Giant Bicycles founder King Liu passed away peacefully on Monday at the age of 93. To Giant Group, Mr. Liu was not only our Founder, but a leader who consistently guided the organization forward while remaining attentive to the people around him, Giant said in a statement released yesterday. Through a strong commitment to quality and a clear long-term vision, he led the company onto the global stage and helped the world recognize the strength and capability of Taiwans bicycle industry, the statement continued. Liu founded Giant Group in 1972 in his hometown of Taichung, Taiwan, making bikes for overseas brands such as Schwinn. Liu graduated from a technical high school before working in several professions, across transportation, chemicals, food imports and hardware. After the loss of his previous venture, an eel farm, Liu decided to build a bicycle factory in 1972 when he was 38. Giant initially made bicycles for overseas brands, before beginning production of its own bicycles in 1981. It is now the largest bicycle manufacturer in the world, producing an estimated 6.6 million bikes annually. In 2013, Liu told the New York Times that he had a mission to make Taiwan the capital of cycling. Liu took to cycling seriously in his 70s. He reignited his passion for cycling in 2007 by riding 575 miles through Taiwan in 17 days. Two years later, he rode more than 1,000 miles from Taiwan to China to promote the positive benefits of the bicycle. Throughout his life, Mr. Liu devoted himself to bicycles, believing they represented not merely a business, but a meaningful way of life. He was widely respected as a lifelong advocate for cycling culture and remained a deeply influential figure to colleagues, partners, and riders across generations, Giant said.

Sacha Modolo has publicly defended Jan Christen following the Swiss riders disqualification from Clasica Jaen, pushing back against the jury decision that reshaped the podium and left Maxim Van Gils seriously injured. Christen was disqualified after deviating across the road in the sprint for third...

A new SuperSix for 2026? Just three years after launching the current model, Cannondale are unveiling the fifth-generation SuperSix EVO. True to the EVO suffix, the focus is on evolving a proven concept rather than introducing a radical new machine. We had the opportunity to put plenty of miles into the bike around Girona ahead of its official launch, and heres what you need to know.Cannondale SuperSix Evo | 7.30 kg in Size 52 | 8,499 | Manufacturers WebsiteThere was a time when the Cannondale SuperSix EVO was hailed as the race bike of the new generation. Light, beautifully balanced and surprisingly comfortable, it earned its success the right way. Three years on, the road bike world has moved forward. Cockpits are getting narrower, rims deeper and overall concepts more aggressive. While many brands now position their flagship models squarely as dedicated aero platforms, the SuperSix remains true to its all-round DNA. So the key question is this: is that still enough? One thing we can already tell you, a dedicated group test featuring the hottest aero bikes on the market is coming your way very soon.After overhauling their road and gravel line-up with the SuperX, Topstone and Synapse back in 2025, only two true icons were left in the American manufacturers portfolio: the SuperSix EVO and the CAAD. So does that mean a new aluminium race bike is waiting in the wings later this year?With the fifth-generation SuperSix EVO, Cannondale are not tearing up the rulebook. Instead, they have opted for a carefully executed evolution with targeted refinements. The aim is to sharpen the bikes edge and boost efficiency while preserving the balance that won it so many fans. After all, why reinvent the wheel if the foundations are still rock solid?But in a market increasingly dominated by highly specialised machines, can a light, well-balanced aero all-rounder still fight for the top step of the podium? Or will the specialists steal the limelight? We rode the new SuperSix EVO extensively ahead of its official launch to find out whether this concept still has what it takes to aim firmly for the podium in 2026.Everything as before? The Cannondale SuperSix EVO 2026 in DetailAt first glance, the new SuperSix EVO feels almost like a dj vu. There are no dramatic tube profiles and no aero-at-all-costs aesthetic. And thats exactly the point. With the claim Faster Everywhere, Cannondale are not trying to turn the SuperSix into a single-minded aero weapon. Instead, they have refined the proven all-round formula, making it lighter and even more aerodynamically efficient without losing its core identity.The frame shapes underline that philosophy. The silhouette is clearly optimised, but not ruthlessly sculpted for maximum aerodynamics. You wont find ultra-deep tube profiles or crazy fork shapes. Instead, the overall look is cohesive and well balanced. New features include a slimmer top tube, a slightly extended head tube with a reduced frontal area and a fork that sits a touch lower in the airflow. According to Cannondale, the bike has been reworked as a complete system, with every tube profile refined to cut weight and further reduce drag.The seat tube now features a more pronounced curve, visually reminiscent of the current Synapse. At the same time, the bottom bracket area has grown in volume and looks even more substantial than before, all in the name of greater stiffness and more direct power transfer.Visually, Cannondale are not aiming for understatement, at least with the Hi-MOD version we tested. Exposed carbon sections, carefully executed details such as the glossy seat post, seamless transitions from fork to head tube and subtle gold accents give the bike a confident, almost luxurious presence. The paintwork feels premium, the joins are immaculate and the edges sharply defined. Every detail fits neatly into the bigger picture. From the first close inspection, its clear this is a meticulously engineered high-end machine that not only wants to be fast but look fast too. If you are drawn to this aesthetic, you will certainly make a statement on your next group ride.Aerodynamically refined The Spec of the Cannondale SuperSix EVO 2026Cannondale SuperSix Evo 2026 8,499SpecificationsSeatpost Cannondale C1 Aero 40 Carbon V2 D-ShapedBrakes SRAM FORCE AXS 160/160 mmDrivetrain