The next ride was on singletrack from my house to Spirit Mountain, Duluth’s downhill lift-accessed park with 24 trails ranging from easy to expert. Lacking a full-face helmet and the landing skills to tackle double-black runs like the one called Calculated Risk, I instead rode Candyland. The machine-built flow trail has some nice high, snaky berms where the bike’s chunky tires kept me upright and stable. I had so much fun tooling around in the bike park, riding up steep inclines like The Puker to get one last flowy downhill ride in, that I had to hurry home for dinner in the dusk.
On the way home, I chickened out while riding a chunky, steep, and extended rock bridge in Trail mode and experienced the only moment of fear in my entire 50-plus miles of testing thus far—I had already committed to forward momentum but chickened out at the last second, so the bike surged forward while I bailed sideways into the bushes. It was more user lack of confidence than bike glitch, but also a good reminder of two things: how powerful the bike is and how it’s only as competent as its rider.
At home, I checked the Specialized app and found that I had climbed 3,451 feet over 22 miles in about two hours, primarily in the bike’s Auto mode. I still had 44 percent battery power and energy in my legs.
Smart Ride
Photograph: Stephanie Pearson
After subsequent rides, what stands out the most about the Turbo Levo 4 is how intuitive it is. The bike’s high-performance torque sensors can instantly “feel” the rider’s output and amplify it, while maintaining control, traction, and precision at higher speeds. This is especially evident in Auto mode, which is the most natural feeling of the four Eco, Auto, Trail, and Turbo modes, all of which are easy to read on the bike’s Master Mind computer on the top tube.
I was a little on the fence about the Turbo Levo’s ability to jump from a Class I to a Class III electric mountain bike. On US versions of the bike, riders can tweak the speed limit by toggling through Master Mind and upping the Class I limit of 20 mph to the Class III 28 mph limit. It’s an easy process designed for mountain bikers who ride along city streets to the trails.
But it also raises a question: What ripper is going to want to toggle back down to a Class I bike—the max limit on most trails throughout the US—unless the speed police are in hot pursuit? By allowing this work-around into a higher speed-limit category, Specialized puts the onus on the rider to follow the rules, which opens a Pandora’s box—especially on trails inhabited by mostly nonmotorized mountain bikers where safety is a greater concern.
Other than the ethical conundrum, my one small beef with the S-Works Turbo Levo 4 is that it’s so much fun that it suspends time. I’m so in the flow that I forget to go home and make dinner.
Over the past few years, electric bikes have skyrocketed in popularity (conscious decision not to use the word exploded there), with some estimates saying that ebike sales in the US grew tenfold over the last decade. Whether you are in the market for your first ebike or are borrowing one from your local lending library, you might be wondering what an ebike’s class denotes.
There are three designations of ebikes in America—Class 1, Class 2, and Class 3—that are defined by a small handful of characteristics. While most ebikes have a maximum power output of 750 watts, it’s a combination of a bike’s top speed and how that speed is achieved that puts each ebike into its correct class. The three classes also determine where you can ride your ebike.
Laws vary state by state, but there is enough crossover to make some general points about how and where you can ride your ebike, depending on its class. “When it comes to ebike classes, the laws are really similar across states,” said Doug Dahl, communications lead at Target Zero, a division of the Washington Traffic Commission in Olympia, Washington.
Updated September 2025: We broadly updated this explainer.
Jump To
Class 1 Electric Bikes
Photograph: Adrienne So
Photograph: Adrienne So
Photograph: Adrienne So
Photograph: Adrienne So
Class 1 ebikes use only pedal-assist technology. In other words, a rider has to be powering the bike’s pedals for the electric motor to kick in. In some instances, Class 1 bikes also have a handlegrip-based or thumb-activated throttle. However, those can only be activated when the rider is pedaling the bike.
Additionally, Class 1 ebikes have a top speed of 20 miles per hour.
In most places, a Class 1 ebike is legal to ride just about anywhere you can ride traditional bikes (which are coming to be known as “analog bikes” or the even more annoying “acoustic bikes”), such as on greenways, bike lanes, and park paths.
Class 2 Electric Bikes
Photograph: Michael Venutolo-Mantovani
Photograph: Michael Venutolo-Mantovani
Photograph: Michael Venutolo-Mantovani
Photograph: Michael Venutolo-Mantovani
Rad Power Bikes
RadRunner Max
In addition to pedal assist, Class 2 ebikes are equipped with throttles that a rider can operate even when they aren’t pedaling. Think of a small moped or a very, very slow motorcycle. So slow, in fact, that their top speed is legally regulated to 20 miles per hour.
