G-Drive ZM electric bicycle evaluate: 1,300W electric moped cruising!

The G-Power ZM electric bicycle is one of those people e-bikes that borrows closely from motorbike styling although sustaining its road-legal status as an electric powered bicycle. But the motorbike influence does not just operate skin deep it’s also got a strong journey to match.

G-Pressure ZM tech specs

  • Motor: 750W geared rear hub motor
  • Best velocity: 28 mph (45 km/h)
  • Variety: Claimed 60-80 miles (96-128 km)
  • Battery: 48V 20Ah (960 Wh)
  • Weight: 85 lbs . (38.5 kg)
  • Max load: 400 pounds (181 kg)
  • Brakes: Hydraulic disc brakes, 160mm rotors
  • Extras: 7-speed Shimano drivetrain, substantial colour Liquid crystal display, LED headlight and tail gentle, 50 %-twist throttle, detachable battery, padded bench seat with room for next passenger, fenders, kickstand, mag wheels

G-Power ZM online video overview

Want to enjoy me just take this e-bike on a series of check rides? Examine out my video evaluate below!

Rides like a modest-structure electric motorcycle

All the things about the G-Drive ZM screams moto, not bike.

I’d simply call it a quite true-to-variety electrical moped, even if it technically suits into the e-bike classification.

Of course, it’s a class 3 e-bicycle in the US, but it rides extra like a moped that has vestigial pedals for resting your toes. You could pedal it in the event of a lifeless battery, but the 85-pound (38-kg) bicycle isn’t going to be a pleasure to pedal at anything much more than all-around 4-5 mph (8 km/h). And lord assistance you if there’s even a tiny uphill part on your pedal trip back dwelling.

But with the selection for a 48V and 20Ah battery (or a more compact 13Ah battery if you want to help save some hard cash), you ought to have lots of selection for a day trip. And given that the $1,899 entry-stage model with the 13Ah battery is only $100 less costly than the 20Ah model, I don’t know why anyone wouldn’t want to shell out that more Benjamin to get 50% a lot more assortment.

g-force zm electric bike

In addition to respectable variety, the G-Force ZM is also speedy and peppy with a 28 mph (45 km/h) major speed. The 750W Bafang motor is actually putting out closer to 1,300 watts of peak electric power, and the bicycle has superior acceleration less than my 150-pound (68-kg) load.

The twin suspension setup can make for a at ease ride, however I do not know how the suspension would fare below the max 400-pound (181-kg) fat rating (or if the acceleration would be approximately as peppy).

The 110mm-journey suspension fork is adjustable, but the rear suspension is a what-you-see-is-what-you-get type of predicament. It’s fine for me and tends to make for a fantastic ride, but it’s not exactly heading to handle a downhill mountain bike path. Speed bumps are a minimal additional its pace.

Which also begs the issue, why did they give the bicycle knobby tires? The four-inch unwanted fat tires in a 20-inch diameter size are wonderful for street using, apart from that the knobbies

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Honda CB500F Review | Motorcycle Test

Honda CB500F Review

Honda CB500F review by Wayne Vickers – Images by RBMotoLens

Honda’s sweet little 500 cc twins have received our praise for a while now – and for good reason – as there’s a lot to like about the triumvirate of models that are powered by Honda’s 471 cc parallel twin.

Honda’s 2022 CB500F has received a restyle

Recently I had the chance to spend some time on the latest CB500F, the naked street bike variant, to get a fresh feel for how this year’s updates from Big H translate in the real world.

It’s worth pointing out that the F variant sits alongside its two siblings, the CB500X (soft-roader/adventure bike), and the CBR500R (fully faired sports styling), as an impressive small capacity naked-bike offering.

New are the 41mm Showa Separate Function Fork Big Piston (SFF-BP) USD forks
2022 Honda CB500F – New are the 41mm Showa Separate Function Fork Big Piston (SFF-BP) USD forks

For 2022 the 500 family received a number of updates. For our CB500F in question, that means changes to chassis, forks, brakes and styling, bumping things slightly more aggressively into the ‘street-fighter’ bucket.

