The best aero road bikes offer advanced aerodynamic performance alongside a comfortable ride and great handling.
We've ridden and reviewed all the aero road bikes below and we've also taken them to the Silverstone Sports Engineering Hub's wind tunnel, so we've got the independent wind tunnel tests to back up the makers' aero claims.
Best aero road bikes: Quick list
The Tarmac SL8 combines high-end aerodynamics with a weight that skims the UCI weight limit.
The Cervélo S5 was the fastest of 12 bikes in our 2025 wind tunnel testing.
The Noah Fast looks it and does what it says, with a long and low ride position .
The RCR-F takes Decathlon's winning formula and increases the aero quotient.
The Dogma stands out for its ride quality and telepathic handling.
The Ostro VAM is one of the most aero bikes in our test, but still low in weight
Last updated on 08th of December 2025
We went to the Silverstone wind tunnel in September and tested 12 more aero road bikes. In the latest update on this guide, we added the results of our latest wind tunnel testing as well as any new bike reviews.
Best aero road bikes
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Best overall
✅ You want low weight and aero: The SL8 was the lightest and most aero in our superbike test.
✅ You want sharp handling: We were impressed by the SL8's handling and stiffness.
❌ You want to choose your component specs: You get the bar width and stem length that Specialized gives you.
❌ You want cheaper options: The SL8 range is all top-end.
Specialized pared down the weight of the Tarmac and made it even more aero with the SL8. Our size 58 S-Works bike came out at 7.18kg, the lightest of eleven superbikes in our 2024 wind tunnel test. With a rider aboard, it was also the most aero.
The weight loss comes from a slimmed-down rear half to the frameset, which also makes the Tarmac SL8 a more comfortable ride than the SL7, without detriment to the performance on offer. Meanwhile, the aero gains are from the Speed Sniffer head tube and one-piece bar/stem on the S-Works bikes. There's clearance for 32mm tyres.
Handling stands out, with exceptional cornering and rear-end stiffness for climbs and sprints. As a pedalling platform it's rock-solid too, without beating you up.
Disappointingly, Specialized doesn't let you choose your component sizes. Ride a size 58 frame, as Josh does, and you'll get 44cm bars and 175mm cranks, although you can buy both the FACT 12r and FACT 10r frames frameset-only. There's not a lot of depth to the range either, so even at entry level, which is around half the price of the top spec S-Works bike, the Tarmac SL8 is pricey.
Read our full Specialized Tarmac SL8 review for more details.
Most aero
✅ You want full-on straight line speed: The S5 was top of our aero testing results.
✅ You want to fit wider tyres: Although aero optimised for 29mm tyres, you can fit 34s for a smoother ride.
❌ You want an all-rounder: Jonas Vingegaard may have ridden it in the mountains, but the S5 isn't lightweight.
❌ You want a more engaging ride: We didn't rate the handling of the S5.
The Cervélo S5 tussled with Factor's out-there aero prototype for the fastest bike in our 2025 wind tunnel testing, winning out with a rider aboard - which seems like the most useful metric, although that was the 1x spec, while the Factor was 2x.
You can't buy the Factor yet though, while those with deep pockets can buy and ride the Cervélo. The latest version was 2 watts faster than its predecessor in our testing, showing that Cervélo is still finding ways to make its S5 ever-faster.
We've not ridden the latest S5, but our review of the previous generation showed just how fast it is, at least on straight, flat or rolling roads. It didn't feel fast though, more stable and TT-esque and not very responsive on twisty descents.
While the previous generation bike offered some cockpit adjustability, the latest S5 has a non-adjustable one-piece bar/stem in the interests of lower weight and reduced complexity. The S5's weight is a zero-sum game, with the reduction in weight of wheels, components and hardware offset by a similar frame weight to the previous model and a heavier fork, resulting in a net claimed gain of just 124g.
That's still enough to convince Jonas Vingegaard and most of the Visma-Lease a Bike team to ride the S5 rather than the R5 on mountain stages.
