CUBE Nuroad 2026 | Mein erster Test vom Gravel Bestseller

Ich teste das Cube Nuroad C:62 SLX, eines der spannendsten Gravelbikes 2026. Für 3.999 € bietet Cube hier ein Paket, das auf dem Papier kaum zu glauben ist:
Carbonrahmen, Carbonlaufräder, SRAM Force AXS mit Powermeter, und ein Gewicht von nur 8,6 kg – mit 50 mm Reifenfreiheit und 130 kg Systemgewicht!

In diesem Video zeige ich euch:
🚲 Was das neue Nuroad C:62 SLX wirklich kann
⚙️ Wo Cube spart – und wo nicht
📈 Wie sich das Bike im Vergleich zu Canyon, Rose & Co schlägt
💸 Und warum Cube mit dem Nuroad 2026 erneut zum „Inflations-Killer“ wird

Viel Spaß!

0:00 Cube Nuroad C.62 SLX im Test
0:38 Das Nuroad im Detail
5:19 Was, Wer und Wo ist dieser Cube?
6:13 Wo ist der Haken?
8:36 Highlights & Kritik
11:24 Eure Fragen

#gravelbike #nuroad
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Meine Ausrüstung:
Meine Rahmentasche*: https://cyclite.cc/products/frame-bag-01?sca_ref=7916748.gWLbo5ZGgq
Gratis Versand bei Cyclite mit Code: FELIX_GRATISVERSAND
Meine Klamotten*: https://cafeducycliste.avln.me/c/dOsyMSdWwtMs
Mein Schutzblech*: 10% sparen mit Code: FELIXK_10
Meine Pedale*: https://tidd.ly/4huFMck
Win Wing 2 Gravel Stealth
Mein Helm: https://www.kask.com/de-de/home?srsltid=AfmBOorgf8Xh2L2G9Ub0m3XYwRcg6FaI94DIjAaejNoCWirvpVlUog1z
Meine Schuhe: https://sidi.com/en?srsltid=AfmBOorc1iPsfgfpHuwCuEi2Vf0lQyuZDX3nY6P2W7fWU9o1Az-DTMq8
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It’s finally here, the Cube Nuroad! This is the first time a Cube has been featured on the channel, and no other bike has been requested more often in your comments than the Nuroad. I’ve had the chance to ride it for the past few days. Today, we’re doing a detailed review of this SLX model with its incredible components for €4000. And of course, we also want to address any questions you have about the Cube Nuroad. I’m really excited about this video. Let’s go! Here we have the second most expensive C:62 Nuroad in our test, with a final price of €3999, which is insane. The wheels alone cost €1000. The groupset costs around €1500. And if you were to configure all of this yourself, the total price would actually exceed what a dealer would pay to make a profit. We’ll take a closer look later at where corners might have been cut in the individual models to ultimately achieve a slightly better price. The exciting thing about the bike itself is its 50mm tire clearance and mounting points wherever you need them. The various component options for the SLX make it truly lightweight, including a carbon seatpost and carbon handlebars from Newman, but especially the ZIPP 303 XPLR S wheelset, ZIPP’s second-best gravel wheelset, paired with the second-best Sam Force AXS groupset. However, not all three groupsets are included. We’ll explain why in a moment. Our test bike weighs in at 8.6 kg. This is only surpassed by the SLT, the top-of-the-line model at €6000 with Newman wheels, which tips the scales at a mere 7.8 kg. The geometry is built up as follows. A 71.5° head tube angle, a 73.9° seat tube angle , and the whole thing is designed to work with a round carbon seatpost that has no offset. This means that, as the rider, the seat tube angle and the standard straight seatpost position you over the pivot point in such a way that you can pedal really hard with a very forward-leaning body position and a stack-to-reach ratio of 1.44, and you also have a rather race-oriented 100mm stem. I have the bike in frame size M, I’m 1.80m tall with an 83cm inseam. My saddle is extended to 77cm, and we have a saddle-to-bar drop of, I’d estimate, 7-8cm, which is quite a lot for a gravel bike and a good indication of where this bike excels. [Music] I’m absolutely thrilled that this bike has 50mm tire clearance. This does, however, require the rear end to be built a bit longer. The bike has comparatively long chainstays compared to other race gravel bikes, but this allows for the aforementioned wide tire clearance. It’s fitted with 45 mm wide Schwalbe G1 RX tires, which fit the internal width of the ZIP 303 Explorer S rims perfectly . With an internal rim width of 32 mm, this is indeed one of the widest gravel rims available, ensuring the tire is held in place exceptionally well . This allows you to run relatively low tire pressures, effectively smoothing out all the bumps on gravel roads while still providing excellent grip in corners. Despite its race-oriented geometry, the bike doesn’t skimp on mounting points, making it suitable for bikepacking trips as well. If you want to attach Anything Cages to the front of the fork, for example, you can do so with their own Asset subsidiary brand products. There are also mounting points for another water bottle under the protective shield, under this plastic cover. In addition, you have two water bottle cages and a relatively large frame triangle, which means you can easily attach bags. Furthermore, bikepackers, or heavier and taller riders, will appreciate that the maximum permissible weight of this bike is 130 kg, which is almost 10 kg more than most other bikes. I also found it interesting that there are mounting points for a kickstand down there. Rather unusual for a sporty bike, but if you’re carrying bags, it can be quite useful, or even for commuting. A welcome accessory. Another cool feature is that there are already mounting points on the rear triangle, near the top tube, for a mudguard, which Cube also sells under the name Asset. Overall, the bike’s design and form are rather uncluttered