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Cannondale’s Supersix Evo Is a Near-Perfect Blend of Aero and Lightweight

While the previous version of the SuperSix Evo was a lightweight road bike with aero touches, the 4th generation gets much closer to full aero bike performance while still managing to shave a few grams.

The Takeaway: Cannondale‘s legendary SuperSix Evo road racing platform gets updated to be lighter, more aerodynamic, and easier to work on than the previous generation.

• No more BB30! Cannondale's latest bike has a BSA threaded bottom bracket.
• Geometry remains unchanged from the previous generation of the Evo.
• While the performance is incredible, the new aero seatpost gives a slightly harsher ride feel than before.

Cannondale SuperSix Evo Hi-Mod 2

SuperSix Evo, Gen 4

Cannondale’s newest SuperSix Evo is the fourth generation of the brand’s top-tier road-racing bike. In contrast to how different the previous model was from what came before it, the new Evo presents more of an evolution than a total redesign. The overall silhouette of the SuperSix Evo largely remains unchanged. The dropped seatstays, the gently sloping top tube, and the truncated airfoil tube shapes all carry over from the third generation. In overall appearance, the new bike looks similar to the outgoing version.

Many of the changes to the Evo were made to boost the bike’s aerodynamics. At the front of the bike is a new hourglass head tube that matches with a new fork (which is also deeper and more aerodynamic). The seat tube and seatpost also saw a redesign. Above the seatstays, the seat tube becomes narrow and flat from front to back, with a new proprietary seatpost to match. The seatstays are dropped farther to boost comfort and aerodynamics. Below the seatstay junction, the seat tube gets thin and flat from side to side. This change is designed to add compliance back into the seat tube, counteracting the stiffness of the aerodynamic shaping above the seatstays.

Despite adding extra surfaces to the frame to boost aerodynamics, Cannondale managed to drop a bit of weight with the Evo. A 56cm fourth-generation Hi-Mod frame (formerly Cannondale’s top-tier carbon) now weighs 810 grams painted. That’s an impressive 66-gram drop from the previous-​generation Evo. Above Hi-Mod now sits

Cannondale’s Lab71 lever frame, which is a nod to the company’s founding in 1971, and represents the peak of its frame-making ability. These premium-​level frames, which sell for $6,000, shed an additional 30 grams and bring the weight of a painted 56cm frame down to 770 grams.

From a numbers perspective, the fourth generation of the Evo takes a big step forward in weight and aerodynamics. The latter is essential for modern road-racing bikes. As much as we love the feeling of riding an ultralightweight bike, the reality is that even at very modest speeds (such as 10 mph), half of your pedaling effort goes into overcoming air resistance. And air resistance increases exponentially as your speed goes up.

Compared to its predecessor, the new bike saves just under 12 watts at 28 mph. But there are some caveats to that number. The third-generation Evo was tested by Cannondale with its stock 45mm-deep HollowGram Knot wheels, while the new Evo uses a new, 50mm-deep wheelset. It’s hard to say how many of those saved watts come from the slightly deeper wheelset compared to the other changes to the frame. But Cannondale did test the new Evo with one- and two-piece cockpits. Not surprisingly, the single-piece cockpit added up to roughly 3.5 of those 12 watts that Cannondale claims the new Evo saves over the older model. Put another way, riders opting for a separate bar and stem shave only about 8.5 watts over the third-generation Evo.

Cannondale’s quest for aero gains also included overlooked parts such as water bottle cages. Though aero bottles and cages are not new concepts, they are often poorly executed and specific to each other or proprietary to the frame. Cannondale took the path of universality here, starting with an extra-narrow bottle cage, which also perfectly holds standard, round water bottles. On days you might want to ride faster, pop in Cannondale’s narrow-profile bottles, and voilà: extra speed. With a pair of narrow bottles and a set of 64mm-deep Knot wheels, Cannondale claims the new SuperSix Evo to be within a few watts of the brand’s dedicated aero bike, the SystemSix (using traditional water bottles).

With the new Evo comes a completely redesigned front end and cockpit, which is a good thing. I was not a big fan of the previous Evo’s integrated cockpit. It always struck me as too bulky for an otherwise slender bike. But, I did like how Cannondale hid the hoses, wires, and cables while allowing riders to run whatever handlebar and stem they wanted—and without routing anything through the headset bearings. So while I wasn’t a fan of the look, the old cockpit was, functionally, one of the better examples of cable integration.

Riders can run cables through the bar and stem or route them externally along the bar, under the stem, and into the frame. The latter setup allows quick and easy swaps of stems or bars to fine-tune fit. The new frameset is also compatible with mechanical shifting, which has become a rarity on high-end race bikes. Cannondale does not offer the frame in a rim-brake variant. The fourth-generation Evo is disc brake only.

Cannondale was able to accomplish the cockpit slimming and fit everything through the upper headset bearing by—take a deep breath—using a triangular steerer tube. At first, this sounds like one of those wacky Cannondale ideas (like 30mm bottom bracket spindles or single-sided suspension forks), and maybe it is. But Cannondale understands that no one has much interest in proprietary stems. To match the new steerer tube shape to any standard round stem, it supplies two little aluminum pieces that fit into the gaps between the stem and the triangular steer tube.

There are also significant changes at the bottom bracket. The new Evo moves to a standard threaded BSA setup from the oversize, Pressfit BB30 found on Cannondales since its introduction in 2000. I’m happy to see Cannondale return to proven and easily serviceable bottom brackets on its top-tier race platform.

The switch to BSA has practical reasons. Cannondale has been unable to use HollowGram cranksets on SRAM-equipped bikes for several years due to SRAM’s proprietary chainring sizes and tooth shapes needed for the brand’s flat-top chains. Additionally, Shimano’s latest groupsets use intricate chainring tooth-shaping to work better with its Hyperglide+ chains. So with Cannondale unable to use its crankset, it switched to a bottom bracket standard that maximized ease of serviceability and minimized creaking.

Cannondale also retained the down-tube port from the third generation of the Evo to the fourth. It doesn’t seem like much, but in the spirit of increased compatibility, it allows riders on 11-speed Di2 parts to transfer their existing junction box (if they aren’t already using the bar-end one) to the new bike. In theory, it allows riders to run a partially external rear brake hose and shift cables if they wish. Although, they would still need to route the front brake line through the fork.

Officially, the tire clearance of the new Evo stays the same at a conservative 30mm. Running a 30mm tire leaves 6mm of clearance all around, depending on a rider’s risk tolerance; a much larger tire will fit without much issue.

The geometry and fit of the new Evo remain identical to its previous version. Cannondale sticks to what it knows works, with most sizes having classic road-racing angles of 71 to 73 degrees for the head tube and 72 to 74 degrees for the seat tube. Despite the differences, handling is consistent across all sizes. Each frame size shares a 58mm trail, with only the smallest size deviating slightly to 60mm to ensure riders of various sizes get the same race-oriented performance.

While most geometry details stay unchanged, the size range offered shrinks by one. Cannondale combined the third-generation’s 60cm and 62cm into a new 61cm size, splitting the stack and reach of the old 60cm and 62cm frames down the middle. So instead of eight frame sizes, the new Evo has seven.

Pricing and Competition

Pricing on the new Evo is simultaneously absurd yet seemingly reasonable compared to its competitors. Our SuperSix Evo Hi-Mod 2 test bike sells for $8,300 with 12-speed Shimano Ultegra Di2. That’s $750 less than a similarly equipped Trek Madone. It’s the same price as Specialized’s Tarmac SL7 and $1,300 more expensive than the Canyon Ultimate. Even with Ultegra Di2 build kits, these are not quite apples-to-apples comparisons, as each of them features different wheels and finishing parts. Riders can also purchase a non-Hi-Mod Evo with Ultegra Di2 for $5,500, or $4,500 for the Shimano 105 Di2–equipped model.

Two framesets are also offered, with a Hi-Mod frame selling for $4,500 and an ultralight Lab71 version at $6,000. Riders looking for a complete Lab71 bike will pay $15,000 for one with a 12-speed Shimano Dura-Ace groupset. Cannondale isn’t alone in pricing its halo-level bikes in this range, but that doesn’t make anyone who has to think about price feel better about it.

Ride Impressions

Cannondale took an already excellent race bike, its third-generation SuperSix Evo, and made it lighter and more aerodynamic. So it was not surprising that my impression after riding the new Evo was that Cannondale has a winner here. The overall feel of the bike is super reactive. Like a good race bike, it goes precisely where it’s pointed. It also has the rare ability to both hold a line through a corner and tighten down the turn seemingly at will. To say that the new Evo handles very well would be putting it mildly.

What the SuperSix Evo does so well—and what makes it an ideal race bike—is that it encourages you to go faster, no matter the situation. The Evo feels natural the moment you clip into the pedals. That ease translates to speed when, as you go faster, the bike seems to remove itself from your consciousness. The Evo lets you focus on riding fast instead of thinking about the bike’s limitations. Occasionally, you’ll rip around a turn with such speed that you won’t be able to help but giggle, smile, and remember that it’s possible because of the bike you’re on.

The SuperSix Evo also is no slouch in a straight line. I didn’t need independent wind-tunnel testing to tell me the Evo feels rapid. Fast aero bikes have a particular sensation, best described as a feeling of constant acceleration combined with refusing to let go of momentum. This sensation is not a quantifiable metric, but when a bicycle does it right, it’s felt instantly. In the same way, when you ride a non-aero bike, you feel its absence. The Evo is not a dedicated aero bike, but it feels like one.

