Stevens Randonneur 2019 (Rim Brake) – My Touring Review

Introduction

I recently took my Stevens Randonneur 2019 (the rim-brake version) on a long-distance tour from Faro, Portugal to Tarifa, Spain. This bike is a classic flat-bar touring/trekking bike (“Randonneur” in the European sense) built for hauling luggage on long trips. I ride a 58 cm frame, which fits my height well with a comfortable albeit slightly sporty riding position (forward-leaning but not too stretched out). The only change I made to the stock setup was swapping the seat for a leather saddle. I mounted a well-loved leather touring saddle (the kind many long-distance cyclists swear by, like the famous Brooks saddle) in place of the original seat for added comfort. With this minor tweak, the Randonneur was otherwise in its standard configuration, fully equipped with front and rear lights, fenders, a sturdy rear rack, and rim brakes. I was eager to see how it would perform on a multi-day tour.

Bike Setup and Key Features

Out of the box, the Stevens Randonneur 2019 comes ready for touring. It has a triple 3×10 drivetrain (Shimano Deore/SLX components) offering a wide gear range, which I found very useful when climbing hills with a heavy load. The gearing (up to a 30/34T low gear) allowed me to winch up steep inclines without straining, and still gave me enough top-end for faster flat sections. The bike weighs about 13.1 kg in stock form – respectably light for a fully equipped tourer – and it’s built to handle serious weight. In fact, the official rated laden capacity is 130 kg (rider plus luggage), which speaks to its robustness. The aluminum frame is triple-butted and paired with a lightweight alloy fork that even has lowrider mounts for front panniers. I didn’t use a front rack on this trip, but it’s nice to know the option is there for extra cargo. Instead, I loaded two rear panniers on the included Racktime rear rack (plus a small bag on the top rack), totaling roughly 20–25 kg of gear.

Notably, this 2019 model uses rim brakes (V-brakes). Mine are Shimano Deore brake arms with T610 levers, and I was initially curious how they’d fare compared to the disc brakes found on newer models. In practice, the V-brakes performed reliably. They provided ample stopping power even on long descents with a loaded bike, and modulation was fine once I adjusted them properly. I did take care to brake intermittently on extended downhills to avoid overheating the wheel rims – a known consideration when touring with rim brakes. Overall though, I never felt unsafe; one-finger braking was usually enough thanks to the long brake levers and solid pad contact. Some touring purists actually prefer good rim brakes for their simplicity and lighter weight (as one veteran noted, “hydraulic rim brakes… can be overlooked for the quality and specification of the bike”). While I wouldn’t mind the all-weather consistency of discs, I found the Randonneur’s classic brakes got the job done and suited the bike’s character.

The bike’s other components all contribute to its touring readiness. It has 700×42c tires (Continental Contact in my case) which roll efficiently on tarmac but are wide enough to absorb bumps on rough roads. The wheels (Oxygen PRO A19 rims on Deore hubs with 36 spokes) stayed true throughout the journey, showing they can handle the potholes and extra weight. There’s also a dynamo hub powering a bright Busch & Müller LED headlight and a built-in tail-light on the rear rack. That meant I never worried about lights or batteries – a huge plus for touring. The stock cockpit is a 640 mm flat handlebar with a slight rise and backsweep, and an adjustable-angle stem. I kept the bars at roughly saddle height which gave me a semi-upright posture, comfortable for long days. As mentioned, I replaced the saddle with a leather one. After a short break-in period, the leather saddle proved superbly comfortable for 6+ hour riding days. (There’s a reason a good leather saddle is often considered essential on touring bikes – it molds to your shape and “guarantees endless cycling fun” by keeping you comfy.) With the bike set up to my liking, I was ready to hit the road.

Handling and Performance on Tour

From the first few kilometers out of Faro, the Randonneur’s handling felt immediately confidence-inspiring. This bike is designed for stability, and it shows. The frame has a long wheelbase (over 108 cm on my 58 cm size) and a relaxed steering geometry. When I mounted my two panniers on the rear rack, the bike remained rock-solid. There was no wobble or drama even when I cranked up to speed on a descent – the slow steering speed and long wheelbase contribute to a feeling of stability with panniers. At low speeds (like climbing steep hills or navigating villages), the wide flat bar gave me plenty of leverage to keep balance. I could crawl along in my granniest gear without losing control. In fact, an analysis by cycling adventurers points out that wide flat bars offer better bike control at low speeds and with front loads, thanks to the extra steering leverage. I definitely felt that advantage – the Randonneur steers predictably and easily, even when laden like a pack mule.

