trek 520 ou 920

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Bikepacking & Adventure Cycling

Trek 520 vs Trek 920

The Trek touring bike battle! So which bike is better? We are going to compare each of these well established touring bikes side by side and see what the difference is between them. When it comes to price the Trek 520 is $420 cheaper at $1679 when the Trek 920 is $2,099. But what really is the difference and which one is best for you and your riding goals?

To start off the Trek 520 comes in two new models for 2021. Either the 520 disc (which comes with a 3 x 9 Alivio, Sora groupset) or the 520 Grando (which is 900 grams lighter then the 520 Disc and comes with a 2 x 10 GRX 400, Tiagra groupset) we will go into detail about gear range, ratio and inches later to see what really is the difference for climbing. But that is the main difference between these two. Then Trek 520 Disc is their longest running bike in the lineup and has been a work horse for years when it comes bike touring, the more traditional touring bike if you like. With stable touring geometry that make it the perfect choice for loaded multi-day trips.

We will get into the detailed differences soon but essentially, the Trek 920 is consider a “go-anywhere adventure touring bike”. One would say more suited for bikepacking adventures than traditional road touring. Where this bike has 29er mountain bike wheels for balance and capability on any surface. Allowing you to explore those tracks less travelled.

Trek 520 Disc

The Trek 520 Disc comes weighs in at 31.4 lbs / 14.2 kg which is rather average for a touring bike made from steel but this bike has a Aluminium fork. It does come out of the box with front and rear racks which has to be a huge plus. Not all touring bikes are sold with rack systems.

However the differences we start to see between this bike and the Trek 920 is that. the 520 has Mechanical Disc while the 920 runs Hydraulic Disc. That leads me onto the gearing. Again the Trek 520 comes with the 3 x 9 Alivio, Sora groupset. With the Shimano Alivio T4060, 48/36/26 crank with 175mm length. And a Shimano HG200, 11-36 rear cassette. Rolling on some Bontrager H1 Hard-case Ultimate, 700x38c tires. So what does this mean for the bikes gear range?

Using these details above, the Trek 520 has a huge range from a 19.79″ climbing gear all the way up to 119.81″ for the highest gear . So for example if you are riding downhill on the smallest cog and largest rear ring at 90 RPM you could reach a speed of 51.6 kph or 32.1 mph. But the best part about the gearing is the climbing gear. You want something this low for a bike that is going to be loaded with gear. Allowing you to climb effortlessly. If you plan to ride fully loaded with 20kg or more gear on the bike anything under 20″ for the granny gear is ideal. This bike can do that!

Consider the Trek 520 Disc as a bike ideal for fully loaded road touring. Priced at $1679.99 If you want something that is a bit lighter and you only plan to carry a lightweight touring gear setup then the Trek 520 Grando, might be your cup of tea!

Trek 520 Grando

The Grando fits somewhere in the middle between the like of the 520 (traditional touring bike) and the 920 (off adventure bike). It is considered a “steel adventure bike made for off-road excursions”. Trek coined the terms “gravel randonneuring” to describe this bike. Bringing back the spirit of the classic rando bikes . This rig is ideal for bikepacking and gravel riding.

The only real difference between the Grando and the 520 Disc is the obvious aesthetics, groupset and saddle. Plus you only get the front rack with the Grando but it is more suited to lightweight adventure cycling. So that leaves room to fit a saddle bag and other bikepacking bags.

The Grando is lighter at 29.3 lbs / 13.3 kg you get the same Steel frame and alloy build. But just different colours and frame aesthetics. The gearing though? Isn’t the 2×10 GRX 400, Tiagra groupset more limiting? Let’s take a look! So you get the ProWheel forged alloy, 42/28 crank which is a 175 cm length. And the Shimano HG50, 11-36 cassette. With slightly wider tires more suited fro gravel grinding. The Bontrager GR1 Expert 700x40c tires. Which gives you a 21.56″ climbing gear and 105.58″ highest gear . So this means when riding downhill at 90 RPM you should hit around 45.5 kph or 28.3 mph.

Yes it is slightly more limited then the 520 Disc but you are not carrying as much gear. If you are running say front panniers and up to 10 kg of gear anywhere around 25″ on the granny is ideal which is what I would recommend for this bike. The Trek 520 Grando is priced the same at $1,679.99

However if you plan off road touring you want something around 18″ climbing gear which this bike doesn’t. Which leads me to the Trek 920!

The Trek 920 is an adventure touring bike that is capable at taking you just about anywhere. A lighter bike out of them all coming in at 28.4 lbs / 12.9 kg, thanks to the all aluminium frame and fork build. With Hydraulic Disc and 29″ wheels and with the Bontrager XR1, 29 x 2.00′ tires. It is the most preferred bike of choice if all you want to go is off-road!

The 920 comes with the Bontrager Duster Elite, Tubeless Ready, 100x15mm thru axle rims compared to the Trek 520’s Bontrager Affinity Disc, Tubeless Ready, 36-hole, 21mm width rims.

The main difference again comes in the groupset with the 2 x 10 GX, X5 option on the 920. Which is considered a high-end component level compared to the 520’s mid-range component level. The Trek 920 has a ProWheel forged alloy, 42/28 crank with 170 mm (5mm shorter then the 520 crank arms) and a SRAM PG-1030, 11-36 cassette. Resulting in a 22.22″ climbing gear which actually in theory is not any better than either the 520 Grando or 520 Disc when it comes to climbing. And a 108.82″ largest gear . Yes the Trek 920 has better quality components but their range is not better. If you are wanting to save money, I really think the 520 Grando is a capable bike. When it comes to riding at 90 RPM downhill on the largest gears you can expect around 46.9 kph or 29.1 mph. Priced at $2,099

Tire Clearance

But wait we have not discussed tire clearances. If a bike has room for wider tires this can allow your ride to feel more supple and gain you access to rougher roads with ease. And we have not discussed geometries yet. From my research the Trek 520 has clearance for up to 29 x 2.0’’ tires of 700c x 50 mm . While the Trek 920 can fit up too, 2.3″ without fenders or 2″ with fenders.

Geometry – Trek 520 Vs Trek 920

Want to learn more about understanding bike geometry? Read this article which goes through all the jargon and what it means for a comfortable ride!

Geometry can play a big part in the difference of how I bike rides and feels. It is definitely something to consider when buying a bike. On first impressions the Trek 920 seems to have more of a MTB geometry and the 520 has a dailed in touring geometry all the way back to 1983. But after looking at the specs the 920 has features of a touring bike geometry with upright positioning and long wheelbase and chainstays.