Like Class 1 ebikes, Class 2 bikes are permitted just about everywhere. In other words, the only difference between Class 1 and Class 2 ebikes is a throttle that can be operated independent of the pedal-assist mechanism.
Class 3 Electric Bikes
Photograph: Parker Hall
Photograph: Parker Hall
Photograph: Parker Hall
With a top speed of 28 miles per hour, Class 3 bikes are the most powerful of all. However, given their speed, most states impose heavier restrictions on where you can ride a Class 3 ebike. Like any bicycle, riders can operate a Class 3 ebike on roads, in traffic lanes, and in road-adjacent bike lanes. However, Class 3 bikes are typically prohibited on greenways, paths, and in parks.
Some ebikes offer riders the ability to toggle between Classes 2 and 3, offering more options as to where and how you might ride your ebike.
Ebike or Electric Motorcycle?
Before going any further, let’s jump back to where I made mention of a small moped or a very, very slow motorcycle. As electric technology develops rapidly, and states and municipalities aim to keep up, there is a lot of gray area as to what is and isn’t an ebike, how those things differ from scooters, and whether or not any of them are mopeds.
An easy way to determine whether your ebike is truly an ebike, thereby requiring no additional licensing such as a motorcycle license or a driver’s license, is to note the bike’s top speed. If the machine’s electric motor is capable of speeds in excess of 28 miles per hour, it is not an ebike, regardless of what state you’re in.
How time flies. I first reviewed the original Urban Arrow in 2020, when my kids were 3 and 5. Back then, nothing delighted a couple of preschoolers more than strapping into a big, motorized cargo bike and scooting around town, shrieking, with the wind blowing in their tiny faces. Alas, they are now 8 and 10. When I picked up my 8-year-old two days ago, he crouched down in the box while sitting on the padded seats (with seat belts!) so that none of his friends would see him.
All this to say: My Tern GSD and I are great friends, but I wish my kids were five years younger so I could’ve bought the FamilyNext Pro instead. Urban Arrow’s new electric cargo bike has a lot of great upgrades, is easier to ride than ever, and is even more useful as my kids have gotten older.
Bounce House
To the naked eye, the two biggest upgrades to the FamilyNext Pro are a newly redesigned cargo box and suspension on the front fork. (It also comes in a very classy, new sage green, but unfortunately, my demo bike was in black.)
The box looks totally different—my friend asked if my bike had gotten longer somehow. It’s longer and slimmer, with rounded corners instead of square ones, and there are now headlights on the bike. It has shorter sides, so it’s easier to get in and out. Unlike other bakfiets, or box bikes, that I’ve tried, the box sits much lower to the ground. I can confirm that in my testing, both adults and kids had an easy time climbing in and out.
The box is made from expanded polypropylene (EPP) foam, which is initially disconcerting—it shows dings and bumps very easily. However, Urban Arrow describes it as “an upside-down helmet,” and the foam cushioning did reassure me that even if I let the bike tip over, my kids or friends wouldn’t just immediately hit the pavement. You can also replace the foam easily in the event of a crash or some other unsightly event.
The front cargo box now has a front fork with 60 millimeters of travel. I truly love this. It really is a safety issue when you’re going fast with 60 to 150 pounds in the front box. I was cruising along at 20 mph and hit a pothole, and I just boinged right out of it.
To take up the slack, Trek routed the chain through not one but two idler pulleys. The result looks a little like a three-ring circus near the chain ring, but that added idler pulley allows the derailleur to do what it’s supposed to do, which is keep the bike shifting well.
Love at First Ride
I loved this bike off the bat because it felt nimble and fast and gave me the confidence to sail over a few steep lines that I normally avoid. On trail, I never felt the need to ride beyond level-two power, even on climbs, which added to its acoustic feel. The only place I could have used more of a boost was when riding home straight uphill on city street with a 13 percent grade.
Photograph: Stephanie Pearson
After multiple subsequent tests, I felt the same joy with one caveat: There was a consistent and nagging rattle that sounded like a loose wheel, but I could never isolate the source of the noise, which likely indicates that it was internal and perhaps coming from the battery or a cable rattling in the downtube.
To give the Slash+ a more robust test, I passed it on to Samuel Hayden, a former collegiate gravity rider at Fort Lewis College in Durango, Colorado. After a 20-mile ride in mostly turbo mode on the double blacks of Piedmont (stuff I never ride), Hayden returned with a huge grin and with more than 65 percent battery power left in the tank.
