Hunt is introducing its first eMTB-specific wheelset in the form of the Hunt E_All-Mountain, complete with a 31mm internal width aluminum rim laced to Hunt’s own Phase Engage hubset. The rim has been in production for sometime, being the very same 6069-T6 alloy rim in use on the Hunt Enduro Wide V2 wheelset we tested previously.

Hunt has repurposed it here for the rigors of eMTB riding with triple-butted Pillar spokes and Hunt’s eMTB-specific freehub system offering 8 degree engagement. The set is yours for £479 ($649 USD). We have the key details.

Hunt All-Mountain eBike Wheels

Available in Boost only, the Hunt E_All-Mountain Wheelsets are available in 29″, 27.5″, or MX. The latter set complete with MS freehub body weighs in at 2,217 grams, with the front wheel weighing 997 grams, and the rear weighing 1,220 grams. Claimed weight for the complete 29″ set is 2,193 grams, with the complete 27.5″ set weighing a claimed 2,143 grams (w/o freehub body).

To demonstrate their 31mm alloy rim is suitable for the greater loads associated with eBiking, Hunt generated some impact data. It pertains to a single-wall impact test scenario, said to best replicate impacts on the trail. And, it suggests the Hunt rim is more impact resistant than the rims of the Crankbrothers Synthesis eMTB Alloy wheelset, and the DT Swiss HX 1700 Spline Hybrid wheelset. More force is required to deform or break the rim.

While the Hunt Enduro Wide V2 wheelset runs their Rapid Engage hubset with 5° engagement, this eBike-specific wheelset is home to the new Phase Engage freehub with 8° engagement. Both feature a 17mm 7075-T6 axle said to resist bending, with 6 spring-backed pawls. The major difference is that, on the Rapid Engage hub, only 3 pawls engage at any one time (and more often). Here on the Phase Engage hub, all 6 engage simultaneously for improved torque transfer and increased durability.

Lacing the aluminum rim to the Phase Engage hub are 32 triple-butted J-bend steel spokes from Pillar (PSR 2018). These have a larger 1.8mm gauge at the central portion. They terminate with conical nipple washers and 16mm brass nipples, said to enhance strength and improve longevity of the wheelset.

Pricing & Availability

The Hunt E_All-Mountain eBike-specific wheelset retails at £479 // €599 // $649 USD. It will be available to pre-order as of next week. Sizes on offer include 29″, 27.5″ and MX, with Microspline, Shimano HG or SRAM XD freehub bodies to choose from. Each wheelset is shipped with valves, with the rims pre-taped ready for a tubeless set up. And, a few spare spokes are included, too.

Wheels are sold with a three-year warranty against material or workmanship defects.

huntbikewheels.com

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5DEV, the bicycle componentry division of 5th Axis, is expanding its line of TiAl6V4 titanium cranksets for mountain bikes and eMTBs with more lengths to choose from. Of note for the eBiking contingent is the new 157.5mm option for both Shimano EP8 and Specialized motors, each retailing at $1,399 USD.

At the moment, the 68mm, 73mm, Wide, DH and Fat Bike titanium cranksets are available in lengths of 165mm, 167.5mm and 172.5mm, but we are told the range will soon expand to include 155mm, 157.5mm, 160mm, 162.5mm, and 170mm options. These are expected to be priced at $1,499 USD. The 167.5mm crankset with the 5DEV 8-Bolt T-Type chainring weighs a claimed 596 grams.

5DEV does offer 7075-T651 aluminum cranks and eCranks at a rather more palatable price point. Machined from billet, these crank arms see less ornate machining but are still head turners. The 5DEV aluminum eCranks for EP8, Specialized, TQ, Bosch and Brose motors retail at $449 USD, while the cranks for trail and enduro mountain bikes are yours for $559 USD. There’s also a less flashy looking DH/Freeride crankset at $349 USD.

All 5DEV cranksets and other components are machined in San Diego, California. The titanium cranks are sold with a lifetime warranty, while the aluminum offerings are sold with a 5 year warranty.

ride5dev.com

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Cannondale jumps full steam into the cargo ebike market with the new Cargowagen Neo and Wonderwagen Neo. Pick from a more compact long tail cargo ebike (not so dissimilar to Globe’s new Haul LT), or go all-in with a big box out front to haul more kids and bigger objects out front. Either way then, it looks like two more reasons for urban & suburban families to seriously consider adopting the #onelesscar concept..

Cannondale Cargowagen & Wonderwagen Neo cargo ebikes

Cannondale is fully embracing (small) two wheels and e-mobility as alternative transportation with their two new cargo ebikes. No matter where you stand on the ebikes on the road & trail debate, cargo ebikes are awesome – that is assuming you have somewhere to park these behemoths.

Ditch the car, and go for a ride instead!

Tech details

Both the new Cargowagen Neo & Wonderwagen Neo cargo ebikes start with heavy-duty SmartForm C2 alloy step-through frames, wide tires on burly 20″ wheels, and short-travel 80mm cargo forks to smooth out the road.

The Cargowagen opts for a long tail rear end with an extended structural rack to haul up to 80kg of groceries, gear, or a kid out back. Total load rating of 200kg/441lb including ebike, rider & anything you can strap on.

The Wonderwagen takes it to the other extreme, bolting a giant plastic box up front that can carry 100kg, plus another 27kg on the burly rack out back. It also uses cable-driven steering instead of a linkage to keep the cargo box and all that weight low. All-in, the Wonderwagen can haul 3 kids in addition to the driver/rider – with a max total load rating of 250kg/551lb (ebike, rider & load).

Powering it all, Cannondale gives these two e-cargo setups Bosch ebike motors to get ’em moving. In Europe, that’s the 25kph limited high-torque Bosch Cargo Line. On the other hand, in the US, it’s the high-speed 28mph-limited Bosch Performance Speed electric motor.

Both get powerful integrated lighting – check out the cool headlights on the Wonderwagen, full-coverage fenders, dropper seatposts, kickstands, a built-in glove box, and integrated locks. Plus, then there’s lots of other accessories to choose from, including optional dual-battery setups and even a trailer hitch. The rear racks are designed to clip on a traditional kids’ seat, a cargo cage, or pannier bags. The Cargowagen can even add an extra min front rack. And the Wonderwagen can opt for an extra integrated rain cover, too

2023 Cannondale Cargo eBikes – Pricing, options & Availability

Out of the new Cannondale cargo ebikes, the long john box Wonderwagen Neo & long tail Cargowagen Neo are both available now across Europe, both at 2 spec levels.

The Wonderwagen Neo 2 retails for 6500€ with Shimano Deore 10sp & a 545Wh battery. Then, the Wonderwagen Neo 1 goes for 7500€ with a stepless Enviolo HD internally geared rear hub and a bigger 725Wh battery for extended-range.

The Cargowagen Neo 2 retails for 4700€ with Deore LinkGlide and a 545Wh battery. And then, the Cargowagen Neo 1 sells for 5500€ with a stepless Enviolo HD hub gear and larger 725Wh battery.

In North America though, Cannondale will only carry the $4300 Cargowagen, coming this winter in the level 2 spec.

Cannondale.com

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Ever since the launch of the short ST this spring, we knew a long tail Specialized Globe Haul LT cargo ebike was inevitable. Now the Haul LT, Long Tail is here, promising 50% more pannier carrying capacity thanks to 2x the rear rack space. That means room for up to three passengers, making this ebike a real family hauler…

Specialized Globe Haul LT long tail cargo ebike

Teased for almost a full year, hauling everything from cacti to kids and groceries, the small-wheeled Globe Haul ebike platform has promised a viable car alternative from the big bikemaker.

But now it’s really ready for the long haul with an extra-long wheelbase and almost three-foot-long rear rack!

Tech details

Like the ST, the Globe Haul LT is built on a heavy-duty one-size-fits-all alloy frame and 20″ wheels with 3.5″ wide semi-slick tires. A 700w rear hub motor, and the same 772Wh battery powers the Haul LT cargo ebike. That means up to 60 miles of Class 3 ebike pedal-assist at up to 28mph. Apparently, there’s also an optional plug-in throttle adapter. Now that should help you zip around town up to 20mph without needing to pedal. On the one hand, that effectively turns the Haul into a low-speed electric motor scooter. But it also improves rideability when heavily loaded.

Spec-wise the LT is almost exactly the same as the ST. Globe builds it up the same down to the components, brass bell, built-in LED lighting, and MIK rack accessory compatibility.

Yet, thanks to the bigger, beefier & longer frame, the LT bumps up carrying capacity to 200kg / 441lb (including ebike, rider & gear). That’s up 22lbs from the ST. The LT rear rack itself can now haul up to 80kg / 176lb of gear or passengers.

Globe Haul LT – Pricing, options & availability

The new extended Globe Haul LT long tail cargo ebike is now available from your local US Specialized dealer. Pricing starts from $3500, before you start accessorizing. Specialized backs the Haul LT with the same lifetime frame warranty & 2-year ebike system protection as the ST.

Thus, that should reassure your shift into alternate transport.

You can almost infinitely customize it. Pick from optional pannier adapters, a front platform rack, basket & pannier buckets, kids’ seats, a bigger Crew Cab rear passenger seat, new huge rear adjustable cargo rails for the 31″ long rear rack, extra long 30″ rear side bags, and now full-length running boards for multiple rear passengers, too.

Stock is limited of both the new Globe Haul LT and the original ST, according to Specialized. So, act fast if you are feeling like one less car is in your immediate future.

Specialized.com/Globe

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Let me preface this by saying this Engwe Engine X 250 folding commuter ebike is both over-the-top and also not even close to the best ebike that I’ve ridden in the past year. But as silly as a 1300€ aluminum folding full-suspension ebike with 20” wheels and fat 4” wide tires, solid hauling capacity, and quick swappable batteries can be… it’s actually fun to ride, and really hit the mark in replacing short car trips on two wheels.

Engwe Engine X 250 folding 20″ fat-tire ebike

There’s plenty of low-cost direct-to-consumer ebikes out on the market these days. And while big-name ebikes from trusted bicycle companies might be the first choice for most of our Bikerumor readers, not everyone can afford the latest tech in ebikes. Seriously, most performance ebikes we write about easily climb over $10,000 or €, some over $15k. It can be a bit crazy, really.

When I write about how Shimano’s AutoShift & FreeShift are truly revolutionary in how we ride eMTBs, when I talk about how Scott’s Solace e-gravel ebike is lighter than my steel bikepacking bike, or when I ride a crazy light TQ-powered Rotwild eMTB that weighs less than my carbon trail bike at home… all of these are just really expensive toys for people with lots of disposable income. They are all great technologies and evolutions that are making it more fun and more natural to ride ebikes.

But they aren’t solving transportation problems.

This Engwe Engine X on the other hand is exactly that.

This is not a high-performance ebike. It’s pedal-assisted transportation, and an alternative to driving a car down to the local grocery store. Also with a bit of bootleg throttle-assisted transport, too. But we’ll touch on that a bit later.

What is this folding ebike about?

Engwe is a direct-from-China ebike company, with EU and US consumer-direct distribution of their rear hub drive ebikes. I tested the 1299€ Engine X 250 model (with a 400€ extra 768Wh battery) because it is the only version that you actually are legally allowed to ride on public roads in Europe. And my rationale for trying the ebike was to have something I could ride the 700m up the road to our neighborhood recycling drop-off point, 9km to the grocery store, or 13km to the train station.

I also didn’t want a 9999€ ebike that I would be afraid to leave locked up for a few days at the station until I got back.

What’s the deal with all the crazy features?

Starting off, the Engwe Engine X is powered by a 250W brushless motor in the rear hub and a 624Wh swappable internal battery with 25km/h limited pedal-assist through a low-cost Shimano 7-speed drivetrain, and stopped by basic mechanical disc brake with 160mm rotors.

It has 20” diameter paired-spoke alloy mag wheels. Would it be lighter, a smoother ride, and more serviceable with regular spokes?

Sure. But it probably wouldn’t be cooler.

It also has mini 20×4” fat bike tires, because why not.

