Reynolds 58 Aero Carbon Road Wheelset - Clincher

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Item # REY000H

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  • Black, Campagnolo ($2,499.99)
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Item # REY000H

The science of speed.

Believe it or not, but some of us here at Competitive Cyclist hold degrees in physics. And while we're no engineers, in a cycling world becoming more and more driven by complex science, it's helped us understand and interpret the aerodynamics du jour. Along these lines, we remember less than two years ago when a certain wheel maker proclaimed that airflow turbulence in the rim's boundary layer was not only beneficial, but the penultimate in drag reduction. The data made sense, and the resulting wheel worked flawlessly in comparison to the zeitgeist. So, you can understand our interest in a wheel that knowingly takes its cues from the complete opposite side of the aerodynamic spectrum. With the Reynolds 58 Aero, the principles of wheel aerodynamics are turned on their heads — the impossible becomes possible and the game is forever changed.

Now, we're going to be forward — the complexity of the Aero design is deep, but we'll walk through it together. To start, one needs to understand the prevalent ideology in aerodynamic wheel design, and to do so, we need to understand drag. What is it? Simply put, it's the restraining force that acts on the wheel when its direction of motion is counter to the free stream of airflow. Now, airflow near the surface of a wheel is turbulent by nature, and when it comes close to the rim surface, it becomes a turbulent boundary layer. This is the start of two kinds of drag, skin friction and pressure drag. Currently, wheel makers are attempting to harness the turbulent layer, reattaching it at the rear section of the rim. The reasoning behind this is that the system reduces pressure drag, but in return, the wheel sees gains in skin friction. However, this is viewed as a comprising trade off, as skin friction has around a ten-fold lower drag value than pressure drag.

To maximize this turbulent system, we've been seeing builders create a constant, rounded edge at the spoke face. For those attempting it, it's been viewed as a leap forward in design. However, Reynolds finds it to be counterintuitive. We'll explain. You see, the science of aerodynamics has developed almost as a case of supply and demand. As aviation technology develops, engineers are forced to develop more efficient airfoil designs, and these designs take the shape of what's called a NACA profile — think of a stretched out tear drop shape. In recent years, though, some wheel designers have started to view the NACA profile as insufficient to the aerodynamics of wheels. The reasoning behind this is that while an airfoil only has what are called a leading and trailing edge, the rim's shape requires a trailing edge to double as a leading edge. Thus, we see the wide, rounded spoke faces of today. However, given that these systems rely on turbulence, Reynolds views this development as a step back from the proven designs of the airfoils that smooth turbulence. And this is just what the Aero 58 does with what Reynolds is calling, Dispersive Effect Termination (DET).

Starting at the rim bed, the Aero 58 features an ultra-wide maximum width of 26.2mm. As a clincher, this eliminates the drag-increasing balloon effect caused by a tire being wider than a rim. Now, the tire width matches the leading edge of the rim, creating less turbulence at the airflow's introduction to the wheel. The benefits to this design are fourfold — it delivers an aerodynamic benefit, it increases lateral rigidity, it also increases comfort, and it decreases rolling resistance. Moving down to the spoke face, the Aero 58 is shaped in a NACA-profiled, tapered V-shape that ends with a sharp trailing edge. This is where Reynolds starts to challenge the status quo. Basically, the Aero's shape actually smooths airflow over the wheel, and when that air passes the spoke face, it's easily reattached at the rear of the rim. So, the Aero places a focus on mitigating turbulence, not accepting it. In fact, testing performed at the A2 Wind Tunnel shows the Aero experiencing less drag in watts at 30.75mph, at every conceivable yaw angle (0-18 degrees), than any offerings from Zipp, Enve, HED, and Easton.

