Ebike Industry Updates
First up, the posture and frame sizing. The riding posture on the Euphree Stellar Falcon feels like a commuter bike with a slight rise in the handlebar, ergonomic grips, and step-through frame geometry. The wide handlebars and short stem create a hybrid position—not fully upright like a cruiser and not fully forward like a mountain bike, but somewhere in the middle.
For frame sizing, the Euphree Stellar Falcon offers configurations that should fit most people. The step-through version we tested has a low standover height, making mounting and dismounting easy.
Next, suspension and tires. The Euphree Stellar Falcon stands out with its air fork suspension, which offers preload and lockout options. If you’ve never ridden a bike with an air fork, it’s miles ahead of coil springs in performance and comfort. Preload adjusts the fork to match your weight and riding style, making bumps smoother. Lockout turns off the suspension on flat surfaces, so you don’t lose pedaling efficiency. It’s like having the best of both worlds.
But, Euphree didn’t stop there—they also included an SR Suntour linkage and hydraulic suspension seatpost. While I never cared about suspension seat posts before, I might be sold now. They remove impacts felt through the rear tire, seat bones, lower back, and spine. With more miles on me than my peers, I’ve learned to love these hidden comforts that actually deliver, unlike some buzzword features.
The Euphree Stellar Falcon’s 750W rear hub motor pumps out a peak of 1200 watts with 90 Newton Meters of torque. It’s quiet compared to most e-bikes at this price, but it can get louder during sprints or hill climbs. It’s not uncommon for e-bikes to have these quirks—each has its personality. However, the torque sensor on this bike lacks refinement.
Everyone seems to be releasing “smart” products, but few of them really seem to be all that intelligent. A new brand, Tarran, claims to have designed and built the first “smart” cargo e-bike, one that comes with landing gear to stabilize the riding experience.
Cargo e-bikes may be the wave of the future for many of us who hope to ride an e-bike for more of our trips, but many potential cargo e-bike owners and riders face a hurdle: The more weight you put in or on the cargo e-bike, the harder it will be to handle. Heavy loads are most difficult when starting and stopping, which is that the Tarran T1 Pro is meant to address.
The Tarran T1 Pro is a classic box-style cargo e-bike with a sizable cargo area in front of the driver, with the capacity to carry kids, pets, groceries and more. It features a proprietary mid-drive motor that produces 100Nm of torque. It is powered by a whopping 1500Wh battery that is estimated to offer riders up to 200km (124 mi.) of range per charge. The drivetrain combines an Enviolo continuously variable hub with a Gates carbon belt for smooth, quiet operation that will always offer the riders the perfect gear.
While there are a number of features that make the Tarran T1 Pro a very different cargo e-bike, the “landing gear” feature is unique so far as we know. Tarran’s proprietary Dynamic Dual-Drive Landing Gear uses stress, angle and speed sensors to know when to lower two small wheels hidden inside the cargo box. When deployed, they prevent the Tarran T1 Pro from tipping onto its side, no matter how heavy the load is. And the load can be quite heavy, thanks to a weight capacity of 220kg (485 lbs.).
When slowing while braking, the wheels deploy and then retract once the rider is back up to a sufficient speed to maintain stability. They can also be deployed so that they can assist a rider when pushing the T1 Pro, such as when parking it. Finally, they feature a kickstand mode that will support the e-bike when parked.
The Aeroe Spider Rack features a modular design that allows the user a surprising degree of flexibility for carrying loads. Let’s start with the basics in our Aeroe Spider Rack review.
This rack mounts to the seatstays of a bike via four straps—two per side—in a design that should result in minimal rocking of the rack. This means that even if someone’s e-bike did not include mounts for a rear rack, they can use this rack. All of the installation and adjustment uses a single, 5mm, Allen wrench, making setup remarkably easy.
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Each rack comes with one cradle with tiedown straps. Up to two additional cradles can be purchased to mount on the rack. With one cradle, the top position makes the most sense; with two, one per side makes sense and with three all three locations would be used. Each cradle can be positioned to point in a number of different orientations in order to accommodate the frame design and the rider’s pedal stroke so that it leaves room for the rider’s heels to pass.
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The Grand Pather 6 features Yamaha’s PW-X3 motor, which produces 250W and 85Nm of torque; it’s the same motor found in Yamaha’s e-bikes. The battery is projected to give riders around 62 mi. (100km) of range per charge, thanks to its 720Wh capacity. That’s nearly three times the motor’s wattage, so their estimate seems reasonable. It might even be conservative.
