Although the number of reported bicycle thefts has not risen in recent years, the value of the bikes stolen has increased. One reason for this is that bike thieves are specialising in high-value bikes. Expensive ebikes are increasingly becoming the object of unlawful desire.

Bosch now offer their own tracking service with the corresponding hardware for all ebikes with a Bosch Smart System. The Bosch ConnectModule is a small tracking device with an integrated motion sensor, GPS tracker and mobile phone module (LTE & NB-IoT). Bosch charge € 139 for the retrofit kit, but you can get it from online retailers for as little as € 100. In addition to the one-off purchase price, there are ongoing charges for the Flow+ service, as the ConnectModule transmits its position via the mobile phone network. In comparison to Apple AirTags, for example, this means that it works regardless of whether there is an Apple user nearby. Unsurprisingly, however, the mobile operator wants to be paid for the service. After a free trial year, the following year costs € 39.99, or you can opt for a monthly subscription for € 4.99 per month. We tested the electronic guard dog for you.

Installing the Bosch ConnectModule

The first hurdle when installing the ConnectModule is choosing the right version. There are two models: one for ebikes with Bosch Performance Line CX and Cargo Line motors, and another one for Performance Line drive systems. The models have different mounting plates, each of which only fits the corresponding motor. In most cases, the ConnectModule is attached directly to the motor. However, if the bike manufacturer haven’t included space for the module in their customised motor cover, it will need to be mounted elsewhere on the frame.

The compact Bosch Performance Line SX motor doesn’t have a mounting option at all, but you can usually find a free corner on the down tube – e.g. between the battery and the motor – where the ConnectModule will fit.

The ConnectModule has two cable connectors that can be plugged into the connection from the motor to the display or from the motor to the control unit. The retrofit kit includes a short cable for this purpose, meaning you don’t have to disconnect any cables yourself.
One end goes to the motor and the other to the LED/Purion 200 remote control, the system controller or the Kiox 300/500 display, depending on what is currently installed on your ebike. If you have a wired remote and a Kiox display on your bike, the ConnectModule goes into the cable connection from the motor to the display. The retrofit kit also includes a rubber plug that fits flush between the top of the ConnectModule and the CX motor, ensuring a secure fit under the cover.

If there is enough space under the motor cover to fit the module, installation is as easy as connecting an electric barbecue in the garden to a living room socket with an extension cord. However, if your bike manufacturer have excessively encased the motor with a custom-made cover, inexperienced ebike mechanics may want to visit their Bosch dealer for assistance.

Fortunately, more and more manufacturers are starting to equip their Bosch ebikes with a ConnectModule as standard, such as the Canyon Strive:ON and the Moustache J.

The last step is to activate the Flow+ service in the Bosch Flow app and connect it with your ebike. You will then be able to activate the new function under eBike Lock & Alarm.

The Bosch ConnectModule’s eBike Alarm functions

The eBike Lock function comes standard on every Bosch Smart System motor. With it, the motor is locked when it is switched off and can only be unlocked via the smartphone or a Kiox display. The eBike Lock is a prerequisite for the newly added eBike Alarm functions and must therefore be activated.

eBike Alarm adds location tracking as well as alarm and notification functions. A new feature is the “Parking location”. Have you taken a taxi home after a night out and can’t remember where you left your ebike? Just click on the address line under your saved ebike in the Flow app and you will be shown its last known location.

And don’t worry about a dead ebike battery after you’ve been frantically circling the roundabout looking for the exit last night – the Bosch ConnectModule has its own 650 mAh battery for this purpose.

This battery charges itself from the main battery. Your ebike doesn’t even need to be switched on – the ConnectModule can wake it up from standby mode and perform a so-called service charge. According to Bosch, this process takes place every 4–14 days when the ebike is switched off. You can view the charge status of the ConnectModule battery in the eBike Flow app.

If you have activated the eBike Alarm in the Flow app, any suspicious movement when the bike is switched off triggers a rapid beeping sound. The alarm sounds like a parking assistant when you are within 5 cm of the bumper of the car behind you. In addition, the LEDs on the remote give a telltale light show and the display shows “eBike locked”. This may deter opportunistic thieves.

However, if a determined thief is not deterred by the audio-visual signals, the ConnectModule will initiate the second stage of the alarm. A slightly louder honking sound, similar to a car alarm, is emitted for approximately one minute. Still, it is nowhere near as shrill and loud as a car alarm. Nowadays, with so many people cruising around the city park with boom boxes on their handlebar, the alarm horn is unlikely to inspire passers-by to intervene.

Interestingly, the ConnectModule does not have a speaker of its own, but uses the motor’s speaker. If the thief manages to remove the battery quickly enough, the alarm is silenced immediately.

If you doubt the deterrent effect of the alarm and do not want to attract attention with a false alarm – which could be triggered by a clumsy bump – you can deactivate the alarm sounds. The anti-theft protection remains active and works as a silent alarm.

When the ebike detects movement in the protected state, it sends a notification to the smartphone. If the location then changes, tracking mode is activated. The ConnectModule sends its location to the smartphone at short intervals and records a movement history so that the thief’s route can be traced.

According to Bosch, the ConnectModule is designed to provide location updates for up to a week in tracking mode. To conserve battery power, location updates are only sent when movement is detected. If a bike is moved around a lot, say in an underground car park where there’s no reception, the ConnectModule will try to make a connection until reception is restored.

If you plan to travel with your ebike, you can activate the transport mode. The bike is still protected by the eBike Lock function, but all alarm and tracking functions are temporarily deactivated. This means that movements will not trigger notifications and no location updates will be sent.

The problem is that you can only deactivate the transport mode with your smartphone within Bluetooth range, not remotely. If your ebike is stolen from the rear luggage rack at a motorway service station or from the bike compartment on a train while you’re in the toilet, you won’t be able to find it. You should therefore always switch off the transport mode if you leave your ebike unattended, even if it’s only for a short time.

Conclusion on the Bosch ConnectModule and the Flow+ subscription service

Equipping a Bosch ebike with a GPS tracker and mobile phone module has never been easier than with the ConnectModule. Thanks to its integration into the Bosch Smart System, the functionality is better than with comparable third-party solutions. Better still, the first bike manufacturers are already installing the electronic anti-theft system as standard. This is a clear recommendation from us, although the rather quiet alarm and the lack of remote support in transport mode are a little disappointing.

Tops

• silent alarm
• relatively easy to retrofit
• some manufacturers are already using the ConnectModule in series production

Flops

• alarm sound too quiet
• tracking cannot be activated remotely
• no dedicated mounting point on the Bosch Performance Line SX motor

Fore more information, visit bosch-ebike.com

Der Beitrag Bosch ConnectModule and Flow+ subscription service in review – How good is the anti-theft protection for ebikes with the Bosch Smart System? erschien zuerst auf E-MOUNTAINBIKE Magazine.

Hats off! – A derailleur is an ingenious piece of technology. For over a century, it has made it easier for cyclists to conquer steep mountain passes, reach crazy speeds on the descents, and pedal at a comfortable and efficient cadence on long-distance hauls. However, it is far from perfect.

The derailleur wasn’t originally conceived to be used together with an ebike motor, but has simply been adapted. And after the successful integration of ebike motors, combining the gears with the motor seemed to many ebike nerds like the next logical step.

So, are motor/gearbox units the natural evolution of ebike motors? We tested three current ebikes powered by different motor/gearbox units to find out if they’re the future. As the name suggests, the SIMPLON Kagu Pinion relies on the Pinion MGU E1.12 system, Ultima sent us their Multipath Trekking Allroad ebike, powered by the Valeo Cyclee drive unit, and Decathlon resort to the E2 Drives Owuru motor/gearbox unit for the BTWIN LD 920E.

If you’re interested to find out more about the individual ebikes themselves, click on the links for the respective in-depth reviews:

Why motor/gearbox units? – This is why!

Motor/gearbox units promise to offer many advantages, such as being low-maintenance, durable, powerful, and smart. Defective rear derailleurs and constantly having to lube the chain are a thing of the past. Instead, you get to enjoy automatic shifting and new anti-theft functions. Integrated gearboxes are also said to offer advantages in terms of the bike’s handling because they create a more focused centre of gravity around the bike’s bottom bracket. But we’re getting ahead of ourselves. First of all, what is a motor/gearbox unit?

A motor/gearbox unit is a special kind of mid-mounted motor, bolted to the bike’s bottom bracket. It differs from classic mid-mounted motors from the likes of Bosch and Shimano, in that it’s got an integrated gearbox. So, everything to do with the gears happens inside the motor housing. There’s no longer any need for a cassette on the rear wheel with a derailleur hanging off the back end, or for a geared hub. This should offer a handful of advantages.

Because the gearbox is combined with the motor, integrated into a single housing, it’s largely protected from the elements. There are fewer components to clean or maintain after a muddy ride.

With the omission of the cassette, you’ve got the possibility of using a belt instead of a chain. Belts are typically self-lubricating, so there’s no need for you to apply lube. You can simply clean the belt with a soft brush and water. Chain marks on our calf or trouser leg are a thing of the past, too.

With a classic drivetrain, all of the shifting components are exposed to the elements, subjecting them to increased wear and tear – especially in the case of ebikes. This is why motor/gearbox units are considered to be more durable. However, it always depends on the individual case and the components. If an ebike brand only spec 3-speed derailleurs and thick motorcycle chains, this will naturally achieve a higher mileage than a delicate internal gearbox with 30 gears. However, what you find on the market generally tends to be the opposite, i.e. wide-range cassettes paired with skinny chains and beefy gearboxes with belt drives.

The fact that you’ve got fewer exposed components attached to heavily stressed areas of the ebike also suggests that it will be less susceptible to defects. If you lay an ebike with a derailleur down carelessly, you risk bending or misaligning the derailleur. In the worst case, it can break off when you slam it into a rock – mountain bikers can tell you all about it. For motor/gearbox units, at least this danger is eliminated, relying on a short chain or belt tensioner at most.

Depending on the model, a large 12-speed cassette can weigh half a kilo, while modern geared hubs usually tip the scales at over 1 kg. Aggressive full-suspension ebike riders stand to benefit the most from reduced weight on the rear end. Every additional gram on the rear wheel increases the unsprung and rotating mass. Less rotating mass means the rear wheel can accelerate and slow down more easily. In the case of a full suspension bike, a reduction in sprung mass results in more responsive suspension, better capable of absorbing bumps and sticking to the ground.

With motor/gearbox units, the weight saved on the rear wheel goes where it’s least annoying: the bottom bracket, low and centred on the bike. In theory, this should result in an improved weight distribution. A more focused centre of gravity is conducive to agility, and a low centre of gravity increases the bike’s composure.

As always, it depends on each individual case and on how well the respective bike brands play to the advantages of motor/gearbox units. However, the motor/gearbox units we tested have one disadvantage in terms of their weight: they’re all upwards of four kilograms. They certainly don’t lend themselves to light eMTBs.

Many of the benefits listed so far are just bonuses. The biggest advantage of motor/gearbox units is their shifting performance, and the new smart functions that integrated gearboxes offer. And it’s these that we want to look at in detail here.

The popular all-rounder amongst motor/gearbox units – The Pinion MGU E1.12 on test

First and foremost, Pinion have made a name for themselves for their gearboxes on analogue bikes. However, the German bike gearbox manufacturers have a background in the automotive sector, and turned the ebike world upside down in the summer of 2023.

Pinion may not be the first brand to offer a motor/gearbox unit, but the Pinion MGU (Motor Gearbox Unit) made the biggest waves, and was welcomed by ebike manufacturers with open arms. In the eSUV group test conducted by our sister magazine E-MOUNTAINBIKE, every third bike came equipped with the Pinion MGU. It also featured on three bikes in our big 2024 eMTB group test.

The Pinion MGU is available in four versions, either with a 9- or 12-speed gearbox; for s-pedelecs limited to 45 km/h, or for ebikes limited to 25 km/h.

The 12-speed MGU weighs around 4.1 kg, making it the lightest motor/gearbox unit on test. Compared to conventional full-power, mid-mounted motors, the MGU is just slightly larger and therefore relatively easy to integrate into existing ebike platforms. This has certainly been met with a positive response from many bike brands, boosting the motor’s popularity.

With the 12-speed gearbox, the MGU E1.12 system has a vast gear range of 600% (MGU E1.9 = 568%), which is significantly more than the other two motor/gearbox units on test, and more than current 12-speed cassettes. In practice, this means that you’ll almost never run out of gears with the Pinion MGU E1.12, providing an easy gear for even the steepest climbs, and a high gear fast enough for breakneck descents.

The Pinion MGU has a claimed nominal torque output of 85 Nm. However, the specified torque output of motor/gearbox units should only serve to better classify them amongst conventional mid-mounted motors without gearboxes. Because the motor’s actual torque output depends on the gear selected. For example, the Pinion MGU is said to churn out as much as 160 Nm in the easiest gears.

If you select the highest support mode, FLY, the Pinion MGU feels very powerful in all gears. In FLY mode, the motor offers a considerable 400% support. Nevertheless, it wasn’t the most powerful motor on test as it was outdone by the motor/gearbox unit from its French competitors, Valeo.

If you compare the shifting functions, the Pinion motor isn’t on par with the competition. Like the other two models on test, the unit is capable of shifting without having to pedal, whether you’re stationary or rolling. With the Start.Select function activated, it can automatically select a predefined starting gear when you come to a stop at a traffic light, too.

However, Pinion are yet to introduce fully automatic shifting functions to the MGU. For now, with the Pre.Select function, the Pinion MGU will automatically select the appropriate gear for the current speed, but only when you stop pedalling. Therefore, when you coast downhill, the Pinion MGU will shift up to an appropriate pedalling gear. However, when you’re pedalling uphill and your speed decreases, the MGU doesn’t automatically shift down. You’ll either have to shift manually or stop pedalling. However, the MGU shifts very quickly when you tell it to, even under full load, and practically never miss-shifts, unlike many badly adjusted derailleurs.

Furthermore, the lack of fully-automatic shifting is set to change in the summer of 2024. Pinion have already announced a free software update that will introduce this function to all current MGU systems, even under full load.

The powerful French option – Testing the Valeo Cyclee motor/gearbox unit

With over 100,000 employees, Valeo are a world-renowned powerhouse among automotive suppliers. Although the Valeo Cyclee motor/gearbox unit was introduced to the public back in December 2020, it’s still not on most ebikers’ radars. According to Valeo, 25 bike brands already rely on the Cyclee unit, but most of them are based in the French automotive supplier’s home country, which accounts for the lack of international presence. However, Valeo’s system is more than deserving of attention because it’s got several technological highlights to offer the ebike segment.

