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• Honda CRF1000 AFRICA TWIN Suspension Upgrades

Honda CRF1000 “Africa Twin” Suspension

Cogent Dynamics is developing additional solutions for the new Honda Africa twin suspension, both for shock and forks.  We offer replacement springs, revalving and other upgrades for the Forks and the rear Shock.

WEIGHING THE NEW HONDA AFRICA TWIN

The Basic Africa Twin Suspension details include the following:

The Africa Twin ready to ride weight (3/4 tank) is approximately 540 lbs. Without luggage or accessories.

The front forks are Showa 45mm USD type with a reported 8” of travel.  The forks are cartridge type with adjustable compression and rebound damping. And have screw adjustable spring preload.

Fork triple clamps provide a strong, twist resistant, double pinch mounting on both top and bottom clamps with a bearing area of 56 and 60 mm respectively.  Nice and stout!

The Rear Shock is a piggyback design remote reservoir type utilizes a composite steel (46mm I.D.) body tube and a cast aluminum, anodized cylinder head and reservoir assembly.  This shock uses a 14mm diameter hard chrome shock shaft and has approximately 103 mm ultimate travel.  The bottom bumper is large and helps compensate for a somewhat soft spring weight (judged by Cogent to be best suited for a 170 lb. rider with no luggage or passenger) of 495 Lbs. / Inch and installed with a minimum preload of 10mm.  The integral, hydraulic preload adjuster allows the user to dial in an additional 8-9 mm of preload via about 18 turns of the plastic preload knob.

Overall length of the shock measures 394mm eye to eye and uses a rubber lined top mount eyelet bushing and a lower clevis mounting.

Rear suspension travel is reported to be 8.7” of travel (ultimate) and we feel the actual usable travel will be closer to 8”. We applaud Honda for breaking the trend of compromising shock design for the purpose of packaging by not making the relatively long travel rear suspension actuate a short stroke, stiffly sprung shock that makes control and strength a less important consideration.  Rides will overload and ride these bikes under arduous conditions.

TWIN SHOCK IN SHOCK DYNO

The rear shock is equipped with damping adjustment for both Rebound and Compression.  The rebound adjustment range is just less than 20% via the screwdriver adjustment.  Internal adjuster circuit is an open type that also gives near 10% compression variation over the same range. Rebound forces are calibrated at 324 Lbs rebound force (absolute) measured at 10” per second velocity.

The rear shock compression adjuster (part of the cylinder head/reservoir assembly) is of the high speed adjustment type and provides approximately 25% of independent adjustability through its range when measured at 10”/sec. absolute force vs. velocity.  The adjuster design seems excellent as damper hysteresis remains quite consistent throughout the range.   We feel this adjuster provides excellent adjustability which actually could be more than ideal when considering the shocks internal pressure balance.  The compression force is calibrated to approximately 174 Lbs. / inch at 10”/sec.

Looking at the damping calibration, Cogent Dynamics see a potential for valving changes that would be beneficial for many riders, particularly those who plan to do much riding off pavement. In general, we feel Honda has done a great job giving riders a good quality suspension with features that really matter and a calibration that many riders will find quite good as delivered.

The Cogent revalve solution utilizes an upgraded damper piston and shim arrangement. Custom replacement shocks are also available.

COGENT DYNAMICS DYNAMOMETER RUN OF AFRICA TWIN SHOCK

Front forks

We provide a wide range of options for the Africa twin forks:

Fork springs – We offer a great straight rate fork spring that is specific to the Africa twin. Other custom rates are available. Fork revalve – Have us revalve your forks with our custom valving packages which replace the base valves in your existing Honda / Showa 20 mm cartridges for improved traction and performance. We customize your forks damping to suit your specific needs. 25mm cartridges – For the ultimate performance, have us install a complete cartridge conversion to our proprietary 25mm fork conversion. Fork parts kits – For the Do It Yourself folks out there, check our great offerings of rebuild and upgrade parts kits. The Cogent Dynamics valving kit includes preassembled Base Valve units with shims and check valve already installed.

For updating your Africa Twin Front suspension we offer the following options:

• The incredible Ohlins HO646 replacement shock.
• Our Cogent Pro-Series rear shock with Remote hydraulic preload .
• Replacement rear springs designed to fit the OEM shock specifically.
• Complete O.E.M. shock revalve including new damper piston and upgraded wear band.

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2018 Honda Africa Twin Adventure Sports CRF1000L2 Review

NEW DAY, NEW ADVENTURES.

2018 honda africa twin adventure sports crf1000l2 review on total motorcycle :.

Get ready for an even better Africa Twin, the new Adventure Sports 30th Anniversary Edition. Same great engine, but now you get a bigger fuel tank, more suspension travel, throttle-by-wire, a larger skid plate, wider footpegs and a flatter seat. There’s even a rear rack.

When the CRF1000L Africa Twin was introduced in 2016 as an homage to the successful XRV650 and XRV750, the full-scale adventure motorcycle was immediately heralded for being equally capable of crossing rugged continents and highway cruising. Now, the “True Adventure” spirit of the award-winning model expands with the introduction of the CRF1000L2 Africa Twin Adventure Sports, which pushes the platform even further into the long-range off-road-ready territory. In addition, the standard CRF1000L Africa Twin has received important updates.

Similar in overarching design, both 2018 models offer a superb balance of power and light weight, a key component to the platform’s success and user-friendly nature. They also benefit from added electronic functionality and improved engine performance. To build on this and enhance its adventure-touring capabilities, the Adventure Sports model offers improved range through a larger fuel tank, more creature comforts for longer touring, and added ground clearance through increased suspension travel.

It’s been 30 years since the legendary Honda XRV650 Africa Twin first rolled into Europe and while the motorcycle that now bears its name – launched in 2016 as the CRF1000L Africa Twin – shares no common part with the forerunner it inherits the essence and spirit of what made the original so  good.

The balance between power and weight is the Africa Twin’s secret, then and now. The renewed machine has proved itself a modern-day all-rounder, popular with casual tourers and off-road adventurers alike (plus all riders in between) because it offers enjoyable and usable engine performance in a chassis that works as well on-road as it does off.

For 2018 Honda is building on the Africa Twin’s strengths, and its success. The base model CRF1000L Africa Twin receives a host of detail upgrades to both manual transmission and Dual Clutch Transmission (DCT) options that enhance the riding and owning experience, while the new CRF1000L Africa Twin Adventure Sports version extends the platform even further into long-range off-road ready territory.

A new version of Honda’s definitive full-size adventure machine is ready for Adventure Sports in 2018, with larger fuel tank for a range of over 500km, higher riding position, greater ground clearance, heated grips, extended fairing plus longer travel suspension. It also has Throttle By Wire with 3 riding modes, expanded Honda Selectable Torque Control parameters and revised intake and exhaust. The original Africa Twin’s 30th anniversary is celebrated with unique paint scheme.

Mr K. Morita, Large Project Leader (LPL) 2018 Honda Africa Twin Adventure Sports

“Our CRF1000L Africa Twin has proven itself a worthy successor to the original and very much the ‘ Go Anywhere’ machine that we set out to make. Over the last two years it’s a motorcycle that’s covered millions of kilometres, and we have received plentiful feedback from owners. For 2018, with the Africa Twin Adventure Sports we have used the revised CRF1000L as a starting point and added everything the long-distance rider needs to get the very most out of any adventure.”

Model Overview

Side-by-side with its sibling, the CRF1000L Africa Twin Adventure Sports is obviously taller, with a flatter seat profile and more upright riding position. The fairing and screen offer more wind protection and a large sump guard and side pipe fully protect the machine. An extra 5.4L fuel capacity extends range beyond 500km, while heated grips and an AC charging socket add comfort and convenience.

The Africa Twin Adventure Sports’ comprehensive abilities start with its engine, which has to perform in off-road situations as well as on-road, over long-range tours, short commutes and all points in between. As such, it provides an optimum balance between power, torque, mass and physical dimension.

The four-valve 998cc parallel twin Unicam unit’s tractable and usable all-day performance belies its extremely compact dimensions. They are the result of clever packaging touches such as housing the water pump within the clutch casing, and using the engine’s balancer shafts to also drive water and oil pumps. As a result, longitudinally, it is the same length as Honda’s popular 500cc engine, and its short height contributes to the Africa Twin Adventure Sport’s 270mm of ground clearance.

For 2018, a modified airbox improves the power unit’s mid-range response, as does a lighter balancer shaft weight. A revised exhaust serves up an even more evocative howl as revs rise and also contributes to the improved performance.

A significant addition to the Africa Twin platform for 2018 is its new Throttle By Wire (TBW) system, which brings with it 3 riding modes to adjust engine character and output to suit riding conditions. Also new is an extended range of Honda Selectable Torque Control (HSTC) input.

The unique DCT (Dual Clutch Transmission) version features the standard manual mode – allowing the rider to operate gearshifts through triggers on the left handlebar – and two automatic modes. D mode offers the best balance of fuel economy and comfort cruising whilst S mode gives three different, sportier shift patterns to choose from. The DCT is also fully equipped to operate in an off-road environment and off-road functionality is enhanced by the  G  button. Pushing the  G  button in any riding mode modifies the control of the clutch system to give a more direct drive.

The semi-double cradle steel frame provides the ideal balance of high-speed stability matched to genuine off-road ability by combining sheer strength with flexibility. The engine is mounted on 6 engine hangers, which keeps vibration to a minimum, avoiding the need for steering dampers. The new lithium-ion battery saves 2.3kg on the 2017 Africa Twin’s lead unit, and the Adventure Sports version shares several detail changes made to improve the platform’s off-road ability and durability.

Fully adjustable 45mm Showa inverted forks, fully-adjustable rear shock, dual radial-mount Nissin four-piston brake calipers and 310mm ‘wave’ style floating discs are unchanged for 2018. The 21-inch front and 18-inch rear spoked wheels are constructed from stainless steel. In addition to the standard dual-purpose 90 front/150 rear rubber, block tyres are also approved for fitment.

Dual LED headlights maintain the original Africa Twin’s presence and the seat height adjusts 20mm from the 900mm to 920mm (both respectively 50mm higher than the standard model). The 24.2L fuel tank – and the engine’s fuel efficiency of 21.8km/l (WMTC in DCT mode) – provides a range of over 500km.

The 2018 CRF1000L Africa Twin Adventure Sports will be available in one 30 th anniversary Tricolore paint scheme to celebrate the XRV650’s launch in 1988.

2018 Honda Africa Twin Adventure Sports CRF1000L2  Totalmotorcycle.com Key Features

Honda’s Africa Twin platform grows today with the announcement of the 2018 CRF1000L2 Africa Twin Adventure Sports, which was introduced alongside an updated standard 2018 CRF1000L Africa Twin at the EICMA motorcycle show in Milan. Following a European release early next year, both models will be available in the U.S. in summer of 2018. Suggested retail price for the Adventure Sports model is approximately $2,000 higher than that of the current Africa Twin.

Displayed previously in concept form, and developed as a powerful extension of the “True Adventure” mantra that drives the Africa Twin platform, the new Adventure Sports version features increased suspension travel, added ground clearance, enhanced creature comforts, and a larger fuel tank for extended range. Both the Adventure Sports and the standard Africa Twin feature a long list of updates to the engine, electronics, and rider interface, while continuing to offer an ideal balance of power and light weight.

“The Africa Twin’s success on showroom floors and in comparison tests is evidence of the platform’s profound capabilities, but the Adventure Sports model expands the possibilities by making it possible to ride further and more comfortably,” said Lee Edmunds, American Honda’s Manager of Motorcycle Marketing Communications. “We’ve enjoyed seeing our customers put their own interpretations on the Africa Twin’s ‘True Adventure’ ethos, and with the increased capabilities of the new Adventure Sports, as well as those of the updated standard Africa Twin, we expect that spirit will be applied in new and exciting ways.”

• CRF1000L2 Africa Twin Adventure Sports: White/Blue/Red
• CRF1000L Africa Twin: TBA
• Availability: Summer 2018

KEY FEATURES

• Africa Twin Adventure Sports has a larger fairing matched with an 80mm taller screen to offer greater wind protection, and comes standard with heated grips and a 12 volt accessory socket, facilitating longer tours in wide-ranging conditions
• Adventure Sports model comes standard with larger sump guard and front light bars, as well as brushed-aluminum cowling panels, rear mudguard, and easily removable steel rack
• Adventure Sports model has larger, 6.37-gallon fuel tank (compared to 4.97 gallons on the standard model), extending range
• Both CRF1000L Africa Twin models now have auto-canceling turn indicators
• Adventure Sports model’s seat features a flatter profile and a 1.2-inch-taller height than standard model. The seat adjusts .8 inches, for a seat height of either 35.4 inches or 36.2 inches (compared to 33.5 inches and 34.3 inches). Handlebar position is 1.3 inches higher and .2 inches rearward compared to the standard version
• Adventure Sports model has a storage pocket on rear right
• On both models, the rider’s foot pegs are now wider and affixed via stouter steel mounting plates, whereas the passenger foot-peg hangers have been redesigned to allow more room for the rider’s feet when standing
• On both models, instruments are positioned at a shallower angle to allow the rider to see them more easily from a standing position
• Adventure Sports model has updated, longer-travel Showa suspension, resulting in 10.6 inches of ground clearance (compared to 9.8 inches). On both models, shock preload, rebound damping, and compression damping are fully adjustable
• Both models have compact two-piece, radial-mount, four-piston front-brake calipers and “wave” floating rotors front and rear. The lightweight two-channel ABS can be turned off at the rear
• Both models feature front and rear wheels in size 21 and 18 inches, respectively, with stainless-steel spokes for improved durability
• On both models, the 998cc SOHC eight-valve parallel-twin engine is updated with a new airbox, now featuring a 20mm longer funnel length and matched to redesigned exhaust internals that significantly improve midrange response and sound quality
• On both models, the engine’s balancer-shaft weights have been lightened by 10.6 ounces for added character and feel in power delivery
• Water pump is housed within the clutch casing, with a thermostat integrated into the cylinder head, while water and oil pumps are driven by the engine’s balancer shafts, contributing to a compact engine and optimum ground clearance
• New for 2018, a lithium-ion battery is 5.1 lbs. lighter than the previous lead-acid unit
• Both versions available with Honda’s advanced automatic Dual Clutch Transmission (DCT), delivering consistent, quick, seamless gear changes on-road or off. Rider can select from three different shifting modes, and a G switch enhances off-road functionality by reducing the amount of clutch slip during gear changes
• New for 2018, both Africa Twin models have Throttle-By-Wire system (TBW), opening the door to four individual riding modes and an expanded Honda Selectable Torque Control (HSTC) system
• HSTC now features seven levels (up from three), to adapt to a wide variety of conditions. HSTC can also be completely switched off, and three levels of power and engine braking are available

2018 Honda Africa Twin Adventure Sports CRF1000L2  Totalmotorcycle.com Features and Benefits

• Longer travel suspension, flatter seat and more upright riding position
• Extended fairing protection and taller screen
• Heated grips as standard plus AC charging socket
• Rider’s footpegs/pillion footpeg hangers designed for off-road use
• Stainless steel spokes offer durability and ease of care
• Emergency Stop Signal function for rear indicators

The Africa Twin Adventure Sports’ steel semi-double cradle frame provides nimble on-road manners plus high-speed stability matched to genuine off-road ability, agility and strength. Ground clearance is 270mm (20mm more than the Africa Twin) with wheelbase of 1575mm and rake and trail of 27.5°/115. Wet weight is 243kg (253kg DCT).

With stroke length of 252mm (up 22mm on the standard Africa Twin) the 45mm Showa cartridge-type inverted front fork offers excellent long-travel performance and control; rebound and compression damping are fully adjustable. A cast aluminium top yoke and forged bottom yoke – joined by hollow aluminium stem shaft – clamp the fork legs with two bolts each top and bottom.

Matching the supple front suspension the Showa rear shock delivers an extra 20mm travel, at 240mm. Its upper mount is set low for mass centralisation and it features a 46mm cylinder remote reservoir for stable damping control under more extreme off-road riding conditions. Spring preload can be adjusted via a dial on the shock body; rebound and compression damping are also fully adjustable.

There are some other updates shared between both Africa Twins that off-road riders are sure to appreciate: the rider’s footpegs are now wider, and feature beefed-up steel mounting plates. The pillion footpeg hangers have also been redesigned to allow more room for the rider’s feet when standing and the instruments are angled at a shallower angle to allow the rider to see them easily from a standing position.

The Africa Twin Adventure Sports’ styling is less minimalist than the Africa Twin; the dual headlights are shared but it has a larger fairing matched with an 80mm taller screen to offer greater wind protection. It also features heated grips as standard plus an AC socket.

A large sump guard is unique to the machine and protects the underside while the front side pipes guard the bodywork. Brushed aluminium cowling panels add tough appeal and class; the rear mudguard and stainless steel rack are also easily removed. Aluminium side cases will be available.