So I have compared all geometry measurements for both bikes to see where they differ. Please note that both the 520 Disc and the 520 Grando have identical measurements. But all the measurements below are in mm and are for both 54 cm sized bikes.

Looking at the numbers above you can see Trek have been able to match some of the 920’s measurements with their classic touring geometry of the 520. With the same 1.49 stack/reach ratio. Making it a rather upright riding position. Not as upright as something like the Surly Disc Trucker which has 1.57. With the same seat tube and head tube angles. Then we start to see some slight differences in the numbers. What does it mean? I will try and break it down for you.

The trails are fairly similar with a 3 mm difference. The 520 is on the edge of feeling predictable and stable with a 65mm trail which is what you want in a touring bike. The 920 has 68mm which makes it more stable but it is still not sluggish.

The chainstay has a 15mm difference. The 520 being shorter with 450 mm which makes it feel more chill in the rear. While the 920 has 465 mm which is on the long end, making the rear feel more stable. This results in a longer wheelbase on the 920 by 31 mm and a wider front centre by 20 mm. Meaning more weight distribution if you plan to load up the 920 and help you stay upright on some rougher road conditions. Also that 20mm extra room allows more room from toe striking the front wheel. Also the bottom bracket drop is lower on the 920 by 15 mm which lowers the centre of gravity to help even further for staying upright on the rough stuff.

Overall they are all great bikes and I highly recommend them for touring and adventure biking. But it really comes down to what you will be using your ideal bike for? Are you planning to road tour on tarmac and have front and back pannier setup (traditional touring)? Then the Trek 520 Disc is a good choice. If you want a taste of traditional touring but want to dip your toes in off-road adventure cycling, then the Grando might be your choice. But if you want to go full out bikepacking off-road and nothing else then the Trek 920 is the best option.

Honestly for the type of riding I like to do. Off-road adventures with some road riding. The Trek 520 Grando is my favourite. With the decent climbing gear and off-road capabilities. However it is not the lightest. If weight is most important then the Trek 920 is going to be your best best. But if you are looking for value for money and want to save $420 I recommend the Trek 520 Grando!

About The Author

Codey Orgill, a seasoned bicycle adventurer, has been exploring the world on two wheels for over 10 years. Since embarking on his initial cycling journey, Codey Orgill has traversed numerous countries, experiencing a series of epic adventures.

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Trek 520 Review: Is It a Good Bike or Waste of Money in 2024?

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Trek 520 is an affordable touring road bike with a rich history. The question is:

Is it a good bike worth your consideration?

One of the highlights of the Trek 520 is that it comes with front and rear racks, allowing you to equip it with panniers and bags for increased cargo capacity. The stylish yet durable steel frame. The entire bike’s geometry is more relaxed so that you can sit in a more upright position.

Let’s scrutinize this bike in-depth to find out more.

Is Trek 520 a Good Bike?

Trek 520 retails for around $1,829 (the actual price may vary).

So, what do you get for this money?

• A stylish, old-school-looking bike based on a steel frame.
• Front and rear racks for panniers and bags to expand the storage capacity for your long bike adventures.
• Shimano Sora 3×9spd groupset, providing enough gears for all terrains.
• Disc brakes for effective stopping power in all conditions.
• An overall capacity of 275 lbs (125 kg).

The quick description above makes it clear that the Trek 520 is not a standard road bike but a touring/adventure bike designed for touring.

Bikepackers and other adventure seekers love it for its large storage capacity, which allows them to pack everything they need.

The bike’s geometry allows you to sit upright, unlike on racing road bikes. This riding position is more beginner-friendly and suitable for people with limited mobility.

Trek 520 is available in 6 sizes and is suitable for riders from 5’2″ to 6’6″ (from 158 to 197 cm) tall.

Pros and Cons of Trek 520

Below, I summarized the pros and cons of Trek 520.

Pros of Trek 520

• Front and rear racks included
• Timeless look of the steel frame
• 3×9spd drivetrain offering 27 gears
• Disc brakes
• Comfortable geometry, allowing upright riding position
• Available in a wide range of sizes
• Tubeless-ready rims
• High weight limit of up to 300 lbs (136 kg)
• Platform cage pedals included
• Lifetime warranty and wide distributors (support) network

Cons of Trek 520

• Limited color selection
• The higher weight of 31.4 lbs (14.24 kg)
• Relatively low weight limit of 275 lbs (125 kg)

Owner’s Experience with Trek 520

The following part summarizes the experience of the owner of Trek 520 Grando, who was kind enough to provide us with pictures and his insights.

“Trek 520 Grando – the ‘do it all’ bike. Go anywhere, everywhere, on any surface, and in any condition.

Steel frame, aluminum fork with Shimano Tiagra front derailleur and shifters & Shimano GRX rear derailleur.

I’m almost at 3000 miles as of August 7th. I bought the bike on December 29th, 2021.

I’ve added the Bontrager Adventure Boss frame bag, switched out the pedals to Shimano SPD, the handlebars to GR Elite with 13° flare, and the red tape. Also switched out the saddle to the Verse Comp.

The most important and noticeable change was the wheels, which I upgraded to Bontrager Aeolus Pro 3V with a 108 rapid drive hub.

The tires are Origin 8 Wildfire CX 700x38C tires for gravel/sand and Bontrager H2 for the road.

I ride the bike through sandy trails, over gravel, mud, and grass, and on the road. The gearing goes from crawling to maxing out at 34mph (55 km/h) on flat terrain.

The changes I’ve made are all personal things I wanted to upgrade or change for my comfort and performance. The bike stock was perfect, except for the pedals and saddle. It came with toe cages that are not good, and the saddle was not very comfortable (personal preference).

Otherwise, I love the bike so much! I’m averaging about 120-160 miles a week on it. Unfortunately, I am limited because of the 40°C temperatures we have this time of year.

I can definitely recommend this bike to someone looking for a versatile and comfortable bike! “

Main Features of Trek 520

Trek 520 has been in Trek’s lineup since 1983. Below, I focus on the 2023 model.

Durable Steel Frame

Trek 520 is based on a timeless steel frame with a relaxed geometry.

This is good news for bike packers because they can sit in a more upright riding position that is less demanding on their flexibility and core strength.

Steel is also a bike material that is relatively easily fixable on the go (unlike carbon).

Its other benefits include high durability, affordability, and the iconic look of the rounded tubes.

29-Inch Wheels

The 29-inch wheels are a standard size on road bikes. Those on the 520 are tubeless-ready, so you can use tubeless tires.