SRAM Force AXS 2 x 12Chainring 50/37 TStem Cannondale SystemBar Road 90 mmHandlebar Cannondale SystemBar Road 340 mmWheelset Reserve 57|64 12 x 100 / 12 x 142Tires Vittoria Corsa Pro 700 x 29cCranks SRAM FORCE AXS Power Meter 170 mmCassette SRAM FORCE XG-1270 10-33TTechnical DataSize 44 48 50 52 54 56 58 61Weight 7,30 kgSpecific FeaturesAero-BottlesVery narrow CockpitFor this test, we rode the SuperSix EVO Hi-MOD 1 spec-variant with a SRAM Force AXS groupset. Thanks to improved hood ergonomics, the latest Force AXS feels noticeably closer to the RED AXS in both comfort and performance. Shifting is crisp and precise, braking performance is excellent and the groupset blends seamlessly into the bikes clean, purposeful design.A spider-based power meter comes as standard, offering dual-sided measurement and underlining the bikes clear race credentials.At the rear, Cannondale fit a zero-offset seat post. It positions you centrally over the bottom bracket for maximum drive, but by design it offers very little vertical compliance. If youre hoping for added comfort, you wont find it here. That said, it perfectly matches the bikes taut, performance-focused character.A large share of the aero performance comes from the wheels. You get Reserve carbon rims with a 57 mm depth up front and 64 mm at the rear, laced to DT Swiss 240 hubs and wrapped in 29 mm Vittoria Corsa Pro tires. This setup is clearly geared towards high-speed efficiency, although it does come with a touch more rotational weight.A real highlight is the new cockpit. Its extremely narrow, beautifully integrated and noticeably longer in reach than before, giving the bike a much sportier feel than its predecessor. In size 52, the handlebars measure just 34 cm at the tops, while the 400 mm width in the drops sits right on the UCI limit.Combined with the SRAM hoods, the effective reach increases significantly. In fact, it was enough for me to deliberately opt for a smaller frame size during testing. The result is a modern, aggressive race position with a clear aero focus.From a technical standpoint, Cannondale have kept much of what worked and refined it further. The Delta steerer continues to deliver clean, fully integrated cable routing, and the signature aero bottles remain part of the overall concept.New, however, are the bottle cages, which are now 26 per cent lighter. Although theyre compatible with standard water bottles, their full aerodynamic and visual benefit is only realised when paired with Cannondales dedicated aero bottles, which blend seamlessly into the bikes overall design.Model range of the Cannondale SuperSix EVO 2026Prices for the the new SuperSix EVO start at 2,799 with a mechanical Shimano 105 groupset. At the top of the range sits the LAB71, which tips the scales at 6.95 kg and retails at 11,999, and is available with either DURA-ACE Di2 or SRAM RED AXS.The new lightweight variants are particularly interesting. Both the LAB71 and the EVO 1 are now also offered in SL guise, featuring lighter wheelsets from DT Swiss or Reserve and the ultra-light SystemBar Road SL cockpit, bringing the overall system weight down significantly. The result is an impressive 6.35 kg for the LAB71 SL at 12,799 and 6.80 kg for the EVO 1 SL at 7,999.Aero-optimised full carbon cockpit: The SystemBar Road weighs 375 g and serves as the aerodynamic standard option across the EVO line-up.Built with weight savings in mind: The SL version sheds over 100 g and is clearly aimed at riders who want to give the SuperSix an even stronger climbing focus.Its a smart approach. Rather than developing a separate climbing bike, Cannondale differentiate through the build kit. The frame remains the same, but the spec shifts the focus noticeably. While the standard models lean more towards aerodynamic efficiency across a wide range of race scenarios, the SL versions consistently prioritise weight savings, giving the EVO a more climbing-oriented edge.How relevant this will be for the pros in real-world racing remains to be seen. EFs riders, after all, have their own wheel sponsors and will follow an individual strategy in the mountains.Although we didnt test the SL model, we were still able to sample some of that lighter, more climbing-focused character by swapping to the new DT Swiss ARC 38 CS carbon wheels. More on that shortly. With that simple change, the platform quickly reveals two distinct personalities: aero all-rounder or lightweight race bike. It will be interesting to see whether this modular approach becomes more common in the future.SuperSix EVO LAB71 | 6.95 kg | 11,999SuperSix EVO LAB71 SL | 6.35 kg | 12,799SuperSix EVO 1 | 7.30 kg | 8,499SuperSix EVO 1 SL | 6.80 kg | 7,999SuperSix EVO 2 | 7.60 kg | 6,299SuperSix EVO 3 | 7.60 kg | 6,499SuperSix EVO 4 | 7.90 kg | 4,999SuperSix EVO 5 | 7.90 kg | 4,499SuperSix EVO 6 | 2,799Painstakingly Optimised The Geometry of the Cannondale SuperSix EVO 2026With a total of eight sizes on offer, Cannondale aim to cover a broad range of riders, and size 52 is new to the line-up. We opted for this new intermediate size, although the 536 mm top tube makes it feel slightly longer than you might expect at first glance. Short 410 mm chainstays meet a wheelbase of just under 1,000 mm and a relaxed 71.2 head angle. On paper, that points to one thing above all: impressive stability at high speed, combined with sharp, direct acceleration.A 74 seat angle combined with a zero-offset seat post places you centrally over the bottom bracket, primed to deliver serious pressure through the pedals. With 532 mm of stack and 383 mm of reach, the bike delivers a sporty stack-to-reach ratio of 1.39. The 130 mm head tube keeps the front end low for aerodynamic gains.Factor in the 80 mm cockpit reach and the additional reach of the SRAM hoods, and you end up with a cohesive, thoroughly modern race position, one that worked well for me at 1.75 m tall. On paper, the new SuperSix EVO presents itself as unapologetically sporty, with a clear emphasis on high-speed stability. But does that hold true out on the road?Size44.048.050.052.054.056.058.061.0Top Tube510 mm522 mm529 mm536 mm544 mm560 mm577 mm600 mmSeat Tube400 mm429 mm448 mm467 mm490 mm510 mm532 mm570 mmHead Tube89 mm101 mm114 mm130 mm143 mm154 mm178 mm209 mmHead Angle70.971.271.271.271.273.073.073.0Seat Angle74.574.074.074.074.073.573.072.5Chainstay410 mm410 mm410 mm410 mm410 mm410 