And then, shockingly, something new came along — the aero bike. Well, not totally new. Cervelo had been hard at work on the aero bike formula for years with the Soloist (first launched 2002!) and the more-recently emerged S-Line. Felt was three years into the aggressive and boldly styled FRD line. But the broader cycling consciousness hadn't gotten down with the aero-sickness as they would in the years to come.
But then Specialized released details of a aero-bike developed with none-other than Mclaren's F1 Team. A bike that was "a UCI-legal machine that's more bike than aero" (whatever that means). For some reason Mclaren and Specialized briefly joined forces in the early 2010s. But like pretty much every other "car + bike" brand collab since the dawn of time, it petered out after a few years. Despite wind tunnel testing, no official aero figures were released for the Venge. But given that many companies still make unspecified claims about aero-gains even today, that's a hard thing to knock.
Ten years and countless iterations of aero bikes across pretty much every brand out there, and the original Venge feels pretty quaint. At a glance, it doesn't possess many of the elements you'd expect to see with aero in 2022. Almost zero integration, housing all over the place, pretty normal wheels, un-dropped seat stays, and the Toyota Camry of cranks—an FSA SLK.
But at the time, this was a big deal. Weighing in anywhere from 15.5 to 17 lbs depending on model, it was considered to be comparatively heavy to other things out there (Tarmacs, Madones, and Supersixes were frequently in the 14-15 lb range without much issue). It was never meant to outright replace the Tarmac, with Specialized making explicit that it was a "premium option ideal for certain races and certain racers." Looking back at that weight range now, it's hard not to chuckle at how drastically weight-expectations have changed.
Looking at this thing with 2022 eyes feels a bit like picking up a cracked iPhone 4 buried under paper in pens in a long-forgotten drawer. You wonder how this quaint, simple looking thing ever seemed futuristic or worth the oo-ing and aa-ing in the first place. It's not that the Venge is ungainly or wildly dated looking — in fact, I think it looks pretty good. But you can't help but feel embarrassed that something so simple blew our brains so much (and not that long ago). We'll feel the same in a decade about all that dazzles us now (if the world is still here, that is).
Specialized tinkered and iterated with the Venge for about eight years afterwards with off and on success (VIAS review coming someday, as soon as I can get one). And with the Venge discontinued as of 2021, it's hard not to suspect that the age of the aero bike just might be coming to a close. Sure, select models will probably live on, but the "every company has an aero model" moment is probably soon to pass. And either everyone is hanging on to them or they're all tucked away somewhere, but this gen of Venge is a bike that you just... don't see around much. So classic status? Probably not — but that's okay. It's worth remembering and looking at as the beginning of a very specific era of cycling — the rise of mainstream aero, the final period of reign for rim brakes, and (for better or for worse) the turning point move from age-old simplicity to exponential integration.
Let's take a look.
A decade on, the Venge still looks good. The arching top tube doesn't look wildly dated, and it's hard not to find charm in an aero-bike with plain-old seat stays.
Integration is minimal. Note the "duck bill" frame spacer/insert thing (which, at the time, looked pretty wild). Curiously, the headtube looks exceptionally tall for an aero bike. If there's one knock on this bike's aesthetics, that might be it.
Given what a staple it has become in aero bikes, it's surprising to see zero integration between frame and fork here. It'd be hard to criticize someone if the word "aero" never crossed their mind when looking at the Venge in 2022.
The aero post is probably the biggest aero aesthetic cue. Note the super simple collar design—no fancy seat post wedges or inserts, here.
Yep, here's your "integration." Internal housing and cabling was nothing new in 2012, but that didn't keep Specialized from claiming aero-benefits. In their words:
FULL INTERNAL CABLE ROUTING FOR BRAKE AND SHIFTER CABLES ON ALL FRAMES MAINTAINS THE CLEANEST LINES FOR OPTIMAL AERODYNAMICS.
Er, got it.
The exiting brake housing is pretty clean, though. Despite being worn hard and out away wet, the braking front and rear feels great.
Ah yes, the all important Cambered Airfoil X-Section seat stays. A heavily branded seat stay never to be mentioned again.
Dura-Ace C35 wheels have seen better days, but still roll smooth'n'true.
I forget the exact year, but this gen of Dura-Ace (and Ultegra) skewers was brilliant, and still look cool.
Looks aero to me!
Beyond a healthy appetite for eating cables in the shifter, this was a strong generation of Ultegra.
So far as I know, Specialized never made any aero claims (or gave reasoning) behind the duckbill spacer thing. But it sure looked cool. Trainer rust for character, of course.
Just like our friend Snrub, this bike comes from a time far far away.
Thanks to Michael for letting me shoot this neat ol'2012 gem! Got experience with this gen of Venge? Tell us about it below.
]]>A couple years back I rode a disc-braked Cannondale Supersix Evo Hi-Mod Ultegra Di2 (whew) for a season. I liked it. It was light enough, stiff, snappy, looked cool. And yet, I didn't stick with it, and reverted back to my dented and dated but desired old CAAD12.
What's the point of this story?
Maybe I'm part of a dying breed, but rim-brakes still hold value and appeal to me. Lighter! Simpler! Easier to travel with! But offerings are starting to dwindle from larger bike brands. And unless you're willing to go boutique, the days of the race-ready yet affordable rim-braked bike are dying.
Which is why this Supersix Evo rim-braked zim-zam is so interesting. The model has been discontinued for 2022, and it's extremely unlikely that the next all-around race bike by Cannondale will feature a rim-brake variant. And so, the bike featured here is an interesting snapshot at a industry in transition. The veritable swan song of the rim-braked race bike. Let's take a gander.
This bike brought to you by @andrepaulham! His bike is far from stock, as it should be—this is a lovely, special build that just *works.*
First thing's first—the frame. The geometry and zim-zams here are precisely the same as the disc-braked Supersix Evo. This is the non Hi-Mod version, so is a touch heavier. Reported weight is just under 17lbs for a 56cm bike. Not bad considering this is largely a 105 build.
Dropped seatstays remain! I've always liked the stripey detail here (which are reflective, neat). The direct mount integration is quite nice. Note the aluminum seatpost (which it comes with). Andre has since upgraded to a carbon one (a very worthwhile upgrade—a touch disappointing to see the aluminum variant as stock).
The nice'n'simple looking fork is retained. Good to see that they didn't skimp on the "aero flush" foil thing. Routing isn't integrated in anyway, but allows for a lighter setup (the fancy integrated Hollowgram stem is cool looking, but heavy).
The Pro stem is a nice choice. Note the lil bumper thing up front (which, now that I think about it, I am unclear on purpose for this model). Allows for integrated setup if wanted? The rubber bumper is a bit fiddly, and doesn't seat quite correctly. From all reports I've read/seen, a small spacer is required below the stem. No slammed stems here, sadly.