The Valeo Cyclee motor/gearbox unit features a 7-speed automatic gearbox developed in collaboration with French gearbox specialists Effigear. The 7 speeds offer a 450% gear range. As such, the Valeo unit can’t match the wide range or fine gear steps of the 12-speed Pinion system, though shifting becomes a secondary matter aboard Cyclee powered bikes.

With a torque output of up to 130 Nm and 800% support, the powerful motor can compensate for the somewhat limited gear range, capable of bringing riders up to cruising speed from a dead stop in the blink of an eye. Steep climbs are no problem for the Valeo Cylcee motor/gearbox unit either, and it shouldn’t be fazed by heavy loads. In fact, the Valeo Cyclee motor was designed with heavy duty cargo bikes in mind. To this end, the Valeo system can even be equipped with a reverse gear, helping you manoeuvre a heavily loaded cargo bike in steep driveways and the like.

Another standout feature exclusive to the Valeo Cyclee system is the ability to put it in neutral, which serves as a clever anti-theft function. When you park the ebike and select neutral, the Valeo Cyclee powered ebike won’t budge no matter how hard you pedal. You’ll first have to enter a code via the remote and display to engage the motor. We couldn’t think of a better way to exploit the advantages of motor/gearbox units for theft protection.

While riding, the internal gearbox is fully automatic. In the adaptive support mode, called Predict, you can’t even manually override the automatic gear selection via the remote. The shifting works well whether you’re stationary or rolling. And unlike the Pinion MGU, it also shifts automatically under load, so while you’re pedalling. However, in this case, the Valeo Cyclee can occasionally be particularly lazy and slow to change gears.

As you pick up speed, the automatic gearbox predictably shifts into a higher gear and keeps you pedalling at a comfortable cadence. Shifting gears via remote in Turbo or Eco mode works perfectly. However, when you hit a climb and slow down, stomping on the pedals, the gearbox leaves you waiting. Whether automatically in Predict mode or manually by remote control, downshifts are delayed by several crank rotations if there’s too much force being applied to the pedals. Although this prevents the cranks from disengaging and making you spin out, it also makes it difficult to hold your pace on the climbs.

At around 4.9 kg, the Valeo Cyclee is the heaviest motor/gearbox unit on test. The housing is shaped like a triangle, which requires more space in the frame and complicates matters when it comes to integration. Hopefully, this won’t put ebike manufacturers off, and Valeo will find more partners for their powerhouse of a system. We’d be happy to see the French motor/gearbox unit featured on even more ebikes in the future.

The sensitive Belgian among motor/gearbox units – The E2 Drives Owuru in review

If Pinion are the shooting stars of the motor/gearbox scene and Valeo are the local French heroes, you can rightly call the E2 Drives Owuru system a niche product, featured on just a single bike so far.

If you look at it from a different perspective, the folks behind E2 Drives have achieved an absolute box-office hit with their Owuru unit. The concept must have impressed Decathlon enough to have them snatch up the small motor start-up, so that E2 Drives are now a subsidiary of the sports goods giants. So, it’s hardly surprising that the innovative Owuru motor is currently exclusive to the Decathlon BTWIN LD 920E city ebike.

While the key specs of the Pinion MGU are targeted at the masses, and the Valeo system is all about power, the Owuru motor/gearbox unit has different strengths entirely. It promises a particularly smooth and relaxed riding experience, and it’s the only motor/gearbox unit on test with a continuously variable automatic transmission.

Technically, the Owuru motor achieves seamless shifting thanks to two electric motors that converge via an internal planetary gear. In practice, this means that you can set a desired target pedalling cadence of 40 to 90 RPM before you set off. Once you’re going, you’ll no longer have to think about shifting gears.

The motor always regulates the support and gearing ratio so that you can pedal at the desired cadence. This is achieved entirely without interruption from gear shifts or power fluctuations – like a variomatic transmission on a scooter.

In city traffic, therefore, none of the other motor/gearbox systems on test can keep up with the relaxed riding experience offered by the E2 Drives Owuru. If you stomp on the pedals to pull away from your competition at a traffic light, the unit smoothly shifts to a higher gearing ratio and lets you pick up speed without having to spin the cranks like a maniac. As you slowly come to a halt in stop-and-go traffic, the system automatically shifts down, so you’re always in a pleasantly easy gearing ratio when pulling away.

However, the clever automatic transmission also has its disadvantages. Compared to the other two motor/gearboxes, the Owuru isn’t quite as powerful and can’t compete with conventional, full-power, mid-mounted motors.

E2 Drives specify a minimum torque output of 65 Nm, which is achievable in any gearing ratio, with a maximum of up to 120 Nm in ideal conditions. Although the Owuru’s 375% maximum support sounds like plenty, it can’t match the 400 and 800% of the Pinion and Valeo systems, and the internal gear range of 265% is significantly narrower than the 600 and 450% offered by Pinion and Valeo.

You can still get around quickly in flat cities, nonetheless. If your commute includes steep hills, however, the motor will likely run out of steam. If you drop below a certain speed on a climb, the motor can’t maintain the predefined target pedalling cadence, forcing you to stand up from the saddle and put all your weight on the pedals to reach the summit.

Another shortcoming is the system vibration. The motor itself isn’t particularly noisy. The Valeo Cyclee is significantly louder, and the sounds emitted by the Pinion MGU in the first four gears can also get annoying. But with the Owuru, you can feel the vibrations in your feet of the two motors pulling on the planetary gearbox.

How well the Owuru system lends itself to integration is actually a side issue because it’s exclusive to Decathlon for now. The motor/gearbox unit weighs 4.6 kg, so it’s not exactly lightweight. The motor housing is just slightly bulkier than a modern, compact, full-power, mid-mounted motor without an internal gearbox. Integrating the system requires special attention to the chain line because the motor relies on a small additional sprocket above the chainring to transmit much of its power. In the case of the BTWIN LD 920E city ebike, Decathlon prove that they’re capable of top-notch motor integration, building an entire system around the Owuru drive unit. The motor/gearbox unit blends seamlessly into the frame’s rounded silhouette, and a neatly integrated display in the stem provides you with data from the motor.

Are motor/gearbox units the future of ebike motors?

The now long-deceased Henri Desgrange, an important cycling journalist of his time (and also the founder of the Tour de France, by the way), allegedly said: “…variable gears are only for the disabled and women.” Of course, more than a century has passed since our colleague Henri is said to have made this bold assertion, which today everyone knows is not true. But our thinking hasn’t evolved much since then: “Ebikes are only for old people, dropper posts only add weight, and disc brakes are far too complicated and unreliable.” Instead of openly welcoming innovations without prejudice, they’re typically met with a lot of unfounded skepticism and resistance.

Motor/gearbox units may seem bulky, unrefined, and not fit for high-performance bikes. We secretly relegate them to a niche reserved for comfortable hybrids and low-maintenance trekking bikes. The motor market continues to be dominated by conventional mid-mounted drive units and hub motors. Admittedly, motor/gearbox units have only just arrived on the relatively young ebike scene. However, they have enormous potential. Ebike motors are inevitably intertwined with the drivetrain. Therefore, it makes sense to combine the two components as closely as possible. In the best case, doing so will turn two components into just one: the motor/gearbox unit. Pinion, Valeo, and E2 Drives motor/gearbox units aren’t perfect, sure. But it’s been a while since we’ve been as impressed by an ebike motor as we were by these three models. Motor/gearbox units certainly have the potential to dominate the market.

While there’s plenty of room left for improvement, Pinion, Valeo and E2 Drives make an impressive debut on the ebike motor market. They’ve cleared the way for motor/gearbox units to take the market by storm. Now, it’s up to bike brands to exploit their full potential, and that’s a different matter entirely. However, conventional mid-mounted motors and derailleurs should prepare for a possible onslaught from motor/gearbox units because they could take a big cut of their pie.

Der Beitrag Pinion MGU E1.12, Valeo Cyclee, and E2 Drives Owuru – Comparing three ebike motor/gearbox units erschien zuerst auf E-MOUNTAINBIKE Magazine.

Although not everyone is aware of it, today eMTBs are as adaptable as a camp of chameleons under a multi-coloured disco ball. Usually available in four different frame sizes, eMTBs also offer a wide range of adjustment options to provide customised ergonomics for almost all body sizes and proportions – including handlebar width. But, unlike most other ergonomic adjustments, shortening the handlebar is irreversible. If you accidentally cut it too short, you won’t be able to make it wider.

So, especially if you are new to the sport, you may appreciate the opportunity to experiment with handlebar width before making a final decision.

Shortening a carbon handlebar is no simple task either. Some instruction manuals advise to do this only outdoors, while always wearing eye protection and a dust mask, making sure that you use an extra wide saw guide for a carbon fibre saw blade to avoid delamination. This can all be quite discouraging.

This is where the NEWMEN Handlebar Advanced 318.25 VGS comes in. NEWMEN call the width adjustment technology “VariGrip” (VGS). The handlebar has two threads, laminated into the bar ends. The matching NEWMEN VGS grips with the corresponding external thread can be screwed onto the handlebar at different distances to adjust the bar width.

The concept isn’t entirely new, though. Grip manufacturer ODI, for example, introduced a similar product over a decade ago with their Flight Control handlebar, but it didn’t gain much traction. So, what have NEWMEN learnt and improved upon to ensure the success of the VariGrip?

The NEWMEN VariGrip handlebar in detail

NEWMEN don’t just offer one VariGrip handlebar but several models: the Evolution SL 318.25 VGS in aluminium and the Advanced 318.25 VGS in carbon, which is the one we tested. The aluminium bar weighs between 257 g and 339 g depending on the version and costs between € 64 and € 72. The lightweight carbon bar weighs between 215 and 235 g and costs between € 145 and € 153. This makes the VariGrip carbon model even lighter than a comparable but uncut NEWMEN handlebar and only slightly more expensive. In any case, the VariGrip is certainly more cost-effective than buying a second handlebar after accidentally shortening the first one too much.

All handlebars come with a 31.8 mm diameter clamp, although a 35 mm version is in the works. The handlebar has an 8° backsweep and upsweep. There are two widths to choose from, covering either 710–760 mm or 760–810 mm range. Depending on the width, models with a rise of 10, 25 or 40 mm are available. With this, NEWMEN aim to cover a wide range of applications, from cross-country to downhill.

Our € 153 carbon test model weighs exactly 230 g, spans between 760 and 810 mm and has a 25 mm rise.

All standard grips with an internal diameter of 22.2 mm can be fitted. However, the handlebar only makes sense with one of NEWMEN’s four different VGS grips. Your usual grips from Ergon, ODI and the like slide down the handlebar to its minimum width of 760 mm and do not allow the handlebar width to be adjusted. So you are effectively limited to four models. These are the ergonomic Wingmen wing grips with a large contact area for touring bikes and the Blok (XC, trail), Slat (trail, enduro) and Resia (enduro, DH) models.

On the Resia model, there’s no difference between the left and right grips, while the Slat and Blok grips are side specific. In addition, all the grips have a top and bottom side with a slightly different profile thickness to provide extra shock-absorbing rubber under the palm. The grips are priced at € 22 and weigh between 102 and 107 g per pair.

Now, let’s do some maths. The width of the handlebar can be adjusted by 50 mm, allowing an adjustment of 25 mm on each side of the grip position. The M15x1.5 thread has a pitch of 1.5 mm. This means that a grip makes 16 turns between the outer and inner positions, offering you as many handlebar widths and positions to choose from.

A scale engraved on the handlebar ends with 5 mm increments helps to determine the handlebar width. Once the grips have been adjusted to the desired width, they are secured to the inner clamp using a 3 mm Allen key.

The markings on the stem clamp help to centre the handlebar. It is slightly roughened around the stem clamp to increase friction and ensure a secure fit. NEWMEN specify a maximum torque of 6 Nm for the stem bolts and 1.5 Nm for the brake, gear and dropper clamps.

The new NEWMEN VariGrip handlebar in review

We did our initial test rides with the narrowest handlebar width of 760 mm. With an 8° backsweep and upsweep, the handlebar is slightly more curved than the typical 5° upsweep and 7° backsweep found on approximately 80% of all bars. The slightly more pronounced upsweep of the NEWMEN VariGrip handlebar means that riders with broader backs may experience slightly more bent wrists and a more compressed riding position. This can be easily compensated for by increasing the bar width, so it’s not a criticism of the NEWMEN handlebar, and is, of course, a matter of personal preference.

Even in the narrowest configuration, the handlebar has a noticeable flex that provides a little more shock absorption and damping when riding off-road. Common opinion is that increased flex leads to a reduction in steering precision. However, this effect only occurs in homeopathic doses, so we couldn’t confirm that during testing.

The soft Resia and Slat grips contribute to shock absorption. Their rubber compound has a Shore A hardness of 25. To put this in perspective, gummy bears are around 10A, and the red side of the red-blue eraser is around 40A (what the hell is the blue side for anyway?). For riders with screw clamps instead of hands, the grips are clearly too soft and tend to float somewhat between the palm of the hand and the handlebar. NEWMEN have announced that there will be a version of the Resia grip with a harder rubber compound in the future.

The narrower the handlebar, the more direct and agile the handling of the eMTB is perceived to be, as was the case with the NEWMEN Handlebar Advanced 318.25 VGS in 760 mm width. Although our testers usually ride wider bar widths, they benefited from a slight increase in agility on winding home trails.

Conversely, a wider handlebar offers more steering precision and stability, especially in fast sections. When the grips are locked in place at 810 mm, they feel just as stable as on a standard 810 mm handlebar. However, the extra 50 mm of handlebar width noticeably increases the flex of the bar, which may be too soft for some heavier riders. Unfortunately, there’s no remedy for this. The larger lever, however, makes for a more composed and precise handling of the bike.

By the fourth descent on our home trails, most of our testers were able to identify their preferred handlebar width and either confirm or revise their existing opinion of the perfect width. For the tinkerers and puzzlers among us, the handlebar made us want to find the optimum bar width for other trails too.

However, the system has a few drawbacks. If you too carelessly change the position of the grips, and therefore the position of the brake clamps and remote controls, you will have to live with a scratched handlebar surface. You also need to be careful with the small 3 mm Allen screw on the grip clamp, and ideally use a good quality multi-tool to tighten it with a light feel. Otherwise, sooner or later you’ll risk stripping the screws. The same applies to the brake, gear and remote clamps, where you must also respect the low torque specifications of the handlebar. Cable routing for displays and eMTB remotes is also not possible with the VariGrip handlebar.

Who is the NEWMEN VariGrip the right handlebar for?

The NEWMEN VariGrip handlebar isn’t just for teenagers with uncontrollable growth spurts or beginners trying to find their ideal handlebar width. It is also a real problem solver. Whether fitted to a fleet of test bikes or rental bikes in a bike park, it offers a slightly better fit with minimal extra effort. The same goes for sharing a bike with your partner.

