The new CADEX Max GXR Wheel System and CADEX GXR Tire are aimed squarely at the high-speed end of gravel. The Max GXR is a 50mm-deep, 25mm-internal carbon gravel wheelset with carbon aero spokes, an integrated hub/spoke design, and claimed system weight as low as 1280g without valves and tape (1320g with).
But thats not it, because whats new wheels without new tires? So, you can pair that with the new GXR tire (available in 700 x 45c and 700 x 50c) for a proper CADEX race package. It’s some serious firepower for gravel race action, but could it be overkill and overstiff?
What is it? CADEX Max GXR Wheel System
A few years ago, a 50mm deep gravel wheel would have sounded ridiculous. Now? Not so much. Gravel racing has gotten much faster, tire sizes have crept up, and the front of the pack looks more like road racing.
The riders at the front of those races are asking for weapons, and CADEX is supplying them with the new MAX GXR. The new wheelset uses a 50mm carbon hookless rim with a 25mm internal width and 35mm external width. CADEX says the rim is optimized for tires from 700 x 40c to 57c, or 29 x 1.50–2.25 in if you prefer MTB measurement systems
But Are They Aero?
The big aero claim comes from a comparison against the CADEX AR 35 (reviewed here). With the CADEX GXR 45c tire mounted, CADEX says the Max GXR saves 4.61 watts total versus the AR 35 with the same setup. That breaks down to 3.74 watts less aero drag and 0.87 watts less rotational drag.
Those are all well and good, but how do they ride?
Still, this aero data shows where CADEX is going with this. The brand wants a gravel wheel that behaves like a fast road wheel without folding the first time it hits Kansas washboard. So CADEX has to join the gravel arms race with Roval, Zipp, Fulcrum, and others.
If these wheels are anything like the other CADEX MAX wheels we’ve ridden, they are gonna be fast and stiff. But what about that maintenance and demands of gravel? The other CADEX MAX wheels are pure road designs. We’ll have to see how these new gravel MAX wheels hold up in the gravel field of battle. The real story here, however, is the integrated hub-and-spoke design, which each of the short-listed options above lacks.
Integrated Hub and Carbon Spokes
The Max GXR uses CADEX’s integrated hub-and-spoke design, in which the Super Aero carbon spokes bond directly to the hub flange, creating a one-piece structure. The nipples are hidden inside the rim, though CADEX says the system still allows independent tension tuning.
The spoke count is 16 front and 24 rear, both using CADEX’s Dynamic Balanced Lacing. The idea is to balance spoke tension under pedaling load to improve power transfer and make handling more predictable. CADEX claims the Max GXR improves rear-wheel transmission stiffness by 19.9% compared with the AR 35, and improves transmission stiffness-to-weight by 18.8%.
What happens if you break a spoke? You can salvage the rim, but you’re gonna have to replace the whole shebang (spokes and hub). CADEX has a pretty generous carbon crash warranty, so I wouldn’t be too scared about sending it on these. “The wheels are backed by a lifetime warranty for the registered original owner, plus a five-year incident replacement program.”*
60-Tooth Hub, Ceramic Bearings, and Wide Guard Protection
At the rear, the Max GXR gets the CADEX R3-C60 hub with a 60-tooth ratchet driver and CADEX’s Ratchet Wave Spring system. CADEX says the design gives quick engagement and smoother ratchet operation while reducing bearing load. The hubs also run CADEX ceramic bearings.
Freehub compatibility covers SRAM XDR, Shimano HG/MS, and Campagnolo N3W, which should cover all modern gravel builds.
The rim also gets what CADEX calls Wide Guard Rim Protection. That means reinforced 5mm sidewalls designed to help protect against rim strikes and pinch flats without the need for inserts.
CADEX GXR Tire: 45c and 50c Race Rubber
The new CADEX GXR Tire looks like the other half of the system.
It comes in 700 x 45c and 700 x 50c sizes, with claimed weights of 490g and 530g, respectively. Both use a 170 TPI supple race casing, folding Kevlar bead, and CADEX’s GX-S dual compound rubber.
The tread is what you’d expect from a race gravel tire: a low, fast center section for hardpack and pavement transitions, with more pronounced shoulder knobs for cornering bite when things get loose. It’s not a mud tire or a file tread; it looks more like a fast-rolling cross-country MTB tire. It sits in that increasingly useful middle ground where most modern gravel races actually happen (dry, some mysteriously wet, and some pavement).
CADEX says the GXR 45c has 1.52 watts less rolling resistance per tire than the older CADEX GX 40c. Across the bike, that’s a claimed 3.03-watt savings. Again, lab number, controlled conditions, etc. But bigger gravel tires rolling faster than narrower older ones is not exactly a shock anymore. More volume, better casing construction, and lower pressures have been rewriting that old “narrow is faster” road logic for a while now.
Protection Is Standard
Race gravel tires always have the same problem: make them fast enough to race, and they can get delicate; make them tough enough to survive everything, and they ride like a garden hose filled with wet cement.
CADEX is trying to strike a middle ground with its Dual Shield Protection. That combines Race Shield+ under the center tread with reinforced X-Shield sidewalls. This design provides bead-to-bead protection against cuts, punctures, and abrasions without significantly slowing the tire.
The tire is rated for 25–50 psi, with a suggested rim internal width of 25–30mm, so it’s not just a CADEX wheel pairing (though they do work well together). No surprise, it is optimized around the new Max GXR’s 25mm internal width. CADEX says that pairing creates a rounder tire profile for better speed, stability, and compliance at lower pressures.
A System, Not Just Parts
Like most of the CADEX wheel offerings, the Max GXR wheel and GXR tire are a wheel system.
The obvious question is whether a 50mm-deep gravel wheel is too much in crosswinds or on rougher terrain. The not-so-obvious question is whether the bonded hub and spokes will be too much for most gravel grinders.
CADEX says its Super Aero carbon spokes are shaped for aero efficiency and stability in shifting winds. Beyond that, the 25mm internal rim should help provide a supported profile for larger tires. But the internal width is not groundbreakingly wide; we’re seeing companies pushing internal rim sizing of 32mm on the Zipp XPLR and 35mm on the ENVE G SES. We’re not saying that’s the best way to push speed, but clearly these companies are pushing the envelope ot pair with the growing wide tire trend in US gravel.
Are they new CADEX MAX GXR off the back before they hit the street because of their near-road internal width, or are the super wide offerings just a phase? We’ll have to ride some and see – stay tuned.
Prices: Max GXR Wheel System and GXR Tires
- Wheelset: $4000 USD, €3799 EUR, £3499 GBP, $5399 AUD
- Tire: $85 USD, €99 EUR, £65 GBP, $110 AUD
