Even before gas prices hit all-time highs, the best electric bikes and electric scooters have become increasingly popular ways of getting around. But, their increased presence has brought with it an increased danger of fires, both from uncertified batteries and from improper charging and storage.

In New York City, for instance, there were 18 deaths as a result of fires from lithium-ion batteries, which prompted the city to implement stricter regulations on the sale of e-bikes — and specifically, their batteries. As a result, the number of e-bike fatalities from fires in the city dropped to just one in 2025.

But, there are dozens upon dozens of ebikes and electric scooters for sale on Amazon and other online retailers, so how do you know which bikes are safe, and which pose a potential hazard? And, once you buy an e-bike, how to you properly store and recharge its battery?

To find out, I talked to Dr. Robert Slone, the Senior Vice President and Chief Scientist for UL Solutions, which regularly tests and certifies thousands of products each year to make sure they’re safe for consumers.

What are some of the tests that you put a battery through?

We do a full range of tests in terms of overcharging. We test the battery management system, which is like the software system of the battery. We address environmental concerns in terms of hot and cold conditions, water exposure.

I live in the New York City area and the streets are not always the smoothest, to say the least. So vibration testing, drop testing, shock testing, those sorts of things are also part of what we do, both for the battery and then also for the bike itself, for the frame and the motor and those sorts of components.

We look at aging and cycling of the battery. Is it showing signs prematurely of overheating or aging and danger signs like that? And then electrical elements like overcharging the battery also play a role.

And then basics on the design manufacturing. What's the quality of the manufacturing? Do you see metal bars and sharp edges, whether on the frame in the bike or in the battery itself?

More from Tom's Guide

• Electric bike laws are badly needed, but New Jersey's new rules go way too far
• I never want to have my e-scooter stolen again — this folding electric .scooter will make sure of that
• Segway Muxi electric bike review

Ride1Up’s Vorsa Lite sits in the middle of a new three-bike Vorsa lineup. The Vorsa Original features all the commuting accessories you’ll want, like racks front and rear. The Vorsa Fat is for adventuring on and off road. And right in the middle, the Vorsa Lite is for the minimalist commuter.

It shaves almost 10 pounds off the Vorsa Original, according to Ride1Up, by ditching the racks and fenders, and using narrower tires. But Lite is perhaps a misnomer, as the bike still weighs 60 pounds.

That weight is why I’m a little confused by this bike. It’s a super solid, fun ride, and absolutely worth the investment for everyday commuters, but it’s not really light at all. It’s a good choice for city dwellers who just want a basic, A-to-B transportation option. But don’t expect to heft it up to your apartment without some real effort.

Ride1Up Vorsa Lite review:

The Vorsa Lite costs $1,495 and is available for purchase now on Ride1Up’s website. It comes with a 1-year warranty and a 30-day return window, and the bike ships free. You can finance your purchase at checkout using Affirm.

Ride1Up Vorsa Lite review: Design

The Vorsa Lite is designed with agility in mind, according to Ride1Up. That applies not only to the ride quality but also the bike’s ability to change its personality based on your commuting needs. While the bike comes stripped down — no fenders or racks here — you can still customize the Vorsa Lite later on if you decide you want to add those features and much more. All told, Ride1Up says that eliminating those features saves 10 pounds over the Vorsa Original. The Vorsa Lite weighs 61 pounds.

At the heart of the bike’s build is a 750-watt AKM rear hub motor. It offers 95Nm of torque and pairs with a 15Ah Reention battery with Samsung 50GB cells. That battery is IPX6 water-resistant, which means you can ride the Vorsa Lite in any conditions with peace of mind. The battery is both lockable and removable.

The motor works in conjunction with Ride1Up’s Intui-Drive pedal assist system. The company says its proprietary PAS eliminates assist lag and gives you natural assistance instantly. The bike uses both a torque and a cadence sensor, so your assist is measured based not only on how quickly you’re pedaling, but also on how much power you’re pushing against the pedals. You can choose between the two to truly tailor exactly how the bike feels.

The Vorsa Lite also features narrower tires than the Vorsa Original. They measure 2.2 inches wide, and they’re mounted to 27.5-inch wheels. This combo gives you plenty of cushion and stability, but also steering agility.

With all that power, Ride1Up wisely includes dual-piston hydraulic brakes to slow you down in a pinch. If you’ve never ridden with hydraulic disc brakes before, you’re going to want to give them a bit of a test drive before you do any serious commuting; they can stop you too quickly if you’re not careful.

While the Vorsa Lite doesn’t come with any racks, it’s still rack-ready with a 350-pound total payload capacity (that includes the rider’s weight). So you can change your setup to include racks, panniers, and much more if your commuting needs change over time.

The frame comes in two different configurations: standard and step-thru. Choose the latter if you’re a shorter rider, or if you want an easier way to mount and dismount the bike. There’s a suspension fork up front with 100mm of travel to buff out bumps and ruts, and an adjustable stem so you can tailor your riding position perfectly.

The color display is mounted to the handlebars and gives you all the information you’ll need on your ride at a quick glance. It even has a USB-C charging port, so you can charge your phone as you ride. There’s integrated AirTag tracking too, so you always know where your bike is when you’re not watching it.

Next to the display, you’ll find a throttle lever. You can use this to easily get started from a dead stop, or if you just need a break from pedaling altogether. You can change the max assist speed of the bike, all the way up to Class 3, which gives assist up to a zippy 28mph.

Ride1Up Vorsa Lite review: Riding the Vorsa Lite

I rode the Vorsa Lite around my neighborhood and further afield around town here in Arvada, Colorado. We have a mix of bike paths and surface streets, hilly terrain, and the occasional bit of gravel interspersed.

The motor and pedal assist systems work as flawlessly as I have come to expect from Ride1Up’s bikes. It’s more than powerful enough even for sustained hills. Getting started from a dead stop on a steep hill was easy using both the throttle and the pedal-assist features, provided I was in the lowest gear in the drivetrain.

It’s a stable and fun ride, and the handling is responsive enough; it hits a good balance between responsive and stable, accommodating a wide variety of riders who want fun but also predictability.

The tires do in fact appear narrower than the Vorsa Original, though they’re still plenty wide for pavement riding and light gravel surfaces. You would probably want something wider for off-road adventures, but then again, you’d probably choose a different bike entirely for that kind of riding anyway.

The wheels are 27.5 inches, which is something of an in-between choice for wheel sizes. Most bikes with tires this wide have moved to 29 inches, while pavement-oriented commuters with skinnier tires often come with 700c wheels. There’s nothing wrong with 27.5-inch wheels, but you’ll be more limited when it comes time to buy new tires, since 27.5-inch wheels are not as popular as other sizes.

The battery life is great and matches up well with the advertised ranges. I used this bike mostly on the highest PAS setting, with long stretches pushing the throttle all the way down to get to max speed. After about ten miles, I still had more than three-quarters of a charge left.

As I’ve often pointed out in other e-bike reviews, bikes like the Vorsa Lite that are intended for pavement commuting really don’t need front suspension forks. This one works just fine, but it adds price, weight, and complexity that’s better off on a different style of bike. You can still get plenty of cushion by simply lowering your tire pressure slightly.

I did very much like the color display on the Vorsa Lite. It’s a nifty upgrade from previous-year’s models, and the inclusion of a USB-C charging port is a smart, commuter-first feature.

All told, the Vorsa Lite is a solid bike. But it’s not light, so apartment dwellers will still have to buff up those muscles to get this bike up the stairs. If I owned this bike myself, I’d likely just add the racks and fenders back on. Since the bike already weighs 61 pounds, I’ll take a few more pounds for the added versatility.

Ride1Up Vorsa Lite review: Accessories

Ride1Up has been in the commuting game for quite a while now, and as such, they offer a ton of cool accessories that complement the Vorsa Lite very well. The most useful seem to be the front rack and basket ($100), Front Platform Rack ($100), Insulated Cooler ($50), and Side-Mounted Panniers ($60). You can add these accessories and many more at checkout on the Ride1Up website.

Ride1Up Vorsa Lite review: Competition

The fat tire commuter category is a crowded one, and Ride1Up offers several options in this category should the Vorsa Lite not be right up your alley. Other brands that make similar bikes include Velotric, with its Discover 3 e-bike. The Discover 3 costs $500 more, but it also includes more accessories like fenders, racks, and even a suspension seatpost. With all that, it matches the Vorsa Lite’s weight at 61 pounds, and offers a higher payload capacity at 440 pounds.

Ride1Up Vorsa Lite review: Verdict

Like all Ride1Up bikes I have tested, the Vorsa Lite is a well-constructed, fast, and fun bike to ride. It’s well-spec’d with a good battery, great motor, and excellent pedal assist features. There’s really not much to complain about here.

I just wonder if it wouldn’t be a better bike by adding back in the accessories, like the rack and fenders, since the weight savings still don’t make this a ‘light’ bike at all. You can add these after the fact, of course, but I think the Vorsa Lite would be a better bike out of the box with those accessories ready to use.

It’s a minimalist’s commuter bike, one that will likely stand up to lots of miles, lots of foul weather, and lots of fun around town. If Ride1Up really wants to position this as a light bike, however, it needs to be much lighter.

I get it. Every day, there's a new story about some kid getting injured or even killed while riding an electric bike. When I'm walking in New York City, I've more than one nearly been run down by someone flying along on their e-bike, oblivious to the pedestrian right-of way.

So I agree that e-bike laws are needed, but the one that's about to go into effect in New Jersey — my home state — goes way too far, which will put a damper both on the economy and the environment.

As someone who rides an ebike almost every day, here's how I'd change it to have it make more sense.

What the law says

New Jersey's new e-bike law, which goes into effect on July 19, defines an e-bike as:

• Low-Speed Electric Bicycles – Pedal assisted bicycles with a helper motor that only provides assistance while pedaling up to 20 MPH.
• Motorized Bicycle/Moped -- Pedal assisted bicycles with either:
  • An engine under 50 cubic centimeters, or
  • An electric motor that assists while pedaling between 21 and 28 mph, or
  • An electric motor that assists with using a throttle up to 15 mph.

That's pretty much every e-bike in existence. If you own one of these bikes, you have to do the following:

• Be at least 15 years old and have (1) an e-bike license or (2) a valid driver’s license.
• Register your e-bike with the New Jersey Motor Vehicle Commission
• Get insurance for any motorized bicycle.

If you don't have a driver's license, you have to make an appointment for an initial e-bike permit and complete an application (BA-208 form) for an e-bike permit, and then take a knowledge and eyesight test, followed by a road test.

To register your e-bike, you first have to get it insured (if it's classified as a motorized bicycle), then make an appointment at a vehicle center to get it registered with the MVC, who will then give you stickers to attach to the bike's frame — a sort of mini- license plate.

Fortunately, license and registration fees have been waived until January 2027, though it's not clear how much they'll cost afterwards. This feels like just another money grab from the state.

I also looked up how much it would cost to insure an e-bike with a throttle up to 20 MPH: At minimum, it would cost $100 per year with a $500 deductible, and that's without any coverage for liability or medical.

Laws are needed, but this is too much

I agree that legislation is needed to make sure that people are using e-bikes safely and properly, but this is too much.

For starters, the law (and the MVC's site) is frustratingly vague on this point, as the two muddle the definition between a "low-speed electric bicycle" and a "motorized bicycle." Here's what the statues say:

• Low-speed electric bicycle: A two or three-wheeled vehicle with fully operable pedals and an electric motor of less than 750 watts, that meets the requirements of one of the following classifications: "class 1 low-speed electric bicycle" which means a low-speed electric bicycle equipped with a motor that provides assistance only when the rider is pedaling, and that ceases to provide assistance when the bicycle reaches the speed of 20 miles per hour; or "class 2 low-speed electric bicycle'' which means a low-speed electric bicycle equipped with a motor that may be used exclusively to propel the bicycle, and that is not capable of providing assistance when the bicycle reaches the speed of 20 miles per hour.
• Motorized bicycle: A pedal bicycle having a helper motor characterized in that either the maximum piston displacement is less than 50 cc. or said motor is rated at no more than 1.5 brake horsepower or is powered by an electric drive motor and said bicycle is capable of a maximum speed of no more than 25 miles per hour on a flat surface or a pedal bicycle having an electric motor that is capable of propelling the bicycle in excess of 20 miles per hour with a maximum motor-powered speed of no more than 28 miles per hour on a flat surface. This term shall not include a low-speed electric bicycle or low-speed electric scooter as defined in this section.

However, the MVC's site classifies a low-speed electric bicycles as a "pedal assisted bicycles with a helper motor that only provides assistance while pedaling up to 20 mph, and a motorized bicycle as "an electric motor that assists with using a throttle up to 15 mph."

The difference between the two classifications is big. If you have a low-speed ebike, then you don't need to purchase insurance. But does that mean any e-bike with a throttle needs to be insured?

If a legal expert can shed light on this, please let me know in the comments.

The law doesn't even cover electric scooters, many of which can go just as fast — if not faster — than ebikes, and are a lot less stable at high speeds.

Regardless of the insurance question, having to register any and all ebikes with the MVC is just another annoying bureaucratic hassle. As anyone knows, dealing with the MVC on a good day is a nightmare, as people in New Jersey are still trying to get their Real IDs. Throw thousands of ebike owners into the mix, and it gets even worse.

Here's how I'd rewrite the law

• Anyone riding a bike — e-bike or otherwise — needs to wear a helmet. This is just common sense. Brain injuries are the biggest issue when riding bikes. Making everyone wear a helmet will inevitably save lives.
• Require registration for e-bikes with throttles that go over 28 MPH. These bikes are getting into the territory of mopeds and motorcycles, so it makes sense to group them together, rather than lower-speed bikes.
• Limit kids under 17 to pedal-assist only ebikes. They're young and have lots of energy, so they shouldn't need a throttle, which encourages more reckless behavior.

As someone who tests some of the best electric bikes, this new law is certainly going to put a wrinkle in my plans if I have to register and insure every new e-bike I test with the MVC.

But outside of work, I use an e-bike almost every day to go into town, commute to the train station, and bring my kid to school or to her activities. In the process, I've saved hundreds of miles of mileage on my car — and plenty of money on gas, too.

At a time when we should be encouraging people to use alternative methods of transportation, this legislation will make it more expensive and more onerous to purchase and own an electric bike. It's almost certainly going to put a damper on e-bike sales in the state, and will also discourage people from riding the e-bikes they own — and back into their cars. And that's the last thing I want.

Let me know in the comments — what do you think about NJ's e-bike law, and how would you change it?

More from Tom's Guide

• I rode this electric bike 40 miles through every borough in New York
• Segway Muxi electric bike review
• I commuted with this folding e-bike for a month

Not content with popping out some of the best electric scooters, Segway has recently expanded into the world of electric bikes. In 2026, it debuted two models, the Myon and the Muxi, the latter of which really stands out for its unique design.

The Muxi is sort of a mini cargo bike; while you can carry a second passenger on the rear, it’s best for those who need a bike with a little extra capacity for picking up groceries or toting some bags.

I rode the Muxi for nearly 100 miles over the course of two months, and found it to be a really fun ebike. That said, there are a few things that I wish it had from some of the best electric bikes we’ve tested. Read on to find out what I liked — and didn’t — about the Muxi.

Segway Muxi review: Price and accessories

The Muxi on its own costs $1,699, and comes in two finishes: Dusty Sage or Olive Rush. I personally think the Sage better contrasts with the beige handlebars, seat, and sidewalls. You can only order the bike through a Segway dealer, which you can find by going through Segway’s site.

Accessories include a middle basket ($129), fender set ($79), rear passenger seat and wheel guards ($119), a front basket ($99), and rearview radar ($99). My test bike came with everything, which brought the total cost to $2,224.

Design

This is definitely the funkiest-looking ebike I’ve tested, and the one that’s received the most comments — all positive — from onlookers. While Segway calls the Muxi a cargo bike, its styling and attitude feel closer to that of a beach cruiser.

The Muxi’s downtube goes all the way down before making a hard turn, heads straight to the back wheel, then curves upward to where it meets the seat tube. The midsection of the bike houses its large removable battery; it’s a step-through design, though not as extreme as Segway’s other new ebike, the Myon.

I tested the bike with the light green finish (Segway calls it Dusty Sage) with tan handlebars and seat. It’s definitely the more fetching look. It’s especially set off if you add the optional tan passenger seat ($119) and middle basket ($129); both come with transparent brown polycarbonate panels, which really complements the green of the bike.

In the center of the handlebars is a good-sized display, which shows your speed and other data. If your phone is connected to the Muxi via Bluetooth, one of the screens will even show you the name of the song playing on your phone. I just wish you could use the Muxi’s controls to change tracks.

On the left handlebar is the Muxi’s control panel. A large nub in the middle is used to navigate the display; below that is a rocker, which lets you adjust the assist level. On the top corner of the panel is a button for the Muxi’s electronic horn, which is plenty loud — and you can change its sound in the Segway app.

I do wish the Muxi came with turn signals. Considering Segway’s other ebike, the Myon has them — as well as many of Segway’s scooters — it’s a curious omission.

Accessories

The Muxi I tested came with the full complement of accessories, some of which were more useful than others. I would definitely recommend the middle basket, as it was incredibly convenient for storing things such as my bike lock and other small items. The only caveat is that it makes it harder to swing your leg over the middle of the bike. It’s made of transparent polycarbonate that’s about a quarter of an inch thick, so it seems pretty durable, but I wouldn’t want to smack it against something hard.

The rear passenger seat does make the bike look more fetching, but considering there’s no backrest or side bars, it’s not the most convenient, nor the safest. If you’re planning to get an ebike to carry someone, go for a larger cargo bike.

The Muxi’s fenders are nice, and though they’re just $79, I wish they were included.

If you’re planning to use the bike along busy roads, I recommend the rear radar. It connects to the bike’s electronics system; when a car is approaching from the rear, a small amber light turns on next to the control panel. If the radar senses a car coming at you from the rear really fast, it flashes an alert on the Muxi’s display and makes a beeping sound.

The Muxi also comes with a cupholder that holds your bottle nearly upright, rather than at an angle — great if you’re using it to carry a full cup of coffee, and don’t want it to spill.

Performance and ride

I rode the Muxi for about two months and put about 100 miles on the bike. Most of the rides were around my town, going to the train station and back to my house, into town to pick up groceries, or simply going for a jaunt.

While the Muxi has nice, fat 20 x 3-inch tires, its lack of suspension meant I felt every pothole a lot more than on bikes so equipped. Maybe I’m just getting soft in my old age, but I prefer a bit more cushioning. That said, the Muxi’s seat was super comfortable.

The Muxi only has one gear, which made things more interesting for me when going up and down hills. Honestly, after a while, I didn’t miss having extra gears, even on steeper hills. Instead, I found myself using the assist levels as an ad hoc gearing system to give me more of a boost when going up steeper inclines.

And, if I got real lazy, I simply pressed the throttle. The Muxi has smooth, but fast acceleration, which was very handy when getting going from a stop on hills. It was peppy enough that there was no lag, but smooth enough so that I wasn’t jerked forward. The throttle was also sensitive enough so that a light press would inch the bike along if I was stuck behind slow riders.

Security features

If you try and move the Muxi without entering the unlock code, its alarm starts blaring a loud and obnoxious BONNK BONNK BONNK sound, flashing the lights, and locking the wheels. More than once I’ve forgotten to unlock the bike, only to be rudely reminded.

If that doesn’t deter thieves enough, the Muxi also comes with Apple FindMy for both the bike and the battery, as well as Bluetooth proximity locking. The bike also comes with GPS locating services, which are free for the first year, but then require a subscription.

Battery

Segway says the Muxi’s 717Wh battery is good for up to 80 miles, but I found in my use — assist set to about 75% — I would average around 40 miles on a charge. My riding was carried out on a somewhat hilly area, though I went downhill as much as I went up.

The Muxi's battery is removable, so you can charge it away from the bike. Helpfully, the battery has a strap at the top, which makes it easier to carry.

Bottom line

The Segway Muxi is a fun little ride for those who need an ebike to haul things around, but don’t require a full-sized cargo bike. In some ways, its closest competition is the $2,299 Rad Power Rad Runner — once one of our favorite ebikes — which has a similar payload capacity, a higher top speed of 28 MPH, front suspension, but a shorter range of around 60 miles. (We should note that Rad Power filed for bankruptcy in December 2025, and was acquired by Life Electric Vehicles in March 2026.)

About the only thing I really wish the Muxi had was a front suspension, or at least a seatpost suspension like the Aventon Abound LR. Otherwise, this is a uniquely designed bike that’s sure to bring a smile, both to you and those who see it.

I love my town — the people, the shops, the neighborhoods — with the exception of one thing: parking. If I need to zip into town to pick up some groceries or drop my kid off at her dance class, I’ll spend as much time looking for a parking spot as it took to drive there.

Over the last month, that equation has changed, as I’ve been using the Aventon Abound LR for all sorts of takes where I would have otherwise driven my car. And, it’s proven to be, at least for me, one of the best electric bikes for those who need an ebike with cargo capacity. I have a few minor gripes, but you’ll want to read the rest of my review to see if this ebike can cut down on your own car trips, as it has with mine.

Aventon Abound LR review: Price

The Aventon Abound LR costs $1,999 and is available in either sage or black. It’s large enough to carry two kids — though the second one would be pretty crammed.

At the time of this writing, Aventon was bundling the bike with the large rear panniers (normally $135) as well as a folding bike lock ($69).

Aventon sells a smaller version, the Abound SR, for $1,899, which is a bit more compact but can still fit one child comfortably on the back. It’s also available in some more fun colors, such as Cobalt Blue and Purple Haze.

The bike also has several anti-theft and tracking features that use 4G and GPS; they’re free for the first year you own the bike, but cost $20/year afterwards.

What I like

It's effortless to ride

Despite the bike’s bulk — especially when laden with my 7-year-old in the back — I was able to get up to speed quickly, even on hills, thanks to the combination of its 8-speed gearshift and throttle.

I rode the bike up some steep inclines using both the throttle and pedal-assist alone, and it never struggled. The bike’s 750W motor was quick to respond, and, as a nice touch, you can switch between it using either a cadence or a torque sensor. So, you can either have the motor respond the harder you pedal, or the faster you pedal.

The bike has a front fork suspension as well as a seat suspension, which made every ride extremely comfortable. Aventon says the bike will suit riders from 4’11” to 6’3”, and while my wife and I aren’t quite that tall or short, it fit our 5’2” and 6-foot frames just fine. (I had to extend the seat to its tallest setting, though).

The bike felt stable at speed, though I did have to remind my kid not to shift her weight around a lot while we were riding; I definitely noticed when she swung her legs or moved side to side.

Even when you’re not on the bike, it has a few helpful features. I especially like the Walk mode, which moves the bike along at about 1-2 MPH, and prevents it from rolling backwards. I use it all the time when I have to wheel the bike up my steep driveway, and then open my garage door; this mode lets me do everything one-handed.

Strong security and safety features

The Abound’s small but bright display doesn’t scream that this is a bike loaded with tech, but it’s got a few key features that I found really handy.

To the right of the display is a small five-button keypad, which lets you control most bike functions, such as the rear turn signals. The lights themselves are small, but it’s a good option to have, even though you should also use hand signals too for extra safety.

Security measures include a startup password as well as an anti-theft alarm; if someone tries to move the bike while it’s turned off, it will start emitting a loud beeping sound.

Built into the bike is 4G and GPS, so you can also track where the bike is at all times, and even create a geofence, so that it can’t be used outside of a certain area.

As I wrote in the pricing section, these are free the first year, but cost $20 a year afterwards. While you should always use one of the best bike locks, spending an extra $20 a year to ensure your $2,000 bike’s safety seems a reasonable investment.

Good battery life and range

Aventon says the bike’s battery is good for a range of around 60 miles. This all depends upon a variety of conditions, including your weight, what you’re carrying, and if you’re going up or down any hills.

I took the bike on a solo 12-mile ride, with the assist level set to Sport mode, and went up and down several hills, totaling a few hundred feet. At the end of the ride, I had used 30 percent of the battery. Extrapolating that out, I would get around 40 miles before I’d need to recharge.

What I don't like

Motor whines a little

I admit — I had a hard time finding fault with anything, so this is more of a nitpick. When you engage the electric motor, whether via pedaling or throttle, the bike makes a whining sound not unlike that of a manual transmission car in reverse. It’s not overly distracting, but it’s definitely noticeable. I wouldn’t say that this is cause for you to not buy the bike, though.

It could use even more accessories

This is also a bit of a gripe rather than a full-on complaint, but I want there to be even more accessories for the bike. I tested it with the rear Passenger’s Chair, and the biggest issue my daughter had is that she wished it had some sort of seatbelt, so she could “eat snacks while I was pedaling her to and from her activities.”

On my side of things, I would have liked more storage options. If you have the chair installed, there’s no way to add a rear basket or panniers, so the only way to carry additional cargo would be to add a front rack. I’ve been searching the web for anything that could work, so if you know of something, drop a note in the comments.

I did like that the company includes a small storage compartment right behind the crankshaft. It's great for stowing small things, such as a bike lock or bungee cords, and it even has a little combination lock of its own.

Bottom line

An electric bike isn’t cheap — with accessories, the Abound LR costs over $2,000 — but given the higher cost of gas these days, (as well as the warmer weather of the spring and summer), I can see myself using this bike far more often over the next few months.

Aside from parking and traffic woes, it’s just far more enjoyable to bike around town than it is to drive. My daughter and I notice things that we wouldn’t have otherwise if we were driving — like people’s lawn decorations, or herds of deer munching on hostas — and we have a much more fun time chatting. However, she said she preferred riding in front-loading cargo bikes, like the Urban Arrow Family, because when she looked straight forward, ”I’m not just looking at your back.”

Small quibbles aside, the Aventon Abound LR is a near-perfect bike if you have to carry around a little one, or need something that can eliminate a few extra car trips.

At CES 2026, I was able to get a sneak peek at Segway's newest ebike, the Muxi, and I was instantly intrigued by the design of this short-tail utility e-bike, which promises some of the carrying capacity of larger cargo e-bikes, but in a more compact package.

Three months later, and the Muxi is finally on sale for $1,699.99 at store.segway.com and at Segway e-bike dealers in the US. Here's a look at the new bike, what it offers, and how it could stack up to some of the best electric bikes we've tested at Tom's Guide.

What is it?

Segway markets the Muxi as a "short tail utility bike," meaning that it's designed to haul not just you around, but is adaptable enough for small grocery runs, and can even fit a passenger on the back.

Similar to Segway's other e-bikes, the Muxi has a step-through frame. The lower half of this midsection houses the bike's battery, while the upper half can be configured with a cup holder or storage compartment.

It rides on 20 x 3-inch tires, a similar size that's used on many cargo e-bikes, which puts the rider (and the center of gravity) a bit lower to the ground to aid in stability. The bike itself weighs 73 pounds — not exactly light, but in line with other bikes of its size — and can carry up to 418 pounds.

Power, battery, and range

The Muxi is powered by a rear 750W hub motor with a peak torque of 80nm; it also has a 48V / 716Wh battery that Segway says should be good for up to 80 miles of range. It's a Class 1 or 2 ebike (you can switch between the two using the Segway app), though it's single-speed, so you may be relying on the motor more if you've got some hills ahead of you.

Cargo capacity and accessories

Like other cargo e-bikes, the Muxi is designed to be outfitted with a variety of accessories, including a passenger kit ($199.99) that includes a seat, foot pegs and wheel guards. However, it's designed for kids (up to 120 pounds), so adults beware.

Other accessories include a front basket ($99) as well as a middle basket ($129, coming in May). Fenders ($79) cost extra, a bit of a bummer, but you do get a cupholder free of charge. The Muxi will also work with Segway’s Rearview Radar ($99), to better let you know if a car is coming up fast from behind.

Hopefully, Segway will offer other add-ons, like panniers, so that you can carry more stuff in the front and rear, like with other cargo bikes.

Safety features

Safety features on the bike will include things that Segway has had on its electric scooters, such as Apple FindMy and AirLock, which locks and unlocks the bike automatically based on your proximity, using your phone and a Bluetooth connection.

The company is also adding a Lost Mode, which will let you remotely disable the bike and battery if either is stolen. However, this feature, as well as AirLock and Segway GPS, will require a subscription after the first year of ownership.

The bike also features hydraulic disc brakes, a 600-lumen headlight, and a taillight, which use an intelligent lighting system that turn on automatically, and have high-and low-beam settings. Turn signals are also incorporated into the rear light.

Outlook

The Segway Muxi definitely has a design that stands out; while it's probably not as practical as a full-size electric cargo bike, it could appeal to those who are looking for a commuter-style bike with some extra capacity to haul small loads of groceries.

I can see the Muxi competing with bikes such as the Rad Power RadRunner, which was once one of our favorite ebikes until the company filed for bankruptcy.

Segway will need to come out with more accessories, and any passengers on the back are likely to be a bit cramped — but since it's limited to smaller people, they should have a smidge more room in the rear. I just wouldn't want to take them on extended rides.

We hope to test the Muxi soon to see how it performs, so stay tuned.

More from Tom's Guide

• I just tried Segway's new Myon e-bike at CES 2026 — and it might be the best yet for commuters
• I rode this electric bike 40 miles through every borough in New York City
• I spent three months testing this e-bike conversion kit — and it turned me into an actual cyclist

The benefits of e-bikes are undeniable, which is why there are so many offerings at so many price points. And with that explosion in popularity comes a complication: how do you choose the one that’s right for you, especially if price is a strong consideration? The temptation to buy one of the best budget electric bikes, especially if it’s your first time buying one, is strong. In many cases, a budget e-bike is a great investment at a low cost.

But it’s important to use caution when buying a budget e-bike. There are well-built e-bikes for a reasonably low price tag on the market, almost always from reputable brands. There are also not-so-great budget e-bike options that can ruin your ride or even pose a safety risk to you and your property.

It’s absolutely possible to buy a budget e-bike that will serve your needs well and provide years of fun. In order to choose one that’s safe, fun, and right for you, it’s vital that you first understand a few key considerations that will serve you well regardless of what type of e-bike you’re interested in buying.

E-bike batteries are not all created equal

An e-bike’s battery is arguably the most important component for several reasons, the most important of which is your safety. Budget e-bikes from reputable brands are still likely to have batteries from equally reputable manufacturers who ensure the batteries are properly built, stored, transported, sealed, and tested to certain standards.

Other budget e-bike brands might source batteries from the lowest bidder in an effort to keep their overall price low. This can be okay, but it also could lead to damage to the bike, short battery life or poor performance, or even in certain circumstances, fires.

Any budget e-bike worth buying will feature a battery from a reputable manufacturer. The bicycle brand will often list the battery manufacturer’s name, and/or a UL certification. That certification is an indication that the battery design has been tested to certain specifications that deem it safe and appropriate for e-bike use.

Tip: Look for batteries that are manufactured by brands you know; Samsung is a very popular one. You’ll often see the battery spec sheet list “Samsung cells” or something similar. If there’s a UL certification listed, that’s even better.

Motors

There are two basic types of e-bike motor: a rear hub motor and a mid-drive motor. The latter is situated within the frame, between the cranks to which your pedals are attached.

Just about all budget e-bikes will feature a hub motor. For starters, hub motors offer more power more quickly, since it can deliver that power directly to the wheel with no components in between. A mid-drive motor, conversely, creates power that needs to be transmitted through the drivetrain to the rear wheel. Power losses are inevitable along the way.

That said, hub motors place a lot of weight within the wheel. That ‘rotational weight’ has an effect on the bike’s handling. (Mid-drive motors are popular on mountain bikes precisely because the weight is low, and centered on the bike, which creates less of an adverse effect on handling).

Some budget e-bikes may also feature a front-hub motor. I’ve mostly seen these on some folding bikes, but they can appear on other designs. Be very careful with front hub motors. They have an outsized impact on the bike’s handling, since they are mounted within the front wheel, which in turn impacts your handlebar’s position and stability. If at all possible, err toward a rear hub motor or mid-drive motor.

Tip: Like the battery research you’ve already done, be sure to research the motor. Look for reputable motor brands like Bosch, Bafang, Shengyi, MXUS, and DAPU.

Design

If the budget e-bike you’re considering looks like a cheap bicycle with a battery and motor strapped to it, chances are that’s exactly what it is. Modern e-bikes feature frames and other components that are specifically designed to handle the added weight of batteries and motors, not to mention the additional forces placed upon the bicycle by the power assist. In other words, most quality e-bikes look like e-bikes rather than a normal bicycle with additional components bolted on.

That said, some budget e-bikes will skip high-end features like batteries integrated into the frame, in order to keep costs down. An externally-mounted battery doesn’t necessarily mean it’s a low-quality bike. But you will want to pay close attention to the brand, certification, and features like lockability of the battery, as mentioned in the section above.

Tip: Specifically look for weight capacity ratings when shopping for a budget e-bike. Remember that number will include not only you, but also any cargo you’ll regularly be carrying. The frame and other components should be built specifically to handle extra weight and stresses from the motor’s power.