and understated, and there are no large Cube logos like on previous models. So, who or what is Cube, anyway? Cube is the largest German bicycle brand. They’ve been around since 1993, and since 2022, shortly after the pandemic, they’ve been producing one million bikes a year from their factory in Waldsofen. It’s no wonder, then, that their purchase prices from SRAM, Shimano, and other component manufacturers are significantly lower. Furthermore, Cube has a huge advantage. I hope you have a lot of fun with Cube and Cube, you life. The same young man who founded Cube in his father’s office in 1993 is still the sole owner of this huge company. And that’s why they don’t have the same pressure from investors insisting the company absolutely has to be profitable. And I think that’s where these competitive prices come from. Wow, the Force brakes are truly fantastic. They’re so easy to modulate that you practically can’t over-brake. And, well, at any speed, you have the feeling you can stop the bike really quickly. And speaking of the groupset, what’s really interesting is the mix of components used here . At first glance, it might seem odd, and then you’ll have even more questions when you do the math. Let me tell you why. Up front, there’s a Force crankset with a power meter, a 40-tooth chainring , and so far, everything is pretty standard. Looking at the rear derailleur, we have a GX Transmission derailleur installed, not the standard Force. This is called a mullet setup and usually comes with very large cassettes. It makes perfect sense to use mountain bike cassettes, for example, on adventure gravel bikes. The cassette is a 10-52, while the standard Force cassette would be a 10-46. Now let’s see how the lowest gear performs. We have an 11% gradient. I’m in the lowest gear, and pedaling at a relatively comfortable pace. I suspect this cassette wasn’t the most popular among manufacturers, which is probably why Cube got a relatively good deal on it. If you were racing, you probably wouldn’t use the GX Transmission, but rather a Force derailleur. It’s a bit faster, and the chain shifts more quickly between the sprockets. This one also uses a Transmission chain, which has a list price of €100. Meanwhile, a standard Force chain costs around €40 to €60. However, there’s no major catch here, and this isn’t the reason why this incredibly low price of just €3999 for this bike is possible. What highlights have I noticed about the bike over the past few days, and what criticisms are there of the Nuroad SLX? I really like the round carbon seatpost with its zero offset. That’s incredibly modern. On the other hand, I don’t find the clamping mechanism at the bottom quite as elegant. I actually think it would look much cooler with a classic round clamp. The carbon handlebars performed well. For my taste, the size M in this build is a bit too wide. It could be a little narrower. Another slight drawback is the aluminum stem, although the cables are fairly well integrated. You don’t see them at first glance. At second glance, you can see that the cables from the handlebars run under the stem and then into the Across. The headset is guided. Another drawback for anyone who might want to use aero bars. The Newmen carbon handlebar, which has a recommended retail price of €150, isn’t approved for mounting aero bars. What I really like is that the fork has a cable channel for a potential dynamo cable. Another thing I thought was pretty cool is the included Acid bag on the top tube . It came with the bike, and normally these kinds of bags made by the bike manufacturers themselves are pretty shoddy. But even with this bag, the details are great. It has an inner side pocket, and most importantly, it’s padded in the middle so that your car keys or phone don’t rattle around and hit the frame. That’s pretty high quality. What I really enjoyed about riding the bike was feeling how light it is. At 8.6 kg, it’s one of the lighter carbon bikes, and the carbon wheels are incredibly fast. It’s a very stiff bike, which you immediately notice in its acceleration, and it’s simply a joy to ride. I’ve broken more personal records on my local gravel rides with it than with any other bike. And this bike can easily maintain a steady 30 km/h on the road for extended periods, even for a moderately fit rider like myself. Although the bike is state-of-the-art in terms of geometry, tire width, and components, it lacks one modern feature that’s now standard on almost every modern gravel bike: a storage compartment in the downtube. Cube has opted against it. This makes the frame a bit cheaper to manufacture and, more importantly, a bit lighter. But some people find that feature incredibly practical, and that’s something to consider when buying. I asked you on Instagram what questions you had about the bike, and I received a whole host of different questions. I’ll now try to go through this section in a somewhat structured way and address everything. Compared to Open Specialized or other prestige brands, including the Italian ones, it’s noticeable that the frame weight is very, very high. 1150g is nothing you’d find on an ADTOS or a Dogma. Those are also significantly more expensive, and they use different lamination strategies, which, for example, allow them to extract even more flex from individual stays. While riding, I didn’t notice that the bike wasn’t comfortable enough, for example, at the seat stays, or that it was extremely heavy around the bottom bracket. These are all things that a