{"id":469099,"date":"2026-03-11T06:08:26","date_gmt":"2026-03-11T06:08:26","guid":{"rendered":"https:\/\/www.newsbeep.com\/uk\/469099\/"},"modified":"2026-03-11T06:08:26","modified_gmt":"2026-03-11T06:08:26","slug":"x-lab-ad9-review-holds-its-own-against-worldtour-competitors-but-it-isnt-as-cheap-as-you-might-expect","status":"publish","type":"post","link":"https:\/\/www.newsbeep.com\/uk\/469099\/","title":{"rendered":"X-Lab AD9 review: Holds its own against WorldTour competitors, but it isn\u2019t as cheap as you might expect"},"content":{"rendered":"

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Our experts spend countless hours testing cycling tech and will always share honest, unbiased advice to help you choose. Find out more about how we test.<\/a>\n<\/p>\n

Tech Specs<\/p>\n

Weight: 7.79kg (with pedals, computer mount, bottle cages and 30c tyres)
Prices: $13,499 (Astana spec), $3,751 (frameset incl seatpost and cockpit)
Sizes: XS, S, M, L, XL
Colours: Black, Blue fade, Astana<\/p>\n

XDS, the parent company that makes X-Lab bikes, is probably the biggest bike brand you\u2019ve never heard of. Although, in recent years with the sponsorship of XDS-Astana and a breakout into the WorldTour, this is less of a true statement than it used to be. Much like Giant and Merida, XDS makes bikes for Western brands, and while I am not at liberty to tell you for which brands, there\u2019s every chance that it made your bike.<\/p>\n

XDS\u2019s main focus is affordable, mass market consumer machines, with X-Lab as the performance<\/a> brand aimed at taking on the best road bikes<\/a> on the market. It\u2019s sort of like S-Works to Specialized, but only if you could only buy S-Works Tarmac<\/a> and Aethos models, and the rest of Specialized\u2019s sales were bikes to go to the shops on.<\/p>\n

<\/p>\n

The AD9 is X-Lab\u2019s aero machine, the bike XDS-Astana races on, and as you might guess from the name, it is the ninth iteration of the machine, one more than Specialized\u2019s Tarmac. It\u2019s the first Chinese-branded bike to be raced at the highest level of our sport (though definitely not the first Chinese-manufactured), and while it\u2019s not the easiest one to get hold of as a consumer, it represents a key part of a growing encroachment into the established Western market by Chinese brands.<\/p>\n

We\u2019ve tested the AD9 in the wind tunnel alongside the Seka Spear<\/a> and a load of new western machines to get ahead of this trend, but bikes don\u2019t ride themselves, and while aero data is important, if the bike doesn\u2019t also ride well, then it\u2019s a little academic. With this in mind, I\u2019ve been testing the AD9 on my home roads over the past month or so (yes, in all that January rain – joy of joys) to see how it handles flat blasts, punchy and protracted climbs, and whether it can remain comfortable over some truly horrendous British tarmac.<\/p>\n

All in all, I\u2019ve been extremely impressed; the AD9 is a good bike. I don\u2019t think it\u2019s necessarily the most exciting, but it certainly doesn\u2019t stand out in any negative way compared to any other WorldTour machine I\u2019ve had the pleasure of testing in recent years.<\/p>\n

<\/p>\n

Image 1 of 7<\/p>\n

\"X-LabDecent looking bike, that.(Image credit: Will Jones)\"X-LabWhile it’s still uncommon, you’ll probably be seeing more Chinese brands in the coming years. (Image credit: Will Jones)\"X-LabThe front end has a slight forward protrusion. (Image credit: Will Jones)\"X-LabSadly you cannot choose your cockpit width at point of sale, which is frustrating. (Image credit: Will Jones)\"X-LabWide-set seat stays are become the norm now for aero machines. (Image credit: Will Jones)\"X-LabThese wee tails on the fork dropouts allegedly have aero benefits. (Image credit: Will Jones)\"X-LabIt may be a new bike to you, but there are more iterations of this machine than there are of the Tarmac. (Image credit: Will Jones)Design and aesthetics<\/p>\n