You can read more in our Cervélo S5 review.
Best for racing
✅ You want a rocketship bike: The Noah Fast feels even faster than the Cervélo S5 on flat and rolling roads.
✅ You want a modern aero ride position: The frame geometry is designed around a performance ride.
❌ You want a more upright position: The long, low and narrow position may not suit everyone.
❌ You want a generalist bike: The Noah Fast is designed for just that and not a bike for more leisurely rides.
The Ridley Noah Fast stands out for its huge head tube, which seems to stretch almost halfway back to the seat tube, taking full advantage of the current iteration of the UCI's frame geometry rules.
It's not just the head tube that Ridley has played with; the seat tube is a whole degree steeper than the previous generation, promoting a more modern, TT-like ride position aimed at better power transfer. There's more aero shaping in the extra-wide down tube, designed to shield the bottles.
To continue the aero gains, Ridley offers its narrow, flared cockpit in a range of built-in stack options, avoiding spacers that would kill the airflow from the rear of the stem to the head tube.
We rated the Noah Fast even more speed-focused than the previous generation Cervélo S5 above. Its geometry places you perforce long, low and narrow, so it's blisteringly fast on flat and rolling roads. The geometry is the right mix of nimble with stability at higher speeds, helped by the forward weighting onto the front tyre, a position that also helps with steeper climbs.
We reckon it's a great bike for racing, and it scored well in our 2025 wind tunnel test, but it would be wasted for more general use. You can read more in our Ridley Noah Fast 3.0 review.
Best budget aero
✅ You want pro-level aero: The RCR-F feels very fast and is claimed to be more aero than the RCR Pro.
✅ You want sprint performance: The stiff front end is great for sprints.
❌ You want less drop to the bars: The stack height is very low and may not suit some riders.
❌ You want more all-around aero: The RCR or RCR Pro may be a better buy from Van Rysel as an all-rounder.
Decathlon lit up the internet with the 'affordable' RCR Pro when it debuted in the pro peloton, although the lower spec non-Pro bike that we reviewed is priced more in line with competitors. When we wind-tunnel tested the RCR Pro, it was competitive with the best aero bikes.
The RCR isn't actually Van Rysel's aero road bike, and it has since launched the RCR-F dedicated aero road bike, which we've ridden and taken to the wind tunnel. Van Rysel claims a 13-watt saving over the RCR, and it was the second fastest without a rider in our 2025 wind tunnel test of 12 bikes. It came out mid-pack with a rider, between the Ridley Noah Fast and Cube Litening Aero - not bad company to keep.
The RCR-F's more muscular tube sections, along with a stack that's around 20mm lower, should up the aero quotient over the RCR. But we reckon the front end, which is significantly lower than many other pro-level bikes, may be too low for many amateurs.
The performance is ripping fast, assisted by a 65mm deep Swiss Side wheelset, although the 25mm width front tyre makes for a jarring ride on UK roads. There's space to fit 32mm tyres, which should improve things. The 8.5kg weight for the 105 Di2 spec is okay, but you can chop this down to around 7.5kg with an upgrade to Dura-Ace, so the RCR-F's weight is competitive.
You can read more of our impressions of the Van Rysel RCR-F in our review.
Best ride quality
✅ You want head-turning looks: The Dogma F remains an object of desire for cyclists.
✅ You want fantastic handling: The Dogma F has the performance to back up its star billing.
❌ You want to blend in: Even many non-cyclists recognise the Dogma F and know it's very expensive.
❌ You want cheaper options: All Dogma F builds carry top-tier prices.
Pinarello continues to tinker with the Dogma formula, with an upgrade in 2024 that was so slight it was difficult to discern, although it does garner tiny aerodynamic improvements. It's also shaved a small amount of weight from the bike, which now nudges the UCI weight limit in race specs.
