The Best Road Bike Wheels of 2024

Another reason to love the 40|44 and all Reserve wheels is the choice of pricing, based on the hub spec. Our test set featured the workhorse DT Swiss 350 Staightpull hubs, and retail for $1799. The DT 350 packs a huge amount of performance, reliability, and serviceability into the 40|44 while allowing the weight to remain respectable at just over 1500g with tubeless tape and valves installed. At an additional cost, Reserve also offers the 40|44 with DT Swiss 240 (1445g) and DT 180 (1381g) hubs for weight savings, but realistically, hubs are about reliability and quick cassette engagement, both of which the 350 has covered and then some. 

As the name denotes, the 40|44 are a mixed-depth wheelset, meaning the front rim is shallower than the rear. Reserve designs all of their road wheels this way because, in reality, the demands and conditions affecting front and rear wheels are slightly different. Up front, turbulent air is hitting a lighter wheel that is bearing far less of the rider’s weight and is free to rotate along with the fork. So, the shallower 40mm rim offers more stability because it catches less airflow. The taller 44mm rear rim makes for a slightly stiffer wheel build, for more responsive acceleration. Bearing more of the rider’s weight, shielded from the wind by the rider’s lower body and locked into the rear triangle of the bike, the rear wheel is much less of a liability in blustery conditions, so there’s no downside to the increased depth.

Straightpull spokes are another great choice for this wheelset, allowing for very high spoke tension, which creates plenty of responsiveness during accelerations and lateral stiffness during aggressive maneuvering. 

Reserve also made the 40|44 easy to get along with. The hooked tubeless-ready rims are compatible with any tubeless tire or clinchers run with tubes. DT Swiss’ hubs are reliable and easy to service. There is also no weight limit and Reserve offers a lifetime warranty and crash replacement discount for added peace of mind to protect your investment. And, our experience with Reserve’s warranty department has always been good. 

While other wheels might stand out more in certain situations, the Reserve 40|44 is a super capable all-arounder that has you covered on any ride, pace, surface, or distance. At $1799 US, they are moderately priced (compared to some premium options) and a great performance and comfort upgrade for any disc brake road bike.

Read our full review of the Reserve 40|44 Road Wheels.

As the name suggests, the 44 Aerodynamicist Carbon features a Carbon rim with a 44mm depth. This depth strikes a good middle ground between super-deep aero rims and shallower rims where they still slice through the air efficiently but avoid getting pushed around in variable winds. The hooked rims are 20mm wide internally and 29mm wide externally, and Hunt claims they are aero-optimized for use with 25c-28c tires. That said, they should work with any tires between 23-50mm as the hooked rim is compatible with tubeless-ready tires or clinchers with a tube.

The rims are laced with straight-pull aero spokes to Hunt hubs with center lock brake rotor interfaces, plus they come with rotor lock rings, which is a nice touch. The freehub features three pawls and a 48-tooth ratchet for quick 7.5-degree engagement. Hunt has also accounted for all freehub styles, and you can pick between Shimano HG, SRAM XDR, Campagnolo, and Campagnolo N3W (Ekar), so drivetrain compatibility shouldn’t be an issue. They also include a spacer for 8/9/10 speed cassettes along with a few spare spokes, nipples, and washers.

Beyond the build, the performance of the 44 Aerodynamicist is also great. They feel lighter than their weight suggests when climbing and getting on the gas, yet reassuringly stable at speed and generally unfazed when subject to crosswinds. They also provide a good amount of comfort over less-than-perfect road surfaces like weathered pavement or the occasional detour down a gravel road. They also look fantastic, with a matte black finish and subtle logos that look classy and will go with any bike build.

At $1,279, the Hunt 44 Aerodynamicist still are no drop in the bucket, but they’re hundreds less than most moderately priced carbon road wheels. On top of that, Hunt offers a 3-year warranty and riders can purchase the H_Care lifetime crash replacement policy for $69. They also have a 60-day Ride and Return Policy, so you try these wheels with confidence knowing that you’re not committed if you don’t happen to like them. But, you probably will because these are excellent wheels, especially for the price.

Read our full review of the Hunt 44 Aerodynamicist Carbon Disc wheels.

Big Gains for Big Days is the Why behind the 36 Disc, according to Cadex. At 1354g with tape and valves installed, the Cadex 36 is an impressively light wheelset but delivers more than just uphill speed. With a 22.4 internal width and a hookless rim, the Cadex 36 Disc are also optimized for running bigger tires at lower pressure, which makes big days on the bike less exhausting through improved rolling efficiency and enhanced comfort. 

High tensile strength carbon spokes are a big part of the weight savings achieved in the Cadex 36 Disc but also make for an incredibly stiff and responsive wheel. The spokes are bladed for improved aerodynamics and stability in windy conditions. Cadex’s own R1-C30 low-friction hubs feature precision-machined internals and ceramic bearings which they claim roll up to 50% more smoothly than steel hub bearings. Additionally, Cadex uses what they call “Custom-Tuned Dynamic Balanced Lacing” to achieve a wider bracing angle and higher spoke tension to bolster stiffness and responsiveness.

