{"id":1776343,"date":"2026-02-17T07:00:54","date_gmt":"2026-02-17T04:00:54","guid":{"rendered":"https:\/\/analyse.optim.biz\/?p=1776343"},"modified":"2026-02-17T07:00:54","modified_gmt":"2026-02-17T04:00:54","slug":"cannondale-supersix-evo-gen-5-review-chasing-the-tarmac","status":"publish","type":"post","link":"https:\/\/analyse.optim.biz\/?p=1776343","title":{"rendered":"Cannondale SuperSix EVO Gen 5 Review: Chasing the Tarmac"},"content":{"rendered":"

[analyse_image type=”featured” src=”https:\/\/velo.outsideonline.com\/wp-content\/uploads\/2026\/02\/DSC_3480-Edit-3.jpg”]<\/p>\n

\n
\n
\n
Josh Ross<\/span><\/div>\n<\/div>\n
Published February 17, 2026 07:00AM<\/div>\n<\/div>\n
\n
\n

Pros<\/h2>\n
\n

SRAM UDH
\nThreaded BB (BSA)
\nTire clearance increased to 32mm
\nNarrowed handlebar
\nDelta steerer solves an aero problem
\nIncludes excellent aero wheels
\nBeautiful carbon weave on display<\/p>\n<\/div>\n<\/div>\n

\n

Cons<\/h2>\n
\n

Non removable front derailleur mount
\nOverly short stem specced
\nDrop in stack height paired with a short stem<\/p>\n<\/div>\n<\/div>\n<\/section>\n

\n

Specs<\/h2>\n

Size tested:<\/b> 54
Weight:<\/b> 7.42 kg \/ 16.4 lb ready to ride minus pedals
Price:<\/b> $9,499
Brand:<\/b> Cannondale<\/p>\n

Verdict<\/h2>\n

The fifth generation Cannondale SuperSix Evo isn\u2019t a class leader in any specific category, but the changes take a gorgeous carbon race bike and likely elevate it to the top echelon of all-around race bikes. Nothing wrong with that, but without class leading numbers it seems an odd choice to make if you are looking to pay for the best. This bike makes a lot more sense in the cheaper builds.<\/p>\n<\/section>\n

\"5th
(Photo: Josh Ross\/Velo)<\/figcaption><\/figure>\n

Today Cannondale is announcing the brand-new fifth generation SuperSix Evo race bike and it\u2019s gone through an identity adjustment.<\/p>\n

Back in the \u201cgood old days\u201d of 2019, the lines were clearly drawn. You chose the Cannondale SystemSix if you wanted an aero sledgehammer to rival the Specialized Venge or Cerv\u00e9lo S5. If you wanted to climb, you bought the SuperSix. Then, the aerodynamics evolved.<\/p>\n

By the fourth generation, the SuperSix Evo had transitioned from a pure climber\u2019s rig to an all-around race machine. Cannondale claimed it was now as fast as the SystemSix but without the weight or the harshness. It was a pitch that mirrored Specialized and the transition from the Venge to the Tarmac, but Cannondale kept a foot in the door of usability. The SuperSix specced a taller head tube that acknowledged not every racer has the lower back of a 20-year-old pro.<\/p>\n

\n
ADVERTISEMENT<\/span><\/div>\n<\/div>\n

The bike you see today indicates that the evolution has taken another turn. In an unexpected move, the SuperSix is getting lower, and more focused. I\u2019ve spent the last month putting this new geometry to the test and here is what I found.<\/p>\n

Quick hits: 8 standout details of the Gen 5 Cannondale SuperSix Evo<\/h2>\n
    \n
  • Stack height on a size 54 shrunk by 10 mm.<\/li>\n
  • The triangular Delta Steerer remains as the solution to internal routing with a narrow headtube.<\/li>\n
  • Tire clearance expands to 32mm.<\/li>\n
  • No longer SmartSense compatible.<\/li>\n
  • Hi-Mod and Lab71 SL variants available, with the lightest build weighing 6.35 kg\/13.8 lb.<\/li>\n
  • HollowGram wheels are gone, replaced with Reserve, DT Swiss, or Vision.<\/li>\n
  • 38cm bar is the largest offered with a build and width has decreased across the entire range.<\/li>\n
  • ReGrip Aero cages and bottles are a considered part of the aero profile but will accept round bottles.<\/li>\n
  • For more information visit the Cannondale Website<\/li>\n<\/ul>\n
    \"5th
    (Photo: Josh Ross\/Velo)<\/figcaption><\/figure>\n

