Anyone else finding the "chain tensioner" feature of the latest Bosch update to be annoying? Apparently you'll be able to turn it off in a future...
Anyone else finding the "chain tensioner" feature of the latest Bosch update to be annoying? Apparently you'll be able to turn it off in a future update. But right now I'll be coasting along downhill and constantly hear the DU activating. It's pretty distracting, and I don't feel any benefit.
I don't understand why they chose not to give us the ability to turn it off now. Also, wouldn't this interfere with any anti-kickback devices?
Anyone else finding the "chain tensioner" feature of the latest Bosch update to be annoying? Apparently you'll be able to turn it off in a future...
Anyone else finding the "chain tensioner" feature of the latest Bosch update to be annoying? Apparently you'll be able to turn it off in a future update. But right now I'll be coasting along downhill and constantly hear the DU activating. It's pretty distracting, and I don't feel any benefit.
I don't understand why they chose not to give us the ability to turn it off now. Also, wouldn't this interfere with any anti-kickback devices?
Per EMTB Forums, this "feature" is only turned on in EMTB, EMTB+, and Race modes. So you can avoid it for now by running Turbo instead of EMTB+. I've confirmed that to be the case. Disappointing, because I prefer the power delivery of EMTB+.
Really hope it’s a swappable battery with 400 and 600 options. 400 for lunch rides. 600+ range extender for backcountry missions. 2x 600 for self shuttle...
Really hope it’s a swappable battery with 400 and 600 options. 400 for lunch rides. 600+ range extender for backcountry missions. 2x 600 for self shuttle. Maybe even let bikes be run on range extender only like the Levo SL can.
Perfect ebike right there and has the unmatched looks of a TQ motor.
It doesn’t seem like Avinox is interested in this type of battery modularity so that’d be a great way to flank them.
Removable batteries just have too many compromises and only a small subset of riders really feel the need for them.The small weight savings between a 400...
Removable batteries just have too many compromises and only a small subset of riders really feel the need for them.
The small weight savings between a 400 & a 600 wh battery would be eaten up by the additional mass of having a removable battery anyways.
Worth noting, it's very helpful to a battery's life span to never fully charge or fully drain. So, if you 'need' a 400wh battery to complete your typical ride, a 600wh battery allows you to keep the battery between 20-80% charge at all times.
Depends how the battery is removed. With a small form factor motor like two sliding out different length batteries at the bottom of the downtube can...
Depends how the battery is removed. With a small form factor motor like two sliding out different length batteries at the bottom of the downtube can be realized with a minimal weight penalty plus you get a lower center of gravity with the smaller battery. I do that all the time and most of my rides are done with the smaller battery and it handles much better that way.
That's the best compromise for a removable battery; however it's been noted by at least one reviewer (JKW) that I have read, that this style of battery removal, notably reduces ground clearance and increases undercarriage strikes.
FOX just dropped the Transfer Neo E-Optimized dropper for Specialized Levo’s that gets connected directly to the main battery. They say that integration with ‘other popular drive units are currently in development for launch in 2027.’ The post maintains the same adjustability like analog Transfer posts, where you can drop travel by 25mm in 5mm increments. It’s offered in travel lengths from 125-240mm.
Just took at Teewing Turbo Force for a ride. Its Teewing's 150/160mm bike with the Avinox motor.
Very nice bike for $6kMSRP. Motor is so quiet and massively tunable. Under 50 pounds. 800watt battery. One of my local shops is now a dealer. For that price it becomes something to consider for sure.
Per EMTB Forums, this "feature" is only turned on in EMTB, EMTB+, and Race modes. So you can avoid it for now by running Turbo instead...
Per EMTB Forums, this "feature" is only turned on in EMTB, EMTB+, and Race modes. So you can avoid it for now by running Turbo instead of EMTB+. I've confirmed that to be the case. Disappointing, because I prefer the power delivery of EMTB+.
Good to know. Guess I'll configure Turbo to mimic eTMB+ as far as power delivery for now.
