Is Specialized‘s Crux DSW the Best Aluminum Gravel Race Bike? (2024)

Takeaway: Specialized’s new Crux DSW builds on the proven success of the brand‘s carbon-framed Crux models launched in 2021. The new aluminum-framed Crux DSW shares geometry—to the millimeter—as well as a carbon fork and component fitment with its pricier sibling. While heavier than the carbon model, the sub-1,400-gram aluminum frame is stiff and responsive. The Crux DSW is an impressive gravel bike for aspiring and privateer racers or any riders seeking a sporty-feeling and quick-handling gravel ride.

Specialized is on a roll with its new aluminum bikes. The Morgan Hill, California-based brand recently launched the Chisel, an alloy full-suspension cross-country bike that closely resembles its Epic carbon bike. And now comes the Crux DSW. The bike isn’t simply an aluminum bike sharing a nameplate with Specialized’s popular carbon Crux models; it is practically an exact copy made from aluminum.

The carbon fiber-framed Crux (on which this new bike is based) was launched in 2021 and quickly became a highly successful platform for gravel and cyclocross racers. However, since 2019, an aluminum version of the Crux remained absent from Specialized’s product line. For the Crux DSW, Specialized builds on the carbon Crux’s proven formula. The new aluminum Crux applies identical geometry to the carbon variant but with Specialized’s D’Aluisio Smartweld (DSW) alloy technology in the place of carbon fiber.

We praised the carbon Crux for many of the same reasons we loved the Aethos. Sure, both bikes are exceptionally lightweight, but it was less about the tech and more about how both eschewed proprietary and annoying component standards. Crux DSW continues with that philosophy. The alloy frame features cables routed externally of the headset, a 27.2mm diameter round seatpost (with an external clamp), and a 68mm English threaded bottom bracket.

But don’t let the simplicity of the frame standards fool you. The Crux DSW is not some kind of throwback bike. It features modern tire clearance, Specialized officially claims 700x47c or 53mm in a 650b wheel size. Additionally, the Crux DSW has modern gravel geometry (sorry, riders looking for a dedicated cyclocross geometry), with a longer relative reach and a slacker head tube angle paired with a shorter stem. The frame also uses a Universal Derailleur Hanger (UDH) to ensure compatibility with SRAM’s new Red AXS XPLR and other potential future gravel drivetrains.

Only One Model

Specialized keeps the Crux DSW range very small; a complete bike and a frameset. The frame option is available in two color schemes, one wild and one mild, for $1,700. The $2,600 Crux DSW Comp, available in two decisively boring colors, is the only complete bike Specialized offers.

The Crux DSW Comp complete bike uses a SRAM Apex XPLR 1x12 mechanical groupset with an 11-44 tooth cassette and a 40T chainring. The wheels, while basic, use DT Swiss tubeless-ready alloy rims that feature a modern 25mm internal width. The rest of the touchpoints are very functional alloy bits from Specialized.

Geometry

There isn’t much to say about the geometry of the new Crux DSW. Like the carbon version, it’s available in six sizes (49cm to 61cm) and all sizes carry forward without changes. I guess, if it ain’t broke, don’t fix it.

Ride Impressions

I was an unabashed fan of Specialized’s carbon-framed Crux when I tested it in 2021. So it shouldn’t be a huge shocker that I like the aluminum versions nearly as much. The biggest throughline between the two is handling and geometry. As with the carbon version, the Crux DSW is a quick-handling gravel bike. And compared to some of the slacked-out gravel bikes currently on the market, the DSW feels quite aggressive.

What I found most striking about the Crux geometry was my mindset shift compared to my initial carbon Crux review. When the carbon Crux launched in 2021, I spoke about it as a bit of a mellowed-out cyclocross bike—which, in many ways, it was. The geometry remains unchanged three years later, but now the Crux DSW feels more like an aggressive gravel bike. Considering there was no geometry change over those years, that’s a distinction without a difference and more of a comment on how time and the evolution of cycling disciplines and technology change our perspective.

I tested the Crux DSW in much the same way that I tested its carbon sibling. I did my best to throw as much different terrain at it as possible, but I could never find something where it didn’t exceed my expectations. The DSW’s responsive handling was especially fun on singletrack, where changing lines on a whim and a flick of the wrist felt effortless and incredibly satisfying.

If you crave straight-line stability over very rough terrain, the Crux DSW is probably not ideal. I wouldn’t describe it as twitchy, but I come to it from a road and cyclocross racing background. If your idea of gravel involves racing or riding fast, then the Crux DSW will be your jam. Despite the lack of cyclocross-related marketing for this bike (and, for the most part, the carbon version), I raced quite a bit of cyclocross on the carbon model and could easily use the alloy one for racing, too.

