If the range of your electric bike is the cause for concern, then that burning orb in the sky could be the answer. Phosgo is preparing to launch what it's calling the "world's first solar e-bike".

The thing that's different about the Phosgo is that the wheels contain 200W of solar panels between them, with the idea that these can charge the battery while you're riding. That contributes to a huge 120-mile range for this pedal-assistance electric bike.

It's said that the solar panels in the wheels can contribute an additional 17 miles a day, so in easy riding and plenty of sunlight you might find you don't have to plug it in all that often.

Having filled wheels can be something of a problem as it creates plenty of resistance when cross winds hit, because you effectively have two disc wheels here. That caught the attention of road.cc which asked the company about this.

The reply focuses on saying that this is a more efficient system than external solar panels which is hard to argue with, but it still doesn't avoid the fact that on windy days the bike will want to go sideways.

The bike itself – apart from the two wheels with solar hubs – looks a lot like a normal e-bike, with a fat down tube where the battery is housed. This doesn't quite have the hipster looks of a Cowboy, instead looking like most other cheap e-bikes out on the road.

It's said to come in two formats, the Go5 and the Go5 Ultra, although it's not clear what the difference is between these two bikes at the moment. The Ultra is listed as being 2kg heavier which is not exactly what you expect in bikes, where the more premium model is often lighter.

Aside from a solar system to keep things powered, there's a Bafang M340 hub supplying up to 750W of power, for speeds up to 28mph. In the UK that would be restricted to 15.5mph from 250W to comply with local regulations.

There's also a built-in bike computer, with AI support to help with things like navigation, while 4G, Bluetooth and GPS are all present allowing a wider range of functions including remote locking and alerts if your bike is stolen.

If your interest is piqued, you can reserve the Phosgo for $19.99, with the full retail price expected to be from $1499 when it hits Kickstarter on 27 July, according to road.cc. The website says there will be an Indiegogo listing in July.

Is this the solution to extending the range of your e-bike? Is charging a huge problem for riders? With this sort of campaign we'd urge some caution before diving in, but it's certainly interesting.

Tenways has built its reputation on producing stylish, affordable commuter e-bikes, but until now, it has largely relied on its own motor systems.

That changes with the launch of the new AGO Performance, a trekking e-bike built around Bosch's Smart System and aimed at riders who want premium components without having to pay for the privilege.

The brand's most ambitious model yet, the AGO Performance enters a crowded category occupied by established names such as Cube and Gazelle.

However, it arrives with a specification that should make prospective buyers take notice.

A familiar formula with Bosch at its heart

Power comes from Bosch's well-proven Performance Line mid-drive motor, delivering 75 Nm of torque, paired with a 540 Wh Bosch PowerTube battery.

Tenways claims the combination can provide up to 120 km (~75 miles) of assisted riding under ideal conditions, while the Bosch Kiox 300 display and LED Remote give riders access to the full Smart System ecosystem for navigation, ride data and connectivity.

The drivetrain is equally impressive, using a Gates CDX carbon belt drive combined with an Enviolo continuously variable transmission (CVT) hub.

The setup promises quieter running, virtually no drivetrain maintenance and stepless shifting.

Shimano hydraulic disc brakes complete the package, while a suspension fork helps smooth rougher roads.

The step-through aluminium frame features internally routed cables and an integrated rear light for a cleaner appearance, while the standard MIK HD rear rack can carry loads of up to 27 kg (~60 lbs).

Large 29-inch wheels are intended to improve stability and rolling efficiency on longer rides beyond the daily commute.

A step up for Tenways

The move to Bosch arguably represents a significant moment for Tenways.

The company has grown rapidly across Europe by offering keenly priced urban e-bikes, but Bosch remains one of the most recognised names in the premium e-bike market thanks to its proven reliability, dealer support and extensive service network.

By combining that ecosystem with a Gates belt drive, an Enviolo hub, and a sub-£3,000 launch price, the AGO Performance positions itself as an attractive alternative to more established trekking bikes from other brands.

The AGO Performance is available to buy now at Tenways and at local Tenways dealers for £2,999 (~$3,963 / €3,471 / AU$5,740). You can save £200 at launch for a limited time.

Fiido has unveiled three new electric bikes powered by 100Nm mid-drive motors.

Leading the charge (pun intended) is the new T3 Max, a long-tail cargo e-bike that doubles as a portable power station (!), alongside the successor to the Fiido Nomads, the Nomads Pro touring bike, and the compact T3 cargo model.

The T3 Max is designed for riders who need to carry heavy loads over longer distances and can support up to 200 kg (~440 lbs).

It is available with either a single- or dual-battery setup, with the latter offering a claimed range of up to 200 km (~125 miles).

What makes it stand out, though, is its 972Wh battery, which can also power external devices such as smartphones, drones, speakers, and other small electronics.

Of course, using your e-bike's battery to charge a drone will reduce the range of the bike itself – you don't want to end up with an empty battery in the middle of a forest with two kids in tow!

Fiido says the feature is aimed at campers, outdoor enthusiasts and anyone who wants extra off-grid power while travelling.

Joining it is the T3 (an excellent name, if I do say so), a more compact short-tail cargo e-bike aimed at families and urban riders.

It offers a payload capacity of up to 150 kg (~330 lbs) and a claimed range of 120 km (~75 miles) on a single charge, making it suitable for school runs, shopping trips, and day-to-day transport.

The third model is the Nomads Pro, which builds on Fiido's adventure-focused Nomads platform.

It features a 100 Nm mid-drive motor, a 120 mm suspension fork, and the option to add two extra batteries, extending the claimed range from 75 km (~46 miles) to up to 225 km (~140 miles).

Fiido says the bike is aimed at both long-distance touring and everyday commuting.

All three bikes use a 250W mid-drive motor producing 100 Nm of torque and feature hydraulic disc brakes, integrated lights, and removable batteries.

Fiido is also highlighting battery sharing across the T3 range, allowing riders to swap batteries between compatible models when needed.

The Fiido Nomads Pro starts at €1,999 (~£1,723 / $2,277 / AU$3,281) for the standard version and €2,699 (~£2,327 / $3,075 / AU$4,431) for the extended-range model.

