The original Zipp 202 wheels were legendary. Before disc brakes arrived, and for some while after, they were the undisputed kings of the lightweight out-of-a-box category. Now, years after the brand dropped the 202 in favour of the slightly deeper 303, the low-profile weight weenie has re-emerged, with a 1090g weight, and some key updates to bring the hoops up to date.

Back in March, I went to Chambéry in France, where SRAM (Zipp’s owner since 2007) invited the world’s press for a confidential look at its new take on its shallowest wheel in years, a brand new and redesigned 202 NSW.

Tom Pidcock (Q36.5) tested the 35mm rims around the same time, during the mountain stages of the Volta. No one seemed to notice, perhaps in part due to the British rider's unrelated exit from the race down a ravine. But even after that, the wheels failed to garner attention, perhaps, due to huge changes in the category over the past few years.

Data has repeatedly shown that aerodynamics trumps low weight when it comes to free speed, and so, the climbing wheels of 2026 no longer stand out for their skinny profile; the new 202 NSW is only 5mm shallower than the 303, a wheel plenty of riders would see as a perfectly normal middling-aero choice.

If you're after low weight, there are numerous Chinese brands now offering incredibly light setups with deep rims. So, you could be forgiven for questioning the relevance of this new wheelset in our aero-obsessed world, but after a short testing period, they certainly feel as relevant as ever to me.

Zipp 202: A wheel legend

To recap on the history of the Zipp 202, for a long time, nothing in the low-profile carbon wheel category was lighter or looked better. Crucially, nothing reasonably priced could even get close to that weight. Choosing the tubular version, as many riders did, meant you could have an aero-profiled (though very shallow) carbon wheelset with that coveted Zipp logo, adding only 1335g to your bike's weight.

The full-carbon rim had a brilliant, almost greenish, Kevlar-like sheen, and technical-looking golf-ball dimples. It wasn't perfect, though - while the finish looked brilliant when new, it was notoriously easy to damage, especially if you washed the wheels in direct sunlight. Once the finish was compromised, the damage was visible and permanent.

Despite some minor gripes, the wheels gained a huge following. Arguably, there's been a hole in Zipp’s disc-brake line-up since they dropped the wheels in favour of the slightly deeper 303. Trends changed, deeper rims became the fashion, and the 202 seemed resigned to history – until now.

Sidewinds matter in the real world

The use case behind these wheels was driven home in the changeable conditions and elevations of an Alpine ride in late March. While summer can certainly make an appearance, the weather is just as likely to revert to the deepest winter well before you get home. And that is exactly what happened after lunch on the first day of testing.

In driving, sideways sleet and rain, with a Force 9 gale blowing off the lake, 35mm aero wheels made complete and total sense.

A deeper rim might, in perfect conditions, always be faster. But, in the real world, greater rim depth comes with greater instability when crosswinds hit. Even at my modest forward speeds, where I would perhaps have been grateful for any perceived advantage such as that of a deeper rim, the one that mattered in this moment was as crystal clear as the waters of the previously calm lake next to me: my wheels were not remotely bothered by the now battering-ram sidewinds.

And for all the marketing claims we receive at wheel launches about the wattage savings offered by a deeper rim, an actual side wind is where aero wheels can often turn an unpleasant ride into an unmanageably scary one. But, the 202 just didn’t flinch. And that’s where I think Zipp might have another cult-hero in the making here. But there’s more to like than just their practicality in side winds.

High maintenance offering

As mentioned, at 35mm deep - 5mm less than the 303 - it’s the shallowest offering in Zipp’s lineup. The inner rim width measures 23mm, which is pretty wide, but not excessively so for a road wheel. It’s a TSS rim, which means it’s resolutely and absolutely hookless (more on that later).

The spokes are steel, specifically the lightweight Alpina Hyperlite J-bend and there’s a sensible number of them: 20 at both ends, laced in a conventional 2-cross pattern. The hubset is the German-engineered ZR1 SL. The hub uses a pawl system rather than a ratchet-style engagement, but it has 66 points of engagement and uses ceramic bearings.

I pressed the engineers about the bearing seals, and they are sticking with non-contact bearing seals for lower rolling resistance. Zipp insists that if you look after them well, they should give you no trouble, going on to tell me that their new hardened steel and ceramic bearing setup had been put through some incredibly gruelling tests, using salt water.

The engineers also agreed that neglecting servicing is a death sentence for this kind of setup, and it should not be considered "fit and forget."

Maintenance of this wheelset doesn't require any tools or particular mechanical skills, but it will need regular servicing. You can't ride these through a British winter, hose them down after every salty ride, and leave them to dry in the garage. Your bearing seal is essentially the grease that you put there, and it can’t keep the weather out when it’s been washed away.

Looking after bearings protected by non-contact seals (common in many wheels these days) is a doddle, especially here, in that the end caps just pop off. Add a smear of grease, pop them back on again, and off you go. But you really must get comfortable with doing that, or make sure you're making regular trips to your local bike mechanic, if you want to keep them running reliably and fuss-free.

The second thorny issue we discussed briefly during the product presentation, handled with a healthy and reassuring dose of honesty, is Zipp’s full and seemingly unending commitment to hookless rims, whereby there is no 'hook' to hold the tyre on. The system relies upon compatibility between tyre and rim, and correct tyre pressure being used.

Zipp has been on the European Tyre and Rim Technical Organisation (ETRTO) board since it started, and it is clear it spends a lot of time ensuring set-ups are safe, pushing the need to improve tyres and education. Its commitment to safety was reassuring and crystal clear. However, the brand was emphatic that customers should pay attention to the detailed instructions about tyre compatibility, and not step outside of the advice. In this case, that does limit you to a 28 - 32mm tyre on this rim.

Speaking of tyres, the Goodyear Eagle F1 I’ve been riding on these wheels since I got back from France has been a solid performer. I’ve noticed no air loss, no cuts, and grip and response seems on par with the best tubeless road tyres and is equivalent to Pirelli P-Zero’s, very similar to a Continental GP5000’s – just very good really.

Even on flint strewn rural roads here in Norfolk. I last used these tyres on a Factor Monza earlier in the year, and had the same experience.

Lightweight but without the downsides

The real headline here, however, is, of course, the all-up weight. At just 1090g with tubeless tape and valves fitted – it’s impressive. But when you consider that this wheelset, with a practical wide rim and an aero section—albeit only 35mm—is properly laced with 20 steel spokes in both wheels with external nipples, it's a very different achievement in that context.

See, wheels have been getting much lighter since carbon spokes showed up. Carbon spokes, above all other technological developments in wheelbuilding, mean an 1100g wheelset isn’t even really a headline these days.

But you can’t get anything for free in engineering terms, and with composite spokes has come lots of complexity and anxiety about failure modes, reliability, and where you get hold of spares when you need them.

Worse, the biggest casualty in the carbon spoke revolution is the ride quality. Steel has properties that make it an excellent spoke material. Spokes need to be comfortable being stressed, under tension, and bouncing back from it, to absorb the loads that come at them when they’re managing the stresses that enter and exit the system.

Carbon spoke converts, Hunt and others I’ve spoken to, freely admit that to manage ride quality, and not lose that all-important connection with the ground that good steel-spoked wheels really do deliver—to give us grip, communication, and comfort—compromises have been made.

Carbon spokes are also wider than equivalent steel spokes, and as a result often less aero, so spoke counts have come down to meet those combined new challenges. And the place we’re at—so far—just can’t hold a candle to the ride quality of a well-built steel-spoked wheel.

Zipp, for now, is sticking with steel. But it won’t be long before they, too, succumb. The engineers told me that developing a good carbon spoke they have confidence in, “could take 14 months” a number so specific that it must be in development already. A shift must surely be on the horizon. For now, this wheelset could be the last bastion of sensible wheelbuilding.

Performance where it matters

While it’s probably an overstatement to argue that this wheelset is, in fact, the last bastion of anything, it’s right up there on paper for its sheer common-sense specs. And it’s out on the road where it all really comes together.

Out of the saddle, these wheels are solid performers, even with me on board at a very wintery 93kg. They lack the noise and 'zawooomph' that a deeper section wheelset makes, but you quickly get over that when you realise what you’ve been missing out on in terms of stability and responsiveness.

These wheels spin up like a flyweight wheel does, but they also sit stably in the dropouts, front and rear, no matter what you do to them. Just like proper wheels should. You don’t get any sensations of the lateral instability that overly rigid wheels can deliver. This isn't a typo. Highly tensioned wheels with fewer spokes are—generally speaking—less stable laterally, which is a more common problem now with lesser-spoked wheels that use spokes that don't yield.

There is none of that insecurity here, just a sense of connection with the road. After a season or two of riding so many carbon-spoked wheels, it really is refreshing and tangible just how nicely a well-built steel-spoked wheel rides, especially when, in this case, there's no argument against the weight.

Aero performance isn't something my nose, elbow, or years of designing bike stuff can detect, but I can tell you these new 202s don’t feel slow anywhere. I didn’t once feel like I was missing something deeper.

On Zipp’s 454 profile, you're going up to 54mm front and 58mm at the back, and there's presumably a measurable saving there as the depth gets much higher. But here, I don’t think you’re paying for your watts with your hard-earned grams to anywhere near the extent the marketing folk might have you think at a deep-section wheels launch. The pay-back is in that ride quality, which, like it or not, hardly anyone can deliver now because of those pesky carbon spokes. Not yet at least.

So is shallower better?

Whether or not that matters in this aero-obsessed world—where common sense is written off like bank losses for those who still chase the irrelevant marginal gains over the ones that will actually make their riding experience better—is another question. For now, this is a bloody brilliant wheelset.

I will spend some more miles on these wheels, ahead of a long term review. I particularly want to test their longer-term viability in our showery and salty rubbishness, away from the perfect French roads where I first dated this wheelset, just to check this isn't a holiday romance I later live to regret.

But for now, back home, the honeymoon period is still in full swing.

For me, Zipp has done something remarkable for the weight. It’s made wheels that are thoroughly sensible, brilliant in side winds, and feel wickedly responsive and fast everywhere. There are zero downsides for the common-or-garden rider, like you and me, all for only 1090g a set.

BEST is a brand in its own right with a separate direct sales website, but is also described as ‘being backed by Scribe Cycling’s infrastructure’, so could also be considered a sub-brand of Scribe.

Scribe’s founder, Alan, explained that they wanted to make Scribe’s wheel technology available at a lower price point without diluting Scribe as the pinnacle brand. The BEST website says that ‘BEST Bike Carbon Wheels is the ultimate starting point for those seeking their first carbon wheelset’, with a simple line-up that currently consists of 50mm and 60mm carbon road wheels and a 40mm carbon gravel wheelset.

Scribe Cycling itself has long impressed with its dedication to innovation, coupled with prices and weights that are already very good, so the move to even more accessible price points is certainly an interesting one. According to Alan, it's part of a long-term strategy, so watch this space, I guess.

Construction

Yep, you’ve guessed it, the Best Carbon Sport 60 is a 60mm deep wheel made from carbon.

Fortunately for me, there are some other details to delve into, though. Most striking is the fact that despite its inexpensive price, the spokes are made from carbon, which in turn contributes to its low weight. 1,578g (claimed, I measured mine at a touch more, but still easily sub 1,600g including rim tape) is decent enough for any wheel, but for a 60mm deep wheel at this price, it is impressive.

The spokes are straight-pull Alpina carbon aero spokes with 21 at the front, 2-cross on the rotor side, radial on the other, and 21 at the back in a 2-cross pattern. BEST says that although they carry all necessary spares and can dispatch them rapidly, the spokes and nipples are standard sizes (for carbon), so replacements should be easy to come by if necessary.

Something that I didn’t realise until speaking to Scribe/Best is that carbon spokes, even bladed ones like these Alpinas, aren’t as aero as good steel spokes, as they are usually too flat, rather than elliptical. They are, however, much lighter, allowing the deep Carbon Sport 60s to be a decent weight despite their depth. It would be nice to see some aero test figures for the Best wheels, but, given the cost of wind tunnel time, it is perhaps understandable that a wallet-friendly wheel misses out.

Following the modern trend for width and shape, the rims have an internal width of 24mm, an external width of 32mm, and a tubeless-ready, mini-hook design. These gave my 30mm Continental GP5000S TR tyres an inflated width of over 32mm, so clearance might be an issue on some frames. The symmetrical, blunt U-shape should help in crosswinds, but 60mm is still pretty deep and only 5mm shy of the UCI’s maximum allowed depth. The profile is identical to that which was used in Scribe's Core 5 and 6.

The carbon used for the rims is a combination of T700 and T800, which is a slightly lower grade than that in Scribe-branded wheels, but still a very commonly-used material within the bike industry - it just means that a little bit more material might be required for the same level of stiffness. The branding is subtle - just gloss black lettering against the carbon rim.

A double ratchet freehub with 10° engagement provides quick take-up when the pedals are pressed and the alloy hub bodies include Ceramic Performance bearings.

Both Shimano and SRAM freehub options are available, and there is a 50mm deep version too. The wheels have a system weight limit of 120kg.

The ride

As the wheels arrived in the middle of winter, my first real chance to get some miles in came on a February trip to Gran Canaria. I was a bit hesitant to take them with me, though, as I was worried a 60mm wheelset and a windy Canary Island might not go very well together, but hey, Gran Canaria is usually fine.

So, of course, having packed the deep carbon wheels, Storm Regina struck, making the plane landing a bit exciting, and the first couple of rides equally interesting. To be fair, none of that is the fault of the Best wheels; no one would recommend a 60mm deep set of wheels for riding around a hilly volcano in the middle of the Atlantic, but needs must.

In fact, despite some trepidation on my part, the wheels weren’t nearly as unruly in the crosswinds as I had feared they might be. I was very impressed with the stability of Scribe’s CORE 50 SL wheels a while back, and it seems that Best has pulled off a similar trick with the Carbon Sport 60s. Which is not to say that there weren’t times when I had to concentrate more than was comfortable, and that a shallower wheel would have been easier to ride in difficult conditions!

Unsurprisingly, given what we know about yaw angles and aerodynamics, the faster I went, the less affected by crosswinds the wheels were, so in some respects, going uphill was harder than going down or along the flat.

None of this should be news, and it is not meant as a criticism of the wheels at all - I was using them in conditions for which they were not designed. They are just some observations that I found interesting about using the wheels in sub-optimal circumstances.

Luckily, after a couple of days, the breeze abated, and the conditions were a little more to the wheel's liking, and they did precious little wrong.

Of course, better weather didn’t mean fewer hills, and at a maximum height of 1,949m, the rides certainly tested the Best wheels’ climbing ability. The deep wheels give away about 300g compared with my normal wheels, but I was pleasantly surprised by how little I actually felt that difference, even uphill.

The stiffness of the carbon spokes and the deep rims gave the wheels a very direct feel; not harsh or uncomfortable, but direct both in terms of road feel and power transfer. Standing on the pedals uphill produced a snappy, instant response that went a long way towards making up for the extra weight, whilst even with 30mm tyres at 60psi the road surface made itself known at all times. This, plus their performance in breezier conditions, led to a ride that could best be described as a bit fidgety. However, this is fair enough, really, for a wheelset designed for speed, not leisurely coffee rides.

Back in the UK, I had the chance to ride some faster, flatter roads both on my own and on fast group rides - exactly the kind of thing 60mm wheels were made for, and I wasn’t disappointed. Whilst I am in no position to verify or question any aero numbers, the Bests were great at over 35kph, holding speed with less perceived effort than would be required with a lighter, shallower wheel. In part, this will be to do with the wheel depth, but also the flywheel effect of the deeper, heavier rim that carries more momentum than a lighter rim. Whatever the reason, they felt fast.

Value and conclusion

Value is a no-brainer. £749 for a 60mm deep carbon-spoked wheel that weighs less than 1,600g from a trustworthy brand is exceptional.

For me, the bigger question is regarding what purpose they serve. 60mm is pretty deep and can be a bit of a handful in some conditions. Best's mission statement is basically to be the best ‘first upgrade’, and I can’t help but think most 'novice' riders probably shouldn’t be buying 60mm wheels as a first upgrade. Best’s own Carbon Sport 50 is the same price and weighs just 1,449g, making it a more relevant product for most folk. Equally, if you are strong enough and experienced enough to be considering a 60mm deep wheel, then would you not be looking at a more premium option like Scribe’s own Elan Ultra 6 wheelset perhaps?

Of course, there will be some budget-conscious riders and racers who live in flatter areas, and the Carbon Sport 60s will also work perfectly for time triallers or triathletes who want some fast, race-day wheels but can’t justify a higher price for occasional use.

What they do, they do undoubtedly well, offering deep-section performance at a bargain price.

I vacillated between 4.5 and 5 stars for these wheels, but ultimately I think that the few negatives are probably shared with all 60mm deep wheels, and aren’t just a Best issue. Therefore, as 60mm wheels go, these are an excellent product at a compelling price, so they deserve 5 stars.

For riders of a certain vintage, any mention of string spokes brings to mind John Tomac’s Tioga Disc Drive mountain bike wheel from the early nineties. With its macrame-like myriad of Kevlar spokes and transparent time-trial-style solid disc construction, it was an exotic and futuristic-looking bit of kit.

The Scribe Gravel 40 wheels are altogether more regular-looking, and were it not for the colour of the spokes, I think it would take a while for most folk to notice that they are something a bit special.

Without going into technical details just yet, I think that the BERD spokes may well have found their perfect home on a gravel bike. The string-like spokes are very light, strong and damp vibrations but offer no aero advantage, so are unlikely to find favour on road bikes. Equally, now that at least 120mm of travel and 2.4” tyres are de riguer on mountain bikes, the subtle vibration-damping qualities of the spokes are going to get lost in the noise. However, a rapid, rigid gravel bike should benefit from both the low weight and the added comfort without missing the aero gains.

Currently, this 40mm deep wheelset is the only flavour available with BERD spokes offered by Scribe. They are supplied with tubeless rim tape applied and tubeless valves.

Construction

Let's start with the most impressive thing about the Gravel 40s, and no, it's not the bright white spokes; it’s the weight. Scribe claim that a pair weighs 1,317 grams, which is very impressive for a 40mm deep, 700c wheelset. However, my scales told a different story…including rim tape, the total weight came to 1,286g, 31g less than claimed and phenomenally light for any type of wheel, let alone a tough, deep, wide gravel set.

Most of that weight saving is thanks to the aforementioned spokes, which are made from Ultra High Molecular Weight Polyethylene (UHMWPE) or Polylight (as the American manufacturer BERD calls them), also known as Dyneema. I am well-versed in the impressive properties of Dyneema from my rock climbing days, where it's used for making slings that can support a couple of tonnes despite being just a few millimetres wide, so the strength of the spokes was never a cause for concern.

These spokes are laced into the wheel using standard-sized nipples (albeit a bit longer than some to allow for the initial stretch of the material when tensioned), with the threaded section of the spoke bonded into the cord.

There is lots of technical information about the Polylight spokes on BERD’s website, but I will just pull out a few of the more pertinent points here.

- 2.5g per spoke (compared with 3.5g to 5.5g for steel spokes)

-15x the strength-to-weigh-ratio of steel

- Pull strength of 300kg (compared with 175kg for 1.4mm butted steel spoke)

- 200% better vibration damping than a wheel with steel spokes

There is also a dramatic video which shows a metal rod being rammed into a spinning wheel at speed. The rod snaps a spoke or two on the steel-spoked wheel, but does no damage to the Polylight wheel.

Should you damage a Polylight spoke, then Scribe says that it can be replaced with a standard j-bend spoke if required, although they hold all necessary spares and pride themselves on being able to get new spokes supplied very quickly.

Moving away from the spokes, the rim specifications are 700c and 40mm deep with a 24mm wide internal measurement and 30.5mm external width. The rims are made from Toray T700 and T800 carbon with a ramped rim bed for easier tubeless tyre seating, and are hookless compatible too.

The hubs are made from alloy and come with endurance bearings, whilst the freehub has a double-disc ratchet design for instant response. The wheels are available with Shimano HG/HG+, Campagnolo, SRAM XDR and Shimano Microspline freehubs and with quick-release, 12mm or 15mm bolt-through axles for the front and quick-release or 12x142mm rear. Both front and rear hubs are drilled for 28 spokes.

The ride

I’m a sucker for aesthetics, and, in my opinion, deep carbon wheels improve the look of most bikes instantly, although I can imagine some people not being entirely sold on the idea of white spokes. Luckily, the white spokes worked quite well with my black Cannondale Topstone, although I did wonder how long they would stay white in UK winter conditions…

My first outing on the Gravel 40s was on a wet and sloppy day, when, if I’m honest, it was hard to discern much about the wheels as I slipped and slid around. However, I did contrive a rather unscientific version of BERD’s metal rod test when I managed to flick a stout stick up into my rear wheel. I looked back, fearing the worst, but once I had extricated the branch from the spokes, there was no damage to be seen, and the wheel still ran true.

Whilst aero gets most of the headlines these days, there is something undeniably attractive about a light bike, and the Gravel 40s knocked a few hundred grams off my gravel bike’s weight. This diet was most noticeable on technical off-road sections, where being able to easily accelerate up a steep climb or pick the front end up to get up a rock step is more important than a few watts of aero at 40kph.

Additionally, my bike felt more spritely and nimble with the Gravel 40s fitted, although I can't separate out the effects of the reduced wheel weight and the potential ‘springiness’ of the BERD spokes. Either way, the Gravel 40s improved the feel of my bike compared to my usual (carbon, 1,500g) wheelset. There was certainly no noticeable lateral flex either.

These benefits are cumulative; at the end of long, tiring rides, the advantages of a light set of wheels were always highly appreciated.

One particularly frigid day, I took the Gravel 40s for a 100km gravel tour of the Peak District. With a high of minus 3°C and a low of minus 6°C, mud was not an issue as everything was frozen solid and the trails were running quite quickly. Shod with Schwalbe’s G-One RX Pro tyres, the Gravel 40s performed faultlessly and offered as comfortable a ride as frozen hoofprint-scarred tracks ever can. Whether the spokes achieved their billed 200% improvement over steel spokes in terms of vibration damping, I cannot say, but after six hours in the saddle, I certainly appreciated their lack of weight on the last couple of hills before the pub.

Furthermore, in order to extract as much grip and cushioning as possible on the snow and ice, I was running the tyres with quite low pressures, so on more than one occasion during the day, I dinged the rim on a rock or a root. Each time, an anxious glance back revealed no damage, and the wheels are still perfectly true now after a few months of technical winter riding. The spokes, however, are looking a little grubby.

With an internal width of 24mm, the rim allowed the 45mm RX Pros to inflate to just over their stated size, and in fact, the wheel/tyre combination has proven itself to be an excellent tubeless combination with easy inflation and great air retention over the duration of the test.

Value and conclusion

I'm not going to pretend that £1,449 is bargain basement for a set of wheels, but neither is it anywhere close to the maximum that you can pay either.

Roval’s Terra CLX II wheels are £2,200 and weigh about 50g less, whilst Fulcrum’s Rapid Red Carbon wheels are a bit closer to the Gravel 40s price at £1,599 but weigh 200g more. Of course, if you are happy with gravel wheels that tip the scales at a still very reasonable 1,500g -1,600g, then the choice is almost endless and far more wallet-friendly. Scribe themselves offer a 1,449g gravel wheelset using the same rim paired with steel spokes for £899.

What the Gravel 40s offer is a compelling combination of aesthetically pleasing, deep, wide carbon rims designed for off-road use, a proven ratchet hub design and an extremely low weight backed by great customer service. Add in the additional vibration damping that the BERD spokes provide, and it makes the price seem very decent.

The Gravel 40s perhaps won’t appeal to everyone, both in terms of their looks and the use of non-standard technology, as well as their price. However, if you are in the market for a high-performance gravel wheelset and fancy something a bit different without having to sell a kidney, then the Gravel 40s would be a great choice.

With nigh on 100 years of wheel production under their belts, it is fair to say that Mavic knows a thing or two about round bits for bikes, and they produce some very expensive options. However, the Cosmic S 42 is the least expensive set of road wheels in Mavic’s carbon line-up, which now features nearly a dozen models. It is intended as a trickle-down product with some of the features and tech of the pricey wheels at a fraction of the cost, albeit at the expense of some weight and performance perhaps.

Furthermore, as a more recent model, it actually improves on the high-end Cosmics in some areas. For instance, it is wider internally than the range-topping Cosmic Ultimate 45 which costs over £4,000.

A nice set of carbon wheels is, aesthetically at least, probably the best upgrade you can make to a bike and a very popular one so a more affordable offering from a big brand like Mavic is always of interest.

There are two models in the Cosmic S line-up, the 42 for disc brakes and the 40 for rim brakes.

Construction

The wheels are delivered pre-taped, ready for tubeless set up with a suitable length tubeless valve in each box too. However, there are no spare spokes included which feels a bit mean at the price. There is also a small piece of card with a QR code that leads to a 40 page technical document/instruction manual, so Mavic should be applauded for this and for not including reams of paperwork with each wheel.

Claimed weight for the road wheelset is 1,660g - 775g front, 885g rear. My scales said 777g plus 897g plus, so 1,674 for the pair, but as this included rim tape then Mavic’s numbers are fair enough.

As the name suggests, the carbon rims are 42mm deep with a fairly conservative 21mm internal width and contrasting white ‘Mavic Cosmic S 42 Disc’ lettering. They are a hooked design, so can be used with tubeless or tube-type tyres and the profile, like all modern aero wheels, is a blunt U-shape. Mavic’s U is less blunt than some though, probably in part due to the rim’s relative narrowness.

The hubs have sealed cartridge bearings, and Mavic’s Instant Drive 360 freehub on the rear uses a ratchet system rather than pawls for quicker engagement and supposed improved durability. Mavic uses this design in many of their wheels so spares and replacements are available and basic servicing looks to be straightforward enough.

Mavic’s website variously states that the Cosmic S 42s have ‘wind-tunnel-tested flat spokes’ and ‘bent radius, round (front and rear)’ spokes depending on which section you read. The truth is that my wheels had slightly curious ‘squared off’ spokes that did not feel round but nor were they as flat or aero as something like a Sapim CX-ray. They were double butted though with a J-bend so should be easy to replace if necessary. Steel nipples lace the spokes into the rim.

The ride

I mounted a pair of tubeless 28mm Goodyear Eagle F1 R tyres on the Cosmic wheels, using the supplied tubeless valves with only mild trauma as to whether I should centre the valves with the large lettering or the whole of the branding. These valves are a bit on the basic side, and it took a little bit of effort to get them to seat and seal properly - they don’t offer the extra features that many of the best tubeless valves do and an upgrade would be worthwhile. Once sealed and airtight, I headed out of the door, onto the worst roads in the UK apparently!

Despite the plethora of potholes, cracks and general detritus on my local roads, the Cosmics stayed straight and true over the test period and didn’t suffer from any other issues either. Of course, this shouldn’t be surprising and I would have expected any half-decent wheelset to have survived similarly let alone wheels from a renowned manufacturer; wheels should last tens of thousands of kilometres with the right care, especially now that disc brakes have removed any wear issues from the rim.

Freehub noise is a divisive subject, but if you prefer a more muted musical accompaniment to your rides then the low thrum of the Mavics might appeal more than the high-pitched buzz some wheels make.

A ride in the blustery remnants of Storm Éowyn reminded me why deeper wheels are not always a good idea. I certainly had to concentrate more than usual, even though the winds were supposedly down to about 45kph. The slightly narrow width, which results in a sharper U than some modern wheels, might have contributed to this, although, to be fair, it wasn’t ideal conditions for any style of aero wheel!

In more appropriate weather, the Cosmic 42S wheels were, well, fine; plenty stiff enough, sufficiently resilient to the bad roads but not noticeably uncomfortable or jarring. However, they didn’t really excite or encourage either - they held speed pretty well but lacked a bit of urgency when it came to accelerations or efforts uphill.

Value and conclusions

It’s hard to get very excited about the Cosmic S 42 wheelset. It doesn’t claim to do anything exceptionally well, it weighs a bit more than many circa £900/ $1000 road wheelsets and doesn’t offer the width that some modern rims do. Nor are the spokes properly bladed and Mavic makes no particular claims about aerodynamics. On the other hand, it is a well-made, nice-looking wheelset with a rapid engagement ratchet freehub from a long-established brand with a great heritage, which should ensure continuity of spares and backup. So if you value these elements more than weight and width, then it is a reasonably priced entry into Mavic’s carbon wheel range.

The word ‘aerodynamic’ does crop up in Mavic’s marketing of the Cosmic S 42s, but without any figures or exact claims (for what they are worth). From their shape, I would assume that they do confer some wind-cheating advantage, but I wouldn’t like to guess how much.

Zipp’s 303 S is lighter and wider for a bit more money if you want to stick with big brands or smaller companies like Hunt and Scribe can save you money and weight if you are happy with what they offer.

The ride was ok but not inspiring and it lacks a USP to make it stand out from the crowd in the $1000 / sub £1,000 carbon wheel market. It makes sense for Mavic to have introduced them to their line-up as an entry-level wheelset for the brand, but a bit of searching should result in more compelling alternatives for that kind of cash or similar specs for less money.

Gravel wheels have a tough job. They have to combine the qualities of both road and mountain bike wheels, performing on smooth tarmac and rough trails, sometimes whilst laden down with bikepacking kit, and all without the luxury of suspension.

Oh, and could the best gravel wheels also be fast, light, and cheap while we're at it?

Even the term ‘gravel’ now encompasses everything from pro-racing at speeds in excess of 35kph to continent-crushing, multi-week epics across every imaginable terrain, so gravel wheels must be very versatile too.

ENVE’s Foundation AG25 wheelset purports to offer just such versatility, with the brand claiming that the wheels are designed for ‘everything from bikepacking to racing’.

Construction

ENVE is known for its carbon expertise, so it’s no great surprise that there is a lot to talk about when it comes to the rim.

Dimension-wise, it is pretty shallow at just 21mm but has a 25mm inner width, so it has a very open U shape - the sides actually look slightly concave. The hookless bead is also rather wide and rounded, designed to prevent pinch punctures at low pressures, a feature ENVE calls Wide Hookless Bead flat protection. The rims are suitable for tyres from 36mm to 50mm, so they should cover pretty much all gravel requirements.

ENVE says that the carbon lay-up of the rim is ‘gravel-specific’, and should offer a combination of responsiveness and compliance with stability when cornering. Furthermore, the spoke and nipple holes are moulded rather than cut out, meaning that the strands of carbon fibre aren’t cut and weakened, whilst the external nipples aid serviceability.

The hubs are ENVE’s own Foundation Innerdrive, with 60t inboard steel ratchets giving a 6° engagement angle, although other ratchet options are available. With each wheel turning 24 bladed Sapim CX Sprints J-bend spokes.

ENVE claims a weight of 639g for the front and 768g for the rear wheel, making 1,407g for the wheelset. My scales reported 673g and 807g, which equals 1,480g, although this is with rim tape fitted, so probably not too far over the quoted weight.

The ride

With 45mm WTB Riddler and Raddler tyres mounted tubelessly, the AR25s certainly felt direct, responsive and quick, but compliance? Not so much, or at least, not as much as I was expecting. This surprised me, as typically, shallower rims, with commensurately longer spokes, are usually less stiff than wheels with deep rims, especially with J-bend spokes. The truth is, though, I was maybe expecting too much from the AG25s; wheel compliance and clever use of carbon layup in rims and frames is no match for the rocks and roots of the Peak District, so I shan’t be binning my suspension stem just yet.

ENVE might say that the AR25s are designed for both bikepacking and gravel racing, but I’d suggest that they are at the racier, smoother trail end of that spectrum. Of course, big volume tyres can add the necessary comfort, and it’s always nice not to feel that any effort is being wasted via flexy components, but be warned, if you typically ride long hours, the AG25s are stiffer than you might imagine.

The low thrum from the freehub had a high-quality sound to it, louder than my Fulcrum wheels but much quieter than my Scribes. As with most ratchet-freehub systems, engagement was rapid, which was most noticeable on techy climbs when the judicious application of power was sometimes needed to clear an obstacle. The other advantage of ratchet drive hubs is that they should last longer than freehubs with pawls, as there are far more points of engagement, so the load on each point is much less. Suffice it to say, in the test period, I had no issues.

Aesthetically, the wheels look a bit, erm, weedy. The 21mm depth is very shallow by modern standards, and although there are solid design reasons for using such a shallow rim, something a bit deeper would certainly look more purposeful. I was also a bit disappointed by the decals on the rims. The ‘AG25’ and ‘ENVE’ branding were simply external stickers, which seems a bit cheap on a high-end wheelset and will probably scratch up and look tatty quite quickly as stray rocks take their toll. I guess at least it makes them easy to pick off for a stealth look.

By the end of the test period, both wheels were less than a millimetre out of true, which is effectively irrelevant, despite my best, clumsy efforts on my local rocky routes.

Before the bike was returned, I needed to remove the tyres for photos and weighing. Refitting them was about what I would expect from gravel wheels and tyres, with just a final nudge from a tyre lever needed. The wide rims and noticeably wide beads didn’t cause any problems. Air retention throughout was very good in partnership with the WTB Riddler and Raddler tyres, although I was surprised that the tyres didn’t inflate to wider than their stated widths on the wide ENVE rims (but this is a tyre thing, not a wheel issue).

Value and conclusion

Wheel testing is always a bit difficult, and gravel wheels doubly so. Tyre choice, bike and terrain have such a big bearing on feel that it is hard to isolate each component. Furthermore, beyond ‘not breaking’, a lot of a wheel’s qualities will only really come to the fore after many months or even years of use and abuse. Things like durability, ease of truing, hub maintenance and availability of spares aren’t things that arise in 500-1,000km of testing.

However, part of what you pay for with a wheelset like the AG25 is the knowledge that ENVE design, production, quality control and after-sales support should minimise the possibility of any issues during the wheels’ lifespan.

That they performed admirably during the test should be no surprise, at £1,800/ $1400, you’d expect nothing less. Objectively, there is very little to knock any marks off for other than the cheap decals, which seems a bit harsh. Subjectively, I much prefer the look of a slightly deeper rim, but then the weight would be closer to 1,600g than 1,500g. There are also many folk who would, understandably, baulk at the thought of spending a large chunk of cash on something that is only one errant rock or one wrong line choice away from being trashed. I would point those riders at ENVE’s Incidental Protection Programme, which does go some way towards mitigating those fears by offering a sliding scale of handy discounts on replacement parts.

Scribe launched the Tempus wheelset with some bold claims around aerodynamics, stating its new time trial wheels are the "fastest bike wheels on the planet." The Northern-Irish brand has been making waves in the industry since opening its doors in 2019, offering cyclists impressive wheels at more palatable price points through its direct-to-consumer sales model. Having catered to most of the cycling demographic with myriad options spanning the best road bike wheels segment, Scribe has leaped into the triathlon and time trial space with Tempus wheels in 2025 and finds itself going head-to-head against some very established rivals.

As a cyclist who spends a lot of time on my time trial bike, I naturally take my equipment very seriously and am always looking at ways to shave off time and go faster over the 10- and 25-mile distances. Of the many ways to go faster, I've found that wheel and tyre choice can account for a significant saving in the watt department, especially if you fit the very best road tyres. So when Scribe launched the Tempus range, I was pretty excited to put the company's claims to the test.

While the Tempus wheels were launched amid much fanfare, for this review, I refrained from going into the aero data and claims. Instead, I focused on how the wheels felt and performed in real-world training and racing scenarios, touching on the ride quality, ride feel, and how they fared against the clock.

Design and construction

There's no denying the beauty of Tempus wheels – the finish looks incredible and bestows them with a refined and premium appearance. Much of this can be attributed to the gloss-finished unidirectional carbon fibre, which shimmers in the sunlight, almost giving off a metallic look at certain angles. Both the front wheel and solid disc rear are manufactured from high-filament (12K/18K) Japanese Toray T1000 carbon fibre, known for its lightweight properties and high tensile strength. There's no fancy paint or special logos used here. Instead, the company has utilised its logo on both wheels but increased the scale to ensure onlookers don't mistake it for anything but Scribe wheels.