So, with DET, drag is greatly reduced. However, Reynolds wasn't content with just this. In fact, Reynolds views the aerodynamic engineering of wheels as a four-part structure. 1) The wheel must be lightweight, yet structurally sound. 2) It must reduce turbulent airflow in order to create a low-drag system. 3) The aerodynamic efforts cannot compromise the steering and handling of the bike. 4) The wheel must generate an aerodynamic advantage from its lift-drag-ratio. Not surprisingly, one wheel rarely encompasses all of these traits. In fact, we find that article numbers Two and Three actually tend to contradict one another -- think of a disc wheel. However, at around 1580 grams, and with the lowest drag system on the market, the Aero 58 accomplishes all of the above harmoniously. But, to solidify this, let's get into requirements three and four.

This brings us to DET's most impressive characteristic, handling. In relation to the bearing, it's rare to have a real-world circumstance of a straight 180 degree head wind. In reality, you spend 95% of your riding time between 0 and 20 degrees of yaw with a wind angle anywhere from 0 to 100 degrees in relation to the bearing. Accordingly, DET places a focus at improving handling while side force is acting on the wheel. To do so, the DET rim shape pushes the center of pressure forward, beyond the center of mass (hub axle center), for a more stable steering force. For reference, the Firecrest's center of pressure is a little behind the center of mass. But, in the case of DET, the lift and drag vectors are accordingly shifted into a favorable position that extends the range of lift, and as a result, it delays aerodynamic stall (the point where the drag vector is larger than the lift vector) in order to achieve a larger 'sweet spot.' Why is this important? Well, it creates a more predictable sense of handling, conserves watts, and requires less steering force from the rider. Additionally, the DET shape prevents stall at angles before 20 degrees of yaw, while most competitor's offerings experienced stall between around 12.5 and 14 degrees of yaw. This means that the Aero's handling 'sweet spot' is extended to a window of 7.5 degrees higher than the competition. You'll also find that DET's center of pressure maximizes the forward thrust vector (a quantity that has direction and magnitude), while the rim shape increases lift and decreases turbulent flow. So, the effective lift-to-drag ratio creates a forward thrust that, basically, requires you to exert less watts to propel the wheel forward. Essentially, this system works almost like a turbine that feeds off of the wind.

With the Aero, Reynolds also addressed an all-too-common ailment to carbon wheels — poor braking. The solution was found through the development of what Reynolds calls its Crynogenic Glass Transition Braking System (CTg). Essentially, this is a patented braking design that required both a redesign of the brake track laminate and pads. Accordingly, CTg uses a temperature-conductive laminate at the brake track's transition points that withstands higher levels of heat than typical carbon laminates (around a 100 degree dispersion). And when paired with Reynolds' polymer Cryo Blue brake pads, braking becomes more predictable and requires less finicky feathering on fast descents.

The Reynolds 58 Aero Clincher Wheelset is available in the color Black with White labels and in a clincher configuration. Please note that the rear wheel is offered with either a Shimano or Campagnolo 11-speed freehub compatibility. Also, every wheelset includes two pairs of Reynolds Cryo Blue Brake Pads. Reynolds strongly recommends only using its proprietary pads, and the use of any other brake pads will result in a void of your warranty.

  • Dispersive Effect Termination design
  • Crynogenic Glass Transition Braking System
  • Cyro Blue brake pads
  • Either Shimano or Campagnolo 11-speed freehub compatibility
  • Includes two pairs of Reynolds' Cryo Blue Brake Pads
  • Wheelset warranty void with use of any other brake pads

Tech Specs

Rim Material:
carbon fiber
Rim Depth:
58 mm
Rim Width:
[internal] 16 mm, [external] 26.2 mm
Brake Compatibility:
Reynolds Cryo Blue
[bladed] DT Swiss Aerolite
Recommended Use:
road cycling, triathlon
Manufacturer Warranty:
2 years
Actual Weight:
Black, Campagnolo: 1580g; Black, Shimano: 1580g

Reviews & Community


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  • Familiarity: I've put it through the wringer

In short, amazing. Ermugerd. I've had the opportunity to demo the 58 Aeros a few times, and two things really stand out: These wheels are just ridiculously, almost shockingly fast. And they are hands down the most stable aero wheel I've ever ridden in cross winds.

