tour magazine aero test 2023

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Wind tunnel tested: Which aero road wheels are the fastest?

We found the fastest, but our findings only created more questions

When it comes to buying aero wheels for a road bike, there are a few considerations cyclists need to make. Compatibility with your bike, groupset and brakes are naturally going to be top of the priority list to ensure you can actually use them, but that's not exactly why we're buying them in the first place, is it? Tyre compatibility is another factor, and while we all get passionate when discussing why we prefer tubeless or clincher tyres over the other, it's still not what gets our blood pumping. 

There are two main motives when it comes to choosing the best road bike wheels : those worried about riding uphill will focus on weight, likely before rattling off a rant about rotating weight being worth double (a still annoyingly common myth), but for the majority of us, the most important metric will be aerodynamics. Want to go faster for less effort? Of course you do. 

Brands know this, so rare is the day that a brand launches a new set of aero road bike wheels without some sort of claim about how they're faster than their predecessor or the competition. The claim often originates from some sort of wind tunnel or aerodynamics testing, and looks something like "these new wheels are three watts faster than…" or "will save you 32 seconds over a 40km time trial". Naturally, we are forced to take these claims with a pinch of salt, as each brand is biased towards marketing its own product. 

With that in mind, when we were invited to Silverstone Sports Engineering Hub wind tunnel and offered the chance to bring a few wheelsets along, we jumped at the chance to be able to provide independent testing across various different wheelsets. We reached out to as many brands as possible and managed to get our hands on 10 pairs, and we've outlined the results below. 

Aerodynamics is measured in CdA, or the Coefficient of drag x Area, which is quantified in metres squared, or M². The drag coefficient is effectively a definition of how easily air passes over an item's surface. This is primarily affected by the shape of the item - for example, a bullet will have a lower drag coefficient than a coin, even when their size (or Area) is the same, due to its shape - but it can also be affected by surface material, and that's why many cyclists wear aero socks instead of bare legs. The area is quite simply the item's frontal area, or size. 

To go faster, you need a lower CdA (in the context of aerodynamics, at least) and this can be achieved by making your area smaller, or by making it easier for air to pass over your surface - by adjusting your shape, making your surface smoother or by using clever fabrics. Put in simple terms, the less you can disturb the air through which you pass, the more aerodynamic you'll be.

Returning our focus to road bike wheels, there's an important balance to be struck with reducing CdA while also ensuring the wheels perform well in other areas, such as handling, comfort, and weight. For example, a solid wheel known as a disc wheel will regularly produce the lowest CdA numbers in a wind tunnel, but they are also considerably heavier than a spoked wheel and more affected by wind, which makes accelerating slower, the overall bike heavier, handling more difficult, and crashes more likely. 

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That's where mid-section wheels come into their own. Averaging around 50- to 65mm deep, these wheels aren't as aerodynamic as their 80- to 90mm deep counterparts, nor are they as light or responsive as the best lightweight wheels , which are often 30- to 40mm deep. They strike a Goldilocks balance and make for the ideal choice for most riders, who are looking for extra speed, without sacrificing handling ability or adding too much weight. 

For that reason, we focussed our attention on mid-section wheels for our testing. 

We limited our testing to wheels ranging from 50 to 65mm, and our efforts resulted in the following list of 10 wheelsets: 

• Shimano Dura-Ace C60 (R9200 series)
• Roval CLX II 60mm
• HED Vanquish RC6 Pro
• Hunt 60 Limitless Aero Disc
• Vision Metron 60 SL
• Enve Foundation 65
• Reserve 50/65
• FFWD Ryot 55
• Zipp 404 Firecrest (58mm)
• DT Swiss Arc 1100 DiCut 62 DB

An admission: I didn't perform the testing myself. I was present and involved, but definitely not in charge of the wind tunnel. Even if I were allowed, I wouldn't have wanted to since the calibre of experts present on the day was immense. I was lucky enough to have Jamie Lowden, aerodynamics specialist at Wattshop, as well as Casper von Folsach, one of the aero masterminds behind the Danish federation's 2020 Olympics track success. They were both entirely happy to indulge our wheelset curiosity.

Naturally, the test was standardised, meaning the same conditions were met for each wheelset during each data capture. These included the bike, the wind speed, the tyres and more. 

Each wheelset was fitted to the same frame for testing, without a rider present. However, prior to the test, we spent a long period of time testing various wheelsets with a pedalling rider. We saw very similar differences between wheels, but with increased noise (variance in the resulting CdA figures). To achieve the same accuracy of results across all of our testing, we would have needed a lot more testing time and repeats to get the same information. Having found the same differences with less noise using less testing time and fewer repeats, it was a no-brainer to continue the testing without a rider. 

We tested with an airspeed of 45km/h (27.96mph). This is representative of professional peloton speeds. Naturally, we ensured the wheels were spinning at the same speed, because the behaviour of airflow over the rim and spokes is very different on a static wheel, and not at all representative of the real world. 

Holding the bike in place was a set of stanchions, and no corrections were made for these, since they were the same across all tests. We're interested in the difference between wheels here, not the absolute values. 

Each wheel was fitted with 25mm Schwalbe Pro One tubeless tyres. Some wheels in this test were designed to be fitted with 28mm tyres. We will note those as part of the results below. 

Each data capture was performed in five-degree increments from -15 to +15 degrees of yaw. That means seven capture points of -15, -10, -5, 0, +5, +10 and +15 degrees. Each capture was performed in a sweep in the same direction (negative to positive) for consistency. 

Some caveats

Below, you'll find the results of our day spent in the tunnel. However, first, a few caveats:

• I will order them from worst to best based on the average CdA across all seven yaw angles. I will then use this average to calculate the average power required to ride at 30km/h (18.64mph) and 40km/h (24.85mph) based on the following calculation: Power (watts) = 0.5 x AirDensity x CdA x Velocity^3. 
• Given we have the CdA of the bike alone, rather than a bike with a rider on it, the actual CdA and wattage numbers are small. An approximate CdA for the best time triallists will be around 0.17, rising to around 0.3 for a road cyclist, whereas the CdA values here are between 0.09 and 0.1. The approximate wattage to ride at 40km/h here works out at around 78 watts, which is obviously unrealistic. So, instead of quoting that number, I've calculated the watts saved vs the slowest wheelset on this test. 
• The results of our testing are representative of just that: our testing. We understand that manufacturers might find different results based on different testing protocols. We don't intend to claim that our results are the final word in road wheel aerodynamics testing, but rather a separate stream of independent testing and knowledge for our readers. 
• We also understand that aerodynamics is just one of a number of factors that define the best road bike wheels. Weight, durability, width, crosswind stability, ease of servicing, how easily a tyre is fitted, and how easily a tubeless tyre seats and inflates are just some examples of other factors to bear in mind. 

The results

With those caveats out of the way, let's get into what you're actually here for… the results. 

10: Reserve 65/50

In 10th and last place in our testing comes a relative outsider to the mainstay wheel brands, Reserve, which is the subsidiary brand of Santa Cruz and Cervelo, and is the wheel sponsor to Jumbo Visma's women's team. 

The brand very recently won the Green Jersey beneath Marianne Vos at the Tour de France Femmes, and was also used by Wout van Aert for his victory in the men's Tour de France stage 20 time trial. The wheelset in question is the 50/65 - essentially pairing a 50mm deep front wheel with a 65mm rear. Its +10 and +15 degree values actually came out slightly faster than both 8th and 9th place, but the average CdA across the board is 0.00007 higher (and therefore slower) than 9th place. Importantly, that's almost nothing at 0.06 of a watt. 

• Average CdA : 0.09687
• Rim depth : 50mm front / 65mm rear
• Internal rim width : 21mm
• Wheelset weight : 1670g
• Watts to hold 30kph : 33.6w
• Watts to hold 40kph : 79.7w

9: Shimano Dura-Ace C60 (R9200 series)

Rolling into 9th place comes the latest road wheelset from Shimano, the Dura-Ace R9200 C60, whose average CdA works out at 0.09680. Like all wheels in this test, these are the tubeless-ready clinchers, though these are also available in tubular form for the pros. At 60mm deep, they are neither the deepest, nor shallowest in this list. 

As mentioned above, at 40km/h, they are 0.06 watts faster than the Reserve 50/65 wheels, which is not going to be noticeable in the real world. If you're trying to decide if the Shimano wheels are a worthy upgrade from the Reserve wheels that came fitted to your new Cervelo, you won't find the answers in the wind tunnel. 

• Average CdA : 0.09680
• Rim depth : 60mm
• Wheelset weight : 1609g
• Watts saved at 30kph : 0.02w
• Watts saved at 40kph : 0.06w

8: Zipp 404 Firecrest

Squeezing into 8th place by the slenderest of margins is the mid-tier, mid-section option from Zipp, the 404 Firecrest. These are a little heavier than their wave-profile counterparts, the 454 NSW, but they get a more straightforward rounded rim shape and a hefty cost saving to boot. They have a comparatively wide internal rim width of 23mm, and that means they're best paired with a 28mm tyre. 

In terms of their CdA score in our testing, their average was calculated to 0.09679, just 0.00001 better than Shimano. That's less than a tenth of a watt at 40km/h, and just 0.005 watts faster at 30km/h. As before, if you're trying to work out whether you should upgrade to Zipp or Shimano, look at other factors beyond the aerodynamic performance. 

• Average CdA : 0.09679
• Rim depth : 58mm
• Internal rim width : 23mm
• Wheelset weight : 1500g
• Watts saved at 30kph : 0.03w
• Watts saved at 40kph : 0.07w

7: Roval Rapide CLX II

Next up comes the Roval Rapide CLX II, which was released this year to finally overturn its predecessor's incompatibility with tubeless tyres. These newly tubeless wheels are said to be safer, far surpassing the industry standards. Notably for our testing, they didn't change shape at all, so for those of you still using previous Rapide CLX wheels, you can assume the same result for those too. 

Their CdA average was calculated at 0.09567, which is a larger step up in aero performance than we've seen so far. The difference is still pretty small, at just shy of 1w at 40kph. Notably, they are also 7mm shallower at the front, with a more blunt profile, which Specialized claims is intended to aid crosswind stability. They're also the lightest wheels we had on test, at 1410g.  

• Average CdA : 0.09567
• Rim depth : 51mm front / 60mm rear
• Wheelset weight : 1410g
• Watts saved at 30kph : 0.42w
• Watts saved at 40kph : 0.99w

6: FFWD Ryot 55

One of the wheelsets here designed for use with a 28mm tyre, the FFWD Ryot wheels were also disadvantaged by being some of the shallowest in our test at 55mm front and rear. With that in mind, they performed quite admirably. 

They manage to save an extra 0.27 watts over the Roval wheels above at 40km/h, and that pushes them up to 1.26w faster than the Reserve wheels above at the same speed, or a touch over half a watt at 30kph. However, they were the heaviest on our test at 1750g. 

• Average CdA : 0.09534
• Rim depth : 55mm
• Wheelset weight : 1750g
• Watts saved at 30kph : 0.53w
• Watts saved at 40kph : 1.26w

5: Vision Metron 60 SL

Vision has one of the largest presences in the WorldTour, sponsoring numerous teams with its wheels and other components, so it's natural that we wanted to include the brand in our testing. We chose the Metron 60 SL, and it provided a solid mid-table result. 

With a CdA of 0.09514, they would save a rider 1.42 watts at 40km/h or 0.6 watts at 30km/h. 

• Average CdA : 0.09514
• Wheelset weight : 1460g
• Watts saved at 30kph : 0.6w
• Watts saved at 40kph : 1.42w

 4: Enve Foundation 65 

Unfortunately, the timing of our testing meant we couldn't get our hands on the new Enve SES 4.5 wheels , but we did instead manage to get the brand's cheaper Foundation 65 wheels, which are the brand's answer to the rising popularity of more budget-friendly carbon wheelsets like Zipp's 303S, Bontrager's Aeolus Pro, and Roval's Rapide CL wheels. 

Despite that, they still yielded a solid aero performance in our test, with a CdA of 0.09487. That's a saving of 1.65 watts at 40km/h, or 0.72 watts at 30km/h. 