Brand

If it wasn’t already apparent, your money is best spent by buying a budget e-bike from a reputable brand. That doesn’t mean smaller, newer brands don’t make quality budget e-bikes; it simply means you’ll need to pay closer attention to all the considerations mentioned here before putting your money on the line.

If you’re unsure if that budget e-bike from a smaller brand is a good investment, don’t be shy about reaching out to that company. Their responsiveness, and the clarity of that response, will tell you a lot about the care that does — or does not — go into creating their products.

Tip: “Reputable brand” does not necessarily mean “Big, well-known brand.” While the big players like Specialized and Trek offer entire lineups of reliable e-bikes, more budget-friendly options are available from solid e-bike brands like Ride1Up, Velotric, Lectric, and Propella.

Bottom line

As the popularity of e-bikes continues to grow, the market also continues to gain budget e-bike options. It has become easier and easier to find a budget e-bike that’s reliable, safe, and ideal for your needs.

In years past, finding one of the best e-bikes at a reasonable price presented specific challenges, notably around shoddy construction and unreliable batteries. Now, most brands have been able to lower prices on high-quality gear. A great bike at a great price can certainly be yours as long as you familiarize yourself with the most important aspects of buying a budget e-bike. Pay close attention to the battery, motor, design, and brand, and you should be able to find the perfect e-bike at a reasonable price for your needs.

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• Best electric bikes
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• I just spent a week with Brompton's latest folding bike — here's what I like and what I don’t

The best electric bikes make commuting easier and riding in general more fun for a vast array of riders. Of course, that means there are tons of e-bikes to choose from, each with different features, shapes, and sizes that may or may not make sense for your first e-bike purchase.

Fortunately, it’s easy to choose your first e-bike if you start with some basic decisions. Where will you be riding? How often? Over what type of terrain? And what will you be taking with you?

Those guiding questions will help you narrow your search. From there, you’ll need to know a few specifics about e-bikes in general that will give you a better sense of which e-bike will serve you most appropriately.

Here are seven things to know before you buy your first e-bike.

Class 1, 2, or 3

There are three classes of ebike, defined by the type of assist and max speed:

Class 1: Pedal assist only with a max assist speed of 20mph

Class 2: Pedal assist and throttle assist options with a max assist speed of 20mph

Class 3: Pedal assist (and sometimes throttle assist options) with a max assist speed of 28mph

You’ll need to decide what features you want your ebike to have before plunging cash on your first bike. Class 1 and 2 bikes are most common, with the major distinction being that class 2 ebikes have throttles. This comes in handy when you’re at a dead stop and want to get going quickly.

Class 3 ebikes are the fastest options you can get without getting something officially classified as a motorcycle. Most commuters won’t need this much speed, but if you’re going to be traveling long distances frequently and want an ebike that will get you through those miles fast, a class 3 ebike is your best bet.

Keep in mind, however, that many cities, towns, and trail networks have restrictions against class 3 ebikes, so it's important to know the local laws.

Hub drive or mid drive

Your ebike’s motor will either live in the rear wheel’s hub, or in the bottom bracket area of the bike frame. Commuter-style ebikes are most likely to feature a rear hub motor, while mountain bikes are most likely to feature a mid-drive motor.

Rear hub motors tend to be more powerful because they deliver power directly to the rear wheel. Mid-drive motors drive power through the drivetrain to the rear wheel, which means some power gets lost along the way.

Most commuter-style e-bikes feature rear hub motors to maximize the amount of power you get. The downside is that all the motor’s weight is built into the rear wheel. This rotational weight has an outsized effect on the bike’s handling. It can also make rear tire and tube changes a bigger headache.

Mountain bikes, road bikes, and other performance-oriented e-bikes generally use mid-drive motors. While these are less powerful than hub motors, they are built into the bottom bracket area of the bike’s frame, which places all that weight lower and more centered on the bike. This improves handling significantly.

Generally, you’re better served by a rear hub motor unless you’ll be mountain biking off-road or looking for a more performance-oriented ride on-road.

Throttle or no throttle?

Class 1 and Class 2 e-bikes feature the same top assist speed of 20mph. But class 2 bikes feature a throttle. While not necessary for all riders, a throttle is a handy addition, especially for commuters who will be hauling cargo regularly.

While you can certainly use the throttle to simply not pedal while you’re riding, the real advantage comes at stop lights and stop signs, or any other time you’re getting your bike going from a dead stop.

There’s often a slight lag time between when you apply pressure to the pedals and when the assist kicks in. A throttle solves this problem by kicking the assist in immediately to help you get going. When you’re loaded down with bags from the grocery store, or when you just want to get through the intersection quickly to avoid car traffic, a throttle becomes exceptionally handy.

Cadence or torque sensor

Pedal assist systems use either a cadence sensor or a torque sensor to tell the motor when it should kick in, and how much power to deliver. But each sensor delivers that message in different ways.

A cadence sensor measures how quickly you turn your pedals. The faster you turn, the more assist power you get. A torque sensor, on the other hand, measures how much pressure you’re applying to your pedals. The more power you apply, the more assist you get.

Which one’s better? That depends on your riding style and preferences. A cadence sensor is best if you want more assistance from the motor when the going gets tough. For example, when you approach a hill and you shift into your easiest gear, you’ll be ‘soft-pedaling’ but the assist level will kick up, making it easier for you to get up the hill.

A torque sensor offers a more natural assist feel, and it gives you assist power based on how hard you’re pedaling to complement your input. This gives you a closer approximation of a natural bike riding feel. In other words, it will feel like you’re pedaling the bike, but you’re just stronger and able to get the bike up to higher speeds faster. It’s ideal for performance-oriented riders like mountain bikers and road cyclists.

Some e-bikes now come equipped with both types of sensors, and they allow you to toggle between them to get the exact type of ride quality you’re looking for. It’s best to test-ride some bikes to figure out which type of sensor makes the most sense for you.

Battery, dual batteries, and certification

Your e-bike is powered by a battery that lives on or in the bike. Many of them are now integrated into the frame and they are removable for charging or storage. Understanding the battery is an important consideration before buying any e-bike.

For starters, you may need more than one battery. If you commute long distances daily, haul a lot of cargo, or find yourself riding over challenging terrain packed with steep hills, your battery will drain faster. It can also drain more quickly based on weather conditions, and what level of assist you use.

Almost all brands advertise a maximum range per charge. This is usually presented in miles, and it’s based often on the lowest assist setting. Take that number to mean the amount of miles you’ll get out of a full charge in the most ideal conditions for the battery.

If you find yourself in need of extra battery life, choose a bike with a second battery, or buy a second battery to keep on hand should you need it.

And finally, be sure to choose an e-bike with a battery made from a reputable manufacturer. Look for brands that indicate Samsung or Tesla cells. It’s also becoming more common for e-bikes to come with batteries that are UL certified. This means they have passed basic testing for safety and efficiency.

Cargo

Choose your e-bike based on whether you’ll be hauling cargo regularly, and how much. If you’re planning big grocery runs, you’ll need a bike with a lot of storage capacity. But if you’re just looking to haul your backpack to work, you won’t need as much accommodation.

Cargo bikes come in various shapes and sizes. For big loads, you’ll want to lean toward a frontloader cargo bike like Yuba’s Supercargo. This features a big cargo area in front of the rider, and it’s very low to the ground to increase overall stability. These types of cargo bikes are often made to carry passengers, too.

For smaller cargo loads, an e-bike with a more traditional frame design is likely sufficient, though you’ll want to make sure there’s ample room in front and rear racks or baskets. You’ll also need to keep in mind that these bikes place the weight higher on the bike, which raises the center of gravity. That means you’ll need to work a bit harder to control the bike.

Whichever type of cargo bike you buy, make sure it has a solid kickstand for stability while loading and unloading, and a step-through design to make it easy to mount and dismount the bike.

Weight and size

E-bikes are heavier than regular bikes, since they integrate batteries, motors, and other peripheral devices that help operate the system. You’ll need to consider the overall weight of the bike, especially if you will regularly mount the bike on a car rack or tote it upstairs in an apartment building.

Keep in mind, too, that added weight affects the handling of the bicycle. Big cargo bikes are super useful, but they take more work to control and there’s a bigger learning curve. Light e-bikes are easier to handle and more fun and exciting to ride, but they may lack additional features that make them functional for commuting.

Be sure to consider your specific use case and choose a size of bike that works for you. Riding a bike that’s too large or bulky can make riding a cumbersome exercise. And riding an e-bike that lacks the features you really need might leave you wishing you’d sprung for the bigger, more capable rig.

Try before you buy

Once you have determined where an e-bike slots into your life, and you learn a bit about the form and function of various types of e-bikes, the best bike for you should become apparent quickly. Local bike shops are of course a great resource for learning even more about the various types of e-bikes, and it’s always a good idea to test ride a few before you invest.

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The basic proposition of an e-bike is simple: a motor assists you by complementing your pedaling power. But those motors vary not only by design, but also by location and general purpose. Before you buy an e-bike, it helps to know what the different types of motors are — and being honest about how much e-assistance you really need for your riding style and purposes.

Here’s a basic rundown of the different types of e-bike classes, motors, and drive systems that will dictate how fast you can go. Once you understand the technical aspects of these systems, and you determine what type of riding you’ll do most often, the amount of e-assistance you need will become clear, and will make buying one of the best electric bikes a lot easier.

E-bike classes

Before you decide which e-bike motor and e-assistance level you need for your new bike, it’s important to understand the three classes of e-bike.

Class 1 e-bikes offer a maximum assist speed of 20mph, and they include pedal assist features only.

Class 2 e-bikes offer a maximum assist speed of 20mph too, but they include both a pedal assist option and a throttle. You can use the throttle to activate the motor without pedaling.

Class 3 e-bikes offer a maximum assist speed of 28mph, and they include pedal assist, with the option for a throttle. Most Class 3 e-bikes do come with throttles. Keep in mind that many regions have tight restrictions on Class 3 e-bikes.

You should also know that some e-bikes can be adjusted between class 1, 2, and 3 by changing settings within the computer that controls the motor. If you’re after pure speed, a class 3 e-bike may serve you well, but you’ll want to check into any regional regulations that may limit the usefulness of your e-bike.

What style of riding you’ll do most often

That, of course, begs the question of whether you really need that ‘pure speed.’ For most riders, class 1 or class 2 e-bikes offer more than sufficient speed and power. Class 3 e-bikes do have very strong use cases too, but they come with a bigger learning curve and are often overkill for most riders.

Let’s start at the top: Class 3 e-bikes are great if you cover very long distances on your rides and want to shorten your time on the bike. They’re also wonderful if you need to keep up with automobile traffic. Performance road riders will also appreciate a class 3 e-bike if they want to keep up with the fast group ride or do a big day on the bike over long miles.

Just remember that 28mph is quite a lot of speed for a bicycle, and the learning curve here is quite high. With that much speed, you’ll want to work on your bicycle handling skills quite a lot and ensure you understand what that type of speed feels like in an emergency situation — say, under hard emergency braking.

Class 2 and Class 1 e-bikes offer the same max speed (20 mph), so the decision here is whether or not you want a throttle. If you’re after simplicity and the terrain on which you’ll be commuting is fairly flat or otherwise not challenging, a class 1 e-bike is sufficient. It’s also best for beginners.

A Class 2 e-bike is ideal for commuters, especially within cities or other areas with lots of stop lights or stop signs. The throttle helps you get started from a dead stop more easily, which is super handy when you’re at a stop light with traffic behind you. It’s also great if you have a medium to long commute and just need a break from pedaling. This is the most appropriate e-bike class for the vast majority of riders.

Hub motors versus mid-drive motors

Let’s get a bit more granular about speed now. E-bike motors deliver those various levels of speed, and there are different designs that deliver power in certain ways that may impact your ride.

There are two general types of e-bike motor types: a hub motor and a mid-drive motor.

A hub motor is built into the bike’s rear wheel (or less often, into the front wheel), while a mid-drive motor is integrated into the bicycle frame, at the bottom bracket shell between the cranks. Hub motors tend to deliver more power more quickly. Power generated from hub motors transfers directly to the wheel.

A mid-drive motor’s produced power must travel through the drivetrain to the rear wheel. Losses along the way are natural. However, mountain bikers and road cyclists, as well as other performance cyclists, usually choose the less powerful mid-drive motor. That’s because the mid-drive motor’s weight is concentrated low and centered on the bicycle, which improves handling. It’s also not ‘rotational’ weight like a hub drive motor. Rotational weight has an outsized impact on handling too.

So generally speaking, a hub drive motor will deliver more power, but it comes with performance drawbacks. If you’re sticking to commuting on-road, a hub drive motor is best for you. If responsive handling matters more to your riding style, like mountain bikers and road cyclists, a mid drive motor will serve you better, despite the lower power production.

Hub motors: direct drive versus geared

If you want to get even more particular about speed, efficiency, and ride quality when it comes to your hub motor, you can choose between direct drive hub motors and geared hub motors.

Geared hub motors, unsurprisingly, have gears within the hub shell that help drive the power to your bike. These planetary gears spin at a faster rate than the wheel, essentially multiplying the amount of power produced. But the really cool benefit is drag-free coasting. When the bike coasts, an internal clutch system can disengage the gears completely, so you coast with no resistance.

A direct drive motor uses a magnet and stator system, eliminating gears altogether. When the motor is engaged, the stator gets ‘charged’, causing the magnets to spin. That produces the forward propulsion. It’s a much simpler system, but it comes with a drawback: those magnets create drag, even when the stator is not energized. So you’re fighting that drag even if you’re not using the assist features.

But direct drive motors come with an advantage borne from that very magnetic disadvantage:

Regenerative braking is possible due to the drag produced by the spinning magnets. The bike essentially slows down automatically, which helps control your speed and may even extend the life of your brake pads. It feels like the brakes are lightly “on” while you’re riding. And, they'll provide a bit of charge back to your bike's battery, extending your range by a little.

Of course, if you don’t want that kind of drag and prefer to maintain your top speed, the geared motor will be most appropriate for you. The geared drive system will also improve overall battery life, which may be a concern for you if you’re riding long distances.

How much speed do you really need?

For the vast majority of riders, a class 1 or class 2 e-bike with a max assist speed of 20mph will be more than sufficient. The use cases for a class 3 e-bike with 28mph max speed are fewer. If you’re traveling long distances and want to shorten your commuting time, a class 3 e-bike may be the best choice. Just be sure to check local regulations to ensure you can use your bike legally along your route.

Once you’ve determined how and where you’ll be riding most often, the choice between hub motors and mid-drive motors becomes clear. While mid-drive motors don’t produce quite as much power quite as quickly, their placement within the frame — low and centered — vastly improves handling. Mountain bikers and performance road bikers will want to choose a mid-drive motor.

Commuters, a hub drive motor is likely your best bet for quick and stout power assist. They offer a reasonable top speed, and the addition of a throttle on class 2 e-bikes makes them especially appropriate for e-bike riders spending lots of time stopping and going, stopping and going.

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If its newest ride is any indication, Segway could soon be known for its electric bikes as much as its scooters. At CES 2026, I had a chance to test ride the Segway Myon, a new e-bike tailored for commuters and city riders, and was impressed with its performance, features, and price.

Here's a quick rundown of all that the Segway Myon offers, and how it handled on an indoor test track in Las Vegas. It could definitely be in the running as one of the best electric bikes, but we'll have to test it more to find out.

Segway Myon: the tl;dr

• Starting price: $1,999
• Motor: 500 Watt rear hub (750 peak)
• Ebike class: 2 (3 outside of California)
• Battery: 722 Ah (range of up to 80 miles)
• Tires: 27.5 X 1.95
• Weight: 73 pounds
• Max payload: 300 pounds

Last year, Segway introduced its first two ebikes, the Xyber and the Xafari, which were aimed at more of an outdoorsy and adventure-seeking set. The Myon, by contrast, is a bit more sedate in its specs, but should have a wider appeal for those who want an everyday ebike.

That's not to say the Myon is without its amenities. It features a 500-Watt rear hub motor (750W peak) with a max torque of 85 nm, which should be more than powerful enough to get you up most hills.

Segway also outfitted the Myon with an electronic shifter, which was really smooth in my test ride. I simply thumbed a small switch on the right handlebar to shift up or down. Right below this is a small rocker switch that lets you adjust the level of pedal assistance.

Below that is a thumb lever for the Myon's throttle. When I pressed down on that, the bike accelerated smoothly and quickly, and before I knew it, I was rocketing around the track at 20 MPH.

Over on the left handlebar are controls for the turn signals in the handlebars, as well as a button to navigate the center display, and another for the electronic horn. (The bike also has an old-school bell, giving you a belt-and-suspenders approach.)

Similar to the company's electric scooters, the Myon comes with Apple FindMy, as well as remote locking, and GPS and a Lost Mode (where you can remotely track the bike) if you sign up for a subscription.

Loads of accessories

Similar to Rad Power, Segway is planning to offer a host of accessories for the Myon, including a rear rack with radar; when attached, lights on the handlebars will light up if the bike senses that a car is approaching you from the rear too fast.

Other accessories include a dropper post, a top tube for increased rigidity, as well as front- and rear-mounted baskets.

Initial impressions

I've ridden my share of ebikes, and Segway's newest model feels very well-rounded. At $1,999, the Myon is not the cheapest nor the most expensive, but given the features it offers, such as the electronic shifters, and security features, it seems a reasonable price.

I'll have to wait until there's warmer weather to give the Segway Myon a full rundown. But, from my initial impressions, it was very comfortable to ride, its controls were well within thumb's reach, it shifted easily and it responded quickly to my inputs and pedaling.

The Myon is currently for sale, though unlike Segway's scooters which you can buy online, the Myon has to be purchased through a local bike dealer, which you can find at Segway's site.

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In the world of the best electric bikes (e-bikes), Rad Power Bikes was one of the most dominant brands in the U.S. market. Times have changed, and now the company has been forced to file Chapter 11 bankruptcy protection in the U.S. Bankruptcy Court for the Eastern District of Washington.

Rad Power Bikes is looking to sell, but it could have a tough road finding a buyer with the debt it's carrying and the recent struggles it has faced. As of this writing, Bicycle Retailer says the company has assets of around $32.1 million and estimated liabilities at $72.8 million, a substantially negative net worth for another firm to purchase. Its inventory of e-bikes, spare parts, and accessories is listed at $14.2 million.

The firm has seen large investment rounds totalling $329 million, with large sums coming from Fidelity, Morgan Stanley and T. Rowe Price. Obviously, that money is gone based on the data in the bankruptcy filing.

So what happened to Rad Power Bikes to take it from one of the top e-bike makers to where it is now? A myriad of factors worked against the company, some of its own doing, some from outside. Much of the popularity happened during the COVID bike boom period, which has long since ended.

Supply chain disruptions and safety recalls (including a recent recall the company couldn't afford for its older e-bike batteries, which had been designated a fire risk by the U.S. Consumer Product Safety Commission and caused 31 fires, including 12 reports of property damage totaling $734,500) on e-bike models didn't help matters.

Finally, several rounds of layoffs and executive turnover certainly put a stick in the spokes.

Another factor that we dug up while reading through the limited amount of public information is that the company's largest creditor is U.S. Customs & Border Protection for unpaid tariffs.

Could the U.S. tariff push have backfired, potentially killing off a U.S. company that was importing goods to make its products? Or is that what the tariffs were meant to do: force companies to source their parts domestically?

The company isn't out of business yet. It could find a buyer, and it will continue to restructure its debt under government supervision. It has also said that it will keep selling bikes and work with customers and vendors as it moves forward with the process.

In a statement to The Verge, a Rad Power Bikes Spokesperson said, "We are not giving up,” spokesperson Kelsey Wolf said in a statement. “We remain deeply committed to our customers and community, and we are focused on doing everything we can to strengthen the future of the Rad brand. We are grateful for the continued support of our riders, vendors, and retail partners as we work through this moment and toward what comes next.”

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Brompton has announced its "lightest ever" folding electric bike, which weighs in at 11.2kg (25lbs) without the battery and 14.1kg (31lbs) with it. While the price for this featherweight freighter will raise eyebrows (more on that below), anyone looking for the best folding electric bike will always do well to consider Brompton.

The range of the new Electric T Line ebike is up to 90km (56 miles) on a single charge, and thanks to Brompton's unique folding mechanism, the entire bike packs down to a size akin to a large suitcase.

“The new Brompton Electric range is our answer to the evolving way we live and move. We’ve kept everything people love about Brompton — the portability, the engineering, the joy of the ride — and added the intelligence and lightness to make it easier, smarter, and even more fun," explained Will Carleysmith, Chief Design & Engineering Officer at Brompton.

"The Electric T Line in particular is a huge leap forward. It shows that it is possible to have an exceptionally light e-bike, which can stand up to the rigours of daily use, with the power of a smart system."

The ebike is built around Brompton's proprietary e-Motiq system, comprising a custom-built rear hub motor, torque sensor and detachable 345Wh battery. The battery, rather than being integrated into the frame, is housed on the front of the bike in a dedicated cover. Brompton says the e-Motiq system was first trialled on last year's G Line Electric and, after positive feedback, the company is also integrating it into the Electric C Line and Electric P Line models.

City slickers

Unlike the more rugged G Line gravel bike, the Electric T Line is made with urban environments in mind and, as such, there are a couple of useful features thrown in. The first is called Start Assist Mode and it gives riders an initial boost of power to help get the momentum going. This could be particularly useful at traffic junctions or steep hills when it often takes some pedalling to get up to a decent speed.

The second feature, Walk Assist Mode, engages the motor at 6 km/h / 3.7mph to make it easier to push the bike along whilst on foot.

The Electric T Line features a handlebar control that lets you control your lights and level of electric assistance. It also integrates ride data and, Brompton says, will begin to learn your ride habits during the first 100km (62 miles) in the saddle. After this, the bike will adapt to its rider and display updated battery and range information after every six kilometers (three-and-a-half miles).

More from Tom's Guide

• The best folding electric bikes
• Brompton Electric C Line Explore review
• I just spent a week with Brompton's latest folding bike — here's what I like and what I don’t

Segway launched its first ebike, the Segway Xafari, earlier this year, and while it's generally received good reviews, it's a little disappointing that this otherwise good-looking ebike only comes in one color, when many of the best electric bikes are offered in a variety of finishes.

Well, no longer: Segway is announcing that the Xafari will soon be available in crimson red, which is sure to stand out whether you're commuting to work or tooling around town.

“When choosing a new colorway, we wanted to make sure this bike looks as good as it performs, and the new Crimson Red Xafari lets riders make a bold statement every time they hit the road or trail,” said Nick Howe, head of e-bikes for Segway in a press statement. “It’s vibrant, confident and completely in line with the adventurous spirit that defines this bike. We designed Xafari to stand out — now it does that more than ever.”

The red Xafari will be available in August for around the same price as the current Xafari, which is currently marked down to $1,999 from $2,399 at Segway.com. The red Xafari will have all the same specs as the current model.

We took a test ride of the Xafari and the Segway Xyber, at CES 2025 this past year. Both bikes were a lot of fun to ride, even if the latter was really stretching the definition of "e-bike."

The Xafari has a 750W motor and a 936Wh battery, which the company says is good for up to 88 miles of range. It rides on 26 x 3.0 inch tires with front and rear suspension, hydraulic disc brakes, and supports payloads of up to 352 pounds. However, that translates to a bike that checks in at 92 pounds, so you better make sure that you don't run out of charge far from home.

Other features include electronic locking as well as Apple FindMy, and has five levels of power assist up to 20 MPH. It has daytime running lights, and USB-C and A ports, so you can charge your phone while riding. Its throttle also relies on sensors to increase the motor's output if it detects you're going uphill.

If you've been waiting to pull the trigger on Segway's ebike, you might want to wait a few more weeks to get your hands on the new, red model.

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The electric bike manufacturer VIVI has issued a recall of over 24,000 e-bikes after reports that the battery can overheat and cause a fire.

The urgent notice applies to all the brand's bikes sold between December 2020 and November 2023 at nationwide retailers like Amazon, Walmart, eBay, Sears, Wayfair and AliExpress.

Fortunately, there's nothing wrong with the bike itself, just battery, so the recall notice only applies to the battery and charger. If your bike is one of the models affected, you can call VIVI at 800-375-6103 or visit VIVI's recall page to request your free new battery.

You don't have to ship back your faulty battery either, but it's important you don't throw this lithium-ion battery into the trash (as it may set fire), so find your nearest battery disposal or recycling site and drop it off there.

Some states or municipalities offer their own battery recycling services, but Walmart also partners with MRM to recycle used electronics, and you can drop the batteries to the store (but check before you go, as not all stores offer this).

You can also use MRM's Recycle Now location finder to spot your local drop off point.

Which models are effected?

These are the VIVI e-bikes with faulty batteries, but you also need to check the specific battery model number (which can be found on the recall notice).

• C26
• MT20
• Z3
• M026SH
• H6
• H7
• MT26H
• 26LGB
• M026TGB
• MT26G
• FM20
• F20
• S3
• Z1
• Z2

Why do e-bikes keep catching fire?

You've probably seen variations on reports like this before, with e-bike or other devices with large batteries catching fire or overheating. Although we've tested many of the best electric bikes, we haven't taken a ride on VIVI's, so I won't comment on the quality of the brand's bikes, or what could have led to these urgent battery issues.

But, this is commonly more of an issue with cheaper bikes. To keep costs down, the battery and other electronic components may not be tested to the same safety standards, or they don't have an effective Battery Management System (BMS) that prevents the battery overheating during charging.

But that doesn't mean you always need to avoid budget-friendly brands. There are cheaper e-bikes out there that are worth your money and are generally more dependable.

If you're in the market for an e-bike that won't break the bank (and hopefully won't start a fire), we've tested a load of the best budget electric bikes, which are a good place to start.

Before you dive in and pick a new bike though, it's important to keep these e-bike safety tips in mind, like looking at the battery standard and making sure you store the bike securely.

Plus, you're more likely to get prompt customer support if you choose a U.S. brand or a bike made in the U.S.A. This will also hopefully help keep the cost down, as Trump's tariffs are going to hit e-bikes hard, especially those on the cheaper end which are usually manufactured abroad.

More from Tom's Guide

• 7 reasons why I’m finally an electric bike believer
• I cycled around London on this folding electric bike — and now I'm a convert
• I took the Segway Xyber ebike for a test ride, and I’ve never had so much fun

Just last fall, I ditched my electric scooter for the JackRabbit OG2 micro ebike, which I found to be super fun to get around in New York City traffic. Now the company has just released yet another new model, the JackRabbit OG2 Pro, with a more powerful electric motor, longer battery life, and other subtle design changes — all while remaining lightweight.

I’ve been riding the JackRabbit OG2 Pro for a month now to see how long it lasts on a single charge and how speedy it is. Naturally, it doesn’t disappoint as a commuter bike, especially if you’re looking to travel as light as possible.

That’s because there are increasingly more restrictions on ebikes on trains and other public transportation. But thanks to its compact and lightweight design, it’s able to remain under the radar.

However, the biggest question is if these new changes are enough to justify the OG2 Pro’s higher $1,649.99 cost as being one of the best electric bikes around.

JackRabbit OG2 Pro review: Specifications

JackRabbit OG2 Pro review: Price and availability

Trying to make a compact ebike without introducing a lot of weight is challenging, but that’s the exact recipe that JackRabbit goes after with its micro ebikes — but it does come at a price. With the JackRabbit OG2 Pro, you’re looking at a $1,649.99 price tag that makes it more expensive than your traditional ebike.

Obviously, it’s a bigger investment than the regular JackRabbit OG2, which at $1,249 is $400 less than the OG2 Pro. I know it’s a stretch to buy an ebike at this cost, but the same merits exist with the OG2 Pro. Mainly, you’re paying for an ebike that’s easier to carry up stairs and stow away without taking much room.

In addition to ordering JackRabbit OG2 Pro through JackRabbit’s site, you can find it from other local dealers if you prefer checking it out before buying. This time, though, you only get two color options to choose from: black and orange. I ended up getting the one in orange because it’s much more visible on the roads, I think, than the black one.

JackRabbit OG2 Pro review: Design

The JackRabbit OG2 Pro doesn’t stray far from what made the standard OG2 so memorable, but there are a few changes. First of all, its weight increases to 30 pounds due to the stronger 500W electric motor and RangeBuster battery it’s carrying. I notice the weight difference carrying it upstairs and such, but it’s still much easier than other ebikes that are easily closer to the 50-pound range.

Another change is the handlebars, which swap the minuscule handlebars of the OG2 for midrise handlebars that feel much sturdier. I like how they feel much more grippy and angled in such a way that I can sit more upright on the bike.

Apart from that, it’s basically sporting the same, adorable design as the OG2 with its Monocoque 6061-T6 aluminum alloy frame, 20-inch street tires, XL forged metal foot pegs, rear disc caliper brakes with 160 mm rotor, and 7-inch adjustable seat. It certainly feels much more comfortable to bike because of how the handlebars are positioned, so I’m not hunching over as much as I did with the OG2.

The JackRabbit OG2 Pro’s controls are again positioned on the right handlebar, with three different level settings to choose from. I suggest putting it into high to get the most power and acceleration, but if you’re conscious about preserving battery, low would be best.

However, I really would’ve loved to see a regenerative brake and electronic horn introduced with this model — but you’re only getting the same handbrake and dinky bike bell.

I know pedal-less ebikes aren't for everyone, but I don’t mind as much because I prefer an electric motor doing all the pedaling for me — I’m just here for the ride. Although it means that I need to be more cognizant about its battery, because the last thing I need is to scoot my way home.

JackRabbit OG2 Pro review: Performance

Similar to that first ride with the OG2 last fall, the OG2 Pro doesn’t disappoint in this area. There’s a ton of power behind its 500W electric motor, so much so that it flies from a complete stop, making it a much more thrilling ride through New York City traffic.

It really flies, so much so that I was initially taken by surprise with my first few rides. Steering the OG2 Pro also feels better, as the redesigned handlebars are raised higher and allow me to sit upright with a better posture, even when I’m carrying a backpack.

Braking feels more or less the same, but it definitely takes slightly longer to come to a complete stop than other ebikes I’ve tested that use a combination of a handle brake and regenerative braking.

If there’s one thing I wish it could do, it's to push past its 20 mph top speed because a motor this powerful can’t be held back. Don’t get me wrong, it takes inclines well, but a pro model such as this deserves a faster top speed, although its faster acceleration is helpful.

JackRabbit OG2 Pro review: Battery life and range

Right off the bat, the OG2 Pro offers more than double the battery life and range of the OG2. However, this is due to it having a RangeBuster 360Wh battery instead of the standard 151.2Wh battery that comes with the OG2. As a result, this larger battery does contribute to the OG2 Pro’s increased weight.

Range is less of a problem thanks to the RangeBuster battery, allowing me to go a full week of commuting to work with no need to recharge. I still like that the battery is swappable for the standard one if I want to shave off a bit of weight, but the RangeBuster battery means more time riding and less time charging, since it’s rated for 24+ miles of range.

My commute from the subway station to my office is about 1.5 miles, and after a week of doing this, I still had plenty of juice left for the weekend. The included charger lets me charge the battery outside of the bike, which is nice when I’m forced to lock it up inside and don’t want to risk someone snatching it.

JackRabbit OG2 Pro review: Verdict

Now, the question I’m often asking myself after testing the JackRabbit OG2 Pro is if the upgrades are all worth it. At $1,649.99, you’re paying an extra $400 over the OG2 to have a stronger electric motor, more than double the range, and handlebars that have more substance to them.

All of this contributes to an additional 5 pounds of weight over the OG2. If you don’t want to worry much about range, it’s worth it because buying a RangeBuster battery alone costs $400.

You’re paying a premium for the JackRabbit OG2 Pro, but it’s not often you get an ebike that’s obnoxiously compact and lightweight as this, without sacrificing on power and range.

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“The JackRabbit XG Pro is made for pros. Don’t say we didn’t warn you.” That’s the first line on the product page — and yeah, they mean it. Like other JackRabbit micro e-bikes, the XG Pro looks like a beefy BMX with chunkier tires. But with its 750W motor, short wheelbase, and sub-40 lb frame, you’re looking at a ride that’ll either make you grin like a maniac, land on your butt, or, in my case, both.

Let’s just say they weren’t kidding about the warning — this thing is a wheelie monster.

JackRabbit XG Pro review: Specifications

JackRabbit XG Pro review: What I Like

Compact, but clever design

It ships mostly assembled — just expect to fumble a bit with the front and rear lights, which are oddly finicky to install. But once set up, you really start to appreciate how compact this thing is.

At just 37 pounds, this is one of the lightest 750W e-bikes around. The 90-degree fold-flat handlebar is a huge win — it let me roll it under my dining table or tuck it neatly by the wall without clogging up the hallway. Between the short wheelbase and folding pegs, it’s super apartment-friendly.

