloy Bars, 42cm with 15-degree flare |
| SADDLE | Bontrager Verse |
| ROTORS | SRAM Paceline 160mm |
| WEIGHT | 9.7kg (actual) – size M/L, tubeless, no pedals, with some mud… |
| SIZING | XS, S, M, M/L, L, XL |
| RETAIL | R40k |
| MORE | trekbikes.com |
Trek hasn’t drastically altered the geometry for the new alloy Checkpoint. The key changes are marginally more rake in the fork — as little as 2mm from what I can see. There is however, a fairly large increase in stack height, the head tubes across all frame sizes is significantly taller, in some cases as much as 17mm.
Staying with the frame, another ‘upgrade-friendly’ change to the ALR is the UDH (Universal Derailleur Hanger) which is a more secure and direct mounting system for the derailleur that improves shifting. It also makes the bike fully compatible with all modern electronic groupsets.
There’s improved aesthetics with cables that now follow a cleaner routing that takes them into the head tube, through a new top cap system. The new routing means you can swap bars and stem without having to deal with too much of a mess.
The cockpit is a mix of the brand’s Blendr-compatibe stem, new gravel bars and SRAM’s Apex shifters. The stem has a face plate that enables direct mounting of things like lights and head units. The new gravel bars have 15-degrees of flare and a slightly shorter reach.
All the tubes have been reshaped and, as a whole, the bikes appearance is more robust and appealing. Sticking with the highly versatile character the Checkpoint has become known for, Trek has littered the frame with mounts. Whether it’s hydration, storage, racks or fenders – there’s a mount in just about every position you can imagine.
Tyre clearance is a big deal with gravel whips and the Gen 3 ALR now officially accommodates 50mm tyres. If you need wider than that you would be able to fit them, I mean there is plenty more room, but you are probably better off on a mountain bike.
Something I think is important for bike packing or situations where the maximum rider weight is being approached, is the ability to run bigger rotors. Addressing this, Trek ships the bike with 160mm rotors but the frame and fork will now accommodate 180mm rotors.
With the increase in head tube length, there’s now more real estate for things like water bottles and bags, inside the main triangle. The new bike is compatible with dropper posts and suspension forks.
Overall, there’s no ‘wild gimmicky stuff’ on the new Checkpoint. It’s more a case of many small changes designed to make it more suitable for what gravel is today.
Ride Impressions
COMFORT | So for this test I never looked up any geometry numbers or did any research on the bike. I simply set saddle height, tilt, fore and aft positioning before dialing in the bar position and off I went. Within the first few pedal strokes I was quite puzzled with the high comfort levels. “Alloy framed bikes are not supposed to be this comfortable” I muttered to myself. Those first impressions on the comfort, were lasting impressions. I’m guessing the high stack and resulting upright position play a huge role in the comfort, as do the saddle that my tush likes and the bar/shifter ergonomics. The new Checkpoint rides remarkably smoother than the Gen 2 model I rode last year.
CLIMBING | At 9.7kg it’s not the lightest pony in Trek’s stable and it’s when the speed is a little lower, on steep climbs I could notice the weight. However, unless you are going for podiums, you shouldn’t be worried about the Checkpoint’s sometimes timid climbing demeanour. It’s still very sporty on climbs and is by no means a slouch. In fact, I’d bet that under the right pair of legs, this bike could be ridden right at the front of a local Gravel race. Just don’t expect it to climb like a R200k pony.
UNDULATING TERRAIN | On flat and undulating terrain, the Checkpoint feels more efficient than it should. On the rolling terrain around Greyton it is very impressive, smooth and responds instantly when watts are added. It’s the kind of bike that I’d feel comfortable tackling monster distances on, across a variety of surfaces. As for descents, the Checkpoint is a rockstar performer. The taller head tube and resulting higher stack, contribute bucket-loads of stability and confidence to all descents.
PERFORMANCE OF THE BUILD KIT | On paper, the build-kit screams low-maintenance and carefree, — and that’s exactly how it performed. Out the box I had some rasping from the rear derailleur but a quick adjustment to the cable tension sorted that out and that’s the sum of attention I gave to the mechanics of the bike.
There’s plenty of gearing inside that 1x drivetrain, even for some of the steep and loose terrain I tackled. I must also mention how quiet the bike rides – when pedaling or coasting over rough terrain there is little to no noise coming from the drivetrain (or bike). The brakes have more than enough power in them and stopping was never an issue.
The 15-degree flare and short reach on the bars means there’s more viable hand positions to switch between, which will be helpful for riders who suffer hand fatigue. On this bike, descending in the drops with fingers on the brakes, feels like a natural and normal position – as it should! Overall the cockpit has excellent ergonomics. Considering most of my test rides were on terrain with a lot of exposed rocks, the pressures I ran were definitely on the low end. Despite this the tyres and rims held up well, with no flats to report.
Bottom Line
The Gen 3 ALR has no wild gimmicky stuff nor geometry from 2050. It’s just a highly appropriate ride for what gravel is today. I’m not gonna lie, I’m not gonna sugarcoat it: this bike rides way better than I thought it would. Now when you factor in the new pricing, there can only be one takeaway — it is surely going to be a popular buy for gravel enthusiasts, sport level racers and adventurers. //