They are made of aluminum and use stainless steel spokes, providing great durability while keeping reasonable weight.

NOTE : The wheelset in the following picture is not stock. The owner replaced it with the Bontrager Aelous 3V carbon wheels.

The 520 offers tire clearance for up to 2″ wide tires (without fenders). So, depending on the terrain you want to ride, you can replace the stock 38mm tires.

Trek 520 is equipped with Shimano Sora/Alivio (shifters, derailleurs, cranks, cassette), Bontrager, and other 3rd party components.

The Grando has a combination of Shimano Tiagra and GRX and easier gears. It also has wider tires but doesn’t include the rear rack.

I am sure you will appreciate the mechanical disc brakes that are more effective in tougher conditions (like in the rain).

Some owners report the stock saddle is uncomfortable, but everybody has different preferences. You can always replace it later.

One of Trek 520’s main highlights is its aluminum racks, which can hold up to 55 lbs (25 kg).

Remember, the Grando only comes with the front rack. The rear rack is not included.

NOTE : The rack is not shown in the pictures because the owner took it down and uses frame bags instead.

These racks will allow you to expand your bike’s storage capacity, so you will pack everything you need for your trip.

The current generation of Trek 520 has a 3×7spd drivetrain with 21 gears, while the Trek 520 Grando has a 2×10spd drivetrain.

This range is wide enough for various terrains. Just make sure you avoid cross-chaining.

The disadvantage of the 3X drivetrains is their complexity, more complicated maintenance, and higher weight.

More expensive mountain bikes come with 2X or 1X drivetrains that are much simpler than 3X.

You don’t have to think about the cross-chaining as much. That’s why they are more popular.

Trek 520 Specifications

Below, I summarize the most important technical specifications. Remember, they differ based on the year:

• Frame material: Steel
• Trek 520: ±14.24 kg (31.4 lbs)
• Trek 520 (Grando): ±13.28 kg (29.27 lbs)
• Wheel size: 29-inch (tubeless-ready)
• Brakes: Mechanical disc brakes
• Trek 520: Shimano Sora/Alivio
• Trek 520 (Grando): Shimano Tiagra/GRX
• Trek 520: Front and rear included
• Trek 520 (Grando): Front only
• Trek 520: 3×9spd
• Trek 520 (Grando): 2×10spd

What Trek 520 Size Do You Need?

To choose the correct size of Trek 520 (Grando) for your height and inseam, refer to the following Trek 520 sizing charts.

Trek 520 (also available in the ‘Grando’ option) is a reliable touring road bike worth buying if you want to undertake long bike adventures.

It has racks that allow you to equip the bike with panniers and bags to extend your storage capacity.

Thanks to the durable steel frame, you will stand out in the flood of carbon road and gravel bikes.

It also offers a wide enough gear range (3×9spd) suitable for various gradients.

There are really not many downsides, except for the limited color selection and weight limit of 275 lbs (125 kg).

Trek 520 FAQ

Yes. Trek 520 is a worthy touring bike for people seeking bike-packing adventures. It has a durable steel frame with a relaxed geometry, racks for extending storage capacity, and a wide enough gear range to tackle any terrain. Read this entire article for more info.

The Trek 520 has narrower tires and front and rear racks. Grando has wider tires, only a front rack, and different gearing and components (Shimano Sora/Alivio vs. Tiagra/GRX). The 520 Grando is also about 1 kg (2 lbs) lighter.

Trek 520 weighs ±14.24 kg (31.4 lbs). Trek 520 Grando weighs ±13.28 kg (29.27 lbs).

Trek 520 has been in Trek’s lineup since 1987. ( Source )

About The Author

Petr Minarik

5 thoughts on “trek 520 review: is it a good bike or waste of money in 2024”.

I loved this bike, but after about 1,500 miles the crank bearing were worn and the ultimate disappointment, the frame cracked. It was my ideal touring bike up tao that point. Trek cannot even replace the frame, but offered an aluminum gravel bike frame which does not meet my needs. I’ll keep looking for a frame.

Hi Kurt, I am sorry to hear that. I am also surprised that Trek didn’t offer the same frame as a compensation. What frame did they offer? And why it doesn’t meet your needs? – Petr

Luckily got Trek 520 from Dbyke store, Pune, India. Weight factor is a concern as it weighs pretty 14 Kgs. Should weight could be compromised by Al alloy speed could also have picked up as its not designed for speed. Should have come with fenders and a dynamo. I didn’t find the stock pedals effective and got it replaced. Overall tough bike and didn’t face any issue from 9 months. No bike is complete but have to accept the reality.

I have owned 520 since 2020. In that time I have driven 8000 km (end 2023). I happened to weigh over 135 kg. The Shimano hardware and paint is poor, a gentle bump is a chip. I have HeadSet bearings to replace. The 520 has not let me down in Switzerland, Italy, Germany, France, Holland, Belgium, Austria, Hungary, Poland … Is it worth buying? I can’t think of anything better in Europe at this price. The Koga is two, three times more expensive.

Have a good trip

Hi Dominik, Thanks for sharing your experience! I wish you a lot of kilometers ridden. 🙂 – Petr

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Trek 920 Review: What’s an adventure bike?

Joining the ever-burgeoning ranks of the ‘adventure bike’, Trek’s 920 aims to rewrite the classic touring rulebook. For a start, it uses a lightweight aluminum frame, the latest in industry thru-axle standards, and sports clearances for 2.2in 29er tires. There’s custom racks and provision for 6 water bottles too. But does this mean it can really go where no touring bike has previously been? Skyler Des Roches takes one to British Colombia to find out…

It’s clear on paper that the Trek 920 is a category-confused bike. Is it a drop-bar 29er? A touring bike? A monster-cross or all-road thing? Several companies are calling similar machines “adventure bicycles”. What does that even mean? How does the curious mating of spec and geometry often found in this newly-minted category play out on planet Earth?

While I’ll concede that I don’t think it really matters what particular narrow niche a bike is labeled under, I do think that knowing what a bike does best is extremely useful when shopping. In a world where the word adventure has been appropriated by urban dog-walkers and picnickers, my challenge in reviewing Trek’s answer to the “adventure bike” was to figure out what the hell this bike was for.

From afar, the Trek 920 looks a lot like many of this year’s new breed of gravel or randonneur bikes. But, those bikes are adapted cyclocross or road designs and can usually fit 700x40c tires or more voluminous, but smaller diameter 27.5×2.1” (650Bx53) mountain bike tires. The 920 comes set up with Bontrager Duster Elite 29er wheels, and clearance for up to about 29×2.25” (untested, so this might depend on the tire). Running the stock Bontrager XR1 tires, which measure 29×2.0” (or 700Cx51 if you prefer), there is even space for fenders.