FOX just dropped the Transfer Neo E-Optimized dropper for Specialized Levo’s that gets connected directly to the main battery. They say that integration with ‘other popular...
FOX just dropped the Transfer Neo E-Optimized dropper for Specialized Levo’s that gets connected directly to the main battery. They say that integration with ‘other popular drive units are currently in development for launch in 2027.’ The post maintains the same adjustability like analog Transfer posts, where you can drop travel by 25mm in 5mm increments. It’s offered in travel lengths from 125-240mm.
Probably it's a misleading publicity graphic, but how does the wire connection work? Obliviously to remove the post and the wire is going to have to come up out of the frame with the post, but that means some extra length is needed. But looking at the pic, where is that extra cable length going if you were to put the post all the way down into the frame? There doesn't look to be a lot of spare space for the cable to go? Does it bunch up just over the motor, or is it going to be forced thru those guides* and form a big loop into the head tube area?
*good luck with that a year down the track once water and dust, dirt, gunge ingress gets collected inside the bike, gumming up the smooth progress of the wire thru it's path.
Probably it's a misleading publicity graphic, but how does the wire connection work?Obliviously to remove the post and the wire is going to have to come...
Probably it's a misleading publicity graphic, but how does the wire connection work? Obliviously to remove the post and the wire is going to have to come up out of the frame with the post, but that means some extra length is needed. But looking at the pic, where is that extra cable length going if you were to put the post all the way down into the frame? There doesn't look to be a lot of spare space for the cable to go? Does it bunch up just over the motor, or is it going to be forced thru those guides* and form a big loop into the head tube area?
*good luck with that a year down the track once water and dust, dirt, gunge ingress gets collected inside the bike, gumming up the smooth progress of the wire thru it's path.
probably the same as with di2 batteries under the seatpost?
Most ebikes use CAN or similar protocols, routing the seatpost wire to the head unit is utter nonsense, just use one spare port in the motor unit? WHAT ARE THEY THINKIN'???!?
Has anyone picked up one of those new norco sight vlt px's? I see the shock is a 205x60, i'm wondering if there is room on the frame for an extra 5mm of stroke? 163 rear travel could give some nice options for the bike.
Trek calls on bike industry to adopt voluntary e-bike speed standards
[WATERLOO, WI] – Trek Bicycle today announced its new voluntary electric bike speed standards in the United States. These self-imposed standards are designed to help protect trail access, improve safety, and preserve places to ride for future generations. The company is inviting other bike manufacturers to adopt similar self-imposed standards.
All Trek electric mountain bikes sold in the United States will be Class 1 and will:
• Have a 20mph maximum pedal-assist speed
• Will not have a throttle
All Trek electric bikes designed for use on pavement and shared paths will:
• Limit throttle assistance to 20mph (if equipped)
• Limit pedal assistance to 20mph or 28mph, depending on model
These standards strike the right balance between delivering the benefits of electric bicycles, respecting shared spaces, and protecting the trails and paths riders depend on.
Trek believes access to shared places to ride, including mountain bike trails, may be at risk because of the lack of responsible limits being upheld by manufacturers.
More than 17,000 new miles of mountain bike trails were opened to e-bikes across the United States in 2025, reflecting decades of work and relationship-building by advocacy organizations, land-owners, volunteers, and local communities. Maintaining that access requires product standards as e-bike technology becomes faster and more powerful.
“As an industry, we’ve worked for decades to earn access to trails and bike paths,” said John Burke, President of Trek Bicycle. “We’d rather lead with responsibility today than explain tomorrow why riders lost access to the places they love and to a sport that makes the world a better place.”
The company says electric vehicles that go beyond its self-imposed standards for e-MTBs can create greater conflicts between trail users, increase pressure for new restrictions, and may ultimately reduce access for both electric and traditional bicycles.
Trek’s pavement e-bike lineup will continue to support both Class 1 pedal-assist bicycles capable of assisting up to 20mph and Class 3 pedal-assist bicycles capable of assisting up to 28mph while limiting throttle assistance up to 20mph. Trek believes products that rely on throttle power beyond 20mph or pedal-assist beyond 28mph are e-Motos, should not be used on bike paths, and belong in a different regulatory category.