Apart from the 100mm rim depth, there are no Tempus references on the front wheel – only on the solid rear disc, where a diagonal Tempus wordmark logo aligns with the valve hole. I love the look of both wheels, but truly appreciate the design of the rear wheel specifically. It uses a 'pie-chart-like' pattern on the carbon fibre, creating a three-dimensional effect despite its almost totally flat surfacing.

Looking at the specifications, Scribe has left no stone unturned with the Tempus wheels. Both wheels employ a mini-hook design and come standard with ceramic bearings (Grade 3). The front is built using 24 Sapim CX-Ray spokes laced in a 1:1 two-cross pattern with concealed nipples for a clean aerodynamic profile. With 24/21mm front/rear internal rim width, the wheelset was optimised around 28mm tyres for better comfort and aerodynamics. The total system weight of the Disc/100 wheelset is pegged at 1,900g. They can be purchased individually, as the Disc/100 wheelset pictured here, or optioned in a 100/100 configuration – the choice is yours.

The 100mm front wheel uses a wide, toroidal disc-specific rim profile – widely known for its aerodynamics and crosswind stability. The rear disc wheel was designed to balance weight with functionality across multiple frames. Scribe's goal was to bring a lightweight disc for TT specialists and triathletes to the market that would be compatible with all frames and drivetrains, and I think the brand has succeeded.

According to Scribe, several shapes were computed and tested on both the drive- and non-drive sides within the disc and drivetrain parameters. Some of these were elaborate and novel concepts, but, in short, none proved groundbreaking in terms of measurable gains outside the testing margins of error. As a result, the drive side of the Scribe Tempus rear disc wheel features a slight concave shape to accommodate derailleur/jockey wheels in the largest sprocket. This ensures its compatibility with a range of derailleurs and aftermarket OSPW systems – particularly those requiring the full spread of gearing to be functional, especially on 1x setups on hilly/sporting courses.

I've struggled with rear disc wheel compatibility on my Cannondale SuperSlice TT frame in the past. The derailleur cage often rubs or scratches the disc wheel when the chain is in the upper sprockets, which is both annoying and costly in terms of wattage. The Tempus Disc, however, is dished in such a way that there's no rub and plenty of clearance when my CeramicSpeed OSPW Aero is in the 30T on the cassette.

While it's close to perfect from a functionality perspective, if I were to nitpick, I would have appreciated a dedicated rubber or carbon valve door as opposed to a vinyl sticker. Scribe says it did look at creating a dedicated valve door cover but decided it wasn't needed with the consensus being that a vinyl sticker was a "lightweight and efficient" solution.

The ride

Aerodynamics is always going to be challenging to quantify in the real world, and manufacturer wind tunnel tests don't always take individual body shapes and bike setup into account when benchmarking performance, which means the claimed gains will vary from rider to rider. That's not to say Scribe's claims of being the "fastest wheelset in the world" are not true – but the real world is a very different place from isolation in a laboratory, and that's why all my testing was done outdoors on the same 10-mile time trial course, using the same bike, kit, and helmet. Sure, conditions are often variable and not as controlled as a lab, but I find that real-world rider/bike/environmental interaction is the best way to critique equipment of any kind, especially if the conditions are similar.

I've reached a point in my time trialing where I've settled into a good position and consistently complete 10-mile time trials in under 20 minutes – but my new goal is to dip under 19 minutes. My best result to date is 19:20 using an 80mm Caden Trispoke front and DT Swiss Arc 1100 DiCut rear disc, and I haven't been able to go any faster since returning the Trispoke wheel to the manufacturer. This year, while pleasing and consistent, my times have plateaued somewhat, with my fastest attempts of 2025 being 19:48, 19:40, 19:30, and 19:57 using an 80mm DT Swiss Arc 1100 DiCut front and Arc 1100 DiCut Disc rear wheel wrapped in 28mm Vittoria Corsa Speed Pro tubeless tyres.

As a consequence, I was very interested in Scribe's latest offering, and the company's claims got my attention. While 100mm for a front wheel is radically deep, I've never felt uncomfortable in the wind on my time trial bike and was intrigued to see how the claimed "lower rolling resistance, higher speed and uncompromised comfort and control" would translate into real-world performance.

The wheels arrived with 28mm Vittoria Corsa Pro Speed tyres pre-installed, complete with sealant, but with the wrong freehub body fitted. I quickly swapped out the SRAM XDR body for a Shimano version – a one-minute job. After fitting my 140mm front/rear rotors and 12-speed cassette, I checked the derailleur cage compatibility and was very happy to see ample clearance in the largest sprocket (30T). While I don't often use the 30T, having the extra climbing gear at my disposal has been a bonus and real lifesaver – especially on some of the sporting courses I often race.

After a few shakedown rides, I was ready to put the wheels to the test on a local 10-mile course in Hampshire. While this particular course is not the fastest around, owing to the four roundabouts to negotiate and exposure to the wind, I wanted to feel them at speed in race conditions. The wind was relatively calm, and compared to my previous time on this course, I was 14 seconds quicker in similar conditions. I was pretty happy with my performance and how the front wheel dealt with the wind – if anything, it felt more controlled than the 80mm options I've been testing and provided me with confidence heading into my target races. The ride quality was good, too, and the wheels felt comfortable and stable at high speed.

After monitoring the weather conditions for a few days, the wind didn't look great ahead of my target 10-mile time trial in Oxford, and far from ideal. With much of the dual-carriageway course exposed to the elements and the forecasted side wind coming on a downhill stretch of road, it would require some bravery and discipline to stay in the position at high speed. As the average yaw angle at the front wheel is consistently higher than at the rear, crosswind handling performance at the rear wheel is significantly less critical since the wheel is on a fixed axis, so I opted to stick with the rear disc wheel. It's more important to swap out the front if you're not feeling confident – I opted to keep the 100mm Scribe Tempus in place and focused on maintaining a less rigid, more supple position to counter any gusts while remaining as aero as possible.

I had a good start, reaching the first roundabout ahead of my target time and avoiding cars without getting held up. I kept the power down on a few rolling sections, where I felt the wheels helped with momentum at a high speed, and I was on for a decent time. Having made it to the turnaround several seconds ahead of my sub-19-minute pacing plan, the horrendous cross-headwind on the way back scuppered my sub-19-minute hopes, and I came home in 19:26 – just a few seconds off my PB. I wasn't particularly dejected as the conditions were far from favourable, yet I was still able to put in a reasonably fast ride on the day. With one more 10-mile still to come, I'm confident I'll dip below the 19-minute threshold if the wind plays ball and we get a float day.

I also tested the wheels over a 25-mile time trial on a course I've done a few times before to see how the Tempus wheels perform over a longer distance and whether they could help me dip under 50 minutes. While I finished the race a fair bit down on my goal, I did secure a personal best time of 51:25 – over one and a half minutes faster than my previous outing on this particular course and over two minutes faster than the second-place finisher. I reckon a sub-50-minute 25-mile is well within reach on the right course and in favourable conditions. I felt the wheels pushed me along quite nicely at certain yaw angles, and I felt comfortable and, more importantly, stable even when the wind did gust at times.

Value and conclusion

As a time trialist, the law of diminishing returns becomes a significant cost factor the faster you get, and this has turned the local time trialling scene into an arms race, with accessibility forcing people to the sidelines or driving them away from the sport entirely.

As a wheelmaker for the people, Scribe has built its reputation on affordable performance products, and the Tempus Disc/100 wheels are not any different. In fact, if we compare them to other options on the market - and I'm talking genuine rivals with a solid carbon rear disc wheel - there’s nothing that can compete with the Tempus on weight, specification, and performance.

Sure, there are some good-value alternatives available from brands such as Parcours. I thoroughly tested the 83mm Parcours Chrono Max and rear Disc in 2022 and, while they are very impressive and offer better value at £1,819 for the complete set, they are heavier, less ornate, shallower, and don’t come standard with ceramic bearings. Add the ceramic hardware and the price jumps to £2,039 – making them £41 dearer than the Scribe Tempus Disc/100 wheelset.

At £1,998, the Scribe Tempus Disc/100 wheelset is also considerably cheaper than high-performance options from DT Swiss. In fact, at £2,300, the new DT Swiss Arc 1100 DiCut 85mm front wheel alone is more expensive than the complete Tempus wheelset. Add the £2,500 1100 Dicut Disc rear and the total price jumps to £5,800 – £3,802 more than what Scibe has created with the Tempus wheelset.

If you're a competitive time trialist looking to improve your 10-mile PB, the Scribe Tempus Disc/100 wheelset might be the key to unlock the gains you've been after. Not only do they look good and complement most bike colour schemes, but they are also lighter and cheaper than many options on the market, delivering high performance at an accessible price point. Furthermore, the wheels are backed by Scribe's Infinity Warranty, which covers them for three years against material or workmanship defects. In the event of a crash, Scribe offers a 50% discount on all replacement parts for carbon wheels

I highly recommend them.

Scribe Tempus Disc/100 wheelset specs

Price: £1,998
Weight: 1,900g
Hubset: Ceramic bearings (Grade 3)
Freehub options: Shimano HG11/12, SRAM XDR, Campagnolo
Rim depth: 100mm front, solid disc rear
Rim width: 24mm internal, 31mm external (front) / 21mm internal, 29mm external (rear)
Spoke count: 24 front / N/A rear
Hookless: Mini-hook design

Campagnolo launched the Shamal wheel way back in 1992. SInce then it's been a staple of the Italian brand's line-up, with many developments along the way. This latest iteration has taken cues from several other manufacturers in the creation of a wavy profiled rim that is seen on a few of the best road bike wheels.

Construction

Utilising a mixed 45/40mm unidirectional carbon fibre rim profile, the Shamal wheels are designed to offer greater aerodynamic gains while improving performance in cross-winds. The rim itself changes from a sharper rim profile on the 45mm sections, and a flatter squared off profile on the 40mm elements.

Named the C32, the rim has a 23.19mm internal width and 29.46mm external width and uses a hooked fitting system. This has been done to allow the use of clincher tyres with tubes, as well as tubeless systems. Tubeless is further simplified by the use of a solid rim bed with no rim-tape required. Spoke tension adjustments are instead made using the exposed spoke nipple along the rim. Completing the rim is the C-Lux finish, giving a polished look that also aims to enhance longevity.

As for the spokes, Campagnolo has used its classic G3 lacing system. The spokes all lace onto the 45mm sections of the wheel, in part to reduce the weight by cutting 5mm off each spoke. This lacing pattern results in three spokes running parallel to each other in a 2:1 lacing pattern for 21 spokes total.

At the front this 2:1 is favoured on the non-drive side where the rotor sits, while the rear is on the drive-side with 14:7 spokes total each front and rear. Both the front non-drive-side and rear drive-side use a 3-cross spoke lacing to provide greater torsional stiffness, while the other side features a radial lacing. All aero-elliptical steel spokes are straight pull from the asymmetric hub flanges based on the forces experienced, aimed to increase lateral stiffness.

The hubs are made from a single piece of machined aluminium and use 12mm thru axles with 100mm front and 142mm rear. A cup and cone bearing system is used, with 15/28mm front and 17/30mm rear.

Campagnolo suggests these wheels are not just for the road, but also for gravel and adventure riding with the capacity to take on wider tyres. Alongside the wheel itself, included are 50mm tubeless valves, lightweight lock rings, two composite tyre levels, Campagnolo N3W adaptor, accessories bag, and two wheel bags.

A claimed weight of 1480g is given, while our scales came up with 1494g with zero accessories added.

The ride

As with all wheels, the first port of call is the initial setup. The Campagnolo Shamal wheels make life particularly easy on the tubeless front, thanks to having a sealed rim bed with no spoke holes. This means no rim tape is required and there is zero air leakage. This was confirmed once the tyres were fitted, as getting them up to pressure and seated was easily done with a track pump.

Fitting the cassette and rotors were standard procedure; I do like the particularly lightweight rotor lockrings. It’s a small feature but shaves a few grams off an area often neglected.

Out on the road, the Shamal is an interesting wheelset to try and assess. With the 40/45mm rim profile, the promise is a wheel that performs aerodynamically like a 45mm wheelset, but is more manageable in crosswinds akin to a 40mm wheelset. In practice this is very hard to determine in terms of aerodynamic benefit. The difference between a 50mm wheelset and 40mm wheelset at low yaw (block headwind or a still day), is actually fairly small, in the single figure watt ranges for 30-40kph. Where things start to change is in crosswinds, where a deeper rim often reacts like a sail, allowing the wheel to actually get pushed forwards to a degree.

I don't have any accurate quantifiable data for this, but for a given power across a range of different riding conditions and similar elevation gain per kilometre, there was a slight trend for the Shamal to be relatively faster on days where there was more of a crosswind. This also paired nicely with being incredibly manageable in those crosswinds, to a level that riding with both hands off the bars was comfortable and presented no unstable moments. This is, however, all highly subjective data. I think I’m quite good at discerning how a wheel feels and performs across a range of speeds and conditions, but it’s never going to be as accurate as proper instrumental testing.

Other things I like about these wheels are the width of them. With an internal width of 23.19mm, a 28mm Pirelli P Zero Race TLR RS sat on the wheels at a plus 30.1mm, making them ever so slightly wider than the external width. Add to that a good volume of air, and the tyres felt particularly comfortable out on broken road surfaces, denting the force of any impacts nicely and giving smoother cornering performance. This width also means that the wheels can be used with gravel tyres and used as an all-road or off-road wheelset should you so please. It does enhance the overall versatility of them.

There are some areas where I was not as convinced about the wheels though. Weight wise, 1494g with zero added accessories is decent, but not standout, especially at this price point. It meant that the wheels felt just fine when it came to accelerating up steeper climbs, but were nothing to write home about.

An area that does help this performance is the spoke lacing. Impressively, Campagnolo have managed to make a relatively stiff wheelset with a fairly limited number of spokes. Twenty-one front and rear is quite a low number, with 24 being the norm on disc brake wheels. Add to that the radial lacing pattern on the non-drive side rear and non-rotor side front, and the wheels have an impressive level of torsional stiffness. The three-cross lacing on the opposite side of the wheels likely goes a long way to helping this on a high stress side.

However the lateral stiffness is not quite as impressive. I experienced a degree of rotor rub on a few occasions when accelerating out of the saddle or after a heavily banked tight corner once I started getting up to speed again. Inspecting the rotors, they were true and the brake pad clearances were fine. This is normally something I experience on wheels where there is a limitation in hub stiffness or spoke count, and therefore a slight lack in lateral stiffness.

There are some other positive noteworthy features though. The freehub spins without noise. I know some people like a loud buzz, such as the Chris King hubs give, but I prefer something a bit more inconspicuous.

I also love the accessories that come with the wheels. Two large wheel bags is a great bonus, as are the accessories pouch and tyre levers. It’s nice to see the brand take care to include everything that could be needed for the wheels so there aren’t added tools needed to be purchased to get them set up or looked after.

The C-Lux finish is also stunning, much better than the usual matte finishes that attract dirt and print marks. It even reflects the sun off them to make quite an attractive pattern as you ride along. Certainly adds a bit of understated bling if such a thing can exist.

Value & conclusions

There’s more to value than just the cost of a wheelset, which is fortunate because at £1649.99 / $2,085 the Shamal wheels sit in a bit of a midpoint. They are not quite the budget friendly carbon wheelsets that come in and around the £1000 /$1500 mark, but they are also not higher end level options where you wouldn’t want to accept any compromise in performance.

In terms of aero performance, it’s impossible to say how they compare to the competition, so it’s best to avoid that without quantifiable data. Where these wheels are noticeably strong are in crosswinds. It’s also worth noting that in the world of dual-profile wheels the Shamal are relatively cheap. Princeton and Zipp wheels come in at over £3000 / $3500 for dual-profile offerings. The only outlier there is VeloElite RF50 which are between £1250-1850 depending on the hub choice.

However, compared to the likes of Scope and Hunt, the Shamal wheels are on the heavy side. Scope’s Core SL 40 wheelset is under £1000 and claimed 1314g; we've reviewed the Core SL+ 50 model. They also feature a greater cross lacing pattern and total spoke count.

Where I think the Shamal really does add value though is the finish. The C-Lux coating does make these look a more premium wheelset, which does make a difference. Add to that the solid rim bed making tubeless setup far easier. Including wheel bags and tools also boosts the value of these wheels. They’re certainly not perfect, but compared to the likes of Zipp’s 404 Firecrest wheelset, I much prefer the Shamal wheels, also in part because I prefer hooked rims to hookless.

Shallow, aluminium wheels are usually seen as the less sexy, lower-performing option when compared with their shapely carbon cousins. However, a decent pair of metal hoops has long been a mainstay of cycling components, especially for cyclists who ride all year round in any weather. In the days before disc brakes, it made no sense to subject expensive carbon rims to the grinding paste of winter so sacrificial aluminium wheels were the standard option. However, now that rim-saving disc brakes are ubiquitous on new bikes, can DT Swiss’ ER 1600 Spline wheelset make a decent case for itself as an upgrade option?

As well as offering some beautiful and suitably expensive carbon wheels, DT Swiss has a large number of aluminium wheels available across all categories, suggesting that they still see them as an important part of the range. The ER 1600 Spline sits in fourth place in the five-wheel Endurance lineup - as far as DT Swiss is concerned, ‘Endurance’ wheels are suitable for 'long rides on unpaved roads and paths, including drops of up to 15cm. They are suitable for wider tyres which provide more comfort and grip’. That sounds about right, except for the 15cm drop bit, although some of the local potholes aren’t far off that!

Construction

With cliched Swiss efficiency, the name tells most of the story when it comes to the construction of the DT Swiss ER 1600 Spline - ‘ER’ denotes their ‘endurance’ category, ‘1600’ indicates that the 350 Ratchet hub has been used and the ‘Spline’ nomenclature means that the wheel has straight pull spokes. The lack of a ‘C’ after the ‘ER' shows that the rim is not carbon, so it must be made from aluminium.

The aluminium rims are sleeve-jointed and, thanks to their hooked design, suitable for use with tubeless or tubed-type tyres. The inner width of the rim is 22mm, and the outer width is 26mm, which is reasonable but not exceptional for a modern rim.

Sitting a few rungs down from their range-topping 180 hubs, the 350 still features a ratchet system rather than pawls for quicker engagement and improved durability. The version used here is the Ratchet System 36 SL, meaning that the hubs have been machined to reduce weight and that the freehub has a 10° engagement. Servicing and maintenance don’t require any tools, so there is no excuse for not keeping the hub well looked after.

As you might expect from a brand whose origins lie in spoke manufacturing, the wheels benefit from decent spokes. The straight pull DT aero comp spokes are bladed and double-butted, laced to the rim using DT ProLock Squorx ProHead nipples. Whilst the design of the nipples should prevent them from loosening off, unfortunately, they are made from aluminium rather than brass, which does leave them vulnerable to corrosion and cracking, especially if used in sub-optimal, salty road conditions.

It is available with either a 23mm or 30mm deep rim, with the slight extra aero benefit adding a not insignificant 174g to the claimed weight of 1,657g of our 23mm pair. When weighed, test wheels were 1,676g, but had tubeless rim tape factory-fitted. The system weight limit (rider, bike and gear) is 120kg.

The ride

My chosen 28mm Continental GP5000 AS TR endurance tyres and WTB Nanoair TPU inner tubes went onto the rims pretty easily - not quite without recourse to tyre levers but close enough to make me think that roadside fitting wouldn’t be too much of a fight in the event of a puncture. Inflated, the tyres measured up at 29.5mm, so the rim’s width added a nice bit of extra volume for comfort, grip and hopefully reduced rolling resistance.

Having spent a few weeks with a pair of 42mm deep carbon wheels on my bike, the switch to the 23mm ER 1600 Splines left it looking a bit anorexic and weedy, but I was looking forward to less sketchy riding in windy conditions.

Thankfully, in the interest of thorough testing, weather conditions in the UK's Peak District continued to be at the grimmer end of the spectrum, with rain, snow, ice and wind aplenty to add to the pockmarked road conditions.

Being honest, I wasn’t expecting all that much from the ER 1600 Splines in terms of performance - yes, I’d expect the hubs to be reliable (based on years of using DT Swiss hubs on other wheels) and yes, I’d expect the wheels to be well made, but in terms of actual, tangible performance, not so much.

More fool me. The difference in feel between the previous Mavic Cosmic S 42 carbon wheels and the ER 1600 Splines was immediately obvious, and not in favour of the more expensive wheelset either. There was a feeling of speed and lightness on the road that I was absolutely not expecting; they spun up more easily and felt more at home on my local roads than the carbon wheels, despite the more endurance-orientated rubber I’d fitted compared to the Mavic’s performance tyres.

I also preferred the ride of the ER 1600 Splines to my usual aluminium wheels, which are a couple of hundred grams lighter but are a few years old and have a narrow internal rim width.

This feeling persisted on every ride, whatever the conditions, so I wasn’t just being led astray by a helpful tailwind or an unusually good legs day. In fact, the sensation was similar to that which I felt riding the Cerevlo Caledonia-5 recently; one of easy speed.

I think that this is, at least in part, attributable to the rims allowing the tyres to inflate up to 29.5mm, giving a smoother ride that is less troubled by minor irregularities in the surface than narrower tyres would be. I know that the GP5000 AS TRs ride well, but they should still feel a little slower than the performance tyres fitted to the previous carbon wheels.

Let’s not get too carried away - I’m not suggesting that I’d swap my best summer wheels for the ER 1600 Splines, but their performance or ‘road feel’ certainly exceeded my expectations and made a strong case for there still being plenty of reasons to choose a good aluminium wheelset over a lower-end carbon one.

As DT Swiss’ naming convention suggests, most folk considering this purchase will be looking for an inexpensive, endurance-style wheelset for all-weather riding, be that winter training, commuting or long-distance events. My experience also suggests that the ER 1600 Spline wheelset would also make a worthy upgrade for lots of riders looking for a way to improve their bike without spending carbon money.

Value and conclusion

Pricier than many aluminium wheels but cheaper than most carbon options, the DT Swiss ER 1600 Spline wheelset exceeded my expectations. The lure of carbon is strong, but the benefits of DT Swiss’ engineering and backup paired with the lovely ride quality means that there is the potential to save some cash and upgrade your bike at the same time.

Clearly, aerodynamics are not the strong suit of a 23mm deep rim, but on the flip side, it makes them a lot easier to ride year-round in blustery conditions. Equally, at close to 1,700g they aren’t overly light either but that weight doesn’t manifest itself as obviously as you might imagine, especially when you consider their probable usage as an all-round rather than race option.

Great hubs, good spokes, wide rims and easy servicing tick a lot of boxes when it comes to a wheel upgrade, although brass nipples would be nice. Couple that with an excellent ride and the DT Swiss ER 1600 Spline wheelset is a worthwhile and decent value upgrade option for those who can’t or don’t want to splash out on carbon.

Vision’s latest update to its Metron line-up sees a big overhaul to bring these wheels up to date with the current crop of competition. The new Metron 60 SLs are the wheels that were used by Mark Cavendish to break the Tour de France stage win record last year and are used by several other WorldTour teams as well.

The construction

The key update to the new Metron SL is a revised rim profile, which sees the internal width go from 19mm up to 21mm. The external width is 32mm at the widest point and measures 29.5mm where the tyre sits on the rim.

Both the front and rear rims feature the same design profile with a 60mm depth, and they remain hooked, resisting the trend towards hookless. For some, this may be seen as a lack of progressiveness, while others may rejoice at the continued use of a hooked rim. The profile has been designed to work most efficiently with 28mm tyres, although Vision gives no claims on how aerodynamic the wheels are, only stating that they have been designed using CFD and wind tunnel testing to make them fast and stable.

As with many new wheelsets, now the DT Swiss Star Ratchet patent has expired, Vision has moved to a ratchet hub design with their own PRS Hub featuring a Helical Clutch Ratchet. This is different to most ratchet designs in that the teeth are arranged at an angle. This hub uses 72 teeth for a 5-degree engagement angle, which is designed to offer rapid bite and acceleration with minimal friction and reduced parts for servicing. Internal bearings are sealed cartridge bearings.

The front wheel uses 21 straight pull-bladed spokes with seven radial laced on the drive side, and 14 2-cross laced on the rotor side. The rear wheel uses 24 spokes with eight 1-cross on the rotor side, and 16 3-cross on the drive side. The claimed weight is 1590g, which appears accurate as these review wheels read 1603g on my scales including rim tape, valves, and a Shimano freehub.

The ride

First things first when it comes to wheels is fitting the tyres. Currently, I’ve been using the Pirelli P Zero Race TLR RS in 28mm for all my deep-section wheel testing, so I stuck with them for consistency.

A used tyre fitted very easily onto the front, with minimal force required, while a new one took a bit more to lever onto the rear, which is fairly standard. Once on, they were both able to be inflated using a track pump without removing the valve and held pressure well with a good spill of sealant in them.

The measured width for the tyres was true at 28mm on the 21mm internal width. They sat flush into the rim profile, which expands outwards slightly from 29mm at the rim edge to near 31mm midway into the rim depth. Some may want hookless, which Vision doesn't offer, but I’m not set on that tech yet as 70psi feels lacking in responsiveness for me. This is just personal preference.

Out on the road, they feel pretty lively for a 1600g set of wheels. Part of this is likely down to their impressive stiffness. The spoke lacing is uneven on both front and rear, with a 2:1 ratio being used. The front wheel uses more on the rotor side, which are 2-cross, while the other is radial lacing. The rear uses more on the drive side with a 3-cross and 1-cross on the rotor side. Both the interlacing of spokes and increasing the number used on the side that experiences greater torsional force typically leads to a stiffer and more balanced wheel, and that certainly feels to be the case here. When it comes to banking over in corners the wheels are laterally stiff, while braking and accelerating are instant with higher torsional stiffness.

The hubs also impressed, with no brake rub on the rotor when accelerating. The acceleration is aided by the ratchet system, which picks up rapidly thanks to the 5-degree engagement. There are questions about the longevity of small teeth with a greater engagement rate, but I’ve yet to experience this issue. There are also questions about the coasting resistance of these systems, but I can’t really assess that and there is no tangible loss that I can feel. Fewer moving parts do make for easier and hopefully cheaper repairs and replacements though.

Vision says the wheels have been designed in the wind tunnel and with CFD, but there are no numerical claims regarding their performance. On the flats and downhills, they do feel to hold their speed well and certainly roll nicely.

Changes in air pressure, road surface, traffic, and terrain all impact day-to-day comparisons, so it's notoriously difficult to assess wheel performance. What is tangible is how they perform in cross winds, and this is where they impress because sixty millimetres is the sort of depth that can feel precarious in windy conditions. I am tall and weigh in the mid-70kg range, so can deal with crosswinds better than lighter riders, but the Metrons are superior to most in the wind. Even when I was hit by a big gust the wheels stayed stable, and I could feel a degree of sail effect when the wind direction was side on. I have also seen independent aero testing that backs this sensation up. While I wouldn’t ride 'no-handed' in cross winds with the 60 SLs, they inspire confidence which leads to greater speed.

At this price point, and slightly higher, similar wheels from other brands tend to be a touch lighter than the 60 SL's 1,600 grams. I can’t say if this additional weight is at the hub or the rim; a heavier rim will feel heavier than a heavier hub when changing speed, as more rotational force is required.

This difference though is not as perceivable at a constant pace, and I can’t feel 100g of weight when climbing, even on steeper ascents. As a result, these wheels feel as good up inclines as many lighter wheels I've reviewed. This is likely helped by the spoke lacing pattern, which provides a level of stiffness well-suited to near-instant acceleration. Overall, they are a solid performer across the board.

Value and conclusion

In terms of value, £2,000 is a lot for a set of wheels. HUNT offers a similarly specced wheel, the 60 Limitless, which is the same depth but features ceramic bearings and carbon spokes. Saying that, they are ever so slightly heavier, but do use a larger rim width. Aero wheels from Roval, Zipp and Mavic all come in a bit lighter - generally, the more expensive they are the less they weigh.

In real-world riding, however, this difference is negligible, as is the presence of ceramic bearings in the HUNT and Roval wheels.

A benefit with Vision is its lifetime warranty on factory defects, and a lifetime crash replacement warranty which gives owners 30% off a new set of wheels. HUNT also has very good customer care, but based on my experience testing both I prefer the Metrons thanks to their stiffness.

I've long been a quiet fan of DT Swiss wheels, whether that was in previous industry roles I had where I valued the no-fuss reliability of a setup that was always ready to go regardless of how little maintenance I’d done or in this job testing various road, gravel, and mtb wheels which all gave a dependable mix of almost boring solid reliability and top end performance at reasonable prices.

The GRC range is the brand's designated carbon gravel wheels, with four models. Simpler, cheaper alloy wheels have a simple G moniker followed by a number. DT’s numbering system can seem a bit confusing at first, but Tyler Boucher did a great job of clearing it up in his first ride review of the range-topping GRC 1100 50mm deep wheels earlier this year.

I was delighted when I got the GRC 1400 Dicut wheels to test this summer until I checked the price and nearly fell off my chair! These wheels sit in the “second tier” of their lineup, yet the price tag still rivals many decent-budget gravel bikes. While I appreciate that top-tier cycling gear often comes at a premium, seeing this level of investment in a set of wheels left me wondering: can they really deliver the performance to justify the high outlay, and how do they compare to the best gravel wheels on the market?

Construction

DT Swiss launched the GRC range this summer, which comprises four wheels that share either a 30mm or 50mm rim and are available with the 180 Ratchet EXP hub with ceramic bearings in the more expensive 1100 variant or with the slightly cheaper 240 Ratchet EXP hub I had in the 1400 I had on test. The two rim depths are designed to give advantages for specific types of gravel riding, the 50mm being all about minimizing watts and aero gains for gravel racing and the shallower 30mm that prioritizes steering agility and responsiveness over straight-line speed, though both have an aerodynamic profile developed in the wind tunnel with aero experts Swiss Side.

The main talking point of the new GRC lineup is its in-house-developed rims. DT Swiss equips each GRC carbon rim with a hooked bead, which they claim to be the "ultimate solution" for the end customer's safety and ease of use. A hookless rim is easier to manufacture and can be lighter, but it also throws up compatibility issues with certain tyre brands, especially with narrower high-pressure rubber. According to DT Swiss, "while creating a hooked bead is indeed more complex, it leads to a rim with a built-in fail-safe, providing riders with the confidence to push harder", and I'd agree totally, making sure your tyre stays connected to your rim is one problem I'd rather not have to worry about.

At first impression, these are aesthetically a little underwhelming, with a matte back finish on the hubs and rims and subtle branding. They were nothing special at a glance, though their relatively low weight of 1496 grams (including valves) gives you a clue as to how they will perform.

Though not particularly flash-looking, the 30mm deep carbon rim packs a punch using DT’s latest patent-pending process, which DT Swiss is using here for the first time. The new process allows the rim to be ready to ride "straight out of the mold" without any finishing, fillers, or clear coats needing to be added. This gives them a characteristic flat matt finish and, more importantly, helps save grams. It should also give consistent weights across production runs.

Carbon manufacturing can often give varying levels of accuracy and quality control, which usually makes itself known with weights differing from published weights, as mass-produced budget rims can sometimes need finishing or surface treatments that can add grams.

The rims measure 24mm wide internally, which DT says is perfectly optimized for 40mm tyres. This was fine for me during testing as my long-term test bike, the Ribble Gravel Ti pro, won't take super-wide rubber. For most of my test time, I had the 47mm Vittoria Terrano Dry’s, which worked well, with plenty of support for the sidewalls and little folding, even at lower pressures. The slightly narrower 45mm Schwalbe G One RS worked well, too, though if you are looking to fit mtb rubber like some of the gravel pros, you might be better served elsewhere.

The 1400 version I had on test uses the 240 hub from DT, with the latest Ratchet EXP freehub system. DT’s hub technology is well known for its solid reliability and performance, and many brands even use their hub internals or designs in their wheels (such as Giant/Cadex and Specialized/Roval, for instance). The EXP version takes the standard ratchet system that has been around for decades and makes it lighter by combining the threaded insert with one of the plates and removing a preload spring. This also means they can move the bearings further apart, leading to a 15% increase in axle stiffness and a small reduction in weight.

The GRC 1400 is shipped with a 36-tooth ratchet, which gives a solid but not crazy 10 degrees of engagement. If you want a faster engagement, a 54-tooth version is available to purchase separately. Handily, they also ship with Shimano HG and SRAM XDR freehubs, and Shimano Microspline and Campagnolo N3W options are available separately.

DT is also one of the few companies making spokes, so they can control every wheel element and design it accordingly. In this instance, they have used 24 Aerolite Comp II straight pull spokes front and rear with the nipples hidden inside the rim, which has an aero benefit, though it is a bit of a pain should you need to true them or replace a spoke. The Aerolite is the brand's flat-bladed, most aerodynamic offering, but I also find flat spokes flex more at sharp lean angles, which helps with traction in corners and off-camber sections.

The ride

I find really top-end kit hard to review subjectively sometimes. As a rider, I generally look upon really good solid mid-range options that offer outstanding performance and serviceability at a reasonable price as the pinnacle of kit. So, a wheel that costs as much as a decent gravel bike was hard to get my head around on paper. Until I rode them, that is.

As with any wheel, I first set them up tubeless using the supplied valves. The rims are supplied ready-taped, and fitting the Schwalbe G One RS tyres in a 45mm width or the Vittoria Terrano Dry’s in a 47mm width (46.5mm measured) was straightforward. There were no problems seating or sealing either tyre. The 24mm internal width worked well with both options and gave a good shape with plenty of support, though I'm not sure how well it would fare with 50mm plus options.

From the very first pedal stroke, I could tell these were special. The Hub pick-up is adequate rather than extraordinary, but with a light rim and well-tensioned spokes, they pick up speed eerily fast. But even more impressive is that they have managed this without making them feel harsh or uncomfortable off-road. At first, I thought I might have my pressures too high as I set off on a smooth bike path section as they had a real zip to them, but even after dropping the pressure to below 30 psi, they still felt remarkably nimble.

Throughout my summer of testing, I've used these for everything from loaded bike-packing, fast group rides, and rocky singletrack rides, and they have felt great regardless of what I was doing. I'm sure the 50mm version offers more speed with its aero advantage, but unless you're at the pointy end of the gravel racing spectrum, I’d go for the more comfortable but still fast 30mm versions. They have maintained spoke tension, and the stainless steel sealed bearings spin as smoothly as the day I fitted them, which isn't always true with test wheels.

They continued to impress me when I attempted more technical trails, too. Whether skipping over local rocky descents or slippery off-cambers, they hold a line beautifully and change direction with minimum effort for poor line choices or fast corners. I was so impressed with them that I was almost confused and a bit worried my review would sound like an advert, so to put my mind at rest, I did some back-to-back rides against other wheels I had on test from Reynolds, Mavic, and Parcours and the DT seemed to offer an intoxicating blend of speed, balance, responsiveness and handling that none of the others could match.

Value & conclusions

These are an impressively specced wheel despite their subtle and stealthy looks, and when you dive into the details, it's clear there has been plenty of time spent sweating the details, which go some way to justifying the high price of £1,949.98 / $2,399.80, which, although obviously expensive, is less than the GRC 1100, which comes in at an eye-watering £2,399.98 / $2,999.80. To describe these as cost-effective or even more budget-friendly, I think, would be disingenuous, but as I said earlier, the best kit has always been expensive, and having used plenty of DT Swiss 240 hubs in various guises over the years, I'm more than confident the wheels will last longer than many gravel bikes would.

My only real gripe is the price. They do offer a real jump up in performance terms, but when you compare them to the likes of Hunt 42 Limitless Gravel Adventure wheelset at £1,299 / $1,649 or the Reynolds ATRx wheels at £1,500 /$1,699, they are a significant step up in money, which is hard to ignore.

Honestly, these are the best gravel wheels I have ever used, with the perfect mix of speed, responsiveness, weight, and serviceability. They do all the things I could ask for in a wheel, with a super smooth ride and an addictive turn of speed that never felt out of its depth or that was slowing me down in any way across pretty much all terrain.

For those who like really big rubber, these might not be the best option, and I'm sure the deeper 50mm version would be marginally quicker on smoother trails, but I'm nit-picking. I'm just gutted I can't afford a set.