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Shimano disc brakes are paired with 203mm rotors for terrific overall control and stopping power.
A Shimano STEPS E6100 mid-drive motor gives the benefit of an easier cycling experience while offering the ride feel of a non-electric bike. We found the motor’s engagement to be smooth and subtle with a natural feel; only in the Dew-E DL’s highest assist setting did it seem like we were riding an e-bike!
At just 43 lbs, the bike’s relatively low weight also stood out to us by contributing to an airy, responsive, and agile ride. With such a manageable weight, apartment-dwellers can comfortably lift and carry the bike up a few flights of stairs if needed. The Dew-E DL can also be accommodated by standard bike racks for ease of transport.
We also enjoyed the stability granted by the bike’s 650x47mm road tires. With low rolling resistance, these tires also encouraged fast acceleration. In combination with the custom carbon fiber fork, these tires helped to absorb vibrations from the street or path and make the rigid frame much more comfortable.
A list of the bike’s components is provided below, but keep scrolling for the full Kona Dew-E DL review.
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In the Netherlands and in many European countries, e-bikes are limited to a maximum output of 250W. This is one of the reasons e-bikes with mid-drive motors are so popular in Europe—a mid-drive motor can provide more assistance than a hub motor can for a given wattage. Why mandate such a low power output? Dutch officials see it as a public safety issue. While pedelecs that go 28 mph (45kph) are available, most e-bikes are restricted to 15.5 mph (25kph). According to the Dutch government, as e-bike use has grown, so have e-bike-rider fatalities, in an equal proportion.
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The Dutch government has purchased 247 portable dynamometers that can be positioned in locations with high e-bike traffic and the police can stop riders and test their e-bike’s output. E-bikes that exceed that 250W nominal rating will earn their owners a ticket €290 ($312 USD). A second infraction will result in the same fine, but a third can result in confiscation of the e-bike.
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Yamaha, in its effort to shape how e-bikes are adopted across the globe, has created a new subsidiary called Enyring. The company will offer a battery-swap program for e-bike riders. The service will be launched in the Netherlands and Germany in 2025.
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Yamaha plans to work with manufacturers to make compatibility as universal as possible. Presumably, this means standardizing the battery mounts used in e-bikes. Yamaha also has plans to break down old cells so they can be recycled.
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Riders over the age of 12 but don’t yet have a driver’s license would be required to take and pass the test. Upon passing the test, prospective riders would be required to carry a state-issued ID.
Boerner, said the effort is to make sure both kids and parents understand traffic rules in order to keep kids safe when riding their e-bikes.
The test would be based on safety training published by the California Highway Patrol, in response to AB 1946, also authored by Boerner.
“E-bikes provide that sense of freedom that so many kids and Californians are looking for,” Boener said, “but it’s crucial that we ensure they know how to ride using the rules of our roads, and make safe and smart decisions when sharing the road with cars and pedestrians.”
The combination of low weight, smooth and skinny tires, large 700C wheels and a lack of suspension give the Velotric T1 HS a particular sort of ride. At low speeds, this e-bike is agile and can wind through a crowded bike path with ease. At higher speeds, it has great road manners and cruises easily. At Class 3 speeds, it’s very stable and gives the rider plenty of confidence.
I’d compare the ride of the Velotric T1 HS to a sporty car. The handling is quick and the suspension stiff, whereas most sedans tend to handle more calmly and feature a gentler rider, suspension-wise.
Velotric chose to equip the T1 with an assortment of rack mounts, which gives this e-bike some added flexibility. For the rider who might want to do some loaded touring (an inn-to-inn tour, perhaps?), the T1 provides an intriguing opportunity.
I mentioned before how I felt like I needed more reach from the saddle to the bar. In part, that’s because Velotric sent us the medium size of the T1 HS. It’s great that Velotric not only makes the T1 in two different frame designs (ST and HS), they offer two different sizes as well. The large features a notably longer top tube (15mm longer), which would have helped my comfort as I seemed to dwarf the medium.
Having built-in GPS was pretty terrific. It improves security and offered a fun perspective on the riding I did. The smartphone app that brings the various functions together, though, was a little buggy; I had to unpair and re-pair my phone a couple of times.