As with the previous-generation Evo, the new bike’s uphill performance is excellent. That didn’t shock me, considering the latest version is lighter and seemingly did not lose any of its power transfer. The Evo is aided by a natural feeling out of the saddle, especially on very steep climbs. Even under maximum effort, it never feels twitchy as it rocks underneath you.

My only criticism of the new Evo is its harsher ride feel compared to the old bike—an unfortunate side effect of the aero-shaped seat tube and seatpost. The stouter fork and head tube also do not help with comfort up front. And I don’t mean to imply that this makes the new Evo bad, just that it rides slightly harsher than the old one. That shouldn’t be a deal-breaker for riders looking for the best possible race results.

That’s the distinction between a race bike and a road bike. The new Evo is an exceptional race bike. Yes, it sacrifices a bit of comfort to hit its aerodynamic targets. If you have your heart set on a race bike for the riding you do, the Evo, like most modern road bikes, has plenty of room for a larger tire to smooth things out. But ideally, you’re buying this bike because your goal is speed. That’s what the SuperSix Evo is for, and it’s very good at it.

Test Editor Dan Chabanov got his start in cycling as a New York City bike messenger but quickly found his way into road and cyclocross racing, competing in professional cyclocross races from 2009 to 2019 and winning a Master’s National Championship title in 2018. Prior to joining Bicycling in 2021, Dan worked as part of the race organization for the Red Hook Crit, as a coach with EnduranceWERX, as well as a freelance writer and photographer. 

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Cannondale SuperSix Evo review: A near-perfect road race bike

The fourth-generation cannondale supersix evo road bike is proof that small refinements can make a big difference..

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It is truly difficult to find a bad road bike, particularly when you consider just how polished high-end road bikes have become. There is no shortage of choices in the lightweight race road bike scene, and even there are even more choices should you want to dip your toes into the world of aero road bikes.

The new Cannondale SuperSix Evo complicates that just a bit.

Or rather, it complicates it and simplifies it. The new SuperSix Evo is said to be more aerodynamic than before, making it faster at a given power output. At the same time, the package is simplified, with fewer proprietary items and greater versatility in how to set the bike up for the rider.

The result is a race road bike with hardly any compromises and an emphasis on smooth, smart handling. After a few months of living with the bike, here are my impressions from building the bike, riding it, swapping components around, and finding out how it compares to the previous-generation bike.

The SuperSix Evo formula gets more aero

We covered much of the tech and updates between the third-generation SuperSix Evo and this latest one when the bike was first launched; check it out if you’re curious . The gist of it was this: take an already well-loved platform in the SuperSix Evo and add a whole lot more aero efficiency. And based on the numbers, Cannondale seems to have done it.

Now this isn’t a case of the SuperSix Evo becoming so aero that it makes the SystemSix aero bike a moot proposition; the SystemSix is still more aerodynamic in most conditions. But the difference is considerably smaller, such that the lower weight and smoother ride of the SuperSix Evo might be worth the trade-off.

Much of those aero gains are found at the front end, which makes some worthwhile changes. The previous SuperSix made the well-intentioned decision to route the cables largely internally but in front of the headset bearings, which was a bit bulky on an otherwise slim-tubed bike. Further, its application limited just how much the bars could turn left or right, which never hindered me but felt limiting nonetheless.

This latest system elects to route the cables through the headset bearings using a triangular steerer tube. As a result, Cannondale was able to make a more slender – and thus more aerodynamic – headtube area. Additionally, the two-piece stem might be unique to Cannondale but it allows for routing cables either through the bar and stem or under the bar, stem, and then into the frame. 

Follow the rest of the tubes and you’ll find that the rest of the bike is largely as slim as before. The exception is the seat tube and seat post, which both are narrower and deeper in profile to boost aerodynamics. Put the previous SuperSix Evo beside the new one, and this is likely the main difference folks will see right off the bat. 

Cannondale’s new wheel lineup is said to complement the SuperSix’s improved aero efficiency. There are two wheels in the lineup: the Hollowgram R-S 50 and the Hollowgram R-SL 50 wheelset, the latter of which comes spec’d on the Hi-Mod 2 for review. Both wheels share the same 50 mm carbon rim, with a 21 mm internal width, 32 mm external width, and tubeless compatibility with hooked rims.

But then there are the smaller details that aid aerodynamics. The fork’s dropout is sealed on the drive side. Both the downtube and seat tube bottle cage mounts offer adjustable mounting points, again to aid aerodynamics. And there are even aero bottle cages with narrow bottles to match; using the combination of the two saves about two watts at 45 km/h (28 mph) according to Cannondale. 

All said and done, Cannondale claims the SuperSix Evo is among the fastest road bike frames you can find . And according to their own testing, it is faster than the likes of the Specialized Tarmac SL7 and Trek Emonda SLR. 

Cannondale also made a few other changes, even if they aren’t necessarily for aero efficiency. The bike features a threaded bottom bracket for simpler serviceability and a lower likelihood of creaking from that area. Further, there are two ports on the downtube. The one closest to the headset allows riders to place an 11-speed Shimano Di2 junction box there or route mechanical shift cables externally. A second downtube port is found by the bottom bracket. This slot is specifically for a Shimano Di2 battery, making cable routing shorter and less likely to be pinched.

Official tire clearance for the new SuperSix Evo is 30mm with 6mm on each side. In my experience, the bike actually fit a 34mm tire without rubbing.

Geometry is more of the same, and that’s a good thing

Cannondale’s road race geometry is well-established at this point. It’s on the racier side of things, and while the third-generation bike saw slightly taller stack numbers for ever so slightly less-aggressive rider positioning, the bike is still firmly on the speedy side of things.

Loyal fans of the SuperSix EVO likely feel that the bike’s handling and steering geometry are what make the EVO a favorite for a number of cyclists. They’ll be happy to know that there are minimal changes. Just about every size is unchanged, meaning the nimble, responsive, but stable handling of the previous bike should remain.

I ride a size 51cm bike, which in most situations means that trail figures are quite a bit higher in an effort to minimize toe overlap. There was no such need here, as Cannondale specs two different fork rake options between larger and smaller sizes. Doing so allows riders of every size to have a similarly quick 58 to 60 mm trail figure, numbers that place it firmly in the quick handling side of road bikes.

Other things to note include a 74mm bottom bracket drop in my size 51cm bike, 410mm chainstays, and front center measurements that place the rider’s weight more in the center of the bike. 

SuperSix EVO Hi-Mod 2: Ride report

Cannondale sent over a SuperSix Evo Hi-Mod 2 in size 51cm. This includes the lighter Hi-Mod carbon frame (that’s said to weigh 810 grams in a painted 56cm frame), Shimano Ultegra Di2 drivetrain, Hollowgram R-SL 50 wheels with 25mm Continental GP 5000 tires, and Vision Trimax Carbon Aero bars. Total weight for my sample was 16.96 pounds (7.7 kg) with power meter pedals and Cannondale’s aero water bottles and cages. 

Take those accessories away and the bike weighs in at 16.1 lbs (7.31 kg).

You may come to me to ask just how distinctive the SuperSix Evo is compared to the competition. But the fact of the matter is that all of these top-end race road bikes are truly excellent riding companions. All are plenty stiff with decent handling, and it becomes a question of how much one wants to spend to get those last bits of discernable performance improvements.

That said, I think there are a few qualities the SuperSix has that stand out from the competition.

The SuperSix Evo loves to carry momentum. Obviously, every pedal stroke builds on one another, but the bike just seems to glide forward as you pedal. Not only does it want to go faster, but it wants to keep at that fast pace. Once you find a speed you’re comfortable maintaining, the SuperSix Evo just keeps it going with seemingly minimal input on your end. 

Cornering felt second nature on the bike; just turn in and go. Mid-corner adjustments were second-nature to me riding the bike, with hardly an adjustment process needed to feel comfortable pushing the bike’s pace. Further, it never once felt twitchy or unstable on fast, extended descents. If you’ve ridden a race road bike before, you’ll feel perfectly at home.

Ride impressions like this have generally been limited only to the best aero road bikes in my experience, but a growing crop of lightweight road bikes have started to have this feel too. It is still an uncommon trait for a road bike to have, but one that the SuperSix seems to have adopted.

Honestly, I’ve felt this way about every SuperSix Evo I’ve ridden, but the bike seems to carry momentum ever so slightly better than before. While the platform has always been a solid race bike, the new one feels just a bit more effortless.

The only nitpick I have here is a slight increase in ride stiffness, particularly out back. In my size 51cm frame I felt the new SuperSix to be ever so slightly more harsh out back than the third-generation SuperSix Evo. Could this be attributed to the deeper, more aero seatpost? A stiffer frame? A particularly thin chamois I was wearing that day, or even too-high tire pressure? Hard to say, but swapping for a 28mm Vittoria Corsa Pro tire or Pirelli P-Zero Race TLR tire smoothed out those small bits of harshness and then some.

Of course, it is worth talking about the rest of the bike. 

Fully-internal cable routing can be expensive and time-consuming to adjust, but having both the handlebar and stem work with both fully-internal and semi-internal cable routing from the factory is a worthwhile compromise. The Vision carbon handlebars have a nice shape to them, though lever placement with internal cable routing was limited enough that the handlebar tape left a little hump just behind the brake lever. At least for me, this was a non-issue outside of my visual preferences. The Cannondale C1 Conceal stem is well-designed and looks clean overall. No complaints here.

Cannondale also includes a thoughtful computer mount that attaches to the stem’s faceplate. The mount is adjustable for angle, offers both Garmin and Wahoo mount pucks, and a GoPro accessory mount underneath keeps your handlebars clean.