One upside to the bike industry’s new love for the word “adventure” is that it has provided an opportunity for bike manufacturers to break some of the old rules of touring bikes. Gone is the old singular meaning of adventure cycling, the one that meant loading up a small mountain of gear strapped to front and rear racks, just sort of suffering along whatever road, and praying that the equipment would hold up.

These days, adventure means, well, just about anything if you believe the marketing. It’s the hottest thing in cycling, and everyone wants a slice. Adventure biking is being used simultaneously as a category, and an all-encompassing activity. Full-suspension mountain bike – adventure; hardtail – definitely adventure; cross bike – whiskey and adventure; expensive road bike – hella adventurizing. The spirit of adventure never changed, but the old rule book – the one that required 26” wheels, Schwalbe solid rubber tires, rim brakes, drop bars, 36 spoke wheels, square-tapers, leather and steel – has been shown out the back door. It’s rather confusing from a marketing perspective, so it’s perhaps understandable that the 920 would appear so category-confused.

At its core, Trek’s 920 seems to aim to achieve the same thing as those rule-bound classic touring bikes, but freed the Luddite mentality that is becoming less and less necessary for international touring as bikes get more reliable, and a variety of parts more easily available around the world. Its aluminum frame features thru-axles, internal cable-routing, a bent top tube that allows three bottle cages within the front triangle on sizes 56cm and up, braze-ons for front and rear racks (which come included), and bottle cage mounts on each fork leg and below the down tube. That’s a total of six bottle mounts on the frame and fork. The aluminum material is exotic in itself for a touring bike, but it allows for a bike that weighs only 26lbs in size 58cm.

Though a frame will always be the heart of a bike, I’d guess that the 920 is the sort of bike that will almost always be purchased and ridden as a complete package. As such, the stock parts spec will be important to most people looking at this bike.

The 920’s build, with a few exceptions, offers a build spec that will come as a breath of fresh air for cycle tourists: its components, for the most part, are exceedingly well-suited to the unique needs of pedaling a loaded bike. Namely, its mountain bike gearing, powerful brakes, decent tires, and strong racks will mean forgoing some common component swaps made to brand new touring bikes.

• Frame 100 Series Alpha aluminum w/rack + fender mounts
• Fork Trek Adventure alloy disc, 15mm thru-axle
• Rims Bontrager Duster Elite Tubeless Ready
• Hubs 15mm front, 142×12 rear
• Tires Bontrager XR1, 29×2.0″
• Shifters SRAM 500 TT, bar end control, 10 speed
• Front derailleur SRAM X5
• Rear derailleur SRAM X7, Type 2
• Crank SRAM S1000, 42/28T
• Cassette SRAM PG-1030, 11-36, 10 speed
• Chain KMC X10
• Saddle Bontrager Evoke 1.5
• Seatpost Bontrager alloy, 2-bolt head, 27.2mm, 8mm offset
• Handlebar Bontrager Race, VR-C, 31.8mm
• Stem Bontrager Elite, 31.8mm, 7 degree, comes w/ computer & light mounts
• Headset FSA IS-3, 1-1/8″ threadless, sealed cartridge bearings
• Brakeset TRP Hylex hydraulic disc

A highlight reel

• Tubeless ready wheels with asymmetrical spokes (for more even spoke tension).
• Bontrager 29×2.0” XR1 Comp tires: cheap yes, but also pretty ideal for rolling efficiently on gravel and paved surfaces. I was able to run these tires tubeless for duration of the test, even if they’re not a tubeless ready tire.
• 2×10 Sram X7 mountain drivetrain: mountain bike drivetrain on a drop bar bike?! A 42/28 crankset?! Pinch me. This gear range is actually suitable for cycle touring.
• TRP Hylex hydraulic disc brakes: because being able to actually stop a loaded drop bar touring bike is something the world deserves. Unlike mechanical disc brakes, these are set-and-forget, requiring zero maintenance.
• Thru-axles: because if it’s going to have mountain bike wheels, it’d better be able to run common mountain bike wheels. They also surely add a degree of stiffness, stability, and strength to the frame when stressed by heavy loads.
• Custom racks: yup, the 920 comes with front and rear racks designed to mount specifially to this bike, and as far as I can tell, they’re bomber.

There were only a couple of parts that were immediately unimpressive. First, the saddle did not agree at all with my posterior. I guess that’s a matter of personal preference. Second, the stock stem lengths are atrociously out of whack with the bike’s geo. Consider that Specialized’s AWOL has very similar front end geometry, and specs a 70mm stem on the size L. The 58cm Trek reviewed here came with a 110mm fishing pole.

Now, I’m a relatively averagely proportioned 6’2” tall man. I’ve never come across a bike that was offered in 58cm where the correct size for me wasn’t 58cm. I don’t doubt that the stock stem length will work for some folks out there, but I’d have hoped Trek would aim for average. As it was, I immediately swapped to an 85mm stem, and would probably be happier with a 70mm.

Besides that, there are a few spec choices that don’t quite fit with the nature of the bike. They’re not huge detriments, but they add to the category confusion of the Trek 920.

I guess it’s not really fair to be puzzled at the bar-end shifters – I know why they’re there. Reason 1: this is a $2000 drop bar bike with hydraulic disc brakes. They’ve got to cut cost somewhere and bar-cons are a good way to do that. Reason 2: there’s an old notion that bar-end shifters are a good choice for touring. Part of this idea comes from a sort of retro-grouch mentality that says simple is inherently more durable. I disagree, but I’ll get to that. Part of the old appeal of bar-end shifting stems from the flexibility of friction shifting. Bent derailleurs or derailleur hangers can sometimes be limped home with some amount of shifting in friction mode. Alas, while Sram 10 speed allows the mixing of road shifters with mountain drivetrains, those Sram bar-cons cannot be switched to friction mode.

But given the wide tires, thru-axles, hydraulic disc brakes, aluminum frame and tubeless wheels, I’d think the 920 was beyond all that – a 21st century answer to the touring category. Rather than providing any sort of real advantage to reliability, the bar-end shifters just place thin aluminum shift levers in one of the most vulnerable places on a bicycle. If the bike falls over, which is likely to happen at some point if you use front panniers, there’s a real possibility of breaking or bending the shifter lever.

You and I can likely live with all that given the rest of the spec. The real annoyance came when I thought to myself “damn, this bike could almost pass as a real mountain bike. I should turn off on that singletrack right there.” Or maybe it was that all the underbiking I saw the last time I checked that well-known cycling fashion blog. You know, the one where they’re always riding absurdly expensive road bikes on California singletrack.

