Cannondale SuperSix Evo Hi-Mod 2 Review (2023)

The Cannondale SuperSix Evo is now in its fourth generation, while its predecessors have won almost universal praise for their all-round performance.

The new bike takes a lot of what made the previous versions so good, but Cannondale has tried to address some bugs while pushing the envelope in terms of compatibility.

Gone is the oft-maligned PF30A pressure-applied bottom bracket(replaced by a threaded BSA 68 model) and – as usual – the bike is subject to modifications that are said to help it cut a more efficient line through the air without sacrificing stiffness or comfort.

Essentially, Cannondale has evolved the SuperSix Evo, which means there should be few surprises when it's put to the test.

The result? It remains an excellent handling, enticingly fast race bike. He completely rejects the idea that if a bike is a jack of all trades then it is likely to be a master of none.

It's one of the best race bikes money can buy today and deserves a place on oursBike of the YearPerformance class.

Cannondale SuperSix Evo Hi-Mod 2 Frame Specs

The SuperSix Evo Hi-Mod frame is now Cannondale's second tier carbon setup.

Previously at the top of the American brand's offering, it has been replaced by the new skunkworks LAB71.

However, with prices in excess of £12,000 for a complete LAB71 build (and a strong weight saving of just 40g on the frame), the Hi-Mod tier remains arguably more than good enough for most.

Once the new frame shapes are taken into account, the Hi-Mod carbon fiber layout remains essentially unchanged from the third generation bike.

In short, it mixes a higher proportion of high-gauge carbon into the original setup, which is said to allow the frameset to reach the same levels of stiffness at a lower weight.

Cannondale claims a 56cm SuperSix Evo Hi-Mod carbon frame weighs 810g, including paint and material (compared to 770g for a LAB71 frame).

That said, in its cheapest form, a SuperSix EV carbon frame reportedly weighs just 930 grams (including paint and material). If you can live with the extra 120 grams, you'll make significant cost savings at this level as well.

The silhouette is familiar, but there are a few key changes that are said to help the bike save a rider 12 watts at 45 km/h (28 mph) compared to its predecessor.

Starting at the front, the head tube now accepts the fork's new triangular 'Delta' steerer system, which Cannondale says helped slim down the tube design.

However, Cannondale has moved to a standard 1 1/8-inch – 1 1/2-inch headset configuration, which retains the ability to modify the cockpit beyond the standard-fitted Vision Trimax line (more on that later). .

This leads to a repositioned down tube, which now houses a Di2 battery (just in front of the bottom bracket), which in turn allowed the seat tube and seat post to be slimmed down.

The seat tube is home to a new proprietary seat post, which has moved away from the D-shaped design and has been converted to a deeper scooped spoiler shape. It's now just 15mm wide and tapers upwards for – in theory – compliance.

The seating positions have been slightly reduced, a choice said to stem from lessons learned from theSystemSix Airplane.

The chainstays have also been lengthened slightly, which Cannondale says gives the updated frameset clearance for 34mm-wide tires.

Meanwhile, leavers have ditched the Speed ​​Release standard and are now accepting hidden-thread Syntace models instead.

Despite Cannondale's long association with the "press-fit is better" movement, the frame is also now designed around a BSA 68 threadstandard lower arm.

It would be unfair and inaccurate to suggest that every previous SuperSix Evo owner has suffered from creaking or other problems associated with the PF30A lower arm template.

Some did, however, and as a result, this will likely be a move welcomed by many. It will certainly make it easier to source and install replacements when the time comes.

Cannondale SuperSix Evo Hi-Mod 2 geometry

Cannondale chose to stick largely to the geometry of the third-generation SuperSix. It makes a lot of sense to stick rather than pivot here – why disrupt what has proven successful to date?

The only real change comes to the chainstays, which have reportedly been lengthened by 2mm to allow the frame to accommodate wider tyres.

These are now 410mm across the size range, identical to theCanyon Ultimate’s, in the same size M/56cm frame.

The head tube angle is 73 degrees and the length is 165mm, all very much in the ballpark expected of a racing bike.

The stack measures 575mm, but Cannondale provides 30mm spacers out of the box to help position the front end if needed. At 389mm of travel, the riding position is aggressive, but there's also a bit of sensitivity to it.

This is enhanced by the compact stem (measuring 105mm), combined with a relatively extended 95mm handlebar.

It is not as long and low as the Canyon Ultimate CFR orSpecialized S-Works Tarmac SL7, for example, but it is still easy to achieve aWorld tour-decent, aerodynamic driving position, if that's what you want.

Cannondale SuperSix Evo Hi-Mod 2 build

The construction of the SuperSix Evo Hi-Mod 2 stands out for real performance. In fact, you're unlikely to want to upgrade much of it out of the box.

TheShimano Ultegra Di2 R8100The drivetrain is excellent and is BikeRadar's pick from the Japanese brand's latest performance stableroad bike groups.

To reiterate a point I often make. it shifts, brakes and feels just like itDura-Ace Di2 R9200, and the 278g weight penalty isn't (in my opinion) worth losing sleep over - especially when you consider how much cheaper it is.

The Hi-Mod 2 spec also gets Cannondale's newly updated HollowGram R-SL 50 wheelset – the same rims you'll get even if you step up to the LAB71 model.

The rims feature a modern 21mm internal rim width and curve bluntly to a chunky 32mm on the outside. These are strapped to HollowGram alloy hubs, housing DT Swiss 240 internals, via DT Swiss Aerolite spokes.

They are claimed to weigh 1,520 grams a set.

Hooked (as opposed to hookless rims) means clamped tire fans are served. The bike comes withContinental Grand Prix 5000tires, in dimension 700 x 25c.

It's one of the few manufacturing flaws, in my opinion, despite the excellence of the GP5000 rubber.