One thing that really impressed me was how nimble and “playful” the bike still felt despite its hefty load. It didn’t feel like driving a truck; it actually remained fun to ride, almost like a normal bike. The testers at RADtouren magazine noticed the same: among similar trekking bikes, the Stevens was “the most dynamic in every situation. Even with 25 kg of cargo it’s a quick-manoeuvring bike.” I wholeheartedly agree. I had about that weight in my panniers and found I could still corner with enthusiasm. Sweeping through bends on coastal roads was a blast – the bike leans into turns and straightens up again without much effort. The handling is nimble and responsive, more so than I expected for a tourer. At one point, descending a twisty hill towards Cadiz, I even forgot I had luggage until I heard my tent rattling in the pannier! The stiff aluminum frame and secure rack mounting no doubt help here. There was minimal flex or shimmy; Stevens actually reinforced the frame at the rear dropout area to better transfer luggage loads into the frame. The result is a very planted feel. As one review put it, “even with luggage it’s fun” to ride this bike – I found myself smiling often while pedaling along on it.

In terms of speed, the Randonneur isn’t a racer but it’s no slouch either. On flats and gentle downhills I could comfortably cruise at 25–30 km/h when I wanted to make up time. The bike’s weight and upright posture mean you won’t win any sprints, especially with panniers acting like sails in the wind. But the flip side is the versatility: this bike feels equally at home touring as it does on a daily commute. Stevens advertises it as sturdy enough for long trips yet “fast enough for everyday riding in the city”. I did indeed find that on days I rode unladen (exploring a town in the evenings, for example) the bike felt zippy and agile. The moderately aggressive geometry (for a touring bike) lends it a sporty character. In fact, the Randonneur has been described as “not a randonneur in the classical sense, rather a quite sporty, yet fully-capable trekking bike”, ideal for riders who enjoy taking fast curves. That rings true – it’s a touring bike that can handle spirited riding.

When climbing steep sections in the Andalusian hills, I appreciated the low gearing and balanced weight distribution. Even with all my gear, the front wheel stayed planted on climbs and the bike tracked straight. I think the long chainstays (45 cm) help keep weight balanced and prevent any front-end lightness. And while the bike is obviously heavy when fully loaded – it can feel a bit bulky pushing it around or starting from a stop – it never felt unwieldy once rolling. Yes, a fully packed touring bike is heavy and less nimble than a naked bike, that’s just physics. But I found the Stevens Randonneur handles that weight so well that I rarely thought about it. It remained easy enough to navigate through tight spots, like snaking through market streets or lifting over a curb. Knowing its limits, I didn’t try any crazy off-road trails; but on gravel lanes and cobblestones it was stable and comfortable thanks to the tires and strong wheels. On one rough gravel detour, I was thankful for the sturdy build – no rattles or worrying noises, just solid performance.

The braking performance during the tour was consistent. A few times I rode in light rain, and while rim brakes lose a bit of bite when wet, the braking was still predictable after the initial rim wipe. I made sure my pads were toed-in and the cables properly adjusted before the trip. On a particularly long downhill into Tarifa (with switchbacks and gorgeous views of the Strait of Gibraltar), I stopped halfway to feel the wheel rims – they were warm but not dangerously hot. The bike’s V-brakes, with their long pads and good leverage, shed speed reliably. I can see why RADtouren’s review noted the “classic V-brakes matched the sporty character well” – they are simple and effective. Nevertheless, if I were touring somewhere with a lot of rain or mud, I might consider upgrading to the disc-brake version or at least carrying spare pads. For my mostly dry tour, the stock brakes were fine and I actually enjoyed the easy maintenance (a quick pad alignment here and there, nothing more).