Tinkerers can also use the thread at the end of the handlebar for other purposes, such as securely attaching a small tool, ensuring it remains rattle-free and always at hand.

Does your bike hit the tailgate of your car when mounted on the rear carrier? If so, the NEWMEN VariGrip will give you an extra 25 mm of clearance without having to twist the handlebar. If you’re looking for the perfect bike carrier to keep your ride secure on the road, take a look at our detailed rear carrier group test.

For those of you who frequently transition between heavily wooded home trails and open bike parks, the narrow position minimises your own cross section, allowing you to thread the needle between tight trees without catching them. In bike parks, the wide position is preferred for maximum stability. (Editor’s note: Please avoid being that person who stops the group at every trailhead to adjust the handlebar. Otherwise, you may find yourself riding solo in the future).

Unfortunately, there is no intermediate size of around 735–785 mm, which would offer a better fit for some riders.

Conclusion on the NEWMEN VariGrip handlebar

The NEWMEN Advanced 318.25 VGS handlebar with VariGrip feature proves to be smart and versatile. Not only does it improve ergonomics by allowing you to choose the handlebar width that best suits you, but it also allows you to influence the handling of your bike. At just under € 175, this handlebar and grip combination is also no more expensive than a comparable carbon bar. However, the NEWMEN handlebar may not be suitable for all riders due to the lack of an intermediate size and the slightly higher than usual flex.

Tops

• innovative handlebar width adjustment
• improved ergonomics
• fine-tuning of handling
• good value for money
• never shorten handlebars too much again

Flops

• missing intermediate size
• somewhat high flex at full width
  
• scratched surface if handlebar width is frequently adjusted
• bar width adjustment only possible with NEWMEN grips

For more info, visit newmen-components.de

Der Beitrag The Lab: The width adjustable NEWMEN Handlebar Advanced 318.25 VGS in review erschien zuerst auf E-MOUNTAINBIKE Magazine.

Our candidates – The 14 MTB brake models we tested

Our test field includes both budget brakes and fancy boutique stoppers, from some of the most popular and affordable OEM models, to the finest bling money can buy. But what do all our competitors have in common? They’re all hydraulic and have four pistons, with retail prices ranging between a very humble € 240, right the way to an eye-watering € 1,300, with the majority of our competitors costing between € 400 and € 700. These are RRP prices for a brake set without rotors. However, some of the brakes in this test are also available as a complete set, with some shops undercutting retail prices rather significantly in some cases. Shimano brakes, for example, which have been around for a long time, are available online for nearly half the RRP.

For the full group test, follow the link tou our sister magazine ENDURO

Der Beitrag The best MTB disc brakes – 14 MTB brakes in comparison erschien zuerst auf E-MOUNTAINBIKE Magazine.

The e-mountainbike scene is alive and kicking, especially when there’s race tapes and stopwatches involved, regardless of whether the trail is pointing up or downhill. More and more manufacturers are expanding their eMTB portfolio with powerful race-oriented models.

However, our big 2024 E-MOUNTAINBIKE comparison test proves that the market offers far more than just rowdy race eMTBs with bags of power and demanding handling. Here the Orbea WILD and Canyon Strive:ON won the real race, securing Best in Test and Best Buy Tip, respectively. While both are thoroughbred racers, they not only dominate the racetrack, but also offer outstanding all-round capabilities for “normal riders”.

As one of the undisputed pioneers of e-mountainbiking, Haibike have been an integral part of the eMTB racing circus since day one. At the very first races, they turned up with near-production eMTBs, like Andrea Garibbo’s Haibike AllMtn SE from back in 2022. The German manufacturer didn’t have a race-specific bike in their stable until the launch of the HYBE in 2023, which brought forth Haibike’s new “Power Sports” category. Last autumn, we asked our fastest editors to put the HYBE 9 through the wringer. Our verdict: the HYBE 9 impressed us with good-natured handling and good touring characteristics – probably not what Haibike had in mind. With the HYBE 10.5, the team at Haibike took a different approach, gifting their race horse with an alloy skeleton and new Yamaha PW-XM motor. To try one for yourself, you’ll have to fork out € 7,999. If that sounds a little much for your liking, keep reading our news to hear our take on the new HYBE 10.5 – and it won’t cost you anything at all!

The new Haibike HYBE 10.5 in detail

The biggest changes concern the frame and motor system. While last year’s HYBE 11 and HYBE 9 relied on a carbon main frame coupled with an alloy swingarm, the new HYBE 10.5 is made entirely of aluminium. And while the alloy version is still very similar to its carbon siblings, its silhouette is slightly less complex, and it doesn’t have the origami-inspired head tube design. You’ll see the other big change when you look down between the cranks.

The HYBE 10.5 relies on a Yamaha PW-XM motor rather than a Bosch Performance Line CX or CX-Race drive. Based on the Yamaha PW-X3 motor, the letter M in the name suffix stands for the magnesium housing, and also for Morimachi, the bike-friendly town in Japan where the motor is produced. According to Yamaha, the PW-XM dissipates heat better and the magnesium housing also shaves off an additional 150 g (2.6 kg instead of 2.75 kg).

Unfortunately, the motor integration isn’t quite as eye-catching as the exposed Bosch motor on the HYBE 9. Part of this is because of the battery integration – while the Bosch drive was rotated to allow the battery to slide out underneath it, the Yamaha bike has a more conventional system, with the 720 Wh Intube battery sitting right on top of the motor and a big hatch in the bottom of the down tube for removal.

The HYBE 9 with carbon frame and Bosch motor system we tested weighed in at 26.14 kg in size L. Despite the aluminum frame, the weight doesn’t seem to have changed much: According to Haibike, the aluminum HYBE weighs 25.4 kg in size M.

If you don’t care about weight but really appreciate ease of maintenance, here’s some good news for you: the alloy version of the HYBE 10.5 forgoes a headset cable routing system and relies on good ol’ conventional internal routing instead, with cable ports on the head tube. It does, however, employ Haibike’s proprietary Modular Rail System on the down tube (MRS), which allows you to secure a range of different accessories directly to the bike, like a water bottle, a lock or even a frame bag.

The spec and geometry of the Haibike HYBE 10.5 at a glance

To go along with the alloy frame, the new Haibike HYBE 10.5 features a DT Swiss H1900 alloy wheelset. RockShox supply the suspension, consisting of a 170 mm ZEB Ultimate fork and SuperDeluxe Ultimate air shock controlling 160 mm of rear travel. Shifting is taken care of by a SRAM GX Eagle AXS Transmission drivetrain.

The powerful MAGURA MT7 brakes are on stopping duties. If you want to find out how the brakes fared against 13 of the hottest brakes of the season, you should read our big 2024 disc brake comparison test over at our sister magazine ENDURO.

The alloy HYBE 10.5 relies on a slightly different geometry than its carbon predecessor. And because it wouldn’t be a new eMTB without the geometry being in some way longer and slacker than the previous version, you’ll find that the new HYBE is longer and slacker than the previous model.

The wheelbase has grown, despite the smaller 27.5” rear wheel, and the chainstays are on the long side at 460 mm across all sizes. At 64°, the head angle is half a degree slacker, and overall, the wheelbase is 2-3 cm longer in all four sizes (S-XL) which, according to Haibike, should improve stability in demanding race conditions.

The reach, on the other hand, has only grown slightly in sizes S and M, while the bigger L and XL frames have a rather moderate reach of 468 mm and 500 mm, respectively. Stack height has grown significantly. While testing the Haibike HYBE 9, we were impressed with its high front end, which integrates you well into the bike and inspires huge amounts of confidence on steep descents. Now, the stack of the HYBE 10.5 is even higher, but only a thorough test will reveal whether this is actually an advantage or if it results in an imbalanced weight distribution. Unfortunately, Haibike haven’t revised the long seat tube (465 in size L), which already restricted freedom of movement on the previous HYBE 9.

Our initial thoughts about the new Haibike HYBE 10.5

The new Haibike HYBE 10.5 has a few interesting features which are likely to make it an interesting option for amateur racers. There’s the (relatively) accessible entry-level price of € 7,999, the consistent spec and maintenance-friendly cable routing. Moreover, the Haibike HYBE 10.5 is also an attractive option for more serious racers who are looking for an alternative to carbon. However, until we get our hands on one, we can’t tell you whether the HYBE 10.5 has retained the good-natured character of its predecessor or if it has transitioned into a thoroughbred racer with its alloy frame and Yamaha motor. The change of motor system alone can have a huge impact on the handling of a bike, as we found out in our comparison test with four near-identical Simplon Rapcons with different motors. As soon as we’ll get our hands on one, we’ll let you know how the Haibike HYBE 10.5 handles, how fast it goes and how fun it feels.

Our conclusions about the Haibike HYBE 10.5

The new Haibike HYBE 10.5 rolls into the racing season with some major changes, like the revised, racing-oriented geometry. Unfortunately, Haibike have missed the opportunity to address other important issues such as the long seat tube, which let down the previous iteration of the HYBE. We can’t say just yet whether the switch to an alloy frame and Yamaha PW-XM motor will make it more or less suitable for, but we’re looking forward to getting our hands on one to find out. As soon as we’ve gathered some riding impressions, you’ll find out here first.

For more information, visit Haibike.com

Der Beitrag Introducing the new Haibike HYBE 10.5 – Haibike’s latest alloy eMTB-racer with Yamaha PW-XM motor 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.

Go for gold: If there was a popularity contest for seatposts among mountain bike product managers, the gold medal would probably go to the FOX Transfer Factory and silver to the wireless RockShox Reverb AXS. There is no other seatpost that we have sat on more often in our tests than these two.

Gold doesn’t rust, but it can gather dust. The previous generation of FOX Transfer seatposts was introduced in 2020 and had its fair share of problems. So it’s high time for a new generation. The new FOX Transfer for the 2025 model comes with several improvements, both internally and in the casting. The most important change is the size. The new FOX Transfer dropper post is now available with 120-240 mm travel and for the first time with a 34.9 mm diameter in addition to the existing 30.9 and 31.6 mm versions. There’s also a new travel reduction function.

We have thoroughly tested the new FOX Transfer Factory dropper post with 240 mm travel and diameters of 31.6 and 34.9 mm. It costs € 449 (without a remote) and weighs 701 g (⌀ 31.6 mm). For perspective, on the gold market, 701 grams of precious metal currently costs around € 49,000. Our test will tell you how well the FOX Transfer dropper post performs in demanding trail conditions and whether it is worth its weight in gold.

The new FOX Transfer 2025 dropper post in detail

The old FOX Transfer was limited to 200 mm of travel, but the FOX Transfer 2025 now extends up to 240 mm. At the same time, the overall height has been reduced. The new stack height, measured from the bottom of the collar to the centre of the saddle clamp, is now 35 mm instead of 40 mm. FOX have achieved this mainly by shortening the collar. Whereas the old collar was almost 22 mm high, about the height of a first year business student’s shirt collar, the new collar has shrunk to 17 mm.

The maximum insertion depth has changed only slightly. A FOX Transfer 2021 with 150 mm travel and 31.6 mm diameter comes in at 230 mm, the 2025 version at 224 mm. The length of the 28 mm cable actuator at the bottom end remains unchanged for the 2025 model. Weighing in at 701 g, the FOX is not particularly light either. The comparable OneUp Components Dropper V3 with 240 mm stroke is even shorter in terms of stack height, insertion depth and overall length and is also 90 g lighter.

However, the minimum insertion depth has been drastically reduced to just 10 cm for the 240 mm version. This would even allow Shaquille O’Neal to sit comfortably on an S-frame. Although there are very few mountain bikes with such short seat tubes that can benefit from such a low minimum insertion depth – the Pole Voima comes to mind – it does provide more design freedom for future bikes.

If you have an eMTB with a 34.9 mm seat tube, you’ll also benefit from the new FOX Transfer 2025. The larger diameter allows for a reduction in insertion depth by another 2–5 mm. While this might not seem like a significant difference, for some riders, it could be just enough reduction in length to consider switching to a version with more travel, especially when you take into account the new travel reduction feature of the FOX Transfer 2025 dropper post.

FOX include five small plastic spacers with the Transfer 2025. One spacer is 5 mm wide and reduces the travel by exactly that amount. Up to five spacers can be fitted to the new Transfer 2025 to reduce the travel by a maximum of 25 mm. If you need 30 mm less travel, just opt for the next shorter dropper. The FOX Transfer 2025 is available in travel lengths of 120, 150, 180, 210 and 240 mm.

Installing the spacers is straightforward and requires no tools – even when the dropper is installed. Simply retract the dropper more than 25 mm, screw on the seatpost collar and thread the required number of spacers onto the seatpost. Different spacers are used depending on the diameter: orange for the 30.9 and 31.6 mm versions, green for the 34.9 mm version.

Another new feature of the FOX Transfer 2025 is the new “old” saddle clamp design. Instead of two bolts that you could hook into the upper saddle clamp, standard nuts are used again. As always, fitting the saddle is a bit of a fiddly job, but probably bearable because you normally don’t change your saddle very often.

The saddle clamp bolt heads are angled away from the dropper post tube to make them easier to reach with a 4 mm Allen key. However, if you want to quickly adjust the saddle angle on the trail with a multi-tool, this design still leaves little space and you run the risk of scratching the shiny Kashima finish.

The new internals of the FOX Transfer 2025 dropper post in detail

Unscrew the saddle clamp and you’ll immediately notice that the internals have also changed. The air spring has moved from the bottom of the seat post to the top and you are now greeted by a Shrader valve. The pressure range for filling the dropper in the extended position is indicated on the valve cap: 275–325 psi. The stiffness of the spring also varies with air pressure.

If you wanted to service and refill the old FOX Transfer, you either had to watch a 90-minute YouTube tutorial twice and buy special tools that cost as much as the seatpost itself – including a € 180 gas refill adapter to fill the FOX Transfer with nitrogen. Alternatively, you could take it to an (authorised) workshop for service. However, the new FOX Transfer doesn’t need a gas refill adapter – it can be filled with normal ambient air from a shock pump.

According to FOX, you can now service the new Transfer yourself using standard tools. This includes separating the dip tube from the stanchion tube and applying fresh grease to the bushings. All you have to do is unscrew the cable actuator with a 10 mm open-end spanner and remove the seatpost collar. And just like that, the seatpost separates into two larger parts.

However, we will have to wait for the official FOX manual to be released before we can assess how long a complete rebuild will take. With the previous FOX Transfer, this process involved a total of 55 steps, so let’s hope it’s quicker this time.