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The bag itself is made from a laminate material called Hexalon that is made to Apidura’s specs. The material is both waterproof and dustproof, making it perfect for carrying electronics. And because it features a dry-bag-style rolldown opening, it can securely carry both batteries and chargers that measure between 8.1 in. (20.5cm) and 11.8 in. (30cm) and are as tall as 2.8 in. (7cm). Total carrying capacity measures 1.6L (98 cu. in.).
The contents of the Apidura Expedition Charging Pack are protected with PU foam, better known as memory foam. Additionally, padded ribs run lengthwise along the Expedition Charging Pack both helping to give the bag shape and to insulate the bike frame from the bag’s contents—and vice versa. The bag attaches to the frame via a single Velcro strap that is silicone-coated to keep it from moving while riding.
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Bill S2292 would require all riders of microbility devices including e-bikes, e-scooters and e-mopeds to carry liability insurance. The coverage would have to be substantive enough to cover the rider and anyone else injured in the event of a crash.
The bill has received vocal pushback from mobility advocates and members of the senate alike, not least because the sort of insurance required doesn’t yet exist.
“I don’t think anybody supports the bill exactly as it’s presently written,” said Patrick Diegnan, the Transportation Committee Chair. “The Senate president is well aware of the input and is working on amendments. And we’ll meet with the advocates in between now and as it goes forward.”
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The next generation of their popular model gains new features and upgrades.
Let’s start with what hasn’t changed, or hasn’t changed much. Vvolt kept the 350W, 45Nm brushless, geared hub motor powered by a 375Wh battery (though that battery now carries UL 2271 certification). This is still a city e-bike with low-profile tires and a single speed (50x22t) drivetrain featuring a Gates belt. And it still has hydraulic disc brakes. Its weight remains nearly unchanged, ticking up from 43 to 44 lbs.
So what’s new? For starters, a new frame design. This low-step frame now has a substantially lower standover height (25-26.5 in. depending on size) and it now comes in three sizes, not two. There aren’t many e-bikes retailing for less than $2000 that come in three distinct frame sizes. Vvolt says they will cover riders from 5 feet up to 6 feet 3. The new frame also has an integrated headlight which gives it a very stylish look.
The Vvolt Alpha 2 now comes with a wider handlebar with more sweep, which will give riders a more upright position, making it easier to look around, whether those views are of nature or traffic. They also spec a longer stem on the medium and large sizes than they do on the small, further dialing fit.
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The Strive:ON sits almost perfectly between the Spectral:ON and the Torque:ON. Canyon begins with a carbon fiber frame, same as the Spectral:ON and Torque:ON. Like the Spectral:ON, the Strive:ON comes equipped with 160mm-travel rear suspension, but increases fork travel to 170mm. The big difference comes with the motor. Where the Spectral:ON and Torque:ON come spec’d with Shimano’s EP8 motor, the Strive:ON comes equipped with Bosch’s Performance Line CX motor, one of the most powerful mid-drive motors found on Class 1 eMTBs.
In short, the Strive:ON is the Canyon eMTB for riders who want more power than either the Spectral:ON or Torque:ON produce, with a perfect blending of the best handling attributes of each eMTB.
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At just 33 lbs., the Diodra S3 is one of the lightest e-bikes on the planet.
We can’t say we are aware of what the previous lightest bamboo e-bike’s weight was, or even what that bamboo e-bike was, but at 33 lbs. (15kg), we don’t need to make much of an effort to concede Diodra’s claim about the S3. A 33-lb. e-bike is light by any standard, bamboo or otherwise.
The frame isn’t 100 percent bamboo, but we think that doesn’t disqualify them from the claim. The laminated bamboo is bonded to an aluminum head tube and seat tube, which makes sense considering that the headset and bottom bracket bearings need a precision fit in order to work correctly.
Diodra says that the bamboo is weatherproofed with a two-component coating as well as three layers of varnish. The company touts the bamboo’s vibration-damping qualities, which, when combined with aluminum inserts, does dampen nearly all vibration.
The website is short on details, but we know this much: It features a 250W motor that will be limited to 25kph in Europe (15 mph) but will offer a Class 1 top speed of 20 mph here in the U.S. They estimate a range of 63 mi. (100km) with its 300Wh battery and if you’re wondering why you don’t see a battery, that’s because it is contained within the hub along with the motor.
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The Two Front Wheel Electric Bike (they call it an electric bike rather than trike) takes a different approach to three-wheeled e-mobility by positioning the paired wheels in front, rather than in back. This also features a folding design to ease both storage and transportation.