The ultra-skinny front profile is now augmented by a 'keel' ahead of the bottom bracket. There's a new one-piece bar/stem with the now mandatory flare that we found more comfortable than the previous generation bars, and that's available in a wide range of sizes.
Handling is fantastic, as is the speed on even the toughest terrain. Wind tunnel performance was up with the best in our 2024 testing and the bike was one of the lightest, although the Dogma F was also the most expensive bike of the 11 tested. For a bike with performance to match the best all-out aero bikes, the Dogma F is surprisingly well-mannered to ride too and comfortable for all-day outings.
All Dogma F specs are pricey, although Pinarello does sell lower spec F series bikes based on the previous generation frameset.
Read our full Pinarello Dogma F review feature for more.
Best lightweight aero
✅ You want outstanding aero performance in an all-rounder: The Ostro VAM delivers top aero performance but is easy to live with.
✅ You want options: Over 60,000 colour combos and choices of groupset, bar width and more give you the bike you want.
❌ You want an easy purchase: There's only one UK distributor and bikes are built to order in Taiwan.
❌ You want a power meter: This isn't standard even in premium builds.
The second-generation Factor Ostro VAM combines low weight with impressive aero performance that was the best weighted average in our 2024 wind tunnel testing, even without the go-faster aero bottle cages that the bike normally ships with.
The Ostro VAM frameset has elongated tube sections at the front, but a more thinned-out rear and skinny seat stays, adding comfort. It's also very narrow in cross-section and is paired with wheels from Black Inc that we weighed at just 1,296g.
The rather in-your-face combination of the multiple big logos on both the frame and the wheels on the review bike may not be to everyone's taste, although we garnered approval. You can tone both the frame and the wheels down (or up) with Factor's 60,000 custom Prisma Studio options.
You can also choose configuration items such as crank length and bar/stem dimensions and select less expensive SRAM or Shimano groupsets. CeramicSpeed bearings, including its SLT headset, should help with maintenance costs.
Factor has an abundance of riches, with the aero lightweight O2 VAM equally as impressive as the lightweight aero Ostro VAM. You can read our Factor Ostro VAM review for more details of the bike and why we didn't want to give it back at the end of testing.
Best for innovation
✅ You want Pogačar stardust: It's the star rider's head-turning star bike.
✅ You want speed on the flat: The Y1Rs feels very fast on flat roads and less technical descents.
❌ You want top-notch handling: We reckoned the Y1Rs fell short of other superbikes we've reviewed.
❌ You want it now: There's a wait list for the Y1Rs you'll need to join.
We reckon the Y1Rs is Colnago at its best, pushing the boundaries of bike design again. Colnago claims it's 20 watts faster than its V4Rs at 50km/h. With no rider aboard, it came out mid-pack in our 2025 wind tunnel test of 12 aero superbikes, but with our own Josh aboard it was third fastest behind the equally out-there Factor prototype and Cervélo S5.
The consumer build comes with Vision wheels, but we swapped them out for Enves to get as close as possible to the Pogačar experience.
Starting off, you have the nerve-racking experience of cutting the seatpost to length, with little margin of error due to the kink in the seat tube stub. Other constraints include 500ml water bottles only and the absence of easy hand-holds on the tops.
The geometry is shorter and steeper than the V5Rs, making for a more responsive ride feel that's more fun on twisting descents and faster on more open ones, although we reckon that there's a lack of frame rigidity when sprinting or on technical descents, which we put down to the bayonet fork and quite large frame triangle.
You can read our full riding impressions in our Colnago Y1Rs review.
Also consider
✅ You want great ride quality: The slimmed-down frame is more comfortable than the Gen 7 bike.
✅ You want a good spread of prices: Although the top spec bike is expensive, Trek offers more affordable SL 5 options.
❌ You want the best aero performance: The Madone Gen 8 was mid-pack in our testing.
❌ You want easier drinking: The slab-sided, sloping base bottles are a bit awkward to use.
