I've long been a fan of Cannondale bikes. I admired them for many years and eventually bought my very first back in the mid 2000s: a CAAD7 in what is possibly the most amazing paint job they have ever done. A clear layer of caramel apple red paint with Saeco stickers. I still regret selling that bike.
Since then I owned several Cannondales, including an original SystemSix with its carbon front triangle and triangle of triangle. It was the stiffest thing I had ever ridden up to that point. It seemed as if the aggression oozed from the frame, and the handling is still up there with some of my favorite bikes.
I've always seen Cannondale as a mark that leads the way. They were one of the first to embrace oversized alloy tubes, to the extent that a friend of this day is still known as Fatty ̵
So it's fair to say I was an avid Cannondale fan, but the deep rotten gratitude has lost much of the glory in recent years. Recent additions to the Cannondale roadway failed to wow me or stand out as they used to. Well, they had charged the fee in a few cases when it came to the road. They were one of the first out of the port for a comfort concert all day with Synapse, and they were early adopters of gravel / mixed surface riding with slate. But when it came to pure racing cycles, the SuperSix Evo line had its tweaks over the years, but in my eyes did not offer any groundbreaking or hugely innovative.
But with the new SystemSix – a name I'm happy to look back in the Cannondale catalog – everything changes. It is Cannondale's first drastically different look and better car bicycle in recent years. Gone are distinctive round shapes and silhouettes Cannondale is famous for. The brand new SystemSix is a sleek and highly constructed bike that has been taken for three years to come to fruition.
While Cannondale claims that the new SystemSix is not an aero bike, it's definitely a flying machine. It has the lines, details and data to back up it. The question is still: Why is Cannondale late for the aero game? Did they spend their time until they felt they could add something new to the market?
As with a lot of a fast bicycle coming out today, the term "The world's fastest production bicycle available today" was redone on the SystemSix launch. Yes, Cannondale has its white papers, graphs and analyzes to return all of this, but will come tomorrow, or the day after, I guarantee you we will hear the same claim from others.
So let's leave it as it is and dig into finer details. Let's also look at why Cannondale is reluctant to notice this on a run-down aero bike.
Not the classic Cannondale silhouette.
Reboot or remake?
The SystemSix name is appropriate this time. It is Cannondale's first route to a fully integrated package. We have seen "SI" (System Integrated) sprayed on Cannondale products for many years, but this is truly the brand's first top-to-tail bike where everything has been incorporated into the design and development phase. Cannondale claims that it is a six-point process process involving the frame, fork, posts, pole, post and wheel.
The highly sculptured frame certainly has an impact. As with any high-tech bike, it has been optimized and designed with both computational fluid dynamics (CFD) and wind tunnel testing. And the bike has all the design aspects you expect from a modern dragon bike. The forks are wide, they allow larger tires and cleaner airflow, plus the fork legs are asymmetric to accommodate tension from the disc brakes.
The fork flows into the hind leg and the roll down is exceptionally clean. A unique shape at the foot of the head tube forces the air flow from the back of the fork's shortened shape upwards and prevents it from interfering with the air flow at the headbone / fork wrist. It is just one of the distinctive features of the bike.
Rake is 55mm on 47cm and 51cm models and 45mm on the remaining sizes. Headtube angles range from 71.2º to 73º. In terms of handling, it all adds to a very classic feeling Cannondale, something I was pleased to see unchanged from the rest of the elite's way.
Dropped extended stays allow up to 30 mm in width.
Droplet backblocks leaving the seat tube are nothing new. In fact, we have seen this on a lot of bicycles in recent years. The frame can house tires up to 30 mm wide, but the bike is fitted with 26 mm tires (actual width, more on this later). Dropouts are full carbon and contain Mavic-designed Speed Release shafts, saving weight (over regular thru axles), giving faster and easier wheel changes. The chain supports are thinner in the middle – as in Synapse – which will provide a more comfortable driving quality. Chainstays are 405mm above all seven frame sizes, from 47cm to 62cm.
Seatube and downtube are truncated in design, with a standard cutout on the back of the lower tube, allowing the wheel to fit nicely and tightly.
None of these features are everything we have not seen in any shape or shape before, but it's all very well done and from an aesthetic point of view, Cannondale has made it possible to create a coherent, clean and innovative bike. In a word it's smooth.