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Once a rider has exhausted the charge in their e-bike’s battery, few people face any option than to park their e-bike and recharge it, a process that can take anywhere from three to eight hours, depending on the size of the battery and how quickly the charger can deliver power to the battery—a large battery and a 2-amp charger could require the whole night to replenish the battery.
Clearly, that’s not practical for businesses that may make more than 100 deliveries in a day or riders with long commutes, so cities have begun to examine two different strategies for building infrastructure to meet the needs of e-bike riders.
One option is to follow the example of charging stations such as Tesla’s superchargers, positioning them where e-bike riders are likely to be found. The other option is to offer battery swap stations in similar high-traffic areas. Both have advantages and disadvantages and we’re going to take a dive into what those are.
Charging stations
The simplest option for cities to support e-bike recharging is to offer charging stations. While there are a number of designs for these, with many already in use in Europe and Asia, these typically share the following features: There is a secure rack to which the rider can lock their e-bike and that rack includes an outlet the rider can plug their charger into.
By simply providing a grounded 110V outlet that the rider can plug their charger into, cities can sidestep the issue of the many different charger designs on the market. They provide the power and a secure place to park the e-bike while it charges, and the rest is up to the rider.
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Photo Credit: Feedback Sports
Until recently, there weren’t many repair stands that could handle an e-bike. Most were made for traditional road and mountain bikes that weigh less than 30 lbs. In the last couple of years some of the top companies producing tools for pro and home mechanics alike have begun introducing stands sturdy enough to make working on your e-bike a cinch. In our survey of the best repair stands for e-bikes we will look at the factors that make for a good repair stand as well as our favorite models on the market.
Let’s take a look at our faves.
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The biggest single change is introduction of the new “Dynamic Screen,” in which the display will switch to different screens based on the terrain the rider is on; the displays will show data relevant to where the rider is riding. For instance, if a rider is going uphill, they will be shown power, cadence and elevation. Once they are headed downhill, they will see current speed in large numbers. Once back on the flats, the display will shift to distance traveled and range.
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Riding modes can still be customized in the Flow app. Rather than being restricted to one mode at a time, riders can now select “Auto” mode in the Flow app and it will change modes dynamically, in response to the riding conditions, increasing assistance when going uphill, while dialing it back when going downhill.
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The program is meant to encourage people who ordinarily drive to get out of their car and onto other modes of transportation. It is sponsored by Denver’s Streets Partnership and Denver’s Office of Climate Action, Sustainability, and Resiliency.
Approved participants can receive up to $1 per mile of riding and up to $200 per month, up to $500 in bike accessories or personalized coaching, or a mix of them.
The program does have some requirements and will show preference to low-income residents as well as people who face other hurdles as a result of Denver’s current transportation system. To be approved, applicants must live in Denver (there will be some exceptions) and be 18 years old. Preference will be shown to applicants who live in what Denver has identified as the Neighborhood Equity and Stabilization (NEST) areas of Denver; these are areas that have suffered disinvestment. Low-income residents and people of color will be shown preference as well.
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Our test bike shipped as a Class 2 e-bike with its throttle and pedal assist system (PAS) limited to 20 mph, but using the Heybike app we were able to open it up to its full Class 3 mode. We performed Speed Tests in each Class mode to determine the pre-programmed limits in each PAS setting while riding along a flat, predetermined course of local bike paths.
Prior to engaging the PAS, we soft-pedaled the bike with no assistance at 7.8 miles per hour; we could have pedaled faster, but we wanted to clearly observe the difference the motor made.
In Class 2 mode, we recorded a maximum speed of 8.4 mph in PAS 1, providing a subtle boost that might be best for newer riders or those who prefer a calm ride. The Mars 2.0 rocketed ahead in PAS 2, carrying us to 14.2 mph, then did the same thing in PAS 3 by delivering a max of 18.4 mph. The boost in PAS 4 was more subtle since the bike was already so near to its Class 2 limit; we reached the ceiling of 20mph. PAS 5 brought no change in speed since the motor was already at its cutoff point.
In Class 3 mode, we observed similar results in PAS 1, 2, and 3, with maximum speeds of 8.2 mph, 14.2 mph, and 18.4 mph respectively. There was a measurable difference in PAS 4, where the bike topped out at 21.2 mph. The largest power increase occurred when moving up to PAS 5, where we reached 27.9 mph.