Visually, it hides its “E” roots well. The dual 360Wh batteries sit on top of the frame like they’re straight out of a Mad Max gas rig. They look more like ammo cans or fuel packs than batteries, and paired with the Army Green paint on mine, it gives the whole thing a rugged, military vibe. Minimal branding, too—thankfully.

Small bike, big power

You wouldn’t think a bike this size could be this punchy. But pop it into the highest power mode and prepare for whiplash — no joke, it will lift the front wheel if you’re not leaning in.

The first few takeoffs caught me completely off guard. I’d hit the throttle at a red light and suddenly find myself standing while the bike tried to bolt off with my hands just barely keeping it from rolling off without me. It’s fun, no doubt, but it demands respect. I eventually got the hang of feathering the throttle from a stop, but even then, it’s easy to get caught off balance if you’re not careful.

But that same power is what makes this thing so capable. It crushed steep hills — think 30–40° grades — without breaking a sweat. I was able to accelerate up hills and maintain 15+ mph while climbing. That’s rare, even for bigger e-bikes. Although I’d be lying if I said I wasn’t leaning way forward like a cartoon character to avoid tipping backward.

The base top speed is 20 mph, which it hits effortlessly with my 5’10”, 160 lb frame. But Off-Road Mode takes it to 24 mph… once you sign a waiver, confirm you’re 18+, and pinky-promise not to use it illegally. No, seriously, you need to do that. JackRabbit is covering every legal base here — and I don’t blame them.

As for off-roading? The knobby 2.8 × 20-inch tires help a lot with grip and smoothing out bumps from roots, gravel, or curbs. But with zero suspension, you’ll be standing on those pegs for sure.

A huge range upgrade

Earlier JackRabbit bikes leaned hard into portability but had limited range and power. The XG Pro changes that. The dual RangeBuster batteries bring a massive bump in capacity — 720Wh total, which is 2.5x the capacity of its standard airline-friendly packs (which yes, you’ll need to buy separately if you want to fly with this).

The batteries are no longer integrated into the frame like on previous models, and weight goes up by about 5 lbs over the original XG. But for a lot of people, that’s a tradeoff they’re willing to take.

JackRabbit claims up to 48 miles of range, which is solid for a bike this size. But let’s be real: if you’re goosing the throttle and riding like a hooligan (which is half the fun), that number will drop. Still, it’s a massive step up from earlier models and competes with or even beats many full-size e-bikes in this weight class.

JackRabbit XG Pro review: What I Don't Like

No pedals at all

This might look like a bike, but there’s no way to pedal it. Instead, it uses folding foot pegs, which do help keep things compact — but that’s a major limitation you need to keep in mind.

Even throttle-heavy e-bikes usually include pedals as a backup. The XG Pro? Nope. If you run out of battery, you’re walking it home or calling an Uber.

That’s a big deal for me. I’ve been caught out more than once with a dead battery, and being able to pedal — even sluggishly — makes a huge difference. It’s also nice to have the option to pedal for range extension or, dare I say, exercise. Something I’m told bikes are traditionally used for.

So while it’s fine for short commutes or being a hooligan, this wouldn’t replace a true commuter e-bike for me. Something like the Urtopia Carbon 1 Fold (which I reviewed earlier this year) is much better if you want compact and practical — plus it’s even lighter at 29 lbs, though its range is reduced to 40 miles.

Cables aren’t integrated

Many e-bikes — especially higher-end ones — now route their cables internally for a cleaner look and better protection from the elements. The XG Pro doesn’t do this, at least not for its front and rear lights. That might make them easier to service or replace, but it also means the wires and ports are left more exposed — something I’ve been keeping a close eye on.

Hopefully it won’t become an issue long-term, but I’ve already run into one annoyance: a few times while moving the bike around, I accidentally unplugged the front light. For something that leans so heavily into rugged minimalism, this felt like an oddly clunky oversight.

Brakes can’t keep up

The XG Pro uses 180mm mechanical disc brakes front and rear, but in my tests, they felt mushy. At lower speeds, they’re fine. But once you’re over 15 mph and need to stop quickly, the brakes feel spongy and don’t inspire much confidence — especially on steep downhill runs.

Coming down the same hill I mentioned earlier, I had to seriously dial back my speed because I just didn’t trust the brakes to stop me in time or not throw me over the handlebars. Not ideal when drivers treat stop signs like suggestions.

For a bike that emphasizes performance and off-road fun, it’s disappointing. Hydraulic brakes would’ve made a huge difference — and at this price point, that’s a corner I wish they hadn’t cut.

JackRabbit XG Pro review: Bottom Line

The XG Pro is fast, compact, and an absolute blast to ride — but it’s also expensive, impractical, and kind of ridiculous in the best way.

Looking for a serious commuter or a do-it-all e-bike? This isn’t it. But if you want something that can pop wheelies at will, squeeze under a desk, and still hit 20 (or 24 mph, if you’re feeling brave) with zero effort? There’s really nothing else quite like it.

Just don’t say we didn’t warn you.

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As we coasted down the 59th Street Bridge, my daughter let out a huge "wheee!" as we picked up speed, the East River hundreds of feet below us. Looking up, I saw the yellow girders of the bridge, while to the left, a Roosevelt Island tram passed by, its passengers waving.

But how did we get here in the first place? While electric bikes are all over New York, I wanted to see how well one of the best electric bikes would handle the city streets.

I borrowed an Urban Arrow Family bike — an electric cargo bike we reviewed a few years ago — from Propel Bikes in Brooklyn, and set off with some 30,000 other riders on the annual 5 Boro Bike Tour that would take us on a 40-mile ride from lower Manhattan up through the Bronx, Queens, Brooklyn, and then finally over the Verrazano Bridge into Staten Island.

The bike was surprisingly stable — but I still had to be careful

The Urban Arrow Family weighs 110 pounds and measures nine feet from front to back, so it's a pretty hefty ride. That being said, it was very stable for its size. On level terrain, I could push it around with ease, and while riding, I never felt unsafe.

That said, I did have to take some extra precautions. I had to take turns carefully, and I also had to be a lot more conscious about all the other riders around me.

You can't make any sudden movements, and you also really need to keep two hands on the handlebars. Since the bulk of the bike's weight is in front, it's much harder to control than a traditional bike if you're not using both hands.

While it wasn't difficult, it did take a bit more runway to get the bike going from a stop. I had to make sure there was a clear opening, lest I run into someone — or they me.

I didn't need to use the pedal assist as much as I thought

Considering the Urban Arrow Family weighs 110 pounds on its own, I was pretty sure that I would need to use its pedal assist a lot during the whole ride. However, I found that I could keep it on Eco mode — its lowest setting — or even turn it off for big sections of the ride, such as when traveling on level pavement.

In addition to the pedal assist, the bike also comes with a shifter, so you're not stuck with a single gear. It's a non-indexed shifter, so you simply twist the grip in your right hand until you find a gear that'c comfortable.

That knowledge really allowed me to conserve the battery, as I knew I'd probably need it later on in the ride, when my legs started to tire.

It held up to the weather

The weather forecast the entire day threatened rain, but fortunately, it held off — right until the very end, when it started pouring just as we were about to get on the Verrazano Bridge entrance ramp.

We can prepared with rain gear and ponchos, but the bike itself was going to get a bit wet, and I was going to have to pedal it on some rain-slicked roads.

The rain stopped after we were in the finish area, and I was pleasantly surprised to see that both my seat and the seat in the cargo area dried off quickly on their own.

The bottom of the cargo area also dried quickly, as its floor has a lot of dime-sized holes to let water drain quickly.

The bike's battery held up

The Urban Arrow uses the Bosch Cargo Line motor and 545W battery which has an estimated range of around 31 miles, but you can add a second battery to double it.

When I started off, the Urban Arrow Family's battery had a 90-percent charge; throughout the first three-quarters of the event, I had the pedal assist level set to Eco mode — or even turned off — but bumped it up to Tour or Auto mode when going up hills.

The last quarter of the tour, I used Tour and Auto mode more often, as I was getting tired, and it's a really long climb to the top of the Verrazano Bridge.

At the end of the Tour, I had 27 percent battery remaining. The range will vary based on what you're carrying and the level of assist you're using, but it looks like the company's estimates were pretty accurate.

We got a lot of compliments

I figured that most people who sign up for a 40-mile bike ride would be fairly literate on the many types of bikes out there, but I was surprised at just how many comments and questions I received on the ride.

To be fair, front-loading cargo bikes are still pretty rare — I only saw a couple others on the entire route.

Many were interested to know how it handled, and still more asked if they could switch seats with my kid, who was just soaking up all the attention.

Final thoughts

While I'm not out of shape, I'm not exactly in peak physical condition, so I was a little concerned if my body would hold up to hauling a 100-pound bike and a small child 40-odd miles through the city.

Apart from a bit of soreness in my shoulders and general tiredness — I didn't get the best night's sleep — I felt remarkably fine afterwards. The ebike's pedal assist made it easy to traverse all the hills and bridges I went over throughout the city of New York, so it felt more like a leisurely Sunday ride rather than the Tour de France.

Now, I get that electric cargo bikes aren't practical for a lot of people — they're large and they're expensive, so you need to have both means and space to own one — but they're certainly a fun way to get around, for both you and your kid.

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Brompton bikes are a common sight on the streets of London. If anything, they're a source of national pride. I've been cycling around the U.K. capital for well over a decade and these distinctive folding bicycles are everywhere.

The bikes are manufactured in west London and ridden here because space is at a premium. Anyone who's had a chance to ride the London Underground will know what I'm talking about. Bromptons offer a patented folding mechanism whereby the back wheel swings down and underneath the frame as opposed to alongside like conventional bikes.

It turns the entire thing into a package about the size of a suitcase, letting you stow it on a train, in the trunk/boot of your car or even under your desk once you get to the office.

This design has remained largely unchanged since the 1970s, relying on tweaks and refinements to the formula over time. For example, the brand has leaned into the electric bike age with an electric P Line model my colleague Jane McGuire used a couple of years ago as well as the Brompton Electric C Line Explore.

Despite never having owned a Brompton before, I was lucky enough to secure a loan sample of the company's latest creation: the Brompton G Line. It makes some pretty sweeping changes to the established design as the company's first attempt at a gravel bike.

The model I was using was the manual model but there's an electric version too. And if you're shopping for an e-bike then check out the best electric bikes here, as well as the best budget electric bikes and the best bike helmets.

Turns out my first experience with a Brompton felt ideally suited to the way cycling fits into my life. But at the same time, I'll acknowledge up front it's a divisive bike that won't be the best option for everyone.

And, because it's a Brompton, it's expensive. You're looking at $3,300 from Brompton USA and £2,399 here in Jolly Old England. So with that caveat stated up front, let's get on with what I liked and what I didn't.

Brompton G Line: what I liked 

Resilient and sturdy

Brompton has put its design on steroids for the G Line to make sure it can handle those gravel tracks that are its raison d'être. As the company's first proper gravel bike, the standard 16-inch wheels have been boosted to 20-inch and equipped with tubeless gravel tires.

The handlebars, pedals and steel frame are all bigger and the result is a ride that's stable and accomplished when you're cruising through the city streets. You don't feel like you're going to topple when you hit potholes or cobbles (yes, a section of my commute has cobbles) and the all-too-common sight of broken glass on the side of the street isn't going to shred your tires.

I always imagined that cycling a Brompton would leave me feeling rather vulnerable — as if a particularly strong gust of wind would have me sprawled in the gutter. It's not the case with the G Line at all. I'm also not generally a fan of an upright riding position but I do appreciate the ergonomic grips on the ends of the handlebars.

The bike is agile while staying firm underneath you. You can accelerate away from the lights and navigate through traffic with a certain degree of confidence. Gear transmission is smooth and seamless and, in my case, I rarely needed all eight as I only have one particularly nasty hill to deal with.

Space-saving practicality

Look, I know the whole thing about Bromptons is that they're folding bikes and therefore very practical when it comes to storage. But I've had other folding bikes in my time and none have been able to shrink down as compact as this one.

The classic example is the train carriage, but I was able to stick this bike under my desk at the office and in a corner of my overstuffed garage and not worry about it taking up yet more space.

When folded, the dimension are just 28.3" / 72cm in depth, 26.2" / 67cm in height and 16" / 41cm in width. Anyone living in smaller accommodation — like a one bedroom city apartment — will undoubtedly appreciate it.

But here's the rub — and I'll expand on this at the close of this article — by bulking the G Line up for rugged rural adventures, Brompton has made it less of a commuter staple because it's larger and heavier than the company's other models.

In my particular case, it works okay because I'm only using it to commute a few times a week for city cycling. I also have more storage space than a one bedroom apartment.

So the shortcomings here don't affect me as greatly and I can just marvel at how much more portable it is than my regular bike.

The brakes are on point

I got my first bike with disc brakes over a decade ago and, after years of cycling with V-brakes, it was a total game-changer. So much so that any bike I consider buying these days had better be using disc brakes or have a damn good reason why not. Not only are they easier to maintain with better durability, but the stopping power is unquestionably better.

The G Line is Brompton's first bicycle to arrive with a disc brake system that's present on both the manual and the electric version. It means you can stop on a dime with this bike and that's something that comes in super handy whether you have to deal with a stray pedestrian stepping out in front of you, a car braking hard or a rough patch of ground on an off-road trial.

It's understandable why Brompton hasn't used disc brakes up to this point — they do make the bike heavier and wider and create a trade-off with the practicality of a fold-up bike. Perhaps because I'm not a seasoned Brompton cyclist I'm willing to make this trade though as the precision you get from a good disc brake system is a big plus in my book.

Brompton G Line: what I didn't like

Large and heavy for a commuter bike

With the caveats I expressed in the last couple of points, this probably won't come as a surprise to you. I think the changes Brompton has implemented to make the G Line a more capable off-road bike than any of its other models have made it by necessity a less capable commuter vehicle. The model I tested weighs in at 14.8kg (32.6lbs) with the roller rack and mudguards fitted and that's still pretty heavy. If you opt for the vanilla G Line, it's a slightly less 13.9kg (30.6lbs).

Anyone familiar with Brompton bikes will know the regular C Line (also with a steel body) tips the scales at 12kg (26.4lbs) and is a smaller overall package when folded. At £1,599 in the U.K. and $2,000 in the U.S., it's a darn sight cheaper, too.

That weight may not seem like much, but if you're routinely carrying your bike up and down stairs (to swap train platforms or get up to your office floor) you'll definitely be aware of each extra kilogram. Likewise, even when folded it's still a large item to try and squeeze into an elevator cab or under a desk. I know, I tried.

And just as there are better commuter bikes made by Brompton, there are better dedicated gravel bikes made by other companies that, for seasoned cyclists, will offer a far better performance.

So the Brompton G Line's biggest strength is also its biggest weakness. By trying to be both a commuter vehicle and a gravel bike, you have to overlook the fact it's not be the very best choice in either category. To bring it back to what I mentioned at the beginning of this article; that works for me but it might not work for everyone.

Bottom line

I am not a died-in-the-wool cyclist in the sense I enter competitions and hang out on cycling subreddits in my spare time. But I am someone that uses a bike for commuting a couple times a week and loves heading out for a weekend ride in the tracks surrounding my town every once in a while.

Seasoned cyclists will probably have a dedicated bike for commuting, a dedicated bike for off-roading and maybe a dedicated bike for road cycling. I just want one bike that does a little bit of everything. That, for me, is the Brompton G Line.

If I was forcing my way through a train-based commute five days a week, I wouldn't buy this bike. If I was heading out every weekend in all kinds of weather to rip up the country trails, I wouldn't buy this bike. But since my cycling needs are a hybrid of the two, I find the Brompton G Line fits the niche almost perfectly. And it helps the "Adventure Orange" finish just looks incredible, too.

More from Tom's Guide

• I commuted with this folding e-bike for a month — here’s the pros and cons
• Best budget electric bikes in 2025
• I spent a month cycling with the Canyon Grand Canyon ON: 9 e-bike — here’s my verdict

I just bought a van. Yep, I’m a van-lifer now, which is why bikes like Velotric’s Fold 1 Plus suddenly appeal to me a whole lot more.

They fold up to fit in the back of the van, and when unfolded, they offer an easy method to get around town or camp without moving the van.

There are many folding bikes like this out there, so Velotric is entering a crowded market with the Fold 1 Plus. But they already have lots of experience, built on the Fold 1 model that precedes the Fold 1 Plus.

And largely, Velotric has done an exemplary job building a super-useful, fun, fast and convenient bike equally at home among the van-life community and daily city commuters. Here's why I rate it as potentially one of the best electric bikes on the market right now.

Velotric Fold 1 Plus folding ebike review: Price and availability

The Fold 1 Plus costs $1,499 and is available for purchase from April 10, 2025. More details will be available after that date.

Velotric Fold 1 Plus folding ebike review: Design and features

Velotric touts several differences between the Fold 1 Plus and its competition. High on that list is commitment to safety, with UL certifications and waterproofing that ensure the highest standards of safety and durability for riders.

As such, the battery is IPX7 waterproof-rated, and the entire bike is IPX6 rated. That means the Fold 1 Plus can handle nasty weather and exposure to moisture without risking damage to the battery and electrical components. Whip out the pressure sprayer to wash off the Fold 1 Plus; it’s designed to withstand it.

The Fold 1 Plus is also UL2271 and UL2849 certified. That means the bike meets safety standards outlined by the Underwriters Laboratory (UL), a global science safety company that develops standards for a wide range of products.

UL2271 certifies that the Fold 1 Plus meets battery standards, and UL2849 meets the standards for electrical systems, including fire safety certification. Not all ebikes have these certifications, and Velotric is wise to tout them.

All that is packed into a deep step-thru frame that makes it easy to mount and dismount, regardless of rider height. The handlebars are also adjustable, as is the seatpost. Up front, Velotric includes a 60mm suspension fork for bump absorption, which complements the compliance of the 20x3-inch tires.

Other integrations include front and rear lights, a rear rack that can carry up to 120 pounds, and a USB-C phone charger port. Notably, the rear light includes turn signals that you can operate from the control buttons mounted on the handlebars. The rear light also indicates when you’re braking.

Another cool feature I haven’t yet seen on competitor bikes is the integration of Apple’s Find My. That means you can pair the Fold 1 Plus to your iPhone’s Find My app, and it will track where your bike is at any given time.

Adding to the nifty features I haven’t seen with competitors, Velotric has included what it calls SensorSwap Technology, which allows you to switch between torque and cadence modes.

In other words, the motor assist will respond to the amount of power you’re pushing into the pedals when you’re in torque mode, whereas in cadence mode, the motor will change the amount of assist based on your pedaling cadence.

It’s the best of both worlds, allowing you to truly tailor how you ride this bike.

Out of the box, the Fold 1 Plus is set up to max out its assist at 20mph. You can change this setting to a max of 28mph. There’s also a walk mode, which gives you a low-speed assist when walking the bike. If you don’t want to pedal while riding, there’s a trigger-style throttle mounted on the handlebar.

With all that speed, Velotric wisely specs hydraulic disc brakes to slow you down when needed. The company also says the Fold 1 Plus is built for rugged terrain — presumably that means riding off-road — so strong, modulated stopping power matters here.

The Fold 1 Plus lives up to its name by folding down for storage. There are a few release levers located throughout the bike, notably at the bottom of the frame and handlebars. Releasing these levers allows you to fold down the handlebars and fold the bike in half for storage in the back of the van, RV, or closet.

The rear hub motor mates with a 48V battery to provide the assist power, and you’ll get all the current settings displayed clearly on the full-color screen mounted to your handlebars.

Velotric Fold 1 Plus folding ebike review: Battery life

The battery mounts on the seat tube, just inboard from the rear wheel. It’s a 48V, 13Ah battery with an IPX7 waterproof rating. It’s also UL2271-certified. It’s removable, making it easier to charge, though you can also just leave it on the bike while charging.

Velotric says you can expect a 68-mile maximum range while using the pedal-assist settings, and a 45-mile maximum range if you’re using just the throttle. Of course, you can always pedal the bike with the motor completely off, too.

I rode the Fold 1 Plus for about eight miles on my first ride. I mostly used the highest assist setting, with the max assist speed set at 20mph. I was heavy on the throttle, too.

By the end of that ride, I had used one bar out of five of battery life. Presumably, that would put me at an average range of about 40 miles. That’s certainly less than the maximum advertised range of 68 miles, but that’s a maximum, not an average. I can envision getting the full 68 miles or close to it using lower assist levels and less throttle.

Velotric Fold 1 Plus folding ebike review: performance

The bike rides more confidently than I had expected from a small-wheeled folding bike. The 3-inch-wide tires help with that, of course. Run those at a lower tire pressure and you’ll get heaps of grip, not to mention comfort, as the rubber will end up eating up a lot of road vibration and bump impact.

In my mind, the front suspension is largely superfluous. It offers 60mm of additional suspension, which is nice on bigger hits like potholes, but because the tires are so wide, the front suspension probably isn’t necessary. It would be easy enough to get rid of it without sacrificing the ride quality, and you’d ditch some weight (and cost).

The bike rides wonderfully, even with the assist turned completely off. I scraped the pedals going around corners a few times because they’re set fairly low, which is, in turn, because the step-thru design dips low to help shorter riders mount and dismount easily. It’s a fair trade-off.

The motor is very powerful. In the highest assist setting, I could start from a dead stop on a steep hill with no problem, either pedaling in an easy gear or simply using the throttle exclusively. Riding up sustained hills was a breeze, too.

The highest assist setting often felt like overkill. In most situations, the level-2 assist (out of five levels) was more than enough for comfortably riding around town on rolling terrain. If you’re doing long stretches of riding, you may want to bump up to the 28mph max, in which case the top assist level will get you up to speed more quickly.

The Fold 1 Plus has a slightly pedal-forward design, which means you’re pedaling in front of your hips rather than over them. That’s common on cruiser bikes, and less common on more performance-oriented bikes.

Is that good or bad? It comes down to preference, but generally, you’ll get less pedaling power from your pedal stroke this way. Of course, with all that assist power, you probably won’t need it anyway.

I mostly kept the bike set to the torque sensor setting. This is best for folks who want to push the pedals and feel they’re doing some of the work. If you prefer to exercise, this is the setting you should stick with.

The cadence setting works wonderfully too, and this is the best setting for riders who want the assist to kick in when they need it most, rather than when they’re pushing the pedals the hardest. If you’re new to riding ebikes, I’d go with the cadence sensor position.

In keeping with that style choice, the big, wide seat is also quite comfortable and ideal for an upright riding position. While this bike may be able to handle “rugged” use as Velotric contends, it’s really at home on the pavement, in the hands of riders who want a comfortable, upright riding position while commuting. I wouldn’t mountain bike on this thing, but it would be fine on tame dirt roads.

Folding the bike is pretty simple, and Velotric includes a hook-and-loop strap to help keep it closed when folded. That makes things a lot easier when hoisting it up into the back of the van.

But, at 63 pounds, it’s not exactly light, and pretty cumbersome lifting it even in the folded position. That tends to be the case with just about any of these folding, fat-tired ebikes, so Velotric isn’t better or worse than the competition here.

Velotric Fold 1 Plus folding ebike review: Accessories

Velotric’s website offers a ton of accessories across its range of bicycles. As of writing this, the Fold 1 Plus has not yet been added to the website, so we’ll have to wait and see what accessories are specific to this bike. In the meantime, there are plenty of non-specific accessories to choose from, like phone mounts, baskets, pumps, bags, bells and more.

Velotric Fold 1 Plus folding ebike review: Competition

One of my favorite folding ebikes that ticks most of the boxes that the Fold 1 Plus does is the Ride1Up Portola. It’s $500 less expensive than the Fold 1 Plus and offers a similar ride quality, form factor and powerful assist.

The Portola doesn’t offer the ability to change between the torque and cadence sensor. Nor does it offer nifty features like the Apple Find My integration. While both are excellent bikes, the Fold 1 Plus justifies the extra money with those features.

But if those features don’t matter to you, the Portola offers much of the same benefits at a lower price.

Velotric Fold 1 Plus folding ebike review: Verdict

The Fold 1 Plus integrates features I haven’t seen in other bikes in this category, like Apple’s Find My and the ability to change between torque and cadence sensors. As such, it’s a versatile bike beyond just its ability to fold up and toss in the back of the van.

More importantly, it’s fun to ride and quite comfortable. It feels stoutly built, and Velotric has done the hard and unglamorous work of getting it UL-certified. That’s a huge benefit, even if it’s not something you’ll feel while riding.

So, among folding ebikes, the Fold 1 Plus ranks among the best. If you’re after a versatile folding bike you can store in the back of the van or RV, or if you just want to get across town quickly, you’ll do very well with the Fold 1 Plus.

When it comes to "Dutch style" e-bikes with a step-thru frame design, fenders, and other touches that make them comfortable and useful for daily commuting, there are plenty of offerings on the market.

But Vvolt’s Centauri II stands out among this crowded category for its Autoshift system, which changes gears automatically to ensure you’re always pedaling at a solid cadence and have plenty of power to tackle the hills.

It’s a fun and easy option for those riders who just want to pedal and not think about anything else. The Centauri II provides one of the easiest hop-on-and-ride builds out there, in fact, and on top of that, it’s a comfortable bike on which to zip around town. It’s pricey, though, and while you get a lot for the money, it’s a big investment if you’re just looking for a casual commuter.

Overall, the Centauri II is easily one of the best electric bikes with few drawbacks. Just about any commuter in need of simplicity, function, and fun will enjoy riding this bike.

Vvolt Centauri II review: price and availability

The Vvolt Centauri II retails for $3,299 at Vvolt's online store. You get free shipping anywhere in the continental US, and free returns within 14 days of purchase. Plus, you get a three-year warranty and a complementary pre-delivery tune-up.

You can also find the Centauri II at local Vvolt dealers. Vvolt offers a $100 discount if you pick up your bike from a local dealer.

Vvolt Centauri II review: design

The Centauri II features a mid-drive motor with 120Nm torque, 350W of power, and 650W peak power. Mid-drive motors are generally not as powerful as hub motors, but they’re located low and center on the bike, which usually leads to better handling characteristics.

It comes in three sizes (S/M, M/L, and L/XL) as well as two different color options. All sizes feature a step-thru design to make it easy to get on and off. And the Centauri II features a Monoshock up front, with 30mm of travel to take the edge off road chatter and bumps.

The Autoshift system shifts at approximately 12 mph and 20mph, automatically giving you the ideal amount of pedaling resistance for speed and easy use. The autoshift system is adjustable and serviceable. It’s complemented by a Gates belt drive system that eliminates a metal chain. This requires far less maintenance, and it’s also much quieter than a chain drive system.

When it’s time to slow down, the Centauri II uses Shimano hydraulic disc brakes for consistent stopping power in all conditions. And if you’ll be riding in less than ideal weather, the Centauri II conveniently includes front and rear fenders, as well as front and rear lights. The lighting system offers 360-degree visibility.

There are four assist levels: Eco, Tour, Sport, and Turbo. The assist cuts out at 28mph, making this a class 3 ebike. You can use the Boost button in any of the modes; this gives you four seconds of Turbo so you can accelerate from a stop quickly.

The controls for the assist live on the handlebar, and they’re easy to reach even while riding. You can see relevant information like current speed and battery level, as well as assist level, on the full-color Ananda D16 display mounted on the handlebars.

Vvolt Centauri II review: performance

The Centauri II immediately shows off its comfort features when you start pedaling. The front suspension system takes the edge off jarring hits and even road vibrations, and while the rear is a bit stiffer, it still flexes enough vertically enough to make most cracks and potholes seem very bearable.

I usually don’t like suspension implementations on bikes like these, but this one works fairly well. It’s perhaps on the stiff side — it’s basically just a spring that relies on friction for damping control — but that beats squishy soft any day. It offers just the right amount of movement to keep away the ugliest impacts while maintaining tight handling characteristics.

The autoshift works seamlessly and quietly. You’ll notice your pedaling cadence drop slightly when the shifts happen, but it feels natural. And you won’t notice downshifts to easier gears at all. I really enjoyed the autoshift system, even if I did occasionally find myself looking for a shift lever out of habit.

The assist levels are all very useful, even the lowest setting. The highest assist setting gets you up to full speed very quickly on flat surfaces, and it’s easy to maintain that speed with little thought. No shifting, no adjustments, just pedal.

There doesn’t seem to be any power compromise with the mid-drive motor. Generally, hub motors tend to be more powerful, but Vvolt’s mid-drive system kicks in quickly and lends plenty of assist power. As a bonus, the low, central placement makes the handling characteristics of the bike much more natural and easy to manage.

I even got the bike started on a steep hill from a dead stop, albeit with some real pushing on the pedals. This was my only real grievance with the Centauri II: I wanted the 4-second boost to kick in quickly enough that I could use it to get started on a hill, but it doesn’t function that way.

Instead, you hold down the button mounted on the right side of the handlebar for about a second to get the boost to engage. When you’re already pedaling, this works just fine, but if you’re at a dead stop, it’s not super useful.

I think the Centauri II would be better served by a throttle instead of the boost button. With a throttle, you can engage the assist without having to pedal. That makes it much easier to get started on hills.

Aside from that, there was almost nothing to complain about in terms of the Centauri II’s performance. It ticks all the boxes: ease of use, comfort, speed and quality.

Vvolt Centauri II review: battery life

The 490Wh/ 13.6Ah battery is fully removable from the frame. According to Vvolt, you should get a 60-mile range out of a full charge. This is, of course, dependent upon the conditions in which you’re riding, and the terrain you’re rolling over.

I got about 37 miles out of my first charge, when I mostly used the Turbo assist level, which uses more power. I also ran the front and rear lights every time I rode. And I tested the bike during winter in Colorado, cold temperatures could have had an effect on the battery life.

While Vvolt does not note on its website any specific brand for the battery, the company does indicate that the battery is UL2849 compliant and UL2271 tested for safety and quality.

Vvolt Centauri II review: accessories

There are plenty of accessories on Vvolt’s website to complement the Centauri II. Most notably, the Aluminum Rear Rack ($55) is an ideal add-on so you can carry cargo while you’re commuting.

If you want to extend your range capabilities, you can purchase the Ranger 490Wh battery for $399. Beyond that, Vvolt offers a wide range of non-specific accessories like panniers, water bottle cages and locks.

Should you buy the Vvolt Centauri II?

The Centauri II is an excellent commuter bike. It’s comfortable, fast, fun to ride, and most importantly, easy to operate. The autoshift system works wonderfully, and the belt drive is super quiet.

My only nitpick about the Centauri II is the boost button. It’s useful in certain situations, but not in one key situation: getting started from a dead stop. I think the Centauri II would be better served by a throttle here.

It’s an expensive bike for commuting, but it also offers features that are difficult to find anywhere else. If you want a bike that does almost all the work for you — except the actual pedaling — the Centauri II is right up your alley.

And the combination of Dutch-style, step-thru design, mid-drive motor and autoshift system mean there are few direct competitors too. But if you needed another option, Gazelle’s Avignon C380 looks similar, has a mid-drive motor and shift-smoothing system — although you need to do the gear-shifts yourself.

Heybike make affordable, reliable electric bikes, and we're especially fond of their foldable models. The company makes some of the best folding electric bikes, so it was with great excitement that I gave the Heybike Horizon a spin.

Heybike’s Horizon aims to become yet another comfortable workhorse commuter. And with front and rear suspension on top of fat tires, the Horizon delivers comfort in heaps.

It’s fun to ride, easy to fold and unfold, and feels generally solidly built. But the Horizon runs into some reliability issues in its electronics that keep it from earning top marks. Here's what I found after riding the Heybike Horizon.

Heybike Horizon review: price and availability

The Heybike Horizon costs $1,999 and is available for purchase now on Heybike’s website. It comes with a two-year warranty, and a 30-day free trial.

Heybike offers financing through Klarna at checkout if you’d like to break up your purchase into payments. And the company also covers optional accident protection for an additional charge, ranging from $90 to $189.

Heybike Horizon review: design

Heybike’s Horizon is a full-suspension folding bike, which is a bit of a unicorn in the folding bike space. That means there’s shocks in both the front and the rear of the bike to give you as plush a ride as possible.

Complementing the plushness from the suspension are 24 x 4 inch tires. When run at a lower pressure, these tires should add even more compliance to the bike for added comfort on rough roads. They also add lots of traction for loose terrain.

The frame features a low step-through design to make it easy to mount and dismount. Both the seat and the handlebars adjust up and down to accommodate riders of various sizes, too.

Heybike says the Horizon is intended for users between 5'5" and 6'3". Heybike includes fenders front and rear, as well as lights front and rear. The Horizon also comes stock with a rear rack.

The rear hub-based motor will get you rolling up to 28 miles per hour with assist. It’s paired with a removable 692 watt-hour lithium-ion battery. And there’s a throttle that kicks the assist in, even if you’re not pedaling.