Replacing both the aero Madone Gen 7 and the lightweight Emonda, the Gen 8 Madone applies the lightweight/aero formula to Trek's aero bike, shedding weight via a slimmed-down frame which still retains the Isoflow seat tube cavity, which made the Gen 7 bike so distinctive.
You also get the flared handlebars, which help you to hunker down in a more aero position, although in a new version that's thicker and easier to grasp. There are more aero gains from the slab-sided bottles and their cages, although these will also accommodate standard round ones. When we aero tested the bike with the bottles in place in 2024, it came out mid-pack, although it performed better with a rider aboard.
You can fit 33mm tyres and there's reasonable depth to the range, with the SL 5 bike fitted with Shimano 105, even if the top spec SLR 9 bike is eye-wateringly expensive.
With the lower weight, the Gen 8 Madone feels more sprightly than the Gen 7 bike and akin to the Emonda in ride quality. It feels fast on the flat and encourages you to push the speed on descents. Isoflow smooths bumps in the road well too.
Read our full Trek Madone Gen 8 review for more.
✅ You want aero with comfort: The SuperSix Evo is fast, but still comfortable for long rides.
✅ You want easy maintenance: Cannondale has reverted to a BSA bottom bracket.
❌ You want a power meter: Even top spec models aren't fitted with one.
❌ You want the most aero bike: The Cannondale came out mid-pack in our aero tests.
The fourth-generation SuperSix Evo has returned to basics, with a BSA bottom bracket, while still managing to be a claimed 12 watts more aero than its predecessor. The frontal profile is now so narrow that Cannondale has a slot in the down tube for a Di2 battery, as it won't fit in the seat tube.
While competitors increase the reach and lower the stack for aero gains, Cannondale has done the reverse, making the SuperSix Evo an easier ride. It has also introduced a LAB71 version, which is lighter and also very expensive.
The SuperSix Evo manages to be light, efficient and comfortable as well as fast, although it was only mid-pack in our 2024 wind tunnel testing, both with and without a rider aboard. There's room for 30mm tyres and it's an exciting and enjoyable bike to ride as the SuperSix's legendary ride qualities continue.
Read our full Cannondale SuperSix Evo Hi-Mod review for more.
✅ You want an aero all-rounder: The Propel is comfortable and controlled.
✅ You want bar adjustability: The two-piece bar and stem are unusual on modern aero road bikes.
❌ You want all-in aero: The Propel feels as if it needs deeper wheels than the fitted 50mm depth Cadex numbers.
❌ You want wider tyres: 25mm feels narrow now.
As with the Trek Madone, the Giant Propel slimmed down for its 2022 redesign, although unlike Trek, Giant has chosen to keep a less aero lightweight race bike in its range, the long-running TCR.
Giant offers the Propel in three frame grades. The top spec SL frame has an integrated seatmast, which Giant says saves weight and makes the frame stiffer, although it also somewhat limits adjustability.
The SL bikes are expensive too, although the base model Propels are more affordable and available in a wider range of sizes. On the plus side, even the SL has a two-piece bar and stem, allowing adjustments that aren't possible on a one-piece unit.
The Propel was towards the bottom of the range for the aero bikes we wind tunnel tested in 2024, although the differences were marginal and it did better at high yaw angles with a rider aboard.
The 30mm tyre clearance now feels on the narrow side, as do the 25mm tyres fitted. Despite this, the Propel feels comfortable to ride, although a little lacking in agility and with a more muscular ride feel. We felt it would benefit from deeper wheels than the Cadex 50s that the SL 0 came with.
You can read more in our Giant Propel SL 0 review.
✅ You want easy bar width adjustability: Canyon's bar width and profile can be altered by the user.
✅ You want a good value aero bike: Canyon's specs are always very competitive.
❌ You want a smoother front end: The 25mm tyre fitted at the front leads to a slightly harsh ride feel.
❌ You want to try before you buy: Despite Canyon now partnering with some retailers, opportunities to view the Aeroad are still limited.
