Ebike Industry Updates

The bike is offered in two sizes: a Medium for riders 5’4”+ and a Large for those 5’8”+. At 5’11”, I was pleasantly surprised at how comfortable the medium frame of our test bike was; with a relatively stretched and aggressive riding position, I would have guessed we had the larger model.

The bike’s contact points (saddle, grips, and pedals) were extremely comfortable. Our test bike was standard, aside from its color (a raspberry-like purple hue) and TranzX suspension seatpost. I am confident I would have liked the standard saddle without the upgraded seatpost, but I highly recommend one of the three suspension options for a smoother ride.

Handling is one of the primary areas we hope Biktrix will improve. We appreciated the Duo ST’s relatively nimble handling—a result of its 24” wheels—compared to many other fat bikes with larger 26” wheels. But the step-thru frame had a lot of flex when cornering, creating a loose feeling on faster turns that was not helped by its soft suspension fork.

It is possible that the standard RST Guide suspension fork on our test bike was a dud, but we recommend that Biktrix upgrade to a sturdier base model.

It’s also fair to point out these problems aren’t unique here – they are true of most fat tire e-bikes with step-thru frame. That’s why ST models are often best suited for paved areas instead of lots of off-roading or quick cornering.

The standard build (SLX/XT) of the Pivot comes with the Bosch Performance Line CX. Let’s start here before diving into the CX Performance Race motor of our Pro model test bike.

We’ve tested several eMTBs that use the Bosch Performance Line CX (like in our Orbea Wild review). The reputation that often precedes it is warranted; It’s one of the best-performing motors you’ll find on an e-bike. At a mere 6.4 lbs, it gives you up to a 340% assist level to your efforts at the cranks, making speeds up to 20 mph easily accessible, and with 85Nm of torque, it powers you up sharp climbs or long drawn-out ones. It all flows seamlessly with your pedaling, too.

One of the features that makes Bosch so attractive in the eMTB scene is the motor overrun. It powers you a moment or so beyond when you stop pedaling. It makes it effective for getting up and over technical sections, especially if you need to hoist the front of the bike up and over that final rock or root on your way toward the crest. I’ve always found it noticeable yet intuitive to use effectively, helping me get the most out of my rides.

The CX Race motor adds more to the CX’s features in a slightly lighter package. The boost goes to 400%, the weight drops by 0.3 lbs, and the motor power doesn’t taper as much as you approach the 20 mph mark. The overrun goes on just a little longer, too.

As the name implies, it was initially built for racing, but the applications extended beyond. The motor is excellent for charging hard, making it choice for ramping up speed into a jump, or for a larger rider wanting to know they have that needed extra power when tackling hills.

The Abound SR’s design, construction, electrical system, and torque sensor go a long way in setting it apart from the myriad of similar e-bikes in the utility e-bike category. Its included technology, however, gives it a few additional leaps and bounds for good measure.

At the heart of the Abound SR is a smart module called the Aventon Control Unit or ACU. This component connects to and controls many of the bike’s features, allows for OTA firmware updates, and includes a 4G chip for GPS tracking and security.

The latter element, which links to nationwide cellular networks, is free for the first year. After that point, it requires a subscription of $2 monthly or $20 annually—one of the most reasonable rates we’ve seen.

Why would anyone want or need this feature? I’m glad you asked.

The Abound SR includes a robust package of security features, including theft detection, an alarm system, and the ability to set up geofencing to create boundaries for allowed or prohibited areas (a feature parents will likely appreciate) monitored along with the bike’s location.

Ride quality encompasses many factors that influence how a bike feels to ride. We break it down into a myriad of elements, including sizing/fit, adjustability, ride comfort, handling, motor engagement, user interface, etc. We tested the Hauler with and without cargo weight on its rack to evaluate its ride quality.

Beginning with sizing and fit, I found the Hauler to be generally sized well. Its single frame size is intended for riders between 5’3” and 6’6”. To accommodate such a wide height range, it features an adjustable stem paired with 790mm BMX-style riser handlebars, allowing riders to customize the handlebar height and reach precisely.

Additionally, the seatpost offers eight total inches of saddle height adjustment, though we found that the included cargo basket prevented the saddle from reaching its lowest position when installed. The basket also prevented us from removing the second battery, so we needed to remove the basket or charge the battery on the bike.

In terms of comfort, the Hauler’s contact points and suspension worked well. I mentioned the thick, remarkably supportive saddle, but I also appreciated the ergonomic faux leather grips. The front suspension successfully softened bumps when riding, though its effect on the bike’s handling was not always positive.