While the frame weight was not anything Cannondale shouted about the presentation, the new SystemSix is acceptable weighed for a bike with this design. The smallest 47cm frame says despite the scales at 894g, 56cm at 981g and 62cm at 1.085g. All weights are given without paint, which equals about 70 g, and small pieces, equivalent to another 65 g.
As we touched the map, the new SystemSix is disc-equipped, which almost feels like a given now for aerobic bicycles. How times have changed!
KNØT strain with its plastic clip.
The underside of the KNØT strain. It is surprisingly heavy, but hides the cables well and is easily accessible.
The underside of the KNØT strain, this is plastic and easily removed for service. The same goes for spacers. It is designed to provide easy service. We've seen spacers like this on 2018 BMC TeamMachine.
The KNØT rods and stem look almost like a piece. Fortunately they are not. Not the prettiest rods, but it's actually stiff.
Stiff!
The rods have a comfortable shape and a comfortable drop and flare.
KNITTED seat bag, with perch of choice as a Prologo Dimension saddle.
Turn the rods over 50º on each side, and you will have that toe overlapping feeling.
Front brake hose passes through the front of the headset.
Full speed ahead (Aye aye captain!)
For its new integrated system, Cannondale has designated all components (rods, tails, posts and wheels) called "KNØT" as in shipping. [19659002] The proprietary bar, KNØT SystemBar, is truncated in shape, like much of the frame. Unlike some integrated bar / stem platforms, these carbon rods are actually adjustable in angle, offering 8º for the rider. I found SystemBar quite comfortable in a short time, but I would be interested to see if that comfort keeps on a longer day trip.
The little style of 30mm and shallow drop reminded me of FSA Compact posts, which can not be random, as the non-Hi-MOD SystemSix models come with Vision (FSA aero-tag) bars and rod as standard. A GPS mount is firmly attached to SystemBar and can be removed when not in use. The mounting area can also be covered with a grommet if you are running a sans computer. The bars come in 38, 40, 42 and 44 cm widths. As you might expect, all cables are internally routed. In fact, the entire bike's internal routing is extremely well done.
Matched to the bars is the KNØT trunk, entirely of aluminum. The bars are angled by the C-shaped base of the bar, a design that allows 8º of bar angle adjustment. At the bottom, a cover clicks once you have taken the cables quickly. Headphone distances have a split hinge design for easy operation and stamp height adjustment – so the latter without disconnecting the cables. Again, we have seen similar to other bikes already – for example, the last BMC TeamMachine or Giant Propel Disc.
The cockpit and the front end are undeniably rigid, but in the form of aesthetics, I found the stem a little on the bad side.
The cockpit lines extend tightly into the thigh. Here the front brake hose is internally directed, not through the headsets, but in front of a separate liner. This construction was decided for ease of operation and to limit cable tension under control. However, the small deviation is that the control is limited to 50º in both directions.
To test this I tried a tight circle circle on a narrow road, and the restriction took me off guard. It was a feeling like toe overlap. Tracking enthusiasts may also find it a niggle to overcome. However, in real-world riding, the 50º restriction should not be a problem.
Deep and wide, 64 mm deep and 32 mm wide.
All the graphics on the wheels match the frame color. A nice detail.
An overview of the wide rim that fits the 26mm tires.
Wheel hub: Starting point
A fast bike needs fast wheels and the Hollowgram KNØT64 wheels are Cannondale s offer for this purpose. Although fully developed and constructed by Cannondale internally, these wheels actually break a patent on HED. However, Cannondale has a license that allows the brand to keep the design and not upset HED or the company's lawyers.
Tires and reel systems are designed together. The result is that maximum aerodynamic performance occurs when a 26 mm tire (actual width at wider edge) is used in conjunction with the wide 32 mm edge shape. This is the part that violates HED's patent.
As for the SystemSix Hi-MOD series, these bikes come with the Vittoria Rubino Pro Speed 23c tire. The 21 mm wide internal pearl allows you to drive the tires with lower pressures. I ran at about 70psi (4.8bar) and found them still to be fast rolling. The widest point of the rim reaches 32mm. At 765 grams in front and 877 grams behind, they are quite acceptable for such a deep wheel.