• Average CdA : 0.09487
• Rim depth : 65mm
• Wheelset weight : 1630g
• Watts saved at 30kph : 0.69w
• Watts saved at 40kph : 1.65w

3: HED Vanquish RC6 Pro

Now it's time for the podium, and occupying the bronze medal spot are the Vanquish RC6 Pro wheels, which are HED's very-top-of-the-pile option. 

They sit at 60mm deep, with an internal rim width of 21mm and a weight of 1630g. Notably, that's the exact same weight as the Enve wheels above, and they only boast a very slight improvement in aerodynamics, with a CdA of 0.09480 and a saving of 0.05 watts at 40km/h. 

That makes for a total saving of 1.7w over the slowest on test. Still not a lot, is it? 

They have an external width of 30.6mm, and were designed to be at their fastest aerodynamically when wearing 28mm tyres. Sadly we ran out of time before we could test this. 

• Average CdA : 0.09480
• Watts saved at 30kph : 0.72w
• Watts saved at 40kph : 1.70w

2: Hunt 60 Limitless Aerodynamicist

Into silver medal spot, and here we find the Hunt 60 Limitless Aerodynamicist wheels, which as the name suggests, are 60mm deep. 

In our testing, they performed very well with a CdA of 0.09447, which equates to a saving of 1.98 watts at 40km/h and 0.83 watts at 30km/h. 

Weighing in at 1670g, they come with the same 21mm internal rim width as many others on this list, but follow a similar pattern to the Roval Rapide wheels above by making them considerably wider externally, at 34mm compared for example to the HED wheels, which are 30.6mm wide. 

These wheels are designed for 28mm tyres, which should mean they're disadvantaged by our testing protocol using 25mm, but surprisingly not. We had a little bit of time to play with at the end of our day, so we actually put these through the tunnel again fitted with 28mm tyres and found them to be slower, providing a CdA of 0.09537.

• Average CdA : 0.09447
• Watts saved at 30kph : 0.83w
• Watts saved at 40kph : 1.98w

1:  DT Swiss Arc 1100 DiCut 62

The top step of the podium and gold medal goes to DT Swiss, whose Arc 1100 DiCut 62 wheels were a bit of a runaway winner, providing a CdA of 0.09217. In terms of power numbers, that's a saving of 3.87 watts at 40km/h, or 1.63 watts at 30km/h. Therefore, based on the results of our time in the wind tunnel, if you're looking to buy a new set of mid-section wheels and aerodynamics matters most, then you should be looking at these. 

• Average CdA : 0.09217
• Rim depth : 62mm
• Internal rim width : 20mm
• Wheelset weight : 1676g
• Watts saved at 30kph : 1.63w
• Watts saved at 40kph : 3.87w

We've mentioned it a number of times throughout this roundup, but it's important to recognise that the differences between the best and worst wheels in this test are very small. If you're able to average 40km/h, you're looking at fewer than four watts saved, and I'd argue that's most likely a time triallist, who would be looking at deeper wheels than these anyway. 

A racing road cyclist might still average 40km/h but that will almost certainly be in a bunch, and in that environment, you'll make much more than a four-watt difference to your result by working on your positioning and your race tactics, not to mention optimising your position on the bike and other equipment. 

A more typical road cyclist, riding alone and averaging 30km/h, will see even fewer watts saved; fewer than two watts between the best and worst here. Sure, if you're upgrading from a box-section alloy wheelset, then the gains will be greater, but spending too much time worrying about the difference between the aero performance of two high-end wheelsets is a fool's errand. As mentioned in our caveats above, if this is the position you find yourself in, our recommendation would be to find a wheelset in the ballpark, then ask yourself what else matters to you, so you can focus your energy on other considerations like ease of servicing, tubeless compatibility and more. 

In fact, I'd go a step further and ask more questions: Have you already dialled in an aero position on the bike? Have you considered how fast your tyres are? Are you running tubeless, latex or TPU tubes instead of butyl? Have you invested in a fast skinsuit, an aero helmet, and aero socks or overshoes? 

If not, then you shouldn't even look beyond the entry-level aero wheelsets. 

With some wheelsets costing around £1,000 ($1,500) - Hunt's entrant in 2nd place is just £1,189.00 - and top-end wheels costing £3,000 ($4,000), the one to four watts you might save by buying a premium pair of wheels would present pretty awful value for money. And sure, a premium set of aero road wheels will definitely add to the visual appeal of your bike, but in a pragmatic approach to going faster, there are better ways to spend that money.  

For £1500, you could even book a day in the wind tunnel with Wattshop themselves and ask them to make you faster. You could alternatively work through our guide of watts saved in order of spend and get faster by yourself. Or you could take a different approach and you could buy one of the best turbo trainers to make your training more efficient. You could do any of that, shave your legs, fuel your rides with more carbohydrates, eat less junk food, train more consistently, add strength training to your plan, or simply ride in a more aerodynamic position. 

There are many ways to save (or gain) watts and buying fancier wheels is not necessarily the best, but if you've got everything else nailed down and you're looking for the biggest wattage saving you possibly can get in a mid-section wheel, then based on our time in the wind tunnel, DT Swiss' ARC 1100 DiCut would be the way to go. 

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As the Tech Editor here at Cyclingnews, Josh leads on content relating to all-things tech, including bikes, kit and components in order to cover product launches and curate our world-class buying guides, reviews and deals. Alongside this, his love for WorldTour racing and eagle eyes mean he's often breaking tech stories from the pro peloton too. 

On the bike, 32-year-old Josh has been riding and racing since his early teens. He started out racing cross country when 26-inch wheels and triple chainsets were still mainstream, but he found favour in road racing in his early 20s and has never looked back. He's always training for the next big event and is keen to get his hands on the newest tech to help. He enjoys a good long ride on road or gravel, but he's most alive when he's elbow-to-elbow in a local criterium. 

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Hottest five aero bikes for 2023... plus three all-rounders that can hold their own

Trek, Giant, Scott and more dig deep in the search to go faster

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Trek Madone

Giant propel, cervélo s5, scott foil rc, bianchi oltre rc, the all-rounders.

Aero bikes are all about raw speed, and they just keep getting faster. 

We’re going to have a look at the bikes that we think are going to be the ones to beat in 2023, both in the WorldTour and in the sprint for the town sign, and there are plenty to choose from.

With the UCI removing the 3:1 regulation, which prevented tubes from being more than three times deeper than their width, engineers have quite literally gone deeper in the pursuit of speed. The result has been some exciting new bikes.

Why should the UCI regulations make a difference to what I ride in my chaingang, you might be asking, but the fact is generally the top aero bikes are developed initially for pro racing - with the notable exception of the Bianchi Oltre RC, which we couldn’t miss out of our list.

First up is a radical bike that stirred up plenty of debate on its release but one that's still UCI legal. The all-new Trek Madone.

In the case of the Madone, the newly formulated Kammtail tube shapes were overshadowed by the bike’s crazy-looking Isoflow technology .

Gone is the IsoSpeed decoupler of the previous bike that had been introduced to help make the bike more comfortable. In its place is… a hole.

By removing the adjustable Isospeed system of the last Madone, the bike became both simpler and lighter. Combined with the use of 800 series OCLV carbon, the new frame weighs a claimed 300 grams less than the previous model. 

But of course the cut-out section was also created with aerodynamics in mind. Trek say it’s “a way to direct some high energy flow into a low energy region of the bike.” What that means is that the seat tube area creates a disproportionate amount of drag and the hole helps to dissipate this by adding what Trek call a “jet of fast moving air.”

The new frame is claimed to be almost 20 watts faster than the last generation, which equates to 60 seconds per hour when ridden at 45kph - and that’s a lot.

The ‘entry level’ model with Shimano 105 Di2 and Bontrager Aeolus Pro 51 wheels costs £6,850.00/US$7,999.99 and it goes up to £13,800/US$13,199.99 for the Madone SLR 9 with SRAM Red eTap AXS and Bontrager Aeolus RSL 51 wheels.

Like the new Trek Madone, the new Giant Propel Advanced SL is both lighter and faster than before.

Its weight was reduced through a ‘fusion process’, which sees the top tube ‘grafted’ to the seat tube using filament to hand weave the tubes together before re-moulding them under high pressure and heat to strengthen the junction. 

Giant says the new Propel is 225 grams lighter than its predecessor, with the new Advanced SL frame weighing 845 grams with the complete frameset claimed to be almost 14% lighter than the outgoing model.

To make the Propel faster, Giant used a combination of airflow simulation software, wind tunnel testing (including using a ‘dynamic’ mannequin) and real-world application. 

The resulting ‘AeroSystem Shaping’ led to what Giant describes as truncated ellipse airfoil shapes across the down tube, seat tube and seatstays as well as a redesigned frontal area, an area crucial to the reduction of drag. 

There’s even two different bottle cages designed to improve the aerodynamic performance of both the down tube and the seat tube.

The result is a bike that Giant say is 27 seconds faster over 40km at 40kph thanks to a reduction in drag by more than six watts.

This is the bike that the all-conquering Jumbo Visma team were riding all through 2022 and a long time before the official launch .

As with all the new aero bikes we’ve seen, the frame’s aero profiles have been deepened, a product of the relaxing of the UCI regulations. This is most noticeable at the head tube and bottom bracket area.

Elsewhere the trailing edges of the tubes are more aggressively shaped, while the rear dropouts have been simplified a little due to the frame being compatible with electronic groupsets only - another trend we’re seeing.

It comes with new Reserve wheels that have differential rim profiles and save over five watts compared with the previous wheels.

The front end has been overhauled with a new handlebar that despite the radical Y shape without a conventional stem, also has the benefit of reducing the system weight by a little over 50g. Cervélo says the bike’s overall weight is lower than the previous model's.

Naturally, as a pro-level bike the S5 doesn’t come cheap. The SRAM Red model retails at £12,999, while the Dura-Ace equivalent is £12,500. Both the Force and the Ultegra specced bikes are under £10,000; £9,599 and £9,1999 respectively. If you want to create your own dream build, the frameset retails at £5,499.

Let’s start with the numbers. Scott claims the new Foil is 20% faster , 10% more comfortable and 9% lighter than the outgoing version. Those are some big claims.

Like the other manufacturers, Scott took advantage of the UCI rule change and redeveloped the new Foil pushing right up to what’s legal.

That meant deeper cross sections for the tubes as well as the fork crown being a little higher up from the front wheel and the oversized head tube acting as a fairing according to Scott.

The bottom bracket area has also been beefed up, while the seat tube now follows the arc of the tyre much more closely - before the seatpost itself transitions to shoot straight upwards. 

The seatstays are designed to shelter the brake calipers but they’ve also been angled at 10 degrees to force the laminar (steady) flow of air into the spinning spokes.

That doesn’t sound to us like something that would make it go faster, but Scott conducted whole-system testing and used an actual wind tunnel, rather than only using CFD (computational fluid dynamics) software.

Scott says this iteration is 1 minute and 18 seconds faster over 40km at 40kph than before.

Another neat little point is that the bikes are being sold with 28mm tyres specced on the rear and 25mm tyres on the front. 

But it is eye-poppingly expensive: the flagship SRAM Red eTap AXS equipped Foil RC Ultimate build costs an incredible £15,899.

We had the chance to ride the top-end Foil Ultimate RC model in and around Lake Iseo in Italy at the time of the launch , and we have since been reunited with the bike in the UK - so, expect to see a full review soon.

We’ve spent quite a lot of time talking about this bike recently and have possibly slightly unfairly poked fun at it.

Bianchi’s new bike - which it says is the first hyperbike - has Air Deflector technology . These are little air intakes either side of the head tube, which Bianchi explains are inspired not only by motor racing but also by aerospace and architecture. It is, Bianchi say, a world-exclusive, patent-pending technology.

Bianchi makes some huge claims for the bike: it saves 17.1 watts at 50kph but also has a 30% advantage over the best aero road bikes on the market in variable wind conditions. It's also claimed to weigh 6.85kg in a size 55, which, if accurate, is pretty impressive.

We don’t have our own wind tunnel to independently test it against those other bikes and we haven’t had one on our scales yet, but there’s no doubt this will be one of the most talked about bikes in 2023.