In theory, Engwe says that’s so riders can take it on- or off-road. It has tubes (and isn’t ready for tubeless), so the big tires mean you can run low pressure for good comfort and grip.

I’ll admit that I probably have taken it off-road a lot more than Engwe ever anticipated – I rode a lot of snow with it this last winter – and those little fat tires do a great job of finding grip and taking this ebike anywhere you want to go.

The 6061 aluminum Engine X is also a faux-bar full-suspension bike, because…

OK, this one I don’t really know.

The fork is officially 60mm of travel, and I would put the rear travel about the same or maybe 80mm. It’s not well-damped long travel, but instead, something to take the edge off and I guess look cool. It also is in no way adjustable. I certainly would have preferred a simpler hardtail and the cost of the extra complexity spent on making a better fork.

But it wasn’t an option. Yet oddly, it hasn’t been such of a problem in 8 hard months, either.

Oh yeah, it also folds. With a pivot in the rear third of the massive boxy toptube, the ebike collapses on itself to take up less space. The overly tall stem extension shaft folds down with the handlebar next to the fork leg, and the ultra-long seatpost drops low. It even has folding flat pedals, but I replaced those with a proper set of spiky MTB platform pedals for better grip early on.

And it doesn’t really get that small. Sure if you are cramped for space, the folding handlebar/stem shaft thing really takes up less space. The only reason you might fully fold it is so it will fit in the trunk of a car – or to stick it in a really big bag to smuggle it onto a German train as ‘luggage’ and not as a ‘bike’ not that I would know anything about that.

It also gets roughly 3/4 coverage aluminum fenders that do a good job of keeping you dry and clean-ish in all conditions. The Engine X also has a solid tubular alloy rear rack that can haul a pretty big load (max rider + gear rating is 150kg/330lb). It has a kickstand. And it has a wired-in headlight and taillight with brake light function.

One important thing to note is that the Engwe Engine X 250 weighs about 34kg (75lb). That’s too heavy for my Park bike scale, so I had to stand on my bathroom scale, accept how much weight I gained over the winter, then pick this behemoth up, and calculate the difference. My semi-customized setup with bigger pedals, bar, extra Pelago fork rack, bar bag & toolkit like I ride it, is actually 36kg/80lb.

It takes work to pick it up, and I try not to.

Engwe Engine X Review: So, how does it ride?

Loudly – clattering, rattling, and groaning.

There are a lot of accessories attached to this ebike, and the suspension has a lot of moving parts. Ride it off-road and it kind of sounds like there is always something a little loose. Even riding on a gravel road sounded kinda scary at first with all the rattling.

I tightened a bunch of bolts before the first ride, and after roughly 5 off-road rides I had to go back and retighten pretty much everything in the rear end.

But then it stayed put, and nothing has fallen off (yet).

The other scary noise is the motor. Engwe officially describes it as a “strange noise when accelerating, which is a little like vibration” but I would call it a mildly terrifying groan like the rear hub internals are on the verge of dying. They say it is normal, and nothing to be worried about.

I was worried, and would usually brake (which immediately stops the pedal-assist) or simply stop pedaling (which stops the support also after little normal ebike lag, just a bit slower) to make it stop.

But ultimately it kept making the noise and it kept working. Everything is fine (I guess). It just sometimes makes some scary noise under heavy load, especially up steeper hills.

The geometry of the Engwe ebike is also a bit wacky. It has the ultra-high handlebar Stack you would expect from a chopper motorcycle, and little provision to get the bar any lower than 33cm above the top of the headtube. But you can make it higher, if you wanted that for some reason. (The lowest handlebar Stack is ~ 860mm combining the 528mm frame Stack with that bar height.)

Its headtube angle is also a wacky-sounding 86.5° that combines with the fork offset to give it a reasonable 48mm of Trail. It still flops over to the side on steep hills at ultra-low speeds or when sitting loaded and leaning to the side on its kickstand, which generally seems odd.

But once riding, it does actually work fine, going to show that there’s a lot of wiggle room in building bikes with different wheel & tire sizes.

How did it survive?

Well, every bolt came loose, but it came with a tool kit.

Not a good quality tool kit, but all the wrenches you needed to tighten the bolts that rattled loose were there. (Better tools work better, though.) And I’ve ridden it hard, wet, and in the snow, then in the mud.

And it keeps on going.

The only maintenance I’ve done in 12 months, has been lubing the chain, charging the battery, and occasionally wiping it clean.

And not only has it survived, but my teenage daughter thinks it is fun to ride and wants to run errands with me sometimes now. Weird.

That means I need to find another bike to ride, and sometimes means I do not get pedal-assist. But at least I have better luck getting her to haul the recyclables.

What did I upgrade & adjust, and why?

Out of the box, the Engwe Engine X was rideable, sure. But as a modern cyclist, I wanted a bit more modern creature comforts. I didn’t buy any components to make this ebike a better ride, I simply dug into the used parts bin.

The first thing I swapped in was a less squishy saddle. You have a very upright position on this ebike so a padded seat is not a terrible idea, but I wanted literally anything firmer. I opted for the most padded PRO saddle I had with round rails that fit into the classic ‘guts’ at the top of the seatpost.

Then I had to deal with the cockpit. The telescoping stem shaft is super high. I slammed it all the way down – still a good 20-25cm higher than the saddle – and it still feels like riding a chopper. A shorter shaft would make serious cyclists more comfortable. Next, I ditched the tiny 57cm wide handlebar and put on an old 71cm bar, aided by some proper lock-on grips for much better off-road control to balance the wacky/washy geometry.

Then, bigger pedals. The stock folding pedals are fine for city use, but I live on a gravel road and was going to take this monster off-road, so it got a set spiky composite platform pedals for everyday use. And I even popped on some clipless crankbrothers pedals for a 65km when I strapped a gravel bike onto the back and commuted to a 3-day riding event.

I also added a medium Pelago Commuter front rack, because I like to balance my load hauling. This isn’t super necessary as the rear rack is solid, but it meant I could try to do something stupid by strapping a real bike on the back, but still carry more gear up front.

Lastly, one of the only truly annoying bits about the Engine X is that it needs a key to operate and that key is hanging under the middle of the main/toptube. I looped a tradeshow lanyard around it with the key so I wasn’t worried I would lose it, and it’s stayed there since day 1 when I’m riding (then removed when I have to lock the ebike) somewhere.

Is it worth it?

The reason I picked this one out of the Engwe lineup was that it was the only official street-legal version, with a 250W rated motor, a 25km/h limit, and pedal-assist only. It comes out of the box with a non-functional throttle also installed, and Engwe even offers instructions on the EU ebike’s product page on how to reactivate the throttle.

:facepalm

If those aren’t limiting factors and you want to live in the grey zone of legal approvals, I can only imagine that their simpler hardtail version would work just as well, but be lighter and less prone to failure over the long-term.

Range-wise, one full battery charge got me around 55km and almost 600m of climbing on a mix of road and gravel is medium pedal-assist. That’s with a pretty loaded-down setup that was pushing 120kg – including me and all my gear for a long weekend (including my proper gravel bike strapped to the rear rack).

My daughter on full assist easily gets the 25km and 350m of climbing it takes for our scenic grocery runs, even in the dark. If you need more range, Engwe will also sell you a second battery which is an easy 15-second tool-free swap.

Any way you look at it, I expected this to be a cheap commuter ebike that would not ride well, would be lacking in quality, wouldn’t be very fun to ride, and wouldn’t last long under my regular use/abuse.

Color me surprised.

Sure, it is kinda cheap – let that describe both the retail price and the level of the components.

But that’s probably what actually makes it work.

It’s cheap, but it is fun to ride, year-round. It’s cheap, but it turned out to be pretty durable. It’s cheap AND that makes it a great option for someone looking to turn some of their short car trips into more smile-inducing trips on two wheels.

Oh, and did I mention that I am only recharging it with the solar panels on the roof of my house, making it zero-emission transportation, too? (But being realistic, let’s not go LCA on it to get into the embodied energy or emissions from its manufacture, delivery, and end-of-use recycling/recovery.)

You don’t need a 15,000€ ebike to get groceries. I don’t want a 10,000€ ebike to zip around World Cup venues hunting mountain bike spy shots and fresh cups of coffee. And you certainly DO want a cheap ebike when you are going to lock it up and leave it unattended all day long at the train station. So, maybe it’s worth reconsidering the value and versatility of a budget fat-tire folding ebike.

Engwe-bikes-eu.com or Engwe-bikes.com

The post Review: Engwe Engine X is a Silly Low-Cost eBike, but Kinda Great for What It Does appeared first on Bikerumor.

Adding to its extensive line of performance eMTB, Vitus Bikes introduced the new E-Mythique LT. There have been a lot of new electric mountain bikes introduced lately, but the E-Mythique looks to bring the barrier to entry even lower for the long-travel crowd.

The E-Mythique LT will be available in three different spec options, VR, VRS, and VRX. All will be powered by a Bafang M510 drive unit custom-tuned for this bicycle.

Owing to the LT name, the new bike is long-travel (170mm/160mm) and a mixed-wheel variation of the analog Mythique. The E-Mythique LT incorporates learnings from the current E-Sommet range and creates a bicycle that is ready to ride everything a modern enduro bike can handle.

Vitus partnered with Befang and chose to use their M510 drive unit which has a maximum torque of 95Nm and a competitive unit weight. Vitus also worked with Bafang to custom-tune the M510, effectively “cherry-picking the best features” for the E-Mythique LT.

The M510 is powered by an integrated 630Wh battery and display unit with 5 power modes – Eco, Eco Plus, Trail, Boost, and Race. These modes give the rider options for adjusting range and on-trail performance. These days you can find bigger batteries than 630Wh, but rarely at this price.

The E-Mythique LT Geometry

The E-Mythique LT Line Up

For the base model LT VR, you can pick up an E-Mythique for under $4k. Even at the top end, you’re still looking at a bike below $5k, which is highly competitive for the category.

E-Mythique LT VR – Retail, Highlights, Features, and Specs

Retail: $3,699

Highlights:

• SR Suntour Zeron36 & Deluxe Select R suspension
• Smooth Bafang M510 motor produces 250W max power and 95Nm torque
• 630Wh internal battery
• Wide range Microshift Advent X 1×10 speed drivetrain Powerful Tektro 4 piston hydraulic disc brakes Tubeless-ready WTB rims with grippy Vee Tires

Features:

• E-Mythique electric enduro platform – Internal battery frame design with new Bafang M510 drive unit, Vitus optimized suspension kinematics, and geometry.
• Frame material – 6061-T6 aluminum
• Color – Black Quartz
• Available size – S, M, L, XL
• Wheel size – Mullet – 29” front / 27.5” rear
• Suspension travel (MTB) – 160mm front, 160mm rear
• Intended use – Enduro

Specs:

E-Mythique LT VRS – Retail, Highlights, Features, and Specs

Retail: $4,199

Highlights:

• SR Suntour Durolux36 & Deluxe Select + suspension
• Smooth Bafang M510 motor produces 250W max power and 95Nm torque
• 630Wh internal battery
• Wide range SRAM NX/SX Eagle 1×12 speed drivetrain Powerful TRP Slate EVO 4 piston hydraulic disc brakes Tubeless-ready WTB rims with grippy Vee Tires

Features:

• E-Mythique electric enduro platform – Internal battery frame design with new Bafang M510 drive unit, optimized suspension kinematics and geometry.
• Frame material – 6061-T6 aluminum
• Color – Octane Red
• Available size – S, M, L, XL
• Wheel size – Mullet – 29” front / 27.5” rear
• Suspension travel (MTB) – 170mm front, 160mm rear
• Intended use – Enduro

Specs:

E-Mythique LT VRX – Retail, Highlights, Features, and Specs

Retail: $4,599

Highlights:

• RockShox Yari RC & Super Deluxe Select R suspension
• Smooth Bafang M510 motor produces 250W max power and 95Nm torque
• 630Wh internal battery
• Wide range SRAM GX/NX Eagle 1×12 speed drivetrain Powerful SRAM DB8 4 piston hydraulic disc brakes Tubeless-ready WTB rims with grippy Vee Tires

Features:

• E-Mythique electric enduro platform – Internal battery frame design with new Bafang M510 drive unit, optimized suspension kinematics and geometry.
• Frame material – 6061-T6 aluminum
• Color – Cool Grey
• Available size – S, M, L, XL
• Wheel size – Mullet – 29” front / 27.5” rear
• Suspension travel (MTB) – 170mm front, 160mm rear
• Intended use – Enduro

Specs:

VitusBikes.com

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California-based eBike specialists, Aventon are launching a new eBike called the Soltera.2. This new eBike brings a load of updates over the OG Soltera. The Soltera.2 ships as a Class 2 eBike, with both pedal assist and throttle. The throttle is removable in case the place you want to ride prohibits throttle usage.

