Bike looks good but some interesting info from the cycling tips review
https://cyclingtips.com/...h-first-ride-review/
Cannondale conducted those tests in the Low Speed Wind Tunnel in San Diego, California, using complete bikes in comparable sizes and identical Shimano Dura-Ace Di2 groupsets, but with variations in wheels, tires, and cockpit components based on manufacturer spec. Some discrepancies are to be expected given the differences in rim depths — the Emonda’s 28mm-deep Bontrager Aeolus XXX 2 wheels aren’t even claimed to be remotely aero, for example — but what matters more here are the front-end setups.
Of all the bikes tested, only the SuperSix Evo was equipped with an aero-focused bar-and-stem, and given that Cannondale quotes a 9.1W saving for that component alone — relative to a conventional non-aero setup — the claimed gaps close significantly.** Similarly equipped, the Roadmachine and Emonda would still be slower, but not as dramatically so, and this third-gen SuperSix Evo would basically fall right on top of the current Tarmac SL6 and R5**
Except you can’t “similarly equip” an SL6 Tarmac, R5, or Emonda with that stem/bar combo, because they can’t take the brake lines into the headtube like the C-dale. Could you make them a little more aero with different bars and stems? Sure, but I don’t think you’re matching the SuperSix’s cockpit slickness with lines still in the wind. As C-dale makes this stem/bar combo standard, at least on the higher end builds (UDi2/Force eTap and up), I have no beef with them taking the credit and claiming the advantage. As for the Roadmachine, I find that an odd choice as it’s BMC’s endurance bike. The true segment competitor would seem to be TeamMachine SLR01, which happens to have a similar bar/stem setup and head-tube brake line entry point. The wind tunnel results of that model must not have been as flattering for the new SuperSix.