Cadex Gravel Wheels

Nailing the Hookless Setup: Compatibility and Standards

All current Cadex gravel wheels use a hookless rim profile - officially called TSS (Tubeless System Standard). The continuous carbon fibre structure removes the traditional bead hook, which improves impact resistance and allows a more consistent tyre interface, but it also means you cannot simply mount any tubeless tyre and hope for the best. You must use tubeless-ready tyres explicitly listed as hookless-compatible. Running a non-approved tyre risks a sudden bead blow-off, and on flinty South Downs gravel or at speed on a fast descent, that's a serious safety issue, not just a puncture inconvenience. Cadex publishes a tyre compatibility chart - check it before you buy rubber.

ETRTO standards apply here. Approved tyres are rated at a maximum inflation pressure of 73 psi (5 bar) on hookless rims, which is more than enough for gravel use but worth knowing if you're coming from a road background where you habitually run higher pressures. Tyre widths across the range run from roughly 28c up to 45c depending on the model, so matching the right tyre to the right wheelset matters. For Cadex gravel and cyclocross tyres that are confirmed hookless-compatible, we've got those listed separately.

Axle standards are 12x100mm front and 12x142mm rear thru-axle across the gravel range. Rotor fitment is Centerlock only - not six-bolt - so factor that in if you're swapping from an older groupset. Freehub body options cover SRAM XDR, Shimano HG, and MicroSpline, but we'd point you to our dedicated Cadex freehub bodies and spares page and the Cadex hubs page for the specifics of drivetrain conversions - that's where those details live.

AR vs GX: Choosing the Right Series

Cadex splits its gravel wheel lineup into two clear camps, and the distinction is more than rim depth. The AR (All-Road) series - the AR 35 being the headline model - is built around faster, mixed-surface riding where you're covering a lot of road kilometres between the gravel sections. The internal rim width is narrower relative to the GX, which suits 35c to 40c tyres and keeps the aerodynamic profile tighter. It's the wheel for gravel racing or events like Gravel Scotland where pace on the open sections genuinely matters. Think of it as a road wheel that's been properly hardened rather than a mountain wheel that's been put on a diet.

The GX series takes a different approach. Wider internal rim widths mean 40c-plus tyres sit with the correct rounded profile rather than being pinched into an hourglass shape, which changes how the tyre deforms over rough ground - you get better compliance and more predictable grip. The GX also prioritises impact resistance over outright aerodynamic efficiency, which makes sense when you're punching through Peak District grit tracks or anything with embedded rock. The hookless rim structure plays a bigger role here: without the bead hook machined into the sidewall, the continuous carbon fibre can flex slightly on sharp impacts rather than cracking. Tyre volume support and robustness are what you're buying with the GX. If your rides regularly involve extended chunky sections rather than fast mixed loops, the GX is the honest choice even if the AR looks more appealing on paper.

Both series use the same R2-C60 hub platform with precision-machined internals and ceramic bearings, and both carry the Aero Carbon Spokes and Dynamic Balanced Lacing. The lacing pattern isn't just a marketing angle - it actively manages spoke tension variation as pedalling forces shift between the drive and non-drive sides, which keeps lateral stiffness consistent rather than dependent on rider weight or cadence. If you're familiar with how a well-tensioned handbuilt wheel feels versus a budget factory wheel, DBL is Cadex's attempt to engineer that consistency into a production wheelset. Compared to ENVE gravel wheels or DT Swiss gravel wheels, which take different approaches to spoke and lacing geometry, the Cadex system is notably integrated - fewer components from different suppliers means tighter tolerances but also a more specific service path.

Keeping Cadex Wheels Running Through a UK Winter

Ceramic bearings are brilliant until grit gets into them. In UK conditions - wet moorland crossings, silty bridleways, the kind of mud that finds its way into everything - hub seal condition is what determines how long those bearings stay smooth. Cadex's R2-C60 hubs are well-sealed for a performance-grade hub, but they're not bulletproof. After prolonged wet riding, spin the wheels with the bike on a stand and listen. Any roughness or drag is the bearing telling you something. We'd recommend checking our Cadex bearings page for replacement options before you're forced into it mid-season rather than after.

Sealant choice matters on carbon hookless rims. Avoid ammonia-based sealants - they can degrade the carbon rim bed over time and attack the valve core threads. Latex-based sealants are the safer call, and top them up every two to three months in winter riding conditions when the sealant dries faster from repeated temperature swings. Tyre pressure also needs more attention on hookless rims than hooked equivalents. A slow leak that drops you below the safe minimum can allow the bead to unseat, particularly on the flintier surfaces of southern England where sidewall flex is constant.

On the carbon spokes: don't attempt home truing without the specific Cadex tension meter and spoke key. The Aero Carbon Spokes are individually replaceable - which is a meaningful advantage over older monocoque carbon designs - but the thread engagement and tension range are tighter than steel spokes, and over-tensioning a carbon spoke damages it without obvious visual warning. A good independent wheel builder familiar with carbon spoke systems is worth finding before you need one urgently. For those who want to compare a more serviceability-focused alternative, Giant gravel wheels offer a different balance of repairability and performance worth considering.