For extended off-road use the seat features a flatter profile – and is 50mm taller – than the standard CRF1000L Africa Twin. It adjusts 20mm to either 900mm or 920mm (compared to 850mm and 870mm); there’s also a rear side pocket tucked away on the right. To match the raised seat height the handlebar position is 32.5mm higher and pulled back 5mm.

The rear indicators now also offer an Emergency Stop Signal function. At a minimum speed of 53km/h, with either brake working, if negative acceleration of a minimum of 6.0m/s 2 is detected the hazard lights flash, warning other road users a hard stop is in process. At the same speed the threshold is reduced with ABS in play – for wet conditions ­– to a negative acceleration of a minimum 2.5m/s 2 .

The indicators now also auto-cancel. Rather than using a simple timer, the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the situation.

Compact two-piece radial-mount four-piston calipers work dual 310mm ‘wave’ floating discs through sintered pads and serve up consistent stopping power and feel on-road or off. The rear 256mm ‘wave’ disc features hole punching and shaping to deliver secure braking performance. Lightweight two-channel ABS can be turned off for the rear caliper only.

Like the CRF450R Rally, the CRF1000L Africa Twin Adventure Sports uses 21/18-inch front rear spoked wheels, wearing 90/90-21 and 150/70-18 tyres. The spokes are manufactured in stainless steel, for improved durability and ease of care.

Block pattern tyres (Continental 90/90-21M/C 545 and 150/70 B18M/C 70Q, rated at 180km/h and 160km/h respectively) are now approved by Honda for fitment to take full advantage of the Africa Twin Adventure Sports’ off-road abilities.

Engine Management Electronics

• Throttle By Wire (TBW) brings with it 3 rider modes to tailor engine character and traction
• The riding modes are comprised of different levels of Power (P), Engine Braking (EB) and Honda Selectable Torque Control (HSTC)
• HSTC now has 7 levels and OFF

The Africa Twin Adventure Sports’ 998cc SOHC 8-valve parallel-twin engine’s 2018 upgrade sees it receive Throttle By Wire (TBW) plus riding modes and expanded Honda Selectable Torque Control (HSTC).

The use of TBW greatly expands the choices available to the rider to manage engine output, feel and rear wheel traction to suit different riding conditions. Whereas the 2017 Africa Twin had 3 Levels of HSTC, plus OFF, the new system features 7 Levels – from Level 1, for aggressive riding off-road on block pattern tyres, to Level 7 for maximum sense of security on slippery, wet tarmac. It remains possible to turn HSTC completely OFF.

There are also 3 levels of Power and Engine Braking available.

In a set-up first used on the RC213V-S – Honda’s street legal version of its MotoGP racer – three riding modes offer pre-set combinations of each parameter, suitable to different riding environments and scenarios:

TOUR employs the maximum Power (1), mid-range Engine Braking (2) and high HSTC (6).

URBAN uses mid-level Power (2) and Engine Braking (2) and high HSTC (6).

GRAVEL mode allows the lowest level of Power (3) and EB (3) with high HSTC (6).

A fourth mode – USER – allows the rider to set and save his or her preferred combination of Power, EB and HSTC levels. Both riding mode and level of HSTC can be changed at anytime using the controls on the left hand switchgear.

• New intake design and exhaust aid mid-range response
• New exhaust also designed to improve engine note
• New lighter balance shaft weight
• New lithium-ion battery saves 2.3 kg and enhances durability
• Power is smooth and consistent, with linear torque delivery
• Assist/slipper clutch helps upshifts and downshifts

Alongside the new engine management electronics for 2018, the airbox now features a 20mm longer funnel length, matched with redesigned exhaust internals to significantly boost mid-range response and sound. The 2-1 downpipe now feeds gas flow through two catalysers (rather than one) into a simplified, smaller volume (4.6L to 4L) muffler that houses two chambers rather three.

Peak power of 70Kw still arrives @ 7,500rpm, with 99Nm torque @ 6,000rpm. Bore and stroke are set at 92 x 75.1mm, with compression ratio of 10.0:1; the 270° phased crankshaft and uneven firing interval create the engine’s distinctive throb and feel for rear wheel traction.

Good ground clearance – crucial to off-road performance – starts with a compact, short engine. So the crankcases are split vertically; the water pump is housed within the clutch casing with a thermostat integrated into the cylinder head. Manual and DCT versions of the engine share common crankcases with only minor external differences. The water and oil pumps are driven by the engine’s balancer shafts; for 2018 300g has been shaved from the balance weight, reducing inertia by 306g/cm 2 , further adding to the character and feel of the power delivery.

Four-valve cylinder heads, fed by PGM-FI fuel injection, each employ twin spark plugs and dual and sequential ignition control for even combustion. Honda’s SOHC Unicam valve train is a feature of the CRF450R and the low-set position of the cast camshaft contributes to the compact nature of the cylinder head. The inlet valves are 36.5mm in diameter, the exhaust valves 31mm.

The engine uses a semi-dry sump and in-tank lower crankcase oil storage. This allows a lower pan depth, reducing overall engine height. As the pressure-fed pump is located within the tank where it delivers its oil from, there is no need for a pressure-feed passage; again saving weight and space.

Secondary vibrations are neutralised by the mutually reciprocating motion of the pistons, while primary inertial and coupling vibrations are cancelled by the use of biaxial balance shafts. The front balancer shaft uses two weights, the rear only a single weight in order to save weight.

The aluminium clutch centre and pressure plate use ‘assist’ cams to ease upshift and downshift (with light lever feel) and ‘slipper’ cams for deceleration and downshifting. The six-speed gearbox uses ‘pierced’ shape dogs for 1 st , 2 nd , 3 rd  and 4 th  gear, allowing use of a smaller, lighter clutch. Oil gathering ribs on the main journal side of the primary gear ensure consistent lubrication for the gear, damper spring and primary sub-gear.

The lightweight six-speed manual gearbox uses the same shift-cam design as found on the CRF450R to ensure positive changes, and is equipped with an aluminium assist slipper clutch.

New for 2018 a lithium-ion battery is 2.3kg lighter than the lead unit of the 2017 Africa Twin, and offers greater longevity, both in terms of life and the ability to hold onto a charge when left.

A quickshifter is available as an optional extra.

Dual Clutch Transmission (DCT)

• Super-fast, seamless gear changes in Manual Transmission (MT) or Automatic D mode
• S mode (with 3 levels) revs higher and downshifts sooner, for aggressive riding
• G switch improves rear wheel traction when off-road
• Incline detection adapts shift pattern depending on road gradient

Honda’s unique DCT delivers consistent, super-fast seamless gear changes, and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1 st , 3 rd  and 5 th  gears: the other for 2 nd , 4 th  and 6 th , with the mainshaft for each clutch located inside the other for compact packaging.

Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system pre-selects the target gear using the clutch not currently in use. The first clutch is then electronically disengaged as, simultaneously, the second clutch engages.

The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock and pitching of the machine is minimised, making the change feel direct as well as smooth.

The extra benefits of durability (as the gears cannot be damaged by missing a gear) impossibility of stalling, low stress urban riding and reduced rider fatigue add to the DCT’s appeal

Three modes of operation are available. MT mode gives full manual control, allowing the rider to shift with the handlebar trigger control buttons. Automatic D mode is ideal for city and highway riding, and achieves optimum fuel efficiency. Automatic S mode offers three levels of sportier riding, as the ECU lets the engine rev a little higher before shifting up, and shifts down sooner when decelerating for extra engine braking.

In either D or S mode, DCT offers immediate manual intervention if required – the rider simply selects the required gear using the up and down shift triggers on the left handlebar. At an appropriate time DCT seamlessly reverts back to automatic mode, depending on throttle angle, vehicle speed and gear position.

DCT for the Africa Twin is also fully equipped to operate in an adventure environment, with off-road functionality enhanced by the  G  switch positioned on the right side of the instrument panel. Pushing the  G  switch in any riding mode improves traction and machine control by reducing the amount of clutch slip during gear changes.

Further functionality for the DCT system comes in the form of incline detection, by means of which the gear shift pattern is adapted depending on the grade of an incline to provide optimum control.

Accessories

A full range of genuine Honda accessories are available for the CRF1000L Africa Twin Adventure Sports, including:

Touring bags

Rubber pillion footpegs

DCT foot shifter

Wheel stripes

Alarm system.

Centre stand

Two types of lower seat

Quickshifter

2018 Honda Africa Twin Adventure Sports CRF1000L2 – Totalmotorcycle.com USA Specifications/Technical Details US MSRP Price: $ USD

All specifications are provisional and subject to change without notice.

** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors

2018 Honda Africa Twin Adventure Sports CRF1000L2 – Totalmotorcycle.com Canadian Specifications/Technical Details Canada MSRP Price: $ CDN

2018 honda africa twin adventure sports crf1000l2 – totalmotorcycle.com european specifications/technical details europe/uk msrp price: £ gbp (on the road inc 20% vat).

Manufacturer Specifications and appearance are subject to change without prior notice on Total Motorcycle ( TMW ).

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HONDA CRF1000L AFRICA TWIN Adventure Sports (2018 - 2019) Review

At a glance

Overall rating.

Having enjoyed significant sales success since it’s re-birth in 2015, the Honda Africa Twin has now undergone it’s first round of serious upgrades in a bid to improve and keep up with the competition.

The 2018 Honda Africa Twin Adventure Sports fuel tank over the standard Africa Twin (2018 and 2016 model) increases capacity from 18.8l to 24.2l. Not only does it give the bike significantly more presence on or off the bike due to its extra width, it increases the tank range to a theoretical 300+ miles placing it firmly among the adventure bike class’s grand tourers.

Ride quality & brakes

The bigger tank of course means more weight with the Adventure Sport now topping the scales at 243kg (wet) despite a 2.3kg saving thanks to a new lithium-ion battery. But with improved suspension, fully adjustable 45mm Showa front forks, you don’t feel the extra mass.

In fact, it feels more balanced than the original bike with the forks operating higher up in their stroke meaning there is less dive and weight transfer when you close the throttle or hit the brakes. This in turn makes it more fun to ride and enables you to make brisk, easy progress on twisty roads.

It’s an impressive achievement given that the new bike has an additional 20mm of suspension travel both front and rear in a bid to further enhance its off-road performance. Ground clearance is up 20mm to 270mm.

The 310mm twin brakes give good feel and solid performance with the limiting factor in hard braking down to the significant dive of the forks and grip from the narrow front tyre.

There is only one ABS setting for all conditions, which performs well, but becomes a little intrusive off-road. The rear wheel ABS can be turned off by simply holding down a button when riding off-road.

The evocative exhaust sound note is backed up by a super linear power curve, but claimed power of 94bhp remains the same as the original model.

Ridden solo it’s an engaging ride with all its power and torque being easily accessible, but the power is no match for it’s 1200cc+ BMW , KTM , Triumph and Ducati rivals, putting it instead among their smaller siblings such as the BMW F850GS and Triumph Tiger 800 in the power stakes.

But it is powerful enough to make easy, brisk progress and requires minimal effort whatever the terrain. The only time that it ever feels lacking is when you start to load it up. Add a pillion and some luggage and you’ll be forced to make a lot more gear changes especially when overtaking.

Reliability & build quality

As Honda’s flagship adventure bike, it certainly looks the part and it’s colour scheme and paint quality certainly means it looks the part.

Being a Honda everything works as intended, the switch gear is all well positioned and some of the gremlins of the original bikes including corroding spokes have been resolved.

Value vs rivals

With fuel consumption over 50mpg even at motorway speeds the Africa Twin is reasonably frugal. It’s lack of big bhp means it doesn’t destroy tyres, but it’s significant weight of 243kg does mean that tyres do square off if you’re doing a lot of motorway miles.

When released, the bike was priced at £12,599 the Africa Twin, which was competitively priced and in line with its rivals.

The new throttle by wire electronics not only gives an improved throttle connection that allows you to feel every beat of the 998cc parallel twin 270 degree crank motor it has also allowed the Honda engineers to enhance and add more rider aids.

The original three stage traction control now has seven stages and you can also control the amount of engine braking and power level. All of these options are packaged into to three different rider modes – Tour, Urban and Gravel.

There is also a User setting which enables the rider to easily adjust and tailor their preference to suit their riding. It also comes complete with a quickshifter and autobliper.

Model history & versions

Model history.

The Honda Africa twin can trace its DNA right back to the Paris-Dakar winning machines of the late 1980s. The XRV650, launched in 1988 was the first road-going version based on the hugely successful Honda NXR750 racer.

Between 1990 and 2003 the Honda XRV750 was made in one form or another before a 12-year gap preceding the announcement of the 2015 model.

Owners' reviews for the HONDA CRF1000L AFRICA TWIN (2018 - 2019)

2 owners have reviewed their HONDA CRF1000L AFRICA TWIN (2018 - 2019) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.

Review your HONDA CRF1000L AFRICA TWIN (2018 - 2019)

Version: Adventure sport

Annual servicing cost: £120

It does not do anything brilliantly but it just does everything you ask of it really well it’s comfortable engine is great a good on and off road but I ride alone so I am reluctant to take it on too knarly tracks off road I have placed it a couple of time on its side and it is heavy

Ride is a little hard for me but as long as you take breaks every couple of hours brakes are very good and handling is good in my opinion Very stable it’s just a good all around feeling

As I said nothing exiting but has good linear power and a not noisy gear change seems positive just enjoyable to ride

I have completed 9000 mile since December 2019 and it’s been no trouble at all

Service intervals are good and reasonably priced

I never had heated grips so having them as standard is great and the screens and electronics are good I would say get a wind buffer it fit on the tank it only costs a few quid but is reduces wind turbulence

Buying experience: I brought it from Lings Suffolk and was treated really well

Annual servicing cost: £100

The engine is fantastic, but the seat is so uncomfortable

Fantastic bike but the seat is so hard and uncomfortable after about 30 mins of riding I enjoy riding it but the quality is not what I expect from honda

Engine is sweet and characterful , few flat spots in the in the midrange but nothing a tune won't sort out

I have a 2018 and the wheels are corroding from the inside out and the paint on the frame is coming off causing the frame to rust and the tank is rusting aswell , iv contacted honda about this and they said they will not do anything because the bike got " wet" and I'm not the only person to have this problem so honda knows about the problems but won't sort it . Iv lost all faith with honda because of this.

The Heated grips are fantastic and the different power modes are great

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First ride: Honda Africa Twin CRF1000L review

A real adventure bike

THERE'S no doubting the new CRF1000L Africa Twin is a very big deal to Honda. Already a revered name thanks to the original XRV650 and 750 of the '80s and '90s, the firm helped mythologise the Africa Twin brand further with a long, drawn-out introduction of this new incarnation.

It was first unveiled as the True Adventure Prototype at the back-end of 2014, leading to inevitable speculation that it was in fact the new Africa Twin. Honda confirmed that several months later , sparking fresh headlines all over the bike press.

It was unveiled again at this Autumn's American Expo show and yet again at Eicma in Milan.

Since the specs were announced, some readers have dismissed it as too heavy and bulky to be capable off-road.

It's an assertion that is undermined the moment you see a 2016 Africa Twin close up. This is not a bulky machine by big adventure bike standards. It may weigh about the same as base-model R1200GS, at 232kg fuelled to the BMW's 230kg, but it looks more compact. It certainly seems smaller than the R1200GS Adventure , which is 260kg with its bigger 30-litre fuel tank.

The seat height is 870mm adjustable to 850mm (my bike was at the higher setting). There are tall and low seat options, one giving an 840/820mm height and the other 900/880mm.

The bike feels narrow between the legs, which also makes reaching the ground easier. It's something Honda boasted about in the presentation, enabled by the parallel-twin engine configuration where the original Africa Twins were V-twins.

At 94hp, that engine is quite a long way down on the big adventure bike competition. As I said in my first impressions report earlier today, the Africa Twin doesn't feel super fast but the power it has is super accessible thanks to a very linear delivery across the range. With a smooth throttle response, really gentle from the off, the 998cc plant feels a bit like a grown up, more powerful and higher-revving version of the parallel-twin from the NC750 range. The Africa Twin's engine is all new, with little in common with the NC one except the 270-degree crank and linear drive that characterises modern Hondas, according the firm. There's definitely some similarity of character between the machines – the same smooth, unsurprising build from a strong bottom-end to a stronger top - although the Africa Twin has a lot more go.

It's significant that the Africa Twin makes 94hp because it means it should be possible to restrict it for A2 licence holders. 

On twisty roads the Africa Twin has enough low-down drive to stay in a high gear through bends. It's strong enough in the mid-range and revvy enough to then accelerate fairly hard to the next corner without changing gear.

Once, on a fast bend, the Dunlop Trailmax dual-sport tubed tyres momentarily threatened to lose traction, I think at both ends but probably led by the 21-inch front. It was a moment that makes you lift the bike up a bit and think: did it just do that?

The front brake, which is the same as the CRF450 Rally's using radial four-pot Nissin calipers, is sharp but the front tyre sometimes struggled for grip under hard braking, the ABS activating as the bike's mass pitched forward on the long-travel fork.

