Phone Case SPC+

The new SPC+ case is a significant step up from its predecessor – according to SP Connect, it’s significantly lighter, 40% slimmer, and they think it’s more stylish too. The refined, thinner design means it’s now officially MagSafe compatible, which means you can wirelessly charge your smartphone while it’s magnetically attached. That said, we found that our smartphone got rather hot while charging this way.

Despite its new lighter package, the phone case displays SP Connect’s familiar sturdiness and protection. Side buttons on your phone are fully protected but still easy to use, while other critical points, like your camera, feature reinforced shock-absorbing inserts for added protection.

SP Connect have retained their patented 90° twist-to-lock mechanism, which securely attaches phones onto the handlebar mount. The mechanical locking system is backed up by magnets, which hold the phone in place. The magnet in the smartphone’s case also grips onto metal surfaces, which can be an added bonus for some. If you’ve previously dabbled in SP Connect products, you’ll be pleased to hear you don’t have to purchase everything brand new as the latest SPC+ comes with an adapter that works with all their earlier mount models. There’s the option to use their Velcro-fixed Universal Mount (€ 29.99) on your bars or stem, or switch out your conventional top cap for their Micro Stem Mount (€ 9.99). Our quick verdict for both options: Subtle designs and most likely within budget. Check out our in-depth test of the industry’s best smartphone mounts here.

Wireless Powerbank SPC+

We’ve probably all been there… An ever-dwindling battery and the sinking realisation that you’re still pretty far from home. Fortunately, the new SPC+ wireless power bank with its capacity of 5,000 mAh keeps your phone topped up through its case throughout your ride. Typical nominal capacities for smartphones are between 2,500 and 5,000 mAh, but in our experience, wireless charging often falls a little short on the stated 5,000 mAh capacity.

If you’re known as the route master who drains their phone battery on navigation apps, you’ll now be able to keep the battery boosted as SP Connect allow you to slot the SPC+ power bank directly between your phone and mount without any real penalties. As for other bits of gear that need charging? Use the USB-C port freely for pretty much everything else.

SP Connect obviously know what they’re doing when it comes to keeping phones secure while riding and batteries topped up, and the Phone Case SPC+ and Wireless Powerbank SPC+ are valid additions to their current ecosystem of mounts. By keeping their proven twist-to-lock mechanism and enabling slick integration of the powerbank into your handlebar setup, they’ve introduced a low-priced power couple that we’d invite on our next long ride.

Tops

• Slimmer case for wireless charging
• House the power bank between your smartphone and mount
• Compatible with earlier SP Connect mounts with adaptors

Flops

• Smartphone heats up during wireless charging

More information can be found at sp-connect.co.uk

Der Beitrag The Lab: SP Connect mount phone to bike erschien zuerst auf E-MOUNTAINBIKE Magazine.

DISCLAIMER: We are by no means health experts, certainly not doctors, and no miracle healers. We do a lot of cycling and play a few other sports. We aren’t exactly spring chickens, but, like so many others, we sometimes just have bad luck. We probably deal with the same injuries, ailments and illnesses as you do. So we thought we’d share our experiences with you in a short series: What happened? What was done? What was a waste of time and what really helped? The starting gun is fired by the magazine founders’ dad, Manne, and his right knee: Fire away, Evil Kneevel!

And there it was for the first time: this stabbing pain in his right knee. Out of the blue. “It will go away,” thought Manne, as months of pain crept up on him without warning. He started to affectionately call his bad knee Evil Kneevel. And it would be a constant, although not exactly welcome, companion over the coming months. But let’s start at the beginning.

The first step – Consulting a traditional doctor

For weeks, Manne endured severe pain and limped around instead of enjoying long laps with his dog Henry and his ebike. Even climbing stairs became an agonising ordeal. After trying the usual home remedies such as cold packs, heat therapy, pain gel, and even avoiding exercise – you know, the whole RICE thing – it wasn’t getting any better. If anything, it was getting worse.
So Manne decided to consult a local orthopaedic surgeon. The initial suspicion, even before the examination, was osteoarthritis, the wearing away of bone and cartilage material in the joints. The obligatory X-rays revealed no other obvious damage. In other words, Manne was no wiser than before. In any case, the pain didn’t disappear with the diagnosis. The doctor did, however, give Manne a prescription for physiotherapy and a book to read: “Die Arthrose-Lüge” about the facts and myths related to osteoarthritis by the controversial authors Petra Bracht and Roland Liebscher-Bracht. The book is currently only available in German, but you can find information about it in English on the Internet. Manne immediately ordered a copy online.

The book about osteoarthritis – Worth every penny!

Although published in 2017, Liebscher and Bracht’s book “Die Arthrose Lüge” has lost none of its relevance. On the contrary, more and more people, often younger folks, are suffering from osteoarthritis or related issues. It is the most common form of joint pain in the world and, unfortunately, is still considered by many to be a genetic condition that is usually incurable. Phrases such as “it’s just the way it is”, “you just have to live with it now” and “it can be easily managed with painkillers and cortisone” are common responses when people are diagnosed with osteoarthritis. However, there are a growing number of alternative perspectives on the subject.

Many knee operations are unnecessary and serious complications can occur. Symptoms often do not improve after surgery. We recommend muscle training around the knee joint, as well as whole-body muscle training, to help stabilise the joint. This can protect the knee joint from excessive stresses. – Achim Weiß, sports therapist

The prevailing view is that although it is not completely curable, osteoarthritis can at least be managed without long-term medication. This allows people to lead a carefree life with minimal restrictions, including being able to do sports. Both nutrition and exercise play an important role in this process.

The authors, Petra Bracht and Roland Liebscher-Bracht, have chosen an approach that combines the two components of diet and targeted exercise to reverse the degenerative processes.They claim that even damaged cartilage tissue can grow back. Whether this is physiologically explainable and verifiable cannot be conclusively determined at this point, nor is it relevant to this article. The important thing is to be engaged and approach the subject without prejudice. That’s exactly what Manne did. In particular, the stretching exercises described in the book quickly relieved the acute symptoms. At the same time, Manne underwent physiotherapy, including lymphatic drainage and strength training, at a rehabilitation centre with an attached gym. The exercises and, more importantly, the intensity of the training were tailored to the damaged knee.

The orthopaedic surgeon recommended an MRI scan to determine the extent of the knee damage, even though his symptoms were diminishing. No sooner said than done.

Surgery after all?

Manne returned to the orthopaedic surgeon with the results of the MRI. The diagnosis: osteoarthritis of the knee at an age-appropriate stage. While the radiologist recommended a minimally invasive procedure to grind down the edges of the bone for further relief, the orthopaedic surgeon warned that any procedure carries risk and that surgery could potentially make things worse. And because Manne had already made significant progress with stretching exercises and physiotherapy, experiencing pain-free periods for days on end, he decided against surgery. And he is in good company: The Institute for Quality and Efficiency in Health Care (IQWiG, Germany), a foundation funded by the German Federal Ministry of Health, warns about the possible side effects and complications of knee arthroscopy and even clearly denies that this treatment can relieve or permanently eliminate the symptoms of knee osteoarthritis.

Of course, Manne continues to do the exercises from the book “Die Arthrose Lüge”. Physiotherapy is also still part of his routine. And as far as his diet is concerned, Manne has been on the right track for many years: in the morning he usually eats home-made wholegrain muesli, sometimes as a bircher version with freshly grated fruit. His other meals are as balanced as possible and contain little meat. Whether the pain will be a thing of the past or return one day is written in the stars. But one thing is certain: for Manne surgery is out of the question for the foreseeable future.

Conclusion: Don’t go under the knife right away

With age signs of wear and tear are almost inevitable – and not just on a bike. Conventional medicine is quick to resort to medication and, unfortunately, often to the knife. This may help – but not necessarily. Unless surgery is unavoidable, you should first consider conservative alternatives: stretching and strengthening exercises, proper diet, physiotherapy… or a combination of all of these. It worked for Manne. His Evil Kneevel has been tamed without surgery.

Der Beitrag Evil Kneevel! – Or why Manne’s knee no longer hurts erschien zuerst auf E-MOUNTAINBIKE Magazine.

If you’ve ever ridden your ebike home late at night, you’re probably familiar with a common problem that your bike’s factory-installed lights fail to provide adequate visibility on unlit roads and paths. The typical solutions are either to invest in a much brighter – but expensive – light or to attach a secondary light to your helmet, which may not be officially approved for road use. So what’s the alternative? Enter Busch + Müller. With an RRP of € 99.90 (the LEVAL is available from many online retailers for less than € 60), the LEVAL curve light allows you to maximise the performance of your existing light while complying with German road traffic regulations.

Clever assistant – The Busch + Müller LEVAL curve light in detail

The Busch + Müller LEVAL curve light is basically an electronic assistant, although the name “curve light” suggests that it is a front light. In fact, it is a small electronic component mounted between the light bracket and the front light. The whole system can be placed either on the crown of the fork or on the handlebar, and can be installed upright or suspended, depending on your preference. If your lamp is mounted on a non-steering component such as a front rack, the LEVAL will not work properly and is not intended for this purpose. However, if you wish to upgrade your existing lamp with a curve light, you should check that the light you already have is compatible with the LEVAL.

The existing light must be connected to the ebike battery and be within the range of 5–15 V. It can be operated with a separate battery, but that is not permitted in Germany. The LEVAL will even work with a dynamo on analogue bikes. Lamps such as the IQ-XM E Highbeam and the CYO Premium E from Busch + Müller are well suited to the LEVAL because they match the required voltage between 5 and 15 volts and also meet the other requirements. On the other hand, models such as the Busch + Müller BRIQ-S E or the Busch + Müller IQ-XL E Highbeam are not compatible with the LEVAL because their voltage range is too high and they could damage the curve light.
In addition, the weight of the lamp must not be too high. Busch & Müller do not specify the maximum load capacity, but it should be sufficient for most commercially available lamps. Only very heavy lamps could cause an unstable light pattern.

If everything is compatible, the power cable of the installed lighting system must first be connected to the LEVAL curve light. To do this, disconnect the power cable near the lamp and insert both ends into the openings of the cable plug supplied. Caution! When disconnecting the cable, ensure that you have at least 200 mm of cable at the end where the lighting system is suspended. The cable plug is then inserted into the curve light. Now mount the electronic assistant on a positioning adapter plate, which in turn is attached to the fork crown or the handlebar. The LEVAL can be fitted in four different positions on the adapter plate to allow for the best possible alignment of the light beam.

If your lamp is fitted with an external reflector on the underside of the lens, the movement may be restricted. There is no external adjustment in the system to tell the internal tilt sensor whether it is level and the light is shining straight ahead.

When the LEVAL is used for the first time, it calibrates itself and aligns itself to what it believes to be a level position. If the LEVAL fails to do this after several attempts, it will indicate that something is wrong by briefly swaying left and right. The manufacturer provide detailed installation and operating instructions.

The system only works when the ebike is switched on and the lights are in use. There is a switch on the underside of the assistant that you can use to deactivate the curve light assistant function, if you want to use the ebike as a torch.

The Busch + Müller LEVAL curve light in use

If you put the Busch + Müller LEVAL curve light through a cone slalom, you’ll see its ability to cope with rapid changes in direction and to illuminate the intended area quickly and accurately. At first, you might question the real added value of the curve light. However, when you deactivate the tilt sensor using the switch on the underside, and lock the light in the centre position, the benefits of the system become apparent. This is because the tilt sensor in the curve light also automatically detects whether the handlebar is being turned in or whether the bike is leaning into a bend, and takes the appropriate action. The Busch + Müller LEVAL not only turns to the side when cornering, but also raises the edge of the light on the inside of the bend. If you lean hard into a bend without the curve light activated, the light beam on the inside of the bend drops sharply and moves close to the front wheel. The line that the ebike is actually taking in the bend is no longer illuminated. With tilt sensor activated, however, the light beam ends exactly where you intend to go.

In our test, the manufacturer’s claim that no external adjustment is required was not entirely accurate. Occasionally, the curve light didn’t swivel back to its starting position. Instead, the beam would sometimes point slightly to the left.

Conclusion on the Busch + Müller LEVAL curve light

All in all, the Busch + Müller LEVAL curve light does not replace a super-bright high beam, but it is a clever solution for relatively little money that offers a great advantage on unlit roads. In practice, the LEVAL curve light impresses with its high reaction speed and good illumination. Installation of the Busch + Müller LEVAL curve light is also quick and easy thanks to the detailed instructions and can be carried out by almost anyone.

Tops

• easy assembly
• high response speed
• smart lighting concept

Flops

• straight light beam cannot be manually adjusted
• does not work with very powerful lights

For more info visit bumm.de

Der Beitrag The Lab: The Busch + Müller LEVAL curve light – The clever assistant erschien zuerst auf E-MOUNTAINBIKE Magazine.

Ceteris paribus – most of us will have encountered this Latin phrase in maths or physics class, though you might not remember it. It means “all else being equal”. What happens in a complex system when all conditions are fixed and you change just a single variable? Ceteris paribus is crucial for scientific experiments, in order to determine the isolated effect of one variable.

The ceteris paribus assumption doesn’t exist in the ebike industry, or rather: not yet. As eMTB editors, it is our job to fully understand and evaluate ebikes as complex systems, and to convey their unique characters to our readers. A direct comparison of individual parameters, like the motor, is neither possible nor is it necessarily expedient. Our eMTB and motor group tests regularly emphasise that a motor is only as good as the bike it’s in. But now SIMPLON have stepped onto the scene with the Rapcon and a broad choice of motors to choose.

Three motors, four bikes, one recipe for success – The SIMPLON Rapcon

The premium Austrian bike brand is a permanent fixture in our group tests and the group tests of our sister magazines. The SIMPLON portfolio includes a wide range of analogue and electric mountain bikes. The bikes can be built to your liking using the in-house configurator, so almost no SIMPLON is the same.

But you can also use the configurator to build four almost identical SIMPLON mountain bikes, with the only difference being the motor and its corresponding hardware.

The gravity-focused SIMPLON Rapcon is available both as an analogue mountain bike and as an eMTB with a TQ-HPR50, Bosch Performance Line CX, or most recently, Pinion MGU E1.12 motor. We’ve pitted it against the best MTBs and eMTBs in a variety of configurations and numerous tests, but never against itself. How does the bike and its handling differ if you only change the motor system, and are there other unexpected differences?

What is the difference between the Rapcon, Rapcon and Rapcon, and which is the best Rapcon?

Before getting to the practical part of our ceteris paribus experiment, we must define the variables. That means laying the hard facts of the four Rapcons and their different motor systems on the table. Starting with the prices, the analogue SIMPLON Rapcon is available from € 5,599. The SIMPLON Rapcon Pmax TQ with the TQ-HPR 50 motor starts at € 8,699. You’ll have to fork out at least € 8,999 for the Rapcon Pmax CX with a Bosch motor. And the Rapcon Pmax Pinion has the highest barrier to entry, with prices starting at € 9,999.

The large price differences were reduced slightly once we pimped the test bikes according to our preferences. After upgrading to FOX FACTORY air suspension with a burly FOX 38 fork and FLOAT X2 shock, the first three SIMPLON Rapcons were specced with wireless SRAM GX Eagle Transmission drivetrains. The SIMPLON Rapcon Pmax Pinion doesn’t offer any drivetrain options in the configurator because there’s an integrated gearbox in the motor. Further upgrades like powerful brakes, outrageously expensive wheels, and long-travel dropper posts rounded our test fleet off perfectly.

As tested, with all bikes being specced almost identically, the analogue Rapcon underwent the steepest price increase, ringing in at € 8,614. The TQ variant had the smallest price increase, coming to € 10,365. The Rapcon Pinion dropped down the list, becoming the second most expensive bike at € 11,934. Taking the lead is the Bosch-equipped Rapcon with the limited-edition Bosch Performance Line CX-Race motor, which can be yours for a whopping € 11,984.

The first differences between the individual motor systems already show up in the configurator. The TQ system offers the least room for configuration. A 160 Wh range extender for € 620 is the only motor system upgrade available. Regarding the main battery, remote, and display, the TQ system is about as indulgent as Henry Ford when it came to the colour of the Ford Model T: “You can have it in any colour, as long as it’s black.” The permanently integrated 360 Wh main battery, HPR Display V01, and remote are mandatory. There are no other options besides this.

With the SIMPLON Rapcon Pmax CX, on the other hand, the Bosch parts catalogue opens up a wide range of remotes, displays and batteries to choose from. The Rapcon CX is available with either a 500 or 750 Wh battery. We opted for the larger model for an extra € 330. Therefore, we didn’t go for the 250 Wh range extender, which would have cost us € 475 extra. The stand out feature of the Rapcon CX is that you can choose between the Performance Line CX motor and the CX Race variant for an additional € 550. We get weak at the sight of the grey housing and red accents, compelled to choose the race-proven model.