Setup was quick and easy as the wheels come with tubeless tapes and valves installed. Tires seated easily with just a floor pump, but be aware that the Cadex 36 Disc rim is hookless, so it is absolutely critical to run compatible hookless approved tires. No clincher tires are compatible with hookless rims, and a fair number of “tubeless-ready” tires are not compatible with hookless rims, either, so it’s best to do some research prior to choosing your rubber. (They are currently selling the wheels as a set with tires included for $2,500)

“Big gains” is something that can be felt from the first pedal stroke. The Cadex 36 spin up very easily and hold speed incredibly well uphill. Stomping on the pedals, the lateral rigidity reminds one of a deeper rim, but with the responsiveness and zest of a wheel this light. Whether tapping out a deliberate, measured cadence or dropping the hammer, these wheels are happy to do whatever you please. And despite their stiffness, at 36mm deep, the Cadex 36 do still offer some forgiveness over road chatter, cracks, and bumps in the road. Handling at all speeds is predictable, precise, and they feel stable at speed and virtually unaffected by crosswinds.

While it can certainly be hard to justify the premium price tag of the Cadex 36 wheels at $1,400 and $1,800 for the front and rear, respectively, they are currently being sold for $2,500 as a set with a pair of Cadex tires. While that clearly isn’t inexpensive, it’s an easier pill to swallow and even undercuts the price of several other premium wheelsets. And, Cadex’s Composite Confidence Guarantee covers damage for the first two years, along with a 5-year warranty against manufacturing defects.

So, if you’re looking for some light, stiff, and classy-looking wheels to help make hills feel flatter, the Cadex 36 is worth a serious look. They don’t come cheap but these wheels offer premium performance for those seeking the best.

Read our full review of the Cadex 36 Disc wheels.

The Alpinist SLX rim is made from 6061 aluminum aluminum alloy with a shot-peened finish. The rim is a hooked and tubeless-ready design with a moderate internal width of 20mm and an external width of 23.5mm that will work great with tires from 25 to 30c. While a touch narrower than what is quickly becoming the norm, these rims still work great with the vast majority of tires most people are using for pure road riding. That said, the Alpinist SLX rim still manages to feel plush and maneuverable, especially when set up tubeless with 30c rubber. With aluminum rims and a lightweight overall build, it’s critical to choose the best tires, otherwise, the ride quality and rolling resistance will be less than ideal. And, being a more affordable aluminum option, it leaves room in the budget to upgrade tires as well. 

Moving away from the rim, it’s clear that Roval was committed to making intelligent choices in selecting the parts for the Alpinist SLX wheelset, making them as well-rounded as some more expensive custom-built wheels. First, we find Sapim D-Light spokes, which aren’t the lightest or most aero spokes, but do enhance the ride quality of the Alpinist SLX. Those are laced to the legendary DT Swiss 350 hub with a 36-tooth star ratchet system for solid 10-degree engagement under power. The DT 350 is also one of the most reliable and easily serviced hubs ever produced.

Setting up the Alpinist SLX tubeless was fairly easy, with both tape and tubeless valves supplied inside the box. We did need to use an air compressor to pop the tire beads into place, but once that was done, the tires held air perfectly. 

On the road, the Alpinist SLX were pleasant to ride at a steady pace across any terrain. Only during the most extreme maneuvers and accelerations was it evident that they weren’t quite as stiff and snappy as some carbon options we tested. It’s no surprise that many of the professional teams that Specialized sponsors use the Alpinist SLX as training wheels between races. These are comfortable, predictable, and stable wheels for munching up big miles.

If you want an affordable, comfortable, and worry-free upgrade to your stock aluminum wheels, the Roval Alpinist SLX are a smart pick. Just be sure to match them with a high-end tubeless tire to realize their full potential.

The “Black” in HED Ardennes RA Black is a reference to its namesake, the textured black braking surface that features “Turbine Braking Technology”. The main benefit of Turbine Braking Technology is that the textured surface dramatically reduces stopping distances and the force required at the brake lever, which is of particular importance when running rim brakes. HED makes some lofty promises that these wheels will stop up to 25% faster in dry conditions and as much as 70% faster in wet conditions compared to other rim brake wheels with carbon brake tracks. The other obvious benefit is that the black brake track looks super stealthy, just like carbon rims, but without the concerns around heat buildup at the brake track, and poor wet-weather braking performance.

While controlling your speed is obviously super-critical, these wheels are also focused on ride quality and performance. The rims themselves are designed and constructed to provide a comfortable yet lively ride with an internal width of 21mm that is well suited to pure road riding tire widths between 23 and 30c. Unlike disc brake wheels, brake track width and tire volume are more of a consideration, and here the HED Ardennes hit the sweet spot.

Those rims are laced to HED HU216 (f) and Sonic 545 (r) hubs with Sapim CX-Ray bladed spokes. The front wheel uses straight pull spokes and radial lacing while the rear uses J-bend spokes in a 2x cross pattern. These spokes are light, aerodynamic, and provide a great ride quality in addition to being relatively easy to find should you need to replace one. And, in our experience with HED Ardennes wheels, you may never need to replace one or even true your wheels. The 5-pawl freehub engages quickly, and while it has a somewhat aggressive freewheeling sound, it isn’t over the top.

HED includes tubeless rim tape with the wheels, but you’ll need valve stems to complete the system which they sell separately for $15 a pop on their site in a range of lengths. Outside of that, setting up tires proved to be super easy and only required the use of a floor pump.