Wheels are full carbon with 20 spoke count and both wheels are paired with alloy hubs. At only 23mm in diameter, the front hub is noticeably small for a wheel brake.
But it's not a bike ?!
With all this in mind, it seems strange that Cannondale does not talk about SystemSix as an aero bike. Instead, it is sold as what seems to be a fast bike for all road connections, as Nathan Barry, leading aerodynamic specialist on the project, told us.
"People have a negative connotation … there are certain people in the bicycle community who hear" aero bike "and do not want one," he said. "[Perhaps] as previous experience [was] with other products that had optimization for aerodynamics, but at the expense of many other features … and it compromises the experience of cycling. We feel we have overcome many of them so it deserves not to be bracketed like that. "
Instead, Cannondale adds the new SystemSix as a bike designed not only to help you move quickly to the apartment, but also uphill, downhill, in a bunch or alone. In short, as Cannondale literature says, SystemSix is designed to be "everyday faster".
The statistics are quite impressive. Compared to a "modern motorcycle, like an Evo", 10% less power is needed to maintain speed when running SystemSix at 30km / h. In a 200m sprint of 60km / h, everything else, SystemSix will apparently hit a motorcycle like Evo to the four-mile line. At 48 km / h, SystemSix saves you over 50 watts.
Cannondale claims that SystemSix is faster uphill, or at least up to a 6% gradient. It's worth checking out the last part of our first tour video (see top of this post) while talking with Nathan Barry about these numbers.
Power2max comes as standard on Hi-MOD framesets, but if you really want to use it, it will cost you € 490 / $ 490.
Silver paint is actually reflective. A good safety feature.
Scan that code, and Cannondale App unlocks a number of features.
The two bottle cage positions.
Additional Features, Powermeters and an App
Bottle cages are usually not a feature of a new road bike, but Cannondale has made them so. There are two mounting options on the downtube: a higher position that is easier to reach, or a lower setting that is better for general aerodynamics.
Although the bikes are in design, they have also been designed to stand out in traffic. For the extra road safety, Cannondale has chosen to use reflective graphics in many places. An example can be seen at the Ultegra building where the backside remains, the down tube and the back of the seat post all have a silver reflective surface. It's a small but nice touch.
In Di2-equipped versions, the box is hidden in the downcomer, making it easily accessible. Over this is something many will not notice: a graphic that looks like a QR code, which, if scanned with Cannondale's newest app, will unlock an enlarged reality experience. Keep your phone over the bike and the phone will display a variety of information, including an exploded internal chart, catalog information, part numbers, CFD air flow data, and a mechanical manual. It is very geeky, but also very fun. It will be interesting to see the development of this technology and how it can help the everyday user.
Cannondale has partnered with power2max for its top models. Hi-MOD Dura-Ace Di2, Hi-MOD Ultegra Di2 and Hi-MOD Dura-Ace Di2 Womens build all comes with Cannondale's own HollowGram SiSL2, BB30 chain kit combined with the power2max NG Eco powermeter. The niggly bit here is that unless you pay $ 490 / € 490 "activation fee" to power2max, the powermeter will initially be redundant.
It was explained by the SystemSix launch that the power2max activation fee could be some of the selling points for retailers. The industry has the habit of not selling bikes at full RRP, and if they do, it is usually a case of the dealer who throws in freebies. A free activation of a powermeter on a $ 7,499 or $ 10,999 model bike can very well be the bargain a store needs.
Prising
The new SystemSix range is divided into two frame variations: the highest brand new BallisTec Hi-Mod frame, which comes in either Dura-Ace Di2 Hydro (US $ 11,000 / £ 8,000) or Ultegra Di2 Hydro (US $ 7,500 / £ 6,500) build. These come with the new KNØT64 wheel set and the associated KNØT SystemBar. BallisTec Hi-MOD women's offers are a little different, with the same Dura-Ace Di2 Hydro group set, but with Vision's Metron 4D bar, matched with a Vision Trimax OS strain (US $ 7,500 / £ 6,500) . Hi-MOD is also available as a set (US $ 4.199 / £ TBC)
The lower grade but still new BallisTec carbon SystemSix series comes in two buckets and two colors: a lime green or a graphite gray. This construction consists of a Dura-Ace (Mechanical) Hydrogen Set of KNØT64 Wheels and Vision Metron 4D Flat Beams with Vision's Trimax OS Strain (US $ 7500 / £ 6000) plus Cannondale Light HollowGram Si SpideRing Chain Set. Next, the Ultegra (Mechanical) Hydro flavor (US $ 4,000 / £ 3,500), losing the KNØT64 wheels for the benefit of Fulcrum 400 DBs, holds Cannondales Si chains and the same Vision cockpit. A women's Ultegra option is also offered.