It is an opportunity and a responsibility for the industry to establish thoughtful voluntary standards before access and safety challenges lead to broader restrictions.
“Trek’s mission is to change the world by getting more people on bikes,” said Burke. “E-bikes are a great way to get more people riding, but that’s only possible if people continue to have access to places to ride. These limits are about protecting what all riders have.”
Trek is inviting bike manufacturers, retailers, advocacy organizations, and industry partners to join in committing to these standards to help preserve trail access, improve safety, and support the long-term growth of cycling.
About Trek Bicycle: Trek Bicycle is a global leader in the design and manufacture of bicycles and electric bikes. It's committed to changing the world by getting more people on bikes. Founded in 1976, Trek designs products that inspire people to ride and supports advocacy efforts that make cycling safer, more accessible, and more enjoyable for all.
PR in from Trek about e-bike standardsTrek calls on bike industry to adopt voluntary e-bike speed standards[WATERLOO, WI] – Trek Bicycle today announced its new...
PR in from Trek about e-bike standards
Trek calls on bike industry to adopt voluntary e-bike speed standards
[WATERLOO, WI] – Trek Bicycle today announced its new voluntary electric bike speed standards in the United States. These self-imposed standards are designed to help protect trail access, improve safety, and preserve places to ride for future generations. The company is inviting other bike manufacturers to adopt similar self-imposed standards.
All Trek electric mountain bikes sold in the United States will be Class 1 and will:
• Have a 20mph maximum pedal-assist speed
• Will not have a throttle
All Trek electric bikes designed for use on pavement and shared paths will:
• Limit throttle assistance to 20mph (if equipped)
• Limit pedal assistance to 20mph or 28mph, depending on model
These standards strike the right balance between delivering the benefits of electric bicycles, respecting shared spaces, and protecting the trails and paths riders depend on.
Trek believes access to shared places to ride, including mountain bike trails, may be at risk because of the lack of responsible limits being upheld by manufacturers.
More than 17,000 new miles of mountain bike trails were opened to e-bikes across the United States in 2025, reflecting decades of work and relationship-building by advocacy organizations, land-owners, volunteers, and local communities. Maintaining that access requires product standards as e-bike technology becomes faster and more powerful.
“As an industry, we’ve worked for decades to earn access to trails and bike paths,” said John Burke, President of Trek Bicycle. “We’d rather lead with responsibility today than explain tomorrow why riders lost access to the places they love and to a sport that makes the world a better place.”
The company says electric vehicles that go beyond its self-imposed standards for e-MTBs can create greater conflicts between trail users, increase pressure for new restrictions, and may ultimately reduce access for both electric and traditional bicycles.
Trek’s pavement e-bike lineup will continue to support both Class 1 pedal-assist bicycles capable of assisting up to 20mph and Class 3 pedal-assist bicycles capable of assisting up to 28mph while limiting throttle assistance up to 20mph. Trek believes products that rely on throttle power beyond 20mph or pedal-assist beyond 28mph are e-Motos, should not be used on bike paths, and belong in a different regulatory category.
It is an opportunity and a responsibility for the industry to establish thoughtful voluntary standards before access and safety challenges lead to broader restrictions.
“Trek’s mission is to change the world by getting more people on bikes,” said Burke. “E-bikes are a great way to get more people riding, but that’s only possible if people continue to have access to places to ride. These limits are about protecting what all riders have.”
Trek is inviting bike manufacturers, retailers, advocacy organizations, and industry partners to join in committing to these standards to help preserve trail access, improve safety, and support the long-term growth of cycling.
About Trek Bicycle: Trek Bicycle is a global leader in the design and manufacture of bicycles and electric bikes. It's committed to changing the world by getting more people on bikes. Founded in 1976, Trek designs products that inspire people to ride and supports advocacy efforts that make cycling safer, more accessible, and more enjoyable for all.