The Prologo Dimension TiRox NDR saddle isn’t the most popular short-nose saddle around, but it too works perfectly well. Firm but not unyielding, short but just long enough to perch yourself on the nose in a pinch. No complaints here either. 

Most SuperSix EVO models come with some level of carbon wheels from Hollowgram, Cannondale’s in-house brand. My build is spec’d with the best wheels they make, dubbed the Hollowgram R-SL 50. These 50mm depth carbon rims paired with DT Swiss 240 EXP internals is a hard formula to mess up. The wheels weighed in at 1532 grams with tape and valves, making them light enough. In practice, they rode well too, both in getting up to speed and in crosswinds. In my eyes, a wheelset upgrade of a similar depth will be one of personal preference rather than a substantial performance benefit. 

While the wheels come set up from the factory with 25mm tube-only (!!!) Continental Grand Prix 5000 tires, the wheels set up tubeless with ease. The 25mm tires are there for an optimal aero profile around the 50mm rim, but swapping to tubeless 28mm tires and appropriately lower tire pressures added a surprising amount of ride smoothness. 

Even the specially-designed aero water bottles and cages worked well. The cages work for both Cannondale’s aero bottles and standard round bottles without complaint. They do feel a touch more flimsy than some other bottle cages, but I never lost a bottle even when I rode the bike on gravel.  

The bottles – with a narrow profile to match the downtube shaping of the SuperSix’s frame – slid in and out without fuss. They’re a fun marginal gain, an example of how Cannondale looked at nearly everything in an effort to optimize the new SuperSix Evo. Of course, you can use whatever bottle cages you want, and in a range of different positions as well.

And then there’s the Shimano Ultegra Di2 drivetrain. It works about as well as one would expect. Shifts are smoother than SRAM AXS both at the front and rear derailleurs, but the front derailleur shifting is the best in the business. Shifter ergonomics are classic Shimano, and the braking is immediate but controllable. And like previous Ultegra 11-speed groups, the drivetrain is very quiet, be it through each shift or while just pedaling along.

The latest Cannondale SuperSix Evo isn’t a huge leap forward from the previous generation bike in sheer performance. Rather, the advances come in quality of life changes that make the bike easier to live with and work on. While the previous bike was good in its own right, there were some compromises you made to get there. Not so here.

If you can live with what I felt was an ever-so-slightly-harsher ride – one that is largely negated with a swap to 28mm tires – you’ll find one of the very best fast road bikes you can buy today. Great handling, aero bike feel, and the bonus of decently low weight make this one of the first options I’ll recommend to someone looking for a new race road bike.

Price: $8300 / $10,545 CAD / £8,250 / €8,999

cannondale.com

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Cannondale SuperSix Evo 4 First Ride - has the flagship racer traded climbing prowess for all-round performance?

It can still climb, but it's definitely an all-rounder rather than a pure climber's bike.

Early Verdict

A very competent all rounder that's surprisingly comfortable too, but it's no longer a pure climbers bike

Genuinely lovely paint

Excellent, balanced handling characteristics

Very good tyres as standard

SRAM Red beginning to feel dated

Wheels great on the flat, but take a bit to spin up

You can trust Cyclingnews Our experts spend countless hours testing cycling tech and will always share honest, unbiased advice to help you choose. Find out more about how we test.

Launch season is still in full swing, which means I’m still in the swing of jetting off from rainy Bristol to sunny parts of Spain to ride unreleased bikes. This time I spent the week in Girona, drinking extremely good espresso, riding the new Cannondale SuperSix Evo Hi-Mod 1, and generally feeling rather fancy. 

Our news piece covering the launch goes into all the ins and outs of the bike, so we’ll skim over those bits that aren’t so important and instead focus on how this particular model shaped up. I spent a smidge shy of 90km atop the Hi-Mod 1 model in the hills around Girona, including a very enjoyable ascent of the Els Àngels climb, which always makes me imagine it was named by Danny Dyer. For our international audience, imagine any character from the Guy Ritchey classic Snatch . 

As always, this is a first look rather than a final conclusion. Further testing is always needed over a variety of terrain to solidify things, but you can still get a decent idea on a moderate day out in the sun. 

Price : £7,000 / $8,800 / €8,850

Frame : Cannondale SuperSix Evo Hi-Mod

Size : 56cm 

Weight : Unspecified

Groupset : SRAM Red AXS

Wheels : Hollowgram 50 R-SL

Brakes : SRAM Red AXS

Bar/stem : Conceal Stem & Vision Metron Aero bars (MOMO one piece not tested)

Seatpost : Cannondale SuperSix

Saddle : Prologo Dimension

Design and aesthetics

If it ain’t broke, don’t fix it. That must have been mentioned across the design room table (do people design stuff across a big table anymore?). In a world of constant, marginal improvements it was certainly refreshing to attend a launch where the first thing of substance was “we’ve done absolutely nothing to the geometry”. I’ve not ridden the previous model of the SuperSix , the Evo 3, but it certainly reviewed well when our outgoing Tech Editor had it as a long-termer. If you did ride a Gen 3 bike however you may or not be pleased to hear that the headset steering lock has been retired for the new version of the bike. In all honesty, the geometry hasn’t changed much since the now even older generation, making me think a career change to ‘Head of Geometry’ at Cannondale might be a pretty sweet retirement gig. 

Given the geometry is unchanged the silhouette is also extremely similar. An overlay of the ghost of the outgoing model over the new ones shows just how similar, with the main difference being slightly more dropped seat stays. More aero, smaller triangles are stiffer etc. The tubes bear a great resemblance to the old model. The refinements that claim to save 12 watts over the previous model have only resulted in subtle refinements. Some more rounding here, and some smoothing at the join there. 

The biggest leap from a visual perspective has been in the paint department. Besides the mad Cannondale X Palace collaboration option the paint on the older model wasn’t really anything to set hearts aflutter. For the latest SuperSix, it’s clear a real effort has been made, and for the most part, it’s an effort that’s paid off. I’m not a fan of all the colours, but a lot of them I am fond of. The paint on this particular bike though is genuinely noteworthy. The first layer of the carbon layup is an entirely superficial layer of ‘forged carbon’ effect. It’s a bit like if you asked Lockheed Martin to create the crazy paving for your garden. On the top tube, it’s left uncovered, which I’m still undecided on, but for the rest of the frame, it’s coated in a rich, dark candy red that fades to black towards the rear of the bike. When the sun hits it, it has a depth and texture, unlike anything I’ve seen outside of boutique and custom brands. The LAB71 model is even wilder, where the paint shop has somehow managed to create a paint texture akin to purple wood, but this red was the one for me. I wish the fork legs didn’t have the plain red lowers, but such is life.

Aesthetics aside, I am a fan of a lot of the design tweaks. The blind fork dropout for the front makes for a more premium look and I will always applaud the use of a BSA bottom bracket. The Di2 battery sleeve is a neat solution too, though given I was riding SRAM it was purely a nice design touch rather than affecting the weight distribution in any meaningful way.

My bike for the trip came with the Cannondale Conceal stem and a set of Vision bars, rather than the MOMO-designed monocoquepit (I’m really trying to get that off the ground as a phrase). I’m all for ease of customisation, and easy cable routing and this ticks both of those boxes. The only slight grievance I have is that the hoses did rattle around inside the bars a bit.

Performance

If something is genuinely noteworthy, for good reasons, it’s worth starting with it. This is a premium bike, and for once it comes with really decent tyres. The 25mm continental GP5000s are good enough for Tom Pidcock when he’s descending like a lunatic , they’re one of the best road bike tyres out there, and it’s excellent to have a new bike not held back by lower-tier rubber just to meet a price point. 

Because I am a certified VLB (Very Lucky Boy) I’ve been treated to first rides of the new Colnago V4Rs , the new Canyon Ultimate , and the new Pinarello F lately. In handling terms the new Supersix feels most similar to the Pinarello F. It’s not as twitchy and responsive as the Canyon, which is the most nimble bike I’ve tested thus far (and correspondingly unstable feeling on certain terrain), while it’s certainly more lively than the Colnago. What I liked about the Pinarello, and what I like about the SuperSix too, is that it’s mellow when you don’t give it beans. When you’re cruising along in the bunch it feels stable and secure, while the Canyon felt twitchy even then, and the Colnago made me want to doze off. 

Mellow, and comfortable too. The roads around Girona aren’t the glassy smooth tarmac of Calpe. There are broken bits that, while not a patch on the UK, certainly test out the compliance of the package. Even on 25mm rubber, the SuperSix didn’t make all of my fillings fall out. For clarity, because my mother will undoubtedly read this and is a retired dentist, I don't actually have any fillings. 

The stack height of the test bike was a little high for my liking, but nothing taking a few spacers out wouldn’t fix. Even so, on the flat, it didn't nip along with quite the vigour of the Canyon, which I put down to the wheels. The package is undoubtedly aero, and also given the MOMO monocoquepit was absent for the test may have slightly hampered things, but the 50mm deep Hollowgram wheels took a bit more effort to spin up than the DTSwiss package of the German option. While rolling they conversely felt like they had more significant momentum, but this is also in part down to the slightly less choppy handling I suspect. Feeling aerodynamic differences is next to impossible, short of back-to-back tests, and as ever at this level, it’s splitting hairs; it’s not going to hold you back on the flat that’s for sure, and Magnus Cort says it feels faster (though he is sponsored, so take that as you will).

You can tell it’s a climbing bike at heart though, at least by heritage. When at full sprint it doesn’t have the hyper-stiffness of something like the Ribble Ultra SL , or even the Factor Ostro Gravel ; no enormous BB area to handle the tens of thousands of watts I’m putting out, but conversely the ride experience as a whole is infinitely more pleasant than either of those options.

