Cannondale CAAD14 review: The bones of a brilliant machine but misses the mark in several ways

OK, I’m going to get this out of the best way proper on the prime as a result of: The CAAD wants mudguard mounts. It’s not aero, and at this worth and the tier beneath it’s a severe contender for ‘first correct street bike’ for an awesome many purchasers, and a surefire contender for a spot in our information to one of the best aluminium street bikes. I do know it doesn’t rain in California, nevertheless it certain as hell does in Connecticut the place Cannondale’s head workplace is, and it certain as hell does within the UK, too, even when the launch media was very Los Angeles. Regardless of this massive gripe, I do truly fairly like the newest CAAD.

I believe it’s going by way of a little bit of an id disaster of late. The outdated technology aped the dropped chainstays of the SuperSix Evo, however had mudguard mounts to make it a year-round efficiency bike. Now the stays are again up the place they arguably must be for a steel bike, however with the bottom tier of the CAAD household now the most cost effective street bike within the model’s vary, it appears caught someplace in the course of attempting to be a crit bike of yesteryear whereas additionally providing new roadies an approachable package deal.

Regardless of this barely confused outlook, I do just like the platform. Rubino tyres on a motorcycle at this worth is a let-down, nevertheless it has the potential to be a extremely depraved street bike for those who don’t need carbon for no matter motive.

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Cannondale CAAD14 at Jenson USA for $3,999

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Design and aesthetics

As somebody who lusts after the Liquigas-Cannondale period SuperSixes, I have to say I like the choice to pop the seat stays again up the place they need to be. That, together with the mainly horizontal prime tube, makes the aesthetic package deal very classique and pleasing to behold.

Very similar to the newest SuperSix I’m barely underwhelmed by the paint choices, particularly given the loopy customized variations which have been kicking about on socials. The frameset-only possibility is pleasant, as is the uncooked model, although these are so uncommon that I believe they’re basically a showpiece, just like the 100-piece Workforce Dream Workforce restricted version. Black, white, or this completely good-looking however boring cherry possibility are your decisions, and if you’d like digital gears, then it’s simply this purple.

Gone are the mudguard mounts (somebody will die on this hill, I guarantee you, and it ain’t going to be me), however there’s a spherical seatpost and clearance now for 32mm tyres with a little bit of wiggle room. This mid-tier mannequin comes with the brand new SRAM Rival, and ‘sturdy endurance street wheels’ from DT Swiss of an alloy selection, paired with finances Vittoria Rubino Professional tyres. As I’ll get into after I focus on the dealing with, these are a bit of little bit of a letdown and once more level to the slight confusion of the machine.

The cockpit is a separate system, with alloy bars right here. Given Cannondale is simply providing built-in cockpits on its top-flight SuperSix fashions, it’s not an awesome shock (and no unhealthy factor) to have a two-piece on provide right here. On the backside bracket there may be mercifully a normal BSA threaded shell, and there is UDH compatibility on the again, so no mad Cannondale requirements of yesteryear.

The CAAD14 is geometrically similar to the newest SuperSix Evo, a motorcycle which I actually, actually preferred from a dealing with perspective. In the identical dimension, the CAAD is 15mm larger, which seems like quite a bit, however the newest SuperSix lower 10mm from the top tube to make it decrease. Identical head tube angle at 73º, however the next backside bracket for the CAAD by 3mm, and 5mm longer within the chain stays, however all in all of the lineage from SuperSix to CAAD is kind of a straight line.

Specs sheet apart, what I do like concerning the CAAD is the actual fact you may nonetheless mess about with it. Sure, semi-internal cable routing is a ache, however as a serial setup messer-abouterer I like the truth that, hypothetically with a little bit of enjoying round with hoses and spacers maybe, I might slap a Thomson seatpost and stem combo and a few classic traditional drop bars off eBay and have one thing that appears fairly old style with trendy sensibilities, or I might run it 1x with 35mm tyres and an especially slim cockpit to maintain up with the fashionable of us. It’s one of many fundamental causes I purchased a Bowman Palace again within the day, and now run it with a flat bar like a moron.