On its weight and handling, Hayden reported that the Slash+ melded substantial power with a surprising lightweight build, noting it had a solid and reassuring connection with the trail and maintained stable flight during jumps.
His only major gripe? The 9.7 lacks a SRAM transmission, which tends to be more reliable for e-MTBs. But that problem is easily solvable, if you have an extra $4,000 on hand, by upgrading to the Slash+ 9.9 XO AXS T-Type.
Electric cargo bicycles come in two configurations. The first are front-loader bikes, also known as bakfiets or Long Johns, which suspend a cargo box between the rider and the front wheel. The other layout is a midtail or longtail, which extends the rear end of the bicycle to accommodate more bodies and gear.
Both shapes have pros and cons. I’ve found that the bigger the rider, the more likely they want a front-loader bike, which in addition to hauling kids can be used as a big bin for yard equipment, tools, and more. However, you will need a garage or storage space and a very good and reliable lock system; they’re harder to maneuver and much heavier if you have to go over curbs or rough terrain; and they don’t feel particularly stable at slower speeds.
If you’re a smaller or lighter person, you may prefer a midtail or a longtail, which maneuver more like a regular bicycle. However, the weight is suspended on the back end and higher up, which makes some people nervous about dropping it. I own a longtail; I prefer the maneuverability, but it can be annoying making sure that everything is strapped down on a rack or in a pannier. If possible, I recommend making an appointment at your local bike shop to try several models before committing.
I just had fun riding a Brompton. Actual, smile-inducing, adrenalin-fuelled fun, on a fold up bicycle. I’ve ridden many Bromptons and find them to be ingeniously portable feats of commuter engineering, but never especially fun. But here I am, careering along muddy forest paths, flying up hills and bouncing over tree roots … on a Brompton.
My grin comes courtesy of the new Brompton Electric G Line, the most radical redesign in the brand’s 50 year history. It’s still unmistakably a Brompton; it still folds to a third of its size, can be carried (just), and pushed around train stations and subways with ease. But instead of the usual asphalt-friendly, weight-saving 16-inch tires, the G Line has 20-inch cushy Schwalbe G-One tan wall tires. For all intents and purposes, it’s a big wheel folding all-terrain gravel bike.
A first-person view of the handlebars on the Brompton Electric G Line.
Photograph: Chris Haslam
The handlebars are wide, like a regular hybrid bike, and there are disc brakes (the first time on a Brompton) and a Shimano 4- or 8-speed gear system. It is available in electric and non-electric models, in Forest Green, Adventure Orange and Traildust White, both with and without rack and mudguards. There’s also a choice of small, medium and large sizes. With the standard Brompton you can choose the style and height of handlebars, and adjust the seat height accordingly, but with the G Line, the ergonomics are tweaked to offer better balance depending on your height. Just. Like. A. Regular. Bike.
Smooth Operator
I’ve been riding the Electric G Line for two weeks, and it just doesn’t handle like a Brompton. The wibble-wobble steering has gone, as has the bone-shaking ride over anything but smooth tarmac. London streets are not forgiving, but the G Line soaks up every bump with ease.
That’s only enhanced further by the 250-watt rear-mounted hub motor (15.5-mph limit), which pushes hard when needed and removes any effort on the flat. According to Brompton, the new motor was put through its paces on a 24/7 durability rig, with more than 20 motors going through a combined mileage of over 1,000,000 kilometers (62,137 miles).
I didn’t quite manage those numbers, but in real-world conditions, the motor kicks in smoothly and helps glide you along with minimal effort. There are three levels of power assistance, each impacting on the bike’s range, but for me, the mid-power option offers all the help I need, and makes for a fun ride—both on and off road.
The redesigned battery pack clips neatly into the front bracket, and offers 345 kWh of power and a range of 20–40 miles (30–60 kilometers). It ejects easily, and takes around four hours to fully charge. There’s also an app, and while it wasn’t ready for my pre-launch test, it will include over-the-air updates, power mode controls, distance tracking and battery life information.
On the Electric G Line, a nine-watt front light and one-watt rear light do a good job illuminating the road or trail ahead. There are mounting points on the elongated front set and forks for water bottle cages and packs, while the rear rack has ample space for more luggage. There’s also a range of luggage options, including generous satchels with battery storage built in. It will be interesting to see if this bike can carry enough for a bike packing or touring weekend.