The wide rim and frame clearance allows native use of at least 28c tires. However, it's a shame not to specify the latest and supposedly fastest tubeless version (theGP5000 S TR) on a wheelset that has otherwise proven to be a great foil to the bike.

It's an easy upgrade, but I'd ask a Cannondale dealer to do it for me to sweeten the deal.

More difficult to change without additional cost is the Vision Trimax bar (which attaches to Cannondale's Conceal stem), whose peaks I suspect may be too deep for those with smaller hands.

The bar is actually comfortable to grip in the hoods and falls. The drops sweep down in a nicely accessible curve, but the crests seem optimized more to minimize drag than to provide a comfortable resting point while climbing.

Of course, ergonomics is very subjective and individuals may find it more comfortable than I do, but even with my large hands, I'd prefer an airplane profile that allows my fingers to bend around the tops a bit, rather than hanging off he ends it as my weight passes through my palms.

In any case, Cannondale's Conceal stem uses a round 31.8mm clamping area, so swapping to a different handlebar would be relatively easy.

Likewise, if you want a different stem, the new Delta steering system can also accept standard 1-1/8 inch stems or fully integrated handlebars like the Vision and FSA (among others).

The bike features a Prologo Dimension TiRox NDR saddle with titanium rails. In addition to the high-spec rail material, it feels well-formed and supportive for more aggressive riding positions – a good place to start out of the box.

In addition to the listed specs, Cannondale also includes two of the aircraft profile cages and bottles.

Overall, the impressive build goes a long way to lightening the burden of spending £8,250 on a bike.

Seeing through his lensrising prices throughout the bicycle industry, it's good to know that you won't have to spend much (if anything) to maximize the potential of the SuperSix Evo Hi-Mod 2.

However, there are cheaper bikes that – at least on paper – offer just as good specs.

Perennial value leader Canyon is sellingUltimate CF SLX 8.0bike, complete with DT Swiss ARC 1400 DiCut rims, for £6,199 (plus you get a one-sided 4iiipower meterwith the Ultegra Di2 groupset).

Meanwhile, an Ultegra Di2-equipped Specialized Tarmac SL7 costs £7,250, with Roval C38 wheels.

The SuperSix Evo, as mentioned, tipped the scales at 7.57kg.

Cannondale SuperSix Evo Hi-Mod 2 Track Impressions

There's no doubt about it, the SuperSix Evo Hi-Mod is a fast racing bike.

I have the advantage of having driven both the second and third generation SuperSix Evos over the past seven years and each has improved the formula. That said, I wouldn't blame you for lamenting the loss of the classic ethos of round tubes.

While I can't be sure that the claimed aero savings make a noticeable difference (note that Cannondale's claims center around the frameset unit, including Momo bars not mentioned here), there is a quiet performance in the latest SuperSix Evo .

Ride with pace and glide forward. Get favorable conditions – not necessarily a tailwind – and it makes driving 30 to 35 km/h very easy. It's impressive even compared to most of our 2023 Bike of the Year performance contenders.

Part of that is down to the excellent HollowGram wheelset, which offers all the stiffness, responsiveness and aerodynamic performance you need to maximize the features of the SuperSix frameset.

Pickup from Freehub is great thanks toDT Swiss 240internally, while the ride system is light enough to feel like you're flying when you get out of the saddle.

In fact, any style of climbing is enjoyable on the SuperSix Evo. I usually sat firmly when climbing, where the bike felt sure and stable under me.

I couldn't detect any unwanted flex, while the 2mm extensions to the chainstays compared to the old model haven't adversely affected the feel of the bike under acceleration.

Put the hammer out of the saddle, and you'll feel like you're rocketing forward.

Of course, switching to wider tires is an option (in particular, I'm interested to know how well the chunky 32c Continental GP5000 S TRs would fit the SuperSix EVO). However, doing so will alter the relative position of the contact points with the ground and – in the case of the 32c tires – will probably slow down the handling somewhat.

As it stands, the handling is deftly and precisely balanced. I could really attack downhills and corners with confidence.

That said, if the behavior was marginally tamed by fitting 28c tubeless tires to a slightly reducedtire pressures, I suspect it could inspire even more confidence.

Fortunately, the SuperSix Evo's reprogrammed aero post isn't as stiff as you might expect.

Leaf suspensions tend to be stiff and inconsistent, but there's enough buzz-reducing compliance here to help even things out (notable, as I ran the 25c GP5000 at a constant 80psi/5.5 bar).

It doesn't offer the same comfort as the ENVE Melee's long-exposed suspension design, but it would be naive to attribute perceived comfort to a single factor (the Melee has 29c ENVE SEStubeless tires, for example).

The front end is also stiff but not uncompromising, which gives good balance throughout the bike. This suggests that Cannondale has done their homework optimizing the overall frame design to avoid being too stiff.

Cannondale has managed to hit a real sweet spot of raciness while infusing the latest SuperSix Evo in ways that make it a fun ride when you're not also giving it the beans.

Cannondale SuperSix Evo Hi-Mod 2 Conclusion

The latest Cannondale SuperSix Evo Hi-Mod hasn't done away with the rule book when it comes to its own family pedigree, and that – perhaps – is its greatest strength.

As with the latest Canyon Ultimate CFR, there is wisdom in keeping what continues to work. If it ain't broke, don't fix it, as the saying goes.

However, there are useful optimizations here – some designed to deliver more speed, while others improve practicality and (some would argue) result in greater reliability.

As fellow senior technical editor Warren Rossiter hinted when he first drove the new SuperSix Evo, the changes don't make a huge difference between it and its immediate predecessor.

However, with race bike design undeniably coming together more and more, the SuperSix Evo continues to be a prime example of the genre.