Like the original Soltera, the new Soltera.2 comes in either a step-over frame or a step-through frame, and 4 sizes, regular and large, in both frame styles. Four different levels of pedal assist are available to the Soltera.2 rider, Eco, Tour, Sport, and Turbo.

While the Soltera.2 ships as a Class II ebike, you can unlock the ability to run it as a Class III which will hit pedal-assisted speeds of 25mph. This feature is accessible through the Aventon App.

With the torque sensor, your pedaling effort is detected and then seamlessly amplified, giving you “just the right amount of assist when you need it most on long rides or commutes across town”.

Rocking the same lightweight aluminum frame as its predecessor makes riding the Soltera.2 enjoyable on flat terrain, while allowing you to conquer the hills or carry it up a flight or two of stairs.

Integrated head and tail lights, along with built-in turn signals add to the rider’s safety and confidence when sharing the road with both motorists and pedestrians. A single charge is said to give the Soltera.2 riders up to 46 miles of range (using PAS Eco throughout flat terrain, with a rider weight of 160 lbs).

Key Soltera.2 Updates

Battery: Features a removable internal Lithium-ion 36V 9.6Ah, (360Wh) battery with LG cells, certified to the TUV Rheinland standard in compliance with UL 2849

Stem: Features smoother welds on the collar folding area, accompanied by a slightly more relaxed steering angle that improves handling.

Handlebar: Features a 31.8mm/680mm aluminum riser bar.

Drivetrain: Features a new 3-piece 170mm crank-set that pairs well with the new torque sensor technology, crank-arms, spider, and 48t chainring

Throttle: On-demand 20mph without pedaling located on the left side of the handlebar

Headlight: Now features an integrated powered 300 Lumens headlight.

Rear Lights: Now features integrated turn signals and braking flash.

Graphic: Now features a bold new frame graphic.

Soltera.2 Retail, Sizing, and Specifications

Retail: $1399 (free shipping directly to your home) or order it through Aventon’s 1000+ dealer network

4 sizes: (based on height)

• Regular Standard Frame: 5’3″ – 5’10”
• Large Standard Frame: 5’10” – 6’4″
• Regular Step-Through: 4’11” – 5’7″
• Large Step-Through: 5’7″ – 6’1″

Specifications:

Aventon.com

The post Aventon’s New Soltera.2 eBike Promises High-Tech and Low-Cost appeared first on Bikerumor.

Mondraker offered two 150mm travel enduro bikes – the Foxy being lightweight and lithe and 100% human powered, and the Crafty being big, burly, and assisted by Bosch’s full-power Performance CX Line motors. Missing was that sweet spot in between them, something with a lightweight design and just enough assist, so they decided to fill the gap.

The new Mondraker NEAT eMTB line offers the same 150mm rear wheel travel, with their Zero suspension platform using the same layout as their Foxy and built around the lightweight TQ-HPR50 drive system.

The frame comes in at just 2,300g in it’s top Stealth Air Full Carbon trim, paired with the 3,900g TQ system (motor, remote, wiring, and 360Wh battery), giving them a complete bike weight of 17.9kg (~39.45lb) for the RR SL build. The battery is removable if you wanted to dump 1,850g (~4.1lbs), or add the 950g range extender and get after it.

Mondraker’s Zero Suspension System mounts the shock between the linkages, letting it float between them, which gives them very supple small bump performance and removing braking forces from the equation. For the NEAT, they closely mimicked the analog Foxy’s design rather than the taller Crafty, which keeps the weight lower on the bike. It also allows for more seatpost insertion so you can run longer dropper posts.

The bike gets a new, lighter swingarm that’s also more compact, which they say expresses a new look for the brand going forward. The top tube hides a Fidlock accessory mount underneath it, so you can add another bottle, pouch, etc., and comes with a Fidlock bottle mount on the downtube that works with the range extender battery’s mount for quick, secure installation. (You can also stick it in a bottle cage, but this is definitely more secure)

The bike keeps their Forward Geometry, which pushes the reach really far forward and pairs it with ultra-short stems.

Key numbers include a 64.5º head angle, 76.5º effective seat angle, 450mm chainstays, and 25mm BB drop. Reach is 450/470/495/515mm (S/M/L/XL, respectively).

A top tube display has separate visuals for the main and auxiliary batteries with a button to cycle through modes in conjunction with the handlebar-mounted remote.

They say an average rider can get 3-4 hours or 40-50km per charge with mostly Eco & Mid use, and the range extender ads 50% to that. Use TQ’s app to customize the output and response for each of the three modes.

NEAT comes in three builds, all with 29er wheels front and rear, 160mm Fox forks, Mavic wheels, and SRAM Eagle drivetrains. Claimed weights range from 17.9kg to 18.9kg.

Mondraker.com

The post Mondraker NEAT e-MTBs blend light weight w/ big ambitions appeared first on Bikerumor.

Officina Battaglin has unveiled the world’s first custom steel road ebike, and it’s a stunner with a great backstory. Made-in-Italy to the same exacting handcrafted standards and exceptionally shiny finish as their standard road and gravel bikes, the Fenix is a stealthy made-to-measure ebike that preserves classic looks.

But the reason it exists in the first place is the best part…

Battaglin Fenix custom steel road ebike made-in-Italy

Giovanni Battaglin won two road Grand Tours back to back in 1981, and founded his frame-building company just a year later. But the now 72-year-old ex-racer was diagnosed with heart dysfunction health issues a few years ago, meaning he couldn’t really ride a bike at all anymore. But with the Officina Battaglin workshop located in Marostica, Italy – and the Dolomites literally rising just outside of town – the whole company set out to develop an ebike to get Giovanni back in the saddle.

“The only way he could be back in the saddle was on an e-bike. But while there were plenty of e-bikes to choose from, he couldn’t find one he truly liked, mostly because of their stiff carbon frames and unappealing designs,” says Alex Battaglin, Giovanni’s son and CEO of the company these days.

The resulting Battaglin Fenix ebike looks almost exactly like a regular road bike. But it gets the extra boost from an FSA ebike motor in the rear hub and a 250Wh internal battery cleanly integrated in the custom-drawn Columbus steel downtube, providing that smooth pedal-assist that means the Giro-Vuelta winner can ride the Veneto roads again.

Tech Details

The Fenix is made-to-order with custom geometry developed for each buyer, then welded & brazed by hand from custom Columbus GB81 steel tubing and a 3D-printed bottom bracket cluster to integrate the internal battery and charging port.

An FSA hub motor provides 250W of pedal-assist in an equally stealthy package tucked between the cassette and rear rotor – all built into a set of carbon Vision Metron 40 SL wheels. There’s a built-in 250Wh battery inside the surprisingly slim 56mm outer diameter downtube, which based on my experience would likely get around 50 or 60km of assist range (depending on rider weight, assist mode & elevation). But you can also plus in FSA’s range extender external bottle battery for another 250Wh to double the range for longer rides.

The ebike features fully internal cable routing through the straight 1.5″ headset and Battaglin’s own custom-machined alloy stem that also cleanly houses the single control button for the ebike powertrain front & center. That does mean it is limited to electronic groupsets – Battaglin only build it up with Shimano Di2 or SRAM AXS.

The disc brake only Fenix gets 32mm of generous all-road tire clearance with flat mount brakes, 12mm thru-axles, and a 31.6mm seatpost

Battaglin Fenix ebike – Pricing, options & availability

The custom-made steel Battaglin Fenix ebike is available only as a limited edition – they’ll build a max of 30 ebikes this year. Unlike their regular bikes, the Fenix is only available as a complete ebike (and only in Europe), with pricing starting at 9900€ with a SRAM Rival eTap AXS 2×12 build.

Buyers get to choose from 12 core ultra-shiny cromovelato colors for their bespoke steel ebike, with frame, full carbon fork, CNC stem, carbon seatpost, and carbon handlebar – all painted-to-match.

This cromovelato blue Fenix with an Ultegra groupset that has kept Giovanni Battaglin’s passion for road riding alive, has a claimed actual weight of just 13.2kg without pedals.

OfficinaBattaglin.com

The post Battaglin Fenix, a Custom Steel Road eBike, Born out of Giro-Vuelta Winner’s Health Issues appeared first on Bikerumor.

With a claimed global user count of over 550,000, Rad Power Bikes say they’re America’s #1 eBike brand. One of their most popular models in the line is their commuter, the RadCity 5. A few weeks ago, they announced that they’re releasing a limited edition of that popular commuter, in the highly-visible color, Tiger Orange.

The RadCity 5 is said to “elevate commuters’ rides with more nimble handling, better maneuverability, and enhanced comfort with an upgraded stem and handlebar. The more relaxed and commanding riding experience is optimized for getting around city streets”.

The RadCity5 comes in two frame designs, the step-through, and the High-Step, although the new Special Edition colorway seems to only be available in the step-through frame. It boasts a range of up to 50 miles per charge, has hydraulic disc brakes, and a 750W geared hub motor. It uses a semi-integrated battery and can haul up to 275 lbs.

Retail and Spec Details

Retail: (pre-order SE Tiger Orange) $1,999

Electronics:

• Battery: 659-672 Wh
• Display: Backlit LCD with charge indicator, speedo, odometer, trip odometer, pedal assist level
• Pedal Assist: Intelligent 5-level pedal assist with 12-magnet cadence sensor
• Wiring: Water-resistant connectors and wiring harness
• Charger: 48v 2 Amp Rad Power Bikes smart charger, operates on 100v-240v AC power outlets
• Hub Motor: 750W brushless geared hub motor, 5:1 planetary gear reduction.
• Range: 28-50 miles per charge (estimate)
• USB Ports: Optional, sold separately
• Controller: Rad Power Bikes frame-integrated controller
• Lights: Front: Standard Rad Power Bikes LED headlight, Rear: Integrated taillight with brake light
• Throttle: Half-twist throttle

Components:

• Frame: 6061 aluminum
• Fork: Spring fork, 50mm travel, with lockout and preload adjustment
• Fenders: Black plastic full coverage, front and rear.
• Derailleur: 7-speed Shimano Altus
• Shifter: Thumb shifter, 7-speed
• Freewheel: 7-speed freewheel, 11-34T
• Gearing: 1×7-speed
• Stem: Zoom, 90mm length, 90-degree angle adjustment (special edition: is not adjustable)
• Handlebar: Custom-formed aluminum
• Grips: Durable imitation leather ergonomic
• Headset: Semi-integrated, 1-1/8″ straight steerer tube
• Kickstand: Heavy-duty aluminum with wide plastic feet
• Pedals: Forged aluminum platform with reflectors
• Racks: Front: optional, Rear: integrated, 59.5lbs (27kg) carrying capacity, 16mm tubing diameter
• Rims: Double wall aluminum alloy, 36 hole, 25mm width. S
• Saddle: Rad Power Bikes with lifting handle
• Seatpost: 27.2 x 350mm
• Seatpost Clamp: Quick Release
• Tires: Rad Power Bikes, custom 27.5″x2.0″ eBike rated with puncture-resistant liner

Colors and Frame Geometry Details

Colors available for the RadCity5 are:

Step-through frame: Charcoal and White
Special Edition step-through frame: Tiger Orange
High-step frame: Charcoal

The post Rad Power’s Limited Edition Tiger Orange RadCity 5 is Easy to Spot in the Wild appeared first on Bikerumor.