Heavy Lifting
Until now, Brompton built bikes for cities. It has sold over a million since 1975, and the combination of teeny wheels and peerless folding mechanism makes them unbeatable for final-mile commuting. They also fold up small enough to be taken with you wherever you go. And they need to, because a Brompton chained up in London won’t stay chained up for long.
But the G Line isn’t designed for commuters; it’s built for trails, and while the ride off road is assured, well balanced, comfortable and stupid amounts of fun, the bike is heavier as a result. A small-frame eight-speed non-electric G Line Brompton weighs from 30.6 pounds (13.9 kilograms), which is six-and-a-half pounds (three kilos) heavier than a standard model (24.2 pounds / 11 kilograms). The standard electric model weighs from 36.6 pounds (16.6 kilograms), and the design I’ve been testing clocks in at 42.9 pounds (19.5 kilograms), including the battery.
Photograph: Chris Haslam
Photograph: Chris Haslam
That means carrying it for any length of time has the potential to be hernia-inducing, and makes the Electric G Line a chunk to carry up and down stairs. The way the folded frame is engineered means the weight is at least evenly distributed, but there’s no doubt that it’s heavy. Sensing this, Brompton has redesigned the rolling wheels to include bearings, making it significantly smoother to push (or pull) than a standard Brompton. If you are going to be taking your Electric G Line on public transport, be prepared to mix up carrying and wheeling to save your arms.
That said, for a folding electric bike, the Brompton’s weight is in line with the competition. The £2,899 Volt Lite weighs a little less (39.6 pounds / 18 kilograms with battery), as does the £1,299 ADO Air 20, although ADO does have a sensationally light Carbon model that weighs just 27.5 pounds (12.5 kilograms). None of these bikes fold as elegantly as the Brompton though, nor offer the same big bike ride experience.
A Blast to Ride
While still champions of the folding bike sector then, Brompton is playing catch up with the electric market. And while I’m not faulting the performance, the battery pack design feels something of an afterthought. I look forward to a purpose-built electric Brompton (in Titanium) when it happens though.
On first impression I thought the G Line was unacceptably bigger than a traditional Brompton. The tires are larger and wider, and the frame is chunkier, but when placed side-by-side (see photos below) there’s not really a huge amount in it—which is remarkable. I was worried about having to store the bike at home and take the G Line into an office or pub (see earlier comment about London) and while it is heavier to lift, I don’t think anyone will really notice much of a difference in small doses.
Photograph: Chris Haslam
Photograph: Chris Haslam
It is unquestionably the most capable Brompton ever built, and an absolute blast to ride, especially off-road. I’m keen to ride the lightest non-electric version too, and see if the eight-speed gearing and smaller wheels do enough for a serious gravel ride. I suspect it might, but whether it’s enough to tempt serious trail riders is another thing entirely.
Which brings us on to who precisely is the Brompton G Line for? It’s certainly a premium proposition, with pricing from £2,395 (my test version costs £3,495), but it is a Brompton, so many people won’t flinch at these prices. For comparison, the cheapest standard Brompton costs from £950, the lightest Titanium option costs from £4,250 and the flagship electric version, the P Line, costs from £3,695. So it’s in good company.
I suspect the all-terrain fun will tempt many existing fold-up riders off their tiny 16-inch wheels. There might be a compromise on weight, size and transportability, but the ride and handling is beyond comparison.
For the first time a fold-up bike has been as enjoyable to ride as a full-sized design, while still being able to fold down and fit in the trunk, or under the stairs. It’s a superb upgrade and should bring the brand to the attention of a whole new audience.
“Besides price, most buyers ask me what makes one bike so much more expensive than another bike,” says Kevin Lau. “My typical answer is the type of drive/motor system and the components on the bike.” High-end bikes are vehicles, the same as high-end cars and motorcycles. They have more expensive components, with lighter, more durable materials, made with tighter tolerances and more precise machining.
$2,000 is about what we’d expect to spend on a durable, high-quality electric bike. However, if you don’t want to spend that much just to see if you can fit an electric bike into your lifestyle, we do have a selection of electric bikes for under $2,000.
Can You Lift an Ebike?
Photograph: SixThreeZero Bike Co.
If you’ve never ridden an ebike, it’s important to know that some ebikes are really heavy, like upwards of 50 pounds. “I’ve had so many people walk through the door who spend $3,000 or $4,000 for an e-bike and they aren’t strong enough to walk it up their apartment stairs or maneuver it around their garage,” says Oseland.