Mavic Ksyrium Pro wheels are a good'n'light everyday choice for training and racing. Shimano 105 shifters/brakes get the job done while keeping costs down. There's a lot to like about this build. Meanwhile, the reign of GP5000s continues.
The Ultegra crank is a good upgrade over the stock so-so crank. A Hollowgram crank would have been A+ (and a good bit lighter), but of course I'd say that. Assioma powermeter keeps the aesthetic tidy (a cool power meter that I'm considering upgrading too).
Nice to see the optional "aero water bottle" mount make an appearance here. It probably does nothing, but I'll admit to resorting to it for fast segment attempts or crits. It's a fun feature. No opinion on these bottle cages, really!
Cockpit is simple and tidy. A handlebar upgrade might be in order.
Teggy deraileur looks to be an upgrade (maybe I'm wrong). Again, a nice little detail.
Conclusions? I really like this build, and it represents what I—personally—love about having a "long term bike relationship." The upgrades are thoughtful and reliable. There's a nice degree of simplicity here, but the bike is no doubt fast as hell, too.
This is a kind of weird, cool bike that definitely flew under the radar. Got one? Let me know how it is in the comments below.
]]>
The EOY Thrill Roundup reviews standout gear—whether terrible or great—from the past year. Each review includes a "Bias-o-Meter" to gauge any potentially biases I may have toward the product which may or may not influence my objective take on that specific thing in the world. Wow, infotainment!
Helmets. If you don't wear one, you'll die. And next to bibs and shoes, helmet choice is one of the most personal choices an isolated and weird cyclist can make. Does it fit your brainpan? Does it look good? Does it ventilate? Does it apply bizarre, troubling pressure on your stage-coach-tiler brain pan? Helmets are a deeply personal choice and preference, and the wrong helmet won't last long in your arsenal.
Since about 2017, I've gone through *roughly* a helmet a year. The Kask Protone was first—a very good helmet with some fussy issues that my partner now uses. Following that was some bowling-ball-looking Oakley thing (the less said about that the better). After that the Giro Aether—a truly excellent helmet that I shouldn't have let go. In many ways, that helmet marks the new benchmark for what a good, breathable, and comfortable helmet should be. After that, the Sweet Protection Falconer arrived. Kind of different, good looking, but not refined enough to make the cut over the long term. I sold it to a friend for a six pack or so a year after purchasing.
Wanting to replace the aforementioned Falconer, I picked up a Abus Airbreaker this year. I did so for two core reasons.
1) It's a bit different. If you've read my last review of the Bliz Matrix sunglasses, you'll see a theme here. Where possible, I like to "go off the beaten path" of big bike trends, slightly.
2) The colour. My god the colour. The dragonfly-like oil slick colour is flat out gorgeous, and matches my thrillkit well.
So, I picked one up in May of 2021. After about six months of use, how is it?
Model: Abus Airbreaker in Flip Flop Purple
Price: $360 CAD (at time of purchase)
How Long I Wore It: Purchased in May 2021, worn for every ride since.
Bias-O-Meter: Very Low Possibility of Bias. Purchased with minor discount from local shop.
Overall Rating: 9/10
Straight up, this is a fantastic looking helmet—especially in this colourway. I'm a big fan of "classic" helmet aesthetics (re: many speed holds, high ventilated, etc), so this fits the bill perfectly. I absolutely adore the Flip Flop purple colourway, and had many-a-folk comment on the helmet over the course of the season.
Highlight: I love how compact this helmet looks. It totally avoids "bowling ball helmet" syndrome, and has no weird proportions on the head.
I honestly have no issues whatsoever with the aesthetics of this thing, and am tempted to recommend it solely on that basis. In my opinion, it just looks THAT good.
Score: 10/10
+ Classic yet Futuristic Look
+ Outstanding Colour Options
+ Looks Compact and Sleek
+ Distinctive
- Nothing
My head is a fairly standard Medium sized human head. Still, with all of my past helmets (with the exception of the Giro Aether), there's been *something* off. The Sweet Protection Falconer sat too low on my head, and the not-very-adjustable head cradle dug into the back of my head. The KASK Protone, while very good overall, had a bulky, weirdly situated strap that always felt a bit restrictive.
As for the Airbreaker? Pretty excellent. The padding is visually minimal, which at first might look like a drawback. But, somehow, they've managed to situate the pads thusly so that it feels close and snug on the head, but totally without pressure points.
The straps are super lightweight and unrestrictive feeling. At first glance they look just a touch cheap, but the benefit here is that they feel soft and light to wear.
The cradle, meanwhile, is excellent. Again, at first glance, it doesn't look especially memorable. Cradle with small dial—that's it. But the adjustability is excellent and, again, less is more in this situation.
It's a snug fitting but never restrictive feeling that doesn't get bogged down in fussy details, and just works. The only issue? I've found it uncomfortable to wear with caps or head gear. That's not a huge dealbreaker for me, as I'm not a big on-the-bike headwear kind of guy. But for whatever reason, the helmet just fits too tight and too high when paired with a cap.
Other notes? The buckle is slightly underwhelming. It's simple, it does it's job, and it doesn't do anything new. But it feels like just another buckle, and while that might reduce fuss and keep weight down, for this price, something slightly special might be nice (re: a magnetic buckle).
Score: 9/10
+ Perfectly Snug Fit
+ Comfortable, No Pressure Points
+ No-nonsense and Fuss-Free Design
- Doesn't Pair Well with Caps
- Some Low-Rent Feeling Materials
I hate overheating in a helmet, so will always opt for ventilation over aero. The Airbreaker ventilates brilliantly, and I never felt TOO HOT in this one. Take a look at it, and you'll see why—this thing is *deeply* ventilated, reminding me of the good'ol'days of the Catlike Whisper, when ventilation ruled the roost.
Sweat managent is good, if not excellent. Unlike the Falconer or Oakley helmet, I never had an issue with excessive sweat drips into the eyes or onto my sunglasses. And unlike the Protone, the thin padding strips don't soak up sweat, only to ooze fluids-galore when pressed against the head.
However, the Airbreaker can't quite match the smart sweat management of the Aether. That helmet, somehow, managed to funnel sweat from my brow to the sides of the head, whereas *some* sweat trickled vertically from my brow to my eyeballs with the Airbreaker.
It is still vastly superior to most helmets, but just isn't quite on-level with something like the Aether.
Related note: this helmet stashes glasses simply and nicely. No issues with finding the right zone to stick'em, and my Bliz Matrix sunglasses never moved an inch when climbing, cruising, or descending up to 75km/hr. Nice.
Score: 8/10
+ Excellent Ventilation
+ Like, Really Good Ventilation!
