The best race all-rounder in the test: The Cannondale SuperSix Evo Lab71
The concept
The Cannondale is a prime example of development in the race segment. Away from the specialist, towards the all-rounder: By creating a symbiosis of speed, lightweight construction and comfort, the SuperSix makes the aerodynamically optimised and heavier SystemSix obsolete, and not just for the World Tour pros from EF Education First.
In the lab
Underneath the chic paint job, which covers the seat tube and seat post like a delicate layer of gold leaf, is one of the lightest frames (848 grams) in the field. The relatively heavy fork (435 grams) gives the SuperSix an even better overall weight, but only two of its competitors are lighter. Remarkable: Despite the one-piece cockpit from motorsport specialist Momo Design, the top model is no faster than a cheaper version with clamped aero handlebars. With 210 watts for 45 km/h, the Lab71 is nevertheless well ahead in the tightly bunched peloton.
Driving experience
The consequence of the lightweight construction is the relatively low front stiffness, which takes away some of the Cannondale's directional stability at the limit. On the other hand, the seatpost offers exemplary suspension. The voluminous tubeless tyres and the moderate riding position round off the high level of riding comfort. You don't have to worry about neck pain or seating problems on the SuperSix.
That's what you get for your money
The high-end Lab71 bike is the equivalent of luxury labels such as S-Works (Specialized) or CFR (Canyon), but unfortunately also confirms the trend in prices in this bike category: ever higher. At 15,500 euros, the Cannondale takes the top spot in the test field. If you are less focussed on weight, the SuperSix Hi-Mod 2 is a promising alternative - and you can save 6,500 euros.
Cannondale SuperSix Evo Lab71: Info & test grade
- Price: 15,499 Euro
- Weight of complete wheel: 6.8 kilos
- Aerodynamics: 210 watts
- Frame sizes: 44, 48, 51, 54, 56, 58, 61 (test size bolded)
- TOUR grade: 1,7
Geometry
- Seat/top/head tube: 534/570/165 millimetres
- Stack/Reach/STR: 581/384 millimetres/1.51
- Stack+/Reach+/STR+: 631/577 millimetres/1.09
- Wheelbase/caster: 995/60 millimetres
Equipment
- Drive/gear shift: SRAM Red AXS (2x12; 48/35, 10-33 t., PM) | Grade: 1.0
- Brakes: SRAM Red HRD (160/140 mm) | Grade: 1.0
- Tyres: Vittoria Corsa Pro TLR 29 mm (eff.: 29 mm) | Grade: 1.5
- Impellers: Reserve 42/49 Turbulent Aero
- Impeller weights: 1135/1474 grams (v./h.)
Measured values
- Weight of complete wheel: 6810 grammes | Grade: 1.7
- Air resistance: 210 Watt | Grade: 1.7
- Front stiffness: 7.4 N/mm | Grade: 2.3
- Bottom bracket stiffness: 57 N/mm | Grade: 1.7
- Rear comfort: 133 N/mm | Grade: 2.0
- Comfort front: 92 N/mm | Grade: 2.7
Advantages and disadvantages of the Cannondale SuperSix Evo Lab71
- Plus: Lightweight frame, very comfortable, stylish design
- Minus: not particularly stiff, extremely expensive
All 13 bikes in the comparison test
- Cannondale SuperSix Evo Lab71
- Canyon Aeroad CFR AXS
- Cube Litening Aero C:68 SLX
- Factor Ostro VAM
- Giant Propel Advanced SL
- Pinarello Dogma F
- Rose XLite Unltd Dura Ace Di2
- Scott Foil RC Ultimate
- Specialised S-Works Tarmac SL 8
- Stevens Arcalis
- Storck Aerfast.5 Pro
- Trek Madone SLR 9 AXS
- Van Rysel RCR Pro
- All 13 race all-rounders at a glance
How TOUR tests
Weight (25 per cent of the overall grade): The weighed complete wheel weight in the standardised test wheel size 56-57 centimetres counts for the evaluation. However, we also show the wheel weights for orientation purposes. The grading scale is designed so that the physical effect of weight and aerodynamics on the average speed is comparable for an average route profile of 1000 metres in altitude per 100 kilometres. For orientation: The aerodynamic optimisation of the bike can compensate for up to almost four kilograms of weight on such a route. Simultaneous top marks in weight AND aerodynamics are mutually exclusive, but there are racing bikes that find a very good compromise. If the route is more hilly than our reference route, weight becomes more important; if the route is flatter, aerodynamics become more important.
Air resistance (25 per cent): Dynamically measured in the wind tunnel, with TOUR dummy, rotating wheels, moving legs and over a wide range of flow angles. Summarised to an aerodynamic grade for typical environmental conditions.
Front stiffness (10 per cent): Important parameter for steering precision and confidence in the bike at high speeds, determined in the TOUR laboratory. The overall stiffness is determined on the fully assembled frame set, i.e. including the fork. The stiffness values are capped. The aim is not an infinitely stiff frame, but one that is sufficiently stable to ride.
Bottom bracket stiffness (10 per cent): Reveals how much the frame yields under hard pedalling, for example when sprinting. This measurement also takes place in the TOUR laboratory, with realistic clamping in which the frame can deform as it would during riding.
Rear comfort (10 per cent): A measure of compliance under road shocks, measured in the TOUR laboratory. A suspension travel is measured when the seatpost is loaded. The measured value correlates very well with the riding impressions and the feeling of comfort. Good marks also mean decent riding dynamics, which have a positive effect on speed on poor roads.
Comfort Front (5 per cent): The deformation of the handlebars under load is determined in the same way as the rear. A good score means a lot of suspension comfort, which takes the strain off your hands on long rides. However, strong sprinters who want a lot of stiffness should look for stiff handlebars.
Switching (5 per cent): The shifting characteristics are determined in the driving test. It is not the price or the quality impression of individual components that is assessed, but exclusively the function of the entire gearbox. For example, the cable routing, the quality of the cables and the mounted chain also play a role.
Brakes (5 per cent): As with shifting, the test on the road also counts here, and the experience from our countless tests of brakes is also incorporated into the assessment. It is not the component itself that is evaluated, but the function of the interaction between brake body, pads, rims or discs and cables as well as cable routing: How well can the brakes be modulated? How durable are the brakes, how long are the braking distances?
tyres (5 percent): Rolling resistance and grip are evaluated - as far as known from one of our independent tyre tests or on the basis of driving impressions.
The overall score is calculated arithmetically from the individual scores weighted differently (percentages in brackets). It primarily expresses the sporting qualities of the bike.
Jens Klötzer
Editor