The T3 starts at €1,899 (~£1,637 / $2,163 / AU$3,117), while the T3 Max costs €2,299 (~£1,740 / $3,037 / AU$3,314) with a single battery or €2,999 (~£2,585 / $3,415 / AU$4,925) with dual batteries.

Head over to Fiido to see the full range.

Electric city bikes have come a pretty long way in the past few years. What used to be chunky, heavy bits of kit have slimmed down into something you'd actually want to be seen on (and can manoeuvre around without giving yourself a hernia).

The best electric bikes now blend seamlessly into the urban cycling world, offering motor assistance without added bulk.

Canyon, the German brand best known for its road and mountain bikes, recently threw its hat into this ring with the Citylite:ON, a city-focused e-bike with a distinctly Dutch-inspired design.

It’s built around a Bosch Performance Line motor and boasts a low-maintenance Gates belt drive and a long list of commuter-friendly features, including integrated lights, a frame lock, mudguards, and a MIK HD rear rack.

I've been riding it around Manchester for the past few months to see whether it delivers on that promise. Here’s how I got on.

Canyon Citylite:ON review

Price and availability

The Canyon Citylite:ON is available to buy now, direct from Canyon's website, priced at £2,799 in the UK and €2,999 in the EU. Canyon sells directly to consumers only, so you won't find it in bike shops, though the brand now has a network of over 500 European service partners who can build and maintain bikes bought directly online.

At the time of writing, the Citylite:ON doesn't appear to be available in the US or Australia. If you're based elsewhere, £2,799 converts to roughly $3,600 / AU$5,400, but without official availability in those areas, you'd likely be looking at import costs on top.

For context, this puts it in a competitive space alongside commuter e-bike rivals such as Cube, Riese & Muller and VanMoof, though Canyon's direct-to-consumer model means you're generally getting more bike for the money than you would from a traditional retailer.

In terms of accessories, there's also an optional front rack (around £50), a wireless charging adapter for the SP Connect phone mount (also around £50), and a Bosch Range Extender (250Wh, around £470) if you need more juice for longer rides.

Design and build

On first impression, the Citylite:ON looks super smart. It sports a clean, modern design with a distinctly Dutch-bike feel, thanks to its high stem, swept-back handlebars and relaxed, upright riding position.

It seems Canyon took inspiration from the Amsterdam cycling scene for this one, which is a nice touch and gives it an element of class. Meanwhile, the aluminium frame and carbon fork keep things light (around 22kg with accessories, which is impressive for a fully kitted city e-bike), and the whole thing looks nice and tidy thanks to internally routed cables and neatly integrated components.

The accessories list is pretty generous for the price. You get full-length mudguards, a rear kickstand, integrated front and rear lights (the rear includes a brake light function), an Abus frame lock, a Selle Royal comfort saddle, a suspension seatpost, and a 27kg-rated MIK HD rear rack that's compatible with panniers, baskets and even child seats.

There's also an SP Connect phone mount on the stem, which is helpful for thoise needing something to snap their phone or GPS to with ease. The Gates belt drive is another feature worth highlighting, as it means no greasy chain, no occasional oiling and therefore way less maintenance. After years of getting oil on my trousers or legs from traditional bike chains, this is a very welcome upgrade.

The Bosch Purion 200 display and controller are among the biggest smart features here. It sits neatly on the handlebars and is intuitive to use, while the companion Bosch Flow app connects effortlessly and adds a premium layer of control that’s actually useful.

You can customise power modes, check ride data, monitor battery levels from your phone, map your routes and even control security features. It all feels very polished and well thought through.

Now, here comes the negative stuff. Firstly, my review unit arrived with a bent front axle. While annoying, it wasn’t a huge deal. Canyon's PR team were prompt in sending a replacement, which was appreciated, but it wasn't a great start.

Then I discovered the plastic battery cover panel on the underside of the frame wouldn't clip back into place properly. I was sent a replacement for that, too, which also wouldn’t stay in place. After closer inspection, it turned out that the connector on the bike frame above the battery that holds the panel in place seemed compromised.

By this point, I didn't have the energy to go back to Canyon for a third time, so I strapped the cover on with a cable tie. It works, but it's hardly the premium experience you'd expect from a supposedly premium e-bike.

I'm confident Canyon would replace the bike outright if a paying customer had the same experience, and this could absolutely be a one-off issue with a review unit.

But I can only go on my own experience, and for me, it raised real questions about the build quality of certain components, particularly the plastic parts around the battery housing.

One other design niggle I had isn't specific to my unit. In theory, the integrated rear wheel lock is a brilliant feature. But in practice, the key can only be removed when the lock is engaged, which means it stays in the lock while you're riding.

If you've got other keys on a keyring, they dangle against your leg as you pedal. It's a small thing, but it's an annoying detail that shouldn’t be there for an almost-£3k bike.

Performance and features

When it comes to the actual ride, the Citylite:ON is impressive. The Bosch Performance Line motor delivers 75Nm of torque and provides smooth, responsive assistance that feels natural rather than jerky.

It matches your pedalling effort well, and the four power modes (Eco, Tour, Auto and Turbo) are easy to cycle through via the Purion 200 controller. Auto mode is the standout for city riding, adjusting assistance based on conditions so you barely have to think about it.

The bike is noticeably light for an e-bike, and you can really feel that during a ride. It's nimble, easy to steer through traffic, and manageable to carry up a few steps or lift onto a bike rack, which makes a huge difference. The upright riding position gives you excellent visibility in urban traffic, and the wide Maxxis DTR-1 tyres provide decent grip and stability.

While the belt drive paired with the Shimano Nexus 5-speed hub gear is mostly smooth and hassle-free, I did experience a few clunky downshifts under load, which is a known trait of these hubs. It's nothing major, but worth mentioning if you're coming from a derailleur setup.

Another thing that you’ll notice while riding is the lack of proper suspension. The suspension seatpost does take the edge off minor bumps, but on rougher roads and Manchester's less-than-perfect tarmac, you do feel a lot of the vibration coming through.

It's not uncomfortable on short rides, but on longer stretches over poorly maintained roads, it becomes noticeable. On the other hand, this lack of full suspension helps keep the weight down, so it's a trade-off that makes sense for a city bike.