In any case, FOX have drastically extended the service interval for the new Transfer 2025. According to the manufacturer, a full service is now only required every 300 hours. This is thanks to a new seal design that should also result in less air loss and less internal friction.

The bushings have also been revised. The IGUS bushings have been replaced by Ekonol bushings, which are said to allow lower tolerances and better sliding properties.

The spec variants of the new FOX Transfer 2025 dropper post in detail

As usual, the FOX Transfer 2025 dropper post is available in two variants. The names are derived from the FOX suspension models. The cheaper version is the FOX Transfer Performance Elite for € 369. It has a black anodised stanchion. The upmarket FOX Transfer Factory version comes with a Kashima-coated stanchion, allowing you to easily spot wealthy dentists on their bikes.

The Kashima coating is said to provide a lower sliding friction, making it more abrasion resistant, more durable and slightly less prone to scratching. From our practical experience with the FOX Factory suspension, we have not noticed any reduction in sliding friction – it is probably more the prestige factor of the golden colour that is appealing to buyers. The weak point of the Kashima coating: its colour has changed slightly compared to the previous product year. It is a little darker and more brownish and does not match the suspension forks from previous years. Our tip: treat yourself to a new FOX Factory fork to go with the new Transfer Factory dropper post

The remotes are unchanged from last year and are not included. You can order the FOX Transfer dropper post lever 1x for € 83 in the FOX online shop. Check our size chart to see if the new FOX Transfer 2025 fits your frame. We explain how to find the right size here.

*Manufacturer’s specification

The FOX Transfer 2025 dropper post in review

Fitting the seat post is self-explanatory: Attach the cable, press it into the seat tube with a little grease and tighten the seat clamp to the manufacturer’s specified torque – done.

Once the seatpost is filled with the correct air pressure, it extends rapidly, marking the end of its upward journey with a distinct “clonk” sound. The FOX Transfer 2025 can be raised gradually by pressing the lever halfway and can be stopped at any point along its travel.

In our head-to-head comparison, the 2025 is noticeably easier to operate than a brand new FOX Transfer from the previous model year with the same lever and freshly laid cables – but that may have been an isolated case. We will keep you informed and update this article.

With the exception of one brief hiccup, the FOX Transfer extended smoothly during all of our test rides so far. When retracting, the air chamber provides a little more support towards the end of the travel. This means that heavier riders don’t go through the full 240 mm of travel when sitting down. However, it also makes manual retraction a little more difficult. Lighter riders should aim for the lower air pressure recommendation of 275 psi when setting up the dropper post.

When lowered while you’re in the saddle, the post retracts smoothly. As a test, we put all our weight on the rear edge of the saddle to apply maximum lateral force to the post. However, the FOX Transfer 2025 dropper post remained completely unfazed.

Even when extended, the post is remarkably stable. When sitting on it, you won’t notice any flex or play. Only when the saddle is turned by hand from above can the dropper be moved back and forth by what feels like a mere micrometre.

The extra freedom of movement provided by the dropper’s 240 mm travel is worth its weight in gold. For riders who spend a lot of time on technical terrain with steep sections, every extra centimetre of freedom of movement is invaluable.

Conclusion on the new FOX Transfer 2025 dropper post

The increased travel and slightly lower stack height of the new FOX Transfer 2025 is terrific. We also appreciate the longer service interval and the new air chamber design, which makes filling much easier. It’s a shame, however, that the insertion depth has only been reduced slightly. Nevertheless, thanks to the new travel reduction option, this dropper post is sure to find its way onto many new mountain bikes because its quality and performance leave nothing to be desired.

Tops

• plenty of travel
• tool-free travel reduction
• smooth adjustment and easy operation
• no flex even when fully extended

Flops

• a bit long and heavy

For more information visit ridefox.com

Der Beitrag The FOX Transfer Factory 2025 seatpost with 240 mm travel in review – Is the new FOX dropper worth its weight in gold? erschien zuerst auf E-MOUNTAINBIKE Magazine.

Do rooftop tents tickle your fancy? Or perhaps you have one already? Are you into road trips, cool cars and outdoor adventures? Then here’s your chance: apply for our DOWNTOWN road trip adventure and test the most exciting rooftop tents with our editorial team.

We’re currently testing 11 of the most interesting rooftop tents for our DOWNTOWN magazine. As a grand finale to our big rooftop comparison test, from the 8th to the 11th of May 2024 we’ll be going on an exciting road trip, which will include bikes, kayaks, BBQ and some questionable dancing. Apply now to be part of the most exciting road trip of the year! We’ll start the trip in Stuttgart, but we’re not going to tell you where we’ll be heading! One thing’s for sure: it’s going to be awesome!

Just in case you don’t know DOWNTOWN yet: Whether you’re a mountain biker or roadie, a gravel hero or eMTB enthusiast, DOWNTOWN is THE magazine for everyday life. Whether you live in the suburbs or the big city, it’s the perfect read if you’re looking for something special in everyday life, if you love diversity and want some inspiration to lead a modern, outdoor-loving lifestyle.

DOWNTOWN offers the best buying advice for the nicer things in life, regardless of whether you’re looking for a rooftop tent, an espresso machine, a cargo bike, an electric car or a fancy Japanese knife. The magazine is also filled with inspiration and new perspectives: we’ve been to the sex club for you, listened to an AI-generated band and held the first bike fashion photo shoot in Paris – and we’ll also explore some ways to see more of the world, without travelling. There’s so much to discover in everyday life and that’s exactly what we’re doing, so if you already enjoy our other magazines GRAN FONDO, ENDURO or E-MOUNTAINBIKE, you might like to come along for the ride with DOWNTOWN too.

Jump in, fasten your seatbelt and sign up for our DT newsletter – because we’re really going to take off in 2024!

Sounds awesome – what are the requirements for taking part in our road trip?

Who can come along? Anyone! Whether you’re a total newbie, a weekend overlander or a seasoned vanlife veteran, everyone is welcome, and guaranteed to get their money’s worth! We have rooftop tents that can accommodate up to 6 (!) people, so you can come alone, or you can bring your family and friends. Crucially: “take it easy” is our motto – we want to have the time of our lives together.

Limelight hog or shy little frog? During our road trip, we’ll be accompanied by a media team that will be taking photos and videos. In a nutshell, you’ll appear in the magazine and shouldn’t be photo-shy, but rather keen to act in front of the cameras! Of course, we’ll also give you some photos for your private album, Insta and co. once the trip is over!

What type of vehicle do I need for the road trip? Whether it’s a Range Rover Classic, Fiat Panda 4X4 or Porsche Taycan, we just love unique, good-looking cars. It’s no coincidence that part of our crew will be made up of our good friends at the HEIZR Club. The route options ensure that both off-road and on-road drivers get their money’s worth.

What outdoor equipment do I need to bring? No matter which car you use, there’s a few things you’ll need to bring: camping equipment and functioning outdoor equipment. The latter really depends on which activities you want to engage in: a bike (in good working order), kayak, hiking boots, trail running shoes or simply a hammock and sun screen for a relaxing nap in the warm afternoon sun All outdoor activities are optional and we’ll split up according to the current mood, so it’s not necessary to bring all your outdoor toys.

Can you survive in the great outdoors? Another important detail: you should be self-sufficient, although we’re already planning to have a few cheeky BBQs and stops for fine barista coffee. And it’s entirely up to you whether you prefer to pack your precious silverware, champagne glasses and silk bed-linen, or travel light with a set of outdoor kitchenware with ultra-light cutlery, alloy mugs, carbon plates and NASA sleeping bags. Of course, it should all fit in your own boot!

And that’s about it for the initial info! One thing’s for sure: get ready for some rad secret spots, a fabulously laid-back group, and maybe a few surprises along the way! Sounds good, right? Then apply now!

Apply here
The application deadline is at 2 pm on 17.04.2024.

Der Beitrag Fancy an epic road trip? Come with us for our unique roof-top tent comparison test! erschien zuerst auf E-MOUNTAINBIKE Magazine.

The new Mondraker Dune Carbon is more than just another light eMTB. The Spanish manufacturer claim to have reached the next evolutionary stage in enduro mountain biking. “Enduro” is another marketing term that isn’t really clearly defined, but somehow still makes its way into this review, along with the term “light eMTB”.

Enduro is often equated with challenging descents that are generally steeper and more technical than most of us will ever experience on our home trails – unless you’re one of the lucky few who live in Andorra.

Then there’s the enduro race format, where you complete several time trials, mostly downhill. Between trials, you ride your bike back up the mountain to the next trial start. So, where does the Mondraker Dune Carbon light eMTB fit in here?

For the bike historians among you, the connection between enduro and the Mondraker Dune will be obvious. The Dune has been a cornerstone of Mondraker’s traditional mountain bike range for over a decade. Introduced in 2008, it marked a new chapter for the manufacturer. Equipped with massive travel, it was also the first Mondraker mountainbike to feature ZERO suspension kinematics. And today, Mondraker bikes are still known for their rear suspension concept with a floating shock and virtual pivot point.

We also think that the Dune was incredibly sleek and ahead of its time in terms of design. Check out the 2015 dream bike test in our sister magazine ENDURO. Fast forward to 2024 and here is the revival.

It’s clear that the Mondraker Dune Carbon XR has all the same virtues as its non-motorised predecessor: it’s stunningly beautiful, offers plenty of travel – between 170 mm and 180 mm front and 165 mm rear – and features updated ZERO suspension kinematics. But there is one big difference: the ebike is powered by the light yet powerful Bosch Performance Line SX motor with up to 55 Nm torque and 600 watts of maximum power. To find out how the Bosch SX motor stacks up against the competition from Shimano, Specialized and others, check out our big motor comparison featuring the most important models. Our test bike, the Mondraker Dune Carbon XR, weighs 19.74 kg in size L and costs € 11,999.

Listing the key specs, the next question is how the bike stacks up against the Mondraker Neat, the other powerful light eMTB in the Mondraker portfolio, featuring a TQ-HPR50 motor. In early 2024 we tested the Neat head-to-head against the 26 hottest eMTBs of the season. But how do the stable mates compare, and which is better suited to which type of rider and use? Find the answers in this article!

“Not another light eMTB…” – The new Mondraker Dune Carbon in detail

The Mondraker Dune aims to find its niche in the difficult to define “light eMTB” segment. The range of light eMTBs is expanding rapidly, providing an almost seamless transition between analogue mountain bikes and full power eMTBs. Light eMTBs are used for everything from challenging cross-country rides to adventurous downhill battles. What the bike industry would informally define as the “classic light eMTB” typically falls in the middle of this spectrum.

The weight of the classic light eMTB should be kept as low as possible. We find the same components that that are often used on analogue trail mountain bikes. What’s more, analogue trail bikes have also been used as inspiration for the geometry and suspension setup, with the aim of giving the light eMTB efficient propulsion and agile, nimble handling. The motor power is limited to a strong tailwind rather than the uphill turbo that some full-assist motors provide. And this is where the Mondraker departs from that classic concept.

According to Mondraker, the Bosch SX motor is too powerful for a “typical” light eMTB and is better suited to long-stroke and “fat” bikes. However, “fat” is relative; the Mondraker Dune Carbon XR we tested, with its robust steel shock and 180/165 mm travel, doesn’t surpass the 20 kg mark. Still, at 19.74kg, it’s almost 2 kg heavier than the 17.8 kg Mondraker Neat RR SL.

The 400 Wh Bosch CompactTube battery is permanently installed in the down tube and cannot be removed from the bike for charging. However, with the 250 Wh PowerMore Range Extender, the available battery capacity can be increased by more than 60%. The Range Extender is attached to the bottle cage mounting points on the down tube and plugged into the charging port directly below when in use.

To make sure you don’t have to do without a water bottle in this setup, there’s a mounting option for FIDLOCK bottles on the top tube. With a bit of DIY skill, this mounting point can also double as a tool mount.

We feel the Mondraker team have gone overboard with the Bosch Smart System controls. In addition to the wireless mini remote and the system controller on the top tube, the rather large Bosch Kiox 500 display is mounted in front of the cockpit. This doesn’t quite fit in with the Dune’s otherwise sharp-edged and slim silhouette.

Apart from a rudimentary navigation function, the display shows a lot of rather insignificant motor system details. The LED bar on the system controller would have been sufficient for essential information such as battery status or motor support mode. Furthermore, the positioning of the Kiox 500’s display, angled and protruding in front of the stem, seems less than ideal.

Until Bosch finds a way to mount the display on the top tube, we’d be happy to do without it. Fortunately, it can be easily removed, leaving only a small cable on the head tube. It’s best to ask your Bosch or Mondraker dealer if they can help you rewire it or remove it completely. As with the display cables, all the other cables disappear through the headset into the frame.

The real downside to the standard display is that you pay for it, even if you don’t want it!

Mondraker make a second small faux pas with an unsightly nut on the motor mount. Otherwise, the Mondraker Dune is as visually stunning as Denis Villeneuve’s blockbuster “Dune”. The colour gradient on the rear triangle resembles a shadow cast over red desert sand. Depending on your viewing angle, the red shifts to light orange or deep purple.

The very straight and angular lines create a harmonious design. Compared to the Mondraker Neat, the edges are somewhat sharper and the link elements of the rear triangle are slightly larger. A small, two-piece mudguard on the rear triangle protects the shock and paintwork from debris.

The rear thru-axle is completely enclosed by the dropout, making the dropout vulnerable to nicks and scratches. As your first upgrade, consider a thru-axle with a quick release to protect the carbon frame at this sensitive point.

Looking closer at the rear end, bike historians will notice another similarity with the last generation analogue Dune: the small 27.5″ rear wheel and the relatively short rear triangle with a chainstay length of 445 mm. According to Mondraker, the new Dune Carbon light eMTB also follows the Forward Geometry concept. We’re not so sure about that, let us explain. Mondraker eMTBs usually feature 29″ tires, longer rear triangles and a generous reach. On the new Dune, however, not only is the rear triangle relatively short, but the reach has also shrunk compared to, say, the Mondraker Neat. While our taller riders usually felt comfortable on the M size Mondraker bikes, the M sized Dune light eMTB is just like any other brand’s M size bike. We were able to test the Dune in both size M and L, and we share our riding impressions with you below.

Model variants of the Mondraker Dune

The Mondraker Dune Carbon is available in three model variants and as a frameset. The Dune Carbon XR we tested, priced at € 11,999, is the top-of-the-range model with the most downhill-oriented spec. It is the only model with 180 mm of front travel. The travel is provided by Öhlins: an RFX38 suspension fork meets an Öhlins TTX22 M.2 coil shock at the rear. The rear coil shock is another distinctive feature of the Dune XR.