Heybike includes a 7-speed Shimano drivetrain to make it easy to get started from a stop, or to really put the power down, even with the assist turned off. Given its maximum top speed, Heybike wisely includes hydraulic disc brakes for consistent and strong stopping power.

There is an app that works with the Horizon as well. Here you’ll find easy ways to adjust the assist level speed, among other options to tailor your ride. Finally, Heybike offers the Horizon in four different colors.

Heybike Horizon review: performance

I rode the Horizon for ten miles on my first ride. The terrain here on the front range of Colorado is rolling, with a few nice leg-buster climbs thrown in if you want them. I even got it dirty on some gravel paths locally.

It was exceptionally comfortable and smooths out just about any bumps you can throw at it. Of course, with front and rear suspension, that should come as no surprise.

But it’s important to note that a lot of that compliance actually comes from the wide tires, which can run a lower tire pressure and eliminate a lot of smaller bumps.

So while the suspension works well and contributes to the super smooth ride, I’m not sure it’s entirely necessary. It adds complexity and weight, and very likely some cost.

Sure, eliminating the front and rear suspension would rob you of some compliance, but having ridden bikes with tires this wide before, the ride would still be plenty smooth for most riders.

That said, I really did enjoy the ride quality as built, and the overall build quality of the Horizon seems very stout. It’s easy to fold and unfold, too. Just flip a few levers, collapse the seat post and the handlebars, and flip up the pedals.

This bike is a bit too burly to really get super compact, though, so if you’re thinking of stowing this in an apartment closet, it might not be ideal. It would be more appropriate to stow the folded Horizon in the corner of a garage.

I ran into some issues with the motor assist on the Horizon. It took between two and eight full pedal strokes for the assist to engage. That’s a lot of pedal strokes, and it makes it difficult to get the bike going in certain situations.

I also usually rely on the throttle to get going in a hurry. The Horizon has a throttle, but I also ran into reliability issues here.

The throttle seemed to want to engage when I depressed it about halfway down, but it would cut out if I pushed it down all the way. Then, other times, it would engage perfectly when I depressed it all the way. My guess is there’s some sort of loose wiring or a connection problem here.

When the assist does finally engage, it’s powerful. You can get going up to 28mph in a hurry, with both the throttle and the pedal assist. Starting on steep hills from a dead stop would be no problem at all, assuming the throttle worked properly.

And while the bike feels solidly made, I did notice some creaking in the junction where the bike folds at the bottom bracket area. That indicates some movement in the joint. It did not affect the ride at all, but the creak did get annoying.

Heybike Horizon review: battery life

I similarly ran into issues with the battery reading on the head’s up display. On my first ride, I purposely rode heavily on the throttle, and pedaling at the highest assist setting, to see how much battery I could drain.

After 10 miles, I have no idea how much battery I used. At some points the battery display showed that I had drained almost two thirds of the battery’s power in ten miles.

But then the battery level indicator would shoot back up to a full-charge status. I'd say that it’s clear, indicated by all the bugginess I experienced, that there are some electrical issues at play with my edition of the Horizon.

Should you buy the Heybike Horizon?

The Horizon is one of the most comfortable fat tire folding bikes I’ve tested. With both front and rear suspension, on top of wide tires, you’re unlikely to find any road conditions the Horizon can’t handle.

It’s no mountain bike, so you won’t want to get on trails that are too gnarly, but the Horizon can handle just about any commuting conditions. The Horizon falters in its electronics. Eight pedal strokes before the assist kicks in is simply too much of a delay.

And the throttle and battery life indicator were both buggy and unreliable. This bike needs some refining, but if all the electronic issues are taken care of, the Heybike Horizon would rise to the top of the heap of fat tire folding bikes.

But other bikes that offer many of the same features as the Horizon, minus the rear suspension, include the Lectric XP 3.0, Aventon Sinch.2 and RadPower RadExpand 5. The Horizon sets itself apart with the rear suspension, of course.

And it’s that rear suspension that really makes the Horizon stand out for its exceptional comfort. If you’re after the smoothest ride possible, the Horizon beats them all.

While its primarily known for its electric scooters, Segway officially introduced its first two ebikes at CES, the Segway Xyber and the Segway Xafari.

The Xyber and the Xafari will go on sale later this year, which start at $2,999 and $2,399, respectively. I had the opportunity to take the Xyber for a test ride at CES 2025, and although it may not technically (or legally) be road legal in the U.S., it was supremely fun to ride. I was having so much fun, I was tempted to ride it off down the strip. Could it be one of the best electric bikes? Quite possibly, though it's stretching the definition of the term.

Segway Xyber design

While the Xyber is technically an ebike complete with pedals and a chain, it looks and feels much more like an offroad dirtbike. It has thick, knobby tires and full suspension that made riding over bumps and up and down inclines feel like nothing.

In the middle of the frame sit the Xyber's battery packs; you'll be able to purchase the bike with either one or two packs, but in order to attain its max range of 112 miles, you'll need both, which ups its price to a hefty $3,800.

There's a thumb wheel on the left handlebar that lets you scroll up and down to change the amount of pedal assistance, and pushing the wheel left or right activates the respective turn signals.

In the middle of the handlebars is a smallish, but bright display, while the left handlebar has another selector knob to switch between riding modes (Walk, Eco, Sport, Race.). Also on the right is the twist-grip throttle, while handbrake levers are on both sides.

Completing the "Xyber" theme is a large X-shaped running light in the front and a smallish red "X"-shaped taillight in the rear. I wish it were bigger, but it does complete the look.

Segway Xyber specs

Segway Xyber: the ride

My test ride on the Xyber took me around a closed course in a parking lot not too far from the convention center; it included a rumble strip of fake cobblestones, a curvy course marked by cones, and two ramps of differing inclines.

I started off with the Xyber in Eco mode to get a feel for its handling, then tried it on Sport mode. Its acceleration was smooth and it felt incredibly agile as I turned through corners. I didn't have enough room to really hammer the throttle — it can go from 0 to 20 MPH in 2.7 seconds — but from my time with it, I don't doubt its capabilities.

I really liked its cornering abilities, and its dual hydraulic brakes were able to stop the bike quickly — no mean feat, given its base weight of 138 pounds.

I also briefly tried pedaling the bike, but who are we kidding? You're going to want to use this thing like a motorcycle.

Because its top speed is 35 MPH, the Xyber is too fast to comply with U.S. motor vehicle laws, but the company is going to release a road-legal version whose top speed will max out at 20 MPH; you can also limit the top speed of the ebike in the Segway app.

Other smart features in the Xyber include Apple FindMy and AirLock, which will automatically lock the bike electronically when you (and you phone) walk out of range, and will unlock the bike once you approach it.

You can get a lot of the best ebikes for less than the Xyber's starting price of $2,999 — not to mention its upper-tier price of $3,799 with both batteries. However, it's fairly competitive when compared with other moped-style electric bikes, such as the Ride1Up Revv1 ($2,295) and the Super73-R ($3,995).

It's definitely going to feel a lot tamer at its max legal road speed of 20 miles per hour, but it should still be a lot of fun to ride. I hope to give it a more thorough test later this year, so stay tuned.

More from Tom's Guide

• Best electric scooters
• Segway eMoped C80 review
• Best cheap electric bikes

Ride1Up’s Roadster V3 follows in the footsteps of its predecessor, the Roadster V2, pretty closely. Yet key differences set it apart, including its torque sensor and the addition of a 10-speed drivetrain option.

Overall, the Ride1Up Roadster V3 is more versatile, powerful, and more fun to ride than the Roadster V2, which we've also reviewed, and it’s a top choice for a fast and sleek commuter bike that can handle light dirt roads as well as it can handle pavement.

Picking up a 5-star review definitely puts this e-bike in contention for one of the best electric bikes around, so here are my thoughts during testing.

Ride1Up Roadster V3 review: specifications

Ride1Up Roadster V3 review: price and availability

The Roadster V3 costs $1,295 and is available for purchase now on Ride1Up’s website. Shipping is free and Ride1Up offers 30-day returns. The bike comes with a one-year warranty. Ride1Up also offers financing through Affirm at checkout.

There are two versions of the Roadster V3 available: the single-speed belt-drive version and the 10-speed chain-driven versions cost the same, and both are available in low-step, medium, or large frame sizes.

Ride1Up Roadster V3 review: design

Like its predecessor, the Roadster V2, the Ride1Up Roadster V3 features a sleek and minimalist design for commuters looking to get to work or play fast. It rolls on 700 x 45c tires, which bridge the gap between speed and stability. The bike comes standard with fenders and front and rear lights and weighs under 40 pounds.

Complementing the already sleek design is the integrated stem and bright Velofox OLED display. The battery is integrated cleanly into the downtube of the frame, and it’s removable. Notably, Ride1Up says the battery has double gas vents that help lower fire danger.

The Roadster V3 comes in two configurations: a single-speed belt drive system or a 10-speed version with a Shimano Deore drivetrain. Both bikes come stock with Tektro hydraulic disc brakes for consistent braking in all conditions.

The hub motor is mounted in the rear wheel and works with a Samsung battery. All told you’ll get 50Nm of torque from the motor and an advertised range of 20 to 40 miles per charge.

The assist kicks in based on the Intui-Drive Torque sensor, which delivers smooth and responsive power based on your pedaling input. You can set the Roadster V3 operational as a class 1 to 3 bike, and depending on which mode you choose, you can get assist speeds up to 28mph.

Ride1Up Roadster V3 review: performance

The Roadster V3 shares a lot of its ride quality DNA with the previous version, the V2. Solid, sharp handling makes it feel fast and responsive, and ultimately very fun to ride. This feels like a performance bike dressed up as a commuter.

The motor assist makes it even more capable. The motor is very powerful and fast in turbo mode, and you’ll reach the maximum assist speed quickly. But the ramp-up in power feels natural too, thanks largely to the torque sensor that implements the assist based on your pedaling input.

The 700c wheels offer an easy ramp-up to speed, but the 45mm tires also give you plenty of stability on pavement and mellow dirt roads. That makes the Roadster V3 an ideal choice for city commuters, or those who find themselves on easy dirt roads on the way to the coffee shop.

Shimano’s 10-speed Deore drivetrain works well and gives you a wide range of gears to help you get up the steps. The Roadster V3 is easy to start up from a dead stop on hills, though you’ll still want to shift into easier gears to make the process quicker.

The Roadster V3 also looks great. The simple lines and clean colors make it an attractive ride and give it a high-end appearance despite the affordable price compared with some competitors.

Ride1Up Roadster V3 review: Battery life

The 500Ah battery is removable. It’s integrated cleanly into the downtube of the frame, and at a glance, you’d be hard-pressed to see it at all. The Roadster V3 looks (and feels) like a non-motorized bike until you start pedaling with assist turned on.

However, the battery seemed to drain quicker than I expected throughout the first few rides. After five miles of riding, using the highest assist level, the battery had gone down to 80%.

That’s still in keeping with the lower range of the advertised battery life of 20 miles, though. Using lower assist levels would probably conserve more battery and give a longer range.

Ride1Up Roadster V3 review: competition

The Roadster V3 has a few close competitors, though few are as stripped down and simple as the V3.

The Propella 9S Pro V2 comes at a similar price, though slightly more expensive, and includes fenders. It’s a simple bike as well, with a 9-speed drivetrain and a torque sensor. But it's set up for class 1 operation only, so it won’t reach the maximum speeds that the Roadster V3 is capable of.

Aventon‘s Soltera.2 also hits a similar price but is slightly cheaper, and features a simple design. It’s not nearly as sleek and fun to ride as the Roadster V3, and it feels underpowered in comparison. If you're looking to save some money, this could be an option.

Should you buy the Ride1Up Roadster V3?

The Roadster V3 is a fun and fast commuter bike that looks an awful lot like a non-motorized bike. It’s sleek and practical for commuters looking for a simple bike that handles well and is versatile enough for pavement riding and light dirt roads.

It’s not ideal if you’re carrying a lot of cargo daily, though Ride1Up does sell accessories like a rear rack and panniers should you need some storage space.

Overall, Ride1Up has created an excellent commuter bike with a wide gear range, lots of stopping power, and a natural pedal assist that feels smooth and powerful. In my opinion, it comes in at a good price, too, so it’s an excellent choice for commuters.

I’m no stranger when it comes to riding the best electric bikes around, but Segway’s new ebike has me a little apprehensive when I do get the chance to ride one. At CES 2025, the cyberpunk inspired Segway Xyber is a ferocious ebike that’s all about taking performance to the extreme.

For starters, it’s not your typical electric bike that you can ride around town. Instead, the Xyber is an unclassified e-bike that’s not intended for use on-road. Even though this model isn’t street legal, Segway intends to come out with a second version of the Xyber to conform to Class-2 ebike requirements, which should arrive sometime in late spring/early summer 2025.

The motocross looking design definitely plays to the Xyber’s performance, which is powered by a torquey, 6,000-watt direct-drive motor that can get it from 0 to 20 miles per hour in 2.7 seconds. I know how thrilling it is riding my Fluid Freeride Mosquito through New York City traffic with its top speed of 25 mph, but it takes way longer to reach that top speed — so the Xyber would be a thrill like no other with its acceleration.

Usually ebikes with a strong performance such as this would compromise on range, but Segway fashions a 2,880Wh dual-battery configuration into its design that gets it a peak range of up to 112 miles. That’s nearly double what you’d find in some of the best ebikes around, but it won’t have any problem riding on rugged terrain either thanks to its multi-surface 20 x 5.0-inch tires with flat-resistant inserts.

Needless to say, it’s a stunning looking ebike matched by its powerful performance — which is available for preorder right now for $2,999.99.

If the Xyber’s too much performance for you to handle, then the Segway Xafari is more of a modest ebike you can actually ride around in style and comfort. Again with a futuristic-looking design, the Xafari is an all-terrain electric cruiser that’s more suitable for riders of all ages and skill levels.

It can go from 0 to 20 mph in 5.2 seconds with its 750W electric motor, and paired with a removable 936Wh battery, it can reach a peak range of 88 miles from a single charge. Much like any other electric bike, it features adaptable pedal assist and a throttle-only drive system so you barely have to work up a sweat to ride it.

You also get AirLock, Apple Find My support, integrated 20W USB type A/C port to charge your gadgets while biking, integrated smart display, and a 1,300-lumen auto headlight. It does weigh a whopping 85 pounds, but it can support riders up to 395 pounds. Preorders for the Segway Xafari are available right now for $2,399.99

More from Tom's Guide

• I’ve driven 20 EVs this year — and this micro e-bike is cooler than all of them
• I thought this one-of-a-kind e-bike conversion kit would be great — I ‘spoke’ too soon
• I spent three months testing this e-bike conversion kit — and it turned me into an actual cyclist

The Gazelle Medeo T9 City is the latest iteration of the brand's urban electric bike. There are some interesting design changes this time around that make it more comfortable for a wider range of riders, and there's improved ride quality thanks to the lower center of gravity.

On paper, these upgrades bring the Medeo T9 City into the same league as the best electric bikes, but in practice, I'm not so sure. I found it comfortable and stable, making it a potentially great option for new e-bike riders, but it missed the mark in a few key areas, making the $2,400 price tag a tough ask.

Gazelle Medeo T9 City review: price and availability

The Gazelle Medeo T9 City costs $2,229 and is listed on Gazelle's website. There's not a delivery option, so you'll need to use Gazelle's store finder to help you find a local option to check out the electric bike and take it home.

If you use the online customization options, there's not a lot of configuration needed; you just need to choose a size — 40, 45, 50 or 55-inch frame. There are only two color options; Thyme Green and Caramel Khaki.

Gazelle Medeo T9 City review: design

The Medeo T9 City isn't a minor update on the previous design; its a major redesign. The aim was to make it more accessible, and I think that the changes worked. The step-through frame makes it easier to get in the saddle, and the e-bike now comes in an extra small size for shorter riders.

There are smaller wheels and wider tires to improve stability, and the hydraulic disc breaks are more reliable in bad or wet weather. But the biggest change is the position of the battery, no longer mounted on the rear rack.

This updated version sees the battery moved to the down tube. It’s externally-mounted for convenience. This location frees up space on the rear rack, and also relocates weight to a lower point on the bike, which improves handling.

Locating the motor in the bottom bracket area (the area between your pedals) keeps the motor’s weight very low for improved ride feel and control. But mid-drive motors tend to be less powerful than hub-drive motors.

The handlebar-mounted LCD screen will even give you advice on when you should shift up or down to get the ideal pedaling cadence out of your bike. Plus, there are fenders, a rear rack, an integrated rear wheel lock, and a front suspension fork. The fork offers 75mm of travel to take the edge off small bumps.

The Medeo weighs 50.9 pounds, excluding the battery, which is on the heavy side compared to some of its immediate competitors. This won’t matter a whole lot while you’re riding it, but if you have to lift your bike frequently, it’s something to keep in mind.

Gazelle Medeo T9 City review: performance

I picked up the Medeo T9 City in downtown Denver and rode it home to the suburbs, about nine miles away. That meant zipping through city traffic before I got to really open it up on the mostly-empty bike path back to my town.

The Medeo T9 City feels pretty compact front to back, which makes it a fun and zippy ride. It’s clear Gazelle is trying to accommodate shorter riders here. The tradeoff is that taller riders might feel a bit cramped. The stem does adjust, so you can tailor the ride a bit, but this is limited and won’t help very tall riders over six feet tall.

It’s a comfortable, upright riding position. A comfy saddle, good grips, and an adjustable cockpit makes the Medeo a comfortable experience for riders who might be returning to the bike after years away, or who place a premium on comfort and ease of use.

On my ride from the bike shop to my home, I checked several times to make sure the assist was actually turned on. The Bosch motor operates silently, so you don’t get the tell-tale hum that lets you know the motor is running. But usually you can feel the tug of the motor; not so with the Bosch motor on the Medeo. The operation is super streamlined, so the assist is very subtle.

I often found it too subtle. In fact, after my first ride, I checked to make sure the rear wheel magnet was aligned correctly and I did some tests to make sure the motor was actually engaging. While that subtlety makes for a more natural bike riding experience, if you’re looking for a lot of assist to get you up steep pitches, this may not be the right bike for you.

The included front suspension fork takes the edge off small to medium sized hits. Like other suspension forks I’ve tested on commuter ebikes, this one feels a bit clunky. I think this bike would be just fine without the suspension fork; you could lower your tire pressure slightly and get plenty of compliance over everything except the largest hits.

I love that Gazelle included the integrated rear wheel lock. I often forget to bring a lock with me when I’m out and about, so integrating the lock takes away one complication.

Gazelle Medeo T9 City review: battery life

The 545Wh battery is an upgrade from the 400Wh battery the previous Medeo featured. That should give you a longer battery life and consequently more miles to ride. On a typical auto mode ride, you should get around 30-35 miles, but this will vary depending on how often the assist kicks in.

I charged it fully when I got home from my first ride. I then left it in the garage for five days while I went away on a trip. When I returned, the battery had drained almost 10 percent just sitting in the garage, which is unusual.

It’s possible that my battery is faulty or the bike is experiencing some parasitic drain, and it’s not likely that all of these bikes will experience the same issue. But if yours does, be sure to contact Gazelle.

Should you buy the Gazelle Medeo T9 City?

Gazelle’s Medeo T9 City is a smart upgrade to its previous iteration, with a better battery, wider size range, and comfortable, upright riding position. It’s an attractive bike, too, from a reputable brand that has put out numerous excellent ebikes.

The Medeo misses the mark in a few key areas, though. For starters, it’s quite expensive compared to bikes that offer similar power and features. And the motor feels very underpowered, and may not be suitable for riders who would be best served by this style of bike.

It’s a good bike, but it’s not the top choice for riders who need strong and assertive assist from the motor. It is, however, a great choice for short riders around five feet tall, who need a step-through design and a bike with a low center of gravity for easy handling.

Mid-drive motors aren’t common on commuter bikes, so it’s tough to compare the Medeo T9 City to other bikes in this class. But in terms of overall comfort and performance, the Medeo compares nicely to Ride1Up’s LMT’d V2.

Both bikes weigh around 55 pounds with the battery attached. And both feature a suspension fork — and both bikes would probably be better off without that suspension. Most importantly, however, the Ride1Up is almost $1,000 less expensive and offers many of the same amenities.

If you’re seriously researching ways to power up your commute, you might already be familiar with some of the best electric bikes. But seeing as our best city e-bike, the Charge Bikes City, is $1,799, I think we can safely say that e-bikes don’t come cheap. Even some of the best cheap electric bikes are over $1,000.

So when I had the opportunity to test the $499 CLIP Commuter e-bike conversion kit, I was extremely intrigued. An e-bike, but it’s my bike? Count me in. CLIP is a front-wheel e-bike attachment that uses friction drive to power up your regular manual bike. It’s battery-powered, with torque boost and regenerative braking buttons, and it’s removable. These specs sounded like music to my ears.

However, that’s where my joy promptly fizzled out. The battery lasts for a maximum of 6 miles (I found it more like 4 in my hilly neighborhood), it’s loud (77dB), and heavy (8.8 pounds). The e-bike conversion kit is $499 direct from CLIP, which isn’t a small amount of money. Yes, it’s cheaper than an e-bike, but at what overall cost?

I’m Melting!

While this heading is more reminiscent of the Wicked Witch of the West than an e-bike conversion kit, I feel my hyperbole is justified.

As someone who lives in the United Kingdom, I need a mode of transportation that will survive a slight rain shower. Unfortunately, the CLIP e-bike conversion kit is not waterproof at all, and straight-up cannot be ridden in the rain. During my testing period with this kit, I couldn’t ride it on two of the four days due to inclement weather. Imagine if I’d just spent $500 on a product I could only ride 100 days out of the year — I would be fuming.

If you need something that can withstand rain, I’d recommend the Swytch Go, which is IPX6 rated.

Just a hop, a skip, and a jump

How long is your commute? According to Moovit, the average NYC commute distance is 5.9 miles. In Bath, U.K., mine is 2 miles, which I usually walk or cycle. If I were to use CLIP as my commuting transportation, I would be able to get 1 ½ days of use out of it before needing to recharge.

However, if you live in NYC, you would only be able to get one way out of the CLIP. With a maximum range of 6 miles (that’s not including using the torque boost button to get up particularly steep hills), you’d need to recharge the CLIP after you arrive in the morning, and when you get home in the evening. Although the battery charges in under 30 minutes (23 mins 7 seconds exactly during my testing), having to juice it up twice a day seems like way too much.

And if you live in a particularly hilly area, you’ll need to mash the torque boost button to help you up said hills. If your commute is 6 miles plus hills? You’re cooked.

Suspension forks? Uninvited

In the words of Linsay Lohan as Cady Heron in the 2004 hit movie Mean Girls, “The limit does not exist.” Unfortunately, in the case of the CLIP e-bike conversion kit, the limit certainly does exist, and it’s a pretty restrictive one.

As someone who lives in a very hilly city with rolling fields and beautiful rural greenway cycle paths, I need a mountain bike to take advantage of my gorgeous surroundings. If I had a city bike or road bike, I wouldn’t be able to traverse the bumpy bridleways and muddy river paths on the outskirts of the city. I love my second-hand Voodoo Bantu bike, with its bouncy suspension forks.

But the CLIP doesn’t love it back. Due to its clip-on design, the conversion kit cannot be used with suspension forks. It’s designed to be a commuter’s best friend, and therefore, only compatible with city and road bikes. I tested the CLIP using a rented Marin drop-frame urban bike instead of my personal bike.

Instead of the CLIP, which I think needs a bit of work before it’s recommendable, I’d suggest you check out Swytch. Swytch makes the Go conversion kit — we rated 4 stars in our Swytch Go review — and a range of different kits for different bikes. You can get an Air mountain bike conversion kit for $499, which I’d recommend instead of the CLIP due to its versatility, IPX6 rating, and 1.5 pound weight.

If you’re looking to power up your commute, investing in one of the best electric bikes could be a great way to do that. However, even the best budget electric bikes start at around $1,000, which is a sizable chunk of dough. Plus, if you already have a great bike, you probably won’t want to buy a brand new one.

Enter the CLIP e-bike conversion kit. This is a $499 clip-on friction drive attachment, designed to be easily attached and removed for navigating urban commutes. The installation is extremely straightforward and easy to master, which makes it perfect for daily use. However, the range tops out at just 6 miles, which worked out to 1 ½ commutes for me. To add salt to the proverbial wound, the CLIP isn’t waterproof, which doesn’t bode well for me given I live in the U.K.

Considering this device is $500, I expected a lot better. Find out the full story in this CLIP e-bike conversion kit review.

DISCLAIMER: We suspect this specimen's boost blast button may have been faulty. We are waiting on a replacement CLIP and will update this review accordingly.

CLIP review: Cheat sheet

• What should you use it for? Giving a little oomph to your urban commute without having to buy a whole e-bike
• What does it cost? $499 from Clip
• What does it do well? It charges in under 30 minutes and has a torque boost button
• What do I wish it did better? I wish said torque boost button was more reliable, that the kit wasn’t so big and heavy, and its range was longer than 6 miles
• Is that it? Unfortunately not — I also wish it was waterproof and that it could accommodate suspension forks

CLIP review: Specs

CLIP review: Price & availability

The CLIP e-bike conversion kit costs $499 direct from CLIP. I tested the Commuter version, but CLIP also makes a $599 Explorer model, which has a range of 15 miles. Shipping in the continental United States is free, but costs $100 to Canada and $600 to Alaska and Hawaii. It’s £450 from CLIP U.K., but is only available for a £50 reservation right now. CLIP is unavailable from third-party retailers.

CLIP review: Installation

Installing the CLIP is really easy, and one of its best features. As you might have guessed from the name, the kit is simply a clip-on design. While the Swytch Go setup involved removing a wheel and installing a tube and tire, the CLIP installation was as easy as clipping the friction drive device over my bike and aligning it with the two forks on the front wheel. From there, I aligned the red roller on the inside of the CLIP on my wheel and pulled out the attachment handle until it clicked.

To remove, you simply pull out the attachment handle again and lift the CLIP off your wheel. The CLIP is designed for commuters with the idea that upon arriving at your destination, you will remove the CLIP to prevent theft and to recharge it before your ride home.

You need to install the remote onto your handlebars, which is as easy as snapping some Velcro-like strips into place. This remote contains the ‘boost’ button and the regenerative braking button — more on that in the ‘Performance’ section. There’s no OLED screen, unlike the Swytch Go, so you have no way of knowing your live trip distance, speed, or battery level (other than the four blinking dots on the CLIP itself).

As someone who wouldn’t describe herself as particularly handy, this setup and removal was incredibly easy. If you, too, wouldn’t describe yourself as handy, this installation would be much easier to master than that of the Swytch Go.

It’s worth noting that if you have a mountain bike (like me) or a bike with suspension forks, the CLIP is incompatible. I tested the CLIP on a rental city bike with a concave frame.

CLIP review: Performance

I was super excited to get started riding the CLIP. My house is at the top of a very steep hill — which I never stop complaining about, much to the chagrin of my colleagues — and when I summit said hill on my Voodoo Bantu bike, I have to spend the following half hour recovering in a sweaty daze.

The CLIP helped me summit (no hyperbole there — it’s a killer) the hill in under a minute. However, the red boost button did little to combat my exertion. Even when I pressed the button down continuously, the button only boosted me for five seconds, then spluttered out. I had to press the button again each time, only for it to splutter out after a few seconds. I still had to stand up on the bike and pedal with all my might to get up the hill, not ideal if you’re using this bike to commute to work.

I used the regenerative braking button when going down hill. To use this, you hold down the rectangular-shaped clear button under the big red boost button while braking. This sends a little power back to the CLIP, but honestly, I didn’t find that it padded out my range considerably.

I live in Bath, U.K., which is a city built around a floodplain, surrounded by hills on all sides. The varied geography of the city meant that I could test out uphill, downhill, flat surfaces, and greenway paths. The CLIP is not designed for offroading, but I rode the bike along a riverside bicycle path and it was fine. I had a great time riding on the flat bike path and would say that the CLIP made pedaling easier, but going uphill, this power felt negligible.

While the removable design is handy, there’s no waterproofing, which means you can’t ride the CLIP in wet weather. Living in the U.K., this would prove an issue if I were to use the CLIP as my main source of transportation. Obviously I could bypass this by simply removing the CLIP on rainy days and riding my bike manually, but then, what’s the point of having a CLIP in the first place? If you live in Arizona or somewhere just as dry, this wouldn’t be an issue for you — but for perennially damp England, this is a major con.

Overall, the CLIP makes it a little easier to ride a bike, but I don’t think the difference is noticeable enough to justify its $500 price tag. If you’d like to convert your existing bike, we’d recommend the 378Wh Swytch Go++ conversion kit for $475. The Swytch Go, and its sibling the Swytch Air, are both IPX6 waterproof, so you can ride them in the rain without any worries.

CLIP review: Battery life and range

Now, this is where my biggest qualm with the CLIP comes into play. The maximum range of the $499 Commuter is 6 miles, which isn’t very far, while the Explorer’s range is 15 miles. And if you’re blasting the boost button, that range drops considerably lower. The battery is 96Wh and the Explorer model’s is 192Wh. Comparatively, the $349 Swytch Go has an 187Wh battery, which lasts for around 25 miles. You can upgrade the Swytch to a 281Wh Go+ ($399) or 378Wh Go++ battery ($475) — in real-life, these will net you up to 40 or 60 miles, respectively.

When you put those stats next to one another, $499 for 4-6 miles versus $349 for up to 25 miles is quite a stark difference. For me, a 4-mile range means I would have to charge the CLIP after arriving at the office, and when I get home. The CLIP did take just 23 minutes to charge completely during testing, but 46 minutes a day feels like too much charging time for the money.

If you want to store the CLIP between uses, CLIP recommends that you only charge it to 75% before storage, to prolong the life of the battery.

CLIP review: Verdict

I wanted to like the CLIP e-bike conversion. However, I think CLIP has a long ride ahead of it to get this product to where it needs to be. The kit has a fantastic design that’s super easy to install and remove, perfect for traversing the city in a pinch. It charges in just 23 minutes, which means you’ll be fully juiced in no time, but I shouldn’t need to charge the battery as often as I do.

The battery lasts for just 6 miles — 4 if you’re mashing the boost button — making it difficult to rely on the CLIP for anything but short commutes. I found that CLIP lasted me for 1 ½ commutes, so I couldn’t get back home on it. I wouldn’t trust this to power my weekend adventures across the city, even though it’s designed for city traveling.

On top of that, I couldn’t use the bike on one of my testing days due to the typical rainy British weather. If you live in a wet climate like me, I can’t recommend this product. The CLIP is best suited for a dry, flat city, and a sub-4 mile commute. Any other environment? Skip it.

Electrify Expo NYC has come and gone, and while electric cars were no doubt the major driving force behind getting people to attend the two-day expo, I did peek at some other gadgets that got me equally as excited.

So far this year, I’ve driven more than 20 different EVs and plug-in hybrids from the Cadillac Lyriq to the Ford F150 Lighting — so Electrify Expo was my opportunity to get a closer look at some other electric cars that are coming out very soon.

What’s surprising, though, is that the thing that got my attention the most wasn’t a high-tech electric vehicle — so read on to find out what it is and if it’s something worth considering. Here’s all the coolest things I saw at Electrify Expo.

JackRabbit OG2

When it comes to getting around New York City, I’ve been relying on my trusty Fluid Freeride Mosquito e-scooter for the last 2 years now because of how it’s one of the lightest scooters around. Even though I have a few electric bikes in my garage, I have never once thought about using one in the city to get me around. Well, that could very well change.

I really didn’t think the JackRabbit OG2 would be an alternative for my commuting needs in the city, but after trying it out at Electrify Expo NYC, it convinced me that it could replace my electric scooter. At first glance, I was skeptical about this micro ebike because of the constraints that NJ Transit and other subway systems have in the city when it comes to bringing along an ebike or scooter. But since the JackRabbit OG2 features a folding design, it wouldn’t be a problem.

Another quality I love about the JackRabbit OG2 is that it’s technically lighter than my Mosquito at 25 pounds. I immediately noticed this when I picked up, which makes it much easier to carry up stairs and such. While it does look a bit odd at first due to its ‘micro’ size, the JackRabbit OG2 features a swappable battery that can get 10+ miles of range and a max speed of 20 mph. It's small in size, but packs just of a thrilling ride as some escooters I've used.

Volvo EX30

Recently, I drove Volvo’s XCC40 Recharge for a week, but the company’s rapidly diversifying its portfolio with two new models I got a sneak peek at Electrify Expo. Between the two, the Volvo EX30 got my attention mainly due to its anticipated starting cost of $37,000 when it comes out in 2025.

I’ve said innumerable times that the biggest roadblock for EVs today is that the vast majority of them are obscenely over-priced — often costing tens of thousands more than their all-gas powered counterparts. But the Volvo EX30 aims to remedy that with its much more affordable cost.