The Rapcon build with the Pinion MGU motor obviously has no drivetrain options in the configurator, though you’ve got a choice of three display and remote combos. One of the most noteworthy features of the motor system, which was created in cooperation with FIT, is the choice of battery sizes. The smallest main battery starts at a considerable 720 Wh capacity. For € 200 more, you can get the bigger battery with an insane 960 Wh (only on sizes L and XL). You can top that up with another 470 Wh with the € 780 range extender, which attaches to the down tube. With a capacity totalling 1,430 Wh, you won’t have to worry about charging until the next summer solstice. We went for the more reasonable “small” 720 Wh option.

Handling and maintenance – How time-consuming and labour-intensive are the four SIMPLON brothers to maintain?

How do almost € 43,000 worth of test bikes weigh up on the scales? The analogue SIMPLON Rapcon can be picked up and weighed with one hand, coming in at 15.86 kg in size M (the same size as all the other models).
The almost identical-looking Rapcon Pmax TQ tips the scales at 19.98 kg. We had to use both hands for the 23.94 kg Rapcon Pmax CX, and the SIMPLON Rapcon Pmax Pinion pushed our 25 kg scale to the limit, weighing in at 25.02 kg.

If you encounter a hike-a-bike section on the trail, it’s relatively easy going with the TQ Rapcon, which can even be shouldered if the push-assist doesn’t help. Of course, the same applies to the analogue Rapcon.

But the weight differences are noticeable when loading and handling the bikes off the trail, too. You can still get the analogue Rapcon on the roof rack on your own. Handling the Rapcon TQ is just slightly heavier. That’s a good thing considering that the permanently integrated battery means you’ll have to carry the bike upstairs into your apartment for charging if you don’t have access to a power outlet downstairs.

The Bosch equipped Rapcon turns out to be a bit unwieldy. Unless you feel like struggling with the bike’s almost 24 kg heft, removing the battery is a somewhat fiddly affair, be it for charging or transporting the bike. The long Bosch battery can only be accessed via the bottom of the down tube. To remove it, you must first remove the skid plate, pull out a plug, push it aside, and then shake the very tight fitting battery out of the frame.

The Pinion Rapcon is even heavier, but at least it’s a bit more user-friendly when it comes to removing the battery. If you have the key at hand, a quick twist of the lock is all it takes to make the battery pop out of the frame. However, if you want to transport the bike with the battery removed, it will be left with a gaping hole in the down tube.

In return, the Pinion Rapcon is easy on the nerves of home-mechanics when it’s time for maintenance. It’s the only eMTB without a chain, rear derailleur, and cassette. All the gears are encapsulated with the motor. According to Pinion, the motor only needs an oil change every 10,000 km. There’s no need to lubricate the belt; it’s enough to spray it down with a hose to wash off the worst of the dirt. The three somewhat lighter, chain and derailleur equipped bikes, on the other hand, require regular cleaning and lubing.

It’s clear that despite their similarities, handling the four Rapcons can be a vastly different experience. But enough of the chit chat, it’s time to head out there and find out how the Rapcon siblings are received by you folks.

Street credibility – How are the different SIMPLON Rapcons received by the bike community?

If you approach a group of analogue riders with either the analogue Rapcon or the Rapcon Pmax TQ, you will be welcomed with open arms. SIMPLON have integrated the TQ-HPR50 system so seamlessly that it’s hard to distinguish from the analogue model.

The motor itself is whisper-quiet and offers such natural feeling support that you can cruise along with a group of analogue riders without getting noticed.

The Bosch powered Rapcon Pmax CX is much less discreet. Although SIMPLON have done a neat job of integrating the motor, the oversized tubes have eMTB written all over them. At the latest, the cat will be out of the bag once you leave the rest of the crew behind in a cloud of dust with just three pedal strokes.

It also makes it difficult to agree on a route to the trailhead. While analogue riders and the stealthy Rapcon Pmax TQ – which has infiltrated the group unnoticed – will prefer sparing their energy on the way to the trailhead by taking the service roads, the Bosch rider won’t want to pass up any climbing challenges along the way, constantly making small detours to find the most technical ascent.

Although the greyish and somewhat prominent CX-Race motor will draw appreciative glances amongst full-power eMTBers, it won’t help you make friends with analogue and light eMTB riders due to the considerable performance gap.

When the Rapcon Pmax Pinion rider joins the group, the first question they’ll hear is whether they’ve chosen the European route or will rather be crossing the Sahara as they circumnavigate the globe. Bikes with Pinion gearboxes and belt drives are very popular amongst long-distance riders, and that just makes this system really stand out from the crowd. Thanks to the massive battery, the capacity of which can almost be doubled in the configurator, the Pinion Rapcon further exudes slightly more expedition vibes than its sportier Rapcon siblings. The Rapcon Pinion is also more noticeable on the trails than the other eMTBs. Not because of a slapping chain, which it doesn’t have, but due to the slightly louder hum produced by the motor and the gearbox, especially in the lower gears.

SIMPLON did a great job of integrating the Pinion MGU E1.12 motor system, but as with almost all Pinion MGU bikes, the Rapcon Pinion has a beefy look. It’s the only ebike in the group with ventilation slots on the head tube, supplying the battery with a stream of fresh air even on the hottest rides through Death Valley.

But what do you care about the superficial differences and what others think? Ultimately, what really matters is that the eMTB appeals to you. With the Rapcon series, SIMPLON pursue a unique concept that must suit your riding style.

“Same-same, but different, but still same” – The subtle, hidden differences between the four Rapcons

SIMPLON would not be SIMPLON if the Austrian brand didn’t make slight adjustments to the frames in ways that go beyond the integration of the various motor systems. So, apart from the motors, the bikes aren’t quite the same, which you’ll see when looking at the geometry. Strictly speaking, this means that the ceteris paribus assumption doesn’t apply. However, they all follow the same concept.

The Rapcon recipe is all about finding the perfect balance of composure and agility, resulting in maximum downhill performance – across all frame sizes. Therefore, SIMPLON adapt the chainstay lengths and the progression, including the rear kinematics, to suit the various frame sizes.

The geometry figures of the four motor variants already hint at their gravity intentions. The analog Rapcon and the TQ Rapcon are virtually identical. The Bosch offshoot requires just small adjustments to the frame geometry details.

The Pinion variant, on the other hand, is a little more of an outlier. It has a minimally steeper head angle, a static chainstay length – the longest of all – and a longer wheelbase compared to the in-house competition. For those who love numbers, we’ve gathered the geometry figures of our four test bikes and put them into the following table. Enjoy:

Due to the steeper seat tube and head tube angles, and the longer rear end, the Pinion Rapcon’s centre of gravity should theoretically be further forward than on the other SIMPLON Rapcon eMTBs. The weight of the rear derailleur and cassette is also eliminated, reducing the unsprung mass at the rear. These components are integrated into the Pinion MGU E1.12, further shifting the centre of gravity forward. According to SIMPLON, the proven Rapcon linkage performs even better on the Rapcon Pmax Pinion. We conducted our own tests, and encountered both subtle similarities and striking differences.

Eeny, meeny, miny, moe – Which system suits you?

For our ceteris paribus group test, we chose the incomparable trails and atmosphere of Girona in northeastern Spain. There, the analogue, Bosch, Pinion and TQ SIMPLONs already garnered a lot of street credibility on route to our test track.

The SIMPLON Rapcon Pmax Pinion leaves the biggest impression on the transfers. It has the plushest suspension of all Rapcon variants, offering the most long-distance comfort. Thanks to the powerful Pinion MGU E1.12 system, you can get shuttled through the countryside without breaking a sweat, and the semi-automatic shifting does the rest.

We compared the efficiency of the four “motors” on a not entirely representative test-loop of approximately 12 km, covering 550 vertical metres. To avoid wasting time, we only used the highest support modes. The three ebikes completed the loop hot on each others’ heels, and all of them were back at the start line after 50 minutes at the most – and let’s just say there’s little point including the analogue model at this point ;).

The fuel gauge on the Rapcon TQ dropped to about a quarter, using up 73% of the battery capacity on our test loop. For the sake of simplicity, we can therefore say the TQ motor consumed around 270 Wh, though the percentages don’t equal watt-hours one-to-one. In the aggressive Race mode of the Bosch Performance Line CX Race motor, the Bosch Rapcon drained a good 40% of the battery, with the display still showing 59% remaining capacity, using 300 Wh of the 750 Wh tank. The Pinion motor in the Rapcon Pmax Pinion proves to be particularly suitable for long distances, only treating itself to just under a quarter of the battery capacity, according to the display. It drops to 75%, which corresponds to a consumption of 180 Wh from the 720 Wh battery, assuming our simplistic 1:1 calculation. As always, battery consumption is heavily dependent on the riding style and the rider (weight), making it difficult to replicate. As with any US car advertisement, this all comes with the following disclaimer: “your mileage may vary”.

The analogue SIMPLON Rapcon completes our test loop only as fast as you’re able to pedal, of course. However, it should be noted that it climbs impressively for such a capable, gravity-focused bike. The rear suspension strikes a good balance between efficiency and sensitivity, pedalling without bobbing too much yet offering plenty of traction on steep, technical climbs. Other enduro bikes could learn a thing or two from the SIMPLON Rapcon.

Only the ground clearance is somewhat limited on the analogue Rapcon: it has a relatively low bottom bracket as is, and it’s the only bike on test with 170 mm cranks, which increases the risk of pedal strikes. The three ebikes don’t need the extra leverage to generate propulsion, relying on stubby 160 mm cranks.

The SIMPLON Rapcon Pmax TQ feels very similar to its analogue sibling going uphill. The very natural assistance and quiet operation of the TQ-HPR50 motor simply makes you feel like you’ve got super strong legs, rather than feeling like a motor is pushing you uphill. The respectable climbing qualities of the analogue Rapcon, coupled with the support from the motor, gives you the confidence to tackle even the most technical ascents. But it doesn’t get up the climbs as effortlessly as the Bosch Rapcon, for example. To extract the maximum power from the TQ-HPR50 motor, you must pedal at high cadence, which proves to be challenging on very rough terrain since the bottom bracket is as low as on the analogue Rapcon.

While the analogue Rapcon and the TQ Rapcon claw their way up the mountain like Alex Honnold, the SIMPLON Rapcon Pmax CX with the Bosch CX Race motor is the mountain goat in the quartet, conquering the summits in a gallop. The incredibly responsive and powerful motor catapults the CX Rapcon up every climb. The long sustained assistance lets you maintain your momentum while keeping the cranks horizontal. That way you’ve got more ground clearance and are able to conquer obstacles with ease. There’s no risk of the motor grinding to a halt on a long climb, even if your legs get tired. The smooth SRAM GX Transmission drivetrain on our test bike also provides a wide range and pleasant gearing increments for technical climbs. Furthermore, if you approach a climb in a gear that’s too high, it will reliably shift into an easier gear even under high loads, without feeling like you’re splitting the rear derailleur in two.

We were hoping for a little more from the SIMPLON Rapcon Pmax Pinion on the climbs. Although it’s just as powerful as the Bosch counterpart on paper, it can’t keep up with the CX Race motor in terms of actual power delivery and the sustained response. Even the ample traction generated by the rear end can’t help it keep up with the Bosch-powered Rapcon. The internal gearbox offers a wide gear range and lots of torque in the low gears. However, this is not as directly linked to the pedalling input as with the Rapcon CX. The shifting also takes some getting used to compared to the bikes with derailleurs. The Pinion gearbox times the shifts itself. When shifting gears, the cranks spin freely for about an eighth of a turn, which can throw you off balance and mess up your timing.

The excellent balance of all four Rapcon ensures intuitive and confidence-inspiring handling on the descents. Nevertheless, the analogue and TQ Rapcons outperform the two full-power eMTBs on the descents. Neither the CX- nor the Pinion-powered Rapcon can keep up with the agility and liveliness of the two lighter models. While the two “big” eMTBs can make you doubt whether you’ll clear certain gaps, their lightweight siblings almost let you hit any jump without first gauging the distance.

There are some differences between the Rapcon TQ and the analogue model, nonetheless. The analogue Rapcon sets the bar in terms of agility, whereas the TQ Rapcon is a bit more composed and slightly less flappable in the air – the additional weight does have some benefits.

If you plunge headlong down the trail on any Rapcon, all four (e)MTBs have enough reserves to forgive overshot landings or missed lines. Blasting over roots and ploughing through rock gardens, the Rapcon family offers loads of traction and stability, thus instilling you with high levels of confidence. Only the somewhat sluggish Pinion SIMPLON has a hard time keeping up. It has the softest suspension of all four models, and the rear wheel sticks to the ground. But the more front-heavy Pinion Rapcon tends to dive deeper into its travel when braking before the corners. In extreme situations, this can make the front wheel wash out, whereas the other three contenders can navigate the tightest corners.

Even if the four SIMPLON Rapcons seem like quadruplets at first glance – apart from the motors – the Pinion Rapcon didn’t inherit quite the same sporting genes as its three siblings. In return, you get high-capacity battery options, the plushest, most comfortable suspension, semi-automatic shifting, and a low-maintenance belt drive, making it the best option for touring.

So, which model, or which motor, suits you best? If you had to choose one common denominator to distinguish the handling of the four SIMPLONs as clearly as possible in order to find out which type of rider they would suit, it would be “sporty”. Admittedly, you could argue about whether a capable descender is more or less sporty than one that excels on technical climbs. Nevertheless, for the purposes of this comparison, we’ll say the analogue Rapcon is at the sportiest end of the spectrum, followed by the TQ Rapcon, then the CX Rapcon, and the least “sporty” option being the Pinion Rapcon. The analogue Rapcon is the most demanding, but it rewards active riders with the highest degree of agility. Lack of input doesn’t get punished as much on the full-size eMTBs, compensating for it with their powerful motors. But they also absorb more of your power when you’ve got an active riding style, resulting in a relatively passive handling.

The chicken and egg problem – Does the motor affect the bike or vice versa?

Thanks to four iterations of the supposedly same bike, SIMPLON manage to cover a relatively wide range of use cases. We don’t know if this was their intention.

Even if the basic elements of the Rapcon recipe have been retained, the handling of the four bikes differs significantly. It goes beyond the different motor parameters. The differences are strongly determined by the integration of the motor system, as well as by small adjustments made in order to harmonise the bike’s character with that of the motor. It’s not clear how much the versatile Rapcon platform influences, limits, or favours the performance of the different motors and, conversely, how much the different motors’ characteristics rub off on the bike’s inherent traits. We don’t think we’ll be able to conduct a more direct comparison of the different motors in the near future, either, yet our first attempt still leaves us with many unanswered questions.

If there’s one thing this experiment has shown us, it’s that our mantra can be reversed. Both are true: a motor is only as good as the eMTB in which it’s fitted, but an eMTB can also only be as well-suited for an intended use as the motor fits this purpose. A light-footed mountain bike will be severely limited by a 9 kg motor system, no matter how efficient the pedalling. It would be more likely to lead to an imbalanced feeling bike. And, conversely, no matter how efficient the suspension, a light eMTB won’t be able to compensate for the raw power of a full-size eMTB on technical climbs.

However, this realisation comes with certain caveats because it cannot be transferred directly to any other eMTB, and it could be proven wrong in the coming years. For more meaningful results from a direct motor comparison, we would have to repeat our ceteris paribus experiment with other identical platforms to determine how much the handling of an eMTB is influenced by the motor, and how much by the platform itself. Modern motors can already be tuned so much by the software alone that you could be fooled into thinking that they’re two completely different systems. The smaller, lighter, and more powerful these systems become, the more pronounced this effect will be. So things stay exciting, and the question of which system suits whom is still far from being answered.

You’re unlikely to get any closer to a direct motor comparison than with the four SIMPLON Rapcons. Although the motor has a big effect on the character of each Rapcon, it’s not the only determining factor. Instead of focusing on a motor when buying a bike, you should think more about how you intend to ride the eMTB. Doing so will expand your horizons, and you’ll be more likely to find your dream bike, with a motor and concept that suits your needs.

Visit simplon.com for more information about our test bikes.

Der Beitrag One ebike, three different motors – Which is the best SIMPLON Rapcon? erschien zuerst auf E-MOUNTAINBIKE Magazine.

Where is the end of the world? Your first thought might be “right here, at home”. And we’ll give a slight nod in recognition of all the god-forsaken, forgotten places we’ve been to in Germany, where it feels as though you really do live in the back-end of nowhere. But these places often have one similarity. The riding is hella’ good! And the same goes from where we just went! But, back to the question, where is the end of the world, if not there? There are at least 13 places around the world that claim this questionable heavyweight title that’s somewhat perversely drenched in adventure. For Germans, the closest geographical “end of the world” is somewhere amongst the deep trees on the banks of the River Rhein – according to its residents at least. Other Central Europeans are probably thinking of New Zealand, which is pretty much as far away as we can get. Or what about the Cape of Good Hope on the southernmost point of Africa, the coast of Tierra del Fuego, or even Fisterra in Spain, where pilgrims for whom the entire Way of St James isn’t enough, add onto their hike after Santiago de Compostela.