Dual 296mm discs matched to Nissin radial mount four-piston calipers are also an update
2022 Honda CB500F – Dual 296mm discs matched to Nissin radial mount four-piston calipers are also an update, with lighter wheels

Not to sure whether I’d be labelling it a street-fighter, but there’s some juicy new fruit. We’re talking:

  • 41 mm USD Big Piston forks from Showa
  • Rear shock with pre-load adjustability
  • Twin 296 mm Nissin wave rotors with radial calipers
  • Updated swing-arm and styling
  • 17.1 L fuel tank for over 350 km range
  • Low 789 mm seat height

Step over and down on the bike (the seat really is nice and low) ,and you’re immediately struck by how small and light the bike feels. It feels nothing close to the 189 kg kerb weight the spec sheet lists, and that feeling carries over on the move.

2022 Honda CB500F - Weight is 189 kg with a 785 mm seat height
2022 Honda CB500F – Weight is 189 kg with a 785 mm seat height

It’s super nimble and manoeuvrable in traffic and is a lane filtering dream. As a point to point urban tool, the CB500F is in its element.

That little twin cylinder engine continues to be a ripper. Pumping a smidge under 50 hp and peaking at around 6500 rpm, it’s wonderfully smooth and surprisingly eager right through the rev range.

2022 Honda CB500F – Power is also 35 kW at 8600 rpm

The fuelling is dialled in nicely, throttle action is sweet and the power curve is linear from idle to redline. The fact that it’s not going to rip your arms off only serves to encourage you to open the taps all the way, more often.

The CB500F is super frugal with its drinking habits too – I was seeing just over 3.5 L/100 km from it which gives a theoretical range of past 400 km.

The tank will hold 17.1 litres and could potentially take you 400 km
The tank will hold 17.1 litres and could potentially take you 400 km

I didn’t ever see that, purely because of where my servo stops were located, I kept topping it up around the 350 km

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A fun fat-tire electric utility bike

The Himiway Big Dog is a new “cargo” bike from Himiway, a popular electric bike brand that has expanded its product line considerably over the last year. While I’m not sure this bike qualifies as a true cargo bike by most definitions, it’s definitely a fun little utility e-bike that cruises more like a mini-moped.

Himiway Big Dog tech specs

  • Motor: 750W 86Nm rear hub motor
  • Top speed: 40 km/h (25 mph) after unlocking
  • Range: Claimed up to 130 km (80 mi)
  • Battery: 48 V 20 Ah (960 Wh)
  • Weight: 36 kg (79 lb)
  • Max load: 181 kg (400 lb)
  • Frame: 6061 aluminum
  • Suspension: Front suspension fork
  • Brakes: Hydraulic disc brakes on 180 mm rotors
  • Tires: 20″ x 4″ Kenda fat tires
  • Extras: LCD display with speedometer, wattmeter, battery gauge, PAS level indicator, odometer, tripmeter, front and rear LED lights, half-twist throttle, includes rear rack (wooden) and front/rear fenders, center kick stand, front of bike has mount for optional rack
  • Price: $1,999 (or $200 off with code BF200 for Black Friday) or $1,799 on Amazon

Himiway Big Dog video review

My wife and I had a blast testing out a pair of Himiway Big Dogs on a recent trip to Vermont, where we soaked up the fall weather and enjoyed cruising on powerful electric two-wheelers.

Check out our experience in the video below:

Fun, powerful, and comfortable too!

We only had the bikes for a couple days, so I wasn’t able to do as in-depth testing as I normally do, but even in just a few days we still got to really enjoy these e-bikes and get a sense of what they’re made of. And while these aren’t high-end e-bikes like fancy $4,000 electric cargo bike options, there’s a lot to like.

Sure, there are pros and cons to the Himiway Big Dog just like most e-bikes. But there are enough of the former to outweigh the latter in most cases.

Let’s get those downsides out of the way first. The bike is quite heavy, weighing in at a hefty 79 pounds (36 kg). And it’s not just they’re heavy — the bike is also bulky. I only had to carry the two Himiway Big Dogs up three or four steps each day, but it was a doozy. The bikes are fairly long and the big hub motor puts that weight quite rearward. It’s doable, but it’s not at all like picking up a smaller e-bike.

himiway big dog e-bike

Next, the pedal assist is quite surge-y. I’m not sure if that’s the best word to describe it, but it really comes on with quite a surge of power.