Taking the mudguard mounts away, although, is dumb. It has endurance wheels; it’s alloy so will attraction to new cyclists and people searching for a winter bike that doesn’t deal with like a water buffalo, and if we’re all trustworthy with ourselves, regardless of the advertising, it ain’t a crit bike both. If you happen to’re severe about racing, why would you get an alloy frameset that isn’t aero when you will get a Fast Professional frameset (for instance) for much less cash AND have aero features AND have weight financial savings?

I hate to burst a few of your bubbles, however if you happen to crash and snap an alloy body, it’s truly going to be tougher to restore than a carbon one. It’d take little knocks extra simply, however the massive stuff goes to put in writing it off whether or not it’s manufactured from plastic or tin.

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Efficiency

The CAAD14 is, initially, fun. There’s undoubtedly one thing psychological at play, however not being aboard a motorcycle that’s carbon or aero, or each on this case, permits the thoughts to float right into a extra playful house, and that is compounded effectively by the truth that the dealing with traits are just about as they’re for the SuperSix, which is gorgeous to experience. Somewhat extra secure with that longer again finish, however mainly the identical.

In comparison with my Bowman, admittedly a motorcycle that’s a few years outdated now, the CAAD14 is worlds aside. It’s stiff sufficient within the body, however like so many bikes it actually pays to go up a bit of when it comes to tyre sizes. Even as much as a 30c takes a few of the sting out of the tail that comes with not having an excessive amount of seatpost stickup. I’ve a dimension down right here in comparison with my typical 56, and it’s a little small (ideally I’d have this however with an extended stem, however we’re the place we’re) and even right here the seatpost doesn’t prolong that far out. It actually provides to the old-fashioned attraction in a visible sense, however even a spherical carbon seatpost can’t do all the things.

Whereas I’m on the wheels and tyres, the inventory wheels are OK, however the tyres are actually a weak level for a motorcycle the place dealing with is such a key a part of the attraction. Even if you happen to don’t swap the wheels, you’ll have a much better time if you happen to swap the Rubinos out for one thing reasonably premium. Continental GP5000s and Vittoria Corsa Execs are good, however value a bomb, and realistically, if you happen to’re not dropping prime dolla on a race bike then take my phrase for it and kind your self out with a set of Hutchinson Blackbirds or Blackbird Race tyres and thank me later; ⅔ the worth (or half, when on sale) they usually really feel actually, actually good. Identical goes for Michelin Energy Cups, although they don’t are available in the identical dimension vary.

The inventory wheels make for little to put in writing dwelling about, and I can’t assist however really feel I’d be writing “these could be a improbable winter wheelset, and it can save you some posh hoops for summer time”, however THE RUDDY MUDGUARD MOUNTS ARE GONE.

I don’t lament the separate bar and stem combo, even when to all intents and functions it’s simply as inconvenient as a one-piece given the inner routing. I just like the bars, and whereas they do flex greater than I’d maybe like when cranking out a dash effort, they’re stiffer than the Seka Spear built-in cockpit. The ergonomics are sound, and being alloy I’m much less harassed about leaning the factor up cack-handedly towards a wall and it toppling over.

When the street factors upwards I did want I used to be on the SuperSix, even after I slapped a set of Zipp 202 NSW climbing wheels on. It’s just a bit extra stolid, nevertheless it will get over lumps completely effectively, even ticking off just a few PRs on each sustained efforts and uphill sprints. The inventory setup with pedals, cages, and laptop mount suggestions the scales at 9.17kg (I did swap the saddle, although), and this is not precisely feathery; it combines with the extra drag of the tyres, so it does really feel sluggish at instances, however it’s an alloy bike with alloy wheels.

Whereas one can’t essentially really feel the distinction in a handful of watts right here and there between one of the best aero street bikes, you completely can really feel the distinction between this and a body designed to beat the wind. It’s not like having an anchor on or something so dramatic, however you do should work tougher on the flat. Once more, that is aided with higher tyres, and you are able to do quite a bit with positioning, helmet, and clothes, however basically this can be a slower bike than a equally priced aero frameset, no matter you placed on it.