Patagonia – At the southern end of the world

We were travelling to another end of the world, which promised a welcome break from the grim European winter: Patagonia. Back in the 1500s, the Spanish explorers who landed here dubbed it the edge of the world. It has since become a must-visit for researchers, adventures, and artists. Even today, Patagonia is still swarming with myths and legends with unexplored corners that instil fear into those who dare to venture near them. For an E-MOUNTAINBIKE Adventure to the end of the world, it felt perfect!

The end of the world isn’t so far away after all

Luckily, times have moved on since the Spanish conquistadors spent months crossing the ocean. We are able to make it from Germany to Patagonia within 24 hours via quick landings in Paris and Santiago de Chile. For anyone looking to make the same journey, book a window seat on the left of the plane for an undisturbed 4-hour view of the snow-covered peaks and 300 km-long glaciers. The view will be first class, even if the leg room isn’t.

It briefly crosses our mind to question the validity of calling our trip an adventure when we get on board the aeroplane knowing there’s a tour guide and a legitimate bike park waiting for us when we land. However, we’re consoled by the thought that this trip isn’t about seeking out an adventure, instead, we want adventure to find and surprise us – quite the opposite. We didn’t even have to go to Patagonia. We could have gone to any out-of-the-way town or Podunk because all we needed was enthusiasm, an openness to opportunities and some imagination.

Travel tips with Patagonia MTB Trails – What’s on the must-ride list?

Before the trip, we sat down with the guiding company Patagonia MTB Trails for a digital meet-up. This team not only opened the world’s southernmost bike park but are essentially responsible for the entire enduro MTB scene in Punta Arena. Javier’s English is pitch-perfect and after he admitted to having read our ENDURO magazine since the beginning, we knew he was the right guy for our trip.

Numerous WhatsApp conversations and seven weeks later, we landed in Punto Arenas, Chile, one of the southernmost cities in the world. There was no fixed plan of what we’d be doing in this town of 125,000 residents. It felt like a very transitory place—a base for excursions, a quick pit-stop on your way to an adventure. But that suited us just fine for now.

We were also in a bit of a transitional phase, knowing that we didn’t only want to ride our bikes, but also explore a glacier, go horse-back riding, live the life of a local, and maybe even hike. Patagonia is the stuff of dreams, as well as myths, legends and even giants –at least, according to the European explorers who came across huge footprints in the wilderness. Turns out these footprints belonged to the Tehuelche people, who although physically bigger than Europeans, also happened to swaddle their feet and leave significantly bigger prints behind them. This reality-check didn’t come to light until centuries after Magellan’s return and subsequent naming of Patagonia. When we think about how vast the region is, we’d love to get ourselves some of those giant feet so that we can cover more ground!

Now we’re here, we come up with a more definite plan to follow the Ruta del Fin del Mundo, the route to the end of the world: We’ll drive a pick-up truck through the steppe, go ebiking in the bike park and on the Klippen trails, ride horses across the grasslands, and kayak across the glacial lake. There’s unanimous agreement that the most important thing is remembering that we can dip in and out. In Patagonia as in life, everything’s optional and nothing’s obligatory.

Where it all began: Patagon Bikepark Punta Arenas – From 4 to 100!

Javier is one of those riders who caught onto enduro mountain biking hype early, when people thought cross-country and endurance were as rough as it could get. His community started small with just 4 dedicated riders but has since grown to over 100 enduro enthusiasts. The Patagon Bikepark in Punta Arenas is Javier and his business partner Juan Pablo’s home base and something of a passion project with 11 enduro trails covering blue to black. But what makes it really special is that it’s the world’s southernmost bike park, covering around 90 hectares in the Nacional Magallanes Nature Reserve. As we start driving (having eventually got the ancient pick-up bump-started and adventure number one now truly ticked off), the sight of freighters in the strait and huge boats in our rear view mirror detract a little from our notion of being at the end of the world, but the civilisation gets balanced out by the drama of the pick-up, whose start motor hasn’t worked for years and whose wheel arches are absent. But who cares? We wanted raw and real so that’s what we’re getting.

Despite having a ski resort as a neighbour, the Patagon Bikepark Punta Arenas isn’t serviced by a lift. Luckily, it doesn’t matter as a proper downhill bike would be overkill here anyway. There’s minimal vertical metres and you can pedal comfortably up the access roads on a trail or enduro bike. However, a lightweight eMTB would be your best choice for a spot like this, which is exactly what we’ve got to enjoy the flow trails and perfect dirt. (Side note: We found the jumplines were too muddy and exposed to the winds, so we were reluctant to get blown away.) Patagonia’s summer season evidently has some similarities with the Northern European one! But were we getting enough adventure? Not quite, we decided. We had to get further away from the city.

Next Stop: Puerto Natales – The mecca for outdoorsy folk

We make a sensible decision to change vehicles for the next part of the trip and even the locals agree. We load the bikes and rejoin the legendary Ruta del Fin del Mundo on our way to Puerto Natalas, which we’re told is like the smaller and more charming sibling of Punta Arenas. It takes two hours of emptiness to get there. It feels promising and the sight of the Starlink base on the way out from Punta Arenas reminds us that we’re entering the middle of nowhere – this is the final telegraph station of the Instagram era, after all. The journey goes in a flash despite – or perhaps because of – this nothingness. The non-stop consumption of mate teas, the drink of choice around here, certainly helps too.

Puerto Natalas is a captivating, almost picture book perfect little town that radiates a mix of base camp charm, the promise of excitement and a touch of luxury. Think outdoor vibes alongside high-end hotels with four-star prices and hipster cafés with La Marzocco portafilters (envy!). There are still reasonably priced hostels, though, so we book two rooms for $ 80 and immediately go into the town to mingle with the hordes of tourists, meet the locals, and feast. Not only do we catch snippets of German conversations on every corner, which makes us feel weirdly at home, we also note that we’re fully acclimatized to the unspoken dress code. It appears there’s a genuine purpose for gorpcore if you’re in Patagonia, so it’s good that we’re all clad in GORE Wear, VAUDE, North Face and the likes. Javier smiles wryly as he charts how the region’s hiking culture has changed since the 1990s. These days it might seem like the staffed mountain huts in the Torres del Paine national park have extortionate prices (like $ 100 for a bed in a mixed dormitory), but it’s way on to combat mass tourism.

Mate gives you wings – Tea, eMTB and the Andes condor

In Javier’s eyes, no trip to Patagonia would be complete without a glimpse of the native Andean Condor, the largest of all the world’s birds of prey with a wingspan measuring over 3 metres. He tells us there’s a prime spot just 25 minutes away by car. We boil some water for another round of mate tea, prepare the road sodas, and head towards the rocky cliffs of Laguna Sofia, hoping to see the birds at eye level. Unfortunately, strong winds and cool temperatures mean the skies are empty of these majestic, feathered flight specialists.

Are we disappointed? Hell, no. This location is otherworldly and our eMTBs quickly lend us our own wings. They say the greatest trail is the one you’re on right now, so we went straight up a technical climb, got a jaw-dropping view in another direction, then dropped into a great descent that plastered a grin on our faces. Again! Again! To end, we rolled into Lagune for a refreshing Cerveza Austral and a front row seat of snow-capped mountains.

Afterparty – Last Hope Puerto Natales

The day is drawing to an end, but there’s still a surprise in store for us. It takes the form of a DIY roadside shrine, surrounded by sacrificial offerings like water, cigarettes and alcohol. Javier nods: “El Gauchito Gil,” he goes on to explain: “A sort of patron saint for the people of Patagonia, especially the Argentines, although he was never recognised by the Church.” According to legend, he’s a Robin Hood-type character that stole from the rich to give to the poor.

It’s late when we get back to Puerto Natales, but we’re too wired from the day’s excitement to sleep. Okay, and a little bit drunk, too. “There’s only one thing for it,” laughs Javier, leading us to a bar where we’re served llama. There’s some hesitation on our part when the menu is translated, but the food is exceptionally tasty. From here, we go to the Last Hope Bar, which has its own gin distillery. Later, fuelled on said gin, you may have spotted us keeled over with laughter having taken part in an impromptu shopping trolley rally. Yep, what a night.

And the following morning? Are you expecting us to complain of terrible hangovers and regrets? No way. This is the beauty of not having a plan. The agenda is limitless, and our trip to the end of the world (or rather, to one of the 13 ends) is far from over. There’s still time for us to ride across the prairie with dogs in tow and mate swilling around our mouths. There’s still time to taste pisco sour, Chile’s national drink, with hand-picked (by us, no less!) crushed ice from Lago Grey that’s fed by the 12,000-year-old, 21 km-long glacier. And to see the devastating effects of climate change up close, evident in the way that the glacier has so starkly retreated over recent decades. But this blunt reminder won’t be enough to stop us enjoying the following day’s stunning hike and awesome kayaking trip. We’ll admire the intricate natural sculptures in the iceberg graveyard, observe the awe-inspiring colours that the ice creates as surreal blue hues and a psychedelic aura swirl around us. But throughout it all, we’ll practice caution, because the steep edges and constantly shifting ice blocks can be dangerous. So even though adventure should always have a whiff of danger, you’ve still got to listen to reason.

Has our story sounded like a dream? It was. A dream of adventure, freedom and vastness that became reality. A dream of strangers that became friends. Of the unknown becoming familiar. Of life. Of experiences. A dream that you can take with you into the daily grind provided you’ve got your mind set on adventure. A dream that translates into a lesson: Have courage next time you see the unknown – don’t give it a wide berth.

The end of the world starts in your headf

So, we made it to what’s supposedly the end of the world (or one of them, at least), and it was a legitimate adventure that we won’t forget in a hurry. But did we have to travel halfway around the world to get there? Perhaps not. The end of the world can be the line in the head, the official border between how far you’re willing to push yourself and where the hard limit of your comfort zone lies. The extent of discovery that you can have on your doorstep relates to your spirit of adventure, rather than a specific place. But whether you want one adventure or an infinite number of them on repeat, it all comes down to having the courage to get outside. Fortunately, in 2024, you don’t have to be named Magellan or Columbus to experience something wild. You just have to go out there.

More information: patagoniamtbtrails.com

Der Beitrag Ebiking in Patagonia – Everything has an end – but the world has 13. erschien zuerst auf E-MOUNTAINBIKE Magazine.

Spoilt for choice: modular battery concepts for e-mountainbikes?

The battery arms race is slowly fading away. With the ever-growing range anxiety pushing customers towards bikes with larger batteries, the bike industry responded, providing their bikes with increasingly bigger batteries and telling end consumers that big batteries are essential to the riding experience, adding more fuel to the fire. We’ve been pushing manufacturers to rethink their strategies over the past few years, and now many of them have finally recognised that there are other factors that are far more crucial when buying a new eMTB: the buyer’s individual needs and a suitable, coherent overall concept. The test field of our 2024 eMTB comparison test still includes some bikes with massive batteries, like the Canyon Torque:ON and ROTWILD R.X1000 ULTRA, which come equipped with 900 Wh and 960 Wh batteries, respectively. However, modular battery concepts are gaining the upper hand. The reason for this is that some manufacturers allow you to choose from different battery configurations at the time of purchase, and/or to expand the main battery with a range extender. And while a lighter bike should generally have better handling qualities, that’s not always the case in real life. Instead, this means that you can simply plug in a range extender to bolt on some extra fun – practical!

The range of e-bike motors is wider than ever!

There isn’t such a thing as the best ebike motor ever. Rather, the range of motor systems is wider than ever: from small, almost invisible motors with light or medium assistance to powerhouse beasts, the choice is huge. Motor manufacturers are pursuing a wide variety of approaches. For example, you can get a discrete, almost invisible TQ-HPR50 drive, which impresses with a particularly natural ride feeling, or a powerful Bosch Performance Line CX. And then there are new concepts too, like the Bosch Performance SX motor, which blurs the lines between light ebikes and full-power eMTBs. There are also some fresh, innovative players in the market, like Pinion with their new MGU E1.12 motor/gearbox unit, which aims to minimise maintenance. It’s also important to consider the ecosystem of extra features around the motor itself – many motor systems are complemented with practical features that make them more pleasant to use, e.g. navigation functions and theft protection, like Bosch’s eBike Lock, which shuts down the motor functions.

Old-school vs. new-school – clever gears on ebikes

Are cable-operated rear derailleurs a thing of the past in the high-end market? As recently as last year, many top-spec bikes still had a mechanical derailleur. In this year’s e-mountainbike test, however, it’s only 22% of the test field, while the remaining 78% comes equipped with an electronic drivetrain. These offer far more precise shifting, while at the same time ensuring a cleaner overall look. Above all, however, they enable manufacturers to implement additional functions that wouldn’t be possible with cable-operated drivetrains. With their Eagle Powertrain motor, SRAM enable automatic shifting through the Auto-Shift function, and also allow you to shift without having to pedal. Shimano also played a pioneering role with this kind of technology, and are following a similar path, offering the same features with their EP801 motor and electronic XT Di2 drivetrain. That’s a big step into the future of e-bikes, even though the new shifting features currently only bring advantages on leisurely tours. In complex Trail scenarios, on the other hand, automatic shifting quickly reaches its limits, as the shifting algorithm often doesn’t have enough time to shift into a suitable gear. With their MGU E1.12 motor-gearbox unit, Pinion offer a huge range of useful functions. The Start.Shift and Pre.Shift function allow you to select a suitable starting gear via the app, while a semi-automatic function selects a suitable gear for a set pedalling cadence.

Lighter, faster, stronger? The development of weight in e-mountainbikes

Weight is still one of the hottest topics in e-mountainbiking. Over the last few years, weight has been steadily rising due to increasing battery sizes. This year, four of our competitors weigh over 25 kg. However, the trend is beginning to reverse – the average weight has fallen by 0.2 kg compared to last year’s test. The reason for this is that battery capacity has levelled off between 600 Wh and 800 Wh. While in our last major eMTB comparison test, the average battery capacity was still around 630 Wh, this year it has dropped to 600 Wh. In addition, constant technological developments are enabling manufacturers to use lighter motor components without sacrificing performance. Many modern e-mountainbikes come with a carbon frame. While in our 2023 eMTB group test, 4 competitors still relied on an alloy frame, this year it was just 2 out of 27 bikes, the FOCUS SAM² 6.9 and Moustache Samedi 29 Game 11 FOX. At 27.1 kg, the FOCUS is the heaviest bike in test, while the Moustache tips the scales at 24.6 kg, weighing less than some of the carbon eMTBs in the test field. The advantages of carbon are obvious: it allows manufacturers to build lighter, stiffer bikes and gives them more freedom with frame designs. In terms of sustainability and environment, however, carbon still splits opinions. When it comes to riding performance, weight must always be considered in the context of the overall concept. The weight of an e-MTB cannot be determined by individual points, as a range of different factors can add up to influence the weight and ride quality.

Mechanicals, bad luck and breakdowns – Why are so many e-mountainbikes breaking down?

Manufacturers still have lots of work to do. While it’s true that eMTBs are significantly more complex than analogue MTBs and have considerably more components, there’s still a lot of room for improvement in terms of durability and spec next to analogue MTBs. Although we experienced fewer breakdowns than last year’s eMTB group test, we had our fair share of issues this year: from broken lights, cracked motor covers, loose spokes and broken cranks, to batteries that refused to charge and bikes that wouldn’t even start. Some bikes robbed us of a good night’s sleep, keeping us in the workshop deep into the night after a long day of testing to get them up and running again for the next day. Nobody wants to do that! Once again this year, we realised that many components aren’t robust enough, and that some manufacturers don’t care too much about quality control – and in some cases, that the bike’s haven’t even finished development yet. Who wants to spend the evening faffing around with their bike rather than enjoying a pizza and pint with their mates, especially on a hard-earned holiday?

EMTBs are more diverse than ever, and the differences are bigger than ever too. Whether you’re a mean trail shredder or a leisurely tourer, in this day and age everyone can find the right eMTB. Bikes are getting smarter, incorporating clever features like automatic shifting functions. At the same time, modular battery concepts allow you to customise your bike to suit the way you ride. However, alongside some incredible eMTBs, there are some bikes that fail to deliver the performance they (and their price tag) promise! There are still major flaws in terms of both component choice and the reliability of the motor systems.

Der Beitrag 2024 e-bike trends – the most important findings from our big e-mountainbike test erschien zuerst auf E-MOUNTAINBIKE Magazine.

GasGas have long been part of the furniture in the motocross and moto trials scene. The Spanish brand is even represented in the Dakar Rally, and debuted in MotoGP in 2023. GasGas were fully acquired by the Pierer Mobility Group in 2020, and they’ve been active in the e-bike segment ever since. However, the GASGAS ECC 6 doesn’t rely on a direct injection 2-stroke motor, but rather comes equipped with a relatively new SRAM Powertrain drive system instead, which delivers 90 Nm of torque and draws its power from a 630 Wh battery. This can be removed from the down tube, and is protected by a plastic cover. And that’s not the only one, because plastic covers seem to be a recurring theme here. Unlike other manufacturers, however, GASGAS don’t try to blend the countless covers into the frame – quite the contrary! They put them right in your face, creating a polarising MX look, and making the GASGAS ECC 6 one of the most unique-looking competitors in this test field, made even more unusual by the SRAM Eagle Powertrain motor, which is only represented twice in the test field.