Bianchi will be the bike sponsor of Arkea Samsic in the WorldTour next year so we’ll see the Oltre RC in action in pro racing - but without the Air Deflectors, which are simply bolted to the head tube and very easily removed. So if they don’t win everything in sight that will be why.

Prices start at £12,099/$13,500 depending on groupset choice. Is this the most expensive entry-level bike we’ve ever seen?

The Specialized Tarmac SL7, Pinarello Dogma F and Colnago V4RS aren't technically  aero bikes, but rather all-rounders with the three brands deciding that separate aero and climbing bikes aren’t necessary. However, they do all have aero credentials.

The Tarmac SL7 was the result of the Venge, Specialized’s last true aero bike, merging with the Tarmac.

And ever since the original Pinarello Dogma F8 was launched in 2014, completely redesigned and aero-ised, the Italian brand also doesn’t see the need for a dedicated aero bike.

The newest of the trio is the Colnago V4Rs. You may have seen a bike looking pretty similar to this one as Colnago debuted the Prototipo at the Tour de France where five different versions of the bike were being used, each with a different carbon layup while they continued to develop the bike. 

Now, launched just in time for the start of the new year, we have the V4Rs which is claimed to be more slippery in the wind - Colnago is saying nearly 20 watts faster than the outgoing V3Rs , lighter, but only by 57 grams and stiffer for the frameset (not the frame itself, which is slightly heavier. The V3Rs created some rather large boots to fill, but, since the Prototipo was piloted to 23 victories and 28 podiums in the space of four months, we’re confident Colnago was able to maintain the winning recipe - we even got to ride one with the UAE Team during their winter training camp this December. 

In fact, we expect to see all three bikes winning plenty on the WorldTour in 2023 as they go to toe-to-toe with the dedicated aero bikes of the pro peloton.

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Simon Smythe is a hugely experienced cycling tech writer, who has been writing for Cycling Weekly since 2003. Until recently he was our senior tech writer. In his cycling career Simon has mostly focused on time trialling with a national medal, a few open wins and his club's 30-mile record in his palmares. These days he spends most of his time testing road bikes, or on a tandem doing the school run with his younger son.

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12 BEST 2023 AERO ROAD BIKES

Your go-fast guide to the latest aero bikes.

Although we’ve all seen it coming, and it’s not really news, still, why has the huge push for aero suddenly seemed so front and center? As most of us have witnessed over the years, the bike industry has poured what seems like an endless stream of aero-optimized products into the market that’ve promised both marginal and magnificent gains. Everything from helmets, kits, shoes, bikes, wheels and even water bottles have all played a role in the sport’s aero-palooza. And, what they all have in common is some level of alteration or compromise (versus non-aero parts) that is intended to obtain some mysterious aero advantage. Sure, we can all get geared up in the latest aero-refined products and claim they feel faster, but for most recreational cyclists, it’s almost impossible to really know if any combination of products is really offering any measurable advantage.

As contemporary as the aero craze may seem, the battle against the wind has been around for as long as cyclists have found themselves caught out in the wind, as in since day one! In short, as much as the industry now obsesses over integrated aero handlebar shapes and Kammtail frame tubes, cyclists have been searching for aero optimization for decades. Interestingly, for every sensible aero idea that’s come down the pike there’s been an equal number of silly ones that were quickly cast aside. We still shudder thinking back to the days when a handful of big-name bike brands began mounting their rear brakes under the chainstays for some ill-conceived aero gain! Thankfully, that fad was a short-lived one.

“We still shudder thinking back to the days when a handful of big-name bike brands began mounting their rear brakes under the chainstays for some ill-conceived aero gain! Thankfully, that fad was a short-lived one.” 

Of course, as much as most recreational cyclists look favorably on being able to go faster in the wind, it’s the products used by racers vying for faster times who’ve always pushed consumer trends. Think back to Greg LeMond snatching back eight seconds from Laurent Fignon to win the 1989 Tour de France, thanks in large part to the wild-looking Scott handlebars (designed by Boone Lennon) that exploded in sales after the race. And speaking of the influence of racers on the rest of us, one needn’t look any further than the current pro peloton to find riders (and already some production bikes) opting for narrower-width handlebars for the sole purpose of decreasing the rider’s frontal area no matter the impact on proper ergonomics or comfort.

THE AERO ARMS RACE

We still recall asking a Specialized product manager at a Tour de France time trial a few years ago why they hadn’t made many changes to their TT bike over the previous year. The reply was simple: “Going fast is expensive!” Such were the days when the best way to verify speed gains was only by spending time in a wind tunnel, which is not cheap.

While the big brands have the resources to play in the wind tunnel, for smaller brands it’s never been economically feasible. However, starting around 2010 when the advances in computer-simulated technology evolved, many bike brands could now run thousands of aero tests without ever leaving their desks. Not only did this significantly speed up the evolution of products, but it also lowered the price of development as companies no longer needed to produce an actual product to test it.

“Given the UCI regulations regarding frame shapes that have limited aero advances in the road world, it’s been the triathletes (free from UCI dictates) who’ve provided the most advanced aero thinking and designs.” 

This led to what many would consider the fastest evolution in go-fast cycling products, as every component, frameset and accessory could now easily (and cheaply) be optimized to reduce drag. Then we had a bit of an industry-wide pause in regard to aero as companies struggled to find ways to reduce drag numbers. Brands like Zipp, who have historically prioritized aero over everything, were stuck looking for other ways to manipulate the numbers. Specialized, Giant, Cannondale and the rest of the bike brands found themselves in a similar situation and moved their focus to the growing world of gravel, leaving aero on the back burner but implementing as much of the wind-cheating knowledge across multiple disciplines.

OUTSIDE INFLUENCES

Given the UCI regulations regarding frame shapes that have limited aero advances in the road world, it’s been the triathletes (free from UCI dictates) who’ve provided the most advanced aero thinking and designs. If there are two names that are most often associated with bringing tri-bike design theories to the road world, it would be Steve Hed and Jim Felt. As tri geeks themselves, starting in the late ’80s,

they each began bridging the aero divide between the two venues (with wheels and frames respectively) with great commercial and racing success.

The design and technology freedom afforded to triathletes was never more evident than this year when BMC, Felt and Giant/Cadex each rolled out exotic tri bikes that took aero design and theory to a radical new level. And proving the worthiness of the effort was when Kristian Blummenfelt used his step-thru Cadex Tri frame to win the Ironman World Championships in St. George, Utah.

While gravel riding in and of itself isn’t concerned with aero discussions, when it comes to winning gravel racing, we’ve seen top riders just as convulsed with aero efficiency as any road racer. In fact, some have said that as gravel racing grew in popularity, it’s also been a one reason that aero is making a comeback. Whether you like gravel or not, the off-road side of things has helped push the evolution of many new aero-optimized products, theories and components that impact road-specific gear. Disc brakes are probably the most notable change that helped unlock a new world of rim and frame design options.

Beyond introducing larger-volume tires to the masses, gravel has more importantly started the deep dive into the relationship between air volume, rolling resistance and real-world riding surfaces. It was then that many old-school rules on how to go fast got tossed out, and both companies and consumers alike began to realign their compasses.

MODERN AERO?

So, what is modern aero? Modern interpretations of what’s aero now looks beyond the bike itself, and now includes the rider, bike, components and gear as a total system. It puts less priority on maximizing a single aspect or component, and instead how they all work together. Nathan Schickel from SRAM said, “Product optimization has led to slower total systems.” What he is saying is that if Zipp makes the fastest and most optimized wheel on a computer but doesn’t account for the tire, bike, road surface and everything else a rider might experience on the road, then it is not the fastest anymore.

“While gravel riding in and of itself isn’t concerned with aero discussions, when it comes to winning gravel racing, we’ve seen top riders just as convulsed with aero efficiency as any road racer.” 

This new standard for testing is important, because a typical road rider is 75–80 percent of the total system drag. When the bike and its components are optimized to work together with the rider, the results are far more significant. The fastest bike sitting alone in a wind tunnel might not even rate among the fastest bikes with a rider on the saddle, and without a rider, it’s not going anywhere.

WE DIDN’T HAVE IT ALL WRONG

Looking back at the history of aero, we weren’t completely wrong about the theories to limited testing technologies. A low and narrow riding position is fast, and even in modern racing you will see the riders at the front who are doing the heavy lifting who are optimizing their fit to reduce their physical drag. For professional-level racing there are a variety of design regulations, which has limited progress. For the rest of us, there are no such restrictions, and we are free to super tuck or run any combination of components or riding position for an advantage.

There is no doubt that most cyclists are always looking for ways to improve their speed. From power to speed todistance and beyond, we all have ample opportunities to improve. While aero might seem like it could sit much lower on the list of priorities, it shouldn’t. From what we have been told, every brand claims the aero advantage starts between 9–12 mph.

WHAT DOES THE FUTURE OF AERO LOOK LIKE?

It’s hard to say where things will go but undoubtedly more refinements will continue to be made across all disciplines of cycling. With new mobile aero sensor technology, some wonder if cycling is going to be more like F1 racing with the ability to make in-the-moment changes to the ride. This, paired with live power data, live tire pressure data and advanced analytics technology, will be able to be delivered in real time and would add a new dimension to racing. This technology will also be more accessible so smaller brands can make big improvements without needing to head to a wind tunnel. The more interesting thing is how much of this technology is already available to us, the average rider.

Sure, too much data can take away from the simple enjoyment of pedaling and distract from the bigger picture of simply having fun on a bike. But, cyclists of every stripe should realize that there is room for both. Currently, we are seeing brands looking at different ways to manipulate the air as it moves past the bike, components and rider (see Trek’s IsoFlow Madone, page 48). Other brands have reduced weight by refining frame tube shapes. Everyone continues to also put a huge priority on optimizing the carbon layup in an effort to reduce weight, but, more important, leave more room for building in compliance, along with tube shapes that are slippery.

The biggest and most evident aero adaptation is already here, with most bikes now running fully internal routing for brake lines and shift housing. Let’s also not forget that science (as popularized by Gerard Vroomen) has shown that losing the front derailleur and running a 1x drivetrain can also bring added aero benefits. With both his 3T and Open brands, Vroomen has also experimented with tubes that are specifically designed to pair with certain tire sizes and wheel depths as a system. And, if considering the aero detriment of a front derailleur seems odd, consider that even water-bottle placement has become part of the aero debate.

“With new mobile aero sensor technology, some wonder if cycling is going to be more like F1 racing with the ability to make in-the-moment changes to the ride.”

The most obvious adaptation of aero refinement will be the same thing that Look Cycles has done for years by designing component-specific bikes where the handlebars, stems and even cranks are optimized to work together, and specifically for that model frameset. While the “system” approach can be a compromise in convenience and compatibility, it is one we think many brands will follow.

At the end of the day, we can all be assured that the bike industry will continue to deliver products that claim to be faster than what came before. They might perform better under specific conditions, but we think the priority for improving as a system is going to lead to more significant changes. What would be really good to see is cycling computers that analyze your riding and help you refine your position and identify opportunities while you’re riding. The one thing that we have learned is a sharp edge doesn’t cut through the wind like we thought it once did.

LOOK 795 BLADE RS

The 795 is the French brand’s aero road bike, and the frame is 300 grams less than its predecessor. The frame will fit up to 30mm tires. The top-line bike runs a SRAM Red AXS drivetrain with Corima wheels and sells for $11,000, but the Blade family starts at $3250. A frameset option is also available for $4000.

Price: $11,000

Www.lookcycle.com.

BIANCHI OLTRE XR4

When it comes to top-flight racing bikes, Bianchi has a stable of performers that includes the shapely Oltre XR4. With a 12-speed Shimano Ultegra drivetrain, there’s also a one-piece Vision Metron handlebar/stem and an Italian wheel package of Fulcrum hoops wrapped with Pirelli rubber.

Price: $9800

Www.bianchi.com.

BMC TIMEMACHINE

BMC redesigned the Timemachine to decrease air separation and keep air flowing across the back end of the frame and built in a storage module beneath the integrated bottle mounts. Even the front brake rotor has its own wind-cheating fairing.

Price: $12,799

Www.bmc-switzerland.com.