When carrying cargo, I experienced a “loose” or “divey” sensation when cornering that seemed to be a combination of frame flex and the fork’s 70 mm of travel. I preferred the bike’s feel with the suspension locked out, but the frame flex issue was still present; we encourage Heybike to stiffen the frame in the future to improve the overall ride feel.

Ride quality encompasses many aspects of the Turbo Vado SL 2 and how it feels to ride. We found its overall ride quality to be excellent, but I will break down each element of the ride in detail; this will likely be one of the longest sections of the review.

The bike is offered in 4 frame sizes (S, M, L, and XL). We did not receive information about the recommended height ranges for each, but we think it’s safe to assume that they should not deviate much from the original Turbo Vado. As such, we could expect the height ranges to be 5’1-5’5” (S), 5’5”-5’10” (M), 5’10”-6’1” (L), and 6’1”-6’4” (XL).

We tested the Large frame, which felt sized properly for me (at 5’11”) and our other test riders, who are between 5’10” and 6’1” —as expected based on the original’s sizing.

In terms of contact points, I appreciated the 680-mm handlebars and ergonomic grips. Saddle shape and style are largely up to personal preference; I initially liked the standard saddle but found it firm after roughly an hour on the bike, so I would likely trade it for something different.

I appreciated the fact that pedals were included on a bike of this caliber; many bikes in this price range often require them to be selected and added separately. The included pedals generally worked well, but I would likely still replace them with something with more grip and a larger platform.

As discussed previously in this Velotric Discover 2 review, the bike excelled at comfort; its contact points (saddle, pedals, and handlebars) prioritized ergonomics so I was able to enjoy long test rides of 1-2 hours with no discomfort.

The wide handlebars stood out as an unexpected highlight, providing comfort and excellent control over the steering. The bike’s handling was elevated as a result, with a more responsive and agile feel than I expected.

It is worth noting that I exceeded the recommended height range of our test bike, as we evaluated the Regular frame, which fits riders from 4’11” to 5’9”. At 5’11”, I am better suited to the Large, which accommodates taller riders from 5’6” to 6’4”.

Regardless, I was able to find a nearly perfect fit thanks to the bike’s long seatpost—with 8” of adjustability in saddle height—and the adjustable stem, which can adjust handlebar height and reach.

The bike’s torque sensor was one area with room for improvement, though we noticed a difference in one riding mode following a recent firmware update. We appreciated the increased responsiveness over the cadence sensor on the Discover 1; however, the Discover 2 required more effort than expected to access the motor’s full power.

Lectric first debuted the M24 motor on the original XPedition. On a Zoom call with the brand’s CEO, Levi Conlow, he emphasized what he wanted from this motor: No road in America should be able to make the XPedition quit, and he even offered a bounty to his employees if they could find a hill the bike couldn’t summit. Trips along the California coast and up the infamous San Francisco hills ensued.

To my knowledge, he never had to pay up, and that bears out in our testing which confirmed that this is one of the more powerful motors out there. It’s a 750W rear hub motor with 1310W of peak power and 85Nm of torque—plenty strong for hauling heavy loads up steep grades.

This time around, the motor on the XPedition 2.0 is improved thanks to two key changes: the addition of PWR+ programming and a switch to an 8-speed drivetrain.

PWR+ is Lectric’s torque sensor that signals the motor to provide more power when you’re pressing harder on the pedals. Lectric’s approach combines the benefits of both cadence and torque sensors, giving the bike a smooth, easy start while also offering better power control. This allows the bike to respond with extra power on hills or maintain steady speed on flat stretches when the rider really hits the pedals hard.

The new gearing enhances the experience even further. I’ve made no secret of my distaste for the Shimano Tourney shifter—it’s acceptable on a budget bike, but the first thing I’d want to upgrade. I welcomed the new 8-speed Shimano Acera with rapid-fire shifters, which give you more control over your gear range to find the ideal climbing gear. Iit is also a wide enough range to give you some “bite” in the pedals when trying to hit the class 3 max speed of 28 mph.

Before we could ride the bikes, we toured Lectric’s HQ, met the team, and watched a brief presentation about the models we were there to test (including access to the XPedition 2.0). Fortunately, the presentation answered my biggest question: why was the XPeak getting a second generation so quickly when other models had gone years without a successor?