The fourth-generation Canyon Aeroad has modest updates from the third, including a repositioning of the seatpost clamp and tube profile changes, which have made it among the most aero in our 2024 testing.
Canyon's bars can be adjusted in width, which also makes the bike easy to travel with. You can buy aftermarket flared bar-ends if you want to get even more aero. All but the Zipp wheeled specs ship with a 25mm front and 28mm rear tyre, which Canyon found was most aero. This does lead to some front-end harshness in what is otherwise a comfortable, capable bike.
There's a decent range of specs, although Canyon doesn't offer the Aeroad in its lowest CF SL carbon and starts with CF SLX. Canyon offers deep-section carbon wheels across the board and all but the lowest spec CF SLX 7 AXS are equipped with a power meter, although this is single-sided in less expensive builds.
You can read more in our Canyon Aeroad CFR review.
✅ You want narrower bars: BMC fits 36cm wide bars for aero benefits.
✅ You want a power meter: All specs include a crankset power meter as standard.
❌ You want lighter wheels: DT's deep-section wheels are quite heavy and narrow.
❌ You want more spec options: All four Teammachine R specs are expensive.
Designed with the help of Formula 1 engineering consultancy Red Bull Advanced Engineering, the Teammachine R is BMC's aero bike that sits alongside its Teammachine SLR lightweight all-rounder and is claimed to be 19 percent more aero.
The fork legs have a wide stance and accommodate 30mm tyres, the bottom bracket is massive, the bar/stem is narrow and there's even a race number holder integrated into the seatpost. BMC includes a power meter in all four builds and there are 62mm deep DT Swiss wheels.
Weight-wise, the Teammachine R is competitive and there's enough compliance for comfort on longer rides. It hums along nicely on flat roads, although the heavyish wheels aren't great for climbing or on rougher road surfaces.
Read our BMC Teammachine R review for more details.
How to choose the best aero road bike
Here are the factors we'd recommend taking into consideration when choosing the best aero bike for you.
- How much do you want to spend? Top specs of the best aero road bikes now routinely cost over £10,000/$12,000. While some brands offer more affordable specs, there's often not great depth to the available bike range, so if you're looking for affordable aero, your choices may be limited.
- How aero is it? If you've opted for an aero bike, you'll want to make sure that the numbers back up the aero looks. Our independent testing can help make sense of manufacturers' claims.
- What's the spec? Rather than the groupset being most important, you'll want quality deep-section wheels to get the most out of your aero bike purchase. Too deep and they can be a handful for normal riding in mixed conditions. Lower specs may swap out a one-piece cockpit for a separate bar and stem, which may also reduce the aero quotient.
- What's the weight? Many aero bikes are low in weight too, but check that the spec you're considering isn't piling on grams for those aero gains.
- How easy is it to live with? One way to make you more aerodynamic is to drop the front of the bike, so you present a lower frontal area. Make sure you're comfortable with the position for the rides you like to do. Also, make sure that aero profiles don't make for an over-stiff frame and check how easy it is to adjust and service.
Everything you need to know about the best aero road bikes
Aero is the road bike buzzword at present. But what makes an aero road bike? Why are they so expensive and why do they all look the same? Read on to find out.
What makes a bike aero?
The heart of an aero road bike is its aerofoil-shaped tube profiles. In fact, truncated aerofoils are used, which have the front end of a classic teardrop shape, but cut off the rear end sharply. This results in an aerofoil (like a plane's wing) that's as much as eight times longer than the actual tubing. Air behind the rear of the tube "completes" the aerofoil shape and results in the air flowing smoothly around the tubes.
This creates a frame that's significantly more aerodynamic than a classic round tube profile, reducing the effort required to keep the bike moving at all but the slowest speeds.
In addition, modern aero road bikes hide the brake hoses (and gear cables if these are present) within the bar and stem, routing them directly into the head tube.
As with round frame tubes, there's drag developed by exposed cables that's disproportionate to their width. This front-end integration and fitting bar-stems that are aerodynamically optimised save yet more energy.