When it comes to battery performance, the 400Wh Bosch CompactTube option shipped with this Citylite:ON is the lightest in Bosch's range at around 2kg, but the modest capacity does feel somewhat limiting.

Canyon claims up to 90km of range, but in real-world use with a mix of power modes and hilly Manchester terrain, you can expect significantly less. If longer rides are your thing, the optional Bosch Range Extender adds another 250Wh but will set you back close to £500.

Nevertheless, the integrated lighting system is a nice touch. The Supernova Starstream Mini headlight sits flush with the handlebars and is bright for its size, while the rear strip light on the rack, with brake-light function, I found, is all you need for great visibility.

Verdict

The Canyon Citylite:ON is a bike I really wanted to love. On its best days, it's a brilliant city e-bike, touting a light, smooth, well-equipped ride, with superb Bosch motor and app integration. The overall design is attractive and modern, and the belt drive is another very welcome feature.

But I can't pretend my experience was without issues. A bent front axle on arrival and a compromised battery cover connector that I ended up cable-tying in place are not the kind of things you expect from a £2,799 bike.

Add in the baffling decision to leave the key dangling in the wheel lock while riding, and the overall impression is of a bike with great ideas that doesn't always execute them as well as it should.

If Canyon can nail the build quality on these finer details, the Citylite:ON would be a no-brainer. But based on my own experience, it's a bike with a lot of potential that doesn't quite deliver the polish its price tag suggests.

As the spring months bring more light and warmth, I, like so many other cyclists, am back outside and riding more as a result. Sorry Zwift, we'll make friends again when it's either rainy and time for indoor training – otherwise I'll see you in the winter.

I've been road cycling for over 15 years now. First through necessity, as a means to get to work, then as a major aid to exercise, but it's now become an established hobby. I cycle to clear my head as much as to work my legs – but the UK's roads can pose challenges.

While most recently I've joined a cycling club, I have been a consistent solo cyclist. Whether for hour-long lunchtime exercise sessions, longer sportives, or extended charity rides over multiple hours and miles. And one product has become an absolute mainstay in my cycle-tech setup.

I've been using Garmin's Edge cycling computers for many years, but it's actually an accessory from the brand's Varia range that's changed how I cycle. This light-and-radar system means I feel more informed, safer, and able to make better decisions as a result.

A recent upgrade from the Varia RTL515 to the newer RearVue 820 – and I've used the camera-adorning RCT715 in the interim, which I'll discuss below – has elevated that experience even further. Here's why it's my essential for solo riding experiences – and why you should consider buying one too.

1. 'See' approaching vehicles

Without doubt, the absolute greatest must-have feature that the Varia RearVue 820 offers is a built-in radar. In tandem with my Edge 1050 cycle computer, I'm able to "see", in real-time, vehicles on their rear approach.

When one comes in to measurable distance (to 175m away), it appears as a white 'dot' on my cycling computer, in tandem with an audible beep alert (which can be switched off, if you wish), heightening my awareness of approaching traffic.

The RearVue 820 goes a step further than its predecessor, with smaller and larger 'dots' representing bigger vehicle sizes. So if it's a truck or coach then you have a better idea and, in some instances when on a single-track lane, for example, it's made me pull over for a quick drink pitstop while letting vehicles pass.

As an increasing number of EVs enter the UK's roads, it's increasingly hard to hear approaching vehicles. Sure, electric cars legally have to make an audible sound – a 'signature' of their own – but with the wind rushing by in your ears it's not necessarily easy to hear. The Varia's radar fundamentally resolves that for me.

Any issues? Well, the 820's supposed ability to identify vehicle types isn't infallible. I've even had it recognise fellow cyclists as supposed vehicles. It's also not always perfect at recognising a build-up of multiple vehicles – which it can present in multiple 'lanes', but could be further refined.

2. Powerful lighting for visibility

For too long I'd used budget lights that didn't last long enough and certainly weren't bright enough either. Those days are over with the upgrade to this Varia unit, though.

The RearVue 820 is able to deliver 100 lumens for daylight visibility. That's plenty enough to be seen in daylight – think of it like a powerful flashlight flicking on and off – and it can even detect your speed and adjust its flash output when you're braking and coming to a stop.

While I find the rear light invaluable for its built-in radar feature, Garmin also makes front light – most recently the Varia Vue. I also have this and, while it's not essential for all summer rides by any means, it's super-bright and so can cut through dappled tree shadows easily and ensure you're seen.

The Vue can deliver 600 lumens, so it's considerably brighter than the rear. You can tone that down for a constant beam for when the lights dip, providing a wide field that's extremely useful in seeing every detail of the road – and in being seen too.

The Vue does cost a small fortune, though, but that's in part down to its inclusion of a built-in 4K camera that can capture your rides onto a microSD card. Potentially handy if you want to possess records – yet another safety feature worth having in the back pocket (although it kills battery life).

3. Which model to choose – and why?

Speaking of cameras, Gamin also makes a rear light, the Varia RCT715, which features both radar and a built-in 4K camera. I've borrowed one of these from Garmin in the past, but can't quite get on with it for a couple of reasons.

Principally, it's the sheer scale of this light. I just find it a bit too chunky. But it's also the battery life – it's too much of a downgrade to have the camera feature, as it drains so quickly. You might not get through a 4-hour ride with it still functioning to the end, which on a 70-mile ride just isn't going to cut it for most people.

Personally I'd therefore take the RearVue 820 as preference and forego the camera feature. That said, however, despite the new vehicle detection feature, if I was looking to save a bit of cash then I'd scout out the previous RTL515 for sure – as it's largely similar in its behaviour and has the essential radar feature.

Check out the widget below to see the price differences between the lot: at the time of writing you can actually net the camera-toting RCT715 for less than the newer RearVue 820, which is certainly a consideration if limited battery life is no bother for your needs. But it's the RTL515 that's the winner – as it's far better than half price!

4. Will Varia fit on any bike?

Whichever Garmin Varia you choose, all feature Garmin's proprietary twist-lock mechanism in the box. These are easy to fit to your bike, with included quality rubber bands as part of the package.

