Cadex

In its current iteration, Cadex has only been around since 2019, but the name has a much longer history dating back to the late 1980s when bicycle brand Giant unveiled a new carbon fibre frame, the Cadex. The new bike was one of the first carbon fibre bikes to be produced on a mass scale, one of the forebears of the now carbon-dominated cycling industry.

After a long spell on the sidelines, Giant revived the brand in 2019 as it became the name for a new collection of carbon fibre wheels. Like many dedicated wheel brands, this operation has since expanded to include multiple other components, including handlebars, saddles, tyres, and it’s even revived its frame heritage with the Cadex Tri frameset.

Behind all of these products is the brand’s aim of creating the best cycling components available, something achieved through extensive research and collaboration with professional athletes.

This approach has led to multiple developments, including the brand’s state-of-the-art, high-pressure moulding process, aero carbon spokes, and an asymmetrical disc profile.

Cadex’s products are now regularly used in elite-level competitions across multiple disciplines including road, gravel and triathlon.

The Cadex name first emerged in 1987 when Giant used it for its new carbon fibre road bike. It was one of the first carbon fibre bikes commercially available.

In 2019, after a long stint laying dormant, the Cadex name was revived by Giant who used it for its new brand of bike wheels. Although sitting under one umbrella, Cadex is a separate brand to Giant.

Despite only being revived in 2019, Cadex wheels were being used in the WorldTour peloton as early as 2016 when CCC where spotted using unbranded wheels with “#overachieve” on them.

From the start, Cadex introduced a range of new technology, including Dynamic Balanced Lacing (DBL) technology which is used to custom calibrate the spokes.

Alongside the wheels, Cadex also unveiled the Boost Saddle and has since expanded its range to include handlebars, tyres and a triathlon frame.

Cadex is a wheel and components manufacturer founded by Taiwanese bike company Giant in 2019 with the aim of creating the best-performing cycling components. 

Tech

News

Tech News

Best new cycling tech at the Taipei Cycle Show: Bikes, saddles, wheels and more

One of the biggest bike shows in the world, the Taipei Cycle Show is always a hotbed for the latest and most interesting tech.

This year proved to be no different as hundreds of brands joined together to show off their products and we scoured the show to see what we could find.

From Selle Italia’s new urban route to Digirit’s already famous chainrings, here’s a gallery of everything we found on the opening day.

Weird and wonderful tech and bike components at the Taipei Cycle Show

 which put a new saddle on show for the first time, except it probably isn’t what you were expecting. Instead of a traditional performance road saddle, something the brand is known for, Selle Italia has decided to funnel its know-how into an urban saddle in the form of the new GT1.

It’s clear that the GT1 is an urban saddle simply from its appearance, given away by its meatier size, but hidden beneath the aesthetics is some seriously cool tech. Most saddles use a form of glue to bond a hard shell to the material but Selle Italia has adopted its new Lock-On system. The upper material contains dimples which slot into holes in the shell, securing everything in place. It makes recycling parts easier when the saddle comes to the end of its life.

We’ll have to wait a little longer for the saddle’s official release, although not too long we’re led to believe, and there were murmurings that the GT1 will be one of a wide range of new urban saddles, signalling a new direction for Selle Italia.

2024 is set to be a busy year for Selle Italia then, but it’s already been a hectic one for 

. After a quiet opening few weeks, the Japanese brand started rolling out new products, starting with its new 

Technium L, Technium and Twinspark sunglasses at the end of January

. All three take advantage of Ridescape lens technology, which is designed to provide versatility for different riding conditions.

Both the Technium and Twinspark are full-frame sunglasses, but Technium L provides a lighter alternative to the already lightweight Technium, weighing in at only 26g through its half-frame design.

Shimano upgrades glasses range with three new and updated models

The company also recently released new shoes

 although these weren't on display at the show.

Digirit chainrings officially break cover

Digirit’s name shot into the headlines earlier this year at the UAE Tour when Ineos Grenadiers’ riders were spotted using its monster chainrings for the individual time trial - 

Tobias Foss maxed this out with a mighty 68-tooth offering

We speculated at the time that these were versions of its track chainrings but it turns out it’s a new product which, according to the Digirit team, is designed specifically for Shimano Dura-Ace’s groupset, which Ineos Grenadiers use. From the company’s website, it appears that the range spans 60-tooth through to 70-tooth options, so there’s room for Ineos to go even larger yet.

 garnered most of the attention on the opening day of the event courtesy of its 

. The TCR has been around since the late 90s and the latest release marks the 10th generation, although it was hard to tell too many differences between the previous model at first glance. That’s because the Taiwanese brand has chosen evolution rather than revolution. Still, a lack of aesthetic changes defies the performance gains that Giant says the bike has made, namely that it’s lighter, stiffer and more aerodynamic.

