Cube Litening Aero C:68X Race: Competition road bikes put to the test – quick overview
In this article, we use so-called affiliate links. With every purchase through these links, we receive a commission from the merchant. All relevant referral links are marked with . Learn more.
Regular readers of TOUR might experience a sense of déjà vu when looking at the picture above. A bike that looks almost identical took part in the 2023 comparison test of competition bikes under 5,000 euros and pulled off a massive surprise by coming out on top.
In the 2025 model year, the Cube Litening Aero C:68X Race It has become a little more expensive, though; it now costs 5,299 euros (instead of 4,799 back then). On closer inspection, however, this is not a drawback. For one thing, a power metre is now fitted as standard in the Ultegra crankset, which the bike did not have at the time. That alone would justify the higher price.
The Newmen bikes have also undergone technical updates in the meantime; the taller rims are also a better visual match for the Litening Aero, with its consistently aerodynamic design. Last but not least, the Cube remains by far the most affordable bike in our comparison.
Nevertheless, with a score of 1.8 under the new TOUR rating system, it is right up there with the best, putting even the competition’s brand-new and significantly more expensive models under considerable pressure. The bike’s most important quality in the race for the top spots is its excellent aerodynamics.
Although the model has been on the market for several years now – the Cube Litening Aero first hit the shops in 2019 – its design by no means looks outdated when compared to modern aero bikes, and it remains one of the fastest, particularly in this price range.
In this test category too, it secures a place amongst the top five in wind tunnel testing. A comparison with reference wheels shows that this is as good as it gets: there is hardly any potential left to make the wheel any faster. However, even expensive high-end models are not significantly faster, just slightly lighter.
Hardly any compromises
This frame set, which is not too heavy, offers excellent ride stability and competitive levels of comfort, and makes hardly any compromises. Thanks to its relatively light wheels, it also ranks in the upper mid-range in terms of weight.
Any genuine criticisms of this speed machine? The fact that the frame is compatible only with electronic gear systems is unlikely to bother most prospective buyers these days. People who wish to retrofit the distinctly race-oriented riding position to suit their own needs might face greater difficulties: the integrated handlebar unit can only be adjusted for height within very narrow limits and with considerable effort, as the brake lines have to be cut to exact length.
From a technical point of view, too, there is no alternative, and the handlebar can only be replaced with an original part. Although accessories are available in different sizes, the replacement costs 299 euros. When transporting the bike, the limited steering angle – which is also a consequence of the cable integration – could prove problematic: the handlebars cannot be turned in by more than 50 degrees.
Professional technology
Anyone who isn’t put off by this and can find the perfect fit amongst the six frame sizes will get a flawless super sports bike at an unbeatable price. This applies not only to the Race model tested here, which is the entry-level model in the range.
The top-of-the-range models, the SLT and SLX – fitted with Shimano’s Dura-Ace and SRAM Red AXS respectively – offer professional-grade technology from the Tour de France. Biniam Girmay (Intermarché Wanty), for example, made history last year on the SLT when he became the first black African to win stages and claim the Green Jersey.
At 7,299 euros each, both versions are also relatively inexpensive. Other manufacturers usually charge five-figure sums for comparable technology. The most expensive models cost more than double that amount.