mm410 mm410 mmBB Drop74 mm74 mm74 mm72 mm72 mm72 mm69 mm69 mmWheelbase980 mm985 mm993 mm1002 mm1010 mm995 mm1007 mm1024 mmStack495 mm508 mm520 mm532 mm545 mm565 mm585 mm615 mmReach373 mm376 mm379 mm383 mm387 mm393 mm398 mm406 mmA Bike With Two Faces The Cannondale SuperSix EVO 2026 on ReviewWe rode the new SuperSix EVO exactly where EFs pros and their peers spin their legs ahead of the coming season: on the iconic climbs around Girona, including Els ngels and the relentless ascent up to Mare de Du del Mont.From the very first hard pedal strokes, one thing becomes clear: this bike wants to be ridden. And it wants to be ridden fast. It feels coiled, almost impatient. There is no sluggish ramp-up in acceleration, no hesitation. Every input goes straight to the bottom bracket and is converted into forward drive without delay.On climbs in particular, the EVO fully delivers on the directness that defines its character. It feels sharp and agile, yet never remotely nervous in its handling. You press on the pedals and it surges ahead. Thats exactly how a modern race bike should feel.And what happens when the road levels out? The bike shifts character, but it does not lose its identity. On the flat, the deep-section wheels help it hold speed effortlessly. It rolls with impressive efficiency and rewards you for pushing the pace with a real sense of momentum.The only slight drawback is the Reserve wheelset, with extra grams that slightly dull that final flicker of explosive acceleration.Point it downhill and the Cannondale fully reveals its all-round DNA. It carves cleanly through corners, tips willingly into lean and always feels predictable. You get plenty of feedback from the front end, enough to ride proactively and push your limits, but never so much nervousness that you are forced into constant corrections.Its exactly this blend of composure and agility that makes the bike genuinely fast and, just as importantly, seriously good fun.When it comes to comfort, the difference compared to its predecessor is subtle but noticeable. While the previous SuperSix was considered impressively compliant for a race bike, the new generation feels distinctly firmer. Whether that comes down to the lighter LAB71 build, a revised carbon lay-up or simply the frame size is hard to say without a direct back-to-back comparison. What is clear is this: the new EVO is not a comfort cruiser, but nor is it harsh. It remains firmly tuned for race performance and delivers honest feedback from the road. In our setup, much of the smoothing effect came from the Vittoria Corsa Pro tires, with a cotton casing that does a tangible job of filtering vibrations.Our standout feature is the new cockpit. At just 34 cm wide at the tops, extremely narrow and visually clean, with nearly 400 mm in the drops right on the UCI limit, it feels surprisingly natural out on the road and actively supports an efficient aero position. The only downside is the long reach to the hoods. If you are between sizes or prefer a more compact fit, sizing down is well worth considering. We were less convinced by the Fizik saddle. It is relatively long and may not suit everyone straight away.We also took the opportunity to head out early one morning for another test ride up the punchy climb to Mare de Du del Mont, this time swapping the wheels for lighter DT Swiss ARC 38 CS carbon rims. They may be significantly shallower, but they bring a noticeable boost in liveliness. Acceleration feels sharper, the handling a touch more agile and the overall ride more direct. On rolling terrain and through tight hairpins on the way to the summit, this setup feels particularly responsive.All in all, the Cannondale SuperSix EVO 2026 still rides exactly as you would expect a SuperSix to ride: direct, well balanced and fast, without ever feeling like a twitchy mountain goat or a single-minded aero brute. If you are after a rapid all-rounder with excellent ergonomics, you will feel right at home here. Tuning tip: If you are after sharper acceleration and a more agile feel, it is well worth considering a lighter wheelset.Who Should Take a Closer Look at the Cannondale SuperSix EVO 2026?Even in its fifth generation, the SuperSix EVO remains true to its original mission: a no-compromise race all-rounder. The punchy acceleration on climbs, balanced yet lively handling and impressive efficiency on fast sections make it a bike that feels at home in almost any race scenario, from rolling classics to hard, fast training rides.For most riders, especially those outside the rarified WorldTour level, that balance is exactly what matters. Unless you are exclusively sprinting on flat, high-speed circuits or targeting pure summit finishes, you will benefit far more from a bike that performs consistently everywhere rather than excelling in one discipline while demanding compromises in others.The new, significantly narrower cockpit options are particularly beneficial for smaller riders, offering a more ergonomic front end and a naturally more aerodynamic position. At the same time, the EVO 5 delivers ample stiffness to hold its own in a sprint. It is not a one-trick specialist, but a versatile race bike for anyone who simply wants to be fast wherever the road leads.Helmet Sweet Protection Falconer Aero 2Vi Mips Block Party LTD Glasses Sweet Protection Shinobi RIG Reflect Sportsglasses 25 Years Edition Jersey MAAP Evade Thermal LRS Jersey 2.0 | Shorts Pas Normal Studios Mechanism Bib Shoes Specialized S-Works Ares 2 | Vest MAAP Prime VestConclusions About the Cannondale SuperSix EVO 2026With the fifth-generation SuperSix EVO, Cannondale have chosen not to reinvent the wheel but to refine an already outstanding platform with careful, considered updates. In 2026, the EVO still feels at home in almost any race scenario. It accelerates eagerly on climbs, remains impressively efficient on the flat and delivers exactly the blend of stability and agility you want on fast descents. At the end of the day, the SuperSix EVO is not a specialist built for one specific discipline. It is a race bike for riders who want to be fast everywhere.Topsergonomic cockpit with a pleasantly narrow handlebarhigh stability at speedbalanced handlingFlopsnoneFind out more on cannondale.com.Der Beitrag New Cannondale SuperSix EVO 2026 on Review Fine-Tuned for the Podium? erschien zuerst auf GRAN FONDO Cycling Magazine.