And even that started out great. It was a blast right up until the first short, punchy climb. I stood up on the pedals, spine curled and hands deep in the back of the drops when cluuunk…instant knee-to shifter contact. Gear 1 to 10 in one second flat. Game over, no more climbing. Those accidental knee-shifts all but prevented me from using this bike as a drop-bar mountain bike.

Given that those shifters and racks are good indicators that Trek may have intended the 920 to fill the role of a classic touring bike (while somewhat extending its utility onto unsealed surfaces) the 28-spoke wheels are also surprising. Sure, 28-spoke wheels are common for all manner of mountain biking these days, including such high wheel-abuse activities as enduro racing. The Bontrager Duster Elite wheelset is built using asymmetrical rims, which provide more even spoke tension, and may allow them to hold their own against higher spoke-count hoops. But, wheels are subject to a lot of abuse when riding corrugated roads with four bursting panniers, as might be expected on a 920. Fortunately, throughout the test, the Bontrager wheels showed no sign of struggling, though I never did ride the bike loaded with more than about 15kg.

With its long 465mm chain stays, its very low 85mm bottom bracket drop, and its high trail fork, the Trek 920 is built for stability above all. Combined with the large wheels, this has the down side of making the bike decidedly not nimble. This is, perhaps, its weakness. It is especially noticeable when the bike plays dual duty as a commuter. Even though my commute times were not noticeably slower than on my positively zippy little 90’s mountain bike-commuter conversion, the 920 felt very slow to accelerate, and far less eager to take 90 degree corners at speed. It made up for time, however, by easily cruising at speeds similar to a road bike.

With a front load, that high-trail fork exacerbates the lack of maneuverability, making it ride as if on rails. This is likely of benefit moving fast on open roads, but I’d advise against riding with a front load bias off-road. Note that, despite the recent resurgence of front loading – a style of touring long popular amongst randonneurs and their low trail bikes – the 920 and the likes of Specialized’s AWOL have very similar trail measurements, and are not actually any more suitable for front-loading off pavement than other bikes. Instead, I found the 920 handled best with a slight rearward weight bias, or close to even front-to-back weight distribution.

Loaded up on smooth back-roads, whether dirt or pavement, this stability plays to its favour. On one lightly-loaded two-night trip, I was able to maintain close to a 25km/h moving average on smooth gravel roads – much higher than my usual plodding pace. Once up to speed, I could sit in the drops and go, and go, and go…I rode 60km of dirt roads in falling snow for lunch with friends, and 60km back along sloppy mud roads in the rain. The next day, 80km before lunch. These are not my usual sorts of backroad riding days, I’m really not that fit.

This efficiency is no doubt one of the few benefits of drop bar bikes for dirt road touring. I find the riding position (after the stem switch) generally more powerful, and less energy-consuming on the 920 than I’m used to. That said, this being a demo bike, I did not have the opportunity to cut the steerer tube to my preferred length. I found the drops often felt too low, while the hoods felt too high. On one trip, I added some aero bars. By rotating between the three riding positions – climb on the hoods, rotate between the drops and aero bars on flats, and descend in the drops – I was able stay comfortable enough.

On rougher roads, such as the crushed rock logging roads found in British Columbia’s more mountainous parts, the efficient road bike-like riding position and incredible stability (lack of maneuverability) ceased to be a benefit. Instead, I found the position made it challenging to effectively absorb rough stretches, even if the bike itself encouraged me to bomb through those parts. After 100km of that sort of road, my back was sore and I was wishing for a flat bar bike. I’m convinced that a flat bar rigid 29er remains the best option over the greatest variety of terrain, even if the drop bar 29ers excel on gravel roads.

Furthermore, the low bottom bracket and bar-end shifters make it very challenging to ride the 920 on even relatively easy singletrack. Perhaps it’s because I’m used to riding modern hard tails on that sort of surface, but between the constant pedal-to-ground and knee-to-shifter strikes, I wasn’t going far on singletrack without getting frustrated. Running 2.3” tires, some of the pedal striking would surely be alleviated, and the bike would undoubtedly tackle singletrack more adeptly.

Aluminum is certainly unfashionable as a material for touring bikes. I think there is a wide notion that the “feel” of steel makes for a smoother, more comfortable ride. That may be so, but 2.0” tires do a lot for a smoother, more comfortable ride. On maintained gravel roads – that is, unsealed roads that may have a good gravel cap and get graded somewhat regularly – the 920 sails. Hitting corrugated corners at cruising speed is totally comfortable. Perhaps some of my soreness on rougher roads could be attributed to the aluminum frame material. But, I think we can really blame that discomfort to the sporty drop bar position and its difficulty dodging bumps when loaded.

• Value for the price – impressive package for sub-$2000
• Comes with good quality front and rear racks
• Finally, a gear range on a touring bike that’s not too tall
• Tire clearance for 2.0” rubber with fenders, or up to 2.3” without
• Bottle bosses for 6 bottles in size 56cm and up, and 5 bottles below
• Hydraulic disc brakes provide plenty of power for stopping a loaded bike
• Surprisingly good tire spec
• Lightweight – 26lb without racks or pedals in size 58cm, 29lbs with racks and pedals.
• Wants to go fast.
• Stock stem length way, way too long for average build
• Bar-end shifters are vulnerable to damage, and impede maneuvering obstacles or climbing out of the saddle
• Stock saddle designed without any reflection on human anatomy
• Long rear end/high-trail fork gives away too much maneuverability for touring stability

​Wrap Up: So what is an adventure bike?

​Think of the Trek 920 as​ an updated ​’classic’ ​touring bike​. It ​offer​s​ the load-carrying abilities ​of racks and panniers ​teamed with​ modern components and materials​, ​​bringing i​t in at ​a ​svelte ​26lb package​ – a relative lightweight in the touring world. ​Though the 29×2” tires ​and its generous clearances ​may ​suggest back​country,​ bikepacking ​inclinations, th​e 920’s super stable geometry​ really shines on paved roads and smooth, non-technical dirt​, the kind of terrain encountered on many of the popular touring routes​. ​Consider ​it more as a ‘Touring Plus​’ bike​. ​But note that while the big tires ​help it ride more comfortably and safely, they don’t necessarily extend the abilities of this machine.