TREK MADONE

By combining refined Kammtail shaping for the frame tubes with the new SLR handlebar/stem combo, Trek claims a 19-watt energy savings or 60-seconds-per-hour faster than the previous generation (measured at 45 km/h). Trek said that of those 19 watts saved, 9.3 watts come from the bike itself and 9.7 watts are derived from a position change of the rider thanks to the new handlebar/stem.There will be six Madone models available ranging in price from $8000 to $13,200, and yes, unfortunately for anyone living in yesteryear, the bikes are dedicated to both electronic drivetrains and disc brakes. In fact, in another tip to modernity, the front derailleur can also be removed for anyone looking for the added aero benefit of running a 1x drivetrain.

Price: $8000

Www.trekbikes.com, canyon aeroad cfr.

The Aeroad has made huge strides with its shapely new design that cuts weight at an impressive consumer-direct price. Sure, $9000 is a huge budget hit, but the Aeroad starts at $3999. The impressive top-tier model hits the scale at a claimed 16 pounds.

Price: $9000

Www.canyon.com.

BLUE CHINOOK G2  

The new Blue Chinook G2 is constructed of Toray T800 carbon and is available in a range of electronic and wireless groupsets from Shimano and SRAM. The G2 frame has room for up to a 34mm tire, as well as an ACR 1.5-inch head tube, providing full internal cable routing. A SRAM Rival AXS 12-speed build sells for $4800, while a Chinook built with 12-speed Shimano Ultegra Di2 lists for $6399.

Price: $8499

Www.rideblue.com, felt ar frd.

Felt has been a leader in pushing the aero platform, and they’ve upgraded their AR line with new wind-cheating features, and Felt unveiled two models of the AR platform, AR Advanced and the AR FRD. Prices start at $5549 for a complete bike, and the AR FRD frameset will set you back $4999.

Price: $15,049

Www.feltbicycles.com.

ORBEA ORCA AERO  

Orbea’s Orca Aero continues the Spanish brand’s eye-catching legacy with a unique blend of an aesthetically pleasing and watt-saving design. We were drawn to the in-line aero water bottle and downtube storage container that doesn’t disrupt the clean lines of the frame. Our favorite tech features include clearance for 30mm tires and compliant ride characteristics.

Price: $7599

Www.orbea.com.

The RZ7 is East Coast builder Bob Parlee’s flagship performance road model. Colors are stunning with a new Platinum Metallic. The RZ7 includes all-new Parlee-designed carbon cages, an integrated out-in-front computer mount, as well as most models rolling on Enve Foundation wheels.

Price: $7000–$10,000

Www.parleecycles.com, scott foil rc.

Scott engineers and designers are redefining what an aero bike can be, and claim a 1-minute, 18-second gain over 40 kilometers compared to the previous Foil. With a focus on the bike, components and rider as a system. Scott has a 30-percent reduction in the number of carbon pieces and joints used compared to the previous Foil RC for an incredible sub-16-pound build.  

Price:  $9499

Www.scott-sports.com.

3T STRADA TEAM

Since its release in 2017, the Strada had to overcome doubt from consumers concerned about the 1x gearing and disc-brake-focused wheel designs, but industry-wide evolution of such tech designs have only proven that the 3T was ahead of its time. For 1x skeptics, 3T now offers a 2x version as well. The 1x Strada was designed to optimize a 13-speed drivetrain and now have it with Campagnolo’s Ekar drivetrain.

Price: $4999

Www.3t.bike.

CIPOLLINI RB1K AD.ONE

Blending time-trial design cues and oversized tubes, Cipollini’s AD.One is as shapely as the former world champ Mario himself. Handmade in Italy, the flagship model features Campagnolo Super Record EPS, but six models are available, and you can customize your build through the MyCipo frame personalization tool.

Price: $6390 (frameset)

Www.mcipollini.com.

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THE CHALLENGE AND CHARM OF AN IRISH BIKE TRIP BACK IN TIME

VUELTA A ESPANA 2022 STAGE 20 RESULTS

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Trek Madone SLR - The most aero bike in the Tour de France?

Prior to the Tour de France, the 2023 Trek Madone was the most significant new bike to be seen thanks to its radical aero design. But now that the bike has been released, we can take a proper look at the bike that the Trek-Segafredo team has been using in this year’s race.

We don’t think it’ll surprise you to learn that an aero bike with a massive hole in the seat tube comes with a fair few aero claims attached to it. Trek says that this bike, with a rider aboard, is 60 seconds per hour faster than the previous generation thanks to new aero frame shaping, a redesigned bar/stem, and a more aero riding position.

Trek explains that this bike saves 60 seconds per hour at 45km/h. What Trek means is that you'll achieve 45km more efficiently. If you ride at the same power, you'll hit 45km 60 seconds sooner.

The hole in the seat tube is called IsoFlow and it is designed to improve aerodynamics, flex over bumps to smooth the ride and save weight over previous Madones. Trek says that it offers a similar level of compliance to the previous adjustable IsoSpeed system in its stiffest setting.

The Madone is also lighter than ever with a frame weight of just under 1,000g and a fork weight of just over 400g.

While the claims are interesting, bike racers win bike races, not bikes and thankfully for Trek-Segafredo, they’ve got a few very handy racers. Mads Pedersen took an excellent stage win during a gruelling second week of the Tour, so let’s have a closer look at the team’s setup.

Trek-Segafredo is one of just two Sram-sponsored teams in the peloton, so it’s no surprise to see that their groupset provider is providing a few special pieces for team leader Mads Pedersen.

The gold chain and cassette aren't going to be seen on many Sunday club runs. You have to really fast to get this sort of bling.

The team uses the top-end Red eTap AXS groupset which means wireless shifting and hydraulic disc brakes.

While the Red eTap AXS groupset introduced the 10T cog to road bikes, the Trek-Segafredo pros don’t always run this tiny cog. The thinking is that the tiny cog allows you to use smaller chainrings, which Sram says is better for general riders. But while the riders do sometimes use the 10T cogs, they generally opt for larger chainrings than Sram officially offers.

> Review: Trek Madone SLR 9 Disc

The brakes and rotors are also Sram Red and all of Trek’s riders use 160mm rotors up front and 140mm at the back.

The Sram Red groupset offers decent value for money to those of us that pay for our kit because it comes with a very good dual-sided power meter built into the crankset and this is what the Trek riders use to monitor their training and deliver the data that confirms that this has been an insanely tough Tour.

The wheelset comes from Trek’s in-house component brand Bontrager and the riders are sometimes on tubeless setups at the Tour though some still like to have their tubulars around for select days. The wheels on most riders’ bikes were the Aeolus RSL 61 though they will chop and change given the day’s profile and conditions.

The tyres are from Pirelli and when on a tubeless setup, the Trek riders use the P Zero Race in the classic colourway.

At the front of the bike, you’ll find more aero trickery from Trek with a brand new Bontrager cockpit that is specific to this bike. The shifter clamp area is narrower than the drops to give a rider a super sleek frontal profile while the drops then flare out to provide the handling feel that the pros want.

Bontrager saddles and bar tape finish each bike.

So, is this actually the most aero road bike in the Tour de France? Well, that is what Trek would like us all to think, but unless you have a wind tunnel and the cash to buy one of every road bike in this year’s race, we’re never going to find out. We certainly don’t have that sort of time or money but let us know in the comments if you do!

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For the pro Trek riders, I hope it's aero AF because it appears to be the heaviest road bike in the World Tour Peloton.  

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Aerodynamically, it makes intuitive sense, and the suspension benefits appear simpler, lighter, and stronger than IsoSpeed decouplers or Zertz inserts. If I were a Cat 3 racing dentist I'd probably be all over this bike.

I'd love someone like Hambini to test the current crop of pro peloton bikes in a wind tunnel. Then take them apart and assess the build quality, geometry etc.

It's all at the say-so of the manufacturers and complete bollocks without an independent test done. 

In any case, a lot of people will choose their bikes on looks and that, imo, is where the new Trek falls flat on its (fugly) face. 

I quite like it - looks good in a futuristic kinda way.   

 Not sure Hambini has the credibility to report on anything anymore.  Isn't he just another dick with a youtube channel?

I'll admit he's done himself no favours but I'd bet he's more qualified than most and has the right connections to assess aero and build qualities. Easily more qualified than many of the cycling press that's for sure.

As for the frame, I'd be very surprised if we don't see a glut of issues with that seatpost. 

How can it be strong enough to take a 100kg masher and yet give any kind of vibration damping to a 60kg racing snake? Is there a weight limit applied to the frame that we know of?

It's got a total system weight limit of 125kg.

Thanks. That's way higher than I thought it would be. 

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Best aero road bike 2024 | 20 top-rated aero bikes and buyer's guide

The best aero road bikes tested by BikeRadar – and everything you need to know about these go-fast aerodynamic machines

Steve Sayers / Our Media

Paul Norman

The best aero road bikes add an extra dose of speed to your ride, and the pursuit of speed is undoubtedly part of what makes cycling so exhilarating. When it comes to going fast, on the flat or downhill at least, aerodynamic drag has the biggest influence.

Representing the leading edge of road-bike technology, the best aero road bikes challenge traditional notions of what makes a fast race bike.

The latest aero bikes combine wind-cheating profiles with next-level integration to make these machines as slippery as possible. Sure, they may not always be at the cutting-edge when it comes to weight, but if you think an 8kg road bike can’t be fast, think again.

Are aero road bikes worth it?

Aero bikes are commonplace in the pro peloton, where riders are chasing marginal gains and, of course, have access to the latest WorldTour bikes from their team sponsors.

The angular, sculpted frames of aero bikes particularly come to the fore on long, flat stages and under the sprinters, where the lower drag of wind-cheating tube profiles can give them the extra turn of speed they need to clinch a victory.

Teams and their bike sponsors will typically provide riders with the choice between an aero bike and a lightweight climbing bike , and some riders will swap between them depending on the terrain.

Some riders now stick to their aero bikes regardless of terrain, riding them on more undulating and mountainous territory. This is particularly true for breakaway specialists, who spend a lot more time in the wind than other riders and seek out whatever advantage they can get.

That said, one of the recent trends in bike design has been the combination of low weight and aerodynamics, and some brands offer just one machine to meet both requirements. The Specialized S-Works SL7 and Pinarello Dogma F are just two examples of aero-influenced all-rounders.

However, aero road bikes are the fastest option out there in the majority of circumstances and you don’t have to be a pro to benefit, especially if you’re a rider who places a lot of significance on riding fast. After all, for a lot of people, riding fast is fun .

Still, there is a lot to consider when it comes to finding the best aero road bike for your needs, especially for everyday riding.

For those of us who aren’t blessed to be WorldTour pros with a team of mechanics at hand, an aero bike still needs to be easy to live with. Do you need an engineering degree to maintain it? Do the deep-section wheels make it a handful on windy days? How does it perform on broken roads?

We’ve answered all of those questions in pursuit of finding the best aero bikes money can buy.

Read on for our pick of the best aero bikes, as tested by the BikeRadar team, and read our full buyer’s guide at the end of the article to help you find the right bike for you.

The best aero road bikes in 2024, as tested by BikeRadar

Cannondale systemsix hi-mod etap axs.

• £10,500 / $12,500 as tested
• Still one of the fastest bikes in the world
• Nimble handling and a comfortable ride

This Cannondale SystemSix is an incredibly fast bike that left us feeling other brands are still playing catch-up with Cannondale when it comes to creating aero bikes.

The Hi-Mod frameset is Cannondale's stiffest carbon fibre, and despite the stiffness and aero tubing, we found this to be a remarkably comfortable bike to ride.

This bike has a halo-spec with a SRAM eTap AXS groupset, 64mm-deep carbon wheels and Cannondale's two-piece aero KNOT handlebar, which still allows for plenty of adjustment.

The price is high, but when you compare it to other bikes of this spec it's competitive, and there is always the Cannondale SystemSix Carbon Ultegra .

• Read our full Cannondale SystemSix Hi-Mod eTap AXS review

Canyon Aeroad CF SLX 7 Disc eTap

• £4,949 / €4,999 / AU$7,399 as tested (CF SLX 8.0 Disc eTap $7,499 in US)
• Great spec with SRAM Rival eTap and a power meter
• Superb ride that's fast but comfortable

The latest Canyon Aeroad is a superb ride: lightning-fast and efficient but still comfortable enough over broken surfaces, with a 28mm rear and 25mm front tyre helping smooth things out.

