Thursday, May 21, 2009
Wednesday, May 20, 2009
Wednesday, May 13, 2009
2010 Cannondale SuperSix HiMod
Lighter and Stiffer — Really
By Michael Frank
Cison di Valmarino, Italy
The bike Team Liquigas is Racing at this year’s Giro is 150g lighter than last year’s SuperSix and yet, according to Cannondale, 17 percent stiffer at the BB than the present model. We know this tune well; every single year every single bike maker says they’ve made their race bikes lighter and stiffer. In this instance you could argue that the SystemSix was already pretty dang light and plenty stiff. The 2010 unit, however, based on about six hours of initial testing (see a ride map is on my Garmin Connect page, here), is unquestionably feathery as well as beautifully (and smartly) designed for the seasoned rider who wants quick, but also instinctual handling. (We’ll get back to stiffness in a minute.)
Let’s linger on the handling part; some “pro level” race bikes are simply too nervous for average weekend racers; peel off the pack to blow your nose and you find yourself correcting the initial dart into the wind. Or angle the bike for the apex of a sharp turn (there are plenty of those here at the foothills of the Dolomites) and in the middle of the arc you find you have to make micro adjustments to your turning angle. Sometimes you don’t even notice that your position on the bike had to change to get the line around the corner you’ve eyed up.
None of which is going on here. the SuperSix is supremely instinctual; we don’t usually lavish such praise after so short an exposure to a bike, and it will easily be the case that we’ll find something less praiseworthy in the SystemSix after more riding (remember, only six hours of testing so far) but handling isn’t going to be a failing here. Rarely do we come across a race-focused bike that we could steer so easily, with just slight pressure from our thumbs on the insides of the hoods for small moves, and a hint of twist in our hips for bigger arcs. And the best part - the SuperSix isn’t twitchy even in a cross breeze in a paceline, despite being so ready to take a new line when you need it to (for instance when two Italian drivers try to fit their cars by your group of 20 riders all across a 1.5-car-wide lane).
DETAILS
How light is light? 900g for a size 56cm with paint. And while the frame is still a monocoque, key differences include:
DEEP RADIUS HEAD TUBE
Yep, Cannondale is using a tapered steerer, just like all the other “super bike” makers. Also, Cannondale (like most companies that work in carbon) recognizes that sharper turns in the material represent weak spots, since carbon is good at turning shallow corners but gets weaker (unless you add lots more material) at the point of bending when you over-stress it, i.e. try to force very sharp curves in the material. So the new front triangle junction has milder turns, allowing straighter runs of carbon from the top tube and down through/into the down tube, and crucially, allowing the excellent steering stiffness we experienced WITHOUT using excess material. Also cool - the SuperSix gets carbon, rather than alloy bearing cups for the steerer.
NON-ROUND DOWN TUBE - BB30
The SuperSix has an ovalized down tube; the squashed shape is said to add stiffness, and meets the bb section as widely as possible. There’s BB30 as well - the Cannondale-invented standard for a larger, stiffer bb, and of course a Hollowgram Si SL crankset tipping the scales at a mere 575 grams. (Significantly, there’s wide industry adoption of BB30, as we tested these bikes with both FSA and SRAM rings as well as C’dale’s own.)
OVERWRAPPED JUNCTIONS
Cannondale doesn’t use lugged construction in its monocoque design. Lugs add weight and require squared off junctions that, according to Cannondale engineers, create weak spots and losses in power transmission. At especially crucial joints, like the bb/chainstay crossroads, Cannondale wanted the greatest surface area possible to connect its new, singlepiece (both drive- and nondrive are made as a single wishbone) stays. This photo and illustration show how the stays are mated to the front triangle.
LONGER, CURVED SEATSTAYS
One huge key to this bike is that it’s not uncomfortable. For a “super bike” that’s saying something, especially because the SuperSix is in fact quite stiff, with excellent power transmission at least from this tester’s meek output. We’ll reserve final judgment on this latter point for a magazine test with several different riders (especially sprinters), but as for first blush, the bike is really, really stiff, but only hurts if you hit a square-edged bump dead on. A help in this regard is the full-length seatstays that continue past the bridge for the brakes rather than “cheating” and closing up well before the seat tube junction. Longer seat stays, designed to flex, are the secret.