Finally, an aero road bike will almost always be fitted with deeper section wheels, which are more aerodynamically efficient than shallower rims. The sweet spot tends to be between 40mm and 50mm deep, where there are significant watt savings, but the wheels are not too hard to handle in crosswinds.
Why do aero road bikes cost so much?
There's a significant amount of resource required to develop a modern aero road bike. That usually starts off with computational fluid dynamics (CFD) studies of airflow over the design and iteration of the design elements to optimise aero efficiency.
Life size 3D-printed models of the bikes are then usually tested in a wind tunnel, which is a pricey, labour-intensive process. Airflow may be modelled at different wind speeds and wind yaw angles to ensure good aerodynamic performance in a range of conditions.
There may be several iterations and designers may perch mannequins on the prototype frame to see the effect of the rider on airflow. Some mannequins can even pedal, as this movement can alter the results.
It's all additional work and cost over developing a traditional round-tubed bike, in addition to ensuring it passes all the relevant safety standards too. It has to be shown to be comfortable to ride and stiff enough for efficient pedalling as well.
Are aero road bikes uncomfortable to ride?
The initial crop of aero road bikes from around 10 to 15 years ago had a, not unmerited, reputation for being jarring to ride and heavy. Modern aero bikes have overcome this though, with designers learning how to maintain aerodynamics while building compliance into the frame. The ubiquity of disc brakes has seen a trend to wider, more comfortable tyres too.
Bike weight has decreased as well, with top spec modern aero bikes routinely approaching the UCI's magic 6.8kg weight limit, even with the disc brakes that are now the norm.
In most ride conditions, even on gradients of up to around 8%, aerodynamics are more important than bike weight, so an aero road bike is usually a better choice for most riders, even on hilly rides. It will be faster on the way back down too.
Why do all aero bikes look the same?
A result of the focus on aerodynamics and the need for designers to keep to the UCI's rules on frame design is that there's limited scope to innovate in frame shape. The same physics apply to airflow over every manufacturer's frame.
Features like deep aerofoil sections, horizontal top tubes, a deep bottom bracket area, dropped seat stays, integrated hose routing and sharp frame junctions have the same effect for all bikes and so feature in the majority of designs.
Having said that, there's still room for innovations like the Trek Madone's split seat tube that can potentially stir things up and change the aero calculus.
The UCI has also changed its rules on tube shapes, so deeper section, skinnier tube profiles can now be used, which has resulted in some newer bikes returning to more chunky profiles, at least at the front end.
Would an aero/lightweight bike be a better choice than a full aero road bike?
Some brands offer both a lightweight bike and an aero road bike, so you may have a choice if you've decided on a particular bike brand. The majority of lightweight bikes now include some aero features though, just not as extreme as a full-on aero bike, so there's less energy saving. In general they retain a significant weight advantage.
Examples of lightweight bikes which have had the aero treatment include the Bianchi Specialissima, the Merida Scultura, the Scott Addict RC and the Giant TCR. Other brands have merged the two categories: take the Specialized Tarmac SL8, Trek Madone and Pinarello Dogma F for example.
For many riders, the combination of aero and light weight may be a compelling alternative to the all-out aero road bike.
How we test
Our testing involves plenty of riding in a wide variety of conditions. We'll ride long, we'll ride fast, we'll race and we'll check our speed over known circuits to produce a comprehensive view of a bike's performance. We'll swap out wheels and tyres to options we're familiar with to understand their effect on the ride.
We've backed that up with a battery of wind tunnel testing for aero bikes and components. We've taken a batch of 11 aero bikes to the Silverstone Sports Engineering Hub in 2024 and another 12 in 2025 to produce our own independent tests of aero efficiency with and without a rider. Full results are available to Cyclingnews subscribers.
Our small team of testers has huge experience of riding many of the best road bikes and knows what to look for in an aero bike.
You can read more about or testing methodology on our how we test page.