- Sweat Management and Funnelling Could be Better
Straight up, I love this helmet. It looks great, it's comfortable, it's chilly-cool, and it is unfussy. It's definitely not cheap—$360 for a helmet is expensive, especially for one without MIPs. But given the performance and overall execution, it's hard to find much to fault here. In fact, dare I say it—this helmet is a slight bargain compared to the Giro Aether ($420~ CAD), and competes directly with the KASK Valegro helmet (which also focuses on ventilation, and comes in about $350 CAD). Interestingly, Abus's aero helmet—the Gamechanger—comes in slightly cheaper at $300. I haven't yet reviewed that one, but would be curious to do so—so far, I'm deeply impressed with the simplicity and quality of execution by Abus.
Takeaway? Highly recommended if you can stomach the price.
I'm fussy about glasses. You'll never see me in Oakleys or 100%s for a few reasons:
1) Everyone has them. Oakley Sutros sunglasses are the veritable geode that must be acknowledge of the cycling world.
2) For what they are, they're ridiculously expensive and overpriced, which relates to point 3;
3) I'm hard on my stuff. Sunglasses for the price of blood diamonds just ain't worth it for me, because I know these will get stuffed into jersey pockets, rock tumblers, the dash of my car, and god knows what else. In short, I have no desire to treat my everyday sunglasses like it's the world's largest cubic zirconia.
Enter Bliz. A Swedish-borne optics company with firm roots in the competitive realm of XC skiing. A somewhat newcomer to North America, Bliz undercuts the likes of Oakley and 100% sunglasses by a pretty big chunk, with the bulk of their goggles-that-do-something in the $120-140 CAD range.
For this review, we're tackling the Bliz Matrix Nano with Nordic Light lens.
Model: Bliz Matric Nano | Nordic Light
Price: $139.99 CAD
Lens Details: Nordic Light lens. Ideal for flat light conditions.
How Long I Wore Them: Received in May 2021. Used daily since.
Bias-O-Meter: Medium to High Possibility of Bias. Bliz sent these glasses to me for review and long-term use. I do not have a code or any affiliate links with Bliz, ongoing.
Overall Rating: 9/10
The Bliz Matrix is a nice looking pair of goggles. I'm a big fan of the HOT pink frame and purple-cotton-candy-house like sheen to the lens. In terms of shape and style they don't stray wildly from current trends in cycling sunglasses, but that's fine by me. The pink adds a nice bit of "let's have lunch but you're paying" flare, while the just-barely-oversized nature of the glasses cover up my withered-old-catchers-mitt of a face. I got my fair share of compliments with these grizzly bears, so nothing bad for me to say here.
Score: 9/10
+ On-Trend Look
+ HOT Pink Colour Scheme
+ Neat Looking Lens
- On-Trend Look
Overall, very good. I live and ride in the land of wind and ghosts (Vancouver), so flat conditions are pretty common here (overcast, rain, etc). With plenty of rainforests and yadayada up this way, too, good contrast is a bit of a must with dappled light. I've been bit in the rump, before, riding with too dark of a lens.
The Nordic Light option fit the bill nicely. Riding in bright conditions, the lens cut just enough glare to keep things comfy and clear. If I was doing a long trip to a sunnier locale, I might fire in a lens for high-light conditions (the Matrix has interchangeable lenses).
Issues? Not much, really. No distortion to speak of, and they seem to be resisting scratches and damage well (unlike my Sweet Protection Ronin's from 2020, also sent to me by the manufacturer for review, which easily scratched and developed a nasty and strange permanent "stain" on them of some kind).
At dusk or in very low light conditions, there's some minor flaring from car headlights, the SUN, and street lights. It's never distracting or severe enough to be truly annoying or to cause issue, but is—so far—maybe the only way that that sub $200 CAD price reveals itself.
Fogging has never truly been an issue, but at rest after a big honk it'll happen. Once back up to speed it disappears pretty quick and, truth be told, I've found this with every pair of glasses ever.
Score: 8.5/10
+ Good contrast and clarity
+ Healthy pink glow!
+ Neat looking sheen
+ Versatile lens for a big range of conditions
- Some flaring in low light conditions
- Minor fogging when stopped after thick honks
The adjustable nose bridge and bendy arms is a nice touch. Unlike some other bendy arms on the market, these don't feel like they're going to snap in half. The rubber-what-have-yous on the arms and nose keep things pretty snug, and I haven't had any issues with slipping or irritation.
The top of the lens can make slightly contact with my forehead. I don't know if this is intentional or not, but it's not enough to be irritating, but I mention it just... because? I've had no issues with my eyelashes hitting the lens, or feeling like I'm "too close" to the lens.
I often have issues with "pressure points" from sunglass arms, and haven't had that with these at all. The arms distribute pressure nicely, so no headaches here (which has been a thing for me in the past with Smith and Sweet Protection sunglasses). They fit helmets nicely, too (I'm running an Abus Airbreaker), and I haven't had any issues with the frame knocking against the helmet. They feel secure when stashed in my helmet, too.
I've used these for cycling, running, driving, and drinking six beers, and I've been pretty comfy doing it across the board.
Score: 9/10
+ Good adjustability
+ No pressure points
- Top of frame can rest on forehead
This is a big one. Sunglasses that undercut the Nuclear Power Plants of cycling optics are great, but if the quality isn't there, it ain't worth it. Thankfully, these do a pretty damn good job.
The materials and construction is, overall, good. The plastic feels fine—neither cheap nor expensive feeling. The rubber bits have held up to use nicely (no chunks missing), and after a big season of use, these are holding up nicely.
A couple of exceptions. At some point, the rubber arms (which cover a big portion of the arm) came loose. The result is that they can slip off, exposing (the admittedly well-made feeling) adjustable metal arms. This has been a non-issue 95% of the time, but on a couple of runs the rubber arms did slip off when removing the classes quickly and stashing them on my head. A touch of glue or tape would fix the issue—but something to keep an eye on, Bliz!
Score: 8/10
+ Nice feel and finish
+ Don't feel cheap
+ Mostly good durability
- Rubber arms can become loose.
I didn't pay a cent for these glasses, so keep that in mind—but, I will say that these may be one of better cycling sunglasses I've ever used. They're comfortable, they look good, they're affordable, and—this is a big one—they're something a bit different. I've put these through the wringer over the last year, and I'm hard on my stuff as it is. So, naturally there's some wear and tear, but that's a given. I'll likely be ordering another set of lenses for these, which are also nicely affordable (ranging from about $45 CAD to $90 CAD).
Bliz can't quite match the aggressive price point of something like Ryders, but that's not necessarily a bad thing (Ryders had struggled with a "bargain bin basement" branding problem for awhile now). With quality this strong and Bliz options starting around the $120 mark and maxing out around $250, these are worth taking a look at.
