Long-term test of the Continental GP 5000 Tubeless

By Guillaume Judas – Photos: @3bikes.fr

Some differences

While the clincher and Tubeless versions of the GP 5000 share the same name, the same tread pattern, and the same deep black color (thanks to the new Black Chili compound), they do not have the same casing. The clincher benefits from a 330 TPI casing (number of Nylon, cotton, or other threads per inch – 2.54 cm) with three layers of 110 TPI, while the Tubeless has only 180 TPI (three layers of 60 TPI). However, we know that the thickness of the casing plies is inversely proportional to the TPI count. Although already supple, the Tubeless casing is therefore less so than that of the clincher.

The sidewalls and lining of the Tubeless are also thicker and airtight. The tire beads, however, are slightly more flexible, to facilitate the mounting and adjustment of the Tubeless on a compatible rim, even if this is the most delicate part of Tubeless technology as a whole. Mounted on a 21 mm wide rim at the braking surface, the GP 5000 TL actually measures 26 mm in tire width for 25 mm in theory, with a slightly more “round” shape than the clincher version.

Mounting

Unlike all tires named “Tubeless Easy” which absolutely require the addition of sealant (to ensure airtightness between the tire and the rim), the GP 5000 TL are true Tubeless tires that can be used without sealant.

Nevertheless, the advantage of sealant is that it is a system that automatically seals small punctures, allowing you to continue riding as if nothing had happened.

The weight advantage clearly goes to the classic clincher tire, at least in this section.

Our GP 5000 TL tires weighed in at 300 g (302 + 299 g) in 700×25, and about 40 ml of sealant are needed for each wheel, making a total weight of about 340 g. At the same time, a GP 5000 clincher tire is around 220 g, to which an inner tube must be added (between 50 and 100 g). The weight advantage clearly goes to the classic clincher tire, at least in this section.

On compatible wheels, mounting is always done in two steps, given the very small tolerance allowed by the system to ensure its airtightness. You must first start on the side opposite the valve, and always slide the tire bead into the groove present in the rim bed.

Normally, with practice, tire levers are not needed at this stage, although some brands recommend using a mounting fluid (as for car tires). Once both tire beads are installed on the rim, the tire must “pop” onto the rim, meaning the beads must seal against the hooks. A simple floor pump is not always sufficient, but it is not always necessary to use a pump with a reservoir to send a large volume of air at once. For our part, inflation with a compressor was enough to pop both tires onto Mavic Ksyrium UST wheels, without any problem.

Finally, once the tire is properly installed, we choose to insert sealant to first seal the mounting airtightness, and then to self-repair in case of a small puncture while riding. To do this, unscrew the valve core and insert about 40 ml of liquid. Then spin the wheel freely to distribute the liquid evenly inside the Tubeless tire.

Following this mounting, we observed very slight pressure losses after a few days. About 2 bar less after three or four days without using the bike.

The inconveniences of Tubeless

Even if the problems related to this technology tend to disappear little by little, notably thanks to the standards followed by manufacturers during the production of rims and tires, which ensure more and more compatibilities, Tubeless in general is not entirely faultless in certain situations, especially in the event of a puncture on the road, when the cut is too large for the sealant to really play its role. In this case, there is no other choice but to slip an inner tube inside the Tubeless tire to be able to get home. Problem: it can sometimes be very difficult to unseat the tire beads from the hooks, even when it is deflated (or punctured), especially on the side of the road in the rain, and equipped with simple plastic tire levers. Then, you have to manage to put the tire beads back on the rim as described above, but without the comfort of a basement or a bike shop’s workshop. In short, what you should remember above all is that Tubeless is not foolproof, nor a miracle technology to avoid punctures. However, the system has other advantages, as is the case here with the GP 5000 TL.

Comfort and rolling

In just over 3500 km, we did not experience a single puncture with the Continental GP 5000 TL, especially not one that would have left us stranded on the side of the road to the point of hating them! And judging by the condition of the bike after each ride, it is even likely that the sealant did not even have to come into action. Indeed, in the event of a small puncture sealed by the liquid while riding, the bike may be slightly sprayed with whitish liquid. On the other hand, the rear tire is clearly marked by various surface cuts. But without consequence.

The GP 5000 TL stands out first for its comfort and then for its low rolling resistance. The reduction in vibrations is achieved by the absence of an inner tube, and by a slightly greater thickness of the structure which allows riding with less pressure in the tire, but without it deforming excessively. This is quite surprising, as you can ride at 6 bar without feeling the sidewalls collapse when you push off out of the saddle to initiate a sprint or a sharp acceleration.

And this quality also prevents being too tempted to inflate harder, in order to gain efficiency. Because the GP 5000 TL rolls smoothly on the flat and uphill, with independent tests even showing that it is one of the most performing tires on the market.

A sensation we shared, with an impression of ease on long, rolling straightaways as well as on small, poorly surfaced roads. The central tread seems firm and smooth, and appears to glide over the asphalt, especially as it is associated with a feeling of softness when touching the road. The GP 5000 TL is responsive, lively, and fast-rolling. An excellent surprise, as we were initially rather resistant to Tubeless in general.

However, we remain a little reserved when it comes to its grip qualities, especially on wet surfaces. Switching between the GP 5000 clincher and Tubeless on two bikes, we were surprised several times on wet roads with the latter, even with lower inflation pressure. As if we were sensitive to the theoretically slightly less flexible tread in terms of handling. Where we never experienced any grip problems with the clincher tires at just over 7 bar, we had to go down to less than 6 bar with the Tubeless to avoid slipping repeatedly on greasy and wet roads.

In short, the GP 5000 TL did not entirely inspire our confidence in this area (unlike the clincher), even if we note all its other qualities: comfort, efficiency, relative ease of mounting, puncture resistance, and durability. Ultimately, it is not quite the same product, but if you are considering switching to Tubeless, it is an excellent choice.

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Our thanks to the Vélo Futur store in Longjumeau (91), for the section on mounting.