Honest question for knowledgeable people in the forum: are these standards any different than what Trek was already offering on their ebikes?
Have they downgraded the speed, power, or throttle access of their ebikes, or are they just committing to not upgrade the speed, power, or throttle access?
I think it's a Statement to ensure what bosch and TQ(coming soon) are going to commit to, max 750watts with speed restrictions staying within guidelines except for certain countries like NZ where bosch(trek said ok) recently allowed up to 45kmph.
I'd Like to see some restrictions around Assist multiplier, Which is where the Avinox get's alot of its love, despite people saying "i love 150nm and 1500watts, its so easy" But in reality whats actually making it easier is the 800% of input - this is not talked about enough. Bosch Did the right thing IMO and limited the 600% to under a certain speed(im not talking so much about the input % but the actual zone its operating in) Lower speeds with higher assist of %/watts/nm being acceptable.
High assist + high watts = high average speed But if theres a restriction of %/torque/watts over a certain speed it will still allow Motor brands to Have more power and all the other stuff but It being considerably more controlled within the law or guidelines or even common sense.
TQ is about to blow the form factor doors off Ebikes again at 120nm/700%/750w in a "around the BB" design and Ment to rival the amflow's models in price/weight but be a way better bike(trek fuel+)
Honest question for knowledgeable people in the forum: are these standards any different than what Trek was already offering on their ebikes?Have they downgraded the speed...
Honest question for knowledgeable people in the forum: are these standards any different than what Trek was already offering on their ebikes?
Have they downgraded the speed, power, or throttle access of their ebikes, or are they just committing to not upgrade the speed, power, or throttle access?
It's a statement to counter other systems that allow class 3 via toggling the feature.
I think it's a Statement to ensure what bosch and TQ(coming soon) are going to commit to, max 750watts with speed restrictions staying within guidelines except...
I think it's a Statement to ensure what bosch and TQ(coming soon) are going to commit to, max 750watts with speed restrictions staying within guidelines except for certain countries like NZ where bosch(trek said ok) recently allowed up to 45kmph.
I'd Like to see some restrictions around Assist multiplier, Which is where the Avinox get's alot of its love, despite people saying "i love 150nm and 1500watts, its so easy" But in reality whats actually making it easier is the 800% of input - this is not talked about enough. Bosch Did the right thing IMO and limited the 600% to under a certain speed(im not talking so much about the input % but the actual zone its operating in) Lower speeds with higher assist of %/watts/nm being acceptable.
High assist + high watts = high average speed But if theres a restriction of %/torque/watts over a certain speed it will still allow Motor brands to Have more power and all the other stuff but It being considerably more controlled within the law or guidelines or even common sense.
TQ is about to blow the form factor doors off Ebikes again at 120nm/700%/750w in a "around the BB" design and Ment to rival the amflow's models in price/weight but be a way better bike(trek fuel+)
I think you’re almost spot on but I’d bet they didn’t give a number for peak power on purpose—Trek has cargo commuter e-bikes and specialized just released a cargo e-mountain bike. They’d be shooting themselves in the PR foot to commit to anything specific now
Avinox built a decent product on round 1, and an improved product on round 2. But the basis of their success was offering Class 2+ that pretended to be Class 1, and this has cost the other manufacturers dearly in terms of sales, margin & market share. These not legal motor systems, technically an e-motorcycle, are a danger to our sport and it's reasonable for the other manufacturers to have an expectation to compete on a fair playing field with only other Class 1 motor systems.
If you want to argue that the Class 1 standards should be adjusted, that's a valid point. I personally think the max speed should be increased, but not the power, just so that on easy road transfers and the like we can more or less keep up with traffic. But just breaking the rules which endangers everyone's trail access isn't responsible, nor fair to others.
PR in from Trek about e-bike standardsTrek calls on bike industry to adopt voluntary e-bike speed standards[WATERLOO, WI] – Trek Bicycle today announced its new...