Lectric’s CEO, Levi Conlow, was brimming with pride as he shared his team’s sales successes. He claims the XP series is the best-selling e-bike in America. The XP Trike leads e-trike sales, and the XPedition is the leader in cargo bike sales by units sold. The XPeak saw early success but wasn’t class-leading, so why not throw all the upgrades at it now and make a better product? “Good wasn’t good enough,” he later explained to me. And so, onto Gen 2 we go.

Lectric has started standardizing many new components across its models, and several feel like natural choices for the XPeak. Let’s take a closer look at the most significant changes—at least, what stood out to me during my time on the bike.

The frame looked sturdier this time around—and it certainly rode like it. Describing frame sturdiness is tricky, but it mostly depends on how confident you feel when turning, riding over rough patches, and handling similar challenges. I’d say the XPeak 1.0 felt “mostly confident,” while the XPeak 2.0 felt “very confident” across various scenarios. While the Lectric team didn’t share specific details about what was improved, it felt as solid as any affordable fat tire bike I’ve ridden.

Once again, the bike is ISO 4210-10 approved. This certification means it meets the stress-testing standards eMTBs must pass to prove they can handle the rigors of off-roading. It adds another layer of confidence that you’re riding a bike built to take some punishment if you want to mix in off-road rides.

The Reign’s motor is the Yamaha PW-X3 motor with custom tuning by Giant, using what they call Sync Drive technology. It has 250 nominal and 500 max watts and a nice 85Nm of torque. At 6.06 lbs, it gives you an 82.5 Watts per pound power-to-weight ratio, which is solid.

Yamaha designed it to output between 80-400% assistance, which we found very natural and powerful on the trails.

It is very useful, especially when starting – it has more power than most when pedaling at a lower cadence.

What’s the benefit of that? If you’ve slowed down a bit, coming out of a corner and going straight into a hill, you’ll find it has a great amount of push when starting the climb. It always helps to be in the appropriate gear, but it feels like this one is even a bit more forgiving since you don’t need a higher cadence to access higher power levels from the motor – it just starts with more.

By contrast, it feels a little less powerful than other motors when pedaling at a higher cadence or as you progress through a longer climb. Because of this, it took a little practice to find the necessary gear, but overall, once I learned how the motor worked, I still thought of it as a great climber.

Ride quality is a complex subject comprised of many smaller elements. These include sizing and fit, overall comfort, handling, motor engagement, the user interface, etc. Together, these factors determine how a bike feels to ride and operate.

The Obsidian ST is offered in a single frame size advertised for riders from 5’6” to 6’8”. I found a comfortable ride with my height of 5’11”, but considering the bike’s limited range of adjustment—the saddle height has a range of 6 inches—Mokwheel’s advertised height range seems hopeful.

We appreciate that they added a quick-adjust dropper seatpost with 50mm (roughly 2”) of travel to add an extra inch of saddle height over the HS model, but taller riders may still experience less leg extension than expected. The bike’s motor and torque sensor will likely help to offset this to some degree, but it is something to be aware of.

In terms of ride comfort, there are two main aspects to consider: the bike’s suspension and its contact points (grips, saddle, and pedals). With a full suspension including 130mm of travel from a lockout suspension fork and a rear shock with 50mm of stroke, the ride felt extremely smooth and enjoyable even with riding over rocky, bumpy terrain.

I liked the bike’s wide, thickly padded saddle and was happy to see locking ergonomic grips. The grips themselves are covered by faux leather and include a gel pad, which I did not find well-suited to off-roading. Fortunately, this is a cover that can be removed to reveal standard rubber grips beneath.

If you followed the news this summer—or generally spend time monitoring e-bike prices as closely as we do—you might have noticed a sweeping cost increase in June-July. In many cases, we observed increases of roughly $200 in the prices of e-bikes corresponding to changes in US tariff policies, which affected specific taxes applied to imported goods.

On June 14th, 2024, an exemption for e-bikes in the United States Trade Representative (USTR)’s Section 301 tariffs list expired. This caused e-bikes, some potential e-bike components, some non-electric bikes, some carbon fiber frames, and some kids’ bikes to become subject to a 25% tariff paid by the importing company to the US Government.

Tariffs are often applied to imports for a variety of reasons. As explained by the Cato Institute, they can help to protect domestic businesses from being undercut by foreign competitors, encourage consumers to support and rely on US-based manufacturers, and create jobs, among other things.

In the case of e-bikes, however, this reasoning collapses.

Many e-bikes originate from China, including many of the best-selling e-bikes our readers and YouTube viewers ride. Very few are produced domestically, and even in those cases, many of their components are manufactured and imported from overseas.