On the road, the HED Ardennes RA Black feel efficient and comfortable and not far off from more expensive deep-section carbon hoops. Super discerning riders might feel a slight reduction in efficiency, but the ride quality, responsiveness, and comfort these wheels provide over rough pavement is hard to ignore. Likewise, the rim brake stopping power is the best we’ve ever experienced, competitive in power and modulation to hydraulic disc brakes.

So, if you’re not convinced that carbon fiber rims or disc brakes are for you, the HED Ardennes RA Black is our top recommendation. While $1,300 isn’t exactly cheap, they cost less than most carbon options while providing a nicely balanced ride quality, excellent stopping power, and good looks.

Read our full review of the HED Ardennes RA Black wheels.

Setting up the EP30 SL with tubeless tires was a cinch, thanks to nice and sticky tubeless tape that only requires one layer, and high-quality tubeless valves, which are included with purchase. Since the EP30 SL rim is hooked, you can run any tire under the sun with or without an innertube, which we love and applaud. While the rim is hooked, the hook is less pronounced than traditional clincher rims, a design HiFi terms “micro-hook”. The benefits are the tire security and compatibility of a traditional hooked design, with a more advanced rim/tire interface that allows the tire to better protect the top edge of the brake track from impacts with potholes and other road debris.

The EP30 SL’s 19/25mm internal/external width is a bit narrower than most road wheels being developed at present. Keeping in mind that the tires must safely clear rim brake calipers and narrow parts of the frame and fork, 19/25mm is a smart choice from a compatibility standpoint. Thanks to a ride quality that balances stiffness with a good amount of compliance, we found that with 25c and 28c rubber installed, the EP30 SL had a nice balance of speed and comfort, and allowed the tire to grip confidently at all times.

At 1320 grams, the EP30 SL is an ideal choice for hilly terrain, but far away from a niche wheelset for pure climbers. Not only were the 395g rims quick to spin up, but the 30mm deep profile was tenacious at high speed, helping us bomb down descents and charge across flat terrain like much deeper options. The EP30 SL rim offers plenty of stiffness, providing pinpoint maneuverability and surefooted confidence with the bike leaning through fast turns. Climbing on them is special, though. We set numerous personal best times on local climbs that we’ve ridden dozens of times while testing these wheels.

The braking performance of the EP30 SL rim was excellent, with zero shuttering, squealing, or brake fade. While we don’t recommend any carbon brake track wheel for day-in and day-out riding in wet and grimy conditions, we can confirm that the EP30 SL is ready to descend aggressively and ride in traffic with total confidence, in dry and slightly damp conditions. They also come with carbon-specific brake pads that we found to work great for slowing down in a hurry.

The EP30 HiFi Fidelity R36SL straight pull hubs feature high-quality Japanese steel bearings and use a 4-pawl system engaging with a 36-tooth ring. The R36SL hubs offer quick and reliable engagement, lightweight, and long-term dependability. The R36SL hubs are laced by hand to the EP30 SL rim with Sapim CX-Ray straight pull spokes. and Sapim Secure Lock Alloy nipples. The front wheel features an 18-spoke radial lacing pattern, while the rear utilizes a 24-hole 2:1 lacing pattern with 16 spokes on the drive side and 8 on the non-drive.

In the case of major incidents, HiFi offers a generous crash replacement policy that provides a 50% off MSRP discount on any wheel and necessary parts that are structurally damaged in a crash or accident. HiFi also guarantees their wheels to be free of manufacturing defects for 24 months from the date of purchase by the original owner. 

At $1970, the HiFi EP30 SL is a significant investment but will have you setting new personal bests and keep your beloved rim brake race bike on the road for many more years to come, instead of spending a lot more money to ride a different bike that is heavier and more complicated to maintain.

The Trimax 35 rim features a slightly more aggressive 35mm depth and material is milled away around the spokes nipples, ensuring a race-worthy strength-to-weight ratio and creating a striking aesthetic. While Vision offers no specific aerodynamic claims about the Trimax 35 rim, it’s documented that deeper rims provide an advantage when riding at higher speed, by giving the air more surface to flow across, thus reducing the turbulence and aero drag that slows the rim down.

The rim is wide enough across the spoke bed to work well with 28c tires but for the best aerodynamics, a 25c tire is ideal and will create a smooth transition from the rim to the tire sidewall. Thankfully, the Vision Trimax 35 is tubeless ready, so those smaller 25c tires will still be comfortable and fast-rolling because they can be run at lower pressure without a tube inside. 

While the Trimax 35 DB CL wheelset isn’t a featherweight option at 1650 grams, when set up tubeless and paired with a lightweight and supple tire, it’s a fast set of wheels. The deeper rim and shorter spokes react with vigor to sudden spikes in power. The only thing that holds these wheels back a bit at times is the 3-pawl freehub, which takes a moment to engage the rear wheel during sudden accelerations, which we found most noticeable when climbing. Once the climbing is done, the Trimax 35 wheels are more than ready to rip descents, corners, and long flat stretches of open road. 

We were honestly quite pleasantly surprised by the Vision Trimax 35 DB CL given their reasonable cost of just $550. Sometimes it’s easy to get swept up in all the latest and greatest tech when testing the best of the best. To their credit, Vision has created a fast and nice-looking set of wheels that won’t break the bank but might help you break away from the pack.