The component list on this model includes SRAM Rival eTap AXS complete with (single-sided) power meter and 50mm-deep DT Swiss carbon wheels.

Canyon's clever three-piece bar makes width adjustment and travelling with the bike easier. The 8.3kg weight for the size large is competitive too. We did get some front-brake rub; it was easily fixed, but with Canyon, you don't have the benefit of a shop to help if you need to tweak things.

• Read our full Canyon Aeroad CF SLX 7 Disc eTap review

• £9,599 / $9,000 / €10,199 as tested
• Wide tyres for a comfortable ride
• Fast, sharp, responsive ride feel

Cervélo has made some subtle changes to the S5 with the latest model, announced in July 2022 . The tube shapes have been tweaked to make them a little more aero, the front-end design has been simplified and made easier to adjust and there's 6mm wider clearance, so you can fit tyres up to 34mm.

The result is a bike that feels incredibly fast but also smooth, with the fitted nominally 28mm tyres measuring 31.7mm. It's also really sharp-handling, planted at speed and still firm enough to respond immediately to pedal input.

The S5 isn't a light bike though, at 8.2kg for a size 56cm, and there's not much fore and aft saddle adjustability, although seatposts with different setback are available.

• Read our full Cervélo S5 review

Cervélo Soloist Ultegra Di2

• £6,800 / $6,800 as tested
• Balance of speed and comfort, but some rivals are lighter
• A few spec concessions on this model

The Cervélo Soloist was the original aero bike, released in 2002, and the Canadian company has now resurrected the Soloist name 20 years later .

With the S5 pitched as Cervélo's pro-level aero bike, the Soloist is aimed at speed-hungry amateurs, with a (slightly) more affordable price and all-round flavour. It's claimed to be lighter than the S5 and more aerodynamic than the R5, and offers clearance for 34mm tyres.

And the result on the road? The Cervélo Soloist Ultegra Di2 is a very comfortable and fast aero-optimised racer deserving of the Soloist name. Sure, it may give up speed and weight to other Cervélo bikes, but if you want an aero-influenced bike that offers a bit of everything, this is a contender.

• Read our full Cervélo Soloist Ultegra Di2 review

Cube Litening SLT C:68X SL

• £8,099 / €6,899 as tested
• Fast with agile handling
• High-spec with quality bespoke components

Cube's Litening range includes this aero-focused frame (renamed the Litening Aero since our test) and the Litening AIR, launched in August 2022 as a slimmed-down, lightweight frame for riders who want an all-rounder with aero touches.

Back to our test bike, and the 7.54kg weight is still impressive for an aero machine, helped by the high-spec SRAM Red eTap build and Mavic Cosmic SLR 45 Disc wheels.

It offers straight-line speed in abundance, making it fast and exciting to ride. A single-piece bar-stem with a low frontal profile helps the bike cut through the wind.

• Read our full Cube Litening SLT C:68X SL review

Factor Ostro VAM

• £9,450 / $11,499 as tested
• Wide tyre clearance and light weight
• Plenty of comfort for broken roads

An all-rounder with an aero edge, rather than a full-on aero bike, the Factor Ostro VAM manages to mix aerodynamics with a 7.4kg weight for the tested size 56 and clearance for 32mm tyres.

There's a proprietary bar-stem from Factor's Black Inc component brand, although you can swap this out for a standard model. The 45mm-deep carbon wheels come from Black Inc as well.

It's a bike that feels composed and confidence-inspiring, with fast steering but predictable handling at speed and enough comfort to handle broken roads.

• Read our full Factor Ostro VAM review

Felt AR Ultegra Di2

• £6,299 / $6,999 / €6,999 as tested
• Fast, user-friendly and with an excellent spec
• Internal routing limits handlebar-height adjustment

Felt claims the AR Ultegra Di2 is 9.4 per cent more aerodynamic than its predecessor, and there's no denying that out on the road you can feel the aero difference over a more orthodox road bike. It isn't as light as other aero road bikes, but this doesn't get in the way of the Felt being incredibly fun to ride.

When it comes to spec, Felt has done a great job with a near-faultless package including carbon finishing kit, an Ultegra Di2 groupset and Reynolds wheels with Continental GP5000 clincher tyres.

While the internal cabling looks clean and aids aero performance, it leads to some handlebar height-adjustment issues, which is worth bearing in mind.

• Read our full Felt AR Ultegra Di2 review

Giant Propel Advanced Pro 0 AXS

• £6,399/$8,000/€6,900/AU$8,499 as tested
• Blends low weight and aerodynamics
• Assured handling

The Giant Propel Advanced Pro 0 AXS costs half as much as the WorldTour-level Advanced Pro SL and gives away little in terms of performance.

Our aero B ike of the Year 2023 is a brilliantly versatile aero road bike due to its balance of weight, speed and handling.

Not all of Giant's spec choices hit the mark, but the Propel Advanced Pro 0 AXS's mid-range price could leave you with cash for upgrades.

• Read our full Giant Propel Advanced Pro 0 AXS review

Giant Propel Advanced SL 0

• £11,999 / $12,500 / €12,000 / AU$14,000 as tested
• Very light for an aero bike at 6.9kg
• Easy maintenance and adjustment

At 6.9kg, the Giant Propel Advanced SL 0 is exceptionally lightweight for an aero bike. Giant claims it's also more aero than its predecessor.

It's designed to be easy to work on, although the integrated seatmast means that once cut there's only a few centimetres of saddle-height adjustment.

The bike rolls on 25mm tyres, although there's room for 30mm, but despite this the ride is comfortable. The two-part bar and stem make for adjustability, although Giant doesn't offer bars under 40cm width.

• Read our full Giant Propel Advanced SL 0 review

Lapierre Aircode DRS 8.0

• £6,300 as tested
• Fast with accurate handling
• Superbly equipped

Now in its third generation, the Lapierre Aircode DRS 8.0 follows the trends for aero bikes with the integration of disc brakes and hidden cables – not forgetting clearance for 28mm tyres.

The bike also addresses weight and comfort, two issues that are often associated with aero bikes, with a 900g frame and a carbon layup that's said to improve frame compliance.

Despite the aggressive geometry that screams urgency as soon as you get on the bike, there's no denying it's comfortable to ride. It's a real technical achievement and the spec does it justice with Ultegra Di2 gearing and a DT Swiss wheelset. Lapierre even throws in some bolt-on aero bars for extra versatility and value for money.

• Read our full Lapierre Aircode DRS 8.0 review

Merida Reacto 6000

• £2,800 as tested
• Great value for money
• Excellent frameset but wheels are heavy and tyres are average

The unisex Merida Reacto 6000 is a great-value aero road bike with excellent handling, and a stiff and fast frameset that shares its geometry with the Merida Reacto Team-E .

It puts you in an aggressive position, which makes sense for a bike that is built for speed. This could be tiring on your arms and hands on long rides, but we had no issues during testing.

The spec is good, but there are compromises. It has a cockpit that bucks the trend by sticking with a non-integrated design, which might not be desirable for some, but others will find it very practical.

There is an Ultegra groupset that performs as well as ever, but the wheels are on the heavy side and you would probably want to upgrade the tyres right away.

We've also reviewed the Merida Reacto 4000 , equipped with Shimano 105 and earning the same 4.5-star rating.

• Read our full Merida Reacto 6000 review

Orbea Orca Aero M10iLTD

• Fast, comfortable ride
• Clever add-ons for those not racing
• A bit heavier than the competition

Orbea claims the latest iteration of its Orca Aero saves 15 watts over its predecessor. It feels fast, but is still comfortable and adjustable, and the spec leaves no reason for swap-outs. The bike comes with an optional aero bottle and storage under the down tube, the latter not UCI-legal.

There's a nicely integrated bar, although we found the sharp trailing edge hit our wrists when sprinting. The bike is compatible with a standard bar and stem though.

The Orbea is a bit on the heavy side too at 8.3kg, although we didn't notice this when out riding and we were impressed by the Orca's comfort levels.

• Read our full Orbea Orca Aero M10iLTD review

Ribble Ultra SL R Enthusiast

• £6,599 as tested
• Fearsomely fast
• Well priced

The Ribble Ultra SL R Enthusiast's eye-catching aero design translates into visceral speed with minimal concession to overall practicality.

If you just want to ride fast, you'd be hard pressed to find a better aero road bike for the money.

However, an integrated power meter would be nice, as would more handlebar size options and a simpler seatpost clamp.

• Read our full Ribble Ultra SL R Enthusiast review

Vitus ZX-1 EVO CRS Ultegra Di2

• £3,999 / $5,200 / AU$6,800 / €5,500 as tested
• Incredible-value fast aero bike
• Integrated handlebar rules out front-end fit adjustments

The ZX-1 EVO is Vitus' flagship aero bike, and despite the relatively low price tag, the bike boasts a spec that wouldn't be out of place on a much more expensive ride, with Ultegra Di2, deep-section wheels and aero-profiled finishing kit.

The bike is incredible value for money, then, and it doesn't disappoint on the road either with a joyous ride. The geometry is racy, but it isn't the most aggressive, making this bike a good choice if you value stability.

The only thing to look out for is the integrated cockpit, which doesn't allow for front-end fit adjustments, so it might be wise to try before you buy.

We've also tested the mechanical Shimano 105 spec of the Vitus ZX-1 EVO. Priced at £2,800, it's great value for an aero bike.

• Read our full Vitus ZX-1 EVO CRS Ultegra Di2 review

Cervélo S3 Disc Ultegra

• £3,999 / $5,000 as tested
• Awesome aero experience
• Choppy ride on rough surfaces

Cervélo invented the aero road bike, and the S3 Disc builds on the brand’s 25 years of aero knowledge with a claimed 13 watts less drag and a 68g weight saving on its predecessor. Cables all run internally, despite the S3 having a separate bar and stem for adjustability.

The wheelbase is short even on larger-sized frames, leading to sharp handling, although the bike would benefit from an upgrade from the alloy DT Swiss P1800 wheels. Run tubed, they lead to a rather choppy ride over uneven road surfaces; a swap to 28mm tyres might help.

• Read our full Cervélo S3 Disc Ultegra review

Orro Venturi Evo 105

• £2,100/ $2,667 / €2,457 as tested
• Tunable spec
• Reasonable price
• Some flex in the front end

At £2,100, the Orro Venturi Evo is a British aero bike that won’t break the bank. It looks great too, with space for 28mm tyres and an aggressive racing position. We reckon it rolls with the best on flatter undulating roads, although there’s a little front-end flex when pushed hard.

You can custom-tune the spec to your requirements, and alongside a Shimano 105 R7000 groupset , the test bike came with Vision Team 30 aero alloy wheels and fast-rolling Continental tyres. It’s a nice package at a nice price.

• Read our full Orro Venturi Evo 105 review

Scott Foil RC Pro (2023)

• £10,499 / $10,999 / €10,499 as tested
• More aero than the previous Foil
• Plenty of comfort, particularly at the rear

The latest Scott Foil has a claimed increase of 16 watts in its aero efficiency at 40kph over its long-running predecessor, thanks to wind tunnel tuning with Simon Smart, the man who's also behind the ENVE SES wheel range . At 7.4kg, the new Foil is light too, despite having deeper aero sections than the previous bike.

The frame geometry is the same as the Scott Addict RC , offering sharp, predictable handling at high speeds, but not at the expense of comfort, particularly at the saddle. That's thanks to a three-piece seatpost design with a rubber insert and a wider 28mm rear tyre.

It's a bike that's fast, lightweight and comfortable.

• Read our full Scott Foil RC Pro review

Tifosi Auriga Chorus Disc

• £3,499 as tested
• Long and low ride position
• Better tyre rubber would up the Auriga's game

The Tifosi Auriga is a fast bike in a straight line, with a stiff frame, and it handles direction changes with admirable agility. Despite its 9kg-plus weight, it climbs well too.

The Auriga frame's geometry puts you in a long and low position, which should cut down your frontal profile for aero benefits, while the FSA ACR system allows cables and hoses to be run internally, also lowering drag.