Time trials are brutally simple. No drafting, no tactics, no hiding in the bunch. Just rider, machine, and the clock. Cannondales answer to that equation for 2026 is the all-new SuperSlice a full rethink of its time-trial platform.(Not sure what that dude breaking a board is doing in the backgroundbut this is a great photo/Cannondale)Developed alongside the TT specialists at EF Pro Cycling, the new SuperSlice is a pure expression of Cannondales aero expertise, blending wind-tunnel science, rider feedback, and obsessive integration into a machine aimed squarely at WorldTour time-trial and triathlon podiums alike.In Cannondales words, its the showcase of speed. On the road, its designed to disappear beneath you while the watts turn directly into forward motion.Faster Than Fast Proven Against the Previous ModelThe outgoing SuperSlice was already one of the quickest bikes on the start ramp, so improving it wasnt about reinvention. It was about refinement.Cannondale engineers evaluated every tube shape, junction, and component using hundreds of hours of CFD simulations and wind-tunnel validation. The result is a system that produces 14% less drag than the previous SuperSlice, translating into a 10-watt savings at 50 km/h.The new frame weighs just 60 grams more than the outgoing bike, a tiny trade-off considering the aerodynamic gains on offer. Geometry and handling remain familiar, but stiffness at the head tube and bottom bracket increases, improving power transfer and steering precision under load.The end result? A bike that feels sharper while cutting through the air even more efficiently.Aero EverywhereSuperSlices silhouette makes it obvious this bike was sculpted with airflow in mind. Deep-section profiles, smooth transitions, and aggressive shaping work to control airflow across the entire chassis.The front end is especially critical. Clean air hits the fork and head tube first, so Cannondale slimmed and refined these areas while integrating cable routing via its Delta steerer system. That wedge-shaped steerer allows cables to disappear into the frame while keeping the head tube narrow for improved airflow.Pair that with the fully integrated SystemBar TT cockpit and the SuperSlice presents minimal disturbance to oncoming air, exactly what you want when speeds creep north of 50 km/h.New Cockpit, Better Fit, More SpeedA TT bike is only as fast as the position it allows riders to hold, and Cannondale expands adjustability significantly here.The SystemBar TT is a full-carbon, fully integrated cockpit featuring a mono-riser design and Vision extensions, compatible with Visions TFE EVO extensions used by EF pros.Adjustment range now improves substantially:Pad stack range: 100 mm (5105 mm in 5 mm increments)Pad reach range: 120 mm (7.5 mm increments)Extension angle: Stepless adjustment from 0 to 30 degreesThat wider adjustment window allows more riders to achieve optimal aero positions without resorting to aftermarket hacks or compromise setups.Handling Matters TooTime trials arent always straight lines. Technical courses, city circuits, and rolling terrain demand confident handling.The new SuperSlice features revised steering geometry and clearance for up to 32 mm tires, allowing riders to run wider rubber for improved grip, lower rolling resistance, and increased confidence through corners and rough surfaces.Cannondale says the changes help riders stay in the extensions longer, which is exactly where speed lives in a TT.Weight Still CountsWhile aerodynamics rule in races against the clock, weight still matters especially on rolling or climbing TT courses.Cannondale redesigned the frame, fork, seatpost, and cockpit as a cohesive unit, keeping mass low while improving aerodynamic performance. Its a reminder that this is a complete system redesign, not just a reshaped frame.Built for TT, Ready for TriathlonAlthough developed with EF Pro Cyclings time-trial squads, the SuperSlice isnt limited to pro racing.With its adjustability, tire clearance, and aerodynamic advantage, Cannondale positions the bike equally well for triathlon racing. Riders chasing personal best splits or long-course podiums get the same drag-reducing platform as WorldTour pros.Integrated shaping around the seatpost also minimizes airflow disruption behind the riders legs a critical drag zone at high speeds.Modern Specs for Modern RacingThe LAB71 SuperSlice frameset features:Series 0 carbon construction12100 front / 12142 rear thru-axlesBSA threaded bottom bracketFlat-mount disc brakesIntegrated seat binderUDH derailleur compatibilityElectronic shifting onlySeatpost adjustability provides 45 mm of fore-aft adjustment, covering effective seat angles from roughly 74 to 77, allowing riders to fine-tune their position for TT or triathlon needs.Drivetrain compatibility covers modern SRAM and Shimano setups, including large aero chainring options common in elite racing.Pricing & AvailabilityFor North America, the SuperSlice LAB71 frameset carries a retail price of $6,999 USD ($9,599 CAD). The post Cannondale Unleashes the New SuperSlice TT Bike appeared first on Bikerumor.

For the first time since his brutal season-opening crash, the conversation around Mads Pedersen has shifted away from deadlines and damage control. Instead of asking how quickly he can get back, Danish expert Lars Bak believes the injury has removed something equally significant. Pressure. Speaking...