• Model Tested Trek 920 Disc
• Size Tested 58″
• Sizes Available 49,52,54,56,58,61″
• Weight (56cm) 28lbs / 12.7 kg
• Price $1,989.99
• Contact TrekBikes.com
• Recommended Uses Gravel touring, dirt road bikepacking, all-road riding

Rider’s Background

When not on some longer exploratory bikepacking trip, I tend to do my riding on a mountain bike on the steep, technical trails of southwestern British Columbia. Earlier this year, I spent three months finding new bikepacking routes in Chile’s central Andes. Despite my bias toward lighter loads and harder trails, I’ve put in my time riding on pavement with four panniers, and everything in between. I’ll admit a preference toward standard flat handlebars and more upright riding positions for all but the fastest road riding.

Height 6’2” Weight 180lbs Inseam to ground 34.6”

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Trek 920 review

Trek’s hydraulic disc-braked take on the tourer

David Caudery / Immediate Media

Simon Withers

Comprehensive kit, quality components and an excellent, comfortable ride

No mudguards as standard but that’s about it if you’re happy with aluminium

With its aluminium frame, hydraulic disc brakes and thru-axles, it’s fair to say that the striking-looking Trek 920’s frameset is an outlier in the touring bike category.

It’s not only the frame and fork that are ploughing a unique furrow, though. Touring bikes are the last hangout of the triple chainset but Trek’s 920 has a double with small chainrings, emphasising the importance of lower gears.

But don’t be fooled: this Trek is every inch the full-on tourer that’s designed to carry you and nearly 40 kilos of your kit (a claimed 25kg at the back, 11.8kg at the front) – with a hefty overall weight limit of bike, rider and cargo at a claimed 136kg /300lb. In all my tours, I’ve never carried anything like 40kg.

• What is a touring bike?
• Road bike groupsets: everything you need to know

An aluminium frame instead of steel? One of the oft-repeated arguments in favour of steel is that if the frame fails in Uzbekistan or Uttar Pradesh all you need is to find a garage with a welder and your troubles are over.

There is an element of truth to this and I have met one cycle-tourist who did this. But, frankly, any ‘incident’ that writes off an aluminium frame is likely to do the same to its steel counterpart.

Years ago, my loaded aluminium tourer fell off a railway station platform onto the tracks. It came away with nothing more than a scratch. Fortunately, this was in rural New South Wales, one train a day in each direction. I also managed 3,000 miles in three months on that frame, some of it on poor roads.

The Trek 920 has a double chainset rather than a triple and it’s a move away from the Shimano hegemony with its 2x10-speed SRAM setup, which consists of SRAM S700 Double-Tap shifters (two) and GX derailleurs.

Crucially, while it may only have 20 gears compared with the 27 or 30 on the other bikes on test ( Fuji's Touring Disc , Cinelli's Hobootleg Easy Travel , Ridgeback's Panorama and Thorn's Club Tour MK5) this doesn’t compromise gears at the all-important lower end – the 28x36 is similar to the bottom gear on the other tourers.

The 42x11 top gear is actually the lowest top gear on test by a fair margin, though that’s rarely an issue when it’s fully laden.

Trek 920 ride impressions

The 920’s ride is a sumptuous, king-of-the-road experience. Loaded up – with most of the weight at the rear – it’s stable, comfortable and tackles poor roads, grit, gravel and towpaths with barely a murmur.

Unloaded, or carrying little kit, the 920 is only negligibly slower than a road bike and as plush as you’ll need.

I got on with the saddle but not everybody will, and for a bike of this size you might want a slightly shorter stem for adventures.

But those are minor quibbles on a bike that I dare you not to like, even if its looks might cause a raised eyebrow among touring traditionalists.

The highlight of the component package is the braking. The cable-actuated discs elsewhere are easily adequate for touring (I’ve toured on cantis and caliper rim brakes with no problems), but SRAM’s hydraulic discs are a level or two above with great braking with minimal effort from your hands and arms.

Gear shifting from the DoubleTap levers is equally efficient, and you’ll pick up the technique within minutes if you’re coming from a Shimano background.

• Road disc brakes: everything you need to know

Part of the ride quality comes from the Bontrager Duster 29er rims and wide 2in XR1 mountain bike tyres, and both the rims and tyres are tubeless ready.

The 920 doesn’t come with mudguards but has the fittings for them – and mounts for just about everything else that you could carry, including triple-bottle bosses.

The 920’s Blendr stem is compatible with a wide range of dedicated computers , lights and other accessories. Very neat.

Trek 920 overall

The Trek is perhaps the most versatile bike in my test, doubling up as a day-to-day machine and full-on tourer, expedition, adventure or bikepacking bike.

It comes in at just 12.4kg in a 54cm frame with two panniers, and if you whip these off and fit narrower, slicker tyres (or even change to road wheels ) you’ll have a bike nearer 10kg; although it won’t be a crit-racing flyer, it will be comfortable, stable, very well appointed and that little bit sharper.

Trek 920 geometry

• Size (* tested): 49, 52, 54*, 56, 58, 61cm
• Seat angle: 74 degrees
• Head angle: 71 degrees
• Chainstay: 46.4cm
• Seat tube: 43.1cm
• Top tube: 54cm
• Head tube: 12cm
• Fork offset: 5.25cm
• Bottom bracket drop: 8.5cm
• Bottom bracket height: 28.2cm
• Wheelbase: 1,084mm
• Stack: 58.3cm
• Reach: 39.2cm

How we tested

This bike was tested against four other top touring bikes that have been designed to let you unlock your inner adventurer.

Other bikes on test:

• Fuji Touring Disc
• Cinelli Hobootleg Easy Travel
• Ridgeback Panorama
• Thorn Club Tour MK5

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Size / 48cm, 51cm, 54cm, 57cm, 60cm, 63cm

At a glance

Where to buy.