“For some customers, lifting the bike into a car or on a car rack may be a factor,” adds Lau. “Some bike racks aren’t strong enough to hold an e-bike.” Before Oseland will sell a customer an e-bike, he makes sure that they have a way to safely transport it. “If you have to lay your bike down in the car, you can wreck it.” With that said, electric bikes can be a safer way for many people with limited mobility to get around, and older riders can see enormous benefits from more exercise. We have selections for electric bikes for elderly riders here.
How Far Are You Planning to Ride?
The next major priority is addressing customer’s “range anxiety.” Range anxiety is the fear that the bike will run out of battery before the ride is over. Every bike has a stated range, but there are many factors that can increase or decrease it, says Lau, including the terrain, the air temperature, the rider’s weight, the smoothness of the tires, how much assistance the rider uses (most ebikes have at least three levels of assistance), and how large the battery is. When all these factors are considered, a typical ebike range can be anywhere from approximately 30 to 65 miles, Lau says.
Bosch, a premier ebike systems manufacturer, has an online ebike range calculator. Before any ride, cyclists can enter their weight, cadence, average speed, mileage, terrain, wind speed, and other factors to find out a near-exact approximation of how long their Bosch battery will last. Many electric bikes also have the option to add a double battery. This will double your range, but also increase the bike’s weight.
How Are You Going to Charge and Store the Battery?
Photograph: Adrienne So
In 2023, ebike battery fires resulted in 268 incidents, causing 150 injuries and 18 deaths, in New York City. In the early days of ebike manufacturing, many batteries were made overseas and the US did not have strict UL certification requirements. (UL certification is considered the safety gold standard; a third-party organization has independently verified that the battery meets local and federal safety standards.)
Lime’s fleets are largely free-floating, which has attracted ire. Undocked rideshare ebikes and escooters have long been scrutinized as they’ve inevitably crowded sidewalks and even ended up in rivers. Lime says it’s “agnostic” to free-floating and parking areas and does both based on what cities require. Some markets have “corrals” where riders park their scooters and bikes, and there are penalties if riders do not park in these areas. Critics say the fines for bad behavior aren’t harsh enough.
Many of the components in the new models are shared across Lime’s other products. For example, the brake levers are the same as the ones on Lime’s scooters, as the company found them to perform well. The batteries are the same as the Gen4 ebike, making swaps faster and cheaper. Lime also says all the screw heads on the bike are the same size, so operators do not need to switch drill bits when making repairs. Parrish says these changes increase the availability of these vehicles and lower Lime’s operating costs.
That’s important, as many other micro-mobility rideshare companies are faltering. Bird filed for bankruptcy last year, and Lyft is exploring a sale of Citi Bike in New York City (the city’s comptroller found decreasing service reliability under Lyft’s tenure, especially in low-income neighborhoods). And in a blow to Lime and its peers in the lead-up to the 2024 Summer Olympics, Paris banned shared scooters last year after a spate of injuries and deaths. The company says no other city has taken a similar step as Paris, which according to Lime’s global communications director, Russell Murphy, “further underscores how the referendum was a blip in the rearview.”
“Lime currently has 15,000 ebikes available in Paris and the surrounding suburbs to help conveniently and sustainably shepherd visitors to venues,” Murphy says. “We’re proud of the support we’ve received from the city to make this possible.”
The LimeGlider.
Photograph: Julian Chokkattu
The LimeGlider and LimeBike aren’t going to change any of these issues. They’ll still be free-floating and dockless, or corralled in markets that require it. Also, I can’t imagine throttle-powered ebikes being safer than nonthrottle ebikes, especially since you do not need to kick off for the throttle to work like you do on kick escooters. (Lime says the new models’ kickstands disable the throttle when deployed.) But at the very least, a wider range of people may feel more comfortable using these shared ebikes.
The pilot program has already started in Atlanta and Zurich, where riders will see the option to book the LimeBike. The LimeGlider will fully launch in Seattle in mid-August and then in Zurich later in the summer. After two to three months, if reception is positive, they will enter production and join Lime’s global fleets in 2025.
I fell in love with the REI CTY e2.1 the minute I saw its hot lava frame come out of the box in my garage. The racy red color and an easy-to-step-through frame screamed, “Ride me now!” There were no barriers to entry, like an app that I had to download. All I needed to do was turn the bike on and ride. (Note: If you are uncomfortable assembling the bike and live near an REI, the store will build it and also offer one year of free adjustments.)
So I did. I pedaled across the city on a scenic drive, through busy intersections, down a few steep residential streets to a cycling path that led to a rocky beach on the shoreline of Lake Superior. The bike’s upright geometry, which had me less hunched over than other e-bikes I’ve tested, made the world pop. I noticed the smell of lilacs on the breeze and the brilliant hues of green after a soggy spring, details I don’t always catch when I’m crouched over handlebars.