    Gen 5 Cannondale SuperSix Evo frame details<\/h2>\n

    At a quick glance, the fifth-generation SuperSix EVO looks like a familiar refinement of the platform we\u2019ve known since 2023. It showed up at Tour Down Under and barely raised an eyebrow for exactly this reason. I would say the reality is a little more nuanced but there\u2019s no doubt a lot of what\u2019s new comes down to refinement. There are several updates here that are simply the \u201ccost of entry\u201d for a flagship race bike in 2026.<\/p>\n

    \"SRAM
    (Photo: Josh Ross\/Velo)<\/figcaption><\/figure>\n

    First among those is the move to SRAM UDH (Universal Derailleur Hanger). While the Gen 4 relied on proprietary hangers, the Gen 5 is adopting something that\u2019s a clear benefit to users. UDH means you can find a replacement hanger in almost any shop and it provides native compatibility if you decide to run an XPLR system.<\/p>\n

    \n
    ADVERTISEMENT<\/span><\/div>\n<\/div>\n

    Similarly, the official tire clearance has expanded to 32mm. This isn\u2019t exactly groundbreaking to stop at a 32mm but it does bring the SuperSix into alignment with the Tarmac and Madone and allows for high-volume rubber on the rough chip-seal roads.<\/p>\n

    \"5th
    Like everything else about this bike, the seatpost is as narrow as possible.<\/span> (Photo: Josh Ross\/Velo)<\/figcaption><\/figure>\n

    Of course there\u2019s refined aerodynamics as well. Despite the similar silhouettes, the Gen 5 features deeper, more concave shaping on the head tube and a reprofiled fork crown. Additionally, the frame continues to use the ReGrip Aero system, where the down tube and seat tube are specifically sculpted to work in tandem with flat-sided bottles to \u201ccomplete\u201d the airfoil.<\/p>\n

    \"5th
    The aero bottles are an important part of the design if you want every last aero advantage. They also aren\u2019t bad bottles and you can fit round bottles in the cage. <\/span> (Photo: Josh Ross\/Velo)<\/figcaption><\/figure>\n

    None of that is the real story of this bike though. Yes it\u2019s faster, and it\u2019s got UDH and tire clearance but what really happened is that Cannondale took advantage of the same tricks you can use to upgrade any older bike.<\/p>\n

    \n
    ADVERTISEMENT<\/span><\/div>\n<\/div>\n

    Like everything related to aerodynamics there\u2019s a lot of nuance. Right now, there\u2019s a tug of war going on with stack height as it relates to aerodynamics and Cannondale chose a side. While a lot of bike brands are trending towards taller headtubes so that regular people can hold a more aero position with fewer spacers. Cannondale seems to have instead doubled down on smaller frontal areas and the brand chopped a stack off the old bike. In a size 54, the new one is 10mm lower.<\/p>\n

    It moves the SuperSix from being a bike with a unique identity to one of many in the pack. The new bike essentially matches the stack height of a Tarmac SL8 but it\u2019s still a bit heavier at 728 grams for the Series 0 carbon SuperSix and 685 grams for the Tarmac. I\u2019ll throw out a wild guess and say the two are somewhat evenly matched for aerodynamics also. There\u2019s also no more SmartSense compatibility.<\/p>\n

    \"5th
    The aero details are well considered. <\/span> (Photo: Josh Ross\/Velo)<\/figcaption><\/figure>\n

    Along with this change there\u2019s a couple of supporting characters. The first is the continued use of the Delta Steerer. While it debuted on the Gen 4, its role here feels more critical. To achieve an even lower stack height while maintaining fully internal cable routing, you need space. Typically you\u2019d get there by going a bit wider for the headtube. Another option would be doing something similar as Specialized did with the Speed Sniffer and pushing forward.<\/p>\n

