CANNONDALE SUPERSIX EVO HI MOD DURA ACE Di2
A bike with a lot to live up to…
The SuperSix Evo’s first two generations became the benchmark by which all race bikes were measured. The last version took lightweight to the extreme without compromising comfort, plus handled impeccably. It did lack aerodynamics, but to some – us included – it was the classic straight top tube and round tube profiles that appealed. Now we have generation three with all the traits of a contemporary race machine – dropped stays, aero-optimised tubes and modern integration. Thankfully, even with all the changes, we’re delighted to report that it’s not lost its soul.
The chassis is Kammtail in profile. The truncatedairfoil design ‘cheats’ the air into believing that the tail is still there for aero gains – around a 30 per cent drag reduction over the old bike at 30mph, says Cannondale.
It’s not just the frameset that’s aero, either, as Cannondale’s developed both wheels and an allnew cockpit for the Evo. The Knot bar and stem on the Evo eschews a traditional clamp in favour of a cradle that the bar sits on – the bolts thread through the bar – which offers eight degrees of pitch adjustment.
The aero-shaped bar is lighter and slimmer than most aero-topped bars. A D-shaped seatpost is used, based on Cannondale’s innovative slim 25.4mm post found on the Synapse.
Lightest disc frame ever
The new Evo chassis is aero-optimised yet weighs just 866g (56cm); with the fork at 389g and a 162g seatpost, it’s the lightest disc frame Cannondale has ever produced.
The matched Knot 45 wheels are 45mm deep and a broad 32mm wide – so wide you can see them protrude beyond the 25c tyres. The thruaxles are the same speed-release system as seen on the SystemSix.
Dura-Ace Di2 (52/36, 11-30) is what you’d expect on a bike at this price. Cannondale includes its Garmin-partnered front wheel Speed Sensor as standard for a more accurate reading of speed than a GPS alone.
The Evo also comes with the contentious Power2Max NG Eco power meter. Cannondale’s idea is to include the hardware – a Power2Max meter built onto its own SiSL2 cranks – but the meter isn’t activated. You need to make a one-off payment of £430 through Power2 Max’s app to activate. It’s something you see in the automotive industry but is new to cycling. It can actually keep the cost down and I don’t have a problem with it. But some might.
On the road, this Evo impresses everywhere. The flyweight 7.5kg pays off on the climbs, and it responds so quickly that it almost takes you by surprise. As for descending, it’s all about fast, accurate smoothness.
The ride position of a long 395mm reach and low 594mm stack on my 58cm test bike is pure race; that, combined with classic parallel 73-degree angles, gives it the Evo feel, even if it’s slightly taller upfront than the previous generation. Its rapid, telepathic response to all of your inputs – steering through the bars or subtle weight shifts, leaning into corners, and standing and sprinting – are all pitch perfect. The bike’s handling and feel is simply stunning.
On the Evo, we’ve stayed out longer, ridden further, and actively searched for challenging climbs and descents to enjoy its formidable charms. The build is nighon flawless. We can’t think of a single thing we’d want to change.
The Kammtail tubing is 30 per cent more aerodynamic than before