The TCR’s release came only a day after Giant also unveiled its new range of Rev Elite MIPS helmets. It’s not a top-tier helmet, sitting below the Rev Pro, and prioritises safety as much as performance. MIPS is the main feature here, which has been around for a long time now but is still widely regarded to provide the A grade for helmet safety.

That’s the end of Giant’s new releases, but it technically had more new products on show under the guise of Cadex. 

Cadex was revived in 2018 as Giant’s in-house components brand, having previously been the name for a range of bikes in the 1980s, and it has been slowly building its offering ever since. That grew last week through the release of the Max 40 wheelset, which was unsurprisingly designed with the new TCR in mind.

Cadex adds new wheelset, two handlebars and road tyre to components range

In a significant moment for its handlebar offering, the wheels were joined by Cadex’s first ever integrated bars in the form of the Race Integrated and Aero Integrated. As its name suggests, the Aero follows a traditional aero formula with performance in mind, while the Race follows a more traditional all-round approach, including oval tubes and increased flare.

FFWD started the month of March by releasing its latest RAW collection of wheels and, as is the case for most modern products, they’re lighter than before. The brand has resisted making the wheel hookless, instead sticking to a hooked set-up. Hookless rims have come under plenty of scrutiny in recent weeks,

 leading to criticism of the technology from riders’ association president Adam Hansen

We’ll end with new tyres, starting off with Vittoria’s latest all-season road tyre, the RideArmor. On its release, Vittoria said that it’s the ‘most durable and puncture resistant road tyre ever’. This puncture-resistant formula is made up of a bead-to-bead puncture protection belt, additional sidewall layers and bead shield layers.

From puncture protection to all-out performance, 

’s new range of GravelKing tyres contains the fastest ever version, the X1. At this point it feels like the GravelKing has been around forever and it essentially has, arguably preceding the global boom of the discipline through its 2014 debut. The design has changed plenty over that time but now Panaracer has arrived at its fastest model yet which, surprisingly, doesn’t have a semi-slick profile but a traditional knobbly off-road one.

To learn more about the Taipei Cycle Show, check out its website, 

 And for more tech news, features and pro bikes, check out the

Giant releases ‘lightest, most efficient’ 10th generation of TCR

 has officially unveiled the 10th generation of its TCR road bike, which is the “lightest, most efficient” version ever.

 where the bike was on show, it was hard to tell too many differences from the previous model, but that’s because the brand has favoured evolution rather than revolution.

That makes sense as the bike has been a success since the late 20th century when it was first released and Giant has added to its overall performance by ticking off the three key metrics all brands strive for, making it lighter, stiffer and more aerodynamic.

In a development to its overall offering, the latest TCR range is accompanied by new handlebars as well as CADEX wheels released a little over a week ago.

There are three versions of the new bike available, starting with the top-tier Advanced SL, then the Advanced Pro, finishing with the Advanced.

When it first debuted 28 years ago, the first edition of the TCR proved to be a real game-changer, although one that initially wasn’t to the UCI’s liking.

Its sloping top tube was a new approach to bicycle design and one that is now widely used through the industry. The bike has of course developed over the years and it was placed firmly in the climbing category in 2013 when Giant officially launched a dedicated aero bike, the Propel, to sit alongside it.

Those climbing characteristics have been worked on for the 10th edition, although the bike has also undergone some aero developments too, pushing it into more of the all-round category - more on this later.

Weight is of course the key figure people look for when assessing climbing performance and the new TCR boasts significant weight savings. For the top-tier TCR Advanced SL that’s a saving of 75g, with the overall weight dipping below 700g to 690g. The TCR Advanced Pro and TCR Advanced don’t lag too far behind that number at 800g. It’s not the lightest bike available but those are impressive figures.

As Giant points out, weight is only one part of the equation, with stiffness forming another key part. The key here is to have a high stiffness-to-weight ratio. While it isn’t a huge difference, Giant says that the new TCR has 0.53% greater transmission stiffness despite being lighter. All good signs that it should fly when the road points uphill.