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Oof, what a honk! This week we explore a new route, the Beach Island Loop. And by explore, I mean we tear each other's legs off. This week, Jonathan Crain of Youtube fame joins us! Featuring footage from a very fun B group!
]]>Want in? DM me on Instagram for an invite!
]]>January 12th's THC ride saw a huge roster of shredders ready get UP AND AT THEM. This week, Zwift's Tick-Tock course was the pick. 65km resulted in about 90 minutes of steady riding. Flat with a couple of punchy sections, this is fast becoming a weekly favourite.
Want in? Find me on Zwift (T hrillhouse Cycling), add me, and DM me on Instagram!
]]>But first, here are five reasons to buy the 2020 Cannondale Supersix Evo Ultegra Di2.
All photos by Dylan Davies photography. Book this guy!
Five Reasons to Buy the 2020 Cannondale Supersix Evo Ultegra Di2
Number 1: The Completeness of the Package
This is, without a doubt, the most "complete" bike I have ever ridden out of the box. As sold stock, it is 100% race-ready. Not a single component needs to be upgraded. That's a big deal—especially at this price point. Because while I wouldn't say the 2020 Cannondale Supersix Ultegra Di2 Hi-Mod is a bargain, it's surprisingly affordable in comparison to its rivals (I'm looking at you Specialized Tarmac SL7 and Cervelo R5). From the tires to the wheels, this is an absolute race weapon out of the box. That's a huge plus.
Number 2: The Wheels
This point is related to point number 1, but deserves a nod of its own. The Hollowgram KNOT 45 wheels are an understated triumph. I say understated because Cannondale doesn't brag *nearly* enough about these wheels as they should. The depth is perfect for pretty much any kind of riding. Fast flats? Done. Sprints? Done. Climbing? Done. They really do hit that "ride anything fast" sweet spot. They're deep enough to give satisfying feedback (you know what I mean—whoosh-whoosh!), but aren't so deep to blew ye off the road in gusty conditions. Attention Cannondale: make more noise about these wheels! They really are special.
Number 3: Cost Cutting Done Right
This is an expensive bike, but it's not the range topping Supersix Hi-Mod. So, where did they save cash? Yes, it has Ultegra Di2 and not Dura-Ace. But look beyond that, and you'll have to look very hard to find where they saved a few bucks. Spot it yet? Yep—the rotors, cassette, and chain. The Shimano RT70 rotors get the job done, as does the 105 cassette and chain. This is cost-cutting done right. They make no discernible difference to the quality of ride, or aesthetics. Plus, these are parts folks replace often. So, it gives you something to look forward to—a few shaved grams with some fancy new rotors. Smart.
Number 4: The Stem + Handlebar
Personally, I love the look and the feel. The stout, distinctive stem is a cross between a whale shark and the NCC-1701-D Enterprise. The tops of the bar remind me of the steering wheel of an old school Porsche. The drops curve perfectly, and nothing feels off. And, compared to other systems, it's relatively simple to setup and maintain. A few folks have grumbled about weight, but to me, the combo makes the aesthetic of the bike. Leave it stock!
Number 5: The Character
Cannondale has pulled off a special kind of magic trick here. They've created an aero-adjacent bike that retains the character of that magic Supersix of yore. It feels as nimble, alive, and fluid as it always has, but has also achieved a new benchmark of stability, solidity, and absolute pace above the 40 km/hr mark (this, I feel, is where the bike really feels distinct from what came before).
So, why am I selling it?
Because, sadly, I don't need it. Currently, my quiver consists of two other Cannondale steeds: the super classic Cannondale CAAD12 Ultegra, and the recently brilliant Cannondale CAAD13.
And if you've read my review of the Cannondale CAAD13, you'll know that this is a very different animal from the CAAD12. They both do different things brilliantly. And that's why I'm selling my Supersix.
Is the CAAD13 better than the Supersix Evo Ultegra Di2 Hi-Mod? Absolutely not! The Supersix is lighter, faster, stiff, more comfortable, better looking. And yet, the CAAD13 is more similar to the Supersix than you might imagine. The geometry is borderline identical. The way it holds and builds speed above the 40 km/hr mark is similar. And, incredibly, I think it's about as comfortable as the Supersix. It's heavier, yes, and despite being a nice build, it doesn't have that same formidable completeness that the Supersix has. But for flat courses and crits, it ticks *many* of the same boxes. It's a testament to just how good the CAAD13 is—even in its humble, 105 disc form.
But is it a good climbing bike? It's okay, but it's nowhere even close to the Supersix. But that's where my CAAD12 comes in. The CAAD12 still stands as my favourite bike of all time, and I'll never depart with it. As an all-around race and climbing bike, it still feels special. It shines. Sure, the top tube is dented but, damn—few bikes retain their sheen over the years like this bike does. Whereas the Supersix and the CAAD13 showcase just how far Cannondale have come, the CAAD12 showcases where they've been. There's a janus-faced appeal to having both in the quiver, and I kind of love it.
The Cannondale Supersix Evo Ultegra Di2 Hi-Mod is the best bike I have ever ridden for all around competence, pace, comfort, character, and sheer appeal. It really is the original "One Bike to Rule Them All" (again, I'm granting Cannondale that distinction).
But, I couldn't justify having three bikes with such overlap. The Evo climbs as good if better than the CAAD12, and is a faster aero bike than the CAAD13 (by how much, who knows). The decision was tough—sell the 12 and the 13 and keep the Evo? Or sell the Evo? Maybe I'll regret it weeks from now, but I stuck with the system that's worked for me the past year.
Verdict
The Cannondale Supersix Evo Ultega Di2 Hi-Mod is a triumph. If you're looking for one bike to do pretty much everything, it is absolutely the bike to do it (incredibly, some folks are running it with 32s, so if you're bold enough, it ticks the gravel box as well).
The problem? Well, the problem is me—I already have two bikes that already tick all the right boxes for what I'm up to. The Supersix is absolutely the right bike for anything and everything—it just came to me at the wrong time. Goodnight, sweet Prince. Who knows, maybe I'll be back in a year or two...
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Despite decades of cult-classic success, Cannondale’s new CAAD13 received a somewhat mixed early reception. Sure, what’s his nuts over at Bikeradar calls it vertically compliant and laterally stiff, while mumbly joe over at Bicycling.com declares that he loves the way Snrub thinks.
But sniff around forums and IG comment threads, and a different narrative emerges. Slightly taller headtubes! A seattube weld! Is it true the track could bend? Etc!
Look back on the CAAD12 and CAAD10 release, and the story was very different. The CAAD12 was pretty much universally lauded out of the gate, and will probably go down in history as a classic. It really did show what aluminum was capable of, and the likes of Specialized and Trek were swift to target devoted audiences of aluminum-fetishists who viewed the CAAD12 as their true god (and not no got dang carbon fibre false idols).