    \"5th
    Delta STeerer keeps the headtube compact while also managing internal routing. <\/span> (Photo: Josh Ross\/Velo)<\/figcaption><\/figure>\n

    The triangular Delta Steerer allows Cannondale to do the opposite. By using a non-round steerer tube, they can tuck the hoses into the \u201cvoids\u201d of the triangle, allowing for a head tube that is remarkably narrow. This is how the bike manages to look so svelte despite getting a bit lower. While the system brings its hassles for mechanics\u2014proprietary wedges and Innegra-wrapped carbon to protect the steerer from hose rub\u2014it is a great engineering solution. It let the Gen 5 shorten the headtube a bit while also having a narrow, and pointed, headtube.<\/p>\n

    \n
    ADVERTISEMENT<\/span><\/div>\n<\/div>\n

    There\u2019s more too but that requires a jump into build details.<\/p>\n

    \"SRAM
    Only the top builds include a powermeter. <\/span> (Photo: Josh Ross\/Velo)<\/figcaption><\/figure>\n

    Build details<\/h2>\n

    This section of the review is supposed to be about build options and price. I\u2019ll get there, but you have to understand that there\u2019s a bit of an attempt to distract you with marketing on this bike. Nothing you are being told is untrue, but it\u2019s incredibly basic while being pushed as some kind of breakthrough.<\/p>\n

    Cannondale doesn\u2019t explicitly state how aero this bike is, but it\u2019s heavily insinuated that it\u2019s a leap beyond the last generation. I\u2019d tend to agree, but lines like \u201cwhile others may bluff with gimmicky cosmetics, EVO\u2019s lines are refined from a wealth of aero data,\u201d combined with the lower front end and delta steerer, make it seem like there\u2019s a lot going on here.<\/p>\n

    \"5th
    240 hubs instead of 180 but this is otherwise a nice wheel and tire package for this bike that likely goes a long way in improving aero. I\u2019d have set the tire up differently for aesthetics though. <\/span> (Photo: Josh Ross\/Velo)<\/figcaption><\/figure>\n

    The reality is actually pretty simple: deeper wheels and narrower handlebars. I said I bet the bike is more aero than before not because I\u2019m some aero genius but that\u2019s what happens when you move from a 42cm bar on a 54 frame down to a 36cm and shift from a 50mm HollowGram wheel to the same Reserve 57\/64 found on a Cerv\u00e9lo S5. If you want to truly aero-optimize a bike, it doesn\u2019t happen by squeezing the head tube a little; it comes from a lower, narrower rider position and deeper wheels. Cannondale has simply baked a bike fit into the box.<\/p>\n

    \n
    ADVERTISEMENT<\/span><\/div>\n<\/div>\n

    Unfortunately there are a couple of problems with that narrative. For one thing, Cannondale is also marketing the SuperSix EVO as an ultra-light climber\u2019s bike. The suggestion is that you can have it all and that\u2019s not quite true. The SL variants use non-aero handlebars and 38mm depth wheels which, while perfectly fine, essentially makes them a different bike with a different performance profile. There is also a weight reality to contend with; the standard carbon version of this frame is 910g with a 427g fork, while the Tarmac SL8 in the \u201ccheaper\u201d 10r carbon is 780g. Cannondale is chasing two rabbits here, and at the standard carbon level, the Specialized is still significantly lighter.<\/p>\n

    My read is that most people should lean into the aero aspect of this bike, but you have to be able to fit on it. If you can\u2019t handle that stack drop or the 36cm width without a tower of spacers, you aren\u2019t getting the aero benefits you\u2019re paying for. There\u2019s also the oddity of the stem sizing. Speccing a 100mm stem on a size 54 race bike makes for a stunted fit. If you can fit this bike you are going to want more reach to complement that low front end and narrow bars.<\/p>\n