Now, how well this will fit does depend on your bike. Mine doesn't have a round seat post; it's oval with a near-flat back – which poses slight problems for fitting the Garmin mount onto. It's doable, it's just not 100% sturdy at all time – which is why third-party makers offer alternatives.

However, Garmin does also include 'inserts' in the box, too, which create a more connected fit for differing seat post or handlebar shapes and widths; featured rubber interior rings ensure a tight grip too.

5. Garmin ecosystem or other brand?

While I've mentioned using the RearVue 820 on my Garmin Edge 1050 cycling computer, you don't have to own the latest and greatest Garmin gear.

Indeed, it needn't necessarily be Garmin at all. Thanks to ANT+ connectivity, you can connect the RearVue 820 to, say, a Wahoo Bolt V2 instead – and still delivers the majority of features too.

Do always check the product compatibility, but Garmin's official pages are good at showing this. The RearVue 820's official page, for example, lists a huge number of Edge and wearable devices – 166 of them, in fact!

So whatever it is you're riding, if you're looking for a major upgrade to assist with your solo riding, I can't recommend the Varia's built-in radar technology enough. It's my must-have product that I can no longer ride without – and it's great that even non-Garmin cycling computers can offer compatibility too.

Orbea understands that many inner-city and urban commuters are looking for simple, lightweight electric bikes that shun the often ramshackle styling of budget options hailing from China and beyond.

The company's Diem introduced an innovative frame design, integrated lights and a tantalising mix of Shimano’s top-tier electronic gearing and motor technology, while the latest addition to its Urban and Active category slims things down further for an even lighter and more agile ride.

The Carpe model features plenty of attachment points for panniers and a front rack, while a built-in Abus lock on the front of select models adds additional security. A good thing, considering how attractive this thing looks.

That said, the top-of-the-range Carpe 10, as tested here, is an expensive machine, and the price puts it in direct competition with some solid options from Specialized, Ribble, Canyon and more.

Orbea Carpe 10 review

Price and availability

The Carpe is offered in three distinct trim levels, starting with the 25, which costs £2,599 when purchased directly from the Orbea website.

This sees a slightly cheaper setup that uses a classic chain drive and a less expensive finishing kit.

The Carpe 20 steps things up slightly but costs £3,199, and the range-topping Carpe 10 comes complete with a Gates belt drive and Shimano Nexus 5 Di2 internal gear hub.

This top-spec model also features a unique folding stem, which makes it easier to store in tight spaces, as well as clever folding pedals, and costs £3,699.

Design and build quality

In the interest of keeping things simple, I am going to focus on the £3,699 Carpe 10 for this review, purely because this was the bike I was lucky enough to test for a few weeks.

While the general fit and finish is excellent across the range, the Carpe 10 really cranks things up a notch, with a stunning Nickel paint job, complete with contrast bronze logos subtly located on the frame.

The colourway feels very on-trend, and it’s a neat, unisex option should the bike be shared among various members of the family.

On this subject, the gently sloped crossbar makes it easy for all heights to hop on. It’s just a shame that there’s not much room for saddle-height adjustment in the lower end and that the seatpost isn’t fitted with a quick-release mechanism.

Other notable design elements include the integrated lighting, which sees a bright rear light mounted on the seatpost, an adjustable front lamp and a cool halo LED that runs around the headstock.

Security is paramount when a bike looks this good, and Orbea has thought of that in the 10 trim, as it comes fitted with an Abus 5755L cafe lock, which is a convenient way to lock up the front wheel — although this won’t stop someone from marching off with your pride and joy if it's not tethered to something solid.

Finally, the Carpe 10’s main party trick is its ability to quickly release a mechanism that spins the bars so they fold flat up against a wall. The pedals also use similar tech, although here you push them in and they, too, fold flat.

It sounds a little gimmicky, but it works really well, and it’s absolutely perfect for freeing up some room in the hallway, office space or even a garage, where the wide bars and jutting-out pedals typically take up more room than they require.

Performance

Everything about the Orbea Carpe 10 is electronically operated, from its ignition (via a small button on the left of the bars) to swapping cogs via the Shimano Nexus 5 Di2 internal gear hub.

While possible to ride without any electrical assistance (although it does feel heavier than a lithe fixie or other commuter), the bike really comes alive when you factor in a little shove from the EP600 motor and 420Wh battery pack that is secretly stashed in the downtube.

A belt-drive system keeps things quiet and pretty much maintenance-free, while the entire set-up rolls on ultra-smooth Vittoria Randonneur tyres. These might not provide the sort of grip you’d want for off-road forays, but it’s relatively versatile rubber nonetheless.

Riding can be as simple and as effortless as you want, with maximum assistance summoned from the small bike computer and the gearing set to ‘auto’; all there really is to do is make sure the legs are rotating.

As with all legal eBikes in the UK, assistance cuts out at around 15mph, but seeing as the bike is so light, it’s very easy to cruise at speeds much faster than that, while the handling has been set up to be as agile as possible, which makes it perfect for nipping in and out of traffic.

My regular bike ride takes in a variety of terrain, from very light gravel paths through the woods on the school run, to very busy urban commutes to a coffee shop or other temporary office space. The Orbea Carpe 10 handled it all with ease.

There are a lot of seatposts available, which Orbea has clearly designed in for maximum flex and shock-absorbing properties. This is made more comfortable by the Selle Royal Vivo Ergo, but it’s not exactly the overly cushioned throne that you can find on many urban eBikes.

Vibrations are kept to a minimum, but in the interest of saving weight and reducing complexity, there's no suspension here. Although the carbon front fork does a pretty good job of soaking up minor bumps.

Above all else, the setup feels deliberate, as the Carpe is supremely agile and lightweight, proving super easy to thread through narrow paths and backroads.

It’s also light enough to wheel into an office space and even drag up a flight of stairs if you need to.

Orbea throws a rear rack into the Carpe 10 package, but it’s more for hanging the brand’s own panniers and other integrated luggage solutions rather than hauling loads.

The company will also sell you a front basket, priced at £30, which feels like a no-brainer in my opinion, as it adds another solution for carrying awkward cargo.