Specs

• SRP: £1,949.98 / $2,399.80
• Depth: 30mm
• Internal: 24mm
• Weight: 1496 g (weighed with tape and valves)

After busting onto the market with its recyclable carbon mountain bike and gravel wheels in 2023, Forge+Bond made its first foray into road cycling this season by adding a two-model CR series to its wheel offerings.

Forge+Bond is CSS Composites' in-house brand known and known for its exclusive use of thermoplastics to manufacture its FusionFiber carbon rims.

Most carbon components are made of sheets of epoxy-impregnated carbon fibres. The carbon fibres are 'glued' together with a resin that is cured in a chemical process called thermoset. Once cured, the resin cannot be returned to its previous form, meaning it cannot be broken down and remolded. Traditional carbon products are difficult and costly to recycle, downcycle or reuse and often ends up in landfills instead.

The thermoplastic process utilises a long-chain nylon polymer as the matrix impregnated into the base carbon fibre material. In this process, the "glue" —in this case, the nylon polymer— can be melted and reused for a new or different product. Both the scraps from the manufacturing process and a broken rim can be melted down and shaped into a new short-fiber product.

Cycling Weekly visited the Forge+Bond factory in March to see how these recyclable carbon wheels are made and discovered that the whole process is "surprisingly clean, efficient and astonishingly fast: a CSS-made wheel can go from raw materials to being ridden in less than two hours."

A wide variety of thermoplastics has been used in the aviation, aerospace, automotive, and medical industries for some time, but it's only just emerging in the bike industry. It is, however, growing. Brands like Chris King, Revel and Evil align themselves with CSS's mission of "creating products that stay out of landfills" and offer a variety of CSS-made FusionFiber wheelsets.

After launching its off-road products, Forge+Bond created the CR Series around the belief that "riders deserve exceptional performance and comfort on every ride, regardless of the surface conditions."

We previously tested and reviewed FusionFiber gravel wheels, made by CSS for both Chris King and Forge+Bond, and comfort was indeed a standout ride characteristic of these FusionFiber products. But can this compliance go hand-in-hand with the stiffness and responsiveness desired for road riding? We were keen to find out.

Introducing: Forge+Bond CR 45

In its marketing copy, Forge+Bond positions the CR wheels as designed for "everyday encounters" rather than racing yet promises "unmatched responsiveness and power transfer without sacrificing a smooth, fatigue-reducing ride."

"We may have started our company around our line of stellar MTB products, but as cyclists, we know whether you're riding dirt or tarmac, you want the best of both worlds: performance and comfort," says Brett Stahl, VP of Marketing at Forge+Bond. "The CR Series achieves this perfect balance through the use of our patented FusionFiber material, allowing riders to confidently push themselves over real road conditions—you know, everything from the smoothest to the 'Crappiest Roads.'"

The CR series consists of a 35mm and a 45mmm rim, the former designed for climbing while the latter promises some aerodynamic benefits and stability for all-round riding.

Both CR models were made using the FusionFiber technology, feature a tubeless-ready hookless rim, and come in three different hub options.

We opted to review the 45mm all-rounder with Forge+Bond's own SHIFT hub. This is the lowest priced option, retailing for $1,250. On the other end of the price scale, consumers can opt for an I9 Torch hub, which costs and extra $949 ($2199 for the set) but shaves 138 grams off the total weight.

• Rim Depth: 45mm
• Outer Rim Width: 30.5mm
• Inner Rim Width: 25mm
• Bead Wall Thickness: 2.7mm
• Spoke Count: 24h
• Spoke: Sapim CX-Ray
• Rim Type: Hookless/Tubeless
• Tire Size Range: Built for 28-32mm, up to 47mm
• Max Tire Pressure: 28c-90psi, 32c-70psi, 40c-50psi
• Reviewed here is the wheelset with the F+B Shift hubs, the lowest option, which retails for $1250 and weighs 1584g with a SRAM XD freehub.
• The CR Series is available at select retailers and online at www.forgeandbond.com

On the road

I opted to review the lowest spec wheelset, the Shift CR45, because while it’s easy to be impressed by top-tier models with their premium bells and whistles (and matching price tags), the true test of a brand's quality often lies in its entry-level offering. This is where value, durability and performance meet practicality—and where discerning consumers look first.

At $1250 (or $1000 on sale) this Shift CR45 wheelset is very competitively priced for a U.S.-made, wide, aero carbon wheelset. And weighing in at 1584g with the XD hub, they’re also reasonably weighted.

To test these wheels, I mounted a pair of Rene Herse 700c x 31mm Orondo Grade tyres with extralight casing. With the CR45’s 25mm internal width and hookless design, those tyres actually ended up measuring a touch over 33mm, creating a very plush and supple ride.

While the tyres certainly deserve some credit, the Shift CR45s are, in a word, smooth.

From the first roll, the wheels impressed with their ability to soften road chatter and tame the rough and poorly maintained roads around Portland. Even on gravel, the FusionFiber rims take away the harshness and deliver a smooth and controlled ride that keeps you planted and inspires confidence if when the surface gets choppy.

The CR45 is a distinct departure from the Forge + Bond 25GR wheels I reviewed last year. Highly capable, lively, light and robust, the 25GR’s are made for underbikers and those who prefer the rough-and-tumble of a Grinduro event over the long, smooth gravel of FNLD or SBT GRVL. The CR45s serve the latter demographic. Designed for comfort and efficiency, the CR45 is an aero wheelset that will help you save watts and stay comfortable as you sail over tarmac, chipseal or champagne gravel.

One of my test rides took me from Portland to a lake in Mount Hood National Forest — an 85-mile summer jaunt that saw me traverse across rough city streets, seemingly endless stretches of sun-baked and chipsealed river roads, and a 20-mile gravel climb at the end.

The CR45’s were the perfect companion, helping me tick down the miles with both pace and comfort.

The wheels’ exceptional smoothness does come with some compromises, however. The CR45s aren’t the stiffest and I wouldn’t call them zippy either. While excellent at dampening the road chatter, they also create a somewhat muted ride feel, losing some of the agility and liveliness of stiffer carbon layups.

They also take a beat to get up to speed. But once there, they hold their momentum well and that steady pace, paired with their ability to glide over rough surfaces, makes for a great go-anywhere and go-long option.

The Shift CR45 wheelset also feels quite durable, and backed with a lifetime warranty, they’re ready to take on heavy mileage and plenty of abuse.

Value and Verdict

With the Shift CR45s, Forge+Bond delivers a superbly smooth, go-anywhere wheelset that stands out for its value, durability, and commitment to sustainability. While it may not match the stiffness or sprightly agility of the Zipp 303, ENVE 45, or the similarly affordable options from Hunt, it compensates with an unmatched ride feel and product longevity.

For riders who enjoy long hours in the saddle across mixed terrain, where comfort and consistent pace outweigh explosive acceleration and responsiveness, the CR45 wheelset is worth serious consideration.

What’s more, choosing these recyclable carbon wheels from Forge+Bond isn't just about the benefits of having a durable, high-performance product — it’s also about actively contributing to a more sustainable future and reducing the cycling industry's environmental footprint.

The Shimano Ultegra C60 wheels use the exact same rim shape as the more expensive Dura Ace C60 wheelset. The only difference is the weight of the rims and the price, which is a reasonable £1,258. So how do they fare?

Construction

The rims measure 60mm deep as the name suggests, 28mm external width, and 21mm internal width. The total weight is a claimed 1,659g while the weight on my scales is 1,676g.

Shimano claims the C60 wheels are faster than the competition at 0-15 degrees yaw, but doesn’t name the competition. A little digging shows that testing speeds were 48kph and watt savings were three watts on average but this was with reference to the shallower C40 rim; Shimano says the C60 saves more.

The wheels use 24 spokes front and rear, but with different patterns for each. The front wheel uses a 1:1 ratio of 12 on each side in a 2-cross lacing pattern. The rear uses a 2:1 16 drive side 8 rotor side with a 3-cross and radial pattern. This is what Shimano call OPTBAL (Optimal Balance). It's used to better distribute the unequal forces applied on the drive-side of the rear wheel where increased torsional stiffness is required while maintaining lateral stiffness. The spokes are proprietary so need to be purchased from Shimano.

The hubs are Shimano’s own brand Ultegra WH-R8170 and use a pawl ratchet engagement system, with cup and cone bearings to allow for preload adjustment with a contact seal. The steel Borozon-treated races are designed to be strong and more resistant. Easier maintenance is also promised thanks to a 'easy-to-adjust' lockring design.

The hubs only have a 20-degree engagement, but as long as you are pedalling this is not an issue, and a lower degree of engagement can improve durability. The hubs are also only compatible with Shimano 11 and 12-speed cassettes, limiting their usability with alternative groupsets.

The ride

The first thing I really appreciated about the Shimano Ultegra C60 wheels was how easy it was to get the tyres on. With some wheels stretching of the tyres is required alongside some particularly grippy gloves to get them over the rim. On the Ultegras the first tyre bead got onto the tyre very easily while the second bead required minimal force to hook on. The tyres then took a bit more effort to seat, requiring the valve core to be removed and a compressor. However, after this, they retained their pressure without an initial ride required to spread the sealant. The 28mm Pirelli PZero RS sat on the rim at 28.5mm and extended slightly wider than the maximum rim width of 28mm.

In terms of riding, they are fairly heavy at the rim and this results in them being quite sluggish to get up to speed. Because of this I wouldn't recommend them for criteriums. The hub engagement angle of 20 degrees does not feel particularly spritely either so there is often an element of slack before the uptake of power.

Where these wheels shine is their rolling speed. At 30kph and beyond, they feel very comfortable and it's a lot easier to accelerate once they are already turning at speed, with the wider profile, deep rims and overall weight helping to hold speed brilliantly. This means that once up to speed they are more difficult to slow down, but not in a way that makes braking difficult. Even on some steeper inclines, as long as I was consistent with my power the wheels climbed pretty well. On the flats and downhills, they were incredibly fast and over rolling terrain I was able to hold speed well.

One area where these wheels do suffer a bit is in the wind. The profile is a little more V-shaped than the predominate U-shape. For the most part, this wasn't a problem, but in stronger breezes the wheels had a tendency to get picked up by the wind, and particularly affected by gusts. How the wind caught the wheels was not always consistent and I found on some blustery days that I had to move around the road quite a bit, which was not ideal.

The wheels have a few practical features that I appreciated The rear hub runs very quietly, which I personally prefer to having a loud buzz akin to a hive of angry hornets every time I coast. The spokes can be changed without the need to remove the tubeless tyres and tape to access them. However the nipple can only be replaced with removal of tyre and tape, and only Shimano hubs can be used with the 2:1 rear wheel.

The front wheel's 24 spoke, two-cross pattern, makes it very stable and stiff for cornering as well as braking. The rear hub is interesting as it uses a three-cross pattern on the drive side with 16 spokes but a radial pattern of eight spokes on the braking side. Regardless of the radial pattern, the wheel has great lateral stiffness and the three-cross on the drive-side seems to aid acceleration nicely.

The valves for the tubeless tyres also feature a nice addition with a rim profile-shaped washer to provide a secure seal without any impact on the rim, while internally the shape sits in the rim well so it does not twist when tightening externally.

For the price, this is a set of wheels that performs very well. However, for lighter riders I would go for the 50mm variant, mainly due to the instability in crosswinds that can be experienced. The weight isn’t really an issue if pace and power remain consistent, but for those riding events where low-speed acceleration matters, a lighter rim would be better suited.

Value & Conclusion

The Shimano Ultegra C60 wheelset has almost identical performance stats to the far more expensive Dura-Ace wheelset but at a much lower price.

The wheels are stiff and roll well across most terrain. Only on steep climbs or low-speed accelerations does their weight become a problem, but 60mm wheelsets often experience this. They also get caught in stronger gusts due in part to their V-shaped profile. The hubs offer improved serviceability and durability compared to many wheelsets, making these a great everyday option. The only issue is that they are Shimano compatible only, but for those with a Shimano groupset, these wheels are a superb value option.

Unless you’ve been living under a rock—in which case: kudos—you’ve likely noticed that bicycle tyres have gotten wider. and in addition to aerodynamic refinements, tyre clearance is one of the primary features highlighted in new bike releases. In fact, many modern road racing frames now have clearance for up to 35 mm tyres—and sometimes more.

Despite this happening for some time now, appropriately wider wheels have not been forthcoming. Over the last few months, that has changed: DT Swiss, Zipp, and now British wheel company Parcours are finally introducing rims that match wider tyres.

The concept is straightforward enough: for optimal aerodynamics, rims should be slightly wider than tyres; however, for tyres over 40 millimetres wide, this creates problems. Extremely wide rims are heavier and can run afoul of ETRTO guidelines for tyre compatibility with internal widths that are unsafe with narrower tyres. Also, the combination of larger tyres with deeper rims can perform adversely at significant yaw angles, i.e., crosswinds.

As such, developing wider rim profiles has taken time. UK-based Parcours has invested heavily in wind tunnel testing to develop products and overcome these complex design parameters. In the course of the company’s research, it found that tyre tread has a surprisingly large impact on aerodynamic performance. To address this, Parcours decided to design the FKT wheels around a specific gravel race tyre, the Panaracer GravelKing X1, and optimised the rim profile for its individual aerodynamic performance. This sort of design collaboration, in which the larger system is examined as a whole instead of focusing on individual parts, is increasingly common in the industry.

Design and features

The Parcours FKT wheelset utilises a truncated foil rim shape that measures 47 millimetres deep and 40 millimetres wide. The hybrid Kamm profile is designed to work both as a leading and trailing edge when cutting through the air. Internal width measures 27 mm, which makes these wheels ETRTO compliant with tyres as small as 35 mm. The design is optimised around 40 mm tyres, and compatible with tyres up to 55 mm — though that is more of a recommendation than a hard stop. A 2'2" mtb tyre will fit just fine, but you'll be compromising some aerodynamic benefits. Rims are hookless and Parcours uses a more flexible resin at the rim edge for impact resistance. Hubs are built with a 6-pawl freehub running on a 44T ratchet drive mechanism. FKT wheels are available with either steel or ceramic bearings or built to a Classified Powershift-ready hub. Weight is a competitive (stated) 1500 grams.

Specs

• Stated weight: 1500 grams (actual weight: 1532 grams)
• Rim depth: 47 mm
• Price: £1,199 / $1,599 / €1,559
• Minimum recommended tyre: 35 mm
• Max recommended tyre size: 55 mm
• Hookless

The ride

Parcours sent along a test set of FKTs paired with 40 mm Panaracer GravelKing X1 tyres—the tyres they were designed for. I didn’t have any issues during setup with the supplied valves and other accoutrements and rode the GravelKings long enough to get acquainted with them before switching to more familiar tyres for testing. I opted for Rene Herse Steilacoom knobbies, listed at 38 mm, which measure 39.5 on these 27 mm internal rims.

Initial impressions on pavement were positive. According to Parcours’s testing, the FKT wheels are good for a roughly 6 watt increase over a standard gravel rim at race speeds. It’s enough to create a slight feeling of tailwind, especially at higher velocities. It was hard to tell a difference at lower speeds, but fast wheels help make it easier to keep pushing when you’re riding hard. Most of my testing was on calm days, so I didn’t get to feel the FKT wheels in significant crosswinds, but crossing over the long bridges across Lake Washington that are part of my usual training routes is always blustery and I never once was made uncomfortable by the wheel’s performance. My recent experience on these wheels and other wide rims seems to demonstrate that width helps with stability in crosswinds.

I also tested the FKTs in a few cyclocross races to see how they would hold up, as I didn’t have any gravel racing on the calendar during the testing period. There are some obvious similarities between gravel and ‘cross, but some notable differences as well. Straight line speed is much less critical in ‘cross and the emphasis is really on line choice and speed through corners. In my first race I managed to burp my front tyre on the first lap, causing me to crash. To be fair, I did the exact same thing, on the exact same corner last year while riding a different wheelset.

My next race went better. I had zero issues with wheels or tyres, and appreciated the very slight aerodynamic assistance during the few fleeting moments of high speed. More importantly, though, I was able to test the rim’s impact resistance and put them through some hard side loading and torsional testing.

I’ll be curious to see how they hold up over the course of the entire season, but so far, so good. The wheels have not hindered my racing (I’m fully capable of that myself) and they’ve remained true even after a few wipeouts. As these are $1600 wheels, comparing them against higher end options isn’t a fair fight, but it seems that the hubs are perhaps where Parcours was able to keep the price down. The finish isn’t as nice as it could be, and the provided lock rings feel flimsy. I was able to get the hubs to give some feedback under hard pedalling—as if the pawls were sticky, even while new. Also, the freehub is noisy, if you like that sort of thing.

Value and Conclusion

Smaller companies have to do more to differentiate themselves from the competition. Parcours has decided to go all in on wind-tunnel testing, at significant time and cost, and are putting out products that perform based on (what seems to be) sound science. The FKT wheels bring an impressive aerodynamic performance for the price. Even though tyres have been getting wider for several years, it’s only been the last few months that wider wheels are available to consumers. Parcours seems to be on the forefront with the launch of the FKT.

During the course of my testing, I was impressed by how they felt on the road. At regular cruising speeds the aerodynamic boost is minimal, but at high speeds you can feel the wheels wanting to fly. For the price, these are a very impressive bit of kit. The hubs aren’t amazing, but they get the job done.

Also notable is Parcours’ lifetime warranty, as well as a very reasonable crash replacement policy.

The HUNT 60 Limitless UD Carbon Spoke Aero Disc Wheelset with Ceramic Speed utilises all of HUNT’s top end technology to make one of their most expensive wheel options to date.

Carbon spokes, fast engaging hubs, Ceramic Speed bearings and HUNT’s ultra-wide rim for improved crosswind stability and aero performance make should make this a great all-round wheel with low weight for the depth.

But how do they standup against other well-established high-end players in the deep section wheel market? We rode them to find out.

Design and construction

The HUNT 60 Limitless UD Carbon Spoke Aero Disc Wheelset with Ceramic Speed features, unsurprisingly, the brand's Limitless rim technology. This uses a co-moulded low-density polymer in the outer rim construction to reduce weight while being able to make the rim 60mm deep and 34mm wide at the widest points with a 21mm internal width. HUNT say this is lighter than carbon, density of 0.7g/cm3 vs. carbon fibre pre-perg of 1.6g/cm3, so for the same volume it weighs less.

This wide rim also works best aerodynamically with tyres of 25-28mm, and is aimed to produce a smooth interface from tyre to rim to aid in aero performance.

As for aero data, HUNT published this, and with standardised tyres, the HUNTs came out faster than several high end competitors across a range of YAW angles, but the speed is not given. The rim is also Hooked tubeless compatible, with H-lock bead-seat up-kicks for easy tubeless installation.

These wheels also feature carbon spokes, which HUNT claim are better for vibration dampening as well as being stiffer than alloy spokes and lighter. HUNT says that the carbon spokes are just 2.7g per spoke, a Sapim CX-Ray straight pull spoke is 14g for reference, and can deal with ~450kgf tensile force per spoke.

The front hub is laced with a 12 spoke 2-cross pattern on the rotor side and a 6 spoke radial pattern on the other for 20 total, while the rear is a 10 spoke 2-cross pattern on both sides for 20 total. Truing is possible from the inside of the rim.

The hubs are the Sprint SLC hubs with centre-lock disc mounting, which use a forged and CNC’d 7075-T6 heat treated aluminium alloy body and axles, and a TaperLock spoke interface.

The rear features a steel spline insert on the freehub body to avoid cassette bite into the material. While 3x treble-tooth individually leaf sprung pawls with 48 teeth on the ratchet ring for fast 7.5 degree engagement are used in the rear hub.

All bearings are CeramicSpeed hybrid which use silicon nitride ball bearings which supposedly feature better roundness, hardness, smoothness and load taking capacity which reduces the chance of damage to the metal races. The bearings also come with a 4 year warranty from Ceramic Speed.

Total weight is claimed 1551g but ours came in at 866g rear and 735g front (1601g total) with rim tape, and no valves or lockrings.

Compatible tyre sizes range from 25-47mm, while axle compatibility is 12x100mm Thru-Axle, 9x100mm Thru-Axle, Quick Release 9x100mm for the front and 12x142mm Thru-Axle, 12x135mm Thru-Axle, 10x135mm Thru-Axle, Quick Release 9x135mm for the rear. Adaptors can be purchased, but 12x100 and 12x142 are supplied as standard, as are 80mm valves and a spacer for 8/9/10 speed cassettes.

The wheels also feature a H_CARE lifetime crash replacement, and a maximum system user package of 125kg.

The ride

The first impression when setting off with these wheels was just how quickly they roll up to speed and then stay there. The wide rim in conjunction with the wide tyre helps these wheels roll quite effortlessly and with the large volume of air in the tyres, it’s an impressively comfortable setup. Perhaps the carbon spokes vibration dampening properties helped out here as well. But for rolling roads and on the flats, the wheels just ate up the tarmac and I found my average speeds increasing for the same effort levels. The CeramicSpeed bearings also likely help aid this fast rolling feeling, and the whole package really does feel exceptionally fast.

I also found that sprinting on these wheels felt fantastic. The rear hub engagement is incredibly fast with the 7.5 degree engagement rate, so there is barely a moment of float before the bite on the hub when kicking down the power. The steel cassette body guard prevents damage to the hub when kicking as well.

The hub is very loud when coasting, though I know some people who love this and others who hate it, I personally didn’t mind. The 2-cross carbon spokes at the rear also appear to deal with the torsional load nicely without any feeling of slack.

From sprinting at both low and high speeds, the wheels were very easy to accelerate. However there was a slight feeling of slack on the front wheel when cornering particularly fast. Reducing the spoke count at the front may have helped slightly with marginal aero gains, but the radial pattern on the right side of the hub can have an effect of reducing the effectiveness against torsional load when braking as well as lateral loads when cornering.

Another area to be mentioned was fitting the tyres, which were very hard to get onto the rim. I needed some grippy gloves to get them on for both sides of the tyre. The upside is that they can be seated with a track pump without a compressor or valve removed.

When it came to climbing, the stiffness of the wheels made them pretty good across shorter sharper inclines, while on shallow gradients the weight penalty of a deeper rim tends to be outweighed by the aero benefits.

On longer steep climbs, I couldn’t feel that much of a difference between these and a lighter 30mm climbing wheelset. I’m admittedly not a lightweight climber, so I don’t think I’ll ever have that sensation of dancing up climbs. But at very low speeds the stiffness aids power transfer and acceleration to a level that the additional rotational mass is imperceivable.

The wheels handled brilliantly in gusty conditions with reliable handling in the wind. Strong winds still meant riding no-handed was a no-go, but there were no unpredictable movements.

Value

There is one big consideration with these wheels however and that is the price. At $2,699 / £2149 these wheels have certainly transcended HUNTs reputation as a budget wheel brand.

The Zipp 404 Firecrest for example come in at a similar claimed weight and rim depth but for $2,005 / £1688, although are hookless and feature no ceramic bearings.

However the HUNTs compare favourably to the Roval CLX II wheelset, which at similar depth and weight, no ceramic bearings, cost $2,800 / £2500.

In terms of a high performing deep section wheelset, the HUNTs are impressive in their performance with minimal faults. But the price is still high.

Conclusion

The HUNT 60 Limitless UD Carbon Spoke Aero Disc Wheelset with Ceramic Speed are a very solid performing set of deep section wheels. The weight is competitive, they handle well in crosswinds, and they accelerate rapidly. The CeramicSpeed bearings also add an additional level of performance and the carbon spokes are replaceable should one break.

The only negative which is perceivable is the slight lack of lateral stiffness when cornering hard, and the price is now over $/£2k, breaking out of HUNT’s reputation as a budget performance option. But for a wheel that performs as well as more expensive competitors, it is still a great choice for those looking for an all-round deep section wheelset.

When the cycling industry, in its pursuit of performance excellence, pushes into the realms of the extraordinary, the price tag follows. All year, we’ve been writing about $18,000 race bikes, $4,600 groupsets, $2,400 power metres and $500 saddles. These days, premium products demand a premium investment, and Cadex’s newest wheelset, the Max 40, is no different. While they’re not quite in the luxury tier of the likes of Partington or Lightweight, they’re certainly a tier above Enve or Roval, which are already considered “premium.”

Dropping $4,500 on a set of wheels is nothing short of extravagant, and many consumers will never consider equipment in this price range. So, I will begin this review where I usually end it: by examining the value.

I’m not someone who will argue in favour of fancy for fancy's sake. A hefty price tag doesn’t inherently mean the product will impress. But after several months on these wheels, I have to admit: the Max 40s have won me over. My admiration for the engineering and ride feel of the Max 40s has grown with each ride, even though I struggle to justify the price tag. And therein lies the reviewer’s dilemma: how does one justify a $4,500 / £3500 wheelset? Honestly, you don’t. Some purchases transcend logical reasoning, tapping into passion, an appreciation for innovation and craftsmanship, or pure showboating. Whether it’s the allure of cutting-edge technology, the pursuit of excellence, or simply the joy of owning something different, the value lies in the experience and emotion it brings, not necessarily in the dollars spent.

So, with that said, meet the Cadex Max 40.

Introducing the Cadex Max 40

You’re forgiven if you aren’t familiar with Cadex as an aftermarket brand. The manufacturer of carbon fibre wheels, frames and other bike parts is a premium sub-brand of Giant, the biggest bicycle manufacturer in the world. Cadex was originally launched in the 1980s but reintroduced in 2019. The brand was developed to push the boundaries of performance through cutting-edge technology, with a particular focus on lightness, stiffness and aerodynamics. Its products are used by, and often developed with input from, the Giant-sponsored WorldTour teams, Team Jayco-AlUla and Liv AlUla Jayco. Cadex is to Giant as Roval is to Specialized, though Cadex increasingly acts as a standalone brand with its high-end products competing against the likes of Enve.

Cadex’s product categories are small but growing. Its wheel line consists of just five models with the Max 40 being the newest model, released this spring. In many ways, the new Max 40 makes the 36 Wheel, a climber wheel, redundant and questions the continuation of the 42 Wheel as well.

Light & Stiff

With a claimed weight of 1,249 grams for the wheelset, the Max 40 is the lightest wheelset the brand has ever offered. It’s also said to feature lab-test-proven aerodynamic advantages and the best-in-class stiffness-to-weight ratio on the market. Put to the test against Lightweight’s Obermayer EVO and Syncros’ Capital SL wheels, Cadex says the Max 40 wheelset was significantly stiffer (up to 44.9 percent) than its competitors.

Tubeless & Hookless

Like its previous models, the wheel sports a 22.4mm internal width and a hookless, tubeless rim. The rim is compatible with select tyres between 25 mm and 32 mm wide, but for optimum performance, Cadex suggests using its 28mm Race GC tyres.

Aero Benefits

Cadex says the 40mm rim depth “hits the sweet spot for optimal aerodynamic gains without adding weight or sacrificing stability in crosswinds.” Further aerodynamic gains come from the one-piece aero hub and spoke design. Here, the brand’s Super Aero Carbon Spokes are bonded straight into the aero hub flange, forming a one-piece structure with the hub. Alloy nipples are hidden at the rim for tuneability, but due to the one-piece hub design, the spokes cannot be replaced.

Finally, the 22.4mm inner rim width was designed to create a seamless interface between the rim wall and tyre sidewall for a more aero profile (assuming the tyre stays within the 25-32mm range).

Specs:

• Claimed weight: 1,249 grams
• Actual weight with tape and valves: 1,302 grams
• Price: Front: $2,000.00 / £1,499.99, Rear: $2,500.00 / £1,999.99
• Hub: Precision machined 48-tooth ratchet hub with Cadex ceramic bearings
• Shimano, SRAM XDR and Campagnolo N3W freehubs available
• Spokes: Cadex Super Aero Carbon Spokes. 16 spokes in the front, 24 spokes in the rear.
• Spokes are tuneable but not replaceable.
• Decal-free Graphics: Cadex’s carbon moulding technology allows fine-rim surface finishing treatment directly within the mould, eliminating the need for additional carbon treatment or decals.
• Rim: 40mm deep, internal width: 22.4
• Hookless, tubeless rim
• Compatible with 25-32mm tyres but aero-optimised around a 28mm tyre
• Max tyre pressure: 72.5 PSI
• Tyre combinability is limited, see chart here.
• Max rider weight: 285lbs
• Lifetime warranty and 5-year Incident Replacement

The Ride

I received my test set in the middle of July, and promptly put the wheels on my scale. They came in at 52 grams over the claimed weight, which Cadex attributes to the rim tape and valves not being included in the specifications.

For the best riding experience, Cadex included a set of its 28mm Race tyres, which were a breeze to mount. I’ve used Cadex tyres before, and have consistently been impressed with the supple ride feel and surprisingly good flat resistance despite the low weight. Designed for race day, these 28mm tyres come in at just 315 grams and feature a 170 TPI, single-layer casing for ride feel, superior rolling efficiency and low weight. This season, I’ve gravitated towards Pirelli's new P Zero Race TLR RS tyre, but after two months of riding, I would confidently put the Cadex tyres on par with the Pirellis.

When I hit the road on these wheels, my initial impressions were purely subjective.

First, these wheels look absolutely stunning. The black-on-black colourway, the sleek and modern profile, and those flat carbon spokes that disappear into the carbon-weave hub flanges showcase the advanced engineering and materials that went into them. Just by looking at them, you know you’re getting something special.

Secondly, that hub sound is something else. This may just be the loudest hub I’ve ever encountered. While pedalling, it produces a pleasant buzzing sound, but when you stop, the freehub engages with a sound that can be heard from a mile away. If loud hubs aren’t your thing, Cadex suggests packing the hubs with a heavier grease to dampen the noise; otherwise, consider your bike bell redundant.

Cadex says the Max 40 was built for speed and designed to meet the demands of the climbers and GC riders of its sponsored WorldTour teams. A wheel that offers “efficient power transfer, aerodynamics, and, above all else, ultralight weight.”

Now, I’m by no means a climber or WorldTour racer, but I thoroughly enjoy the Max 40 Wheelsystem all the same. It is everything Cadex claims it to be: lightweight, stiff, and the perfect all-rounder for long, undulating days in the saddle. The ceramic hubs spin smoothly and accelerate quickly. While they may lack the whoosh factor of deeper-rimmed wheels, they make up for it in quick handling. The steering is precise and predictable, maintaining traction without feeling glued to the road.

Given the wheels’ low weight and superior stiffness, it comes as no surprise that they are great climbers, and as rim depth is trending deeper across the board, 40mm is now shallow enough to be considered a climbers’ wheel.

Yet only 100 grams differentiates the Max 40 from the 50 Ultra. And at this year’s Tour de France Femmes, the riders of the Cadex-sponsored Liv AlUla Jayco team were happy to take the weight penalty in favour of whatever aerodynamic gains 10 extra mm of rim buys you. Despite the mountainous terrain of the latter part of the race, riders opted for the 50 Ultra due to the “all-round nature of the wheels.”

But for the everyday cyclist who may not have an arsenal of wheels to choose from, a 40mm rim depth makes a lot of sense. It’s versatile and strikes a good balance between aerodynamic benefits and weight. It’s stable in cross-winds, more comfortable and lighter than a deeper wheel but still offers some aerodynamic benefits.

I should also note that despite their stiff build, the Max 40s are surprisingly comfortable. Tyres play a role here, certainly, and again, the Cadex Race tyres did not disappoint. The ride feel and handling are superb, and the more I rode the Cadex Max 40 Wheelsystem, the more I liked it—the wheels will add noticeable stiffness and liveliness to any steed you mount these to.

Hub noise aside, I can’t fault the ride quality.

Some Limitations:

While the ride quality is superb, there are some limitations to the Max 40 Wheelsystem, starting with tyre compatibility. Cadex has put some of the most popular tyres through its test protocol and determined which are and are not compatible with its hookless design. The list of known compatible tyres is still rather short.

Also, due to the one-piece spoke and hub design, the carbon spokes are not replaceable. If you break a spoke on the Max 40, you won’t have to replace the entire wheel (as you would with the Syncros Capital or Lightweight Obermayer), but you will need to get the hub-spoke structure replaced at an authorized Cadex dealer. Even with the warranty, this is costly and certainly more time-consuming than swapping out a regular spoke, which makes me nervous about wheel transportation – especially if flights are involved.

Conclusion

As mentioned in my opening paragraphs, the Cadex Max 40 wheels are an indulgence There are many great wheelsets that retail for a lot less. But a product like this borders on luxury and thus transcends logical reasoning.

If you’ve got the cash, the Cadex Max 40 wheelset offers a remarkable ride experience, combining stunning aesthetics with outstanding handling and speed, perfect for long, undulating rides.

All-road wheels are nothing new, and we’ve seen both Zipp and Princeton test the waters with wavy wheelsets in the past – most notably Zipp with its NSW range and Princeton with pretty much every wheel in its lineup.

The evocatively named Sharq – think speed, menace, bite – is, however, a double-first for Fulcrum. The Sharq sits between the brand’s road Speed and gravel Rapid Red product categories while borrowing inspiration from its aero Wind line too. It’s the first time Fulcrum has produced an all-road wheel, let alone an aero one with a squiggly rim.

It's about time too. Gravel may have stolen all the sales headlines over the past few years, but the truth is that many of us spend most of our time riding broken road surfaces and well-groomed tracks.

Recent launches by the likes of Ribble, with its unambiguously named Allroad range, have seen endurance road bikes evolve into machines with wider tyre clearance that can tackle a variety of uneven, if non-technical, surfaces. This is exactly the territory the Sharq has been developed for – rapid rides down wind-blown, pothole-pocked rural lanes, fire tracks and fast gravel. The fun stuff.

Wave hello to the build

It’s pure ego, but I’ll readily admit that the appearance of these wheels is a huge part of their appeal. They’re jaw-droppingly gorgeous, with their soft undulations, etched decals and shiny silver Sharq logos. But that circle of shark-fin-like protuberances is there for performance, not showboating.

Fulcrum says that the aero, wavy rim is 21% more stable in side winds from 0° to 10° and up to 30% steadier between 10° and 20°, compared to a more typical rim profile of a similar depth. Rim height for the Sharq varies from 42mm in the troughs to a sizeable 47mm at the nipple holes. Their side-wind resisting quality is, for the most part, due to the rim’s curious profile, which is symmetrical at the peaks, morphing organically to asymmetrical in the valleys. Fulcrum calls this profile 2-Wave.

The rim bed has an inner width of 25mm, which precludes the use of anything less than a 30mm tyre, but that’s a characteristic that perfectly suits modern all-road bikes. Fulcrum says the rim is optimised for up to 42mm rubber, so if your riding is biased towards chunkier gravel, you’re covered too. The rims are compatible with both tubes and tubeless setups, and feature mini-hooks for 'maximum safety'. Those are Fulcrum's words, not ours, and a possible swipe at Zipp.

The new stainless steel aero ‘A3RO’ spokes were developed specifically for the Sharq, and Fulcrum has them locked in place at the hubs, so they’re permanently aligned. Measuring a full 3mm across the blade, the spokes don’t touch, which may help to keep tension in check and will certainly keep noise down. If there’s one thing that’s sure to trigger my latent OCD, it’s the irritating chatter and pinging of spokes rubbing together on a long ride.

Each wheel has a complement of 24 spokes, laced in a two-to-one formation. This places the largest number of spokes on the side of the wheel that’s going to be subject to the most forces. For the front wheel, this is the left side to support the disc brake, whereas at the back it’s the righthand side to compensate for power put through the drivetrain. For optimal aerodynamics, spokes are laced radial on the side least subject to forces and three-cross on the other for strength and stiffness.

Hubs feature a traditional cup and cone build, loaded with Fulcrum’s USB (Ultra Smooth Bearings) ceramic bearings. There’s an easily accessible pre-load adjustment ring for immediate fine-tuning, and long-term maintenance should be straightforward enough.

The rims share the same silky matt sheen as seen and felt on many of Fulcrum’s recent carbon wheels. The brand uses a manufacturing technique it calls DIMF (Direct Inmold Matt Finish), which, as the name suggests, provides a near-flawless surface finish straight from the mold, without the need for further finishing or painting.