Downhill, although, it’s ripping good. The SRAM brakes are glorious and add a layer of confidence on prime of the stability the geometry brings to the desk. The identical assured turn-in because the SuperSix is at play right here, and a entrance finish that’s stiff sufficient to trace the place you need it to with out being so stiff you skitter hither and thither. If that is to be your first ‘correct’ street bike, then there are far worse locations to study to descend than aboard one among these. It doesn’t descend fairly in addition to the SuperSix, however for a motorcycle that prices considerably much less it’s spectacular how good an impression it will possibly do if its premium sibling. It’s just like the distinction between Sprite from the fridge and room temperature Sprite. Identical factor actually, beneath, however one has a bit of extra ahhhh.

It’s enjoyable, however is that sufficient? The issue with the CAAD14 is that it’s kind of attempting to be all issues to all individuals and hamstringing itself within the course of. It’s received the dealing with of a superb quick street bike, however with out the componentry, and realistically these days if you happen to’re shopping for a non-aero alloy frameset to race on critically you in all probability want your head inspecting. On the flip aspect, it occupies the entry-level street bike house for the model, however with out shouldering any of the accountability to be utilitarian that comes with that market place.

Folks shopping for their first street bike will even be searching for one thing to commute on and use all yr spherical, and with out mudguards it will possibly do neither factor effectively. The Fairlight Strael manages to deal with fantastically and be utilitarian sufficient to be a commuter, winter bike, and light-weight touring masterclass, and if it may be carried out in metal then it may be carried out in aluminium, too.

I will even say that I by no means actually received on with the groupset past the brakes. The gears had been perpetually skipping and mis-shifting it doesn’t matter what I did to trim and re-trim the rear derailleur. It was irritating, and once more, if this was my first dealings with digital gears I’d be a bit non-plussed.

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Worth

£3,700 is a good wedge nevertheless it’s considerably cheaper than the top-flight bikes I so typically evaluate these days. What else are you able to get for that cash? An Ultegra-equipped Fairlight Strael… A motorbike I gave an ideal rating to. I do know any Nero Present followers will likely be wailing and gnashing their enamel, however each bikes are usually not aero, manufactured from steel, and deal with excellently. One is simply much more adaptable and much more configurable.

It is also a number of hundred greater than the Winspace M6 aero race bike my colleague Tom simply reviewed. That has carbon wheels, a one-piece built-in handlebar, and so on and is bound to be a a lot faster machine.

From extra mainstream competitors, you possibly can get an Ultegra-spec Canyon Final, with carbon wheels and race tyres for a similar money. Perhaps it ain’t as cool, nevertheless it’s extra bike on your cash. A SRAM Pressure model of the Final with carbon wheels and race tyres will prevent 350 quid over the CAAD, which you set in the direction of an influence meter, and you will get it in purple not white, so individuals don’t accuse you of being an influencer on the web.

What I’m attempting to say is the CAAD isn’t notably good worth. It isn’t a ok race bike to be raced as-is with out investing in higher tyres, for starters, not to mention the wheels, and it isn’t utilitarian sufficient to be a year-round coaching machine.

Verdict

I preferred using the CAAD, however I’m additionally right here to offer client recommendation. I like using bikes which are cool (have I discussed my alloy flat bar fool wagon?) however ‘enjoyable and funky’ solely actually will get you to the advertising marketing campaign. You’ll be able to stick biking’s most effervescent influencer on one in entrance of a Porsche, however that’s kind of all there may be beneath. It’s enjoyable, and it’s cool, but when that’s all it’s, then why not make it cooler? Why not make it extra enjoyable? Give it the paint it deserves, and the tyres it wants. Give people who find themselves coming to street biking for the primary time one thing to actually exhibit on the cafe, and for pity’s sake, give them some mudguard mounts.