One of the standout features of the ARD44 wheels is the Fusion Fiber rims. Made in Utah by CSS Composites, Fusion Fiber has been used by Forge+Bond and in Chris King’s other recent complete GRD and MTN wheelsets. Using a thermoplastic resin, Fusion Fiber is not only recyclable but claims to absorb vibration better than traditional carbon fiber as well. On the road, the comfort is readily apparent as they soak up road buzz and impact as well as any other wheels we’ve tried. That smoothness translates directly to grip and rolling efficiency since everything seems less affected by imperfections in the road surface, handling is super calm and predictable, and the wheels are surprisingly quiet and damp sounding too (other than the freehub).

With a 44mm depth, the ARD44 rims offer a moderate level of aero advantage, which is enhanced by the hookless design for a smoother transition at the rim-tire interface. Despite the 44mm depth, we found them to be impressively stable in crosswinds where some deep section rims can feel sketchy. In varying winds, they did not waver or get pushed around and felt more similar to shallower designs. The hookless design and 25mm internal/30.5mm external width have been “aerodynamically tailored for 28mm-30mm tires”, meaning tires of those sizes will be the most aero-efficient. That said, they are claimed to work with tires up to 47mm wide, meaning they also have your all-road and gravel needs covered.

At the center of those rims are Chris King R45D hubs which are made in their factory in Portland, OR. These stunning hubs are available in a range of color options, have a center lock brake rotor interface, and can be purchased with Shimano HG, SRAM XDR, or Shimano Microspline freehub bodies. The house-made stainless steel bearings are ultra-smooth (plus you can upgrade to ceramic for $110) and feature King’s RingDrive system which has 45 points of simultaneous engagement, or 8°, for a zesty, precise feel. Twenty-four bladed, J-bend Sapim CX-Ray spokes connect the rims and hubs together.

At 1525g, the ARD44 isn’t the lightest wheelset around, but what little additional weight they have goes virtually unnoticed on the road, much the same way that cracked and weathered pavement seems to disappear beneath you. Should you manage to damage your wheels, Chris King’s Lifetime Warranty has your back, and they really mean it. If you damage your rim, they will pay for shipping both ways, a new rim and rebuild, plus a hub service. It doesn’t get much better than that.

At $2850, the ARD44 wheelset is well within premium-priced wheelset territory. While they aren’t the lightest, they offer a beautiful ride quality through their Fusion Fiber rims, bombproof Chris King hubs, excellent craftsmanship, and attention to detail. They are also great looking, with a raw carbon finish and subtle, matte King logos. For those in search of an elegant carbon wheelset to grace your forever bike and who value comfort and stability over outright speed, then the Chris King ARD44 may well be worth the cost.

Read our full review of the Chris King ARD44 road wheels.

A hookless rim is an interesting choice for a wheelset so steeped in road heritage, as the technology was first developed for mountain bike rims before becoming commonplace on gravel and cyclocross-focused designs. While it is true that tire options become limited with hookless rims, nearly all leading brands now offer a road tire that is hookless compatible.

For a road wheelset, the primary claimed benefit of hookless is the more aerodynamic and efficient profile that the tire assumes when installed. By smoothing the transition from rim to tire, airflow is less disrupted and the rim itself is less exposed to impact. Additionally, manufacturers claim the rim itself can be kept lighter without adding hooks. Yet despite these claimed advantages, there are plenty of riders who are opposed to hookless rims in road riding.

So, how does this new-school philosophy in rim design affect the ride characteristics of the 303 Firecrest? When paired with 28c tires (the minimum volume that is compatible, according to Zipp) and inflated to 70 PSI, the 303 Firecrest feels so smooth, that it takes some getting used to. On a few occasions during the first ride, we were compelled to look down to ensure there wasn’t a puncture. In reality, the 303 Firecrest and the wider tires were doing their job in perfect harmony, soaking up road buzz and decreasing rolling resistance, which in turn preserves more speed and more energy in the rider, a win-win! While that level of smoothness doesn’t always translate well to cornering, we found it felt natural, confident, and precise. This is due to the 30mm external rim width, which prevents the tire from deforming under the lateral force generated by leaning the bike into a turn. 

Climbing, the 303’s low weight was readily apparent, and they made easy work of even double-digit gradients. The rear hub’s 66-point engagement helps here as there is no lag when your cadence drops or pedaling gets choppy. At high speed, the 40mm deep rim was surprisingly efficient, reminiscent of a rim with greater depth. With the 303 Firecrest, it’s easier to hold onto higher speeds, because the entire wheel and tire (+ bike and rider) system is suspended more efficiently above the road, so the road is essentially smoothed out, and watts are thereby saved.

Testing this wheelset wasn’t as much an “ah-ha” as an “uh-huh”, as the 303 Firecrest has been and will remain on the short list of the best-performing road wheels available. Zipp realizes that their bread and butter – aerodynamics – has hit a plateau in development, and smartly pivoted to rolling resistance to stay ahead of the pack with the 303 Firecrest. At $2046, they are actually competitively priced compared to many top-tier models. It’s a hard wheelset to look away from and was even harder to send back to Zipp.

We had the chance to test the Aeolus Pro 49V back-to-back against the range-topping Aeolus RSL 51. On the same bike, with the same tires and tire pressure, riding the same 15-mile loop, it was honestly challenging to identify a difference in performance. If the test had been blind, we’re not sure we could have correctly which was the $1800 wheelset, or the one costing $1,000 more. Safe to say that whatever difference could be measured by CFD analysis, or by a truly rigorous road test using a power meter, the differences would be marginal. 