    \"5th
    (Photo: Josh Ross\/Velo)<\/figcaption><\/figure>\n
    \n
    \n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
    Model Name<\/strong><\/span><\/td>\nPrice (USD)<\/strong><\/span><\/td>\nGroupset<\/strong><\/span><\/td>\nWheels<\/strong><\/span><\/td>\nPower Meter<\/strong><\/span><\/td>\nCockpit Type<\/strong><\/span><\/td>\n<\/tr>\n
    LAB71<\/span><\/td>\n$13,499<\/span><\/td>\nShimano Dura-Ace Di2 R9250<\/span><\/td>\nReserve 57\/64 (with DT 180)<\/span><\/td>\nIncluded (4iiii Precision 3+ Pro)<\/span><\/td>\nCannondale SystemBar Road<\/span><\/td>\n<\/tr>\n
    LAB71<\/span><\/td>\n$13,499<\/span><\/td>\nSRAM RED AXS<\/span><\/td>\nReserve 57\/64 (with DT 180)<\/span><\/td>\nRED AXS Power Meter<\/span><\/td>\nCannondale SystemBar Road<\/span><\/td>\n<\/tr>\n
    LAB71 SL<\/span><\/td>\n$13,499<\/span><\/td>\nSRAM RED AXS<\/span><\/td>\nDT Swiss ARC 1100 Spline 38 (with DT 180)<\/span><\/td>\nRED AXS Power Meter<\/span><\/td>\nCannondale SystemBar Road SL<\/span><\/td>\n<\/tr>\n
    EVO 1 Hi-Mod<\/span><\/td>\n$9,499<\/span><\/td>\nSRAM Force AXS<\/span><\/td>\nReserve 57\/64 (with DT 240)<\/span><\/td>\nForce AXS Power Meter<\/span><\/td>\nCannondale SystemBar Road<\/span><\/td>\n<\/tr>\n
    EVO 1 Hi-Mod SL<\/span><\/td>\n$8,899<\/span><\/td>\nShimano Ultegra Di2<\/span><\/td>\nReserve 34\/37 (with DT 240)<\/span><\/td>\nN\/A<\/span><\/td>\nCannondale SystemBar Road SL<\/span><\/td>\n<\/tr>\n
    EVO 2<\/span><\/td>\n$6,499<\/span><\/td>\nShimano Ultegra Di2<\/span><\/td>\nDT Swiss ERC 45 (with DT 370)<\/span><\/td>\nN\/A<\/span><\/td>\nVision Trimax Carbon Aero \/ Conceal Stem<\/span><\/td>\n<\/tr>\n
    EVO 3<\/span><\/td>\n$6,999<\/span><\/td>\nSRAM Force AXS<\/span><\/td>\nDT Swiss ERC 45 (with DT 370)<\/span><\/td>\nN\/A<\/span><\/td>\nVision Trimax Carbon Aero \/ Conceal Stem<\/span><\/td>\n<\/tr>\n
    EVO 4<\/span><\/td>\n$5,499<\/span><\/td>\nSRAM Rival AXS<\/span><\/td>\nDT Swiss ERC 45 (with DT 370)<\/span><\/td>\nN\/A<\/span><\/td>\nVision Trimax Carbon Aero \/ Conceal Stem<\/span><\/td>\n<\/tr>\n
    EVO 5<\/span><\/td>\n$4,999<\/span><\/td>\nShimano 105 Di2<\/span><\/td>\nVision SC45<\/span><\/td>\nN\/A<\/span><\/td>\nVision Trimax Carbon Aero \/ Conceal Stem<\/span><\/td>\n<\/tr>\n
    EVO 6<\/span><\/td>\n$2,999<\/span><\/td>\nShimano 105 (Mechanical)<\/span><\/td>\nDT Swiss R470<\/span><\/td>\nN\/A<\/span><\/td>\nVision Trimax Compact<\/span><\/td>\n<\/tr>\n
    SuperSix EVO LAB71 Frameset<\/span><\/td>\n$5,999<\/span><\/td>\n<\/tr>\n
    SuperSix EVO Hi-MOD Frameset<\/span><\/td>\n$4,499<\/span><\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n<\/div>\n
    \"SRAM
    (Photo: Josh Ross\/Velo)<\/figcaption><\/figure>\n