This sub-compact SUV still offers a clean looking design, 69 kWh battery, 422 hp electric motor, and a 12.3-inch touchscreen display. The closest thing to this that I’ve tested would be the Hyundai Kona Electric, but the EX30 will benefit from the same collision avoidance systems I found with the XC40 Recharge.

Porsche Macan 4 Electric

I haven’t tested out an all-electric Porsche yet, but I finally got my first look at one during Electrify Expo NYC. The Porsche Macan 4 Electric caught my attention while I was walking by to look for Tesla’s Cybertruck, thanks partly to how its dark green paint job glistened in the sun.

This luxury all-electric SUV is all about offering driver conveniences, like its 12.6-inch curved cluster display, slick looking ambient lighting, leather seats, and support for both Android Auto and CarPlay. These are all nice to have features, but the design of the Porsche Macan 4 Electric steals the show with its 21-inch alloy wheels, frameless doors, sporty looking rear bumper, and the classic Porsche design language of its front.

As expected, this all-electric EV is all about performance — featuring a powerful 402 hp motor that can go from 0 to 60 mph in 4.9 seconds. Not only is it incredibly fast from the get-go, but it also manages to get decent range thanks to the massive 100 kWh battery that gets an EPA-estimated range of 308 miles.

Anker Solix C300 DC

Since Electrify Expo showcases all things electric, I wasn’t surprised to see a host of portable power stations at the show. Anker was showing off its latest models, including the Solix C300 DC that caught my attention the most because of its compact size and integrated lamp.

Portable power stations are meant for camping and the Anker Solix C300 DC proves that. With its 288Wh battery, it can deliver up to 300W of power to charge all of my favorite gadgets — and some small appliances as well. Anker has integrated lights into its power stations before, but this new one in the Solix C300 DC makes it so that it mimics the look and feel of a campside lantern.

Volvo EX90

And finally, the Volvo EX90 rounds out my list of the coolest things I saw at Electrify Expo NYC. This 3-row seating all-electric SUV is at the top of Volvo’s lineup, complete with seating for 7 passengers, 510 hp motor, advanced safety features, and one of the cleanest interior designs I’ve seen in any EV I’ve tested.

This one is easily a family SUV because for the amount of people it can carry, along with power operated third-row seats that can fold over to expand the trunk’s size. Other conveniences include a head-up display for better navigation, 360-degree camera view, and an enhanced lidar system to give you a detailed look of what’s around you on the road. I also think it’s a good long distance EV because its 111 kWh battery offers an EPA-estimated range of 310 miles, while DC fast charging can get it from 10% to 80% in 30 minutes.

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The Mod Bikes Black 3 is designed for those who want a bit more flair with their e-biking experience. It’s not just built for city streets; it thrives on more rugged terrain with its adjustable suspension and robust power delivery.

While it may not blend in like some of the best electric bikes, its presence on the road is undeniable thanks to its all-black, cruiser-inspired design. It’s a bike that invites you to look closer, and once you do, it’s hard to ignore the level of care put into its build.

I had the bike delivered to me where I completed assembly on my own. Out of the box, I noticed that it required a slight adjustment in the gear chain, which led me to test their customer service. Impressively, within a day, I received a personalized video from the Mod Bikes team explaining how to get things tuned nicely.

Mod Bikes Black 3 review: price and availability

The Mod Bikes Black 3 retails for $3,499 but is is sometimes on sale for around $2,699. While it’s on the higher end, the included features like leather ergonomic handles, adjustable suspension, and proprietary easy snap-on accessory system make it a worthy investment for riders who plan on pushing their bike beyond city streets.

Compared to other hybrid adventure e-bikes, like the Aventon Adventure.2, the Mod Bikes Black 3 has added convenience and higher build quality. But to make the most of the e-bike, you’ll want to pick up one of those aforementioned accessories like its front or rear basket or trunk bag, which average $150 each.

I’d imagine most people end up spending another $300-$400 on accessories. That said, the simplicity and build quality of these accessories match that of the bike and can really elevate the entire experience.

Mod Bikes Black 3 review: design

As is in its name, the bike only comes in black, though funny enough, their website has a dropdown box for colors—with Charcoal Black being the only choice. I appreciated the extra paint included for touch-ups in case of dings or scuffs, which will likely happen if you’re riding on rougher terrain.

Moving past the color, there’s no hiding the fact that this is an e-bike. Its lower frame houses its massive 720Wh battery and has a rather noticeable keyhole for its battery release on its right side. That said, the bike still retains a mostly cruiser styling with some mountain bike ruggedness with its sharper angles and its suspension.

The brown faux leather Selle Royale gel seat and matching stitched handlebars are not only comfortable for long rides, but also add a refined touch of elegance to the rugged, all-black aesthetic.

This bike comes in one size and it’s designed for riders between 5’4” and 7’1”. At 5’10”, I had my seat set to a few inches raised and I felt very comfortable with good movement for my legs as I pedaled and a mostly upright seating position as I held on to the handlebars.

Mod Bikes Black 3 review: ride performance

The Mod Bikes Black 3 rides as smoothly as you would expect from a bike built for off-road adventures. The full suspension is great for transitioning from paved streets to dirt trails. Combined with its full suspension and wider, cushier seat, this bike provides all-day comfort. Hopping on and off curbs, riding on gravel and dirt paths, the bike was very comfortable for most of my tests.

The bike ships with 27.5 x 3.0-inch Kenda tires which will be plenty for more casual off-roading, but it notably lacks much threading on its side walls. It handles bumps and potholes well, though with its heavier curb weight and less nimbleness, larger branches and looser gravel weren’t as easy and enjoyable to navigate compared to a dedicated e-mountain bike with lighter, grippier tires.

For more casual riding, braking is smooth and its e-throttle provides steady and ample power. On smoother roads, it’s a breeze to cruise, but when you hit more uneven ground, the bike’s motor keeps up. The bike offers five customizable riding modes where you can adjust the motor response to fit your ride.

On a flat stretch of road, I unlocked the bike’s full potential and hit 29.5mph — though to be honest, my adrenaline was working overtime, and I backed off around 25mph. Call me cautious, but without additional gear, I wasn’t about to test my luck at full throttle!

The Black 3 has a more pronounced 'wirr' from its motor compared to other bikes in this class, especially as you accelerate with its e-throttle, but also even while at slower pedaling speeds.

Some people might actually like the sound, but it’s another example of this bike never truly feeling like a traditional bike. Pedaling without motor assistance in lower gears isn’t the worst, but the bike’s weight makes it a challenge if you’re more than a mile away from your destination.

One small issue I found was the location of the thumb trigger gear shifter — it’s a bit of a reach for my hands without lifting them off the bars. This was more of a nuisance, but it did make it difficult to quickly shift up or down when I wanted to rely less on the motor as my riding elevation changed.

Mod Bikes Black 3 review: battery life

The bike uses a Samsung Powerpack Li-ion 48V 15Ah (720Wh) removable battery which is integrated into the bottom half of its frame. Understandably, this is the thickest part of the bike, but I would have liked to see the battery fit in more seamlessly — it has a bit of a lip sticking out that interrupts the otherwise sleek design.

In a few of my tests, I rode three and six-mile routes that took me through a mix of flat roads, hills, and off-roading, cycling through gears and power modes. The battery dropped by about 10-12 miles and 20-25 miles respectively.

This seems in line with Mod Bikes’ claims that the bike achieves around 50 miles of range. You can double your range with a secondary 48V battery, though that will set you back another $549 (ouch).

Mod Bikes Black 3 review: accessories

One of the biggest advantages of choosing a Mod Bikes is their proprietary snap-on accessories for bags, baskets, rear seats, and even an insulated food delivery bag. I tested the snap-on 12-35L trunk bag and front basket which snap on and off with a simple push.

No tools needed to swap accessories, and they do everything you expect — extra storage for your lunch or extra water if you’re going on a long ride. Mod Bikes also offers unique accessories, like a stand-up paddleboard holder, mirrors and phone holders. While a little pricier compared to generic add-ons, they match the styling and build of the bike perfectly.

While currently exclusive to their Easy 3 model which I tested a few months ago, a very unique accessory that I'd love to see brought to the Black 3 which showcases how powerful these bikes truly are, is the MOD sidecar. With a max payload of 150lbs (which I certainly pushed), the sidecar is primarily designed for smaller adults, kids, or pets—Mod Bikes even sells “doggles” to protect your dog’s eyes while they enjoy the ride.

In its dedicated Cargo power mode, it was a bit slow to get the wheels spinning with my 6'2" buddy, Karl, riding shotgun, but once we were moving, the bike handled acceleration, turns, and smaller bumps very well. I wouldn’t go as far as to say that the bike made me forget that I had another man riding next to me, but it was surprisingly easy to adjust to all of the additional weight. While it doesn’t come cheap, if you think a sidecar could be the perfect add-on for the family, you may want to consider the Easy 3 with its sidecar, available to preorder for $4,299 at Mod Bikes' store.

Mod Bikes Black 3 review: smart helmets

I also tested the one of the best bike helmets, the Lumos Ultra Helmet. It isn’t a Mod Bikes-exclusive but has some added benefits when paired together with your bike.

It looks normal enough at first glance, but this $119 helmet has an integrated front light and rear turn signals which can actually be triggered from the bike’s handlebar controls with left and right directional arrows for the LED turn signals.

While I would have loved to see the turn signals integrated on the bike too, as that’s handy to have without an additional accessory, I understand the value of having these road intentions communicated with other riders or vehicles more prominently at a higher visual position instead of depending on them looking downwards towards the back of your bike.

The helmet also comes with its own strap-on handlebar controller (to use with other bikes) but to have it actually sync directly with the bike takes the experience to the next level. Also, while the bike has its own rear brake lights, when the Lumos Ultra is connected, it can also strobe its rear red lights when you pull on your brake levers.

Should you buy the Mod Bikes Black 3?

I genuinely appreciate the ModBike Black 3 for what it brings to the table. It’s got the power, versatility, and comfort I need for my mix of city cruising and casual off-roading. But let’s be real; despite what their marketing might imply, this isn’t a true mountain bike.

That’s not a knock on its performance, though. For everything else — whether you’re commuting, running errands, or hitting dirt trails — it handles it all exceptionally well; it's just not as flexible as the Cannondale Moterra SL 1 when it comes to off-roading.

And while It’s on the pricier side, and its weight and size can’t be ignored, the solid build and thoughtful accessory support make the Mod Bike Black 3 easy to adapt to whatever your day’s adventures bring — just keep the trails light.

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Along the front range of the Rocky Mountains in Colorado, every mountain biker knows the first 20 to 60 minutes of your ride is headed uphill. Often, it’s a steep and difficult climb, and it’s usually under hot, direct sunlight. The appeal of an e-bike like Cannondale’s Moterra SL 1, therefore, becomes readily apparent.

But those big, ugly, long climbs usually lead to fast, fun, ripping descents on technical terrain, where the extra weight of an e-bike can become a notable detriment. More weight means more muscling in corners, and less responsive steering.

Yet the Moterra SL 1 impresses both up and down the mountain in a surprisingly nimble fashion. Its mid-drive Shimano motor made short work of the ugliest climb I could find, and it was so playful and easy to get off the ground on descents that it wasn’t long before I stopped thinking of it as an ebike at all.

Cannondale has made a super-refined trail bike, and the Moterra SL 1 belongs at the top of the list of capable, fun, and nimble e-mountain bikes (e-MTBs), and makes a great pitch for its place as among the best electric bikes available right now.

Cannondale Moterra SL 1 review: price and availability

The Moterra SL 1 costs $8,750 and is available for sale now through Cannondale's store. or your local Cannondale dealer, which you can find with the brand's dealer locator tool. Alternatively, you can pick up the SL 1 at third-party stores like REI.

Cannondale Moterra SL 1 review: design

The Moterra SL 1 has a full carbon frame to reduce the weight, with the battery integrated into the down tube, which means its not removable. It has a mid-drive motor, which tends to be quicker to respond and helps balancing the weight in the middle of the bike.

You get a power button the top tube, with a handlebar-mounted head-up display with four modes; Eco, Trail 1, Trail 2, and Boost. The bike has a 12-speed drivetrain and hydraulic disc brakes from SRAM. Plus, it has a Proportional Response design, which balances the layout to give the most optimal riding experience for riders of all sizes.

Cannondale gives you the option to run the Moterra as a 29-inch-wheeled bike or as a ‘mullet’ setup. That means the front wheel is 29 inches, while the rear wheel is 27.5 inches. The mixed wheel setup gives the rider a unique combination: the larger front wheel rolls over obstacles more easily.

Meanwhile, the smaller rear wheel increases the bike’s agility and the rider’s ability to change lines quickly. A full 29-inch setup is ideal for rolling over technical trails quickly and smoothly.

The headset can be adjusted to either steepen the head tube angle or slacken it by 1.2 degrees. A slacker head tube angle gives you more stability for chunky terrain, and a steeper head tube angle will give you more responsive steering.

Cannondale Moterra SL 1 review: performance

I took the Moterra to the hardest, ugliest, longest climb I could find: Belcher Hill, at White Ranch Open Space here on the front range of Colorado. Big, jagged rocks bunch up loosely on the double track, and it’s steep in places.

It’s fully exposed, so the sun beats down on you. And when you think you’re finally at the top, you reach the singletrack climb, which is even steeper. It’s over three miles of brutality.

My personal record on a non-motorized bike up this ugly climb is about 58 minutes from bottom to top. On the Moterra, I was able to do the full climb in 44 minutes — and I felt far less destroyed than I usually do. That made me more alert on the descents, which translated into more fun. And more fun is good.

On that climb, I spent most of my time in trail assist level 1 or 2, with occasional forays into 3. I didn’t really feel like I needed the fourth level at any point (though I did try it a few times), even on the steepest sections.

Assist level 1 feels like a barely-there push. It’s best if you’re looking for your forward momentum to be mostly you. Assist level 2 feels more assertive, and it’s in this mode that you really get a feel for how much work the motor can do.

Meanwhile, Assist level 3 feels supercharged: save this for really steep sections. And assist level 4 felt like overkill to me, but I can see it coming in handy when you’re really tired on late-day climbs, or need an extra boost for super-tricky obstacles.

The motor makes a low humming noise when you’re pedaling. I found it annoying at first, but eventually, I stopped noticing it at all. And I found it much quieter than some of Shimano’s competitors, and easier to forget about.

The assist is based on your pedaling input and tailors the power based on a torque sensor. The more power you put into the pedals, the more power you’ll get from the motor. That may seem counterintuitive at first, especially if you prefer more assistance when you’re starting to tire.

But this method makes the ride feel much more natural and keeps you pedaling rather than giving up entirely when the going gets tough. That’s vital out on the trails when a lag in momentum could have you dabbing rather than clearing an obstacle.

The Moterra’s traction was notably good. The rear wheel sticks to the trail like glue, even in loose terrain. That’s likely a combination of factors, including geometry, the smaller rear wheel, and the flex Cannondale designs into the rear chain stays.

On the descent, I found the handling to be much more predictable and easier to control at high speeds. At lower speeds, the front wheel tends to flop over a bit, due to the lax head tube angle. You’ll need to muscle it a bit more in slower tech sections.

And at all speeds, you’ll need to put more muscle into steering than you would on a non-motorized bike. That’s because there’s more weight to contend with. The battery, in particular, causes this, since it extends up the down tube.

That puts more weight up high on the bike, which you’ll need to counter when steering. It didn’t take me long to adjust to the bike’s balance point, but I did find it gave me more of an upper-body workout than I’m used to on my non-motorized bikes.

The Moterra is far more playful than I was expecting on descents. It was easy to get it off the ground and change lines quickly. The smaller rear wheel helps here. It’s a fun bike to get ripping fast on, and I loved hucking off little kickers and drops.

While the wide, flat top tube likely helps improve compliance and overall ride feel, I found it slightly problematic when climbing, and when descending at high speeds. It has a fairly pointed edge on each side, and I found myself clipping my knees on those edges frequently.

And I wish the display screen had a more obvious way to indicate which assist mode I was in at any given time. The display is quite small, which is good; it doesn’t add much to have a massive display on your handlebars. But a slightly larger indication on that small screen as to which mode is active would have been helpful.

Cannondale Moterra SL 1 review: battery life

Cannondale says the battery is ‘custom,’ which likely means the company has sourced a battery from a third party, built to Cannondale’s specs. It is not removable and weighs just under 7 pounds.

On my first ride, I went to the trailhead with a full charge. I mostly used boost levels 1 and 2, with occasional forays into 3. I really didn’t feel like I needed the highest boost level (4) and only used it once.

After one hour and 40 minutes of riding, I had used two out of five bars of battery life. That translates into about 13.5 miles of riding and 2,840 feet of climbing.

Cannondale’s max advertised range is 43 miles, which squares with what I experienced. Remember: max ranges are the maximum, not the average. Your results will depend on the terrain, which assist mode you’re using, the weather conditions, rider weight, and much more.

Cannondale Moterra SL 1 review: the competition

The Moterra’s most notable competition is the Specialized Turbo Levo Comp Carbon. It costs $250 more than the Moterra but similarly boasts a mid-drive motor and the same amount of front and rear suspension. The Specialized features a 700Wh battery and a Specialized proprietary motor.

Specialized advertises a five-hour range on its battery, whereas the Moterra advertises a 601 watt-hour range. Both the Moterra and the Levo Comp Carbon feature adjustable geometry, mixed wheel size, and a host of top-end components.

Should you buy the Cannondale Moterra SL 1?

The Moterra is a model of what a solid e-MTB should be. While it’s inevitably heavier than your non-motorized bike, it handles so well it’s easy to forget that.

The traction it provides on climbs, coupled with the uber-powerful assist modes, makes it an easy choice for long, ugly climbs. And once you’re at the top, the descents are just as fun.

The Moterra is nimble, easy to get off the ground, and as fast, if not faster than you are. It should be at the top of anyone’s list looking for a capable trail bike that excels up and down the mountain.

As Reviews editor here at Tom’s Guide, I get to try out all kinds of tech, but I’ll admit I was particularly excited when Swytch offered me their latest e-bike conversion kit for testing, the Swytch Go ($349), which can turn any bike into a fully functioning e-bike with just a few tools and about an hour of your time. See, while I love my bicycle, as a single-speed it isn’t the easiest thing to ride, so I was hoping that turning it into one of the best electric bikes would solve some of the headaches and let me enjoy cycling more.

We’ve already covered the conversion kit in our Swytch Go review, where we rated it very highly. It’s a great bit of tech that’s easy to use and gives you all the benefits of an e-bike from a reliable and trusted brand, without a huge expenditure. You can use the bike you love and even breathe new life into one that has perhaps lacked the TLC it deserves.

I took the Swytch Go for a long term review, to see how it fared as an everyday workhorse over time. Long story short, I love it. It isn’t perfect, and a few aspects have started to get on my nerves after a few months. On the whole, though, it’s done its job admirably, rekindled my love for cycling and, as counterintuitive as it may sound, helped me get fitter.

Here are my thoughts after 3 months with the Swytch Go.

The best of both worlds

Exactly as I hoped, the Swytch Go has solved all of the issues I had with my pre-conversion bike. My £400 (about $525) Quella Nero is a single-speed, which in hindsight was a misguided purchase. If you’ve ever ridden a single-speed of fixed-gear, you’ll know you need the quads of Hercules to get up hills, and a good dose of stamina for everyday riding, too. My quads weren’t (and still aren’t) god-like — and the less said of my historical stamina levels the better — making the bike a chore to ride. This was particularly troublesome for commuting. Arriving at the office red-faced and sweaty is not an ideal start to a working day. 

With the Swytch Go, I get to have my cake and eat it. As with any e-bike, hills are a breeze and I can arrive at work fresh and sweat-free. But I love still having my original bike underneath. Many e-bikes (including a folding e-bike parked in my garage) feature a gear ratio designed to top out at the U.K.’s maximum pedal-assist speed limit of 15.5mph. This can feel very limiting in general, but especially in moving traffic. I love having the instant power and torque of the electric motor, combined with a higher top speed enabled by my original bike’s longer gear ratio.

All these benefits have made me more inclined to get out on my bike just for fun. My partner and I have even started going on pleasure rides, something we’d never have done before. E-bike life is awesome!

Pedal assist and fitness can coexist

A less expected benefit, at least in my eyes, is that the Swytch Go has proven to be great for exercising. This took me by surprise: I assumed, perhaps naively, that pedal-assist cycling and exercise were diametric opposites. Not so.

The Go comes with five levels of pedal assist. Low levels of assist can act as pseudo gears on my otherwise single-geared bike, to help with hills but not remove all the effort. I’ve also found the pedal assist levels great for stepping up my exercise in a reasonable manner. My bike was originally all-or-nothing, which I wasn’t ready or fit enough for. 

Stepping down the pedal assist gradually over the last few months has helped me increase my workout intensity and start to get fitter at a pace which works for me.

That battery, though

All that said, while the Swytch Go is fantastic, I still have a few bugbears which didn’t bother me at first, but have started to grate long term. The first is its battery. I live in a city where bike theft is so rampant as to effectively be decriminalized. If your bike isn’t stolen after an hour in the city center, it’ll have had as many parts removed from it as possible.

This necessitates removing the battery when parking anywhere but home or at the office, and then lugging it around. And it isn’t a lightweight battery by any means, weighing 5.75lbs (over 2kg). It’s also large — my partner asked me why I was weighing a printer as I took the scales shot above. This is something I’ve had to learn through experience, but if I had the choice again I’d opt for the more portable Swytch Air, which features a smaller battery about the size of a power bank that clips to handlebars. 

There is of course the benefit of added range with the larger Swytch Go battery, but I’ve never found myself getting anywhere close to the 40-mile maximum range between charges. The 15-or-so miles max range of the Air would be more than enough for my commute.

Knockable controls

My Swytch Go kit came with an OLED digital display that clips to handlebars and can be used to view battery, miles covered, speed, as well as controlling the pedal assist level. Make no mistake, this display is extremely useful, but I’ve found it incredibly easy to knock while riding. This has usually resulted in me inadvertently stepping down the pedal assist, which is frustrating, but also a little dangerous when you need to get a quick start off the line — in traffic, for example. 

Hardly inconspicuous 

While I paid little attention to the looks of the Swytch Go at first, focusing more on functionality over form, the design has started grating on me more and more over time. I bought my bike in large part because of how it looks, and that’s been effectively nerfed by the Swytch Go.

I could only attach the battery to the top rear section of my frame, which necessitated  running wires in two directions: to the motor and display at the front, plus the pedal sensor below. There are cables everywhere, a multitude of cable ties holding everything together, plus a whopping great big battery mid-frame.

This is partly to do with my bike’s layout and mudguard positioning, but again, if I had the choice, I’d opt for the Swytch Air: the smaller battery is less intrusive, while the handlebar positioning allows for a cleaner single cable routing down the fork stem and lower frame to the pedal sensor. As we noted in our Swytch Go review, though, for many, the benefit of keeping your handlebars free for mounting lights or other accessories may be more important, just not for me.

Is the Swytch Go it worth it?

Absolutely! I definitely could’ve gotten fitter and started to appreciate my single-speed without pedal assist, but the Go helped remove some stigma and made the prospect of cycling enjoyable. That’s objectively a good thing. I can put aside the mass of wires and the headache of lugging around the battery, because at $349, the Go is a comparatively affordable way into electric bikes, so a couple of minor drawbacks are easy pills to swallow.

In fact, the Swytch Go has done its job too well. I’ve found myself using pedal assist less and less. I still use my bike, but I’ve been on a fitness kick for a couple of months now, have built up some strength and am relishing the challenge of bicycling for fitness. I’m no spandex-clad Specialized road warrior (yet), but everyone has to start somewhere. It’s weird to think I have an e-bike to thank for getting me into actual cycling and helping me get fit, but it’s true, so I owe the Swytch Go a thank you.

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Electric bikes are a great way to get around, whether you're hoping to do fewer trips in the car, commute to work or take a leisurely ride. They have motors and batteries to assist you, making it a less intense exercise.

Some of the best electric bikes are made by Himiway, including the Himiway Zebra. However, the Zebra is a Class II e-bike, which means it can pedal assist up to a top supported speed of 20mph.

But as I was recently testing out the Himiway D5 (Zebra) and C5 Ultra, I noticed that, by default, both e-bikes are set to max out at slower speeds than their 750W brushless gear motors are capable of.

However, by bumping that max speed up to 25 mph with a nifty little hack I found in the user manual, I instantly turned the Zebra into a Class III e-bike that gave me a lot more zip on each trip.

The honor system is alive and well when it comes to how and where you choose to operate your e-bike, and we at Tom’s Guide do not condone overclocking yours in places where it is illegal to do so. Stay safe out there, and proceed with caution!

How to increase the max speed on the Himiway Zebra

1. Turn on the LCD by long pressing the power button.
2. Hold down the "+" and "-" buttons simultaneously for two seconds to reach the trip meter reset screen.
3. Hold down the "-" and "i" buttons in the same way to enter deep settings.
4. At the next screen, you’ll be asked to enter the password (0510) by toggling between numbers with the "+" and "-" buttons and pressing the "i" button after each selection.
5. Press the "i" button one more time to bypass the wheel size (Ld) screen.
6. You should now find yourself at the speed limiter (LS) screen, where you can handicap the e-bike’s top speed to just 12 kph (~7.5 mph), or max it out at 40 kph (~25 mph).

How to increase the max speed on the Himiway C5 Ultra

Himiway’s moped-style C5 Ultra e-bike can be similarly overclocked to 28mph, up from the default max speed of 25mph. Here's what you need to do.

1. Turn on the LCD by long pressing the power button.
2. Hold down the "+" and "-" buttons simultaneously for two seconds to enter settings.
3. Hold down the "-" and "M" buttons in the same way to enter deep settings.
4. At the next screen, you’ll be asked to enter the password (0510) by toggling between numbers with the "+" and "-" buttons and pressing the "M" button after each selection.
5. You should now find yourself at the speed limiter (LS) screen, where you can bump the max speed up to 28 mph.

Should you modify the maximum speed? 

Now, just because you can turn your demure e-bike into a rip-roaring ridge-runner, doesn’t necessarily mean you should. Before Himiway tells you how to unleash their Zebra’s beast, it does a decent job of dissuading you in the user manual.

“The e-bike ships with the throttle set to accelerate the e-bike to a maximum speed of 25 mph. This can be adjusted higher, BUT please be mindful of local laws and regulations regarding maximum throttle speeds permitted. Himiway is not liable for any consequences of rider misuse of maximum throttle speed adjustments.”

This little warning underlines how loosey-goosey the e-bike world is when it comes to Class I, II, and III regulations, which, as People for Bikes notes, vary from state to state.

So, it’s easy enough for e-bike makers to technically conform to the restrictions of each classification without completely overhauling the design of each bike model for the sake of that conformity.

Nevertheless, since modifying the max speed requires password protection, this gives parents the option of mitigating more risk amongst younger riders. (Read: those under 16 years of age.)

In New York City (where I live), the city's bike regulations state that all three e-bike classes are allowed on the same bike paths as other cyclists, including bridges, park drives, and greenways.

This means I’m technically in the clear to overclock the D5 and C5 in public spaces, but it still made me a little nervous zipping around at 28mph with so many pedestrians afoot. (Plus, I’ve definitely seen bike paths in NYC that straight-up say “no e-bikes allowed,” or a variation of the same.)

Since juiced-up e-bikes are only as safe as the human behind the handlebars, I can see why some folks might be up in arms — and legs — about the responsible use of Class III e-bikes, and why there are so many gray areas on the regulatory side of things.

During my testing, I had an excellent time ripping through the Prospect Park bike loop, which sadly didn’t have tons of extra space to really open the bike up for long without endangering a resident or two.

That being said, if you live in a more rural environment with lots of open space (and fewer humans around), I can see how a Class III e-bike such as the Himiway D5 Zebra could make for an excellent adventure companion that’s fast enough to keep up with local traffic.

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It's not often you find an electric bike like the Urtopia Carbon 1 Pro that so effortlessly blends practicality, power, and style to make an impressively well-rounded road e-bike, comfortable with longer commutes and leisurely rides.

Like many of the best electric bikes, the Carbon 1 Pro hides its motorized and smart features within a slim, elegant head-turning frame. And it deals expertly with a variety of terrains, from flat roads and minor hills, to busy streets and quiet parks.

Its 350W motor isn’t especially peppy, nor does it offer a full e-throttle, but I found it perfectly complementary to the bike’s lightweight design, delivering ample speed, acceleration, and confidence during all my rides. But is it the right e-bike for your needs? Here's how it stacks up.

Urtopia Carbon 1 Pro review: price and availability

The Urtopia Carbon 1 Pro is available from the company's store for $2,999. However, Urtopia sometimes runs a sale, dropping the price down to $2,499, saving you $500 on the usual retail price. But even at the higher price, it’s competitively priced for a carbon fiber e-bike with these specs.

When comparing it to other carbon fiber e-bikes like the Ride1Up CF RACER1, the Carbon 1 Pro weighs about 9 pounds more and costs about $500 more. However, it offers a more powerful motor, a removable battery, and nearly twice the range.

While $2,999 is a significant investment, the Urtopia Carbon 1 Pro stands out in its category. The lightweight design, smart features, and impressive range justify its price, especially for urban commuters looking for a reliable and stylish ride.

Urtopia Carbon 1 Pro review: design

The Urtopia Carbon 1 Pro's carbon fiber frame is of course a major highlight, making the bike incredibly light at just 37 lbs, making it perfect for city commuting. I put this to the test a few times carrying it up several flights of stairs when taking a shortcut to the Willis Ave Bridge, or the subway.

Because of its size, the bike can still be a little awkward to lift, and on rainy days, I often opted to instead roll it up or down steps so I didn’t slip. A bigger downside to its carbon fiber build is that it’s prone to showing scuffs and dings.

My creme-colored model, though striking, quickly revealed wear and tear. Its other color option (matte black) might fare better in hiding these imperfections, so that may be something to consider. Despite this, I still prefer the more eye-catching white. 

Speaking of eye-catching, similar to its predecessor, the 1 Pro’s frame an almost thunderbolt-like cutout. The frame is absent from welding marks and with its smoothed-out corners, everything looks very premium and futuristic.

It’s one thing for me to think a bike looks good, but when I’m stopped and complimented by random people during my test rides (three so far!), that’s another. But it's not just looks that make this an excellent e-bike.

The Urtopia Carbon 1 Pro is packed with smart features and security. It comes with an eSIM with 4G (free connectivity for a year), Bluetooth, and GPS, all controlled by a rather odd-looking display and a companion smartphone app.

At first, the matrix dot display looks very sleek. By default, it shows your power mode, speed, and battery level. It’s large and easily readable in sunlight, but as it can only use large dots to create text or shapes, the large display feels underutilized.

There’s more than enough space to display more stats on screen simultaneously, like average speed, top speed, and ride duration. While you can pair your smartphone for turn-by-turn directions, I often found it easier to follow my phone’s map, especially in NYC’s often unreliable GPS zones.

A concern with this display is its water resistance. My Urtopia Chord electric bike developed condensation under a corner of its display, which never went away. Although the Carbon 1 Pro hasn’t shown issues after a few rides in the rain, I always wipe it down thoroughly when I get home to prevent similar problems. 

However, the built-in Bluetooth speaker is pretty underwhelming. It sounds tinny and muffled, even when stationary. For better audio, I’d recommend a budget Bluetooth speaker like the JBL Go 4. 

While I’m not someone to blare their music while riding, what really bugs me are the unavoidable sound cues and chimes the bike makes when turning it on/off or switching power modes. They feel cheesy and draw unwanted attention to an otherwise stealthy and premium-feeling bike.

Urtopia Carbon 1 Pro review: performance

The Urtopia Carbon 1 Pro feels remarkably smooth, thanks to its “intelligent algorithm” torque sensor. The power delivery in all modes is seamless, adapting perfectly to how hard or fast you're pedaling.

It adjusts power output seamlessly, especially noticeable on inclines where the motor ramps up assistance and eases off on flat roads. Unlike many e-bikes, the Carbon 1 Pro encourages active gear shifting and power mode adjustments for a tailored riding experience.

The motor feels complementary rather than overpowering. It avoids the jerky on-off power you might experience with other e-bikes and is another example of how well 1 Pro is engineered. 

For one of my tests, I took the Carbon 1 Pro on a 20+ mile ride across NYC, starting in the South Bronx and heading over the Willis Ave Bridge, through Central Park, down to Times Square, and along the Hudson River to Pier 40.

The ride featured a mix of flat roads, minor hills, chaotic traffic, and serene park loops. The bike handled each segment well, but it particularly excelled in more relaxed environments like Central Park and the Hudson River path. 

Keeping up with road traffic wasn’t as effortless as the bike isn’t particularly quick off the line nor is it really designed to maintain 20mph. For stop-and-go traffic and weaving between cars, it allowed me to keep up and even beat some congestion, but for longer stretches between lights, it had me wishing for a more powerful motor that could more easily maintain faster speeds. 