Tifosi claims 28mm tyre clearance, but we think there's room for more and the Auriga is equipped with a Campagnolo Chorus mechanical/hydraulic groupset, which we enjoyed. The tyres are in need of a swap-out though.

• Read our full Tifosi Auriga Chorus Disc review

Trek Madone SLR 9 eTap (2023)

• £13,800 / $13,199 / €14,999/ AU$17,999 as tested
• Very fast, very expensive
• Slightly twitchy in crosswinds

With distinctive, aggressive looks, the latest Trek Madone SLR is every inch the aero race bike.

The distinctive IsoFlow seat tube is designed to funnel airflow into the area behind the rider, improving aerodynamics while retaining some of the comfort from the old IsoSpeed system.

The rigid frame and sharp handling make for fast riding that's predictable, in most circumstances, and inspires confidence. We did find the Madone somewhat sensitive to crosswinds though, probably down to the slightly angular Bontrager Aeolus RSL 51 wheel rims. The fitted 25mm tyres felt a little narrow too, and they're not tubeless.

• Read our full Trek Madone SLR 9 eTap review

Wilier Triestina Cento10 SL Ultegra Di2

• £5,540 / €5,600 as tested
• Sharp handling
• Firmer ride than some

The Cento10 SL is a lower-priced version of Wilier's previous flagship road bike, the Cento10 Pro (the Filante is now its top aero racer).

The SL shares much in common with the Pro, using the same moulds for the frame, and it feels like a masterstroke because the bike is almost indistinguishable from a superbike, at a much more affordable cost.

The bike is firmer than some, but it's a dream to ride with a long and low position that feels balanced when cornering fast, and handling that puts other aero bikes to shame.

The equipment spec is high, too, with Shimano Ultegra Di2, Wilier's own carbon wheels and a Selle Italia SLR Boost Carbonio saddle, but the 25mm tyres might be on the slim side for some.

• Read our Wilier Triestina Cento10 SL Ultegra Di2 first ride review

Buyer’s guide to aero road bikes: what to look for

What is an aero bike.

An aero bike prioritises aerodynamic features, aiming to give you a little free speed as you ride.

That starts with aero tube profiles, usually a truncated aerofoil design (also known as a Kammtail), with a smoothly curving leading edge and an abruptly chopped-off rear. The idea is to trick the wind into following the drag-saving shape of a full aerofoil while saving weight and maintaining frame stiffness.

Truncated shapes are particularly evident on the down tube and seat tube, but on dedicated aero bikes usually carry over to the head tube, fork blades, seatpost and the rest of the frame.

The latest aero bikes are all about integration and it’s rare to see exposed cables at the front end of the bike. The trick for bike manufacturers is providing that integration without sacrificing fit or everyday usability – some brands do this better than others.

Aero bikes will sometimes have more aggressive road bike geometry than all-round race bikes – and certainly more aggressive than endurance road bikes or sportive bikes. That normally means a longer, lower position that allows the rider to hunker down over the bar, reducing frontal profile for less wind resistance.

An aero bike arguably needs deep-section aero wheels to complete the deal. The best will come with them, but some makers fit more basic wheelsets (usually to keep the price down), expecting you to buy your own.

Aero bike vs road bike

It looks as if the era of the specialist aero bike may be passing. As we’ve already mentioned, the latest generation of lightweight/all-rounder race bikes increasingly incorporates aero features.

Take the Specialized Tarmac SL7 road bike, for example. It’s almost as aero as the brand’s Venge specialist aero bike, which has now been removed from the range with Specialized adopting a ‘One bike to rule them all’ philosophy.

Other formerly conventional road bikes that have had an aero makeover include the Cannondale SuperSix (overall winner of our Bike of the Year test in 2020), the Trek Emonda and the Scott Addict , with all these brands promoting aero benefits in a lightweight package.

As with any bike purchase, it’s a case of weighing up the options and choosing the right machine for your needs. If you’re looking for more of an all-rounder with an aero edge, there are now plenty of options out there. Equally, if all-out speed is your thing, a dedicated aero bike will have that ace up its sleeve.

What is the fastest aero bike?

Almost every aero bike will be accompanied by some kind of claim about how the bike is faster than its predecessor or competitors. Aero gains are often quoted as seconds saved over 40km at 45kph or such, but do you regularly ride at that speed? The laws of physics mean that if your average speed is half that, you’ll reap an eighth of that figure.

With around 80 per cent of wind resistance down to you, rather than the bike, there is only so much help an aero bike can provide. That’s before we get to the rider’s engine, too. If speed is your thing, here are five ways you can ride faster for free .

Having said that, few riding experiences beat the feeling of free speed when riding fast on a sharp-handling aero bike, especially on a rapid downhill or full-gas on a flat or rolling road.

As for the ‘fastest’ aero bike, as ever we’d tread with caution when it comes to manufacturer claims. Sure, you can factor it into your buying decision, but there’s lots more to consider besides, including fit, usability, frame features (for example, tyre clearance) and budget.

Tube shapes

It goes without saying that an aero bike will have aero tube profiles. These are most obvious on the main tubes of the bike, the down tube and the seat tube in particular.

Aero features will likely extend to the seatstays, which are often dropped, hitting the seat tube some way down from its top, as well as being aero in profile. The head tube, fork and seatpost (and its clamp) are also likely to have had the aero treatment.

The first crop of aero road bikes, led by the Cervélo Soloist (which has now made a comeback in 2022), had teardrop-shaped tubes. It’s the classic aerodynamic shape, but the tail adds a lot of weight without much structural benefit, so the frames tended to be heavy. The extended profile could also make for tricky handling in crosswinds.

That’s changed now, with the realisation that a truncated aerofoil (or Kammtail) can be more aerodynamically efficient than a teardrop.

Air forms an eddy behind the cut-off edge of the tube and air flowing past this forms a teardrop shape that’s much longer than the tube. Trek says that although the length of its Kammtail tubing is less than three times its width, it behaves aerodynamically as if it’s eight times the width.

With that in mind, there’s potentially a quadruple benefit from truncated aerofoils: they use less material for a lighter frame, they are more structurally rigid, they produce longer virtual tails to the tubes and they’re less edgy in crosswinds.

Another plus: they make it much easier for manufacturers to produce aero designs that comply with the geometry rules set by the UCI, cycling’s world governing body.

Integration

The new frontier in aero bike design is front-end integration. That means the handlebar and stem are often one piece, with a broad, flat aero shape to the bar. At least some of the brake and gear cables will run internally into the frame, so they’re out of the airflow.

There’s a surprising amount of drag from round cables routed externally. Pinarello claimed burying the cables inside the bar and stem of the Dogma F12 improved aerodynamics by more than 5 per cent relative to its F10 predecessor, which had external cabling (Pinarello has since launched the new Dogma F ).

The flip side is that some integrated systems can be difficult to work with, so expect to spend more on maintenance or to deal with more frustration if doing it yourself.

Also, make sure you’re comfortable with the position dictated by a bike’s integrated carbon bar/stem. There are limited size options and adjustability to many integrated systems.

The best integrated cockpits keep everything clean and tidy, hiding the cables from the wind, but still allow for easy servicing and fit adjustments, most likely by keeping the handlebar and stem as two separate units.

Ride quality

With their chunky tube profiles, aero bikes of old had a (often justified) reputation for a harsh ride.

That’s largely changed with the modern crop of aero bikes, because brands have learned how to design frames for a more comfortable ride without compromising aerodynamics, and road disc brakes have increased tyre clearances – you can now run a 28mm or even 30mm tyre on many of the latest aero bikes.

Nevertheless, it’s something to look out for if you’re thinking of buying an aero bike. It’s worth reading road bike reviews and, ideally, taking a test ride before parting with your cash, especially if you live somewhere with rough roads.

As mentioned above, an aero bike will typically promote a long, low ride position. That’s great for cutting through the wind, but make sure you’ll be comfortable riding an aero bike (or that it offers the adjustability you need) before taking the plunge. Neck, back, shoulder and hand pain can be issues if you’re not very flexible or not used to an aggressive position.

You may adapt to the position, but if you’re not racing you don’t want to end up suffering on your bike to go a little faster – being forced to cut your ride short due to pain or picking up an injury is counter-productive, to say the least.

Weight used to be a driving factor behind bike design, with a lower weight perceived to result in a faster and better ride. Aero bikes disprove the rule, with many tipping the scale at around 8kg and feeling lightning-quick.

While a lightweight bike might serve you better on long climbs, the weight and performance difference between many more conventional bikes and aero bikes is marginal, and improving your power-to-weight ratio can be one way to offset the difference.

There are also ways to make your road bike lighter if you’re that way inclined.

A lightweight bike might feel more responsive, but geometry and tyre choice arguably have as much impact on the feel of a bike as weight. If you want something that feels responsive and snappy, look for a bike with a short wheelbase and a head tube angle of around 73.5 degrees.

An aero bike needs an aero wheelset to complement – and make the most of – the frame’s aerodynamics. It’s still all too common to find an aero frameset equipped with budget, non-aero wheels. Recognising this, some brands are now fitting wheels worthy of the investment they’ve made in their frames.

Unless you’ve got a set of go-fast wheels already sitting at home, it’s worth looking for a bike that comes with decent deep-section wheels. If not, and you do want to upgrade, budget the best part of £1,000 for a set of the best road bike wheels .

Disc brakes have largely taken over on all new bikes, but rim-brake outliers are still out there, particularly if you’re buying a second-hand bike .

If you go for a rim-brake aero bike (and, most likely, an older model), you may find the calipers have been moved out of the wind. The front brake may be integrated into the fork and the rear brake may be under the bottom bracket.

Fortunately, this is less common nowadays and, as a general rule, we’d steer riders away from integrated brakes. Integrated front brakes are often less effective than a separate caliper, and rear brakes under the bottom bracket are prone to brake rub and getting covered in filth.

Most high-end aero bikes now come with disc brakes, but it’s worth bearing in mind if you’re looking at a lower-priced rim-brake model.

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2023 CUBE Litening AERO C:68X SLT aero race bike in review – Fun on a budget?

While other manufacturers often don’t have an upper price limit for maximum performance, CUBE take a different approach. With the 2023 Litening AERO C:68X SLT, CUBE promise the optimum in aerodynamics, comfort, and performance for just € 7,599. Is there a catch? We put the 2023 C:68X SLT to the test to find out.

There’s a lot to consider when buying a new bike. For some, a new road bike must be exclusive and prestigious while others prioritise value for money. Those who want to make the most of their money are typically newcomers to the world of drop bar bikes, looking for something versatile like a gravel or endurance bike. They want to check things out with something that can do it all, narrowing things down from there. In the case of more specialised bikes, you get a different set of customers that have specific requirements and demands for a more targeted use. Of course, the brand image must also have an element of exclusivity, or at least fit your own image. While CUBE’s brand image might not quite meet the former criterion, the specs of the 2023 CUBE Litening AERO C:68X SLT do sound very promising: an aero road bike with top-end components at a sensational price. At least that’s what the 2023 CUBE Litening AERO C:68X SLT promises on paper. Looking at the details, you get a high-end carbon frame that meets current UCI regulations, carbon wheels, a top-of-the-line drivetrain, and even an integrated power metre. But what are the compromises?

The design of the 2023 CUBE Litening AERO C:68X SLT.

There are two things that make the 2023 CUBE Litening AERO C:68X SLT stand out: the design language and the funky sparkling paint job. The oversized tubing gives this aero bike a brawny look. However, the combination of thick tubes and large surfaces makes the 2023 CUBE Litening AERO C:68X SLT also seem somewhat… chunky. Added to that is the various contours and lines that are dispersed across the frame. The multitude of different tube shapes and radii make for a rather untidy, restless design. This is underlined by arbitrary protrusions, as you’ll find on the seat post clamp, for example. That said, we really like the metallic paint job with glittering flakes and flip-flop effect. It lends the 2023 CUBE Litening AERO C:68X SLT a sense of levity that the otherwise busy and overloaded design doesn’t have.