ABS is part of an electronics package which also includes three-level traction control. Both can be deactivated, the ABS at the rear wheel only.

Slightly annoyingly, the settings return to defaults every time you turn the ignition off and even if you flick the kill switch. It means you have change them back to how you want them every time you start it.

There's also a DCT version of the Africa Twin, using Honda's automatic Dual Clutch Transmission, the same system that's available on the NC750 range and VFR1200. It uses two clutches (hence the name) one for even gears, the other odd. As one disengages first, the other immediately engages second, and so on, for ultra smooth changes with almost not interruption of drive.

The first generation of DCT had two automatic modes: 'D' and 'S', for Drive and Sport. Now there are four: D plus three different levels of S. There's also a manual mode, in which you choose gears yourself with button shifters on the left bar. Navigating and selecting the options is as simple as adjusting the traction control, using a button on the right bar.

It's a big improvement on that first generation of the system. Notably on the VFR1200, the difference between D and S was too great. In town, D would have you in fifth gear and S in second, when you wanted third or fourth. The lower of the three S modes now offers a compromise between those two, while the highest S mode is sportier still than the old one. Meanwhile, D now adapts to your riding, so if you hold the throttle open more it knows you probably also favour a lower gear for optimum acceleration.

The middle or lower S mode seemed better, but sometimes still chose the wrong gear. Overtaking, I'd open the throttle wide and it would immediately shift down to give me the drive I requested. After overtaking, I might back off but it would still hold that low gear. I'd override by shifting up with the button. Then, after a few seconds of constant throttle, the system would take it upon itself to up-shift again, and I'd change back down.

On the NC750 range, DCT is great because it deals with the idiosyncrasies of the machine. It stops you bumping into the red line at the top of the short gears and spices up a flat power curve by giving you the maximum 54hp all the time. The Africa Twin doesn't have these specific idiosyncrasies, with its higher-revving motor and greater power, so I'm unsure of the benefit DCT brings to the experience.

A Honda man pointed out that if we lived in a world where DCT came first, gears would seem inconvenient. It's possibly true, but we don't live in that world, and gears are second nature to most riders.

Day one of the test ride consisted of tarmac and gravel roads. Bigger off-road challenges come on day two. I'll reserve final judgement on the DCT until then. Honda says it detects when you're going up or down hill and holds a low gear appropriately. That's potentially interesting.

Here the Africa Twin's compact dimensions help too. It's all very well for the off-road elite to jump on a GS and make it look like a lightweight enduro bike. For the more ordinary, like me, a compact machine reduces the intimidation factor on dirt, even if weight is the same. It's psychological but important – it makes it easier to enjoy yourself.

Towards the end of the day we descended a steeper, bumpier, dustier gravel track. Standing on the pegs of the DCT model, the bike felt narow between my knees and the bar-shift buttons proved a slick, easy way to change gear, making my left foot redundant. If you want, there is a conventional gear selector which you can use instead.

The R1200GS is the sales phenomenon of the big adventure bike market and Honda's clearly aiming for some of that dollar. The problem is, the intimidation factor is probably part of the appeal of the GS, and actually going off road may not be for most. Just days ago, A GS-devotee I happen to know commented that he wasn't interested in the Africa Twin because it looked like an off-road bike and he wasn't an off-road rider. Instead he loves the GS for its brilliance on road.

Honda says the 270-degree crank and irregular firing intervals give the engine a characterful 'pulse feeling' – but it doesn't have the rumble of the GS. The Africa Twin makes a good thumping noise at low revs but as it really gets going it again reminds me of an NC750 ( hear for yourself in my on-board video ).

I don't know if it will take customers from the GS - but after day one of this test I think it would be my choice.

Model tested: Honda CRF1000L Africa Twin

Price: £10,499 (£11,299 with DCT)

Engine: 998cc liquid-cooled parallel-twin

Power: 94hp @ 7,500rpm

Torque: 72lbft @ 6,000rpm

Kerb weight:  232kg (non-DCT model)

Frame: Steel semi-double cradle

Suspension: 45mm fully adjustable USD fork with 230mm of travel. Fully adjustable shock with 220mm of travel 

Brakes:  Front 310mm wave floating discs, two-piece radial-mounted four-piston calipers. Rear 256mm wave disc.

Wheels: Wire-spoked 21" x 2.15" front and 18" x 4" rear

Tyres:  Dunlop Trailmax 90/90-21 front and 15/70-18 rear, tubed 

Seat height: 870mm (low position 850mm)

Fuel capacity: 18.8 litres

Claimed fuel economy: 61.2mpg (61.5mpg for DCT model in Drive mode)

Colours: black, silver, 'Victory Red' or 'Tricolour'

Day two: off road

The Africa Twins were fitted with knobbly Continental Twinduro tyres for this part of the test, which raised the seat a few millimetres, giving it a more typical adventure bike height. The route consisted of rutted, dusty, rocky, trails, with deep sand in places and a mild hill climb. I couldn't quite believe the automatic DCT would select the right gears to get me to the top. I was doubtful enough to seek clarification from a Honda rider. I could rely on it, he said. So I did, and he was correct.

When you do want to override the DCT with a gear choice of your own, the button shifters on the left bar make it improbably easy. The up-shift button is on the front of the bar and the down-shift on the back, so your thumb and forefinger fall on them naturally from a standing position.

On a second run up the hill, I selected the highest traction control level, the one that intervenes most readily, to see if it would allow me enough traction to reach the top. I also chose the DCT Drive mode, which favours higher gears than Sport. Now the DCT kept selecting a gear higher than I wanted. I'd shift down and it would change back up. The traction control cut drive as the tyre slipped over the rocks, and there was a moment when I thought I might be losing too much momentum - but I chugged to the top.

The system would be of huge benefit to beginner off-roaders. The bar switches will remove the initial awkwardness of shifting gear while standing up, while the level-three traction control could help them get up a gradient steadily and surely, or pull away on loose earth without accidentally going sideways.

But I also think it gives an advantage to the mildly experienced off-roader. For the trails, I was back in Sport mode and traction control level one, which let the rear drift a satisfying and flattering amount. Again I found the need to make few shifts for myself. With less attention occupied by gear selection, more was free to focus on other demands, like staying on the gas as the front and back wheels took different routes through deep sand.

I said after day one that I wasn't convinced the DCT Africa Twin was more convenient than the manual one, since gears are second nature to most riders. But as I swapped DCT for a manual Africa Twin off road, I did feel inconvenienced. I had to start using my left foot and making gear decisions again.

So far I'd been riding the DCT version all morning, but the transmission system couldn't take all the credit for the good time I'd been having. Doubters will probably continue to argue that the Africa Twin's 232kg weight means it can never be very useful off road (until they try it at least). Of course it's more of a handful than a lightweight single, but it doesn't feel like a big adventure bike either.

The problem with a really big bike off road is that for many riders it eats away at confidence, which makes them go too slowly, which makes them fall off or get stuck or both. The Africa Twin feels more like a middleweight. The skinny profile gives you space to move, to shift your weight forward while standing on the pegs and still feel the narrowness between your knees.

But 94hp is not middleweight power. With its strong spread of torque, rapid acceleration is only ever a few rpm away. And the Africa Twin does have the capacity of a big adventure bike to limit the impression of speed off road. The smoothness of the engine, weight of the machine and competence of the suspension mean you can find yourself at 60mph before you know it.

At the first showing last year, Honda called it the True Adventure Prototype. I'm calling this production version a real adventure bike. A 232kg machine that really can go anywhere, be it on tarmac with luggage and a pillion or on dusty South African trails. A big bike that's actually useful off road, and not just in the hands of an advanced off-road rider but for the more ordinary of us too.

WATCH OUR FULL VIDEO REVIEW OF THE 2016 HONDA AFRICA TWIN HERE

Model tested:  Honda CRF1000L Africa Twin

Price:  £10,499 (£11,299 with DCT)

Engine:  998cc liquid-cooled parallel-twin

Power:  94hp @ 7,500rpm

Torque:  72lbft @ 6,000rpm

Frame:  Steel semi-double cradle

Suspension:  45mm fully adjustable USD fork with 230mm of travel. Fully adjustable shock with 220mm of travel 

Wheels:  Wire-spoked 21" x 2.15" front and 18" x 4" rear

Seat height:  870mm (low position 850mm)

Fuel capacity:  18.8 litres

Claimed fuel economy:  61.2mpg (61.5mpg for DCT model in Drive mode)

Colours:  black, silver, 'Victory Red' or 'Tricolour'

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Hyperpro for Honda CRF1000L Africa Twin

The Honda Africa Twin placed his footmarks very quickly last months. Not only received very well in the magazines, but also appreciated very much by the motorcyclists. As a real Adventure bike, it has all capacities to enjoy the Africa Twin owner. Hyperpro developed a full suspension range for this bike.

The suspension specialists from the Netherlands designed a rising rate springs fitting on the OEM shock, which rise the bike with 2 cm’s. Doing this we managed to configurate a better handling, more stable ride and using the range of capacity in the bike to adjust it to the correct suspension setting. Of course Hyperpro used their knowledge to also offer a lowering option by changing the springset to a seat lowering of 35mm.

To even upgrade the bike more, Hyperpro is offering a full adjustable type 461 shock, a type 460 emulsion shock and for the commuters and occasionally riders a Hyperpro Streetbox, containing a front fork springset, front fork oil and a type 460 emulsion shock.

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HONDA Africa Twin CRF1000L 2016-

ORDER your Ohlins Products EARLY! They SELL-OUT of EVERY hot Product They MAKE EACH YEAR FAST!

BAM! ~  Whooop -there-It-IS!  (in -Yo- Face..!)

We sell more Adventure Shocks , Forks , Cartridge kits than most any other dealer in the USA , consider us for your next purchase, we have more than 25+ years experience and we love you long time!

Now available!

The Brand NEW OHLINS complete 48mm Front FORK for your 2016-On Africa Twin CRF1000F, features a 30mm Cartridge with fully adjustable compression, rebound and spring preload all at top caps!

These are fat 48mm Inner Ti-Nitride tubes with Ohlins jumbo 30mm Cartridge (50% larger than Stock!) with fully adjustable spring preload (about 18-20 turns) compression (about 25 clicks) and Rebound (about 25 clicks).

Slip on and Go! ~ goes into standard triple clamps and all other stuff bolts right up, front calipers, axle, plastic, etc.

They are much larger 48mm lower inner tubes much larger than your stock 45mm, and 50% larger damping cartridge 30mm compared to just 20mm stock.

BAM!- Whoooop-there-it-is!

Slip on and Go Kit! ~Shock and Forks Complete Ohlins shock and Ohlins 48mm Ti-Nitride Forks!

Ohlins Shock STX S46PR1C1S with 30mm Cartridge spring kit

BAM! ~Now Available~! 

Super high quality Ohlins Shock S46PR1C1S  features fully adjustable compression, rebounds and New style Larger Function Spring Preloader.

Super Quality and affordable Ohlins Shock and 30mm NIX Fork Cartridge Kits!

This (above) FKA~kit uses your standard Honda Fork Shells, No machining required and 100% reversable.

Honda CRF1000F Africa Twin Shock

Ohlins New style remote rear spring preloader, more usable range than ever before with aprox, 28 full turns.

Above the new Ohlins S46PR1C1S shock with super heavy duty 46mm shock body and 16mm shaft.

Fully adjustable compression, rebound, and Newest style largest range spring preloader from Ohlins.

BAM! ~ THIS FITS YOUR STANDARD HONDA FORK shells with NEW SPRINGS!

So you can replace almost everything within the stock Honda forks (20mm cartridge) with this new 50% larger system, the Ohlins is 30mm! (no machinging required and 100% reversable).

(See below top-Secret photo’s kit…)

New Ohlins 30mm fully adjustable Cartridge kit with spring Nix-FKA series!

Replaces almost everything within your standard fork shells with Ohlins quality industry largest 30mm cartridge kit features fully adjustable at top caps , Compression (about 25 clicks), Rebound (about 25 clicks) and Spring preload (about 18 turns and 18mm travel!)

Above  Ohlins mamouth cartridge is largest in the industry.

Details pic above Ohlins 30mm inside dimension and  34.48mm outside  dimension cartridge kit!

The cartridge shown on right goes in right leg, notice extra hole that’s rebound side.

Above the Ohlins caps have about 18mm travel and about  18 full turns of use.

Above Ohlins has a 55mm tapered hydraulic anti-bottoming cone.

We some brands don’t spend the money to have any just a rubber plate on the cheap, these are by far the way to go for heavy adventure reducing the final few inches of fork anti bottoming range even for regular use.

Order the cartridge kit and springs to suit your rider weight- BAM!

Can Anything be done to the stock Honda Africa Twin Suspension?

(see page bottom for details and options….)

Africa twin Test bike in the works.

(Shown b elow)   Touratech COMBO which is…

The Tourtech has Hi / Lo  adjustable compression, preloader and rebound.

The Touratech Cartridge  and Spring kit .

2016-On… Honda Africa Twin CRF1000F,

(See Below More on Ohlins Shock…)

Claimed Curb weight 503lbs (534 with DCT Dual Clutch Trans)

9.1″ Front travel claimed/ 230mm /

8.7″ Rear Travel claimed/ 220mm

 just Springs and Revalve on the cheap and piston kit?

*Add for SKF Seals, Wiper Seals, bushings and bumper as needed with  New Showa  piece longer life Shock Seal.

The Blue 19mm does spring preload, the rebound does not click 1.5 turns out stock of 4.0 turns possible.

The preloader has about 15 turn range and about a 15mm effect on the preload.

Compression adjustable on bottoms, about a 16 click range.

These bottom compression nuts where used on the 1980’s CR stuff from Showa, 45mm Showa was similar to 1989-1990 Cr250,Cr500.

(Ooouh…… forgot it is 2016~)

Early press releases claimed 43mm forks, but 45mm Showa in real life.

Good thing the owner had a 1989-90 CR, because your Seals, Wipers and Bushings are the same size!

The standard fork height shown in the clamps, the blue 19mm hex is fork spring preload adjust, it has a 15 turn range and a 15mm effect on spring (see pics below…).

Above the top is preload fully extended, next down is preload all off showing about a 15mm range.

The standard springs are a “progressive coil” or what is also called a “dual rate” spring that feel a little mushy at the start of the rate and a little soft for real adventure and demanding hits off pavement runs.

When Digital Machine Rating the standard progressive fork springs (See Below..)  they tend to stay at 29lb “Too long”  before ramping up to there second rate at the end.

A straight rate fork spring swap is in order for most!

Especially when even the standard tires were swapped in favor of the 60% On &  40% Off “Conti-Tracker” “TKC70” 90/90-21” front  150/70-18 rear,  still too street Slickies for the marshmellow forks which felt “Loosy-goosy”  worse as you crank up rear preload even at 18 clicks in of the 38 clicks offered on rear.

The “TKC80” 40% On & 60% Off, to be mounted  shortly.

The standard fork cartridge is a 20mm stamped steel thing with a 64mm aluminum top with small taper to fit the piston below.

Above the  Honda Africa Twin 20mm Steel Cartridge and kinda soft dual rate coil spring.

SEE below for Straight rate fork spring conversion…..

Above “Red Arrow” shows a punch mark on the spring prelobe tube, the progressive wound spring coil displaces more or less fluid volume, with “spring in” the standard test set was about 85mm fluid level.

If switching to straight rate spring, check fluid level with spring in on this one.

The Standard preload with adjuster all off is about 10mm on the spring to start.

Adding full range at cap (15mm more), a total of about 25mm preload is maxed.

Above is the standard aluminum top that allows the piston on the rebound rod to go thru the 64mm tapered end only sleeve to the base. The  rebound rods are a 10mm.

To get to the rebound stuff, advanced suspension knowledge and wisdom is required.

Above the Showa top fork stantion is a welcome design that adds to the overall feel of the bike with this tapered bell design.

These are the Showa forks.

Above, this is where the magic happens (or doesn’t)

The stock pistons only use a basic “spring loaded butterfly washer” on all four, very old school from the eighties, so No “tuneable mid valves” are in the basic stock design.

The stamped steel 20mm cartridge and old school 3 port piston, mirror image front and back sides of the rebound and compression piston except Oring / Bushing set up.

It is revalvable, or  piston kit and valving replaceable.

Bam! (Lika-a-deez!) …….

Above on left, the super basic 3 port stock showa stamped pistons, to the right the 4 port.

The stock showa setup only has  a “spring loaded butterfly” to free flow the opposite direction of fluid passage.

The new and improved 4 port has a “tuneable mid valving” that is a nice additional element to tune low speed compression more popular with designs of today.

Above  4 port piston and valving with “tuneable mid valves” they can replace everything from the stem off, kinda nice way to go! Out with the old in with the new.

Advanced suspension knowledge and wisdom is required for this procedure.

“Wheel-Of-Fortune!”

The stock preloader  does a 10mm range, it does have about 38 clicks you can feel.