With a refreshing $1,500 price tag that doesn't sacrifice modern specs or a well-executed design, the State 4130 Trail offers a compelling package. Skyler Des Roches was eager to see how it stacks up compared to more expensive bikes. After several months of testing, find his State 4130 Trail review here...The post State 4130 Trail Review: Inflation Buster appeared first on BIKEPACKING.com.

Cannondales SuperSix EVO has spent the last few seasons quietly redefining what a modern race bike should be. The previous generation blurred the line between climbing machine and aero weapon so effectively that it ultimately replaced both the classic EVO and the aero-focused SystemSix in the Cannondale lineup. Ive ridden a SuperSix EVO for the past three years, and hands down, its been my go-to for any road.(All Photos/Cannondale)So when Cannondale says the new, fifth-generation EVO is faster again, the obvious question becomes: how do you improve a bike that many riders love without overworking it and pissing off a large group of cyclists? The answer is you dont you make small changes, and refinements you dont reinvent anything.Thats exactly what happened to the new Cannondale Super-Six EVO. At a glance, its hard to tell the difference between the outgoing and incoming models. The result of subtle changes and nitpickling is a bike that keeps EVOs defining ride character while delivering measurable improvements in aerodynamic efficiency, weight, and integration.In short, the bike that already worked everywhere now works better everywhere.EVO Gen 4 vs. EVO Gen 5The outgoing EVO was already considered a respected, fast, all-around race bike. Riders could roll into flat classics, mountainous stages, or rolling one-day races without having to swap platforms. Pretty clutch for both mechanics and riders. But when the Cannondale team set out to update the SuperSix EVO, they focused on three major areas where the Gen 4 was lacking.AerodynamicsThe previous EVO already delivered aero performance comparable to dedicated aero frames. For the new model, Cannondale engineers revisited tube shaping across the entire chassis.Each tube uses truncated aerofoil cross sections derived from NACA profiles. Now the tubes are refined using CFD modeling and wind-tunnel validation to remove excess material without compromising airflow control. The most gains come around the front end, where airflow is cleanest, and drag penalties are highest.What did they update? The new Cannondale SuperSix EVO has a slimmer fork crown and head tube transitions, and a slightly revised front-end shaping. This new front end introduces a new Cannondale cockpit integration and drops the Momo Designs piece from the SuperSix EVO Gen 4.Cannondale says these changes deliver lower real-world drag, not just peak wind-tunnel gains. The engineering squad focused on performance across typical riding wind conditions, meaning efficiency gains translate to actual speed outside the lab. Put simply, riders spend less energy pushing air aside.700 U SuperSix EVO 1 BBQWeight: The Lightest Disc EVO YetAt the same time, weight drops again. Frame weights for a painted size 56 now land at:Series 0 LAB71 frame: approximately 728 gHi-MOD frame: approximately 781 gStandard carbon frame: approximately 910 gFork weights range between roughly 392 g and 427 g, depending on the construction level.That makes this the lightest disc-brake EVO Cannondale has produced. How? Nothing crazy, Cannondale says a new carbon layup refinement and smarter material distribution helped trim the excess. Plus, they are now trimming structural excess materials wherever aerodynamic shaping allows.700 U SuperSix EVO 1 BBQIntegration: Cleaner Up FrontModern race bikes increasingly live or die by cockpit integration, and Cannondale has reworked the EVOs front end accordingly. Cannondale is using the launch of the updated SuperSix EVO to showcase its newest integrated cockpit designs. No more MOMO Designs bar/stem combo, now two cockpit options define the lineup:SystemBar RoadAerodynamically shaped truncated airfoil profileNarrow top section for improved rider positionFlared drops for handling controlFully integrated routingDesigned for aero efficiency in racing scenariosSystemBar Road cockpit: All size options retail for $699 / $999 (USD / CAD)SystemBar Road SLUltralight constructionJust 265 gramsTargeted at climbers and weight-focused ridersSystemBar Road SL cockpit: All size options retail for $699 / $999 (USD / CAD)Both route cables internally through Cannondales Delta steerer system, reducing frontal area while maintaining reasonable serviceability compared to some fully hidden systems.Larger Tire Clearance Like all competitive race bikes, EVO now embraces wider rubber. Tire clearance officially reaches 32 mm, allowing riders to benefit from modern tire performance. So this means one bike to rule them all, classics, climbing, crits, and cafe rides around the countryside.2026 Cannondale SuperSix EVO Pricing Each new Cannondale SuperSix EVO offering comes in a package that should fit any riders or racers budget. The SuperSix EVO 6 model arrives at a solid $2,999, with alloy components, a 105 groupset, and the same carbon frame as youll find in most of the SuperSix EVO lineup.The lineup gets more aggressive from there, and prices increase, including carbon and electronics. Cannondale does a nice job of offering a mix of SRAM and Shimano, starting at Rival/105, moving to Force/Ultegra, and eventually RED/Dura-Ace. The top-dog build comes in at $13,499, available with either the SuperSix EVO LAB71 base or the LAB71 SL build. The SL lightens the load slightly with SystemSL bars and a few tweaks.700 U SuperSix EVO 1 BBQSuperSix EVO 6 $2,999 / $3,999 (USD / CAD)SuperSix EVO 5 $4,999 / $6,899 (USD / CAD)SuperSix EVO 4 $5,499 / $7,599 (USD / CAD)SuperSix EVO 2 $6,499 / $8,899 (USD / CAD)SuperSix EVO 3 $6,999 / $9,599 (USD / CAD)SuperSix EVO 1 SL $8,999 / $12,399 (USD / CAD)SuperSix EVO 1 $9,499 / $13,099 (USD / CAD)SuperSix EVO LAB71 $13,499 / $18,599 (USD / CAD)SuperSix EVO LAB71 SL $13,499 / $18,599 (USD / CAD)For riders looking to build from scratch, frameset options include:LAB71 SuperSix EVO Frameset $5,999 / $8,299SuperSix EVO Hi-MOD Frameset $4,499 / $6,199Check out the full line at Cannondale.comThe post Cannondale SuperSix EVO Gen 5 Lands With Subtle Refinements appeared first on Bikerumor.