    Gen 5 Cannondale SuperSix Evo Geometry<\/h2>\n
    \n
    \n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
    Measurement (cm)<\/strong><\/span><\/td>\n44.0<\/strong><\/span><\/td>\n48.0<\/strong><\/span><\/td>\n50.0<\/strong><\/span><\/td>\n52.0<\/strong><\/span><\/td>\n54.0<\/strong><\/span><\/td>\n56.0<\/strong><\/span><\/td>\n58.0<\/strong><\/span><\/td>\n61.0<\/strong><\/span><\/td>\n<\/tr>\n
    Seat Tube Length<\/span><\/td>\n40.0<\/span><\/td>\n42.9<\/span><\/td>\n44.8<\/span><\/td>\n46.7<\/span><\/td>\n49.0<\/span><\/td>\n51.0<\/span><\/td>\n53.2<\/span><\/td>\n57.0<\/span><\/td>\n<\/tr>\n
    Top Tube Horizontal<\/span><\/td>\n51.0<\/span><\/td>\n52.2<\/span><\/td>\n52.9<\/span><\/td>\n53.6<\/span><\/td>\n54.4<\/span><\/td>\n56.0<\/span><\/td>\n57.7<\/span><\/td>\n60.0<\/span><\/td>\n<\/tr>\n
    Top Tube Actual<\/span><\/td>\n49.2<\/span><\/td>\n50.3<\/span><\/td>\n51.1<\/span><\/td>\n51.9<\/span><\/td>\n52.7<\/span><\/td>\n54.3<\/span><\/td>\n55.9<\/span><\/td>\n58.2<\/span><\/td>\n<\/tr>\n
    Head Tube Angle<\/span><\/td>\n70.9\u00b0<\/span><\/td>\n71.2\u00b0<\/span><\/td>\n71.2\u00b0<\/span><\/td>\n71.2\u00b0<\/span><\/td>\n71.2\u00b0<\/span><\/td>\n73.0\u00b0<\/span><\/td>\n73.0\u00b0<\/span><\/td>\n73.0\u00b0<\/span><\/td>\n<\/tr>\n
    Seat Tube Angle<\/span><\/td>\n74.5\u00b0<\/span><\/td>\n74.0\u00b0<\/span><\/td>\n74.0\u00b0<\/span><\/td>\n74.0\u00b0<\/span><\/td>\n74.0\u00b0<\/span><\/td>\n73.5\u00b0<\/span><\/td>\n73.0\u00b0<\/span><\/td>\n72.5\u00b0<\/span><\/td>\n<\/tr>\n
    Standover<\/span><\/td>\n69.4<\/span><\/td>\n71.7<\/span><\/td>\n73.3<\/span><\/td>\n75.2<\/span><\/td>\n77.0<\/span><\/td>\n79.0<\/span><\/td>\n81.2<\/span><\/td>\n84.6<\/span><\/td>\n<\/tr>\n
    Head Tube Length<\/span><\/td>\n8.9<\/span><\/td>\n10.1<\/span><\/td>\n11.4<\/span><\/td>\n13.0<\/span><\/td>\n14.3<\/span><\/td>\n15.4<\/span><\/td>\n17.8<\/span><\/td>\n20.9<\/span><\/td>\n<\/tr>\n