I include myself in that cohort of perverts, and was quickly won over by the CAAD12. Two years in and I truly believe it is one of the best bikes I have ever owned (and I’ve owned a few).
And so I was perplexed and a bit wary when the CAAD13 rolled out with dropped seatstays, a *very* understated paint scheme, and skinny skinny tubes.
So,
I didn't much like it at first. I was critical! Suspicious! It was such a clear, marked departure from my trusty CAAD12 that I felt betrayed. Judas! But I'm also a boring old bitty, so I got over it, and decided to give it a good go. Why? Because, if Cannondale's claims were true, they'd managed to more or less pull off the same trick as they did with the CAAD12 and CAAD10—a climbing and racing bike on budget. Except with the CAAD13—if aero claims and drag yadayadayadas are true—an aero bike on a budget.
So, at risk of eating crow or being stuck with a bike I didn't like—I bit the bullet. Here's how it all went down.
So, why the 105 Disc? To be honest, I usually opt for an Ultegra build—but I really wanted to test a bike in that 3k range. My last Ultegra CAAD12 came in right at 3k CAD, and this 105 Disc model hovers close to that range at about $2800 CAD.
And here's the weird thing—there is *only* an Ultegra version available in rim-brake form for about 3k CAD (unless you opt for the range-topping and kind of outrageous Force Etap version for 7k CAD).
To be honest, the builds on offer by Cannondale for the CAAD13 are a little perplexing. I would gladly pay $3500-$4500 for a solid Ultegra disc build with the oh-so-gorgeous Hollowgram Si crank. But, as of now, that model doesn't exist. So, wanting to try out this dang-fangled disc thing without breaking the bank, the 105 Disc rose to the top.
Out of the box, I was neither blown away or disappointed by the CAAD13's 105 Disc build. It 100% fit the bill for a $2800 bike. But I was a touch disappointed to not see the Hollowgram Si spiderring crank make an appearance.
But, the ride itself was solid, but not immediately mind-blowing. That said, the EXACT SAME could be said for my CAAD12 Ultegra out of the box. For the most part, amazing stock builds have never been the CAAD's jam, and this 13 was no difference.
For more on early ride impressions, read my early review from a couple months back.
The MO with any CAAD is upgrade to unlock the bike's potential. So, that's what I did. Here's the list:
To start, I slapped on a set of Hunt Aero 34 Wide wheels. The subtle, sorta-aero profile really fits the character of the CAAD13 (a sort of aero bike), while Hunt's "fastest aluminum wheelset in the world" claim nicely matches Cannondale's "the ultimate alloy bike" claim.
So, why the hell not. Turns out, the Hunt 34s are a HELL of a set of wheels—and chopped a good half pound off in the process (from about 20.3lbs to 19.5lbs).Next up was aggressively cutting down the steer tube and firing on a bizarre 120mm -17 degree stem. I ran a shorter 100mm stem for a bit. Comfy, yes, but the short stem combined with the newly lengthened headtube resulted in a too-upright position. The setup felt totally fine, but not precisely to my liking.
I'll likely slam this just a touch more (as soon as I get around to finding a better bearing cover, so please stop yelling at me).
I didn't get on with the Prologo whatever saddle.
So, to prevent this:
"Powerful like a gorilla, yet soft and yielding like a Nerf ball"
I've put about 2000km on my CAAD13 so far. That includes riding the bike at length out of the box (re: totally stock), and in upgraded form.
As mentioned, the first upgrade for any serious rider will be a set of stiff and either subtly or aggressively aerodynamic wheels. Maybe it's just me, but a set of hyperlight climbing wheels would betray the CAAD13's character and aesthetics.
So, how does the CAAD13 ride? Smoothness in the front end is immediately apparent. While the rake and shape of the fork doesn't 100% do it for me, something *is* working up there in terms of creating a surprisingly cushy ride for aluminum. The stock 700x28 tires surely help here, of course.
As for the rear end? Smooth, but not unlike the CAAD12, there's a touch of crashiness when moving over rough terrain at slow speed. Totally unlike the CAAD12, however, the CAAD13 gets smoother and less crashy as the pace heightens—a good thing.
Cannondale has thrown all sorts of claims about stiffness around, and I have no real reason to doubt anything. From what my 160lb-ish frame can tell, this is a very stiff bike that responds very well to whatever Burns-like effort I can muster. It might be in my head, but there's a touch less "snap" than you're to find with the CAAD12 when riding at low speed.
But when at speed, I *will* confidently say that the CAAD13 picks up and holds speed extremely well.
On a recent group ride with some people far cooler, smarter, faster, and better looking than myself, I the bike responded extremely quickly to extra watts when accelerating from 35km/hr into the 45km/hr range. Hunkering into the drops and on the rivet, the CAAD13 just felt absolutely, totally, brilliantly *right*. Tight and responsive and alive and like an A Wing—"Now this is pod racing!", I didn't say, but surely meant to.
Riding solo the past few weeks, I was worried the bike might disappoint in a fast group/race simulation setting (I find it's hard to really understand a bike's capabilities until you put it through its paces in a group scenario). But, not so—the bike felt twitchy and responsive in all the right spots, and I didn't feel like anything was lacking whatsoever. Bridging gaps and responding to silly Sunday afternoon attacks, the CAAD13 was seriously, definitely head and shoulders above what my CAAD12 is capable of. Seriously, seriously impressive stuff from a $2800 bike.
How the CAAD13 handles rolling terrain and climbs in a race setting remains to be seen. I've been training on some longer climbs, and so far everything feels a-okay, if not mind-blowingly exceptional. I'd like to do a comparison test between the CAAD12 and CAAD13 on some steeper terrain—keep watching the skis!
"Ride the CAAD13 and you'll agree, Zagreb Ebnom Zlotdik Diev!"
The CAAD12 might just be my favourite all time bike for a few reasons. Partially because I bought it and I have to defend its honour to the hilt.
But it's also great for perfectly cromulent reasons. Case in point, the handling. I won't go into endless platitudes about how it "goes where you point it" or "feels like it's on rails," because I don't know what those words mean.
But, got dang does the CAAD12 handle. For a lightish bike, it never felt twitchy when descending like a weirdo. For crits and fast flat stages, the turn in was immediate, the ride felt planted, and you never felt like you were getting blown around or skittering across rough surfaces. All good things!
So, what of the CAAD13?
Well, a few things. In the name of boosting tire clearance and—I suspect—appealing to the more comfort oriented, the wheelbase has been lengthened. That results in a couple of things.
The good is stability, stability, stability. At speed or descending it simply feels *solid.* No weird noodles or shimmies when descending, and while the Hunt wheels pick up just a hair of wind, it's never enough to make one scream "sock puppets" and run to the hills. I absolutely adore how this thing descends and holds speed.