So, where exactly do the cost savings come from? The most direct cost-saving difference is the level of carbon fiber used in the respective rims. While the Aeolus RSL range features Bontrager’s lighter top-tier “RSL OCLV”, the Aeolus Pro range uses the slightly heavier “OCLV Next” carbon, to match the same level of strength as the RSL. The heavier rims are part of why the Aeolus Pro 49V weighs 1555g, while the Aeolus RSL 51 wheelset is just 1410g. 

Moving away from the rim, the Aeolus Pro 49V uses heavier hubs, which don’t use the same DT-Swiss internals as the Aeolus RSL 51. Still, the Bontrager Rapid Drive 108 hubs found on the Aoelus Pro 49V offer excellent engagement and a precise, snappy feel when accelerating and climbing. They also feature the same DT Swiss Aerolite Spokes, which can withstand super-high tension and have been tested to be one of the most aerodynamically efficient spokes available. 

Next to the Aeolus RSL 51, the Aeolus Pro 49V has a less refined finish, but it’s certainly still a classy-looking wheelset. As someone who likes to occasionally throw fast wheels on my gravel bike for a race, the extra 2mm of internal rim width and the extra $1000 in my bank account would choosing between the two super easy. While weight is what a lot of folks fixate on when upgrading wheels, in our experience this year testing wheels and tires, we’ve downgraded its importance somewhat, assuming it’s under 1600g. Aerodynamics and low rolling resistance are where it’s at for us, and the Aeolus Pro 49V delivers both in good measure. 

All Bontrager carbon wheels are warrantied for life for the original purchaser and come with the added protection of Carbon Care. If you structurally damage your wheels while riding in the first two years of ownership, Bontrager will replace them. This is a significantly more generous offer than what most carbon wheel manufacturers list as “protection”. So, if you’re looking for a versatile aero wheelset that is comfortable and reliable and has an excellent warranty, the Bontrager Aeolus Pro 49V is a winning pick.

At 25mm wide internally, the SES 3.4 is wide enough to support huge gravel tires but is also aerodynamically optimized for 28c road tires designed for road racing. Speaking of tires, the ENVE SES 3.4’s hookless rim is only compatible with approved hookless tubeless-ready tires. It is possible to run the ENVE SES 3.4 with tubes, but those tubes will still need to be used in conjunction with a hookless tubeless-ready tire. In most cases, such a combination will be heavy and add significant rolling resistance, so we recommend the ENVE SES 3.4 only for riders who intend to use tubeless tires. 

The SES 3.4 rims are different depths, but only marginally so, with a 39mm front and 43mm rear. The added depth bolsters responsiveness in the rear and the shallower front rim is more easily maneuvered, and also easier to hold steady in windy conditions. Responsiveness also gets a boost from the excellent ENVE Premium Road Hubs, which feature flange diameters, spacing, and spoke hole lacing that are all intended to maximize torsional stiffness, spoke tangency, and power transfer. 

Until a few competitors updated their wheels recently, the SES 3.4 were the most comfortable wheels we had ever tested. While they are no longer alone at the top in terms of ride quality, they’re still at the top. The SES 3.4 has an uncanny ability to ride pitch-perfect relative to whatever tire size and pressure is installed. Whether shod in 29c ENVE SES race tires at 68PSI, or a set of knobby gravel 42s, the ride is always responsive but well-damped, inspiring you to take any type of ride you choose.

The one thing we don’t like about the ENVE 3.4 also goes for every wheel ENVE makes, and a few other brands as well, and that’s internal nipples. This design saves a couple of watts of drag and gives ENVE wheels a sleek appearance, but truing the wheels becomes considerably more difficult when it involves tearing apart a complete tubeless tire setup, including removing the tape, before even beginning to adjust the spoke nipples. It’s not a huge issue, but most of the industry sticks with external nipples, for easy spoke tension adjustments that don’t involve tire and tape removal. 

That one issue aside, the ENVE SES 3.4 is everything we want a quiver-killer, all-around wheelset to be. As ENVE says, they are versatile, thanks to their width, aero of course (this is ENVE we’re talking about), light at 1455g, and fast, thanks to their low rolling resistance and excellent hubs. At $2850, they’re also expensive, but that’s no surprise with ENVE, a company that is still batting .1000 after a long time in the game.

And yet, the Dura Ace C50 cost $2,100 which is less than many of the other premium options on the market. It’s an interesting price point, just a few hundred dollars more than some newcomers without the race-winning pedigree, and nearly 15-20% less than other premium offerings from ENVE, Chris King, Zipp, and Roval. For racers running the requisite Shimano drivetrain, the allure of the C50 combined with its pricing makes them impossible to ignore. 

The C50’s 50mm rim is an all-around aero rim that has tangible watt-saving benefits when pedaling at high speed and also gives a huge boost on descents but never feels sluggish to spin up or maneuver. Its depth is only noticeable when starting from a complete stop and during very slow-speed maneuvers. Once you’re rolling, the C50 feels eager to attack any terrain or situation. For riders wanting a shallower rim that is quicker to spin up and change direction at high speed, Shimano offers the 36mm deep Dura Ace C36. For racers, and I do mean racers, wanting the most free speed available, the Dura Ace C60 takes it even deeper, for high-speed races on flat to rolling terrain. Of course, most of us only want to have one high-end wheelset that can do it all, and of the Dura-Ace range, the C50 is that wheel. 