Sponsorship has flooded in, team budgets expanded, rider pay soared and real gains have been made in safety, ethics and institutions. Today riders enjoy longer contracts while teams have become multi-decade franchises, some founded are even outlasting their founders. And yetPro teams are brittle, what looks strong today could snap tomorrow. First EF the other day and now Visma-Lease A Bike are reportedly looking for new sponsors. Others are having doing the same in private.Once upon a timeCycling was a cheap sport. It offered big returns on investment, a sponsor could enjoy publicity that would otherwise cost much more to buy elsewhere, whether in other sports or in planned marketing campaigns.It was a bargain because it was risky. Investing in cycling was cheap in the same way buying the debt of a developing country caught in a currency crisis is cheap. Plenty of brand managers opted for tennis or billboard campaigns instead.TodayPro cycling isnt the darling of brand managers, in fact theyve often been outbid by nation states and billionaires. The sport is no longer cheap. When he founded the Franaise des Jeux team Marc Madiot said when he was an picier, a shopkeeper, and now hes stepping down from a multinationale. Lidl-Trek has a staff of around 150 from coaches to content creators and its not exceptional, when the Arka-B&B team folded last year owner-manager Emmanuel Hubert said he had the grim task of informing 150 staff.If you prefer data, the UCI collates all the team budgets and this leaked to La Gazzetta (). The total for the 18 mens World Tour teams went from 473 million in 2023 (average: 26m per team) to 663 million for 2026 but note this latter number is for 18 World Tour plus two more, presumably Tudor and Pinarello-Q36.5, (average: 33.1m per team). Thats 27% per team in four years, or 6.5% a year. 2023-2026 is not exceptional as high single digit and sometimes double-digit increases have been ordinary for the past 15 years.In many ways this is great, more money flowing into the sport looks strong: if you want a crisis, imagine the opposite. A 27% rise is great if youre a rider or an agent as the bulk of this uplift goes on athlete pay. But otherwise its just an increase in costs. The sport has not got 27% more exciting, the calendar is not 27% bigger, audiences havent grown by 27%, TV rights are not worth 27% more. Its largely the same sport, only suddenly more expensive.Note: there are more hours of womens racing on prime time but this is a separate spending category rather than more for existing money and if there are inflationary concerns too, theres is big growth in audiences, calendar and more.This where the problems stack up. Marc Madiots successor Thierry Cornec has to go to FDJ and Groupama and ask them to renew sponsorship for a team with a budget of about 25 million when it was 15 million not that long ago. If they pay more what extra do the backers get in return? Its not clear, and maybe theyre still happy with the deal. Similar conversations are happening across other teams.Other talks have reached a different stage, EF is now seeking a co-sponsor and while this is being spun as an opportunity to join the team, if no prospective partner emerges to share the costs then you can imagine EF being unwilling to fund the team if loses ground to others.Now Visma-Lease A Bike is reported to be looking for a new title sponsor. The language is similar to EFs appeal, with talk of taking the next step but what it really means is just being able to keep up with rising costs. More money is needed just to stand still. Although if there is a corporate, sovereign or billionaire who wants to go large then it raises the bar for other teams to match.This blog is due an updated version of last years Race For Survival post and rather than catalogue concerns team-by-team, the topic here the collective challenge of teams having to ask sponsors for more money only to deliver the same.Its this inflation rate that is destabilising. Imagine being the marketing manager or on the board of a potential team sponsor. Youre thinking of backing a team and if the entry price is 20 million today then it means youre potentially going to have to pay 10-20% more soon just to stay still. Your 20 million ticket buys you mid-table status with a shot some glory in July included but what chance this sum funds relegation fodder in 2028? It is a hard sell to sponsors already worried about injury risk and other perils of sports sponsorship; and it cant be easy for some nation state backed teams either; nor billionaires as weve seen with Ineos.Another viewpoint to see how expensive sponsorship has become is the pipeline of teams and sponsors wanting to take part.As weve seen recently its already not obvious who to invite the Tour de France, theres no surplus of competitive teams in the second tier. Indeed there are only 16 ProTeams in the second tier of the mens sport compared to 18 at the top, just seven in the womens Tour compared to 14. Normally a pyramid-shape would be healthier as teams compete to reach the top.Today Tudor and Pinarello-Q36.5 are waiting to take the place of any World Tour teams that fold. But beyond this? It looks barren. See Alpecins search for replacement for Deceuninck and despite the allure of Van der Poel it only got PremierTech, and presumably in part because of internal ructions in another team; likewise Ineoss search for a sponsor brought them TotalEnergies. Cannibalism is rarely the sign of a feast.What to do?The UCI is launching a consultation. Which doesnt sound like much, but it is the start of a process and the scope could be radical. The screengrab below from the UCIs letters to teams and organisers yesterday frames some of the issues:Each points is potentially substantial, and a minefield. Remember talks on team budget caps broke down last year and surprisingly it wasnt just the big teams that cratered them.Rather than waiting for the UCI, teams confronted with this need a coherent project more than ever, and they know this. As proof its not all doom and gloom, see how Decathlon has bought the team off Ag2r and the prospect has enticed CMA CGM to come aboard.ConclusionThere have long been big differences among the teams, a decade ago BMC and Team Sky had more resources than IAM or Dimension Data; a decade before that CSC and Phonak outspent Crdit Agricole and Lampre. The gap between the top teams and the rest has been persistent issue but it is widening. And over time budgets and costs have risen. Much of this is to be welcomed, riders enjoy better pay and longer contracts in part because scandal and the memory of it has faded, while teams are responsible for coaching their own riders while logistics to public relations have been modernised.But the rising costs have been inexorable. Budget inflation is putting pressure on teams and their sponsors in all directions. Rivals are dominating in a winner-takes-all domain, yet the losers in this scenario are expected to pay more to continue. Its this that makes pro cycling a more expensive proposition and is starting to put the squeeze on.Teams are now going public about seeking extra sponsors which implies discreet approaches so far havent worked; their peers are probably knocking on the same doors. Were starting to see some cracks appear.The post Brittle Teams first appeared on The Inner Ring.