Propain has announced the Ekano 2 AL e-Freeride bike, the very first Propain eBike to sport the dual-link PRO10 linkage implemented across the brand’s trail and enduro offerings. It is a dedicated mixed-wheel affair, with 170mm of rear wheel travel fronted by a 180mm fork, though it can also take 190mm for anyone feeling extra.

The 85Nm Shimano EP801 motor is the supplemental driving force behind this aluminum eMTB, paired with a removable 626 Wh battery from Darfon. With pricing starting at $5,889 USD, a closer look is absolutely warranted.

Propain Ekano 2 AL

The Propain Ekano 2 AL delivers its 170mm of rear wheel travel through the German brand’s PRO10 linkage, wherein the swingarm is coupled to the front triangle via two counter-rotating links, and the shock is compressed from both ends simultaneously. The new layout is said to result in a much lower center of gravity as compared to the 165mm travel Ekano 1 and, unsurprisingly, we are told this delivers a kinematic and ride feel that is more closely matched to that of the Spindrift – Propain’s freeride bike.

• Intention: E-Freeride
• Fork Travel: 180/190mm
• Rear Wheel Travel: 170mm
• Shock: 205mm x 60mm Trunnion
• Wheel Size: MX Only
• Motor: Shimano EP801/EP6
• Battery: 626 Wh
• Sizing: S-XL
• Claimed Weight: 24 kg – Goldrush in Medium
• Starting Price: $5,889 USD with EP801 / £4,994 and 4,994 € in UK & Europe with EP6

The Ekano AL 2 is a “Blend” aluminum frame; the tubes themselves are 6066-T6 aluminum, while the links and axles are made from 7075-T6 aluminum. Then, the milled and forged parts of the frame are 6061-T6.

Cable routing is internal, entering the frame via the headset. As we’ve seen previously on the 2023 Tyee Enduro Bike, a Sixpack stem is used here to guide cables through the top spacer via a pinch-through seal underneath the stem. The upper headset bearing gets an extra seal to help keep grime out. Cables exit the frame again near the lower link, before entering the swingarm.

The frame gets a set of bosses on the downtube for a water bottle, and another set underneath the top tube for accessory mounting. The drive-side chainstay and seat stay both benefit from soft rubber protectors with air-filled nubs said to keep chain slap noise to a minimum. Finally, the swingarm gets a SRAM UDH dropout presenting that all-important hanger-less interface for compatibility with SRAM Transmission.

We are told the lightest possible custom build of the Ekano 2 AL in a size small is 23.5 kg.

Geometry

The Propain Ekano 2 AL eBike runs a dedicated mixed-wheel setup, in contrast to the Ekano 1 that can switch between 29″, 27.5″ and MX configurations. With the stock 180mm fork, the head angle sits at 64° with the seat tube angle at an effective 78°, consistent across the S-XL range. Chainstay length is also consistent at 445mm.

The Ekano AL 2 gets a shorter seat tube than the Ekano 1; that’s 430mm on the medium. Reach on the other hand grows considerably, stretching to 455mm. Another point of note would be the stack height; it’s pretty tall across all the sizes, at 648mm in medium. Propain say the tall ride height was necessary to “achieve ideal handling despite the extra weight of the motor and battery”.

Kinematic

Propain’s aim was to deliver a Spindrift-like ride feel for the Ekano 2 AL. They reckon they’ve achieved that by implementing the PRO10 linkage and the favorable weight distribution that comes with it. Over its 170mm of rear wheel travel, leverage begins at a ratio slightly north of 3, finishing up at around 2.15. The Ekano 2 AL is offered with both coil and air shocks with dimensions of 205mm x 60mm – Trunnion.

Around the sag point, anti-squat sits at 119% in the easiest climbing gear. This suggests that, rather than getting sucked into its travel, the shock will have a tendency to extend under pedal-induced accelerations.

Drive Unit

The Propain Ekano 2 AL gets the latest Shimano EP801 motor, with a maximum torque of 85 Nm and a peak power output of 600 Watts. It is powered by a 626 Wh Darfon battery, which can be charged both on or off the bike. It can be accessed via a window on the downtube.

Pricing & Availability

Propain offer a full customization programme on their website, with builds starting at $5,294 in the US with the EP801 motor, and €/£4,994 with the EP6 in Europe. There are also three stock models of the Propain Ekano 2 AL; all are appropriately spec’d with a 12-speed drivetrain, dropper seat post and 4-piston brakes with a 220mm rotor on the front and a 203/200mm rotor on the rear. That said, there is clearance for a 220mm rotor on the rear.

As with all of Propain’s aluminum frames, the Ekano 2 AL is sold with a three year warranty.

Price2Ride – $5,889 USD / 5,889 € / £4,994

Propain’s most affordable Ekano 2 AL is the Price2Ride build. It gets the Shimano EP801 motor without the display, a SRAM GX Eagle 12 Speed drivetrain and Formula Cura 4 brakes. Suspension is taken care of by a RockShox ZEB Select+ Fork and a RockShox Super Deluxe Select Coil shock, and the bike rolls on a Newmen EVO EG 30 wheelset with a Schwalbe Magic Mary/Big Betty pairing.

Shred² – $7,579 USD / 7,579 € / £7,579

The mid-range Ekano 2 AL actually gets the display to go with its EP801 drive unit. This one gets the latest SRAM GX Eagle Transmission AXS, SRAM Code RSC brakes and the RockShox Reverb AXS dropper. A 190mm travel RockShox ZEB Ultimate fork is paired with the Super Deluxe Ultimate RCT air shock. A Newmen EVO EG 30 wheelset is married to a Schwalbe Magic Mary/Big Betty pairing. The SQlab 60X Infinergy saddle is a nice addition.

Goldrush – $8,999 USD / 8,999 € / £8,999

The most expensive offering of the Ekano 2 AL is the Goldrush build. It benefits from a Fox 38 Factory fork, the DHX2 coil shock, Magura MT7 brakes and the SRAM XO Eagle Transmission AXS drivetrain. This time, the eBike rolls on a Crankbrothers Synthesis Carbon wheelset with a Maxxis Minion DHRII in the DoubleDown casing, and a Maxxis Assegai of the MaxxGrip variety. Other highlights include a Fox Factory Transfer dropper topped with an SQlab 60X Infinergy saddle.

All builds are available to order now, with delivery expected in 5 weeks’ time.

propain-bikes.com

The post The Propain Ekano 2 AL eMTB is a 170mm Travel E-Freeride Bike appeared first on Bikerumor.

When you’re bombing down a rough, technical descent, keeping your handlebars pointed where you want them can wear down your arms quickly. Enter the KIS (Keep It Stable) steering stabilizer.

Created by Jo Klieber, the founder of Syntace and Liteville, the KIS system helps automatically re-center your handlebars as your wheel deflects off rocks and roots, especially when they’re off-camber. Since Canyon helped work on the integration of the KIS system, they’ll be the only brand (aside from Liteville) to offer it on their bikes until next year. Canyon debuted the system on their Spectral all-mountain bike, but they now have it on a demo fleet of Strive:ON eMTBs too.

Last fall, our EU Tech Editor Cory Benson got the chance to ride both Canyon’s Spectral MTB and Liteville’s 301CE eMTB with the KIS steering stabilizer, so you can check out his initial impressions of the system. Since Canyon was at Crankworx Whistler, I took the chance to get a feel for the steering stabilizer myself. After one ride my perspective on the idea went from “If no one has done it yet, is it worth doing?” to “This is something that could catch on”.

KIS System – The Basics:

If you’re not familiar with the KIS system, check out Cory’s article covering all the technical details here. To sum it up, it’s basically made of a sliding tension adjuster, two springs, two straps, and a cam that clamps onto the fork’s steerer tube. In finished form, all of this is hidden inside the bike’s top tube except for the small slider that sits on top. The entire system does add weight to a bike, but nothing crazy at about 120g.

The system shown on the demo bike I rode is not the finished product consumers get: The demo bikes were all set up with an external version of the KIS system that allows test riders to see how it works, and make easy adjustments without the Allen key the integrated version requires. I should also note the external system I rode looked a bit different from the one Cory tried on the Liteville (which uses lighter springs than Canyon’s KIS bikes).

Ride Impressions: Climbing

While my intro line suggests the KIS system is mainly beneficial on descents, it does help on climbs too. When I first hopped on the bike, the system’s tension was set in the middle position and I barely noticed any effect from it. I didn’t feel any extra effort while steering the bike, and overall handling seemed pretty normal. Then, at Canyon’s MTB Gravity Brand Manager (and my ride guide) Jack Noy’s suggestion, I completely de-tensioned the steering. Right away I could tell the KIS system was indeed helping me out.

We started our climb on a steep road filled with loose rocks, and when I removed all tension from the KIS system I immediately noticed my front wheel squirming left and right more than it did with the system engaged. Those loose, rolling rocks were pulling my front wheel left and right, and my arms had to work to keep the wheel pointed straight.

Once I put the tension back to the middle position, it was obvious again that it was helping. The front wheel floated nicely over those loose rocks and clearly wanted to stay straight, even when I purposely kept my hands light on the grips. We only did one shorter ride, but I’m convinced on longer loops this system would reduce arm fatigue. It definitely requires less effort to keep your wheel straight, and with the KIS system, it becomes easier to sit upright and give your arms a break as the bike will resist wheel flop. Overall it takes less energy to keep the bike pointed, yet the system works subtly enough that I didn’t feel like I had to change the way I was riding at all.

Descending:

When we pointed the bikes downhill, I kept the KIS system in the middle position to start. The trail we rode was a perfect test for the system, as it is littered with rocks and off-camber roots from start to finish. In the middle tension position, I noticed some very slight resistance in the steering, but not enough to require extra effort. I could feel how my front wheel was lightly resisting deflections, but again the effect was subtle enough that I was handling the bike normally. 

In an effort to make the system’s effects obvious, I bumped up the tension by two notches. At this point, I could really feel the difference it was making. This setting produced noticeable steering resistance (although still a long way from making it hard to steer), and I did detect something Jack mentioned about cornering: If the system is set up too tight, it slows down your steering slightly and the bike doesn’t lean in as nicely as a normal bike would. I felt this on one corner, so I dialed the system back one notch.

With the KIS system, it is important to find the level of tension that works best for you. I expect most riders should be able to accomplish this, as I (at 150lbs) wasn’t even close to maxing out the tension. I’d expect the range of adjustment would be ample for much larger or stronger riders than me.

The setting I was now in seemed perfect for me – I could feel the wheel fighting to stay straight over rocks and roots, and it was easier than usual to hold a line through the rough. It took no noticeable extra effort to steer, and the cornering felt normal. On the descent, it occurred to me that like the climb, this system makes it a bit easier to take a break when needed. On moderate sections of trail, you could get away with sitting up and lightening your grip more than a normal bike would allow. This could be great for enduro racers tackling several long descents in a row.

One thing the KIS System was designed not to do is make it feel harder to steer the more you turn the handlebars. I’d say Syntace achieved this, as I didn’t feel a difference between tight corners or wider berms. The KIS system was also designed not to straighten the wheel with any obvious clunk or engagement in the middle, and I would agree I did not notice any such effect.

One thing Cory mentioned is how the auto-centering steering gave the Canyon Spectral an odd tendency when jumping. The trail I rode was a technical descent that didn’t offer much airtime, so I can’t comment on the bike’s handling in the air… give Cory’s article a read for his explanation of how the KIS system attempts to straighten the bike out if you turn your handlebars in mid-air. 

My only final thought is this; I wonder if a two-position KIS system would be beneficial. I was quite happy climbing with the tension set dead in the middle, but when I got to our highly technical descent I preferred a bit more tension to help fight off wheel deflection. I liked how subtle the effects were on the uphill section, but also enjoyed feeling that something was definitely happening on the downhill. The bottom line is I do think Syntace and Canyon are on to something, and wouldn’t be surprised to see the idea gain traction in the MTB world.

canyon.com

The post Can the KIS Steering Stabilizer Keep Canyon’s Strive:ON eMTB Steady on Whistler’s Trails? appeared first on Bikerumor.