Shedding weight while maintaining stiffness is no meat feat and it’s completely reasonable to expect a lower weight to sacrifice stiffness.

So, how has Giant managed to make its new TCR both lighter and stiffer? According to the Taiwanese brand, it’s all down to its “news state-of-the-art production techniques”.

This starts with the Advanced SL-grade carbon that is used for 80% of the frame and the fork. It, according to Giant, “offers the highest GSM (grams per square meter), producing a lighter overall frame/fork weight without sacrificing stiffness”.

To mould this carbon into a frame, Giant has also adopted a new one-mould construction. This is a slight change from previous techniques resulting in a one-piece front triangle, which is in turn partly responsible for shedding some of the grams.

For the final production change, Giant has swapped laser cutting for cold-blade cutting. This is more precise and results in fewer pieces of carbon being used, all helping to maintain that lightweight and stiff combination.

It’s not too surprising that aerodynamics has been a focus for Giant on the new TCR - it’s virtually unavoidable for bike brands at this point. Adopting extra aero features gives climbing bikes a more all-round feel and in some cases that’s led some brands to abandon their aero bikes altogether, instead relying solely on their climbing turned all-round bikes.

That’s not a path Giant has taken yet, although there’s no denying that the TCR and Propel are getting closer to converging. For its part, the latest version of the Propel became significantly lighter, pushing it further towards the TCR, while the TCR is actively becoming more aerodynamic.

Some of this has been achieved by borrowing tech from the Propel range, including the OverDrive Aero steerer which features on the TCR Advanced SL and TCR Pro. Combined with the new Contact SLR or SL stem and handlebars, these allow for fully internal cable routing. Aesthetically, this is the most notable difference from the previous version of the bike. Something that isn’t as obvious but was a key factor when adopting the new system is its practicality, with Giant saying that the system offers “ease of adjustment and maintenance”.

There are other changes, of course, although these aren’t as visually obvious and Giant has avoided the oft-taken modern route of heavily focussing on the head tube, which are getting narrower across the industry.

Truncated ellipse tube shaping was introduced on the previous model of the TCR and Giant says that it has developed this further. It hasn’t added too many specifics here, only stating that the down tube, seatpost and fork areas are the biggest beneficiaries. It says that it achieved these results by testing the frame with a 22-ounce water bottle, “To ensure that it performs just as well in real-world conditions”.

All of this amounts to a “streamlined profile that gives the frameset a 2.28-watt aero advantage over the previous generation”.

Check out the new range on Giant’s website, 

 has expanded its range of components through the addition of the new lightweight Max 40 wheelset, which the brand says is its “lightest high-performance WheelSystem” ever. While the wheelsets’ 1249g weight is the headline feature, it has also been aero optimised for all-round performance and, according to Cadex, delivers “best-in-class stiffness-to-weight ratio”.

In a revamp to its line-up, Cadex has also unveiled two new handlebars in the form of the Race Integrated and Aero Integrated. While both offer fully integrated, one-piece set-ups, they differ in purpose with the Aero, as the name suggests, built for speed, while the Race is designed for “long, hilly days”.

Completing the new-look road range, the Race GC tyre is the final addition to Cadex’s ever-growing component offering, adding to its Race selection of tyres.

Lightweight’s limited-edition Meilenstein wheels feature 23-carat gold leaf

Cadex Max 40 WheelSystem: Lightweight, stiff and aerodynamic

Back in 2019, Giant revealed that it would be resurrecting the Cadex name, albeit in a much different guise. It’d previously been used as the name for a range of Giant bikes back in the 1980s, which were some of the first carbon bikes to be mass produced. That purpose changed in 2019 as Cadex became Giant’s in-house components brands.

In-house component brands, as is to be expected, often tailor their products for their parent company’s bikes. However, Cadex has routinely managed to reach out to a wider audience by offering some of the lightest wheelsets on the market, a theme it has continued with the new Max 40 wheels.

At 1249g, they’re impressively lightweight but they’re purpose goes far beyond minimising grams. According to Cadex, they’ve undergone plenty of aero testing, resulting in its “lightest high-performance” wheelset ever.

Part of the weight-saving equation is the 40mm rim depths which are fairly shallow, falling somewhere between a mid-depth and very shallow rim. A light weight can sometimes come at the sacrifice of stiffness but Cadex says that it hasn’t only safely avoided this, it also claims to have created a wheelset that delivers “best-in-class stiffness-to-weight ratio”.