For an overview of the test fleet head to the group test: The best eMTB of 2024 – 27 of the most exciting models in our comparison test

What sets the 2024 GASGAS ECC 6 apart from the competition?

Red paint finish, white decals, striking suspension design and a shedload of plastic panels – the GASGAS eMTB looks a lot like one of their motocross bikes. The panels on the top and down tube act as a double floor above the carbon frame. Underneath them, GASGAS painted cheeky slogans on the frame, like “Your race my party” or “Look! I’m naked”, which come to light as soon as you remove the panels. The covers are only there for aesthetic purposes, and are secured to the frame with simple pressure buttons – only the fender on the down tube in front of the battery is bolted to the frame and can’t be kicked off accidentally. However, our test crew had mixed feelings about the covers – looks are a subjective matter! At least they didn’t interfere with the riding performance of the bike, and they attracted countless nods of approval on and around the test track – and we respect GASGAS for thinking outside of the box! Admittedly, the Spanish brand enjoyed a slight home advantage since we carried out the tests in Santa Coloma de Farners, Spain.

Assistance is provided by a SRAM Eagle Powertrain motor, which delivers 90 Nm of torque and is protected against impacts by a chucky metal skid plate. The motor draws its power from a 630 Wh battery, which can be removed from the down tube for external charging – something you might need to do more often, as it has less capacity than most of the other full-fat bikes in this test. To do this, you’ll have to remove two bolts first, which is a bit finicky because one requires a 5 mm Allen key while the other needs a smaller 6 mm. The SRAM AXS Bridge display is integrated into the top tube and ensures good readability. While it reminds us a bit of the Specialized MasterMind TCU display, it offers significantly less information, meaning that you can’t call up performance-relevant data such as the current speed or cadence.

The GASGAS’ suspension is the result of a co-operation between WP and DVO – all in the name of moto-nostalgia! DVO have long been an integral part of mountain biking whereas WP are breaking new ground in the sector and have “only” contributed with their Cone Valve technology, which is meant to improve the sensitivity of the suspension. The 170 mm WP DVO Onyx D1CV OTT fork is finely tunable, combining externally adjustable high and low speed compression damping with just one rebound dial. The WP DVO Jade X VC coil shock, which controls 160 mm of travel at the rear, is slightly less standard, featuring an additional air chamber that allows you to fine-tune the final progression of the shock based on the rider’s weight. While this makes for very potent, versatile suspension, it’s not as intuitive to set up for beginners. SRAM provide a RockShox Reverb AXS dropper post, which, just like the drivetrain and motor controls, is wireless. The lower left button on the handlebars activates the 170 mm dropper – too short for a modern eMTB – while the upper button allows you to switch between the motor’s riding modes, Rally and Range. The 12-speed SRAM GX Eagle AXS Transmission drivetrain allows you to use the fully automatic shifting mode in conjunction with the SRAM motor.

Tuning tip: Download the WP/DVO setup guide, and take time doing your setup

What is the 2024 GASGAS ECC 6 capable on the trail?

When setting off with the GASGAS, there’s no ears-shattering exhaust noise banging on your helmet, but the pleasant chirping noise of the electronic drivetrain keeping you company, with the SRAM Powertrain motor ensuring an excellent uphill performance. The GASGAS ECC 6 places you in a comfortable, balanced pedalling position, with only a slight pressure on your hands, which quickly vanishes as soon as the gradient steepens. However, there are only two support modes to choose from, which can be a bit disappointing when you tackle technical climbs. The motor pushes smoothly yet eagerly but, if you come from a bike with Bosch’s CX Race motor, like the Pivot Shuttle AM, you’ll miss the quick response of the Race mode, but in return you’ll be rewarded with a more natural ride feeling. The coil shock works sensitively and reliably, ensuring a high level of touring comfort together with the Autoshift function. On technical climbs, the automatic drivetrain is overwhelmed, struggling to shift into the right gear on unexpected gradients – you’re better off bypassing it and riding in manual mode.

Covering without hiding… the plastic panels of the GASGAS make it even more of a head tuner than the bright red paint finish and white branding.

When gravity takes over, the drivetrain has even more features to offer. The Coast Shift function allows you to shift into the right gear without having to pedal and while keeping your cranks in a stable horizontal position, thus minimising the risk of snagging your pedals on roots or rocks. In a nutshell, the motor spins the chainring while the derailleur shifts, which allows you to shift into the right gear in anticipation of corners and obstacles – awesome! Handling is intuitive and very composed, meaning that the GASGAS prefers to plough its way back down into the valley in a straight line rather than down a tight, twisting trail, because the suspension sucks up the rider’s input like a sandbag with every change of direction and in every compression, requiring significantly more physical effort than its direct competitors, like the Lapierre Overvolt GLP. As a result, the GASGAS encourages a rather passive riding style, making you wish that you had a gas throttle on your right hand to pick up speed without pedalling. On steeper trails, the high, MX-style front end inspires huge amounts of confidence, while the suspension always sits high in its travel. With the right settings, the GASGAS also provides huge reserves, effortlessly gobbling up bigger hits and thus making it easy to stick to your line. But there’s a downside to the high front end: with quick, consecutive direction changes, you have to actively weight the front wheel to keep it tracking. However, to do this, you can’t simply slide forwards on the long moto seat, but have to get into a deep push-up position. Pleasing: The motor is rattle-free compared to other full-power eMTB motors on the descent.

With the GASGAS, you’ll have to actively weight the front wheel sometimes. However, here you can’t just slide to the front of the long motorbike seat and just stretch your legs!

Who should take a closer look at the 2024 GASGAS ECC 6 and who should look elsewhere?

The ECC 6 clearly appeals to old-school GASGAS nostalgics who love the bold styling. Since the Spanish company’s eMTB inspires huge amounts of confidence, it’s also a good choice for beginners. Touring fans will be impressed by the bike’s plush coil shock, comfortable riding position and, of course, the practical Autoshift function.

Our conclusions about the 2024 GASGAS ECC 6

The ECC 6 is obviously neither a full-blown motocross bike nor a race eMTB. However, GASGAS’ eMTB inspires huge amounts of confidence, which comes in handy particularly for beginners. However, next to the rest of the 2024 eMTB test field, it lacks agility and riding fun, which only materialises with a very active riding style. On the other hand, the GASGAS is great for longer rides, which is reinforced by practical features like the Autoshift function.

Tops

• High front end inspires huge amounts of confidence
• Unique design with a touch of moto-nostalgia
• Motor is quiet downhill

Flops

• The high front end requires you to actively shift your weight in open corners
• Sluggish handling
• Unique design is a matter of taste

For more information, visit gasgas.com

The test field

For an overview of the test fleet head to the group test: The best eMTB of 2024 – 27 of the most exciting models in our comparison test

All bikes in test: BULLS VUCA EVO AM 2 (Click for review) | BULLS SONIC EVO AM SX-I (Click for review) | Canyon Strive:ON CFR LTD (Click for review) | Canyon Torque:ON CF Roczen (Click for review) | CENTURION No Pogo SL R8000i (Click for review) | CUBE AMS Hybrid ONE44 (Click for review) | FLYER Uproc X 8.70 (Click for review) | FOCUS SAM² 6.9 (Click for review) | GASGAS ECC 6 | GIANT Trance X Advanced E+ Elite 0 (Click for review) | KTM Macina Scarp SX Prime (Click for review) | Lapierre Overvolt GLP3 (Click for review) | Merida eOne-Sixty 10K (Click for review) | Mondraker Neat RR SL (Click for review) | Moustache Samedi 29 Game 11 FOX (Click for review) | Orbea WILD M-LTD (Click for review) | Pivot Shuttle AM Team (Click for review) | Propain Ekano 2 CF (Click for review) | RADON RENDER 10.0 HD (Click for review) | ROTWILD R.X 1000 Ultra (Click for review) | Santa Cruz Heckler SL XX AXS RSV (Click for review) | SCOR 4060 ST (Click for review) | SCOTT Voltage eRide 900 Tuned (Click for review) | SIMPLON Rapcon Pmax Pinion (Click for review) | Specialized Turbo Levo SL Expert (Click for review) | Specialized Turbo Levo Pro (Click for review) | Spherik E-SMT XX AXS (Click for review)

Der Beitrag GASGAS ECC 6 – In our huge 2024 e-mountainbike test erschien zuerst auf E-MOUNTAINBIKE Magazine.

With the Santa Cruz Heckler, the Californian cult brand introduced their very first eMTB back in 2020, which these days runs on a powerful Shimano EP801 drive system. For the 2024 season, Joe Graney’s team introduced the Heckler’s light assistance variant, the Heckler SL, which was designed around a 60 Nm FAZUA Ride 60 motor and a permanently integrated, non-removable 430 Wh FAZUA Energy battery. This is the biggest battery capacity of all the light eMTB competitors in our test, and also the only one to feature a FAZUA motor. While the geometry and kinematics are not quite the same, the Heckler SL is meant to be the electric counterpart to the Bronson, and should therefore deliver plenty of fun on the trail with its mullet wheel setup and 160/150 mm of travel, thus carrying the Bronson’s legacy into the light eMTB segment. As a result, Santa Cruz’s downhill-orientated light eMTB generates exactly the same travel as its more powerful sibling, the Heckler, and, at 19.3 kg, is around 1 kg heavier than the average light eMTB in this test. The Santa Cruz Heckler SL XX AXS RSV we tested retails at € 12,999.

For an overview of the test fleet head to the group test: The best eMTB of 2024 – 27 of the most exciting models in our comparison test

What sets the 2024 Santa Cruz Heckler SL XX AXS RSV apart from the competition?

With its unmistakable frame silhouette and proven VPP suspension design, the Heckler SL is distinctly recognisable as a Santa Cruz. As with most Santa Cruz full-sussers, the shock sits low in the frame and splits the seat tube in two. The Heckler SL is available in two carbon versions, a particularly lightweight CC version and a slightly heavier and more affordable C version. Our test bike employs the high-end CC frame variant, which relies on a larger proportion of higher strength fibres, providing the same degree of stiffness at a lower weight compared to its more affordable C counterpart. There are two paint finishes to choose from, “Gloss Magenta” and “Matte Silver”, which is the one we chose for this test. A flip chip on the shock mount allows you to switch between a low and high setting, which alters the head angle, bottom bracket height and reach of the bike.
The cockpit reflects the overall clean look of the Heckler SL, which is partly due to the wireless SRAM AXS components and the internal cable routing. The cables disappear into the frame through conventional cable ports on the head tube, and reappear briefly at the transition between the main frame and swingarm. From here, they disappear into the seat stays only to reappear shortly before the component where they’re needed. The conventional cable routing concept makes it easier for home mechanics to service the bike. A TPU guard protects the down tube from stray rocks and flying debris, while a generously sized chainstay protector prevents paint chips and chain slap, making the Heckler remarkably quiet on the trail. Moreover, a small fender on the rear triangle protects the shock from getting bombarded with mud. However, the Bronson doesn’t feature a shuttle guard – though you could argue it doesn’t need one given that the bike was designed to replace a shuttle! Bottle cage mounts on the down tube ensure good hydration on a long day in the saddle.

The down tube has the familiar hockey stick shape typical of FAZUA-equipped bikes, and it perfectly suits Santa Cruz’s classic look, making it easier for the design team to integrate the motor into the frame. As a result, the FAZUA Ride 60 drive is seamlessly integrated into the bottom bracket area and barely visible at first glance, leaving you in doubt as to whether you’re even looking at an ebike. The motor delivers 60 Nm of torque and 350 watts of peak power, which can be pushed to 450 watts for a few seconds using the Boost function. In purely visual terms, the FAZUA motor is a little beefier than the TQ drive of the Mondraker Neat RR SL. The motor is paired with a FAZUA LED Hub, which is embedded in the top tube and shows the current support level and battery charge status with the help of 5 colour LEDs. It also features a USB-C charging port, which you can use to keep your accessories topped up. The motor is operated via the Ring Control remote, which is positioned on the left side of the handlebar. Unfortunately, the twist grip looks a little cheap and offers poor haptic feedback too, making it a little finicky to use. A charging port on the down tube allows you to charge the permanently integrated 430 Wh FAZUA Energy battery, while a spring-loaded cover protects the connection against the elements. But if you don’t have a plug in your garage, you have to lug your bike into the house.

A wireless, 12-speed SRAM XX Eagle AXS Transmission drivetrain ensures butter-smooth shifting. The RockShox Reverb AXS dropper is also wireless, but with a 170 mm of travel it offers too little freedom of movement on the bike. For the wheels, Santa Cruz rely on their in-house Reserve 30HD carbon wheelset, paired with MAXXIS tires, combining a Minion DHF in the MaxxGrip rubber compound and EXO casing at the front, and a Minion DHR II in the harder MaxxTerra compound and EXO+ casing at the rear. The soft MaxxGrip rubber compound generates excellent traction up front, while the slightly harder MaxxTerra compound ensures low rolling resistance at the rear. However, we recommend upgrading both tires to the tougher DoubleDown casing to protect the expensive carbon rims, especially if you’re on the heavier side. The suspension consists of a finely tunable RockShox Lyrik Ultimate fork and matching RockShox Super Deluxe Ultimate shock, which both deliver a tremendous performance on the trail. SRAM CODE Ultimate Stealth four-piston brakes with 200 mm rotors front and rear provide reliable and powerful deceleration.

Tuning tip: Heavy riders should upgrade to the tougher DoubleDown casing on the rear and the EXO+ casing on the front to protect the expensive carbon rims

What is the 2024 Santa Cruz Heckler SL XX AXS RSV capable on the trail?

When you swing your leg over the saddle, the Heckler SL places you in a relatively upright yet relaxed pedalling position. The high front end puts only a slight pressure on your hands, while the VPP rear suspension strikes an excellent balance between traction and comfort, albeit developing a slight bob when pedalling. All of this makes the Heckler SL a great companion for long tours. When going uphill, the FAZUA Ride 60 motor provides a very natural ride feeling, offering pleasant assistance with consistent pedalling cadences. The Heckler SL packs a punch for a light eMTB, and the FAZUA motor feels significantly stronger on the trail than the maxon and TQ drives. However, during fast-paced uphill sprints and on steeper technical climbs, the Heckler SL falls behind its direct light eMTB competitors with the powerful Bosch SX motor, like the KTM Macina Scarp and CUBE AMS Hybrid. Despite the high front end, the front wheel always remains planted on the ground, allowing you to follow your line even on steep technical sections. On tricky uphills, you can push the remote up to activate the short-term Boost function, which delivers 450 W maximum output for 12 seconds, helping you overcome technical sections.

The Santa Cruz Heckler SL is one of the best light eMTBS in the entire test field and delivers tons of fun on all kinds of trails!

When gravity takes over, the Heckler SL integrates you securely between its wheels, with the high front end inspiring huge amounts of confidence in the process. Handling is intuitive and makes you feel at ease from the get go, regardless of whether you’re a beginner or an experienced rider. Overall, the Heckler is predictable and intuitive to ride, and responds to steering inputs with clinical precision. That said, the high front end requires you to actively shift your weight over the front wheel to keep it tracking, especially in wide, open corners. In steep, technical downhill sections, the Heckler SL impresses with great composure without feeling sluggish. The intuitive handling and nimble character encourage active riders to push their limits and rewards their efforts with plenty of fun. Overall, the Heckler SL strikes an excellent balance between composure and agility, and is even more playful than the Specialized Levo SL Expert. The suspension offers a good mix of traction and support which, together with the good-natured handling, inspires confidence and even forgives the odd riding mistake. The rear suspension provides tons of support, especially when pumping through rollers and berms, allowing you to build up speed incredibly fast. As a result, the Santa Cruz Heckler SL is one of the top flow-trail cruisers in our 2024 eMTB group test – an authentic fun machine with a massive grin factor.

The Santa Cruz Heckler SL strikes an excellent balance between agility and composure.

Who should take a closer look at the 2024 Santa Cruz Heckler SL AXS XX RSV and who should look elsewhere?

The Santa Cruz Heckler SL is a great option for riders who want a bit of support for fast-paced post-work laps, but don’t want to schlep around too much weight. Santa Cruz’s light eMTB is suitable for all kinds of riders, regardless of whether you’re a beginner or an advanced rider, and carries the legacy of its analogue sibling, delivering tons of fun on the trail. The Heckler SL is also an attractive alternative for heavier riders, because at 136 kg, it has the highest maximum payload in the entire test field – although if that’s your case, you should upgrade to more robust tires with a tougher casing.

Our conclusions about the Heckler SL AXS XX RSV

With the Heckler SL AXS XX RSV, the Californian cult brand offer a downhill-oriented light eMTB with Santa Cruz’s trademark look and a rather spicy price tag. However, for your money you’ll get a well-considered spec that suits the bike’s character, and a harmonious overall package that puts a big grin on the face of both beginners and seasoned trail veterans. On the trail, Santa Cruz’s light eMTB impresses with excellent uphill traction and a good mix of composure and agility downhill.