I got the chance to join Pivot in Crested Butte, Colorado for two test rides aboard the new Shuttle AM. I came home pretty impressed with Bosch’s motor and battery, not to mention the stable geometry and capable build spec of the Shuttle AM Pro model I rode.  

2024 Pivot Shuttle AM Pro – Basic Specs:

You can find all the details of the new Pivot Shuttle AM lineup in my launch article, but here’s a quick rundown on the bike: The Shuttle AM was designed to be a well-rounded ‘all-mountain’ eMTB. Its full carbon frame’s flex pattern is identical to Pivot’s Switchblade MTB, although geometry is not the same between the two bikes. The Shuttle AM’s slack head angle and longer chainstays lean this bike toward the more aggressive side of the all-mountain class.

The Shuttle AM offers 148mm of rear travel controlled by a DW Link suspension platform, and all models come with 160mm forks. The bikes roll on 29” wheels, but can be converted to mixed-wheel setups if desired.

Drawn in by their wireless remote and wheel sensor, top tube display, and power delivery, Pivot decided to partner with Bosch for the Shuttle AM’s power plants. The lineup features the Performance Line CX motor on two models and the Performance CX Race motor on the top-spec Team build. The Pro model I rode had Bosch’s Performance Line CX motor and Powertube 750wh battery.

The Shuttle AM Pro model’s weight is listed at 49lbs.  

Ride Impressions – Suspension:

Our first demo ride started with some dirt road riding, then continued up a smooth, dusty singletrack for a while. Closer to the top we came through a forested section with some uphill rootbeds (and still plenty of dust).  I climbed with the Fox Float X Factory rear shock in firm mode, and found the bike pretty supportive against pedalling efforts. Pivot says the DW linkage is ideal for eMTBs as it fights squat effectively, especially as the motor’s power kicks in. I would agree the linkage was an efficient climber, yet it was happy to absorb bumps too.

In firm mode, I still found the rear shock was willing to dive into its travel when required by the terrain. I had dipped around 75% into the travel by the top of the climb, which did provide good traction. Pivot is using small volume spacers in the rear shocks for the 2024 AMs, and the shock did feel pretty linear through most of its travel. Even on those dusty roots the rear wheel clung to almost everything; I only slipped a wheel once during this lengthy climb (when I got stuck in a bad line). The climbs on our second ride were mostly smooth but had a few nasty rocky uphills (as seen above) and the rear shock handled them similarly to day one. 

My suspension setup was definitely within the correct range, as I was not quite bottoming out on the descents. The first day’s downhill sections only had a few rough patches, yet I still used most of the shock’s travel. While mostly linear, the stroke does ramp up nicely at the end; our last descent was a rough, rocky one that challenged the bike’s 148mm travel, but I still didn’t harshly bottom out at any point. The Shuttle AM’s bottom-out resistance helped the bike float over the rough stuff and save a bit of travel for any significantly hard impacts. The Shuttle AM felt well-supported in the corners, and despite the eMTB’s inherent weight I did manage to pop it nicely off a few bumps.

Geometry:

First off, there is a flip-chip in the Shuttle AM’s rear linkage, and our demo bikes were all set up in the ‘low’ position so all numbers listed here refer to that setting. Moving into the ‘high’ setting raises the BB by 5mm, and steepens the head and seat tube angles by 0.4°. See the charts above for all geometry figures.

At 5’10”, I was immediately comfortable with the medium frame’s 461mm reach. It’s long enough to provide a roomy front end while leaving a little bend in my arms. I liked the Shuttle AM’s steering angle of 64.1°, as I don’t find slack steering angles much of a penalty on climbs and they feel very stable on descents. The chainstays are the same for all frame sizes at 444mm; I do like the boost in climbing traction from longer rear ends, but the trade-off is I didn’t find the bike amazingly agile in the tight switchbacks we descended.

The seat tube angle of 76.4° is in-line with today’s norms and left me in a comfortable position for powerful pedaling. I’m on the taller side for riding a medium frame, but as Pivot intended the Shuttle AM’s standover height was easily low enough for me. The frame’s stack height isn’t particularly low and my demo bike had one spacer under the stem, so it was a comfortable setup for our lengthy rides. A BB height of 345mm isn’t super low, but that’s ideal for an eMTB; still, I did tag my cranks and pedals several times during our second ride’s climbs.

Drive System:

It’s been a while since I rode a very early model Bosch drive system, and it’s clear they’ve come a long way. The Shuttle AM’s Performance Line CX motor was acutely sensitive to torque inputs, and provides plenty of power (85Nm max) in its Boost and self-regulating ‘eMTB’ modes. I was pretty impressed with the eMTB mode, as it proved intuitive and responsive. With a hard push on the pedals, extra power comes on within about a second, but when you’re traversing along with ease it reduces its output without leaving you working too hard. I didn’t toy with the lower power settings – we had two solid rides to finish, and I’ve just recovered from a leg injury. I also wanted to test the 750wh battery’s run time, which turned out to be impressive. 

On our first ride, I only used one out of five bars of battery life, going between eMTB mode and using Boost for a few steep pitches along the way. This ride was about 3hrs long including several photo stops and a short break at the top, and we covered roughly 3600ft elevation. On our second ride, I was generous with the Boost, using it probably 40% of the time, and staying in eMTB mode for the remainder. After about 3800ft of elevation and over two hours of ride time, I got the bike down to two bars of battery life. I should note after getting down to one bar, the bike then gives you two ‘low power’ bars lit up in red, so I wasn’t even close to running out of juice. 

I found Bosch’s compact wireless remote very ergonomic and easy to use. The top tube display is easy to check, and it’s pretty easy to see the different colors for each mode (red = low, blue = med, purple = emtb, orange = boost ). One thing you may not notice right away is that each power bar (shown in blue) turns white before shutting off; it’s not blatantly obvious if you’re unaware, but once someone mentioned it I could see it easily.

The motors were fairly quiet while operating in any power mode, and only made some extra noise after surviving a quick submerge as we crossed a river deeper than our BB’s! The motors are not completely waterproof, but apparently, they can take a short swim. I noticed the drive system shuts down automatically after the bike sits for 10 minutes, which is great for preserving power.

Components:

Finally, some quick notes on components: Throughout both rides, I only experienced one rough shift from the SRAM XO T-Type transmission, and it was under considerable load while I tried to shoot up a sudden incline.

Also, while I didn’t love the position of the shifter pod on the Yeti SB135 I recently tested, that bike came with a matchmaker style shifter mount. The Shuttle AM came with SRAM’s Infinity clamp, and it got the shift pod into a position I was much happier with.

Pivot stuck with Shimano for brakes, and their 4-piston XT calipers with 203mm rotors offered more than adequate power for this eMTB. Long travel dropper posts (175mm for the medium frame) should keep anyone happy, and Pivot sticks with tried-and-true Maxxis Minion 3C EXO tires front and rear. A Pivot carbon handlebar is a nice touch, with the small/medium frames running 780mm widths and larger sizes going to 800mm. Throughout both rides, I had no functional issues with any of the Shuttle AM Pro’s components.

The 2024 Shuttle AM Pro is available at Pivot dealers as of today. MSRP is $11,799, and frame color options are Blue Neptune or Mojave Willow Green.

pivotcycles.com

The post The 2024 Pivot Shuttle AM Has the Stance, Travel & Power for All the Mountains appeared first on Bikerumor.

Powered by Bosch drive systems, the Shuttle AMs aim to offer an agile ride at a reasonable weight, with sufficient travel to handle any terrain. With up-to-date (and adjustable) geometry plus expandable battery capacity, the Shuttle AM can tackle anything from local trail laps to backcountry epics.

2024 Pivot Shuttle AM – Frame Details:

All models of the new Shuttle AM feature full carbon front and rear triangles. Rear travel is 148mm, and all the bikes come with 160mm forks. While these bikes can be converted to MX wheel setups, they come stock on 29” wheels. There are no replacement yokes, shock mounts or other parts designed to convert the Shuttle AMs, so be aware switching to a mullet configuration will affect the frame geometry (MX geometry was not provided).

The Shuttle AM’s frame flex is identical to Pivot’s Switchblade MTB, as they wanted this bike to ride a lot like a Switchblade with pedal assist. However, that just pertains to flex: almost all geometry figures have been adjusted for the Shuttle AM.

The lightest Shuttle AM build (the Team model) is listed at 47.4lbs, which is pretty good for a long-travel eMTB carrying a 750Wh battery.

Pivot bikes use a DW suspension linkage, which they say is ideal for ebikes as it fights squat nicely when the motor kicks in its power. The DW linkage also provides enough support to pedal efficiently and provide a lively ride, while maintaining a progressive enough curve to tackle rough rocky trails and jumps or drops.

For the Shuttle AMs, Pivot went with smaller volume spacers in the rear shocks versus their previous eMTBs. The shock tune hasn’t changed, so the new AMs should feel just a tad more linear than existing Shuttle models. If you’re a fan of coil shocks, the AMs are compatible.

The Shuttle AM also features a new vertical shock layout. Moving to this design has several advantages; it allows for a more compact frame design that saves weight and increases stiffness, it enables lower standover heights, and makes it easier for Pivot to toy with the bike’s kinematics. It also allows all frame sizes to carry a full size water bottle (or Bosch’s PowerMore range extender, more on that below).

Pivot opted to make the Shuttle AMs’ battery non-removable (without dropping the motor), because this helped allow them to achieve the frame design features they wanted – One of which is a low standover height; the Shuttle AM has the lowest of any Pivot eMTB yet.

The Shuttle AM features 157mm rear axle spacing, and the internal cable routing can be set up North American or Moto style. All models also include integrated top chain guides.

Stock sizes for the Shuttle AM Team and Pro’s Fox Transfer seatposts are 150mm for small frames, 175mm for mediums and larges, and 200mm for XLs. The Ride models feature e*thirteen Vario posts, running 150-180mm on small to large frames and 180-210mm posts on XLs.

Pivot worked with Topeak to develop a line of Dock Tools, which can be bolted to the accessory mounts on the underside of the bike’s top tube (or any standard water bottle mount). Riders can outfit their bikes with the Dock Ninja Co2, Dock Ninja Tool Box 16+, or the Dock Ninja Tool Box Mini 20 Pro. The Dock multi-tools are enclosed in a carrying case to keep them clean and protected.  

Geometry:

A flip chip in the Shuttle AM’s linkage offers ‘High’ and ‘Low’ positions. Switching between the two isn’t a drastic change, but it moves the BB and standover height up or down by 5mm and alters the steering and seat angles by 0.4°.

Check out the above charts for all the details, but here’s a quick rundown of the Shuttle AM’s key figures: Head tube angles are quite slack at 64.1/64.5°, while the effective seat tube angles are 76.4/76.8°. The chainstays are on the longer side, and the same for all frame sizes at 444mm. BB heights are 345/350mm, and standover heights are the same across the board at 715/720mm.

Bosch Drive Systems:

For the first time, Pivot decided to enlist Bosch to supply the drive systems for the new Shuttle AMs. Pivot says they liked their wireless remote and rear wheel sensors, the top tube display screen, and of course their power delivery. The top-spec Team models get Performance CX Race motors (which offer a high-performance ‘race’ mode), and the other two models use the Performance Line CX motor. The Performance CX Race motor features a magnesium case, which offers superior heat management and saves 136g versus the Performance Line CX.

The Team and Pro models run a 750Wh battery, while the Ride model uses a smaller 625Wh battery. All models are compatible with Bosch’s PowerMore range extender, which will be available this fall. This bottle-style battery provides an extra 250Wh of capacity for those who want to tackle bigger rides.

The use of Bosch’s compact wireless remote and SRAM’s AXS shift pods (included on the Team and Pro models) keep the Shuttle AMs’ cockpits looking lean and clean.

The Shuttle AMs’ Bosch motors can be configured using the Bosch/Pivot Flow App. The app offers riders the choice of four modes from a total of seven options; Pro and Ride builds come with Turbo, eMTB shortcrank (optimized for cranks 165mm and under), Sport and Tour+ modes pre-installed. The Team model includes a Race mode instead of the Tour+ option found on the other models. The app also provides mileage-based recommended maintenance intervals, a ‘find a Pivot/Bosch dealer’ option, plus shows you your estimated range and real-time battery charge percentages.