Comfort and Ergonomics on Long Rides

Spending hours in the saddle day after day is the real test of comfort. Overall, the Stevens Randonneur kept me comfortable, with just a couple of minor issues to manage. The riding position, as mentioned, is semi-upright: more upright than a road racing bike, but slightly leaned forward compared to a Dutch city bike. I found this to be a great compromise for touring – it takes enough weight off your saddle to prevent soreness, while not being so aggressive that your back or neck aches. The RADtouren testers described the posture as “forward but not too stretched-out,” which I found accurate. I could ride for 6–7 hours a day without any back pain. The stock flat handlebar with its 9° backsweep was reasonably comfortable for my wrists. I also wore padded cycling gloves, which I highly recommend for anyone touring; they help with both padding and preventing sunburn on the hands.

The leather saddle upgrade was a highlight in terms of comfort. The original saddle (Selle Royal) wasn’t bad for short rides, but I trust my leather saddle for the long haul. Sure enough, after a few days of break-in, it molded nicely and I had zero saddle sores or discomfort on the tour. As many experienced tourers will tell you, a good leather saddle can truly become “your best friend” on long rides. I regularly applied saddle balm to keep it supple in the hot weather we encountered. By the end of the trip it felt like sitting in a well-worn leather armchair – firm but perfectly shaped to me. If you buy this bike (or any touring bike), consider a leather saddle if you value comfort; it’s a classic choice for a reason.

The one comfort issue I did experience was hand numbness on longer days, specifically numbness in my ring and pinky fingers. This typically set in after a few hours of riding continuously. This numbness is a common cyclist ailment often called “handlebar palsy,” related to pressure on the ulnar nerve on the outside of the palm. In my case, I suspect the culprit was the flat bar setup. Unlike drop bars, a flat bar offers limited hand positions – basically you keep your hands on the grips most of the time (I did have ergonomic grips which help a bit, but it’s still one position). With drop bars, you can move your hands to the hoods, drops, tops, etc. and change wrist angles, which relieves pressure. As one cyclist explains, “The main advantage [of drop bars] is more hand positions… For long rides, this makes a difference due to hand fatigue.” On my flat bar Randonneur, even with occasional stretching and shaking out my hands, I eventually felt that pinky-finger tingling. It’s a clear trade-off of the flat bar: you gain steering control and simplicity, but you sacrifice the multiple hand positions of drop (or butterfly) bars.

To mitigate this, I did a few things. First, I reminded myself to change my hand position frequently – even on a flat bar you can hold the bar near the stem for a bit, or rotate your wrist angle, or simply sit up and shake out your arms every 15–20 minutes. I also made sure my posture and bike fit were on point: I kept a slight bend in my elbows and a neutral wrist position, and adjusted my saddle tilt to ensure I wasn’t putting too much weight on my hands. Perhaps most importantly, I engaged my core muscles more while riding. A tip I picked up from a bike-fit article is that by maintaining a neutral spine (not hunching) and a “tall” chest, you take pressure off your hands and let your core support more of your upper-body weight. In other words, a strong core and good posture reduce the weight on the hands. I had slacked on core exercises before the trip, and sure enough, as I consciously tightened my abs and supported myself, the hand numbness improved. Off the bike, I’ve since started doing more planks and core workouts, because a trained core is one of the best solutions to avoid numb hands on long rides. By the latter half of the tour, I was experiencing less tingling as I put these fixes into practice.

If someone absolutely cannot tolerate any hand numbness, one could consider adding bar ends to this flat bar (to give another hand position) or even converting the bike to drop bars. However, converting to drop bars is not trivial – it would require new brake/shift levers and some adjustments to fit. In my case, I’ve decided to keep the flat bars because I value the control and the upright view of the road. The numbness was manageable with the strategies above. It’s a reminder that every bike setup has its pros and cons; luckily, with some tweaks in technique and fitness, I made this one work comfortably for me.

