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SEKA, a brand I’ve covered closely in the Chinese carbon scene, has just unveiled its latest aero road bike, the ExAero. It’s positioned as the successor to the Exceed, SEKA’s original aero-focused frame, and sits alongside the Spear rather than replacing it. SEKA states the ExAero balances aerodynamics, weight, and stiffness as a complete system, claiming up to 11.63W in power savings at 45 km/h depending on the setup compared to Spear. The 3.68W savings at 45 km/h compared to Spear are a bit more “grounded.” So, what else do you need to know?
Background
Worth clearing up the lineage first, since SEKA’s own naming makes it easy to mix up.
- Exceed was SEKA’s original aero bike, similar to the Factor OSTRO VAM. I interviewed an owner of the Exceed RDC to learn more about it.
- Spear launched as the all-rounder and was benchmarked directly against the Exceed, beating it on stiffness and compliance. I covered that launch in SEKA Introduces Spear and later interviewed the Spear owner. It stirred the waves with the WindEye structure.
- ExAero now takes over the Exceed’s old role as SEKA’s dedicated aero option, while the Spear stays in place as the all-rounder.
- SEKA’s development process for the ExAero covered the entire system, frame, fork, cockpit, and even their proprietary MAG bottles, tested together for airflow rather than in isolation.
- The brand collaborated with Aerocoach for three phases of wind tunnel testing, which is more transparency than most Chinese bicycle brands bother with.
Key Performance Claims
- Aerodynamic savings: An ExAero with the standard Gladius cockpit and dual MAG bottles is claimed to save 3.68W at 45km/h over a Spear running aero bottle cages and standard round bottles. Swap in the Gladius Alta riser cockpit and MAG bottles, and the claimed saving rises to 11.63W against a similar Spear M configuration.
- MAG bottle system: SEKA calls these an aerodynamic component rather than “just bottles,” which is a bold thing to say about something you fill with water and occasionally forget on the roof of your car. Positioned where the front wheel wake meets the frame, the dual MAG system is claimed to lower CdA by 0.0047m², good for roughly 5.49W over two conventional round bottles. Naturally, they are sold separately, but they might be worth it, as they use Fidlock, making the overall look cleaner.
- Cockpit options: Two one-piece carbon cockpits, the Gladius (about 320g for 375×100mm) and the Gladius Alta riser (about 335g for 375×100mm). Alta adds 25mm of stack while keeping the same reach. Both come in 19 sizes, offering enough options for a precise fit.
- Weight and stiffness: The frame weighs 820g for an unpainted size 54, a solid number for an aero bike. For comparison, the Spear RDC weighs 685g. SEKA claims 21.2% more front-end stiffness, 7.6% more at the rear, and 13.4% more overall torsional stiffness versus the Spear, using T1100 carbon in high-stress zones and M46J high-modulus carbon for deformation control, all built with True-One-Piece Molding Technology.
- Wind Eye seat tube: Introduced on Spear, this open-frame seat tube design element is claimed to give up to 16mm of vertical deflection for comfort, while keeping lateral stiffness and cleaning up airflow around the seat tube.
- Practical features: A BSA threaded 68mm bottom bracket, 32mm tire clearance, and a SRAM UDH. Geometry spans seven sizes with proportionally scaled trail numbers.
No White Paper Yet
One thing worth flagging clearly. SEKA’s own site still lists the ExAero White Paper as “Coming Soon.” Every watt-saving figure above comes from SEKA’s marketing pages, not from a document you can actually check the test conditions against. Until that White Paper goes live, treat these as manufacturer claims rather than settled numbers, and treat “coming soon” the way you’d treat any other delivery estimate from a Chinese brand.
What It Means
For enthusiast cyclists like me, these numbers are interesting. SEKA has consistently pushed the boundaries of what’s expected from a Chinese brand, and the ExAero continues that trend with detailed aero and stiffness data. The explicit mention of Aerocoach and wind tunnel testing adds credibility that many smaller brands lack.
The focus on system integration, specific cockpits and bottles included, shows a commitment to optimizing the bike as a whole, which is what the major players do. The MAG bottles being sold separately means hitting those peak watt savings requires an additional purchase on top of the frameset, which is a common strategy across the industry and a fairly transparent one, as these things go.
The Alta riser cockpit is a sensible addition, acknowledging that not every rider can, or wants to, run an ultra-aggressive pro fit. The claimed stiffness numbers, especially the 21.2% front-end increase, could make this a sharp-handling bike. Pair that with an 820g frame and a BSA bottom bracket, and the ExAero presents a package that stacks up well on paper against many established brands.
My Take
I haven’t had the chance to ride the ExAero yet, so my take here is based purely on SEKA’s published specifications and my experience with other Chinese road frames.
The claimed 11.63W saving with the Alta bar and MAG bottles is a substantial number. If that holds true in independent testing, it would put the ExAero among the fastest aero bikes out there. I’m always a bit skeptical until I see numbers nobody paid for, but the detail in SEKA’s release is promising. The stiffness figures also look solid. A 21.2% jump in front-end stiffness should translate to a direct feel during sprints.
Historically, SEKA has positioned itself as a premium Chinese brand, so let’s see if their newest addition will confirm that. As always, remember you can join my Chinese carbon Facebook group where we discuss everything about Chinese bikes.