Above is the stock Showa shock, it has a Nitrogen bladder, the rebound is adjustable about 24 clicks, the compression is also adjustable about 25 clicks, the spring preload has about 38 clicks or a 10mm range.

The standard spring is 240mm free length, 230mm installed all out so 10mm preload to start.

The standard spring has tapered ends that can make a substitute require collars to fit.

(Spring has smaller taper at top then bottom and body is not threaded)

This adjuster be the Compression, about 25 clicks.

This be the Rebound, yeah that black one.

Note: You will need a spring press to swap the shock spring.

Above you will need a spring press to swap the shock spring,

If you notice there is no extra space below the hydraulic preloader.

The standard Honda CRF1000L test spring is rated through the whole shock stroke and at peak value.

The stock shock is revalvable and respringable (are those words in the webster dictionary?)

One thing we see, the Showa two piece shock seal (from 1987) we use a better One Piece Showa design that is much better on the offroad side for many years.

Above the standard Showa Piston, Compression left , Rebound right.

No worries, the owner has seen these on his 1987 Cr250 and Cr500!

Above left the stock Honda Shock verses the Touratech Extreme Series Shock.

The Tourtech has Hi / Lo  adjustable compression, preloader and rebound (msrp $1795.95).

The Touratech Cartridge  and Spring kit (msrp $1795.00)

Hi speed adjust (left) 18 click range and   Lo speed (right) 25 click range.

Touratech shock

The standard Touratech preloader knob mount is a little too far out from the bike we think.

It’s an easy fix but they may have thought that allowing extra room around it was their thing for big hand people?

King Kong can reach around the preloader knob with ease.

Above reverse pic of the Touratech preloader knob.

Longer dowls and allen screws  or a “tweek” to the plate for some perhaps.

It’s hard to tell from this angle of pic, but the Hi Speed Compression Adjust , “Red Arrow” (top left of those two things) is very hard to get to and turn, even with a small “L” style Allen it’s very tight to reach, this pic shows the back one pretty easy to get to but it’s real tight in real life, but anywhooo…

Above this pic shows Touratech preloader over 15mm tighter towards bike, by using (2x) 25 mm spacer and 45mm Honda flange bolts.

Looks nicer to us, but what do we know…

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Touratech Suspension Extreme Long Travel Kit, Honda Africa Twin CRF1100L (2020-On)

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What's Included

• Long Travel Extreme Fork Cartridge Kit
• Long Travel Extreme Rear Shock
• Customer Reviews (130)

The ultimate suspension now available in a long-travel version that adds 20mm front and rear travel for the Honda Africa Twin CRF1100L.

The Touratech guys have been riding the Africa Twin since it first came out in 2016. Much of their seat time on this bike has been pushing the limits off-road, including riding the various Backcountry Discovery Routes & scouting for the Touratech Rally. We love riding this bike, but not with the OEM suspension. Our primary question when advising a customer is which suspension option is best for their situation. If they have the inseam to spare, or posses the riding skills to not worry about inseam, then our top choice for a suspension upgrade for the Africa Twin is the long-travel system.

Ever wonder why trophy trucks have three feet of travel on their suspension? It’s because the more travel your suspension has, the better job it can do smoothing out the bumps in the road to keep your bike under control and tires planted to the ground. Customers dreaming of taking the Africa Twin suspension to the next level have been asking for a long-travel solution. This kti raises the standard model bikes to Adventure Sports ride height.

Here is how we do it:

Long-Travel Fork Cartridge System  – This system replaces your stock internals with a closed cartridge system that completely transforms the front-end of the Africa Twin with high performance characteristics that can’t be achieved with OEM forks. When the road gets rough you’ll have 10% more travel to absorb impacts and maximize traction, control, and boost that feeling of confidence. The Long-Travel cartridge raises the front of the bike putting more distance (20mm) between your skid plate and the terrain hazards below.

No modifications to the fork tubes, fork brace or brake system are necessary and a state-of-the-art bladder system is used instead of a floating piston. A closed cartridge separates the nitrogen and high-performance damping oil from the moving parts of the forks for smooth and consistent performance even in punishing environments. The system includes hydraulic bottoming prevention that works like a pillow to prevent the fork from bottoming out suddenly.

Compression damping, rebound and pre-load adjustments are located on top of the forks allowing riders to make changes easily. Spring weights are selected to match rider weight, load and riding preferences to maximize performance of your Africa Twin.

If you like to ride with confidence in any terrain, upgrading to the Long-travel Cartridge System provides the rider with the best possible performance. The valving is set-up to be the perfect match to the Touratech Suspension Long-Travel Extreme Shock.

Long-Travel Extreme Shock  – You will have an additional 20mm (.8 inch) of travel for your Africa Twin and valving that is suitable for faster speeds and off-road terrain. At the end of the travel you still have the PDS bottoming control works like a hydraulic pillow at the end of the stroke. It also extends the life of the shock and is better for the motorcycle and the rider by eliminating the forces and possible damage associated with hard hits.

The Touratech Extreme Shock offers adjustable high-speed and low-speed compression damping, a remote fluid reservoir, high-flow fittings, adjustable rebound damping, floating piston superiority and low-friction seals which add up to a highly refined shock that can be tuned with precision to meet the ride style and handling characteristics you prefer on your Africa Twin. The shock also has a hydraulic pre-load adjuster, so you can quickly set your Africa Twin's preload when the load on the motorcycle changes.

The Touratech Extreme Shock is over-built by design with heavy-duty materials and over-sized components.

Touratech Suspension is the world’s first purpose-built shock absorber for long-distance touring with a fully-loaded motorcycle. Right out of the box, it has the strength, features and adjustments to go the distance on an adventure or touring bike carrying luggage.

The Touratech Extreme Shock is the ultimate in suspension technology, and the ideal choice for extended trips or off-road rides like a Backcountry Discovery Route. For the rider who wants absolute control over suspension set-up and high performance, this is the product.

This upgrade also increases the ground clearance by 20mm making it easier to clean terrain. If you want the best suspension on the planet for your Honda Africa Twin, the Long-travel Touratech Extreme shock matched up with the Long Travel Fork Cartridge will provide unmatched fun no matter what terrain you tackle.

Product Features

• Ground clearance is increased by 20mm
• This increases ride height to ADV Sports ride height
• Kit includes Long Travel version of both Fork Cartridge Conversion and Extreme Shock
• Increased travel front and rear
• Valve settings specific to off-road riding with luggage
• Adjustable rebound & compression damping
• Low Friction seals
• Custom spring weights for your riding style
• Made in Holland
• Fits Honda Africa Twin CRF1100L Standard Models (2020-On)
• Does NOT fit Adventure Sports Models
• Sidestand and centerstand may need modification after travel is increased
• Under the 'Instructions' tab please click on the link for the rider's profile, answer the questions, and paste them into the comments field during checkout, or email to [email protected] . This will help us ensure your shock is sprung specifically for your application.

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2019 Honda CRF1000L Africa Twin/Adventure Sports

For Honda riders, adventure comes in two liter-class flavors.

Honda CRF1000L Africa Twin: review, history, specs

Class: adventure

Production: 2015-2019

Predecessor: Honda XRV750 Africa Twin

Successor: Honda CRF1100L Africa Twin

Honda CRF1000L Africa Twin: electronic equipment

• Electronic throttle (Ride-by-Wire system) - from 2018
• Power Mode (3-way) - from 2018
• Assist and Slipper clutch
• HSTC - Honda Selectable Torque Control

Honda CRF1000L Africa Twin Adventure Sports:

• Large windscreen
• Bigger fuel tank
• More suspension travel
• Wider footpegs

Specifications

Honda CRF1000L Africa Twin: specs

Honda CRF1000L Africa Twin: images, gallery.

Honda CRF1000L Africa Twin: video.

Honda CRF1000L Africa Twin: manuals, parts, microfiches.

• Honda CRF1000L Africa Twin: Shop Manual
• ↑ honda.co.jp/news/2015/2151016-crf1000l.html | 燃料消費率 (WMTCモード)
• ↑ youtube.com/watch?v=r_57ElATz90 | 2018 Honda Africa Twin (DCT), 0-100 KM/H
• ↑ youtube.com/watch?v=3H-kx2-ta-w | TOP SPEED - Honda Africa Twin CRF 1000 L - 221km/h

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• Honda CRF1000/CRF1100 Africa Twin Ownership
• Honda CRF1000L/CRF1100 Africa Twin Reviews

CRF1000L Suspension Too Soft?

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Having read everything I could about the new AT, I did come across an amateur review by a guy who said that he didn't like the new AT because he thought the suspension was too soft both for offroad and onroad riding. Can anyone who has ridden the CRF1000L chime in about whether they thought the front and/or rear suspension was too soft? Did you encounter the shocks bottoming out over rough terrain? Did you notice any excessive front end dive? Were the shocks too soft to be sporty in the twisties? I see that Touratech is offering a new rear shock for the AT. Is that because the rear shock is not adequate under heavy loads or hard off-roading? I'm trying to figure out which adventure bike to get and the cost of having to upgrade the suspension on a new bike figures heavily into my decision.Thanks so much!  

I think having ridden two up which is mostly what I would be doing when touring, the front end is ok and I wont be doing much to it that the available tuning adjustments wont be able to compensate for.. the rear shock is also surprisingly good with a few tweaks. It took a few experiments with preload to get it riding nice and level loaded up with gear, but its using most of the available preload, so all in all it will be okay for now. It certainly doesn't feel like a budget shock but I think down the line, and say in about 20K I will change the rear shock for something like a Wilburs. if the AT was just for me then all would seem good and to get it much better would be at least couple of grand further down the line..but then its mostly a one person bike anyway.. but surprisingly good for two. This is IMHO of course!  

I'm 70KG - for me the standard suspension was great on the road up to around, ahem, reasonable speeds. It didn't dive much under normal breaking and wasn't too bad when I wanted to really test the brakes. The bike was basically a brand new demo so might slacken up a bit later on of course. My other half is 50KG so we shouldn't have too many problems (unless she brings every pair of her shoes and all her toiletries). Not gone off-road on one yet but can't imagine all the journos would have missed this if it were a problem.  

I recall reading that amateur review too, key word being amateur. Commonly a motorcycles suspension come setup from factory to accommodate an average adult of around 80kg(excluding kids bikes naturally). Anything above this will require a bit of tuning if it is capable of being tuned. I weigh around 95kg and one of the reasons I never bought a F800GS was precisely the fact the front suspension was not adjustable(ludicrous for an adventure bike IMO). In my experience most of the bikes I've owned only needed the front suspension hardened if it was just myself on the bike otherwise it would dive a little too much for my liking under heavy braking.  

graeme4130 said: Yeah, I wouldn't believe what one guy says, when every professional journalist whose work I've read on it so far has acclaimed it highly... Click to expand...

In Italian.. la nuova Africa mi è piaciuta tanto, è leggerissima, le sospensioni sono molto meglio di quanto uno ci si aspetta da una maxi Enduro di serie e si possono anche migliorare ulteriormente perché sono completamente regolabili. Comoda, second...See More Auto translated... Lucia Maurizi the new Africa I liked it so much, it's very light, suspensions are much better than one we would expect from a maxi enduro of series and you can also further improve because they are fully adjustable. Comfortable, according to @Letizia piacenza the passenger is also better than on the GS 1200. The engine is fluid, never settles in crisis and if the gas by walking . It is very very agile and the traversi are very good Click to expand...

The stock suspension should be fine unless you plan on jumping over large bumps with it. I think there's a picture somewhere on this forum where you can see the suspension post jump. It looked like it almost bottomed out.  

For what it's worth, a journo friend of mine commented that Honda have done an excellent job of the suspension. On my test ride I tried a few humps and bumps out and it handled my weight well without any problems.  

I'm 86 kg and 1m87. I've tried my AT on and offroad for about 750 km now. Definitely NOT : the suspension is freat. It is very progressive, which means that it is soft in de first cm's of travel. At the bottom end it's very though, and even adjustable. To me it seems impossible tot push it to the end, even in jumps etc....  

Should be a non-issue. The suspension is fully adjustable, front and rear. I know a lot of newer riders have some road bike experience, but when they first get on an ADV or dirt bike they think the suspension is too soft. As a rule, any decent off-road suspension will be softer, at least at the beginning of compression, and it's set up that way for a reason. It handles the rough stuff much better than a stiffer set-up. No, it's not like a road package, because it does very different duty. Learn how to adjust your adjustable suspension for your weight and riding style, and you'll come to love your bike (even more, hopefully!)  

2Sun, my experience comes from owning a 2007 Aprilia Caponord. I love the bike, but the front suspension is prone to dive when I grab a handful of brake. It's really annoying for street riding.  

Understandable... I don't know that model all that well; does it have adjustable compression dampening and/or adjustable spring pre-load on the front? Those are usually pretty straight forward items to adjust (assuming they are adjustable on your bike). If not, and assuming you like the bike otherwise and don't mind spending a little time & money on the suspension set-up, you could always step up in spring weight and change to a slightly heavier fork oil. With regards to this thread, however, the AT suspension is definitely adjustable in all respects (compression, rebound and pre-load), so firming it up would take only a few minutes to do. Just remember to always record what adjustments you make, or you'll get in a snarl quickly, and have to go back to "zero" with all your settings and start over again.  

I do not think the front suspension is too soft, It is perfect for all types of terrain. Dive a little, but normal for a long-travel suspension, and fully adjustable, only has to be adjusted for weight and type of terrein, soft/hard/road.....  

Suspension Even off road different people have quite different ideas on how the bike should feel. For me I like a really plush ride in the dirt and the stock bike is way harsher than I would run in the dirt. You have paid for all that suspension travel you may as well use all of it. When you consider a typical desert express will have 300-340mm of travel (even a DRZ is about 300 the AT is quite constrained at 240mm. It takes 10 seconds to harden it up when you get back on the black-top and the same when you hit the dirt, you will have much more fun if you let the bike do the workout and not you. They have little punch marks on the settings so you know where it is before you start. Just go for a run on the bike and write down how much you wind the settings in different directions and take it a step at a time. You cant break it and you will find the different settings that you like in different conditions. Its a lot more enjoyable as you find out what the bike does as you adjust the suspension to the roads you are riding on. If you are just out for a cruise dont worry about it but if you are out for a bit of fun stopping for two minutes for a bit of a stretch and changing tire pressures and suspension settings for a bit of rough road I find to be a good idea. Generally the bike responds so much better and you have a much better day out for it.  

Everything Skip D said it great advice, and well worthy of note. I have just one thing to add: Don't EVER ride it with the adjustments bottomed out all the way. Leave the oil no place to go, you'll trash that nice new suspension in a heartbeat. Otherwise, play with it. Make those adjustments. Make note of what you've done, and you'll like it more than your first girlfriend once you get it dialed in properly for your ride.  

I'm quite a newbie to this off roading....... I just can't get my head around all this suspension talk, why can't I understand the termanology !!!!!  

Totally understandable. Start with these fundamentals, and you're on your way to getting it all down: Preload (Spring tension, based on your weight) Damping (speed the spring squashes and returns to normal ) Compression (advanced damping control, speed the spring squashes) Rebound (advanced damping control, speed the spring returns to normal after been squashed) Check out this website for more details on each... http://www.gostar-racing.com/club/motorcycle_suspension_set-up.htm Take a few minutes to read it, and maybe bookmark it for later reference. I found this to be one of the more concise web pages to describe the whole set-up and adjustment process for moto suspensions. There are plenty of sites to choose from, I just like the way this one is laid out, and it gets to the main points quickly without having to sift through pages of theory. Key take-aways: Only change ONE thing at a time. That's really important. Record your changes. Test each time you make each a change. It may take a little time, but the rewards are fantastic. And if you can, work with someone who has done it before. They can help you get it generally dialed in as you like, and then fine-tuning it yourself later is a snap, once you understand what the cause & effect is of each adjustment.  

After a long wait I finally got to test ride the Africa twin , I was suitably impressed to put a deposit down . I did find the front forks too soft for road use , at first I thought the brakes were not capable of slowing the bike down but it is the amount of front end dive that gives this impression . Touratech do a progressive fork springs which I might invest in . I found the rest of the bike fantastic and a lot more commutative to the rider then the BMW GS .  

its nice for indonesian road....this bike. but for indonesian people seat high to high......usually only 165 cm hehehhehehehe  

Had to chime in here regarding the suspension... I, for one, found it to be far too soft, too deep into the stroke, and the high speed damping is extremely harsh. The problems with the suspension have become even more pronounced as I've added accessories or if I'm carrying luggage or a passenger. I have spoken with three different pro suspension tuners and even take my bike into one. The results were unanimous. The bike needs springs, at least, and re-valving wouldn't hurt either. I just picked up the Hyperpro kit for mine and will be taking it to Super Plush to get it installed and tuned.  

I find the suspension works great for both rough dirt roads and aggressive road riding. Given its long stroke, there will be fork dive under hard braking but it can be mitigated through adequate use of the rear brake and also by using the strong engine braking. Put that slipper clutch to work!  