PR in from Trek about e-bike standards
Trek calls on bike industry to adopt voluntary e-bike speed standards
[WATERLOO, WI] – Trek Bicycle today announced its new voluntary electric bike speed standards in the United States. These self-imposed standards are designed to help protect trail access, improve safety, and preserve places to ride for future generations. The company is inviting other bike manufacturers to adopt similar self-imposed standards.
All Trek electric mountain bikes sold in the United States will be Class 1 and will:
• Have a 20mph maximum pedal-assist speed
• Will not have a throttle
All Trek electric bikes designed for use on pavement and shared paths will:
• Limit throttle assistance to 20mph (if equipped)
• Limit pedal assistance to 20mph or 28mph, depending on model
These standards strike the right balance between delivering the benefits of electric bicycles, respecting shared spaces, and protecting the trails and paths riders depend on.
Trek believes access to shared places to ride, including mountain bike trails, may be at risk because of the lack of responsible limits being upheld by manufacturers.
More than 17,000 new miles of mountain bike trails were opened to e-bikes across the United States in 2025, reflecting decades of work and relationship-building by advocacy organizations, land-owners, volunteers, and local communities. Maintaining that access requires product standards as e-bike technology becomes faster and more powerful.
“As an industry, we’ve worked for decades to earn access to trails and bike paths,” said John Burke, President of Trek Bicycle. “We’d rather lead with responsibility today than explain tomorrow why riders lost access to the places they love and to a sport that makes the world a better place.”
The company says electric vehicles that go beyond its self-imposed standards for e-MTBs can create greater conflicts between trail users, increase pressure for new restrictions, and may ultimately reduce access for both electric and traditional bicycles.
Trek’s pavement e-bike lineup will continue to support both Class 1 pedal-assist bicycles capable of assisting up to 20mph and Class 3 pedal-assist bicycles capable of assisting up to 28mph while limiting throttle assistance up to 20mph. Trek believes products that rely on throttle power beyond 20mph or pedal-assist beyond 28mph are e-Motos, should not be used on bike paths, and belong in a different regulatory category.
It is an opportunity and a responsibility for the industry to establish thoughtful voluntary standards before access and safety challenges lead to broader restrictions.
“Trek’s mission is to change the world by getting more people on bikes,” said Burke. “E-bikes are a great way to get more people riding, but that’s only possible if people continue to have access to places to ride. These limits are about protecting what all riders have.”
Trek is inviting bike manufacturers, retailers, advocacy organizations, and industry partners to join in committing to these standards to help preserve trail access, improve safety, and support the long-term growth of cycling.
About Trek Bicycle: Trek Bicycle is a global leader in the design and manufacture of bicycles and electric bikes. It's committed to changing the world by getting more people on bikes. Founded in 1976, Trek designs products that inspire people to ride and supports advocacy efforts that make cycling safer, more accessible, and more enjoyable for all.
Honest question for knowledgeable people in the forum: are these standards any different than what Trek was already offering on their ebikes?Have they downgraded the speed...
Honest question for knowledgeable people in the forum: are these standards any different than what Trek was already offering on their ebikes?
Have they downgraded the speed, power, or throttle access of their ebikes, or are they just committing to not upgrade the speed, power, or throttle access?
No, as far as I know/remember (used to work at a Trek dealer).
Avinox built a decent product on round 1, and an improved product on round 2. But the basis of their success was offering Class 2+ that...
Avinox built a decent product on round 1, and an improved product on round 2. But the basis of their success was offering Class 2+ that pretended to be Class 1, and this has cost the other manufacturers dearly in terms of sales, margin & market share. These not legal motor systems, technically an e-motorcycle, are a danger to our sport and it's reasonable for the other manufacturers to have an expectation to compete on a fair playing field with only other Class 1 motor systems.
If you want to argue that the Class 1 standards should be adjusted, that's a valid point. I personally think the max speed should be increased, but not the power, just so that on easy road transfers and the like we can more or less keep up with traffic. But just breaking the rules which endangers everyone's trail access isn't responsible, nor fair to others.
in the US:
Class 2: HAS throttle, up to 20mph (32kph)
Class 3: NO throttle, up to 28mph (45kph)
The generic bike path hot rods are just doing their own class.