Upon closer inspection, the 2023 CUBE Litening AERO C:68X SLT stays true to its unconventional design concept. The fully integrated cockpit is made of one huge piece of carbon and matches the bike’s overall look. Unfortunately, the wing-shaped tops aren’t the most ergonomic, at least they weren’t for our hands. The radii of the curves don’t look quite right either. CUBE probably meant well with the tan wall tires, but, like on the BMC Roadmachine AMP , they don’t match the overall look of the blue aero racer. It’s just too many colours, especially when combined with the sparkly oil slick paint job. The first obvious compromise you must make at this price comes when you look at the axles, the ends of which aren’t covered by the frame and fork. On higher priced bikes, these are usually closed off entirely or at least have an inconspicuous cover.

Features and details of the new 2023 CUBE Litening AERO C:68X SLT

Looks are one thing, but function on an aero road bike is something else entirely. It’s the bike’s features that make it fast. There’s the depth and shape of the carbon rims, for example. On the 2023 Litening AERO C:68X SLT, CUBE combine 50 mm rims up front with 65 mm deep rims at the back. In practice, this results in added speed at the correct angle since the deep rims act as sails. However, it makes the bike susceptible to strong crosswinds. This can cause you to swerve around on the road, which can get dangerous, especially when it’s gusty. The combination of 65 mm deep rims at the back and 50 mm rims at the front aims to produce minimal turbulence while keeping the bike’s handling manageable in cross winds.

The cockpit of the 2023 CUBE Litening AERO C:68X SLT provides clean integration for a Garmin bike computer or the like. However, there isn’t enough clearance between the mount and handlebar for large devices like the Garmin 1040, rubbing against the bar when you attach it. CUBE have found a good, practical solution for the seat post adjustment. The two bolts at the top of the seat post are easy to use and hold everything in place very securely. However, these bolts aren’t that well-hidden either. The groupset on the 2023 CUBE Litening AERO C:68X SLT could be considered the best groupset currently available on the road bike market. Certainly, the Shimano DURA-ACE Di2 sets the bar in terms of performance and ergonomics. With a 52/36 t chainset up front and a 11–30 t cassette at the rear, the gearing is evenly spaced while offering enough range to conquer steep climbs. The included DURA-ACE power metre makes a lot of sense on a performance-oriented aero road bike and is another one of the standout features of the 2023 CUBE Litening AERO C:68X SLT.

As befits a modern aero bike, all cables on the 2023 CUBE Litening AERO C:68X SLT are routed internally. Doing so doesn’t just offer aerodynamic benefits, but also makes for a clean look. The knock-block steering limiter prevents the handlebar from swinging around too far and damaging the frame in the event of a crash. As such, you can turn the handlebar 180 degrees at most, limiting the bike’s turning circle, though this shouldn’t play a role in practice. Rounding off the package is a maximum permissible weight of 115 kg.

Available models and components of the 2023 CUBE Litening AERO C:68X SLT

As with almost all their bikes, CUBE provide a huge variety of builds in the Litening range. Along with the Litening AERO range, which is all about aerodynamic optimisation, CUBE also offer the Litening AIR models, promising minimal weight and relying on a different frame. The 4 different CUBE Litening AERO models differ predominantly in the groupset they come specced with. The most affordable model in the lineup is the CUBE Litening AERO C:68X PRO, which comes specced with a SRAM Force eTap AXS groupset and 50 mm deep carbon rims front and rear for € 4,599. For exactly € 900 more you get the CUBE Litening AERO C:68X RACE, in which case you get a 65 mm deep rim at the back and a Shimano ULTEGRA Di2 groupset. The CUBE Litening AERO C:68X SLX comes equipped with a SRAM RED eTap AXS groupset and is priced at € 7,299.

CUBE Litening AERO C:68X SLT 2023

Specifications.

Brakes Shimano DURA-ACE BR-R9270 160/160 mm Drivetrain Shimano DURA-ACE Di2 RD-R9250-D 12-Speed Stem ICR Aero Cockpit System Handlebar ICR Aero Cockpit System Wheelset Newmen Advanced SL R.50/65 Streem Tires Schwalbe Pro One 28 mm Cassette Shimano DURA-ACE CS-R9200 11–30T

Technical Data

Size 50 52 54 56 58 60

The geometry of the 2023 CUBE Litening AERO C:68X SLT

On paper, the geometry of the 2023 CUBE Litening AERO C:68X SLT looks aggressive. With a stack-to-reach ratio of 1.44, however, the riding position is comparatively relaxed for a performance road bike. The beginner friendly geometry of the 2023 CUBE Litening AERO C:68X SLT even makes it suitable for longer rides. None of the other figures are extreme either, though the head tube is rather short.

The 2023 CUBE Litening AERO C:68X SLT in review

We don’t expect to climb aboard an aero race bike and immediately feel comfortable. However, with the 2023 CUBE Litening AERO C:68X SLT, that’s precisely what we experienced. The riding position feels very pleasant and balanced. It almost feels like an endurance bike, which is partly due to the 3 spacers under the stem. Once you get into the drops, the riding position feels a lot more aggressive. That said, this position is relatively moderate, nonetheless, allowing you to stay in the drops without risking a stiff neck, back pain, or knotting your guts. That’s a good thing because what use of the race position on a bike if you can’t hold it for more than 30 minutes, especially for hobby riders who don’t have a professional training plan and on-call physiotherapist. If desired, and you’ve got the necessary fitness and flexibility, the spacers are relatively easy to remove, allowing you to make the riding position on the 2023 CUBE Litening AERO C:68X SLT more aggressive.

Of course, when riding the 2023 CUBE Litening AERO C:68X SLT, you must wear close-fitting kit. What would be the use of an aerodynamically-optimised frame and deep carbon rims when your shirt flutters in the wind and destroys any of the gains you might have made. And so, the test rides flew by. Like the riding position, the handling is perfectly suited for the masses. In other words, it’s both agile and predictable. The bike’s intuitive performance through hairpin bends and fast descents requires no time to get used to. As such, you don’t encounter any surprises or anything unexpected on a fast chase, which leads to increased safety and confidence. Certainly, the 2023 CUBE Litening AERO C:68X SLT loves going fast! It sprints forward when you put the power down and doesn’t hold back in terms of speed. Not even the heavy rims make it feel sluggish. The 28 mm Schwalbe Pro One tires further underline the bike’s feeling of speed and stability.

In terms of compliance, the 2023 CUBE Litening AERO C:68X SLT can “merely” be considered good. However, it provides an acceptable level of comfort for an aero race bike. The 2023 CUBE Litening AERO C:68X SLT offers a smooth ride, particularly when you’re in the drops. When riding on rough asphalt with your hands on the hoods, you can definitely feel the bumps. The tops aren’t the most comfortable either due to their width and therefore lack of ergonomics. Unfortunately, the seat post doesn’t mitigate the impacts from the rear wheel either since it isn’t offset. A final note on the weight: at 7.4 kg in size 54, it’s on par with significantly more expensive aero machines, making it perfectly capable of taking on the competition.

Who is the 2023 CUBE Litening AERO C:68X SLT for?

Is the 2023 CUBE Litening AERO C:68X SLT reserved for dedicated racers who are all about marginal gains and getting on the podium? It is, too, but not only. It can be an equally good choice for newcomers to the sport who want a lot of aero for little money. While the intended use might seem limited at first glance, it’s capable of more than you expect. The 2023 CUBE Litening AERO C:68X SLT will fare just as well at the occasional triathlon as on post-work or group rides with your buddies. Only those who want an uncompromising race position and exclusive bike won’t find what they’re looking for here.

The 2023 CUBE Litening AERO C:68X SLT isn’t an ultra-stiff aero bike with a stretched-out riding position that you can only ride on race day. Instead, it provides a beginner-friendly package, offering performance, functionality and glittery paint without a fancy image and at a fair price. While it has some compromises – especially regarding the restless design language – it’s nothing you can’t learn to live with. Considering the overall package, we don’t mind the lack of street cred it gets at the ice cream parlour.

• excellent value for money
• brilliant spec
• high level of comfort thanks to the relaxed riding position
• sparkly paint job

• exposed axle ends
• internally routed cables rattle
• the tops of the handlebar aren’t ergonomic

Did you enjoy this article? If so, we would be stoked if you decide to support us with a monthly contribution. By becoming a supporter of GRAN FONDO, you will help secure a sustainable future for high-quality cycling journalism. Click here to learn more .

Words: Martin Staffa Photos: Jan Richter

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Cannondale’s Supersix Evo Is a Near-Perfect Blend of Aero and Lightweight

While the previous version of the SuperSix Evo was a lightweight road bike with aero touches, the 4th generation gets much closer to full aero bike performance while still managing to shave a few grams.

The Takeaway: Cannondale‘s legendary SuperSix Evo road racing platform gets updated to be lighter, more aerodynamic, and easier to work on than the previous generation.

• No more BB30! Cannondale's latest bike has a BSA threaded bottom bracket.
• Geometry remains unchanged from the previous generation of the Evo.
• While the performance is incredible, the new aero seatpost gives a slightly harsher ride feel than before.

Cannondale SuperSix Evo Hi-Mod 2

SuperSix Evo, Gen 4

Cannondale’s newest SuperSix Evo is the fourth generation of the brand’s top-tier road-racing bike. In contrast to how different the previous model was from what came before it, the new Evo presents more of an evolution than a total redesign. The overall silhouette of the SuperSix Evo largely remains unchanged. The dropped seatstays, the gently sloping top tube, and the truncated airfoil tube shapes all carry over from the third generation. In overall appearance, the new bike looks similar to the outgoing version.

Many of the changes to the Evo were made to boost the bike’s aerodynamics. At the front of the bike is a new hourglass head tube that matches with a new fork (which is also deeper and more aerodynamic). The seat tube and seatpost also saw a redesign. Above the seatstays, the seat tube becomes narrow and flat from front to back, with a new proprietary seatpost to match. The seatstays are dropped farther to boost comfort and aerodynamics. Below the seatstay junction, the seat tube gets thin and flat from side to side. This change is designed to add compliance back into the seat tube, counteracting the stiffness of the aerodynamic shaping above the seatstays.

Despite adding extra surfaces to the frame to boost aerodynamics, Cannondale managed to drop a bit of weight with the Evo. A 56cm fourth-generation Hi-Mod frame (formerly Cannondale’s top-tier carbon) now weighs 810 grams painted. That’s an impressive 66-gram drop from the previous-​generation Evo. Above Hi-Mod now sits

Cannondale’s Lab71 lever frame, which is a nod to the company’s founding in 1971, and represents the peak of its frame-making ability. These premium-​level frames, which sell for $6,000, shed an additional 30 grams and bring the weight of a painted 56cm frame down to 770 grams.

From a numbers perspective, the fourth generation of the Evo takes a big step forward in weight and aerodynamics. The latter is essential for modern road-racing bikes. As much as we love the feeling of riding an ultralightweight bike, the reality is that even at very modest speeds (such as 10 mph), half of your pedaling effort goes into overcoming air resistance. And air resistance increases exponentially as your speed goes up.

Compared to its predecessor, the new bike saves just under 12 watts at 28 mph. But there are some caveats to that number. The third-generation Evo was tested by Cannondale with its stock 45mm-deep HollowGram Knot wheels, while the new Evo uses a new, 50mm-deep wheelset. It’s hard to say how many of those saved watts come from the slightly deeper wheelset compared to the other changes to the frame. But Cannondale did test the new Evo with one- and two-piece cockpits. Not surprisingly, the single-piece cockpit added up to roughly 3.5 of those 12 watts that Cannondale claims the new Evo saves over the older model. Put another way, riders opting for a separate bar and stem shave only about 8.5 watts over the third-generation Evo.

Cannondale’s quest for aero gains also included overlooked parts such as water bottle cages. Though aero bottles and cages are not new concepts, they are often poorly executed and specific to each other or proprietary to the frame. Cannondale took the path of universality here, starting with an extra-narrow bottle cage, which also perfectly holds standard, round water bottles. On days you might want to ride faster, pop in Cannondale’s narrow-profile bottles, and voilà: extra speed. With a pair of narrow bottles and a set of 64mm-deep Knot wheels, Cannondale claims the new SuperSix Evo to be within a few watts of the brand’s dedicated aero bike, the SystemSix (using traditional water bottles).