"I just picked up the Hyperpro kit for mine and will be taking it to Super Plush to get it installed and tuned" Jason, let us know how the Hyperpro worked out for you if you wouldn't mind. I think the rear is far too soft too (when heavy loaded), front I find OK.  

Hi Maverick, I agree with Jason and find the AT too softly sprung for both on and off road riding. My understanding from the Honda people is that the AT is set up for a person weighing 80kg plus an additional 15kg for luggage. For people like me at 110kg plus 50 kg luggage, add-ons and accessories, the suspension is way too soft, even at maximum compression settings. I have had the front and rear suspension re-valved and re-sprung for my weight and luggage by http://www.krooztune.com/ in Melbourne and it has made a huge difference to the safety and handling of the bike. Krooztune also have a wealth of information on their website that riders can apply to their own circumstances. I found the setup tips particularly helpful, even after a lifetime on the bikes.  

For now mine is ok as I only ride solo on the AT. I will eventually go for a stronger spring but I will also have the shock revalved or have a heavier suspension fluid installed, as the current damping is already compromised and a stronger spring will exacerbate that aspect.  

I had a look at my stock AT sag today. I have Ractech's suspension bible and tend to follow there expert advise. They state that generally rider sag should be anywhere between 33-35% into the stroke. The Africa Twin's shock has 221mm of travel so that equates into an ideal sag of between 72-77mm. I am 95Kg's and when sat on the bike the race/rider sag reads 105mm that's 47.5% into the stroke. Now taking the rider out of the equation for a minute. With only the stock bike weight on the suspension the "free" sag is 67mm that's 30.3% of the total suspension travel gone before anything- rider, luggage etc, now not much left there to make the 33% target sag is there! All these sag measurements were with the suspension at default pre-load i.e. 7 clicks in from zero clockwise. I'm waiting on the Hyperpro fork/shock springs to be delivered. Ive also had some feedback from someone else who has just installed the shock spring (+20mm). I think he was around 75KG's. Sitting on the bike with only 3 clicks of pee-load husband sag is 70mm around the 30% mark. Don his riding gear and he should be right in the 33-35% sag range and loads of pre-load to play with (31 clicks)  

I hope everyone understands that there are a couple of variables to consider when setting Sag - first is to remember that it will take 2000 miles on a bike to have a fairly consistent Sag setting. It's important to set it just after a couple of hundred miles, but you will need to check it a lot as the bushings, shocks & forks break it. When everything is tight, it will take more preload to get down to that 30% area than it will when its broken in. Second is that personal preference takes precedence in the end. When its all said and done the suspension needs to be setup to what works for you. Thus far with my ride I am at 25% sag in the front, 30% in the rear. For my 230lbs I am about 3 turns from full stiff on the front adjusters and I am about 5 clicks from full stiff on the rear preload. Now in order to have the 25% sag in the front I have lowered the clamps on the fork by 10mm, which offsets the weight bias of the 5% difference. Bike rides fantastic on the street, even with the Dunlops on it still. I anticipate if I am doing any trail riding to just soften the dampening  

At 9000kms everything on my shock is well broken in as are the bearings/bushings. I was always of the opinion that my Explorer (which is 70lbs heavier than the AT) is quicker than it over a given very rough road at speed. Recently I was following a friend on an ancient Caponord. He rode a very rough road at speed sitting down. I had to stand on the pegs on my AT on the same road in some sections or I would have otherwise have been involuntarily lifted off the saddle anyway. This is not good. I have tried everything on settings but to no avail, and I know my way around suspension reasonably well.My Triumph is well set up on its Wilbers units by comparison and is a joy to ride in these situations. The AT is ok for normal road usage and is plush and comfortable. It simply cannot take big hits without responding poorly at the rear. There is clearly at least insufficient rebound damping . The low speed compression damping seems fine but I cannot make up my mind about the High speed compression damping aspect. The forks are excellent. Some folks are rebuilding the shock over on the ADV forums with mixed results. What is obvious is that nobody is raving about the rebuild, and simply reporting minor improvements. For now I will get by with the settings that I have finally settled on, but for me, a complete change of shock is looming, as soon as I can afford it. One member over on ADV is of the opinion that the rebound clicker "does nothing but go 'click' ". Imho he is not too far wrong with this assessment. I have seen a clip of him riding over rough ground and sure enough the back is kicking up over big hits and the rear wheel is also leaving the ground  

I weigh in at 75kg with all my riding gear. Front suspension 70mm static sag set at 8 out from fully in - OK. Rear suspension original spring wound up to maximum static sag 73mm. New Hyperpro s rear spring 25 clicks out from fully soft static sag 73mm - OK. Hyperpro spring max compression static sag 66mm - OK. Hyperpro spring two up with a 65kg fully kitted pillion static sag 91mm - failure!! Conclusion: original rear spring too soft and Hyperpro spring still not stiff enough for two people let alone with extra gear. Static sag numbers based on 30% of total travel equates to 69mm front and 66mm rear.  

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Home » Prices and Trans-Siberian Tickets » Trans-Siberian Railway Prices

Ticket prices for the Trans-Siberian Railway also depend on the current ruble exchange rate.

Is the Trans-Siberian Railway expensive?

Before starting on your Trans-Siberian Railway adventure you naturally want to know what the entire trip will cost. Although this sounds like a simple question, it is pretty difficult to answer. The Trans-Siberian Railway price of travel depends on the following factors:

• Which travel class do I want to use? The price for a first class ticket is about three times the price of a 3rd class ticket
• Am I willing to buy the tickets myself and assume responsibility for the organisation of the trip?
• How many stopovers do I want to make? The more breaks, the higher the total price.
• What sort of accommodation do I want? Will it be a luxury hotel or will a hostel dormitory be sufficient?
• What tours and excursions would I like to go on?
• What is the current exchange rate for rubles?

Basically, everything from a luxury to a budget holiday is available. If you buy yourself a 3rd Class nonstop ticket at the counter, a few hundred Euros will cover the price. All you will experience is a week on the Trans-Siberian train and will see nothing of the cities on the way. There is, however, any amount of room for upward expansion. Everyone makes different choices about which aspects they are willing to spend money on. I personally prefer to save money on accommodation and railcar class, visit as many cities and do as many trips as possible. To enable better classification of your travel expenses I have contrasted two typical traveler types. In the third column you can calculate the total cost of your own journey on the Trans-Siberian Railway. Please keep in mind that these are only rough estimations and not exact prices.

The all-in costs seem fairly high at first. However, they cover everything and it is quite a long journey taking four weeks. Many people forget to consider that when looking at the list. We should also deduct the running costs for food and leisure at home. I think most visitors to this page will classify themselves somewhere between the two categories, that is around the € 2,000 – € 2,500 range. When comparing these prices with other travel packages, you get the impression that it is hardly worthwhile travelling individually on the Trans-Siberian Railway. Please keep in mind that most packages last no more than 14 days and you are herded like cattle through the most beautiful locations.

If you spend less time on the Trans-Siberian Railway you will, of course, pay less. I chose this particular travel length because I prefer not to do things by halves. If you fulfill your dream of travelling on the Trans-Siberian Railway, enjoy it and don’t rush things. But it’s up to you, of course. Try playing around with the form a bit to find the appropriate price for your trip.

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Honda Announces 2025 Lineup of CRF Dirt Bikes

• CRF450R, RWE, RX feature optimized chassis rigidity, smooth power delivery
• All-new CRF250RWE includes premium components, like the CRF450RWE
• Popular CRF250F, 125F, 110F and 50F trail bikes all return for 2025

Two weeks after Jett Lawrence's securing of the 2024 AMA Supercross Championship, and the day before he kicks off his defense of the 2023 AMA Pro Motocross Championship at Southern California's Fox Raceway, American Honda announced its entire line of 2025 CRF Performance and CRF Trail dirt bikes.

Honda's legendary CRF450R and CRF250R motocrossers have received extensive updates for 2025, based in part on development input from Team Honda HRC riders Jett and Hunter Lawrence. Revisions to these models' chasses result in optimized rigidity for a comfortable ride while maintaining precise handling, and engine updates result in strong but controllable power. These same updates are carried over to the closed-course off-road-focused CRF450RX and CRF250RX, as well as the premium-level CRF450RWE. And new for 2025, Honda is offering a 250 in the premium trim option—the CRF250RWE, based on the factory machines of Jo Shimoda and Chance Hymas.

"At Honda, the R&D processes of our production machines and our factory race bikes are closely intertwined," said Colin Miller, Assistant Manager of Public Relations at American Honda. "Over the past year and a half, Team Honda HRC has dominated in AMA Supercross and AMA Pro Motocross, and the progress in that realm has both benefited from and contributed to the development of our production CRF Performance motocrossers. For 2025, the CRF450R, CRF450RWE, CRF250R and all-new CRF250RWE are more capable than ever, and those advances also carry over to the CRF450RX and CRF250RX closed-course off-roaders. As we celebrate Jett Lawrence's AMA Supercross crown, and on the eve of his AMA Pro Motocross title defense, we're happy to unveil our 2025 dirt-bike lineup with our fans and customers. With the updates made to these models, and the important contributions of our race team, Honda's off-road success promises to continue."

Other models included in the announcement are the off-road-ready CRF450X (the winningest model in Baja 1000 history) and the CRF450RL dual-sport bike, as well as the CRF150R motocrosser. Also returning for 2025 is the entire CRF Trail family, including the CRF250F, CRF125F, CRF110F and CRF50F—a lineup that has welcomed legions of new riders to the world of dirt-bike riding.

The 2025 CRF motocross models will be displayed in Honda's vendor booth during tomorrow's Honda Fox Raceway National Motocross round in Southern California.

CRF450R Motocross continues to evolve with new techniques and riding styles that enable riders to push the sport to new heights. Matching that evolution, the 2025 CRF450R makes important strides in handling characteristics, power delivery and suspension performance that allow riders to perform at their best, even when the track is at its worst. Several years in the making, this new model integrates input from factory HRC riders like Jett and Hunter Lawrence and five-time MXGP world champion Tim Gajser, as well as professional test riders. Many of its features have been developed and used in competition, during Jett Lawrence's perfect 2023 Pro Motocross season, his 2023 450 SuperMotocross championship, and his 2024 450 Supercross title. But this bike isn't just for the pros; Honda's engineers also considered feedback from customers and leading motocross media to deliver the most comprehensive package of performance and rideability to date.

• MSRP: $9,699
• Available: August

CRF450RWE A purpose-built race weapon, the 2025 CRF450RWE is for riders seeking the ultimate motocross machine. Inspired by the factory Honda HRC machines of Jett and Hunter Lawrence, this special version (the "WE" stands for Works Edition) features a long list of component upgrades that are championship-proven in the AMA Supercross, AMA Pro Motocross and SuperMotocross series. In addition to the top-shelf componentry, the RWE also benefits from the chassis, suspension and engine advancements of the 2025 CRF450R platform, further improving its ride quality, handling and power delivery. From the top step of the podium, straight to the showroom floor, the CRF450RWE is a testament to Honda's continued race-driven innovation.

• MSRP: $12,599
• Available: November

CRF450RX From NGPC to WORCS and GNCC, closed-course off-road racing requires a high level of versatility from both rider and machine. The CRF450RX is designed and developed to deliver just that, with motocross-inspired engine and chassis performance and off-road-focused features like dedicated ECU and suspension settings, an 18-inch rear wheel, an aluminum side stand, a large 2.1-gallon fuel tank and hand guards. For 2025, the CRF450RX benefits from the same chassis, engine and suspension updates as its motocross relative, the CRF450R. These advancements enhance handling characteristics, with greater stability and comfort—especially in rough terrain. The CRF450RX's race-winning pedigree and legendary reliability are continuously proven in the toughest conditions by teams like SLR Honda, Phoenix Racing Honda and JCR Honda.

• MSRP: $9,999

CRF250R After winning the 2023 AMA Pro Motocross 250 Championship and both regions of the AMA Supercross 250 Championship at the hands of Jett and Hunter Lawrence, the CRF250R is not resting on its laurels for the 2025 model year. Constant refinement is required to compete at the highest level, as riders and tracks continue to demand more from the machines. For 2025, the CRF250R takes another step forward in its evolution, with advancements to its chassis, suspension and engine. The combination of improved stability, greater comfort and refined power characteristics translates to faster laps and a confidence-inspiring ride. From young, aspiring racers, all the way to those in the professional ranks, the CRF250R performs at every level.

• MSRP: $8,299
• Available: July

CRF250RWE An all-new model for the 2025 model year, the CRF250RWE brings the premium componentry used by Team Honda HRC to the quarter-liter category for the first time. Inspired by the factory race bikes of Jo Shimoda and Chance Hymas, this special edition offers high-level performance right out of the box, with a wide range of race-proven upgrades. Plus, with the platform-wide chassis, suspension and engine updates for the 2025 model year, the CRF250RWE represents Honda's most advanced 250cc motocross bike to date.

• MSRP: $10,599
• Available: September

CRF250RX From the high-speed tracks of the WORCS and NGPC series to tight, wooded GNCC and enduro courses, the CRF250RX is designed to thrive in closed-course off-road competition. A close relative of the motocross-focused CRF250R, the RX benefits from off-road-specific features and settings that maximize versatility and performance across a wide range of terrain. For the 2025 model year, it receives the same chassis, suspension and engine updates as its motocross counterpart, achieving greater stability, comfort and power delivery. Trusted by teams like Phoenix Racing Honda and SLR Honda, the CRF250RX continues to be a potent podium contender at off-road races across the country, having earned the 2023 NGPC Pro II title at the hands of Kade Tinkler-Walker.

• MSRP: $8,699

CRF450X Known both for being bulletproof and for performing at a high level, Honda's CRF450X—developed with extensive input from off-road legend Johnny Campbell—is the winningest motorcycle ever in the Baja 1000, with an incredible 16 victories in the grueling off-road event. As if that weren't enough, the iconic model is also an excellent trail machine, thanks in part to its 50-state year-round off-road-legal status, plus off-road-appropriate features like a side stand, 18-inch rear wheel, headlight, sealed chain and six-speed transmission. It's an impressive combination of attributes, confirming the unmatched versatility of the CRF450X.

• Available: June

CRF450RL Distilled to its fundamental elements, dual-sport riding comprises linking together trails via sections of road. Enter the CRF450RL, which performs admirably both in the dirt and on the tarmac. Based on the legendary CRF450 Performance off-road platform (including a 449cc Unicam® engine, twin-spar aluminum frame and premium, long-travel suspension), but with street-legal features like a quiet muffler, a vibration-damping urethane-injected swingarm and a wide-ratio six-speed transmission, this is the quintessential on/off-road machine. Throw in Honda's legendary durability, and there's little wonder that the CRF450RL has made a name for itself in the dual-sport world.

• MSRP: $10,099

CRF150R The smallest machine in Honda's CRF Performance lineup, the CRF150R is nonetheless big on performance, making it an effective entry point for young, aspiring motocrossers. It boasts many of the same features found on Honda's full-size motocross bikes, including Showa® suspension (an inverted fork and a single shock mated to a Pro-Link® rear system), and a Unicam® four-stroke engine that is unique in the mini MX world, delivering a strong but smooth spread of power across the rev range. This scaled-down motocrosser is available in both standard and Big Wheel versions—the latter being a great choice for taller riders, thanks to its larger wheels, higher seat and additional rear-suspension travel.

• CRF150R: $5,399
• CRF150R Big Wheel: $5,599

CRF250F With sharp styling that's inspired by the industry-leading CRF Performance line, but in a friendly, trail-focused package that's year-round off-road-legal in all 50 states, the CRF250F has reliable performances that is suitable for a wide variety of riders—from first-timers exploring the world of off-road recreation to experienced enthusiasts navigating technical trails. The CRF250F boasts smooth power across a wide powerband, thanks in part to its clean-running, electronically controlled fuel injection, and the Showa suspension maintains a comfortable, controlled ride across varied terrain.

• MSRP: $4,999

CRF125F As a kind of midpoint in Honda's CRF Trail lineup, the CRF125F is incredibly versatile—a confidence-inspiring, reliable, long-running machine that's well-suited to young off-roaders, first-time trail riders, and even some more experienced enthusiasts, making for enjoyable outings with friends and family. Available in both standard and Big Wheel configurations, the CRF125F is also 50-state off-road legal, providing access to trails across the country.

• CRF125F: $3,499
• CRF125F Big Wheel: $3,899

CRF110F How popular is the CRF110F? Simply put, it's the powersports industry's top-selling dirt bike, a model that has welcomed legions of new riders to the world of motorcycling. The reasons are clear when the features and benefits are considered: The CRF110F is approachable, reliable and performs well, with an automatic clutch, a low seat height and push-button electric start, allowing young riders to keep their focus on the trail. With clean-running fuel injection for low maintenance, and 50-state off-road-legal status, the CRF110F is dependable and versatile, and it's available in both Red and White.

