Review: 2025 Cannondale SuperSix EVO Hi-Mod Custom Build

The Cannondale SuperSix EVO has been on a tear over the past year. With notable wins in the 2024 Olympics, Grand Tours and now the Spring Classics, the palmares are adding up quickly for Cannondale’s 4th-gen race bike. I’ve had a custom-built SuperSix EVO 4 Hi-Mod that leaves nothing on the table. If you’re in search of KOM’s or always feel the urge to pip your mates on the town line sprint, this is the bike you want.

2025 Cannondale SuperSix EVO Hi-Mod Features (Gen 4): 

• SuperSix EVO Hi-MOD Carbon layup
• BSA 68mm threaded BB
• Fully-internal routing using Delta Steerer with Cannondale C1 Conceal Stem or semi-internal a standard stem
• Built with SRAM Red AXS, Zipp 353 NSW Wheels and a Zipp cockpit (SL 80 Race Bars, SL Speed Stem)
• Frame colors: Smoke Black, Laguna Yellow (tested) or Black Cherry
• Weight: 15.3 lbs (56 cm, as-built complete)
• MSRP: $4500 (frame only)

A top-shelf custom build

Starting with a frame, matched to the all-new SRAM Red AXS and a set of Zipp 353 NSW wheels, the SuperSix EVO was bound for greatness. The only major decision was whether to go full internal routing or semi-internal. For maximum versatility, I installed the Zipp SL Speed stem with the Zipp SL 80 Race bars. Those bars offer super-clean concealed external routing that’s also compatible with the Cannondale C1 Conceal stem if I wanted to change the stem at some point. I’m certainly a fan of the cable-free aesthetic of full-internal routing, but I have to admit it makes me nervous with all the tweaking I commonly do (swap stems, bars, etc.). If you’re building a custom SuperSix EVO, you can decide internal vs. external and make the choice for yourself with the included spacer options that work in concert with Cannondale’s Delta Steerer. It’s honestly refreshing that Cannondale gives you the option.

The SuperSix EVO is now in its 4th-generation and this design was introduced in 2023. It’s Cannondale’s flat-out race bike — built for the most capable riders in the world, but still friendly enough for everyday use. In fact, one of the things that caught my attention is the more approachable race fit geometry compared to the Specialized Tarmac, Factor Ostro VAM and other race bikes. It’s a good 10cm taller and shorter in stack and reach in a 56 cm compared to the others.

Aerodynamics are a big consideration with race bikes and Cannondale delivers with their most aerodynamic SuperSix to date. In fact, according to Cannondale, the aero efficiency of the EVO 4 trumps their now-discontinued SystemSix and other aero all-rounders on the market, when set up with the right wheels and cockpit. On the other end of the spectrum where you and I sit, I’m wondering why the current Synapse even exists. The answer to that question came just a few weeks ago when Cannondale released their all-new Synapse. Both bikes are built to be ridden fast — even at the highest levels of the sport. However, the SuperSix EVO has that killer instinct to eke out every last watt on every course. It’s the bike to ride when the road pitches up to 15% and when you’re sprinting to the finish. Racing remains at the core of the SuperSix EVO.

Oftentimes, I’ll swap out a few things during the test period, but the only changes I made were to switch from the Goodyear Vector R Z30 SW 30c tries to the Pirelli P Zero Race TLR 30c tires on the same wheelset. The former measured out to just under 30 mm and the latter hit almost 34 mm. I’m usually a “max tire width” kind of rider and that’s no different here as the Pirelli’s were definitely preferred. I did change bottle cages from the Zipp Alumina to the Black Inc Carbon cages. Cannondale includes aero bottles and cages with the frame for optimized aerodynamics, but I didn’t test them out (even though they do fit standard bottles).

Fit and ride feel

Last fall, I had been dealing with a nagging back injury, so that figured into my use of the standard stem — just in case. Luckily, my back improved and I’ve kept my usual fit, which required 20mm spacers above the external routing topcap. I stuck with a 100 mm stem, which is what Cannondale ships on stock 56 cm SuperSix EVO’s. The Cannondale C1 Aero 40 Carbon seapost comes in a 20mm setback on 51 cm frames and larger, so that’s what I’m using. If I wanted to dial in my fit just right, I think I’d go with a 110mm stem and 0 setback seatpost. At the end of the day, fit tweaks are highly-personal and I would suggest working with your bike fitter or qualified Cannondale dealer to get exactly the right configuration and fit. With internal routing, changes are limited, but possible.

Once in the proper position and ready to roll, I was anxious to compare the SuperSix EVO 4 with the Gen 8 Trek Madone. While I didn’t have them at the same time, the new Madone was the last road bike I had for testing, so it was still fresh in my mind. Aero race bikes have now transitioned into standard all-rounders. Saving every watt and optimizing every part of the carbon layup no longer means a harsh ride. Cannondale has long hung their hat on their ride quality and the SuperSix EVO 4 doesn’t disappoint.