For all the other components, Mondraker continue to reach high up on the manufacturer’s shelves, installing top-of-the-range, high-performance parts such as a RockShox Reverb AXS dropper post, SRAM Transmission X01 groupset, E*thirteen carbon wheels and powerful SRAM CODE Ultimate stoppers.

The mid-range Mondraker Dune Carbon RR, priced at € 9,499, relies on top-of-the-range Öhlins air suspension and other components that are still high-end but don’t cost their weight in gold.

For the Dune XR and Dune RR, Mondraker and Öhlins have worked closely together to fine-tune the range of adjustment of the suspension elements to ensure that even the average rider can benefit from it.

The entry-level model, the Mondraker Dune R, is priced at € 7,999 and features FOX air suspension with a FOX 38 Performance fork and FOX FLOAT X Performance rear shock.

The two more affordable versions have a slightly more moderate steering angle (64° instead of 63.6°) and subtly different geometry values due to the somewhat shorter suspension fork. The MAXXIS tire combination of ASSEGAI MaxxGrip at the front and DHR II MaxxTerra at the rear ensures that all three versions are as race-ready as possible from the factory. The rear tire features the robust Doubledown casing construction, while the front uses the slightly lighter EXO+ casing.

If you prefer to customise your dream bike and leave nothing to chance, you can opt for the frameset, which includes the headset, stem and Öhlins coil shock in the same colour as the Dune XR for € 6,799, as shown in the photos from our test ride.

Geometry Dune Carbon XR

Geometry Dune Carbon RR/R

Nimble dune buggy or lumbering sandworm? – The Mondraker Dune Carbon in review

For our Mondraker Dune Carbon test we travelled to Sintra, one of our favourite bike destinations not just in Portugal, but in the world! After the official bike launch, we visited our art director Julian in nearby Lisbon and extended our trail adventure with sun, sea and a Land Rover Defender restored by Timeless Garage. Sounds like hard work? You bet it was ;). But the result is an exhilarating story – which you’ll find in the upcoming E-MOUNTAINBIKE issue #037 in May, stay tuned!

Back to the Mondraker Dune review. The initial setup of Öhlins components, especially with a coil shock, is typically a bit more complex than with air suspension from the competition. For this reason, Mondraker have decided to provide a separate setup guide for the new Dune Carbon.

Our expectations for the Mondraker Dune were high and very specific. It’s generally believed that light eMTBs offer superior agility due to their reduced weight. With its short rear end, including a small 27.5″ rear wheel, and a weight of less than 20 kg, the Dune has two characteristics that would suggest this high level of agility. At the same time, we expected the Dune to be able to tackle any type of trail, including big jumps and the most demanding descents. On paper, the generous suspension travel seems to support our assumption.

The first test rides were on a size M Mondraker Dune XR, followed by the exact same model in size L. While size M Mondraker bikes have previously suited our editor-in-chief Robin (178 cm tall), with the Dune the size L frame proved to be a better fit.

On a Mondraker bike you are usually positioned in the centre of the bike when riding uphill. Long rear triangles and a stretched forward riding position have historically meant that the front wheel rarely lifts off the ground on climbs. On the M size Mondraker Dune Carbon, however, the front wheel tends to lift occasionally, despite the easily modulated power of the Bosch SX motor. On a size L, your upper body is moved further forward, preventing the front wheel from lifting, which makes steep climbs easier.

Going downhill, the Mondraker Dune Carbon’s suspension is more forgiving than that of a dune buggy, but not nearly as nimble.
You can literally feel the Dune moving through the suspension travel. The rear of the Dune sticks to the ground and generates a lot of traction, thanks in part to the extremely sensitive Öhlins coil shock. However, when it gets really steep and you try to lean back, the saddle restricts your freedom of movement. This has to do with the way the suspension is laid out, which makes the seat tube quite shallow. Only 150 mm droppers are used in size M and 170 mm in size L. Nevertheless, you feel securely integrated into the eMTB, without fearing an OTB moment.

Tuning Tip: Install the longest dropper with the shortest insertion depth you can find.

Depending on the difficulty of the trail and your riding ability, the Dune can even make you feel like it has too much travel. It flattens out even the toughest trails in Sintra, but loses pop and agility in the process. Another drawback is that, despite the thick chain protector, which eliminates chain rattling, there is a constant background noise of the motor – typical for Bosch. The Neat, on the other hand, is quiet!

Who is the Mondraker Dune for and who would be better off with the Mondraker Neat?

To paraphrase Mondraker, the Dune Carbon is not meant to be just another light eMTB. Mondraker already have the Neat in their range for light eMTB fans. And while the Dune and the Neat are close in some key specs, such as battery capacity, they have fundamentally different riding characteristics.

The Dune ticks some of the boxes that enduro riders expect from their downhill powerhouses. Although it may not inspire much enthusiasm from active riders who enjoy zipping along trails. Nevertheless, it offers all the safety you need on technically demanding, steep descents. Thanks to the Bosch SX motor, it can even keep up with a full-power eMTB on the ascent to the next trail or enduro stage, provided you push it hard at a high cadence (and provided your enduro race regulations allow it).

The Neat, on the other hand, is around 2 kg lighter, it is also much more agile, thanks to a suspension with a lot more pop. The motor is quieter and feels more natural, but it also has a lot less top-end power. If you’re in a group of full-power eMTBs, you’ll need calves like Popeye’s forearms to keep up. Downhill, it is the epitome of what you would expect from an agile light eMTB.

And what about range? Both bikes have built-in batteries with capacities that are not directly comparable due to their different consumption and efficiency. However, external battery packs are available for both models, allowing you to extend your range for long days in the saddle.

Conclusion on the Mondraker Dune Carbon

Light eMTB or lighter eMTB, Neat or Dune? Both eMTBs have their own distinctive character, so they don’t really compete with each other. The Mondraker Dune Carbon is a successful new edition, now featuring the smart and versatile Bosch SX motor. The Dune’s design is sexy, its downhill performance on technical terrain even more attractive. On easy or flow trails, however, it quickly gets bored. This is where the Mondraker Neat is simply much more appealing.

Tops

• design
• suspension provides solid traction
• powerful Bosch SX motor
• compatible with Range Extender

Flops

• Bosch Kiox 500 display – expensive, poorly positioned and often unnecessary
• low dropper post depth and short stroke
• complex suspension setup of Öhlins components

For more information visit mondraker.com

Der Beitrag Light eMTB or just a lighter eMTB? The new Mondraker Dune Carbon in review erschien zuerst auf E-MOUNTAINBIKE Magazine.

If you think that off-road step-through bikes have only just recently become the hottest trend in trekking ebikes, you are seriously wide off the mark. We launched our first off-road step-through group test back in 2020, followed by our full suspension off-road step-through group test and our SUV ebike group test. Off-road step-through bikes are taking the trekking segment by storm and are here to stay.

So why have GIANT – one of the world’s biggest bike manufacturers – waited until 2024 to launch a true off-road step-through bike, even inviting the European press to a big presentation at the company’s German headquarters? Perhaps there is more to the new GIANT AnyTour X E+ than meets the eye.

At first glance, the AnyTour X E+ appears to be a traditional off-road step-through ebike made of aluminium. Only the front is suspended, the rear triangle is rigid. The AnyTour rides on 27.5″ wheels and has 100 mm of front travel. The bike is powered by GIANT’s proprietary SyncDrive motor system, with different battery capacities and motors available depending on the model variant.

The adventurous range of four test bikes starts at € 3,699. Our top-of-the-range test bike, the GIANT AnyTour X E+ 0, is listed at € 5,699. It is powered by a GIANT SyncDrive Pro2 motor with an 800 Wh battery. In size L, the adventure vehicle weighs 29.6 kg. We’ll look at what is behind these figures in a moment.

Not just for anyone, but also AnyTour! – What makes the GIANT AnyTour X E+ so special?

The trekking ebike segment isn’t new territory for GIANT. With the Stormguard E+, GIANT already have another iron in the fire. However, GIANT claim that the full suspension Stormguard is more inspired by sportier eMTBs. Whereas the AnyTour X E+, on the other hand, has been designed with comfort and control in mind. It is a beautiful trekking ebike on which you can collect equally beautiful memories – but you are less likely to push yourself to the limit on endless explorations.

The AnyTour X E+ is also important to GIANT because, with its pioneering technology, it combines many of the virtues and innovations that are intended to characterise GIANT ebikes. Take the aluminium frame, for example. The frame of the AnyTour X is manufactured using several different processes to combine design, functionality and robustness. The head tube is cast and is a single, beautifully shaped piece.

The double-walled down tube is made from aluminium extrusion. This multi-walled structure not only increases stability but also acts as a duct for the cables that run through the headset into the frame.

The motor mount, a critical point on step-through bikes, is forged. According to GIANT, this forging process allows it to withstand higher forces than, for example, bent and welded aluminium plates of an equivalent wall thickness. Because step-through bikes have no top tube, the motor mount absorbs the torsional forces of the front frame and rear triangle all by itself. If it fails to do so, it could result in unstable handling and handlebar wobble. The motor mount is also aesthetically pleasing, seamlessly integrating the lines of the down tube and chainstays into the motor cover.

Last but not least, hydroforming is also used. This process makes it possible to create tubes with varying cross-sections, such as the seat tube. According to GIANT, the AnyTour X E+ could be approved for a total weight of 180 kg if the frame were the only criterion. However, the permissible total weight (GVW) is determined by the weakest link in the chain, which in the case of the AnyTour is the various add-on parts. The trekking ebike therefore has a GVW of 156 kg. After deducting the weight of the ebike, which is just under 30 kg, there remains a payload of 126 kg for the rider and luggage.

GIANT have invested considerable effort not only in the frame but also in its proprietary motor system. The top model, the AnyTour X E+ 0, features the pinnacle of the GIANT ecosystem.

The motor system of the GIANT AnyTour X E+ in detail

Depending on which variant of the GIANT Anytour X E+ trekking ebike you choose, you will also get different motor system elements with different levels of performance. In the entry-level variants E+ 3 and E+ 2, GIANT use the SyncDrive Sport2 motor with 75 Nm torque and combine it with a 625 WH capacity battery. The higher spec levels, E+ 0 and E+ 1, come with GIANT’s top-of-the-range beast, the 85 Nm SyncDrive Pro2 motor, as standard.

The SyncDrive Pro2 motor provides enough power to push a fully loaded AnyTour with a dog trailer up a hill. However, ebike beginners should turn down the launch setting in the GIANT RideControl app for the high motor support modes, such as Power. Otherwise, the motor reacts quite violently to pedal pressure and sprints away rather abruptly.

The 800 Wh EnergyPak Smart battery pack contains an innovation that we have so far only found in GIANT’s ebike batteries: The battery pack uses so-called 22700 cells. They are slightly larger and have a higher capacity than the 21700 cells usually used. What makes them unique, as the manufacturer explain, is their stability at high discharge currents. According to GIANT, they discharge cooler and therefore more gently. This has two advantages and is reflected, among other things, in a longer service life. GIANT claim that an 800 Wh EnergyPak still retains 50% of its residual capacity after 2,300 charge cycles. In a purely mathematical sense (and probably extrapolated under optimal riding and charging conditions), 2,300 charge cycles correspond to a distance of 200,000 km. In practical terms, GIANT estimate that an 800 Wh battery will last the lifetime of the bike, making the question of a replacement battery unnecessary.

The second advantage of high discharge stability is that you can design a battery with fewer cells that still delivers enough power for a full-power motor. For example, GIANT’s Trance X Advanced E+ Elite manages to power the SyncDrive Pro2 motor with a 400 Wh battery.

The 800 Wh battery is cross-compatible with other GIANT ebikes and retains the same shape as GIANT’s older 625 and 500 Wh batteries. If you have either of these batteries, they can be used to power the AnyTour X E+. Another innovation within the system is hidden in the form factor. GIANT batteries are comparatively bulky due to the presence of plastic elements that separate all the cells inside. In the event of an accident where a cell becomes overheated and potentially damaged, the plastic separator melts, isolating the affected cell from the rest. GIANT’s concept is that this will prevent a catastrophic chain reaction, which is more likely to happen in extreme situations when cells are closely packed together.

The combination of the GIANT RideDash Evo display and RideControl Ergo 2 remote control is used to control the motor system and display information. The display is nicely integrated into the stem and shows all the usual suspects such as speed, percentage of battery life, remaining range etc. If you have your smartphone at hand, you can also show navigation arrows on the display screen. But you will need to activate a route in the GIANT RideControl app.

A new feature is the integration of the Enviolo Trekking AUTOMATIQ control in the display. The desired cadence can be set between 30 and 120 rpm in increments of 5 using the handlebar remote control and the display. The motor and the stepless hub gear will then do their best to maintain the target cadence without you having to intervene during the ride.

We’ll let you know how well this works in our riding impressions, but what we can tell you is that we left the cadence menu on the display permanently open while riding through hilly terrain, to be able to quickly change gears manually on the move.

The service structures for the GIANT motor system

Servicing an ebike, including the motor system, can be quite complex. According to GIANT, it is now more like servicing a car than an analogue bike that could be dropped off at a workshop in the morning and picked up a few hours later, ready to ride. Traditional bike dealers, says Giant, can’t handle the entire customer journey on their own these days but need the support of the manufacturer.

That is why GIANT took the launch of the AnyTour X E+ trekking bike as an opportunity to introduce us to the company’s own service centre in Erkrath. In addition to a classic workshop and a wheel service centre, it also has ebike-specific stations such as a Motor Repair Center (MRC) and an EnergyPak Service Center (EPSC) for ebike batteries.

The aim of the centre is to create a paradigm shift in the ebike industry. Too many defective motors and batteries are simply replaced rather than repaired. According to GIANT, even the most complex motor repair they offer is still cheaper than a replacement motor. Repairing motors is not only good for the environment, it is also a benefit for customers with motor problems who are out of warranty.

There is also a solution for old batteries. At the EnergyPak Service Centre, battery storage systems that have already lost much of their capacity can be recalibrated through targeted charging and discharging, which can restore up to 20% of their original battery capacity.

The spec variants of the GIANT AnyTour X E+ in detail

The new GIANT AnyTour X E+ is available in four spec variants and four sizes. Sizes S, M, L and XL are designed for riders from 154 cm to 206 cm. For a rider 206 cm tall, the seat post on the XL bike must be extended to the maximum saddle extension.

The spec variants ascend in reverse numerical order. The entry-level AnyTour X E+3 model starts at € 3,699. It shares the slightly less powerful 75 Nm SyncDrive Sport 2 motor and a 625 Wh EnergyPak battery with the E+ 2 available for € 4,199. The biggest difference between the two entry-level models is that the E+ 3 uses a conventional chain and 10-speed Deore drivetrain, while the E+ 2 uses a GATES carbon belt combined with a Shimano NEXUS 5-speed hub.

