So they’re not crazy lightweight and crazy stiff unlike some carbon climbing wheels, but for the money you’re still getting an impressive lack of grams and a good quality product despite the slightly raised front rim joint. In addition, the C24s are far more versatile and certainly not too fragile or expensive to be used all year round.
Super-smooth (and adjustable) bearings
Rim joint slightly raised when new
Narrower than modern wheels
The Shimano Dura-Ace C24 clinchers have been in Shimano’s range for a while, using the same aluminium and carbon hybrid design but with updated graphics to match the latest iteration of the flagship Dura-Ace groupset, 9100. For that reason the C24s stay relatively cheap, and indeed it’s easy to find them online at well below their SRP of just under a grand, with the 9000 version even cheaper if you can still find them.
As you’d expect of a Dura-Ace level wheel, it’s a high-quality product with some standout bits such as a titanium freehub body and beautifully milled hubs.
In fact, the Shimano Dura-Ace C24 is a really good-looking wheel all over, with a slightly old-school, spindly aesthetic thanks to the shallow-section rims (21mm at the front and 24mm out back), low spoke count and aluminium brake track (alleluia, some will shout). The rim width stays narrow, helping keep weight low by reducing material.
Our test set weighed 1,471g, slightly over their quoted weight (by Shimano) of 1,452g, though most retailers seem to have a slightly lower weight again of 1,389g.
We found the Shimano Dura-Ace C24 supplied a very nice ride quality. For a relatively light wheel with a rim not as resistant to deflection as a deep-section carbon rim they were stiff enough, too. Widely spaced hub flanges and a high spoke tension help these wheels perform very well up steep climbs, with no rubbing of close-set brake pads.
The fact that the rims are narrow, with an external diameter of 20.8mm compared to the new-style, wider rims measuring 25 or 26mm across the brake track, means a skinnier, longer contact patch and taller rather than fatter tyre, but brake calipers can exert more force on the rim when they're not wide open, so there are certainly pros and cons.
And of course braking is excellent with the ‘normal’ pads on an aluminium braking surface but it was possible to feel – and hear – the joint of the front rim, something we didn’t expect from a Dura-Ace component. We haven’t put enough miles on them yet to find out, but we imagine this will wear smooth shortly.
Thank you for reading 5 articles this month* Join now for unlimited access
Enjoy your first month for just £1 / $1 / €1
*Read 5 free articles per month without a subscription
Join now for unlimited access
Try first month for just £1 / $1 / €1
Simon Smythe is Cycling Weekly's senior tech writer and has been in various roles at CW since 2003. His first job was as a sub editor following an MA in online journalism.
In his cycling career Simon has mostly focused on time trialling with a national medal, a few open wins and his club's 30-mile record in his palmares. These days he spends a bit more time testing road bikes, or on a tandem doing the school run with his younger son.
What's in the stable? There's a Colnago Master Olympic, a Hotta TT700, an ex-Castorama lo-pro that was ridden in the 1993 Tour de France, a Pinarello Montello, an Independent Fabrication Club Racer, a Mercian Classic fixed winter bike and a renovated Roberts with a modern Campag groupset.
And the vital statistics:
Kristen Faulkner cools down after making a splash at the Giro Donne
The American headed straight for the sea to after winning the stage and taking the Giro Donne overall lead
By Owen Rogers • Published
Tour de France: Stage one time trial start times
All the start times for the opening stage
By Tom Thewlis • Published
Murder suspect Kaitlin Armstrong apprehended in Costa Rica, now in police custody
Armstrong to be deported to US and face first-degree murder chargers for alleged shooting of cyclist Moriah Wilson
By Anne-Marije Rook • Published