Specifications

• Frame Trek butted chromoly disc touring, rack & fender mounts, 135x5mm QR
• Fork 520 alloy disc touring, rack mounts, 100x5mm ThruSkew
• Hubs Shimano M475, 6-bolt disc, 135x5mm QR
• Wheels Bontrager Affinity Disc, Tubeless Ready, 36-hole, 21mm width, presta valve
• Spokes 14g stainless steel
• Tires Bontrager H1 Hard-case Ultimate, 700x38c w/reflective sidewall
• Chain KMC X9
• Crank Size: 48, 51, Shimano Alivio T4060, 48/36/26, 2-piece w/chain guard, 170mm length; Size: 54, 57, 60, 63, Shimano Alivio T4060, 48/36/26, 2-piece w/chain guard, 175mm length
• Front Derailleur Shimano Sora R3030, 34.9mm (w/28.6 adapter) clamp
• Rear Derailleur Shimano Alivio M4000, long cage, 36T max cog
• Shifters Size: 48, 51, 54, 57, 60, 63, Shimano Sora R3000, 9 speed; Size: 48, 51, 54, 57, 60, 63, Shimano Sora R3030, 3 speed
• Brakeset TRP Spyre C 2.0 mechanical disc, 160mm rotor
• Handlebar Size: 48, Bontrager Comp VR-C, alloy, 31.8mm, 100mm reach, 124mm drop, 40cm width; Size: 51, 54, Bontrager Comp VR-C, alloy, 31.8mm, 100mm reach, 124mm drop, 42cm width; Size: 57, 60, 63, Bontrager Comp VR-C, alloy, 31.8mm, 100mm reach, 124mm drop, 44cm width
• Saddle Bontrager Evoke
• Seatpost Size: 48, Bontrager alloy, 27.2mm, 12mm offset, 250mm length; Size: 51, 54, 57, 60, 63, Bontrager alloy, 27.2mm, 12mm offset, 330mm length
• Stem Size: 48, Bontrager Elite, 31.8mm, Blendr compatible, 7 degree, 80mm length; Size: 51, Bontrager Elite, 31.8mm, Blendr compatible, 7 degree, 90mm length; Size: 54, 57, Bontrager Elite, 31.8mm clamp, Blendr compatible, 7 degree, 100mm length; Size: 60, 63, Bontrager Elite, 31.8mm clamp, Blendr compatible, 7 degree, 110mm length
• Headset 1-1/8'' threadless, sealed cartridge bearings

Q: How much is a 2021 Trek 520?

A 2021 Trek 520 is typically priced around $1,749 USD when new. Be sure to shop around for the best price, and also look to the used market for a great deal.

Q: Where to buy a 2021 Trek 520?

The 2021 Trek 520 may be purchased directly from Trek .

Q: What size 2021 Trek 520 should I get?

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The New 2018 Trek 920 Off-Road Touring Bike

Table of Contents

The 2018 trek 920 off-road touring bike, want to compare the trek 920 with dozens of others, helpful resources, touring & bikepacking bike overview.

The 920 is the off-road touring bike of choice in the Trek catalogue, given its low gear ratios and ability to fit 29 x 2.2″ knobby tyres. Not only is the 2018 Trek 920 off-road capable, but you can fit some fast-rolling touring slicks and fenders, and it’ll be ready for a big road tour.

The Trek 920 uses aluminium for the frame and fork construction (as opposed to steel) in order to shed weight. Although we don’t have the exact numbers, the difference could be as much as 1000g (2.2lbs) depending on frame size.

There’s been a few changes to the 920’s specification this year – let’s take a closer look. 

The biggest change to the 2018 Trek 920 has been the switch from barend shifters to integrated road levers. SRAM S-700 levers make the gears much more accessible when cycling in the brake hoods, bringing the 920 more in-line with the specification of other off-road adventure bikes. It’s important to note that the brakes remain hydraulic (SRAM S-700) despite this change.

Despite now employing integrated road levers, the bike still uses a 10-speed SRAM X7 mountain bike rear derailleur. Trek can do this because SRAM, unlike Shimano, uses the same shift-ratio between their road shifters and mountain bike derailleurs. With the SRAM S1000 42-28t crankset, the drivetrain achieves a 22.5″ climbing gear, and will have a big gear capable at rolling at over 40km/h (26mph). If you require smaller gear ratios, a 22t granny ring will bolt right onto the crankset (I recommend changing the big ring too).

Otherwise, the frame, fork, wheels and components remain the same. The 2018 Trek 920 with front and rear racks (uncommon on a stock bike!) is available for US $1999 .

Check out the  Touring Bicycle Buyer’s Guide  which compares touring bike steering, sizing, gear ratios, specification, pricing and more. The Bikepacking Bike Buyer’s Guide does the same thing, however, with a focus on lighter bikes and models with more off-road capability. Both of these guides are updated annually with the latest models at no extra cost!

All About Touring Bike Brakes Frame Materials for Bicycle Touring How to Select Touring Bike Gearing Understand Bicycle Frame Geometry What’s the Difference between Cyclocross and Touring Bikes?

2016 Advocate Lorax 2018 All City Gorilla Monsoon 2016 Basso Ulisse 2016 Bianchi Volpe and Lupo 2016 2016 Bombtrack Beyond 2017 Bombtrack Beyond 2018 Bombtrack Beyond 2018 Bombtrack Arise Tour 2019 Bombtrack Beyond 2016 Brodie Elan Vital 2016 Cannondale Touring 2019 Cannondale Topstone 2020 Cannondale Topstone 2016 Cinelli Hobootleg Geo 2018 Co-Op ADV 4.2 2017 Curve Grovel V2 2017 Diamondback Haanjo EXP Carbon 2016 Fuji Touring 2017 Fuji Touring 2018 Fuji Touring 2018 Fuji Touring Disc 2016 Genesis Tour de Fer 2016 Giant ToughRoad 2017 Giant ToughRoad 2018 Giant ToughRoad and ToughRoad GX 2016 Jamis Aurora and Aurora Elite 2019 Jones Plus SWB 2020 KOGA WorldTraveller-S 2016 Kona Big Rove 2016 Kona Roadhouse and Sutra LTD 2016 Kona Sutra 2017 Kona Sutra 2018 Kona Sutra 2018 Kona Sutra LTD 2019 Kona Sutra and Sutra LTD 2020 Kona Sutra and Sutra LTD 2020 Kona Unit X 2016 Marin Four Corners 2017 Marin Four Corners 2018 Marin Four Corners 2016 Masi Giramondo 2018 Masi Giramondo 2016 Niner RLT9 2016 Rawland Ulv and Ravn 2016 Salsa Deadwood 2017 Salsa Fargo 2018 Salsa Fargo Ti Frameset 2018 Salsa Journeyman 2016 Salsa Marrakesh 2017 Salsa Marrakesh 2018 Salsa Marrakesh 2020 Salsa Marrakesh 2017 Salsa Vaya 2019 Salsa Warbird 2016 Specialized AWOL 2017 Specialized AWOL 2017 Specialized Diverge 2018 Specialized Diverge 2019 Specialized Diverge 2017 Specialized Sequoia 2018 Specialized Sequoia 2019 Specialized Sequoia 2018 Surly Bridge Club 2017 Surly Troll 2016 Traitor Wander 2019 Trek 520 2016 Trek 920, 720, 520 & CrossRip 2017 Trek CrossRip 2018 Trek 920 2018 Trek 1120

Are these 920s coming into Australia Alee? They don’t show up on the Australian version of the Trek website, and I haven’t seen one in the flesh yet. Looks like a cool bike tho.