Cannondale has unveiled its latest SuperSix Evo all-round race bike, with a refined geometry and frameset designed to meet the needs of its pro racers. The bike, which we spotted at the Tour Down Under WorldTour season opener, doesnt rip up the SuperSix Evo design playbook, but instead sees a series of incremental developments to cut weight while maintaining the previous bikes aerodynamics. The geometry has been made more aggressive by reducing the stack by 10mm (resulting in a 4mm increase in effective reach), while the new bike is available with two new one-piece handlebars. The frameset comes in three carbon tiers Lab71 (0 Series), Hi-Mod and standard, weighing from 728g for the frame and 410g for the fork, in a size 56cm. Prices start from 4,495 for the SuperSix Evo 5 with a Shimano 105 Di2 R7100 groupset, rising to a 12,500 ceiling. Read more The SuperSix Evo 3 is racier than ever but it's not the new Cannondale I want Cannondale updates the SuperSlice for a 10-watt aero gain Responding to pro-rider feedback The latest SuperSix Evo sees a more aggressive fit geometry compared to the previous generation. Brazo de Hierro for Cannondale Despite some brands edging towards making their all-round race bikes slightly less aggressive to help them fit more riders, Cannondale has responded to feedback from its professional riders such as Ben Healy to make the SuperSix more aggressive in terms of fit. This isnt the surprise it might first appear, though. The previous SuperSix was relatively conservative with a 10mm taller stack and 6mm shorter reach than a Specialized Tarmac SL8, for example, in a size 56cm. Steve Smith, Cannondales engineering manager for road bikes, says that Healy and Kasper Asgreen were key in offering feedback on the old SuperSix Evo incidentally, both rode Specialized Tarmacs before moving to the EF-Education sponsored team. Handling was one element pro riders didn't want changed. Brazo de Hierro for Cannondale Smith also says the latest Synapse endurance bike had racy performance added to it, suggesting this left the SuperSix ripe for an even racier layout. That said, the head tube angle remains identical at 73 degrees, while the seat tube angle has steepened by 0.2 degrees (in a size 56cm). When asked, Smith confirmed riders wanted to preserve the handling of the previous bike, so the similarities here are unsurprising. Cannondale has also added an extra size to the range with 50 and 52cm offerings rather than a single 51cm size between its 48 and 54cm sizes. Size (cm) 44 48 50 52 54 56 58 61 Seat Tube Length (mm) 400 429 448 467 490 510 532 570 Top Tube Horizontal (mm) 510 522 529 536 544 560 577 600 Top Tube Actual (mm) 492 503 511 519 527 543 559 582 Head Tube Angle () 70.9 71.2 71.2 71.2 71.2 73 73 73 Seat Tube Angle () 74.5 74 74 74 74 73.5 73 72.5 Standover (mm) 694 717 733 752 770 790 812 846 Head Tube Length (mm) 89 101 114 130 143 154 178 209 Wheelbase (mm) 980 985 993 1002 1010 995 1007 1024 Front Centre (mm) 582 586 594 602 611 595 607 624 Chainstay Length (mm) 410 410 410 410 410 410 410 410 Bottom Bracket Drop (mm) 74 74 74 72 72 72 69 69 Bottom Bracket Height (mm) 269 269 269 271 271 271 274 274 Fork Rake (mm) 55 55 55 55 55 45 45 45 Trail (mm) 60 58 58 58 58 58 58 58 Stack (mm) 495 508 520 532 545 565 585 615 Reach (mm) 373 376 379 383 387 393 398 406 Axle to Crown (mm) 376 376 376 376 376 376 376 376 Edit Table Two new cockpits for Lab71 and Hi-Mod bikes The SystemBar Road is the more aerodynamically optimised cockpit. Ashley Quinlan / Our Media The frameset continues to sport the brands Delta steerer design, which sees brake hoses routed inside the headset bearings, but two new top-tier cockpits have been designed for the new bike. Cannondale refers to these as the SystemBar Road and the SystemBar SL the first designed as a more aerodynamic solution, and the latter a lightweight option. The new bike has two cockpit options the SystemBar Road (top) and SL. Ashley Quinlan / Our Media The SystemBar Road features aerofoil tops, which sweep forwards to increase the effective reach to the hoods, with a 20mm flare at the drops. This is available in 10 sizes, ranging from 340-380mm wide (measured centre-to-centre), with 90-140mm effective stem lengths. The SystemBar SL comes in seven sizes 380 or 400mm widths, with 90-130mm effective stem lengths, but with more traditional rounded tops that dont sweep forwards. This is said to weigh 265g, compared to the SystemBar Roads 375g. These handlebars come specced with the Lab71 and Hi-Mod grade framesets. Entry-level frame bikes come with a Vision Trimax Carbon Aero handlebar and Cannondale C1 stem. Tweaks under the skin