We’ll have a full review of the new SuperSix in an upcoming issue of the magazine. So far though, riding it hard on some very challenging Italian roads, it’s certainly worthy of acollades.
Lighter and Stiffer — Really
By Michael Frank
Cison di Valmarino, Italy
The bike Team Liquigas is Racing at this year’s Giro is 150g lighter than last year’s SuperSix and yet, according to Cannondale, 17 percent stiffer at the BB than the present model. We know this tune well; every single year every single bike maker says they’ve made their race bikes lighter and stiffer. In this instance you could argue that the SystemSix was already pretty dang light and plenty stiff. The 2010 unit, however, based on about six hours of initial testing (see a ride map is on my Garmin Connect page, here), is unquestionably feathery as well as beautifully (and smartly) designed for the seasoned rider who wants quick, but also instinctual handling. (We’ll get back to stiffness in a minute.)
Let’s linger on the handling part; some “pro level” race bikes are simply too nervous for average weekend racers; peel off the pack to blow your nose and you find yourself correcting the initial dart into the wind. Or angle the bike for the apex of a sharp turn (there are plenty of those here at the foothills of the Dolomites) and in the middle of the arc you find you have to make micro adjustments to your turning angle. Sometimes you don’t even notice that your position on the bike had to change to get the line around the corner you’ve eyed up.
None of which is going on here. the SuperSix is supremely instinctual; we don’t usually lavish such praise after so short an exposure to a bike, and it will easily be the case that we’ll find something less praiseworthy in the SystemSix after more riding (remember, only six hours of testing so far) but handling isn’t going to be a failing here. Rarely do we come across a race-focused bike that we could steer so easily, with just slight pressure from our thumbs on the insides of the hoods for small moves, and a hint of twist in our hips for bigger arcs. And the best part - the SuperSix isn’t twitchy even in a cross breeze in a paceline, despite being so ready to take a new line when you need it to (for instance when two Italian drivers try to fit their cars by your group of 20 riders all across a 1.5-car-wide lane).
DETAILS
How light is light? 900g for a size 56cm with paint. And while the frame is still a monocoque, key differences include:
DEEP RADIUS HEAD TUBE
Yep, Cannondale is using a tapered steerer, just like all the other “super bike” makers. Also, Cannondale (like most companies that work in carbon) recognizes that sharper turns in the material represent weak spots, since carbon is good at turning shallow corners but gets weaker (unless you add lots more material) at the point of bending when you over-stress it, i.e. try to force very sharp curves in the material. So the new front triangle junction has milder turns, allowing straighter runs of carbon from the top tube and down through/into the down tube, and crucially, allowing the excellent steering stiffness we experienced WITHOUT using excess material. Also cool - the SuperSix gets carbon, rather than alloy bearing cups for the steerer.
NON-ROUND DOWN TUBE - BB30
The SuperSix has an ovalized down tube; the squashed shape is said to add stiffness, and meets the bb section as widely as possible. There’s BB30 as well - the Cannondale-invented standard for a larger, stiffer bb, and of course a Hollowgram Si SL crankset tipping the scales at a mere 575 grams. (Significantly, there’s wide industry adoption of BB30, as we tested these bikes with both FSA and SRAM rings as well as C’dale’s own.)
OVERWRAPPED JUNCTIONS
Cannondale doesn’t use lugged construction in its monocoque design. Lugs add weight and require squared off junctions that, according to Cannondale engineers, create weak spots and losses in power transmission. At especially crucial joints, like the bb/chainstay crossroads, Cannondale wanted the greatest surface area possible to connect its new, singlepiece (both drive- and nondrive are made as a single wishbone) stays. This photo and illustration show how the stays are mated to the front triangle.