With the Goodyear 30c tires, the ride quality remained comfortable, but more taut. Switching to the Pirelli’s made the bike much more capable and comfortable at the same time. If I had a set of 32’s, I would have definitely mounted those up to further maximize the tire capacity. The Pirelli P Zero RS tires measure 34mm wide, and there is a ton of clearance up front and still 6mm on either side of the tire in the rear. A 35-36mm WAM tire should fit just fine. All that said, a wider tire does mean more comfort and they are just as fast as narrower tires and I’m all for it.

Again, my recent reference point is the Gen 8 Trek Madone for this review — a bike was included in our 2024 Gear of the Year and is a tough act to follow. Rolling out on my first ride, the responsiveness is there and so is the comfort. It has a touch firmer ride, but it’s supremely-comfortable compared to race bikes only a few years ago. The ride also feels uniform from front-to-rear as the fork and front triangle work in concert with the rear triangle and seatpost for a cohesive feel.

Most roads in my area are in decent shape, but there is one short section on a descent that’s seen better times. At high speeds on this road, the SuperSix EVO feels confident, muted and controlled. There is never any harsh feedback from an overly-stiff frame — something that I felt on the Ari Suncrest as it was harsh on choppy tarmac. That’s not the case with SuperSix EVO Gen 4. Heck, I even ventured onto light gravel and singletrack on this bike and it performs admirably for a race bike. If you must ride an occasional gravel road, I say go for it.

Climbing time

For any race bike, it has to climb well. As I’m climbing, I hone in on how each pedal stroke affects forward motion. Is there any hesitation or obvious loss of power. Does the bike immediately respond when cadence changes or when standing is needed to make it up a particularly-steep section? Does the front end wander?

As I have climbed thousands of feet on the SuperSix EVO over the past 7 months, I’m confident that the bike is not holding anything back. I love standing up and powering through steep sections as the bike responds and punches forward. This bike remains locked-in and will crush any climb on the menu. Particularly, I love how fast it climbs up long 3-5% inclines. That’s the type of terrain that aero bikes eat for breakfast. And, the efficiency and aerodynamics of the Gen 4 SuperSix EVO stands alongside those bikes and will leave them in the dust once you hit the high mountains. When you get to those high mountains, there are inevitable switchbacks in the road and the SuperSix feels like it’s being pulled uphill on hairpin climbs.

Fitness levels and age are all factors for hitting PR’s. No one bike will be the secret weapon for obtaining PR’s, but looking at comparable segment times on many local routes, I’m within the range I’ve seen with other bikes on those same routes over the past 5 years. Again, don’t blame the bike.

Descending fast requires top-level skills

I’m no Tom Pidcock when it comes to descending. I’ll gladly hold off and remain confident and in control. Without question, the SuperSix EVO wants to descend fast — in many cases faster than I want to. Under the hands of an expert racer, this bike is built to brake late and carry momentum by carving up every last inch of tarmac. Alas, that’s not me (and likely it’s not you either).

Pointing the SuperSix EVO downhill, it immediately gets up to speed and wants to go faster. To get the best handling character, you must angulate with intention. When rolling fast, this comes naturally, but at middle and slower speeds, those motions need to be exaggerated. Now, I do have a little more stack than a typical World Tour rider and I honestly feel more on top of the bike than “in the bike.” If my body could handle less stack and longer reach, I’m confident I would experience the type of immediate handling and ride feel that top riders can achieve. Don’t get me wrong, I can whip the bike around and it responds, but it does require a little more intention. It is a race bike, so don’t get lazy.

That being said, the SuperSix EVO responds well and holds curvy roads like Velcro. For me, at the highest speeds, it can be just a little twitchy compared to the most stable bikes I’ve ridden, like the Trek Domane Gen 4. Now, let me remind you that this bike is a purebred race bike. Realistically, those who want the SuperSix, have the capabilities to ride it like it should be ridden — where you’ll certainly get an even more responsive and stable bike. If you are a confident, deliberate bike handler, angulation and aggressiveness will pay off in spades.

Update: As I have continued to put more miles on the SuperSix, I have swapped out the wheels for a set of Forge+Bond CR 45’s with the new Pirelli Cinturato EVO TLR 30c tires and it makes this bike even more versatile. It’s more planted and confident everywhere, which is proof to me that the lightest and raciest bits don’t always win the day for everyday riders like you and I. This setup has dramatically improved the bike’s stability and confidence.

Fit: I’m 5’11” and 175 lbs., riding the 56 cm. 

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