While it’s derived from an all round, but definitely lightweight focussed heritage, it does not have the feel of a classic climbing bike anymore. As someone who loves climbing this does leave me in something of a quandary. I know the deep sections are faster, but the Hollowgram wheels have the feel of something even deeper. I would love to try the chassis out with some lighter, more responsive wheels on some steeper ramps, but that’s what further testing is for. On the 11km Els Àngels ascent, it held its own perfectly well, and then I was rewarded with 11km of semi-technical descending.

This is where the tyres come in, and the geometry too. The Canyon Ultimate is a blast if you know the roads, but on unsighted ones, it leads to caution, especially on steeper gradients. Here, as with the Pinarello F, the mellow nature seamlessly blossoms into pretty sublime handling as you edge up around 50km/h. What the SuperSix definitely has over the Pinarello F though is better tyres, and better wheels too. This means you can dig in a little more into each curve, and, thanks to the comfort factor we covered earlier, also back yourself on less-than-optimum road surfaces. It’s not as reluctant to deviate from its line as the Colnago by any stretch, but to my mind, it’s still a bike that operates best in the bends on a Plan-Execute-Evaluate basis. It’s not quite so supportive of mid-corner changes of heart.

Sadly though SRAM Red doesn't match up to the Shimano performance options. The shifting just isn't as snappy, and I'd take Ultegra over Red given the choice. I'd also have to think pretty hard about taking Red over 105 Di2, but that's another story for another time. Given you can get Ultegra on the Hi-Mod frame that's not a huge criticism.

This was my first time aboard a SuperSix, but given the lineage I do, to a certain extent, feel like I’ve now ridden all of them. For fans of the last model, and the one before I suspect, this will float your boat. The handling is excellent, there are updated, mostly sensible design choices, and the paint options are a significant improvement too. It’s very much an all-around race bike now, and while it shines on pretty much all terrains (within the confines of a 90km ride) it lacks the zip on steeper ramps of what is a heavily endangered species; the pure climbing bike. With shallow wheels though I think this would noticeably improve.

The rim brake SuperSix Evo Hi-Mod frames still are staples of the UK Hill Climb scene. Hyper stiff and crazy light, they definitely seem to possess a different character to the latest generation. Perhaps it mirrors the lack of specialisation in the peloton in a way: The days of your classics hard nuts winning on the flat in bad weather on big, chunky bikes and tiny waifs dancing up a col later in the season have fallen by the wayside a little in favour of cyclocross superstars winning in the alps and Tour de France champions dominating the classics too. The new SuperSix does very much feel like a bike to cater for this latest generation of do-it-all riders. 

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Will joined the Cyclingnews team as a reviews writer in 2022, having previously written for Cyclist, BikeRadar and Advntr. There are very few types of cycling he's not dabbled in, and he has a particular affection for older bikes and long lasting components. Road riding was his first love, before graduating to racing CX in Yorkshire. He's been touring on a vintage tandem all the way through to fixed gear gravel riding and MTB too. When he's not out riding one of his many bikes he can usually be found in the garage tinkering with another of them, or getting obsessive about tyres. Also, as he doesn't use Zwift, he's our go-to guy for bad weather testing... bless him.

Rides: Custom Zetland Audax, Bowman Palace:R, Peugeot Grand Tourisme Tandem, Falcon Explorer Tracklocross, Fairlight Secan & Strael

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Ridden and Reviewed: 2022 Cannondale Supersix EVO CX

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Cannondale SuperSix EVO CX cyclocross/gravel bike review. © Cyclocross Magazine

Cannondale continues to have a dominant position in cyclocross racing. Reigning USA National Champion Clara Honsinger joined Cannondale P/B Cyclocrossworld.com 2 seasons ago. This year she has had a strong showing in Europe on the new Supersix EVO CX.

Cannondale updated the cyclocross line by eliminating the 3X Nationals winning SuperX ridden by Stephen Hyde and Katie Clouse. In place of the venerable SuperX that introduced the “Out-Front” geometry that Tim Johnson helped implement is the Supersix EVO CX. The same frame is used for a companion model, the Supersix EVO SE equipped with gravel-friendly gearing and tires. The name and aerodynamic design follow from the Supersix EVO top-end all-around road racing bike in Cannondale’s lineup but is not the same frame at all.

Cannondale consulted sponsored athletes for the new design and rode early prototypes to provide feedback and race-focused testing. In particular, the women athletes, Clara Honsinger, Katie Clouse and Katie Keough received early prototypes first. External test partner Mike Berry, team mechanic for Cannondale p/b Cyclocrossworld.com was also included in this process.

Keep What Works

For the Supersix EVO CX, Cannondale kept the out-front geometry of the SuperX. They also kept the AI (Asymmetric Integration) rear end with short 42.2cm chainstays and a 6mm drive-side offset that requires a special crankset and the rear wheel dished 6mm to the left. Additionally, Cannondale uses a bottom bracket of its invention called BB83A. This is press-fit cups into an 83mm wide shell, with the cups the total width is 86mm. Cannondale invented the original BB30 over 20 years ago, so why not continue the trend?

Note the unique chainring offset to maintain a good chain line with Cannondale AI. Also 13 mm of clearance on each side of the 33mm tire. Cannondale SuperSix EVO CX cyclocross/gravel bike review. © Cyclocross Magazine

The Cannondale out-front geometry is a relatively slack 71-degree headtube angle paired with a 55mm long fork offset to maintain a quick 62mm trail figure that makes the bike have a racy feel out on the course, but yields confidence on steep descents and transitions with the front wheel further ahead of the rider. Our 56cm review bike has a long 62.1cm front center. That’s almost 2cm longer than other ‘cross bikes with more typical geometry.

The new Supersix EVO CX or SE frame fits 33mm tires with 13mm of mud clearance on each side! That also means a 50mm tire fits in the rear without a problem. Officially Cannondale says the maximum tire clearance is 45mm.

Cannondale One crankset for AI uses a proprietary direct mount chainring. Cannondale SuperSix EVO CX cyclocross/gravel bike review. © Cyclocross Magazine

Our 56cm review sample has a 55.5cm top tube, a 57.5cm stack height, and a 38.5cm reach. The bottom bracket drop is 6.9cm. With the short 42.2cm chainstays, the wheelbase is 103.4, not too much longer than typical given the long front center.

In the past, Cannondale attempted to provide some rear-end compliance via thinned areas of the chain and seatstays. Those areas are not on the new Supersix EVO CX/SE. The seatstays attach lower on the seat tube, a popular style now. I don’t know how this affects compliance, but the ride quality is certainly different than the previous SuperX. Cannondale still uses a wedge-type internal seat post clamp for the D-shaped carbon seat post. The D-shaped post is an aerodynamic design cue straight from the Supersix EVO road bike and does keep the saddle oriented in the event of a spill, two race advantages.

Dropped seatstays and internal seat post clamp add to clean lines. Cannondale SuperSix EVO CX cyclocross/gravel bike review. © Cyclocross Magazine

The Cannondale is attractive with smooth lines expected from a carbon monocoque frame. The dropped seatstays run parallel with the downtube, just like the GT Triple Triangle frames from the old days. The downtube is a rounded isosceles trapezoid with a 30mm wide narrow end forward facing for an aerodynamic shape that is easy to grasp when bringing the bike up to your shoulder. Control lines enter into the top of the downtube to run internally to their destinations with trap doors to access the lines below the bottom bracket. Cables use full housing through the frame. The front brake line enters the left fork blade cleanly from the front of the crown area. This control line arrangement makes maintenance significantly easier than lines run internally through the bars, stem or headtube which has become popular among recent road bike designs.

Easy to maintain control line runs on the Cannondale SuperSix EVO CX cyclocross/gravel bike review. © Cyclocross Magazine

Two bottle cages are in the usual places on the down and seat tubes, the former with 3 bolts to offer flexible positioning for an extra-long cage or accessory mount. There are provisions for a front derailleur, cable, wired, or wireless, but no rack or fender mounts. There is however the Speed Release through-axle system we saw most recently on the Wilier Triestina Rave .

The front derailleur provision is used when the Cannondale SuperSix EVO is dressed in a gravel kit. © Cyclocross Magazine

The fade paint from putty grey to metallic purple adds to the SuperSix EVO CX’s curb appeal.

The SuperSix EVO CX has a complete kit of Cannondale components including a standard aluminum bar and stem, a Fabric brand saddle. the aforementioned proprietary D-shaped Hollowgram SL carbon seat post with a 2 bolt clamp, and of course the aluminum Cannondale crankset with a single 40t direct-mount chainring. The Drive train is the vulnerable SRAM Force 1 HRD with flat-mount calipers. The rear derailleur is a SRAM Force 1 medium cage that shifts across an 11-36 cassette. The 40 X 36 low gear yields a 1:1.1 ratio or 30 gear inches, a useful racing range for mere mortal cyclocross racers. The bike has SRAM CLX R center lock brake rotors, 160mm front and 140mm rear.

The D-shaped Hollogram carbon seat post. Cannondale SuperSix EVO CX cyclocross/gravel bike review. © Cyclocross Magazine

Cannondale includes DT Swiss R 470 aluminum rims built around Formula hubs with 28 straight 14ga spokes in 3X configuration. The rims have a 20mm internal width tubeless profile and a 23mm depth. This is not a light wheelset by any means with 450-gram rims, but it is a durable build. The tires are Vittoria Terreno Mix TNT, a reliable tubeless ‘cross tire in our experience. The bike came with tubes in the wheels, but it was indeed an easy task to set the Vittoria tires as tubeless on the DT Swiss rims.

