SEKA has published the ExAero, a new aero road frameset that takes over from the Exceed at the top of the brand's road range. The launch page went live on 12 August 2026, the first run is capped at 200 units, and SEKA lists shipping from 1 December.
The brand headlines it under "From Exceed to ExAero", so this is a generational replacement rather than a third road platform sitting alongside the existing Seka range. Here is what SEKA actually claims, and which of those claims are worth weighting.
Where the ExAero sits in the range
SEKA now runs two road platforms with clearly different jobs. The Spear is the all-rounder, and the one that has drawn most of the outside attention: independent wind tunnel testing published by Cyclingnews placed it fourth fastest of the framesets tested once a rider was added, at 24.48 watts saved and 3.09 watts behind a Cervélo S5.
The ExAero is the aero-first frame. That shows immediately in the weights. SEKA quotes 820 g for the ExAero RDC frame and 935 g for the Standard version, both in size 54, plus or minus 35 g, excluding paint and metal hardware. The Spear RDC is quoted at 685 g in size M. So the new frame is around 135 g heavier than the brand's own all-rounder. That is the trade SEKA has chosen, and it is the same trade most manufacturers have made on their aero platforms.
The aero numbers, read carefully
Every figure SEKA publishes is measured against the Spear at 45 km/h, not against the wider market. Two numbers matter:
- 3.68 watts saved with the standard Gladius cockpit, from a weighted CdA reduction of 0.00314 m².
- 11.63 watts saved with the ALTA riser cockpit, from a weighted CdA reduction of 0.00992 m².
The gap between those two figures is the part to sit with. Most of the claimed gain arrives with the ALTA bar, which raises stack by 25 mm while keeping reach identical. That is a fit change, not free speed. If your current position already has you low and comfortable, the 25 mm of extra stack may not be a position you want, and the honest number for you is closer to the 3.68 watt figure.
SEKA also notes that frontal area increases by roughly 4.13 percent on the ExAero, and that CdA still drops. The explanation given is coordinated shaping of the head tube, fork crown, down tube and handlebar as one assembly, reorganising airflow at the front of the bike rather than shrinking it.
Separately, the MAG bottle system, a magnetic aero bottle setup positioned at the frame's wake transition and sold separately, is credited with a 0.0047 m² weighted CdA reduction and around 5.49 watts versus conventional round bottles. Bottle aero claims are real but conditional: they assume you run the bottles, in those positions, in those cages.
Stiffness and construction
The structural numbers are more straightforward than the aero ones, because they are direct comparisons against the same reference frame:
- Front-end stiffness: up 21.2 percent on the Spear.
- Rear-end stiffness: up 7.6 percent.
- Overall torsional stiffness: 367 to 416, a 13.4 percent increase.
The layup uses M46J and T1100 carbon, and SEKA builds the frame with what it calls true-one-piece molding: a single mold forms the complete frame, avoiding bonded joints between sections. The brand's stated reason is frame stability rather than weight, which is consistent with the 820 g figure being competitive rather than class-leading. For context on where 820 g sits in modern race frames, our note on the UCI 6.8 kg weight limit covers why aero platforms have stopped chasing the scale.
Frame details and compatibility
ExAero runs seven sizes. Chainstays are fixed at 408 mm across the range, while trail scales progressively from roughly 70.5 mm down to 54 mm, so the larger sizes are set up to steer more quickly than the small ones. The rest of the spec:
Tyre clearance: 32 mm
Bottom bracket: BSA threaded, 68 mm
Headset: 49.5 × 40.5 × 6.5 mm, 45° × 45°
Thru axles: 12 × 100 mm front, 12 × 142 mm rear
Seat clamp: integrated, takes 7×7, 7×9 and 7×10 mm rails
Derailleur mount: SRAM Universal Derailleur Hanger
Colours: Earth Green and Deep Black
The threaded bottom bracket and UDH are the practical notes here. Both make long-term servicing and spares easier than the press-fit and proprietary-hanger combinations still found on some flagships.
Wind Eye and the seatpost
The Wind Eye cutout carries over as the recognisable feature of the platform. SEKA describes an open-frame architecture that supports the seatpost laterally under pedalling load while allowing controlled vertical movement, with up to 16 mm of seatpost deflection to damp road vibration and to condition airflow between the seat tube and rear wheel. On the Spear, the same feature is credited with 2.66 watts at 40 km/h, and it was the element the Cyclingnews test singled out as working well across yaw angles around a rider's legs.
Cockpit: Gladius and ALTA
Both cockpit versions are one-piece moldings and both come in 19 size combinations, which is unusually broad for an integrated bar. In the 375 × 100 configuration, SEKA quotes around 320 g for the standard Gladius and 335 g for the ALTA. The ALTA adds 25 mm of stack at identical reach.
Nineteen sizes matters more than it sounds. Integrated cockpits are the single most common fit problem on aero framesets bought as a frame rather than a complete bike, because getting the size wrong is expensive to correct. If you are shopping road framesets generally, confirm the exact bar width and stem length before committing, not after.
What is still missing
Three things are not published yet. SEKA lists the white paper as coming soon, so the test protocol behind the CdA figures is not available for review. Pricing has not been announced. And the first run is limited to 200 units with a 1 December ship date, which means availability, not just price, will decide whether this frame reaches many riders in its first season.
If you are weighing an aero platform now rather than in December, the established options are worth reading against these numbers. Our look at the Scott Foil 2027 covers where the mainstream aero benchmark currently sits, and the Winspace T1600 and T1550 guide covers the closest comparison in the direct-to-consumer carbon segment.
Who the ExAero suits
On the published data, the ExAero makes most sense for a rider who races, is willing to run the ALTA cockpit position, and values front-end stiffness in sprints and high-speed corners. If you climb more than you sprint, or your position will not accept 25 mm of extra stack, the Spear stays the more sensible frame in SEKA's own range and its weight advantage is real.
We stock Seka framesets and complete builds, and every bike is condition verified by our mechanics, ships worldwide with a one year Bikeroom warranty, and is covered by Bikeroom Rider Protection. Browse the Seka selection or the wider road bike range.
Not sure whether an aero frame or an all-rounder fits your riding? We are happy to help. Talk to our concierge.
Sources: SEKA ExAero official page, SEKA Spear official page, Cyclingnews wind tunnel test.