LONGER, CURVED SEATSTAYS
One huge key to this bike is that it’s not uncomfortable. For a “super bike” that’s saying something, especially because the SuperSix is in fact quite stiff, with excellent power transmission at least from this tester’s meek output. We’ll reserve final judgment on this latter point for a magazine test with several different riders (especially sprinters), but as for first blush, the bike is really, really stiff, but only hurts if you hit a square-edged bump dead on. A help in this regard is the full-length seatstays that continue past the bridge for the brakes rather than “cheating” and closing up well before the seat tube junction. Longer seat stays, designed to flex, are the secret.
We’ll have a full review of the new SuperSix in an upcoming issue of the magazine. So far though, riding it hard on some very challenging Italian roads, it’s certainly worthy of acollades.
Friday, May 8, 2009
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April 2009
The Lefty Speed 110.
The lightest and best-tracking fork in its class.
The silky-smooth suspension action, unparalleled resistance to torsion and svelte weight make the Lefty the choice for use on the Cannondale Factory Team Scalpel.
Learn more about the Lefty, the Scalpel and the remainder Cannondale mountain bikes online.
SUPERSIX Hi-MOD .
The weapon of choice for Ivan Basso and Team Liquigas.
Unidirectional high-modulus carbon fiber and revolutionary over wrapping design make the Cannondale SuperSix ultra-light and ultra-fast.
With BB30, tapered tube shapes and a host of innovations, the SuperSix is Liquigas’ choice for long days at the head of the peloton.
Take a test ride and feel the sprint-winning performance only available on the SuperSix.
Look for Team Liquigas and the SuperSix Hi-MOD at the Giro d'Italia May 9-31.
Synapse is the Choice
The Synapse is a top choice for anyone, on any ride.
The vibration-damping stays, relaxed riding position, and full-carbon construction give the Synapse a perfect blend of comfort and performance.
The Synapse was chosen for the cobbled classics including the Paris-Roubaix. Liquigas rider, Frederik Willems found the top spot on the podium during at the Three Days of Panne race in Belgium.
Get out, ride one and see what we are talking about. Your customers will thank you!
Editor's Choice 2009:
Women's Adventure Magazine voted
The Synapse Carbon Féminine 4
Most Versatile Road Bike > read on
"The Synapse Carbon Feminine 4 never felt sluggish or unresponsive and, it climbs and descends with ease and control. By the way, we were wowed by the beautiful blue paint job too!"
On the mountain side? It's all about the Cannondale Féminine Rush.
Get your customers on these choice bikes this spring.
Synapse Carbon Féminine 4 Wins !
©2009 Cannondale Bicycle Corporation All Rights Reserved |
April 2009
The Lefty Speed 110.
The lightest and best-tracking fork in its class.
The silky-smooth suspension action, unparalleled resistance to torsion and svelte weight make the Lefty the choice for use on the Cannondale Factory Team Scalpel.
Learn more about the Lefty, the Scalpel and the remainder Cannondale mountain bikes online.
SUPERSIX Hi-MOD .
The weapon of choice for Ivan Basso and Team Liquigas.
Unidirectional high-modulus carbon fiber and revolutionary over wrapping design make the Cannondale SuperSix ultra-light and ultra-fast.
With BB30, tapered tube shapes and a host of innovations, the SuperSix is Liquigas’ choice for long days at the head of the peloton.
Take a test ride and feel the sprint-winning performance only available on the SuperSix.
Look for Team Liquigas and the SuperSix Hi-MOD at the Giro d'Italia May 9-31.
Synapse is the Choice
The Synapse is a top choice for anyone, on any ride.
The vibration-damping stays, relaxed riding position, and full-carbon construction give the Synapse a perfect blend of comfort and performance.
The Synapse was chosen for the cobbled classics including the Paris-Roubaix. Liquigas rider, Frederik Willems found the top spot on the podium during at the Three Days of Panne race in Belgium.
Get out, ride one and see what we are talking about. Your customers will thank you!