The total system weight limit for the Sharq wheelset is a generous (for a performance wheel) 120kg, which opens up the opportunity for bike packing if you’re a lighter rider.

The ride

I rode our Sharq review set bolted to my Wilier Jena gravel/endurance bike. Initially, I fitted 38mm Vittoria Terreno Mix tyres, but soon swapped these out for a pair of faster 32mm Vittoria Corsa Controls, purely because they better suit my road-biased riding. Both sets of tyres went on tubeless using just my thumbs and seated effortlessly with a track pump. The process was so easy, I could barely believe it. I’m sure the lack of rim tape – the Sharq’s rim bridge isn’t drilled – really helped here.

My scales read 1,484g against the quoted 1,440g, but that’s with a Campagnolo N3W freewheel body fitted. That’s a good weight for a relatively deep set of wheels. During the review period, I had the opportunity to ride out on a set of Miche Kleos RD 36 road climbing wheels, which are similarly priced but weigh only 50g less. I’ve also recently clocked hundreds of kilometres on a set of Mavic Cosmic SL 40 all-road wheels, which cost £800 less but weigh 160g more.

The Miches are sublime and the Cosmics great value, but I’d take the Fulcrums over either. The Sharqs roll very smoothly on their ceramic bearings and feel uncharacteristically agile and responsive for wheels of this depth – not far off the Miches in this respect.

At the same time, they were significantly less troubled by side winds than the Mavics. I regularly ride a few fast long descents on local, narrow hedge-lined lanes that are pretty sheltered until you zip past the occasional five-bar gate. Then momentarily, with no hedge for protection, you feel the wind’s full force, which can knock easily you sideways. I swear I can hear Zephyrus, the Greek god of the west wind, screaming ‘gotcha!’

Of course, in these conditions, the whole bike and rider act like a sail but there’s noticeably less front wheel tug with the Sharq’s fitted.

Their aero profile, relative light weight and good level of stiffness enable these wheels to spin up fast and keep rolling on flat roads, undulating terrain and moderate ascents - no doubt helped by the ceramic bearings. They’re not climbing wheels, but I didn’t ever feel that they were holding me back on steeper ascents, unlike the budget 1,750g alloy Miche Graff XL wheelset that came stock on my Jena.

I’m no track sprinter, nothing like, but my efforts at accelerating hard never unsettled the back wheel, nor did braking with conviction expose any sloppiness in the front. Leaning the wheels, when corning as fast as I dare, also failed to reveal any lack of torsional stiffness.

Much of my time with this wheelset was spent on weekend endurance rides in the picturesque Cotswold hills, pedalling long circuits on narrow rural lanes. However, in my first few weeks, with the 38mm Vittoria Terreno Mix tyres mounted, I did seek out some local gravel routes. Inevitably, my average speeds were considerably lower, but that did give me time to appreciate just how smooth these wheels feel over anything but properly rocky or rutted ground (where, frankly, nothing is going to feel cushy). Some of this feel, of course, is due to larger volume tyres running lower pressures, but even when I transitioned to the narrower Corsa Controls and tarmac, that silky feel remained with me.

I’m far too slow on gravel to appreciate any aero savings the Sharqs may have brought but Traka 360 legend (he’s won it three times) Mattia De Marchi isn’t. He placed fifth at Unbound 200 this year, riding a Basso Palta equipped with Fulcrum Sharq wheels. Another aero gravel wheelset that received much attention at that race was Zipp’s new 303 XPLR, with its massive headline-grabbing 32mm internal width rims. No doubt, the Zipp is a gravel monster, but for my money the Fulcrum Sharq is a more versatile beast, as competent on tarmac as it is on gravel.

Conclusion

It’s easy to be charmed by the Sharq. This beautiful wheelset looks incredible on any gravel or all-road bike, and for some riders that will be reason enough to invest over two grand on a pair. Fortunately, their looks are matched by build quality and performance. In my experience, tubeless tyres mount with ease, they’re fast and responsive on almost any surface, and they excel in blustery conditions.

Specs

• Price: £2,289/$2,807
• Tyre Type: tube & tubeless
• Tyre Size: 28”
• ASTM Category 2
• Weight: 1,440g (quoted)
• Rim material: Full Carbon (FF100)
• Rim height: 42–47 mm wave
• Outer rim width: 29.8 mm
• Inner rim width: 25 mm - mini hook
• Braking system: Disc
•  Front axle compatibility HH12-100
• Rear axle compatibility HH12-142
• Front-wheel spokes: 24, 2:1
•  Rear-wheel spokes: 24, 2:1
• Spokes material: Stainless steel - Double butted
• Spokes profile: A3RO 0.8 × 3 mm, straight-pull
• Nipples: Aluminium, Self-locking
• Front Hub: Aluminium, Low flanges
• Rear Hub: Aluminium, Low flanges
• Bearings: USBTM ceramic, Adj. Cup & Cone bearing system
• Weight limit (system) 120 kg
• FWB Version: HG11, N3W, XDR, MS12

Aero is everything. It’s a mantra that’s been used in road racing for many years, and gravel racing is catching up –if not surpassing the trend– fast. It started with aero bars (which are now largely banned) and has since made way for developments like skinsuits with built-in hydration bladders, wind tunnel-tested bike bags, aero chainrings and, as of late, specific wheel and tyre pairings designed around aerodynamics.

With riders now tackling 200–mile gravel courses in as little as 9 hours, speed is paramount, and small aerodynamic gains can have big impacts.

When the industry first got behind the gravel discipline, wheels and tyres were initially taken from the road discipline and modified for robustness. They had to be able to withstand the abuse of the rough terrain while aiding the prevention of punctures, which led to the blanket adoption of wider, tubeless tyres and rims. Aerodynamics initially took a backseat, and unlike in road racing, most wheels and tyres were developed independently of one another. However, the interaction between tyre profile and rim plays a crucial role in aerodynamics.

Consider any race-oriented road wheel, and you’ll notice how the external rim is ever so slightly wider than the tyre, creating a flush profile. In gravel racing, though, big tyres are the norm, with a 40mm being on the small side these days. But what happens when you put a 40mm tyre on a 25mm rim? You get the mushroom look - which, aesthetics aside, hampers aerodynamics and increases your chance of pinch flats.

Now, more brands and manufacturers are adopting a holistic approach to wheel and tyre design. Zipp calls it Total System Efficiency (TSE™), and with the newly released Zipp 303 XPLR SW gravel wheelset and Goodyear XPLR tyres, the brand hopes to offer proof of a concept many have been working toward: wider rim widths paired with wide tyres at lower pressures are not only more comfortable but also faster.

The wheelset and tyres were released alongside SRAM’s new flagship gravel drivetrain, the 13-speed SRAM Red XPLR AXS. I had a chance to ride it, and you can read the review here.

Introducing the Zipp 303 XLR SW gravel wheels:

Zipp is certainly not unique in recognising the importance of how a tyre profile and rim interact when it comes to aerodynamics. Over the past few years, we’ve seen the internal rim width grow from 23 to 25 to 27 and even 30mm. There’s also been an increase in partnerships between wheel and tyre manufacturers (e.g., DT Swiss and Continental, Parcours and Panaracer) or wheel brands bringing their own tyres to market (e.g. Enve).

While Zipp has released its own tyres in the past, for its newest flagship product, the American company turned to tyre experts Goodyear to develop a perfect gravel tyre and then design a wheel around it.

The brand called their collaboration a “strategic partnership to develop industry-leading tyres that embrace emerging technologies and trends without compromise.”

Zipp’s resulting wheel sports one of the widest rims we’ve seen yet: 32mm internal.

Zipp argues that the mismatch of pairing a 38-50mm tyre with a standard rim size not only hampers aerodynamics, but the rim also does not provide enough support for lateral cornering loads at the desired lower pressures, causing the tyre to collapse and, therefore, negating any advantage.

The new wheelset and tyre pairing comes with a set of bold claims, including:

- Fastest gravel wheel around (on gravel)

- A 5-watt aerodynamic advantage over a leading competitor.

- Zipp says that on gravel surfaces, riders can lose up to 100 watts due to vibration. The larger-volume tyres at lower pressures are meant to act as a suspension to help smooth things out and help riders experience less muscle fatigue

- The 54mm deep rim creates the ’perfect aspect ratio for aerodynamic efficiency’ with a 40mm gravel tyre at race speeds.

In short, the Zipp 303 XPLR SW wheel was optimised for aerodynamics, comfort and flat protection, all intended to help gravel racers cover vast distances of rough terrain at speed.

Key features and details:

• 32mm internal width / max 40mm external width
• 54 mm rim depth
• Increased rim edge maximum protection from pinch flats
• Hookless and tubeless, designed for use with tyre pressures below 30psi (2.1 bars) / Max tyre pressure 50 psi/3.45 bar
• Rim dimensions conform to ISO 622x32 TSS standard but Zipp-recommended tyre sizes (40-60mm) fall outside of ISO recommendations Weight: 1,496 g with valves and tape ZR1 DB hub with 66 points of engagement
• Centre locking rotor interface. Aero optimised for a 40 mm tyre and minimal losses with 45 mm tyres XDR, SRAM/Shimano, Microspline, and Campagnolo N3W hub options
• Launching with Goodyear XPLR tyres but also compatible with select tyres from other brands
• Max System Weight 286lb / 130kg
• Price: $2,100 / €1,800 / £1.600.

The Goodyear XPLR tyres

Designed with Zipp, the Goodyear XPLR tyres were made especially for –and only for– the 303 XPLR wheelsets. “Goodyear Designed for Zipp’ tyres are the result a collaborative approach to redefine performance at the highest level,” the brand states. They come in two models:

- A 40mm XPLR “Slick” which features a semi-slick pattern with two lines of side knobs and a minimally textured middle. The fastest of the two models, the Slick is a light and supple tyre intended for dry days and smoother surfaces. In other words: a champagne gravel tyre. Tyre weight 445grams

- The 45mm XPLR “Inter” was designed for dry and mixed conditions, with a tight pattern of knobs in the centre for fast rolling and side blocks for grip and cornering. These were made for races where the conditions may be a little more unpredictable, say at Unbound. They weigh 80 grams more than the Slick model, weighing in at 525 grams.

These tyre models are ONLY compatible with the Zipp 303 XPLR wheelsets. They’re tubeless but may be used with an innertube if necessary. Tyres retail for $80 / £80 each

The Ride

I got to test most of SRAM’s new top-tier collection all at once, as I received a Canyon Grail CFR test bike complete with the new SRAM Red XPLR AXS 13-speed groupset, Zipp 303 XPLR SW wheels and Goodyear XPLR Slick tyres. This build makes for a very lightweight yet capable and fast race machine – not unlike the bike the reigning gravel world champion Kasia Niewiadoma (Canyon-SRAM) is riding right now.

Looks are arbitrary, I know, but the wheels, with their deep dimpled rims, black spokes and matte grey branding, really do look great on this bike and would complement just about any modern gravel bike out there. They look and feel fast, and that alone gives a certain boost of confidence.

At 54mm, the rims are quite a bit deeper than most gravel wheels on the market, which tend to top out around 40mm. Still, with a weight of just below 1500 grams, the depth comes with little penalty.

In case you’re wondering how much of a difference 7 added millimetres of internal rim width makes to the naked eye, let me tell you: a lot. The wheels look absolutely beefy. They’re substantially wider than the rims on my XC bike and even bigger than the Reserve all-mountain hoops on my full-suspension mountain bike. But before you get tempted to throw these on your XC whip to set some new personal bests on your favourite trail, Zipp warns that these wheels are not to be used on mountain bikes. Any use outside of its intended riding application will void the warranty, and I’d imagine the lightweight build and sheer amount of exposed carbon were not made to withstand the impact.

The wide tyre bed on the 303 XPLR SW allows for a lower tyre pressure while maintaining speed on gravel roads. The wheel also has a lower max tyre pressure than most other rims on the market and depends on the tyre width. For example, tyres 40-44mm have a max tyre pressure of 51 PSI (3.5 bar), whereas super wide tyres measuring 55-64mm have a max tyre pressure of just 36 PSI (2.5 bar).

Since these wheels are unlike anything else currently on the market, Zipp suggests using its tyre pressure calculator in the AXS app. This tool takes your weight plus that of your bike and provides a suggested tyre pressure specifically for the 32mm inner rim width and intended terrain (i.e. gravel). In my case, it recommended 25 PSI (1.76 bar) for the front and 27 PSI (1.87 bar) for the rear. It’s not the ultra-low pressures you might see in cyclocross or mountain bike racing, but it’s still slightly lower than what I ran at my last two Unbound races.

When it was time to get out and ride the wheels, I’ll admit that I was a tad timid at first. I’m not one to shy away from the rougher end of the gravel spectrum, and some singletrack tends to wind its way into most of my local gravel routes. With the deep section rims and the visible rim edge peeking out from the sides of the 40mm tyres, there’s a lot of fragile carbon exposed to potential rim strikes, rocks, etc.

However, Zipp designed for this with 3.9mm-thick rim edges to keep the wheel intact in case of impact. Zipp says the rim edge is 77 percent thicker than previous models, decreasing the chance for damage should the tyre bottom out on the rim edge while also preventing pinch flats.

It’s important to reiterate that these wheels were specifically designed for speed and gravel racing and not technical off-road riding. And you actually can feel where the wheel is at its most efficient. Across chipseal and onto smooth gravel, the wheels zoom along happily, eating up the miles with ease and tangible speed. These wheels are made for those days when you can see vast, undulating hills stretch out before you, with winding ribbons of gravel roads disappearing into the horizon. On the wide open groads, you can really put the power down and let the wheels carry you across the plains, ticking off the miles in personal record time.

With the 303 XPLR SW wheel, Zipp has successfully found the rare combination of comfort and speed. And while made for gravel, these wheels would be a fantastic option for randonneurs and other long-distance road cyclists as well. Should you want to take these wheels on an off-road bikepacking trip, however, Zipp recommends using tyres wider than 58mm /2.28” and keeping the overall system weight below 286lb (130kg).

Aside from my fear of rim nicks and rim strike, the wheels performed surprisingly well on the twisty stuff, too. The hubs spin up quickly and the wheels have more liveliness to them than I would have expected from a 54mm deep rim. They’re stable yet easy to handle when you want to hit corners or attack the descent.

In long-term use, I’d imagine the wheels will be easy to live with as well, thanks to the serviceable hubs, external nipples and j-bend spokes (which are widely available).

A note about the Goodyear XPLR tyres

I got on very well with the 303 XPLR SW wheels but the Goodyear XPLR Slick tyre less so. It simply wasn’t the right fit for my riding and/or the time of year. “Slick” is a bit of a misnomer as the tyre does sport a pattern of two lines of small side knobs and a minimally textured middle. Even with the pattern, the tyre is very fast on both tarmac and smooth, hardpack gravel. But hardpack gravel was harder to find after a long and dry summer. The trails turned loose, dusty and rocky, and I found myself slipping on climbs and had to take corners with caution. I would have wanted either more width or more bite. So if you find yourself on similar terrain, perhaps the 45mm XPLR “Inter” tyre would be a better fit.

The Slick tyres are best reserved for the white roads of Italy, SBT GRVL’s champagne gravel or even Unbound on a mud-free year.

Value & Verdict

When it comes to the price tag, I honestly think Zipp set a very reasonable price. $2100 / £1600 is a lot of money, yes, but appropriate in a premium market. There aren't a lot of deep-rimmed aero gravel wheels on the market yet, and many would have priced their hero product much higher.

Looking at the pro gravel peloton, the Enve SES 3.4 wheels that Alexey Vermeulen uses, for example, are lighter but also shallower, less wide and retail for $2,850 / £3,100. The DT Swiss' GRC 1100 Dicut 50 wheels I've seen on Paige Onweller's race steed sport a 50mm deep rim, weigh 1575 grams and have a 24mm internal width. They also come with a $3,000 pricetag.

Perhaps the closest comparable product I've seen is Parcours' new FKT wheelset, which is also a deep-dish aero (47mm) gravel wheel with a wider internal rim (27mm versus Zipp's 32mm) and a similar weight of 1500 grams. The FKT wheelset does retail for less: $1,599.00 or $1899 with a ceramic bearing upgrade. Cycling Weekly is getting a wheelset in for review so stay tuned for that.

Final thoughts:

The Zipp 303 XPLR SW wheels are an impressive addition to the brand's top-tier offerings. Am I convinced that all wheels need a 32mm internal width going forward? I don’t know. Ask me again when the tyre market catches up. Right now, the lack of compatible tyres is a serious drawback.

That aside, Zipp successfully achieved something unique with the 303 XPLR SW wheels: they designed a wheel that’s light yet aerodynamic, stable but not dull, comfortable yet fast, and not outrageously expensive at $2100 retail.

If you’re an underbiker who enjoys technical and rugged terrain, these wheels are not for you. However, if you’re looking for speed across long and vast distances, the Zipp 303 XPLR SW wheels are certainly worth a look.

DT Swiss was started 30 years ago in 1994 in Biel, Switzerland. In its own words, it “meticulously develop high-performance cycling components that provide a competitive edge to every ambitious cyclist.” 

Its wheels, like these ARC 1100 Dicut DB 38s, can be seen on the bikes of the UNO-X cycling teams, while their hubs have long been used by wheel builders. It also created the star ratchet freehub system, which since the patent ran out the technology has been adopted by many other of the best road bike wheels.

The construction

The DT Swiss ARC 1100 Dicut DB 38 are DT Swiss’s top of the range line of wheels. The main difference between the 1100 and the cheaper 1400 are the hubs. While the 1400 uses DT Swiss 240 hubs with standard bearings, the 1100 uses the Dicut 180 hubs with SINC Ceramic bearings. DT Swiss claim these are superior ceramic bearings to competitors thanks to tolerances or within a few thousandths of a millimetre with the hubs they are made with. The idea is improved durability and reduced friction. 

The 180 hubs are also lighter than the 240. The hubs use Ratchet EXP 36, which has a 10 degree angle of engagement, so to engage the freehub you need to pedal at most 10 degrees. This is designed with a single spring to allow the freehub to turn or engage, helping reduce the number of moving parts, improving durability as well as repairability. The ratchet also has a huge engagement contact point, reducing any chance of slip and reducing wear on specific components. 

One thing I did notice however was that when spinning the wheel in a stand to get sealant spread over the inside, the cranks spin when the wheel is spinning quickly. This can be an issue with larger contact points and more teeth for engagement - essentially the freehub is more draggy. This is only an issue when coasting, and the front wheel spins like a dream with the SINC bearings. 

The rims are carbon and hooked for use with tubeless tyres with an internal width of 20mm and external of 26mm, making them a little on the narrow side by some of the more recent super wide tyres with 21-23mm internal widths and 28-30mm external. 

DT Swiss use its AERO+ approach with these wheels, designed in conjunction with aero experts Swiss Side, which includes looking at performance as a whole package. There is translational drag, the wind hitting the wheel directly as well as the sailing effect from wind coming at wider yaw angles. There is rotational drag looking at the spokes and the effect they have, while Steering Moment is considered to optimise the wheel performance in cross winds. Finally rolling resistance, with the 20mm internal width with a 28mm tyre producing a smaller contact patch than narrower wheels and tyres while maintaining grip.

The wheel also comes equipped with DT aerolite® II t-head spokes for the front wheel, also for the rear wheel on the non-drive side. DT aero comp® II t-head are used on the rear drive-side. 24 are used front and rear in a 2-cross 1:1 lacing pattern. This is to optimise stiffness both in terms of keeping the wheel universally round, but also maintaining torsional stiffness when braking, accelerating or cornering.

All this puts the wheels at 1348g on our scales, slightly above the 1299g claimed weight. However disc rotor lockrings and tubeless tape were installed when we weighed, which accounts for the extra grams.

The ride

The first part of any wheel review is fitting the tyres. I’ve been using the Pirelli PZero RS Race TLR 28mm tyres across a range of wheels, and I have to say the DT Swiss were one of the harder rims to get the tyres installed onto, but not the worst by some way. Getting them seated was very easy though, with valve cores still in and just using a track pump they seated nicely. 

However I did have issues with air seeping out so the wheels tended to sit at 70 psi as seepage stopped. The valve holders are not rubber sealed so even with several rim protector plastic rings, it was difficult to get a full seal even when adding more sealant and checking the rim tape. Often it settled at 70 psi, however having added another load of sealant, it seems to be holding better, but still not consistently. 

Spinning the wheels in the frame also did show they were universally round and had no lateral oscillation, something that I have found in some mid-high end wheelsets still. 

Riding the wheels they were instantly very happy to accelerate up to speed nicely. This was most noticeable from slow speeds where they picked up speed quickly, but was also good at higher speeds as well. When travelling 45-50kph I was still able to get the speed up nicely when sprinting, normally something that isn’t as strong a point for shallower wheels. The stiffness of the wheels likely helped with these accelerations along with the low rotational weight. This stiffness also helped with cornering confidence as the wheels felt planted and very in control when taking fast or technical corners. The spoke lacing pattern and number likely helps out here, as sometimes in the pursuit of aero gains spoke count is reduced, which negatively impacts cornering and torsional stiffness in my experience. 

In terms of aero performance I can’t say exactly how they fare against other wheelsets. I’ve been testing a lot of deep section wheels recently, 50-60mm, and in terms of flat performance the DT Swiss 38 is a wheel of two halves. In headwinds with low yaw, they do feel very fast, and I would say comparable to a deeper section wheel. However in crosswinds they are stable but do not feel as fast, likely due to the reduced sail effect of a shallower wheel in crosswinds. Average speeds are not the most accurate way to gauge things, but generally these have been slower than a deeper section wheelset over routes with 80-120m/10km of elevation. However, I’ve always felt that shallower wheels feel more fun and lively to ride because of this, and the DT Swiss certainly do. The high stiffness and low weight do make these superb for climbs, but also throwing around a bit and fast handling. If I was racing, even on hillier terrain, I would use a 50-60mm wheelset. However for day to day riding and maximising fun, these wheels are superb.

Value & conclusion

At $2,999.80 / £2,499.98 these are an expensive set of wheels and place them firmly in the higher end spectrum of wheelsets. Weight and depth are similar to the Zipp 353 NSW, but those are $4,422 / £3376. The Hunt 32 Aerodynamicist UD wheelset comes in at $1,829 / £1499 and 1213g claimed weight, but lacks ceramic bearings and the reduced spoke count may impact overall stiffness based on personal experience. The ENVE SES 3.4 wheelset is another similarly spec wheelset but is $2,850 / £3350.

When looking at wheels with similar weight, stiffness, and aero specs, the DT Swiss actually comes out pretty well against the competition. There are cheaper options available that present better overall value, but better overall performance is questionable. 

The DT Swiss ARC 1100 DICUT 38 DB wheelset is a really fun set of wheels to use. The low weight combined with the brilliant stiffness makes them super responsive to every bit of pressure that you put through the pedals. Add to that great handling, stability, and a fast wheelset that is decent when compared to deeper competitors and it really is a great overall package. It’s not as ‘fast’ as a deeper wheelset over most courses, but it is subjectively more fun. However, with some tyres it appears to struggle to hold above 70 psi and at $2,999.80 / £2499.98 they are very expensive.

Mavic has been making rad bike wheels since I can remember. It all actually started back in 1889 in Lyon, France, by brothers Leon and Laurent. Mavic has been at the forefront of innovation throughout the brand's history, including being the first to anodize alloy rims, developing the first hooked bead and creating the UST tubeless system. It is known for pushing the envelope. 

I haven’t been on a set of Mavic wheels since the DeeMaxes that came on my 26” freeride bike back in the early 2010's. But now that Mavic is making a return to the United States, after surviving bankruptcy, I feel a hit of nostalgia thinking about those days of bright yellow rims. I was excited to see what Mavic had been cooking up since I last spun up a pair.

Construction

The Mavic Allroad S is an alloy wheelset that features: 

• 25mm IW Maxtal rims
• 24 bladed spokes
• Mavic’s Fore tapeless tubeless system
• brass nipples
• aluminium infinity Instant Drive 360 hubs
• and weighs only 1790 grams for the set.

The Allroad S comes exclusively with centerlock brake mounting and an HG freehub. The XDR, Campy or Microspline driver are all sold separately. The Allroads are unique in that you don’t need tubeless tape. The rims are threaded, and the nipples screw directly into the rim. This allows Mavic to leave the upper rim bridge in tact and saves you the headache of dealing with tubeless tape. The nipples feature a unique head, and the tool is included in the box.

What's in the box

My wheels arrived packaged with care. Each wheel comes with a tubeless valve, stickers, instruction manuals and a spoke/nipple tool — very helpful for the unique bits. 

I was bummed to see that there were no spare nipples or spokes included in the kit. Centerlock lockrings are also not included, nor are spacers for the freehub.

Setup

Setup on the Allroad is about as simple as they come. Install the included tubeless valves — or don’t if you want to run tubes. 

With the tubes installed I had no trouble setting up my tyres. I mounted some 700x42 Ultradynamic Cava’s up with about an ounce of Stan's classic.  In retrospect, I should’ve used another ounce. 

After setup, I had some issues with air seepage. I added another ounce of sealant and the issue sorted itself out. I will say that it was lovely not dealing with tubeless tape. Props to Mavic for saving us all some headaches. 

My centerlock rotors went on without issue, as did my older Sunrace cassette — I haven’t had an HG freehub in quite some time! After a quick adjustment of my rear derailleur, and both calipers, I was ready to roll. 

Ride impressions

Out of the box, the Mavic Allroads are laser straight, true and round. When you put the power down, these wheels are impressive. Stiff enough to feel light and ready to sprint, but once things start getting rough they are also remarkably compliant. Prior to this review, I spent a bunch of time on the WTB CZR rims, and I was expecting that these Mavics would be substantially stiffer. To my surprise, the Mavics felt just as good. I always just assume that carbon hoops will be better, but I forget how good alloy can be.

I generally spend my time in the saddle trying to keep up with faster friends. The Allroads are great for keeping pace. Bearings spin forever, and they are smooth. I usually enjoy a loud freehub. I find that they do a great job of alerting other trail users as I approach. The freehub on the Instant Drive 360 is quiet, while maintaining an impressive 9º engagement. 

I made a point to put the Allroads through their paces. That included plenty of miles of tarmac, gravel and a bunch of singletrack. On tarmac, these wheels are brilliant. They feel great when you really want to put the power down. On rougher roads and smoother gravel, they do a good job of absorbing the higher frequency stuff. When the bumps get bigger, there’s a very clear threshold where these wheels find the end of comfort — which is to be expected, as not a lot of people will "send it" on a gravel ride. Some bigger rubber might help in situations like these.

After a few heavy impacts on the rims along some rougher sections, I was happy to find that the Allroads shrugged off even the biggest impacts. These would be my wheels of choice if the ride was around 85% tarmac or smooth gravel and 15% chunky stuff / singletrack. 

If you’re going deeper into the unknown, I would probably go for something wider and with more spokes — something about relying on 24 spokes makes me hesitant.

Ride highlights:

• Stiff when you need them to be
• Compliant when plowing through the rough stuff
• Freehub is quiet
• Freehub engagement is great
• Reliably strong

Value & verdict

I am impressed by the Mavic Allroad S wheels. For $530 you can have a great looking set of wheels from a company with a deep cycling pedigree. They ride great, and they will be up for any challenge you throw their way. Truly defining what an Allroad wheelset means. If you’re ok with the proprietary parts, the Allroad S is a great choice. The wheels come with everything you need to get rolling, and a 2 year warranty. 

“What does it all mean?” This was the first question I asked DT Swiss at the launch event for the new GRC 1100 50 and 30 wheelsets—and I wasn’t having an existential crisis. I wanted to know how on earth to make sense of DT’s naming system. It turns out there’s a method to the madness.

What I learned is that the letters at the beginning denote the product category and rim material. Three letters means high end carbon, two letters means high end aluminum, one letter means entry level aluminum. Then there are the numbers that follow, which express hub type. 1100 or 1200 means DT’s 180 (highest end) hub, 1400 or 1501 means 240 hubs, and so on down the line, with the four different hub options DT manufactures. 

Why DT choses these numbers to represent the hub types is a separate conversation, but at least it makes it clear how one would go about deciphering these names. Finally, there’s the descriptor at the end, which refers to the spoke type (Dicut means T-type spokes, FYI). 

Apologies if I’ve lost you here—for those so inclined, there’s a video explaining it all deep within the recesses of DT’s vast and information-filled website.

Once we established all of that, we had a chance to dive into DT’s newest gravel wheels: the GRC 1100 Dicut and GRC 1400 Dicut, both of which are available in two different rim depths, 30 mm and 50 mm. It seems that in addition to sitting around and discussing newer and more complex ways to name wheels, DT’s engineers have been busy developing new models within the gravel line. DT’s previous carbon gravel wheelset, the GRC 1400 Spline, launched in 2019 as a mid-depth wheelset with hookless rims.

For the new wheels, DT has decided to return to hooked rims, citing, in part, the gap in consumer’s knowledge and comfort with hookless wheels. We had the chance to test both of these new wheels at a launch event in Grand Junction, CO, and I also tested the GRC 1100 50 wheels for several weeks at home in Seattle.

Design Details

The GRC 1100 wheels feature DT’s 180 hubs with a 36 tooth Ratchet EXP driver. Stated weights for the two depths are 1350 grams (30 mm) and 1567 grams (50 mm). Pricing is $2,999.80 USD / £2299.98 / €2499.80.

DT is positioning the GRC 50 as an aerodynamically-optimized “race” wheel, while the GRC 30 version (which will also be available in 650b) is intended for “adventure.” Both rim designs have an internal width (measured between the hooks) of 24 mm and both iterations are rated for a max system weight of 130 kgs.

DT Swiss uses the same rim profiles for both the 1100 and 1400 series wheels. The GRC 30 rims have quite a straightforward U-shape and max out at 31 mm wide. The GRC 50, however,  gets the addition of some intriguing shaping—the upper part of the rim (where a brake track would be) is concave, before ballooning out to a massive 36.5 mm wide. DT Swiss claims they do very well against the competition in a wind tunnel, though this has not been independently verified.

DT Swiss’s 180 hubs are the company’s top end road offering and are incredibly thin and svelte—appearing barely larger than a 12 mm thru axle in between the spokes. Significant (though not extreme) weight-saving measures, like removing teeth on the centerlock disc brake interface, show up on the scale: a front hub weighs a scant 92 grams, less than half that of some of DT’s competitors. 

The 1400 level version uses DT 240 hubs which add roughly 70 grams to each wheelset, but bring the price down, slightly to $2,399 USD.

On (and off) the road

I spent several weeks riding the GRC 1100 50 series wheels. The first thing you notice about them is the width—at 36.5 millimeters wide they are BIG. DT rates them for use with tires as narrow as 29 mm, and while I didn’t have the chance to test this out, it would certainly look a bit unusual mounted up. 

The rims are optimized around 40 mm gravel tires. I tested out a few different options, spending most of my time on 45 mm gravel tires and 35 mm slicks. On these rims, the 35 mm tires ballooned out to be almost exactly the same width as the rims. They felt exceptionally fast at speed, really coming into their own above 40 kph. 35 millimeter tires are as narrow as I ride these days, and I found myself marveling at the way they rode on these rims—a great combination of speed and stability.

As a lighter rider, I often am uncomfortable on deeper wheels in crosswinds. I expected the same here, but had no issues at all on the GRC wheels, which I chalk up to the shape. It should be said that with a wider tire, there’s even more surface area for wind to push a wheel around, but somehow, it works.

DT’s 180 hubs performed flawlessly, and I particularly enjoyed how easy it was to swap rotors. Because of the cut-outs in the centerlock brake interface, rotors never got stuck on the wheels, which is one of my pet-peeves.

I would say that if you’re in the (possibly small) subset of people chasing marginal gains both on road and off, this wheelset could very well pull double duty. They would be at home with 32 mm tires in a road race and could be mounted with chubby gravel race tires a week later and perform admirably there as well. 

Value and Conclusion

Gravel race wheels are an interesting niche to discuss. At the moment, the market seems to be a mixture of deeper, narrower road wheels and wider, shallower gravel wheels without all that many options in the middle. Gravel race tires are rapidly getting wider, and so far, I’m not sure rims are keeping pace. 

At the pointy end of gravel races, aerodynamics are a deciding factor in races. DT’s new GRC wheels are excellent from both a performance and engineering standpoint, but they are eye-wateringly expensive, very much at the top end of the market. There are few gravel specific wheels in this upper echelon—Cadex’s AR 35 wheels come in right around the same price point, but are significantly lighter at 1,270 grams (though the 1350 gram GRC 30 is probably a better direct comparison here).

I can understand the price justification for the GRC 50 wheels, where people will pay for speed, but I just don’t know how much of a market there is for $3000 adventure wheels like the GRC 30s. It would make more sense to me to offer only the GRC 50 in the 1100 series, and have both the GRC 50 and 30 offerings available at the 1400 level. At $2400, they’re still very pricey, but slightly closer to reality for most riders.

These are top-notch wheels backed by DT Swiss’s excellent warranty, but they’re simply too expensive for most people to get a chance to experience them.

The Syncros Capital SL Aero wheels, with their curious carbon monocoque design, are at the cutting edge of road bike wheel development, a superlight solution for riders prepared to invest heavily in their quest for speed. 

They’re a distant descendant of Syncros’s Silverton mtb wheels, the Scott-owned brand’s first one-piece carbon-fibre wheelset launched back in 2018. Those off-road hoops were ridden to victory by Tom Pidcock at the Tokyo Olympics, and carried Nino Schurter to multiple World Cup victories, so the Capitals come with a fine pedigree. 

Essentially, each wheel – rims, hubs, spokes and all – is constructed as a single unit, a technique Syncros says produces a “one-piece carbon wheel system that is lighter, stronger and more responsive”. We’ll see.

Syncros Capital SL Aero wheels construction 

Syncros’s designers’ priorities began with low weight and inertia, moving on to aerodynamics before concentrating on handling, feel and rolling resistance.

The one-piece construction addresses a few of those priorities, minimising the number of components while making them lighter, stiffer and more aerodynamic. 

To create the single unit, the rim’s carbon fibre is laid up by hand, a latticework of carbon spokes is sandwiched in between and a bearing tube, which carries the DT Swiss hub internals, is bonded into place. The spokes lack nipples, or any kind of adjustability, which is fine because they’re set precisely during manufacture.

During product development, Syncros worked closely with German tyre maker Schwalbe, which created the Pro One Aero to bring out the best performance qualities of these wheels. The Capital SLs are both tubeless and hookless, with 28mm said to be the optimum tyre size for both comfort and aerodynamic efficiency.

Talking of aero, Syncros claims the Capitals wheels are 7% faster than any of the fastest competition: DT Swiss ARC 1100 62mm, Campagnolo Bora Ultra WTO 60 and Zipp’s 454 NSW and 404 Firecrest. Of that collection, the DT Swiss wheels are the lightest at 1,381g – still no match for the 1,290g Syncros. The Capitals are sold as being suitable as a gravel wheel too, able to handle tyres up to 50mm wide, though I’d hesitate to take such an expensive set of hoops onto anything remotely rocky.

These wheels are far from a value offering, coming in at a very pricey £3,830/$4,599.98.

Syncros Capital SL Aero wheels ride quality 

I used the wheels on a Giant Defy Advanced SL0 I was testing, transferring the huge 10-36 cassette from the original 30mm-deep Cadex wheels. 

So, are they faster than the stock wheels on my bike? Yes, without reservation. Every comparable ride on the Syncros wheels was faster than on the stock Cadex wheels. One ride used eight watts less and was 2.4kph faster than another with the stock wheels on a similar route in almost identical conditions. All rides on the Capitals used less power than rides on the stock wheels at comparable speeds. 

On faster rides where the aerodynamics could really make a difference, the power saving was even greater. So, racers travelling at race speeds stand to get the most out of these wheels.

Accelerating out of corners wasn’t quite like opening the throttle on a motorbike, but they spin up so quickly that I couldn’t help but smile. And do it again. And again. Up hills and on the flat, once up to speed it’s easy to stay there – it feels like you’re being sucked along, all the time making a delicious whooshing sound.