“In tests against other top wheels in its category, the Max 40 showed significantly greater front and rear wheel stiffness than the Lightweight Obermayer EVO and Syncros Capital SL,” Cadex said in a press release.

It mainly puts that down to the “ultra-stiff” Cadex Super Aero carbon spokes which, as the name suggests, offer an aero benefit. To complete the set of performance benefits, they’re also lightweight.

Even though it’s only been around for five years, Cadex already boasts a wide range of components, including nine tyres. That number has now been bolstered to 10 by the Race GC.

Cadex’s range consists of its Aero tyres, built for all-out speed, its more robust Classics range, plus its all-round Race tyres. The Race GC joins the latter range, building on the previous designs by taking the performance Silica-based compound from the Aero tyre and slightly adapting it. That has resulted in some shed grams and an increase in TPI (threads per inch) to 240. Catering to its more all-round purpose, it has Race Shield puncture protection built in too.

The tyre is available in a 28mm width, which weighs 279g.

Lighter, more aerodynamic and better performance: Campagnolo launches new Bora wheels

In its final additions, the Race Integrated and Aero Integrated have become Cadex’s first one-piece handlebars. It has been a bit behind the curve on this front but has now fully caught up with offerings that cater to both aero and all-round needs.

At 325g, the Aero is a little heavier than its counterpart but that’s to be expected considering its more traditional aero profile. Its flattened tops are designed to aid airflow while its longer reach is designed to help a rider get into a more aero position.

Like the Aero, the Race is also a one-piece bar and stem that offers full cable integration, but that’s just about where the similarities stop. There are no aero profiles here, having been ditched for a more oval shape, plus increased flare. This is a signal of the handlebar’s more all-round purpose, while at only 256g, it offers a legitimately lightweight option for those who care about counting grams.

Both bars are available in 38, 40 and 42cm widths.

Check out Cadex’s new range of components on its website, 

Giant releases updated Defy endurance range

Giant says its new Defy is for going longer, climbing higher and riding faster

 has refreshed its Defy endurance road bike range for 2024, with a lighter frame delivering a bike "free of cumbersome gimmickry".

The Taiwanese brand has added a top-level Defy Advanced SL version to its range that already includes the 

The top-of-the-range model boasts greater lateral stiffness and a superlight 785g frame, making it the most efficient Defy ever. Weight savings have also been made to the fork and handlebar, helping the bike to achieve 28% greater pedalling efficiency.

Now in its fifth generation, Giant has followed a "less is more" mantra in a bid to make the Defy as close to "functional simplicity" as possible thanks to improved durability and a reduced need for maintenance.

Giant sees the new Defy as the ideal riding companion for most rides, from an all-day sportive to a solo adventure on testing terrain. 

Improved compliance with D-Fuse technology 

Originally used by cyclocross racers, Giant's D-Fuse seatpost drastically reduces the impact of the road surface's bumps and knocks felt by the rider. The Defy Advanced SL frameset and seatpost give 42% improved compliance compared to the previous generation Defy Advanced Pro.

Giant have also used this technology on the Defy's updated handlebars. The D-Fuse SLR handlebar, available on the Defy Advanced SL and some of the Defy Advanced Pro models, has improved shock absorption whilst still offering that stiffness which is vital for out-of-the-saddle efforts.

Giant is keen to state that its new Defy range is unlike many others in its class, with the bike not featuring add-ons like shock absorbers or bushings.

Instead, the manufacturer has aimed to balance performance and comfort for a "modern endurance road riding" experience. As such, the frameset has lost 195g in weight from its predecessor, with the Defy Advanced SL now weighing in at 785g (size medium). This is combined with a 350g updated fork and a lighter handlebar too.

These advances have been made possible through the choice of two levels of carbon layup to pick between. The Advanced SL composite is the backbone of its lightest, stiffest and highest quality frames whilst the Advanced composite also offers a high stiffness-to-weight ratio.

Alongside the D-Fuse components providing reduced vibrations on the road, Giant's new handlebar is ergonomically shaped with an 8-degree flare - ideal on long days in the saddle. 

The Defy range also makes the step up to 38mm tyre clearance, increasing from 35mm, to make itself an ideal machine for all types of tyres and thus, terrain.

This increase allows for better handling and stability on tougher surfaces such as cobbles or less-trodden country lanes. 