We thoroughly enjoyed riding the Dura Ace C50, which is something that isn’t always the case with wheels this deep. While it’s nice knowing on a scientific level that wheels are fast because they are deep and aerodynamically optimized for slightly wider tires, often wheels of this depth feel cumbersome to spin up and less than eager to change direction quickly, and can be less than plush throughout long rides on rough roads. The C50s offer a damped ride quality and hum happily across broken pavement. They are nimble, allowing for easy course correction at high speed when the need arises. Climbing is surprisingly nice, with a direct, eager response to accelerations and a smooth and easy efficiency during steady seated efforts. All these things are great and should be checked off by any high-end 50mm wheel, but are all outshined by how the Dura Ace C50 responds to all-out throw-downs of power. These wheels light up and burn across the tarmac.

High praise aside, an important consideration with these or any road wheels from Shimano is that Shimano hubs are now only compatible with Shimano cassettes, and it’s not possible to run these wheels with any 12-speed drivetrain from SRAM or Campagnolo. Next, Shimano hubs use a cup-and-cone style bearing system that needs to be serviced at more frequent intervals than the much more common cartridge bearing hubs. Lastly, these are road wheels, not gravel-sometimes, do whatever wheels. They do not have the ride quality and handling characteristics that work well on super rough terrain, and what little gravel we did ride rendered them less than potent weapons.

So, for those running a Shimano drivetrain who want to race or just shred aggressively on paved roads, and who ride in dry climates or don’t shy away from a little proactive hub maintenance, the Dura Ace C50 wheelset is a clear winner in the all-around deep section carbon wheel category.

“Anywhr” is a fitting name for this wheelset, as it performs well on any surface, gradient, and wind condition. For us, the Anywhr 40 is most impressive on long rides where tapping out a steady pace over varied terrain is key, and wheels must balance aerodynamics, low inertia, and comfort. These wheels make sense for a large segment of riders, from dedicated road and crit racers, to endurance-focused g-roadie, or recreational riders who want to have fun and ride great wheels.

The Anywhr 40 were a breeze to set up tubeless, thanks to OTHR mounting and seating Vittoria Corsa Pro Control 30c tires before shipping the wheels. If you’re not a fan of doing tubeless setups at home, we recommend purchasing new tires with your Anywhr 40, to enjoy this convenience and get on the road quickly. 

Climbing and descending on the Anywhr 40 was dreamy. Uphill, the wheels held speed easily, seeming to smooth out the small acceleration and deceleration of each pedal stroke. This is made possible by not only the low rim weight of 395g but also the 36-tooth ratchet system in the rear hub, which engages the cassette quickly. On descents, the 24mm wide rim maximized the tire’s grip but also held shape perfectly to quickly change direction when needed. At high speed, the 40mm depth means the front wheel was stable and predictable, allowing us to descend aggressively with total confidence. 

The situation we weren’t blown away by the Anywhr 40 was in all-out sprints. These wheels feel more about consistent speed by way of low rolling resistance versus short bursts of acceleration. While some other wheels were a bit spicier than the Anywhr 40 when we had the urge to throw down our max power, those wheels’ deeper, heavier rims were also less comfortable, and not as easy to maneuver as the Anywhr 40.

After testing and loving the OTHR Anywhr 40, we’re scratching our heads and trying to understand why many of the high-end wheels we tested cost almost double. While they may not dominate the best wheels from Zipp, ENVE, and the like in any one area, they are equal to all these wheels in that  “meat of the bell curve” Ritte references, where we do 95% of our riding. For this reason, we think they are a solid value and are worth a serious look for anyone looking to upgrade this year.

In reality, the Shimano C32 is one of those rare but glorious products that receive very little hype and attention but deliver astonishing performance and value. On the road, the C32 is impressive, climbing much better than its weight of 1504g would suggest, gliding over weathered pavement with reassuring stability, and maneuvering precisely and confidently at any speed. 

Only at high speeds above 30 mph does it become obvious that the Shimano C32 are not as aero as some slightly deeper options in the 40mm range. That said, the C32 feel so stable and easy to maneuver at speed that it lends confidence which will in turn enable you to maneuver the bike more efficiently and go plenty fast. And, for those seeking a slightly more aero version, Shimano also makes the C46 with a 46mm rim depth.

Shimano lists one of the key features of the C32 as its ability to “be easily matched to any bike”. While it’s true that these wheels will work with any disc brake road frameset using 12×100 and 12×142 thru axles, and their subdued aesthetics won’t clash with any other equipment, the C32 is not currently compatible with bikes running SRAM or Campagnolo drivetrains. Without getting into the weeds, when running a 12-speed drivetrain, Shimano hubs are now only compatible with Shimano cassettes, and this is due mainly to SRAM’s adoption of a 10-tooth cog and development of their own “XDR” freehub system to match their 12-speed cassettes. If you’re running 11-speed SRAM and your cassette bottoms out with an 11-tooth cog, you do have the option to use the Shimano C32. 