I don't understand why they chose not to give us the ability to turn it off now. Also, wouldn't this interfere with any anti-kickback devices?
Per EMTB Forums, this "feature" is only turned on in EMTB, EMTB+, and Race modes. So you can avoid it for now by running Turbo instead of EMTB+. I've confirmed that to be the case. Disappointing, because I prefer the power delivery of EMTB+.
That's the best compromise for a removable battery; however it's been noted by at least one reviewer (JKW) that I have read, that this style of battery removal, notably reduces ground clearance and increases undercarriage strikes.
FOX just dropped the Transfer Neo E-Optimized dropper for Specialized Levo’s that gets connected directly to the main battery. They say that integration with ‘other popular drive units are currently in development for launch in 2027.’ The post maintains the same adjustability like analog Transfer posts, where you can drop travel by 25mm in 5mm increments. It’s offered in travel lengths from 125-240mm.
Pricing
View key specs, compare seatposts, and review the newest FOX Transfer Neo models in the Vital MTB Product section.
Just took at Teewing Turbo Force for a ride. Its Teewing's 150/160mm bike with the Avinox motor.
Very nice bike for $6kMSRP. Motor is so quiet and massively tunable. Under 50 pounds. 800watt battery. One of my local shops is now a dealer. For that price it becomes something to consider for sure.
Good to know. Guess I'll configure Turbo to mimic eTMB+ as far as power delivery for now.
Probably it's a misleading publicity graphic, but how does the wire connection work?
Obliviously to remove the post and the wire is going to have to come up out of the frame with the post, but that means some extra length is needed.
But looking at the pic, where is that extra cable length going if you were to put the post all the way down into the frame? There doesn't look to be a lot of spare space for the cable to go?
Does it bunch up just over the motor, or is it going to be forced thru those guides* and form a big loop into the head tube area?
*good luck with that a year down the track once water and dust, dirt, gunge ingress gets collected inside the bike, gumming up the smooth progress of the wire thru it's path.
probably the same as with di2 batteries under the seatpost?
Most ebikes use CAN or similar protocols, routing the seatpost wire to the head unit is utter nonsense, just use one spare port in the motor unit? WHAT ARE THEY THINKIN'???!?
Has anyone picked up one of those new norco sight vlt px's? I see the shock is a 205x60, i'm wondering if there is room on the frame for an extra 5mm of stroke? 163 rear travel could give some nice options for the bike.
So, it seems that someone is. Europe is offering a Shimano to Gaboa conversation kit..
PR in from Trek about e-bike standards
Trek calls on bike industry to adopt voluntary e-bike speed standards
[WATERLOO, WI] – Trek Bicycle today announced its new voluntary electric bike speed standards in the United States. These self-imposed standards are designed to help protect trail access, improve safety, and preserve places to ride for future generations. The company is inviting other bike manufacturers to adopt similar self-imposed standards.
All Trek electric mountain bikes sold in the United States will be Class 1 and will:
• Have a 20mph maximum pedal-assist speed
• Will not have a throttle
All Trek electric bikes designed for use on pavement and shared paths will:
• Limit throttle assistance to 20mph (if equipped)
• Limit pedal assistance to 20mph or 28mph, depending on model
These standards strike the right balance between delivering the benefits of electric bicycles, respecting shared spaces, and protecting the trails and paths riders depend on.
Trek believes access to shared places to ride, including mountain bike trails, may be at risk because of the lack of responsible limits being upheld by manufacturers.
More than 17,000 new miles of mountain bike trails were opened to e-bikes across the United States in 2025, reflecting decades of work and relationship-building by advocacy organizations, land-owners, volunteers, and local communities. Maintaining that access requires product standards as e-bike technology becomes faster and more powerful.
“As an industry, we’ve worked for decades to earn access to trails and bike paths,” said John Burke, President of Trek Bicycle. “We’d rather lead with responsibility today than explain tomorrow why riders lost access to the places they love and to a sport that makes the world a better place.”