Range and charging

Orbea doesn’t offer any concrete range figures from its integral battery, as this massively depends on the terrain, the weather and how much effort you are willing to put into getting to that morning cinnamon swirl.

During my time with the bike, I found that it could easily hit an average of 60km (around 40 miles) on a single charge. This is based on the digital odometer that comes as part of the bar-mounted digital bike computer.

Some weeks I could push this up to the 100km mark, should I set the assistance to either the lowest or middling setting. But even during those times when I let the motor do nearly all the work, I didn’t notice the battery levels dropping rapidly.

Charging comes via a bespoke connection that Orbea provides with the bike (no USB-C option here, folks) and can be completed in around 2.5 hours for a quick charge… or more like four hours for a full charge from any domestic outlet.

That said, even when I cheekily plugged it in at a local cafe, I managed to shove a good 30km of range into the battery in the time it took me to have a coffee and check my emails.

Verdict

There is no denying that the Orbea Carpe 10 is an expensive eBike, particularly given the fact that it is fairly restricted to urban and inner-city commuting, rather than anything more adventurous.

But then it feels every bit as premium as the price tag would suggest, with some of the best components on the planet hanging off a drop-dead gorgeous and comparatively lightweight frame.

The pairing of the Shimano Nexus 5 Di2 internal gear hub and EP600 motor is silky smooth, delivering a huge dose of power in a slick and very manageable way.

When left in fully automatic mode, the gearing can be a little ponderous, but it’s more fun and intuitive to swap cogs with the buttons anyway.

Plus, the integrated lighting, folding pedals, kickstand and quick-release handlebars set it apart from the competition in terms of clever and practical touches that owners will undoubtedly use on a regular basis.

One of my biggest gripes is with a lack of adjustability in the seat height (the seat post doesn’t sit low enough for real shorties), as well as the decision to opt for a hex key clamp rather than a quick-release mechanism, but this is a minor quibble. You could always fit a dropper post for maximum versatility.

Above all else, it’s a really handsome machine that’s super easy to maintain and use on a daily basis, the perfect size and weight for nipping in and out of traffic.

Just invest in a decent lock, because the nickel paint job and rose gold logos have “steal me” written all over them.

Also consider

As previously mentioned, the price tag does put it up against some pretty stiff competition, including the Specialized Turbo Vado SL 2 4.0 EQ (£2,499), the Cube Supreme Hybrid Pro 500 (£2,599) and the cheaper Whyte RHeO 3 (£2,099).

There are also many more compact and foldable eBikes in our Best Electric Bikes buying guide, as well as veritable bargains in the form of the Honbike Uni4 and Wau X Plus if you aren’t bothered by the branding.

Brompton has updated its premium P Line folding bike with lighter components, wider handlebars and a new carbon fork.

The brand has always been famous for its premium urban design, and the Brompton P Line reinforces this, following the launch of the larger-wheeled G Line and Electric G Line in 2024.

While the overall formula remains familiar – compact wheels, a fast-folding frame, and a lightweight design – Brompton says the latest P Line has been refined to deliver a smoother, more responsive ride around the city.

Much of that comes down to revised components and geometry, with the updated bike featuring a new carbon fork designed to absorb road buzz and reduce vibration before it reaches the rider’s hands.

It also has wider aluminium handlebars intended to improve control and confidence when cornering and accelerating.

On top of this, Brompton has introduced a new aluminium crankset with shorter 160mm crank arms, which it says improves pedalling efficiency and power transfer.

The bike gains a 54T narrow-wide chainring to help keep the chain securely in place on rougher streets, along with redesigned ergonomic grips and a superlight quick-release pedal system.

The removable left pedal can now be detached in seconds and stored magnetically behind the fork when the bike is folded (not like there are many issues with the current design).

A faster folded future

The P Line already sat above the company’s standard steel folding bikes thanks to its lighter construction, and the latest version appears to continue that direction with a new Superlight Saddle featuring a carbon base and chromoly rails.

Brompton claims the saddle is 23% lighter than its standard option while still offering enough cushioning for longer rides.

The brand manufactures its bikes by hand in London and says the P Line has been designed specifically for riders navigating busy cities where flexibility matters as much as outright speed.

As expected, the bike can be folded down in seconds into a compact form that can be rolled, carried, and stored with minimal effort, a feature that continues to set folding bikes apart from many traditional commuter ebikes.

The P-Line is now available at Brompton UK, with prices starting at £2,399 (~$3,265 / €2,775 / AU$4,513). International price and availability TBC.

The Ride1Up Roadster V3 is a follow-up to one of our favorite electric bikes. The ebike market has grown rapidly since I tested the V2 back in the winter of 2021 and 2022, and the Roadster V3 is the beneficiary of these advancements.

It is not only a more equipped commuter but also boasts tech, like a torque sensor, that make it a more natural ride for anyone coming to an ebike for the first time.

Yet it still has plenty of power to put down for speedsters. With a $1,395 price tag, the Roadster V3 is a competitive option on the market.

Ride1Up Roadster V3 review

Price and availability

The Roadster V3 comes in three sizes, two colors and two configurations. There's a step-through, a small, and a large model, and the bike offers a carbon belt drive or a nine-speed drivetrain. All sizes and drivetrain options have the same price: $1,395. it's available now at Ride1Up.

Design and build quality

Following the lead of the V2 before it, the Roadster V3 proves itself a slick and elegant ebike designed to go under the radar while still surprising with its electric pep. The Roaster V3 isn't quite the same bike as its predecessor.

Where the Roadster V2 was a slim e-bike analog to fixie bikes with a fully integrated downtube battery, a single-speed belt drive, and minimal accessories, the V3 pushes further into general commuter territory with lots of extras and a wider handlebar and saddle. That makes it a bit heavier, but it’s still on the light side for ebikes at about 40 pounds.

The Roadster V3 tacks on a host of everyday conveniences. First off, the V3 now includes metal fenders to keep muck from the road off of you. The headset has an integrated headlight, and the rear fender has an integrated taillight (not a brake light, sadly). The bike also gets hydraulic disc brakes as a standard feature.