In addition to limited compatibility, Shimano hubs use a cup-and-cone style bearing system that needs to be serviced at more frequent intervals than the much more common cartridge bearing hubs found in other wheels. Lastly, these are road wheels, not gravel-sometimes, do whatever wheels. While their moderate width and shallow depth could work well on well-packed gravel, with tires up to about 40c, we wouldn’t want to constantly expose the hubs to dust and grime that come with gravel riding. 

Those concerns aside, ride quality, precise handling, and easy acceleration are all reasons why this wheelset that costs just over $1000 is a great investment in your Shimano-equipped road bike. With the money saved by avoiding far more expensive wheels, you’ll be able to easily upgrade to a great set of tires to help the Shimano C32 Tubeless Disc wheels ride their best.

The AR 58 rim measures 58mm deep, positioning the AR 58 in the class of aero wheels that don’t just look fast, but offer a tangible feeling of free speed. The rim is optimized for 23-28c tires, although with a relatively narrow 19mm internal width, we found they handled and rolled best when shod with 25c tires. 

Out of the box, our test set of AR 58 was perfectly true and round, and the spoke tension was even. Setting the AR 58 up tubeless was a breeze, as the rims come pre-taped, and required only a floor pump to seat the tires. 

Braking is excellent on the rim brake version we tested, which is no surprise as Reynolds has long been a leader in carbon brake track performance. Reynolds’ proprietary Ctg2 brake track offers tremendous heat resistance, to prevent the dreaded loss of power and resin-melting that can occur quickly with carbon rims of lesser quality. Reynolds also includes a pair of Cryo blue brake pads, so you can be sure to have the best possible braking performance.

That said, these wheels aren’t for scenarios where braking is a priority. They wouldn’t be our first pick in mountainous terrain or urban settings. It’s not a knock on these wheels specifically, but if you’re considering a carbon rim brake wheelset upgrade, and like to climb and descend, or need to repeatedly accelerate and then stop, something with a shallower depth will fit the bill better. The AR 58 are about holding onto more speed with less effort. Group rides, flat-to-rolling road races, time trials, and high-speed KoM hunting are the realm of this seriously fast aero wheelset. 

At 1700g, with a narrower-than-average width, the AR 58 is ideal for a powerful rider who wants to turn a big gear quickly. If keeping the weight of your bike down is a priority, Reynolds also offers the AR 41, which offers significantly less aerodynamic advantage but sheds over 250g. 

The Reynolds AR 58 is a narrowly focused wheelset for a specific type of riding on roads that allow the speed to remain high at all times. That said, when used in its element, it’s one of the fastest and most fun-to-ride wheels we’ve ever tested, at a moderate price, comparatively speaking.

The Vanquish RC Performance lineup of wheels features the same rim profile as the more expensive and lighter Vanquish RC Pro lineup but uses a less expensive carbon fiber and slightly different hub internals to keep the price more approachable at $1,750 US. After spending time on a variety of HED wheels over the years from both the Performance and Pro levels, we feel that HED does an excellent job of preserving all the critical aspects of the Pro Series when tweaking the finer points to create the Performance line. Ride quality, handling, and reliability are all top-notch, just in a slightly heavier overall package. And, although the 1542g weight might make the bike feel a tad heavier to hold than some other mid-depth carbon wheels, the Vanquish “ride light”, meaning they feel quick to accelerate and hold speed well when working against gravity. 

Ride quality is direct but refined. With a 21mm internal width, the hooked, tubeless-ready Vanquish rim is optimized for tires from 25 to 30c and is compatible with both tubeless and clincher road tires. We found that the RC4 rode best with 28c tubeless tires at around 75 PSI (160lb rider), balancing low rolling resistance with razor-sharp handling. To be clear, these are road wheels, and while certainly compatible with larger gravel tires, are not as compliant as HED’s “Emporia” line of gravel wheels. We appreciate this, as we found that some wheels we’ve tried that are designed to ride well on both road and gravel lack the on-road responsiveness of the HED Vanquish. 

HED’s in-house designed GP Performance hubs feature stiff axles and a 5-pawl freehub for quick acceleration. Sealed cartridge bearings are easily replaced when the time comes. Sapim CX-Ray spokes complete the build and offer excellent ride quality and responsiveness. The HED Vanquish RC4 Performance wheelset is built by hand at HED’s facility in Roseville, Minnesota. In our experience, every HED wheel that comes out of this facility is perfectly built and runs for thousands of miles with zero issues. 

At $1,750, the HED Vanquish RC4 Performance has some stiff competition at that price point, and we feel it performs right alongside them. Sure, some options at this depth are lighter, but with the right tires at the right pressure, the extra 100g or so won’t factor into speed all that much.

The benefit is a rim that is not only better in calm conditions but also more stable in the wind and offers lower tire rolling resistance. Reduced rolling resistance is now the primary driver of increased speed, and while a lot of the gains are from tire compounds, rims like the Aeolus RSL 51 TLR Disc have grown wider – 23mm internally in this case –  to spread and support the tire so it can work as efficiently as possible. How efficiently you might ask? Well, according to Bontrager, when tested with a 25c Bontrager tubeless clincher the Aeolus RSL 51 TLR Disc saved 6.3 watts at 28mph, over the outgoing Aelous XXX 47mm with a sew-up tubular. 

Moving away from the exceptionally fast rims, Bontrager continued to choose the best for the Aeolus RSL 51 TLR Disc, building them with DT Swiss 240 hubs. The DT 240 is a step up from the venerable DT 350, providing a reduction in weight and offering good engagement in the rear by way of a 36-tooth star ratchet EXP freehub system. 