Tops

• Top fun factor on all trails
• Great mix of composure and agility
• Highest permissible payload in the entire test field

Flops

• Expensive
• Tire casing doesn’t do justice to the bike’s intended use

For more information, visit santacruzbicycles.com

The test field

For an overview of the test fleet head to the group test: The best eMTB of 2024 – 27 of the most exciting models in our comparison test

All bikes in test: BULLS VUCA EVO AM 2 (Click for review) | BULLS SONIC EVO AM SX-I (Click for review) | Canyon Strive:ON CFR LTD (Click for review) | Canyon Torque:ON CF Roczen (Click for review) | CENTURION No Pogo SL R8000i (Click for review) | CUBE AMS Hybrid ONE44 (Click for review) | FLYER Uproc X 8.70 (Click for review) | FOCUS SAM² 6.9 (Click for review) | GASGAS ECC 6 (Click for review) | GIANT Trance X Advanced E+ Elite 0 (Click for review) | KTM Macina Scarp SX Prime (Click for review) | Lapierre Overvolt GLP3 (Click for review) | Merida eOne-Sixty 10K (Click for review) | Mondraker Neat RR SL (Click for review) | Moustache Samedi 29 Game 11 FOX (Click for review) | Orbea WILD M-LTD (Click for review) | Pivot Shuttle AM Team (Click for review) | Propain Ekano 2 CF (Click for review) | RADON RENDER 10.0 HD (Click for review) | ROTWILD R.X 1000 Ultra (Click for review) | Santa Cruz Heckler SL XX AXS RSV | SCOR 4060 ST (Click for review) | SCOTT Voltage eRide 900 Tuned (Click for review) | SIMPLON Rapcon Pmax Pinion (Click for review) | Specialized Turbo Levo SL Expert (Click for review) | Specialized Turbo Levo Pro (Click for review) | Spherik E-SMT XX AXS (Click for review)

Der Beitrag Santa Cruz Heckler SL XX AXS RSV – In our huge 2024 e-mountainbike test erschien zuerst auf E-MOUNTAINBIKE Magazine.

The No Pogo name has been an integral part of CENTURION’s portfolio for over 25 years, but the German manufacturer didn’t have a light eMTB in their product range until now. For the upcoming season, CENTURION present the CENTURION No Pogo SL8000i, which features a full carbon frame and is their very first light assistance eMTB. It generates 150/145 mm of travel (front/rear) and rolls on a mullet wheel setup, with a 29″ wheel at the front and smaller 27.5″ wheel at the rear. At the heart of the bike lies a Bosch Performance Line SX motor, which delivers 55 Nm of torque at 600 watts peak power, and draws its power from a 400 Wh battery. CENTURION’s new light eMTBMTB is aimed primarily at sporty riders and is the brand’s most expensive bike to date, retailing at € 9,999. Our test bike in size L tips the scales at 19 kg, which makes it the “heaviest” SX competitor in this test. But since the numbers alone don’t say anything about the character of a bike, we tested the CENTURION No Pogo SL R8000i to find out how it fares on the trails.

For an overview of the test fleet head to the group test: The best eMTB of 2024 – 27 of the most exciting models in our comparison test

What sets the CENTURION No Pogo SL R8000i 2024 apart from the competition?

For the No Pogo SL R8000i, CENTURION’s designers came up with a sleek look that perfectly suits the light eMTB concept. The carbon frame boasts a clean, rectilinear silhouette, and the shock transitions seamlessly into the seat stays. The cables are routed internally and disappear into the frame through the headset, only to reappear shortly before reaching the components where they’re needed. The discreet look is rounded off by a bright, rather sophisticated paint finish, with glossy clear sections giving way to a matt black finish. Upon closer inspection, you’ll notice painstaking attention to detail: particularly striking are the SAG indicators on the seat stay/shock rocker joint, which make suspension setup a little easier – provided you have a keen eye for small markings. Other practical features are the tool mount on the top tube and the additional mount on the Fizik Terra Alpaca X5 saddle, which allows you to stow away two CO2 cartridges, for example. The CENTURION Sideclip bottle cage has another clever feature: it contains a small bracket to attach a mini pump directly to the bottle cage using two O-rings – water and air supply in one clever system! The cherry on top is the 6 mm Allen key tool hidden in the rear thru axle, which also doubles up as a bottle opener.

CENTURION’s developers also did a great job with the motor integration, rounding off the overall discreet look of the No Pogo SL R8000i. Although the Bosch Performance Line SX motor is slightly beefier than its direct light eMTB competitors, the TQ and Fazua, thus making it harder to achieve seamless integration, the German designers used this to their advantage. In typical CENTURION fashion, the No Pogo has a radiator grille on the motor cover that directs the air flow and prevents heat build-up. The 55 Nm Bosch Performance Line SX motor draws its power from a 400 Wh Bosch PowerTube battery, which is permanently integrated into the down tube and can’t be removed for charging. CENTURION opted for a modular concept with a range extender. Once again, the Germans have put a lot of thought into the details, providing the down tube with two mounting points for the bottle cage and range extender. This means that you can carry either two water bottles on a hot riding day, or combine a water bottle and 250 Wh range extender when embarking on epic backcountry expeditions. The charging port is positioned at the bottom of the seat tube and protected by a clever cover that tucks away neatly inside the frame like a garage door, preventing it from dangling loosely when the charging cable or range extender are connected. To do the bike’s sporty character justice, CENTURION use an integrated Bosch System Controller in the top tube and wireless Bosch Mini handlebar remote.

Unlike with their other bikes, Centurion only use a few in-house components, instead using parts from well-known manufacturers with a sporty image. However, the cranks and spider are still sourced internally, paired with SRAM’s new electronic Eagle Transmission X0 drivetrain with a robust direct-mount rear derailleur that bolts directly to the frame. SRAM also supply the powerful CODE Stealth Ultimate four-piston brakes and 200 mm rotors, which provide powerful and reliable deceleration, even on long descents. One of the spec’s undisputed highlights is the FOX Factory suspension, consisting of a top-tier 36 mm GRIP2 fork and matching FOX FLOAT Factory air shock. Both come with a fancy Kashima coating and offer countless adjustment options, ensuring a tremendous performance on the trail. The bling suspension is complemented by a FOX Transfer Factory dropper post, which offers 175 mm of travel, but can’t be inserted all the way into the frame. For the wheels, CENTURION rely on a robust DT Swiss HX 1501 Hybrid alloy wheelset and Schwalbe tires, combining a Magic Mary in the thin SuperGround casing and Soft rubber compound at the front, and a Hans Dampf in the slightly tougher SuperTrail casing and harder Speedgrip compound at the rear. While this combo might work well for light riders who ride flow trails, more aggressive, heavier riders who love to tear it up on technical terrain are better off upgrading to more robust rubber.

Tuning tip: More robust front tire with SuperTrail casing

What is the 2024 CENTURION No Pogo SL R8000i capable on the trail?

Perfectly in line with its sporty look, the CENTURION No Pogo SL R8000i places you in a fairly stretched, XC-like pedalling position, which puts plenty of pressure on your hands when riding on level ground. At the same time, this prevents the front wheel from lifting on steeper climbs, meaning that you don’t have to actively weight the front end. The firm rear suspension hardly bobs, but it also generates little traction, and the rear wheel tends to quickly spin out of control. This makes the Centurion one of the worst climbers in the test. In keeping with the CENTURION’s sporty character, the Bosch Performance Line SX motor requires high pedalling cadences to fully develop its power. That said, it still provides significantly more assistance than its direct light eMTB competitors from TQ, FAZUA and Specialized, and can even keep up with its bigger brother, the Bosch Performance Line CX, provided you’re willing to work a little harder. When stopping for a coffee, you can activate the Bosch eBike Lock function to shut off the bike and its motor functions – but it doesn’t replace a good-old heavy-duty bike lock!

When you finish your cappuccino and drop into a trail, you’re well integrated with the bike. Even downhill, the riding position is front-heavy, which keeps the front wheel tracking in open corners without having to actively weight the front end. Compared to the Cube AMS Hybrid One44 C:68X SuperTM 400X 29, the CENTURION’s rear suspension is significantly firmer, despite generating more travel. This allows you to pump through rollers and berms and generate plenty of speed on flowing trails. When the going gets rough, the No Pogo SL lacks sensitivity and composure, passing impacts directly onto the rider in gnarly rock gardens and requiring a great deal of concentration to hold your line. On steep chutes, the low front end can quickly lead to chilling OTB moments, making you wish you bought handlebars with a higher rise, particularly if you’re an inexperienced rider. Should you decide to stretch an epic trail session far into the night, the Supernova Mini 2 headlight under the stem will get you home safely.

The XC-like riding character of the CENTURION No Pogo SL R8000i perfectly matches its sporty look

Who should take a closer look at the 2024 CENTURION No Pogo SL R8000i and who should look elsewhere ?

Although packed with practical everyday features and elegant frame details, the CENTURION No Pogo SL R8000i is aimed primarily at sporty riders who can handle its direct, firm character, including former XC enthusiasts who want a bike for fast paced post-work rides on moderate trails. If you’re looking for a gravity-oriented light eMTB, you should look elsewhere.

Our conclusions about the 2024 CENTURION No Pogo SL R8000i

CENTURION are breaking new ground with the No Pogo SL R8000i. The German manufacturer’s first light eMTB comes with a new, modern design language and countless clever frame details – and the spec leaves little to be desired. While beginners might struggle with the firm suspension and direct handling, sporty riders who know what they’re doing will find a trusted companion for fast laps with the CENTURION No Pogo SL R8000i, even when the going gets rough.

Tops

• Clever detail solutions
• High quality spec
• Headlight

Flops

• Direct handling can be challenging on technical terrain
• Puncture-prone tires

For more information, visit centurion.de

The test field

For an overview of the test fleet head to the group test: The best eMTB of 2024 – 27 of the most exciting models in our comparison test

All bikes in test: BULLS VUCA EVO AM 2 (Click for review) | BULLS SONIC EVO AM SX-I (Click for review) | Canyon Strive:ON CFR LTD (Click for review) | Canyon Torque:ON CF Roczen (Click for review) | CENTURION No Pogo SL R8000i | CUBE AMS Hybrid ONE44 (Click for review) | FLYER Uproc X 8.70 (Click for review) | FOCUS SAM² 6.9 (Click for review) | GASGAS ECC 6 (Click for review) | GIANT Trance X Advanced E+ Elite 0 (Click for review) | KTM Macina Scarp SX Prime (Click for review) | Lapierre Overvolt GLP3 (Click for review) | Merida eOne-Sixty 10K (Click for review) | Mondraker Neat RR SL (Click for review) | Moustache Samedi 29 Game 11 FOX (Click for review) | Orbea WILD M-LTD (Click for review) | Pivot Shuttle AM Team (Click for review) | Propain Ekano 2 CF (Click for review) | RADON RENDER 10.0 HD (Click for review) | ROTWILD R.X 1000 Ultra (Click for review) | Santa Cruz Heckler SL XX AXS RSV (Click for review) | SCOR 4060 ST (Click for review) | SCOTT Voltage eRide 900 Tuned (Click for review) | SIMPLON Rapcon Pmax Pinion (Click for review) | Specialized Turbo Levo SL Expert (Click for review) | Specialized Turbo Levo Pro (Click for review) | Spherik E-SMT XX AXS (Click for review)

Der Beitrag CENTURION No Pogo SL R8000i – In our huge 2024 e-mountainbike test erschien zuerst auf E-MOUNTAINBIKE Magazine.

The Specialized Turbo Levo has become part of the furniture in the eMTB household. It’s considered a pioneer in many respects and is known above all for its strong all-round capabilities, wide range of applications and holistic design approach. The frame silhouette has hardly changed over the years and might not be everyone’s cup of tea. Whether you like it or not, the unique design language is distinctly recognisable and makes the Levo stick out from the crowd of eMTBs.

We’ve already tested the Specialized Turbo Levo in every conceivable spec variant and put it through the wringer on countless trails. The third generation of the Levo was introduced in 2021 and has remained mostly unchanged ever since. In Specialized’s portfolio, the Levo covers a range of applications that other brands fill with two or even three bikes. Unlike the competition, the Californian brand doesn’t offer their trail bike in different travel variants but sees it as their “do-it-all” bike. The Turbo Levo rolls on a mullet wheel setup and generates 160/150 mm of travel, at the front and rear, respectively. For 2024, Specialized’s engineers made a few adjustments to the spec of the Pro model, which is the one we tested. In a nutshell, they paired the existing frame platform with a new groupset, positioning the Pro spec variant just below the S-Works flagship model. Our test bike retails at € 11,000 and tips the scales at 22.4 kg, which is below average in this test field. How did Specialized’s evergreen keep up against the younger competition in our 2024 eMTB group test?

For an overview of the test fleet head to the group test: The best eMTB of 2024 – 27 of the most exciting models in our comparison test

What sets the 2024 Specialized Turbo Levo Pro apart from the competition?

With its unmistakable frame silhouette and harmonious lines, the Specialized Turbo Levo stands out from the crowd with a high recognition value. Particularly striking are the enclosed shock design and cross brace on the frame. Despite its “old” age, the Specialized Turbo Levo still looks relatively modern, although the motor area looks a little old-fashioned next to the competition, due to the big, high-torque 90 Nm Specialized 2.2 motor. The drive draws its power from Specialized’s in-house 700 Wh battery, which is secured with a bolt and can be removed from the bottom of the frame for external charging, like the Canyon Strive:ON. You’ll also find a SWAT tool hidden in the steerer tube, which includes all essential tools for basic trailside repairs – forgetting your multitool at home is no longer a problem! The battery can also be charged directly on the bike via the double-sealed charging port, which is positioned just above the bottom bracket. When doing so, make sure you close the cover when you disconnect the cable to prevent it from getting stuck between the cranks and frame when you start pedalling – this could easily break the cover! The MasterMind TCU display in the top tube shows all relevant riding data, including speed and battery charge status. The display view can be customised using the comprehensive Mission Control app. The latter also offers countless additional functions and keeps up perfectly with the competition in terms of connectivity. However, Specialized focused primarily on sporty features and forgo a navigation system, which other motor manufacturers like Bosch offer as an optional function with their ebike systems.

Specialized take it a step further with their geometry concept, which is based on their proprietary S-sizing, combining a relatively short seat tube with a generous seatpost insertion depth. This allows you to choose your bike based on your desired reach, without having to compromise on your freedom of movement: size up for more stability or size down for more agility, all without getting the saddle between your legs! Moreover, a flip chip in the dropouts and the adjustable headset cups allow you to adjust the geometry of the bike to suit your needs and preferences. Specialized’s S sizing includes a total of 6 sizes, providing a suitable option for riders between 149 cm and 198 cm tall.

The Specialized Levo Pro we tested comes equipped with a wireless SRAM X0 Eagle Transmission drivetrain, which is extremely robust and ensures butter-smooth shifting, even under load. The rear derailleur forgoes a mech hanger, bolting directly into the frame. The remote cable of the Bikeyoke REVIVE dropper post is neatly routed into the frame through a cable port behind the head tube. At 185 mm, the dropper post offers more travel than most of its competitors in this test – only the Orbea WILD (230 mm) and MERIDA eONE-SIXTY (230 mm) offer more!

For the rest of the spec, Specialized rely on a top-tier FOX Factory suspension coupled with in-house components, like the wheels, motor, battery and display. The Roval Traverse carbon wheelset is paired with Specialized Butcher Eliminator tires, though both in the thin GRID Trail casing. Heavy and aggressive riders in particular should upgrade to more robust tires with the tougher GRID Gravity casing.

Tuning tip: More robust tires with tougher GRID Gravity casing for heavy and aggressive riders

What is the 2024 Specialized Turbo Levo Pro capable on the trail?

As soon as you swing your leg over the saddle, the Turbo Levo places you in a comfortable, upright pedalling position, which is particularly relaxed and comfortable for longer tours. Despite bobbing slightly, the active rear suspension works efficiently and generates plenty of traction, which comes in particularly handy on technical climbs.

The powerful motor of the Turbo Levo delivers a pleasant shuttle feeling, and even keeps up with the powerful Bosch Performance Line CX drive system on climbs, while at the same time making less noise than Bosch and Shimano motors downhill. The motor is easy to modulate and feels more natural than the Giant SyncDrive Pro2, for example. As a result, the Levo is easy to control even for beginners, proving to be a strong climber that always generates plenty of traction.
In typical Specialized fashion, the Turbo Levo makes you feel at ease from the get-go. There’s excellent freedom of movement, which, together with the central riding position inspires huge amounts of confidence, encouraging even beginners to commit to daring lines with its predictable, intuitive handling. The weight is distributed evenly between the front and rear, ensuring equal amounts of traction on both wheels and providing huge amounts of composure on challenging terrain, keeping you in control.

The Specialized Turbo Levo Pro remains a true classic and is suitable for riders of all skill levels!