It\u2019s a good looking bike, right? There\u2019s more than a touch of the Canyon Aeroad<\/a> about it from an aesthetic standpoint. If you discount the unfamiliarity of the brand on the downtube, highlighted in this case in quite a fetching shiny silver, and just focus on the lines, it cuts a decent silhouette.<\/p>\n

The slight forward protrusion of the head tube is a little Pinarello Dogma<\/a> or Tarmac, but not nearly so pronounced. The downtube is more slender at the top, expanding in width as you go down past the bottle bosses, presumably to aid in shaping the airflow around your bidons. There\u2019s a classic cutout seat tube, to allow the frame to better shroud the rear wheel, a reasonably wide-set set of seat stays, and a chunky bottom bracket that is elevated almost to the point of appearing above the Dura-Ace chainset my test machine came equipped with. Even the fork ends feature little winglets.<\/p>\n

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A narrow, in-line seatpost supports your saddle and some of your body weight, and an X-Lab branded cockpit takes care of the rest. In all likelihood if you buy one of these in the UK then you\u2019re probably going to be purchasing it as a frameset, but ours was sent for a wind tunnel test built up with a set of XDS\u2019 own brand Branta wheels, shod with Maxxis High Road tyres, which were removed for the wind tunnel for standardisation reasons and, as I couldn\u2019t find them again afterwards, I tested the AD9 with a set of 30mm Continental GP TR tyres.<\/p>\n

Unlike the growing norm of comparing new bikes to a Tarmac SL8, the AD9 is compared to the Canyon Aeroad in what information I\u2019ve been able to find online. There is a claimed 0.4-watt efficiency saving on offer over the German machine, tested at the Silverstone Sports Engineering Hub, where we do our own independent testing. This is less than the error margin of our own testing when running the setup as bike-only, without a rider, but nevertheless, it goes some way to contextualising where the brand is pitching the bike at in terms of speed.<\/p>\n

If you want to find out more about how the AD9 held up in our own testing, then we have a dedicated write-up of the X-Lab AD9 wind tunnel results<\/a>. I shan\u2019t spoil them here, but suffice it to say that it was neither a slouch nor an absolute rocket, but existing very much in the middle of the pack.<\/p>\n

In an as-ridden spec, my size 56 machine, complete with pedals, bottle cages, and an out-front computer mount, tipped the scales at 7.79kg. It\u2019s certainly not going to challenge the brand\u2019s extremely lightweight RT9, which challenges the likes of the Scott Addict RC Ultimate<\/a> that I loved so much last year, but it\u2019s not that hefty.<\/p>\n

In geometry terms, there\u2019s nothing radical going on, certainly nothing we\u2019ve seen on the likes of the Factor ONE<\/a>, or even the Ridley Noah Fast 3.0<\/a>. A classique 73 degree head angle, 73.5 degree seat tube angle and stack and reach numbers of 553 and 395mm respectively. The chainstays are perhaps the standout, being a little longer than the norm at 410mm, but it\u2019s a marginal difference.<\/p>\n

Does all of this on-paper stuff come together to form a coherent machine, though?<\/p>\n

Image 1 of 9<\/p>\n

\"X-LabThe own brand Branta wheels spin on Vision hubs. (Image credit: Will Jones)\"X-LabThere’s plenty of chunk to the bottom bracket, and it held up to sprinting well. (Image credit: Will Jones)\"X-LabThe down tube has a classic squared-off profile to it. (Image credit: Will Jones)\"X-LabDespite being surely due a replacement soon I cannot fault Dura-Ace. (Image credit: Will Jones)\"X-LabDo yourself a favour and fit larger tyres – 30mm is good. (Image credit: Will Jones)\"X-LabThe seat clamp is neatly integrated but you’ll want to keep it free from grime to avoid these grub screws seizing. (Image credit: Will Jones)\"X-LabShimano’s shifting beats SRAM, but the brakes don’t. (Image credit: Will Jones)\"X-LabWith a 30mm tyre the fork clearance is quite tight. (Image credit: Will Jones)\"X-LabAn in-line seatpost is always welcome nowadays. (Image credit: Will Jones)Performance<\/p>\n