    Wheelbase<\/span><\/td>\n98.0<\/span><\/td>\n98.5<\/span><\/td>\n99.3<\/span><\/td>\n100.2<\/span><\/td>\n101.0<\/span><\/td>\n99.5<\/span><\/td>\n100.7<\/span><\/td>\n102.4<\/span><\/td>\n<\/tr>\n
    Front Center<\/span><\/td>\n58.2<\/span><\/td>\n58.6<\/span><\/td>\n59.4<\/span><\/td>\n60.2<\/span><\/td>\n61.1<\/span><\/td>\n59.5<\/span><\/td>\n60.7<\/span><\/td>\n62.4<\/span><\/td>\n<\/tr>\n
    Chain Stay Length<\/span><\/td>\n41.0<\/span><\/td>\n41.0<\/span><\/td>\n41.0<\/span><\/td>\n41.0<\/span><\/td>\n41.0<\/span><\/td>\n41.0<\/span><\/td>\n41.0<\/span><\/td>\n41.0<\/span><\/td>\n<\/tr>\n
    Bottom Bracket Drop<\/span><\/td>\n7.4<\/span><\/td>\n7.4<\/span><\/td>\n7.4<\/span><\/td>\n7.2<\/span><\/td>\n7.2<\/span><\/td>\n7.2<\/span><\/td>\n6.9<\/span><\/td>\n6.9<\/span><\/td>\n<\/tr>\n
    Bottom Bracket Height<\/span><\/td>\n26.9<\/span><\/td>\n26.9<\/span><\/td>\n26.9<\/span><\/td>\n27.1<\/span><\/td>\n27.1<\/span><\/td>\n27.1<\/span><\/td>\n27.4<\/span><\/td>\n27.4<\/span><\/td>\n<\/tr>\n
    Fork Rake<\/span><\/td>\n5.5<\/span><\/td>\n5.5<\/span><\/td>\n5.5<\/span><\/td>\n5.5<\/span><\/td>\n5.5<\/span><\/td>\n4.5<\/span><\/td>\n4.5<\/span><\/td>\n4.5<\/span><\/td>\n<\/tr>\n
    Trail<\/span><\/td>\n6.0<\/span><\/td>\n5.8<\/span><\/td>\n5.8<\/span><\/td>\n5.8<\/span><\/td>\n5.8<\/span><\/td>\n5.8<\/span><\/td>\n5.8<\/span><\/td>\n5.8<\/span><\/td>\n<\/tr>\n
    Stack<\/span><\/td>\n49.5<\/span><\/td>\n50.8<\/span><\/td>\n52.0<\/span><\/td>\n53.2<\/span><\/td>\n54.5<\/span><\/td>\n56.5<\/span><\/td>\n58.5<\/span><\/td>\n61.5<\/span><\/td>\n<\/tr>\n
    Reach<\/span><\/td>\n37.3<\/span><\/td>\n37.6<\/span><\/td>\n37.9<\/span><\/td>\n38.3<\/span><\/td>\n38.7<\/span><\/td>\n39.3<\/span><\/td>\n39.8<\/span><\/td>\n40.6<\/span><\/td>\n<\/tr>\n
    Axle to Crown<\/span><\/td>\n37.6<\/span><\/td>\n37.6<\/span><\/td>\n37.6<\/span><\/td>\n37.6<\/span><\/td>\n37.6<\/span><\/td>\n37.6<\/span><\/td>\n37.6<\/span><\/td>\n37.6<\/span><\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n<\/div>\n
    \"5th
    Gorgeous carbon weave.<\/span> (Photo: Josh Ross\/Velo)<\/figcaption><\/figure>\n