Touring Bike (Flat Bar) vs. Gravel Bike (Drop Bar) – A Brief Comparison

One question that came to mind during my ride was how a traditional touring bike like the Stevens Randonneur compares to the modern trend of using a gravel bike (drop bars) for touring, especially when both are loaded with gear. Having experience with my flat-bar tourer now, I can see clear differences:

• Handlebars & Hand Positions: The most obvious difference is the flat bar vs. drop bar. As discussed, drop bars give you multiple hand positions which can greatly relieve hand pressure and fatigue on long rides. On a gravel bike with drops, you can move between hoods, drops, and tops, changing your back angle and arm stretch, which helps prevent numbness and lets you get more aerodynamic when needed. The flat bar on my Randonneur, by contrast, keeps me in one position mostly. However, the flat bar offers greater steering leverage and control, especially at low speeds or on rough terrain. A wide flat bar gives you better bike handling with heavy loads, acting like a lever to easily correct balance. I felt very confident with the flat bar when maneuvering my loaded bike through tight spots or bumpy paths. With a drop bar bike, the steering is typically narrower, which can feel twitchier when the bike is heavily laden (though some newer drop-bar adventure bikes now have very wide flared drops to mitigate this).

• Riding Posture: A touring bike like mine generally puts you in a more upright posture, while gravel bikes (even when fitted for touring) tend to be a bit more leaned forward due to their road heritage. The upright posture of a flat-bar tourer is great for comfort and visibility; I could ride long hours without neck strain and enjoy the view. The gravel bike posture (with drop bars) might put a bit more pressure on your hands and require more flexibility in your hamstrings and lower back. Many touring cyclists who use drop bars will raise the bar height (spacers or higher stems) to achieve a more relaxed posture than a racing cyclist would. It’s worth noting you can set up a gravel bike to be comfortable for touring, but it may take more fit adjustments. My Randonneur’s geometry is inherently comfort-oriented – a longer wheelbase and more upright frame designed for stability and comfort under load. Gravel bikes are designed for mixed-terrain speed, so they have a bit more aggressive frame geometry (shorter wheelbase, higher bottom bracket) which makes them lively when unladen but potentially less stable with heavy panniers.

• Load Handling & Frame Design: Touring bikes like the Stevens are built to carry panniers on racks – they come with rack mounts, sturdy rack integrations, and often stronger wheels. My bike’s frame even has an extra brace for the rack and eyelets for a front rack. The geometry ensures that with rear panniers, the bike stays balanced (e.g. chainstays are long so your heels don’t hit the bags, and weight is kept low). A gravel bike can certainly carry luggage, but it’s often optimized for “bikepacking” style – meaning soft bags strapped to the frame, seatpost, and handlebars rather than heavy panniers. You can put a rack on many gravel bikes, but not all have the mounting points or the tested load capacity for 20+ kg of gear. With both bikes loaded, a pure touring bike usually feels more stable at speed, whereas a gravel bike loaded up might feel a bit more top-heavy or wobbly if carrying the same amount of gear. For example, because my Randonneur has a long front-centre distance, I experienced no toe overlap with my front wheel and could steer fully even with fenders – a common issue on smaller drop-bar bikes with panniers. A well-designed gravel bike for touring will try to address this, but traditional road geometry can limit how much you can turn the wheel with a bag on. In summary, if you plan to carry heavy loads (camping gear, lots of water, etc.), a dedicated touring bike’s DNA gives it an edge in stability and durability. A gravel bike can certainly do the job, but you might have to pack lighter and be more mindful of weight distribution.

• Speed and Efficiency: On the flip side, a gravel bike with drop bars will generally be faster and more aerodynamic when you’re not carrying a ton of gear (or carrying it in bikepacking bags). The drop bars let you tuck in against headwinds, which can be a big advantage on long rides across open areas. I definitely felt the wind drag on my upright position at times – no doubt a drop-bar gravel bike would cut through the wind better. Gravel bikes also tend to weigh a bit less than fully equipped tourers (no built-in rack, lighter frames), so if you’re going ultralight, you can travel quicker. However, when I had my panniers on, absolute speed was not my priority – reliability and comfort were. I was more than happy rolling along at touring pace. If your style is to cover big distances quickly and maybe stick to paved roads or smooth gravel, a drop-bar bike might appeal; if you value stability, carrying capacity, and a relaxed ride, a touring bike like the Randonneur shines. It really comes down to personal preference and the type of touring. Many cyclists even meet in the middle by using things like butterfly bars or Jones “H” bars on touring bikes – these give multiple hand positions like drop bars, while retaining the leverage of a flat bar. It’s always interesting to compare, but in the end both types can be outfitted for serious adventures. In my case, I enjoyed the comfort and control of my flat-bar tourer, even if I did envy the drop-bar folks when my hands went numb.