DT Swiss R470 rims with 28 2.0mm spokes X3 is a stout wheel build on the SuperSix EVO CX cyclocross/gravel bike review. © Cyclocross Magazine

18.1 pounds as tested. 10.3 pounds without wheels.

I’d come to like the Cannondale out front geometry a lot over the years. The short chainstays add to the handling qualities I like, but I’ve never been one to like a requirement for non-standard components. In practice, owning a Cannondale SuperX has not been a burden since dishing a wheel 6 mm over mostly won’t require longer spokes, and most riders don’t swap wheels quite as often as I do. Cannondale AI direct mount chainrings are available after aftermarket from WolfTooth Components or a spider and chainring combination. SRAM makes a crankset specifically for Cannondale AI, but Shimano users will have to stay with the Cannondale crankset. Other options may exist, especially since Cannondale has stuck with this system for the past 5 years. Other companies use dropped chainstays or sacrifice tire clearance. That said, I can’t help but wonder if Cannondale could have accomplished the same handling with 42.5cm chainstays in a more standard configuration, sacrificing some tire clearance as other companies have done since this is a race-oriented bike.

For the review, I have the advantage of close familiarity with the SuperX with one on hand to draw a comparison for academic discussion. I don’t own the SuperX, and I used the same wheelset between the two bikes to see if there was an immediately noticeable difference. Any ride difference is subtle but the SuperSix EVO CX seems a bit stiffer at the back end over bumpy terrain. Perhaps that is confirmation bias. There are many ways to engineer compliance, especially with a molded carbon composite frame.

Despite my initial comment comparing the smoothness of the old SuperX, the new Supersix EVO CX is not a rough ride, but makes you aware of the surface. The bumpiest track feels bumpy as the control lines rattle inside the downtube. The bike does not have the hard-hit damping that the Trek IsoDecoupler affords, but it is still not too jarring over those hits, and because rider weight is behind the front tire a bit more, the front end rolls over those hits more easily. Seated traction and comfort are aided by seatpost flex that is evident when you push down hard on the saddle statically. The effect is lost when standing on the pedals, but the Supersix EVO CX still feels under control. It accelerates quickly with rider input to the pedals, with a racy responsiveness I enjoy, and similar to the Trek Boone that I just reviewed . The Supersix EVO CX pays back your hard acceleration with some creaks that I surmise are from the bottom bracket with a slight moan from the seat post clamp area since the noise is most noticeable when accelerating while seated. All bikes make noise, but creaking is sometimes an indication of maladjustment, not something I’d expect on a new bike. Inspection of the frame and component interfaces revealed nothing amiss. This creak is conditional, so it does not exist under normal pedaling.

Cannondale SuperSix EVO CX cyclocross/gravel bike review has lots of clearance by the seatstays. © Cyclocross Magazine

With the stock Vittoria Terrano 33mm tires tubeless pumped to 25 psi in the front and 28 psi in the back, the Supersix EVO CX rolls quickly and smoothly over a typical mixed surface CX course. That includes pavement, hardpack, loam, roots, sand, and only minor rocks. The Vittoria has a stiff feeling sidewall, so they never felt folded over in the turns, and did not bottom out easily with the chosen pressure. The tread pattern is similar to the familiar chevron of the European favorite Challenge Grifo, or Dugast Typhoon, but the knobs are taller and more aggressively square-edged. I thought they out-performed a more traditional chevron tread when compared in the same conditions.

Cannondale With a 33mm tire, there is plenty of clearance at the fork crown for mud or a bigger tire. SuperSix EVO CX cyclocross/gravel bike review. © Cyclocross Magazine

The Out Front geometry puts the front wheel further out in front of the steering axis so I feel more confident when descending steep sections of track. The rider’s weight is further back so the front wheel can roll over unevenness easier and the risk of going over the bars feels mitigated. Yet, wheel flop is not evident, steering is CX race-bike quick, and there certainly is no toe overlap. The trail calculation of 62mm with a 33mm tire is just a hair less than “standard” cyclocross geometry (a 72-degree head angle and 45mm fork offset). The only demerit I can see with the Out Front geometry is a minor reduction of front-wheel traction. On a steep climb or certain off-camber turns, you’ll want to either reach for the drops or sit a bit more toward the front of the saddle. Coming down a steep section into a turn, your weight is already forward, so the long front center poses no problem, the quick steering requires only a lean of the bike.

The SRAM Force 1 medium cage derailleur is appropriate with the 36T low cog since this is a CX build. The Supersix EVO SE in gravel dress comes with a double crankset and front derailleur. For the Supersix EVO CX, easy conversion for off-season adventures is to replace the AI chainring or buy a long cage Force 1 and use a large cassette, a more complicated and expensive option.

The stout wheels included are not race wheels. By my calculations, the build would be more than 1900 grams, a hefty choice for a race bike. The 20mm internal width rims are not a great gravel choice, so these are heavy ‘cross wheels. Given the curb weight of the complete bike, we can imagine how sprightly this bike would be with a lighter wheelset. Given the AI rear end, it is not so easy for me to swap wheels, but I had access to a SuperX with 1600 gram wheels shod with 33mm Maxxis Speed Terrane that I swapped for a ride, similar weight to the Vittoria Terreno. Already good acceleration improved as did nimbleness with the wheel diet.

The Verdict

The Supersix EVO CX keeps all the race-winning pedigree of the SuperX, updates the styling and offers better aerodynamics and more tire clearance. Both attributes make the Supersix EVO CX a better gravel racer, especially with different gearing. However, tire clearance and aerodynamics play a role in cyclocross racing as well, if the mud is thick or the speeds are high (as we saw in the dry conditions of the 2022 Fayetteville World Championships).

Aside from the aforementioned creak, the Supersix EVO CX has no quirks. Control line runs are clean and easy to maintain. The downtube is easy to grasp and the level, flattened top tube leaves a large triangle to reach through to pull up to your shoulder for the long run-up like at the 2022 Cyclocross World Championship course in Fayetteville, Arkansas.

The included wheelset is good to start with, but portly. The bike deserves a lighter more lively wheelset. $4000 is not inexpensive so the additional expense for a wheelset puts the bike budget in the high range. With the right wheelset, this can be a superlight cyclocross racer. Finally, Cannondale’s AI solution for rear tire clearance necessitates several proprietary components or modifications. This is not a big burden for most users who do not swap components frequently, but finding replacements for worn or damaged parts will be less convenient with fewer choices. That aside, the Cannondale Supersix EVO CX is fun to race on the CX course and ride on the mixed terrain rides that I like, with quick handling, responsive acceleration and confidence-inspiring front-end geometry. It was a bike I often chose out of a fairly broad stable of personal and review bikes on hand.

2022 Cannondale Supersix EVO CX Bike Specs:

MSRP: $4000 USD Frame: Carbon fiber monocoque Fork: Carbon fiber with carbon steerer: 1 ⅛” -1 ½” Weight: 18.1 pounds, as tested no pedals; 10.3lbs without wheels or pedals Shifters: SRAM Force 1 HRD mechanical 11-speed Crankset: Cannondale One 40T single chainring Brakes: SRAM Force flat mount hydraulic 160mm front, 140mm rear SRAM CLX R rotors Cockpit: Cannondale Aluminum, 10cm stem, 42cm bar Seatpost: Cannondale Hollowgram carbon, D-shaped, 2-bolt saddle clamp Saddle: Fabric, steel rails Wheels: DT Swiss R 470, 20mm inner width aluminum, 28 2.0mm spokes, laced X3, Formula CL 712 hubs Tires: Vittoria Terrano Mix TNT 700X33 tubeless Warranty: Lifetime, frame and fork (original owner) Country of origin: Taiwan More info: cannondale.com

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Unreleased Cannondale SuperSix Evo 4 breaks cover at the Tour Down Under

EF's Alberto Bettiol pictured on the new bike, and UCI frame list confirms there will be three models

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After much speculation, an updated UCI List of Approved Models of Framesets has confirmed that the Cannondale SuperSix Evo is, indeed, here.

The update of the US brand’s popular all-round race machine will be available in three models: the SuperSix Evo 4, the SuperSix Evo 4 SL and the SuperSix Evo 4 Hi-Mod.

Granted, it’s news that’s unlikely to make you spill your morning coffee, given that the bike has been making regular appearances of late on pro riders' Instagram accounts and several bike websites including  our own , albeit in yet unnamed form. The Tour Down Under, which got underway this week in Australia, offered up the clearest evidence yet, with both the men’s and women’s EF Education teams racing on the new bike. 

However, deerstalker-wearing bike sleuths can now turn their attention elsewhere; seeing the SuperSix Evo 4 listed in black and white on the UCI’s list turns guesswork into hard fact. 

Interestingly, the UCI list shows that the Cannondale framesets were approved back in October 2021, but have only been made public now. It’s safe to assume that Cannondale wanted to keep them under wraps for as long as possible, but with the 2023 season here, and EF Education riders already racking up the training miles aboard the new bike, the reveal had essentially been made. The list just rubber stamps it.

That’s not to say that all intrigue is gone. Cannondale’s official launch is still to happen, meaning that there’s plenty of details to confirm. 

First up is the differences between the three new models. The current SuperSix Evo 3 comes in two options, the Evo 3 and the Evo 3 Hi-Mod, with the latter using a lighter and stiffer carbon lay-up. This could mean then that the SuperSix Evo 4 SL will sit as a mid-tier option, perhaps with a new lay-up or other features not used on the ‘regular’ Evo 4.