Just do not call it a bike.
Riding the bike
Unfortunately, I did not spend as much time on this bike as I had thought. Let's just say that a food allergy saw me trading time in the hall for time on the bathroom floor. But I managed to take the new SystemSix for a two-hour trip on some varied terrain around the Girona area. It was probably enough to get a rough idea of the bike's characteristics.
Cannondale claims that SystemSix is not a run-down aero bike, but I doubt this. It's a damn fast trip, so let's put it in the aero stack. With the addition of the new SystemSix, Cannondale now has a nicely rounded selection. Evo can be seen as Cannondale's all-round climbing workhorse, Synapse is the fastest comfort bike, and Slate is the do-it-all gravel / all-surface machine.
In the week leading up to the launch, I had filmed the roads around Girona and Costa Brava using a bicycle from another brand. By comparing Cannondale's "fast versatile bike" against the competitor's aero offer, SystemSix was in another league. From the first moments used to roll out of the city, SystemSix gave me the feeling that I was hacking for a few extra miles an hour than usual.
As mentioned earlier, nothing feels like groundbreaking – it's all done in one way or another. But as a package, like a system, it delivers it. It has been done correctly – as a first attempt, Cannondale has hit his nail firmly on his head.
However, it glides in places, though. I feel SystemSix is not as plush as Evo, but I'd love to ride this bike all day, as it's not uncomfortable on tough things. It seems to hit the tough roads as opposed to slipping over them. I'm sure a wheelbase for some shallow would greatly affect the bikes' ability to smooth things out.
As a package, the frame and wheels are just for aero to be classified as anything but an aero bike. The 64mm deep wheels would not be any choice to pick up any kind of long climb. So switching to something shallow would not just smooth out things, but also open up SystemSix's climbing potential too (at least on steeper things).
In the limited time I had the bike, I only climbed two short, sharp hills on the outskirts of Girona. I'd love to ride it more before you take full judgment on the bike's climb. Unfortunately, at the time I got to ride, I found out that the front was too stiff for me when I stood and climbed. Personally, I like a bike with a little "whip" or "float" to the front. But if you want a bike that does not want to waste a single ounce of effort, enter, but is a little unnatural by doing that, this bike should be considered.
The rigid front end that matches the big bottom bracket and rear end makes it feel like kicking beneath you when you bounce – just the "head down, ass up" formula that racers would be after. For sprinter, descenders and breakaway riders, this bike is the ideal choice.
Handling is what you expect from Cannondale, and I was very pleased to see that this character remains universal across the brand's elite road models. It was sharp, on point and predictable. The same goes for fit: low and long is certainly possible.
As it happens, this bike can not be for me. A few changes though – replacing the wheels and the trunk – would change it just enough for me to really evaluate it. It's important that this bike makes me happy with Cannondale's weather distribution again.
It's exciting to see where this bike is used on Tour de France. Do we want to see Rigoberto Uranus smash up the middle mountains on it? Will Sep Vanmarcke use it on the cobbles when the trip is coming to Roubaix? After all, it's not an aero bike – "it's just a quick bike for everyone."
Oh, and why did it take so long before this bike came together? Well, as Nathan Barry said, "There has been something on the company's radar, but we have not had the people or resources to really do the job they wanted to do." Now that it's done, they've actually done a nice job.
The name has been revived, but does it live up to it?
The bottle cages can be moved to two positions, one for easy entry, the other for aerodynamic gains.
The rear end is neat and tidy with the wheel tightly beneath the seat tube.
Drop extended stays provide up to 30 mm wide tires.
Silver paint is actually reflective. A nice security feature.
Rubino Pro Speed tire is standard.
There are many slim lines on the bike.
The asymmetrical fork meets the tension of disc brakes.