With the new Evo comes a completely redesigned front end and cockpit, which is a good thing. I was not a big fan of the previous Evo’s integrated cockpit. It always struck me as too bulky for an otherwise slender bike. But, I did like how Cannondale hid the hoses, wires, and cables while allowing riders to run whatever handlebar and stem they wanted—and without routing anything through the headset bearings. So while I wasn’t a fan of the look, the old cockpit was, functionally, one of the better examples of cable integration.

Riders can run cables through the bar and stem or route them externally along the bar, under the stem, and into the frame. The latter setup allows quick and easy swaps of stems or bars to fine-tune fit. The new frameset is also compatible with mechanical shifting, which has become a rarity on high-end race bikes. Cannondale does not offer the frame in a rim-brake variant. The fourth-generation Evo is disc brake only.

Cannondale was able to accomplish the cockpit slimming and fit everything through the upper headset bearing by—take a deep breath—using a triangular steerer tube. At first, this sounds like one of those wacky Cannondale ideas (like 30mm bottom bracket spindles or single-sided suspension forks), and maybe it is. But Cannondale understands that no one has much interest in proprietary stems. To match the new steerer tube shape to any standard round stem, it supplies two little aluminum pieces that fit into the gaps between the stem and the triangular steer tube.

There are also significant changes at the bottom bracket. The new Evo moves to a standard threaded BSA setup from the oversize, Pressfit BB30 found on Cannondales since its introduction in 2000. I’m happy to see Cannondale return to proven and easily serviceable bottom brackets on its top-tier race platform.

The switch to BSA has practical reasons. Cannondale has been unable to use HollowGram cranksets on SRAM-equipped bikes for several years due to SRAM’s proprietary chainring sizes and tooth shapes needed for the brand’s flat-top chains. Additionally, Shimano’s latest groupsets use intricate chainring tooth-shaping to work better with its Hyperglide+ chains. So with Cannondale unable to use its crankset, it switched to a bottom bracket standard that maximized ease of serviceability and minimized creaking.

Cannondale also retained the down-tube port from the third generation of the Evo to the fourth. It doesn’t seem like much, but in the spirit of increased compatibility, it allows riders on 11-speed Di2 parts to transfer their existing junction box (if they aren’t already using the bar-end one) to the new bike. In theory, it allows riders to run a partially external rear brake hose and shift cables if they wish. Although, they would still need to route the front brake line through the fork.

Officially, the tire clearance of the new Evo stays the same at a conservative 30mm. Running a 30mm tire leaves 6mm of clearance all around, depending on a rider’s risk tolerance; a much larger tire will fit without much issue.

The geometry and fit of the new Evo remain identical to its previous version. Cannondale sticks to what it knows works, with most sizes having classic road-racing angles of 71 to 73 degrees for the head tube and 72 to 74 degrees for the seat tube. Despite the differences, handling is consistent across all sizes. Each frame size shares a 58mm trail, with only the smallest size deviating slightly to 60mm to ensure riders of various sizes get the same race-oriented performance.

While most geometry details stay unchanged, the size range offered shrinks by one. Cannondale combined the third-generation’s 60cm and 62cm into a new 61cm size, splitting the stack and reach of the old 60cm and 62cm frames down the middle. So instead of eight frame sizes, the new Evo has seven.

Pricing and Competition

Pricing on the new Evo is simultaneously absurd yet seemingly reasonable compared to its competitors. Our SuperSix Evo Hi-Mod 2 test bike sells for $8,300 with 12-speed Shimano Ultegra Di2. That’s $750 less than a similarly equipped Trek Madone. It’s the same price as Specialized’s Tarmac SL7 and $1,300 more expensive than the Canyon Ultimate. Even with Ultegra Di2 build kits, these are not quite apples-to-apples comparisons, as each of them features different wheels and finishing parts. Riders can also purchase a non-Hi-Mod Evo with Ultegra Di2 for $5,500, or $4,500 for the Shimano 105 Di2–equipped model.

Two framesets are also offered, with a Hi-Mod frame selling for $4,500 and an ultralight Lab71 version at $6,000. Riders looking for a complete Lab71 bike will pay $15,000 for one with a 12-speed Shimano Dura-Ace groupset. Cannondale isn’t alone in pricing its halo-level bikes in this range, but that doesn’t make anyone who has to think about price feel better about it.

Ride Impressions

Cannondale took an already excellent race bike, its third-generation SuperSix Evo, and made it lighter and more aerodynamic. So it was not surprising that my impression after riding the new Evo was that Cannondale has a winner here. The overall feel of the bike is super reactive. Like a good race bike, it goes precisely where it’s pointed. It also has the rare ability to both hold a line through a corner and tighten down the turn seemingly at will. To say that the new Evo handles very well would be putting it mildly.

What the SuperSix Evo does so well—and what makes it an ideal race bike—is that it encourages you to go faster, no matter the situation. The Evo feels natural the moment you clip into the pedals. That ease translates to speed when, as you go faster, the bike seems to remove itself from your consciousness. The Evo lets you focus on riding fast instead of thinking about the bike’s limitations. Occasionally, you’ll rip around a turn with such speed that you won’t be able to help but giggle, smile, and remember that it’s possible because of the bike you’re on.

The SuperSix Evo also is no slouch in a straight line. I didn’t need independent wind-tunnel testing to tell me the Evo feels rapid. Fast aero bikes have a particular sensation, best described as a feeling of constant acceleration combined with refusing to let go of momentum. This sensation is not a quantifiable metric, but when a bicycle does it right, it’s felt instantly. In the same way, when you ride a non-aero bike, you feel its absence. The Evo is not a dedicated aero bike, but it feels like one.

As with the previous-generation Evo, the new bike’s uphill performance is excellent. That didn’t shock me, considering the latest version is lighter and seemingly did not lose any of its power transfer. The Evo is aided by a natural feeling out of the saddle, especially on very steep climbs. Even under maximum effort, it never feels twitchy as it rocks underneath you.

My only criticism of the new Evo is its harsher ride feel compared to the old bike—an unfortunate side effect of the aero-shaped seat tube and seatpost. The stouter fork and head tube also do not help with comfort up front. And I don’t mean to imply that this makes the new Evo bad, just that it rides slightly harsher than the old one. That shouldn’t be a deal-breaker for riders looking for the best possible race results.

That’s the distinction between a race bike and a road bike. The new Evo is an exceptional race bike. Yes, it sacrifices a bit of comfort to hit its aerodynamic targets. If you have your heart set on a race bike for the riding you do, the Evo, like most modern road bikes, has plenty of room for a larger tire to smooth things out. But ideally, you’re buying this bike because your goal is speed. That’s what the SuperSix Evo is for, and it’s very good at it.

Test Editor Dan Chabanov got his start in cycling as a New York City bike messenger but quickly found his way into road and cyclocross racing, competing in professional cyclocross races from 2009 to 2019 and winning a Master’s National Championship title in 2018. Prior to joining Bicycling in 2021, Dan worked as part of the race organization for the Red Hook Crit, as a coach with EnduranceWERX, as well as a freelance writer and photographer. 

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Specialized Tarmac SL8 (2023)

Yeah, you said that already. But how?

For someone who isn’t snarky, you seem pretty snarky. @jn92

Read the rest of my comment, I picked the R5 randomly

Looks a little bit like they are responding to some disliking the small dimples on the saddle!

So you can’t tell me how they test the aeroperformance of frames or point me to a source?

Anyway, that’s beside the point. OP wants to discuss specific topic and then there are lot of persons trying to derail it. Whether for joking or idealism spreading, it still makes following topic harder for interested participants.

I have pointed you to a source, their magazine. They put a bike into a wind tunnel, put a pedaling lower body dummy on top, and test at 45kph at various yaw angles. They then re-test with a different set of wheels, that is standardized (ZIPP 404). They do not test frames only, but full bike set ups, and do the second testing with standardized wheels for better comparability. I cannot provide more detail, so let‘s stop going in circles here.

Thanks. Must have overread that in your first response or it wasn’t there in the initial version when I read it. So, sorry for derailling the thread. Carry on

Dont really know how they make the sl7 much better. Its lighter then almost all aero bikes and its not much slower. Will be interesting to see tour mag test it. They can run deeper tubing like the new s5 and maybe save a few watts.

I def think people are reviewing and buying what they feel is the best bike. Tour mag is really the only company to throw out independent aero data. I wish they would throw some gravel bikes in the mix as aero and gravel matter the most.

There have been rumors about a re-Venge for a while now. Don’t know if that’s happening. I believe the tarmac will stay very much GC focused, so 6.8kg development target.

There is not a ton really. I hope they do not increase tire clearance, as 32c (and the 34c Vittoria Next and Schwalbe Pro One also fit) is plenty for a race bike. I guess they‘ll try to save a few grams here and there.

I‘d imagine they’ll transfer some of the choices from the Aethos for improved comfort and weight. And then most of the aero gains will likely be delivered via the new cockpit. I am not particularly keen on a 1 piece solution there, though.

For a road bike, I dont think I need more tire room. I have seen someone fit a 35c on the back though.

Everyone is going 1 piece, they held out for a long time.

I would like to see different clip-on aerobar solution. Current one from Venge hides integrated bike computer holder, enforcing to attach it to aerobar instead, looks ugly, imho.

factor has a cool option for aero bars on the ostro

Do you happen to have link to any picture? Quick search found nothing…

Yeah, that’s a really cool option, but it makes sense for the OSTRA Gravel, where Aero bars are allowed. I doubt Specialized will do something like that for their GC road racing bike. They‘ll sell the bike wit the claim of „xxx grams lighter“, and this would be rather detrimental.

Its a 1 piece bar and then the hanzo TT extensions mount to it. I should have one in 2 months

Thanks. I was wondering in general. Right now, for me personally, it is not too important: interested in self-supported 24h TT (not race, just my own), considering for that some tri-bike with lot of storage instead, still looking around.

Agree with that. I’m “tired” of seeing bike brands keep making more room for wider tires. A road bike does not need 32c+ tires on it; that’s a gravel bike.

That would be the coolest model name. If they don’t do that, they’re stupid.

It hasn’t been more than a meme thus far, but I agree that the name is great.

Tour de France 2023 : TOUR Tech briefing for Stage 7

Robert Kühnen

 ·  07.07.2023

Tour de France 2023 - Stage 7: Mont-de-Marsan - Bordeaux | 169,9 Kilometres

What other factors could influence sprint performance from a material perspective?

In our model, we normally use the same tires everywhere. If we change the tire model, there is of course an effect here as well. In the simulated sprint, a 10% faster tire saves about a hundredth of a second. Of course, this immediately raises the question of whether there are tires that roll 10% more easily than others. According to our measurements, we can answer this with a resounding yes. There are even greater differences. However, these are extrapolations. There are no rolling resistance data collected at sprint speeds.

According to TOUR measurements, the fastest road tire at present is the Conti 5000 S TR TT - the tubeless time trial version of the road tire. This tire would even save just under two hundredths in the outlined final compared to other fast road tires. Unlike some other TT tires, the Conti TT- tire is a full race tire with good puncture protection and good grip. Only the tread is thinner and the durability correspondingly lower.

This tire has therefore been spotted many times at this Tour de France, Tadej Pogacar rides on it, for example. Our reporters have even spotted the tire on teams that are not sponsored by Conti. Will Cavendish, whose team rides on Vittoria tires, also use it? We'll be watching closely.

*) The calculations are based on the bikes tested by TOUR in the laboratory and wind tunnel. The bikes at the Tour de France may differ in details. Of course, we have not yet been able to examine last-minute prototypes either.

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nemeseri wrote: ↑ Tue Jan 30, 2018 5:16 am So TLDR; caliper brake aero bikes are faster and lighter than disc brake bikes.

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Shrike wrote: ↑ Tue Jan 30, 2018 7:23 am New Tarmac looks well done. Wonder it squares off against the new R5.

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mrlobber wrote: ↑ Tue Jan 30, 2018 8:21 am Shrike wrote: ↑ Tue Jan 30, 2018 7:23 am New Tarmac looks well done. Wonder it squares off against the new R5.

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AJS914 wrote: ↑ Tue Jan 30, 2018 5:52 am So how do you interpret the 238 watts Emonda vs. the 208 watts Madonne? Is it like your FTP is 30 watts higher, for example?

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