Giant-owned high performance wheel and component brand Cadex has launched the Max 50 WheelSystem and Aero Tyre, claiming to “raise the standard for real-world racing performance.” The 50mm carbon wheels remain hookless, feature fully integrated hub and spoke technology, and weigh a claimed 1,290g.
The wheels have been designed to work with the updated Aero Tyre, available in 28mm and 30mm widths, which Cadex says reduces rolling resistance by 2.8 watts per wheel while saving up to 55g per tyre.
Cadex Max 50 WheelSystem
2026 Cadex Max 50 WheelSystem rim Sterling Lorence Giant (Image Credit: Giant)
Cadex offers a range of high-end wheels, tyres and components aimed at gravel, road riding and racing. The Max 50 WheelSystem is designed for race-day performance through an “ultralight, super-stiff aero system”.
At the core of the wheels are Cadex R3 C-48 hubs, equipped with ceramic bearings and freehub options for SRAM XDR, Shimano and Campagnolo, with a 48-tooth engagement.
Integrated hub and spoke technology
The Max hub and carbon spokes are bonded as a single structure, forming a one-piece hub-spoke-rim system. The spokes use hidden titanium nipples which are said to reduce weight and limit lateral flex, though maintenance may be less straightforward than on the Ultra 50 wheels. The spoke shape combines aero efficiency with superior stability in winds, all at the lightest weight possible, according to Cadex.
Dynamic Balanced Lacing (DBL) is said to balance spoke tension and reduce lateral flex, and when combined with the integrated hub–spoke system, it claims to deliver sharper acceleration, precise handling, and a highly responsive ride.
It’s worth noting that because the spokes are bonded as a system, replacing a broken spoke requires changing all the spokes and hub system.
By integrating spokes, hub flange, and aero hub design as a single system, Cadex says that the Max 50 wheels are 2.18 watts more aero than the previous Cadex Ultra 50 when paired with the new Cadex Aero 28mm tyre.
Rim
As the name suggests, the Max 50 WheelSystem uses a 50mm, tubeless-ready carbon rim with an “aero rim profile” designed to maximise aerodynamic efficiency, according to the brand. The rim features a hookless design, which is said to “reduce weight while improving durability and tyre stability under high-speed loads” while smoothing the airflow over the tyre. The choice of hookless may not appeal to everyone, but you can read more about the reasoning behind it from Cadex below.
The rim has a 22.4mm inner rim width which is said to be optimised for 28mm tyres and compatible with tyres ranging from 25-32mm. The internal profile is also said to create a rounder tyre shape for “superior grip and handling”.
Weight
The wheels have a claimed weight of 1,290g which is very competitive for a 50mm carbon setup. For comparison, the Oquo RP50LTD wheels weighed in at 1,462g on our scales and the Roval Rapide CLX III wheels have a claimed weight of 1,305g.
Cadex says that they have also improved lateral stiffness-to-weight by 3.2% and rear-wheel transmission stiffness-to-weight by 14.3% compared to the Ultra 50 wheels.
Pricing
The Max 50 front wheel costs £1,499.99 and the rear costs £1,999.99, making is £3,499.98 for the complete wheelset. The previous generation 50 Ultra Disc wheels were £1,149.99 for the front and £1,499.99 for the rear. For reference, Roval’s Rapide CLX III cost £1,299 for the front and £1,699 for the rear.
Why hookless?
The performance benefits of hookless rims are starting to be questioned, with around half the number of teams using hookless wheels at last year’s Tour de France compared to 2024, and there has long been safety concerns and debate within the peloton due to crashes caused by tyres rolling off the rim.
We spoke to Giant around its decision to stick with hookless rims for the Cadex range. Ewan Campbell, Global Product Marketing Communications said, “We recognise that for some people this is controversial, but our stance is that when it’s installed correctly and the tyre is listed as hookless and ridden at the correct pressure, it is as safe, if not safer than a hooked rim”.
“What’s more, it’s more durable because you don’t have the hooked part here… it’s also lighter weight, and we believe it gives us a better tyre shape, a more uniform tyre shape, and a better aerodynamic interface between the components“, he adds.
While some brands are experimenting with mini hooks such as Enve’s SES 4.5 Pro and Oquo with its RP50LTD, or reverting to traditional hooked rims, Cadex has chosen to stick with a fully hookless design.
Andy Wollny, Technical Development Manager at Giant, explains, “The mini hook does not matter, does not give any safety benefit, so it’s just a kind of alibi.
“Because we develop our own tyres and our own rim so we can control everything, the tolerances, in house, so we are convinced that normal hookless when everything is well controlled, is better than any hooked type with uncontrolled tolerances.”
Cadex Aero Tyre
Cadex has also launched a redesigned Aero Tyre to pair with the new Max 50 WheelSystem, claiming improved aerodynamics, speed, lower rolling resistance and reduced weight. The previous generation impressed us with its combination of excellent grip, low rolling resistance and a smooth, comfortable ride.
Central to the redesign is a taller, wider aero profile which is said to improve airflow integration with aero rims for “maximum real-world aerodynamic efficiency”.