For the flagship Giant Defy Advanced SL 0 model, fitted with SRAM RED eTap AXS and other top-end components, it'll set you back £11,499. Meanwhile, its Shimano Ultegra Di2 stablemate comes in at £8,499.

The Defy Advanced Pro is available in three different models, spanning Shimano's Ultegra Di2, 105 Di2 and 105 mechanical groupsets, priced between £5,999 and £3,499.

Lastly, the lower-end Defy Advanced is available in both SRAM and Shimano groupset options. The Defy Advanced 0 comes fitted with SRAM Rival eTap AXS with a price tag of £3,299, whilst the Defy Advanced 1 is running Shimano 105 Di2 and costs £100 less. The Defy Advanced 2 is fitted with Shimano 105 and the Defy Advanced 3 uses Shimano Tiagra, they are priced at £2,699 and £2,299 respectively.

Features

Tech Features

Hot tech and bikes spotted at the Giro d’Italia 

 is the first men’s Grand Tour of the season and is one of the most prestigious races on the calendar. With the Classics done and dusted all eyes now turn to the three-week stage race around Italy.

 and the GC battle already hotting up, there's plenty to talk about on the racing side, but there's also lots of new and exciting tech on show throughout the pro peloton. 

Ahead of the race start in Turin over the weekend, we sent 

 to see what hot tech he could scope out. From 

 to some cool paint jobs, here’s what he found!

EF Education-EasyPost’s fleet of vehicles

The big, bright team buses are perhaps the first thing we think of when we think of a team's vehicles, but in reality, the bus is just a piece of a whole fleet that the WorldTour teams will bring to a race. The mechanics have their own truck, so too might the team chefs, and the soigneurs rely on vans and cars to get everything ready for their riders, head to the feed zones, and more. A look at the team vehicles goes to show the size of the operation teams face to successfully navigate a Grand Tour.

Because we are tech aficionados, the first thing we wanted to look at was the mechanics’ truck. Inside, Alex was blown away not by just how many bikes and wheels are stored within it but also by how clean and tidy it is. To prevent confusion over which wheels are which, a smart labelling system is used to denote if the wheels are for the race bikes or are spare, which team car the spares are to go on and also which mechanics truck they are to be stored in. This helps to streamline the process of getting everything ready ahead of a race day and in a Grand Tour, any gains in efficiency are worthwhile.

Inside a pro cycling team bus with Lotto Dstny

Sticking with the American WorldTour team, Alex took a closer look at the Cannondale SuperSix Evo Lab 71 bikes that the team will be riding for all road stages of the race. The bike is in the typical bold and bright colourway that we have grown accustomed to from the team, however, ahead of the Giro there are a few subtle changes over the team's regular set-up.

Pro bike: Richard Carapaz’s Cannondale Supersix Evo

Instead of the Momo integrated cockpit, the team have opted to use Vision’s latest 

. One of the nice things about this bar is that it comes in two depths for the tops, giving riders a bit more control over how the bar feels in their hands.

New SRAM Red spotted at Visma-Lease a Bike

Although a highly guarded secret, Alex did spot what looks to be a new generation 

 on some of the team bikes from Visma-Lease a Bike. Right now it is purely speculation about what is new but from what Alex has seen it does look like the levers have had a redesign with the cranks and brake callipers also getting an update, and what looks to be a new derailleur too. 

New SRAM Red AXS groupset unreleased but out in force at Giro d’Italia

With the groupset in action at the race, it cannot be long until an official release about the new groupset is issued. Make sure to check the GCN tech news section of the website for any updates on this story.

It is not just bikes and groupsets that Alex has his eyes peeled for. He also managed to get his hands on the latest shoes used by 

. The Trek RSL Knit shoe features an exoskeleton design that has the closure system mounted independently of the upper material. 

Trek are calling this design the METNET, which aims to improve foot comfort when riding. Interestingly, the shoe does away with the common wire ‘lace’ commonly associated with a BOA closure system and instead uses fabric strings, once again to increase comfort and minimise hotspots.

Lidl-Trek rider spotted using unreleased Bontrager shoes at Tour Down Under

released the latest edition of its TCR road bike

. At the time the brand claimed that the new bike was lighter, stiffer and faster than its predecessors which naturally made it the perfect bike for the rigours of a Grand Tour for the Giant sponsored team of Jayco AlUla. Although similar in design, the new bikes have a slightly different paint finish on them to the Giant Propel aero bike also used by the team. The new bikes sport a chrome finish that gives the bikes a lot of shine and in the sun is sure to catch people's eyes as they roll past.