It’s not just the noise and speed that make these wheels a delight – the handling is sublime. They slice beautifully through every curve, they’re truly confidence-inspiring, they’re stiff, but not unforgiving, none of that rigidity compromises comfort. And, while the bane of all deep-section wheels used to be crosswind performance, the Capitals maintain stability well. Despite deliberately heading out on windy days, the only time I was caught out was when a lorry passed too close.

Are they faster than the competition? Well, we tested these wheels in real-world conditions, rather than against their rivals in a wind tunnel, so it’s hard to say whether they really are the world’s fastest, as claimed.

Syncros Capital SL Aero wheels value and verdict

The Syncros Capital SL Aero wheels don’t just look great, they’re light, fast and stable. In short, they’re the best-handling wheels I have ever used. If we put the price aside, these unique wheels are exceptional. 

However, for most of us, £3,830/$4,599.98 is a prohibitive amount of money to spend, even when considering the crash replacement scheme that brings peace of mind should the worst happen.

Syncros Capital SL Aero wheels specs 

• Tyre compatibility: Tubeless and hookless 
• Depth: 60mm 
• Internal width: Front 23mm, Rear 25mm 
• Claimed weight: 1,290g 
• Maximum rider weight: 120kg 
• Min tyre width: 28mm 
• Maximum tyre width: 50mm 
• Hubs: DT Swiss 240 custom internals

The first thing you’ll notice about any of the Berd wheelsets is that the spokes are strings. Floppy as a shoelace when not built into a wheel, rigid like metal when in use. 

Berd’s PolyLight spokes may not feel particularly technical at first glance, but there’s more than meets the eye. Their fibrous material is an ultra-high molecular weight polyethylene, also known as Dyneema®, and it brings impressive claims: 

- 15 times the strength-to-weight ratio of steel, 

- significantly improved fatigue life, 

- impervious to UV exposure, 

- and a 200% improvement in vibration damping over wheels with metal spokes, 

- ultralight.

They’re also neither new nor unproven. Minnesota-based Berd has been around since 2015 and their PolyLight spokes carried Brazilian Henrique Avancini to his second career Cross Country Marathon World Championship in 2023.

We welcomed a set of Berd's new Sparrow carbon gravel wheelset in for review to put these claims to the test. 

Construction

Berd’s complete wheel offerings are a relatively recent development and its goal with the Sparrow wheelset is to offer the ride-enhancing qualities of Polylight spokes in the lightest, gravel-ready configuration the engineers could whip up. Berd spokes weigh around 2.5g apiece, about half the weight of a butted 14/15g steel spoke, and a full set of 56 (28h front and rear) saves around 140g over steel, which is a solid headstart in the weight savings department. Berd worked with its rim supplier on a “confidential carbon material and layup” to develop a 25mm deep/25mm IRD rim weighing a mere 265g that also passes its own internal testing. To our knowledge, this rim is among the lightest rims currently on the market while still rated for 70psi with a 28c tire. 

The rim and spokes are paired with Berd's own Talon hubs, which are  available with various axle caps and cassette configurations, rendering them compatible with Shimano 11s, Microspine and SRAM XDR. The driver is a ring drive style offering 10-degree engagement via a 36t ring, with a 54t ring available as a $99 upgrade. The most notable thing about the hubs is the hooked flange, which is designed to accommodate looped spoke ends for a faster build. Of note is that the Sparrows can be had with an Onyx hook flange or Industry Nine Torch hubs with Berd-modified flanges, the latter offering a Campagnolo N3W option. 

The stringy spokes, hook flange hubs and feathery rims build up to an overall claimed weight of just 1,108 grams a set (1,110g on my scale with rim tape and valves).

The Ride

Assuming your mid-to-high-end bike came with wheels weighing around 1,300g, the Sparrows will save nearly 200 grams, which is almost half a pound (0.44lb to be exact) of critical rotating weight. That’s a lot, and for most wheelsets the weight savings will be even greater.

The thing about wheel weight is that it’s hard to quantify exactly how even a dramatic reduction in rotating weight impacts rider effort and acceleration. We’re accustomed to claims about aerodynamic drag in terms of “x watts saved at y speed.” I asked the folks at Berd about a similar calculation to compare the effect of wheel weight on acceleration. Their response: while there is a measurable difference (i.e it takes fewer joules, or watts) to accelerate a lighter set of wheels to a set speed over a defined time period, they did not want to go too far down the rabbit hole of math and performance marketing claims due to how many variables exist in this scenario, which I can understand. 

Calculations aside, the Sparrow’s significant reduction in rotating mass makes itself obvious with the first pedal stroke. Every acceleration, especially from lower speeds, feels more like a leap than a wind-up. Compared to a heavier wheel, they respond with less effort when jumping out of corners and popping up steep pitches. The Sparrows are simply fun to ride—they spin up quickly and feel nimble and responsive everywhere and almost all the time.

PolyLight spokes promise several significant performance advantages over steel, but their thicker, round profile catches more wind than a bladed steel (or carbon) spoke. Add to that Berd’s choice of a comparatively shallow 25mm rim depth prioritizing weight and compliance over deeper, faster profiles, and you have a very light wheelset that hits a wall as you near 30mph. Tires, rider position and a long list of other things factor into overall drag figures, but it would be fair to conclude that the Sparrows trade some aerodynamic juice at speed for the less quantifiable benefits of a very lightweight wheelset and leave it at that, but there’s one more element to consider. Remember Dyneema’s claim of a 200% reduction in vibration? Well, there’s something to it. 

Knowing how light the Sparrows are, you’ll be tempted to ride them more cautiously than the average wheelset, but that would be a mistake. Not only were they designed to be stout enough to endure the real-world rigors of gravel, but they offer a bonafide advantage over many other wheels when the going gets rough. I intentionally piloted the Sparrows through bad lines, expecting a series of teeth-clenching sharp jolts, and instead found the hits noticeably dulled and less jarring. During my time testing the Sparrows I grew more inclined to take rougher, faster lines with the confidence that it would be less punishing, and yet they’re not soft or mushy and ride normally in all other regards. 

If you’re a big rider who likes to take a crack at the county line sprint, there are likely more laterally stiff options to consider, but I didn’t have an issue with the Sparrows wandering off-line on rutted and choppy corners. Given the nature of gravel riding and big, low pressure tires, a little movement might be hard to discern anyway. Berd recommends a 250lb weight limit, and there’s a $200 crash replacement policy for the first five years. 

Setup was a non-issue, and I experienced zero issues with my test wheels, which remained true and free of damage despite my battering them through roots and rocks and even chewing up an errant branch that made its way into the rear wheel. With standard external nipples threading into a steel insert, spoke replacement is straightforward, and considering the strength claims, it is fairly uncommon. Months of dirt and mud did discolor the white spokes, but they cleaned up well with soap and water. Black spokes are available, but Dyneema is naturally white.

Value and Conclusion

At 1,110 grams, this would be a very light wheelset even by carbon rim brake tubular (remember those?) standards. It’s hard to find another set of wheels within 100 grams of that, let alone gravel-specific wheels costing $2,195.

For perspective, Cadex AR35’s are a claimed 1,250g at $3,300, and Roval’s Terra CLX II is a claimed 1,250g at $2,500. Syncros Capital SL’s come closest at 1,172g and those will set you back $4,600.

Berd’s Sparrow gravel wheels offer the noticeably enhanced compliance of their own Polylight spokes in a lightweight, unconventional package that’s a blast to ride, and very competitively priced. The aerodynamic tradeoff will be a dealbreaker for some, but for those running, flared drops and shoebox-sized bar bags should give the Sparrows a shot. 

While the bike industry promotes healthy lifestyles and eco-friendly transportation, its environmental impacts are not insignificant. From the raw material extraction and the manufacturing processes to distribution and (lack of) end-of-life disposal –the bike industry at large is actively grappling with its carbon footprint. 

Luckily, efforts are being made within the bike industry to reduce its environmental impact. Companies are increasingly using recycled materials, adopting more eco-friendly manufacturing processes, and using more sustainable packaging and distribution methods. In the past year, we’ve reported on Schwalbe’s inner tube recycling program, Ergon’s first completely recyclable saddle, Rapha’s new kits made of repurposed fabric scraps and Trek Bicycle Corporation’s nine-year plan to reduce its carbon emissions by 68% – just to name a few initiatives. 

At the Sea Otter Classic, too, sustainability is a burgeoning trend with an increasing amount of ‘greener’ products on display. At this year’s expo, there were at least three brands promoting their CSS Composites-made FusionFiber wheels, which many are calling the future of carbon composites. Brands like Chris King, Revel and Evil are all in on CSS' mission of "creating products that stay out of landfills."

FusionFiber technology is said to make carbon rims that are not only more durable than traditional carbon fiber products; they're also highly impact-resistant, damping and recyclable. This means that once the wheels have reached the end of their lifespan or are simply no longer being used, they can be recycled into a new product. 

FusionFiber Technology - What Is It?

Traditional carbon products are extremely difficult, or simply too costly, to recycle, downcycle or reuse. And so, when the carbon product —be it a bike component, a boat or a spaceship— fails or reaches the end of its lifecycle, it usually ends up being discarded in landfill.

Most carbon components are made of sheets of epoxy-impregnated carbon fibers. Basically, the carbon fibers are 'glued' together with a resin that is cured in a chemical process called thermoset. Once cured, the resin cannot be returned to its previous form, meaning it cannot be broken down and remolded. 

CSS Composites is a Utah-based engineering, design and OEM company aiming to change the way carbon bike products are made through its thermoplastic FusionFiber technology.

A wide variety of thermoplastics has been used in the aviation, aerospace, automotive and medical industries for some time but it’s only just emerging in the bike industry.

Unlike traditional thermoset epoxy-impregnated carbon fiber products, FusionFiber products utilize a long-chain nylon polymer as the matrix that is impregnated into the base carbon fiber material.

In this process, the "glue" — in this case the nylon polymer— can be melted and reused for a new or different product. Both the scraps from the manufacturing process as well as a broken rim can be melted down and shaped into a new short-fiber product. 

For Forge+Bond, CSS Composites' in-house brand, scraps and broken parts are currently only molded into tire levers, but we're told bike parts like stems and bars are in the near future.  

Another benefit of FusionFiber is a simplified production process. FusionFiber doesn’t need to be refrigerated; the whole cutting-and-layup process can be automated and there's no sanding required. All of this not only reduces production time, it also significantly cuts down on energy usage, making FusionFiber an all-around greener option. All products are also made right here in the USA.

FusionFiber Ride Benefits

When it comes to ride performance, FusionFiber wheels are said to be light, damping and highly impact-resistant.

In testing its FusionFiber wheels against the leading epoxy-based carbon wheels, CSS claims that epoxy-based carbon wheels reached their initial failure point with substantially lower impacts and failed to the point where the wheel isn't rideable in only 2 or 3 subsequent drops in a basic drop test. 

“Basically, the underlying characteristic of epoxy is that it is brittle and when it is exposed to enough force, it simply cracks/breaks when the impact is significant enough. With Forge+Bond wheels, the testing shows the failure point 1) requires substantially higher impacts to reach an initial failure and 2) substantially more impacts to reach a complete failure point (8 - 12 subsequent drops),” Garin Fons, the brand’s public relations representative, told Cycling Weekly.

Fons explained that this is due to the microflexing ability of nylon and the wheel’s unique carbon layup. 

Forge+Bond is so confident in the strength of its wheelsets that there is no rider weight limit and the products come with a lifetime warranty.

The Forge+Bond 25GR carbon gravel wheelset in action

Forge + Bond’s 25GR carbon gravel wheelset

• FusionFiber rims (carbon and nylon)
• 25mm internal rim width / 31.4mm external
•  Hookless rim bead
• Tire size compatibility: 32-47mm
• Max tire pressure: 60PSI
• No rider weight limit
• J-bend Sapim spokes
• External nipples
• Tubeless ready
• 100% recyclable
• Lifetime warranty and crash replacement
• Manufactured & hand built in Utah USA
• 1395 grams
• $2,199

I received Forge+Bond’s 25GR carbon gravel wheelset in for review and promptly took it out for some seriously gnarly outings on gravel and a fair bit of singletrack around Oregon’s Mt. Hood.

For testing the wheelset, I alternated between Rene Herse’s beefy and knobbed Oracle Ridge tires and the supremely supple Barlow Pass slicks. I used the wheels on an aluminum Trek Checkpoint ALR5 as well as my Specialized S-Works Crux.

Swapping between tubeless tires can be a bit of a pain but thanks to the hookless and wide rim and decent rim tape, the setup was a breeze. At 1395 grams with Industry Nine’s Torch Road CL hubs, they’re decently light and I quite like the wheel’s raw finish and minimal branding as well. The brand’s bright blue logo is not an easy color to match with one’s bike, but when you’re a new brand –Forge+Bond only launched in April of this year– one wants to be seen.

To me, the use of J-bend spokes, external nipples, a serviceable I9 hub and a shallow rim indicate that this wheel is made to play and be ridden hard. This isn't an aero wheelset to help you save watts as you sail over smooth, champagne gravel. This is closer to a mountain bike wheel than a road wheel and, in fact, Forge+Bond doesn’t even make a road specific-wheel yet—mountain and gravel only.

The wheels came with the encouragement to “ride like there's no tomorrow” so I decided to put the wheels' claimed damping and strength characteristics thoroughly to the test by riding more trails than roads. Spoiler alert: I’m kind of surprised, though pleasantly so, that the wheels remain true and nick-free.

The wheels are playful and responsive. They spin up quickly, snap into action under power and handle tight, twisty switchbacks with precision. More than anything, they keep you planted and in control. Lively and planted may seem like a bit of an oxymoron but it’s important to note that the wheels are by no means dull. They do, however, feel connected to the ground. And perhaps this is where the damping characteristics come in.

My first impressions were actually that the wheels were pleasantly reactive for a low-profile rim, more so than muted. On the road or smoother gravel, there are definitely wheels out there that initially feel more dampened – Enve’s SES wheels come to mind. It wasn’t until I was riding some rough terrain that I could appreciate the marketed damping. Wide, 45mm tires will add some plushness to any wheel but the difference here is that over rocks and chunky surfaces, the FusionFiber wheels appear to bounce less. You stay planted, which makes the ride feel less harsh and more stable. It also gives the rider more control and confidence on fast and loose descents.

Reminiscent of the equally shallow Reserve 25|GRs wheels I enjoyed so much last year, the FusionFiber wheels are highly capable, light yet robust. A wheel made for underbikers and those who prefer a Grinduro and Grodeo event over the long, smooth gravel of FNLD or SBT GRVL.

Or, in their own words, “Forge+Bond is built for those that live at the intersection of performance and creativity. Those courageous enough to demand change and crazy enough to make it happen."

Value and Verdict

There’s a lot to like about Forge+Bond’s 25GR FusionFiber wheelset. It’s a playful, light yet robust and damping wheelset that’s also durable, serviceable and will serve you for years to come. It’s backed by a lifetime warranty and when the rim does reach the end of its lifetime, it can be recycled into a new product. 

It does come with $2,199 price tag, however, and looking at performance alone, there are plenty of wheelsets at that price point or less that are lighter and faster with or without aerodynamic benefits. The comparable Reserve 25|GRs, for example, feature an equally shallow yet wide rim, are bombproof and weigh 50 grams less, and retail for 'just' $1599 with a DT Swiss hub or $1899 with the same I9 hub as used in the Forge+Bond wheels. On the other end of the price range, there's the Chris King GRD23 R45D wheelset, which also features a thermoplastic rim made by CSS Composites using its FusionFiber process. These wheels sport a Chris King hub but weigh 100 grams more than the Forge+Bond wheels and will set you back an extra $716 (MSRP being $2,915). 

Ultimately, choosing these recyclable carbon wheels fromForge+Bond isn't just about the benefits of having a sturdy, high-performance product — it's also about contributing to a more sustainable future and minimizing the environmental impact of our industry and the products we use. 

Launched in 2022, Lōgōs Components is Randall Jacobs’ latest endeavor, offering thoughtful carbon wheels with direct-to-consumer prices.

Jacobs is a former pro mountain biker and industry veteran who’s been involved with several big-name brands as a designer, consultant and advisor. In 2018, he launched his own direct-to-consumer bike company called Thesis, which offers a quality carbon steed at a great value. The bikes are made to order and customers can select the build, from gearing and wheel options down to the handlebar tape color. 

Till this day, Thesis offers just one frame model: the highly versatile OB1, an adventure bike with an endurance road geometry. I actually owned a Thesis OB1 for a bit and was genuinely impressed with the bike’s versatility. From smooth tarmac to singletrack, I took that bike everywhere. It’s relatively affordable, reasonably light and comfortable. It also handles well, has generous tire clearance and all the eyelets one would want for bikepacking. It’s also perfectly capable of the occasional gravel race, and I raced Unbound Gravel on it in 2022. 

With his first solo endeavor, Jacobs set out to create a true all-rounder: a well-priced, quality carbon frame with the versatility to transform into your specific needs simply by adding the right components. It only stands to reason then that Jacobs would set out to offer a line of wheels with that same Do-it-all attitude.

Introducing the Lōgōs Atara 650b gravel wheelset

The Atara 650b was made for those setting out to explore the world around us. From long-distance randonneuring events on cushy tires to shred the trails in your local city park, the Atara is a wide, lightweight yet robust workhorse ready to tackle it all. 

“In starting Logos, it was clear to us that for most riders, the benefits that established premium brands like Enve offer aren’t worth the high price tag. For this program, we started with what we believed the ideal spec to be, and then figured out how to make that spec affordable,” Jacobs told Cycling Weekly. 

Lōgōs Atara - The Spec

• 28 internal width
• 33W
• 24.5 deep
• Blended T700 & T800 carbon fiber 
• No paint
• Spokes: Pillar Wing 20, straight-pull, 2-cross
• Nipples: Pillar brass exposed PB14
• Weight, claimed: 1325g +/-1.5%. Tape & valves add ~30g
• Weight as measured by CW: xxx
• Hubs: arche|os | F:12x100 | R:12x142 | 36T ratchet
• Brake compatibility: centerlock disc
• Tire Compatibility: 47mm - 2.4”
• Max Pressure: 45psi 
• Max Weight: 130kg
• Decal options: sand or stealth back color
• Freehub Options: XDR | HG 11 | Campagnolo 
• Price: $1,299

Lōgōs Atara - The Construction

Wide and light, the Atara rims feature a 28mm internal width that supports beefy tires only, from 47mm up to 2.4”. Lōgōs is a firm believer of wider tires, stating they offer greater traction, control and comfort. 

The rims are made of a T700 & T800 carbon fiber blend that is shaped in precision-polished molds to deliver a raw carbon finish free of heavy cosmetic coatings for not only a nice, matte, paint-free finish but a high strength-to-weight and impact-resistance as well.

While featuring a standard spoke count, the individually-reinforced nipple seats and the wheel’s 3mm asymmetry is meant to create higher overall tension and a stronger wheel. 

The hub is based around the now open dual-spring Star Ratchet design popularized by DT Swiss. Reliable, serviceable, robust and easy to use, this design is a perfect fit for a do-it-all adventure wheel. 

“We could have reduced weight and quite a bit of cost by going with a pawl-based design. However, lower peak load ratings, lower resiliency to contamination and wear, generally poor serviceability, and higher rates of catastrophic failure made pawl-based designs a no-go for us,” Jacobs said. 

In general, Lōgōs places a fair bit of importance on keeping its products rolling and out of landfill. All products are therefore built to be robust, serviceable and, of course, company-supported. To that end, Lōgōs uses non-proprietary and reliable components and backs its products up with lifetime warranty and incident protection.

Lōgōs Atara - The Ride

Out of the box, the Atara wheels look very clean with a smooth matte black finish and simple logo decals (more on those later). They appear light and, with a 28mm internal rim width, they’re certainly wider than any other gravel wheel I own. 

The setup was as easy as it comes. I used some 650b x 47mm Maxxis Rambler tires and Topeak’s booster pump and everything played nice. I was up and running in no time. 

While the 650b vs 700c debate comes and goes, there’s a reason the smaller wheel diameter has been the go-to for long-distance bike tourists and randonneurs since the 1950s and why modern-day bike ‘adventurers’ are rediscovering it. It’s simply more comfortable. The smaller diameter allows you to run a wider, higher volume tire (on most bikes), providing more traction and the ability to run lower tire pressures for an overall cushier, smoother ride. While many will argue that the smaller wheel diameter is slower, for many riders, speed is not a primary factor in their reasons to ride. With its lightweight yet robust carbon construction and tubeless compatibility, this Atara wheelset makes a wheel diameter of years past into a modern workhorse.

My rides on these hoops took place on my go-to play routes in and around Forest Park, which features rough pavement, gravel and singletrack. It also packs a fair bit of up in a short distance and plenty of quick turns. 

Cruising out to the park, the quick handling and smooth roll became immediately apparent. The asphalt on this ride is very rough, broken up and littered with potholes. The wide tires act like suspension, taking the sting out of the otherwise quite jarring road and keeping you planted. 

Once in the park, pavement makes way for gravel of all kinds and a few singletrack detours as well. It is here, on this terrain, that the wheels stood out to me most. The wheels absorb the bumps and glide over the roots and ruts confidently. They lack the nimbleness and speed a stiff wheel provides but make up for it in stability and compliance. Despite their competitively light weight, they also feel quite indestructible, and well-suited for the more adventurous rides and loaded bikepacking trips. 

I’m a big fan of the Star Ratchet hub design and have been using the DT Swiss versions for some time. If you’re frequently swapping cassettes or going between SRAM and Shimano-equipped bike, there’s simply no easier or faster system. By using the open design, the Lōgōs arché|os hub brings that same user-friendliness and serviceability to its consumers at a lower price tag. 

My only gripe with this wheelset, really, is the logo decals. They’re simple stickers that, while easily removed for customization, got damaged pretty quickly and simply look cheap.  

Lōgōs Atara - Value comparison

At around 1360g (tape and valves included), the Atara is a competitive light yet robust workhorse of a wheelset that should last you many years of adventures. It’s also a competitively priced wheelset that’s both lighter and significantly cheaper than, say, Enve’s AG28s wheelset, and while $300 more expensive than the comparable Hunt 650b Adventure Carbon Wheelset, they’re wider and about 100 grams lighter.

Lōgōs Atara - Bottom line:

Lōgōs made these wheels “for the joyful exploration of the world,” and they will be great adventure companions indeed. Serviceable, built to last and take some of the sting out of the groad at a reasonable price, these carbon hoops tick all the boxes for those looking for max tire volume and a smooth ride. 

The Parcours Chrono wheelset is a deep section option, with the front and rear wheels designed specifically to take into account the different yaw angle (the angle at which the air impacts the wheel) at which the wind hits them - something we're seeing increasingly often in many of the best road bike wheels.

As a result, the front has a wider and more U-shaped profile (as the yaw angles are higher) and the rear wheel keeps a more traditional narrower V-shape. According to Parcours the result is that the wheels are more aerodynamic than similarly deep wheels, whilst also being more stable in the wind. This promises to be both faster and also reduce the onset of fatigue, as the upper body isn’t having to utilise so much energy to stabilise the wheels.  

Parcours Chrono: construction

Let’s first take a look at the numbers. The Parcours Chrono wheelset consists of a front wheel that is 68.6mm deep and 32mm wide, while the rear is 75.7mm deep and 30.5mm wide. Both have an internal width of 22.5mm which is designed to be fastest when paired with a 28mm tire. 

The front wheel tips the scales at 754g, while the rear is 875g, which puts the total weight of the wheelset at 1620g. 

Sapim CX-ray spokes are laced in a two cross pattern on both and front and rear wheels with 24 spokes total on each.

The hub is Parcours’ own Centrelock disc hub. It uses an externally splined lockring as the bearings used are too large for an internally splined one. The reason behind the larger bearings is to improve rolling resistance while also increasing ruggedness and durability. The bearings are EZO stainless steel, but Parcours gives the option for a Kogal Ceramic upgrade. 

The freehub body is designed to be harder wearing so as to stop the cassette from biting into it, whilst the ratchet uses a 44t engagement system, with three pairs of pawls for optimal longevity and performance. Should you be interested, there is also the option to have the wheels built with Classified‘s Powershift hub.

As mentioned, each rim has been designed independently. As part of the brand’s research, it says it found that the yaw angle was different at the front wheel compared to the rear.

With these results in mind, Parcours has designed the front wheel with a U-profiled rim shape which is also wider than the rear, as through its testing Parcours found the air hit the front wheel at a higher yaw angle. The rear has a more traditional V shape, with a narrower rim as the yaw angle was found to be lower at the rear wheel.

Then there is the rim depth with the front being shallower at 68.6mm, as the front wheel has the capacity to pivot through the fork, whereas the rear is fixed and cannot move, hence the deeper 75.7mm rims. Parcours reckons this rear depth is still stable enough even for lighter riders.

Essentially, the wheelset is designed to perform better aerodynamically than deeper wheelsets while also being as stable as shallower ones in windy conditions. Let’s take a look at how the wheels feel in practice…

Parcours Chrono: the ride

Putting the wheels side by side straight out the box, it was very noticeable how very different they are to each other. The front is fairly shallow looking for such an aero wheel, and along with that it also has a wider U-shaped profile. The rear however is significantly deeper but also has a much more V shaped rim like aero wheels of old. The reason being that each wheel experiences air at a different yaw angles and so the profiles have been optimised for each wheel individually to produce the fast wheelset.

Fitting the tires wasn’t too difficult, as the tires had previously been used so had some stretch. I went for Continental GP5000s in a 25mm width, although Parcours does recommend using 28mm on these rims, as they have found that to be the most aero and lowest rolling resistance combination. 

Tires on, it was time to get rolling. On the various test loops I did, I was consistently around 3kph quicker over a 30mm rim for around the same power and heart rate, with similar weather conditions. The surprising thing about this is that every test loop was pretty lumpy, with an average of 500m climbing per 30km. 

At slow speed these wheels do admittedly feel a bit sluggish, as they take a while to get up to speed. The weight did feel noticeable on longer steeper drags, and also going from a standing start. But everywhere else, these wheels feel rapid and for a diesel rider like me who likes to churn for hours, they are a dream. As long as the gradient is below two per cent, these wheels just roll and roll. 

On top of this, I was shocked by how little they are affected by crosswinds. There is the initial gust of wind that catches the Chrono wheels, but it doesn’t buffer them at all and you always feel in control. Another benefit was being able to use 25mm tubeless tires, with the wheels feeling supple while rolled wonderfully. Looking at the rim there was room for more tire bulge, and 28mm would certainly be ideal and likely even faster. 

The wide tires will also help with the great cornering. I will admit that I find shallower wheels the best for sharp cornering especially when the road twists and turns a lot, but the Chronos perform well round tighter corners and especially well on long fast ones. 

I also noticed after longer rides that I didn’t feel achy afterwards, even when I'd be riding on potholed and rutted roads. This may be a combination of running softer tubeless tires, as well as less energy required to keep the front wheel stable, an area Parcours has focussed on. 

In general the wheels are good at holding speed but not accelerating. If you like doing hilly rides, where you bounce out of the saddle pretending to be Contador, these wheels likely won’t be for you.

However for time trials, fast paced rides, and flatter routes the Parcours Chrono wheels are close to perfection. If the race has significant hills and sharper gradients, I may be inclined to go for some shallower wheels but for everything else, you’ll find me rolling around on these with a grin on my face as they are genuinely usable as an everyday wheelset - especially as they come with a lifetime warranty. 

Parcours Chrono: value and conclusion

The price of the Parcours Chrono wheels is in line with similar lower budget high- performance wheels such as the Prime Primavera 85mm wheelset (£1,099.98), which we reviewed recently in the 44mm depth, the Scribe Elan 60-D (£1,190.00) , the Hunt 60 Limitless Aero Disc Wheelset (£1,199.00) and the Elitewheels 50D ($1,200 / £990) It does however significantly undercut more premium brands deep section offerings with Zipp 808 Firecrests coming in at £2,590.00, and these are in fact a heavier option!

Weight wise, the 1620g light Chronos’ are slightly lighter than Hunt’s shallower 60 Limitless wheels which are reported to weigh 1,669g. The Scribe 60-Ds do come in even lighter at 1,518g but are shallower. Likewise the Elitewheels 50D only weigh 1,310g but again are shallower.

With the incredible aero performance and reasonable weight for similar price, Parcours’ Chrono wheels are exceptional value.

Scribe is a relatively young brand from Northern Ireland, having started up in 2019 with the aim of offering premium quality wheels at far competitive prices and with a strong focus on customer support and aftercare.

Although the prices of bikes, shoes and accessories seemingly keep on rising, there has been increasing competition when it comes to the best carbon wheels. Although still an expensive investment, there are many more options around the $1,000 / £1,000 mark than there once were and their performance has continued to improve. 

We put Scribe Élan Wide+ 32-D wheelset to the test to see how they stack up in this crowded market.

Scribe Élan Wide+ 32-D: construction

Starting with the rims, the Scribe Elan+ 32-D uses a mix of high filament (12k/18k) Toray T700/800 carbon fibres with an 'optimised glass transition resin', said to optimise for both stiffness and weight. 

This theme continues in the use of carbon fibre straight-pull spokes (21 front 24 rear) to further decrease weight while increasing the stiffness of both the spokes and the wheels (due to a higher tension being used). The carbon spokes are also supposed to help dampen road buzz.

With rim tape - but without valves - the wheels came in at 1,356 grams.

The wheels can come with freehubs for Shimano/SRAM HG11, Sram XDR, or Campagnolo cassettes. Both centre lock and 6-bolt disc brakes can be used and there are adaptors for 15mm front axles. The overall system weight limit is 125kg for bike and rider combined. 

The hub uses Scribe’s own single ratchet drive system with a 36t engagement system as standard. A 54t upgrade is available which promises quicker engagement and quieter hub noise. The hub uses a leaf spring as the only moving part to aid the longevity and ease of servicing. 

Finally, there is a stainless steel insert on the cassette body to help prevent the cassette eating into the hub over time. 

The standard bearings are Endurance Bearings with contact seals externally and non-contact seals internally - they are designed to be fast and usable in all conditions. 

There is also the option for choose the 'Race Bearings' which use oil rather than grease as well as non-contact internal and external bearings. This means in foul weather the bearings are exposed to the elements and increased wear, but in good conditions the wheels spin faster and experience less friction.

The rims of the wheels themselves have a 21mm internal diameter, 30mm external with a 32mm depth for tip the balance slightly more in favour of low weight and stiffness whilst still offering some aero gains. 

The rims were designed optimised with wind tunnel testing, the results of which will be published later this year. The goal was to design the fastest wheels possible from 50mm up, as well as shallower section wheels such as the 32-Ds here. 

The rim shape used was actually found to be fastest in the wind tunnel with the 25mm tyres - but with 28mm the rolling resistance gains outweighing the small aero penalty, Scribe advises 28mm tyres be fitted. 

The ride

Setting up the wheels was fairly easy. I fitted a pair of 25mm Continental GP5000 Tubeless tyres - which proved to be far harder to get the first side of the bead fitted than the second. Grippy gloves were required! 

Even without sealant, the tyres inflated easily enough with a floor pump and maintained pressure in the initial setup. Rim tape was already installed and I fitted Shimano rotors along with an Ultegra 11 speed cassette. 

From the moment I put pressure on the pedals, the wheels would rapidly accelerate - spinning up to speed from a standard start or simply rolling slowly was just an absolute joy. 

Whereas with deeper section and heavier wheelsets you have that feeling of inertia to overcome, with the Élan Wide+ 32-D that was greatly reduced and gave a much more 'direct' feeling to the ride. I imagine with the race bearings and 54t ratchet, these would be incredible for criteriums with twisty corners! 

Handling confidence was high and I felt no flex in the rims when banking over hard in the corners. Due to the fairly shallow depth, even the gustiest days were not able to catch the wheels or make them feel unstable. 

They are quite loud, probably the loudest freehub I’ve used, which is something worth noting - whether you're a fan of that or very much not. The wheels did also feel surprisingly comfortable over rougher road surfaces. This may really be the carbon spokes reducing buzz, as the tyres I used were the same as I’ve used with other test wheels recently. 

When cruising along, the Élan Wide+ 32-D proved pretty good at hold their speed. Naturally they aren’t as rapid as some deeper wheelsets I’ve used when going fast on the flats - but this is to be expected. Scribe does have a 40, 50 and 60mm option for those wanting more aero focus, without much of a weight penalty either - and so worth considering for those who ride on flatter terrain. 

The Élan Wide+ 32-D wheels, however, still accelerate impressively fast even when already at speed. For some fast sprints, they felt so stiff and planted it was a joy to use. Going from 45kph to 60kph on my vanity sprint segment felt notably easy.

Where these wheels shine most, though, is the accelerations on the climbs. I did a lumpy route with a group of riders who have overtaken me in fitness this last year and, despite being both taller and heavier, I still put in a much more competitive showing than I had any right to expect. Seated or out of the saddle accelerations were a lot of fun and my climbing prowess was most flattered.

Carbon spokes aren’t standard so getting hold of a pair could be difficult in a pinch. However, Scribe offers these free for replacement in the event that one does fail. Hunt previously included a couple of replacements in the box with their carbon spoked wheels, but have since stopped providing those. 

Scribe does offer a three year warranty with all wheels and for carbon wheels there is a bearing replacement warranty where you get a new set of bearings in year two and three of your warranty. Crash replacement is also available with a discounted price on a new set. You can also trade in an old pair of Scribe wheels to get a discount on a new pair.

I have also seen concerns over the weight limit of 125kg for bikepacking. I would likely fall over this weight limit with bike and luggage weight taken into account. But I also see these wheels as more road performance wheels, whereas for bikepacking with a high likelihood of some gravel riding, I would probably go for more heavy duty rims anyway. The hub buzz is also loud, but in all honesty not something that I noticed once riding.

Value and conclusion

At £1,190 the Scribe Elan+ 32-Ds are what I would call a high end budget carbon wheelset. There are offerings from Hunt, Prime, Vel, and even Zipp's cheaper 303s wheelset ($1,346 / £1,090) all around this price pint. Scribe does have cheaper options in their Inception and Core range, which are characterised by being heavier and not quite as stiff. 

In terms of the direct competition, Hunt has, for example, the 32 Aerodynamicist UD Carbon Spoke Disc Wheelset, which is similarly priced at $1,549 / £1,199 but lighter at 1,213g. That said, Hunt's wheels are only 25mm wide (the  Elan+ 32-D is 30mm), so potentially there would be an aero penalty when used with wider tyres. 

Also, Hunt's spoke count is 18F / 20R compared to 21F / 24R for Scribe. Both wheels have the same rated weight limit of 125kg, but those extra couple of spokes on the Scribes probably do play a role in just how stiff the wheels felt.

The Prime Primavera 44 ($959.99 / £899.99) don’t have the carbon spokes and as a result are significantly heavier - confirmed as such when we weighed them. That said, the price does come in a little lower. 

Having tested the Primes, I can say that the additional weight on them is noticeable when going up steep climbs and accelerating on hills and the flats. At 44mm deep, the Primes are probably similar for sprinting, with less acceleration but more top speed, and do roll better on the flats. They also both offer 54t ratchet and bearing upgrades. If weight is your primary concern along with out and out stiffness, I think the Scribes win. For aero performance, that’s a lot closer and hard to differentiate if the rim depth was the same. 

Value wise, that puts the Scribe Elan in a decent value range I would say. Similar in price and spec to Hunts carbon spoked wheels, and more expensive but lighter than the offering from Prime. However the Scribe wheels are much cheaper than premium wheelsets from big brands, but from what I can feel no performance losses - making these a much better investment than say a £2k+ set of wheels. I honestly can’t imagine the need to spend that much when wheelsets like this exist.

A supremely stiff set of wheels that are a competitive weight. Performance is on par if not better than many more expensive options. At 32mm deep they lack flat speed performance compared to deeper models, but acceleration at both high and low speeds, on the flats or uphill is exceptional! Bearing and ratchet upgrades for summer racing is also ideal to eke out further performance from the wheels while still being able to use them year round. A great set of warranty supports and multiple spares and adjusters included with the wheels really helps make these a great full package with good long term support.