At the beach, I met my partner who was nice and brought a picnic. We ate cheese and crackers and sipped rosé until the sun dipped low over the hills of the city. I purposely stayed out until the mosquitoes started buzzing so I could race the sun and my boyfriend in his car back to our house. It may have partially been the glass of rosé, or the beauty of an early summer evening, but the 22-mile round trip ride on the CTY e2.1 made a Friday night especially fun.
About Town
The CTY e2.1 is the upgrade to the entry-level CTY e1.1 ($1,299). I think it’s worth the extra money, especially considering that it’s still well below $2,000 and also goes on sale quite often. The battery capacity of the CTY e2.1 is more than adequate. On that day, after a mile-long, 1,000-foot climb back up the steep hill to my house, I had 39 percent of battery power left to spare, after toggling through all four levels of assistance throughout an ambling, four-hour tour of the city.
As an urban commuter, the CTY e2.1 is a nicely packaged machine for the price. It is a class 1 ebike with a 250-watt Shimano E5000 motor, accompanied by a 36-volt, 418 watt-hour, lithium-ion battery that boosts up to 20 miles per hour, and a range of roughly 60 miles in Eco Mode. The battery runs down the entire length of the sloping downtube and, per my scale, is roughly the same weight as a sack of potatoes. But it’s still easy enough to take out with the turn of a key to charge it independent of the bike.
Photograph: Stephanie Pearson
A front fork dampens the road chatter and hydraulic disc brakes make stopping more precise. The Schwalbe Big Ben 2-inch-wide tires have a hefty tread pattern for an urban bike, offering nice traction. The tire’s reinforced sidewalls are also reflective to make you more visible at night.
Added amenities include comfy gel grips and a padded foam saddle, a cockpit with riser bars and a bright headlight, and a hefty kickstand for when you eventually need to park. No fenders, though, which is shocking as it got quite sloppy on a ride after a storm. Nevertheless, the bike is no doubt fun and navigates all manner of city streets well—from smooth, paved paths to bumpy, potholed roads. It’s not a bike to take on gravel roads or singletrack.
Affordable and Adequate
At this price point, you can’t expect to have it all. There still are some areas that could use some improvement. First, at 54 pounds 8 ounces (size large), it’s not light—a factor that doesn’t necessarily bog you down while tooling around a flat city, but it does make maneuvering it around the garage or hauling it up steps hard to manage.
Photograph: Stephanie Pearson
Also, the 250-watt hub motor is pretty standard-issue on many e-bikes, but this one only has 60 newton meters of torque as opposed to at least 80 on other e-bike motors. The lack of torque, which is the acceleration that keeps your bike moving forward especially up hills, makes the CTY e2.1 a wimpy climber. So, this may not be the best option in a city like San Francisco (or Duluth, where I live).
Finally, I love that the bike is minimalist in its e-ness, meaning it doesn’t require an accompanying app to ride. But the screen is about the size of a wristwatch face. And while it provides plenty of basic data, like mileage, miles per hour, and power mode, the push buttons are so close together and the screen is so hard to read that it’s almost impossible to see while riding—a factor that is not only frustrating, but can also be dangerous. Still, if all you need is an extra push on your multi-mile work commute, the CTY e2.1 is a good option—especially in the red color.
McLaren, known for producing some of the world’s most astounding super cars has now entered the electric bike market with the all-new McLaren Electric Mountain Bike. This cutting-edge piece of engineering combines McLaren extensive experience in building racing cars with ultra-modern e-bike technology. The result is a bike that is beautiful to the eye, yet rugged, durable and able to tackle any trail on the planet.
You’ve seen the bikes around your neighborhood. They look like so much fun! You want one! But ebikes have so many different specs and price points. Here’s what I would consider, in your position.
Can I build my own bike?
Many affordable bikes now come direct-to-consumer—meaning that they are pre-tuned or partially assembled in a box. As Peter Flax recently noted in Bicycling magazine, these bikes do not get nearly the testing or vetting that bikes from a bigger manufacturer get. Unless you’re not riding much or for many miles, or are experienced with modifying your own bike, I recommend working with an established manufacturer that has a dealer network. I also do not recommend a smart ebike. As we can see with VanMoof’s recent implosion, you may have difficulty getting your smart ebike repaired if the company folds.
Why do some bikes cost more?