    Gen 5 Cannondale SuperSix Evo Ride Experience<\/h2>\n

    When the last SuperSix EVO launched, I was beside myself with enthusiasm. I\u2019m a huge Lachlan Morton fan, and seeing him ride the Alt-Tour on that bike made it feel special. While Morton rode it because he\u2019s an EF rider, the bike was legitimately built for that kind of dual personality.<\/p>\n

    \n
    ADVERTISEMENT<\/span><\/div>\n<\/div>\n

    The Gen 4 was a bit taller, and both generations have a long wheelbase for this category. While the handlebars were wide on the previous model, I could forgive that at the time. Now we have proper, progressive handlebar widths, but they are paired with oddly short 100mm stems. Conceptually, it feels off, and I requested a 110mm stem to fix the fit.<\/p>\n

    That\u2019s an expensive compromise consumers will have to navigate. I also requested no spacers, but that\u2019s not what I got. Cannondale didn\u2019t want to cut the steerer because other reviewers can\u2019t ride a slammed bike.<\/p>\n

    \"5th
    If most people need a stack of spacers, why drop the stack by 10mm?<\/span> (Photo: Josh Ross\/Velo)<\/figcaption><\/figure>\n

    I\u2019d say there\u2019s a glaring issue in that: if the Gen 5 front end is so low that reviewers can\u2019t ride it without spacers, why reduce the stack height at all? I\u2019ve ended up testing the bike exactly how most consumers will run it, and the result feels generic. If the lower front end was an engineering must-have, what happens to that advantage when you add a stack of spacers and a longer stem?<\/p>\n

    \n
    ADVERTISEMENT<\/span><\/div>\n<\/div>\n

    Instead of drawing me to do some kind of ultra-endurance ride, the latest Cannondale feels like a fast all-arounder. Of course, that\u2019s the point, but it does feel legitimately fast. I didn\u2019t test the SL variant but I\u2019m not sure this is even the bike to build like that and I\u2019m a huge fan of these Reserve 57|64 wheels. They were on the Cervelo S5 and with a 25.4mm\/24.4mm F\/R internal width they feel both comfortable and excellent at dealing with crosswinds. What they don\u2019t feel is all that light at 1544 grams. Great wheels and it\u2019s fast, sounds like a good thing, right?<\/p>\n

    \"DT
    A 180 seems like it would make more sense on this build. <\/span> (Photo: Josh Ross\/Velo)<\/figcaption><\/figure>\n

    But what about the Cerv\u00e9lo S5? It uses those same wheels and it\u2019s faster. You can also run a 1x aero build on the S5, whereas Cannondale stuck with rivets on the front hanger. Unless you build the SL, even the Hi-Mod I tested isn\u2019t remarkably light.<\/p>\n

    You could build an SL variant but at that point you are looking at a $6000 frame. You could get yourself a nice S-Works for a few hundred dollars less and it\u2019s lighter. Not much but why are you buying the most expensive frameset to get a lighter weight frame if you aren\u2019t getting the lightest frame in the category?<\/p>\n

    \n
    ADVERTISEMENT<\/span><\/div>\n<\/div>\n

    This section is supposed to be about how a bike rides but sometimes the story is more than that. I appreciate the long wheelbase for the type of rider I am. It felt great to take this bike out and hammer through a 12 mile TT. When I later took it to hills I was on an aero optimized 16 lb bike and I was happy with that performance. It\u2019s certainly not holding me back in the hills.<\/p>\n

    \"5th
    (Photo: Josh Ross\/Velo)<\/figcaption><\/figure>\n

    There are also a couple of small details that Cannondale fixed about this bike compared to the last generation. The outfront mount, which is very important when you are buying a bike with a one-piece bar and stem, is worlds better. The old one felt vague and cheap and this time it\u2019s on the money.<\/p>\n

    \"5th
    The decorative carbon weave on the top tube is a nice touch.<\/span> (Photo: Josh Ross\/Velo)<\/figcaption><\/figure>\n

    I\u2019d give the same note to the handlebar in general. Looks matter in an expensive bike and the weave that Cannondale is putting on display is gorgeous. The little window on the top tube, which shows that weave, is equally beautiful. In general this is a good looking bike.<\/p>\n

    This bike is still missing something but you\u2019ll have to check the conclusion.<\/p>\n

    \"5th
    This paint really catches the eye. <\/span> (Photo: Josh Ross\/Velo)<\/figcaption><\/figure>\n
    \n
    ADVERTISEMENT<\/span><\/div>\n<\/div>\n

    Usability<\/h2>\n

    This is a modern aero optimized bike. It\u2019s not the easiest to work on and the Delta Steerer doesn\u2019t help things. The design is a great engineering solution for getting internal routing to fit into a small space but it means dealing with wedges and potential compression plug issues. I\u2019d call that the cost of doing business with a modern bike, but you\u2019ll have to decide.<\/p>\n

    \"5th
    Cannondale has always had one of my least favorite saddle attachment system. Nothing changes here. <\/span> (Photo: Josh Ross\/Velo)<\/figcaption><\/figure>\n

    In the positive column you\u2019ll find checkmarks for the inclusion of UDH and for a BSA bottom bracket that\u2019s threaded with plenty of room to get tools on.<\/p>\n

