The Trek Checkpoint ALR has always played an important role in the brand’s gravel bike lineup as an attainable, all-purpose machine capable of taking on dirt roads, light trails, and loaded overnighters. With the release of the third-generation model, Trek continues to push the platform forward by adopting several key updates from the carbon Checkpoint SL.
The new ALR gains increased tire clearance, revised geometry, improved storage and accessory compatibility, and compatibility with dropper posts and short-travel suspension forks.
But it’s not just about checking boxes. Trek has also reworked the bike’s geometry to make the ride position more accessible and more comfortable for riders who aren’t interested in replicating a race fit. Combined with the durable 300-series alloy frame and a lighter carbon fork borrowed from the SL, the third-generation Checkpoint ALR aims to hit the sweet spot for riders who want versatility and value without giving up performance.
Quick Hits: Seven things to know about the Trek Checkpoint ALR
- Trek Checkpoint ALR is the US manufacturer’s entry-level alloy gravel bike
- Tire clearance increases to 700c x 50 mm to match the third-generation Checkpoint SL.
- Geometry has been revised to match Checkpoint SL.
- Standardized mounts for racks, fenders, and Trek’s Adventure Bags—with thoughtful integration throughout the frame.
- Features external cable routing under the bar with internal frame routing
- Price: Starting at $1,499 USD
- For more: trekbikes.com
Build details
If you squint, the Checkpoint ALR looks a whole lot like the more expensive Checkpoint SL. That’s for good reason: the Checkpoint ALR shares nearly everything with its more expensive SL sibling.
The frame is constructed from Trek’s 300 Series Alpha Aluminum, with shaped tubes and neatly executed welds that keep weight reasonable without compromising durability. The carbon fork is the same one used on the Checkpoint SL, featuring a 1-1/8″ to 1.5″ tapered steerer, 3-pack mounts on each leg, and a design tuned for vibration damping. There’s also been consideration for carrying big bottles on small frames, as Trek has been able to fit two 26-oz bottles with that half-frame bag on every size.
Cabling is externally routed beneath the handlebar and enters the frame at the headset cap. It’s a hybrid approach—neater than fully external cables but easier to service than full internal setups routed through the stem and bar.
Mounts are abundant: triple bottle mounts on the frame, frame bag and top tube bag compatibility via direct mounts, rack and fender mounts front and rear, and full internal routing for a dropper post. The Checkpoint ALR also gets full compatibility with the range of Bontrager’s new bags made specifically for the Checkpoint lineup, including a frame bag designed to fit specifically in each bike’s front triangle. Very cool.
The ALR now also supports short-travel suspension forks up to 40 mm in every size but XS, expanding the bike’s capabilities for technical terrain and off-road comfort.
As for drivetrain compatibility, the frame uses a UDH (Universal Derailleur Hanger), making future compatibility with SRAM’s latest Transmission drivetrains easier. All Checkpoint ALR bikes also get a T47 threaded bottom bracket. The Checkpoint ALR lacks the downtube storage of the more expensive Checkpoint SL, as well as the IsoSpeed system at the seat tube cluster. But besides that, Trek has worked to ensure this new bike has nearly the same feature set as the Checkpoint SL.
Geometry
| Frame Size (all measurements in mm unless noted) | XS | S | M | ML | L | XL |
|---|---|---|---|---|---|---|
| Seat tube | 4455 | 480 | 505 | 530 | 550 | 575 |
| Seat tube angle (degrees) | 74 | 74 | 73.3 | 73.3 | 73.3 | 73.3 |
| Effective seat tube angle | 72.7 | 73 | 72.8 | 72.8 | 72.8 | 72.8 |
| Head tube length | 86 | 106 | 130 | 151 | 171 | 191 |
| Head angle (degrees) | 71 | 71.4 | 71.6 | 72 | 72.1 | 72.4 |
| Effective top tube | 536 | 547 | 566 | 578 | 589 | 601 |
| Bottom bracket drop | 76 | 76 | 76 | 76 | 76 | 76 |
| Chainstay length | 430 | 430 | 430 | 430 | 430 | 430 |
| Fork offset | 49 | 49 | 49 | 49 | 49 | 49 |
| Trail | 71 | 68 | 68 | 64 | 64 | 62 |
| Wheelbase | 1013 | 1022 | 1034 | 1042 | 1052 | 1062 |
| Standover | 747 | 776 | 802 | 823 | 843 | 865 |
| Reach | 380 | 386 | 391 | 397 | 402 | 408 |
| Stack | 535 | 556 | 579 | 601 | 620 | 640 |
The most notable evolution on the Trek Checkpoint ALR Gen 3 is the updated geometry. Compared to its predecessor, the new Checkpoint ALR positions riders higher and closer to the bars, with reduced reach and increased stack. Again, if the updates sound a whole lot like the changes made to the Checkpoint SL, you’d be right: the geometry is a direct copy and paste from the carbon version.