In fact, that’s why I consider these to be more of a moped-style e-bike. With that hand throttle at the ready and plenty of power on tap, it’s hard to fight the temptation to ride them like a moped where the pedals are largely for resting your feet.

If you do want to pedal, you certainly can. But

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Canyon Endurace AL 7 review – Road Bikes – Bikes

The Canyon Endurace platform has been a value standard-setter for the past five years or so. Back in 2017, the rim brake version of the previous-generation Endurace AL won our Budget Road Bike category for Bike of the Year, while just this summer Simon Withers called the Canyon Endurace CF 7 eTap “a near-faultless endurance road bike”.

That’s high praise, indeed, and different permutations of the bike over the years have never scored lower than four stars in testing.

Happily, the latest Canyon Endurace AL 7 is still one of the best aluminium road bikes you can buy, especially if you value a lively handling bike that you won’t feel a need to upgrade out of the box.

The Endurace AL 7 is an incredibly well-specced bike for the money, and can more than hold a candle to carbon-framed bikes with arguably racier aspirations, and which cost a chunk more cash.

Canyon Endurace AL 7 specifications

At this price, a full Shimano 105 R7020 groupset without compromise is a compelling deal.
Russell Burton / Our Media

The Endurace AL 7 frameset is constructed using double-butted tubing, which Canyon says contributes to low weight and high stiffness.

That’s a claim repeated by almost every bike brand time and again, but for the record it yields a claimed frame weight of 1,375g in a size medium. My test bike is a size large, and tips the scales for the whole build at 9.39kg.

What strikes me about the Endurace frame is how neat and smooth the weld junctions are. Canyon says simply it files and sands away offending welded segments to achieve a smooth aesthetic.

It might only be an aesthetic, and the result of what is a very simple solution, but you get an extremely well-finished frame.

The frame features partial internal routing of the hydraulic brake hoses and gear cables. The front brake hose enters into the fork shoulder and exits at the front caliper.

The rear brake hose and gear cable enter at the top section of the top tube in adjacent ports, running down the down tube until they exit together out of a vent-like hole on the underside of the bottom bracket.

From there, they split and run externally along the corresponding chainstays to their destinations.

The exit hole is capacious and, instinctively, I wonder if it leaves the inside of the frame (as well as the cable and hose housings) a little exposed to the elements, especially as the Endurace AL frame doesn’t include mudguard mounts.

The Endurace AL 7 benefits from the inclusion of bento box bosses.
Russell Burton / Our Media

The top tube houses something of a party piece – mounting points for a bento box, which you normally see on bikes geared more towards gravel riding.

Interestingly, the seatstays aren’t dropped one iota, joining to the top tube high up, as they do on the brand’s carbon Endurace and Ultimate range of bikes. Clearly, Canyon’s design ethos leads it to think such

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Moto Morini X-Cape 650 X Review

The Moto Morini X-Cape is just one of people bikes, which grows on you more with time. My colleague Preetam rode it a few months back, in a shut, controlled, off-road atmosphere and he was amazed by it. But this time all around, we used a tiny much more time with the motorbike. It is a relatively lesser-known and a new bike brand in India. The X-Cape is one of the two versions on sale, the other just one becoming the Seimmezzo Scrambler! The X-Cape definitely has a great deal of street existence and in this shiny ‘red passion’ color, it easily stands out, on the street and amid other ADVs as well. 

Also Examine: Moto Morini X-Cape 650 Released In India

(The motorbike will get comfy ergonomics, regardless of obtaining a seriously tall seat and fat of 235 kg)

Ergonomics

It is a tall motorbike, the X-Cape 650 and that will come with a seat height of 835 mm. Whilst it may possibly really feel a minimal complicated for new ADV riders, or for individuals who have upgraded from common bikes, the top disappears on the transfer. The standing up position is comfy way too, with enough space for your knees and palms. Total, extremely cozy dynamics, even for very long distance trips. Shorter riders will have to suggestion-toe a bit when at a standstill. With that out of the way, allows journey!