Hollowgram, a sister brand of Cannondale, has gotten in on the current (and excellent!) trend of offering top-end performance wheelsets at more attainable price points. 

Much like other similar products on the market, these 45mm deep wheels also cut a sleek look with their predominantly matt carbon finish and subtle gloss black decals denoting their name. 

So whilst they don't cut an especially unique look, they will look at home on any disc brake road bike out there. So, having passed the bar for aesthetics, just how do they perform out on the road - and where do they sit amongst the best road bike wheels?

Hollowgram R45: Construction

Hollowgram's latest offering, named the R45, feature a 45mm deep rim, a 21mm internal width and a chunky 32mm outer width - to pair best with wider tires. The wheels come ready to be set up tubeless, with the necessary tape already installed and Muc-Off valves included out the box. 

I took advantage of the ability to go tubeless and fitted some new Panaracer Agilist tires with Stan's sealant without any issues. Unlike some other pairings of wheels and tires - which would have you fighting for hours on end - this combination only took a few moments of manipulation to work into place and they happily popped onto the rim without much persuasion. 

Once inflated, and after hearing the unmistakable sound of tire bead popping into place, I was ready to roll. 

But just before hitting the road, one aspect I like to inspect - especially with a wheelset that has such a wide external width of 32mm - is how the tires transition to rim. Well, as the rim has maintained a hooked bead, the tires do get squeezed in ever so slightly and you are left wondering how much smoother the transition would be with a hookless rim profile. 

But alas, a 21mm internal width should still provide the ‘balloon’ feel which is so popular these days. I popped a 28c tire on the front, which meant the rim was ever so slightly wider than the tire - supposedly ideal for aero gains. On my Vernier callipers, the tire measured at 27mm. On the rear, I fitted a 30c tire which measured 28.5mm on my callipers. 

Whilst you can lose a bit of a tire width when using hooked rims, the drop did prompt me to double check the outer width of the wheels and they came to 29mm on my callipers, not the claimed 32mm. 

This obviously meant that I had to check the internal width as well and they measured at 20.5mm. So whilst the claimed numbers may not be entirely accurate, the next question was just how they'd perform out on the open roads. 

The ride

One thing which was obvious after half a dozen or so rides is that these wheels really do provide the same ride feel which has become a hallmark of modern disc brake road bikes - that being large amounts of grip and a smooth ride feel.

Now, whilst these characteristics are often discussed more in relation to tires, if the wheels don't provide enough side wall support or fail to allow the tires to sit wide enough, then those qualities do get inhibited.

These wheels aren’t particularly light as they tip the scales at 1730 grams. To put that number into context, that’s without valves or tape. Out the box, with tape fitted, mine were edging just over the 1770 gram mark. Out on the road and they certainly do not feel as spritely as their more expensive counterparts, the HollowGram 45 SL KNOT wheels.  

As I have already mentioned, these wheels have been released into a hotbed of competition. Roval, Bontrager, Newmen, Zipp and Syncross all have wheels with the aim to deliver top end performance without the top end price tag. Each brand has gone about it differently, but the most common savings are being made through the hubs and spokes. 

This again rings true for the Hollowgram R45’s, as their big brother - the HollowGram 45 SL KNOT - utilises a HollowGram hub and DT Aerolite spokes, whilst the R45’s settle for a hub with Formula internals and standard double butted spokes. 

It’s safe to say these wheels provide a lot of what your average rider looks for in a set of deep section carbon wheels. Plus the way these wheels have been priced means they will likely catch the attention of those looking to upgrade their stock bike wheels. 

Aerodynamics will be vastly improved over a box section rim, the aesthetics are absolutely on par with the most unobtainable of wheelsets and they do a good job of mimicking the same ride feel. 

Value and conclusion

Of course, with a wheelset priced at £899 - which comes in at less than half the price of the top end - there has to be a ‘but’ and in this case that's the weight. Additionally, the lack of a hookless rim potentially hinders these wheels as they squeeze the tires in and limits their potential. However, as compromises go, this isn’t the worst one to make. Especially considering that the Roval Rapide CL II wheelset, which costs $1,750 / £1,500, also maintains a hooked rim.

These wheels represent a safe buy for most people wanting to make that jump from stock bike wheel to carbon deep section and provide another option for those who want to embrace the constantly repeated advice of ‘wheels should be the first thing you upgrade’. 

Whilst they’re no means the best of all carbon deep sections, they also do not claim to be. They do, however, provide and easier setup than most, flat road speed and eyebrow raising looks. 

With the continued rise of the gravel bike and the benefits of running wider tires on road bikes moving from trend to accepted wisdom, there’s been a confluence of sorts when it comes to wheel design. 

The result is a group of gravel wheelsets that draw on both road and off road influences, created to work with tires that range from 28mm to 50mm in width and across a range of surfaces from road to gravel and plenty in between. Deda Element’is Trenta 2 is one such example.

Call them gravel or all-road, the 700c Trenta 2s are a lightweight carbon offering from an Italian brand that’s well-regarded for its use of the material.

Deda Trenta 2: construction

The Trenta 2 hooked rims are constructed from high-modulus unidirectional 3K carbon fiber, which the brand says makes them both strong and durable. It’s likely to make them pretty stiff too. 

This updated model has seen the internal rim width increase to 23mm to help get the most out of the wider tires they’re designed to roll with, while the hooked construction ensures plenty of possible tire options, including riding standard clinchers with tubes should you wish (I tried this and they were a cinch to fit).

The 32mm rim depth is relatively shallow compared to say the hookless Zipp 303S, but out-and-out aerodynamics aren’t the headliner here. Rather it's a rim that’s designed to wear a number of hats, hopefully without compromise. 

Pick the wheels up though and it's their weight, or lack of it, that is worthy of the front page, even if it's just a sidebar. Deda has a claimed weight of 1445 grams for the set, which is pretty light by gravel or all-road standards. You might think that there are more pressing requirements for a wheel that’s likely to take a hammering but given the popularity of gravel racing as well as cycling’s long running fascination with anything lightweight, and it will be relevant to many potential customers I'm sure.

The spoke count is 24 front and rear, using a straight pull bladed variety laced in a two-cross pattern. The 6061 machined alloy hubs use a four-pawl freehub and Enduro’s ABEC 5 steel bearings, the latter being of renowned quality and likely to roll smoothly for some time. 

Unsurprisingly we also see the center lock disc and 12x100mm, 12x142mm thru-axle standards used here, although both 15mm thru-axle and QR adaptors are available for purchase too. 

The ride

Creating a wheel that can handle a range of tire widths and with it a multitude of riding surfaces is not an easy feat, certainly if you’re trying to minimize compromise. The Trenta 2s need to roll along with speed on smoother surfaces, accelerating quickly when required. Ideally they’ll also deliver comfort over rough terrain, smoothing out the ride while at the same time taking the hits that are part and parcel of any gravel wheel’s life.

Fortunately they do both, although not in equal measure.

The Trenta 2s are right at home on the road. Even shod with 40mm wide gravel tires they feel light and responsive, picking up speed quickly and then maintaining it. They’re pretty stiff too, which is particularly noticeable during quick accelerations. After a number of miles riding on both B-roads, country lanes and bike paths its all-road credentials were becoming clear. Equally, it was easy to imagine the wheels as a smart choice for gravel racers, where rolling speed is of obvious importance.

Heading off-road onto wooded trails and these characteristics become both a blessing and, occasionally, something of a curse. The stiffness and speed was evident through the turns and on the short, steep climbs. However, hitting exposed tree roots and larger rocks was less fun, and despite the plush 40mm tires, these rougher surfaces translated to a more unforgiving ride. 

I sense there is some subjectivity here, though. If you enjoy riding at full tilt, then the stiff build will likely deliver the performance you’re after, with the slight harshness I perceived fading into insignificance. But, if like me, you’re far more likely to be cruising along and favour comfort over speed, then you may find yourself wishing for a little more compliance - or a wider tire perhaps? 

Equally, the freehub seemed to deliver varying performance based on the terrain. On the road or on smoother off-road surfaces I didn’t have to pay it any mind. It was a little noisier than I’d prefer but it engaged without issue. On the trails though the 4-pawl mechanism was a tad slow; nothing too alarming but still noticeable particularly when navigating more technical climbs in lower gear ratios.

I’d recently been riding a set of Cormia’s all-road Essentia 40 wheels, which shared the same 10-degree engagement angle but used a ratchet mechanism rather than the pawl set-up favoured by the Trenta 2s. There was a small but discernible difference between the two, with the Corima’s being less gappy and also a little quieter too.

Without riding the wheels for many months it’s difficult to speak to their durability but during my test period they’ve more than stood up to the task. As expected, the bearings are still rolling smoothly and the rims show no damage despite ringing out a few ungodly noises over rockier terrain. The choice of alloy nipples did cause a raise of the eyebrows. Given the choice I’d always opt for the non-corrosive brass variety but this is again an issue that would take hold over a longer period of time.

Value

Deda’s Trenta 2 wheels cost £1,205  /$1465 for the set, which makes them competitively priced in an ever-growing segment of the market.

For comparison the Corima Essentia 40 wheels, designed with a similar all-road application in mind, are a little heavier and have deeper width rims and retail for €1490.00, which translates to £1279 / $1570. 

The Zipp 303S too are designed to work across tire widths and differing terrain and retail at $1,327 / £1,031 a set. Again, compared to the Trenta 2s they are both heavier - 1530 grams for the pair - and deeper.

Specs

• Size: 700c
• Profile: 32mm
• Rim width: 29mm
• Rim width Internal: 23mm
• Axle front: Thru axle 12 x 100mm
• Axle rear: Thru axle 12 x 142mm
• Weight : 1445g per pair
• Spoke count: 24 (front and rear)

Prime is a UK-based brand which produces a range of components, ranging from wheels to handlebars, in alloy and carbon, across road, time trial, gravel and MTB disciplines.

Much of the brand's R&D is conducted at the Silverstone Sports Engineering Hub, where their products are tested for both aerodynamics and rolling resistance - as are many of the best road wheels. This is in addition to heavy use of Computer Fluid Dynamics (CFD) in Prime's development cycle.

Prime Primavera 44 road wheels: The construction

The Prime Primavera 44 road wheels are a ground up redesign of the previous Prime Black Inc wheels, which represented the top flite of Prime’s wheel range line-up. 

The new rim profile employed many hours of CFD modelling in its design phase, with a particular focus on the effect the spokes have on the air flow. Interestingly, there are brands which chose to ignore the effect of the spokes in their computer modelling - but Prime has sweated the details on these.

The rims themselves are tubeless-ready and have a hooked profile for greater compatibility with various tyres. Rim width is 23mm internal and 30mm external, which is wide, but not boundary pushing, and has been chosen for the balance between aerodynamics, rolling resistance and tyre compatibility. 

Claimed weight is 1,378g but they came up as 1,571g total on my scales - that was with rim tape fitted and tubeless valves, but even so, it doesn't fully explain all of the extra 150g.

24 straight-pull spokes are used front and rear, and are a mixture of DT Swiss Aerolite (drive side) and Aerocomp (disc side), to better optimise stiffness and replaceability. A large part of Prime's vision for these wheels was not solei the performance aspects, but also their serviceability and service life. DT Swiss Pro Lock Squorx nipples are used as they are supposedly easier to get the ideal tension balance across the rim. 

The hubs are one of the largest areas of development for the wheels, with the rim being designed around them - hence why Prime will be offering the hubs separately for custom builds. They go by the name SR1D and are made of CNC machined 7075 aluminium. The bearings are fairly standard - again to make the wheels more easily serviceable and easier to live with

The front hub uses two 6803 bearings whilst the rear uses one 6902, one 17287 and the freehub using two 6802 bearings. In the standard setup, the system uses a 36T dual-sprung star ratchet, which means engagement occurs at around 10˚ rotation (depending on crank length) compared to generally around >12˚ for many wheels. 

For those who want even faster engagement, there is a 52T upgrade available which promises to be easily switchable and reduce that engagement angle down to just 6˚. Prime does state that the 52T is not as durable as the 36, and so recommend switching between them depending on what point of the season you're in. Faster engagement in the summer racing season, slow engagement for winter training.

Along with the wheels, in the box you get four spare spokes and nipples, tubeless valves, QR skewers, a 10 speed spacer, 15mm Thru axle end caps, and QR end caps. Prime also offers a crash replacement policy where if damaged beyond repair in a crash or accident, you can get a new set of wheels at 40% off if it occurs within 2 years of original purchase.  

The ride

I set the wheels up with some Continental GP5000 TL 25mm tyres, with one being very easy to slip on and the other presenting something of a wrestling match - as to which was to blame, I think it's more likely the fault lies with the second tire rather than the other wheel.

Once on, neither tire needed sealant to get inflated nor to maintain pressure, which was very impressive. Being 25mm tires on 23mm rims, they did come up quite plump, measuring 27mm across at the widest point - 28mm would have been a better match.

Going from box section aluminium rims straight to 44mm carbon deep sections it was noticeable that the wind does catch the wheels, especially on a blustery days. But although you can feel the force pressing against the rim, there was no buffeting and it didn't feel like my wheels were being caught and grabbed by the wind at all.

Put it this way, I could happily ride no handed to put a jacket on down a line of interrupted hedgerows where clearings led to gusts of wind moving the wheels but in a controlled manner. In this respect they perform better than other deep section rims I’ve used in the wind.

I chose a particularly lumpy test route which mixed some steep climbs with technical descents and a flat finish. On the inclines, going out of the saddle and attacking the climbs, the wheels showed no signs of flex and responded very well. I find with my training wheels that out of the saddle there is lateral movement in the hub that causes the rotors rub - no such issue with the Primes. 

I wouldn’t call them snappy, but they do feel light and stiff for climbing and getting up to speed as well, which is nice given they are a decent depth of rim. Descending they felt planted and on a twisty downhill where I was happily able to gap the cars behind me even with the wind blowing hard. 

Once onto the flats, the wheels roll tremendously well, keeping their speed with relative easy. Opening up for a sprint, they feel very well connected to the bike and you don’t feel like any power is wasted. I was comfortably able to hit a higher speed than usual for similar power on my regular sprint section of the test loop. 

Part of this will be the 36t star ratchet which engages very quickly for sharp accelerations. Essentially, the wheel engages after 10 degrees of rotation. For those racing crits and wanting even more punch, there is a 52t add on that you can purchase for even faster engagement as only ~6-7 degrees of rotation is required before it picks up. 

The matt black carbon finish does lend itself to getting very filthy when there is a muddy puddle or two on the loop, but this is easy to clean off.

Value

At $959.99 / £899.99, these wheels feel significantly better than several $2,000 / £1,500+ sets of wheels that I’ve used recently. They are easily as stiff, and if anything roll better on the flat roads.

Compared to other wheels available on the market, the most direct competitors are likely to be the Hunt Aerodynamicist 44 (£879.99 / $919), Scribe Inception Aero Wide+ 42-D (£720 / $1,000), Zipp 303S (£1,090/ $1,346.0) and the Vel 50 RL (£749).

The Primes are competitively weighted compared to all of these wheels. The Hunt wheels come in slightly lighter - but every other wheelset listed here is heavier. All of these wheels feature a similar rim depth and construction too (the Zipps are hookless rims). 

A big plus point for the Prime wheels is their construction, use of regular sized bearings, steel components and standard spokes. This means that maintenance, replacement components, and longevity of components should be longer lasting and cheaper to replace. In the long run, that could make these cheaper wheels to maintain and less likely to have issues that require expenditure of money. That was Primes goal with these wheels.

Conclusion

These wheels do everything right. Tubeless installation is easy, hub engagement is super-fast, they are stable in cross winds and roll very well on the flats. The only area where they aren’t perfect is on steep climbs (+12%) but everywhere else they perform exceptionally. 

Price-wise they are very competitive, and in many areas outperform similarly priced rivals. The use of standard bearing, spokes, and long lasting materials is a big bonus to ensure that the wheels are cheaper to maintain and should last a long time, potentially making the long term cost of these significantly better than the competition. 

The option for hub upgrades and ease of getting aftermarket ceramic bearing options is also a very nice addition so these wheels can easily be switched between training wheels, and even faster race spec easily.

Changing wheels is usually one of the best ways to upgrade your bike. Often bikes come with wheels that are relatively lower spec than the frame / bike itself, in order to meet a price point. 

A wheel upgrade can give you loads of benefits like less weight, more stiffness, better aerodynamics, less rolling resistance and being more comfortable. But the best road bike wheels don’t come cheap - or do they...?

Elitewheels is a small, direct to consumer brand based in China. Elitewheels design, manufacture and distribute their own wheels for a fraction of what bigger and better known brands do. And whilst $1,200 / £990 for the Drive 50D wheels is still a lot of money, equivalent wheelsets we’ve found cost more than twice that amount which makes them a bargain in comparison.

Elitewheels Drive 50D: Construction

The Drive 50D are Elitewheel’s carbon road disc brake wheels with a 50mm deep rim. Drives also come with a 65 or 40mm deep rim and there’s a rim brake version too. Wheels are built to order which is usually a five day turn around and then they’re shipped to you direct from the factory which can take a few weeks. Shipping is included in the overall price.

As pretty much all carbon rims, the Drives are constructed from UNI carbon fibre (non-woven, parallel fibres) to be both lightweight and strong. The 50mm deep rim profile has been developed to be both aero but also stable in windy conditions. The rim has a 21mm inner and 28mm (we measured them at 29mm) outer width with hookless beads means they’re tubeless compatible. The internal rim width will allow you to run a 25-38c tyre. Rims come tapped and with tubeless valves installed.

Both the hubs and freehubs are Elitewheel’s own design and build. Hubs are machined from aluminium and designed to increase lateral stiffness of the wheel. If nothing else, aesthetically the hubs are really beautiful things. Inside the hub are S&S mixed ceramic bearings. Our hubs came with centre lock disc mounts but six bolt versions are also available.

The freewheel uses a four-pawl system with a 36 tooth ratchet giving 72 points of engagement, more than plenty for a road wheel. There are Shimano/SRAM 10-12 sp, SRAM XDR and Campagnolo hub options.

Tying the hubs and rims together are Elitewheel’s own carbon aero bladed spokes (in a 2:1 pattern), something usually only found on much more expensive wheels. Carbon spokes not only offer much greater stiffness than steel ones, they also don’t deform over time so your wheel is much less likely to run from true. 

And, unlike moulded carbon spokes which mean you have to have your whole wheel repaired or replaced if one snaps, these can easily be replaced using one of the spares that come with the wheels.

Finally, weight; including rim tape and tubeless valves they weighed in at 1310g on our scales. This makes them lighter than many other wheels with the same depth rim.  

Elitewheels Drive 50D: The ride

Before the riding bit comes the tyre fitting. I mainly ran these with 28c tyres and both Schwalbe Durano and Bontrager R3s fitted nicely (the Schwalbe needed a bit more oomph behind the tyre lever to get over the bead). I couldn’t get the tyre to seat with a track pump only but they inflated easily using my small DIY tubeless inflator (a reclaimed fire extinguisher). Once the tyres were fitted they’ve not leaked any air in over a month of use.

There’s a chart which recommends tyre pressure according to rider weight and tyre size which is a useful place to start if you’re not familiar with riding tubeless tyres. I didn’t ride these wheels with standard clincher tyres and inner tubes but that’s always an option if you don’t want to go tubeless.

Once out on the road the Drives provided everything I could wish for from a 50mm rim. They were quick to accelerate and once up to speed, rolled brilliantly. Given I’ve tested these wheels over the late autumn / early winter, my form was never in a position to push some PBs but I’ve consistently ridden at around 2mph faster than my usual off-season bimble speed.

Whilst many wouldn’t dream of climbing on a 50mm rim, I haven’t found them at all laboursome. In fact, I’ve (reasonably) comfortably been able to scale climbs on my 1x set up that I normally leave for my 2x bike. I suspect the quick acceleration and overall low weight of the Drives offsets any disadvantage of the wider / heavier rim in comparison to my usual 35mm rim wheels.

Without a wind tunnel it’s hard to quantify how well these wheels perform compared to others in terms of their aerodynamics and in side winds. On the second point I’ve been really amazed by the fact I haven’t noticed any buffeting when riding in some quite strong and blustery conditions, including sudden side winds on open sections like high road bridges. I certainly don’t feel the need to swap them off on a windy day or for an exposed route.

Given their stiffness I haven’t found the Drive 50Ds at all twitchy. In fact, they’ve felt really stable and trustworthy. A lot of this has to do with the ability to run a wider tubeless tyre which gives an incredible amount of grip and a hugely confident feel.

Finally, a very quick point on servicing. One disadvantage on buying Elitewheels is the lack of worldwide distributors and service centres should you need spares or a service (Elitewheels are expanding this provision across Europe and the US in the next year). However, the hubs and freehubs are easily serviceable with online videos to support the home mechanic or your chosen professional. 

The wheels come with four spare spokes and you can buy replacements, as well as other parts such as freehubs, if you change your drivetrain brand, direct from Elitewheel’s extremely helpful customer services. Should you need to fix a broken spoke it’s recommended you take to an experienced wheel builder to ensure all is properly tensioned (albeit they’re straight pull spokes which makes rebuilding easier). There’s also a three year warranty on the rim, spokes, nipples and hubs should you have any problems.

Elitewheels Drive 50D: Value and conclusion

In terms of value for money, similarly specced wheels from other brands don’t even get close. A set of Rapide CLX 11s (51mm deep carbon rim, 21mm internal, ceramic bearings, non-carbon spokes) from market leaders Roval will set you back $2,800 / £2,500. The popular British brand Hunt’s 48 Limitless UD Carbon wheelset complete with ceramic bearings and carbon spokes (48mm carbon rim, 22.5mm internal) will cost you £1,800, almost double the price of the Drive wheelset. The Drive 50Ds are also around 200g lighter than each of these competitors.

The Elitewheels 50D have performed outstandingly and have given everything I could have hoped for from a 50mm carbon wheel. Amazingly they retail for half the money (or better) of other wheels in this bracket which really makes them hard to ignore. The only real downside is you will need to wait for a few weeks for your shiny new wheels to be built and shipped from Elitewheels.

Elitewheels Drive 50D: Specs

• Tire Compatibility Clincher/ Tubeless
• Rim Depth 50mm UNI carbon
• Inner Width 21mm
• Outer Width 28mm
• Front Hub Spacing 12x100mm / QR x 100mm
• Rear Hub Spacing 12x142mm / QR x 135mm
• Spoke Type Carbon cs-01
• Nipple Type Alloy Secure Lock
• Bearings S&S Ceramic
• Brake Compatibility Disc (Centre Lock or 6-bolt), rim brake version also available
• Weight (Pair) 1300±30g
• Rider Weight Limit 285lbs/130kg
• Recommended Tire Sizes 700 x 25-38C
• https://www.elite-wheels.com/ 

Already spotted on the WorldTour being raced by the Bike Exchange - Jayco team, Cadex today officially launched its all-new Ultra 50 wheelsystem, complete with a optimized tubeless tire. 

Cadex, which is nested under bike manufacturer Giant Bicycles, already had 36mm, 42mm and 65mm deep wheels available, but with the Ultra 50s Cadex presents its lightest, fastest and most high-tech offering yet.

Away from the World Tour, Cadex has also been making headlines in the triathlon world as of late. Cadex is the bike sponsor Olympic gold medallist and Ironman World Champion Kristian Blummenfelt, whose unconventional (no top tube, anyone?) custom Cadex Tri bike raised many eyebrows at the Ironman World Championship. 

Cadex has long been experimenting with composite products, frames and wheelsets alike.  The brand got its start in the 1980's when Giant wanted to be among the first brands to mass-produce carbon bike frames, which at the time were far outnumbered by aluminum alloy frames. 

Cadex succeeded in releasing a carbon road bike and mountain bike frame, but as carbon frames became increasingly popular, the idea of a carbon bike was absorbed into the larger Giant-brand offerings and the idea of Cadex went into hibernation — until 2019.

In 2019, Cadex officially relaunched with the goal of making the best, most aerodynamic products in the bike industry. 

With the launch of the Ultra 50 wheels, Cadex says it took a “spare no expense” approach to demonstrate just how much riders stand to gain when leveraging Cadex-engineered products. 

The Tech

The Cadex Ultra 50 wheels were built with one thing in mind: saving watts. From the flat spokes to the proprietary hub and Aero Tubeless tires, the entire wheelsystem is designed to move riders forward, faster and on fewer watts. 

Disc-Only

Rim brake bikes, and the matching wheels, are becoming a thing of the past. As such Cadex is the latest brand to go disc-brake only in their offerings. The Ultra 50 wheels are only center lock disc brake compatible, and the wheels do not come with their own rotors and lock ring. You’ll need to provide these on your own. 

Hookless & Made for the Aero Tubeless Tire

The Ultra 50 wheels are a hookless tubeless design, and come ready for tire installation with rim tape already set. While other industry favorites such as Continental 5000s or even Cadex’s own Cadex Race tires cab certainly be used, the wheels were optimized around the brand's own new tire, the 25mm Aero Tubeless. 

The Aero Tubeless takes on an ovular shape when installed and inflated. This helps the tire maintain an entirely svelte aerodynamic profile, with no tire 'spillage' over the edges of the rim. Traditionally, tires take on a circular shape when inflated and a tiny bit of the tire’s profile extends past the rim, which Cadex claims, causes drag. 

Although not quite as grippy as other tires I've ridden, I found the aero tubeless handle well and are reinforced with multiple layers to - along with sealant - provide the best possible protection against punctures and flats. 

Flat Spokes

In what is the most visually obvious feature of the Ultra 50s, the flat spoke design serves more than just an aerodynamic purpose. 

Cadex wanted to ensure that these wheels’ spokes could withstand the same level of impact as a stainless steel spoke; they say these actually exceed it and provide a more stable ride than wheels with traditional spokes.

This is achieved by a fully-integrated spoke. Most spokes have a nipple where they meet the rim. The Ultra 50s’ spokes, upon completion of their carbon and aluminum layering process, are chemically bonded to the rim, not mechanically joined via a nipple as with other wheels. The spokes on the Ultra 50s will essentially never fail or become dislodged.

Proprietary Hub

The piece de resistance for these wheels is the proprietary hub. 

Cadex completely redesigned the idea of a hub for the Ultra 50s, moving many of the sealing elements of the hub to the freehub body, reducing the friction of the overall hub system. 

Cadex also opted to use chromoly-43, a compound used in locomotives and automobiles. While it may be slightly heavier than other hubs, the material is extremely stable and durable and allows for the wheel to take significantly higher torque loads than its competitors. 

The real differentiator is in the Cadex’s proprietary “Dynamic Balanced Lacing” where the spokes meet the hub. 

In other wheels, for every pedal stroke, there is a pushing spoke and a pulling spoke. Although it takes just a nanosecond to complete, there is a “wind up” time between you pushing down through the pedal stroke and that power being transferred through the spokes and hub to ultimately propel the wheel and bike forward. In that “wind up” time, some power is lost as the “pushing” spoke flexes slightly under the torque.

In the Ultra 50s, the leverage angle has been moved from the center of the hub to the outside of the rim, reducing energy expended on the “pushing” spoke and increasing it on the “pulling” spoke, meaning that significantly less power is lost per pedal stroke. 

Price and Availability

US:

CADEX 50 Ultra front $1500

CADEX 50 Ultra rear $2000

CADEX 50 Ultra pair $3500

CADEX Aero tire $100

UK:

CADEX 50 Ultra front £1149.99

CADEX 50 Ultra rear £ 1499.99

CADEX 50 Ultra pair £2649.98

CADEX Aero tyre £64.99

CADEX Aero Pair £129.98

The wheels will be available in September at select retailers and directly from Cadex online.  

First Ride Review

Unboxing these wheels is a luxury experience, just like riding them. They arrive in sleek black boxes with #Overachieve emblazoned on the side. The actual wheels are nested inside of protective cloth cases within the box. You feel like you’re part of an elite club opening them up.

Mounting the Aero Tubeless was a bit of a saga, but each person’s tubeless experience can vary greatly. The front wheel seated on the first try with a floor pump. The back wheel was determined to take some years off my life and required trying a floor pump, high volume pump, air compressor and CO2 cartridges before finally seating (— never underestimate the power of one of those little cartridges). Finally hearing that magical “pop” gave a tremendous amount of relief. 

It’s easy enough to install center lock rotors so long as you have some grease and a locking nut. All in all, if you’re confident enough to set up your own wheels, these are relatively easy to configure.

Although I’m a triathlete and TT bike gal at heart, I’m do also own a road bike, which just so happens to be a Giant equipped with disc brakes and good ol' fashion mechanical shifting. I headed out to some notoriously wind-blown roads east of Boulder to see just how stiff and stable these wheels actually are. 

The first thing I noticed was the benefit of the Dynamic Balanced Lacing. You truly feel as though every single watt pushed through the stroke is going toward moving the bike forward. The power transfer was smooth and fast. 

The wind wasn’t exactly ripping the day I tested these, but a few hearty gusts here and there proved to me that yes, these wheels are able to hold their own so long as a confident rider sits atop them. Like any wheels with some sort of deeper rim, there’s a control factor of the front wheel when wind rushes by. I was impressed by the way these wheels held their own. 

Cruising toward a false flat that’s perfect for some out-of-the-saddle sprint efforts, I stood up and smashed out some 15-second sprints. The wheels held their line without straining and flexing to do so. I have a pair of highly-flexible rim brake 65s on my TT bike and they tend to waver and even wobble under the stress of intense efforts. Not the Ultra 50s, they are stalwart and stable.

The final test was to rip down a descent. Although the rear hub makes so much noise it would be hard to hear someone riding right next to you, the sleek aerodynamics of the Aero Tubeless tires, the flat spokes, the wheels’ thin profile… it all comes together in a way that allows you to confidently corner at high speeds and tuck in for a straightaway.

My biggest question for the Ultra 50s and the Aero Tubeless is how they plan to move into the 28c space. It’s no secret that right now - bigger seems to be better when it comes to tires. The Ultra 50s are currently optimized for 25c Aero Tubeless tires, but I imagine that will need to change in order to remain appealing to road cyclists especially.

To clear this up from the start, these Borg 26 2:1 road bike wheels are 700c and not an old-school mountain bike size: the '26' refers to the depth of the rim not its diameter. There are Borg 22 and Borg 31 wheels too if you have a different set of requirements. 

And since Borg wheels are handbuilt - Malcolm Borg builds him himself at his shop, The Cycle Clinic, in Suffolk - a wide range of wheel requirements can certainly be met.

Construction

The Borg 26 2:1 wheels weigh 1,625 g for the pair including the tubeless rim tape. This matched my own measurements. The rim is 24mm wide and has an internal width of 20.0mm but will accommodate tyres from 25mm up to 60mm. 

Both wheels use Sapim aero spokes (CX Rays) and whilst the front is radially spoked with 20 spokes, the rear uses 24 spokes in a 2:1 ratio - hence the '2:1' in the name. There are eight radial spokes on the non drive side (NDS) and 16 on the drive side (DS) laced in a three-cross pattern. This means that the drive side can better handle the torque inputs where they enter the system, and the NDS can be made lighter as those spokes take less of this force. 

The rims are rather stealth in looks. There is a 'Borg 26' logo, gloss black on a satin black rim up by the valve hole. So if you want LOOK AT ME! wheels these may not be them. I really liked the subtle and purposeful air they gave off.

The hubs are bespoke to Borg and bear the legend Borg Wheels 2:1. The front uses two 6901 NTN bearings that run on a 12mm axle while the rear uses 6902 NTN bearings in the shell and the freehub has 6802s. 

The hubs came with black seals but red seals are an option if you want better weather sealing but there is more drag with this seal, as Malcolm Borg points out.

The over locknut dimension (OLD) is the standard 100mm front and 130mm rear.

Another option is to choose the freehub body you want. The Shimano alloy one will accommodate 8-11 speed but as it is 37mm wide you'll need to add a spacer as appropriate for 8-10 speed cassettes. The XDR freehub is for SRAM AXS 12 speed cassettes and the Campagnolo freehub is 9-12 speed compatible.

The freehub uses a 36t ratchet ring with four independently sprung pawls.

The Shimano freehub that I used was certainly noticeable with regard to noise. I generally prefer a quieter ratchet and pawls, but I've not found it distracting or annoying.  I've heard louder and more more aggressive sounding ones. 

The ride

Before I describe how the wheels fared I want to say that I have enjoyed riding them enormously. They feel fast to accelerate, rewarding any effort put into them energy-wise, and they hang onto that energy once you've got there. 

The Borg 26 2:1s are described as training wheels, designed to keep your raceday wheels fresh. So I fitted them to a Genesis Equilibrium (with mudguards), which seemed an appropriate bike to use. The training wheels that they replaced on the Genesis were 32 spoke / Tiagra hub / Alex AT470 rims weighing in at circa 895g for the front and 1,050g for the rear. So straight away that was roughly 150g saved at each end. 

There is an adage used by the old wheelmen from my youth. "An ounce off the wheels is equivalent to a pound off the frame". This basically means that there is more advantage to losing weight off a rotational mass than a static mass. So losing roughly five ounces should make a good difference... A friend remarked that I was definitely faster on that first ride than of late. My fitness is returning but the wheels had a big part to play too.

I think the overriding sensation of riding with these wheels is how smooth and free rolling they are. It feels like you can put four or six hard pushes on the cranks to catch your riding buddy and then ease off to ride together but that momentum is kept with less effort than my old wheels. 

Going uphill I'm able to maintain speed and effort comfortably and, if needed, accelerate too without blowing up. I certainly felt that I was riding lower down the cassette than usual.

Although the wheels are stiff and don't flex detectably they are comfortable. I can get a sore ulnar nerve (below the thumb) from certain bikes and setups, but this hasn't happened here. I have the brake pads set close to the rim to elicit brake rub when pushing hard out of the saddle and no noises occurred. This is a good sign that there is little or no flex. You certainly feel that every bit of effort is put into pushing you forwards and not being wasted. 

The wider rim gives the tyre a different profile and due to the increased air volume rider comfort and handling over broken road surfaces is improved. I hit a raised bit of road on a night ride recently, partly by being unsighted following another rider and it being dark, and I thought something must've happened so I stopped to check the bike over. There was no problems with the tyres or rim trueness. Impressive. I certainly didn't do this deliberately but it was a good test of robustness. 

Something to bear in mind is that due to the wider rim compared to more traditional rims, the tyre profile alters. I had to use a 25mm tyre, whereas before, using the old wheels, I was able to run a 28mm tyre. I found with the Borg wheels the 28mm tyre would rub on the mudguard bridge.

I ran the tyres with tubes but they are tubeless ready - and one thing to bear in mind is that the rim is a tight fit when mounting a tyre. I've used four different tyres and they all were tight. The supplied tyre levers (IRC) are really good. You get the bead to about 30cm left to hook over the rim and it's tight. You have to go 1cm at a time until 15cm to go, then the last section is easy. I used a wire beaded tyre and three folding-bead tyres to test this. All were the same.

Value and conclusion

Looking around at the competition I found some wheelsets that were lighter and cheaper (c. £400 and 1,450g) but they were reviewed as having detectable flex. A couple of wheelsets the seemed similar in quality to the Borgs were slightly lighter and slightly cheaper. But there wasn't much in it.

If you're after a good-quality wheelset that just gets on with the business of turning in all seasons, and is repairable as bits wear out, that offers free rolling and smooth progress, that is durable, is a bit stealthy looking and has a really nice turn of speed, then you should consider these.

Specification

• Cost: £505 RRP
• Weight: 1,625g (inc hub, spokes, rim and rim tape)
• Front: 727g
• Rear: 898g
• Also included are tubeless valves 6g each, skewers and Shimano cassette spacer
• 700c
• Rim 26mm deep, 24mm wide and 20mm bead-to-bead width
• Front: 100mm OLD
• Rear: 130mm OLD
• Spokes: Sapim CX Ray Aero 
• Front: 20 spokes
• Rear: 24 spokes
• Options for Shimano, Campagnolo and SRAM AXS freehubs
• Contact www.thecycleclinic.co.uk

Dutch brand FFWD doesn’t appear to be targeting the very competitive £1,000/$1,000 road bike wheel category with the Ryot 55s, unlike the Zipp 303S, the Hunt Aero 50 and the Vel 50 RSL, which are lighter than the FFWDs as well as cheaper. So what, apart from extra grams, do you get for the £1,374 of the FFWD Ryot 55?