The Aeolus RSL 51 TLR Disc wheels feel incredibly fast on the road. The gains in aerodynamic and rolling efficiency are especially evident on downhills where even a moderately fit rider can easily hit or exceed the types of speeds for which these wheels are optimized. Even steep climbs were a welcome sight, as the responsiveness of the entire wheel system, and especially the rapidly engaging rear hub, seemed to flatten and shorten every steep pitch. 

At $2700, you’d expect nothing less, but it’s fair to say that it’s easy to spend as much or more and not get as much speed as the Aeolus RSL 51 TLR Disc delivers. Knowing that these wheels are easy to service, with external nipples, DT Swiss sealed bearing hubs, and come with a full crash replacement guarantee for 2 years, as well as a lifetime warranty, you can rest easy, knowing your money was spent on new PR’s, not gimmicks, and your investment is protected in the event of a crash.

At 21mm internal and 25mm external width, The 45 rim also supports the larger 28c and beyond road tires that have become the norm since the advent of disc brakes. Since the rim is micro-hooked, The 45 is compatible with any clincher or tubeless-ready tire on the market. The micro-hook offers the tire security of a traditional hooked rim but also smooths out the rim-tire interface for better aerodynamics and impact protection. Tubeless tape and valves are included with each set of The 45 Clincher Wheels.

Setting up The 45 tubeless was easy, with a single layer of HiFi’s own tubeless tape, and a standard floor pump. The 45 were shod in Vittoria Corsa Pro Control 28c tires, which measured 29.3mm when inflated to 75 PSI. 

On the road, The 45 Carbon Clinchers inspire the confidence to get up to speed and stay there, whether on windy flat sections, climbs, or descents. The Sapim bladed spokes and Japanese-manufactured stainless bearings inside the HiFi R36 hubs ensure that the entire wheel system runs comfortably and smoothly. Freehub engagement is rapid, thanks to a 4-pawl system engaging a 36-tooth ring in the rear, making those steep pitches and sudden surges of speed things to relish. 

At $2090, HiFi’s The 45 Clincher sits at a competitive price point alongside Shimano’s Dura-Ace C50 ($2099) and a few hundred dollars more than other high-achieving wheels in this test, like the HED Vanquish RC4 ($1750). Since you can’t really go wrong, the decision between these three wheels should be made based on the marginal differences. For instance, while the Dura-Ace C50 might have a bit more bling and carry a smidge more speed on the fastest routes, the cup-and-cone bearings in the hubs require more proactive maintenance and are only compatible with Shimano freehubs. While the HED Vanquish RC4 is less expensive and feels a bit more pugnacious on grippy climbs, the HiFi are more compliant and potentially a bit more aero thanks to 5mm of additional depth. 

In other words, HiFi’s The 45 Disc Carbon are a balanced, versatile, all-around great set of wheels that competes with some of the best around. They also happen to look great, in our opinion, and pair particularly well with HiFi’s black/gold handlebar tape.

The Classic Zeta Disc features a shallow aluminum rim that is compliant, easy to maneuver, and quick to spin up. The rim width is a conservative but reasonable 19.5mm internally, and 24.4mm externally, which means that the Classic Zeta Disc will work best with tires ranging from 25-28c. The Classic Zeta disc will safely accept tires larger than that but will create a bit of the lightbulb profile that wider rims prevent. If running wider tires in the 30-35c range is important, the Ritchey WCS Zeta Disc wheels are worth a look. 

For recreational road riding, the Classic Zeta Disc is a blissful mixture of smooth and compliant ride quality, easy acceleration, and stable handling. Compared to an OE (Original Equipment) wheelset, The Classic Zeta Disc is an impactful upgrade and well worth the cost of $449 US. 

The disc brake interface is 6-bolt, which is a less common spec of disc rotor, and something to be aware of when setting up the Classic Zeta Disc. It’s fairly unlikely that the rotors that are coming off of OE wheels are compatible, so factor in the expense of a pair of 6-bolt rotors into the setup cost of the Classic Zeta Disc. 

Aside from that small compatibility issue, the Classic Zeta Disc is an easy wheelset to own and ride. If you plan to use them on paved roads only, we recommend setting the Classic Zeta with innertubes, to avoid the additional expense of tubeless tape and valves, neither of which are included. In our opinion, the benefits of tubeless road tires are marginal at best with tires under 30c, which is simply a bigger tire than what is optimal for the Classic Zeta Disc rim. 

The hubs use sealed cartridge bearings which run smooth and are easily replaced when the time comes. Brass spoke nipples won’t corrode and lend a stout reliability to the build of the Classic Zeta Disc.

At 1750g, one could label the Classic Zeta Disc as a heavy road wheelset, but we take a more nuanced view, which is that it’s important to avoid compounding the weight of these wheels by pairing them with heavy tires. This is another reason to go with a lightweight 25-28c clincher and lightweight innertube, versus a likely heavier road tubeless tire setup. 

The Classic Zeta also makes a great workhorse training or winter wheelset for a classy metal bike, so you can preserve your carbon deeps for summertime when fitness and riding conditions are at their peak. At $449.00, the Ritchey Classic Zeta disc is a robust and classic wheel that will carry you through countless rides in efficient comfort with money left in your bank account.