Also Examine: Moto Morini X-Cape 650 X Very first Experience Overview 

 

(59 bhp, 54 Nm and a 6-pace gearbox. Might not audio like considerably, but it will get the position carried out)

Requirements

The X-Cape 650 gets a 649 cc parallel-twin motor that is liquid-cooled and can make 59 bhp at 8,250 rpm together with 54 Nm of peak torque at 7,000 rpm. It may perhaps not make for extravagant looking through, but the motorcycle is bristling with electrical power and while the bottom-conclusion is not just serving up dollops of pulling electrical power, the mid-variety and the top rated-conclude additional than make up for it! 

(We like the way the bike builds up speed soon after 3,000 rpm)

Effectiveness

The way the motor builds up pace soon after 3,000 rpm is outstanding! And actually, it does not make a difference what the spec-sheet says, the total of electrical power and torque it has, it is a lot more than plenty of for standard use and then some additional! What we aren’t significant lovers of, is the gearshift, it is clunky and with no quickshifter, swiftly shuffling by means of gears will be a undertaking. 

(Tipping the motorbike into a corner feels uncomplicated and it continues to be neutral far too. Dual-activity tyres offer good plenty of grip)

On tarmac, the bike handles efficiently, it can be hustled on site visitors laden roads and close to a corner far too! Tipping in the motorcycle is straightforward and feels neutral, despite its weighty kerb pounds of 235 kg. And when the dual-activity tyres from Pirelli do the

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The Donkey You Can Rely On

Everyone loves horses. Men and women make them a personality. Hollywood makes a lot of films about them. Cultures around the world venerate them. And both Ferrari and Ford have made them icons. But in the world of adventuring, horses are second-rate. What you want is a donkey. What you want is a 2022 Honda CRF300L Rally.

Donkeys aren’t sexy or fast, but they’re the literal workhorses of adventuring. They’re favored for trips up and down the Grand Canyon, for archaeological work where trucks can’t go, in warfare, were once used for long-distance trade in ancient Egypt, and a host of other adventurous expeditions where their even-tempered natures are prized. They’re pack beasts, farm implements, animal sherpas, and just get the job done. 

The CRF300L Rally shares the same attributes and is better for it. 

Jonathon Klein

Thoroughbred adventure motorcycles like the Ducati Multistrada V4 are great tools, but exploring the deep, deep backcountry where trails don’t exist is the donkey’s turf, as well as the CRF300L Rally’s. The bike isn’t fast, flashy, or loaded with tech, but it will chug along, climbing mountains, fording rivers, clawing through mud, and more until you’re safe, sound, and warmed by a fire. It will not, and cannot, be stopped. 

The CRF300L Rally may not be the horse you think you want, but this donkey is the perfect expedition companion. 

2022 Honda CRF300L Rally ABS Review Specs

  • Base price: $6,399
  • Type of motorcycle: Adventure
  • Powertrain: 286cc liquid-cooled, single-cylinder | 6-speed sequential manual | chain drive
  • Horsepower: 27 
  • Torque: 19.6 lb-ft
  • Brakes: Single 296mm disc with twin-piston caliper (front) | Single 220mm disc (rear)
  • Suspension: 43mm inverted fork; 10.2 inches of travel (front) | Pro-Link® single shock with spring; 10.2 inches of travel (rear)
  • Seat height: 35.2 inches
  • Tires: IRC GP Trails 21-inch (front) | IRC GP Trails 22-inch (rear)
  • Curb weight: 331 pounds
  • Fuel tank: 3.4 gallons 
  • Quick Take: The donkey you want.
  • Score: 9/10

Honda’s CRF300L Rally is the lowest rung of the company’s adventure motorcycle ladder, an affordable slowpoke that’s as basic as something with Lada scrawled across the hood. 

A 286cc liquid-cooled, single-cylinder engine powers this mule, offering riders a bewildering 27 donkeypowers and 19.6 pound-feet of torque. Putting all that oomph to the ground is a six-speed sequential manual transmission connected to a chain drive—no breakable belt here—which retains Honda levels of shifting perfection. Front and rear suspension offer 10.2 inches of travel, while a twin-piston caliper clamps down on a single disc rotor at the front, and a single-piston caliper clamps down on the rear. 

A small digital display delivers how much fuel you have left, your speed, rpm, the gear you’re in, and the time. That’s it. Knuckle guards encase the handlebars and keep you from getting slapped by the wind or brush when out on the trails, which kept my fingers safe a few times. A 3.4-gallon fuel tank, with a 0.6-gallon

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