Model Lineup:

Shuttle AM Team – $13,999

Shuttle AM Pro – $11,799

Shuttle AM Ride – $8,999

Frame color options for all models are Blue Neptune or Mojave Willow Green. The Shuttle AM Team and Pro models are available at Pivot dealers as of today, while the Ride model is coming soon.

pivotcycles.com

The post Pivot Launches the Bosch-Powered 2024 Shuttle AM eMTB appeared first on Bikerumor.

Dangerholm is back with a 12.9 kg (28.4 lbs) build of the Scott Lumen eRide eMTB, making it the lightest eMTB in existence. That number pertains to Gustav Gulholm’s personal take on what a XC-oriented eBike should be; with 130mm travel front and rear, the Lumen eRide benefits from the Intend Samurai TR fork, Pi Rope wheels with Duke rims and Nonplus hubs, the TQ-HPR50 motor with CeramicSpeed bearings and a carbon-cased battery, Carbon-Ti brake rotors… to name but a few of the extraordinary components that have gone into creating this extraordinary eMTB.

Then, for broader appeal, there’s Dangerholm’s Trail version of the Scott Lumen eRide. Out of the box the complete 900 SL build comes in at around 15.5 kg, excluding pedals. Gustav’s weighs just 13.93 kg (30.7 lbs). This one is a little more beefed out to handle the rigors of more challenging trail riding.

Dangerholm’s bike building mastery and incredible attention to detail is showcased here in two of the most impressive eBikes you’ll see this year. Who better to tell the full story than the man himself?

Dangerholm’s Scott Lumen eRide – The World’s Lightest eMTB

Words by Gustav Gulholm

This time the plan was as simple as it could be – build the lightest possible E-MTB using the SCOTT Lumen as base. Partially out of curiosity, how light can you actually go? But also with the vision of creating an E-MTB that would feel very close to a regular mountain bike to ride, but with a fun boost at the push of a button.

Simple, yet of course quite complicated. It’s one thing to build something light, and another to truly push the limits and build the world’s lightest in its category. Especially so since it still has to be fully usable while maintaining great ride qualities, because to me there’s no point in building a ”show bike”. Bikes are meant to be ridden.

With that said, when it comes to upgrades and full custom builds I’ve always tried to push the idea that you should build the bike for yourself and no one else. We all have different preferences, riding styles, rider weight and so on and this means you can go in different directions.

One example of this is of course how light components you can “get away with”. And while there are perhaps surprisingly few components on this bike with rider weight limits lower than you normally see, the spec list is chosen with my own body weight and riding style in mind.

But the Lumen is an incredibly versatile chassis, being capable of everything from pure XC riding to the trail and downcountry stuff. And pushing the build so far into XC territory, I figured that I might as well get a few select extra components for more heavy-hitting trail duty and get myself a 2-in-1 dream bike.

I also figured that a super light and fun focused trail build would be something more riders could relate to personally, so it would be cool to show that side of the Lumen as well.

And this is why you’ll find not just the 12.90 kg record weight version presented below but also a trail/down country version of the very same bike. And if I may say so myself, at around 14 kg that might be equally impressive considering the type of riding it can handle.

Frame

For those of you not familiar with the SCOTT Lumen eRIDE series, it’s essentially the e-bike version of the SCOTT Spark. Aside from having the rear suspension travel bumped up from 120mm to 130mm, and a slightly different shape to accommodate the TQ drive unit and battery system, it shares the geometry and many of the features. Most obvious is of course the fully integrated rear shock, but you also for example see the easily adjustable headset cups to change the head angle.

Impressively enough the volume of the frame is just 17% bigger than on the Spark, and that number alone tells you that this is a very discreet looking e-bike.

In true SCOTT fashion it is also very light weight. Stripped from paint (which was around 150g) it weighs just 2,072g including hardware. Even after adding the rear shock and rear axle it’s an extremely competitive weight for a trail e-bike frame.

As for the paint stripping itself, I prefer to do most of the work using knives when the end goal is a raw carbon fiber surface. This quite literally sounds very brutal but done correctly it’s a very safe method. It’s not faster than sanding, but it allows me to remove all the primer and possible filler with minimal impact on the carbon fiber. In fact, since I’m so careful you can even still see scratch marks from some of the sanding done at the factory when the frame comes out of the mold.

Needless to say though, removing the paint from your frame is not encouraged by SCOTT or any other bike manufacturer for that matter. It will always void all warranties, and may be dangerous if done incorrectly.

Out of the box the complete Lumen eRIDE 900 SL comes in at around 15.5kg excluding pedals.

Suspension

Hidden inside the frame sits a remote controlled 3-position RockShox NUDE 5 RLC3 rear shock from a SCOTT Spark RC, which I replaced the stock Fox shock with due to its slightly lower weight. The Fox comes with a bigger air chamber and is more trail oriented, making it the logical choice for the stock Lumen, but the RockShox is still a very good performing shock. And saving close to 40g it made sense for this special project.

Up front you find an Intend Samurai TR 130mm fork. At 1,537g it is as far as I know the lightest 130mm fork currently on the market, but there is a lot more to it than just low weight.

Intend is a small company out of Germany, and was for a long time run as a one-man show by the founder Cornelius Kapfinger. From the very beginning, upside-down forks were the main product because he was a firm believer in the benefits they offer.

One of these benefits is actually especially suitable for e-bikes which tend to be heavier and see higher loads than normal bikes: the crown section which becomes super strong thanks to its bigger proportions. So while the Samurai is marketed as a XC/Trail fork it has been tested to way tougher standards. Other benefits of such a fork design is for example great lubrication, lower unsprung mass and less binding during heavy compressions.

As for upside-down forks having a bit more wheel flex than conventional forks, well, this is where it comes down to personal preference. As for myself, I think it’s a good thing for performance. That tiny bit of flex allows the front wheel to track and follow the terrain better, meaning there’s less chance of getting pushed off from rocks and roots. This results in better grip and a smoother ride with less arm pump.

On the other hand, if you want an ultra stiff bike or if you’re a heavy rider who loves nothing better than pushing berms in the bike park, then maybe they’re not for you. Once again, if you’re building a custom bike for yourself you should optimize it for your riding and enjoyment. The TR version comes with Intend’s own cartridge, not featuring any lockout or remote.

Drive Unit

Now we’re really getting to the heart of the bike – the TQ HPR50 drive unit.

To my big luck I was able to work closely with the incredibly passionate team at TQ for this project, resulting in a super light one-off setup with zero compromise in performance.

But let’s start with the already impressive stock HPR50 since it’s such a crucial part of the Lumen. As the name suggests, the drive unit has a 50Nm max torque which is more than enough for a lot of riders and types of riding. It has a very smooth and nice power delivery, but what’s really cool is how silent it is and how little you notice it with the assistance turned off. You can barely hear it at all even at max output, and you’d have a hard time in a blind test to tell that it’s there when riding above the max assisted speed or with the system turned off.

It comes with a 360Wh battery hidden inside the down tube, with an optional bottle-style 160Wh range extender. The system can of course be configured and personalized via the TQ app.

The TQ HPR50 already is one of the most compact and lightweight drive unit systems on the market, so how do you improve what’s already great? This is where the TQ team came in, with a bit of help from CeramicSpeed and METI.

First of all, the bike was upgraded with a lighter than stock main cable. Then the truly next level tuning began.

As a R&D project TQ set out to make a one-off carbon fiber housing for the internal battery, complete with proper shielding and so on. The result is a battery that keeps its 360Wh capacity but weighs 206g less. A prime example of the best kind of weight saving, where you lose zero performance.

As a bonus it also looks absolutely beautiful, and it’s quite the shame to hide it away inside the frame.

The HPR50 drive unit also got to see some prototype one-off tuning, with all the bearings being replaced with CeramicSpeed bearings special to this project. Not only does it slightly help with efficiency and making the bike feel even more like a regular bike, but it also saves a whopping 40g.

Finally, the Italian titanium expert METI manufactured custom hollow titanium mounting bolts for it. Almost half the weight of the stock steel bolts, with 32g versus 63g. All in all the tuned TQ-HPR50 system on this bike comes in at 3,783g, with an extra 26g for the remote.

Drivetrain and Shifting

Another area where I knew there was weight to be saved, was the drivetrain. Early on I decided to go for 11-speed, as it’s lightweight and in my own opinion plenty of gears considering it’s an e-bike. My original idea was to use a carbon-tuned mechanical derailleur since it would be the absolutely lightest, but as it felt a bit outdated for such a modern bike I started looking into an electronic solution.

This led me to come up with a very unique, and quite experimental, derailleur setup. In essence it is two different derailleurs combined into one.

The main base is a SRAM RED AXS XPLR 12-speed derailleur. This is where the parallelogram comes from, as well as the “b-nuckle”, which is the part that bolts onto the hanger and the length of this is part of what decides who big of a cassette the derailleur can handle. In this case it has a 10-44T maximum cassette range capacity.

But how to make it 11-speed? This is where it became really tricky, as I didn’t just want to mechanically limit a 12-speed derailleur and risk damage down the road.

The solution came to use a “p-knuckle”, which is the black composite part housing the electronics and clutch system, from the updated SRAM RED eTap 11-speed road derailleur. It got a complete overhaul a couple of years ago, and now features the same outer dimensions and Orbital Clutch system as the 12-speed XPLR. But the internals is what makes it 11-speed.

So I simply (ahem…) took both derailleurs apart and made one unique wide range 11-speed derailleur out of them to use on this bike. And in the process I gave it a brushed looked and a bit of Dremel action.

It has to be stated that while I got it to work on my own bike, it is highly experimental and of course warranty voiding custom setup. Everything fits together perfectly as such, but if I’ve done my home work correctly there’s an ever so small difference in cassette spacing between the two systems. This could result in setup issues and possibly shortened drivetrain wear life.

If you’re a real tech nerd you’re probably asking yourself by now: How did he get an eTap derailleur system to shift on a flat bar mountain bike?

Luckily for me these eTap derailleurs became compatible with the latest AXS road shifters and more importantly, the latest SRAM AXS BlipBox, during this product update.

So, for shifting I’m running a Zirbel Twister WE05 controller which is plug-and-play with the BlipBox. These super cool little controllers come in several versions, and despite their minimalistic look they’re actually incredibly ergonomic and easy to use out on the trails.

The shifter ring rotates on a bearing, and the click mechanism is small but has strong magnets. This gives the Twisters a bit more “travel” compared to other electronic controllers, making the action very distinct while still feeling more natural like traditional mechanical shifters.

The SRAM BlipBox itself is then hidden inside the frame, just behind the steerer tube, wrapped in foam to keep things nice and silent.

The cassette is another somewhat experimental part, as it’s an early production sample from an Asian brand called SixWheel. They are currently reworking their catalogue with updated designs and sizings, so I won’t go too much in depth at this point. But shifting is smooth, it’s a high-end and definitely expensive product and it’s also incredibly light. The chain is a PYC 1101 SL.

At the front there’s the super light ethirteen espec Race Carbon crank arms in 170mm length. These where also stripped from paint, revealing a beautiful and super cool looking 3k carbon weave finish and brought the weight down to 328g.

The chainring is another prototype part. Having used Garbaruk chainrings for many years now with great results, I reached out to them to check if it would be possible to make a TQ compatible direct mount chainring for this bike. To no big surprise, they came back with an absolutely beautiful chainring that is half the weight of the standard spider setup.

If you take a closer look you’ll see that the spokes actually become the wide teeth, meaning that every size features a different number of spokes. You’ll see more of this design in the future as the plan is to offer it for their own cranksets, but I sure hope that e-bike versions will hit the market as well.

When going for the absolutely lowest weight, few pedals can beat the tried and tested Crankbrothers Eggbeater 11 Ti SL which is what I’m using for this XC version of the bike.