The 2017 model never made it here, so I’d suggest not.

I have a MY2015 version. I really like the bike, frame is nice and stiff even when heavily loaded, there’s lots of tyre clearance and mounting points for anything and everything. Brakes are also amazing on long descents with a heavy load. https://uploads.disquscdn.com/images/2ceb650f9758499d4de05f7cd568a7fb7e034c552f62b6b1a8646e9866152659.jpg

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2022 Trek 520

A steel frame gravel bike with mid-range components and mechanical disc brakes. Compare the full range

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Based on frame geometry and build specs.

A bike with lower gearing will be easier to ride up steep hills, while a higher top end means it will pedal faster down hills.

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5'2" – 5'5"

5'3" – 5'7"

5'5" – 5'9"

5'7" – 6'2"

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6'2" – 6'6"

Do you have this bike? Help other riders make a decision about which size will work for them by sharing your own size and fit notes. Report your fit

Feb 2020 · Miles Arbour

The stock Trek 520, the quintessential steel touring bike in the brand's lineup, wasn't quite doing it for Miles. Here is his take on a classic, complete with a flat bar conversion, 1x11 drivetrain, and the absolute biggest tires he could fit. Find details, lots of photos, and a complete build kit here...

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Last updated June 28 Not listed for 661 days

2023 Trek 520 Grando Review

Thinking about how the bike will handle long trips with multiple luggage bags? Look no further – The Trek 520 is the ultimate road bike for any adventure!

The Trek 520 Grando is designed to be an all-around reliable and durable adventure bike. 

With its durable steel frame, powerful brakes, and wide range of gears, it allows adventurers to cover longer distances with ease and comfort. 

Its carefully chosen wheelset adds extra stability without compromising speed. 

All these features make this one of the most popular adventure bikes on the market.

For those looking for an affordable yet quality ride, investing in a Trek 520 Grando could prove to be one of the best decisions you ever made. 

Check out this comprehensive review that gives insight into its construction, performance, pros and cons and much more related information!

The Trek 520 Grando is an amazing all-terrain touring bike that is perfect for long distance rides. 

The Grando has a light and responsive frame, comfortable geometry and a wide range of gears to take on any hills you may encounter.

It’s designed to excel in all weather conditions, with big mudguard clearance, strong disc brakes and extra mounts for racks and bottles. 

All this makes it ideal for cycle touring – whether it be loaded up with camping gear or simply enjoying the scenery at a leisurely pace.

The 2023 Trek 520 Grando is an adventure bike designed for the open road. 

This rugged touring machine features a reliable steel frame, Shimano components, and a wide-range of gears for tackling those challenging hills and trails. 

Its components ensure a secure fit for cyclists of all sizes and the included rear rack allows for convenient carrying of gear on overnight tours or extended journeys.

Whether you’re riding to the store, around town exploring nearby sights, or taking a long journey across Europe, the Trek 520 Grando is up to every challenge and ready to show you what adventure cycling is all about!

– Durable Trek butted chromoly frame

– Shimano Tiagra and GRX components providing smooth shifts over long distances

– Wide range of gears; suitable for biking on both flat terrain and hilly areas

– ProWheel forged alloy, 42/28t chainrings up front and a Shimano HG50, 11-36t, 10 speed cassette

– Front rack with attachment points for gear such as panniers or water bottles

– Bontrager Affinity Disc, Tubeless Ready rims offering increased flexibility and strength over gravel roads or other terrain

– Fender and mudguard mounts

Frame & Geometry

The Trek 520 Grando’s frame is constructed from Trek butted chromoly tubing that is highly corrosion-resistant and incredibly durable throughout its lifetime. 

It also has a relaxed geometry which adds to its comfort level on longer rides – allowing full control when fully loaded with bags of camping gear. 

The lightweight design ensures that you won’t be slowed down by the additional weight when cycling uphill either.

Gearing System & Wheels

To make life easier when hauling up hills or dealing with strong headwinds, the Grando offers a wide range of gearing courtesy of Shimano Tiagra 2×10 derailleurs – giving you plenty of control over your speed along different terrain types without sacrificing traction or stability on long-distance treks. 

Additionally, thanks to its 700c Bontrager wheels paired with wide Bontrager GR1 Expert 40mm tires, the 520 offers an extremely smooth ride without compromising grip on slick roads or letting any bumps be felt through your handlebars!

The Trek 520 Grando offers an excellent blend between low maintenance components and endurance features that make it a reliable companion on every cycle tour you take it on. 

Its relaxed geometry ensures ultimate comfort while its powerful brakes give riders peace of mind in hazardous weather conditions – making it a great choice for anyone looking to tackle long distances aboard two wheels!

Order online and have it shipped to your local dealer for final assembly!!

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The trains and stations of the Moscow Metro

2 Comments · Posted by Alex Smirnov in Cities , Travel , Video

The Moscow Metro is the third most intensive subway system in the world after Tokyo and Seoul subways. The first line was opened on May 15, 1935. Since 1955, the metro has the name of V.I. Lenin.

The system consists of 12 lines with a total length of 305.7 km. Forty four stations are recognized cultural heritage. The largest passenger traffic is in rush hours from 8:00 to 9:00 and from 18:00 to 19:00.

Cellular communication is available on most of the stations of the Moscow Metro. In March 2012, a free Wi-Fi appeared in the Circle Line train. The Moscow Metro is open to passengers from 5:20 to 01:00. The average interval between trains is 2.5 minutes.

The fare is paid by using contactless tickets and contactless smart cards, the passes to the stations are controlled by automatic turnstiles. Ticket offices and ticket vending machines can be found in station vestibules.

Tags:  Moscow city

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The views of St. Petersburg from the TV tower >>

Tomás · August 27, 2012 at 11:34 pm

The Moscow metro stations are the best That I know, cars do not.

Alberto Calvo · September 25, 2016 at 8:57 pm

Great videos! Moscow Metro is just spectacular. I actually visited Moscow myself quite recently and wrote a post about my top 7 stations, please check it out and let me know what you think! :)

http://www.arwtravels.com/blog/moscow-metro-top-7-stations-you-cant-miss

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Elektrostal

Elektrostal Localisation : Country Russia , Oblast Moscow Oblast . Available Information : Geographical coordinates , Population, Area, Altitude, Weather and Hotel . Nearby cities and villages : Noginsk , Pavlovsky Posad and Staraya Kupavna .

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