Editor's Choice 2009:
Women's Adventure Magazine voted
The Synapse Carbon Féminine 4
Most Versatile Road Bike > read on
"The Synapse Carbon Feminine 4 never felt sluggish or unresponsive and, it climbs and descends with ease and control. By the way, we were wowed by the beautiful blue paint job too!"
On the mountain side? It's all about the Cannondale Féminine Rush.
Get your customers on these choice bikes this spring.
Synapse Carbon Féminine 4 Wins !
©2009 Cannondale Bicycle Corporation All Rights Reserved |
DI2 if the future!
November 11 2008 | Print Dura-Ace Di2 “Best of What’s New 2008” by Popular Science
Shimano 2009 Dura-Ace Di2 Named Grand Award Winner in “Best of What’s New 2008” by Popular Science Magazine
Revolutionary New Electronic-Shifting Bicycle Drivetrain Receives Coveted Grand Award
The advanced technological innovation of Shimano’s Dura-Ace 7970 Di2 earned the recognition of the world’s largest science and technology magazine, with Popular Science proclaiming the new electronic shifting components the Grand Award Winner in the Recreation category for the “Best of What’s New 2008.” Dura-Ace Di2 was one of 100 technological innovations included in the December issue of the magazine, but swept the Recreation category to take the top prize as one of only ten Grand Award Winners.
“Elite competition road cycling has never before seen an innovation like Dura-Ace Di2, a component group that marks the highest level of performance with the most precise shifting imaginable,” said Devin Walton from Shimano American Corporation. “This exciting award from Popular Science honors Shimano’s continued leadership in innovation to redefine what’s possible in road cycling with Di2, the latest addition to the Dura-Ace brand - the benchmark of performance for professional cyclists and road cycling enthusiasts since 1973.”
Dura-Ace 7970 Di2 is an electronic shifting option for the 7900 series Dura-Ace road component group and integrates seamlessly. Comprised of Dual Control- style combination shift / brake levers, front derailleur, rear derailleur, and a battery pack, the new Dura-Ace Di2 7970 components provide precision shifting performance, an intuitive rider interface, and enhanced ergonomics while adding only 56 grams when compared to the full mechanical counterpart. The components have proven their capabilities this year in competition by top professional cyclists in the ProTour.
Dura-Ace Di2 will be available January 2009. For more information, please visit www.shimano.com.
Shimano 2009 Dura-Ace Di2 Named Grand Award Winner in “Best of What’s New 2008” by Popular Science Magazine
Revolutionary New Electronic-Shifting Bicycle Drivetrain Receives Coveted Grand Award
The advanced technological innovation of Shimano’s Dura-Ace 7970 Di2 earned the recognition of the world’s largest science and technology magazine, with Popular Science proclaiming the new electronic shifting components the Grand Award Winner in the Recreation category for the “Best of What’s New 2008.” Dura-Ace Di2 was one of 100 technological innovations included in the December issue of the magazine, but swept the Recreation category to take the top prize as one of only ten Grand Award Winners.
“Elite competition road cycling has never before seen an innovation like Dura-Ace Di2, a component group that marks the highest level of performance with the most precise shifting imaginable,” said Devin Walton from Shimano American Corporation. “This exciting award from Popular Science honors Shimano’s continued leadership in innovation to redefine what’s possible in road cycling with Di2, the latest addition to the Dura-Ace brand - the benchmark of performance for professional cyclists and road cycling enthusiasts since 1973.”
Dura-Ace 7970 Di2 is an electronic shifting option for the 7900 series Dura-Ace road component group and integrates seamlessly. Comprised of Dual Control- style combination shift / brake levers, front derailleur, rear derailleur, and a battery pack, the new Dura-Ace Di2 7970 components provide precision shifting performance, an intuitive rider interface, and enhanced ergonomics while adding only 56 grams when compared to the full mechanical counterpart. The components have proven their capabilities this year in competition by top professional cyclists in the ProTour.
Dura-Ace Di2 will be available January 2009. For more information, please visit www.shimano.com.
Friday, May 1, 2009
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