But the front and rear dual-piston hydraulic disc brakes were effective in unpredictable traffic. From cars making sudden turns in front of me, and pedestrians crossing where they shouldn't, to random obstacles in the bike lane, the brakes consistently kept me safe from collisions.

Most reassuringly, during a rain-soaked ride back from Pier 40, the bike still felt stable despite the wet conditions, and the brakes performed reliably even in heavy downpours as I raced 10 miles to get home. 

But overall, the Carbon 1 Pro is best suited for pavement. It lacks any suspension, making it less comfortable than I would have liked while traveling along the city's crumbling roads.

Its slightly wider 700 x 40C tires can handle smooth gravel or dirt paths, but you may want to consider upgrading its front forks if you plan on doing that a lot. Similarly, the stock seat isn't the plushiest, especially noticeable when I was carrying a heavy backpack on my longer trips, so I’ll likely be swapping that out soon. 

Urtopia Carbon 1 Pro review: security features

The security features are a mix of practical and theoretical. In NYC, even the best bike locks can’t guarantee safety from determined thieves. I wouldn't leave this expensive bike unattended for long, even locked up.

However, the included GPS tracking which relies on the 4G e-sim subscription helps you keep tabs or locate your bike with the app. I used it a few times when I forgot where I locked it up in Central Park, but this will only work if you leave the battery installed.

The fingerprint sensor carries over from the original model and is used to turn the bike on and disable its security, otherwise, the alarm sounds if the bike is moved without authorization.

Just as with the original, in my tests, the sensitivity of the alarm is hit-or-miss and is definitely more of a last-resort measure. It’s unlikely to deter a serious thief, but it might be useful if you’re nearby and can respond quickly.

Urtopia Carbon 1 Pro review: battery life

The 352.8Wh removable Samsung battery delivers a claimed range of up to 80 miles. Unlike some heavier e-bikes, which rely on larger motors and batteries, the Carbon 1 Pro seems to be far more consistent with its battery estimation.

The bike doesn't suffer from significant battery dips after long sessions of fast pedaling or climbing steeper hills, likely because its motor doesn’t have to work as hard thanks to its weight savings. In my tests, I’ve been hitting 65-70 miles of range when using a mix of its power modes including some without any e-assistance.

A minor downside, however, is the battery indicator on the matrix display, which only shows a battery bar that can display one of four levels, making it difficult to track the exact battery percentage during the ride.

Should you buy the Urtopia Carbon 1 Pro?

The Urtopia Carbon 1 Pro stands out as one of the best well-rounded road e-bikes available. It offers an excellent balance blend of power, style, and practicality while being one of the lightest options you can get today for under $3,000. 

But if you're looking to spend a bit less, it's worth considering the Ride1Up Roaster V2. For around $1,000, you get an electric bike capable of a similar speed in a more traditional pedal bike design, but the range is only 13 miles, so it only works for short commutes. 

Meanwhile, the Charge Bikes City makes an interesting alternative to the Urtopia Carbon 1 Pro. It's range and top speed are slightly less, but it is about half the price too. Plus, the handlebars fold down for easier storage at work or home. 

China-based drone and consumer technology manufacturer DJI just announced a high-end, multi-thousand-dollar mountain ebike. The question is, why? 

DJI is most well known for its drones — including the best drone for most people, the DJI Mini 2 — stabilization rigs and vlogging cameras. So, why launch a pricey ebike and why now? While I don't have an answer to the former, the timing of this announcement may be more than just a coincidence.

The U.S. may ban DJI products soon

Similar to TikTok, DJI faces a possible embargo in the United States. How serious is the threat? Just last week an official bill banning the sale of all DJI products called the Countering CCP Drone Act passed the U.S. House of Representatives as part of the 2025 National Defense Authorization Act. The legislation will next need to make its way through the U.S. Senate before being signed into law by President Biden. 

Fans of DJI might be relieved to hear that the House vote only made it through the lower legislative chamber by a margin of 217 to 199, which means that the measure is far from a settled matter and may ultimately be killed in the Democratic-controlled Senate. But, maybe not. 

And while the legislation won’t outlaw the DJI products you and I already own, the sale of any new gear, including non-drone items, would be strictly prohibited. 

This obviously isn’t good news for DJI who I'm sure would rather refocus the conversation on literally anything else. What better way to change the subject than by launching a shiny new product that has nothing to do with drones? 

Enter the new DJI Amflow PL electric mountain bike

DJI’s electric mountain bike is built around the brand’s fancy new Avinox Drive System which weighs just 5.5 pounds but provides a whopping 105 Nm of torque, making it suitable for climbing even the steepest hills. That’s more than double the torque of some of the best ebikes we’ve tested. 

With different motor settings for trail riding versus hill climbing and a maximum power output of up to 1000 watts, the DJI Amflow PL is billed as a versatile two-wheeler for any terrain or riding style. There’s even a power assist mode for when you’re walking the bike. 

The bike itself weighs in at just 42 pounds thanks to a carbon fiber frame. It also boasts a high-capacity battery with a 72-mile range and 1.5-hour charge time (zero to 75%). Other features include a built-in two-inch OLED touchscreen and companion app, oversized controls, an advanced suspension system and lots of high-end mechanical components. 

Of course, all this impressive tech doesn’t come cheap. With an expected Q4 ship date, the DJI Amflow PL is anticipated to be priced anywhere from $7,500 to $12,500.

Should you preorder the DJI Amflow PL?

Aside from it being a costly first-generation product, you may want to hold off on preordering the DJI Amflow PL electric mountain bike until the U.S. ban is settled. 

Why? If the bike ships before the end of the year and the U.S. government then goes and bans DJI sales nationwide beginning in 2025, you may find it difficult to get product support or replacement parts down the road. 

Of course, the Amflow PL does look like a ton of fun to ride. And I’d be more than game to test one when the bike officially launches in the U.S., assuming it's more than just smoke and mirrors on the part of DJI's PR team. 

More from Tom's Guide

• I tried Trek's CarBack Bike Radar — it's like having eyes in the back of my head
• Trek Verve+ 1 Lowstep LT review – a great ebike for first-time riders
• I tried one of the toughest bike locks on the market — and now my U-lock looks downright puny

Ride1Up’s goal when developing the LMT’d V2 ebike was to create a comfortable, simple ride that also improved the pedaling experience. To that end, the LMT’d V2 features a torque sensor, which adjusts the pedaling assist level based on your pedaling input.

It kicks in when you need it, adjusts up or down smoothly based on your pedaling, and makes for an overall pleasant ride feel. That’s the marquee feature, but the LMT’d V2 is worthy of your hard-earned dollars with its comfortable, upright riding position and no-nonsense build and design.

It’s simple, easy to use, and powerful enough to get you to and from work with no headaches. But how does it stack up against the best electric bikes available right now? We put it to the test to find out.

Ride1Up LMT’d V2 review: price and availability

The LMT’d V2 is available for purchase now through Ride1Up’s website. As of this writing, the bike is on sale for $1,495, which is $100 off its normal price. At checkout, you can choose to pay in full, or finance through Affirm. 

Ride1Up offers a 1-year warranty, a 30-day return period should you not like the bike, and free shipping. 

Ride1Up LMT’d V2 review: design

The LMT’d V2 comes in two frame options: XR (step-over) or ST (step-through). There is no price difference between the two options. 

Aside from the frame differences, the builds are identical between the two options. The LMT’d V2 features a Suntour 32 suspension fork with 100mm of travel up front to absorb bumps and chatter. And Tektro provides hydraulic brakes for plenty of stopping power in all conditions. 

The 48V Reention Prism LG battery tucks into the down tube of the frame to protect it from dirt, water, and other debris. It’s removable for easy charging and storage, though you can also charge the battery without removing it. 

A Shimano 8-speed drivetrain gives you plenty of gears to pedal with or without the motor assist turned on. That complements an AKM 48V, 750-watt rear hub-based motor with 95Nm torque. 

Fenders front and rear keep the muck off while you’re riding. An LED display mounts to the handlebars to give you all the information you’ll need on your ride at a quick glance. And a throttle mounted on the handlebar allows you to use the motor assist without pedaling at all. 

The torque sensor is mounted within the crankset assembly. It senses your pedaling input and adjusts assist power accordingly. However, out of the box, the LMT’d V2 did require more assembly than other ebikes I’ve tested recently.

The fork and the crank were both uninstalled and require a bit of know-how to get installed correctly. If that sounds intimidating, it’s best to take the LMT’d V2 to a bike shop to have it assembled by a professional. 

Ride1Up LMT’d V2 review: performance

I took my first ride on the LMT’d V2 on my home roads here just outside of Denver, Colorado. They’re mostly rolling, with a few short hills thrown in for good measure. It was a pleasant spring day with temperatures in the high 60s, which is ideal for battery performance. 

The ride quality feels very smooth, though the rear end does tend to bounce quite a bit. That’s probably because the overall design of the LMT’d V2 keeps your body upright and your weight back. So when you encounter an impact, your body weight bounces into the frame, which flexes accordingly. It’s not exactly bothersome, but it is noticeable.

Up front, the Suntour fork scrubs off chatter and small hits extremely well. On bigger hits, it feels less impressive. It’s a heavy fork, and while it does add some compliance to the front of the bike, the wide tires set at a low tire pressure would probably accomplish the same thing. The LMT’d V2 would probably be just as good without it.

The riding position is decidedly upright. The handlebars sweep back toward the rider, another nod to comfort. The LMT’d V2 feels a bit like a cruiser in that sense, though it is much more fun to ride, more responsive, more powerful, and ultimately more useful than a traditional beach cruiser.

The back sweep of the handlebars wasn't quite right for me, though. While they accomplish the primary goal of keeping the rider upright, they also put your wrists at a slightly unnatural angle when you’re holding the grips. I would have preferred a straighter bar with just a small amount of back sweep for more control and comfort.

On my first ride, I spent most of the time in the highest assist setting. There are five settings, five being the highest. I did find that going from the fourth assist setting to the fifth is a big jump in power, while modes one through four are subtler changes.

In all assist settings, there was a bit of lag between pedaling input and assist kicking in, and then disengaging after I stopped pedaling. It’s not much, but enough to notice. You’ll get used to it quickly, but it is something you’ll need to consider when you’re approaching stop signs, or starting from a dead stop on a hill. 

Speaking of starting from a dead stop on a hill, the LMT’d V2 did that very well in the highest assist setting. Shifting into the middle or easy gears on the Shimano drivetrain will improve this process.

In the lower assist settings, you’ll need to shift the gears into the easiest gears to get going. The throttle is extremely useful in this situation. The highest assist setting also felt smoother and more natural in its assist implementation than the lower assist levels.

That said, that high level also gets you up to speed super quickly, so you’ll reach the bike’s maximum assist speed very quickly. If you want to feel your pedaling input more or get a workout, use the first four-assist settings instead. 

Ride1Up LMT’d V2 review: battery life

After ten miles on my first ride, using the highest assist setting and the throttle heavily, I used about 20% of the battery from a fresh charge. Given those numbers, it’s certainly possible to reach the advertised 50-mile range.

Charging the battery is easy, and you don’t have to remove it to get it charged up. Simply plug the charger into the charging port on the down tube.

If you want to remove the battery for charging or storage, just use the included keys to unlock it, then turn the lever on the bottom of the down tube to pop it out. 

Ride1Up LMT’d V2 review: accessories

Ride1Up offers a ton of accessories for its bikes, and some of them work perfectly with the LMT’d V2. Ride1Up lists the following as some of the best choices for the LMT’d: 

• Connect+ basket (rear) $60
• Connect+Front rack $55
• Phone Mount $24
• Connect+Rear Rack $50
• Ride1Up Panniers $60

Should you buy the Ride1Up LMT’d V2?

The LMT’d V2 is ideal for commuters looking for a comfortable, upright riding position and a simple, no-nonsense build that focuses on the ride, not the gear. While the suspension fork feels excessive, the rest of the build feels well thought out and durable for years of riding. 

The torque sensor improves the ride feel, and the pedal assist from the motor packs quite a punch for riders who live in hilly areas. It’s a great choice for riders with limited flexibility who value comfort and power above all else. 

However, the LMT’d V2 sits in a pretty crowded category of ebikes under $2,000 with an upright riding position and a step-through frame option.

A few notable competitors include the RadPower RadCity 5 Plus ($1,699), NIU BQi-C3 Pro ($2,199), and the Propella 9S Pro V2 (1,399). 

The LMT’d V2 stacks up nicely against all three, besting all three in the comfort department. For a competitive price, however, the NIU features two batteries for a much longer range, as well as a belt drive system that reduces maintenance. 

Orbea, renowned for its high-performance road and mountain bikes, has now entered the city e-bike market. The Orbea Diem made its debut in March 2024, specifically tailored for urban commuters, and has since picked up awards at the iF Design and Red Dot festivals in the "Product Design" category, as well as being named "Product of the Year" at Cyclingworld Europe.

The Diem is available in three models—the 10, 20, and 30—with each tailored to different preferences and requirements. I had the opportunity to test the Diem 30, featuring a belt drive and internal hub gears, along with wide puncture-resistant tyres and integrated lights. 

After riding the Orbea Diem in Düsseldorf earlier this year, I've spent some time with it in London to further get to know the e-bike's capabilities and performance in a totally different urban environment.

To find out more about the Diem's design, smart features and performance, and how it compares to the best electric bikes, stick with us.

Orbea Diem E-bike review: Price and availability

The Orbea Diem is available for purchase through the Orbea website and select retailers. Prices start at $3,799 for the Diem 30, $4,599 for the Diem 20, and $5,599 for the top-tier Diem 10. 

All models are powered by Shimano’s EP motor platform, with the Diem 30 and 20 using the EP600 motor, while the top-spec Diem 10 boasts Shimano’s flagship EP8 motor, delivering up to 85Nm of torque for effortless acceleration on steep inclines, even with a fully loaded bike. The Diem 20 and 10 come with a 630Wh battery, and the Diem 30 with a 540Wh battery, with an additional 252Wh range extender available for all models, fitting neatly into the bike’s bottle cage.

All models are available in three colors (green, white, or gray), and come in four sizes (small, medium, large, and extra large) to accommodate riders from 5' 2" up to 6'9".

Orbea Diem E-bike review: Design

The Orbea Diem boasts a sleek, modern design with a focus on practicality. Its integrated internal battery maintains a clean look, while the low-slung frame design allows for easy mounting and dismounting. The bike features Orbea’s patented 'diamond glide' construction, which makes for a comfortable ride by allowing the frame to flex vertically to absorb road shocks.

The Diem's handlebar and seat post are adjustable which accommodates a wide range of rider heights. It features a Spinblock system, which prevents the handlebars from turning too far, increases stability on the bike and makes it easier to handle the front rack if you choose to attach one.

This e-bike has built-in front and rear lights, helping to increase visibility and safety during both day and night rides. Whether I was cycling home after sunset or riding through a dark tunnel, I felt visible to other vehicles while testing the Diem. These lights are integrated into the bike’s frame, contributing to the Diem's overall sleek appearance and ruling out the need for investing in additional lighting accessories.

One of the most convenient features is the phone mount located on the handlebars, which allows you to use a smartphone for navigation without compromising safety. I found this placed my phone pretty low on the handlebars and I didn't have the best angle for viewing maps but I appreciated having the convenience of using a magnetized phone mount.

Additionally, a USB-C charging port is integrated into the bike, enabling you to charge your phone directly from the bike’s battery. This is particularly useful for longer commutes where you may be dependent on maps and when your phone battery life is crucial.

The Diem 30 includes a rear rack capable of carrying up to 44 pounds (20 kgs), making it perfect for transporting groceries, work supplies, or even a child seat. For those needing additional carrying capacity, the bike offers an optional front rack and trailer adapter, increasing its versatility for whatever your cargo needs may be.

Orbea Diem E-bike review: Performance

There was little assembling of the bike required when the Diem arrived at my apartment in London. I borrowed a wrench from my neighbor and recruited my roommate to help attach smaller parts of the bike like the pedals and parts of the phone mount so the Diem was all ready to ride. The hardest part was getting it up the narrow and steep stairs to my front door.

This is because the Orbea Diem 30 is slightly heavy (50.7lb/23kg), which is expected given its robust build. However, the bike’s weight isn't an issue once you are on the roads and eating up the miles with the Shimano motor assistance. Plus, the bike felt highly maneuverable and I felt very stable and secure while riding it. 

However, I did have to get used to the sheer width of the handlebars. I spend more time on a road bike than I do e-bikes so I had to exercise extra caution riding the Diem in London where the roads and fellow drivers aren't as cycle-friendly as they are in Dusseldorf. 

With three assist levels on the bike, you can easily tailor the level of assistance to your needs. During my test rides, I found the lower assist levels sufficiently powerful enough for most situations. The bike accelerates quickly and maintains a good speed without needing to rely heavily on the highest assist level.

The Orbea Diem 30 promises a maximum range of up to 80 kilometers (approximately 50 miles) on a single charge. In my experience, the range estimate felt achievable under my typical urban commuting conditions and distances. However, actual range will depend on various factors, including rider weight, terrain, and the chosen assist level.

Orbea Diem E-bike review: Battery Life

During my testing, I found the battery life to be very reliable. My commute to work is seven miles there and seven miles back, and the Diem 30’s 540Wh battery handled this 14-mile round trip with ease. On average, the battery only depleted by about 25%, meaning I could comfortably handle multiple commutes or longer rides without the need for frequent recharging.

Orbea Diem E-bike review: Accessories

Orbea offers a range of accessories for the Diem, including additional batteries, chargers, and various racks. The bike comes with integrated lights, front and rear fenders, and a rear rack as standard. The front rack, which can carry up to 10 kg, is standard on the Diem 10 and optional on the other models. The rear rack can carry up to 20 kg, with a larger version available for up to 30 kg.

Orbea Diem E-bike review: The Competition

If you are looking to spend less on an e-bike then you might opt for a model from our guide to the best budget electric bikes like the Ride1Up Turris for its sleek design resembling higher-end models, equipped with a Shimano gearing system, and offers a more budget-friendly price point starting at $1,295.

Alternatively, the Charge Bikes City, while less elegant than the Diem, is more apartment-friendly, with handlebars and pedals that fold flat, so you can store it in tighter spaces. At $1,799, it's also easier on your wallet, too.

Or for a more lightweight and space efficient option, we suggest you check out the Gocycle G4i+ e-bike. It's in the same price range as the Orbea Diem, but weighs just 36.2 pounds, and can fold up on itself.

Orbea Diem E-bike review: verdict

The Orbea Diem e-bike is a top quality urban commuter, offering a blend of style, power, and practicality. Its many helpful integrated features and robust performance make it ideal for city riding. While its weight and price might be a drawback for some, the Diem's overall package makes it a worthy investment for those seeking a high-quality, reliable e-bike for urban commuting.

In 2023, I reviewed the Swytch Air e-bike conversion kit, which let me convert my 30-year-old Trek into an electric bike. At the time, I generally liked the kit, but had issues with two things in particular: the ordering process and the limited range of my converted e-bike. 

Swytch is back with the Swytch Go, which takes care of at least one of those issues. I tried out the new Swytch Go system for a few weeks to see how it compared to the original, and I have to say, I’m largely impressed. It's definitely a great — and less expensive — alternative to buying one of the best electric bikes, and may just entice you to drag that bike that's been gathering dust in your garage and take it out for a spin.

Swytch Go review: Price and availability

The Swytch Go is available only through Swytch’s website. It’s being offered alongside the original Swytch Air, but where the Air will work with both traditional and folding bikes, the Go only works with the former, due to the size of its battery pack. 

As of this writing, you can purchase the Swytch Air Max for $449, or sign up for a waitlist for the Swytch Go. The base model Go kit costs $349 if you pre-order; if you want the optional display, that will be $30 extra — it’s a relatively inexpensive upgrade I recommend. 

Next, you have to choose which battery capacity you want: The Go (187Wh, 15-20 mile range) is $349; the Go+ (281Wh, 30-40 mile range) is $399; and the Go++ (378Wh, 45-60 miles) is $475. Swytch sent me the Go+, which feels like the best option for most people — unless you’re planning to ride for long distances, it should be more than enough juice.

You next have to specify how soon you’ll want your kit. If you want to ride by July, your total price will be $699; if you can wait until the end of July, it’s $499, and if you can wait until September, it’s just $349. 

After you put down your deposit, you’ll need to provide some information, such as the wheel size of your bike (from 16 to 28 inches), whether you have disc or rim brakes, and what kind of display you want.

After submitting your credit card information, you’ll then receive a confirmation email, which will invite you to purchase other add-ons, such as a throttle. (You can also purchase accessories after the fact at this page.)

Frustratingly, there’s no link from the main Swytch website to the ordering page, only a field to sign up for the waitlist. If you want to order the kit, go to this Swytch order page instead. I still don’t get why Swytch makes things so difficult.

Swytch Go review: Installation

The installation process for the Swytch Go is very similar to the Swytch Air. First, you swap out the front wheel of your bike for the one that’s included in the Swytch kit — you’ll have to install the tube and tire, too. Next, you attach a sensor and a ring around the crankshaft of one of the pedals, then mount the battery and display, and then zip-tie all of the loose cables.

Apart from its much larger capacity, the Swytch Go’s battery is a lot easier to install than the Air. The former requires you to mount it between your handlebars using some clamps and an Allen wrench; the Go’s battery merely straps on to your bike using three Velcro straps.

In all, you should budget between 30 to 45 minutes to get everything set up. I found the trickiest part to be the sensor and ring that goes around the crankshaft. In order for the Go to register that you’re pedaling, you attach a ring that’s studded with magnets around your crankshaft; a sensor mounted to your bike then detects the magnets as the shaft rotates, and sends a signal to the motor. However, the sensor can’t be too close or too far from the magnets, and getting it spaced just right takes a little work.

While the Swytch kit includes a nice set of tools, you will need to provide your own for removing the tire from your bike’s wheel. Fortunately, those are pretty cheap: this set of four bike tire levers costs $10 on Amazon, and any local bike shop should have plenty of these in stock.

Swytch Go review: Performance

The Swytch Go uses the same 250W motor as the Swytch Air, which isn’t the world’s most powerful, but was more than enough to give me a nice assist as I rode my bike up and down the hills of my town — of which there are many. While there was some pedaling involved, the motor made it a lot easier to ride up inclines, especially when I was toting my daughter on the back of the bike.

Unlike electric bikes with torque sensors, it takes a crank or two before the Swytch’s motor kicks in, but it isn’t too much of a lag.

The small OLED display (which shows your speed, trip distance, and battery life) was bright enough for most situations. Two buttons just below the display let me adjust the level of motor-assist; they were easy to press, but you should try and mount it as close as you can to your thumb.

Swytch Go review: Battery life and range

As mentioned earlier, I would recommend picking the Swytch Go+ battery, which has a capacity of 281Wh, and an estimated range of 30 to 40 miles. The starting Swytch Go has a capacity of 187Wh, which isn’t all that much more than the Swytch Air (180 Wh). 

With the power assist set to its max level, I rode the bike for about 10 miles, and saw the battery drain about 40%; extrapolating that out would get me a range of around 25 miles, which is a little less than Swytch’s estimates, but still much better than the Air’s 14-mile range.

Unlike the Swytch Air’s battery, which pops out of its holder, the Swytch Go’s battery is meant to stay in place, even if it is held by a set of Velcro straps. Fortunately, it’s easy to recharge: Just connect the charger to the port in the front of the battery. 

Swytch Go review: Verdict

When I reviewed the Swytch Air, my two issues were its convoluted ordering process and the limited range of its battery. With the Swytch Go, the company has taken care of at least one of the problems — range anxiety — which now makes it a much more useful product.

As an added benefit, the fact that the Swytch Go’s battery is between the frame, rather than between the handlebars, means that you have a lot more room to mount a headlight or other accessory to the front of your bike.

If you want to order the Swytch Go — and can stand waiting until September — then you can get it with the Go+ battery and display for $429, or $579 if you want it by July. That’s a pretty reasonable price for a conversion kit, considering the best budget electric bikes start at around $1,000. If you have an old bike gathering dust — and don’t want to drop a grand or more on a new electric bike — the Swytch Go is definitely worth the investment and your time.

If you want to get outdoors but don't have a huge amount of space, using one of the best foldable electric bikes is a great solution. From easier storage at home to being able to tuck it away when you're at the office, these portable bikes collapse down into an easily stowed package.

The best part? Like the best electric bikes, folding ebikes can assist you as you cycle thanks to their motor and battery. The folding design means that they have a slightly lower range than a regular e-bike, but the best foldable electric bike is one you'll actually use, so it needs to fit into your requirements and lifestyle.

However, it can be difficult to decide on which foldable e-bike to get, especially as there are so many models out there with similar specifications. To help you out, we've taken the best foldable e-bikes for a ride to test out just how they function in the real world.

In our testing, it was the Aventon Sinch.2 that came out on top as the best folding electric bike for most people, thanks to its versatility and ease of use. However, if you're after a more budget-friendly option, the Ride1Up Portola is an excellent choice. Plus, we've rounded up all our favorite foldable e-bikes across a range of styles, budgets, and uses in the list below.

The best folding electric bikes you can buy today

Best folding electric bike overall

The Urtopia Carbon Fold 2 is the latest, more refined version of the original Urtopia Carbon Fold. With an excellent range and surprisingly lightweight, it's the best foldable bike on the market.

The Urtopia Carbon Fold 2 is slightly more expensive than its predecessor at $1,899 rather than $1,599. However, it's still cheaper than other premium folding bikes, and it has seen a few worthy improvements.

Its already impressive 45-mile range from its removable seatpost battery can be bumped up to 95 miles using its optional dual battery setup.

Its saddle has been redesigned, too, making it more comfortable to use. During testing, we noticed that the new saddle noticeably improved the ride over bumps, too.

The Urtopia Carbon Fold 2 also now has an optional thumb throttle which allows you to accelerate without pedaling up to 20 mph. During testing, we found this to be especially handy in traffic as it alllowed for speedy launches from stops.

The main drawbacks to the bike are that the newer version is a lot heavier than the older version, weighing in at 35 lbs rather than 29 lbs. Additionally, the magnetic folding retention (which was already an issue for the original Urtopia Carbon Fold) still isn't strong enough. During testing, the bike accidentally unfolded a few times while rolling around or lifting.

Finally, with a supported weight limit of up to 200 pounds, the Urtopia Carbon Fold 2 is unsuitable for larger riders.

Overall, though, the Urtopia Carbon Fold is a great choice for a folding electric bike with an excellent range.

• Read our full Urtopia Carbon Fold 2 review

Best budget folding electric bike

If you're looking for a relatively more budget-friendly foldable ebike, then the Ride1Up Portola is a great option. It combines an excellent ride with a sleek and versatile design, which is impressive for the almost $1,000 price tag.

You get a choice of two battery options: 10.4Ah and 13.4Ah, although you pay an extra $100 for the larger size. The bike folds at the center, and it gets pretty compact — just 36 inches long and 16 inches wide. Plus, the handlebars collapse at the touch of a lever, too, which I found handy when it came time to pack it away.

Like with many of these foldable ebikes, I found that the front suspension didn't really add that much to the ride, and overall just added weight to the bike. But that was my only major complaint, as the bike offered plenty of power, even on hill starts.

For such a small bike, the motor packs a powerful punch, and it was able to tackle almost any situation we put it to.

If I had one small criticism, it's that Ride1Up could make the hinge level quieter, but that doesn't stop it from being a fantastic budget-conscious folding electric bike.

• Read our full Ride1Up Portola review

Best folding electric bike for rough terrain

The Heybike Mars 2.0 isn't the most elegant ebike around, but its fat-tired wheels make it an ideal option for uneven ground or rougher terrain. Plus, there's a large rear rack for carrying cargo, and it comes in four colors if you want to add some personality to your bike.

It's the follow-up to the company's first folding bike, the Mars, and the upgrades here are relatively modest — you just get a bit more power and a slightly longer-lasting battery. It also retains the first-generation's center-folding lever-based mechanism for quick storage.

However, during testing, I found that while the motor is powerful enough to see you through most situations (even steep hills), there's a noticeable lag between when you start to pedal and when the motor kicks in, which I didn't experience with the other folding electric bikes in this guide.

However, once you've adjusted to this delay, the Mars 2.0 is an extremely fun bike to ride, even on rough or snow-covered roads. So, if you're after a durable, solid folding ebike for your next adventure, it's worth adding to your shortlist.

• Read our full Heybike Mars 2.0 review

Also tested

We test a lot of e-bikes to help make sure we only recommend those that we think are genuinely the best folding electric bikes. However, just because a bike didn't make the roundup, this doesn't mean it isn't also a good option. So, here are the foldable e-bikes that didn't quite make the cut, but are still worth your consideration.

How we test the best folding electric bikes

We rode each bike in this guide extensively to gauge ride quality, usability, versatility, battery life, and motor power. For some of the bikes that claim a wide rider height range, we asked a much taller friend (over 6 feet tall) to test the bikes for their handling capabilities and size accommodations.

Since folding ebikes tend to be compact, the bike’s handling can be affected. During testing, we paid particular attention to how the bike responds to different steering situations — from tight corners to high-speed sweeping curves. The best folding ebikes handle both with ease, or at least limit any steering unsteadiness to the least common steering scenarios.

While all of those factors are important in any e-bike, folding e-bikes must also be critiqued on their foldability. How small does it fold up? How light is it? Can the rider easily carry it in the folded position? How quick and easy is it to fold and to unfold for riding use?

Build quality matters, too. Since folding ebikes have hinges, those hinged locations must remain solid and stable while you’re riding the bike. Quick-release levers should engage tightly, and there should be little to no play in any part that releases for folding.

The bulk of the testing took place on rolling terrain in Colorado. Almost all of it was on paved surfaces or through patches of dirt and grass for brief periods. Temperatures ranged from 25 degrees Fahrenheit to 65 degrees Fahrenheit; a good test, as colder temperatures can have an adverse effect on battery life.

Each bike was tested for motor response (how long it takes for the assist to kick in once you start pedaling); throttle response; starting from a dead stop on a hill; battery life under heavy use; foldability and storability; and basic functionality.

All of this testing came together to decide which e-bike was the best for most people — the Aventon Sinch.2.

How to choose the best folding electric bike

My number one tip is to start your search for the best electric folding bike by examining the basic specs and comparing them against how you intend to use the bike. For example, if you have a long commute, you’ll want to make sure you choose a bike with a long advertised range so you can make it to work and back with battery life to spare.

You should also consider the terrain on which you’re most likely to ride. While many folding ebikes today come stock with wide tires that can handle dirt roads and rough pavement, others come with narrower tires that might not be suitable for rougher terrain.

However, narrower tires also mean more compact folding. Plus, those skinnier tires save weight, so if you’ll be stowing your ebike in an overhead space, pay close attention to the bike’s overall weight and err toward skinny tires. Additionally, if your priority is space savings, skinnier tires help a ton.

FAQs

The Trek Verve+ 1 Lowstep LT is the brand's entry-level, upright-style electric bike for beginners, commuters and joy riders. Featuring a step-through frame, a large comfortable seat, grippy handlebars and a riding position that makes it easy to keep an eye on traffic, the Verve+ 1 LT is one of the best beginner-friendly ebikes available.

It's a bit pricier than the competition, but Trek makes up for it with high-quality components, including hydraulic disc brakes, integrated lights and fenders, oversized tires and a reasonably lightweight (44 pounds) design, with an all-aluminum frame construction. 

Powered by a modest yet capable enough 250W motor integrated into the rear wheel hub, users can select from three e-assist levels and eight gear speeds. At $2,300, it may not be a contender for our best budget electric bikes guide, but it's a strong contender as one of the best ebikes for newbies.

Trek Verve+ 1 Lowstep LT review: Price and availability

The Trek Verve+ 1 Lowstep LT is available for $2,300 from Trek directly, including Trek retail stores. You can also find it in a lot of local independent bike shops. The cost of the bike includes professional assembly, which is a huge plus. I recently tried to build an ebike at home and ran into several issues, despite working confidently on traditional bikes. 

For U.S. customers, all Trek bikes, electric or not, come with Trek Care, which covers the frame and main mechanical components for life. The battery, on the other hand, has a two-year warranty. While it's not meant to be removed by customers, Trek shops can easily switch it out if/when it does need replacing. 

Trek Verve+ 1 Lowstep LT review: Design

The Trek Verve+ 1 LT comes in three sizes, small, medium and large — I tested the latter —  and three colors: Galatic Grey, Viper Red, and Baja Yellow. All variations feature the same low-step-style frame with no upper crossbar to contend with. Built out of Trek's Alpha Gold Aluminum, the bike weighs in at a manageable 44 pounds. 

With handlebars that are positioned high and wide, riders are seated upright rather than hunched over, like on a performance bike. The rubber grips on the handlebars are also super comfortable with lots of real estate to accommodate even the largest hands. The brake levers are also long and easy to grip. 