The plush suspension ensures a comfortable ride and conveys a high sense of security. When the going gets rough, it ploughs its way through nasty rock gardens and root carpets, while at the same time providing huge reserves with bigger hits and botched landings, inspiring huge amounts of confidence in the process – albeit providing very little feedback to the rider. As a result, the Levo is an optimal choice for beginners who really want to push their limits.

If you’re looking for a bike you can trust and that inspires huge amounts of confidence, the Specialized Turbo Levo Pro might be exactly what you’re looking for.

Advanced riders, on the other hand, could do with a little more feedback and mid-stroke support, which bikes like the Orbea WILD and Canyon Strive:ON offer aplenty. As a result, the Levo isn’t quite as playful, making it harder to jump from corner to corner or pump through rollers and berms. Nevertheless, the Levo’s motor is significantly quieter downhill and doesn’t bother you with any annoying noises, leaving you just with the celestial symphony of the tires carving through the dirt.

Who should take a closer look at the 2024 Specialized Turbo Levo Pro and who should look elsewhere?

With its predictable, intuitive handling, the Specialized Turbo Levo is quite simply a bike for riders of all levels. It doesn’t get easily overwhelmed, which makes it an excellent companion for beginners who want to improve their skills and push themselves beyond their comfort zone. However, experienced riders who are looking for a fast bike that provides plenty of feedback should take a closer look at the Canyon Strive:ON. The Specialized Turbo Levo impresses with excellent all-round potential and is perfect for leisurely tours, fast-paced trail laps and even the odd bike park session – the Levo is ready for anything!

Our conclusions about the Specialized Turbo Levo Pro 2024

The Specialized Turbo Levo Pro is and remains a top all-rounder that covers a wide range of applications and delivers a tremendous performance on the trail, regardless of whether you’re a beginner or an experienced rider. Even after all these years, it can keep up easily with most competitors, and is still one of the best bikes in the test field. When pushing it to the limit, it no longer keeps up with the best bikes in test.

Tops

• Top trail performance for riders of all levels
• Quiet motor downhill
• Short seat tube allows you to pick the frame size according to your riding style
• Integrated mini tool

Flops

• Look is a matter of taste

For more information, visit specialized.com

The test field

For an overview of the test fleet head to the group test: The best eMTB of 2024 – 27 of the most exciting models in our comparison test

All bikes in test: BULLS VUCA EVO AM 2 (Click for review) | BULLS SONIC EVO AM SX-I (Click for review) | Canyon Strive:ON CFR LTD (Click for review) | Canyon Torque:ON CF Roczen (Click for review) | CENTURION No Pogo SL R8000i (Click for review) | CUBE AMS Hybrid ONE44 (Click for review) | FLYER Uproc X 8.70 (Click for review) | FOCUS SAM² 6.9 (Click for review) | GASGAS ECC 6 (Click for review) | GIANT Trance X Advanced E+ Elite 0 (Click for review) | KTM Macina Scarp SX Prime (Click for review) | Lapierre Overvolt GLP3 (Click for review) | Merida eOne-Sixty 10K (Click for review) | Mondraker Neat RR SL (Click for review) | Moustache Samedi 29 Game 11 FOX (Click for review) | Orbea WILD M-LTD (Click for review) | Pivot Shuttle AM Team (Click for review) | Propain Ekano 2 CF (Click for review) | RADON RENDER 10.0 HD (Click for review) | ROTWILD R.X 1000 Ultra (Click for review) | Santa Cruz Heckler SL XX AXS RSV (Click for review) | SCOR 4060 ST (Click for review) | SCOTT Voltage eRide 900 Tuned (Click for review) | SIMPLON Rapcon Pmax Pinion (Click for review) | Specialized Turbo Levo SL Expert (Click for review) | Specialized Turbo Levo Pro | Spherik E-SMT XX AXS (Click for review)

Der Beitrag Specialized Turbo Levo Pro – In our huge 2024 e-mountainbike test erschien zuerst auf E-MOUNTAINBIKE Magazine.

“As if from another planet!”. No, this isn’t a new science fiction movie, but our take on the new SCOTT Voltage eRIDE, which takes on the competition with a futuristic look and hides everything it can inside the frame. The Voltage, which used to be SCOTT’s dirt jump and freeride bike, now bears the eRIDE suffix in its name, which identifies the Swiss manufacturer’s electric models. The Voltage eRIDE relies on a TQ-HPR50 motor, which delivers 50 Nm of torque and 300 watts of peak power, all fed by a 360 Wh battery. Generating 160/155 mm of travel (f/r), it sits just above the Lumen light eMTB in SCOTT’s portfolio, acting as the electric counterpart to their analogue trail bike, the Genius. Tipping the scales at 19.2 kg in size L, it’s one of the heaviest light eMTBs in this group test, with only the Santa Cruz Heckler SL (19.3 kg) and GIANT Trance X Advanced (19.5 kg) weighing even more. If you want to buy SCOTT’s new, two-wheeled spaceship, you’ll have to fork out € 10,999 for the 900 Tuned version we tested. But how does it stack up against the rest of the test field in our 2024 eMTB group test?

For an overview of the test fleet head to the group test: The best eMTB of 2024 – 27 of the most exciting models in our comparison test

As if cast from a single mould – What sets the 2024 SCOTT Voltage eRIDE 900 Tuned apart from the competition?

With its unmistakable, futuristic frame silhouette, the SCOTT Voltage eRIDE 900 Tuned stands out from the crowd in our 2024 eMTB group test. Just like the fuselage of a spaceship, the full carbon frame looks as if it were cast from a single mould. Even the cables are mostly invisible from the outside, passing through the stem directly into the frame. The stylish, one-piece Syncros carbon cockpit also contributes to the clean look of the bike. Particularly striking, however, is the integrated shock, developed in close collaboration with FOX specifically for the Voltage eRIDE. The small service port on the down tube, which can be opened quickly and easily without the need for tools, doesn’t hide any small, green creatures but instead allows you to access the shock for setup. To facilitate this, SCOTT added a sag indicator on the rocker link.

While SCOTT’s integration game is truly mind boggling, it also comes with a few drawbacks: for example, the one-piece handlebar/stem unit might look great but doesn’t allow for fine tuning and significant additional effort for servicing. The slim TQ-HPR50 motor system is seamlessly integrated into the frame, rounding off the bike’s tidy look. The minimalist remote on the handlebars and the display in the top tube are extremely discreet too and impress with excellent haptics, providing all relevant riding data without overwhelming you with a ton of unnecessary information. The motor draws its power from a permanently integrated 360 Wh battery, which can’t be removed from the frame for charging, meaning that you’ll have to schlep your bike into your house if you don’t have a garage or basement with a plug – like the Santa Cruz Heckler SL. When embarking on epic backcountry expeditions, you can expand the internal battery with TQ’s optional 160 Wh range extender. SCOTT’s resourceful development team added additional mounting points to the seat tube, allowing you to carry a water bottle even when you’re using the extender.

The SCOTT Voltage eRIDE 900 Tuned comes equipped with FOX Factory suspension consisting of a 36 mm fork and matching FLOAT X Nude shock, both of which offer countless adjustment options and deliver a tremendous performance on the trail. The electronic SRAM GX Eagle Transmission drivetrain ensures butter-smooth shifting and feeds directly off the bike’s main battery. SRAM CODE Silver Stealth four-piston brakes with 200 mm rotors front and rear provide reliable, powerful deceleration. For the rest of the spec, SCOTT rely on their in-house component brand Syncros. Their 180 mm Duncan dropper post offers sufficient travel and can be inserted nearly all the way into the frame. The Syncros Revelstoke 1.0 carbon wheelset is paired with MAXXIS tires, with an ASSEGAI in the soft MaxxGrip rubber compound at the front and DISSECTOR in the harder MaxxTerra rubber compound on the rear, both in the light EXO+ casing. Heavy, aggressive riders who spend lots of time on technical trails should upgrade to the more robust Doubledown casing at the rear to protect the expensive carbon wheels.

Tuning tip: Rear tire with more robust Doubledown casing, for heavy and aggressive riders and to protect the carbon wheels.

What is the 2024 SCOTT Voltage eRIDE 900 Tuned capable of on the trail ?

The SCOTT Voltage eRIDE 900 Tuned puts you in a sporty yet comfortable pedalling position, which is slightly more front heavy than the Santa Cruz Heckler SL. While this puts slightly more pressure on your hands, it prevents the front wheel from lifting off the ground on steeper climbs. The TracLoc’s three-position handlebar lever allows you to switch between the Climb, Ramp Control and Open modes. However, the suspension is incredibly efficient as it is, making the climb switch superfluous. In fact, we preferred climbing with the suspension in Open mode, because it generates noticeably more traction than in the other two modes. Moreover, all those levers can be confusing and sometimes you wonder in which mode you’re even riding. Despite its efficient suspension, the Voltage eRIDE 900 Tuned isn’t a shuttle replacement, with the natural TQ-HPR50 motor requiring significantly more physical effort than the full-power drives in this test. That said, the hard work is totally worth it, and you’re rewarded with a natural, quiet riding experience.

The SCOTT Voltage eRIDE 900 Tuned looks as if cast from a single mould and stands out from the crowd of eMTBs with its clean, futuristic appearance.

Going downhill, the Voltage eRIDE inspires with intuitive handling and makes you feel at ease from the get-go, and even beginners will find it easy to ride on moderate trails. The low front end ensures good traction up front, meaning that you don’t have to actively weight the front wheel in flat, open corners. The SCOTT’s significantly firmer than the Santa Cruz Heckler SL and Mondraker Neat, with the excellent suspension providing tons of support and pop, thus inviting you to play with the terrain on flowing trails. As if you were on a pump track, you can generate lots of speed by pumping through rollers and berms, while using small ledges and tree stumps to take off into the air. At the same time, the rear suspension offers plenty of reserves, bailing you out when you get yourself into a pickle. With its agile, poppy character, the Voltage encourages you to spontaneously change your line. Beginners will quickly get used to the lively handling on moderate trails, but should play it safe and slow down on technical terrain, especially after a long day in the saddle, as the direct, firm character also requires a high level of concentration. Overall, the Santa Cruz and Mondraker are noticeably more composed and inspire more confidence. In experienced hands, on the other hand, the SCOTT Voltage eRIDE becomes an authentic space rocket that allows you to shred your way back down into the valley at Mach 10.

The SCOTT Voltage is aimed primarily at experienced riders and covers a wide range of applications, whether it’s a sporty tour or technical trail.

Who should take a closer look at the 2024 SCOTT Voltage eRIDE 900 Tuned and who should look elsewhere?

The SCOTT Voltage eRIDE 900 Tuned is an excellent choice for integration junkies who value a futuristic design and don’t care about ease of maintenance. Sporty riders who want a bit of support but still want to sweat a little will find a good partner in the Voltage too – and their hard work will be rewarded with a natural, efficient riding experience. The Voltage eRIDE 900 is also fun for beginners, provided they don’t get too rowdy. As long as you’re in control and know what you’re doing, SCOTT’s light eMTB also handles rough trails pretty well.

Our conclusions about the 2024 SCOTT Voltage eRIDE 900 Tuned

As usual, SCOTT take integration to a whole new level! However, that’s not the only reason why the Voltage eRIDE 900 Tuned stands out from the crowd – it also delivers a tremendous performance on the trail! Uphill, it appeals above all to sporty riders with excellent climbing capabilities and a natural ride feeling. Downhill, it cuts a fine figure too, ensuring precise, intuitive handling in all sorts of scenarios – provided you don’t go too wild!

Tops

• Next-level integration
• Excellent suspension
• Precise handling

Flops

• Integration comes at the expense of ease of maintenance

For more information, visit scott-sports.com

The test field

For an overview of the test fleet head to the group test: The best eMTB of 2024 – 27 of the most exciting models in our comparison test

All bikes in test: BULLS VUCA EVO AM 2 (Click for review) | BULLS SONIC EVO AM SX-I (Click for review) | Canyon Strive:ON CFR LTD (Click for review) | Canyon Torque:ON CF Roczen (Click for review) | CENTURION No Pogo SL R8000i (Click for review) | CUBE AMS Hybrid ONE44 (Click for review) | FLYER Uproc X 8.70 (Click for review) | FOCUS SAM² 6.9 (Click for review) | GASGAS ECC 6 (Click for review) | GIANT Trance X Advanced E+ Elite 0 (Click for review) | KTM Macina Scarp SX Prime (Click for review) | Lapierre Overvolt GLP3 (Click for review) | Merida eOne-Sixty 10K (Click for review) | Mondraker Neat RR SL (Click for review) | Moustache Samedi 29 Game 11 FOX (Click for review) | Orbea WILD M-LTD (Click for review) | Pivot Shuttle AM Team (Click for review) | Propain Ekano 2 CF (Click for review) | RADON RENDER 10.0 HD (Click for review) | ROTWILD R.X 1000 Ultra (Click for review) | Santa Cruz Heckler SL XX AXS RSV (Click for review) | SCOR 4060 ST (Click for review) | SCOTT Voltage eRide 900 Tuned | SIMPLON Rapcon Pmax Pinion (Click for review) | Specialized Turbo Levo SL Expert (Click for review) | Specialized Turbo Levo Pro (Click for review) | Spherik E-SMT XX AXS (Click for review)

Der Beitrag SCOTT Voltage eRIDE 900 Tuned – In our huge 2024 e-mountainbike test erschien zuerst auf E-MOUNTAINBIKE Magazine.

BULLS, enter our huge 2024 eMTB comparison test with not one, but two bikes. While the lightweight BULLS SONIC EVO AM SX-I is aimed at sporty riders, the VUCA appeals to leisurely riders who want a more powerful motor and bigger battery – and also comes with some very unique features. The Pinion MGU E1.12 motor/gearbox unit is integrated into the bottom bracket and draws its power from a 720 Wh battery. When ordering your bike, you can also spec it with a bigger 960 Wh battery, which enables epic backcountry expeditions. The VUCA EVO AM 2 comes equipped with FOX suspension controlling 150 mm of travel front and rear. The flagship model combines a carbon frame and alloy swingarm, tipping the scales at 25 kg in size L, which is well above the 23.9 kg average in our full-power eMTB test field. However, at € 7,999, it’s also significantly cheaper than most of its competitors, with the rest of the test field costing an average of € 10,379.

For an overview of the test fleet head to the group test: The best eMTB of 2024 – 27 of the most exciting models in our comparison test

What sets the 2024 BULLS VUCA EVO AM 2 apart from the competition?

The VUCA EVO AM 2 takes on the competition with a robust, angular design. Particularly striking are the beefy down tube and massive bottom bracket area, with the “dark chrome silver” paint finish adding a touch of class. The main frame is combined with an alloy swingarm, which is reminiscent of a motorbike. The FOX suspension consists of a 38 Factory fork and matching FLOAT X Factory shock, both of which control 150 mm of travel. For the motor, BULLS rely on an 85 Nm Pinion MGU E1.12 motor/gearbox unit with a GATES Carbon Drive CDX belt. Unlike conventional chain drivetrains, the GATES Carbon Drive CDX belt requires virtually no maintenance and hardly needs servicing or cleaning. The Pinion MGU E1.12 motor draws its power from a 720 Wh FIT Ultracore battery, which should have enough capacity for long days in the saddle. If you want to take it up a notch, you can spec your new BULLS VUCA with the bigger 960 Wh FIT Ultracore battery, which costs an additional € 200.

The battery is secured with a lock and can be easily removed from the down tube for external charging. If you have a plug in your bike storage room, you can also charge the battery directly on the bike. To do this, you’ll just have to lift the flap on the down tube and connect the charging cable to the port. The motor is paired with a FIT Master Node LED display, which is integrated into the top tube and shows the current support level in different colours and the battery charge status in bars. Given the limited amount of riding info it provides, the display is massive and takes up a big part of the top tube. The BULLS VUCA EVO AM 2 doesn’t feature the sort of display you’d expect to find on a touring-oriented bike, but is already prepared for attaching smartphones thanks to the SP-Connect mount on the stem. The BULLS VUCA EVO AM 2 comes standard with a MonkeyLink lighting system, which draws its power directly from the FIT Ultracore 720 battery. The magnetic MonkeyLink mount on the handlebars is compatible with all modern MonkeyLink headlights, and is complemented with MonkeyLink Twinlight tail lights, which are permanently integrated into the BULLS’ seat stays, ensuring good visibility in the dark. However, the 60 lux MonkeyLink Connect headlight on our test bike isn’t included in the price.

The VUCA EVO AM 2 also comes standard with a kickstand mount. The German manufacturer relies on a 29″ Ryde Disc 30 alloy wheelset and LIMOTEC Alpha 1 dropper post, which looks a lot like a FOX Transfer Factory dropper with its fancy golden coating. However, with just 125 mm of travel, it’s far too short for a modern bike in size L, thus restricting freedom of movement significantly when riding trails.

Tuning tip: Upgrade to more robust tires with tougher casing to improve puncture protection

What is the 2024 BULLS VUCA EVO AM 2 capable of on the trail?