They have higher-end components. Batteries and motors from high-end brands like Bosch and Shimano often are more powerful and cover more distance, with a 90- or 120-mile range, as compared to the 15-20 mile ranges you’ll see on more affordable bikes. However, this may not matter if you have a short commute.
What terrain do you live on?
If you live in a flat area, you’re probably fine with a 250-watt motor, which is the European speed standard. However, if you live near hills or haul a lot of stuff, you might want to consider a 500-watt or 750-watt motor and a few extras, like hydraulic disc brakes, which will help prevent you from skidding into traffic.
I would also look for a mid-drive motor instead of a hub-drive motor. Mid-drive motors are located in the center of your bike and feel more natural. A hub drive is on your rear axle and shifts your center of gravity backward, which takes some getting used to. It can throw you off balance when you’re going up steep hills.
Follow some basic safety tips.
Not sure where to start? The biking advocacy group PeopleForBikes recently released their safety education program, E-Bike Smart, which they created in collaboration with the League of American Bicyclists and Bicycle Colorado. Do not leave your bike battery charging overnight, and do not let your children ride your bike unsupervised. An 80-pound child should not be piloting a 65-pound bike, even if the motor makes it possible for them to do so.
Last week, the Biden administration announced it would levy dramatic new tariffs on electric vehicles, electric vehicle batteries, and battery components imported into the United States from China. The move kicked off another round of global debate on how best to push the transportation industry toward an emissions-free future, and how global automotive manufacturers outside of China should compete with the Asian country’s well-engineered and low-cost car options.
But what is an electric vehicle exactly? China has dominated bicycle manufacturing, too; it was responsible for some 80 percent of US bicycle imports in 2021, according to one report. In cycling circles, the US’s new trade policies have raised questions about how much bicycle companies will have to pay to get Chinese-made bicycles and components into the US, and whether any new costs will get passed on to US customers.
On Wednesday, the Office of the United States Trade Representative—the US agency that creates trade policy—clarified that ebike batteries would be affected by the new policy, too.
In a written statement, Angela Perez, a spokesperson for the USTR, said that ebike batteries imported from China on their own will be subject to new tariffs of 25 percent in 2026, up from 7.5 percent.
But it’s unclear whether imported complete ebikes, as well as other cycling products including children’s bicycles and bicycle trailers, might be affected by new US trade policies. These products have technically been subject to 25 percent tariffs since the Trump administration. But US trade officials have consistently used exclusions to waive tariffs for many of those cycling products. The latest round of exclusions are set to expire at the end of this month.
Perez, the USTR spokesperson, said the future of tariff exclusions related to bicycles would be “addressed in the coming days.”
If the administration does not extend tariff exclusions for some Chinese-made bicycle products, “it will not help adoption” of ebikes, says Matt Moore, the head of policy at the bicycle advocacy group PeopleForBikes. Following the announcement of additional tariffs on Chinese products earlier this month, PeopleForBikes urged its members to contact local representatives and advocate for an extension of the tariff exclusions. The group estimates tariff exclusions have saved the bike industry more than $130 million since 2018. It’s hard to pinpoint how much this has saved bicycle buyers, but in general, Moore says, companies that pay higher “landed costs”—that is, the cost of the product to get from the factory floor to an owner’s home—raise prices to cover their margins.
The tariff tussle comes as the US is in the midst of an extended electric bicycle boom. US sales of ebikes peaked in 2022 at $903 million, up from $240 million in 2019, according to Circana’s Retail Tracking Service. Sales spiked as Americans looked for ways to get active and take advantage of the pandemic era’s empty streets. Ebike sales fell last year, but have ticked up by 4 percent since the start of 2024, according to Circana.
In the US, climate-conscious state and local governments have started to think more seriously about subsidizing electric bicycles in the way they have electric autos. States including Colorado and Hawaii give rebates to income-qualified residents. Ebike rebate programs in Denver and Connecticut were so popular among cyclists that they ran out of funding in days.
A paper published last year by researchers with the University of California, Davis, suggests these sorts of programs might work. It found that people who used local and state rebate programs to buy ebikes reported bicycling more after their purchases. Almost 40 percent of respondents said they replaced at least one weekly car trip with their ebike in the long-term—the kind of shift that could put a noticeable dent in carbon emissions.
If you’re looking at bikes online—or anything, really, whether it’s headphones or monitors—you have to consider price versus payoff. Gazelle has billed its newest ebike, the Eclipse, as a long-range comfort cruiser. It is basically the expensive Dutch version of the direct-to-consumer (DTC) Rad Power Bikes’ Radster Road (8/10, WIRED Recommends).