The AnyTour E+ 1 (€ 4,599) and the top model E+ 0 (€ 5,699) are both equipped with the powerful GIANT SyncDrive Pro2 motor and 800 Wh battery. The biggest difference between these models also lies in the drivetrain. The slightly cheaper E+ 1 uses a Shimano XT LINKGLIDE 11-speed derailleur for power transmission, while the E+ 0 uses a GATES carbon belt and an Enviolo Trekking AUTOMATIQ stepless gear hub with automatic mode. Both drivetrain options have their advantages and disadvantages. The main advantage of the belt drive is that it requires very little maintenance. The belt does not need to be lubricated, nor does it need to be cleaned immediately after every rainy or muddy ride..

How does the GIANT AnyTour X E+ ride?

Mounting the AnyTour is child’s play thanks to the low step-through, which is just 40 cm high at its lowest point. Right after getting on the bike for the first time, we made use of the angle-adjustable stem and locked the handlebar in a high position close to the body. This allows you to sit on the trekking ebike in an upright and very relaxed position that’s good for your back. There is little pressure on your hands and the upright posture allows you a good all-round view.

Double-tapping the “i” button on the somewhat spongy remote brings up the cadence setting. The 65 crank revolutions per minute setting makes for a relaxed ride. The powerful motor helps you reach the 25 km/h limit on flat terrain, even at a leisurely pedalling pace. If you decide to take your hands off the handlebar at this speed, perhaps to adjust the ends of your moustache, you won’t suffer from handlebar wobble – a common problem with many other step-through bikes.

If you are waiting at a traffic light, you can lower the dropper post to reach the ground with both legs without dismounting. The seat post lever is located above the remote control and can be difficult to reach due to the lack of space underneath. However, this inconvenience is forgivable on the AnyTour because the lever is rarely used during touring. Despite the appearance of considerable travel, the seat post in size L can only be lowered by 7 cm, just enough to reach the ground with your feet. This leaves about 4 cm of seat post travel protruding from the seat tube, providing suspension travel via the dropper post’s internal air spring.

The combination of dropper post, SR Suntour MOBIE34 suspension fork with 100 mm travel and Schwalbe Smart Sam 2.25″ tires really pays off on rough forest paths. The AnyTour X E+ 0 absorbs small bumps and is very stable when rolling over the odd root or pothole. The comfort over long-distances leaves nothing to be desired.

The suspension and tires provide solid traction, even on gravel roads. However, the AnyTour isn’t really designed for the occasional detour onto a trail. If you’re looking for a trekking ebike that can also satisfy your sporty ambitions from time to time, check out our SUV ebike group test.

The AnyTour is more of a good-natured packhorse than a sporty racehorse. The rear carrier with MIK HD interface is capable of carrying a load of up to 27 kg, for example a child seat. The side bars are a bit thick and therefore not compatible with all panniers with narrower clamps. A quick test is recommended.

A small transport highlight is the M10 mounting thread in the left dropout, allowing you to attach a variety of tow bars. Our team dog, Henry, enthusiastically ran around in circles when he discovered he could join in on the photo shoot. Check out our sister magazine DOWNTOWN for a review of the Croozer Dog Enna trailer.

The biggest drawback of the transport concept is the lack of a bottle cage, so drinks have to be carried either in your backpack or in the panniers.

Even with a full load, the AnyTour X E+ 0 rides smoothly and remains easy to control. Powerful Shimano BR MT-420 four-piston brakes bring you and your load to a stop safely. The small 180 mm rear brake disc can get a bit hot on long descents, though.

The Enviolo trekking AUTOMATIQ hub gear is effective in maintaining a constant cadence even on uneven terrain. However, when you are fully loaded and climbing a very steep hill, the hub gear reaches its limit. When the cadence drops and you pedal forcefully while out of the saddle, the hub gear makes an unpleasant cracking sound. So we adopted the practice of leaving the cadence setting permanently open on the road. This allows you to increase the cadence in advance of climbs, which helps you to gain momentum at a higher frequency and tackle steep ascents.

If you finish your trekking tour late in the evening, the GIANT Recon E HL 150 STVZO front light with high beam function safely illuminates the road. The handlebar-mounted remote control for the front light also activates a daytime running light controlled by a light sensor. However, we were unable to activate this clever feature on our test bike. The AXA Juno rear light in the rear rack draws the attention of following traffic with a brake light function.

If you park the AnyTour in your garage after a ride, an ABUS ring lock on the rear frame provides an extra layer of security. It shares the key with the ABUS battery lock. Cleaning and lubricating the chain is a thing of the past thanks to the GATES carbon belt, while the high position of the charging port and its intuitive cover make charging a breeze.

Conclusion on the GIANT AnyTour X E+

The GIANT AnyTour X E+ is a good-natured trekking ebike that offers a great level of comfort over long distances and is equipped with high-quality features. The motor concept with the powerful SyncDrive Pro2 motor in combination with the low-maintenance belt and the stepless hub gear make for relaxed rides. From daily commuting to long trekking trips with luggage and dog trailer, the AnyTour X E+ can handle it all. The only time the trekking ebike leaves its comfort zone is on sporty rides and routes with steep climbs.

Tops

• great comfort over long distances
• low maintenance
• easy handling
• stylish frame with high quality workmanship

Flops

• spongy remote control buttons
• gear hub makes cracking noise under heavy load
• no water bottle holder

For more information, visit giant-bicycles.com

Der Beitrag First ride review of the new GIANT AnyTour X E+ trekking ebike – any tour at any time? erschien zuerst auf E-MOUNTAINBIKE Magazine.

Nobody refuses an invitation to Specialized’s hallowed halls, the Turbo development centre in Cham, Switzerland. After each meeting, you’re a fair bit more knowledgeable and you get a sneak preview of the upcoming products. Last year, our E-MOUNTAINBIKE crew visited the centre to see what was cooking in the sports sector. This time Specialized’s Product and Category Managers – Dominik, Mattia, Vincent, Christoph and Stephan – took the time to show the DOWNTOWN team every angle of the new Porto cargo ebike.

From a commercial point of view, the cargo bike segment is of secondary importance to Specialized. The expected sales figures are not particularly promising compared to models such as the Turbo Levo. From a strategic point of view, however, the cargo bike market is crucial for the Turbo Unit in Switzerland: Specialized want to be the brand of choice for all bikers.

After a long period of development, the Specialized Porto finally sees the light of day. It is the missing piece in the Specialized mosaic, the final element to fulfil the last remaining dream of die-hard bike fans.

Read the full review on DOWNTOWN-Mag.com

Der Beitrag First ride review of the new Specialized Porto cargo bike – A cargo bike for all bikers? erschien zuerst auf E-MOUNTAINBIKE Magazine.

With the Multipath, Ultima Mobility claim to have created the ultimate ebike, suitable for both urban commuting and trekking. And, according to Ultima, it is a unique mobility solution. As a young French start-up, Ultima Mobility are still a one-hit wonder, with only the Multipath in various guises in their portfolio. But who cares if the Multipath satisfies all the requirements you could possibly want in an ebike?

Powered by a Valeo Cyclee (yep, the double “e” is correct) motor with 130 Nm torque and equipped with an internal 7-speed automatic gearbox from Effigear, the Multipath is designed to meet all the needs of the ebike enthusiast

To read the full article and find out if the Valeo Cyclee motor could also perform well in an E-MTB, visit our sister magazine DOWNTOWN.

Der Beitrag Rethinking mobility – The Ultima Mobility Multipath Trekking Allroad ebike with Valeo motor and Effigear automatic gearbox in review erschien zuerst auf E-MOUNTAINBIKE Magazine.

If you type “Hohe Acht” into your search bar, which means “high eight” in English, the top results will be about the highest peak in the Eifel mountains in Germany. You’ll have to scroll down somewhat to find HoheAcht, the ebike brand from the same region. Or just write it as a single word. Voilà!

Although HoheAcht are a relatively young brand, they’ve already managed to build a considerable portfolio: from urban bikes to trekking, gravel, and mountain bikes, you’ll find something for everyone. That said, all of them come with an electric motor because the brand is fully committed to ebikes.

They also cater to the niche of trail hardtails. HoheAcht even have two hardtail models to choose from. One is the HoheAcht Sento, an aluminium hardtail with a 120 mm travel fork, Shimano EP8 motor, and large 630 Wh battery. And then there’s the Amuza, which is the ebike on test.

The Amuza Monto is marketed as a lightweight carbon hardtail. It rolls on 29″ wheels and comes with a 150 mm travel fork. According to HoheAcht, it’s a light eMTB made to conquer the summits with ease, and offer unlimited fun on the descents. To us, it looks more like a rowdy trail hardtail. Supporting your legs is a Shimano EP801 motor and a compact, permanently integrated 360 Wh battery.

To prevent your ride from ending prematurely, the engineers at HoheAcht limited the motor in the Amuza Monto, and added mounts for a 360 Wh range extender, thereby maximising the hardtail’s range.

The Amuza Monto on test weighs 19.76 kg in size M and costs € 5,799. You’ll have to shell out an additional € 599 for the 2.3 kg range extender, bringing the total weight and price to a considerable 22.08 kg and € 6,400.

Some like it hard! – What sets the HoheAcht Amuza Monto eMTB apart?

We’ve previously addressed the question of whether it’s better to buy a hardtail or rather go for a full-susser. The decision always depends heavily on the type of rider that you are. One argument in favour of hardtails is that they’re usually more affordable. Due to the lack of moving parts on the rear end, they’re typically easier to maintain and lighter, too. When pedalling on flat roads, none of your input is absorbed by the rear suspension, which is why hardtails are so efficient.

For experts, the appeal of a rigid rear end lies in the fact that it gives you so much support, allowing you to get the maximum height out of a jump. In addition, a rigid rear end gives riders unmitigated feedback, which quickly teaches you to pick your lines carefully.

Inspecting the HoheAcht Amuza armed with this checklist, we would put a check mark behind some points and a question mark behind others. Of course, it always depends on the eMTB as a whole, but let’s consider some aspects of the Amuza in isolation first.

At € 5,799, the Amuza Monto is just as expensive as similarly specced full-sussers. Of course, there’s an incredibly wide range of prices on the market, depending on the brand and model. That said, the Monto isn’t exactly a bargain.

The most striking of the components is the beefy RockShox ZEB fork with its thick 38 mm stanchions. The ZEB is a heavyweight amongst suspension forks and designed for the most demanding enduro use. However, the 150 mm travel ZEB on the Amuza is the most basic and shortest travel configuration available, and the lack of travel and adjustments make it more suitable for flowy singletrack than for big hits.

Like the ZEB fork, the remainder of the components can be categorised as robust rather than lightweight. These include the burly SUNringlé Düroc SD37 Expert aluminium wheels, SRAM DB8 four-piston brakes, and a 12-speed SRAM SX/NX Eagle drivetrain. Therefore, the HoheAcht Amuza Monto doesn’t pass a lightweight hardtail. Weighing in at just under 19.8 kg, it would be the heaviest eMTB in the test field of the light eMTB group test hosted by ENDURO!

The particularly light carbon frame of just 2 kg in size M doesn’t change this. That said, the components give the impression of a robust and durable eMTB and, as always, we’re primarily interested in the handling, and not in isolated figures surrounding grams and kilograms. As such, we will only continue with the checklist in the practical part of our review.

Speaking of the carbon frame of the HoheAcht Amuza Monto, it’s a real looker. The Mimikri paint job consists of a matt metallic green and a glossy midnight blue on the underside of the down tube. The orange HoheAcht branding adds subtle colour accents.

The proportions and lines also look spot on. The thin tubes form straight, clearly structured lines, while the transitions and intersections are slightly rounded, almost giving an organic impression. We were struck by the rather skinny, almost square cross-section of the down tube, which houses the permanently integrated 360 Wh battery.

The silhouette remains completely free of keyholes or cable ports, looking very clean. The cables are routed into the frame via the headset. It’s only the mounting points for the range extender on the down tube, and the bottle cage bosses on the underside of the top tube that disturb the otherwise clean silhouette.

Sometimes less is more – The throttled Shimano EP801 motor in the HoheAcht Amuza Monto

The motor in the HoheAcht Amuza Monto has been tuned specifically for this bike. Put simply, this means that the Shimano EP801 motor is limited from unleashing the full torque that it’s actually capable of. For example, Boost mode tops out at 75 instead of 85 Nm of torque. If you think this is due to the small 360 Wh battery, you’re mistaken. According to HoheAcht, the motor could put out 85 Nm while powered by this battery. Nevertheless, the maximum power output had to be limited so as not to overwhelm the small battery. In Boost mode, the Shimano EP801 in the HoheAcht can only churn out 450 watts instead of the usual 600 watts. So, to balance the torque and power output, they also limited the maximum torque.

We’ve already encountered a similar concept in the Orbea Rise with its 60 Nm Shimano EP8 RS motor. The concept worked out perfectly on the Rise, which is why we gave it more Best Buy awards than Meryl Streep got Oscars, and never found it to be lacking in power. We were curious to find out whether the concept of the Amuza Monto would perform just as well.

Because the throttled motor consumes less power, you can also do all-day rides with a 360 Wh battery. For fans of maximum altitude gain, HoheAcht offer a 360 Wh range extender for an additional € 599. It clips very securely onto the down tube without tools. A very short cable with large plugs connects the range extender to the charging socket on the seat tube. However, plugging and unplugging it turns out to be somewhat fiddly because of the short and inflexible cable.

Once the range extender is plugged in, it gets discharged first – except for a small reserve charge. It’s only then that the motor taps into the integrated battery in the down tube. If you want to recharge either the main battery or the range extender, you’ll have to disconnect the two batteries. To charge both batteries at the same time, you’ll need two chargers because there’s no way to connect the batteries while charging.

If you wonder about how much juice you’ve got left, the somewhat chunky Shimano SC-EN600 display adds up the capacity of both batteries. The motor is controlled via the equally misshapen SW-EN600L remote, which also has a redundant battery indicator.

Esperanto, la Langue d’Amour – The different builds of the HoheAcht Amuza eMTB

“Amuza” means “fun” in Esperanto and “monto” means “mountain”, making the Amuza Monto a fun mountain. (Editor’s note: Rudolf’s Esperanto course is finally paying off!). It represents the middle of the three available builds. Above the Monto is the Amuza Dio (funny god) for € 7,999. It comes with a high-end Öhlins RXF36 M.2 Air fork, higher-end components throughout, and a carbon cockpit.

The Amuza Roko (funny stone) is the entry level model, going for € 4,999. In addition to small compromises in the spec, the Roko also has to make do with the slightly lower end Shimano EP6 motor. Although it delivers just as much torque and power as its big brother, the EP801, its housing is made of aluminium instead of magnesium, making it heavier.