The VUCA EVO AM 2 places you in an upright, comfortable pedalling position. The motor support level can be selected using the FIT Pure ring remote, which is not only the best FIT remote, but also ensures better haptic feedback than the FAZUA ring remote of the Santa Cruz Heckler SL or the maxon ring remote of the Spherik E-SMT. Pedalling uphill, the Pinion MGU E1.12 motor provides powerful support but also makes itself noticed, with clearly perceptible noises coming both from the drive and gearbox. When shifting from gears 4 to 5 and 8 to 9, the process takes noticeably longer, because the system shifts two cog pairs simultaneously – this takes a little more time and results in a dead spot in the pedal stroke. With its powerful motor, the VUCA makes its way to the trailhead without breaking a sweat, allowing you to negotiate even technical climbs in reasonable comfort. Unfortunately, the Limotec dropper makes a weird, loud noise every time you extend it.

On the trail, the BULLS requires you to actively weight the front wheel to keep it tracking.

When gravity takes over, the VUCA is great fun, whether you choose to make your way back down into the valley on flowing trails or gnarly tech. And while the heavy system weight might slow you down a little on flowing trails, handling is still relatively nimble and agile. On moderate trails, the weight is evenly distributed between the front and rear, and the suspension offers sufficient reserves without providing too much feedback from the ground, reliably absorbing hits and therefore proving suitable even for inexperienced riders! With its compact geometry, the VUCA doesn’t follow the current “longer, slacker, lower” trend, and actually has the steepest head angle in the entire comparison test at 66°. In direct comparison with ROTWILD’s and SIMPLON’s Pinion bikes, the VUCA has the most agile handling, responding to the rider’s input very predictably. That said, it still lags far behind the SCOR 4060 Z ST GX and Pivot Shuttle AM in terms of sheer trail fun.

On demanding descents, the weight distribution becomes less balanced and handling is a little less predictable. The rear end can be easily thrown around narrow corners without too much physical effort. However, the VUCA requires you to actively weight the front wheel to tackle fast, techy downhill sections, which calls for a healthy dose of confidence. However, if you put too much pressure over the front, the FOX 38 fork starts to sink deep into its travel with bigger hits – OTB alert! The BULLS also tends to bounce around in nasty rock gardens, quickly losing composure. When the going gets fast, you can rely on the Shimano XT four piston brakes, which together with the big 220 mm rotor at the front and 203 mm disc at the rear, provide reliable deceleration. However, BULLS really messed up with the tires: the MAXXIS Minion DHF at the front and Minion DHR II at the rear both come in the paper-thin EXO casing, which offers little puncture protection even on moderate tours. We recommend upgrading straight away to more robust tires with the tougher EXO+ or DoubleDown casing, and while you’re at it, you should get the softer MaxxGrip rubber compound for more traction at the front. With the standard spec, the VUCA only places itself in the lower rear midfield when it comes to trail performance.

The VUCA EVO AM 2 is great fun on flowing trails and the lively character puts the heavy system weight totally into perspective.

Who should take a closer look at the 2024 BULLS VUCA EVO AM 2 and who should look elsewhere?

The BULLS VUCA EVO AM 2 is suitable for sporty tourers who want to embark on epic backcountry expeditions with the big battery and like the idea of a low-maintenance drive system. The generous 150 kg total permissible weight gives you plenty of margin with your luggage layout, while the lighting system underlines the bike’s touring capabilities. Touring enthusiasts without sporting ambitions, who have fallen in love with the VUCA’s design, should take a closer look at the VUCA EVO FSX 1 E-SUV.
The BULLS VUCA EVO AM 2 is also a reliable companion for trail riders with a penchant for moderate terrain and smaller gradients.

Our conclusions about the BULLS VUCA EVO AM 2

With its imposing presence and performance-oriented spec, the BULLS VUCA EVO AM 2 looks like a rowdy eMTB bruiser. However, on the trail it doesn’t quite live up to expectations, quickly reaching its limits on technical trails – not even the predictable handling helps! On the other hand, the VUCA shows off its strengths on leisurely tours, where the big battery, comfortable pedalling position and clever everyday features such as the standard lighting system make it an excellent partner.

Tops

• Very high trekking and commuting suitability
• Integrated lighting
• Low-maintenance Pinion MGU E1.12
• Intuitive handling on flowing trails despite the heavy system weight

Flops

• Demanding handling on technical terrain
• Limited range of applications

For more information, visit bulls.de

The test field

For an overview of the test fleet head to the group test: The best eMTB of 2024 – 27 of the most exciting models in our comparison test

All bikes in test: BULLS VUCA EVO AM 2 | BULLS SONIC EVO AM SX-I (Click for review) | Canyon Strive:ON CFR LTD (Click for review) | Canyon Torque:ON CF Roczen (Click for review) | CENTURION No Pogo SL R8000i (Click for review) | CUBE AMS Hybrid ONE44 (Click for review) | FLYER Uproc X 8.70 (Click for review) | FOCUS SAM² 6.9 (Click for review) | GASGAS ECC 6 (Click for review) | GIANT Trance X Advanced E+ Elite 0 (Click for review) | KTM Macina Scarp SX Prime (Click for review) | Lapierre Overvolt GLP3 (Click for review) | Merida eOne-Sixty 10K (Click for review) | Mondraker Neat RR SL (Click for review) | Moustache Samedi 29 Game 11 FOX (Click for review) | Orbea WILD M-LTD (Click for review) | Pivot Shuttle AM Team (Click for review) | Propain Ekano 2 CF (Click for review) | RADON RENDER 10.0 HD (Click for review) | ROTWILD R.X 1000 Ultra (Click for review) | Santa Cruz Heckler SL XX AXS RSV (Click for review) | SCOR 4060 ST (Click for review) | SCOTT Voltage eRide 900 Tuned (Click for review) | SIMPLON Rapcon Pmax Pinion (Click for review) | Specialized Turbo Levo SL Expert (Click for review) | Specialized Turbo Levo Pro (Click for review) | Spherik E-SMT XX AXS (Click for review)

Der Beitrag BULLS VUCA EVO AM 2 – In our huge 2024 e-mountainbike test erschien zuerst auf E-MOUNTAINBIKE Magazine.

American premium brand Pivot offer their proven Shuttle model with 3 different motors. The Shuttle SL light eMTB comes with a FAZUA motor, while the Shuttle LT comes with a Shimano drive system. . With the Shuttle AM, Pivot introduce their first Bosch bike, which relies on an 85 Nm Performance Line CX Race motor – one of the most powerful drives in this test! The motor system draws its power from a Bosch PowerTube 750 Wh battery, which can be expanded to a whopping 1000 Wh using the optional 250 Wh range extender. According to Pivot, the Shuttle AM, which relies on a classic DW-Link rear suspension design, hits the all-mountain sweet spot, providing a playful trail companion for all occasions. Generating 160/148 mm of travel, the Shuttle AM sits right between the short-travel SL variant (132 mm) and long-legged LT version, which offers a generous 160 mm of travel at the rear. At 21.6 kg in size L, the Shuttle AM is the lightest full-fat bike in the entire test field by a huge margin, with its competitors tipping the scales at an average of 23.9 kg. The Team XX Eagle Transmission spec variant we tested retails at € 14,399, which also makes it the most expensive competitor. Is the Pivot worth its eye-watering price tag?

For an overview of the test fleet head to the group test: The best eMTB of 2024 – 27 of the most exciting models in our comparison test

Are you even shuttling, bro? What sets the Pivot Shuttle AM Team XX Eagle Transmission 2024 apart from the competition?

Pivot enter the race with the Shuttle AM Team XX Eagle Transmission, which relies on an elegant, rectilinear frame silhouette and stylish “Blue Neptune” paint finish – and you can also choose a “Mojave Willow Green” from their website. The Shuttle takes on the competition with a full carbon frame with an integrated flip chip on the upper shock mount, and classic rear linkage design. The flip chip allows you to change the head and seat tube angles by almost half a degree. Moreover, the Pivot can be converted to a mullet bike with a 29″ wheel at the front and smaller 27.5″ wheel at the rear. If you decide to let your hair down and runn a mullet setup, you can compensate for the slacker geometry by switching into high mode.

The Shuttle AM’s elegant design looks as if it were cast from a single mould, and relies on Pivot’s classic DW-Link rear suspension design. The clean look is underlined by the seamless integration of the Bosch Performance Line CX Race motor, which hides discreetly in the bottom bracket area. The Bosch PowerTube battery is permanently integrated into the down tube, which looks rather massive next to the lean Orbea WILD, but not as humongous as the Canyon Strive:ON. The battery can’t be charged externally, meaning that you’ll have to schlep the bike into your house if you don’t have a plug in your garage – or a garage at all. For the charging port, Pivot opted for Bosch’s finicky standard solution, which positions it right above the motor and protects it with a flimsy rubber cover. Two bosses on the top tube allow you to secure a tool mount directly to the frame, while the additional mounting point on the down tube can be used to carry either a water bottle or a range extender battery. The clean look spreads all the way to the cockpit, with all cables disappearing neatly into the frame through cable ports on the frame, and only a small section of brake line re-appearing between the main frame and the swingarm. An extended sized down tube protector shields the frame against stray rocks, while a generously sized chainstay protector extends all the way to the seat stay, effectively preventing chain slap and stone chips.

The Bosch System Controller shows the battery charge level in 10% increments. We found the wireless, 12-speed SRAM XX Eagle Transmission drivetrain to be incredibly robust, and it contributes nicely to the clean overall look of the bike. Shimano XTR four-piston brakes with 203 mm Shimano XT CenterLock rotors provide reliable and powerful deceleration. Another highlight is the bling FOX Factory suspension, consisting of a 160 mm 36 fork and matching FLOAT X shock, which manages 148 mm of travel at the rear. The fork comes equipped with FOX’s superior GRIP2 damper, which offers countless adjustment options and delivers a tremendous performance on the trail. You’ll find a practical sag indicator on the shock to help with setup. FOX also supply the Transfer Factory dropper post, which perfectly matches the suspension with its fancy Kashima coating but offers too little travel at 175 mm, especially for tall riders. The Shuttle AM Team XX Eagle Transmission flagship model rolls on a 29″ NEWMEN ADVANCED carbon wheelset and MAXXIS tires, with a Minion DHF at the front and Minion DHR II at the rear, both in the harder MaxxTerra rubber compound and EXO+ casing. To protect the expensive carbon rims and squeeze the last ounce of performance out of the Pivot, we recommend upgrading to more robust tires with a tougher Doubledown casing, at least at the rear. While you’re at it, you should also change to the softer MaxxGrip rubber compound at the front for more traction.

Tuning tip: Heavy and aggressive riders should upgrade the rear tire to the robust Doubledown casing

Hitting the all-mountain sweet spot? How did the 2024 Pivot Shuttle AM Team XX Eagle Transmission fare on the trail?

Like the Orbea WILD, the Shuttle AM Team XX Eagle Transmission places you in an upright, comfortable pedalling position, which is partly due to the high front end. And while the Pivot might be slightly less comfortable than MERIDA eONE-SIXTY, it’s still absolutely suitable for touring. The rear suspension is on the firm side but generates excellent traction on gravel roads, and the Bosch Performance Line CX Race motor packs a punch, providing powerful assistance on your way to the trailhead. The motor’s long overrun allows you to overcome obstacles in technical sections, where you have to stop pedalling to actively shift your weight forward and avoid pedal strikes. Moreover, the Bosch CX Race drive’s direct response makes it easy to pick up speed, especially when starting a steep climb. However, beginners should take it easy at first until they’ve come to terms with the motor’s powerful character.

When gravity takes over, the integrated riding position and balanced weight distribution make you feel at ease from the first pedal stroke. The Shuttle AM feels nimble and agile, with its intuitive handling making it easy to throw the bike around the trail, which is truly impressive given the size of the motor and battery. The Pivot implements steering input precisely and directly, without any surprises. The agile character works its magic particularly well when cornering, earning the Pivot the “cornering king” title in this test. In a nutshell, the Shuttle AM scores top marks for its fun factor. The FOX suspension feels plush in the car park, but provides shed loads of support and pop on the trail, encouraging you to play with the terrain. At the same time, it’s impressively sensitive, effortlessly absorbing small trail chatter and generating lots of speed from flowing trails. Here the Shuttle AM can easily keep up with the top dogs in this test, like the SCOR 4060 Z ST GX, mainly due to its excellent suspension – one of the best in this test! However, on rough, demanding trails, it has to pass on the fun crown to the top performers in this test, the Orbea WILD and Canyon Strive:ON. Nevertheless, the Shuttle AM is one of the strongest competitors in the entire test field, delivering a tremendous performance downhill.

The Pivot Shuttle AM Team XX Eagle Transmission E-MTB is intuitive to ride and scores with a nimble, playful character on the trail.

Who should take a closer look at the 2024 Pivot Shuttle AM Team XX Eagle Transmission and who should look elsewhere?

The Pivot Shuttle AM Team XX Eagle Transmission is a reliable, fun companion for anyone who’s prepared to pay the high price. With the Shuttle AM, the American premium manufacturer is targeting active riders who are looking for a sporty, agile bike that enables maximum trail fun with its powerful motor and big battery. It is one of the best bikes in the test, and rewards active riders with plenty of speed. The big battery and comfortable pedalling position also make the Shuttle AM an excellent option for longer tours.

Our conclusions about the 2024 Pivot Shuttle AM Team

The Pivot Shuttle AM Team XX Eagle Transmission comes as a high-priced e-mountainbike and presents itself with solid high-end components and clever features. On the trail, it impresses with efficient climbing characteristics and agile, intuitive handling downhill. The Shuttle AM delivers a tremendous performance on the trail and tons of fun, and earns the “cornering king” title in this test.

Tops

• Clean Look
• Excellent and very capable rear suspension
• Agile handling

Flops

• Expensive

For more information, visit pivotcycles.com

The test field

For an overview of the test fleet head to the group test: The best eMTB of 2024 – 27 of the most exciting models in our comparison test

All bikes in test: BULLS VUCA EVO AM 2 (Click for review) | BULLS SONIC EVO AM SX-I (Click for review) | Canyon Strive:ON CFR LTD (Click for review) | Canyon Torque:ON CF Roczen (Click for review) | CENTURION No Pogo SL R8000i (Click for review) | CUBE AMS Hybrid ONE44 (Click for review) | FLYER Uproc X 8.70 (Click for review) | FOCUS SAM² 6.9 (Click for review) | GASGAS ECC 6 (Click for review) | GIANT Trance X Advanced E+ Elite 0 (Click for review) | KTM Macina Scarp SX Prime (Click for review) | Lapierre Overvolt GLP3 (Click for review) | Merida eOne-Sixty 10K (Click for review) | Mondraker Neat RR SL (Click for review) | Moustache Samedi 29 Game 11 FOX (Click for review) | Orbea WILD M-LTD (Click for review) | Pivot Shuttle AM Team | Propain Ekano 2 CF (Click for review) | RADON RENDER 10.0 HD (Click for review) | ROTWILD R.X 1000 Ultra (Click for review) | Santa Cruz Heckler SL XX AXS RSV (Click for review) | SCOR 4060 ST (Click for review) | SCOTT Voltage eRide 900 Tuned (Click for review) | SIMPLON Rapcon Pmax Pinion (Click for review) | Specialized Turbo Levo SL Expert (Click for review) | Specialized Turbo Levo Pro (Click for review) | Spherik E-SMT XX AXS (Click for review)

Der Beitrag Pivot Shuttle AM Team XX Eagle Transmission – In our huge 2024 e-mountainbike test erschien zuerst auf E-MOUNTAINBIKE Magazine.

Long time no see! Last year, the Orbea WILD M-LTD secured the coveted Best in Test badge in our big 2023 e-mountainbike group test, asserting itself against 29 of the hottest bikes of the season. However, the former gun manufacturer doesn’t rest on their laurels and enters the race again this year, taking on the competition with their deadliest of weapons thus far: the Orbea WILD, which is designed for the rough stuff. Except for a slightly different spec, it has remained pretty much unchanged from last year. Like its predecessor, it rolls on 29” wheels and generates 170/160 mm of travel (f/r). Our M-LTD test model is the only version in the WILD range to rely on a Bosch Performance Line CX Race motor and 625 Wh battery, while all of the other WILD variants come equipped with a conventional CX motor. Tipping the scales at 22.3 kg, it’s one of the lighter full-fat competitors in the test field. As usual, Orbea’s MyO configurator allows you to customise the spec and look of your WILD down to the smallest detail. In the configuration we tested, the WILD retails at € 12,030. Can the Orbea WILD claim the coveted Best in Test badge for the second year running?

For an overview of the test fleet head to the group test: The best eMTB of 2024 – 27 of the most exciting models in our comparison test

How would you like yours? What sets the 2024 Orbea WILD M-LTD apart from the competition?