    \n
    ADVERTISEMENT<\/span><\/div>\n<\/div>\n

    One detail of note is the front derailleur hanger. I haven\u2019t traditionally commented on this but more and more I\u2019m starting to see 1x as a viable aero option on the road. The front hanger should be removable for a bike like this where it might be advantageous to move to 1x.<\/p>\n

    \"5th
    Even places where there\u2019s no weave on display the highlight of the carbon layup is beautiful. <\/span> (Photo: Josh Ross\/Velo)<\/figcaption><\/figure>\n

    Conclusion<\/h2>\n

    What the fifth generation of the Cannondale SuperSix Evo is missing is a good story, and that matters. You might think it\u2019s merely a marketing issue, but it\u2019s bigger than that. A good marketing story flows naturally from engineering and performance. The fact that it\u2019s missing here points to an identity problem.<\/p>\n

    This bike is reasonably fast and reasonably light but why would you choose Cannondale for either? If you go light, there\u2019s lighter available at a similar price. If you want to focus on aerodynamics and look for a fast bike, there\u2019s faster available for a similar price. It used to be a bike that focused on balancing comfort with winning races but the combination of small geometry changes and movement in the market got rid of that subtle differentiation.<\/p>\n

    \n
    ADVERTISEMENT<\/span><\/div>\n<\/div>\n

    There is a ray of hope, though. I tested the Evo 1 Hi-Mod model which is a pricey $9500. That price puts the bike into the running against the Cervelo S5 which is heavier but also faster. The S5 also has no lower priced models. If you look at the down market SuperSix Evo it gets as cheap as $3000.<\/p>\n

    At $3000 you don\u2019t have the same wealth of options for uber aero race machines and small differences in frame weight don\u2019t register in the overall build weight. This is a pretty bike and the longer wheelbase with shorter stem will likely make for a comfortable and stable bike. A Cannondale CAAD was once one of the best entry level bikes you could buy but right now the SuperSix sure looks awfully good for that role.<\/p>\n

    \"5th
    (Photo: Josh Ross\/Velo)<\/figcaption><\/figure>\n<\/div>\n
    \n
    \n
    Josh Ross<\/span><\/div>\n<\/div>\n
    Published February 17, 2026 07:00AM<\/div>\n<\/div>\n

    [analyse_source url=”https:\/\/velo.outsideonline.com\/road\/road-gear\/cannondale-supersix-evo-gen-5-review\/”]<\/p>\n","protected":false},"excerpt":{"rendered":"

    [analyse_image type=”featured” src=”https:\/\/velo.outsideonline.com\/wp-content\/uploads\/2026\/02\/DSC_3480-Edit-3.jpg”] Josh Ross Published February 17, 2026 07:00AM Pros SRAM UDH Threaded BB (BSA) Tire clearance increased to 32mm Narrowed handlebar Delta steerer solves an aero problem Includes excellent aero wheels Beautiful carbon weave on display Cons Non removable front derailleur mount Overly short stem specced Drop in stack height paired with a […]<\/p>\n","protected":false},"author":1,"featured_media":0,"comment_status":"open","ping_status":"","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[2],"tags":[226,71],"class_list":["post-1776343","post","type-post","status-publish","format-standard","hentry","category-politics","tag-crawlmanager","tag-velo-outsideonline-com"],"_links":{"self":[{"href":"https:\/\/analyse.optim.biz\/index.php?rest_route=\/wp\/v2\/posts\/1776343","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/analyse.optim.biz\/index.php?rest_route=\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/analyse.optim.biz\/index.php?rest_route=\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/analyse.optim.biz\/index.php?rest_route=\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/analyse.optim.biz\/index.php?rest_route=%2Fwp%2Fv2%2Fcomments&post=1776343"}],"version-history":[{"count":0,"href":"https:\/\/analyse.optim.biz\/index.php?rest_route=\/wp\/v2\/posts\/1776343\/revisions"}],"wp:attachment":[{"href":"https:\/\/analyse.optim.biz\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=1776343"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/analyse.optim.biz\/index.php?rest_route=%2Fwp%2Fv2%2Fcategories&post=1776343"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/analyse.optim.biz\/index.php?rest_route=%2Fwp%2Fv2%2Ftags&post=1776343"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}