As with the Checkpoint SL, the geometry is in direct response to the previous bike being a bit too long for most riders who ended up maxing out headset spacers or flipping stems to get the bars in the right spot. As such, you’ll see reach numbers that are still long, but paired with much shorter stems than before. Stack numbers increase, too, to ensure the bars are in a more comfortable position for more riders.
Trek also felt that the previous-generation Checkpoint had almost too long a front center length for most riders, so they’ve shortened these lengths. Paired with the newly lowered trail figures, expect the Checkpoint to feel a bit more responsive at normal riding speeds, and with a front wheel that won’t flop around as much on those slow, steep climbs.
Builds, specs, and pricing
| Model | Drivetrain | Gearing | Wheelset | MSRP (USD) |
|---|---|---|---|---|
| Trek Checkpoint ALR 3 | Shimano CUES 1×10 with mechanical brakes | 42T / 11–48 | Bontrager Paradigm 23 | $1,499 |
| Trek Checkpoint ALR 4 | Shimano CUES 1×11 | 42T / 11–50 | Bontrager Paradigm 23 | $1,999 |
| Trek Checkpoint ALR 5 | SRAM Apex XPLR 1×12 | 40T / 11–44 | Bontrager Paradigm 23 | $2,499 |
According to the spec sheet, Trek sent over, all versions of the Checkpoint ALR share the same Bontrager Paradigm 23 tubeless-ready wheelset with a 23 mm internal rim width, the same Bontrager Elite Gravel bars with 15 degrees of flare, the same Bontrager Girona Pro 42 mm tires, and the same Bontrager Verse Short Comp saddle. Really, the only difference is the groupset and colors.
In my eyes, the best value option here is the entry-level Trek Checkpoint ALR 4. While I think the SRAM Apex XPLR groupset is the best mechanical groupset SRAM has ever made, I’m not sure it’s worth $500 more than the bike with Shimano CUES. The ALR 4 bike still gets the same tires and hydraulic disc brakes, and my preferred salmon pink colorway.
Riding the Trek Checkpoint ALR
In for review is the Trek Checkpoint ALR 5 in a size S. It receives a SRAM Apex XPLR 1×12 drivetrain with mechanical shifting. The bike rolls on Bontrager Paradigm 23 wheels, wrapped in Bontrager Girona Pro 700c x 42 mm tires. The ALR 5 receives a Bontrager GR Elite Gravel alloy handlebar in a 42 cm width.
My size S bike weighed in at 9.65 kg/21.1 pounds without tubes or pedals.
On the road and trail, the revised Checkpoint ALR feels familiar, but different in subtle and intentional ways. The new geometry delivers a more upright position that feels immediately comfortable, especially for riders used to endurance road bikes or older gravel geometries that stretched riders out unnecessarily. It’s a noticeably more upright bike for most riders; folks looking for a more aggressive fit will likely need to size down and swap to a longer stem.
At lower speeds — climbing chunky doubletrack or weaving through tight switchbacks — the shorter trail and front-center make the front end feel more manageable. There’s less of that “flop” feeling when you’re climbing slowly or turning tight corners. On faster sections, the bike remains calm and composed.
With a carbon fork and the 42 mm tires, vibration damping is still good enough for an aluminum bike, though I’d consider swapping to a wider tire if I spent most of my time on dirt.
Honestly, the bike reminds me quite a bit of the Checkpoint SL gravel bike I rode last year. The Checkpoint ALR lacks the smoothness of that SL on the rough stuff, but the fun handling and overall feel are still there.
The rest of the build here is perfectly good, too. I’d personally prefer to see the wide-range 11-50t version of SRAM Apex XPLR on this bike, but I appreciate the quick, positive shifts found here. The braking is also quite decent, offering good control and top-end power when needed.
I haven’t had enough time on the bike to form a strong opinion on the wheels and tires, but the package together feels a bit heavy; were it my bike, I’d look to upgrade them down the line. That said, both front and rear wheels arrived true and with equal tension, and I would be willing to bet that these wheels prove durable enough.
More to come
I’ve long believed that you don’t need to spend nearly as much to make a gravel bike feel fun as one might on a road bike. The Trek Checkpoint ALR only reaffirms the belief. If you’re looking to spend the $3500 to get into the Apex AXS tier of the Checkpoint SL, I’d save the cash and simply go for the Checkpoint ALR. What would I do with that extra money? I’d almost certainly look at nicer, lighter wheels. More likely, though, I’d spend it on a cool biking trip and a whole lot of pastries.
Stay tuned for a full review to come as I experiment with things like lighter wheels and nicer tires that I suspect will seriously elevate this bike.
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