Wheels

At just 945g these Pi Rope wheels featuring Duke rims and Nonplus hubs are not your ordinary e-bike wheels.

As the name suggests, Pi Rope doesn’t build their wheels with conventional steel spokes but as a system with synthetic fiber rope spokes. Holding one of these spokes in your hand feels completely surreal, as they feel just like any super light string and you literally can tie a knot with one. At the same time these Vectran fiber spokes have a higher tensile strength than a normal steel spoke.

The hubs are another German creation, from the rather new brand called Nonplus. Not only are they some of the lightest hubs on the market in general, but their unique freewheel mechanism featuring a ratchet system with a much bigger than normal contact surface area makes them the lightest you can get for an e-bike.

The Pi Rope version features a special spoke drilling, but for comparison their traditional J-bend spoke hubs weighs just 167g and 86g, respectively. This is a 50g or more weight reduction on the rear hub alone compared to most other hubs out there.

To complete the wheels you find the DUKE Lucky Jack SLS4 Ultra 28 rims. This is the fourth lightweight generation of the French brand’s XC oriented rim, and Ultra means that it’s the lightest version offered. The non-Ultra rims tip the scales slightly higher but on the other hand comes with a higher 110kg max system weight limit.

28 means that it’s the 28mm inner rim width version, which is a bit lighter than the 30mm Lucky Jack’s. Personally I don’t mind the slightly narrower width, in fact I think there’s a lot to this discussion. For example I like riding my downhill bike with 25mm inner width rims just because of the feeling you get out of the bike, but once again these things come down to personal preference.

For tires I went with the Kenda Rush Pro TR in 2.4” width. Some of you might be surprised to see Kenda tires on one of the most high-end bikes ever, but the brand has truly stepped it up in recent years and now offer some very interesting thread patterns in various casings.

The Rush is the all-round XC tire with low rolling resistance combined with decent size side lugs for cornering grip, and the weight is an impressive 620g. I also have an optional Kenda Karma 2 with a grippier tread pattern to use as front tire, and in case you’re heading into particularly rough terrain these tires also come in a reinforced SCT casing version.

The bike is mainly setup tubeless with Syncros Eco Sealant, which I’ve had good luck with in the past. But if you truly want to count grams I also have some Revoloop Ultra MTB tubes for it, which actually puts the total weight of the bike down to 12.85kg. These are not just incredibly light but also super compact making them the perfect spare tube to bring on your ride.

But sometimes, for example when having big training blocks of riding in easier terrain, I still use tubes on my XC and gravel bikes and then these are a great choice.

Brakes

The world’s lightest e-bike of course needs the world’s lightest brakes, which are the Trickstuff Piccola Carbon. But the best part with these, along with the amazingly smooth and nice lever feel, is that they’re also some of the more powerful 2-piston brakes available.

Having the lowest weight while maintaining top performance is a rare feat, and as a bonus the fully machined design is very beautiful as well.

One interesting detail is the Flat Mount front C22 caliper, made possible for MTB use thanks to the Intend fork. It gives a very clean look, and is ever so slightly lighter.

Italian brand Carbon-Ti makes the truly unique brake discs, called X-Rotor SteelCarbon which I run in 180mm front and rear size. Another fantastic looking component, that I’ve in fact been dreaming about for years.

The carbon fiber carrier is of course super light, meaning that you can have more material in the steel braking surface than on an equivalent weight traditional brake disc.

On the XC version of the bike I’m running the 2nd generation of these, installed with Carbon-Ti titanium bolts. The Trail version features the 3rd and latest, just released, generation which has seen some small changes. There has been some optimizing of the design, as well as the discs getting rounded edges on the steel section. These are also now available with center lock adapters, which is why you see them on Syncros wheels setup further below.

If you’re worried about seeing carbon parts in a brake system, these discs are actually very well proven and also being raced at the highest level in for example Tour de France seeing riders hit 100km/h before slamming on the brakes.

Cockpit

Starting with the headset, I’m running the standard Syncros cups, but with a CeramicSpeed SLT upper headset bearing. SLT is short for Solid Lubrication Technology, meaning that there’s no traditional grease inside the bearing but a solid plastic polymer filling. This means that there’s no grease that can get pushed away or dry out, and as such no dirt can enter.

While you might assume that these are ceramic bearings, they’re actually fully made from stainless steel as they deemed it best in this application. All in all it should offer a very long and essentially service free bearing life.

The lower bearing has been changed to an Extralite UltraBottom bearing kit which saves weight.

On top there’s a Darimo Epsilon one-piece handlebar unit in 740mm width and 70mm stem length weighing a mere 174g. Made in Spain, these are some of the lightest handlebar setups you can get.

While they’re offered in numerous stem lengths and angles, the really cool thing is that anyone can custom order these to suit their own preferences. Want the lightest possible? No problem. Reinforced for a heavy rider? No problem.
They’ll make a custom carbon layup depending on the customers needs, which is a rare and really nice service to see.

The very light and very cool looking top cap is actually the first look at my Dangerholm Signature top cap from German CNC-experts RadoxX. It weighs just 4g partly thanks to a hollow special made bolt, so keep an eye out for more on this and many other special parts to follow.

Grips are Extralite HyperGrips which weigh just 11.8g including the end plugs and are glued (wooden glue or hairspray from my punk hair style days…) on to stay in place.

The rear shock remote on the left side of the handlebar is a customized Scott Twinloc.

Seat Post Combo

Up top there’s an MCFK full carbon fiber saddle in 130mm width. This is actually one of my all time favorites and I first used it back in 2017. While you might think that such a saddle is very uncomfortable and like sitting on a rock, this couldn’t be further from the truth.

The thin carbon fiber saddle shell actually offers a lot of flex, much like an old-school leather saddle, and you can easily press it down using your thumbs to test it. Another benefit is that the carbon surface means that your bibs or shorts will slide on the saddle when pedaling, rather than creating friction and possibly chafing your body.

The seat post comes from Swiss YEP Components and is called Podio featuring 80mm drop. This can be shortened so the weight usually varies between around 320-340g depending on your setup, making it one of the lightest on the market. The dropper action is extremely smooth and easily actuated, and you can easily disconnect the cable interface from the seat post if you for example need to remove it when traveling.

A small but impressive detail is the SUB4 seat clamp from Darimo. As minimalistic as it gets, it weighs less than 4g and still allows for 5 Nm of bolt torque.

To finish the build kit there’s a bottle cage from CarbonWorks. Thanks to the clever design with hollow carbon fiber tubes, which has a rubber coating to combat abrasion wear, it weighs just 9.6g including the bolts.

The Trail Version

As mentioned earlier I also decided to build a more capable and fun oriented trail or downcountry version of the bike. While the crazy light XC spec for sure feels like a rocket, it makes a lot of sense to go for a more all-round build on an e-bike. But of course the goal was still to keep weight to a minimum, and the result is a 13.94-14.04kg trail bike depending on tire setup.

The changes are the following:

• Wheelset: At 1,256g the Syncros Silverton SL wheels are still featherweights but at the same time surprisingly strong and durable. The full carbon construction, with carbon spokes where the fibers go from one side of the rim all the way over to the other, makes them very unique wheels for a mountain bike. The rims, spokes and hub flanges are molded in a single step with the hub section then inserted which creates tension in the spokes. Their stiffness and centered weight makes them extremely responsive and fun to ride.

• Tires: I have two main tire setups for this spec. First is the Schwalbe Wicked Will in 2.4” width as you see pictured. To be honest it’s partially because they look amazing against the raw carbon fiber with their skinwall style, but they’re also reasonably light and very good riding tires. Especially with the soft compound version up front. Then there’s the Kenda Karma 2 2.4” in SCT casing. These have in my opinion a very good all-round thread pattern, the SCT casing provides a lot of durability and as a bonus they’re slightly lighter as well bringing the weight down to 13.94kg. Both are setup tubeless with Syncros Eco Sealant.

• Cockpit: To have more fun on the downhills and a more relaxed position on the bike, I wanted a slightly shorter, taller and wider handlebar setup.

The handlebar is an MCFK 10mm riser in 760mm width. This XC and Trail focused handlebar comes in a beautiful weave finish and is also offered in various flat as well as 20mm and 30mm rise options. The stem is the Extralite HyperStem in 60mm length and a 6 degree positive angle. The complete combo weighs 186.7g.

• Drivetrain: To provide a better and more confidence inspiring riding experience I’m running Xpedo Baldwin pedals, which have a more distinct clip-in mechanism and of course offer more support than the Eggbeaters. At 358g they’re still quite light, and I also have a set of Crankbrothers Mallet E 11 Ti which actually are a little bit lighter while having an even bigger platform. I’m currently running this setup with the slightly heavier but well proven 11-speed SRAM XX1 10-42T cassette.

• Seat post: 80mm drop is on the shorter end of the spectrum, so for the trail version I installed a 150mm Fox Transfer SL. Having just two fixed positions it’s a bit different compared to most other dropper seat posts, but it works very well.
  We’ll see however in the future if I’ll take the weight penalty and choose to run a regular Transfer in 175mm just to get a bit more drop and the option to run the seat slightly lowered when pedaling very technical terrain.

Summary

In the end this build exceeded my already high expectations, both in the weights that were achieved and also in how incredibly fun this bike is to ride.

It feels so much like a regular bike and I dare say that many would have a hard time, if not impossible, to tell that it’s an e-bike when riding it without the assistance. And this was also a concept I really wanted to push with this build, to perhaps change people’s perception about e-bikes a little bit. That an e-bike doesn’t have to be “unrideable” if you run out of battery, and that you during a ride can opt to just have the assistance turned on when you feel like it.

Sure at this point this is a custom built one-off bike, but I’m guessing that in the future we’ll see one category of e-bikes going far into this direction.

And by the way, the incredible TQ-HPR50 drive unit already offers this which I’m sure riders on stock SCOTT Lumen and other bikes are enjoying already as I write this. As for myself I was truly amazed how much help you get out of “just” 50Nm, and I’d say this is more than enough for plenty of riders.

All in all, my SCOTT Lumen eRIDE 900 SL ended up being a thing of dreams. So is the stock model, but this build takes something already great and pushes it to the next level.

And if I may say so myself, the trail version especially is one very good looking bike…

Weights including pedals:

XC Version:
12,85kg with tubes
12.90kg tubeless

Trail Version:
13.93kg with Kenda Karma 2 SCT 2.4”
14.04kg with Schwalbe Wicked Will 2.4”

scott-sports.com

The post Dangerholm’s Scott Lumen eRide XC is the World’s Lightest eMTB appeared first on Bikerumor.

Greyp’s original e-bikes offered a rather unique design with massive batteries and connected features that were advanced at launch, but failed to keep up with modern geometry and features that would appeal to today’s mountain bikers. That’s about to change.

Originally created as an offshoot of supercar brand Rimac, Greyp has recently fallen into Porsche’s fold, which also includes Fazua motors, where there’s a big focus on electric mobility solutions beyond cars. The all-new Greyp Zaney is our first look at the next generation of the Croatian brand’s connected bikes, and it looks good.

Designed to be a lightweight yet capable trail bike, the Greyp Zaney uses Fazua’s Ride 60 drive system with a 430Wh battery. It puts out 60Nm of torque, putting it in that middle class between the 50Nm ultralight and the 85Nm full power bikes. But, it adds a special Boost Mode that adds an extra 100 Watts of power to the standard 450W output, giving you up to 12 seconds of super power.

It’s controlled by Fazua’s minimalist Ring Control Hub and lets you move through the modes, and the companion app lets you fine tune motor output in each mode and save different rider profiles, which you can use for different trails or different users.

This gives the bike a much more traditional layout, look, and feel than their original full suspension bikes. And it gets modern geometry, too (chart at bottom), built around 145mm rear travel with 150mm forks for the lower two models, and a 160mm fork on the top model (shown above).

It also gives it a competitive weight, with complete bikes ranging from 18-19kg (39.9lb to 41.8lb), with 29er wheels on both ends of the bike.

It uses a Horst Link suspension, with the seatstays wrapping around the seat tube in a one-piece design that boosts system stiffness…

…as does the robust rocker arm driving the shock.