If you\u2019ve come here expecting me to say that this Chinese bike is a poorly put together, poorly finished, wobbly riding AliExpress special then you\u2019re going to be very disappointed; It\u2019s really really good.<\/p>\n

Chinese bikes have some baggage attached to them. When I started riding, the only Chinese bikes you\u2019d actually see would be someone on a fake Pinarello (a.k.a. A Chinarello), or some unbadged variation thereof. The counterfeiting reputation is an ongoing concern, as evidenced by the seven arrests in December<\/a>.<\/p>\n

But this isn\u2019t one of those bikes that would give you second thoughts riding behind, let alone on. The fit and finish is on a par with the big brands you\u2019re more familiar with, there’s just a different logo on the down tube.<\/p>\n

It\u2019s a little point, but given I\u2019ve been testing it in the depths of winter I\u2019ve been so glad it\u2019s got a gloss paint job. It\u2019s so much easier to live with, and I really hope the days of matte paint are dwindling.<\/p>\n

After a few rides, the thing that coalesced in my brain was \u2018this feels a lot like a Giant Propel<\/a>\u2019. Both the AD9 and the Propel have a handling package that\u2019s quite unbothered. There\u2019s never a hint of instability, no matter your speed, and while the handling is never what I\u2019d describe as darting or nimble, it\u2019s perfectly responsive, and especially at higher speeds, it\u2019s reassuringly predictable. Personally I prefer the alive feeling of a Dogma or an Addict, but I don’t think those are necessarily better, just different.<\/p>\n

This is borne out by the geometry charts too, with the AD9 having the same head tube angle as the Propel, a seat angle that is 0.5\u00ba steeper, and wheelbase and reach figures that are essentially identical. The BB is a touch lower, and the longer chainstays probably add to that stable feeling too, but essentially it\u2019s very middle of the road in terms of how it handles.<\/p>\n

In sprints, I tended to value the slightly longer back end too. The bottom bracket and chainstays were more than a match for the 1,200 watts or so I was able to throw at it, but on some bikes with really short rear ends I often find the back wheel wants to break traction or leave the ground entirely under heavy loads; not the case here, even on steep hill sprints where your weight is naturally going to be even more over the front than it is on the flat.<\/p>\n

For steady efforts, it\u2019s a perfectly pleasant place to tick out the miles. My cockpit was quite wide, and needed the hoods turned in to a UCI-troubling degree to get the aero position I wanted, but if you\u2019re building this up from a frameset, you\u2019ll be looking to fit something that suits your needs anyway. The zero offset seatpost is good to see, and is becoming the norm (see the new Cannondale SuperSix Evo<\/a> as another example), and means I could happily run a 120mm stem as opposed to my usual shorter setups, and still keep the saddle within the safe limits of the rails.<\/p>\n

On longer climbs, I did value the tops of the bars being unswept. Much as the cockpits of the Colnago Y1Rs<\/a> and Cerv\u00e9lo S5 offer significant aero gains, on steady efforts on training rides, I do still like to ride on the tops. 40cm wide is still wider than I\u2019d like, but it\u2019s still sadly quite a normal width for a 56cm build.<\/p>\n

You might think the wheels would be the weak point, and while I am pretty unfamiliar with Branta wheels, our wind tunnel testing did reveal that there was basically no difference in performance aerodynamically when swapping to a set of Enves, so they clearly work well with the frame at the very least.<\/p>\n

All in all, it\u2019s a good riding bike. Not the most exciting, but by no means is it dull. Competent, collected, calm, and relatively unflappable over winding terrain. If I had beautifully maintained roads, then maybe I\u2019d rather have something more nippy, but for British riding, it\u2019s actually pretty on the money.<\/p>\n