The Orbea WILD looks incredibly fast even when stationary. The slim, angular frame silhouette ensures a discreet, elegant look, with the top tube merging seamlessly into the seat stays. Particularly striking is the cross brace connecting the down tube and seat tube, which doubles as the lower shock mount. The flashy two-tone paint finish adds a touch of freshness – we’re proud to say that we chose the Peppa Pig theme ourselves! However, the possibilities are infinite with Orbea’s MyO configurator, which allows you to choose the finish of your bike and even lets you print your name on the frame. At the same time, the configurator lets you customise the spec of your WILD down to the smallest detail, letting you choose from a great variety of components. For maximum trail performance, we specced our test bike with FOX’s top-tier Factory suspension, which consists of a burly 38 mm fork and matching FLOAT X2 air shock. The big upgrade from last year’s test winner is the electronic SRAM XX Eagle Transmission groupset, which relies on a robust, hangerless rear derailleur that bolts directly to the frame and ensures butter-smooth shifting even under load. The wireless drivetrain also helps create a clean cockpit, leaving just a few cables hanging around Orbea’s in-house OQUO carbon handlebars. These are routed internally and disappear into the frame through the headset, which adds to the overall tidiness of the bike but also makes it harder to service it.

The configurator also lets you choose the travel of Orbea’s in-house OC Mountain Control dropper post at no additional cost. For our test bike, we chose the longest 230 mm variant, which can be inserted all the way into the frame despite its huge travel – awesome! For the wheels, the Basque manufacturer rely on their in-house OQUO Mountain Control MC32 Team alloy wheelset, paired with MAXXIS tires. For top downhill performance, we picked the proven ASSEGAI/Minion DHR II combo in the indestructible DH casing and soft MaxxGrip rubber compound. This combo can be selected from the MyO configurator and strikes the perfect balance between puncture protection and traction – the WILD is the only competitor in this test with such robust tires. Overall, the spec of our test bike is trimmed uncompromisingly towards downhill performance, but the extensive MyO configurator gives you plenty of freedom, allowing you to spec your bike to suit your very own needs and preferences.

To do justice to the WILD’s fast styling, Orbea rely on a powerful Bosch Performance Line CX Race motor, which churns out 85 Nm of torque and 600 watts of peak power. It’s integrated seamlessly into the frame, leaving just the distinctive Bosch logo clearly visible. In the MyO configurator you can choose between a 625 and 750 Wh battery, which are both integrated permanently into the frame, meaning that you’ll have to charge the bike in your house unless you have a garage or basement with a plug. But don’t worry if that’s not the case, because the Orbea WILD also cuts a pretty good figure next to fancy designer furniture with its countless, beautiful frame details. Amongst them is the charging port above the motor, which was designed specifically for this bike and feels reassuringly sturdy. For epic backcountry expeditions, you can expand the battery with the optional 250 Wh range extender (€ 499) which clips onto a rail on the down tube. If you do so, however, you won’t be able to carry a water bottle in the bottle cage. The motor is combined with Bosch’s minimalist System Controller in the top tube and matching Bosch Mini Remote on the handlebars, which perfectly suit the bike’s sporty focus. These are extremely easy to use without overwhelming you with crazy amounts of data. If minimalism is not your thing, you can get a Bosch Kiox 300 display for an additional € 149. If you like touring or simply love to shred deep into the night, you can add on a Lezyne light set (front and rear) in the configurator for an additional € 99.

Tuning tip: Select the lighting system from the MyO configurator

What is the 2024 Orbea WILD M-LTD capable on the trail?

The WILD M-LTD is super intuitive to ride and makes you feel at ease from the get-go, regardless of whether you’re a newbie or seasoned trail warrior. Orbea’s trail weapon integrates you deep within its frame, with the high front end providing you with an extra boost of confidence. Handling is intuitive and predictable, encouraging you to plough through nasty rock gardens and commit to hairy high lines – and it forgives the odd riding mistake when you push yourself a little too far. The Orbea shows its WILD side with more experienced riders. In other words, if you know what you’re doing, it allows you to generate crazy amounts of speed by pumping through rollers and berms, while at the same time always feeling composed and providing tons of reserves, no matter how rowdy you get. Despite its smooth character, it’s always agile and nimble, allowing you to spontaneously change your line – only the Canyon Strive:ON CFR is slightly more direct. The suspension still delivers the best performance in the entire test field this year, alongside the Canyon Strive:ON and Pivot Shuttle AM. Combined with the beefy tires, this provides insane amounts of traction and encourages you to commit to the hairiest lines.

Going uphill, the Orbea places you in an upright pedalling position, and proves to be more comfortable than the Canyon Strive:ON, even after a long day in the saddle. On level ground, the high front end puts hardly any pressure on your hands and the front wheel always remains planted on the ground, tracking reliably in all situations. The WILD also negotiates technical climbs without breaking a sweat, eagerly making its way to the trailhead alongside the Strive:ON, the other climbing expert in this test. In combination with the tire’s soft rubber compound, the rear suspension generates huge amounts of traction, allowing you to tackle even the steepest of climbs – the Bosch Performance Line CX Race motor is partly responsible for this. Bosch’s Race drive proved to be one of the most powerful motors in this test, with its forceful shuttle feeling on long fire road climbs, and its long overrun, which helps the rear wheel get over the last few centimetres of an obstacle while allowing you to keep the cranks horizontal. When you get to the top of the hill, you can shut off the motor using Bosch’s eBike Lock function, so you can go inside and relax with a well-deserved cup of coffee.

The Orbea WILD M-LTD handles anything you throw at it and tackles any kind of trail without batting an eyelid.

Who should take a closer look at the 2024 Orbea WILD M-LTD and who should look elsewhere?

An eMTB with near-endless possibilities! The Orbea WILD is a versatile eMTB allrounder that is still unrivalled in its segment. Whether you’re a laid-back flow trail enthusiast, keen backcountry explorer or rowdy shredder, the Orbea is an excellent companion, delivering a tremendous performance both up and downhill. It’s suitable for both beginners and seasoned trail veterans, impressing above all with top riding fun and a strong feeling of safety. The comfortable riding position and powerful motor also make it a perfect match for tourers. The extensive MyO configurator is the proverbial icing on the cake, allowing you to customise both the look and spec of your WILD down to the smallest detail.

Some bikes and accessories are true designer pieces and too beautiful to be left in the cellar. That’s why you should take a look at the article on bikes in the home in our sister magazine DOWNTOWN. We show you how you can beautifully display your favorite bike/accessory in your home.

Our conclusions about the Orbea WILD M-LTD 2024

The Orbea WILD is ahead of its time and simply makes the rest of the test field look dated. It impresses above all with its first-class suspension, confidence-inspiring handling and versatility, which makes it an excellent choice for a wide spectrum of riders, regardless of their skillset. The Orbea tackles every situation with great confidence and stoic composure, no matter how challenging the conditions and terrain, both up and downhill. To top it all off, Orbea allow you to customise the finish and spec using their comprehensive online configurator. In our 2024 e-mountainbike group test, the WILD covers the widest range of applications in the entire test field to comfortably defend the title, securing the coveted Best in Test award for the second year running: the Orbea WILD is the best e-mountainbike of 2024!

Tops

• Huge range of applications
• Super intuitive handling
• Confidence inspiring
• MyO configurator allows for countless customisation options

Flops

• Permanently integrated battery

For more information, visit orbea.com

The test field

For an overview of the test fleet head to the group test: The best eMTB of 2024 – 27 of the most exciting models in our comparison test

All bikes in test: BULLS VUCA EVO AM 2 (Click for review) | BULLS SONIC EVO AM SX-I (Click for review) | Canyon Strive:ON CFR LTD (Click for review) | Canyon Torque:ON CF Roczen (Click for review) | CENTURION No Pogo SL R8000i (Click for review) | CUBE AMS Hybrid ONE44 (Click for review) | FLYER Uproc X 8.70 (Click for review) | FOCUS SAM² 6.9 (Click for review) | GASGAS ECC 6 (Click for review) | GIANT Trance X Advanced E+ Elite 0 (Click for review) | KTM Macina Scarp SX Prime (Click for review) | Lapierre Overvolt GLP3 (Click for review) | Merida eOne-Sixty 10K (Click for review) | Mondraker Neat RR SL (Click for review) | Moustache Samedi 29 Game 11 FOX (Click for review) | Orbea WILD M-LTD | Pivot Shuttle AM Team (Click for review) | Propain Ekano 2 CF (Click for review) | RADON RENDER 10.0 HD (Click for review) | ROTWILD R.X 1000 Ultra (Click for review) | Santa Cruz Heckler SL XX AXS RSV (Click for review) | SCOR 4060 ST (Click for review) | SCOTT Voltage eRide 900 Tuned (Click for review) | SIMPLON Rapcon Pmax Pinion (Click for review) | Specialized Turbo Levo SL Expert (Click for review) | Specialized Turbo Levo Pro (Click for review) | Spherik E-SMT XX AXS (Click for review)

Der Beitrag Orbea WILD M-LTD – In our huge 2024 e-mountainbike test erschien zuerst auf E-MOUNTAINBIKE Magazine.

The Canyon Torque:ON CF Roczen is the rowdy sibling in Canyon’s huge e-bike family. With its massive 900 Wh battery, it allows you to squeeze in a few extra laps when the chairlift closes, and clock countless descents even when there isn’t one. If you want, you can choose a smaller 720 Wh battery when ordering your bike, which saves you an extra € 400. The Canyon Torque:ON CF Roczen relies on a full carbon frame and generates 180/175 mm of travel (f/r), which makes it the beefiest bike in Canyon’s portfolio, and the longest-travel contestant in our 2024 eMTB group test. The German direct-to-consumer brand relies on a revised Shimano EP8 motor, which feels more powerful than its predecessor. The Ken Roczen model is the flagship model in the Torque:ON line-up, retailing at € 9,399 and tipping the scales at a whopping 25.1 kg in size M.

For an overview of the test fleet head to the group test: The best eMTB of 2024 – 27 of the most exciting models in our comparison test

What sets the Canyon Torque:ON CF Roczen apart from the competition?

The Canyon Torque:ON CF Roczen takes on the competition with striking MX styling, with a burly swingarm and a shock mounted parallel to the down tube. At first glance, the paint finish is a rather flat grey, but upon closer inspection you’ll notice an elegant marbling effect, which, together with the purple accents on Ken Roczen’s 94 race number, ensure a unique and rather refreshing look. Since the unusual rear suspension design leaves no room for a bottle cage in the main frame triangle, Canyon reached deep into their bag of tricks, providing a special cut-out in the top tube that accommodates a specially developed water bottle. While this might look a bit odd at first, it’s a great solution that allows you to carry a water bottle directly on the bike, despite the lack of space in the frame. The bottle also looks a bit like a motorbike’s fuel tank, so it fits well with the overall style of the bike.

The battery can be replaced using a 5 mm allen key, but also makes for a rather beefy bottom bracket area around the Shimano EP8 motor. As usual, there’s a small remote on the left-hand side of the bars, while a discreet display to the right of the stem shows all crucial riding data. Protective tape covers the more vulnerable parts of the frame, and a generously sized chainstay protector prevents chain slap. Canyon also offer an optional mudguard for the swingarm that protects the frame from the elements.

The spec is high quality and perfectly suited to the bike’s intended use. For the wheels, Canyon rely on a robust DT Swiss HFR 1500 alloy ebike wheelset and MAXXIS tires, combining a robust Doubledown casing at the rear and lighter EXO+ casing at the front, with the soft MaxxGrip rubber compound up front for more traction. Heavy, aggressive riders should also upgrade the front tire to the more robust Doubledown casing. The wireless drivetrain and dropper post ensure a clean cockpit, leaving just the rear brake line exposed, though this disappears discreetly into the frame through the headset. However, the seatpost with only 170 mm of travel is too short and restricts your freedom of movement on the trail. To match the robust spec, Canyon rely on a coil shock, with different spring rates matching the different frame sizes. The standard 300 LBS spring on our test bike in size M was a good match for our test riders weighing an average of 80 kg. SRAM CODE RSC four-piston brakes are paired with a massive 220 mm rotor at the front and 200 mm disc at the rear, providing more than enough braking power. The Torque:ON CF Roczen shares near-identical geometry with Canyon’s race eMTB, the Strive:ON, with the only difference being the additional travel, bigger BB drop and higher stack. The Torque:ON is sized pretty long across the board, meaning that short riders might walk away empty handed.

Tuning tip: More robust front tire with tougher DoubleDown casing for heavy and rowdy riders

What is the Canyon Torque:ON CF Roczen capable of on the trail?

Going uphill, the Torque:ON CF Roczen places you in a comfortable pedalling position, with the high front end preventing pressure from building up on your hands. As a result, the Canyon is also a comfortable tourer, with the front wheel tracking accurately even in steeper sections. On technical climbs, the plush rear suspension generates plenty of traction, but the low bottom bracket requires you to time your pedal strokes carefully to avoid smashing the cranks into obstacles. After Shimano’s recent update, the EP8 motor feels a little more powerful and the gap to the Bosch CX is now a tad smaller. However, the motor still runs out of steam on very steep climbs.

When gravity takes over, the Torque:ON makes you feel at ease from the outset, inspiring huge amounts of confidence with its high front end and deeply integrated riding position. At the same time, it’s still easy to pull into manuals and wheelies. However, if you’ve just filled up the bottle on the top tube, you’ll feel the extra weight when pulling the front wheel in the air. Handling is intuitive, but quick direction changes require greater physical effort – though the Canyon is noticeably nimbler than the Focus SAM². That said, the Torque:ON comes to life on fast, rough trails, where it ploughs its way through nasty rock gardens and root carpets with stoic composure. Here it also outshines the Strive:ON, although the lack of agility comes at the expense of the Torque’s all-round suitability. Despite being anything but nimble, the Torque:ON is relatively easy to manoeuvre for a bike in its travel class. In keeping with the character of the bike, the suspension is super plush and literally sucks itself into the ground, generating tons of traction in corners and under braking, even in rough terrain. However, the crazy plushness results in a lack of support, requiring great physical effort to pump through rollers and berms. That said, the suspension still feels defined and, unsurprisingly, offers plenty of reserves for big hits and botched landings.

Right away, the Torque:ON makes its intentions clear with its look, handling and rear suspension! Canyon’s eMTB bruiser is the proverbial gun in a knife fight, inspiring huge amounts of confidence on the trail with its composed character.

Who should take a closer look at the 2024 Canyon Torque:ON CF Roczen and who should look elsewhere?

The Canyon Torque:ON CF Roczen is an eye-catching special edition that’s aimed at Ken Roczen fans. However, the concept also works incredibly well as a shuttle replacement for freeride enthusiasts. It’s a rowdy trail bruiser, and extremely capable on steep descents with straight-line berms, inspiring tons of confidence with its grippy suspension. The huge battery and relaxed pedalling position also make it a great companion for epic backcountry expeditions.

Our conclusions about the 2024 Canyon Torque:ON CF Roczen

The Canyon Torque:ON CF Roczen takes on the competition with an unusual look and unique paint job, but lets you know straight away what its intentions are. The Torque:ON is incredibly good at what it does, inspiring huge amounts of confidence with its composed character and plush, grippy rear suspension. Although this comes at the expense of the bike’s agility and all-round capabilities, together with the huge removable battery, it makes it the ideal partner for long tours on steep, rough and fast terrain.

Tops

• Super composed
• Consistent spec
• Radical look
• Excellent touring capabilities

Flops

• Slightly sluggish handling
• Low bottom bracket easily causes pedal strikes.
• Small riders might walk away empty-handed

For more information, visit canyon.com

The test field

For an overview of the test fleet head to the group test: The best eMTB of 2024 – 27 of the most exciting models in our comparison test

All bikes in test: BULLS VUCA EVO AM 2 (Click for review) | BULLS SONIC EVO AM SX-I (Click for review) | Canyon Strive:ON CFR LTD (Click for review) | Canyon Torque:ON CF Roczen | CENTURION No Pogo SL R8000i (Click for review) | CUBE AMS Hybrid ONE44 (Click for review) | FLYER Uproc X 8.70 (Click for review) | FOCUS SAM² 6.9 (Click for review) | GASGAS ECC 6 (Click for review) | GIANT Trance X Advanced E+ Elite 0 (Click for review) | KTM Macina Scarp SX Prime (Click for review) | Lapierre Overvolt GLP3 (Click for review) | Merida eOne-Sixty 10K (Click for review) | Mondraker Neat RR SL (Click for review) | Moustache Samedi 29 Game 11 FOX (Click for review) | Orbea WILD M-LTD (Click for review) | Pivot Shuttle AM Team (Click for review) | Propain Ekano 2 CF (Click for review) | RADON RENDER 10.0 HD (Click for review) | ROTWILD R.X 1000 Ultra (Click for review) | Santa Cruz Heckler SL XX AXS RSV (Click for review) | SCOR 4060 ST (Click for review) | SCOTT Voltage eRide 900 Tuned (Click for review) | SIMPLON Rapcon Pmax Pinion (Click for review) | Specialized Turbo Levo SL Expert (Click for review) | Specialized Turbo Levo Pro (Click for review) | Spherik E-SMT XX AXS (Click for review)

Der Beitrag Canyon Torque:ON CF Roczen – In our huge 2024 e-mountainbike test erschien zuerst auf E-MOUNTAINBIKE Magazine.