Maybe I'm still learning to muscle the CAAD13 around, but that immediate, snappy turn-in that made the CAAD12 such a hoot to whip ass in crits or through "should I be doing this shit?" technical corners takes a bit more effort to tap into.
But, a few things to consider: big, stock, not racy, winter-ready 700x28 tires probably dull the ride a bit (which is fine: they've been a great, reliable, Toyota Corolla of a wheel so far). Wet weather miles invariably bring the pace and cornering confidence down as well, and I've had no real chance yet to rail the CAAD13 into tight corners in a race situation. So, I'm going to delay any rock bottom opinions at this point. But, given the slight change in geometry/rake, I wouldn't be 100% surprised if that was a side effect.
Is that a dealbreaker? Nope, not even close. All bikes are different, and I have no doubt the CAAD13 will make a stellar crit bike when the time comes. In fact, weirdly, the way the CAAD13 seems to want to pull the rider back to centre reminds me *a lot* of a friend's Pinarello Dogma something or another (I can't remember the precise model). Think about that for a second: a $2800 bike retains some of the ride characteristics of a friggen Dogma. Neat.
The pretty-much-totally-complete R7000 Shimano 105 is by and large a treat to operate and ride with. A surly friend of mine told me it's redundant to review groupsets when reviewing bikes, and he's kinda right. But given that it's my first outing with this groupset, a few things.
The shifts are *vastly* superior to Ultegra 6800, full stop. The disc brakes feel infinitely better than my SRAM Apex brakes, and I feel no real difference between these and Ultegra spec ones.
Tiny quibble: there's a funny "click" at the top of the 105 levers. It feels weirdly intentional—almost like a large button you can click at where the lever meets the hood. Why this is, I have no idea, and sometimes I pretend I'm shooting proton torpedos at cars and other objects while JRA. But over rough surfaces, you can hear them rattling—so, my question for Shimano is this: "what's that rattle?"
The equipped crank and rings are fine, no complaint, but was slightly disappointed to not see the Hollowgram Spidering on here. Interestingly, Cannondale has opted to *not* equip *any* of this year's CAAD13's with said Spidering and Hollowgram cranks. That's not a dealbreaker, but the inclusion of the Hollowgram system on prior CAAD12s really made the builds feel special, carefully considered, and race-ready. If I had one major improvement to suggest for Cannondale next year, it's that—offer a 105 or Ultegra build with the Hollowgram crank!
The only *real* issue I have is that 11-30 cassette. I usually do the 11-28 thing, and long 30-40 minute climbs or hard 8 minute climbing efforts can be a chore when you just can't quite find the right gear. Cassettes are cheap and easy to swap out, but it'd be nice if Cannondale could opt for the racer's choice cassette on future builds.
The cabling is tidy and, for internally routed options, pretty simple. I like the cable port on the downtube, and haven't heard any rattling etc. Groovy.
The supplied seat post looks cool, but is a bit fiddly to work with. Using a mini-tool to make on the go adjustments, the bolt closest to the seatpost is a bit difficult and slow to access. Not a huge deal—once your fit is dialled, you won't think about it for ages.
The fender mounts are a smart, low-key touch—I haven't installed fenders yet, but will soon. In short, winterizing should a cinch, which makes the CAAD13 a very, very tempting winter-to-spring, training-to-racing rig.
I've made mention of this before, but the seatpost wedge design is very slick. Bonus: there's plenty of clearance for a torque wrench, here, when adjusting seatpost height. Smart touches like that just tickle me pink.
On the whole, this is a simple, no-nonsense, and quite elegant bike from an engineering, maintenance, and build perspective. As a former mechanic and contrarian, that means a lot. There's not a ton I would change outside of the crank, seat post design, and—sigh—maybe chopping that headtube down just a hair.
I fear sock puppets and change. So, naturally, I feared the CAAD13. I didn't like the dropped seatstays when it came out. I scratched my head at the colour schemes and low-key Cannondale branding. And I bemoaned the loss of the CAAD12's classic, please-slam-my-stem geometry.
So, I came in critical with the CAAD13. I expected it to feel cumbersome, unresponsive, and heavy.
But, it never felt that way—quite the opposite. And as the miles racked up, the CAAD13 made more and more sense. Once I got the fit dialled, base miles melted away. And when those first bouts of intensity came along, I was insanely pleased to discover that it absolutely rips and responds just as you want it to at speed. That was always true of the CAAD12, too, and the fact that they've managed to build on that return is huge.
It's not in its truest form yet. As with any CAAD, the upgrades you put into it end up making the bike. Which I love. And so far, the more I customize it, the closer I feel to its true, still-not-totally-tapped core.
For now, I will call the CAAD13 the best winter bike I have ever owned. It's fast, comfortable, fun, has more than enough tire clearance to ride gravel (I'm guessing 32s will fit), and is easy to winterize.
How will it fare come race season? Time will tell, but I'm very optimistic. Given that in some small way the CAAD13 feels connected to and related to its bigger, aero sibling—the SystemSix—I really, truly expect big things from this bike when March hits. In short, I'm very happy to report that my contrarian addiction to aluminum remains intact.
At speed, this *does* feel like one of the fastest bikes I have ever owned. Full stop. And this bike costs $2800CAD. Yes, a few dollars will go into upgrades, but that is an insane amount of value—especially now that we're living in the age of $8,000 Ultegra builds and $20,000 Cervelo S5s. This is a very different bike than the CAAD12, yes. But Cannondale has yet again managed to deliver a bike that, when you ride it, feels like a delightfully devilish cycling secret—an affordable, well-thought-out, and fast-as-hell race bike on a budget forged from metal.
The industry's changing in big ways, and so to is Cannondale's emotional and intellectual approach to the bikes they create. Yes, some of what made the CAAD12 special has been lost in the move to the CAAD13. I hesitate, to be honest, to use the word "lost." It's just that the CAAD12 and CAAD13 are very, very different animals so.
But here's the thing: the more time I spend with the CAAD13, the brighter and brighter it shines. And the more I begin to discover its own unique, totally distinct sparkle and appeal. That simply cannot be said for many, many bikes on the market—a huge achievement in itself.
The next wave of aluminum is here. And it's pretty damn good.
Well Seymour they made it, despite your directions.
In case you’ve been living under a rock (unlikely) or just had something better to do (far more likely), I recently obtained a Cannondale CAAD13 105 Disc through nefarious means (capitalism).
As with every CAAD ever, I knew that a wheel upgrade was pretty much 100% necessary in order to wallow in my own crapulence. That is. To unlock the potential of the CAAD13—which is forged from cold, hard, strong metal found deep in the earth.