The Crux DSW is not the best choice if your definition of gravel riding is biased toward exploration, backcountry adventure, and multi-day excursions. Besides the sporty geometry and handling, the Crux DSW only features mounts for three bottles: two in the normal spots and one on the underside of the downtube. There are no attachment points for racks, gear mounts on the fork or top tube, or fender mounts. That’s bare bones even by the standards of many gravel race bikes—many competitors’ bikes have internal storage hatches or top-tube mounts for a feed bag. While there are many great options for strap-on bags, riders who prefer more integrated solutions will need to look elsewhere.

The most consistent question other riders asked about the Crux DSW was, “How does it compare to the carbon one?” On this front, I have good news and bad news.

I’ll start with the bad. While exceptionally light for an alloy gravel frame at 1,399 grams, the Crux DSW is 1.25 pounds heavier than the non-S-Works carbon Crux. From a physics and performance point of view, bicycle weight is not nearly as important as most riders believe. But I would be lying if I told you I couldn’t feel the difference, especially when hopping logs or doing any up-and-over moves on the trail. The good news is that despite the extra heft, the Crux DSW still feels very peppy and responsive under power on more typical gravel bike terrain.

The only aspect of the Crux DSW that makes me seriously consider opting for its pricier carbon version is comfort. The Crux DSW has a noticeably firmer and less forgiving ride than the carbon frame. It’s difficult to quantify exactly how much of that is down to the build kit and how much of that is the alloy frame. When I tested the carbon Crux, it came equipped with a very nice Roval carbon handlebar and seatpost. I built my Crux DSW test sample with a Zipp handlebar and seatpost. While the Zipp co*ckpit parts are hardly bargain basem*nt items they do not have notable compliance. However, even if the builds were identical, I would still expect the Crux DSW to ride firmer than the carbon Crux.

If a compliant and comfortable ride are your goals, but you’re on a Crux DSW Comp budget, I would swap out the stock tires. The 38mm wide Pathfinders are great for mixed-terrain rides where you hit equal parts dirt and pavement. But these tires are well below the Crux’s max tire size of 47mm. For a bike as fun to ride off-road as the Crux DSW, I would recommend 42mm or wider rubber.

Other Options

The Crux DSW is a compelling value for riders who want a racey-feeling gravel bike. The frameset ($1,700) and the complete build ($2,600) are reasonably priced. For riders whose budget doesn’t allow for a Crux DSW, the $1,300 State aluminum All-Road is an excellent option for a complete bike (or $680 for a frameset).

The bike the Crux DSW instantly made me think of was BlackHeart’s Gravel AL. While the BlackHeart uses through-the-headset cable routing, it has 137 color options (I'm not joking), and nearly unlimited build options. The Gravel AL is spiritually very similar to the Crux DSW. If an aluminum gravel bike appeals to you, but you desire something more personal or premium, BlackHeart has you covered.

Trek’s Checkpoint ALR is a bike priced similarly to the Crux DSW. Unlike Specialized's single complete bike, Trek offers five complete builds of the Checkpoint ALR, ranging between $1,800 and $2,900. Riders who like the price point of the Crux DSW but need all the mounts should take a close look at the Checkpoint ALR.

Conclusions

If the Crux DSW had a motto, it would be “Less is more.” Other gravel bikes offer more features for a similar amount of money, but that’s not necessarily what every rider wants. There is something very appealing about a stripped-down, simple, and lightweight race bike.

I will not tell you that the Crux DSW is as good as the pricier carbon options. But I would happily spend my own money on one. An aluminum gravel bike makes a ton of sense for my riding. This is especially true given the abuse a frame can be subject to during gravel events in adverse weather—I know two riders who wore through carbon fiber frames racing Unbound due to accumulated mud buildup. If those bikes were aluminum, there is a higher chance that the damage would have been cosmetic rather than structural.

Plus, once you put big, squishy tires on a bike, the advantages of carbon and titanium frames are significantly diminished (though those benefits are not zeroed). Still, I just can’t help but feel a pull towards the Crux DSW. It’s a similar feeling to how I fawned over aluminum race bikes of other disciplines. For the rider who wants sharp handling and spirited ride quality, the Crux DSW is everything you need and nothing you don’t.

Notes From the Field

• The bottom bracket shell has a massive cutout. It is much larger than a typical drain hole. I haven’t been out on the Crux DSW in mud-fest conditions yet, but I can see this opening getting packed in with mud.
  

  

  
  
• Kudos to Speclaized for using all the same high-end bits—thru-axles, bottle cage bolts, compression plug, and seat collar—as used on its S-Works Crux frames. Sure, this is likely a move that saves the brand money, but it still adds a premium feel to the more affordable bikes.
  
• I do have to rain a little on the parade of riders who want to use the Crux for its heritage purpose of racing cyclocross. The top tube is triangular, with the “point” facing towards the bottom bracket. This makes it quite uncomfortable to shoulder the bike. It’s probably not a total dealbreaker if you live somewhere with infrequent muddy races but it’s still a big downgrade over the round and comfy top tube of the carbon Crux.