Real-World Test: Faro to Tarifa Experience

My journey from Faro to Tarifa put all of the above aspects to the test in real conditions. This route spanned roughly 500 km, taking me through the Algarve region of Portugal into Andalusia, Spain. I encountered a bit of everything: smooth coastal roads, hilly inland climbs, stretches of gravel and cobblestone in old towns, windy plains, and bustling city streets (hello, Seville!). Over the course of about two weeks, the Stevens Randonneur proved itself a trustworthy and enjoyable touring companion.

In the rolling hills near Ronda, I particularly appreciated the bike’s low gearing and sure-footed handling. I remember grinding up a long ascent in the mid-day sun; the bike’s easy gear and comfortable stance turned it into a slow but steady grind rather than a suffer-fest. On the descents, I could let the bike run – it never shimmied, even at ~50 km/h with loaded panniers. The stable frame and quality tires inspired confidence to enjoy the downhill reward after a big climb. Through agricultural backroads, sometimes I’d hit rough patches or potholes – the kind of jolts that can shake lesser racks or even break spokes. But the Randonneur just kept trucking along without any mechanical issues. I had zero flats on the Schwalbe/Continental tires the entire trip, and all the bolts (racks, etc.) stayed tight. That speaks to the bike’s solid construction and the importance of pre-tour checks (I had Loctite on the rack bolts and properly tensioned spokes before departure).

Crossing into Spain, I faced some headwinds and that’s where I noticed the upright position slows you down a bit. I would crouch low when I could, but it’s not as effective as being in the drops. Still, I wasn’t in a rush – part of the joy of touring is taking it slow and soaking in the scenery. The fun factor of the Stevens Randonneur should not be underestimated. Some touring bikes feel like beasts of burden, but this bike somehow maintains a bit of “sporty fun” DNA. On flatter segments or when pedaling along the oceanfront near Cádiz, I found myself pushing a little harder just because it felt rewarding – the bike responds when you pedal and you can actually ride somewhat dynamically. It’s not sluggish unless you really overload it.

By the time I rolled into Tarifa, my legs were tired but I felt remarkably fresh in other respects: no back pain, no severe saddle pain, and (thanks to my adjustments) my hands were in decent shape. I took a moment at the end of the trip to reflect on the bike. It had carried me and all my gear across a country border, over mountains and to the sea, without a hitch. I think that’s one of the highest compliments you can give a touring bike – it quietly enables your adventure without becoming the focus. The Stevens Randonneur did just that.

Conclusion

In conclusion, the Stevens Randonneur 2019 (rim brake model) proved to be a versatile and capable touring bike that lived up to its promises. It’s sturdy enough for serious touring with luggage, yet nimble and dynamic enough to be actually fun to ride, not just a pack mule. The bike’s strength is in its well-thought-out design: a stable geometry that handles beautifully when loaded, a complete set of touring accessories included (lights, rack, fenders, etc.), and reliable components that won’t let you down far from home. My personal highlights were the bike’s handling (very confidence-inspiring on descents and in corners) and its comfort over long days once I dialed in my setup. The main trade-off I experienced was the limitation of the flat handlebars causing some hand numbness, but this was manageable with core strength and could be a non-issue for riders used to flat bars or mitigated by modifications.

After riding from Faro to Tarifa, I can wholeheartedly say this bike made the journey enjoyable. It kept me safe, carried everything I needed, and even after hours in the saddle I still looked forward to getting back on each morning – which is perhaps the best endorsement for a touring bike. The Randonneur isn’t the flashiest or newest model on the market (and newer versions now sport disc brakes and other tweaks), but it has a certain no-nonsense charm and practical excellence. As one magazine review noted, it “accumulated by far the most points in ride characteristics and travel qualities” in its class. I now understand why. It’s the kind of bike that encourages you to take the long way home, or add an extra loop to your tour just because you’re enjoying the ride.

For anyone considering a touring bike, especially if you favor flat bars and a robust build, the Stevens Randonneur is a great option to look at. With a leather saddle and your gear packed, it’s ready to take you on an adventure. As for me, I’m already dreaming up the next tour – and I know my Randonneur will be eager to get on the road and go for some extra miles once again. Safe riding and happy travels!