• MSRP: $2,699

CRF50F Being a kid is the best, especially when there's a CRF50F in the garage. Small in size, it's the ideal first motorcycle for the next generation, delivering a smooth ride thanks to its single shock and an inverted fork; and controllable power thanks to its reliable 49cc air-cooled four-stroke engine. With the model's automatic clutch and a low seat height, riders can focus on the basics, while parents and guardians can bank on its unparalleled dependability, plus the fact that it has year-round off-road-legal status in all 50 states. Add it all up, and there's no wonder the CRF50F is the powersports industry's best-selling 50-class trailbike.

• MSRP: $1,799

Editors: Additional information and assets can be found at HondaNews.com

About American Honda American Honda Motor Co., Inc., is the sole distributor of Honda motorcycles, scooters, ATVs and Side-by-Sides in the United States. American Honda's Power Sports & Products Division conducts the sales, marketing and operational activities for these products through independent authorized Honda retail dealers. For more information on Honda products, go to powersports.honda.com.

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2025 Honda CRF150R

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First Rides: Marin Alpine Trail E Bosch Enduro eBike, Smashing Downhill & Zipping Back Up!

L ast week Marin launched an all-new aluminum Alpine Trail E enduro ebike powered by the torquey Bosch CX with a big 750Wh battery. And it’s a beast. With all the big mountain travel and much of the adjustability of their recent “meat-powered” enduro bike, this pedal-assist enduro eMTB is a super capable ride. Ideal for mountain e-bikers looking to tackle the most technical trails, but with a powerful boost to get back up the hill fast for lap after lap good times…

2024 Marin Alpine Trail E Bosch 160mm alloy enduro ebike

Marin calls this new Alpine Trail E Bosch ebike the “biggest, baddest beast” of their MTB lineup. A big step up from the previous eMTB generation of the Alpine Trail family, this new aluminum enduro ebike features: 10mm more travel front & rear, an improved long-travel suspension design, more capable geometry, more rider style adjustability, a more powerful motor, and longer pedal-assist range.

What’s new?

The logical starting point is the switch to a Bosch ebike powertrain. Marin now powers the revamped Alpine Trail E with the popular 85Nm Bosch Performance CX motor. Inside its massive hydroformed downtube is a big 750Wh PowerTube battery, offering almost 50% more juice than the previous generation.

And it all is controlled by a tidy Bluetooth wireless lefthand thumb switch with a simple multi-color LED battery & mode indicator just behind your headset.

4-bar upgrade

Next up, a new suspension design. The new Marin Alpine Trail E Bosch now gets 160mm of rear wheel travel paired to 170mm forks. That’s just 10mm more than the previous Shimano-powered eMTBs. But now it’s with a proper 4-bar suspension layout that promises more active suspension and a sense of even more travel (vs. the previous faux-bar design). Marin moves the rear end pivot onto the chainstay, calling it MultiTrac 2 LT.

It’s the same as on the newly updated regular Alpine Trail enduro bike , and was created to “ reduce anti-rise, allowing for better chassis control while braking, more mid-stroke support, and better feel at bottom out ”. Marin describes it as a gamechanger for their longer travel bikes.

Adjustable enduro ebike geometry too!

Like the enduro bike, Marin makes their enduro ebike adjustable, as well.

The new MultiTrac 2 LT layout had the added benefit of neatly integrating a chainstay flip-chip to let riders easily swap chainstay length & bottom bracket height depending on their preferred riding style. Pick a High bottom bracket/Short chainstay length for more agility or a Low/Long position for more stability. BB height and chainstay length both change by 7mm – a relatively small tweak to adapt the ebike to your preference, without doing anything too drastic.

It also gets an adjustable headset. That means the new ebike starts with a Zero-offset headset. Or you can drop in the angle-adjust upper headset cup and change the head angle by +/-0.6°. Don’t worry, no internal cables through the headset, so this is a quick and easy change.

From its low position baseline, the new Marin Alpine Trail E Bosch aims to be a bit more modern geometry-wise compared to its same-travel predecessor. But the old bike was already quite long & slack, so no huge changes. Now with just 3 sizes available – M-XL (but no more S) – these sizes gets wider Reach range, generally shifting rider weight forward, while still fitting most riders. Seattube are a bit steeper to match, as well.

Its headtube angle starts the same in Low mode at 63°, or half a degree steeper from the High mode starting point at 63.5°, hinting at a bit more agility. But with the adjustable upper cup, head angles go as slack as 62.4° or as steep as 64°.

Tech details

The new aluminum Marin Alpine Trail E Bosch now features a new 34.9mm dropper post diameter, UDH for future-proof drivetrains, and conventional internal cable routing through ports in the sides of the downtube with rubber membrane seals to keep the elements out.

Marin gives the Alpine Trail E lots of heavy-duty frame protection. There’s wrap-around rubber chainstay guard and seatstay protectors to ward off chain rattle. And also the big 30% fiberglass-infused-nylon downtube and motor casing protection.

Riding Impressions

I ride a lot of steep rocky trails, so I really like the ability to set the ebike up with the Higher bottom bracket / Shorter chainstay position, while still being able to pick how steep I want the head angle. Frankly, I feel like 63.5° in my preferred 0-offset is plenty slack, while still being able to muscle this heavy ebike around tight turns. But, it’s nice to know that I could make it slacker if ended up riding more on faster, straighter trails.

I had not ridden the previous Alpine Trail E, so can’t attest to its relative improvements. But I did get to smash this version down a mix of steep rocky trails, tight & slick technical tracks, and high-speed open singletrack. And the new Marin Alpine Trail E Bosch just smashes down the hills, and was happy to help spin me back up to the top to do it again and again.

Now, it’s undeniable that this is a heavy ebike. Beefy alloy frame + big Bosch motor & mega battery + e-enduro capable components… all adds up. The large E2 that I tested weighed 27.8kg (61.3lb) without pedals. It takes quite a bit of muscle to push that around on tight trails. But the geometry seemed well-matched to the weight. And the Alpine Trail E liked to stay planted on the trail. A side benefit to smaller, lighter riders though, is you’ll have no trouble getting an active suspension feel.

One tiny, but super-appreciated detail. Sure, it’s nice that the ebike comes spec’d with sticky Vee tires that I know. But also that Marin actually spec’s these ebikes with Cush Core Pro tire inserts and their own sealant, straight off the bikeshop floor.

2024 Marin Alpine Trail E Bosch – Pricing, options & availability

Marin only has two models of the new Alpine Trail E Bosch ebike. Both share the same 160mm travel Series 4 Aluminum frame, Bosch Performance CX motor, and 750Wh internal battery. And they both also get a mixed 29/27.5″ mullet wheel size setup. Plus, 170mm forks, powerful 4-piston brakes, and big 203mm rotors to bring these beasts to a stop.

The Alpine Trail E1 Bosch is more of the entry point at $5700 /6300€ with a Marzocchi Z1 fork & CR Coil shock, a Shimano CUES 10-speed LinkGlide drivetrain, and TRP Slate EVO brakes.

The ebike I tested was the $6600 / 7250€ Marin Alpine Trail E2 Bosch with a Fox 38 Performance Elite fork, DHX2 Performance Elite coil shock, an XT 12-speed drivetrain, and powerful TRP DH-R EVO brakes.

Both are available now through your local Marin dealer bikeshop. The old Shimano versions of the Alpine Trail E carry over without the newfound adjustability, but now with lower pricing.

MarinBikes.com

The post First Rides: Marin Alpine Trail E Bosch Enduro eBike, Smashing Downhill & Zipping Back Up! appeared first on Bikerumor .

Security Alert May 17, 2024

Worldwide caution, update may 10, 2024, information for u.s. citizens in the middle east.

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Russia Travel Advisory

Travel advisory september 5, 2023, russia - level 4: do not travel.

Updated to remove COVID-specific information and the kidnapping risk indicator as well as updates to security risks.

Do not travel to Russia due to the unpredictable consequences of the  unprovoked full-scale invasion of Ukraine by Russian military forces , the potential for  harassment and the singling out of U.S. citizens for detention by Russian government security officials , the  arbitrary enforcement of local law ,  limited flights into and out of Russia , the  Embassy’s limited ability to assist U.S. citizens in Russia , and the possibility of  terrorism .  U.S. citizens residing or travelling in Russia should depart immediately.  Exercise increased caution due to  the risk of wrongful detentions.

The U.S. government’s ability to provide routine or emergency services to U.S. citizens in Russia is severely limited, particularly in areas far from the U.S. Embassy in Moscow, due to Russian government limitations on travel for embassy personnel and staffing, and the ongoing suspension of operations, including consular services, at U.S. consulates.

There have been numerous reports of drone attacks, explosions, and fires in areas in Western and Southern Russia, particularly near the Russian border with Ukraine, as well as in Moscow and St. Petersburg. In the event of an emergency, U.S. citizens should follow instructions from local authorities and seek shelter immediately.

In September 2022, the Russian government mobilized citizens to the armed forces in support of its invasion of Ukraine. Russia may refuse to acknowledge dual nationals’ U.S. citizenship, deny their access to U.S. consular assistance, subject them to mobilization, prevent their departure from Russia, and/or conscript them. 

U.S. citizens should note that U.S. credit and debit cards no longer work in Russia, and options to electronically transfer funds from the United States are extremely limited due to sanctions imposed on Russian banks. There are reports of cash shortages within Russia.

Commercial flight options are extremely limited and are often unavailable on short notice. If you wish to depart Russia, you should make independent arrangements as soon as possible. The U.S. Embassy has severe limitations on its ability to assist U.S. citizens to depart the country and transportation options may suddenly become even more limited. Click  here  for Information for U.S. Citizens Seeking to Depart Russia.

U.S. Embassy personnel are generally not permitted to travel on Russian air carriers due to safety concerns.  The Federal Aviation Administration (FAA) downgraded the air safety rating for Russia from Category 1 to Category 2 on April 21, 2022, due to Russia’s Federal Agency for Air Transport noncompliance with International Civil Aviation Organization (ICAO) safety standards.  The Federal Aviation Administration (FAA) has issued a Notice to Air Missions (NOTAM) prohibiting U.S. aviation operations into, out of, within, or over those areas of the Moscow Flight Information Region (FIR), the Samara FIR (UWWW) and the Rostov-na-Donu (URRV) FIR within 160NM of the boundaries of the Dnipro (UKDV) Flight Information Regions. For more information, U.S. citizens should consult the  Federal Aviation Administration’s Prohibitions, Restrictions, and Notices .

The right of peaceful assembly and freedom of expression are not consistently protected in Russia. U.S. citizens should avoid all political or social protests and not photograph security personnel at these events. Russian authorities have arrested U.S. citizens who have participated in demonstrations and there are numerous reports Russian nationals have been detained for social media activity. 

Country Summary:

U.S. citizens, including former and current U.S. government and military personnel and private citizens engaged in business who are visiting or residing in Russia, have been interrogated without cause and threatened by Russian officials, and may become victims of harassment, mistreatment, and extortion. 

Russian security services may fail to notify the U.S. Embassy of the detention of a U.S. citizen and unreasonably delay U.S. consular assistance. Russian security services are increasing the arbitrary enforcement of local laws to target foreign and international organizations they consider “undesirable.”

Russian security services have arrested U.S. citizens on spurious charges, singled out U.S. citizens in Russia for detention and harassment, denied them fair and transparent treatment, and convicted them in secret trials or without presenting credible evidence. Furthermore, Russian authorities arbitrarily enforce local laws against U.S. citizen religious workers and have opened questionable criminal investigations against U.S. citizens engaged in religious activity. U.S. citizens should avoid travel to Russia to perform work for or volunteer with non-governmental organizations or religious organizations.

There have been multiple security incidents in southwestern Russia related to Russia’s unprovoked and unjustified invasion of Ukraine. The Russian government declared martial law in Russia’s regions bordering Ukraine (Bryansk, Kursk, Belgorod, Voronezh, Rostov, Krasnodar) on October 20, 2022. The martial law regime allows the rapid introduction of restrictive measures such as curfew, seizure of private property, restriction of entry/exit and freedom of movement, internment of foreigners, forced relocation of local residents, and restrictions on public gatherings. U.S. citizens should avoid all travel to these areas.

Recent legislation has expanded the ability of Russian authorities to detain, question, and arrest individuals suspected of acting against Russia’s interests, including posts on personal social media accounts, engaging with foreign and international entities, discrediting the Russian state or military, as well as advocating for the rights of LGBTQI+ persons.

Terrorist groups, both transnational and local terrorist organizations, and individuals inspired by extremist ideology continue plotting possible attacks in Russia. Terrorists may attack with little or no warning, targeting tourist locations, transportation hubs and systems, markets/shopping malls, local government facilities, hotels, clubs, restaurants, places of worship, parks, major sporting and cultural events, educational institutions, airports, and other public areas. Travel to the North Caucasus (including Chechnya and Mt. Elbrus) is prohibited for U.S. government employees and strongly discouraged for U.S. citizens.

The international community, including the United States and Ukraine, does not recognize Russia’s purported annexation of Crimea as well as four other Ukrainian oblasts – Donetsk, Luhansk, Kherson, and Zaporizhzhya – that Russia has purported to annex more recently. There is extensive Russian Federation military presence in these areas. Russia staged its further invasion of Ukraine, in part, from occupied Crimea, and Russia is likely to take further military actions in Crimea, and the four other Ukrainian oblasts are the subject of intensive fighting. There are continuing abuses against foreigners and the local population by the occupation authorities in these regions, particularly against those who are seen as challenging Russia’s authority.

The U.S. Embassy in Kyiv continues to provide consular services to U.S. citizens in Crimea as well as four other Ukrainian oblasts partially occupied by Russia – Donetsk, Luhansk, Kherson, and Zaporizhzhya, although the ongoing conflict severely restricts the Embassy’s ability to provide services in these areas.

Read the  country information page  for additional information on travel to Russia.

If you decide to travel to Russia:

• Familiarize yourself with the information on  what the U.S. government can and cannot do to assist you in a crisis overseas .
• Have a contingency plan in place that does not rely on U.S. government assistance. Review the  Traveler’s Checklist .
• Monitor local and international media for breaking events and adjust your contingency plans based on the new information.
• Ensure travel documents are valid and easily accessible.
• Visit our website for  Travel to High-Risk Areas .
• Enroll in the  Smart Traveler Enrollment Program (STEP)  to receive Alerts and make it easier to locate you in an emergency.
• Follow the Department of State on  Facebook  and  Twitter .
• Review the  Country Security Report  for Russia.
• Visit the CDC page for the latest  Travel Health Information  related to your travel.

Delegated Regulation on the extension of the temporary suspension of the visa exemption for nationals of Vanuatu

31 MAY 2024 Delegated Regulation on the extension of the temporary suspension of the visa exemption for nationals of Vanuatu English (165.76 KB - PDF) Download

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NCM Moscow Plus Review

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•   NCM Moscow Plus Review

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• A cross country style hard-tail e-mountain bike with 80mm suspension fork, knobby trail tires, and sturdy alloy pedals, includes a trigger throttle up to 20 MPH
• Lots of adjustability with the display panel, including speed, the 12-magnet cadence sensor is very responsive, motor inhibitors in both of the levers, large 180mm hydraulic disc rotors in front and rear
• Upgraded suspension fork, hydraulic brakes vs mechanical, better saddle, derailleur, cassette range, battery, and display from the regular Moscow version
• The kickstand works decently well but can block the left crank arm when down, 2amp charing is slow for the high capacity battery, some wires stand out vs. being completely internal, not much room to add things on the handlebar

Video Review

Introduction

Body position:, suggested use:, electric bike class:, learn more about ebike classes, availability:, model year:, bicycle details, total weight:, battery weight:, motor weight:, frame material:, frame sizes:, geometry measurements:, frame types:, frame colors:, frame fork details:, frame rear details:, attachment points:, gearing details:, shifter details:, brake details:, seat post length:, seat post diameter:, tire brand:, wheel sizes:, tire details:, tube details:, accessories:, electronic details, motor brand:, motor type:, learn more about ebike motors, motor nominal output:, motor torque:, battery brand:, battery voltage:, battery amp hours:, battery watt hours:, battery chemistry:, charge time:, estimated min range:, estimated max range:, display type:, display accessories:, drive mode:, written review.

To run the forums, host the website, and travel, I charge a universal service fee for my reviews. This review was sponsored by NCM. My goal is to be transparent and unbiased, this video and written review are not meant to be an endorsement of NCM products.