I brooded over that price difference while I was riding, until I realized that I really was much more comfortable, and for a really dumb reason. The handlebars on the Eclipse are much narrower than the Radster’s, as well as the other DTC bikes that I have tested. Most bikes have smaller parts for smaller frames, but if you’re a smaller or newer bike company, you might standardize your handlebar sizes due to restricted supply or economies of scale. That’s just not something you would do if you’re Royal Dutch Gazelle, which has existed for more than 130 years and holds the royal warrant in the Netherlands as a distinction of high quality.
You can swap out handlebars pretty easily on acoustic bikes, but doing so on an electric bike is a more complicated matter. Finding a narrower handlebar was such an unexpected comfort. It’s just … a really nice bike. Even the paint job is nicer than other bikes I have, with four hand-applied coats and dimensional shading to make it look slimmer. If you’re not trying to pinch pennies, there are a lot of really nice things about the Eclipse.
So Much Information
There are two different models of the Eclipse. Both have an aluminum frame, but the T11+ HMB has a Shimano Deore XT derailleur gear, while the version I tested is the C380+ version, which has the Enviolo CVT gear hub and a low-maintenance Gates belt drive. May I never have a chain drop out while crossing a busy street again!
Both come in a step-over and step-through version with three different frame sizes, with the smallest being a 46 centimeters. I’m 5’2″ and was positively thrilled to find a Dutch bike that comes in a size this small as the Dutch are tall people and this is unusual. Of course, the bikes all have UL certification, which means that the bike has been certified to comply with Underwriters Laboratories safety standards and won’t inadvertently set your garage on fire.
Photograph: Adrienne So
Probably the first thing you’ll notice is the new Bosch system. It has a Bosch Performance Line motor with 85 nm of torque and a 750-Wh ginormous battery integrated into the downtube. After about 45 miles of biking up hills and hauling gear, I only got the battery down to 45 percent. It’s a class 3 ebike with a maximum speed of 28 miles per hour.
Electric bikes reduce car congestion, get you moving, and reduce your carbon footprint. Also, they’re just really fun. I’ve never met anyone who has tried an electric bike and not wanted one; in the Netherlands, ebikes currently outsell regular bikes. However, that four-figure price tag induces sticker shock. Many states are considering incentive programs, but how does that help you if you want or need an ebike now?
Many factors drive up the price of an ebike, including expensive components, sophisticated computers, big batteries, and fancy frames. Thankfully, a handful of direct-to-consumer companies are making affordable ebikes so everyone can participate in the fun. Below, you’ll find the best cheap ebikes we tested. Got a bike we should know about? Leave a comment! Don’t forget to check out our Best Electric Bikes, Best Family Bikes, and Best Bike Accessories guides for more recommendations.
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I stopped monitoring the range after about 30 miles, but the battery indicator on the top tube said that I still had about 30 percent of the battery left. (I weigh 115 pounds, so your mileage may vary.) You can also select drop handlebars if you plan on doing more bike commuting, or add suspension to a setup with flat bars if you want to ride more rocks and bumps. My tester also had a dropper seat post, which lets me raise or drop the seat as I come to stoplights or go up hills. I am pretty sure every bike (commuter, mountain, everything) should have one.
Too Hot to Handle
Photograph: Will Matsuda
There is one major drawback to having a gorgeous, expensive bike that can go anywhere and do anything. When your bike is your primary mode of transportation, you do things like leaving it locked up in front of the Grocery Outlet (known locally as “the Gross Out”) to run errands. Even with all the best security measures, I really cannot make myself do that with a $7,000 bike. If you’re going to use it as a bike commuter, you are probably biking 12 miles to an office with a locked, indoor bike garage, then straight home to your own garage. You are not taking it as a car substitute to karaoke night at the dive bar.
I have also read on Reddit that people have concerns about the Fazua system, as it’s much less common here in the United States and harder to fix. You could go with a Bosch or a Shimano, but it won’t be as light. I have decided not to care about this. In general, you’re probably going to have to go directly to the manufacturer or dealer to get an electric bike fixed, anyway.
The app is just meh. It’s not pleasant to look at or navigate, and it’s always telling me to update, urgently, in a process that’s much less intuitive than Specialized’s Mission Control. Mission Control is also a little more useful, as it will automatically adjust the power output to help you make it home. However, the Skitch is light enough that it doesn’t really matter if you run out of battery. The app may also improve dramatically in the upcoming years, as Santa Cruz has direct and continuing input on the app’s development.
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