Off the line, they wind up quickly, especially for such a deep rim, and once they get up to speed they just want to keep rolling. It's noticeable on flats for sure, and kind of punches you in the face on descents. I'm a tiny climber with an affinity for compact gearing, so going downhill fast isn't exactly in my wheelhouse without a lot of effort, but these wheels are like rockets. They allowed me to keep up with, and coast past (!!!) much larger riders on some screaming descents that had my little 50T chainring completely spun out. Even on other similarly deep wheels, this doesn't happen. People noticed, and it was awesome.

In the wind, these wheels are unbelievably stable. Again, tiny climber means getting buffeted around a lot in the wind, so usually wheels this deep are off the table for me on windy days. Not so with these. They managed a particularly windy day in the Southern Utah desert beautifully. You can feel the wind push, of course, but the front wheel just stays true. No weird wheel wobble or frantic counter steering to stay on the road, just solid, confident lines.

Also, they corner on rails. I paired them with Vittoria G+ Corsa tires, and would love to rock that combo on a super technical crit course.

I was so impressed with Reynolds' design that after just three days of test riding on the 58 Aeros, I sent in an order for two sets of 46 Aeros (having one set in a household of two cyclists just wasn't going to end well). Same overall characteristics and awesomeness as the 58, just a little bit shallower rim depth to serve as an all-around daily wheelset in the mountains. The 58s can definitely hold their own on the big climbs though, so if I lived somewhere slightly less mountainous or end up with a second set of wheels, these are at the top of the list.


Stiff, check. Fast, check.

  • Familiarity: I've put it through the wringer

The Reynolds 58 Aeros are an amazing wheelset. I've ridden these quite a bit and have been impressed with how stiff they are. Stand up and go. I also tend to ride 'stupid' and find myself hitting potholes and things I shouldn't be riding over. I've put 5k miles on these and have not had to touch them yet. Straight as an arrow. The Braking surface is exceptional and when you want to stop- you'll stop. High quality hubs (DT 240s) put the icing on the cake. If you are considering a fast wheel- try the Reynolds, you'll love them.

Hit me up with any questions!
direct: 801-204-4588

Stiff, check.  Fast, check.

Exactly what you need!

  • Familiarity: I've put it through the wringer

Having ridden and owned wheels from every major manufacturer around right now, Reynolds makes the only wheels that make my bikes feel like home.

The Aero 58 is the best mid-deep section wheel out there; beyond being stiffer and lighter than everything else in this category, they also handle far better than any competitor.

Add to all of this, DT Swiss 240 hub internals, and you have one of, if not the best wheelset money can buy.

Bradley Gehrig
Customer Account Manager

Office: 801-746-7580 ext. 4823

Hoooo Waaaa! Hooo Waaa!

  • Familiarity: I've put it through the wringer

Upgraded to a set of Reynolds 58 Aero's on a 2-13 Trek Madone 5.2. I'm Running 700 x 23 Continental Gatorskins because I primarily ride in the west Phoenix desert and deal with cactus spikes. The Gatorskins have been flawless. A pure race tire will shave a tad more weight and add some performance at race speeds but Ill take the trade in outright flat protection.

The bike and ride have been totally transformed. In addition to a noticeable significant weight savings from the already decent stock wheels, there is also a noticeable difference in speed. Although these are are very deep wheels cross winds seem to affect them less than the stock ones. The stock Reynolds free hub on this set is set up for SRAM/Shimano 11 speed cassette. My particular 2013 Madone 5.2 runs a 10 speed. I am running an 11/25. This set up requires the use of a 1mm spacer. All carbon wheels require carbon specific brake pads. After changing out the brake pads both calipers required readjusting to accommodate the 58 Aero's slightly different dimensions. The whole process took 30 minutes. Carbon wheels are not a necessity and are likely the most expensive upgrade one does for a bike. But if you are serious about your riding and bike regardless, this is the one upgrade that will do more for your bikes outright performance than anything else. Wether you race or not these wheels are worth every dime!

Hoooo Waaaa!
Hooo Waaa!

Whats Your weight and would You still recommend these wheels after 2 years? :)