Image 1 of 5<\/p>\n

\"X-LabThe down tube flares out around the bottles to shape the airflow. (Image credit: Will Jones)\"X-LabThere’s nothing overly exciting about the wheels, but our testing shows that they work well with the frame from an aero perspective. (Image credit: Will Jones)\"X-LabThe head tube isn’t crazy deep like some. (Image credit: Will Jones)\"X-LabThis sculpted seat tube is very Canyon Aeroad(Image credit: Will Jones)\"X-LabAll in all, a good riding bike. Not the most alive ride, but extremely competent and composed. (Image credit: Will Jones)Value<\/p>\n

Chinese bikes are no longer synonymous with dodgy fakes, but in this case at least they are also no longer a guarantee of a price that is easier on your wallet than those of more familiar brands. An Astana replica full build, complete with Vision Metron wheels will set you back a cool $13,500, but if you\u2019re building it up from a frameset, which includes the seatpost and a non-configurable bar (so I\u2019d be stuck with a 40cm option, sadly) it\u2019ll cost you \u00a32,777, or $3,751.<\/p>\n

A Giant Propel frame (albeit the older version since the new one launched last week), the lower-tier option that means you don\u2019t have to cut your seatpost to the correct size, will cost you \u00a32,199, and while it doesn\u2019t come with a cockpit, I\u2019d wager saving \u00a3500 and choosing your own is a better way to do things, and potentially cheaper too.<\/p>\n

The AD9 is faster than the outgoing Propel, by our measures, but in either case, both represent pretty decent value for what\u2019s on offer. Compared to bikes that aren\u2019t quite so renowned for their value propositions, the AD9 looks like a winner. A Tarmac frameset (non S-Works) is \u00a3722 dearer, and while it has the edge aerodynamically, it\u2019s certainly going to cost you.<\/p>\n

Verdict<\/p>\n

I think the X-Lab AD9 represents something of a watershed moment for Chinese bikes, not just because it’s in the WorldTour, but because it holds its own against much more familiar models. It didn\u2019t set my world on fire with how it rode, but it was still excellent and didn\u2019t feel lacking in any key areas either. It\u2019s a quality machine, and I think acts as a vanguard for the coming fleet of new brands, a fleet that\u2019s going to require a change in perception.<\/p>\n

\u2018Chinese\u2019 bikes aren\u2019t cheap knockoffs anymore, but fully fledged race machines in their own right, and while I\u2019m sad to report that you can\u2019t get WorldTour performance for a fraction of the price, something that equally rings true for the Seka Spear, the fact that these machines are competitive on the road and on the wallet is at least going to upset the apple cart in terms of adding competition to what is quite a stale marketplace, and if you believe in competition driving innovation then this is good news.<\/p>\n

The bottom line is the AD9 is a very capable race machine, with a relatively decent aero package and handling characteristics that will appeal to those who value stability and predictability over agility, which will probably be a lot of people. The only real drawback is the fact that you can\u2019t configure your cockpit.<\/p>\n

Swipe to scroll horizontally<\/p>\n

Design and aesthetics<\/p>\n

Good looking, neat, nothing crazy, and all the mod cons you’d expect from a top flight race bike.<\/p>\n

8\/10<\/p>\n

Build<\/p>\n

Well appointed, though the set cockpit dimensions are frustrating, The wheels aren’t going to excite you, but they work well with the frame.<\/p>\n

8\/10<\/p>\n

Performance<\/p>\n

Decently aero, with a handling package that’s pretty neutral. Handles sprints well, but lacks that lively quality that the very best have. <\/p>\n

8\/10<\/p>\n

Weight<\/p>\n

Not a brick, but not a true lightweight either by modern standards. <\/p>\n

7\/10<\/p>\n

Value<\/p>\n

Just because it’s Chinese doesn’t mean it’s a cheap bike anymore. It’s fine in this regard, but you can find better value, and likely an easier consumer journey, with some more familiar D2C brands. <\/p>\n

8\/10<\/p>\n

Overall<\/p>\n

Row 5 – Cell 1 <\/p>\n

78%<\/p>\n

\n

\"X-Lab\n<\/p>\n

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