All bikes come with SRAM Eagle groups, going from NX Eagle to GX Eagle up to the Transmission equipped bike at the top. All bikes also come with an SP Connect phone mount that lets you use your phone as a connected ride computer…or not. And, all bikes come with a OneUp EDC tool inside the fork steerer, a very nice upgrade as it’s one of our favorite hidden tools!

The lower two models get OneUp dropper seatposts, too, and the top model gets a Reverb AXS.

All bikes come with Formula Cura brakes, with the base model using 2-piston versions and the top two getting more powerful 4-piston brakes with upgraded levers, too.

Stock tires range from 2.35 to 2.4, with WTB and Vittoria models depending on spec.

Pre-order open up in September, with limited retail availability starting in November. Pricing and other details TBA.

Greyp.com

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Adding two completely new longer-travel rides to cover Trail & Gravity riding, Pole Bicycles has officially introduced an all-new Onni DH bike & Sonni DH eMTB. We got a sneak peek at the Onni back at Sea Otter.

Built for riders searching ever-steeper, gnarlier trails and bike parks, both conventional bike and ebike get 177-200mm of rear-wheel travel paired with 180-200mm up front in a bid to get you downhill as fast as utterly possible. But neither of the bikes are really conventional, each sharing the clamshell CNC construction of Pole’s Voima & Vikkela, with similar high-pivot 4-bar suspension, and the option for 3 different builds depending on your style of Gravity riding.

Update: Get a free Bosch CX Race motor fo the Sonni or 5% discount in either Onni or SOnni for a limited time.

Pole Gravity platform: long-travel Onni DH Bike & Sonni eMTB

10 years in the making, Pole has transitioned from developing some of the ground-breaking extra-long progressive geometry that defines modern mountain bikes, to now completely reshaping how they build new bikes with extensively CNC-machined frames now all made-to-order in Finland.

2 platforms: Trail and Gravity. A conventional bike and an ebike in each platform: Vikkela & e- Voima for trail, and now Onni & e- Sonni for gravity. And 3 different builds of each to tailor to each rider’s needs.

Longer travel than the super-trail Voima & Vikkela, the all-new gravity bikes offer Enduro, Downduro, and full Downhill builds with the same frames, plus the ability to choose from full 29er or mixed wheel mullet setups. Both share the same seamless hollow CNC-machined 7075-T6 aluminum sandwich construction and high 4-bar suspension design with massive main pivot.

Both bikes come in three stock sizes K1, K2 & K3, and include -5mm, 0 & +10mm Reach size adjustment in the headset, so you can get the perfect fit. With no overlap, that’s effectively 9 sizes available of each.

They also get geometry that is designed to let riders swap rear wheels between 27.5 & 29″ without messing with flip-chips. Just pop a different rear wheel in, and ride away with about a degree slacker angles and 9mm lower BB.

Onni DH bike: Motor Off

With its high downtube and crankset suspended from a spar under the main pivot, the new CNC-machined Onni gravity bike frame will set you back $3486 / 3200€ for a frameset, then a complete bike from $4890 / 4490€.

Each bike is made to order, so you pick how you want to ride it and how to spec it based on the travel, geometry & component spec you are looking for.

Enduro racing builds pair 180mm single crown forks to a shorter 230x65mm stroke shock for 177mm of rear wheel travel.

Downduro builds like we spotted at Sea Otter for more burly racing, step it up to 200mm of rear wheel travel thanks to a 250x75mm stroke shock, and can be paired to 190mm single-crown or 200mm double-crown forks depending on rider preference. Lastly, the full Downhill build matches the same 200mm rear travel to a proper 200mm DH fork and a simplified 7-speed drivetrain for race-only duties.

For a limited time you can get a 5% pre-sale discount on either Onni or Sonni at checkout with code: “gravity-anniversary”.

Sonni DH ebike: Motor On!

The eMTB Sonni only looks marginally more conventional next to the Onni. The ebike gets a bigger & lower downtube to fit its 750Wh PowerTube battery inside.

The cranks still hang low off the eMTB frame, but here with more of a bulbous outcrop that includes the Bosch Performance Line CX ebike motor, and theoretically some extra alloy impact protection with an optional CNC-machined motor cover. I say theoretically, as protection appears in the studio photos but not any of Pole’s actual riding photos.

Like the Onni that share identical geometry, you can get the CNC-machined Sonni gravity ebike as a frameset only (including its eMTB powertrain) for $6061 / 5565€, or in complete builds starting at $6851 / 6290€.

Each ebike is also made-to-order, so you decide how to build it up. Hint: your desired complete build is gonna cost a lot more than seven grand, my conservative picks got me up over 9000€ without going crazy on extras.

Again, e-enduro racing builds get 180mm single crown forks with 177mm of rear wheel travel. eDownduro builds get 200mm of rear travel, paired to 190mm or 200mm forks. And eDH builds match 200mm front & rear, typically still with a 12-speed drivetrain since you’ll likely be self-shuttling this gravity monster to your secret off-piste DH tracks.

Update: For a limited time buyers of the new Sonni can get the much-coveted Bosch Race motor as a FREE upgrade! Limited to the first 30 ebikes sold in the Gravity family, use coupon code: “gravity-race-pack” at checkout to get the most desirable race-ready eMTB motor for no extra charge!

Pole Gravity Onni & Sonni – Availability

We know pricing (see above) at least for the entry costs, but each one of the Trail & Gravity bikes is made to order – and you get to pick whether you want it in electrophoretic raw silver, gold, or storm grey clearcoat. Pole is taking pre-orders now for both the new Onni bike & Sonni ebike, with these early customers expected to get their new bikes in September 2023.

Update: If you are one of the first 30 people to buy a Gravity bike or ebike between now and July 31st, you can also win a trip to visit Pole’s factory in Finland with “an exclusive behind-the-scenes experience”. Pole will pick 3 of those first 30 customers to head to Muurame, Finland.

PoleBicycles.com/Gravity

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Rohloff’s Speedhub E-14 system combines their 14-speed internally geared hub with their electronic shifting controller, and now they’ve teamed up with Bosch to offer bike brands a synchronized system that can (sort of) shift automatically based on rider input and output.

Designed perfectly for mid-motor designs, the Rohloff Speedhub packs 14 distinct gears inside the rear hub, with a sealed design that boasts hundreds of thousands of kilometers between service intervals. It’ll deliver a 526% range, and you can shift without pedaling, making it easy to get in the right gear at a stop sign or while coasting and descending.

Their E-14 system gives it electronic shifting, moving between gears in just 180ms, with a small up/down button set on the handlebar, and now it’s compatible with the Bosch Smart System for e-bikes. Technically, it will be compatible, as it’s billed as a 2024 offering for OEM (bike brand) customers to integrate into their bikes.

The combo will let you use the new E-14 App to setup custom auto-downshift between certain gears, which could make the bike automatically shift to an easier gear when effort reduces or stops. It’ll also let you reverse the button function if you want to change the ergonomics and deactivate the multi-shift function.

Once paired with the Bosch BES 3 Smart System, it opens up more autoshift functions for a smoother, easier riding experience. Details are still light (we’ve reached out for more info), presumably you’ll be able to set the shift points, and there’s some integration with the Bosch ABS braking system, too.

UPDATE: The automatic downshifting appears to be the only automatic shifting, it’s not able to shift gears based on cadence or effort during normal riding. The ABS “integration” is simply that Rohloff offers their proprietary 4-bolt disc brake hub with the slotted ABS channel built into it, making it compatible with Bosch’s anti-lock braking system.

For commuters looking for the simplest experience, the technology further eliminates reasons for anyone not to commute by bike.

Rohloff.de

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Basso bikes is back with the new Volta – what they are calling their “most advanced performance e-bike”, designed to take your road, all-road & gravel rides further powered by a hi-torque Polini mid-drive motor. With looks, handling & capabilities directly inspired by their fast Palta II gravel bike, this new carbon Volta gravel ebike will likely be just as versatile for riders looking for some assist on the climbs…

Basso Volta carbon gravel ebike

Developed to provide powerful pedal-assist for rides over any surface, Basso’s new Volta is meant to be lightweight, tough, and versatile. With a powerful Polini motor, a big battery & a relatively mid-range spec, Basso still claims a weight of just 15.2kg for their fast gravel ebike. The hi-mod Torayca carbon ebike certainly shares a lot of its looks with the well-rounded Palta II gravel bike that I reviewed two years ago.

But it also shares very similar geometry that should ensure a similarly snappy ride. The Volta gets the same 71° head angle & 73.5° seat angle but likely will shift the rider a bit back and up for more comfort with very slightly shorter frame Reach, generously taller Stack, and 15mm longer chainstays to fit the drive system in.

All in those seem like good choices for geometry tweaks tailored to a slightly less aggressive fit on an ebike that will likely serve a more relaxed rider – but while still preserving a fast, quick handling ride.

Tech specs

The new Volta is powered by an Italian Polini E-P3+ ebike powertrain that we’ve not ridden before, but can also be found in the latest Cipollini gravel ebike.

It’s a pretty standard 250W mid-drive motor affair topping out with 75Nm of torque, and powered by a 500Wh battery that Basso has tucked into the oversized downtube. Claimed range is a whopping 220km, plus there’s an optional external 250Wh bottle battery range extender for those who want to ride with pedal-assist even further.

The whole ebike system is managed via a Polini 2.5″ TFT display that looks like a regular cycling head unit. Its out-front location does bring up the question of where a rider might put their regular GPS without losing the ebike monitoring functions?

The new ebike gets all the modern tech amenities with fully integrated hidden internal cables, semi-aero seatpost with Basso’s secure 3-bolt clamp. flat mount disc brakes, and 12mm thru-axles. It also is built for utility & adventure with 45mm tire clearance, plus mounts for a toptube bag, two bottle cages inside the frame (one specially mounted to the battery cover), front & rear racks, full-coverage fenders, and even dynamo routing.

Basso Volta – Pricing, Availability & Options

The new Basso Volta drop bar ebike comes in four stock sizes (S-XL), two colors gray or green, and in two different build options. The most affordable complete build at 6000€ includes a classic SRAM Apex 1×11 44T x 11-42T setup for a more gravel-oriented ride.

The more all-road build sells for 6600€ with a more modern SRAM Rival AXS 2×12 groupset with 48/35T chainrings & a 10-36T cassette. Both get the same tubeless-ready Microtech MX25 alloy wheels with 40mm Maxxis Receptor semi-slick gravel tires.

Both builds are available now from your local Basso dealer.

BassoBikes.com

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Building off their killer carbon Fuel EXe’s success, the new Trek Fuel EXe Alloy swaps in an aluminum frame to bring the prices down, and adds a new feature aggressive trail riders will love.

The bike keeps the ultra-quiet TQ HPR50 motor, which pumps out 50Nm of torque and has a 360Wh battery pack compatible with their 160Wh range extender to get up to a combined 7 hours of riding. The Trek Central app gives you control over the motor’s tune, sytem updates, and range updates, and even adds bike setup tips, activity tracking and navigation.

It also keeps the 140mm rear wheel travel with 150mm forks, and it’s compatible with a wide range of piggy back shocks and all Fox and Rockshox coil shocks if you wanna get rowdy. You can even put a 160mm fork on it and swap out the 29er rear wheel for a 27.5″ and get shreddy.

They recommend putting the MINO Link in High, but the bike ships with 29ers front and rear and the geo-adjusting link in Low. The suspension is their ABP design, using a concentric rear pivot over the axle that helps keep things active during braking.

Up front, the alloy model fits the analog FUEL EX Gen 6’s adjustable headset cups (sold separately), so you can tweak the angle by one degree in either direction. The carbon model doesn’t have this.

Claimed bike weights are 44.65lb (20.25kg) to 45.86lbs (20.80kg), and prices range from $5,499 to $7,399 across three models, each available in two colors (for the US market, other markets may have different models and specs), with the top model getting the new SRAM GX Transmission group.

For more details on the bike’s tech, check our launch coverage and full review of the Carbon Fuel EXe.

TrekBikes.com

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