FFWD Ryot 55: construction

FFWD makes some big claims for the Ryot 55 wheels, perhaps the biggest being that: “We’re now introducing the fastest road wheel out there, the Ryot 55! It outperforms its competitors in real world conditions proven in wind tunnel tests. Compared to most common competitors the wind tunnel tests showed an average advantage between 1,5 and 2,7 watts. Ryot 55 sets the standard in aerodynamic road wheels.”

FFWD doesn’t supply a white paper as such but includes a basic graph illustrating how the Ryot 55 outperforms the Zipp 404. Fulcrum Wind 55 and Roval CL50 at 0-10 degrees of yaw. As ever, it’s impossible for us to verify this, so make of it what you will.

FFWD has a name for its rim shape: ‘LAW’, which means ‘laminar airflow wing’. Compared to the common older V-shaped rim profile it has a U shape with the sides of the U bulging from a wide 21mm internal rim to a maximum 31mm below the tyre - it’s certainly more like the aerodynamic teardrop shape of a wing than earlier designs.

This profile updates FFWD’s older F6 rim’s DARC profile. That rim was designed for a 23mm tyre; according to FFWD the LAW rim is 5 watts faster using 25mm tyres that have an effective width of 28.2mm on the rim. Our 26mm Pirelli P Zero Race tyres measured 27.9mm on the rim.

FFWD doesn’t specify what sort of carbon the Ryot 55 uses but the finish is very slick, with stealth decals and a high-quality look.

These are tubeless-ready rims but not hookless - FFWD says it doesn’t want to limit tyre compatibility. This also means higher pressures are possible if you’re running narrower tyres - you’re not limited to 72psi. Surprisingly the minimum width for compatible tyres is a skinny 23mm while the maximum is 42mm - so a good range.

The hubs are DT Swiss 350s, which are a lower-spec hub than the DT 240s of the cheaper Vel 50 RSL. 

The Ryot 55s are also available with the DT 240s hub at £1,624 but we'd really prefer to see them in the £1,374 version we have on test if they were to compete on price.

Each hub is laced to the rim with 24 straight-pull spokes per wheel - DT Aerolite on the front and DT Aerocomp at the rear. Both are bladed but the Aerocomps are heavier and therefore supply better stiffness at the rear. 

The spoke tension is pretty high at 1,100N - at the upper end of bike-wheel spoke tension. This won’t add to lateral stiffness but it will supply good strength. The spoke nipples are not concealed so home truing is straightforward (though none was necessary during our test period).

The weight at 1,732g is quite a bit higher than the claimed 1,620g on the spec sheet (although FFWD's website does also say 1,700g).

The FFWD Ryot 55 wheels are very nicely presented, coming with a double wheel bag, rim tape fitted tubeless valves and some little stickers - but no lockrings.

The ride

I tested the FFWD Ryot 55s with Pirelli P Zero Race clinchers in a size 26mm. If you’re running narrower clinchers like these (by modern standards) I’m pleased to report that they go over the rim wall very easily with thumbs only. They pinged into place quite loudly, suggesting they need a bit of pressure before the bead goes up onto the shelf. 

Looking closely at the tubeless rim bed profile, the shelf slopes sharply back down towards the rimwall, which looks good for keeping a tubeless tyre seated if it punctures and doesn’t seal - and you won’t have a compressor with you of course - but it may need a decent blast to get it up there in the first place.

The 26mm Pirellis measured 27.9mm once mounted, with the sidewalls lining up with the tops of the rim walls very neatly.

Although the FFWDs were the heaviest in our grouptest, they didn’t feel like it - I put this down to the good level of stiffness in the rear wheel that makes them feel very responsive on climbs and accelerations out of the saddle.

The DT Swiss 350 hub is lower down the pecking order compared with the Vel’s 240s but pickup is really crisp and the menacingly muted freewheel noise passes my hub soundcheck.

The rims sounded great too: on the flat they made an impressive whooshing - something not as common any more with the latest carbon rims. The modern Campagnolo Boras for example are very - almost disappointingly - quiet by comparison.

Not only did the FFWD Ryot 55s sound fast, they were fast. They nicely boosted my average speed compared to a set of Vision Team 30 wheels that I swapped out on my Cinelli Pressure test bike (which are admittedly fairly low end).

With the deepest rim in our grouptest at 55mm I was keen to find out how they handled in crosswinds: on a fast, slightly downhill section they felt more than stable enough for me to adopt the illegal aerobars/puppy paws position without worry about the front wheel being blown off line. The Ryot name suggests they might be a handful but it's a misnomer: they are the epitome of cool, calm and composed.

They also helped me to a Strava PR on another long, shallow descent. 

Deep-section wheels - with the exception of very light ones such as the Zipp 353NSW - are rarely comfortable over rough terrain and the FFWDs, especially with their high spoke tension, weren’t the most forgiving on potholed descents. If I'd been using bigger tyres at lower pressures (the 26mm Pirellis were inflated to 100psi) it might have been a slightly different story, but for the majority of my riding I still prefer the lower weight and more direct feel of narrower tyres inflated to higher pressures (old school I know).

I would say the FFWD Ryot 55s are at their best on fast, smooth, flattish roads with narrower tyres, which is probably the sort of riding they were designed for.

Value and conclusion

On paper compared with the Hunt Aero 50, the Zipp 303S and Vel 50 RSL the FFWD Ryot 55s don’t look like great value - mainly because they give away quite a few grams to those lower-priced wheels. They were nearly 200g heavier than the next heaviest in our grouptest (the Vels and the Hunts) and that’s a significant amount even taking into account the FFWD Ryot’s rim being 5mm deeper.

Additionally the Vel 50 RSL gets the better DT Swiss hub - despite being £375 cheaper.

That said, although I can’t confirm whether these wheels outperform their competitors, as FFWD claims, they seemed to slice through the air very efficiently, I liked the look, the feel and even the sound of them and my overall experience with them was very positive.

The FFWD Ryot 55 wheels are great fun to ride, pepping up a bike very nicely if you’re buying them as an upgrade wheel. The finish is great, build quality is high and they’re made in Holland. But if you’re really scrutinising your price to performance ratio there are better-value wheels out there.

Vel launched in spring this year, with a selection of road and gravel wheelsets - following the direction of current tech fashions, with a disc brake only family of tubeless ready rims with wide internal tracts.

Whilst Vel aims to be a standalone brand, the wheelsets are available exclusively at Sigma Sports, and the brand’s website lists the Sigma HQ as its own address - Vel is its own incarnation, but this is clearly an inside job. And that’s no bad thing, with Vel able to leverage the buying power of a popular online and store retailer. 

At £999, these 50mm wheels represent good ‘pounds per watt’ value, spending more on hoops generally represents an, albeit luxury, trip to the city of diminishing returns. However, there are alternatives from more established brands at a similar price - the Zipp 303S and Parcours Strade being high-profile examples. So how does Vel’s fledgling offering compare?

This test formed part of a five-part group test, going up against the Zipp 303S, Campagnolo Bora Ultra WTO, Hunt 50 Aero and FFWD RYOT 55 - so expect full comparison reviews of each as we publish them, and check out Cycling Weekly magazine on July 29 for the conclusions.

Vel 50 RSL construction

Vel hasn’t broken any barriers with its moulds, opting for tried and tested techniques and accepted standards. Nothing revolutionary, but stuff that works.

This tubeless ready wheelset features a 50mm rim, made from Toray 24/30T carbon, the rim depth comes in at 20.3mm internally and 27.5mm externally, the aim being to smooth out airflow over a tyre 25mm to 34mm. On this rim, a labelled 27mm Challenge Elite XP tyre measured 29mm for me. 

Vel hasn’t gone down the hookless route, so your tyre choice is unaffected. Vel uses the same rims across its RSL and, cheaper, RL range.

There’s no supplied white paper or wind tunnel data, the likelihood is that we can trust the wheels to provide an aero uplift due to their deep profile. There will be faster options out there, but these will usually cost a lot more and the additional gains will likely be marginal.

At the centre is a DT Swiss 240S hub, which is renowned for its reliability and longevity. DT Swiss says that the 36 tooth ratchet engagement represents the sweet spot in responsiveness. The hub deserves a review in itself, but suffice to say that it’s a go-to for many a wheelbuilder and for good reason.

Vel has opted for 24 front and rear Sapim CX-Ray spokes, which are readily available should you need to source a replacement at a later date, using brass nipples. They’re straight pull and use two-cross lacing.

The wheels arrive pre-taped and the brand double wraps its tubeless rim tape, this will offer greater security, but also adds to the weight - you can of course choose to replace this.

The weight of a naked wheelset comes in at 1,500g, our set with tape came in at 1,537g, they use a centre lock rotor fitting, the recommended tyre width ranges from 24 to 35mm.

Each set can be specced to requirements with spline compatibility to suit, and since Sigma Sports stocks tyres, sealant and everything else, if you’re local to the Hampton Wick or Oakham store, you may wish to enjoy the luxury of having them prepped for you in the workshop whilst you grab yourself a coffee.

Vel 50 RSL: the ride

I swapped the Vel RSL 50 tubeless ready disc wheelset onto a bike at the dawn of summer, replacing a pretty heavy Shimano GRX gravel pair (they do say train heavy, race light!). 

The difference in performance between these and my winter training wheel of choice was huge - as you’d expect. So, if you’re currently running a stock wheelset and looking for a first upgrade set of hoops, you can’t go wrong with these. 

The rims make for a stiff platform, there’s not a lot of flex in them, resulting in strong accelerations. Specced with a supple tyre and at a lower pressure, they’re not clatterey or uncomfortable, but they feel like they’re more suited to smoother roads, they don’t handle rough tarmac as well as others on test. 

Heading into the corners, they’re well behaved with no misdemeanors among the crosswinds, either. 

These wheels provide the uplift you’d expect when moving from a box section rim to a deep profile, and that’s a marked improvement. The hub choice is notably good and the spokes will be easy to locate and replace if needed - however, there’s nothing to necessarily take your breath away, and they’re not as smooth rolling as options like Zipp’s 303S with its wide internal rim depth. 

Vel 50 RSL value and conclusions

The wheelset comes in at 1,537g, meaning that they do compare well against Zipp’s 1,544g at the same price, and not badly against Hunt's 50 Aero at 1,494g. Campagnolo charges £2,800 for a 100g saving at 1,435g (all weights are as measured at Cycling Weekly HQ, with rim tape and without valves). 

Vel's 50 RSL is a quality wheelset at a good price, and a choice I’d recommend for a racer who wants to know they’re getting a watt gain without shelling out thousands for a component that is somewhat vulnerable in a crash (for which Sigma do offer a good looking crash replacement scheme, should the worst happen). 

However, pricing these at £999, Vel has set itself quite a challenge at competing with the likes of Zipp, Hunt and Parcours, who develop their own rims, and can produce reams of test data to support them.

• RRP: £999
• Depth: 50mm
• Internal rim width: 20.3
• Weight: 1,537g - weighed with rim tape, without valves 

I review technology as it relates to bikes and I have to admit I wasn't familiar with the CADEX brand name. As it turns out, CADEX is part of the modern history of the bicycle but there is a good reason I hadn't heard of them, and you might not have either.

In 1987 the Giant group took on the moonshot project of building a super lightweight, fully carbon frame bike. It was revolutionary for the time and they wanted a dedicated group working on it. After that project ran the course into the 90s, the CADEX brand went dormant. Then in 2019 it came back with a similar mission. Giant is the largest bicycle manufacturer in the world and CADEX is the sub-brand creating the best of the best. The absolute pinnacle product.

After spending some time with the CADEX 65mm Road Wheelsystem I believe they have succeeded. The CADEX 65mm Road Wheelsystem is one of the best road bike wheelsets available today.

Features

There are three sections to a wheel. When it comes to the CADEX 65mm Road Wheelsystem each piece is a technical marvel in its own right. 

The Rims

Talking about the rim itself, the technology of note is that it's a hookless design. If you want to dive deep into hookless technology, Cycling Weekly has an entire article devoted to it. Just to be clear though, it's not new. Hookless technology is the same technology that passenger cars have used for a very long time. 

When it comes to bike wheels there are benefits to hookless technology pretty much no matter what angle you look at it from. If you look at it in terms of comfort and flat protection then you get a wider, lighter, rim. A hookless rim makes for a wider internal width without needing to make the external width wider. The wider internal width means lower pressures and a more comfortable ride. It also means better tubeless sealant performance and less possibility of puncture in general. 

If you prefer to look at it in terms of manufacturing then it's all about simplicity. With the extra detail of the hook at the edge of the rim the carbon layup is less complicated and stronger while also lighter. Instead of a curved over edge detail that has to be strong you get a nice straight line. It's stronger with less material. 

Another way to look at hookless tech is aerodynamic performance. A hooked rim pinches the tire. The more you can keep the edges of the tire parallel to the edges of the wheel the better the aerodynamic performance. With the hooked rim pinching the tire you get a less parallel sidewall and that creates more of a lightbulb profile. Using a hookless wheel allows a wider tire with better aerodynamic performance. The straighter sidewalls also happen to make for better performance in turns because of more sidewall support. 

For those of you who have heard bad things about hookless, the challenge with hookless has often been tires. The bike industry is small and generally without much oversite. Tires haven't always used manufacturing standards high enough for tubeless or for hookless wheels. That's changing though, particularly with the CADEX tires. The CADEX tires use tight manufacturing tolerances and will not stretch over time. 

The Tires

The CADEX Race Tires are some of the best I've ever ridden. I will choose a stiffer tire with better puncture protection in most cases. There's kind of a Goldilocks zone where the puncture protection is good enough but the tire still feels good. The CADEX Race Tires fall into that zone. They feel great and yet riding around a medium sized city in the spring I experienced no punctures. The winter, and in particular the pandemic, has been a tough blow for the bike lanes. Everywhere I ride has broken glass and sharp gravel. Despite that, the tires look brand new and that's the best I can hope for. 

Although I used CADEX tires while testing these wheels you aren't required to. CADEX has a page devoted to tire compatibility. Check it out if you want to run something different. 

It's also worth noting that I ran this setup at 50psi and found it to be perfect. Almost everyone I talk to runs too much pressure in tubeless tires. If you want to further explore the recommendations from CADEX they also have a page dedicated to finding the right tire pressure. 

The Spokes

The next piece of the puzzle with the CADEX 65mm Road Wheelsystem are the spokes. The spokes are carbon with an alloy head and an internal nipple. Looking at the wheels it appears to be a traditional spoke nipple design however the exposed alloy section at the rim is not a nipple. Instead, what you see is a mechanically joined threaded spoke head. This allows the internal nipple to thread onto the spoke as well as prevents twisting during assembly or truing.

Moving from the inside of the rim towards the hub, the CADEX Carbon Spoke tapers from a round shape to a truncated airfoil shape. The airfoil section is a directional truncated design. Designing it started with computational fluid dynamics (CFD). From there the design went through wind tunnel testing to check and refine the CFD assumptions. Using the round ends allows for better flexibility in length sizing. At the same time the round end adds strength and stiffness at the junction of the rim and hub.

On the other end, the CADEX Carbon Spoke connects to the CADEX Low-Friction hub. At this connection there is a similar mechanically joined alloy T-shaped section that is permanently part of the spoke. The T-shaped alloy part of the CADEX Carbon Spoke locks into the flange of the hub to ensure proper spoke alignment.

The Hubs

Talking about the hub is a discussion in precision. The basic design isn't completely revolutionary but it's precise. Keeping things very precise eliminates unnecessary side to side movement. That reduction increases durability and minimizes rolling resistance.

Getting a little more specific, CADEX uses a 30-tooth ratchet type hub. Ratchet hubs are less complex and by extension more reliable. Less complexity, and less pieces, also makes for lower weight. Balancing engagement points vs reliability is the magic. In this case, CADEX went with a 30-tooth ratchet system. You can find higher, and lower, counts on the market but this is where CADEX landed. My experience was quick engagement and a beautiful sound right from the beginning.

In Use

There's plenty of technical details in this article. If you want to know all the ins and outs of exactly how it all works, I've done my best to provide it. That's not what I find exciting though. The exciting part of these wheels from CADEX is when you take them out for a ride. 

I started by setting up the CADEX race tires in a 28mm width. It's a tight bead but you can get it on without worrying about breaking tire levers. Setting the bead worked without using any special tubeless tricks. The tolerances are exact enough that the tires inflated using only a standard pump. 

The rear wheel did end up needing the tape redone. This provided a spotlight on both the excellent Giant branded tubeless tape as well as the fact that slow leaks are super obvious on these wheels. Put your ear up to the side of the wheel and you can hear the echo of the air escaping. Not really a welcome sound but easy enough to fix and it's a nice side benefit of such a deep cavity within the wheel. 

With everything ready to go I went out for the first ride. My first impression, and the lasting impression, is how amazingly stiff the CADEX 65mm Road Wheelsystem is. My everyday wheels are a deep carbon wheel that a few teams in the worldtour use. They are some of the best wheels available yet they pale in comparison. The CADEX wheels have a distinct lack of flex side to side. 

Despite that lack of flex, they aren't harsh. The internal width is massive, for a road bike wheel, at 22.4mm. Paired with a 28mm tire and 50psi it's a comfortable ride. Your ideal pressure will change depending on weight and tire size but it's always going to be a generous volume and plenty of passive suspension. It's both comfortable and responsive.

Value

The CADEX 65mm Road Wheelsystem represents the absolute best of the best. There are reasonable competitors but it's a small group of manufacturers producing wheels at the very top level. The pricing reflects that.

If you consider all wheels available for bikes then look at the pricing for these it's going to be a shock. Start looking at other deep, full carbon, disk wheels though and things make more sense. I can't tell you that a Ferrari is a bargain. What I can tell you is that the CADEX 65mm Road Wheelsystem pricing makes sense in comparison.

At this weight and depth there are other options that are both more expensive and less. You can go heavier with a focus on greater aero performance or you can go cheaper for a bit less depth. If you like what CADEX is offering though there's nothing quite like it on the market. It's not a cheap wheel set but what you get is exceptional and the price makes sense.

Fast, fun and good value for money, what's not to like?

The Parcours Alta 650b gravel wheelset is designed as a high-end pair of hoops, with a low weight, robustness, and easy liveability all on the design brief. The confluence of these qualities doesn’t lend itself to a low price—but in terms of value for money, there aren’t many close competitors.

The UK-based brand has built a reputation in delivering top quality wheelsets at a much more affordable price than other big-name wheel manufacturers.

The construction: Parcours Alta 650b

The rims

Parcours’ own windtunnel testing has shown that the most significant gains in a wheel’s aerodynamic performance are made when going from a box section rim to a shallow section. Going deeper does make a wheelset more aero, but the subsequent gains are not as large as the step up from box section to shallow section.

But that’s not the reason the Alta 650b wheels are 35mm deep. Parcours makes the point that knobbly tyres have the effect of disrupting airflow, which diminishes the aerodynamic gains made by a deeper section wheel. Couple that with the slower speed of gravel riding and aero within the gravel bike arena becomes quite a secondary concern.

The reason for the profile of the Alta rims is really down to the ride quality it produces. The shape is actually stronger for the same weight than a shallower section rim would be—the depth also allows the spokes to be shorter, further strengthening the wheel and making it feel a little more taut for snappy accelerations.

At 25mm wide internally, the Alta 650b is very much on the wider end of the spectrum, plumping out any tyres mounted on them nicely. The external width is 30mm, but this measurement is of lesser significance here than with road wheels, as it’s only when the external width is 105% of the width of the tyre that any significant aero gains are made. To confer any aerodynamic benefit to a gravel tyre, the rims would have to be monstrously wide.

Do note that the rim profile is hookless, so you do have to use a tubeless gravel tyre with these wheels. There aren’t many gravel 650b wheels out there that aren’t tubeless ready, so you shouldn’t really find this presents much of an issue—unlike with road specific rims. Should you not want to muck around with sealant though, you can of course use a tubeless ready tyre in combination with inner tubes.

The spokes

Spoke count is 24, which is a little on the low side for this kind of wheelset and contributes to the impressively now weight. But this shouldn’t be cause for concern regarding the wheelset’s robustness, the strength of the rim profile allows for this lower count—and anyway, I’ve taken these wheels down some questionably rough descents and haven’t heard a ping in protest.

Onto the spokes, here we have the much loved—and well regarded—Sapim CX-Rays. Their bladed profile gives them the dual benefits of being both strong and lightweight. As these are straight pull spokes, being bladed confers the additional benefit of being able to hold the spoke while turning the nipple, making tension adjustments a lot easier. Lightweight butted spokes have a tendency to simply spin when you try turning the nipple.

Aluminium nipples are used, which Parcours says saves 30g over brass alternatives, which isn’t an insignificant amount—especially considering it is rotating weight far from the hub. Aluminium nipples do have a reputation for being more prone to corrosion than brass, but this isn’t really an issue provided that the aluminium nipples are properly treated, which the Sapim Double Squares are.

The hubs

The hubs come with replaceable end caps and so can be converted to take 9mm QR, 12mm Thru Axles, and even 15mm Thru Axles. This is a size more commonly used by mountain bikers (although now in combination with wider 110mm hub spacing, but that’s by-the-by), but we are starting to see it crop up on more gravel bikes these days, so this capacity could very well save a headache down the line.

Disc rotors mount using the centre lock standard, which makes mounting and dismounting disc rotors a far faster business. If you’re feeling dismayed because you happen to have a stash of 6-bolt rotors tucked away, don’t worry, as it’s still possible to mount these using an adaptor. The freehub is interchangeable and there are options for Shimano HG, SRAM XDR and Campagnolo freehubs.

With regards to the freehub, it has 4 pawls and a 26T ratchet ring, giving a 13.8° angle of engagement. This might not sound particularly flashy and that’s because it isn’t—but with good reason.

For one thing, a fast engaging freehub isn’t as noticeable on a gravel bike compared to a mountain bike, as the gears of a gravel bike tend to be a fair bit larger. Although gearing is starting to come down, it hasn’t yet reached the 30 x 50t ratios that are common on mountain bikes.

This means that the actual distance the crank moves before the freehub engages with these hubs on a gravel bike isn’t too far off that of a snappier hub on a mountain bike. Added to that, reducing the angle of engagement means smaller parts, making the hub less robust and more expensive—without a significant gain in performance.

The bearings used are EZO steel items, with the front hub taking two 2 x 6803 and the rear hub and freehub both taking 2 x 15267 each. The particular ones that come in the hubs have been specifically chosen for their weather sealing properties, meaning they shouldn’t need replacing any time soon.

The ride

Out on the trails, the Alta 650b wheels were simply great. Their low weight and a taut feel made them excellent for sprinting out of corners and quick accelerations.

There’s an almost uncountable number of different ascents you can take up the side of the South Downs, with many of these being extremely technical, with roots, gullys and large rocks all conspiring to make you take a weaving line to avoid them all. For these slow speed manoeuvres, being able to quickly snap back up to speed from a near track stand was very useful.

On the road, they held their speed well, making the tarmac sections between the woods a distinctly unsluggish affair. The 35mm depth is not so deep to cause any significant buffeting from cross winds, and I always felt stable, even when exposed out on the hill tops.

Even with some hard hits from unseen roots and careering down rocky descents, the Altas have remained completely true. Even better, thanks to the well-chosen spokes and nipples, they should be easy to adjust should they develop any wobbles over time.

This, combined with the interchangeable freehub and end caps, makes this wheelset really easy to live with, offering flexibility for changing standards down the line. With just a bit of care, this is a wheelset you should be able to take with you from bike to bike.

Value

The Parcours Alta 650b stack up great against Hunt’s 650b Adventure Carbon Disc Wheelset. The Hunt wheels are shallower, have a smaller internal width and have a heavier claimed weight. Coming in at £829, they are only £20 cheaper too.

The Stayer Gravel / Adventure Disc Wheelset is available in 650b and has a near identical spec sheet regarding rim profile and hub features, but the total weight is a claimed 1,480g and they cost over £200 more at £1,095—making the Alta 650b significantly better value for money.

Prime’s Kanza 650b Carbon Gravel Wheelset is an interesting proposition, with a similar rim profile and RD020 hubs which have similar features to those specced with the Alta 650b wheels. The Kanza Carbon Gravel wheels are significantly heavier, however, at a claimed weight of 1,570g, but then you do get a cheaper price at £599.99.

Edco’s Four-8 wheelset is, well, exactly what it says on the tin; a 48mm set of hoops. It’s a rim depth that lends itself to those looking for versatility, wheels that hold their own on the flats but still feel spritely on the climbs.

The first thing to say is that Edco’s all-rounders are available in both rim and disc versions. While the cycling industry seems to be heading in the single direction of disc brakes, I stuck with the tried and tested rim brake bike for this test.

The Four-8 wheels are UD full carbon clincher with enhanced 3K brake tracks, and come supplied with Edco’s own brake pads. The wheels are fitted with Sapim CX Delta aero-bladed spokes, with 16 radial spokes at the front and 24 cross 2:1 ratio at the rear.

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The most noticeable part of the wheel’s build is the rim width. The Four-8s are some of the widest road wheels I’ve used, with the oval-profile rim measuring 28.7mm externally below the brake track and slightly less than 28mm from the centre of the brake surface, with an internal width of 21mm. That width meant the 25mm Pirelli P-Zero tyres I was using actually measured up just shy of 28mm, so - as Edco suggests - you’d need to run 23mm tyres if you were aiming to get a width of 25mm. I ran clinchers while testing, though the wheels come tubeless ready, with no issues or struggles getting the tyres on and seated.

Many brands within the industry are using wider rims, reportedly due to a claimed aerodynamic improvement. While I can’t attest to any savings these wheels made, the wide contact point provided with the ballooned tyre certainly inspired more confidence when cornering and on the treacherous mid-winter roads of southern England.

The fit of these wheels between my Dura-Ace BR-R9100 brakes with the pads provided was on the limit for me. Shimano says its recommended maximum width is 28mm, and I was able to make it work with the unused pads that came with the wheels. On a previous test of these wheels with Ultegra 6810 brakes our reviewer had no issues with the fit however.

As mentioned the majority of my testing was done in the season in which you’re least likely to want to use your nice carbon wheels. But it meant I was able to pit these against a variety of conditions, including some windy and wet days.

The fit of these wheels between my Dura-Ace BR-R9100 brakes with the pads provided was on the limit for me. Shimano says its recommended maximum width is 28mm, but I was able to make it work with the unused pads that came with the wheels. On a previous test of these wheels with Ultegra 6810 brakes our reviewer had no issues with the fit however.

As mentioned the majority of my testing was done in the season in which you’re least likely to want to use your nice carbon wheels. But it meant I was able to pit these against a variety of conditions, including some windy and wet days.

They’re nicely responsive and stiff enough that they accelerate well, but I found they were more in their element when up to speed. The wheels felt stable even in some strong winds, being 193cm tall and 83kg this isn't something that affects me hugely anyway, but previous testers at 57kg have felt equally assured and free from hedgerow wobbles. The NEO·1 hubs aren’t especially noisy if that’s something you’re looking for compared to overtly loud designs out there.

The most notable aspect of these wheels in comparison to other wheels I’ve used more recently is their comfort on rough roads. The width surely contributes to the lack of chatter and harsh impact when bombing down the country lanes, and this was a key reason they were so enjoyable to ride.

In terms of braking performance, these were great in the dry though not exceptional amongst other carbon wheels I've used. As with nearly all carbon brakes there’s a certain diminished response when things get wet outside, but these sustained their usability throughout albeit with a slight adjustment in braking time.

Compatability is plentiful, we've got the rim brake models but these come in rim and disc brake guise, with Shimano/SRAM 11 speed, Campagnolo and SRAM XDR compatibility available - the latter so you can run them with SRAM eTap AXS.

The claimed weight is 1580g, +/-20g, although we weighed them in at 1548g (670g front, 878g rear). Coming in at £989, the Edco's are still a bit heavier than some of the competition - Hunt's 50 Carbon Aero Wide come in at 1,537g at £799 whilst Parcours' closest relation is the Passista at 56mm, weighing 1,420g for £899.

I tested the Four-8s with the Red/White decals, but if you prefer a more subtle look you can also get them in a Black Anthracite colourway.

The Enve SES 3.4 Disc was selected for an Editor's Choice award in 2020. This year's list contains 78 items which scored a 9 or 10/10 with our tech team - this gear is the best of the best, and has received the Cycling Weekly stamp of approval. 

If you were to ask me what my preferred choice of wheel depth is, I'd answer 40mm. It's a beautiful in-between, adaptable to all riding parcours. After all many of us need the best road bike wheels to have the versatility to tackle steep ascents as well as help produce flat-out straight line speed.

The Enve SES 3.4 models sit either side of that golden number, with a 38mm front wheel and a 42mm rear wheel. Differentiated rim depths are found right the way across Enve's SES range, and the brand touts increased stability out on the road as well as their aerodynamic benefits – it's a design choice informed by world-renowned aerodynamicist Simon Smart. Other headline features include a tubeless optimised design, a Chris King hub as well as a staggering £3150 price tag.

Enve SES 3.4 Disc wheelset: Rim

Although the rim's differential sizes might take the limelight, there's a host of technologies at play with the SES 3.4 Discs.

For starters, removing the brake track has allowed Enve to take weight off the rim compared to its rim brake counterpart, increasing the acceleration. Our test models weight in at 1.37kg, which is very svelte. Enve's industry-leading carbon fibre knowledge continues with the 3.4 Discs, with the wheelset being made out of raw uni-directional carbon at Enve's headquarters in Utah. The paint free finish is gorgeous, as the wheelset has a premium feel to it as well as having the added benefit of reducing the rim's weight further.

The wheelset has been optimised for a tubeless setup, a key feature being the wide 21mm internal rim width, and Enve ship the wheels with the required parts, including valves and tubeless tape. I paired them with a set of 26mm S-Works Turbo tyres and the two married together very easily – a setup that hasn't required re-doing since the summer.

Enve SES 3.4 Disc wheelset: Hubs

The Enve SES 3.4 Disc wheels are built around the Chris King R45 CL hub, which uses a 45-tooth engagement system for fast pick up and minimal drag. The hubs are well known as a top end performance upgrade, as well as for their Gucci construction and famous buzzing sound.

It features an adjustable pre-load which you'll need to do after the first few rides, as it's part of the 'wearing in' process. It's an easy enough adjustment to make, and requires a 2.5mm hex key to undo a small bolt on the collar and then inserting it into a small hole next to the collar to take up the play in the axle. Since my first adjustment it's required no further change.

The hub and rim are laced together using Sapim CX-Ray spokes, 24 on the front and 24 on the rear, with the nipples recessed inside the rim.

Enve SES 3.4 Disc: The ride

While it's difficult to say exactly how much difference the differential rim heights actually make to the ride quality, it is possible to say that the wheels are very stable, eliciting a planted feel that, when coupled with the wider tyre width, leaves you with a great sense of control.

While their acceleration is good, it's how they hold speed which marks the Enve 3.4 Disc wheels apart from the crowd. It's as if your power is stored directly in the carbon rim and it'll happily maintain speed over the 30km/h mark.

I've been riding these wheels since March and haven't had any mechanical issues, nothing has come out of true and no spokes have snapped.

When riding the wheels it's easy to see the versatility that Enve are so keen to tout, and the SES 3.4 Disc wheels do feel like the only wheelset you need. Anything deeper would leave you feeling exposed in harsh crosswinds and potentially unstable on descents while anything shallower might compromise straight line speed. The Enve SES 3.4 Disc tow the line between the two perfectly.

There aren't many wheels that come in above £3,000 and it does securely park the SES 3.4s in 'dream upgrade' territory. While their performance is excellent, it's worth noting that you're also paying for Enve's heritage – carbon fibre rims hand built in the USA as well as Chris King hubs, also hand built in the USA.

The Zipp 303 Firecrest Tubeless Disc wheelset was selected for an Editor's Choice award in 2020. This year's list contains 78 items which scored a 9 or 10/10 with our tech team - this gear is the best of the best, and has received the Cycling Weekly stamp of approval. 

Zipp's 303 Firecrest tubeless wheels use a hookless rim and are designed for tyres over 28mm only, making them very on trend with the current direction of travel. After over 400km of off-road miles and a few 100km on road, I can confirm that the Indianapolis company have delivered an outstanding set of wheels, whatever riding you’re into.

Performance

In the past, Zipp has considered keeping the weight low a secondary consideration in its design strategy. However, these hoops sit on the scales at 1355g in the 650b version, with our own 700c sample weighing 1410g (with tubeless valves installed). This makes them comparable with the featherweight specialists, which is impressive when considered alongside the lack of max rider weight and lifetime warranty. They can be used for gravel riding as well as road, and come with a wide tyre ready 25mm internal width.

Inflating the tyre with a tubeless set-up was hassle free, with the tyre sealing securely against the hookless walls with simple, relaxed pumping.

Unfortunately, I did manage to peel a corner of the 'Zipp' logo off in the process, which was a shame, especially as it then refused to stick back down and had to be permanently removed.

At this point, I also have to point out that the hookless nature of this rim means that not all tyre brands are listed as compatible, with the notable inclusion of Continental as an incompatible partner. Hookless rims are becoming more and more popular and the expectation is that this will change in time.

Road

Using Zipp’s Tangente Speed RT28 tyres on the road at their radically low recommended pressures (at 70kg I ran 55psi front, 60 rear) immediately quelled the rougher road rattle, buzz and vibration I’d previously experienced on my Ribble host bike.

The semi aero carbon frame now felt more like an old steel touring bike in terms of ride quality. While the smoother, softer ride feel can feel slower psychosomatically (as the rattle and buzz is often what your brain perceives as speed) cross referencing with power meters confirmed Zipps claims that real world speed is boosted by the more compliant rim construction and the lower pressure, wider footprint tyres.

Connection in turns is improved and the lower, broader rim profile handles impeccably in all wind conditions so they stayed consistently balanced and snatch or flutter free on descents. For the record I maxxed out at 85kmh but they weren’t showing any signs of being anywhere near a laminar airflow separation or anything else nasty even in gusty conditions.

The low weight means acceleration is obviously enhanced too and they’re basically the epitome of the old ‘talk quietly but carry a big stick’ cliche when it comes to their blend of confident cruising calmness but pack shredding performance on the road. The only blemish on an otherwise impeccable performance is a very obvious clang when the freehub connects from the furthest reach of it’s 66 point engagement span. Otherwise the new German built ZR1 DB hubset has started it’s life with us without any issues.

Off road

A wider rim, with a tyre run at lower pressure will always make way for a smoother, stickier and calmer ride vs a conventional set up.

Whilst the Firecrest's performed excellently on the road, it was out on the gravel bike that they really came into their own. I covered 400km of technical, flinty, rooty, rocky, sandy and frankly borderline MTB trails along the King Alfred's Way on these wheels. The Firecrests transformed the ride of the Santa Cruz Stigmata from ‘rally tuned’ to ‘trophy truck’ smoothness.

Once again, setting up the tyre could not have been simpler and in this case the wheels can pair with a tyre up to 50mm.

Back-to-back testing with other (similar width, but heavier) wheels then switching between Zipp's Service Course Gravel, Schwalbe and Pirelli tyres, the Firecrests felt smoother and more controlled in all cases. Zipp has kept a lot of its tech info to itself, but the rims do share tech with the new radically flexible 3Zero Moto MTB rims.

Also of note is the way the rims held their pressure over the course of the 400km King Alfred's Way ride. I began the three-day adventure at 30psi and at the end the tyres were at 28.5 and 28.3 respectively.

I put these wheels through some serious abuse over the course of the ride - I rimmed them out several times, and let them roll brake free down flint strewn and root riddled trails. However hard I tried to unsettle them, the Firecrests (wearing Tangente Course G40 tyres) just laughed at my efforts, remaining composed, accurate and enjoyably dynamic even when loaded. Stripping the bags off the Stigmata, the Firecrests let me push it a lot further into MTB territory and put red route style terrain onto the menu but with blisteringly quick acceleration and crazy ride feel quietness.