An alternative theory is that the SL will be the top-tier frameset, and the one currently being used by the EF team. The eagle-eyed amongst you will have spotted a ‘Lab 71’ decal on the seat tube of the Evo 4s being ridden in the Tour Down Under. What’s Lab 71 you ask? 

The Cannondale website says, “Since 1971, Cannondale has been peering over the edge of what is possible in bicycle design, performance, and engineering. It's now time to chase beyond it. Welcome to LAB71: Cannondale’s best, done better.” 

Last year, it released the limited-edition Leichtbau version of the SuperSix Evo 3, which used a new carbon layup to bring the frame weight down to just 750g. Could the SL use the Leichtbau approach, under the Lab71 moniker? We’ll have to see.

The design differences between the SuperSix Evo 3 and the SuperSix Evo 4 also needs solving. The photos provide some evidence and appear to show a remodeled fork, with a deeper, more aerodynamic profile, a reshaped canoseat tube, again with a deeper profile, presumably to help reduce drag and lowered seat stays, which should translate to some added comfort. We’d guess that the redesign also includes wider tire clearances and a threaded bottom bracket but, as with all the details, we’ll have to wait for the bike’s official release for confirmation.

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Luke Friend has worked as a writer, editor and copywriter for twenty five years. Across books, magazines and websites, he's covered a broad range of topics for a range of clients including Major League Baseball, the National Trust and the NHS. He has an MA in Professional Writing from Falmouth University and is a qualified bicycle mechanic. He has been a cycling enthusiast from an early age, partly due to watching the Tour de France on TV. He's a keen follower of bike racing to this day as well as a regular road and gravel rider. 

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Cannondale SuperSix Evo

 ·  19.03.2013

Neben dem Alu-Bestseller CAAD 10 und dem Carbonrahmen SuperSix bietet Cannondale auch das SuperSix Evo als Top-Modell für Frauen an. Allen gemein ist, dass sie eine speziell auf die weiblichen Bedürfnisse zugeschnittene Geometrie aufweisen: Ein etwas kürzeres Oberrohr entspannt etwas die Position – auf Cannondale-Rahmen sitzt man normalerweise sehr gestreckt. Dass der Frauenrahmen technisch nicht ganz die Sphären erreicht wie das überragende Standardmodell, ist verschmerzbar, von den Werten ist das Damen-Evo immer noch ein sehr guter Rahmen. Die Ausstattung mit Ultegra Di2 ist hochwertig und schlüssig, einzig der etwas arg kurze Vorbau beeinflusste das sonst ausgewogene Fahrverhalten.

PLUS guter Rahmen; gelungenes Ausstattungspaket; sehr kleine Rahmengrößen MINUS nur eine Auss tattungsvariante, recht kurzer Vorbau

Preis Komplettrad 3.999 Euro Gewicht 7,2 Kilo Erhältlich im Fachhandel

Bezug/Info www.cannondale.com

Rahmengrößen** 44 , 48, 51, 54 , 56 cm Sitz-/Ober-/Steuerrohr 510/540/148 mm Stack/Reach/STR*** 552/386 mm/1,43

AUSSTATTUNG Bremsen/Schaltung Shimano Ultegra Di2 Tretlager Cannondale Hollowgram Si (50/34 Z., BB30) Laufräder/Reifen Shimano Ultegra/Schwalbe Ultremo ZX Lenker/Vorbau Cannondale C1 Women’s Compact Wing/Cannondale C1 Sattel/-stütze Fizik Arione Donna/Cannondale C1 (27,2 mm)

Just built this up yesterday, coming from an Aethos. Will post some final pictures once it’s done. Will be repainting the fork during the off season.

Bought for around 4000 euros complete with 105 Di2. Stripped and installed Ultegra Di2, and the Shimano C60 wheel set.

Went down from a 56 in Specialized to a 54 on the Cannondale. 1cm less reach and 1cm lower stack, so will be installing a 130mm stem once it’s in stock from Cannondale.

What cockpit are you planning on running?

Yeah thats the biggest issue right now… Cannondale has nothing but 110mm stems at the moment, and they don’t have the spacers to run 3rd party stems available either.

Right now I am running ZIPP ERGO 80 38cm.

Yeah, it’s almost required on the bike. Everyone I know with one is running the integrated cockpit from Cannondale so curious what other options people are considering

Otherwise looks good!

How are EF using FSA bars in their bikes? Obviously they get stuff before us mere consumers, just wondering if they have custom spacers, etc.

The issue is that they have nothing smaller than 40cm for us mere mortals (at least that I can get in Europe).

All I can find is 40cm and 100mm…

Yeah, I run into that issue whenever I look into one-piece systems. I need long and narrow and that combo is rarely available.

Did they at least go with a standard offset rear wheel finally? At least thats an easy swap for a new TA, vs having to re-dish all your wheels to run them!

I switched to these bars from the Pro Aero Vibe recently. Technically a downgrade but I wanted 36cm bars on my road bike like my track bike.

On a nice carbon bike with nice wheels, I don’t mind the metal bars. They’re well made. Not light but also not bendy like other whimpy 36cm bars.

They’ll be right at home on your bike.

I hear you on the zero offset seat post. I have the previous generation SuperSix in 58 and it was pretty unworkable without the zero offset. Is the post the same between generations? One way you could do it would be to find a small person who needs the offset and swap. the smaller geo frames have the zero. Which doesn’t make sense to me…

Nice. I’ll be curious to hear your impressions on the bike compared to your Aethos

I’m still tentatively planning to patiently wait until December when the full Ultegra 12s build shows up in stores. But we’ll see if I’m able to keep myself from buying something else between now and then. Would probably have to be used or an unexpected fire sale since the only other brand that seems to have decent priced ultegra/force level bikes is Canyon

I do wish companies would start spec-ing handlebars that were 20-40mm narrower than they currently do across most of the sizes. This is the biggest temptation to just building something myself as I hate to drop several thousand dollars to then have to spend a few hundred more to get a more appropriate width handlebar. I’ve just told myself after each of the last 3 builds I’ve done that I don’t want to build any more bikes up. Between hydraulic breaks and internal routing and having two little ones at home I just don’t have the time to watch the videos and take the time to build it up. I think one of the builds sat partially completed in my garage for over a month…which meant there was a month where I was looking at it and not riding it

Yeah, same. I just like alu handlebars for some reasons, same for stem. Cheap to buy and replace and such a boring cost.

Hehe, I just build it up completely but without connecting the hoses. I let my LBS do that. They charge like 40USD for bleeding and doing the last bits on the bike.

I think they may have done. There’s been no announcement and no official new model, but if you look at the Aeroads on their site (in UK at least) they all now have seat post clamps on the top tube again, and there’s a little extra triangle of carbon between top tube and seat tube. Whereas the problematic seat post clamp was in the back of the seat tube right?

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Shooter Files by f.d. walker

Street Photography Tips, Interaction, Travel, Guides

Apr 24 2017

City Street Guides by f.d. walker: A Street Photography Guide to Moscow, Russia

*A series of guides on shooting Street Photography in cities around the world. Find the best spots to shoot, things to capture, street walks, street tips, safety concerns, and more for cities around the world. I have personally researched, explored and shot Street Photography in every city that I create a guide for. So you can be ready to capture the streets as soon as you step outside with your camera!

At over 12 million people, Moscow is the largest city in Russia and second largest in Europe by population ( Istanbul is #1). An urban, cosmopolitan metropolis with more than enough glitz and glam to cater to the elite, but without losing its fair share of Soviet era roughness around the edges. It can be fast paced, brash, busy, and trendy like other big cities, but it has its blend of West meets Russia atmosphere and beauty that provides plenty of unique interest. The Red Square is as famous as it gets, but there’s so much more to this city, including the most beautiful subway system you’ve ever seen. It would take years to capture all of Moscow, but that means you have an endless amount of areas to discover.

So here’s a Street Photography guide so you can be ready to capture all that Moscow has to offer before you even arrive!

• Patriarch’s Pond
• Old Arbat Street
• Maroseyka Street
• Tverskoy Boulevard

Top 5 Street Spots:

1. red square.

The Red Square is the most famous square in not just Russia, but all of Eastern Europe. The name actually doesn’t come from the color of the bricks or communism, but from the name in Russian, Krásnaya, once meaning “beautiful” before its meaning changed to “red.” This large plaza is what you see on the cover of guide books and magazines for Moscow, with St. Basil’s Cathedral being the center piece next to Lenin’s Mausoleum surrounded by the Kremlin Wall. Of course, the Red Square attracts hordes of tourist due to the main attractions, but all that activity around an interesting atmosphere does provide street photo opportunities. It’s also the central square connecting to the city’s major streets, providing a good starting point to explore outward.

You’ll also find the popular pedestrian only Nikolskaya Street connecting the Red Square to Lubyanka Square. This line of expensive shops includes plenty of activity, while also leading you to another popular square. Filled with history rivaling any city, the Red Square and surrounding areas are the heart and soul of Russia.

2. Patriarch’s Ponds

Patriarch’s Ponds is one of the most exclusive neighborhoods in Moscow. Despite the name being plural, there’s only one large pond, but it’s worth a visit with your camera. It’s a popular spot for locals and expats to come relax or take a stroll around the pond. You get an interesting mix of young and old too, from young love to “babushkas” feeding pigeons. It’s a very peaceful park atmosphere in one of the nicer areas within the city center, while bringing enough activity for street photography. 

The pond is shallow and in the winter becomes a popular spot for ice-skating too. The area is also well-known for the location in the famous Russian novel, The Master and Margarita. 