Cube Litening Aero C:68X Race: Information & Test Rating
- Price: 5,299 euros >> available here
- Weight of complete bike: 7.7 kilos
- Frame sizes: 50, 52, 54, 56, 58, 60 (test size in bold)
- TOUR rating: 1.8
Geometry
- Seat tube/top tube/head tube: 520/565/145 millimetres
- Stack/Reach/STR: 565/395 millimetres/1.43
- Stack+/Reach+/STR+: 604/572 millimetres/1.06
- Wheelbase/Caster: 995/57 millimetres
Facilities
- Drive/Gearbox: Shimano Ultegra (2x12; 52/36, 11–30 teeth, PM) | Grade: 1.0
- Brakes: Shimano Ultegra (160/160 mm) | Grade: 1.0
- Tyres: Continental Grand Prix 5000S TR 28 mm (effective: 29 mm) | Grade: 1.0
- Wheels: Newmen S.60/S.66 Streem
- Impeller weights: 1156/1601 grams (left/right)
Measurements
- Weight of complete bike: 7,740 grams | Grade: 2.7
- Aerodynamics: 207 watts | Grade: 1.3
- Driving stability: 8.3 N/mm | Grade: 1.7
- Rear comfort: 168 N/mm | Grade: 2.7
- Comfort Front: 103 N/mm | Grade: 3.0
- Start-up/bottom bracket stiffness: 68 N/mm | Grade: 1.0
Pros and cons of the Cube Litening Aero C:68X Race
- Plus: Excellent value for money, very good aerodynamics
- Minus: complicated position adjustment
How TOUR carries out its tests
Weighting (25 per cent of the overall mark): The assessment is based on the weighted total wheel weight in the standard test wheel size of 56–57 centimetres. However, we also state the wheel weights for reference. The rating scale is designed such that, for an average route profile of 1,000 metres of elevation gain per 100 kilometres, the physical effects of weight and aerodynamics on average speed are comparable. As a guide: the aerodynamic optimisation of the bike can compensate for up to just under four kilograms of weight on such a route. Achieving top marks for both weight AND aerodynamics is mutually exclusive, but there are road bikes that strike a very good balance. If the route is hillier than our reference route, the importance of weight increases; if the route is flatter, aerodynamics become more important.
Aerodynamic drag (25 per cent of the overall mark): Measured dynamically in a wind tunnel, using a TOUR dummy, with rotating wheels, moving legs and across a wide range of angles of attack. Summarised as an aerodynamics rating for typical environmental conditions.
Front-end rigidity (10 per cent of the overall mark): A key factor for steering precision and confidence in the bike at high speeds, determined in the TOUR laboratory. The overall stiffness is measured on the fully assembled frame set, i.e. including the fork. The stiffness values are capped. The aim is not to produce infinitely stiff frames, but frames that offer sufficient riding stability.
Bottom bracket stiffness (10 per cent of the overall mark): Indicates how much the frame flexes during hard pedalling, for example during a sprint. This measurement is also carried out in the TOUR laboratory, using a realistic clamping setup that allows the frame to deform just as it would whilst riding.
Rear-seat comfort (10 per cent of the overall mark): A measure of compliance when encountering road bumps, measured in the TOUR laboratory. It measures the spring travel when load is applied to the seat post. The measured value correlates very well with the rider’s experience and perceived comfort. Good marks also indicate decent riding dynamics, which have a positive effect on speed when riding on poor road surfaces.
Front Comfort (5 per cent of the overall mark): As with the rear end, the handlebar’s deflection under load is measured. A good rating indicates a high level of suspension comfort, which takes the strain off your hands on long rides. However, powerful sprinters who prefer a high level of stiffness should opt for a stiffer handlebar.
Gear changes (5 per cent of the overall mark): The gear-shifting characteristics are determined during the road test. The assessment does not focus on the price or perceived quality of individual components, but solely on the performance of the transmission as a whole. Factors such as cable routing, the quality of the cables and the fitted chain also play a role in this.
Braking (5 per cent of the overall mark): As with gear changes, real-world testing is key here too; our assessment also draws on the experience gained from our countless brake tests. It is not the component itself that is assessed, but rather its performance as an interplay between the brake caliper, pads and discs: how well can the brakes be modulated? How consistent is the braking performance, and how long are the braking distances?
Tyres (5 per cent of the overall mark): We assess rolling resistance and grip – based on the results of one of our independent tyre tests, where available, or on our riding impressions. The overall mark is calculated arithmetically from the individual marks, each weighted by a different percentage (percentages shown in brackets). Above all, it reflects the bike’s sporting qualities.
The overall mark is calculated arithmetically from the individual marks, each weighted differently (percentages shown in brackets). It primarily reflects the bike’s sporting qualities.
Jens Klötzer
Editor