The Monto and Roko models are available in four colours, and sizes S, M, and L. The Amuza Dio is available in the same sizes, but only in the matt black “Hell’s Viper” finish.

Fun mountain festival or hard rock hell? – How does the HoheAcht Amuza perform?

For a size M ebike, the Amuza is rather long. If you swing your leg over the saddle, you’ll find yourself in a slightly aggressive and forward-leading riding position, somewhat like a cross-country hardtail. In this position, you can pedal efficiently and easily reach the 25 km/h limit, even with the motor throttled. If you’re riding in a group with full-power ebikes, you won’t be left behind on flat terrain. Moderate climbing on forest service roads requires little effort, too.

However, you’ll want grippy conditions if you choose to tackle a more technically demanding climb. The relatively slick Kenda Booster tire on the rear quickly reaches its limits in terms of traction, and tends to spin out despite the motor’s reduced power output. At least the rear end offers plenty of clearance to retrofit a more aggressive tire. The lack of traction is partly due to the fact that the rigid rear end cannot conform to the ground as well as a full suspension bike, which makes it lose grip.

However, the rigid rear end also offers some advantages, especially for experienced riders: without a bobbing rear end and constantly shifting geometry, you can’t sink into the rear travel, so your weight doesn’t shift backwards. This in turn prevents the front wheel from lifting. In addition, the Amuza Monto hardtail eMTB is particularly efficient, and provides unmitigated feedback of what is happening at the rear. This allows you to modulate the power at the rear wheel more carefully and thereby keep the limited traction under control.

On the descents, the HoheAcht Amuza Monto shows its true capabilities. The basic ZEB fork manages to hold your intended line with precision, even when things get rough. However, it lacks the adjustability to fine-tune its response to suit the conditions or your preferences. But this shortcoming is overshadowed by the harsh feedback from the unsuspended rear end. Hardtail veterans may get more pleasure from riding this wild bull than beginners, who will probably just feel overwhelmed. Newcomers will have to head for gentler trails or very quickly improve their riding technique so as not to get thrown off.

On the descents, you will also have to avoid getting bucked by the saddle, as the long seat tube and relatively short 160 mm dropper post restrict your freedom of movement. In addition, the rear rotor tends to overheat. At 180 mm, it’s slightly undersized, especially for heavy riders, and it doesn’t let the powerful SRAM DB8 brakes live up to their full potential.

Tuning tip: bigger rotor and grippier tire on the rear

You’re likely to have more fun on well-shaped flow trails or jump lines with manmade jumps and berms. Here, the Amuza Monto feels lively, making easy work of pumping through berms and catching air off rollers. The bike is almost ideal for these conditions, though you’ll have to be careful not to overshoot the landings. If you send it to a flat landing, you’ll come down very hard, though you wouldn’t expect anything else from a hardtail – nomen est omen.

Who is the HoheAcht Amuza Monto for?

Beginners who want to hone their riding skills as quickly as possible by diving into the deep end could dare doing so on the Amuza Monto. But we wouldn’t recommend it. It’s clearly aimed at experienced hardtail fans with an active riding style who want to catch air and style it up on flow trails.

Our conclusion on the HoheAcht Amuza Monto eMTB

The HoheAcht Amuza Monto is beautifully designed and offers a balanced motor and battery concept. As a trail-oriented hardtail, it inherently caters to a narrow use case, aimed predominantly at experienced hardtail fans who typically stick to flow trails and jump lines. It will quickly get overwhelmed in more technically demanding terrain – partly due to poorly specced components, like the inappropriately slick rear tire. Considering the hefty price point of € 5,799, it also faces tough competition on the market, including full suspension bikes.

Tops

• pleasing design
• balanced motor and battery concept with an optional range extender
• it’s a hardtail

Flops

• rear tire offers little grip
• demanding handling
• limited use case – it’s hardtail

For more info, visit hoheacht-bikes.de

Der Beitrag First ride review of the HoheAcht Amuza Monto – A hardtail eMTB for hard trails? erschien zuerst auf E-MOUNTAINBIKE Magazine.

Unpopular opinion alert: multi-tools are annoying! The manufacturers of tiny multi-tools have taken the miniaturisation craze too far. These compact multi-tools now have more functions than the Wenger Giant, which featured in the Guinness Book of Records as the largest Swiss Army Knife ever made, offering 141 functions, just so by the way. But they’re so small that they can’t reach some bolts, or you have to remove and reinsert the tool six times for one full turn of the bottle cage bolt. Then the tool has three different spoke nipple wrenches, and every size Torx key from 27 to 45 mm, none of which you ever need and just carry around for fun, but it doesn’t have something as simple as a slot screwdriver, which you could use for the display bracket. Mini ratchet kits promise to put an end to this, and they’re busy edging compact multi-tools out of the market. Although they’re not as versatile, they can be adapted by choosing the bits you need, and they’re easier to handle in many situations. They can be safer, too, thanks to special torque sockets. The Feedback Sports Reflex Fixed Torque Ratchet Kit follows this principle, consisting of a modular mini ratchet set with a 5 Nm torque socket. The set costs € 85, weighs 205 g, and has a few small surprises in store.

The mini ratchet comes with 10 commonly used tool steel bits included: 2; 2.5; 3; 4; 5; 6 mm hex keys; Torx 10, 25, and 30, and a slotted screwdriver. However, it’s missing an 8 mm hex key, which you often need for the pedals. The set also comes with a 25 mm extension, which fits into both ends of the ratchet. The ratchet can be used lengthways, like a long handle, like a T-handle, or like an ordinary L-shaped lever, allowing the tool shape-shift like a Tetris block. All bits are magnetic and stay securely attached. The tool features a very robust and high-quality finish. The ratchet itself and the extension have a knurled handle, which provides improved grip, especially if you use the ratchet like a long handle to loosen hard-to-reach bolts. The 5 Nm torque socket can also be used as an extension, resulting in a relatively long lever, which came in handy when loosening tight thru-axles or pedals. If you place the 5 Nm torque socket between the bit and the ratchet, it provides very clearly defined feedback when you exceed the torque while tightening a bolt. As such, over-tightening delicate bolt heads or sensitive components – like a carbon handlebar – becomes almost impossible. Note: the torque socket shouldn’t be turned counterclockwise, i.e. used to loosen bolts, or you’ll risk damaging it.

The practical 5 Nm torque socket is both the highlight of the set and its biggest weakness. Many seat post clamps, stems, and brake lever clamps fall exactly into this 5 Nm range, which you can meet perfectly with the ratchet (like the SRAM Matchmaker at 5.5 Nm, and Shimano brake lever clamps at 4–6 Nm for example, but always consult the user manual first). And these also happen to be the components that are most likely to get twisted and misaligned in the event of a crash. Riders who have carbon components like a carbon handlebar fitted on their bike stand to benefit the most, because these kinds of components can quickly get damaged if you overtighten the bolts. But you’ll still have to go by feeling on bolts that don’t fall within this torque range. Competing products like the Topeak Nano TorqBar or the SILCA T-Ratchet have the upper edge in this case with their variable torque attachments.

The locking mechanism of the ratchet engages every 6°. If you don’t know what to make of this, take a look at your Rolex: 6° corresponds to the angle between two minutes. This allows you to work very efficiently without having to remove and reinsert the tool. Particularly if you’ve got limited space to move the lever back and forth, as is often the case with the bottle cage bolts. The ratcheting direction lever is easy to flip with one finger while also locking securely into position, which prevents you from accidentally changing ratcheting direction.

The ratchet comes in a convenient padded case that doesn’t just house the bits, the torque socket, and the extension piece, but will also accommodate a few additional trailside repair essentials, like a tubeless plug or chain lube. It isn’t big enough for a mini pump or CO2 cartridge, however, in which case the zipper won’t close. The case is small enough to fit in your pocket, and you do not run the risk of injuring yourself thanks to the padded construction, but the 200 g weight gets a little annoying. Unfortunately, it won’t fit in most down tube storage compartments with its 7 cm width either. Ideally, you’d want to carry it in a hip pack or backpack. If you were the type to carry your phone on your belt at the end of the 90s, you could do the same with the Feedback Sports ratchet set thanks to the belt loop on the back of the case. Just keep your eye out for the style police when you’re on the trail.

The price for the Feedback Sports Reflex Fixed Torque ratchet kit might seem a little steep at first glance. Thanks to the excellent handling, however, it will spare your nerves, and the solid workmanship ensures that you will enjoy the ratchet for a long time. The only drawbacks to the otherwise excellent package are the somewhat bulky case and being restricted to just one torque setting.

Tops

• excellent workmanship
• easy handling due to the modular design
• stress-free adjustment and tightening of sensitive components on the trail

Flops

• no 8 mm hex key
• fixed torque setting
• somewhat bulky case

For more Information visit feedbacksports.com

Der Beitrag Feedback Sports Reflex Fixed Torque Ratchet Kit – A fool proof mini ratchet? erschien zuerst auf E-MOUNTAINBIKE Magazine.

Failures and successes: The market for ebike motors has many players and is still growing. However, lots of players have also left the field along the way, with failures and bankruptcies common. And then there is Bosch eBike Systems: the developer of drive systems are not only pioneers in the field of ebikes, they have also played a key role in shaping the market since its very beginnings and have consistently expanded their market position.The Bosch eBike Systems success story also features the fact that the Swabians are voted BEST BRAND in the motors category by our readers, year after year.

If you’re curious about the factors that contributed to Bosch’s success, you’ll find some clues in Robert Bosch’s memoirs. More than a century later, his memoirs still serve as a guideline for the entire Bosch Group. On the subject of competition, the company founder wrote: “In my experience, there is nothing worse for a company that wants to survive and progress in the long term than not having a competitor.” One hundred years after he wrote his memoirs, Robert Bosch’s wisdom still holds true. But there is surely more to success than just competition stimulating the business. To unravel the recipe for success, we ventured to the headquarters of Bosch eBike Systems in Reutlingen, Germany, to get some insights into the behind-the-scenes world of e-motor development.

The ABC of electric motor development

Right from the start, our flying visit to the Bosch eCampus differs from most of our previous field visits. A brief welcome at the reception desk is followed by a bureaucratic process of checking IDs, asking about access rights and obtaining permission to take photographs. The programme includes not only a tour of the trophy cabinet and the wall of exhibits, which vividly depict the company’s history, but also a glimpse of what lies behind the security gates at Bosch. However, we are not granted unrestricted access; we are allowed to visit the development laboratory, the system test bench, the test tracks and a conference room.

As mentioned at the beginning, the ebike industry now boasts an incredible number of motor manufacturers and brands. However, despite the seemingly low barriers to entry, a number of factors play a key role in determining success or failure. While we’re at Bosch, we want to explore possible approaches to successful motor development. At first glance, the new Performance Line SX motor may not appear to be the most innovative, compact or light motor in its category, but it offers many advantages. Some are specific to this motor, such as the balance between minimal assistance and full power, while others are more characteristic of Bosch. So what’s it all about? What is the ABC of motor development? If anyone can make more out of E than just the fifth letter of the alphabet, it’s Bosch.

A as in Analogue bike

If you want to develop an ebike motor, you have to start with something we all love: the analogue bike. Many of us discovered our love for biking on analogue bikes, without electric assistance. That’s why you first have to ask and answer a few basic questions to understand the needs and expectations of the riders. What does an analogue bike offer us and what do we love about it? What can a motor system improve, which individual needs are better met with an electric tailwind, and what should never be compromised by a motor?

In addition to former analogue bikers, there are many other target groups who have only discovered that two-wheeled travel is one of the best ways to explore the world or to get around in everyday life thanks to the electric motor. To get these new riders on board, we need to step away from the analogue bike and ask different questions. What does the e-drive allow that would not have been possible with a purely analogue bike? What are the new requirements, skills and needs of this audience?

As we look at the exhibits from the company’s history with CEO Claus Fleischer, the evolution from analogue bike to ebike becomes obvious. The first prototype, built in 2009, started out as an off-the-shelf analogue bike, which was later transformed into an “analogue bike with an electric motor” through the addition of generous amounts of gaffer tape, cable ties and some extensive tinkering. It is miles away from what we think of as a modern ebike today. Over time, motor system developers and bike manufacturers have understood that an ebike is more than just an electric motor and battery bolted to an analogue bike, and that the needs of different audiences go far beyond hardware. It started with issues like performance and quality, then visual and technical integration into the bike for better design and handling. At some point, the great battery race began, with an irrational, obsessive demand for ever greater battery capacity. This, of course, came at the expense of handling, integration and weight. As a counter-trend, the supply and interest in light eMTBs increased. And the evolution continues: connectivity, usability, digital services and customisation are the buzzwords of the moment.

But that is not all. Some manufacturers, led by Bosch, now offer everything from urban bikes and cargo bikes to all kinds of trekking and SUV uses, adventure bikes and powerful race eMTBs for chasing seconds at international events. The latest creation is the Bosch Performance Line SX motor, which is the closest thing in the company’s portfolio to an analogue bike feel, and is expected to once again pave the way for new bike innovations.

B as in Battery

Next in the alphabet is B for battery. As soon as you learn a little more about the subject, you’ll know: battery ≠ battery. And again, it is much more than just the nominal capacity of the battery that counts. Dimensions, electrical power, clever heat management and, of course, cell chemistry are crucial. We delve into the technical details with battery expert Dr. Vikram Godbole, Senior Product Manager Batteries & Chargers at Bosch. We quickly realise that we’re a bit out of our depth – Vikram really knows his stuff: after all, he has been working on batteries at Bosch eBike Systems for the past 10 years, having previously worked as an R&D scientist in the field and wrote his dissertation on lithium-ion batteries. For Bosch, motors and batteries should be developed in harmony. Yet Bosch’s approach is the exception rather than the rule in the ebike industry. Competitors such as Shimano and Brose also offer their own batteries for their motor systems. However, they leave it up to the bike manufacturers to decide which batteries to use, and also allow the use of third party batteries. This offers pros and cons: on the one hand, wider choice and greater flexibility, but also less control and more fragmented motor systems. Bosch like to develop the batteries themselves, starting at the most elementary level: cell chemistry. To achieve the optimum power and energy density for an ebike battery, cells are not just bought off the shelf, but are developed to Bosch specifications. The development leaps in the early years were particularly impressive: for example, a higher proportion of nickel greatly increased the energy density. The first ebike battery from Bosch had an energy content of 288 Wh and was rather bulky. Today, the PowerMore Range Extender has almost the same capacity at 250 Wh, and the battery itself is no bigger than a drinking bottle.