That is not all that is new with the bike also fitted with a new one-piece cockpit from 

 which features a flared profile from the hoods to the drops. The bars used on 

’s bike measure 39cm at the hoods, flaring to 42cm on the drops to give a little bit more control when in the more aggressive riding position.

. From a distance these look like any other deep-section carbon wheels, however upon closer inspection it becomes apparent that these aren’t quite so ordinary. 

The spokes mount to the rim in the traditional fashion of using a spoke nipple, however, at the hub the spokes are bonded onto the flange rather than slotting into a groove or through a drilled hole. The aim of this is to decrease the overall weight of the wheel whilst increasing stiffness.

How are carbon fibre wheels designed and tested?

, Alex spotted a rather neat solution for mounting race numbers to the rear of rider's seatposts. Instead of using a clamp that wraps around the seatpost, the mechanics have bonded a small carbon fibre number holder to the rear of the seatpost. As well as saving a little bit of weight, this solution is incredibly neat and tidy, helping to make the bikes look that little bit more ‘pro’.

What is your favourite piece of hot tech from the Giro so far? Let us know in the comments section below and for more tech news head over to the 

dedicated tech section of the GCN website

Tubeless might be the future but tubular is still relevant inside the peloton

, more than one team were using tubular tyres, bucking the trend for tubeless systems.

 have been around in cycling for almost a decade with mountain bikes and gravel bikes leading the way. As with a lot of technological advancements in cycling, road bikes lagged behind with tubeless only appearing on road bikes in the past few years.

Tubeless systems use a clincher-style tyre and rim but instead of using a 

, they use a latex sealant that coats the inside surface of the tyre. In the event of a puncture, this sealant plugs the hole and dries, creating an air-tight seal.

Tubed vs tubeless tyres: when is an inner tube better?

They have also been shown to be faster than any other tyre/tube type with the lowest levels of rolling resistance for any given size. This is in part due to the absence of the inner tube which adds some resistance to the system as it also has to deform to the imperfections of the road. When this is removed and replaced with sealant, there is simply less material that takes energy to deform.

With their ability to seal punctures and roll more efficiently than other tyre systems, tubeless has become the widespread go-to choice for the professional peloton. Even though this might be the case, if you look closely enough, the faithful tubular tyre has not been condemned to the history books just yet.

Why tyre pressure and tyre width matter so much for cycling

Before the start of the Women’s Brugge-De Panne, both 

 were spotted using tubular tyres on some of their pro bikes. The reason behind this is largely due to rider preference as it allows them to ride on a punctured tyre without the fear of the tyre coming off the rim. Although tubeless should prevent a flat in the first place, the system is not bulletproof and a puncture at a crucial point of the race could see a rider's hopes lost.

Tubular systems are also lighter than the equivalent tubeless setup. This is because a tubular wheel does away with the need for a mounting surface on the wall of the rim. Instead, the tyre is glued directly to the rim bed, saving crucial rotational mass that has a bigger effect on the feel and responsiveness of a bike than static weight on the frame.

What tyre pressure should I be using and why?

In the case of Roland Cycling, the team were using a tubular version of 

’s P Zero Race tyre in what is now a rather narrow looking 25mm width. Tubular tyres are typically narrower than tubeless tyres for any given size. Interestingly, the team also decided to run what is now considered incredibly high tyre pressures, using between 6.5-7.5 bar (94-109psi), depending on the individual rider. This is far higher than current tyre pressure trends elsewhere in the peloton, which are seeing riders commonly use pressures close to half of this.

Liv AlUla Jayco had a far more mixed approach with the majority of the team using clincher wheels and tyres. However, two of the riders, 

, opted to use the tubular version of the 

 50 Ultra wheelset, running 28mm tyres whilst the rest of the team were running 30mm tyres. 

This difference can largely be attributed to the Cadex 50 Ultra tubeless wheelset featuring a hookless design that means riders are restricted to a tyre pressure less than the 

. A wider tyre can naturally be run at a lower pressure due to the increase in volume.

finding the right tyre pressure and width for you

to keep up to date with the latest from the world of bike tech.

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Giant releases updated Defy endurance range

Hot tech and bikes spotted at the Giro d’Italia

Tubeless might be the future but tubular is still relevant inside the peloton

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