You'll find the e-bike controls on the inside of the left handlebar. A long press on the on/off switch gets things going, while the plus and minus buttons allow you to jump between no e-assist and the three powered settings.

The green LEDs indicate how much charge the battery has left while the red LEDs represent the e-assist setting. It's a lot more basic than the displays on the Ride1Up Turris or the RadPower RadCity 5 Plus, but it gets the job done. 

In addition to three e-assist settings, the bike has eight geared speeds which are adjusted using two levers located on the inside of the right handlebar. A small window facing riders indicates the current gear via an orange strip.

The bike seat features a quick-release lever making it easy to adjust the height for different riders on the fly. Trek equipped the Verve+ 1 LT with the wide and comfy Bontrager Boulevard Bike Saddle, which is a nice upgrade over the saddles that come on most entry-level models. 

Power comes from the 250W, 40Nm motor tucked in the rear wheel hub. The eight-speed drivetrain uses all high-quality Shimano components, including the shifter and derailleurs. The disc brakes, meanwhile are made by Tektro. 

The tires are a hybrid affair, making them suitable for pavement and trail riding. I was easily able to cruise over loose gravel and dirt on the bike without issue. And while they offer basic puncture protection, they are far from the Kevlar-reinforced tires I default to on my own bikes.

Last but not least, the Trek Verve+ 1 LT comes with wide, grippy Bontrager City pedals which provide decent traction even in wet weather (I mostly rode around wearing sneakers or hiking boots). 

Trek Verve+ 1 Lowstep LT review: Riding experience

In addition to riding the Trek Verve+ 1 Lowstep LT across the world's longest floating bridge and up the steepest hill in Seattle, Washington, I also used it to get around town while running errands and taking midday breaks. Here's how it faired.

The bike is extremely easy to get on and off of, and feels stable while riding, even at fast speeds. First-time riders should start with e-assist in the lowest setting before cranking it up, as the bike accelerates quickly at maximum power.

However, there is a slight delay between when you start to pedal and when the motor kicks in, about two pedal strokes, which is worth keeping in mind when taking on big hills. 

The max e-assisted speed is 20 mph, which you can easily surpass with some help from gravity. Going up hills is fairly painless, especially in the bike's easiest gear and with maximum e-assist. However, unlike some of its competitors, the bike lacks a throttle, so you can't get a free ride.

Both the seat and handlebars are plenty comfortable. I rode on numerous occasions in inclement weather and had no issues gripping the bike or keeping my feet on the pedals. The tires also provide ample traction on wet pavement.

It's worth noting that there's no suspension, so, expect to feel some bumps and knocks as you cruise around. That said, I wouldn't call it a stiff ride. Also, lowering your tire pressure a bit below the recommended PSI will give you a little more cushion, if needed.

The brakes are very responsive, so resist gripping them too tightly your first several times stopping or you may send yourself into orbit. That said, the stopping power is fantastic, even under wet conditions. 

Trek Verve+ 1 Lowstep LT review: Battery life and performance

The bike's battery is integrated into the downtube on the frame, making it pretty damn difficult for someone to steal. The downside is that you can't carry an extra. However, Trek sells a battery range extender for $499, which more than doubles the total advertised distance to 75 miles — the advertised range without it is 35 miles. The extender does add an extra 3.5 pounds of weight, though. 

Without the extender and in everyday riding conditions, versus the ideal conditions these batteries are tested in, I got closer to 16 miles of range while using maximum e-assist (and climbing 1,400 ft). While riding more conservatively, switching between the three power settings as needed, I was able to squeeze out closer to 25 miles, again with ~1000 ft climbed. 

I do reckon that on flat terrain using only the lowest e-assist setting, I could make it to 35 miles on a single charge, but where's the fun in that? Fortunately, as long as your destination has a power outlet and you're sticking around for a bit, I found the battery can be charged up fully in just over two hours.

The bike charges via a covered port at the base of the downtube and the included charger has plenty of length for hard-to-reach outlets. 

Trek Verve+ 1 Lowstep LT review: Accessories

While accessories like front and rear rain/mudguards, lights and even a MIK-system compatible rear cargo rack come standard on the Trek Verve+ 1 LT, you'll need to shell out extra coin for goodies like the detachable bike bag shown above, the mountable battery extender (obviously) or a water bottle holder. Fortunately, the Verve+ 1 LT is covered in mounting points to accommodate all sorts of accessories, allowing you to customize it to your heart's content. 

Trek Verve+ 1 Lowstep LT review: The competition

The Rad Power RadCity 5 Plus is the best ebike for most people and a solid low-step-style alternative to the Trek Verve+ 1 LT. It features a more powerful motor, greater range and a lower price in a similar package. However, it is 20 pounds heavier with one less gear.

The Ride1Up Turris is about $1,000 less than the Trek and also offers a comparable range with a more powerful motor. However, it too is about 10 pounds heavier. 

If you want a low-step bike with maximum range, consider the incredibly named NIU BQi-C3 Pro. It's good for an advertised 90-mile distance but also weighs a hefty 70.5 pounds and doesn't have any gears, which might be a deal-breaker if you live somewhere with lots of hills. 

Trek Verve+ 1 Lowstep LT: Verdict

The Trek Verve+ 1 Lowstep LT is the most approachable and well-equipped beginner-friendly ebike I've encountered. Professional assembly is included in the price of the bike, as is a lifetime warranty on the major parts, except the battery, which has a two-year warranty. 

Easy to ride and appropriate for folks of all statures, the built-in motor has three speeds; the lowest setting is great for getting used to the electric-assisted lifestyle. However, the motor is nothing short of zippy with maximum power. 

Battery life could be better, but for trips under 20 miles, the Trek Verve+ 1 Lowstep LT is a great option. The eight-speed drivetrain makes it appropriate for even the hilliest terrain. Plus, the battery recharges in about two hours and an accessory range extender can be picked up, doubling your distance.

Ultimately, if I were a man of many dollars, this is the ebike I'd buy for my parents to enjoy because it's safe, built from quality components and a lot of fun to ride. I also dig Trek's incredibly helpful customer service. However, it's hard to ignore its price, which is much higher than some of our other favorite bikes, including those with specs and features that meet or exceed what Trek offers.

I love a good physical challenge, especially one I can attempt without traveling far from home. Fortunately, my hometown of Seattle, Washington is ripe with them, from epic hikes in the nearby Cascade Mountains to scenic bike rides around glacial lakes. 

Built on seven adjacent hills, the city also has its fair share of steep inclines to traverse. The steepest is a heart-pumping 26% grade. And before folks from Seattle’s foggy southern cousin snicker, I'll point out that San Francisco's famed Lombard Street is a 27% grade (though it's far from SF's steepest). 

I’ve always wanted to conquer Seattle's short (one-block) hill climb challenge, which is located in a relatively quiet, residential neighborhood. However, I've never been confident/foolish enough to attempt it on an ordinary road bike, having failed to make it up kinder hills. 

And so, the infamous East Roy Street Hill Climb Challenge — no one really calls it that — has remained out of sight and out of mind. Well, not entirely: I have walked it numerous times and it’s a certified leg burner. 

My steed: Trek Verve+ 1 Lowstep LT

My situation changed this past weekend while I was getting ready to head out on a test ride with the Trek Verve+ 1 Lowstep LT, one of the brand’s latest commuter-friendly ebikes. Packing a fairly powerful 250W rear hub motor, with three levels of e-assist, users can reach speeds up to 20-plus MPH quite easily (that’s 9,743 Kilometers per hour for my non-US readers). 

With a warm and sunny Sunday at my disposal, I took off on my ordinary bike route with plans to detour a few blocks out of my way at the end of the ride to make my inaugural ebike ascent of Seattle’s steepest. 

Prepping for the climb

I’ve put quite a few miles on the Trek Verve+ 1 Lowestep LT — I've even taken it over the world's longest floating bridge — and feel generally confident riding it. To be fair, though, the Verve+ 1 is designed to keep riders seated upright and in a comfortable position; there’s also no upper crossbar to contend with. 

The bike’s e-assist is also peppy, especially on its highest setting, which I intended to use for my climb. While the max advertised e-assist speed is roughly 20 mph, you can certainly cruise faster with a little help from gravity. 

I’ve also ridden the Trek Verve+ 1 Lowstep up many of Seattle’s other less steep but still intimidating one-block inclines without too much issue, including hills I wouldn’t ordinarily attempt on my normal bike. 

Some are even graded at just under 20%, yet taking them on barely pushed my heart rate above Zone 3 (or 147 bpm). Needless to say, I felt pretty good going into this challenge. Boy, was I wrong. 

Trek Verve+ 1 ebike vs. Seattle's steepest hill

I arrived at the East Roy Street Hill Challenge with a small but dedicated audience of total strangers (four), including a couple walking their dog and another tending to their garden. After snapping a few photos from its base, I took a deep breath and considered my plan of attack. 

The street that intersects East Roy at the base of the hill is flat with minimal car traffic — East Roy also sees very few cars — making it the perfect place to build up a little speed before turning a hard right and booking it upwards. 

With the e-assist maxed out and the bike in its highest gear, I pumped the pedals like a madman for roughly 50 yards before making the turn. My initial boost sent me about a quarter of the way up the incline, which seemed like a great start. 

However, as I began to slow and downshift back to first gear, I became worried that I may not be able to keep up enough forward momentum to engage the e-assist. And so I leaned into the handlebars and began pumping with as much strength as I could muster. This resulted in the bike’s front wheel momentarily lifting off the ground and for a split second, I thought I would flip backwards.

I didn’t. My oh-so-graceful recovery was likely helped by the fact that the Trek weighs around 45 pounds. With that scary moment behind me, I concentrated on my pedaling rhythm and breathing. After what felt like several years but was really seconds, I was finally at the top. 

With the wind at my back and my confidence renewed, I decided to continue up the next block which is slightly less steep before taking a breather and checking out my stats. 

Trek Verve+ 1 ebike vs. Seattle's steepest hill: Verdict

I began the challenge with my heart rate in Zone 2 (~125 bpm) but by the end of the climb was in Zone 5 territory (176 bpm), which I didn’t anticipate. Ultimately, the East Roy Street Hill Climb Challenge is harder than I thought — at least, on a well-powered ebike — and truly a trial of mind and body, albeit, a very quick one.

Will I attempt it again? Definitely! In fact, I think it could be a fun demonstration to incorporate into future ebike reviews. Speaking of which, stay tuned for my full Trek Verve+ 1 Lowestep LT review, and take a look through our guide to the best electric bikes if you’re presently on the hunt.

More from Tom's Guide

• Blood, sweat and beers — 7 lessons I learned from building my first ebike
• Shopping for your first ebike? 5 things to look for
• 7 reasons why I’m finally an electric bike believer

The Himiway Zebra is an all-terrain electric bike that could easily be mistaken for a dirt bike, and that’s hardly a bad thing in the wide world of fat-tire ebikes. As the latest addition to Himiway’s growing stable of hybrid vehicles, the Zebra was built to navigate the world with aplomb — rain or shine.

While lifelong cyclists have no doubt grown accustomed to light-as-a-feather road bike frames over the years, those skinny tires aren’t meant for the dirt, and that’s where the Zebra’s extra girth comes in. In short, this fat-tire ebike isn’t afraid of the great outdoors, and there’s a lot to like about the overall feature set, starting with that extra horsepower. 

Fat-tire bikes are nothing new in mountain biking, of course, but they’re still a novelty in the subsector of ebikes, featuring built-in motors to tackle tougher terrain than your quivering quad muscles could rightfully handle all on their own. Is the Zebra one of the best electric bikes on the market? We took it out a ride to find out.

Himiway Zebra review: Price and availability

Announced in September 2023, the Himiway Zebra is available for $1,999 from the company’s website in both high-step and step-thru models, with four different colors to choose from.

This includes free shipping, a 15-day return period, and a two-year limited warranty to cover the frame, battery, parts, and components. (As of April 2024, the Zebra was on sale for $1,499 from Himiway and Bed Bath & Beyond. Presumably in the Beyond section.)

Himiway has a variety of other fat-tire ebikes to choose from, such as the Rambler, Cobra, Big Dog, and the underwhelmingly named C1, which is made for kids. With MSRPs ranging from $799 to $3,799, the Zebra isn’t their most expensive ebike, but it isn't the cheapest, either. 

Himiway Zebra review: Assembly

First things first: let’s talk about the extra bulk. If not for those pesky pedals, one could easily mistake the Himiway Zebra for a snazzy moped at first pass, especially once you put your paws on that monstrous 79-pound frame.

Unless you have a garage or dedicated storage space, you should definitely check that the bike will fit in your home. The bike measures 78.7 inches from end to end, and 79 pounds is way too heavy to haul up a standard stairwell by hand. If you live in an apartment building, make sure this ebike can squeeze through the front door and into an elevator.

My Himiway Zebra came mostly pre-assembled in the box, so I didn't have to be an ebike mechanic to put it together. But not every manufacturer takes a similar approach, as one of Tom's Guide's writers recently discovered when he had to build his ebike at home. Meanwhile, it took me less than an hour to finish the relatively simple assembly process. 

The only stumbling block was that installing the front wheel took a little more finesse than expected; the wheel hub wasn’t aligned on my first try, causing friction against the brake rotor until I got it right. At 6’3'' and 180 pounds, my lanky body is just shy of Himiway’s recommended 6’4'' height upper limit.

While the Zebra was built to take some abuse on the trail, Himiway recommends storing the ebike “under shelter, avoiding extended exposure to cold or inclement weather.” The battery and motor aren’t meant to be fully submerged, either. 

In short, if you get the bike wet (or muddy) during your travels, give it a wipe-down when you get home to keep everything in pristine condition. 

Himiway Zebra review: Design

Boasting aerospace-grade 6061 aluminum that’s “two times thicker than conventional bike frames,” this beast is much heavier than the average road bike or mountain bike — which generally sit around 50 pounds — but the overall form is also a lot more capable.

The frame has an impressive 400-pound payload capacity (designed for riders between 5’ 3” and 6’4”), and those all-terrain 26 x 4-inch Kenda fat tires provide tip-top traction on sand, gravel, concrete, and mountainous terrain in virtually any weather — including snow and ice.

But because of its weight, the more challenging the terrain you’re facing, the more upper-body strength you’ll need to steer this bulky bike from one rut to another. Which is actually a lot of fun; those fat tires do an excellent job of hugging the ground and navigating rocky terrain, no matter what kind of slop was on top.

The Zebra qualifies as a Class II ebike — maxing out at 20mph with throttle assist and pedal assist — but you can convert it to a Class III ebike via the LCD, bumping that max speed up to 25mph in the settings. 

From the display, you can view your current speed and toggle between the odometer, trip mileage, and ride time, among other standard functions; it’s flanked by a 7-speed Shimano gear shifter and dedicated buttons for adjusting pedal assist and other settings. There’s even a hidden USB port for your mobile accessories, which is a nice touch.

The 48V 20Ah Samsung/LG battery locks securely inside the bike frame below the seat and requires a key to remove, so it's not likely to end up missing when you've stored your bike away while on the go. 

Like other electric bikes we’ve tested recently, the 750W brushless geared hub motor is integrated right into the bike's rear wheel. When pedal assistance is activated, a sensor detects how much effort you’re putting in, and the motor gives your legs a boost, up to 86 Nm of torque.

The half-twist throttle on the right handlebar allows for manual speed control, and cutting the power entirely is as simple as engaging either one of the hydraulic brake levers, which simultaneously engages the brake light.

This is an especially useful feature in terms of preventing rear-end collisions after dusk; there’s also a 48V luminosity spotlight up front for enhanced visibility at night, and a dedicated button on the control panel to turn it on and off. 

Himiway Zebra review: Performance

I spent a month with the Himiway Zebra, traveling 46 miles across a range of terrains in a variety of winter weather conditions, crossing urban spaces, parks, and more challenging paths as I went.

I live in Brooklyn, and since I received my review unit during New York City’s coldest, wettest time of the year, I truly put those extra-wide Kenda tires to the test in the aftermath of all sorts of wintery weather, including rain, ice, mud, and slushy snow. 

To put the Zebra through its paces, I powered the battery up to 100%, layered myself up for the elements, and hit the road. Most of my testing took place in Prospect Park, which offers a surprisingly diverse collection of terrain for those chubby tires to chew through: namely concrete, dirt, gravel, grass, and sand.

The Zebra isn’t afraid of mud, either, and the splash guards did a good job of keeping me relatively clean when things got extra sloppy. Maneuvering the bike from a dead stop was a bit cumbersome at times, but once I got moving, hoo boy!

When engaged, the motor kicks in as you start pedaling, which takes some getting used to amidst the ebb and flow of city cycling, especially at traffic lights. Once my brain adjusted to the extra power behind my legs, zipping through the park was a lot of fun; those 4-inch fat tires let me take on certain hills — and partially frozen terrain — that I never could have attempted with a regular road bike.

All that extra tread feels predictably out of place on city streets, of course, but once I traded in the concrete for dirt and gravel trails, the Zebra made good on its name in terms of hugging the ground, and those hydraulic brakes let me stop on a dime. 

While those bouncy fat tires absorbed plenty of shock on the trail, the Zebra’s front suspension did a solid job of leveling out my ride as I rolled over rocks, frozen mud, and exposed ruts; the grippy treads hugged the ground like cloven hoofs, even around sharp turns.  

Whether engaging the battery via pedal assist or the half-twist throttle, I experienced minimal lag between input and motor engagement. On level ground, the Zebra zips right up to max speed (25mph) in a matter of seconds, and it’ll keep going strong on extended inclines.

To test the motor’s overall power, I biked one lap of the park with the battery turned off, during which the steepest hill took me down to just 5mph in first gear. With the throttle in manual mode, however, I could tackle the same hill at a steady 20mph — without even using my legs! 

To give you an idea of how much energy the Zebra is saving you with pedal assist engaged, consider the workout data below, collected from my trusty Coros Vertix 2. During the first unassisted lap (3.37 miles), I burned 156 calories over 16 minutes and 34 seconds, with an average speed of 12.2mph.

During the second lap, I cranked the pedal assist up to level 5, covering the same distance in just 9 minutes and 1 second, averaging a much faster 22.5mph, and burning only 63 calories in the process. I continued for another 15.11 miles, racking up a fairly low 639 calories in just over an hour.  

Himiway Zebra review: Battery life

Given the initial cost of the bike, it's worth taking care of the 48V 20Ah Samsung/LG battery since a new one will set you back $689. To maximize overall longevity, Himiway recommends charging it back up to 100% after each use without ever draining it completely. 

After 18.49 miles of intermittent pedal- and throttle-assisted testing on a sunny, 35-degree Fahrenheit day, the battery life indicator slipped from five bars (100%) down to two bars (roughly 40%) by the end of my testing session.

At that rate, I might have been able to squeeze 40 miles total out of the battery if my frigid fingers could have lasted a bit longer, which is a far cry from the company's best-case scenario of 60-80 miles. To be fair, Lithium-ion batteries aren’t at their best in colder weather, and my testing came with an inevitable windchill factor.

Himiway Zebra review: Accessories

Himiway carries itself as a premium brand, and the Zebra is saddled with a variety of useful bells and whistles right out of the box — starting with a literal bell on the left handlebar to let everyone know you’re on the move. 

Integrated turn signals would have been nice, but at least the bike is equipped with built-in brake lights, a headlight, and reflective sidewall stripes on the tires.

In terms of overall butt cushioning, the Selle Royal Saddle is more ergonomic than the average bike seat, and it felt plenty comfortable during testing, even for longer rides. 

An integrated rear rack — complete with the wooden platform — adds an extra touch of class to this ebike, allowing you to take full advantage of that 400-pound payload capacity; a swappable seat attachment for passengers would have been nice. 

While every ebike on the market is designed to expedite your commute from point A to point B, the Himiway Zebra’s mammoth frame can be accessorized to your heart’s content — if your pockets are deep enough, anyway.

Himiway offers a plethora of useful ebike accessories from their website, including rearview mirror attachments ($49); front-mounted baskets ($89); rear-mounted racks ($99); waterproof bags ($89); and even a foldable cargo trailer ($219).

Himiway Zebra review: The competition

If you can find the Zebra at a discount, I’d certainly place it on par with the equally bulky Aventon Aventure.2 ($1,799), which offers a nearly identical feature set, right down to the chunky 77-pound frame, 750W motor, removable 48V lithium-ion battery, and 400-pound weight limit. 

The Aventure.2, however, boasts a max assist speed of 28mph (versus 25mph) and 8-speed drivetrain (versus 7-speed), paired with a max advertised range of 60 miles. But if you’re looking for a fat-tire ebike that can potentially replace your car, consider the Radpower RadRunner 3 Plus ($2,299). 

This features all-terrain 4-inch fat tires, a top-notch 350-pound payload capacity, and plenty of swappable accessories. At 75.5 pounds, it is a good option for carrying larger loads, and the rear cargo basket can even be swapped out for a padded passenger seat, making it ideal for couples and families. 

On the hunt for a fat-tire ebike that’s all about micro-mobility? Check out the Juiced Ripracer ($1,599), a sporty BMX-style ebike that’s as capable on the trail as it is on the street. The 20-inch wheels are designed for all-terrain excursions, and its best-in-class handling will keep you on the move for hours at a time. 

Should you buy the Himiway Zebra?

The Himiway Zebra packs a lot of premium features into a fairly portable package for its mid-range $2,000 price tag. The fat-tied ebike is noticeably bulkier than the average mountain bike, and the 79-pound frame takes a little getting used to on the trail. 

After using it for a month on trails and roads, and with several laps through the city park, I had an excellent experience with this all-terrain ebike, despite the colder weather conditions.

Those grippy tires aren’t scared of anything, and all that extra power from the 750W motor made my legs feel superhuman as I zipped through my neighborhood. The Zebra’s frame might be a little heavy, but it’ll make light work of your weekly commutes — or your next adventure. 

How hard is it to assemble an electric bike at home? I recently found out when a rather large box arrived at my apartment containing the Tenways CGO600 Pro, a $1,700 single-speed ebike boasting 53 miles of range, a carbon belt drive, hydraulic disc brakes and a relatively lightweight design (37 pounds).  

I consider myself to be fairly mechanically-inclined. As an avid cyclist, I often perform routine maintenance on my own bikes, from tire changes to chain cleanings to swapping out worn brake pads. I've even assembled a single-speed (analog) bike from its box, with only minor professional intervention. 

Admittedly, though, the prospect of assembling an ebike from its box made me a tad nervous. From my experience, bikes often get bumped around in transit and sometimes arrive with wheels that are out of true — where they wobble as they spin, sort of like a round Pringle — which is not something I'm comfortable fixing, nor are bent parts or hydraulic brake line assemblies. 

However, with the encouragement of TG's resident ebike expert (and my boss), Mike Prospero, I busted out my tool kit, donned my 'safety goggles' — oversized sunglasses — turned up the 80s punk rock playlist, and got to work unboxing and assembling the Tenways CGO600 Pro ebike on my apartment balcony.

Ultimately, it took me just shy of four hours to put everything together, though, one of those hours was spent trying to address an early and demoralizing roadblock, which you can read about after the jump (lesson #3). During that time, blood was shed, sweat was dripped and a couple of cold beverages were enjoyed. 

With the somewhat tumultuous experience behind me, a shiny new ebike beside me and my achy/cut-up hands starting to heal, these are the seven most important lessons I learned from building my first ebike at home.

1. Start your build early in the day and take breaks

I started the building process around 4:30 pm, confident I'd have everything put together and ready to go long before the sunset at 7:30 pm. I was wrong. In retrospect, I should've started assembly in the morning and padded in more breaks throughout the process. 

Regarding the latter, it's easy to get tunnel vision when you're overwhelmed by something like a faulty bolt, or slightly convoluted instructions, which can lead to mistakes. My advice is: Don't get too sucked into the build. More importantly, walk away when you're not having fun. The bike will be there when you return. 

2. Ensure you have enough space to work

With limited indoor space to work with, I opted to build the Tenways ebike on my balcony, which is just wide enough to fit the five-foot-long box it shipped in. You'll want at least a five-by-ten-foot space, ideally with a wall to lean the bike up against while you build it. 

It's also a good idea to throw down some towels or mats to protect both the bike from scuffs and your work surface. Cardboard also works. Lighting is another consideration. I chose to work outside by (mostly) sunlight. 

If you opt to build an ebike inside, make sure you have enough illumination. There are a lot of small details both in the directions and on the bike itself to be mindful of. A quality headlamp may be your friend here. 

3. Do not over-tighten or force included hardware

I can not stress this enough, do not, under any circumstances, force stubborn screws or bolts. The first bolt I tried to install ended up snapping as I tightened it, leaving me with a headless nub. This was while attaching the rear mudguard, and I'm not sure if the issue was a faulty bolt or wonky threading in the bike frame, but I spent an entire hour trying to remove the damn thing. 

I was not successful. Fortunately, the mudguard arms are adjustable — something I wish I had realized sooner — and I was able to extend each arm a bit further to affix them to a different mounting point. 

By the way, Tenways didn't include extra hardware. Thankfully, some of the mounting points on the frame for additional accessories have a bolt you can borrow in a pinch if you lose/break one.  

4. Wear gloves

I tore up my hands pretty good assembling this bad boy. At one point, while trying to dislodge the aforementioned bolt nub, a small cut began gushing large qualities of blood all over the bike frame, requiring a momentary pause in work and the use of several Band-Aids. Protect your paws. Wear gloves. 

5. Invest in a bike pump and required tools prior

The Tenways CGO600 Pro came with a small, rudimentary bike pump for initial inflation, which I quickly tossed aside. Reaching the recommended PSI with a puny travel pump is nobody's idea of a good time. Unless of course you're Arnold and it's arm day. 

Along with a solid bike helmet and one of the best bike locks, a decent bike bump should top your list of must-have ebike accessories, and ideally be acquired before your new bike arrives. You can expect to spend between $50 and $100 for one that will last the long haul. 

Similarly, research what tools you'll need and have them ready to go. With Tenways, all the necessary tools were included in the box, and unlike the pump, they are of high enough quality to get the job done. 

6. A second set of hands (or repair stand) is useful

I built the Tenways ebike with just the company of my 20-pound dog, who wasn't much help. While construction was clearly doable on my own, there were a couple of times when a second set of hands would've been useful. Alternatively, a bike repair work stand, something I don't currently own but may invest in, would also probably do the trick. 

7. You may still need to swing by a bike shop

When all is said and done, there's still a good chance you'll need to swing by a bike shop to diagnose and/or address small issues you encounter as you ride your new ebike. 

For instance, my maiden voyage with the Tenways CGO600 Pro ebike went quite smoothly: it handles well, the brakes work great, the ride is smooth, and everything feels premium quality.

However, I have noticed a small popping sound as I pedal. It's not super-concerning but I also can't figure out what's causing it. So, before I take any big bike rides, I'll definitely roll by my neighborhood shop for a set of eyes and ears on the issue. 

Building my first ebike – final thoughts

There you have it, the seven most significant lessons I learned assembling the Tenways CGO600 Pro ebike. Would I do it again? Likely not any time soon. That said, I now feel a bit more confident in my ebike-building capabilities, even if all I did was tighten bolts and screws. 

I'm also seriously impressed with Tenways' packing job: the CGO600 Pro arrived with its wheels in-true, brake lines fully assembled and no visible damage to any parts. Sure, the construction had hiccups, the directions could've been better quality and extra hardware would've been nice, but ultimately, the ebike's assembly was doable. 

More from Tom's Guide:

• Shopping for your first ebike? 5 things to look for
• 7 reasons why I’m finally an electric bike believer
• I’ve biked 50+ miles in the new Abus GameChanger 2.0 and it’s now my favorite helmet

I love whizzing around London on my trusty road bike, but I spend a lot of my time testing out the best running shoes while marathon training and trying out new workouts. This means my legs don’t hold this same appreciation for my bike when we hit a hill or have a particularly long commute.

You’d think that an electric bike would be an obvious solution, but I naively assumed motor-assisted bikes are more for older people or individuals with mobility issues who want to enjoy cycling without the effort traditional bikes require. This was until I got the chance to test out Orbea’s latest e-bike.

The bike launched earlier this month and is called the Diem. Inspired by the well-known Latin phrase ‘Carpe Diem’ which translates to ‘seize the day’, the Diem is designed to make getting from A to B a pleasure, not a chore. On paper, this bike had a lot to offer, a sleek, lightweight frame, built-in wraparound lights and a Shimano motor. Going off the motor alone, our expectations were high from testing Shimano’s EP8 motor in the Scottish Highlands last year. But how would the Diem fare when I took it for a ride?

I headed to Dusseldorf, Germany, to spend a day riding the Diem through the city’s scenic riverfront paths along the Rhine and bustling urban streets to get a real feel for the bike

1. You don’t need big range for cruising around a city

Firstly, it’s worthwhile noting there are three models to choose from in the Diem e-bike lineup. No matter what model you opt for, rest assured, the same slick, minimalist urban look features throughout. But the differences worth considering, and that will help you in deciding which Diem model best suits your needs as a cyclist, are the battery and motor variations.

The Diem 30 ($3,799) includes a Shimano EP600 motor paired with a 540 Wh battery, providing a balanced blend of performance and range. Alternatively, the Diem 20 ($4,599) features the same EP600 motor but boasts a larger 630 Wh battery, ideal for riders seeking extended range capabilities without compromising on motor efficiency. And for those prioritizing power and performance, the Diem 10 ($5,599) stands out with Shimano's EP801 motor and a 630 Wh battery pack, offering greater torque and responsiveness for more demanding riding conditions. 

Plus, all models offer the flexibility to further extend their range with an optional 250 Wh range extender, catering to those who require even greater endurance on their journeys. 

I spent the day zooming around on the Diem 30, enjoying the near silent motor and testing the bike on steep descents that weren’t designed for cycling on but gave me a good gist of just how powerful the motor was. In total, I cycled around 13.5 miles on the bike, and according to my watch, the Diem had expended 32% of battery power by the end of the ride.

Tracking the bike’s battery life was very easy — you can sync it with your phone via the E-Tube app or, I was pleasantly surprised to find that my Garmin Fenix displayed the bike’s battery life in the e-bike activity tracking mode.

2. It was my smoothest bike ride to date 

When I use the word easy, of course, I had the Shimano EP Motor to thank for the seamless boost it offered. After all, Shimano is one of the world's leading e-bike motor manufacturers. But I also use the word easy to describe the overall riding experience. 

First of all, the Diem 30 bike was easy to mount and dismount, which really does matter for me. I don’t enjoy trying to gracefully clamber onto a bike that is too heavy to maneuver into a more practical  position for mounting, or one that has a notably high frame. Thankfully, the Diem features a low-slung framem making it easy to get on and off the bike. This will especially benefit individuals with mobility issues, limited flexibility or those wearing skirts or dresses while riding the Diem. 

I also didn’t have to worry about the feel of a rucksack on my back as the bike features a rear rack which I attached a pannier to, carrying everything in it from my laptop to a bag full of mini KitKats to fuel the ride. With the Diem, you have the option to opt for a rear rack that can hold 44lbs/20kg or one that can hold 66lbs/30kg. There is also the option to attach a front rack that holds 22lbs/10kg of weight.

With a quick and easy tap of my foot into the kickstand and a push of the power button on the handlebars, I was ready to set off. The LED lights on the small display bar indicate which mode you are in and the buttons are within touching distance of the handlebars to make adjusting the power modes as easy as possible. 

As I got used to the feel of the bike and how it responded to my movements and efforts, I understood what the Orbea team meant when they said the bike should feel like an extension of yourself. It felt like the bike understood what the varying surfaces and inclines of the roads required and adjusted itself accordingly without jolting me forward or coming to an abrupt stop. 

While I’m in the know of the best carbon running shoes, this was my first time experiencing a carbon fiber fork on a bike. The fork of a bike refers to the part that holds the front wheel and attaches it to the bicycle's frame. It plays an important role in steering, stability, and overall handling of the bike. It’s also meant to help absorb vibrations and impacts from the road, contributing to the bike's comfort and control. The Diem bike combines a carbon fork with wider tires to help absorb the bumps of rough city streets. I can confirm, I felt the benefit of both while riding through Dusseldorf, especially when I hit a stretch of cobbles in the city center. 

Now, let’s talk weight. The Diem 30 weighs in at 50.7lb/23kg, the Diem 20 at 52lbs/23.6kg and the Diem 10 at 53.3lbs/24.2kg. On average an e-bike can weigh anywhere between 30 and 80lbs and the Diem sits pretty evenly in this range. If you’re an urban commuter, these weights are reasonable and manageable for most riders.

However, while using the bike in Dusseldorf I did think about my London apartment, which can only be reached by climbing a steep and narrow flight of stairs. After a 45 minute commute home, I begrudge hoisting my road bike up those stairs some days never mind a 23kg e-bike. But with an e-bike you have to remember you are handling a bike that carries a motor and battery to make your overall riding experience a lot less physically challenging.