Hunt wheels have been on my radar for a bit now. Like a million tiny Itchies hacking away at Scratchy's lungs, Hunt came the hell out of nowhere with well-reviewed wheels that are obtainable without having to pay those outrageous grocery store prices for something the farmer probably spit in.
So, desperate for validation and a sense of meaning in a cold, hard, meaningless world, I picked up a pair of Hunt 34 Aero Wide wheels.
Why? Price, weight, aero, depth, character.
Price: $739 CAD (I LIKE IT)
Weight: 1548 grams (I LIKE IT)
Depth: 34mm (I LIKE IT)
Character: I've a hunch that the CAAD13 is the new go-to budget aero bike, and I kinda felt like the Hunt 34 Aero Wide wheels fit that mandate. They're aero looking but not obnoxiously so, they're apparently pretty damn fast, and they too are forged from metal mined in underground sugar caves.
In short:
I've bagged about 300km so far on these grizzly bears, and a more thorough review is incoming at alarming speed. But, for now, hold still while I unbox you!
The wheels came in a box and this is the box. I'm a fan of Hunt's branding—it's a refreshing, airy change from big bold scary spaceship Zipps and Boras and Enves and god knows what else.
Here's what's included (along with the wheels)—a few spokes, a spoke wrench, rotor adaptors, a spoke puck, sticker, and tubeless valves.
The Hunt branding on the spoke puck is a nice touch.
The included spoke wrench is quite nice, with a leathery-ish cover and quality feeling materials. Good UX and attention to detail here.
Hunt's really nailed the human touch thing, and details like this inspection card highlight that value prop.
The asymmetrical 12mm hubs look great. Note that little plate on the left. That threads out, and—if you're using 6 bolt rotors—acts as a top cap of sorts for the adaptors displayed a few photos above. I don't know enough about hub physics to say much about these hubs, but the bearings feel great if a tad on the stiff side. Not worried—they'll break in.
Nothing much to report here. Hubs feel good, and the freehub is OUTRAGEOUSLY LOUD. Which I like.
Behold, your new god!
Rear wheel detail.
Front wheel.
Again, I dig the minimalist branding. It's distinctive without being overwhelming. Big points for no-nonsense external nipples.
Aerodynamicist is a neat word. I like this little aero icon, too. Again—in the era of massively bold, space age branding, this is modern feeling stuff.
Pardon the terrible photo, but note how the valve stem hole and the Hunt logo both on the hub and rim line up perfectly. Lovely attention to detail that gives these hoops a handmade feel.
Tubeless ready is good, but not even really worth mentioning in this day and age—everything is, really.
Combing through the Hunt 34 Aero Wide details, I was impressed. I love the depth, I love the branding, and I was impressed by the attention to detail. Plus, that freehub is obnoxiously loud, which is a hoot.
Compared to the Mavic Allroads that I bought/unboxed a few months ago, these have a very different feel as a thing-in-the-world. The documentation is minimal but super clear. The bits and pieces feel high-quality, and it feels like something created by real humans, and not oppressive robots or space-ants who can't be reasoned with.
Plus, these totally sanely priced Rory Calhoun's cut a significant chunk of weight off of my CAAD13.
Ride impressions to come.
]]>Are you tired of bleeding fingers from endless Google searches, or the inevitable boredom of sitting through eight minute long sponsored bike review videos just to see how much the CAAD13 weighs? Then call Klondike 5-3226 (or, just read the damn article).
As mentioned in the cromulent article below that everyone should read and then read again, a wheelset was the first major upgrade to my CAAD13. And with ridiculously fast shipping times, my Hunt 34 Aero Wide Wheels arrived yesterday.
The wheels, so far, are an absolute gem (full review/walk through coming soon). But how much did they shave from my CAAD13's stock weight?
A big drop, I'm pleased! Now let's get this sucker under 19...
You came for the freak! Now stay for the shrimp!
Maybe it's the sea water in my veins or nitrogen bubbles in my brain, but I've taken a shine to my Cannondale CAAD13 105 Disc.
Sure, the CAAD13 geometry is pretty different from the ol' CAAD12. The wheelbase is longer, the headtube is taller, and it just feels like a larger bike. But, since slamming the stem like a dink and putting a few miles on this grizzly bear, it's starting to feel tight in all the right ways. Even with stock wheel I swear it holds speed better than the CAAD12, and it feels rock solid when cornering and descending.
In short—the changed character of the CAAD13 frameset is no a bad thing. On top of that, Cannondale claims frame weight has not crept up. Neat.
But still, as a wanna-be climber, it pains me to say this isn't the budget climbing bike that the CAAD12 is/was. It's no surprise—bike brands across the board are moving away from the climbing bike thing. Still, pour out a few for poor old Lenny/the CAAD ethos of old.
So, out of the box, here's what my CAAD13 105 Disc weighs. This is totally stock with clunker pedals, so take this for what it is. And, importantly, remember the 6th commandment of owning a CAAD: Thou Shalt Upgrade the Wheels and a Bunch of Other Stuff.
If your Hans Moleman-on-a-date-with-Selma-struggling-to-read-the-wine-list can't see past that glare, I'll spell this out in large words for you:
This is with clunker SPD-SL pedals that weigh about 330 grams, two cromulent stickers, and a single bottle cage. So, a shift to even a 105 SPD-SL pedal will easily cut off 50 grams (or, down to about 20.1lbs). Subtract the pedals and cage, and this thing probably hovers around the 19.6lb mark out of the box.
Is that super light? Not really—but it's not terrible either. My CAAD12 is down to about 16.8lbs, but that's with a weird old Cervelo S5 bar that I carefully picked from a cow's skull, 1500g-ish HED Ardennes LT Plus wheels, and something else I'm sure I'm forgetting. But out of the box, that rim-brake sucker probably weighed close to 18lbs.
So, while the CAAD13 can't touch my weird, grizzeld CAAD12's weight/value ratio—20ishlbs isn't too bad. A wheel upgrade, bar upgrade, and god knows what else should get us into the range of sub 18lbs.
And while that might seem like a lot, consider that most of them there Giant Propels and Trek Mad-Ones weigh around the same. The CAAD13 isn't a full-blown aero bike, sure—but it's also only $2800CAD.
To compare, here are some weights from a couple of other whips I've cavorted with over the past few months
You can't see the frame, but this is for the new Cannondale SuperSix Evo Ultegra. It features the same crank as my CAAD13 105 Disc, and the geometry is pretty much identical. Carbon wheels, tho (but unsure of the weight or quality of said hoops):
In case you're blind as a bat: the Cannondale SuperSix Evo Ultegra weight is 18.78lbs with SPD-SL 105ish pedals. That's the non Hi-Mod version, mind you. The bike costs about $4700CAD.
And, here's the weight of a non Hi-Mod Cannondale SystemSix Dura-Ace (about $8000CAD).