NCM is a new company to me, but they are using reliable and proven systems in their ebikes, so in someway, there is a nice familiarity to it. Today we are checking out their Moscow Plus, the big brother to the Moscow. The Moscow Plus features a nicer suspension fork, hydraulic brakes, more comfortable saddle, and an upgraded derailleur with more gear ranges. There is also a better battery coupled with a nicer display. Because they share the same frame however, you will find a lot of parallel information in this review if you read the write up on the regular Moscow. So the Moscow Plus here is an aluminum alloy frame hard-tail ebike that comes in 2 sizes. Each size also has tire options as well, so basically there is a 19” frame and a 20.5” frame and you can choose either 27.5” tires, or 29” tires. Today we have the 19” frame with the 27.5” Schwalbe Smart Sam knobby tires. Overall the bike weighs about 56.1lbs, (about 1.4lbs lighter than the regular Moscow) and costs $1,899 USD and $2,399 in CAD. As I mentioned before, it is a bit of a hard-tail setup, so you do get this nice SR SunTour XCM30 spring suspension fork. It has 80mm of travel, larger 30mm stanchions, and includes compression adjust, lockout, and preload adjust. Pretty standard hub spacing in the front, 100mm, and there is a 9mm quick release skewer in the front, but none in the back since this is a hub-drive. I am told that it has a maximum weight capacity of 275.5lbs, which is higher than standard. This might come in handy since the bike does have bottle cage bosses, rack bosses, and even fender provisions, so you could really load it up with accessories and it should handle it very well. I like that there is an adjustable length kickstand included, but it is center mounted. That means that you could have the pedals strike the kickstand when down and reversing, an annoying occurrence sometimes referred to as ‘pedal-lock’. The seat post here is a rigid post, which is normal, but since it is 30.9mm, you could swap that out with a nice suspension seat post to get some more cushion on top of that front suspension fork. Other features include ergonomic Velo grips, Wellgo aluminum alloy platform pedals, and one of my favorites, a slap guard that will protect the bike frame and paint from getting nicked by the chain and scratching the paint.

Driving the Moscow Plus is a 500 watt nominally rated planetary geared hub motor. I love that it is fairly compact given the high power output. Power wise, it can deliver up to 80nm of torque, which is quite high, but it cannot leverage gears the way that a mid-drive could. The upside is that the motor always feels zippy, it doesn’t matter which of the gear combinations you are pedaling with. And, the motor can deliver instant power with the minimalist throttle. Hub motors are a great fit for hardtail mount bikes because there is no rear suspension to interfere with. As you shift gears, there won’t be increased mashing or forces applied to the drivetrain because the motor operates completely independently of the chain and sprockets. Moving the bike is done here with either the throttle or the cadence based pedal assist. Of course, this motor will use more power if you’re constantly starting with the throttle, but that’s a worthwhile trade for someone like myself, who has a knee injury. I love being able to override assist with the throttle at any time. I also love that the throttle is easily disabled by removing a cable in case you need to make the bike legal for other trails or local laws. Mechanically, you have 3 rings in the front (48,28, and 28), but sadly, there is no chain cover to protect your clothing. In the rear you have an upgraded 11-32 tooth setup, so a bit better range than the standard Moscow. All in all, it is a Shimano Acera system, and you also get 8 speeds, trigger shifters, and a couple of display windows that tells you what gear you are in. There is a derailleur guard here too, something I love since it protects the derailleur during shipping, or if the bike takes a spill some day. Stopping the Moscow Plus is a set of hydraulic brakes. This was one of my grips on the regular Moscow, so I am happy to see they are offered here in a set of 180mm rotors for both the front and rear. Another upgrade here on the Plus is motor inhibitors in both brake lines. The regular Moscow only had it on one lever so I am glad it is here as it helps cut power to the motor when stopping.

Powering the NCM Moscow Plus is a high capacity Lithium-ion battery pack, offering 48v 16ah hours of capacity! I would say that’s a nice upgrade from the 48v 13ah of the regular Moscow…that means you can go further or ride at higher speeds. I love that they use a sealed external controller, this allows a lower cost for replacement batteries, and keeps the controller protected from harsh elements. Where as some companies are $800-$1000 range for a new battery, this keeps the NCM battery cost to around $500. Note that whenever you’re operating around or above 20 mph, air resistance is going to cause exponential energy draw and range will be decreased. This pack delivers electricity to the motor, but also the backlit display panel (hold the + icon to turn on backlighting), and even a full sized USB charging port on the top right side. You could use this port to maintain phones, GPS, or music devices as you ride or when parked at home or a camp site. My friends recently took a bikepacking trip using another electric bike, and this sort of charging-on-the-go feature would be really handy. If you’re excited to charge while riding, I recommend using a right-angle USB adapter like this , just to keep the wires tucked in and out of the way while you pedal. The battery pack weighs more than average at 9.2lbs, but the alloy casing is sturdy and most of the weight is kept low and center on the bike frame. I took the pack off when moving the bike to our review location, to reduce load on my car rack. If you live up stairs, removing the battery is a great idea, and for those who need to leave the bike in a cold, hot, or wet locations… being able to protect and charge the battery inside is a great thing. It’s best to maintain the pack above 20% and avoid extreme temperatures. It’s going to take a bit longer to fill this battery because of the higher capacity, and the charger is more basic, offering 2amp output vs. 3amp or 4amp. So expect 6 to 7 hours for a fill recharge if you go all the way down to zero. One quick warning about charging the battery while mounted to the bike, be careful with the left crank arm because it passes directly in front of the plug port on the left and could bend or snag the charging plug and cable.

The display on the Moscow Plus is upgraded, nice and large and easy to read. To begin, just hold the power button on the little control pad near the left grip. It activates the display and you get several readouts including assist level, current speed, and battery capacity. Pressing power one time will activate backlighting on the LCD display and holding the down arrow constantly will activate walk mode (which can be handy if you need to to ascend a ramp, make your way through a walk-only space, or even climb stairs). The display can show different menus if you press the set button, a nice feature to dive in a little more. I like the size and position of the display, you can even angle it forward and back to reduce reflection glare, but it is not removable. For those who plan on commuting, it might be worth strapping your helmet over the display to keep people from noticing or scratching it, and also protecting it from the sun, while parked at racks. Overall, I would still call this display panel and accompanying button pad above average, I love that it can be angled to reduce glare and feel that it looks beautiful and is well sealed against water… but to clean the bike it is recommended to use a damp cloth vs. spraying it. Don’t ever submerge the bike components or spray them hard. Also, consider storing the battery pack away from extreme heat and cold to protect the cells. The only other thing I would mention is that the display is large and center mounted, taking up a lot of valuable surface area on an already crowded handlebar, so it may be difficult to add accessories.

In conclusion, the Moscow Plus was a lot of fun, and as mentioned earlier, is using a lot of nice proven technology that has kept many happy. This is a value priced ebike, so there will be some tradeoffs to consider, so I should make mention of those now… For one, the kickstand is center mounted, so if the kickstand is down and you are reversing the bike, you will encounter pedal lock. I noticed that there is no chain ring cover or guard, so be careful when pedaling with clothing like pants or a dress. The charger is just 2amps, this means charging happens slowly, so matched with that high capacity battery, it could take quite some time. Tradeoffs aside, it is a very well put together bike with a lot of what we have come to know and love about ebikes, and at a price of just $1,899 in the US, will appeal to many customers. I want to thank NCM for the chance to check out the Moscow, and I look forward to reviewing more bikes from this new company.

As always, I welcome questions and feedback in the comment section below. Whether you own a previous version of the bike, have taken a test ride, or are brand new to the space, my goal is to provide an objective and honest resource. You can also join the Other Brands ebike forums and share your own photos, videos, and review updates to help others! Have fun out there, and ride safe :)

• The Moscow blends off-road geometry, suspension, and tires with urban utility because you can add fenders and a rear rack, there are also bottle cage bosses on the top as well
• There are 24 gear combinations to explore here, and that empowers you to climb easier or hit and maintain the top assisted speed, I really appreciate the slap guard on the right chain stay and the steel derailleur guard at the rear which also protects the motor power cable (especially when the bike is being shipped)
• The 500 watt Das-Kit motor is powerful and zippy but completely independent from the the pedal drivetrain, it’s a good choice for a bike with so many gears vs. a mid-motor, it also allows for instant throttle power regardless of which gear you’re in
• One of the advantages of having a front derailleur is that it keeps the chain from bouncing off track, it does usually add more weight and maintenance to the bike however, and if you’re using either of the two smaller chainrings the larger 48 tooth one can snag your pant leg because there is no bash guard plate
• Good weight distribution, the battery is positioned low and center on the frame, it seems well protected and blends in pretty well with the black accents on the fork, handlebar, seat, and chainrings
• Great tires for cross country and street riding, the 27.5″ x 2.25″ size is lightweight and efficient, they steer quickly and Schwalbe products tend to be higher quality, there is also a 29” option as well
• At $1,899 USD and $2,399 in CAD, it is competitively priced and will serve many customers well since it has a throttle, high capacity battery, and suspension
• I’m glad that they chose a trigger throttle vs. twist because it makes the grips more secure and reduces accidental activation, the 12-magnet cadence sensor is also more responsive than 8 or 5 on many other products
• The suspension fork offers compression lockout and preload adjust, this allows it to firm up for smooth riding conditions like city streets, reducing bob and energy loss as you pedal
• You get a flick bell, locking ergonomic grips, and a pair of large sturdy platform pedals that should work well in all sorts of conditions and weather, sometimes these parts are cheaper on value priced ebikes
• I love the high capacity 14v 16ah battery, it even has a USB port on the side to take advantage of it and use it as a power bank, perfect for traveling
• Between the knobby tires and 80mm suspension fork, this bike feels pretty comfortable, but I might recommend a suspension seat post to make things even more cushy for your ride
• The 180mm rotor hydraulic disc brakes are a great upgrade here, they are complimented well by a nicer derailleur, better gearing range, and more gearing options here on the Plus vs the regular Moscow
• The Plus is actually lighter by 1.4lbs despite its larger battery, better fork, upgraded gel saddle, and nicer display
• Minor gripe here, but I actually prefer the integrated finger bell on the regular Moscow as opposed to this more generic bell on the Moscow Plus, this was likely chosen to save space on the handle bar since it is using a larger display
• Some of the wires on this ebike are a bit more exposed along the base of the top tube, it looks a bit cleaner and reduces snags when they are completely internal
• This e-bike weighs more than your average trail bike at 56.1lbs because it has a higher capacity battery and a more basic spring suspension fork vs. air, I’d definitely take the battery off when lifting and transporting it
• No chain cover or guard means you need to be careful with your pants or dress, you don’t want it getting snagged and torn up in the chain ring system
• Even though this is technically a mountain bike, it’s nice to see a kickstand for those urban rides, I do wish that the stand was positioned a bit further back however, to avoid pedal lock with the left crank arm
• Another minor grips, but more and more people are commuting with hard tail mountain bikes, I like that this has provisions to add commuting options and already comes with a kickstand, but it should be noted it does not come with any lights in the front or rear
• With a standard 2amp battery charger, it could take a while to completely fill the high-capacity battery (6 or 7 hours), there are other ebikes with 3 or even 4amp chargers but they tend to weigh more
• The display panel isn’t removable and doesn’t swivel easily, as a result, it could get scratched more easily at racks and will take sun and rain wear over time
• Official Site: https://ncmbikes.de/

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Comments (49) YouTube Comments

First off, let me say that I really enjoy your thorough reviews. The Moscow Plus is the third e-bike in our family, along with a Specialized Turbo Como 4.0 and Aventon Pace 500 . I purchased this from Amego; great value when purchasing from the US due to no tax and free shipping! I am able to use the code to get to the settings, but cannot figure out how to adjust the top speed from 20 mph to 25. All that I can access is wheel size and battery voltage. Can you assist please?

Hi Mark, I called Amego EV today asking for tips on how to update the speed. It sounds like you can only adjust the speed with the larger center-mount plus display. In that case, you’d hold the + and – key to get into settings and use the code 8018 which would allow you to adjust the speed. Perhaps someone in the ebike forums will be able to help further but this is what I go. Sounds like you’ve got a fun fleet of ebikes there and I hope you do find a solution :)

This might be a bit late, however you adjust the wheel size down and the bike will then up the speed based on that. I.E. adjust a 27.5inch down to 20.00inch and you add 30% speed as the computer reads a smaller tyre… make sense? The only down side is this throws off the odometre reading so you’ll need to factor in the 30% for closer accuracy.

hey Mark, how is the Moscow plus treating you thus far ? Is it a better purchase compared to the Aventon 500?

John - Sydney, Aus

Just bought one of these awesome machines! I haven’t been able to take it on a serious ride yet, but on a quick test ride one thing that surprised me was how easy it was to foul the front wheel with toes when turning – is that a regular thing?

Hey John! Yeah, I’ve experienced “toe strikes” when riding bikes like this, especially with larger shoes. They’ve gone with the “one size fits all” here but are using fairly large 27.5″ wheels with trail tires, so the clearance between the pedals and the front tire isn’t as much as it might be on a larger frame. This being a cross country frame style, with less rake on the fork, the wheel is fairly close to the frame and it can lead to the situation you’re describing. Yes, it is a regular thing with certain frame sizes and wheel/tire combinations. You might be able to reduce it by pedaling with the pad of your foot vs. the middle or heel.

John Liversage

Hi again, I’ve been riding the bike a couple of months now and enjoying great battery life and plenty of power (and thankfully the toe strike thing is no real problem). However, there’s is a significant defect in the power system – if you are stationery and adjust the pedals by turning them back even a small amount, occasionally (say 1 in 10 times) the power comes on, possibly at full power. As you can imagine, that’s extremely dangerous – it has once shot my bike onto the road while waiting at lights to cross a busy road, and once into the side of my car while parking the bike in my garage. I’ve reported the issue to the bike shop I bought the bike from (Leon Cycles here in Melbourne, Australia), and although initially they were responsive (even confirming it is a known fault), they have stopped responding, despite my best efforts. I did send a video I’d taken that graphically shows the issue. Even apart from that fault, the power is also very slow to come on when going from downhill (above the speed where power is provided – here in Australia that’s 25KPH) to a steep uphill, taking upwards of 5 seconds to respond (I tested a different e-bike and response was almost instantaneous). On your review ride it was largely flat, so I’m thinking you would not have picked that up. Is that a common issue with other ebikes? Any suggestions?

A few rectifications:

• The bike uses a 8 speed 11-32 freewheel, not a cassette. It’s hard (if impossible) to find in the north american market. Here’s a link I found on aliexpress for spare parts: https://www.aliexpress.com/item/33056759327.html?spm=a2g0s.9042311.0.0.3e774c4df5Shfp
• The display will let you go from pedal assist 6 up to 0, but not from 0 down to 6, if that makes sense. Doesn’t go around in both directions, maybe that’s something they changed. (I bought 2 moscow pluses and they’re both this way.)
• You can’t change the maximum speed, but what you can do is input a smaller wheel diameter. They speedometer won’t show the correct speed anymore, and the bike will assist you up to 32km/h + about 30%. THIS WON’T MAKE IT A SPEED PEDELEC unless you pedal EXTRA HARD on the top gear ratio (48×11). I find myself going barely over 32 on flat ground, maybe up to 35-36 helping with my legs.

Hope this will be helpful. This bike is amazing btw, and if you’re commuting, going faster than that would absolutely drain your battery anyway. For exemple, a bike going 50km/h will need to draw 1500W of power and you run continuously for only 40 minutes with a 1000Wh battery. This has been my experience with the Rize Rx, which I decided to resell because of that.

Hi Mat, thanks for the updates! Great point about the freewheel. I didn’t think there were any 11 tooth freewheels and only recently learned more about the distinction between a cassette and freewheel. I really appreciate you sourcing that part! Your second point about not being able to “around” makes sense. Perhaps they did change something from 2018/2019 when I covered the bike. The wheel size hack is something I’ve heard about before, so thanks for explaining that more thoroughly and posting your results for top achievable speed. I’m hoping to cover more RIZE ebikes in the future, so glad to get your insight about why you switched to NCM here. Great comment! Thanks again :)

Mathis Bourcier-Laurin

Concerning the link I put in my comment, these appear to be cassettes after all… I might have got this wrong. I’m sending an email to NCM to know more. There doesn’t seam to be any 11-32 freewheels accessible on the market.

Hi! Nice review! I am considering the NCM Moscow Plus or Eahora AM100. Can you please make review Eahora AM100 or/and compere Moscow Plus with Eahora AM100! Will be very appreciate any suggestions. Thanks!

Hi Steve! I’m more familiar with NCM, but I will keep an eye out for the Eahora products and possibly do another review this year. That said, it could be many weeks or months from now. I recommend asking for feedback in the EBR forums in the NCM section here . I hope this helps you compare the two… and the list of specs here on the Moscow Plus review, you can compare them with the specs for the Eahora AM100 based on their website :)

Hi, in your video review the topic came up about using the NCM Moscow in snow conditions with regards to how it would hold up in salted roads and in wet conditions.

How do these bikes do in rain and puddles? I can see where you might want to avoid those but sometimes you get caught out on a ride where you have to ride through some conditions like that.