3. I felt very safe on the Diem 

The handlebars on the Diem are home to all of the integrating cables and buttons that you will need to manage your e-ride. During my experience riding the Diem, I could easily access the power buttons and switch settings. There is also a button you can press to lower your seat post, a handy feature when you hit some traffic lights and want to stabilize yourself on the ground with your feet, or when manoeuvring tighter corners in the bike. 

As is included with most e-bikes, there is a phone mount built into the center of the handlebars, you just need a case that is compatible with the bike to safely secure your smartphone onto the bike. This is handy if you are like me and have pretty poor navigational skills and are reliant on following a map. It also comes with a built-in USB-C charging port so that you can rest assured any routes or GPS functions you are following won’t drain your battery and leave you without power on your phone. One thing I will say is the position of the phone mount felt quite low and was a bit of a strain to look down at for a prolonged period but this is a pretty minor niggle.

Moving on to lights, they're something every rider needs on their bike and it's a non-negotiable accessory on the Diem as they are built into the bike’s exterior. The Diem design incorporates front and rear lights that remain illuminated at all times when the bike’s power is on, ensuring your visibility on the road regardless of lighting or weather conditions. I didn’t get a chance to ride at night; however, I can confirm that the lights effectively lit up from the moment I turned the bike on. I also got to test the lights while cycling through a tunnel and was impressed at the volume of light the bike projected onto the road and oncoming traffic. 

My main qualm with owning an e-bike as attractive as the Diem is the potential of it being stolen in a city like London, where bike theft is rife. However, it was reassuring to discover that the Diem’s battery is installed inside the bike, making this high-value component pretty hard to steal. 

But couldn’t someone just steal the whole bike? Well, yes but there is also a hidden space on the bike to mount an AirTag or other compatible tracker. So, if the worst-case scenario does occur and the bike is stolen you have the means to make tracking it down easier. The risk of bike theft will vary from city to city but having had a bike stolen in my first week of moving to London, my guard is always up and I’d be more inclined to make sure I can always store the bike somewhere inside wherever I ride it just to be extra safe.

Overall, I was delighted with my riding experience on the Diem e-bike. As I was testing this bike in an unfamiliar city, I’d be keen to put the bike to the test in my day-to-day life back home, to get a real feel for how its performance and features adapt to the varied terrain and traffic dynamics of urban commuting in a bustling metropolis like London.

More from Tom's Guide

• Shopping for your first ebike? 5 things to look for
• Canyon's latest Grizl:ON e-bikes are designed for commutes and trail runs
• I just took my first long range electric bike ride on the world's longest floating bridge – 3 things I learned

When shopping for your first ebike, it's easy to be overwhelmed by specs, features, and industry jargon. Even if you narrow the selection to a handful of the best ebikes, there's much to consider beyond price and brand. 

To ensure your new electric ride meets or exceeds your needs and expectations, these are the five most important factors to consider when shopping for your first ebike. 

1. Speed and power

How fast do you plan on cruising and how much do you plan on peddling? 

There are three classes of ebikes. Class 1 models — best for first-time ebike owners —  offer a top motor-assisted speed of 20 mph and require the rider to peddle for the motor to stay engaged. These bikes are among the most affordable of the three classes, and you can ride them nearly anywhere you would a regular bike, without restriction.

Class 2 models are similar to class 1 with one exception: you don't need to peddle for the motor to power the bike. The top electric-assisted speed is still 20 mph, though. And, while there are some localized restrictions on this class, by and large, they are allowed most places Class 1 ebikes are. 

Class 3 ebikes are best for hardcore commuters, couriers and anyone who needs to move about quickly in an urban environment, offering a maximum motor-assisted top speed of 28 mph. Most cities allow Class 3 ebikes on streets but often not on sidewalks or shared-use paths. Similarly, most mountain bike trails restrict this class. 

Beyond the class rating, motor power also matters. And the higher the motor's wattage, generally speaking, the peppier the motor. For example, a 750W motor will accelerate faster than a 500W one.

2. Range

Ebikes come with an advertised range, but just how accurate are those numbers? The answer is, not very. You know how your smartphone battery never seems to last as long as advertised, nor does your laptop or tablet? The same goes for ebikes.

Ebike battery range ratings are based on the most ideal of circumstances and often don't account for real-world factors like slowing down for stop signs and traffic lights or elevation gain. So take these ratings with a major grain of salt. And, when in doubt, opt for the ebike with the furthest range you can afford. 

Ebike battery capacity is measured by the watt-hour and a higher number indicates a greater capacity. For instance, a 750 Wh battery will allow you to travel further with the e-assist than a 500 Wh battery, assuming both are paired with the same motor and rider.

Some ebike have swappable batteries, allowing riders to carry a backup, while others have the battery built-in. The former can be handy for especially long-distance rides. However, this style of ebike is more susceptible to battery theft,

Lastly, battery charge time is worth a thought. Higher-end models often charge up quicker, some as fast as two hours. So, if you're running low on juice — assuming you brought the charger — you can easily pop in somewhere for a coffee/pint and a quick charge-up. 

3. Weight and frame type

One downside of higher-capacity ebike batteries is that they tend to be quite heavy, so if you run out of juice, you may find it difficult to manually power yourself back home, especially if hills are involved in the route. 

Excluding high-end carbon-fiber models, most modern ebikes weigh anywhere from 30 pounds up to 75 pounds or more. Lighter models usually have aluminum frames, while heftier ones are often steel. The advantage of the latter is that steel frames tend to absorb bumps better than aluminum ones, leading to a comfier ride. 

4. Style and design

Just like traditional bikes, ebikes come in an enormous range of styles to suit all tastes. So, it's important to ask yourself, "What riding position am I most comfortable in and what terrain do I plan on cruising?" 

For a more casual, upright ride, consider an ebike with a step-through frame, like the Radpower RadRunner 3. For a more aggressive riding experience, stick with a standard frame ebike, like the Ride1Up Roadster V2. 

For urban environments, commuter-style ebikes tend to be the lightest and most maneuverable. However, if other forms of transit are involved in your commute, a folding ebike may suit you better. 

For a mix of pavement and gravel/dirt riding, a hybrid ebike, with wide tires, is a great choice. However, for the ultimate go-anywhere ebike, opt for a fat-tire model. On the other hand, if you're just in it for the thrill of the ride, a cruiser-style ebike may be your ticket. 

5. Reliability

Lastly, you want your shiny new ride to last the long haul, which is why it's important to buy from a reputable brand with a positive customer track record. This is especially true when it comes time to perform warranty maintenance or if you need to replace parts. 

However, this doesn't mean you should avoid affordable ebike models — here are the six best budget ebikes available now, all tested and approved by our TG ebike experts —just be sure to research your brands of choice before buying. And when in doubt, ask the folks at your local bike shop for recommendations. 

By the way, it's not unusual for the ebike, battery and motor to have separate warranties. And often, the battery will need replacing before the other major components (excluding tires, brake pads, etc.). The best ebikes offer at least a one-year warranty on their battery if not two or three. 

Shopping for your first ebike – other considerations

Other factors to consider when shopping for your first ebike include the quality and style of components (including, brakes, tires, handlebars, etc.), any built-in accessories (like lights, mirrors or a rack) and ease of maintenance over its lifetime. But these are topics for another explainer. 

Until then, good luck on your ebike journey, and happy riding. I'll see you out there. 

More from Tom's Guide

• 7 reasons why I’m finally an electric bike believer
• I wore REI's $99 Rainier Rain Jacket in my shower to test its water resistance
• I’ve biked 50+ miles in the new Abus GameChanger 2.0 and it’s now my favorite helmet

Most electric bikes are either designed for commuting about town or off-road adventures. But Canyon's latest Grizl:ON e-bikes aim to combine both into a lightweight, durable, long-lasting package. 

In our experience, the best electric bikes tend to be those designed for daily activities, like cycling to work or as an alternative to some shorter car journeys. So, it's interesting to see Canyon aim for improved versatility. 

Two bikes are launching in the U.S. as part of the new range — the Grizl:ON CF 7 ($4,999) and the Grizl:ON CF 9 ($5,999). Both are similar and are Class 3 e-bikes, so they come with motors that support speeds up to 28mph. 

You also get a substantial integrated 400 Wh battery — more than enough to see you through daily rides around town — with the option to attach a 250 Wh range extender for when you're on longer rides. 

In years gone by, if you wanted to add digital features to your regular bike, it'd require a lot of messy cables, but that's not a problem on the Grizl:ON bikes, as Canyon's ST0037 Stem hides away all the tech, so you can just pop your phone on the mount and get cycling. 

There are several similarities between the two models, as both Grizl:ON bikes are made from carbon fiber to keep them light (35.26 lbs for the CF 7, 34.27 lbs on the CF 9), and the frames range from XS to XL. 

But, given the $1,000 price difference between the two bikes, there are a few premium features on the CF 9, including an upgraded suspension fork and a slightly lighter and higher-performance chain mechanism. 

Despite the new name, this isn't the first time Canyon has released a bike designed for commuting and fun rides. In 2020, it launched the Grit:ON range for gravel track cycling, but they found that people started to use them for work commutes, too. 

This led to the Grizl:ON bikes, which are specifically designed to pull double-duty, offering a lightweight frame capable of quick rides along roads, but with a durable design, range extenders, and a lighting system that'll stay on for two hours even after the battery runs out. 

Of course, neither bike is exactly cheap, with each model costing several thousand dollars. But the Grizl:ON bikes look set to offer stiff competition to our current favorite electric bike, the Rad Power RadCity 5 Plus, which starts at $1,999 but doesn't have the same track capabilities. 

But if you're looking for something that'll get you about the town without as many smart features, the best budget electric bikes are a good place to start, especially if you're just getting into e-bike cycling and want to test the waters before investing in a more versatile bike.

More from Tom's Guide

• 7 reasons why I’m finally an electric bike believer
• I swapped my car for an eBike to get to work — here’s what happened
• I went e-mountain biking in the Scottish Highlands — and it was a game-changer

I just got back from my first long range electric bike ride, a 17.5-mile jaunt through the forests, suburbs and cities of western Washington state. And I could not have picked a better day. With a mix of rain, wind and hail in the forecast, I suited up in my best wet weather gear and headed out to the Trek store in Redmond, Washington, to pick up my e-assist ride. 

Properly briefed on the ins and outs of the Trek Verve+ 1 Lowstep LT, a commuter-friendly ebike with a big comfy seat and high handlebars, I thanked the store staff — good looks, Alex —  buckled my helmet and headed out into the wet, 40-degree afternoon (that’s 4 degrees Celcius, for my non-American friends). 

In the span of a few hours, I encountered every single season the PNW has to offer, cruised at speeds of up to 43mph and traversed the world’s longest floating bridge in glorious fashion just as the firmament cleared and the sun came out, illuminating the distant Emerald City in butterscotch brilliance. I also used every last bit of battery power to make my way back home. 

With much time for introspection, here are three lessons I learned from my epic first long range electric bike ride. 

1. Ebikes go a lot faster than I thought

While I’ve taken a few short trips on Citibike/Lime-style ebikes, I’ve never tried a consumer model. Most public rentals are pretty sluggish, and so my expectations for motor power were not particularly high.

The Trek Verve+ 1 sports a 250W rear hub drive motor with a decent amount of oomph. With little effort on the part of the rider, the motor can get you to about 20mph on flat ground with the e-assist set to full power — there are three positions. 

However, when cruising down a steep hill, locked into the highest gear — the bike has an eight-speed drive chain — I was hitting speeds just shy of 45 mph, which is considerably faster than I’m used to going on a standard bike. Meanwhile, on flat ground in the highest gear, I was comfortably able to cruise at between 25 and 30 mph.

2. It takes a little while to get the hang of e-assist 

When using the lowest e-assist setting, Trek says that the bike has up to 35 miles of range. That’s assuming ideal conditions, though. Taking into consideration the cold and the 1,400 ft of elevation gain involved in my excursion, I didn’t expect anywhere near that range. 

Then again, I didn’t use the lowest power option much — where’s the fun in that? At max power, the unofficial approximate range of the bike is closer to 16 miles. This checks out. 

Users adjust the power setting via controls on the left handlebar. However, it took me a good few miles to get the hang of jumping between power modes. For example, when rolling up to a stoplight, it’s a good idea to lower the power before taking off again. Otherwise, the bike accelerates with quite a force as soon as you begin peddling. 

In retrospect, I shouldn’t have spent so much time cruising with the full e-assist engaged at the start of my ride, where it was reasonably flat. When it came to the last few miles of my journey — where half the total elevation is gained — the power indicator was down to its last bar of juice, and I was seriously stressing. Fortunately, the blinking low-power light didn’t click on until moments after I crested my final hill. 

3. It’s fun to pass regular cyclists (but be polite)

I used to get annoyed with electric bike riders blasting past me on trails, but no longer. As long as my fellow pedal-pushing enthusiast gives me room to continue at my pace and doesn’t put myself or others in danger, I’ve got no issue being overtaken.

Well, I finally had the chance to pass a spandex-clad, Oakley-mirrored-glasses-sporting, carbon-fiber-bike fast-boy, and it was quite a rush. Plus, the fact that the Verve+ 1 is the furthest thing from a fast-looking bike makes my overtake all the more humorous. 

Bonus: The world’s longest floating bridge has 33 pontoons 

I had to make several stops during the first 10 miles to wipe the rain from my glasses. At one point, I even swapped out my soaked gloves for another pair — this was when the rain was coming down sideways. 

Despite the initial nastiness, things took a turn for the better as I made my approach to the Governor Albert D. Rosellini Bridge, which traverses Lake Washington, a large glacial ribbon lake on Seattle’s east side. 

Right before peddling onto the ramp leading up, the icy rain subsided, and the sun came out for about 15 minutes. This was just enough time to zoom across all 7,710 feet and 33 pontoons — which I learned about from an informative plaque along the way — that make up the record-setting span. And gosh darn, was that part of my journey awe-inspiring.  

With water views on either side of me, Bill Gate’s sprawling compound in the distance behind me and the Seattle skyline glowing ahead — the Olympic Mountains just barely visible behind it — I let out a long and loud “yaaaaahooooooo” to no one in particular as I felt overcome with gratitude for all the wonderful things in my life.

The good vibes quickly subsided as I touched down in Seattle proper and had to face the final seven hundred feet of incline, rush hour traffic, and another sprinkling of rain. 

My first long range electric bike ride – final thoughts 

Despite the low points and a very numb face, I had an absolute blast on my first long range electric bike ride. And I’m looking forward to getting back out there again this weekend. 

After all, Woodinville Wine Country is just a short 20-mile bike ride away. And now I know how to better conserve my battery power. 

More from Tom's Guide:

• I’ve biked 50+ miles in the new Abus GameChanger 2.0 and it’s now my favorite helmet
• E-bike riders aren’t wearing helmets — and head trauma cases are through the roof
• How to waterproof a jacket like the pros — and never get soaked again

It’s easy to dislike new things, especially when that new thing tends to be pricier, heavier and dorkier looking than a cherished old thing. I’m speaking about electric bikes, of course. As an avid cyclist since my diaper days, I’ve been hooked on the feeling of cruising around on a bicycle for as far back as my memory goes.

When ebikes started popping up in my purview ten years ago, or so, I initially paid them little mind. After all, ebikes are an incredibly eco-friendly alternative to motor vehicles, and living in a congested city like Seattle, I’m down for anything that reduces urban car culture. 

But then ebike numbers started to grow and soon, everyone from floppy-haired preteens to salt-and-pepper retirees began blasting by me at Mach speed — bike racks became jam-packed with bulky, unsightly ebikes, as did popular biking trails. And, so, my attitude shifted from that of an open-minded, fresh-faced college boy to one of a crotchety recluse, ready to shake my proverbial cane at all ebikers in passing. 

That was the old me, though. People can change. These days, I’ve come around to the motor-assisted lifestyle. In fact, I’m considering upgrading to one of the best electric bikes soon. Here are seven reasons why I’m finally an electric bike believer.

1. You can still get a workout…if you want to

The old me would scoff at ebike riders zipping by as I huffed and puffed up steep inclines. "Get a real bike!" I'd shout in my head. But now I know better than to judge. Sure, you can cruise around on an ebike with minimal physical exertion. That doesn't mean you have to.

I find that for longer rides, in particular, it's often necessary to conserve battery power for the tail end when I'm really tired. When riding the Verve+ 1 Lowstep LT, for instance, I like to keep the e-assist on at its lowest setting for all but the steepest hills, which coincidentally is how I end most rides (I live on a hill). This means I'm still doing plenty of pedaling and getting my heart rate decently elevated. 

So, yes, you can definitely still get a solid workout on an ebike. On a recent 15.6-mile ride, for example, I burned 878 calories, according to the Garmin Forerunner 165. My average heart rate for that ride, 146 bpm, was also not too dissimilar to my average for similar rides on a standard bike. 

2. Prices are coming down

It's easy to assume that electric-assisted bikes cost a pretty penny. But the entry-level market, which I'm classifying as any bike under or around $1000, has really started to blossom.

A quick trip to our best electric bikes buying guide reveals several excellent options in the $1k neighborhood, including the Ride1Up Roadster V2, the Ride1Up Turris and the Juiced Ripracer, which looks like an absolute blast to whip around on.

3. Range is adequate, even on the entry-level

Speaking of entry-level, battery life on bikes like the Roadster V2 and the Juiced Ripracer is respectable. The former gets between 20 and 30 miles per charge, depending on how much e-assist you use, and the latter 55 miles. Higher-end options, like the $1700 Rad Power RadCity 5 Plus also sport batteries with ranges of 55 miles and upwards. 

It's worth noting that most entry-level ebikes don't offer swappable batteries. So, you'll likely need to shell out extra dough for that feature. Fortunately... 

4. Batteries recharge quickly

Modern ebike batteries charge pretty quickly. I was pleased to discover that the Trek Verve+'s internal battery can be juiced up to 100% in roughly two hours. The Roadster V2 takes a little longer, between two and four hours. 

Still, this means that if I run out of juice while on a cycling adventure, I can pop into the nearest coffee shop or pub, down a beverage or two while my bike charges up, and be on my merry way.

5. They're heavy but not too heavy

Weight and bulk are both major reasons why I've been hesitant to own an ebike. Living in an apartment with several sets of stairs to navigate doesn't exactly vibe with owning a 77-pound bike. 

However, there are a handful of reasonably-priced, light-ish ebikes out there. You'll find lighter options in carbon fiber, of course, but those models start at several grand. Not to worry, the Roadster V2 is just 33 pounds and the Trek Verve+ is 43 pounds. While both vastly outweigh my standard commuter bike, the heft is manageable. 

6. Faster than a car in congested cities 

In congested urban environments, ebikes offer an entertaining and environmentally friendly alternative to commuting by car. They can also get you from point A to point B — assuming your city has adequate bike infrastructure — often faster than motor vehicles. 

In Seattle, I'm easily able to avoid the crushing agony of rush hour traffic thanks to well-placed bike lanes and trails. Destinations that might otherwise take me 45 minutes to get to via car instead take me 15 or 20 minutes.

7. They're pure fun 

Ultimately, the reason I got into biking in the first place is because it's fun. Who would've guessed that adding a small motor to a bike could make it even more enjoyable? But it surely does. 

Beyond the thrill of cruising around town like a bat out of hell, electric bikes also have the benefit of unlocking new adventures. Destinations I may have previously avoided biking to due to distance or incline are now suddenly within reach. 

Bottom line: I'm an ebike believer

This marks just the start of my electric bike journey. And I can't wait to see where it takes me: I mentioned shopping for an ebike in the intro, and I'm eager to explore all of the options out there. 

I'll be sure to keep you updated as I test out different models and get a sense of which brands and styles are best. Until then, happy riding! 

More from Tom's Guide

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• Ebike riders aren’t wearing helmets — and head trauma cases are through the roof
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At CES 2024, Segway introduced its newest made-for-commuters electric scooter, the $499 E2 Pro. While it has somewhat modest performance specs by the standards of some of the best electric scooters, it does offer a few safety features not found on other scooters in its price range.

I was able to take the E2 Pro for a test ride at CES, and also check out Segway's other offerings, including two new radical electric bikes and an updated GoKart that can be used to play video games. Here's a rundown of everything I saw.

Also, be sure to check out our Best of CES 2024 award winners to see the 23 best gadgets of the show.

Electric scooters

Segway E2 series

The E2 series — The E2, E2 Plus, and E2 Pro — look to be Segway's new bread-and-butter offering this year. All three share some commonalities, such as a 2.8-inch display and IPX6 water resistance, but there are a few variations between each model.

The Segway E2, which is the starting model, has a 12.4-mile range at top speed and a max speed of 12.4 m.p.h. Its 450W motor can handle grades of up to 12 percent, and it has a front electronic brake, a rear drum brake, and 8.1-inch tires. When I rode the E2 Pro around a parking lot, it accelerated smoothly and quickly, was very nimble and felt smooth (though there were very few bumps). 

The E2 Plus has a slightly more powerful 500W motor, and can reach a top speed of 15.5 MPH. In addition, it has ambient RGB lights underneath the bottom deck, so you can put on a bit of a light show.

The E2 Pro is the standout model, with a 16.8-mile range, 15.5 MPH top speed, and a 750W motor that can handle grades of up to 18%. In addition, it has turn signal indicators in its handlebars (like the Segway Ninebot Kickscooter Max G2), Apple FindMy, ambient lights like the E2 Plus, a traction control system and 10-inch tires.

All three models can be preordered now; the preorder price for the E2 Pro is $449; its regular sale price will be $499.

Segway Superscooter ST1

If you're looking for something a bit more wild, the Segway Superscooter (ST1) has a maximum speed of 31 mph and dual suspension, putting it in the same class as the Apollo City 2023. However, the ST1 has larger 11-inch tires and dual disc brakes. Other features include a 2.4-inch color display, Apple Find My built-in (in case someone tries to steal it), and a switchable hi- and low-beam headlight, a first for any scooter I've seen. 

Segway has not released expected range, but the ST1 has a 716Wh battery. That's about 200Wh less than the Apollo, but should get you at least 30 miles on a charge. Pricing has not been announced, but the ST1 should be available for sale in late 2024.

Electric bikes

Segway is also expanding into the electric bike category with two very striking models, the Segway Xafari (pronounced "safari") and the Segway Xyber ("cyber"). While neither could be described as having "traditional" ebike looks, the Xafari comes closest, while the Xyber looks like a futuristic cafe racer.

While both have different use cases in mind, they do share some common features, including a "smart cockpit" display that will give the rider constant updates on their speed, mileage, sensors and navigation. 

A feature called Active Scene Perception will cause the bikes to adjust power output, lighting and other settings based on the road conditions and what the rider is doing. 

Both bikes will also connect to an app, and have several anti-theft features, such as hidden real wheel hub locks, GPS and location-based alarms. 

Pricing has yet to be revealed for either model, both of which should be available later this year.

The more radical of the two bikes, the Segway Xyber, looks even better in person than in the renders. It's packed with a 175Nm Torque high speed motor that can accelerate the ride from 0 to 19.8 mph in 2.5 seconds. The seat is designed to accommodate a rider and a passenger. 

The bike can be outfitted with two batteries, for a maximum output of 1440 Wh, which Segway says can extend its range up to 95 miles. Additionally, it has front and rear 120mm suspension, as well as custom wide tires. As it's classified as an electric bike, its top speed will be limited.

I wasn't able to take the Xyber out for a real ride, but I was able to pedal it around for a little, and despite the bike's size and weight, it was fairly easy to get around. However, I expect that most riders will just use the throttle.

The Xafari is an off-road ebike, with a full suspension design (80mm in the front and 70mm in the rear) with fat 26x3.0 all-terrain tires. It's powered by a 750W motor and a 913 Wh battery. It has a step-through design, and can fit riders from 4'11" to 6'3". The bike also comes standard with a rear rack, though I would have also liked to see fenders, given its offroad capabilities. 

Go-Karts

Last but not least, Segway is releasing its second-generation Go-Kart, the GoKart Pro 2, which looks to be as much fun on the road as well as when it's parked in your house.

On the street, the Go-Kart can hit speeds of up to 26.7 m.p.h — faster than that of the current Go-Kart Pro's 23 m.p.h — and has a range of up to 15.5 miles. A new detachable Bluetooth speaker also lets you listen to tunes on the road, and can also simulate engine sounds. Like Segway's earlier GoKarts, this one was serious fun to drive, though it is a bit cramped for someone who's as tall as me.

But the fun continues inside your home, too, as the Go-Kart can turn into a racing controller — complete with haptic feedback — when connected to a gaming console. At the time of this writing, Segway would not say which consoles or games it would work with, but I imagine that Mario Kart would be pretty epic. (I'll have more on this in a later story.)

The GoKart Pro 2 can be preordered for $1,799; its regular price will be $2,299.

Check out our CES 2024 hub for all the latest news from the show as it happens. Follow the Tom’s Guide team in Las Vegas as we cover everything AI, as well as the best new TVs, laptops, fitness gear, wearables and smart home gadgets at the show.

And be sure to check out the Tom's Guide TikTok channel for all the newest videos from CES!

I’m fortunate that I get to play with all the new toys. Ebikes arrive at my doorstep frequently, and I get to thrash ‘em so you don’t have to. In the course of testing a bunch of models this year for the best electric bikes guide, three bikes stand out above all the rest. 

The ones that make the cut for my three favorites of the year do so for largely the same reasons: powerful assist, a fun ride, and tons of functionality. That should be the measure of any good ebike, and while many bikes met the criteria this year, these three exceeded it. 

Here are my three favorite ebikes I’ve tested this year that should top your list for 2024.

Radpower RadRunner 3 Plus

The Rad Power RadRunner 3 Plus is my runaway favorite ebike for 2023. Perhaps it’s because my daughter loves it just as much as I do, which means she’s far more likely to hop in the passenger seat for errands around town than to ask to drive somewhere. 

Consequently, I’ve ridden the RadRunner 3 Plus more than any other bike this year, motorized or non-motorized. That largely comes down to its versatility: I can do a full grocery run when the front and rear baskets are attached, I can take the rear basket off and put the passenger seat on to tote my kiddo around town, or I can commute to work with my office needs tucked into the center console. 

On a more basic level, the RadRunner 3 Plus is just plain fun to ride. It’s comfortable, adjustable, and the big tires take the edge off most road chatter and even some bigger hits. While I’m not a big fan of suspension forks on ebikes with fat tires, RadPower’s fork choice actually feels supportive and appropriately cushy. It complements the fat tires nicely. 

Ride1Up Portola

While I’m generally lukewarm on fat-tire folding bikes, the Ride1Up Portola gets so much right that it’s hard not to love it. While it folds up for storage — ideal for van-lifers or apartment dwellers — it’s still fairly heavy, so if you live on the third floor, you’re not going to want to hike it up the stairs.

Yet it’s comfortable, fun to ride, and surprisingly versatile for such a compact package. Put a rack on it and go on a full grocery run. Pop it in the back of the van to zip around the camp site, and even take it on gravel roads if you’re feeling adventurous.

Most importantly, the Portola fits a very wide rider size range. I can ride the Portola comfortably (I’m 5’11” tall) and then hand it off to my wife (5’3” tall). With just a few tweaks to the saddle and handlebars, she can easily manage this bike, too. 

It’s a simple and fun bike to ride, it’s uber-functional for its size, costs less than $1,000, and it actually looks pretty darn cool for a folding bike. What’s not to love? 

NIU BQi-C3 Pro

Range anxiety can have you thinking more about your battery life than the ride itself. Fortunately, the NIU BQi-C3 Pro comes standard with two batteries, which should give you up to a 90-mile range. 

It also features a smart step-through design that makes it useful for a wide range of riders. When you’re hauling anything heavy on the rack, even tall folks will be thankful for all that open space you can step through.

While there are only three assist levels on this bike, the motor assist is plenty zesty and will tackle even steeper climbs. There’s only one gear to contend with — no gear shifters here — which is great for simplicity. It’s a belt-drive system, too, so there’s just about no maintenance involved. 

If you’re after a comfortable and powerful commuter for your hilly commute, and you want a lot of bike at a great value, the BQi-C3 Pro fits the bill well. 

BONUS: The bike I wish I had kept

I didn’t test the Yuba SuperCargo CL in 2023, but I think about it an awful lot since I tested it just over a year ago. If you’re after a true car replacement ebike, the SuperCargo CL is more than up to the task. It’s big at around 8 feet long, so it will take up a lot of space in the garage. But it’s so capable that you’ll be able to eliminate most of your local car trips.

The big front cargo area sits low to the ground to keep the ride stable, even when you’re loaded down with passengers or gear. And you can accommodate both of those easily; Yuba sells plenty of accessories to make this a family hauler or even a business delivery vehicle. 

It’s not a flashy bike by any means, but it just works. No fluff, just function. If you’re really looking to replace your car altogether, it’s hard to beat the SuperCargo CL because it combines immense functionality, plenty of power, and a fair price. 

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• Best budget electric bikes

Canyon’s Grand Canyon ON: 9 isn’t your regular e-bike — it's geared toward the casual mountain biker who wants a dual-purpose bike that’s tough enough to tackle steep technical trails on the weekend, as well as the commute to the office.

If you’re a cyclist who wants a jack of all trades, and a master of most trails you head out on, the Grand Canyon ON: 9 is a good place to start. To find out more, I spent a month cycling — read on to find out what I loved, and thought Canyon could improve. 

Let’s start with the technical bits. This bike has 29-inch front and rear wheels, 2.6-inch tires and an alloy frame, with plenty of mounting points for bottle cages and accessories. The bike looks and feels solid, and feels pretty stable — exactly what you want on uneven terrains. The 475mm reach means you’re still in a pretty relaxed, upright position when tackling off-road trails. 

There are four different models on offer, but they all run the same Bosch Performance Line CX High Torque Drive Unit. The 8 and 9 models come with a 750Wh battery as standard, while the 7 offers a choice between the 625 and 750Wh units. The battery lasts for 6 hours on a single charge and takes 2 hours to fully charge.

The bike has 85 Nm of torque with natural handling and pre-programmed modes for you to switch between on the ride. On the top-end model (the ON:9) there’s also Canyon’s anti-lock braking system at the front wheel and rear wheel, which Canyon says reduces skidding on uneven terrain.  

Canyon Grand Canyon ON: 9 E-bike — what I loved

The natural feel of the bike 

While I’m a road cyclist by choice, a recent trip to Scotland gave me my first experience of e-mountain biking. I soon saw the joy in getting off road and out on the trail. The previous bike I tested used a Shimano EP8 motor, and I found the Bosch motor used in the Canyon comparable in its natural bike-feel.

Compared to an electric Brompton I’ve used in the past, there was no sudden jump forward as the assistance kicked in. The Grand Canyon On: 9 had four different assistance modes, each of which was indicated by a different colored light.  

Speaking of the motor, the lower positioning of the motor and battery gave the bike a good amount of stability — it handled well on the trails, and does a great job of taking you from your front door to more difficult terrain with ease. 

The versatility 

The versatility is one of the main strengths of the Canyon Grand Canyon ON: 9. It’s not a hardcore mountain bike you’ll only use at weekends. I live on the outskirts of London, and could easily commute on this bike — there are plenty of mounting and fitting options for panniers, lights, and mudguards, and this bike would easily cope with the bridal paths, and muddier sections of the route.

The upright positioning makes it feel more comfortable and stable for longer distances than my road bike, although I do wonder how the wider handlebars would cope with sneaking alongside traffic in the city.  

The comfort 

I’m not the most confident mountain biker, but I loved the stability of this bike. The anti-lock braking system (ABS) does a good job of keeping front wheel traction at all times — I didn’t once worry about flying over the handlebars when testing this bike. I didn’t experience any slipping using the ABS on loose gravel, or particularly wet, muddy trails. 

Canyon Grand Canyon ON: 9 E-bike — what I didn’t love

The lack of a screen 

Compared to other e-bikes I’ve ridden, the lack of a screen on the Canyon Grand Canyon ON: 9 took a little getting used to. It wasn’t as easy to glance down at the bike and see which assistance mode you are in, or how much battery you have left.

That said, it didn’t take me long to get used to the lights system, and you can check your battery using the Bosch app, which connects to the bike. You can also mount your phone to the handlebars, and use the app to record your ride while keeping an eye on your battery level, should you wish. 

The price tag 

It really is hard to fault this bike, but the obvious downside is it comes with a pretty hefty price tag, meaning it won’t be affordable to all riders. The Grand Canyon:ON 9 costs £4,149/$5,098, so this is definitely a big purchase. 

Canyon Grand Canyon ON: 9: Verdict

With electric mountain biking getting more and more popular, this is an excellent bike to invest in if you’re keen to give it a go, but also want a bike that’s comfortable enough to use on daily commutes. It was a dream to handle on more technical terrains, and it perfectly delivers to its targeted audience.

If you’re looking for a real adventure bike that’ll handle super-tight turns, this might not be the bike for you, but if you’re a trail user looking for comfort and stability, with an electric boost, you can’t go wrong. 

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