Cannondale describes the finish of the SuperSix frame as "immaculate", realising small weight savings. Ashley Quinlan / Our Media Cannondale says it has improved upon its carbon manufacturing process to help cut excess material (and therefore weight) from the frames. A Lab71 frame is said to tip the scales at 728g in a size 56cm (painted, including bonded parts), a Hi-Mod frame 781g, and an entry-level frame 910g. Factoring in the changes made elsewhere, including the handlebars, Cannondale claims a Lab71 bike is 148g lighter than the previous generation. The latest bike makes the switch to a Universal Derailleur Hanger. Ashley Quinlan / Our Media Cannondale says every tube is new despite the similar aesthetics, and this yields marginal gains across the entire yaw spectrum in the wind tunnel albeit the brand wont divulge by exactly how much. The smaller changes include a new seatpost-clamp design and a recessed dust cover to help prevent ingress, a new Di2 battery mounting system, plus a switch to SRAMs Universal Derailleur Hanger design. 32mm tyre clearance remains, alongside a threaded bottom bracket. Cannondale says the updated bottle cages are 26% lighter than before. Ashley Quinlan / Our Media Cannondale has stuck with its aero-shaped bottle cage (and bottle) design, but this now features injected carbon for a claimed 26% weight reduction compared to the previous cages. Customers will have the cages and bottles supplied with all Lab71 and Hi-Mod spec bikes. The cages will sport regular round-shaped bottles, too. Lab71 and Hi-Mod bikes also feature new titanium seatpost bolts, but all bikes come with an integrated out-front mount a new dedicated unit for Lab71 and Hi-Mod bikes designed for the new handlebars, and a Cannondale Conceal mount for the entry-level machines. 2026 Cannondale SuperSix Evo models and pricing The SuperSix Evo is available in the established Lab71, Hi-Mod and Carbon tiers. Brazo de Hierro for Cannondale As mentioned, the SuperSix Evo is available in three frameset specifications Lab71, Hi-Mod and entry-level Carbon. Customers are supplied a set seatpost setback (zero or 15mm offset) and handlebar size with each size bike, with the alternatives available to purchase after market. The Lab71 and Hi-Mod grade bikes are split into two basic build approaches: aero-oriented and lightweight 'SL', while entry-level bikes have one all-round spec. Its also worth noting that Cannondale has dropped the Hi-Mod and Carbon branding from the bikes names, as shown below. Cannondale SuperSix Evo Lab71 Cannondale Price: 12,000 Frameset: Series 0 carbon Groupset: Shimano Dura-Ace Di2 R9200 Cockpit: Cannondale SystemBar Road Wheelset: Reserve 57|64, DT Swiss 180 EXP hubs Tyres: Vittoria Corsa Pro TLR (29mm) Power meter: 4iiii Precision 3+ Pro Cannondale SuperSix Evo Lab71 SL Cannondale Price: 12,500 Frameset: Series 0 carbon Groupset: SRAM Red AXS Cockpit: Cannondale SystemBar SL Wheelset: DT Swiss ARC 1100 Spline 38, DT Swiss 180 EXP hubs Tyres: Vittoria Corsa Pro clincher (28mm) Power meter: SRAM Red AXS Cannondale SuperSix Evo 1 Cannondale Price: 8,995 Frameset: Hi-Mod carbon Groupset: SRAM Force AXS Cockpit: Cannondale SystemBar Road Wheelset: Reserve 57|64, DT Swiss 240 EXP hubs Tyres: Vittoria Corsa Pro TLR (29mm) Power meter: SRAM Force AXS Cannondale SuperSix Evo 1 SL Cannondale Price: 8,795 Frameset: Hi-Mod carbon Groupset: Shimano Ultegra Di2 R8100 Cockpit: Cannondale SystemBar SL Wheelset: Reserve 34|37, DT Swiss 240 EXP hubs Tyres: Vittoria Corsa Pro TLR (29mm) Power meter: 4iiii Precision 3+ Pro Cannondale SuperSix Evo 2 Cannondale Price: 6,995 Frameset: Carbon Groupset: Shimano Ultegra Di2 R8100 Cockpit: Vision Trimax Carbon Aero handlebar, Cannondale C1 Conceal stem Wheelset: DT Swiss ERC 45, DT Swiss 370 hubs Tyres: Schwalbe One TLR (28mm) Power meter: No Cannondale SuperSix Evo 3 Cannondale Price: 5,995 Frameset: Carbon Groupset: SRAM Force AXS Cockpit: Vision Trimax Carbon Aero handlebar, Cannondale C1 Conceal stem Wheelset: DT Swiss ERC 45, DT Swiss 370 hubs Tyres: Schwalbe One TLR (28mm) Power meter: No Cannondale SuperSix Evo 4 Cannondale Price: 5,495 Frameset: Carbon Groupset: SRAM Rival AXS Cockpit: Vision Trimax Carbon Aero handlebar, Cannondale C1 Conceal stem Wheelset: DT Swiss ERC 45, DT Swiss 370 hubs Tyres: Schwalbe One TLR (28mm) Power meter: No Cannondale SuperSix Evo 5 Cannondale Price: 4,495 Frameset: Carbon Groupset: Shimano 105 Di2 R7100 Cockpit: Vision Trimax Carbon Aero handlebar, Cannondale C1 Conceal stem Wheelset: Vision SC45, Vision hubs Tyres: Schwalbe One TLR (28mm) Power meter: No

A cracked rim and a wasted day is the sum of my pothole misery