Hi John, my experience riding in rain has been that most ebike products, even the cheaper ones, are highly water resistant… they should hold up alright in rain, just don’t submerge. One time, I had ridden in a heavy rainstorm in Austin, TX (big heavy drops) and then parked my bike outside in the sun. The LCD fogged up inside because the water somehow got inside due to humidity or splashes or something. That fog stayed for a long time and was annoying. I’ve considered wrapping displays with plastic during extra rainy days. I also never flip an ebike upside-down to wash them (with a hose gently) because the cables and holes and electronics are all designed to drain downwards and if you flip them, water can pile up inside instead of draining. I learned that washing with a hose, some car soap, a rag and chamois is alright, even using car wax on bicycle paint seems to work well and protect any steel parts from rusting as quickly. I usually go for synthetic spray wax that works on metal and plastic, and I just coat everything. Final tip, I also use biodegradable spray cleaner for bicycles more often than car cleaner products before the wax, and I regularly lube my chain but dry it off after vs. leaving it greasy. This reduces the chance of dust and debris sticking to the chain and wearing down your sprockets. Sorry that these tips aren’t formatted perfectly, I’m in a hurry ;)

Thank you for your reply in answer to my questions. That helps me a lot.

Question for you on the Moscow plus mountain bike. The specs for that bike from Lyon cycle says it has 55 NM and I was reading your review and in it you say it has a NM. Can you tell me the difference between the measurements?

Hi Kipper, I hope I’m understanding your question correctly. It sounds like you want to know what NM stands for? This is an abbreviation for Newton Meters of torque. It’s a measure of how strong a motor can be, how much force it can create (which is good for starting and climbing). I hope this helps! Many of the stats that I provide here for motor power (watts and newton meters) are provided by companies. There are different ways to measure these things and I suspect that some companies are exaggerating the power of their products. That’s why I try to leave comments open and also show how the bike rides on camera, so people can make their own judgements :)

What I think Kipper was saying is that you list the torque at 80nm… All other specs I’ve seen list it at 55nm

Had the bike for about 6 weeks now and have 600k on the odometer. Overall a solid bike with great range and speed. Have encountered the following problems. The battery gets loose after a while and starts to knock. This can be remedied with some strips of duct tape to act as spacers. I broke a spoke on the rear wheel. When I tried my local bike shop, they said it was an unusual size and ended up having to order one online from Germany. The screws holding the rear brake disc fell out. The seller has promised to send me a new set at no-charge but it’s odd that they all fell out without much warning. No big issues so far, and I am still pleased with the purchase.

Hey, thanks for chiming in with these notes about the Moscow Plus. I’m glad that overall, you’re still happy with it. It’s also reassuring to hear that NCM has provided some support and your local bike shop went to such great lengths to help you get a new spoke! Good on them, and thank you for taking the time to share :)

Hi there, I really enjoyed your review. I have a NCM Moscow 27.5″ Plus here in the UK. Leon cycles tell me they no longer provide thumb throttles for the Eurorean market so I guess my questions are can you tell me the details of the throttle so I can source one which is compatible and will I be able to fit it on to my model? Does the cable from the throttle go into the back of the display (there are no spare holes) or does it go directly into the control box somehow. Hope these questions aren’t too technical and that you can help in a small way.

I suppose the alternative would be to buy a bike from North America, but suppliers there seem reluctant to ship to the UK – unless you know of one who does!!?? :) Thanks for your time. John H.

Hi John! Unfortunately, I do not know where to source the part, and am not 100% sure that I’d know the latest display/throttle interface. Perhaps you could post the same question in the NCM Ebike Forums to see if any recent buyers could help. This throttle is fairly unique and highly sought after by some other companies I’ve spoken with, because it’s narrow – allowing the shifter and brakes to not get pushed too far in towards the stem. I think some other companies use it too, like Magnum on their Mi6 model . I hope this helps point you in the right direction!

Hi, sorry, but I didn’t catch your name in the video review, but found it to be one of the best reviews information wise. How tall are you so I can gauge how the 29 will fit? You appeared to be in a comfortable upright position. Did you have enough straddle room at a stop? What’s your inseam if you don’t mind saying?

I prefer a larger bike so I don’t have to lean over so much. I’m 5’9″ and currently ride a large Trek Verve+ with 29 inch wheels which works well.

Thanks, Gary

Hi Gary! Sorry for the delayed reply here. I’m 5’9″ as well, and my inseam is about 32 inches. The bike felt good to me and I did have room to straddle the top tube when stopping. I tend to raise the seat way up to get full leg extension, and this bike had enough space for me to achieve that and have comfortable reach. We are lucky because many bikes fit people 5’5″ to 6’1″ or so and we’re right in the middle there :D

Hi, I just got my Moscow Plus 29″.

I’m 6’2″ 245lbs with 32″ inseam and when I stand straight I’m just touching the cross bar, which I find uncomfortable, and zero chance over ever installing water bottle. I wish I had read more reviews before purchasing, as on site said that the 29″ good for 5’9″ to 6’4″ and 27.5 was 5’5″ to 6’1″. I have read now found a few reviews that say the 29″ is too big even for someone my height

I would suggest that 33″ inseam or less go for the 27.5″ Thanks

Saiveer Aushatty

Hello I recently brought the Moscow plus e-bike but I am not satisfied with the battery because it is getting discharged quickly and when I take the bike from store the bms was 53. Something when it is fully charged. but now when I am charging in the home it is showing 51. Something and also charging of the battery is also discharging quickly can I know what is the reason??

Hi Saiveer, perhaps it is colder weather? That could explain why the battery isn’t getting the same range but might not explain the voltage drop. Over time, it is my understanding that any lithium-ion battery will begin to lose capacity (especially if the battery is heating up a lot). Maybe NCM is using cheaper cells or your pack was older? I cannot say for sure, but maybe you could buy a replacement battery someday if it continues to drop in capacity.

Hi, I love the review and currently considering a NCM. Can you comment on the difference between a Moscow and Moscow Plus? Why would you consider the upgrade?

Hi Leanne! It has been too long since performing this particular review to know what the current differences are. Usually, it has to do with upgraded brakes, maybe a nicer derailleur, or a higher capacity battery pack. Perhaps you could ask for some input on the NCM ebike forums to see if anyone there has some insights :)

Hi! I’m considering the Moscow Plus. I watched the review, it was awesome! Thanks. It made me want to by it right away, but over in Montreal is not really good timing with the snow, especially if ebikes don’t like salt (quoting yours truly :) )You mentioned the 29 inch is more comfortable than the 27; according to my height 5,6’’ I should get the 27″. Do you think I should get the 29 and I will be able to adjust it to my body dimensions? Also, how fast does the battery recharge?

Thank you! Céline

Hi Céline! Yeah, this is a good ebike. It’s made to be affordable, but still pretty capable, and it’s nice that they offer two wheel sizes. Yes, I agree that the 27″ wheel is a better fit for you at 5’6″ tall. The larger 29″ wheel diameter helps to smooth out bumps, but raises the frame, adds weight, and just isn’t a great fit unless you’re a taller person. I believe that the 27″ will still be very comfortable for you. As for charging, I’d estimate that a full charge could take 5.5 hours. Note that the first half fill goes much faster than the second half, because the charger slows down in order to help the battery balance (which is easier on the cells, helping them to last longer and be in good condition). I hope this helps!!

Thank you for your reply it helps me and reaffirms my choice for this ebike! Can’t wait to order and try it out!

I just got a Moscow and its terrible in so many aspects! The controller is awful and the wires running all over the frame is a pain! you cannot easily carry the damn thing and finding a rear rack for it is another nightmare! The common racks that attach to seat post and rear part of the frame wouldn’t work and the compatible ones are unavailable and quite pricy! the bike come with absolute no adjustment and the L and H on the derailleur was so off that you couldn’t shift it to Gear 1 or 7 and the rest was entirely unindexed! The whole things is a mess and Leon Cycle did not even post my review! This is why they have so few reviews for each product!

Hi Hamed, that really sucks. This is why I created EBR and the associated forums, to let people speak more freely (as long as they are constructive and honest). It sounds like you’re frustrated with the bike and it came damaged or just way out of tune. I’m sorry man, yes, the wires on this ebike are also more exposed vs. internally routed. I hope you got a good deal on it, I think with so many brands being sold out recently, people are left with fewer options and the direct online bikes can be risky and get damaged in shipping. NCM has been around longer, and I feel like the founder is a hard working person (who supplied Magnum and Amego) but I haven’t been in touch or reviewed their products for a while now. Hope you can get it running right and enjoy some rides this summer… or sell it and get another ebike.

Hi Court, I really appreciate both the website and youtube videos! They are really helpful! I fixed almost everything but it took me > 3 hours and was a total pain! I got it for < 1500 CAD so it wasn't horrible but anyway I wish I would have been waitng till June/July to get either a Radpower or Rize which both are looking pretty good but are in the back order! Deciding to bike again after twenty something years you'de assume how unfamiliar everything looks like and that is why I want other folks like me know what to expect! Cheers

dennis morgan

I purchased a Moscow Plus one month ago and it has not run with any assistance at consistantlly motor keeps cutting and no speedo reading have checked all connections and they are tight we have at least 8 ebikes in our group now . and many different brands this only one doing this. other experienced riders have ridden my bike and the same thing has happened to them no speedo reading no power motor turn on handle bar switch it runs with assistance for about 30 seconds and cuts out again i am now wishing i did not purchase this bike. you can ring them for help and it takes so long for them to get back to you has any one else had this problem with a moscow plus bike

Hi Dennis, that sounds frustrating. Thanks for sharing with us, I hope you are able to find some solutions or maybe sell the Moscow Plus and try another ebike?

Got a Moscow Plus and I’m pretty happy with it. The previous owners stating their issues I believe they may have a dud, Mine works well, shifts very smoothly (for the drivetrain in this price range), the pedal assist works well Talking bang for the buck I believe there is nothing that comes close. 16mA batt 500W motor 80Nm torque, hydraulic brakes, decent tires I mean this bike checks all the boxes for a rear hub low cost bikes. Will see down the road for longevity and issues but as it is I would totally recommend this for someone’s first ebike without shelling out big $$ for a mid drive fancier big name bike. As the review already stated the kickstand position is awkward to say the least and the charger could be better, but these are pretty much my only complaints after owning it for approx 1 month,

Thanks for the update, Adrian! Glad to hear that you’re satisfied with the product :)

I bought my Moscow Plus a week ago from a local bike shop in lower mainland of BC. Fully charged the battery (53.7 V reading) and took it out for a total of three rides. Got a total of 135 kms before the last battery gauge bar started to flash. was using PAS 1-2 mainly. The only problem encountered so far is when the front derailleur is in the small sprocket and the rear is also in the small sprocket, the chain would tend to skip. Otherwise a good bike.

Hi Rob! Very fair assessment, thanks for sharing what has worked and what issues you’ve noticed. I covered this model a long time ago, so perhaps things are outdated a bit. Does your bike mostly fit the description and review I made here? It sounds like you’re pretty happy with it overall, I think they are priced well.

Hi, love the reviews and because yours are far most the best, I purchased the NCM Power Plus and am happy with the bike. Only problems I have had since my purchase I found that the fat tires were rather slippery during the winter riding on city roads and I started to get constant rear flat tires, I had about 3 flats all within 2 months after purchase, I took it into the shop and the bike mechanic could not find anything wrong, so I made the decision to change tires from the original Schwalbe 57-662 to 55-662 and 1,766 km later still no flat tires and mystery was never solved.

The other issue I have that the Leon website key features state – reach up to 150 km (depending on terrain conditions & power level settings) OK well I thought that this seems a little of an over statement, so was hoping for at least 100km range on a full battery but I don’t even get close so I would love to know how this 150km range is achieved – I am 5’11” and weigh 91kg. I usually bike on good flat city roads and the occasional flat fine gravel cycle path using PAS #3 and 18th gear traveling about 23-25 km/h (21 m/hr) and I am lucky to get 65km (40 miles) range before the flashing cell appears on the screen, so if anyone or yourself can tell me what I am doing wrong and how I can achieve more km range without have to weigh in at 60kg I would be very grateful, as at this stage I feel that the 150km statement made by Leon Cycles is a little misleading. Other changers I have made on my bike are just some short plastic guards and a more comfortable seat.

Cheers Glenn

Hi Glenn! I’m glad to hear that your new tires are working better. Regarding the range estimates from NCM, most companies I speak with use a 72kg (160lb) rider on flat pavement with no wind using both the low assist and high assist to estimate a range. Since you are riding with PAS #3 I would expect your actual range to fall somewhere between their estimate. The higher the assist, the lower the tire pressure, the less smooth the terrain, and the more throttle is used will all reduce your range. Another way range is sometimes calculated is to divide the watt hours of the battery pack by 20 so that would be 768 / 20 = 38.4 minimum range. It sounds like you are getting close to that number (you said 40 miles). Over time, battery cells may not provide the same high capacity as they are power cycled, and the parts of the bike could become dirty and less smooth. A tuneup could help increase range. This ebike also uses a cadence sensor, which doesn’t require much pedal input from the rider, so the motor usually works harder than a torque sensor. These are all of my thoughts, I hope they help you :)

bikes crap…. my throttle has already broken the display screen has frozen and won’t let me change pedal assistance settings….. complete angler Gosnells is where i brought it from they scammed me and put 1.95 inch tubes when its supposed to have 3 inch wide tubes…. disappointing

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U.S. and allies move to tap frozen Russian funds despite Kremlin threats

Kremlin officials have suggested retaliating by confiscating U.S. assets in Russia, although it’s unclear how much impact such measures could have.

Key takeaways

Summary is AI-generated, newsroom-reviewed.

• G7 plans to use interest from frozen Russian assets to fund Ukraine.
• Putin retaliates, authorizes confiscation of U.S. assets in Russia.
• Plan could yield $50 billion for Ukraine, details pending.

Did our AI help? Share your thoughts.

The United States and its Western allies took a key step Saturday toward using frozen Russian assets to fund Ukraine’s war effort, moving closer to providing another key financial stream for Kyiv.

Russian officials have suggested they could retaliate by confiscating U.S. and European assets in Russia, although it’s unclear how much impact such measures could have.

Meeting in northern Italy this week, the top financial officials of the Group of Seven nations agreed in a joint statement to tap the investment returns of “immobilized Russian sovereign assets” to support Ukraine. The Kremlin has been blocked from accessing hundreds of billions of dollars held in Western financial institutions after invading Ukraine in 2022, and European and U.S. officials have for months debated whether or how to unlock these funds to help fight off the invasion.

Russia has roughly $280 billion in sovereign assets stashed in Western financial institutions, the majority of which is held by European firms. Those funds are now frozen under the U.S.-led sanctions effort.

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Under the emerging plan, the Western allies would essentially use the interest and other investment returns accruing on these assets to pay themselves back for money they give to Ukraine in the near term. The exact amount of the money that could be raised this way could vary, depending on interest rates and other financial conditions, and finance leaders are working out a thicket of complicated legal and financial questions.

Western leaders believe the plan could yield as much as $50 billion in short-term or medium-term funding for Ukraine, although key details need to be worked out. President Biden and other heads of state will aim to ratify the plan during subsequent meetings of the G-7 in Italy this June. Congress last month approved $95 billion in foreign military aid after a months-long logjam caused by House Republicans, but Ukraine’s supporters are eyeing other funding streams to buttress Kyiv’s considerable long-term financial needs.

“We are making progress in our discussions on potential avenues to bring forward the extraordinary profits stemming from immobilized Russian sovereign assets to the benefit of Ukraine, consistent with international law and our respective legal systems,” the statement says.

Initially, Ukraine’s boosters called for confiscating and transferring the entire pool of Russian sovereign assets to Kyiv. That plan was scuttled, however, as Germany, France, and other U.S. allies had expressed unease about a plan that they feared could compromise the financial stability of the euro zone by leading investors to put their money elsewhere. The new plan would leave Russia’s underlying assets untouched. The European Union voted earlier this month as well to move forward with using the profits of the frozen Russian assets.

Russia has strongly condemned all attempts to confiscate or repurpose its financial assets as a violation of international law. President Vladimir Putin signed a decree on Thursday authorizing the confiscation of assets held by U.S. citizens and companies in Russia, in response to the West’s proposal.

“We can see they are being careful, they understand the potential danger of such decisions and the potential consequences for themselves which are inevitable. That is why they have gone for the smaller option,” Kremlin spokesman Dmitry Peskov told reporters earlier this week , according to Reuters. “But even the smaller option is to us nothing less than expropriation.”

But hundreds of U.S. and European firms have already pulled out of the country in response to Russia’s invasion of Ukraine and the sanctions imposed afterward. Of the more than 1,600 international firms operating in Russia before the invasion, roughly 400 remain, with only 30 U.S.-based firms still operating there , according to Jeffrey Sonnenfeld, a professor at the Yale School of Management. Sonnenfeld called the Kremlin’s threat “inconsequential.”

Treasury Secretary Janet L. Yellen has led U.S. efforts to persuade European allies to use the seized sovereign Russian assets in some way, pointing to Kyiv’s long-term funding needs and the hundreds of billions of dollars in estimated damages Moscow’s war has caused its neighbor. The funds could also help ensure Ukraine has access to Western support even if Biden loses the presidential election this November.

“This is an assured source of financing,” Yellen told reporters earlier in the week. “It’s important that Russia realize that we will not be deterred from supporting Ukraine for lack of resources.”