Each handle is wrapped with a somewhat ergonomic handgrip. The included pedals are plastic with grip tape on the surfaces. And the right side of the handlebar has a low-profile bell included — though it’s no match for the sharpness or convenience of the bell that was integrated into the brake lever on the V2. A kickstand is also a stock accessory.

The bike includes a few braze-ons for mounting accessories, like a rear rack or water bottle cage, but it’s not quite as impressively kitted out as the Velotric T1, for example, which could have easily been set up for bikepacking.

Rather than riding on skinny road tires, the Roadster V3 now opts for 700x45c tires that add more tread, more girth, and more cushion. The road version gets Schwalbe G-One RS tires while the gravel model gets Pirelli Cinturato tires.

Another large convenience shift is the removable battery pack, which is also UL2271 Certified. It did make the downtube on this model larger and more square, so it doesn’t get to go as far under the radar as the Roadster V2. But it’s still on the smaller side for ebikes.

The battery sits in a keyed compartment, keeping it secure, and it uses a small latch to prevent it from falling out when you turn the key to remove it. This lets you remove the battery for charging, though you can still plug the charger directly into the bike and charge that way if you prefer.

While you can still snag a model with a simple, single-speed belt drive much like the Roadster V2 offered, Ride1Up also offers a 9-speed drivetrain with a traditional cassette and rear derailleur.

For the electronics, Ride1Up has a few more upgrades in store. The display is similar to what was on the V2. It’s super compact and helps further hide the fact that this is an ebike. It’s colorful and displays useful data on power levels, speed, range, and more. It also has a small, integrated thumb throttle, though this isn’t a very nuanced throttle. The Roadster V3 has a 500W rear hub motor controlled by a torque sensor.

All told, the V3’s shift away from stealth does make it a bit more mundane, but it’s still an elegantly put-together bike with a lot to like onboard. And Ride1Up has done a great job keeping the cable runs tidy, largely tucking them away into the frame of the bike where possible.

Even the motor power cable is hidden away on a track on the inner side of the chainstay. Some of this can make maintenance a bigger chore — replacing the rear tire after catching a flat took much more time than it would on a normal bike, for instance — but that’s par for the course with ebikes.

Setup

The Roadster V3 comes mostly reassembled. You will need to attach the front handlebar, front wheel, and front fender. The pedals also need to be attached. The seatpost needs to be inserted. And the front headlight has to be attached and positioned. The setup is fairly simple, though removing all of the packaging can take some time.

Though the bike will ship largely tuned-up, there's no guarantee that it'll be in perfect condition when it arrives. In my case, the front brake rotor wasn't perfectly centered with the brake caliper, and even after correcting the alignment, the rotor wasn't perfectly true and dragged ever so slightly along the brake pads. A number of bikes I've tested have also shipped with derailleurs that weren't perfectly indexed, though the Roadster arrived with clean shifting.

Performance

The changes to the Roadster V3 aren’t just cosmetic. The bigger tires and the wider handlebars make a huge difference in how the bike rides. The bike still feels somewhat aggressive to ride with its forward leaning riding position, but the big wheels and ergonomic handle grips really kind of cushion the ride. With the wider handlebars, I don't feel quite as locked in, nor do I need to be, as I don't have to dodge every little divot in the road.

When I initially began riding the Roadster V3, I had set it into its second power level, and I promptly realized how unnecessary that was. By using the correct gearing for the situation, it was very easy to accelerate up to speed even in just the first power level without putting in much effort on my own.

In that low setting, I still managed to find myself ripping up to 20mph, at which point the bike lets me do the rest of the work. Given how effective the assistance is, I'm really not surprised that the Roadster V3 can switch up to a Class 3 mode and would go all the way up to 28 miles an hour (25 for the belt-drive model).

Even better than the motor power the bike has available to it is how smoothly it applies that motor power. The torque sensor really works to make sure that the motor comes on smoothly and applies the assist gradually, so it never feels jerky. Riding along, I definitely got to get a little workout in, but not nearly as much as I would if I were riding an analoge bike, and I always got to go a little bit faster than I would have without the motor.

Even though the Roadster V3 is a little bit more casual than the V2, it's still nimble and fun to ride. The disc brakes also supply a bunch of stopping power that the Roadster V2 didn't quite have with its rim brakes.

One shift from the Roadster V2 with this model was the introduction of a thumb throttle. This isn’t the most nuanced thumb throttle, though, so modulating power is tricky. Not that it matters much, though, as the motor isn’t very torque so it’s quite slow to accelerate. This is less of an alternative to pedaling and more of an option to take a break from time to time.

I did find the gear shifting a little slow at times. When going through some of the gears, there’d be a bit of lag before the gear shifted and the rear hub engaged again, letting the pedals spin a bit more than I’d like. It was never dramatic, but it did prevent super smooth acceleration. It’s likely a little extra work indexing the gears better could improve this aspect.

The battery is another key upgrade over the Roadster V2. It's considerably bigger and, therefore, provides a longer range. I took the Roadster V3 on several rides totaling over 45 miles on a single battery charge.

After 42.5 miles, I noticed the power dwindling, and the last 8% of charge didn’t seem to provide any tangible assistance. It was good to see the lights remain on even as I pushed the bike to lower and lower levels of charge, as I’d rather have no motor power and be visible during a night ride than cruise along invisibly.

While this performance doesn't quite make it the absolute most efficient bike I've ever tested at 12.2Wh/mile (the Priority Current Plus used 10.9Wh/mile), it's definitely a very efficient bike to ride on motor power.

It’s worth noting that the display shows a battery percentage, but it’s unreliable. Riding the bike from a full charge, the first 50% off the battery seems to diminish incredibly slowly. But the last 50% goes by much more quickly.

As a battery drains, its voltage drops, so it ends up pulling higher amps to achieve the same power, and the battery meter doesn’t appear to account for this. Thankfully, the Roadster V3 is still a pretty easy ride even without motor power.

Verdict

The Roadster V3 may not fit the same niche as the V2, but it’s still an excellent ebike. It loads up on rider conveniences and comfort, and packs that all onto very solid ebike fundamentals.

The Roadster V3 is a smooth ride with ample motor power and a long-lasting battery, thanks to efficient application of that power through a very natural torque sensor that never made for a jerky ride.