The company says electric vehicles that go beyond its self-imposed standards for e-MTBs can create greater conflicts between trail users, increase pressure for new restrictions, and may ultimately reduce access for both electric and traditional bicycles.
Trek’s pavement e-bike lineup will continue to support both Class 1 pedal-assist bicycles capable of assisting up to 20mph and Class 3 pedal-assist bicycles capable of assisting up to 28mph while limiting throttle assistance up to 20mph. Trek believes products that rely on throttle power beyond 20mph or pedal-assist beyond 28mph are e-Motos, should not be used on bike paths, and belong in a different regulatory category.
It is an opportunity and a responsibility for the industry to establish thoughtful voluntary standards before access and safety challenges lead to broader restrictions.
“Trek’s mission is to change the world by getting more people on bikes,” said Burke. “E-bikes are a great way to get more people riding, but that’s only possible if people continue to have access to places to ride. These limits are about protecting what all riders have.”
Trek is inviting bike manufacturers, retailers, advocacy organizations, and industry partners to join in committing to these standards to help preserve trail access, improve safety, and support the long-term growth of cycling.
About Trek Bicycle:
Trek Bicycle is a global leader in the design and manufacture of bicycles and electric bikes. It's committed to changing the world by getting more people on bikes. Founded in 1976, Trek designs products that inspire people to ride and supports advocacy efforts that make cycling safer, more accessible, and more enjoyable for all.
Honest question for knowledgeable people in the forum: are these standards any different than what Trek was already offering on their ebikes?
Have they downgraded the speed, power, or throttle access of their ebikes, or are they just committing to not upgrade the speed, power, or throttle access?
I think it's a Statement to ensure what bosch and TQ(coming soon) are going to commit to, max 750watts with speed restrictions staying within guidelines except for certain countries like NZ where bosch(trek said ok) recently allowed up to 45kmph.
I'd Like to see some restrictions around Assist multiplier, Which is where the Avinox get's alot of its love, despite people saying "i love 150nm and 1500watts, its so easy" But in reality whats actually making it easier is the 800% of input - this is not talked about enough.
Bosch Did the right thing IMO and limited the 600% to under a certain speed(im not talking so much about the input % but the actual zone its operating in)
Lower speeds with higher assist of %/watts/nm being acceptable.
High assist + high watts = high average speed But if theres a restriction of %/torque/watts over a certain speed it will still allow Motor brands to Have more power and all the other stuff but It being considerably more controlled within the law or guidelines or even common sense.
TQ is about to blow the form factor doors off Ebikes again at 120nm/700%/750w in a "around the BB" design and Ment to rival the amflow's models in price/weight but be a way better bike(trek fuel+)
It's a statement to counter other systems that allow class 3 via toggling the feature.
I think you’re almost spot on but I’d bet they didn’t give a number for peak power on purpose—Trek has cargo commuter e-bikes and specialized just released a cargo e-mountain bike. They’d be shooting themselves in the PR foot to commit to anything specific now
Avinox built a decent product on round 1, and an improved product on round 2. But the basis of their success was offering Class 2+ that pretended to be Class 1, and this has cost the other manufacturers dearly in terms of sales, margin & market share. These not legal motor systems, technically an e-motorcycle, are a danger to our sport and it's reasonable for the other manufacturers to have an expectation to compete on a fair playing field with only other Class 1 motor systems.
If you want to argue that the Class 1 standards should be adjusted, that's a valid point. I personally think the max speed should be increased, but not the power, just so that on easy road transfers and the like we can more or less keep up with traffic. But just breaking the rules which endangers everyone's trail access isn't responsible, nor fair to others.
No, as far as I know/remember (used to work at a Trek dealer).
in the US:
Class 2: HAS throttle, up to 20mph (32kph)
Class 3: NO throttle, up to 28mph (45kph)
The generic bike path hot rods are just doing their own class.
Post a reply to: E-bike talk: not tech rumor derailment