Of course, the positive development in energy density has not been the exclusive preserve of Bosch; the other manufacturers have also been able to present ever lighter, smaller and more powerful batteries. However, according to Bosch experts, current lithium-ion technology will soon reach its limits, and new battery technologies will have to be developed. With small and lightweight batteries, heat generation and thermal stability can become a bottleneck to the performance of the electric motor system, and the same applies to the motors. Especially in the motor systems of light ebikes, a relatively high load is distributed over smaller and lighter components in the motor and over fewer cells in the battery. As a result, thermal management is a key issue and needs to be handled by an intelligent battery management system. When the motor and battery come from the same manufacturer and their power ratings are precisely matched, as is the case with Bosch, you can imagine the current performance benchmark that is achievable: the small Bosch Performance Line SX motor achieves a peak power of up to 600 watts despite a motor weight of approximately 2 kg and a relatively small 400 Wh battery, which puts it more in the league of heavier full power motors.

Vikram is not only an expert on batteries, but also a product manager for chargers and batteries, and he anticipates another point on our tour of the eCampus: B for building block or modular system. Battery sizing not only affects technical parameters such as motor performance, range, longevity and charging speed. It also affects the overall concept and design of the bike. Size, weight and shape determine how well the battery can be integrated into the ebike and thus the centre of gravity, the layout of the frame and as such the rear suspension kinematics, and ultimately the overall handling. While the first generation of Bosch ebike batteries was very restrictive in terms of design, Bosch’s third generation motor system, the Smart System, offers a variety of battery shapes, which are also cross-compatible with all Smart System motors. For example, there are still external batteries, such as the PowerPack Frame, that can be removed quickly and easily. This is particularly useful for urban ebikers, who can’t always store their bikes near a power outlet so need to take their batteries with them. It also enables concepts such as the race-oriented Lapierre Overvolt GLP III, which has a particularly well-balanced, central centre of gravity and allows the battery to be changed in seconds under the pressure of race conditions. The internal CompactTube and PowerTube batteries, which can be installed in the frame, have battery capacities of 400–750 Wh, providing sufficient energy reserves for most rides: from a short after-work ride to a long day tour. To meet the needs of cargo bikers and long-distance explorers, Bosch is working on the DualBattery system for the Smart System, which is due to be launched in 2024. This will directly double the battery capacity. However, any motor/battery combination from the Smart System can already be paired with the PowerMore range extender with 250 Wh to flexibly squeeze a little more range out of the system. And even for city bike manufacturers who don’t provide a special mounting point for the battery on the frame, Bosch have a solution with the PowerPack Rack: a battery that simply sits on the luggage carrier at the rear.

When asked what is still missing in the Bosch battery cosmos, the answer is “a standardised plug”. This is at the top of the wish list not only of ebikers, but also of manufacturers. The idea is to be able to use a single charger for all ebikes and, if possible, not have to rely on your own brand- and motor system-specific charger on tour. Instead, you use a charging infrastructure with a plug that is compatible with any ebike, for example in cafés in cycling regions, or in mountain huts on an Alpine crossing. This is why Bosch eBike Systems is engaged in the CHAdeMO consortium, which is already driving forward the standardisation of the charging infrastructure in the electric car market.

Sebastian and Simeon join us in our discussion about the modular principle. Before they take us to the letter C, they would like to add Bosch service quality to the letter B. Because the proper ABC of e-motor development includes not only all the hardware spread out on the table in front of us, but also a comprehensive service network that keeps all Bosch ebikes around the globe running. In addition to a guaranteed supply of spare parts, this also includes comprehensive dealer training. One reason why Bosch always comes out on top in the popularity stakes of our annual reader survey is that it is easy to find a local contact. To ensure this, Bosch eBike Systems runs an extensive dealer training programme, with over 17,000 training participants expected in Europe alone this year. In addition, there are 350 shops in Europe that have been certified as Bosch eBike Experts and receive ongoing training. Special tools and software are also being developed for dealers, such as the CapacityTester, which allows the local bike shop to diagnose battery faults, for which other manufacturers require the battery or the entire ebike to be sent in. At the moment, there are very few e-motor manufacturers that have developed a good regional presence, let alone the mammoth task of a global service network.

C as in Control

For the letter C, we have to go through several stations on the Bosch eCampus, explain Sebastian and Simeon. They are actually quite far down the process chain and apply the motor system software to the hardware. In a narrow sense, C stands for control; in a broader sense, it includes communication, configuration, customisation and collaboration. What does that mean? At its best, a good ebike motor knows what the rider is doing. It recognises the riding situation and adjusts its motor power accordingly. At the same time, the motor must react in a predictable and appropriate way so that the rider is not subjected to unwanted surprises. In the first generation of Bosch ebike systems, there were only two arrow buttons to switch between the linear riding modes of Eco and Speed. Everything else had to be controlled by your own input on the pedal. That worked in the days when we rarely rode in technical terrain. But the way we ride eMTBs has evolved. Dynamically changing riding situations leave little time for awkward communication between man and machine.

Since then, Bosch have made great strides in motor tuning and configurability and are one of the leaders in the ebike industry. There isn’t only a wide range of motors, but also a wide range of tuning options that can be loaded onto the ebike depending on the intended use. For touring bikers, for example, the dynamic Tour+ mode continuously adjusts motor power to the environmental conditions and riding style. On the flat, it is designed to provide gentle, battery-saving support to achieve a high range. When you start to climb or get into a strong headwind, the motor senses the increase in rider power and adjusts its own power output accordingly, giving you a smooth riding experience without having to constantly press buttons. The counterpart for sporty riders is the eMTB mode, which regulates motor power over a wide range and is adapted to technical riding manoeuvres such as starting uphill or tackling steps. This allows riders to intuitively control motor power, even in tricky situations where there is no time for pressing lengthy button combinations on the remote. Another example is the Race mode, which has been specially developed for racing and is used exclusively on the Bosch Performance Line CX Race motor. It’s characterised by a particularly direct response combined with brute power delivery, so that professionals with a high level of bike control don’t lose valuable seconds on the trail. Bosch are also applying the experience they have gained in the field of precision motor sensors to other products, thinking beyond the limits of pure motor systems. With the second generation of Bosch’s eBike ABS, for example, the company have a trail-ready anti-lock braking system in their range that gives both ebike newbies and experienced riders more control over their front wheel in critical situations, and thus greater safety.

Despite the already fine-tuned motor characteristics, Bosch leave the final touches to the rider. Each mode can be further adjusted via the eBike Flow app to suit individual needs in terms of power and dynamics. The basic motor tuning process requires five locations, only three of which are on the eCampus. The software programmed in the development offices can first be validated in the in-house system test bench. Without revealing too many technical secrets, we can only say that the Bosch system test bench is state of the art. It has a particularly high level of dynamic control to simulate racing situations and can measure power and performance at several different points on the bike. This allows conclusions to be drawn regarding the precision and performance of the software and hardware, as well as quality control. Which brings us back to the C of Control. The system test bench allows continuous operation from morning to evening and doesn’t complain about overtime if the 40-hour week has already been reached by Thursday noon. But as good as the test facility is, it cannot replicate the human factor. That’s why we’re leaving the building complex on the campus for the first time and heading to the in-house test track.

The Bosch employees need a permit to use the test track. And we need a liability disclaimer. Various obstacles, climbs, trail conditions and curve radii, including elaborate wooden structures, have been built on the test track. The test track is very “nice”, but it doesn’t offer the opportunity to test the most important of all riding characteristics: Fun! For that, we would have to leave the campus and explore the surrounding trails, but with 23 more letters in the alphabet, there is no time to spare. The developers also maintain close relationships with professionals from various ebike racing series. This way, feedback from riders at the highest level also flows into their development.

There is another C in the ABC of electric motor development that Bosch take into account, but which is overlooked by many competitors: C for cooperation and collaboration. It goes without saying that bike manufacturers work together with Bosch and communicate their requirements and wishes. That’s why, according to Bosch, more than 100 well-known manufacturers have opted for a Bosch motor system. Collaboration, however, means something different, which for Bosch eBike Systems is tantamount to a trend reversal. They want to give the manufacturers more influence and take a back seat. As a biker, you will notice this in subtle changes, such as when you open the eBike Flow app and are greeted by a Trek or Cannondale logo instead of a Bosch start screen. Up to now, Bosch have been more dominant in this area. Customers’ loyalty to the bike brand was based on the Bosch motor. In our reader survey, more than 40% of all participants said they were riding an ebike with a Bosch motor and would like to have one on their next ebike. With a more discreet appearance, Bosch want to promote the brand awareness of the manufacturers, which is beneficial for the customers’ loyalty to the bike brand – after all, there is more to the way an ebike rides than just the motor. That makes the manufacturers particularly happy, of course. The question of how Bosch came to change their mind brings us back to our first respondent, Claus Fleischer.

C as in CEO, or Claus Fleischer

Claus has been Managing Director of Bosch eBike Systems since July 2012, in other words he has been with the company almost from the beginning. Talking to him, it quickly becomes clear that he doesn’t fit the classic image of a CEO of a large corporation with only an eye for sales and profit figures. A passionate rider himself, he spends almost every free minute on his bike. Not only does he know the Bosch ebike portfolio inside out, he also has a feel for the needs of the bike community and a real soft spot for the ebike racing scene. Of course, the success of a company can never be attributed to just one person, it always needs a strong team – as the company’s founder Robert Bosch already knew. However, Claus sits at the intersection of the corporate world and the bike world, which sometimes have different views that need to be balanced and reconciled. The process-driven side of the company, the high level of professionalism that goes with it and the rigid process-oriented structures are noticeable at every security gate and checkpoint. If you want to produce quality in series, you need this process-driven approach. But it often causes friction in the more laid-back bike industry. Claus combines both worlds and, together with Stefan Schlie, has successfully turned his own personal passion, Uphill Flow, into a company project: riding fun that not only thrills on the flat and downhill, but also uphill. Not only did they develop the matching motor system, they are also involved in various initiatives, including trail construction to ensure trails that offer riding fun in all directions. He is also highly engaged and actively lobbies at both community and industry levels, whether it’s for ebike and trail legalisation or e-racing sponsorship. Whatever the subject, Claus is someone you can talk to on an equal footing, and who shares the same values as most bikers. But before we get too carried away, Roumen, the product expert for digitalisation and marketing, takes us to the next letter.

D as in Digital Environment

Roumen’s field of expertise is not so easily associated with a physical location, but rather takes place in a virtual space. We are talking about D for digital environment. The first Bosch ebikes were created in the midst of the digital age. However, the opportunities offered by technology and digital tools were somewhat neglected. Connectivity was seen as an add-on rather than part of the product experience. Today we know that it is no longer just about cycling and that the focus is increasingly shifting from hardware to software. For Roumen, it is clear that when you buy a bike with a Bosch Smart System today, you are not only buying the hardware, but also the software with all future updates and a comprehensive service package. The digital environment is increasingly becoming part of the business model, as you can subscribe to additional digital services.

Bosch’s previous digital ebike environment was a private club with a strict doorman. Bosch want to loosen the strict access control and enable more connectivity points for cycling-related services. Well-known fitness and activity tracking providers such as Strava, Komoot or Apple Health will find their way onto the ebike, and other, smaller service providers will follow in time. In addition, a strong digital environment helps to approach the development of motor systems from a user experience perspective. This means, for example, that all motors in the Smart System can be updated over-the-air. Not only will this make life easier for dealers, but it will also enable riders with Bosch motors to keep their bikes up to date and add new features. Many bikers were probably amazed when, after the update in November 2022, the eBike Flow app combined with the KIOX 300 display suddenly had a navigation function.

Another way to enhance the customer experience is a premium service package from a single source. For the Smart System, this means the link to the Bosch ConnectModule. The tracking module, which is concealed within the bike, offers theft detection and alarm functions. This could also form the basis for insurance cover with a replacement option. With the Flow+ subscription service, Bosch already have their own theft protection in the programme, which not only acts as a deterrent but also provides a sense of security.

E as in Electric Motors

You run a few volts and amps through a handful of wire coils, which generate a magnetic field that interacts with the magnetic field of a permanent magnet. Woosh, you’ve created a rotary motion and the ebike motor is ready – or is it? Well, not quite. After our odyssey through the eCampus, it’s pretty clear: to successfully develop an e-motor, all the knowledge gathered from A to D must be carefully examined and integrated into the motor system. Of course, the size of the motor, its weight, the materials used and the laws of physics themselves all impose limits. You can explore these limits to the full or even try to circumvent them in order to develop ever smaller, lighter, stronger and more robust motors. But this is not the recipe for success. The motor hardware is just the base, the motor system gives the character, the software brings the system to life and the service around the ebike guarantees satisfaction for the long run.

If you were to revisit the initial question “What do we love about analogue bikes?” from the perspective of an athletic mountain biker, the following things would be at the top of the list: a sleek, minimalist look; light and nimble handling that provides a natural riding experience; and the direct connection between the rider’s own power and the bike’s propulsion. If you were to design a suitable electric motor and motor system for this type of rider that wouldn’t interfere too much with the look and feel of an analogue bike, you would probably end up with a minimal assist motor. Does it have to be the new Bosch Performance Line SX Smart System? No, there are plenty of other fish in the sea that may be lighter, more compact and easier to integrate. But there are many reasons to choose Bosch, with its holistic approach in quality. And, of course, the fact that the motor, with its peak power of 600 watts, closes the gap between minimal assist and full power motors, making some new and exciting bike concepts possible.

The road to success has been mapped out, and no matter which manufacturer you ask today, Bosch get a lot of things right. This can be attributed to E: Bosch’s many years of experience, another key success factor in the ABC of electric motor development. In 2019, Bosch eBike Systems celebrated their 10th anniversary. In human years, the company hadn’t even reached their teenage years, but in ebike years they were already a veteran in the industry. In 2021, the Smart System was presented, the third generation of the motor system after just 12 years of company history. This shows how fast the ebike market is developing and how much pressure there is to innovate. The way we ride and what an ebike is used for is still evolving. Bike and motor manufacturers also need to evolve, as does the bike community. There is still too much irrational willingness to buy the bike with the highest torque or the biggest battery instead of looking at the whole concept. The Bosch SX motor is a step towards the diversification the market desperately needs. The more diverse the market, the more new applications can be developed, allowing ebikes to evolve in line with our changing riding habits.

E also stands for the end. The End?! Wait, aren’t there 21 letters missing? Well, after a long day at the Bosch eCampus, we came to the conclusion that successful e-motor development is too complex to be captured in the 26 letters at our disposal. The only letter we’d like to add is F for fun, and we’ll finish with this: if you’re having fun riding, the rest of the alphabet doesn’t matter.

Der Beitrag How to develop an ebike motor system?– A visit at Bosch eBike Systems erschien zuerst auf E-MOUNTAINBIKE Magazine.