Some of the changes aren’t so delightful, like the battery design making for a less stylish downtube and the beefy kickstand adding weight.

But none of these is enough to hold the Roadster V3 back from being a brilliant choice for anyone looking to grab an almost normal bike with the extra oomph of an electric motor, and Ride1Up’s competitive pricing while providing quality components doesn’t hurt one bit.

The Skoda DuoBell is a claimed first-of-its-kind bicycle bell that can be heard even through noise-cancelling headphones.

Despite being a fully analogue solution, the bell hits a sweet spot that can be heard by riders, pedestrians and drivers using ANC headphones, for a safer experience.

While road news is usually about self-driving cars and even quantum battery tech, Skoda's new bell is a smaller but no less exciting innovation. It was designed as part of a cyclist and pedestrian safety research project between the car brand and scientists at the University of Salford.

The result is a clever cycling accessory that can be heard even over the most impressive noise-cancelling headphones.

The tech can overcome the powerful ANC effects of headphones. This is done by finding a "safety gap" in the frequency band which can penetrate in- and over-ears.

This spot, between 750 and 780 Hz, is where the bell is tuned. There is a second resonator, hence the bell's name, which is tuned to a higher frequency.

Using a special hammer mechanism, this delivers rapid, irregular strikes on the bell. The result is sound waves generated that ANC algorithms are unable to process quickly enough to suppress.

Tests found that pedestrians wearing noise-cancelling headphones had up to 22 metres of extra reaction distance when this bell was used. That's the crucial safety margin that could mean the difference between a safe walk and a potential collision.

Real world testing on London streets by Deliveroo couriers found the bell to be effective, with many testers saying they wanted to keep it.

Skoda DuoBell: when will it be available?

The Skoda DuoBell has been announced as a research project result, with real world models only used for testing at this stage.

When this will hit the market and be available to buy – and at what price – has yet to be announced. Skoda says it plans to release the research results so this can be commercialised in the future.

For more information, head over to Skoda.

I like Fiido bikes. The company, along with Himiway and some others, produces some of the best electric bikes for those who can’t quite stretch their budget to Canyon’s and Brompton’s price range.

I’m not saying Fiido is a cheap brand, though. It certainly punches above its weight in terms of features and ride quality for the money. However, there usually is a trade-off in the form of cheaper components or a clunkier build than you’d expect from big-ticket brands.

The Nomads – like that, plural – is the brand’s take on e-touring bikes, designed for long-distance riding with the assistance of an electric motor. Touring bicycles are a bit sturdier than your standard hybrid or road bike, allowing for carrying gear rather than speed.

Sadly, the testing period coincided with one of the wettest months on record in the UK, so I haven’t taken the Nomads on as many long trips as I'd hoped. Based on my experience so far, though, it’s an amazing value-for-money e-touring bike that everyone on a limited budget should at least consider.

Is it perfect? Not really, but the Nomads offers a lot of bang for your buck, is comfortable to ride, has plenty of storage space, and comes in a couple of sizes to ensure all riders, no matter how tall, can enjoy their rides.

Fiido Nomads review

Price and availability

The Nomads is available now at Fiido UK, Fiido US and Fiido EU for the recommended price of £1,271 / $1,429 / €1,399. Both the medium and large frames are the same price. The extender bundle, which includes the battery rack, two extra batteries in sturdy battery bags, costs a hefty £1,817 / $2,089 / €1,999. I would say paying £550 / $600 / €600 for a pannier rack and two batteries is a bit excessive, but it does triple the range of the Nomads, seriously reducing the battery anxiety.

Other accessories are also available, such as the Pet Traler that costs £372 / $372 / €372, and the Fiido Mate Watch (£90 / $99 / €99), which can be used to unlock the bike and as an external display (even though I wouldn’t recommend using the watch for controlling the bike – see my Fiido Air review for more info).

Design and build quality

The Fiido Nomads follows a fairly classic trekking-bike template, with its 29 inch aluminum alloy frame and clean, understated aesthetic. It weighs a whopping 24.7kg (manufacturer’s numbers), which is far from lightweight but not excessively heavy for a touring bike, either. The setup supports a maximum payload of 120kg.

Geometry leans toward comfort rather than aggression and comes with an adjustable stem. I was sent the large frame, and it is one of the most comfortable bikes I’ve ever ridden. I’m 6’1”, and medium frames often feel a touch too small, but I thoroughly enjoyed the commanding width and height of the Nomads.

Fiido has equipped the Nomads with a fairly sensible mid-tier parts list aimed at reliability and value. A 250 W brushless rear-drive motor is paired with a Mivice S200 torque sensor, delivering smooth, natural pedal assistance.

The front suspension fork is an oil-spring model with a 120mm travel. It combines a metal coil spring with oil-based hydraulic damping, one of the most common suspension designs on trekking bikes (and entry-level mountain bikes). There is no rear suspension, unlike on the Himiway A7 Pro.

The frame integrates a removable battery that can be easily removed with the included key. The button to turn on the battery is located on the battery itself. Fiido likes this approach of having to turn the battery on separately from the bike itself. There is also a latch to ensure the battery doesn’t fall out during the ride, even if for some reason you didn’t secure it in its slot properly.

The drivetrain is a Shimano 9-speed setup, while stopping duties are handled by TEKTRO hydraulic front and rear disc brakes, both solid choices at this price point. Comfort and versatility come from CST Patrol hybrid tyres, and the optional battery storage at the back for extended range.

The bike is equipped with front and rear lights, as well as rear indicator lights. Sadly, there is no front indicator lights, and the lights at the rar are hardly visible with the extra batteries in place. It’s nice the bike has an indicator light feature, though, no matter how limited.

Cockpit and ride control

The Nomads has a built-in 1.47-inch display in the centre of the cockpit, which looks very similar to the Fiido C21’s non-tiltable screen. I found the display spot on in terms of brightness and the size of the data fields.

Underneath the screen, you’ll find the buttons to turn the bike on and off, the mode switching button – which toggles between the different data screens – and the up and down arrows to cycle through power assist modes. The lights can be turned on by double-pressing the on/off button.