Almost exactly the same for the SystemSix: 18.76lbs. And no, he does not come with the bicycle.
So, metal bikes that cost thousands less than carbon bikes are a bit heavier. Yes. This is true. But the difference isn't that huge.
A wheel upgrade is imminent—details to come.
Oh, and if you have an Allez Sprint in disc or rim-brake form, or a Emonda ALR—comment the hell below on how much that sucker weighs so I can use this information to push more important things from my skull into the indifferent void that surrounds us all.
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If the CAAD13 is anything like the CAAD12, it's one of the ultimate "blank slate" bikes for racing and training. In the age of $8,000 Ultegra builds, the sub $3000 price-point is beyond a bargain. The outgoing $3000 Cannondale CAAD12 Ultegra build is one of the truly great bargain buys in cycling. With Shimano's excellent hydro R7000 105 on display, can the CAAD13 follow its older sibling's class-act?
Plunk the CAAD13 beside a CAAD12 or CAAD10, and expect to see fundamentally different bikes. The fat downtubes, big bold Cannondale branding, and hyper-svelte-burns-out-of-the-shower fork of yore are no more. Instead, the seatstays have been aggressively dropped, the top tube's visited image enhancement camp, and the branding reduced so much you'd swear that pesky towel rack was at work once again.
The biggest difference is a no-brainer. Cannondale's moved away from the CAAD12's traditional lines in favour of dropped, dropped seatstays. Given the endless hellscape of Tarmacs, Propels, Teammachines and god knows what else, the move wasn't a surprising one. Wind tunnel tests and compliance-o-meters everywhere plug dropped seatstays as the modern equivalent of anodized bolts and Gripshifters. That is, game-changing. I can't claim to know the science behind it, or to have read the white papers to know if it actually works—but damn if I can't forge a diatribe about 'em!
That said, the look's growing on me with the CAAD13. The welds are classic exposed and charmingly unrefined CAAD, and I like the neat addition of fender mounts underneath.
One thing's for sure—this thing's welds make damn clear this is a bike forged from metal harvested from deep in the earth in underground aluminum caves. Say what you will about this here mega-weld, but in the age of swooping synthetic carbon lines and Dogma's with wavy-gravy forks that reek of super market cologne from 1000km away, I kinda like the worker and parasite levels of utilitarian simplicity on display here.
The truncated lines and D-Shaped seatpost designs are pulled pretty much directly from the new Supersix Evo. The seatpost is nicely finished, but feels a bit weighty. But, I absolutely love this very elegant seatpost collar/wedge bolt. It makes it dead easy to adjust with an allen key or torque wrench.
Clearance-o-rama, even with the stock Vittoria Rubino Pro 28mm tires onboard. 30mm is claimed, but I'm gonna do my absolute damndest to squeak 32s in here.
The top tube is quite lovely, and a marked departure from the ultra-wide, bash-your-knees top tube of CAADs old (which were also lovely).
Truncated airfoil frink tubes (that's what they're called, right?) combined with those dropped seatstays apparently reduce drag by 30%—that's good! But Cannondale's not saying what that saves over a 20km or 40km time trial—that's bad. But frame weight hasn't been increased—that's good! The frame contains potassium benzoate...that's bad.
Can you go now? No, you can't. Overall, I like the frame tube shapes, but still gotta sigh a wistful sigh for the mega rounded, chunky, flattened, mega-classic metal shapes of CAADs of old.
Also note where that Supercaz Oil Slick bottle cage sits—the lower bottle cage position apparently further reduces drag, but only allows for one cage in "aero mode." I like the thinking—makes good sense for crit racing and ill-advised KOM attempts.
Also, I didn't love the Mantis paint scheme online, but it looks great in-person. Plus, that brown Farsik saddle roll looks pretty groovy here, yeah?
Compliance, stiffness, and aero are the supposed benefits of this strange, frightening new design. Coming from my CAAD12 to the 13, it's difficult to tell right away where the differences lie. I need more time on the CAAD13, but so far, so good.
Slamming and slapping a 120mm stem on my fresh CAAD13 has dramatically improved the ride. It's beginning to feel like "mine," and I can sense hints of the CAAD12's character in it's cold, hard, metal DNA—that's good.
Ride quality is great, but unsure if I can equate that to the fancy new frame of the cushy (albeit somewhat slow-rolling) Vittoria Rubino Pro Tires.
In terms of geometry, the CAAD13 is a slightly different animal. On my 54cm, the headtube length has been boosted from 13.9cm to 15.4cm. That's a big chunk, and you can see it just a bit in the CAAD13's profile. It's not the end of the world, but whoever runs @slam_that_stem on Instagram is surely pouring a few out.
The wheelbase, too, has been lengthened—from 98cm to 100.8cm. That's identical to the current, unchanged Synapse—an endurance bike that I actually quite like. Note that the new SuperSix features the precise same wheelbase but, interestingly, the SystemSix features a shorter wheelbase.
That longer wheelbase combined with the many fender mounts raises a few eyebrows (but not necessarily bad ones). What's Cannondale going for, here? Are they moving away from the old school CAAD ethos of affordable race bike with a simple wheel upgrade? Are they nudging it towards a less aggro market of club riders and commuters? Or is versatility the name of the game, here—a winter training bike that can shift to crit-Gamblor with a quick change of wheels? I have zero issue with practicality and versatility in a race bike, full disclosure. Some hard training and racing will reveal all...
I can't tell for sure, but the CAAD13 feels just a touch less knife-edge-quick with its turn-in. That said, I found the same with the SystemSix (which I adored), so fingers' crossed that they've managed to capture some of that stellar bike's DNA in this crisp aluminum machine.
The wheels are nothing to write home about but get the job done—par for the course for a build like this, so no complaints. The crank is fine, but I do wish Cannondale had opted for the next-up-the-ladder Hollowgram crank over the more modest Si variant. Still, this is a nice crank that apparently tips the scales below Ultegra (although, it makes power meter upgrades to 4iiii or—god forbid—Stages a bit tricky).
On the whole, so far so good. A wheel and bar upgrade are certainly in-order, but that's normal for any CAAD below the $5,000 mark, really.
I said it once and I'll say it again—CAADs have always been (for me) the ultimate blank slate bike. The CAAD13 definitely has a couple of pounds on the CAAD12, and in some ways that feels like it restricts its potential. It's always been easy to get a CAAD to sub 16lbs with the right wheels and whatever else, but that would be a challenge, here. But, so goes with the disc-trend more generally. Suddenly, bikes weigh a pound more than they used to—for better or worse. That said, an aero-bike on a budget is a verrrryyyyy interesting prospect indeed...
Time will tell, and hours in the saddle will tell how I feel about this curious, quietly-exciting new offering from Cannondale.
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Keep thrillin!
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