3. Old Arbat (Stary Arbat)

Old Arbat is the most famous pedestrian street in Moscow, and dating back to the 15th century, also one of its oldest. Originally, it was an area of trade, but soon became the most prestigious residential area in Moscow. During the 18th century, Arbat started attracting the city’s scholars and artists, including Alexander Pushkin. Cafes lined the streets and impressive homes filled the neighborhood. Since then, New Arbat street was created as a highway in the area, while Old Arbat was paved for a 1km pedestrian only walkway.

Due to the historic buildings, famous artists that lived here, and the bohemian atmosphere, Old Arbat has become a big attraction for tourists today. Now, there’s a mix of cafes, restaurants, souvenir shops, street performers, street merchants and other attractions for visitors, and some locals, to come enjoy. It can get really busy here and there’s usually something interesting going on so it’s a good street to come walk with your camera for guaranteed life.

4. Gorky Park

One of the most famous places in Moscow is Gorky Park. The official name is Maxim Gorky’s Central Park of Culture & Leisure, which gives you an idea of what goes on here. When built, it was the first of its kind in the Soviet Union. Divided into two parts, it stretches along Moscow River. One end contains fair rides, foods stands, tennis courts, a sports club, a lake for boat rides, and more. This end brings more active life due to its number of attractions, while the other end is more relaxed, where you’ll find gardens, trees, older buildings, and an outdoor amphitheater.

Gorky Park attracts mostly locals so it’s a good spot to capture the non-tourist side of Moscow life. Muscovites come here to escape the city and unwind in a picturesque setting. The park remains alive outside of the warmer months too, especially when the lake turns into the city’s largest outdoor skating rink. I’d recommend taking the metro out here to spend at least half a day exploring the massive park’s life with your camera.

5. Maroseyka Street

Maroseyka Street is a popular area not too far from the Red Square. The long, winding street turns into Pokrovka and is lined with restaurants, cafes, bars and places to stay. It’s actually where I like to stay when I’m in Moscow due to its location and solid street photography opportunities itself. You have Kitay-gorod station near and if you keep walking southwest, you’ll get to the Red Square. But if you walk northwest, as it changes to Pokrovka, you can find a long street of activity for photography with its own interesting atmosphere.

6. Tverskoy Boulevard

Tverskoy Boulevard is the oldest and longest boulevard in Moscow, beginning at the end of Nikitsky Boulevard, and finishing at Pushkin Square, a spot to come for activity itself. The boulevard is made up of two avenues, with pedestrian walkways in-between. You’ll find grass, shrubbery, trees, benches and more walking it’s almost kilometer length. Many people come here to enjoy some relaxation, walk their dog, or just to use it to walk wherever they’re going. Its center location also provides a nice place to walk with your camera near plenty of other spots you’ll want to check out anyway.

Sample Street Walk:

For a full day of Street Photography, covering some of the best spots, you can follow this sample street walk for Moscow:

• Start your morning walking around the Red Square (1), while exploring the surrounding area, including Nikolskaya Street
• Then walk northwest to Patriarch’s Ponds (2) and slowly walk the pond and surrounding area with your camera
• Next, walk east to the Pushkin Monument and stroll down Tverskoy Boulevard (6)
• Once Tverskoy Boulevard (6) ends, it will turn into Nikitsky Boulevard. Follow this down until you get to the start of Old Arbat Street (3), across from Arbatskaya station
• After you’re done walking down Old Arbat Street (3) for more street photography, spend some time checking out Moscow’s beautiful metro stations
• To finish off the day with more street photography, get off the metro near Red Square (1) again, Maroseyka Street (5) or wherever you’re staying for the night.

3 Things I’ll Remember about Shooting in Moscow:

1. museum metro.

The Moscow metro system was the first underground railway system in the Soviet Union and today includes 203 stations across 340km of routes. The elaborate system has some of the deepest stations in the world too, with escalators that seem to go on forever. None of this is what makes it so special, though. Many of its stations feel like stepping inside a museum, making it without a doubt the most interesting and beautiful metro system I’ve been in.

When built, Stalin wanted to make the metro stations “palaces for the people” with marble, chandeliers, and grand architecture. The best part is the variety of architecture and styles used, making many of the stations a completely different experience visually. You could easily spend a whole day traveling the stations and there are even tours available for people who wish to do just that. My advice, though, would be just to buy a ticket and hop on and off at different stations, while exploring different lines. The museum-like surrounding mixed with the crowds of characters can make for a great photography experience.

Since there are so many stations, here are some of my favorites to check out:

• Novoslobodskaya
• Mayakovskaya
• Elektrozavodskaya
• Komsomolskaya
• Ploschad Revolyutsii
• Dostoyevskaya
• Prospekt Mira

2. Moscow is Big

It’s no secret that Moscow is a big city, but it can feel even bigger with how spread out much of it is. This is especially true if you compare it to cities outside of Asia. If I compared it to cities in Europe, I’d probably say only Istanbul would warrant more time to really discover the depths of this city. Most only explore around the Red Square and surrounding area, but that is such a small part of the city. Although, that central area does give you plenty to see on its own.

Fortunately, I had a good friend living in the city to show me around, but it opened up my eyes even more to how much there is to discover in Moscow. It’s a big city with a variety of atmosphere that can take you from “east” to “west” and trendy to rugged depending on where you go. I’d imagine you’d have to live here a while to really know the city.

3. Cosmopolitan Mix of East meets West

Modern skyscrapers mixed with amazing architecture, a world-class metro system with museum-like beauty, trendy fashion and chic clubs, Moscow is a rich mix of Russian culture and history in a more western cosmopolitan package. There is a push to keep the Russian culture, while also pushing forward with a modern metropolis the whole world will envy. This comes with an impressive skyline, that continues to grow, and endless modernities, but with soviet nostalgia and atmosphere mixed in for good measure.

Mixed in with this grand western cosmopolitan atmosphere, is a strong national pride in Russia. This includes their famous leader, Vladimir Putin. Maybe no other place will you see a country’s leader more often. All over, from the pricey tourist shops to the underground walkway stalls, you’ll find goods with Putin’s likeness covering them. From t-shirts to magnets to Matryoshka dolls. There’s a strong national pride that can be seen around the city, which also extends to their leader. Moscow is many things. It’s East meets West, modernizations meets Soviet era, and a whole lot more.

What To Do For a Street Photography Break?:

Eat at a stolovaya.

Stolovayas are Russian cafeterias that became popular in the Soviet days. You grab a tray and walk down the line of freshly prepared local dishes, and select whatever you want from the chefs. They’re usually inexpensive and a much better value than restaurants, while giving you the opportunity to try from a wide selection of everyday Russian food. They’re also very tasty. I always include some borsch on my tray and go from there. The places themselves are all over Moscow and usually come with Soviet-era aesthetics to complete the experience.

Street Safety Score: 7

*As always, no place is completely safe! So when I talk about safety, I’m speaking in general comparison to other places. Always take precaution, be smart, observe your surroundings and trust your instincts anywhere you go!

Being the 2nd largest city in Europe with over 12 million people, you’re going to have your dangerous areas, but for the most part, it feels safe walking around. Russia is statistically higher in crime compared to most of Europe, but this generally doesn’t apply to tourists and visitors. Around the Red Square and surrounding city center, you should feel completely safe walking around. Pick pocketing can happen, but no more than other touristic places. I always explore Moscow freely without coming across too much to worry about. It’s a spread out city, though, so of course it matters where you are. Just use basic street smarts, know where you are and Moscow shouldn’t give you a problem. 

People’s Reaction Score: 7

Moscow is fast paced, big city life, which usually means people aren’t too concerned with you, or your camera. I don’t find people notice or pay much attention to me when I’m out taking photos in Moscow. For the most part, people just go about their day. You shouldn’t get too many looks or concern. But it can depend on the area you are in. The more you stick out, the more you might get noticed with suspicions. I’ve never had any problems in Moscow, or Russia, but just be careful who you’re taking a photo of if you get out of the city center. Other than that, it’s about average for reactions. 

Street Tips:

Learn the alphabet .

Much of Moscow, including the metro system, doesn’t use english. The Russian alphabet uses letters from the Cyrillic script, which if you aren’t familiar with it and don’t know the sounds, can be hard to decipher the words. This is most important for street names and metro stops when trying to get around. It can save confusion and make it easier getting around if you learn the basic alphabet. At the very least then, you can sound out the words to see which are similar in the english conversion, which can help matching them to maps. When out shooting street photography, getting around is as important as anything. So save yourself some time and frustration by learning the Russian Alphabet.

Use the metro

While Saint-Petersburg feels very walkable for a city its size, Moscow can feel very spread out, even for its bigger size. Outside of the Red Square area, you can have plenty of walking before getting anywhere very interesting, so you’ll need to take the metro a lot if you really want to explore the city. Maps are deceiving here too, it will always be further than it looks.

Another reason it’s less walkable than Saint-Petersburg is its completely different set-up. Moscow’s streets are mostly contstructed in rings with narrow, winding streets in-between. This is common with medieval city cities that used to be confined by walls, but you usually don’t have it in a city this massive. Saint-Petersburg has a more grid-like pattern that also uses the canals to help you know your way around. When it comes to navigating on foot in Moscow, it can be more difficult, so bring a map and take the metro when needed. It’s why Moscow’s metro carries more passengers per day than the London and Paris subways combined.

Explore other areas if you have time

Moscow is really big. While most people stay around the Red Square within the Boulevard Ring, there’s so much more to the city. I covered some other spots outside of this circle, but if you really want to see the city, you’ll need time. If you do have time, some other areas I’d check out first are Zamoskvarechye, along some of the south and western Moscow.