The updated Aero Tyre moves to a 240 TPI casing – up from 170 TPI – which Cadex claims reduces rolling resistance by 2.8 watts per wheel while saving up to 55g per tyre.
Commenting on the tyre and wheels, Andy Wollny says, “We will continue with hookless itself because we have a strong bead material which has the least expansion.
“This is also one of our competitors problems, they don’t invest in this material, so therefore that’s why Continental tyres, maximum tyre pressure is only 5 bar / 75psi, but we can go up to 8 bar around 120 psi before the tyre even blows off because we have a different bead material and Conti does not invest in this…We believe our combination is safe.”
The tyre is available in 28mm and 30mm widths and claimed weights are 220g and 280g respectively. For reference, the 25mm previous-generation Aero Tyre weighed 290g on our scales.
The 55g weight saving over the previous generation is achieved without compromising durability, according to the brand, with the tyres maintaining the ‘Race Shield’ puncture protection layer.
The Aero Tyre is available now and costs £69.99, £5 more than the previous generation.
Find out more at cadex-cycling.com
road.cc travelled by train to attend the press event for this product launch in line with our no-fly policy. You can read more about why we do this here
12 thoughts on ““We believe our combination is safe”: Cadex sticks with hookless for new Max 50 WheelSystem and Aero Tyre”
I must admit I am pretty surprised they stick with hookless.
It’s not really about how reliable this particular wheel is. The real problem is how unpopular and commonly hated hookless is. I’m sure many, and I mean many people will pass on this offer by default, just because it’s hookless. After all nobody wants to be a guinea pig.
“The real problem is how unpopular and commonly hated hookless is”
Hated is a strong word. I would say many have avoided out of unsure of it, limited tyre choice and mostly unfounded scare stories.
I run a set of Zipp 404 Firecrest which are hookless and they are brilliant. Never had any issues at all. Ive covered around 7000km on them so far on bumpy roads and they are very stable.
I think less people than you think care about it. There are plenty of vocal people who won’t touch hookless but I imagine there are far more who are riding them without realising or are perfectly happy with them.
I have some Zipp 303 firecrests which apart from the utterly junk hubs are hookless and I’ve had zero issues. I ran them with 28c tyres (25mm ID on that rim) and my system weight is about 92kg.
I bought a Giant Defy recently and immediately sold off the hookless wheels at a pretty big loss and won’t ever do that again. I’m not buying hookless for road ever. Giant in particular has very short list of what tires they test with their rims so it’s way too restrictive even if I was going to ride hookless wheels. Which I won’t. Very short sighted by Giant.
Giant are one of the most trustworthy brands out there when it comes to manufacturing components given that they actually own their own production facilities.
None of that matters though when it comes to road hookless, I and most other people won’t touch it with a barge pole. We’re surely at a stage now where it’s toxic amongst consumers and it’s only a matter of time before the UCI ban it for racing.
IMO you would need to be a real Giant fanboy to consider these, when you can get a set of FarSports EvoS5s for pretty much 1/3rd of the price of these. They are lighter, more progressive shape, considerably easier to repair should you need to, and are hooked. And built by a well regarded company that owns their own factory.
But, but, but… hookless were supposed to be easier to manufacture and thus would be cheaper. Isn’t that what we were all told when they first came on the scene for road bikes?
Giant. They’re a pretty big company with a reputation to protect. They wouldn’t be selling wheels if they were inherently dangerous to use.
There are more compatible tyre choices than ever and most of the best ones are anyway. Conti, Vittoria, Pirelli, all have compatible tyres.
If I were to look at every bike related scare story over components id never have bought carbon rims with a carbon brake surface (They’re made of cheese and delaminate as soon as you touch your brakes) Disc brakes (they’ll slice you in two like a red hot scalpel don’t you know) Carbon handlebars (they snap and you’ll fall under an 18 wheeler) , Wireless groupset (someone can hack into them or something random)
A few isolated stories is enough to make people panic. But then people will happily go and buy a Chinese frameset from Aliexpress and swear its perfecto.
Yep. I can only think of one story that was actually related to hookless issues and that was seemingly a chinese wheelset that hadn’t built the wheel to spec. I think the depth of the hookless part was well out of spec.
Every other story I have read is something that happened and the person was riding hookless and people just used it as a hook to hang their fears of hookless on with no proof. Plenty of pros ride hookless. Pogacar rode the SES 4.5 for years and they are hookless.
I read a few issues of tyres blowing apart rims but they were due to non compatible tyres being installed so user error IMO.
Key word is “combination”. To be clear: their wheel with one specific tyre is tested as safe. When your first set of tyres wear out you’ll very likely stick on a set of tyres that they haven’t tested as safe.
“we are convinced that normal hookless when everything is well controlled, is better than any hooked type with uncontrolled tolerances” – Yes, I’m sure it works fine in the right circumstances. Now give it to Joe Bloggs consumer who has no idea about tyre compatibility and recommended pressures and you no longer have that “well controlled” situation and serious problems can arise. Even if the initial purchaser does the research to know what is allowable, the person they sell the wheels or bike to in a few years time will probably have no idea. People who work for bike brands need to spend time in real bike shops and observe what setups people bring in and what level of knowledge the typical consumer has.