The Stayer All Road wheelset was selected for an Editor's Choice award in 2020. This year's list contains 78 items which scored a 9 or 10/10 with our tech team - this gear is the best of the best, and has received the Cycling Weekly stamp of approval. 

Stayer is a small British brand specialising in distinctive custom steel frames and individual wheel builds. The All Road is Stayer's take on a wheelset suitable for everything from 'cross racing, long distance gravel endurance racing to being your best, fast road wheels.

Each set of Stayer All Road wheels, like the rest of Stayer's wheel range, is built to order and has multiple customisation points including hubs, rim size, axle options and decal colours. You can speak to Judith, Stayer's wheel building wizard if you require any additional help choosing your spec. I kept things pretty simple by opting for (bombproof) DT Swiss 350 hubs. Other standard options include Hope, Tune or Son dynamo hubs, but you can also discuss the likes of Chris King, White Industries or any other brand taking your fancy. If you are a heavier rider, tend to break wheels or feel the need for a stronger than usual build Stayer can up the spoke count and build to accommodate - this is where Stayer sit apart from many normal wheel brands.

The best gravel bike wheels and how to choose them

Rims are sourced overseas and not built in-house (it might be difficult given the small size of Stayer's operation). Each rim is constructed from widespread and highly regarded Toray T700 carbon fibre, 700c rims have a 45mm depth and 650b has a slightly shallower 40mm depth. Both sizes share the same 22.5mm internal width, making the rim suitable for tyres from 25c-47c. The rim has a hookless design and is of course tubeless compatible and it is recommended to run these tubeless from the off. Maximum recommended pressure is 85psi and as standard Stayer puts a 95kg rider weight limit on the wheels - but heavier riders can happily be accommodated for no extra cost.

When the wheels arrived the first thing I noted was the incredibly even tension of the spokes and die straight true. Of course we always expect this, especially from a wheelset costing north of a thousand pounds, but discrepancies can be found sometimes. The wheels were sent already installed with tyres and sealant, a service Stayer offers to all its customers. I did strip the wheels down and it was good to see plenty of sealant had been applied. Stayer claim a weight of 1530 grams for this specific combination however on our scales the wheels came in at 1506 grams so that was a nice bonus and puts them at a very competitive weight, especially for wheels designed to be ridden hard offroad.

James Bracey's dream gravel bike build

The rim's hookless design makes it a doddle to fit tyres and I'm yet to find a tyre brand that hasn't inflated and seated first time with this wheelset. I've predominately stuck to gravel specific tyres ranging from 40 - 47mm in width and the 21mm internal width creates an excellent tyre profile on all sizes tested.

How do the Stayer All Road wheels ride?

I've been fortunate to have had the All Roads on test for several months and in that time I have put in an extensive amount of mileage and certainly haven't been shy about hitting some pretty serious offroad trails on them in order to test durability. And I can honestly say that after all this abuse the All Road's are looking and rolling incredibly fresh. Granted there are a few battle scars in the carbon from rock strikes and on more than one occasion I walloped them so hard into rocks and roots that I thought 'uh oh, that's a rim wrecked' but they are as true and as evenly tensioned as the day they arrived.

The best gravel bike tyres and how to choose them

The same goes for the hubs. DT Swiss hubs are known for reliability and even though the 350 hubset is effectively 'entry level' it spins up so smoothly and the bearings are still silky (despite being constantly covered in crud).

They roll incredibly well on tarmac and are accompanied with the lovely sound of high volume tubeless tyres on carbon rims. The light weight for such strong wheels enables you to accelerate quickly and effectively and the 45mm depth adds more than a touch of aero advantage, enabling me to easily keep up with friends on road bikes or dropping my friends on standard gravel hoops.

The best gravel bikes for 2020

Where this low weight really comes into its own is on technical, steep climbs where you have to rely on short bursts of effort and deft manoeuvring to conquer the trail. Here the All Road's shine and add more than a little boost to your normal efforts.

Handling is also excellent. It's difficult to really tell how stiff or flexy a wheelset is when running 35 psi in a high volume tyre but I never felt that the All Road's felt too twangy or easily knocked off line when riding offroad. Equally, they hold a line beautifully on tarmac and sprinting results in no discernible negative flex felt. In my experience they hold a good middle ground in terms of ride quality feeling neither overly stiff or wet noodle flexy.

The only thing I can knock these wheels down on is value. However, you do get excellent service and a high level of customisation.

The Hunt 54 UD Carbon Spoke Disc Wheelset was selected for an Editor's Choice award in 2020. This year's list contains 78 items which scored a 9 or 10/10 with our tech team - this gear is the best of the best, and has received the Cycling Weekly stamp of approval. 

There are many things in life which are nice to have, but exceptionally hard to live with: most aero cockpits, internal cable routing, carbon spokes - until now.

The strength to weight ratio of carbon is significantly better than that of steel - hence carbon spokes are nice to have. However, in the small number of cases where wheel brands use carbon spokes, they're usually bonded to the hub and rim. As a result, if a spoke is broken or damaged, that's kind of 'game over' for the entire wheel.

Exceptions include Mavic's R-SYS wheelset, where the spokes are replaceable, but it's a very different rim. Hunt's UD Carbon Spoke approach is something of a game-changer. The brand uses a TaperLock construction method, placing an aluminum rod at the hub end of each spoke and a steel, threaded rod at rim end. The result is that the spokes can be trued, and replaced.

When Hunt compared the stiffness of these wheels with steel against carbon spokes at its (very impressive) Sussex facility, it found that a 44mm rim with the carbon spokes was six per cent more 'laterally responsive'. This means less power is lost through flex and translates to faster acceleration.

The carbon spokes are extremely strong, too, Hunt reports that they're 50 per cent stronger than traditional steel spokes (from 300kgf to 450kgf, if that means much to you). It'd be hard to confirm this without trying extremely hard to break them.

Finally, the brand said that when tested, the carbon spoke absorbed more road buzz than a steel competitor. Stiffer, and more compliant? Well, apparently so.

The rims themselves - 54mm in this case - use the 'Aerodynamicist' rims designed by Hunt's Engineering Manager, and former aerospace engineer, Luisa Grappone. Wind-tunnel testing showed them to be a fraction slower than the 48mm 'Limitless' rims from Hunt, but faster than competition from Zipp and DT Swiss. Comparative wind-tunnel testing against other brands needs to be taken with a pinch of salt though, as each brand has its own testing protocol. Regardless, we're talking less than three watts in the grand scheme of things.

As you'd expect, the 54mm rim was faster than the 44m UD carbon version so there is an uplift in going deeper (though it's small, just 1.38w at 45kph). These carry a claimed weight of 1456g - I got 1500g with rim tape - versus 1398g for the 44s.

The rims are tubeless ready, and each pair comes shipped with tubeless tape fitted, axle adapters (Hunt fits the correct axles for your bike at its Sussex HQ), cassette spacers for those running eight, nine, or 10-speed, tubeless valves, and a pair of six-bolt disc adapters. The rims are optimised to work with a 25mm tyre, but you can fit 23 or 28 in the 20mm internal/29mm external wide rim.

Hunt uses its own hubs, these have a steel spline insert re-enforcement for durability. The hub does tick pretty loudly (my husband once commented "I can't hear you over your hub" when I was freewheeling in his wake), but it's not excessive.

I chose to fit these rims to my dream race bike build, so it goes without saying that I'm a fan. In a racing 'incident', wheels can get pretty battered (just ask the rider who once put a foot through my front wheel, and broke basically every spoke), so knowing that the spokes are both replaceable and truable provides huge peace of mind.

Outside of having someone put their foot through my wheel, I've never broken a spoke - but if I was a heavier rider I'd be pleased for this added durability.

A 54mm rim is about as deep as I'd be comfortable going for road racing - there's always going to be those blustery days and at 56kg anything deeper would have me swapping the wheels, especially for circuit races on windy airfields. I did test these wheels on some pretty windy days - including one ride with wind at 20mph and 'gusts of 50mph'. Of course they caught the wind at those pivotal moments (gates in hedgerows etc.), but aside from that they were stable and easily controlled. In normal conditions, I had no issues.

I'd consider these race day wheels, however, and for general training over the cracked roads of Kent and Surrey I'd suggest swapping on a shallower rim. In the disc brake family, 44mm is the shallowest in the UD range, whilst rim brake users can go down to 36.

The vertical stiffness of the carbon rim means that these wheels accelerate quickly and corner well, I enjoyed testing them on my local descents and practicing a few town sign sprints.

The roads around me aren't in the best state. I fitted these wheels with the Specialized Turbo Cotton 26mm tyre, pumped to between 75 and 80psi conditions dependant. It's a tyre I know to be extremely supple but there was still some clatter on the worst sections of road. They were more compliant than other 50mm rims I've tested of late and I covered a 168 kilometre ride on these happily.

These wheels come in at £1189, weighing 1500g (with rim tape). There aren't a huge number of obvious comparisons.

Looking at carbon spoke wheels, Lightweight uses carbon spokes on its 48mm Meilenstein Evo Schwarz Edition Tubeless disc wheelset, these weigh a claimed 1380g but will set you back a very significant £5358. Drop the carbon spokes and there are comparable options on the market: Parcous' Strade wheels (49/54) weigh 1520g and cost £999, Scribe's AeroWide 50-D costs £870 at 1448g. Zipp's new 'more affordable' 303S 1555g with a shallower 45mm depth at £985.

What Hunt has created - an affordable, serviceable carbon spoke option - is a gamechanger. The weight saving isn't huge over non-carbon spoked competitors at a similar depth (though it's hard to get an exact match), but you do get greater strength and extra relief from road buzz, something welcome in a stiff, 50mm+ race wheel.

UK brand Hunt has continued to grow and grow in its popularity with road and off-road riders thanks to its competitively priced and highly praised wheels.

The Hunt 36 UD carbon spoke wheelset is one of the brand's latest road releases and, despite entering at the top price point in its range, pack in some intriguing features for the cost.

The rim brake wheels feature Hunt's unidirectional carbon spokes, which are intended to reduce the weight of the wheels as well as improve lateral stiffness. Hunt claims the carbon spokes provide "up to 30.16 per cent reduction in lateral flex over equivalent steel spoked wheelsets."

I'll focus more on how the wheels performed and felt out on the road in this review; if you want more on the technical specs and testing methods Hunt used, you can find that information through its website.

>>> Best road bike wheels reviewed 2020: disc and rim wheelsets

One very appealing aspect of Hunts carbon spokes though is its 'TaperLock' technology, which means the carbon spokes are held mechanically rather than bonded to the rim, meaning you can true them much like a steel spoke making upkeep that much easier.

The 36 in the name refers to the shallow 36mm depth of the carbon rim, while the wheels also feature CeramicSpeed bearings in both the front and rear aluminium hubs. The rims, are wide enough at 27mm (19mm internal) to handle a wide tyre profile, meaning better grip and lower rolling resistance, according to Hunt.

The wheels are tubeless ready and come fitted with tubeless rim tape as standard, but can also be used with tubes and clinchers.

The ride

I've been lucky enough to put in over 3000km on these wheels, with a week in the smoothly tarmaced hills around Calpe, Spain prior to lockdown and on the pot hole strewn rodes of south London and Surrey ever since.

With no interest in returning to any racing or time trialling, I prefer using shallower rims for day to day riding, primarily because they feel more adaptable to the changing conditions or terrain I'm riding in. The 36mm Hunts in that respect felt right in the sweetspot for me, having enjoyed using 40mm depth regularly in the past, with these particularly providing some excellent stability in crosswinds.

These wheels hold speed really well, though I can't say it felt quite as striking as using a deeper section wheel like the Roval CL50 in this respect. But where these really flourish is in their acceleration. The light weight (around 1300g for the pair) combined with how stiff these wheels are really give these a responsive kick when you're accelerating on the flat, up short, sharp climbs, or the final punch at the end of a long climb; some of the best wheels I've used in this respect.

There was nothing notably outstanding about the braking on these compared to many of the other carbon rim brake wheels I've used in recent years, but they handled some long and some steep descents with confidence and I didn't find myself having to give the brakes a second thought.

Paired with an S-Works Tarmac I did find that riding around the Surrey and Kent lanes meant any unavoidable collisions with potholes were quite jarring. The wheels have absorbed a lot of impact and are running as true as they were before, but definitely felt those holes with how stiff these are - even when running slightly lower pressure than usual in a tubeless setup.

After around 1500km of riding with the Hunts my bike started to make an inconsistent click/creak sound. After spending some significant time trying to identify the culprit it eventually became clear it was the rear wheel. The noise was emanating from where the carbon spokes cross over, with some of them rubbing when under load. This didn't seem to affect the performance of the wheels or spoke tension (but of course the noise was very irritating).

After contacting Hunt I was able to solve this issue by making the unexpected step of applying some TF2 Cycle Oil to where the spokes meet and the wheels have been running as they were initially ever since.

Hunt added that since producing this original sample set that I've been using the the spoke drilling angle was changed on both the disc brake and rim brake versions of the wheels, following internal testing, meaning the spokes should no longer touch and the noise shouldn't be an issue for customers who have purchased the wheels. Stiffness testing was also conducted on the updated wheels and it returned the same results, says Hunt.

The Hunt 36 UD wheels retail at £1379, so sitting in the mid-range pricing for carbon racing wheels. Based on the performance and weight of these wheels I think you're getting good value in the current wheel market.

Cero is a wheel brand which is very much about providing performance upgrades and reliability at a reasonable price point, and it's now added a new set to the line-up which it is expecting to become its signature model.

>>> Best road bike wheels reviewed

Cero has long been a hero brand in the sub £1000 carbon wheelset market. We’ve tested a number of its carbon wheels before - and the results speak for themselves. This area has been dominated by smaller, newer brands like Cero in recent years, until Zipp decided to join the party - perhaps a sign that Cero and its competitors have been on to something long before the big players turned up.

Most of the wheels I've tested from Cero have had carbon rims, so I was surprised when these alloy hoops showed up. However, I was equally surprised (and impressed) to discover the RRP: £479, with an introductory price of £379 available at time of writing.

Light for the depth

So let’s talk about initial impressions and how they ride, and we’ll dig into the spec’s as we ride along. When I pulled them from the box I immediately noticed how light they felt for an deep(sih) section alloy rimed wheel. At 1420g (pair) this is very much on the lighter side compared to other wheelsets at this price point, so a big plus already and I hadn’t even mounted tyres yet.

The obvious competitor would be Hunt, which offers its alloy rim Aero light disc wheelset, coming in at a claimed 1488g with a 28mm rim for £399, though these are currently pre-order only. The wider 34mm option weighs 1548g.

The 30mm deep, 22mm wide alloy rim gives you the option to run with either tubeless or standard clincher tyres. As always, Cero provide all the necessary hardware to run tubeless; including high quality valves, rim tape, even a couple of spare spokes and a pair of centre lock to 6 bolt disc rotor adaptors. The rim has a shot peened finish that gives a nice matt effect and some white and silver decals that pop nicely.

Initially I ran these wheels with a set of Schwalbe Pro One Evo 25c tyres and later on I switched to a set of Rene Herse Bon Jon Pass 35c tyres, both tubeless, so I could get a feel for how they performed with different set ups, as well as allowing me to ride some differing terrains. Mounting both sets of tyres was a breeze and going tubeless allowed me to run them on the softer side anywhere between 30 and 70psi, meaning more comfort and compliance.

The slightly wider rim profile meant that the tyres sat a little wider than spec’d. This only lead to inspire more confidence in corning on the road as well as hitting some rough gravel tracks at speed without fear of getting jostled all over the place, but is worth bearing in mind if you're edging close to your frame's capacity.

In both setups the wheels felt responsive, fast and stiff. The 30mm deep section rims held strong with no flex when giving it the beans accelerating away from a dead start or pounding out of a turn on some singletrack, as well as out of the saddle climbing.

I did notice that this stiffness translated to a harsher ride feel when running higher pressures (90psi+) on rough UK roads, but given how reliable these alloy rims are, plus the trending preference of wider tyres and lower pressures, I think this minor observation can be overlooked.

All condition ready

For the AR-30D wheels, Cero has opted for the same hub sets that are featured on their top spec RC35-D wheels. They’re strong, lightweight, and feature double sealed bearings to keep them running smooth over any conditions. All of those features backed up my internal dialogue that these wheels where lined up to be a really versatile all-rounder.

The other benefit of these hubs is that there’s hub adaptors to fit any axle combination from 9mm to 15x100 bolt thru front and 12x135 & 12x142 rear (my Open U.P. has a 15x100 front axle which I’ve found has been less of a preference for wheel brands recently over a 12x100 size meaning less options). This hub even supports SRAMs new XDR 12 speed cassette body if you’ve already made the switch.

One last thing before we wrap up is spokes - an often overlooked aspect of a wheel when it comes to long term running and availability of spares.

I was pleased to see Cero running the excellent Sapim CX-Ray spokes (24 front, 24 rear) on these wheels, even including a couple of spares in the box. So, if you do happen to break a spoke, the standard J-bend type are almost always available at local bike shops and you won’t be left waiting days or weeks for wheel brand specific spokes to come into stock before you can get riding again.

About the tester

Will Thompson is a bike racer and ride guide turned bike packer. His life on two wheels started in the competitive world, becoming MTB and Cyclo-Cross National Champion as a teenager, as well as road and track racing. As he's grown older his passion has turned to ride leading events on the road in Europe to most recently taking on multi week bikepacking rides and the many opportunities and adventures this form of travel brings.

Upgrade wheels are big business, but these days they’re far from a territory saved just for big businesses. There’s an abundance of emerging wheel brands out there prepared to sell consumers improved aerodynamics and a drop in weight – and Scribe is one such manufacturer.

>>> Best road bike wheels

In such a crowded market place, it can be hard to separate the wheat from the chaff. However, founded by Alan Graham - the former Wiggle product manager behind Prime bike wheels - it’s fair to place Scribe wheels on respected and well researched end of the sliding scale.

The Aero Wide 3850s are, as you’d expect, a middle ground set up with a 38mm front and 50mm rear – saving weight at the front whilst going deeper at the back. This has the added benefit of putting greater depth where the rider places more weight, which is a bonus for lighter cyclists who can find a dual 50mm set up hard to control in cross winds.

Scribe has constructed its rims from a unidirectional mix of T700/T800 carbon fibre, with its own additional tech used to strengthen the walls and rim bed. They measure in at 19mm internally and 26mm externally. A glass transition resin adds to longevity, and these rims can survive heat up to 240 degrees without damage – great news for those who can’t help but overbrake on long descents.

These wheels are, of course, tubeless ready and come with tubeless tape fitted as standard. The rims have a built in 'bead lock design' to ensure the tyres are seated well - particularly important in the case of tubeless set ups. However, the result was that fitting and removing clinchers was quiet a sweary job - though this may vary between tryes.

A set – with carbon rims and alloy spokes - comes in at a claimed weight of 1422g. They tipped the scales at 1451g for me - and Scribe points out that its claimed weight is without the rim tape which comes in at 30g per set. As a comparison, Hunt's 3650 set (also minus tape) weigh in at 1477g and cost £729.

An ethos of reliability and ease of replacement runs through to the CX-Ray spokes from industry leader Sapim – with 20 at the front and 24 at the rear, and each box comes with four spare spokes and nipples.

Scribe has gone big on hub tech too, with its own patented Ratchet Drive hub system. A single stainless steel drive ring reduces the moving parts to just one, which offers durability and speedy pick up.

One thing that really stands out about this brand is the attention to detail when it comes to customisation. Bearing choice is one example; with buyers able to select a ‘race’ bearing if they’re likely to stick to riding these hoops in dry weather, or keep with the ‘endurance’ option specced as standard, which won’t spin quite so fast but will be more suited to UK conditions.

To complete the package, Scribe’s own ‘Aero Super light’ alloy quick releases are another nod to quality, with a slim profile and very little protruding edge.

Like many wheel brands, Scribe ships its wheels with its own brake pads boasting a dedicated compound. I tried these wheels with SwissStop yellow carbon pads, as well as Scribe’s version. Both were effective, though the matching pads seemed to bite with a little more efficiency. Replacement Scribe pads come in at £10 – so you’re not going to be cheated on price when it comes to consumables.

The ride...

After many hours in the saddle aboard these hoops, I would suggest that this is a wheel set that favours stiffness and resilience over compliance.

I opted for my 'go to' and fitted a Continental GP 5000 clincher inflated at 70psi (I weigh 57kg). Once up to speed the wheels bombed along offering a heady mixture of efficiency and direct handling. However, on rutted surfaces the ride quality was a little jarring. Of course, these are race ready wheels, which perhaps makes their lack of comfort forgivable  - unless you've only got the cash for one all-rounder, which will apply to a lot of people.

I only had one opportunity to put these hoops to the test in anger, with the coronavirus crisis putting pay to any more number pinning for the season. Handily for my testing, a greasy circuit and several fallen riders in my path left me with nowhere to go and an excellent opportunity to crash test the wheels. Whilst my elbow required several stitches, the rims were unaffected, which is always reassuring to know.

Quick reaction times from the hub proved to be no fairytale - the jump up to speed was very much appreciated, particularly when powering out of the saddle on faster and more technical test loops. However this ratchet system is particularly noisy when freewheeling. I like the tick of an upgrade hub, but I’d actually rather dial this one down and it did get on my nerves.

bearJoining the aero arms race can be a slippery slope, but wheel brand Swiss Side are offering some enticing options to reduce your drag.

The Hadron Classic 485 rim brake wheel set sit at the cheaper end of the scale available from the Swiss firm, but provide solid aero and weight benefits without dipping into the realms of unobtainable when it comes to cost.

>>> Best road bike wheels reviewed 

Swiss Side offer three variations in the Classic line and the 485 comes with the lowest aero profile height at 48.5mm but also the lowest weight at 1,691g for the pair.

The other options are the 625 which come in at 62.5mm profile height and weight 1748g, and the 800 which are – you guessed it – 80mm high and weigh in at 1865.

>>> Find the best rim depth for you

This makes the 485s the most all-round of the Classic options and they really do the job whatever the terrain.

Swiss Side’s aero tech mean this wheels are rapid on the flat while still being light enough to float up the hills, and the relatively low profile makes you less vulnerable in the gusts when compared with a truly deep rim.

That being said, riding these wheels over some of the UK's more extreme terrain did lead to some sketchy moments in the wind, as the compromise definitely comes in the crosswind.

While descending from the crest of a slate valley in north Wales, there was some serious wobble from the front and that kept me from hitting top speed, for fear of a sudden gust sweeping the wheels out from underneath me.

The same happened on descent from the Mendips in Somerset on a particularly gusty day: as my riding partner dropped like a stone I hung onto the breaks for fear of losing grip in the winds. This level of wobble is far from uncommon on a rim around 50mm, but it did taint my experience.

However, the aero gains from these wheels were evident every time I took them out to race on the flats, as they carried me to a handful of time trial victories I'm particularly proud of, including a club 10 where I was able to catch and pass all the riders on TT bikes in front of me, something I hadn't done on my 20mm wheels in the weeks before.

The Hadrons were also plenty fast enough for a 10-mile road bike championships, while falling well within the maximum rim depth in place for a road bike-only TT.

Swiss Side say the 485s will save you 11.8w drag reduction at 45km/h compared with a standard road wheel set.

These aren’t the most comfortable of wheels however, as the stiffness will often punish you when riding on the rougher country roads.

The 485s are tubeless ready with full carbon rims, twinned with DT Swiss 370 Classic Hubs and DT Swiss Aero Comp spokes, with SINC ceramic bearings as standard.

One slight hindrance to the 485s is the narrow choice of tyre size, as these wheels tend to go against the grain of aero wheelsets by recommending that they work best with a 23mm at the front and 25mm at the back, while many brands are opting for 28mm options.

Whilst the £1,208 swing tag is clearly a big investment, with the aero credentials and all round appeal, these wheels are competitive in the market, offering outstanding aero gains while all-round potential making them a solid choice for an upgrade.

Here at Cycling Weekly we've long been fans of Fulcrum's Racing line of wheels. Previously, we've awarded the Fulcrum Racing Zero Carbon wheels a coveted spot on our Editor's Choice list but this year it's the turn of their disc brake siblings, the Fulcrum Racing Zero Carbon DBs.

This time, I've tested the disc braking version of the wheel and have found it be every bit as good.

For the most part, the two look very similar. However, the disc brake versions on test here come with 21 spokes front and rear rather than the 16/21 that the rim braking version has. Of course, it also has the added benefit of not having a carbon braking tract – drastically increasing your stopping power.

The tech list that accompanies the Fulcrum Racing Zero Carbon DB wheels reads something like a recipe for quality hoops. They're tubeless ready, boasting the brand's 2-way fit technology that means either clincher or tubeless tyres can be mounted on the rim. At 19mm they're wide internally, although not as wide as tubeless ready rims from Enve or even as wide as the Roval CLX 32 Disc wheels, but wide enough to seat the Turbo Cotton tyres that I tested them with comfortably, with no mushrooming over the rim.

Fulcrum's carbon layup is also impressive, and seriously stiff, making them very reactive. The oversized flange serves as a visual reminder of the stiffness on tap and ceramic speed bearings offer some marginal gains in the hub.

The full carbon rim is paired to 21 aluminium aero spokes front and rear, which may add weight, as compared to carbon ones, but makes them easier to repair – as do the external spoke nipples. Not that repairs have been necessary, these Fulcrum wheels have remained true over six months of testing.

I noticed them to be fast off the line, and when I tested them with a Basso Diamante frameset I was impressed by their rocket like pace. They also injected my Focus Izalco Max test bike with pace; a bike that I had thought lacklustre but was transformed with the use of these wheels. The wheels were stable on descents, even when applying full stopping power through the disc brakes, and the front wheel never pulled when applying the brake.

A 30mm deep rim makes these wheels great to climb on, and having done some elevation on them they're going to be go to wheels for riding holidays abroad. The wheel's shallow depth didn't hinder them on the flat either and performed better than cheaper deep section carbon wheels I've tested, and should be considered a testament to the quality of the carbon rim.

At £1799, they're £50 cheaper than the comparable Roval CLX 32 wheelset, which marks them clearly as an upgrade hoops but they'll make a big difference to whichever bike you put them on.

Verdict

Fast, stiff and responsive, these wheels are a testament to Fulcrum's carbon technology. They're a great depth for climbing and descending and make a marked difference to any bike you put them in.

With aerodynamic input from Simon Smart and silky smooth Chris King hubs, the Enve SES 5.6 Disc Clincher wheels are one set of premium hoops. However, their performance matches their price tag and for that reason, they’re on our Editor’s Choice list for 2019. 

Enve has an enviable record for its premium carbon wheelsets. A pioneer of deep section carbon rims, it’s been a feature of the pro circuit for years, its wheels currently being ridden by Team NTT.

Although its rim profiles have not changed – which is no bad thing at all – this year, we’re testing these wheels with Chris King hubs, which it says increases durability and rolling speed.

These wheels are also available with ENVE hubs, with the brand swapping out the DT Swiss internals used previously. It says that that has allowed it to increase durability while reducing the wheelset’s price.These models retail at £2700.

Naturally, the Chris King models tested here retail at a higher price that the standard ENVE hub models – £3100 to be precise.

The Chris King hubs offer up that silky smoothness we’re used to feeling as well as the classic buzz.

The hub’s flanges are widely spaced to increase bracing angles and there are paired spoke holes, so that the material has been cut away between them. The Sapim CXray spokes used are 24 traditional J-bend, which adds a bit of extra compliance when paired with the deep section rims.

Differential rim heights

Turning to the rims, these are disc brake specific, without a brake track. Enve says that this has allowed it to adjust the rim shape, reduce weight and improve impact resistance and aerodynamics. They are aero optimised for 25mm tyres. Enve provides a recommended pressure chart for riders of different weights.

The rims are different depths and profiles for the front and rear wheel: the front 54mm deep and 29mm wide externally, while the rear is 63mm by 28mm externally. Both have 19mm internal width. There’s a tubular option too.

Enve’s rims are also tubeless ready. They come untapped, but Enve provides tape and tubeless valves. I set up a set of tubeless Hutchinson Fusion tyres easily enough on the rims; they seated and sealed without difficulty.

I must say that Enve wheels are particularly tubeless set-up friendly. These wheels along with the Enve 2.2's, that were set up with Schwalbe's, were one of the easiest tubeless installs I've done.

Riding the Enve SES 5.6 Disc wheels

So what are the Enve SES 5.6 wheels like to ride? I slotted a pair into the new Wilier Cento 1 NDR disc brake endurance bike. Replacing the stock 2kg Shimano wheels really upped the Wilier’s game and I found I was saving around 2 minutes per hour on my standard hilly route through the Chilterns.

That included faster climbing as well as extra speed on the flat and fast downhills. With a sub-1600g wheelset weight, they are light for a deep section wheel, helped out by a saving of around 100g from the disc-specific rims.

Not only were the Enve wheels faster, they also made for a much livelier ride feel, really bringing out the quality of the Wilier frame, hidden by the slow stock wheels. Winds were quite light on the days when I rode the Enve SES 5.6 wheels and I didn’t feel any buffeting or twitchiness.

So the Enve SES 5.6 wheelset provides the quality ride you’d expect from the premium brand. But even with the price reduction resulting from the new hubs, they’re an expensive option.

The only downside to the 1600 Spline 23 wheel was the odd skewer it had for the rim brake version. We now have the disc brake version, which doesn’t have that issue and so rubber stamped its way into Editor’s Choice for 2019.

DT Swiss has really performed with its high-end wheels over the last few years and that again is evident in the lower categories. The latest DT Swiss 1600 Spline 23 aluminium wheelset from the brand offered plenty of performance out training recently and I’d go as far to say one of the best £500 wheelsets available on the market and definitely on par with the likes of Mavic and its Ksyrium Elite.

The shallow rims are on of the nicest looking wheels around this price point too. The 23mm black rims offering with white hubs giving a classy look.

Those rims measure up 18mm internally meaning that they are a smidge wider than most others recently tested, giving a nice wide stance to the tyre on the road. This ultimately means that tyres tended to measure up a little larger, by a millimetre or so, compared to other narrower wheelsets: Cero AR30 Evo's spring to mind here.

Weight wise you are looking at typical values around this price point. DT Swiss 1600 Spline 23 weigh in at 1591g.

Unlike the Fulcrum Racing 3s these are tubeless ready too and come with all the necessaries to be able to set up tubeless yourself at home.

DT Swiss is known for its decent hubs and spokes. You get the 350 hub that claims to have the same performance as its higher end options, just with a little less weight refinement. DT Swiss aero comp bladed spokes are used here; 24 front and 24 rear which are straight pull – a good quality spoke can make the difference to the wheels!

The QR levers what DT call 5mm quick releases, which aren’t exactly quick release. Think bolt-thru here.

These feel robust and secure, although I had a little bit of a hard time getting the rear wheel straight as this system, like bolt-thru on disc brake wheels, require you to tighten until you can’t tighten anymore, which can make it a little awkward to get the wheel in straight first time.

You can pull the leaver outwards at one end of the QR and move it independently, which helps positioning of the wheel.

Thankfully, with the disc brake version you get that conventional bolt thru axel that works as it should.

I've been impressed with the DT Swiss 1600 Spline 23, they do ride very nicely and perform much higher than their sub-£500 price tag suggests.

Yes, jumping off more expensive carbon offerings does mean a decrease in performance but the increase in braking confidence and the fact these wheels will take on pretty much anything, it can often leave you thinking why buy anything else?

Typically, you don't have that zip or that floating effect on wheels like these but stuck in the Specialized S-Works Tarmac I'm using at the moment I had to really think where the more expensive carbon offerings gave me gains.

Yes, aerodynamics and the use of Ceramic Speed bearings come into play, of course in the out-and-out stiffness of a wheelset - but it wasn't totally night and day between wheels, wheels that cost nearly £2000 more.

Good job DT Swiss.

A wheelset for all seasons with hints of aero to add elements of speed and handbuilt for strength and robustness, these Borg 31 wheels offer all that you need from a wheelset for under £500 – no nonsense, performance was a no-brainer for Editor’s Choice selection.

Suffolk-based Malcolm Borg handbuilds his own wheels, choosing the rims, spokes and hubs that he considers best for the job.

He calls the Borg 31 “all-weather training/racing wheels” and uses a tubeless 31mm-deep rim from Taiwanese company Kinlin to supply strength, stiffness and a small amount of aerodynamic advantage over a box-section rim.

The rim has an external width of 24mm, so it is pretty wide. A 25mm tyre sits perfectly with no ‘lightbulbing’ at all.

Borg swears by tubeless and set these wheels up with IRC Formula Pro RBCC tyres with MaXalami MaXSeal Sealant (£490 all in).

Borg likes the robust forged shell of the Miche Primato hubs for this type of wheel, as well as the big 6001 bearings. He says that due to their size they show low rolling resistance (rolling resistance is inversley related to rolling diameter) but also big bearings have a higher load value so wear at a slower rate. Water ingress into the hub is generally stopped by the bearing seals. We haven’t put anything like enough miles on them to be able to comment, but Borg claims 10,000 miles of all-weather use before the bearings get graunchy.

They’re also simple to maintain: the end caps come off with two 5mm Allen keys and the freeaxle design means the axle just pulls out.

On the road the Borg 31 wheels felt super stable with the wide rim, and very fast in corners.

We ran them at 80psi for better traction on greasy roads with the threat of ice patches and felt very confident.

The Borg 31 wheels use heavier Sapim CX-Force spokes in the rear for extra stiffness while the front is laced with Sapim CX Rays (both types are bladed), and on climbs and out of the saddle there was no hint of brake rub.

The human touch behind Borg’s wheels is a big USP: you’re benefitting from his personal riding experience and wheel-building expertise, and he loves to talk wheels, too. They may not have the Italianate bling of Fulcrum but for no-nonsense riding on British lanes they can’t be beat.

For straight line speed alone the Roval CLX 64 Disc wheels would have a spot on our Editor’s Choice list, but the fact they also climb well despite their depth only sets them apart further. They just had to be on our Editor’s Choice list for 2019.

The Roval CLX 64 Disc wheels are the deeper siblings to the Roval CLX 50 Disc wheels that I rated very highly last year.

The extra depth gives these wheels an aerodynamic advantage over other 50mm deep wheelsets which is why you'll find them fitted on the Specialized S-Works Venge as standard, which was the bike I tested them in.

I tested these wheels on a particular tough Kent loop (amongst others) that had well over 1700m of climbing and I'm happy to dispel the myth that deep section wheels can't climb. With deep section wheels I tend to find that descending is where the extra depth can cause problems, catching crosswinds more easily. Even on still days I found the Roval CLX 64 Disc wheels to be quite unstable, adding a twitchy-ness to the ride that was disconcerting on descents. It was even noticeable when reaching down to take a bottle out, with the bike prone to slight speed wobbles. To combat this I found myself loading the front end with slightly more weight, especially on descents.

Interestingly, despite the extra depth I found the wheels quick to accelerate - faster than the Hunt 50 Carbon Aero Disc wheels - without feeling like I had to overcome the levels of inertia usually felt with wheels of this depth. I'm sure this is helped by their light weight – 1580g for 64mm deep wheels is impressive.

In a straight line these wheels absolutely rocket along, pushing my pace far higher for the same effort, and I'm sure the S-Works Turbo Cottons I used helped, too. I'm not surprised that my Strava activities were littered with PBs when using these wheels – including on climbs.

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Along with Zipp, ENVE and Hunt, Roval has long been pushing wide internal rims, the better to seat tubeless tyres. These Rovals are tubeless ready, although I didn't run them as such. Even so, my 26mm Turbo Cotton tyres sat flush with the rim - thanks to the fat 20.7mm internal width - at least giving me a bit of extra aero help. I'm sure the wheel's CeramicSpeed bearings, DT Swiss internals and DT Swiss spokes helped keep the Rovals rolling along nicely.

At £2000, the Roval CLX 64 Disc wheels are firmly a luxury item, but they closely match Zipp's competitor wheels and come in well under the price of Enve wheels of a similar depth.