Inspiration:

For some more inspiration, you can look through the Street Photography of Moscow photographer Artem Zhitenev  and check out 33 of my photos taken in Moscow .

Conclusion:

Moscow’s name brings a certain mystique, but once you’re there it might bring a different atmosphere than you expect. It’s big and sprawling, but beautiful in many ways. It can feel like a European capital on a grand scale, but you can definitely find its Russian side in there.

The urban sprawl of Moscow can be intimidating, but give it enough time and you’ll be rewarded with plenty to discover. All with the world’s best metro system to take you around.

I hope this guide can help you start to experience some of what Moscow contains. So grab your camera and capture all that Moscow has to offer for Street Photography!

If you still have any questions about shooting in Moscow, feel free to comment below or email me!

(I want to make these guides as valuable as possible for all of you so add any ideas on improvements, including addition requests, in the comment section!)

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The Comprehensive Guide to Moscow Nightlife

• Posted on April 14, 2018 July 26, 2018
• by Kings of Russia
• 8 minute read

Moscow’s nightlife scene is thriving, and arguably one of the best the world has to offer – top-notch Russian women, coupled with a never-ending list of venues, Moscow has a little bit of something for everyone’s taste. Moscow nightlife is not for the faint of heart – and if you’re coming, you better be ready to go Friday and Saturday night into the early morning.

This comprehensive guide to Moscow nightlife will run you through the nuts and bolts of all you need to know about Moscow’s nightclubs and give you a solid blueprint to operate with during your time in Moscow.

What you need to know before hitting Moscow nightclubs

Prices in moscow nightlife.

Before you head out and start gaming all the sexy Moscow girls , we have to talk money first. Bring plenty because in Moscow you can never bring a big enough bankroll. Remember, you’re the man so making a fuzz of not paying a drink here or there will not go down well.

Luckily most Moscow clubs don’t do cover fees. Some electro clubs will charge 15-20$, depending on their lineup. There’s the odd club with a minimum spend of 20-30$, which you’ll drop on drinks easily. By and large, you can scope out the venues for free, which is a big plus.

Bottle service is a great deal in Moscow. At top-tier clubs, it starts at 1,000$. That’ll go a long way with premium vodka at 250$, especially if you have three or four guys chipping in. Not to mention that it’s a massive status boost for getting girls, especially at high-end clubs.

Without bottle service, you should estimate a budget of 100-150$ per night. That is if you drink a lot and hit the top clubs with the hottest girls. Scale down for less alcohol and more basic places.

Dress code & Face control

Door policy in Moscow is called “face control” and it’s always the guy behind the two gorillas that gives the green light if you’re in or out.

In Moscow nightlife there’s only one rule when it comes to dress codes:

You can never be underdressed.

People dress A LOT sharper than, say, in the US and that goes for both sexes. For high-end clubs, you definitely want to roll with a sharp blazer and a pocket square, not to mention dress shoes in tip-top condition. Those are the minimum requirements to level the playing field vis a vis with other sharply dressed guys that have a lot more money than you do. Unless you plan to hit explicit electro or underground clubs, which have their own dress code, you are always on the money with that style.

Getting in a Moscow club isn’t as hard as it seems: dress sharp, speak English at the door and look like you’re in the mood to spend all that money that you supposedly have (even if you don’t). That will open almost any door in Moscow’s nightlife for you.

Types of Moscow Nightclubs

In Moscow there are four types of clubs with the accompanying female clientele:

High-end clubs:

These are often crossovers between restaurants and clubs with lots of tables and very little space to dance. Heavy accent on bottle service most of the time but you can work the room from the bar as well. The hottest and most expensive girls in Moscow go there. Bring deep pockets and lots of self-confidence and you have a shot at swooping them.

Regular Mid-level clubs:

They probably resemble more what you’re used to in a nightclub: big dancefloors, stages and more space to roam around. Bottle service will make you stand out more but you can also do well without. You can find all types of girls but most will be in the 6-8 range. Your targets should always be the girls drinking and ideally in pairs. It’s impossible not to swoop if your game is at least half-decent.

Basic clubs/dive bars:

Usually spots with very cheap booze and lax face control. If you’re dressed too sharp and speak no Russian, you might attract the wrong type of attention so be vigilant. If you know the local scene you can swoop 6s and 7s almost at will. Usually students and girls from the suburbs.

Electro/underground clubs:

Home of the hipsters and creatives. Parties there don’t mean meeting girls and getting drunk but doing pills and spacing out to the music. Lots of attractive hipster girls if that is your niche. That is its own scene with a different dress code as well.

What time to go out in Moscow

Moscow nightlife starts late. Don’t show up at bars and preparty spots before 11pm because you’ll feel fairly alone. Peak time is between 1am and 3am. That is also the time of Moscow nightlife’s biggest nuisance: concerts by artists you won’t know and who only distract your girls from drinking and being gamed. From 4am to 6am the regular clubs are emptying out but plenty of people, women included, still hit up one of the many afterparty clubs. Those last till well past 10am.

As far as days go: Fridays and Saturdays are peak days. Thursday is an OK day, all other days are fairly weak and you have to know the right venues.

The Ultimate Moscow Nightclub List

Short disclaimer: I didn’t add basic and electro clubs since you’re coming for the girls, not for the music. This list will give you more options than you’ll be able to handle on a weekend.

Preparty – start here at 11PM

Classic restaurant club with lots of tables and a smallish bar and dancefloor. Come here between 11pm and 12am when the concert is over and they start with the actual party. Even early in the night tons of sexy women here, who lean slightly older (25 and up).

The second floor of the Ugolek restaurant is an extra bar with dim lights and house music tunes. Very small and cozy with a slight hipster vibe but generally draws plenty of attractive women too. A bit slower vibe than Valenok.

Very cool, spread-out venue that has a modern library theme. Not always full with people but when it is, it’s brimming with top-tier women. Slow vibe here and better for grabbing contacts and moving on.

High-end: err on the side of being too early rather than too late because of face control.

Secret Room

Probably the top venue at the moment in Moscow . Very small but wildly popular club, which is crammed with tables but always packed. They do parties on Thursdays and Sundays as well. This club has a hip-hop/high-end theme, meaning most girls are gold diggers, IG models, and tattooed hip hop chicks. Very unfavorable logistics because there is almost no room no move inside the club but the party vibe makes it worth it. Strict face control.

Close to Secret Room and with a much more favorable and spacious three-part layout. This place attracts very hot women but also lots of ball busters and fakes that will leave you blue-balled. Come early because after 4am it starts getting empty fast. Electronic music.

A slightly kitsch restaurant club that plays Russian pop and is full of gold diggers, semi-pros, and men from the Caucasus republics. Thursday is the strongest night but that dynamic might be changing since Secret Room opened its doors. You can swoop here but it will be a struggle.

Mid-level: your sweet spot in terms of ease and attractiveness of girls for an average budget.

Started going downwards in 2018 due to lax face control and this might get even worse with the World Cup. In terms of layout one of the best Moscow nightclubs because it’s very big and bottle service gives you a good edge here. Still attracts lots of cute girls with loose morals but plenty of provincial girls (and guys) as well. Swooping is fairly easy here.

I haven’t been at this place in over a year, ever since it started becoming ground zero for drunken teenagers. Similar clientele to Icon but less chic, younger and drunker. Decent mainstream music that attracts plenty of tourists. Girls are easy here as well.

Sort of a Coyote Ugly (the real one in Moscow sucks) with party music and lots of drunken people licking each others’ faces. Very entertaining with the right amount of alcohol and very easy to pull in there. Don’t think about staying sober in here, you’ll hate it.

Artel Bessonitsa/Shakti Terrace

Electronic music club that is sort of a high-end place with an underground clientele and located between the teenager clubs Icon and Gipsy. Very good music but a bit all over the place with their vibe and their branding. You can swoop almost any type of girl here from high-heeled beauty to coked-up hipsters, provided they’re not too sober.

Afterparty: if by 5AM  you haven’t pulled, it’s time to move here.

Best afterparty spot in terms of trying to get girls. Pretty much no one is sober in there and savage gorilla game goes a long way. Lots of very hot and slutty-looking girls but it can be hard to tell apart who is looking for dick and who is just on drugs but not interested. If by 9-10am you haven’t pulled, it is probably better to surrender.

The hipster alternative for afterparties, where even more drugs are in play. Plenty of attractive girls there but you have to know how to work this type of club. A nicer atmosphere and better music but if you’re desperate to pull, you’ll probably go to Miks.

Weekday jokers: if you’re on the hunt for some sexy Russian girls during the week, here are two tips to make your life easier.

Chesterfield

Ladies night on Wednesdays means this place gets pretty packed with smashed teenagers and 6s and 7s. Don’t pull out the three-piece suit in here because it’s a “simpler” crowd. Definitely your best shot on Wednesdays.

If you haven’t pulled at Chesterfield, you can throw a Hail Mary and hit up Garage’s Black Music Wednesdays. Fills up really late but there are some cute Black Music groupies in here. Very small club. Thursday through Saturday they do afterparties and you have an excellent shot and swooping girls that are probably high.

Shishas Sferum

This is pretty much your only shot on Mondays and Tuesdays because they offer free or almost free drinks for women. A fairly low-class club where you should watch your drinks. As always the case in Moscow, there will be cute girls here on any day of the week but it’s nowhere near as good as on the weekend.

In a nutshell, that is all you need to know about where to meet Moscow girls in nightlife. There are tons of options, and it all depends on what best fits your style, based on the type of girls that you’re looking for.

Related Topics

• moscow girls
• moscow nightlife

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