racer would probably notice, but a typical gravel rider would likely be less aware of. What you notice most, in my opinion, is the generous tire clearance and the 45mm wide tires fitted here. That’s very wide for a gravel bike, and with that 32mm internal rim width, they’re built up so wide that you can run very low tire pressures, and then you get the comfort primarily from the tires. A gravel bike that only has 40mm or even less tire width is significantly harsher. Because the bike also has a round carbon seatpost, which works very, very well—far better than a D-shaped one, for example—you also get a lot more comfort at the rear. The next question, which I found quite interesting, was from Netzradler’s comparison to Rose and Canyon. That’s probably the next step if you’re currently in the market. For a race gravel bike, you’d either look at the Canyon Grail or the Rose Backroad FF. Both bikes that we’ve already tested here. Just for fun, I checked their prices yesterday. The Rose Backroad FF with a Force groupset costs €5500. But then it has a purebred Force groupset. Its geometry is a bit sportier, it has a sportier cockpit, and it felt like it had more saddle-to-bar drop, and for me it was the faster bike. However, it must be said that even at that price point with Rose… It comes with in-house wheels, which also have a fairly wide internal rim width, but of course, their quality can’t quite match the ZIPP 303 XPLR S wheelset . Compared to the Canyon Grail, I felt a bit sportier on the Cube Nuroad. However, with the Canyon, I had the feeling that the handlebars could be configured in so many different ways, allowing me to get even more out of it. I ride a Canyon Grail myself, and I like, for example, that you can add aero bars to the handlebars. You can’t do that with the Canyon, and yes, it’s also significantly more expensive than the €4000 for the Cube Nuroad. I think it’s currently the most exciting wheelset you can look at in this price range. Of course, you can also take a look at the wheelset, the 303 XPLR SW, the wheels that are recognizable as the more expensive ones with their golf ball profile on the rim sidewall . They are a bit more aerodynamic and have a slightly better name. Gero, quite unashamedly, wants to know about the wheelbase: do your feet hit the front wheel when turning? No, I wear a size 42 shoe, I ride a medium bike, and I didn’t hit the front wheel when turning. Benedikt Smit wants to know how well the bike is made. Regarding the workmanship on my press bike, I have absolutely nothing to complain about. Every screw was tightened. There’s absolutely nothing I had to adjust. Even the saddle height was set correctly for me. Exactly as it should be. Nothing rattled, nothing creaked, and, well, unfortunately, I can’t say anything about how it will be when you pick it up from the dealer. I think the dealer also has an interest in handing you a flawless bike, otherwise you’ll be back in the shop complaining . You can definitely feel the rather long chainstays. What Daniel means is that if you look at a race gravel bike, especially one used in UCI races, the main focus is on keeping the rear triangle as short as possible, similar to a road bike. This makes the bike more responsive, lighter, and a bit more agile, but it also limits the tire width. This comes at the expense of comfort, and I think the approach Cube has taken here is perfectly acceptable for a standard race gravel bike and actually the smarter move to appeal to a broader audience. And there have been a lot of questions about the mullet drivetrain. Wow, it shifts a bit slower than a pure Force cassette would, partly because of the chain. However, it feels like you can shift through the gears with more effort. It’s also approved for e-bikes, among other things, and I ride it on my e-bike. You can really put a lot of force into the gears without anything making a loud, harsh noise. And before the gear jumps, I’d say the gear ratios are absolutely fine for the average gravel rider. No gears are missing, even though it only has 12 sprockets instead of the 13 on the standard Force. For racing in adventure gravel races like, I don’t know, Trucker or Anbauen, where it’s really about riding technically demanding terrain that sometimes requires mountain bike skills , wide tires are more important than a super short wheelbase. This bike can accommodate those wide tires, making it more suitable for that purpose. Whether it excels in UCI gravel races, where you can sometimes ride endurance road bikes , is another question . It’s possible, the geometry is largely prepared for that, but in that configuration I wouldn’t necessarily ride it in the UC Gravel race, but definitely in the Adventure Gravel race. And one last question that’s got me thinking: “Has Cube finally become cool?” And yes, I don’t know about that. So, is it cool to be able to offer three different bikes of each type ? Actually, yes, but maybe I just think completely differently. Some people might focus more on value for money, others more on prestige. And that’s the beauty of cycling. There’s a brand for everyone. So, what do you think of the bike? Um, let me know in the comments, and if you have any questions about the bike, I’ll try to answer them there. And I’d like to thank Cube very much for finally giving me a test bike after five years. I really enjoyed it , and thanks to Holger for filming this rainy video . Maybe we’ll see each other in one of the next videos. I’d be happy to. See you soon. Bye.