As well as the sub-screen controls, the Nomads also has a separate control unit on the left grip. This is where you’ll find the indicator light control, which, luckily, is laid out horizontally, making it easier to locate it with your thumbs.

It also features a toggle for the different assist modes, as well as the horn and a walk-assist button. Even though the layout os ergonomical, the buttons are quite small and there are so many of them that it’s almost impossible to operate them without looking, especially if you’re wearing gloves.

I would imagine that moving some of the controls over to the right side would alleviate the confusion significantly, and it would also allow the buttons to be more prominent. As a side, the horn is incredibly loud, so use it with caution.

The Fiido app

If you prefer a larger screen while riding, you can use the Fiido app as an external display. The app’s dashboard shows all the key stats about your ride, including current distance, duration, altitude, average and max speed and climb distance. It also shows which assist mode you’re in and how much battery’s left (how many bars out of five).

The app is also where you can customise the few settings the Nomads offer, such as Bike Guard, the brand’s app-based anti-theft lock, and Smart Unlock, a proximity unlock system that works with either your smartphone or the Fiido Mate smartwatch.

One interesting setting is the “Maximum Gear Mode,” which lets you switch between three and five assist modes. The minimum and maximum assist power won’t change, but setting the mode to 5 allows for more granular adjustments to power assist.

One major caveat of using the Fiido app is that it won't work without an internet connection, even if the bike is already connected to it. I would much rather the app be used offline for control; not sure what the benefit is of not being able to see your bicycle’s stats if there is no reception.

Performance and ride quality

I thoroughly enjoyed riding the Fiido Nomads. It’s not only a stable workhorse but also a comfortable one, thanks to the front suspension and the wide handlebars. I would have preferred a similar seat adjustment setup to the Himiway A7 Pro (and DJI Amflow PL Pro), where you can drop the seat as you go instead of having to change it manually.

Shifting is spot-on straight out of the box, and the 9-gear Shimano setup makes it easier to climb hills. The bike’s wide tyres help grip into the terrain easily, and torque is applied smoothly. I opted for five assist modes instead of three to help preserve battery life, but in all honesty, it’s hard to tell the difference.

Just like in the case of most touring e-bikes, as soon as you hit that 25 km/h (15.5 mph) speed limit and the assist switches off, you’ll soon realise how heavy the Nomads is. It’s a beast to take up the hill with the support off – I wish the EU/UK allowed for a little more oomph. One thing is for sure: with the assist on, the Nomads is comfortable to ride.

Sadly (but understandably), the larger frame comes with the same 417.6 Wh battery as the medium one, which means the range will be reduced, as it has to lug around more weight. That’s even without factoring in that taller/heavier users will also use more power than shorter/slimmer people.

I’m yet to confirm the accrual range on mixed terrain, but on my initial ride (~40km on comparatively smooth terrian), I went through a battery and a half. I used the batteries as they arrived, so it’s possible they weren’t fully charged; however, that 79km on a single battery feels ambitious, to say the least.

Another thing to note is that the spare batteries are stored in an angle, which makes it impossible to tif standard pannier bags at the rear of the Nomads. Fiido sells custom-made panniers (£68 / $79 / €79), which might be your best option if you’re planning on making the most of your rear storage racks.

Battery life and charging

Thankfully, the Nomads' batteries are removable, making it easier to charge spare batteries at home. It also makes the bike less theft-friendly. It takes about 6-7 hours to charge a battery from 0 to 100 per cent, so you can easily charge both spare batteries in a day.

In terms of range, I mentioned it above that the official 79km per charge might be a bit of an overstatement, unless you have a slim build and use the medium frame on a flat terrain. I would imagine the actual number is closer to around 50-55km, especially using the larger frame, but I’ll need to verify that with more testing.

Even though carrying around two extra batteries makes the bike even heavier, they do provide a peace of mind when you’re on a longer trip. It would great if Fiido offered a parallel charger (or multi-charger cable) to help you replenish battery power quicker.

Verdict

Despite its shortcomings, I loved riding the Fiido Nomads: it’s a brilliant e-touring bicycle that punches well-above its weight. The components are excellent quality for the price, and the extra features, such as the built-in lights and display, comfortable handlebars, and smooth assist, make the bike appealing not just for those on a budget but also for anyone interested in e-touring.

What ultimately makes the Nomads stand out is how little compromise there is for the price. It isn’t the lightest, the smartest, or the most refined touring e-bike out there, but it delivers where it matters: comfort, stability, and dependable assistance over long distances. For riders who want to dip their toes into e-touring without spending premium-brand money, the Nomads feels like a safe and satisfying bet.

After what feels like an incredibly busy year for the brand, Garmin shows no signs of slowing down.

The company has just unveiled the Varia RearVue 820, a new rearview radar and tail light that builds on the brand’s popular cycling safety tech with smarter vehicle tracking, a brighter light, and significantly longer battery life.

The new radar follows a slew of new releases, including two Approach golf watches, the quatix 8 Pro marine wearable, a new Venu X1 colourway and various feature updates in the Connect app, including Nutrition.

The RearVue 820 introduces what Garmin calls advanced vehicle tracking, using more powerful, precise radar to detect not just approaching vehicles but also their relative threat level.

When paired with a compatible Edge cycling computer or the Varia smartphone app, the system can identify a vehicle’s size (categorised as small, medium or large) and monitor side-to-side movement as it approaches from behind.

Garmin says this allows riders to better understand what’s happening in traffic, rather than simply being alerted that a vehicle is present.

The radar can detect vehicles from over 175 metres away and offers a wider field of view than previous Varia units, meaning it can pick up movement several lanes across, not just directly behind the rider.

Smarter alerts for real-world traffic

Another notable upgrade is same-speed tracking, which alerts cyclists to vehicles that are following at a similar pace or waiting to pass.

Alerts can be delivered visually on Edge head units, audibly via the Varia app, or as vibrations on compatible Garmin watches, with voice alerts currently rolling out via Garmin’s public beta programme on select smartwatches.

The RearVue 820 is said to be Garmin’s brightest radar tail light yet, visible from up to 2km away, and it now doubles as a brake light.

When the system detects deceleration or stopping, it triggers a unique flashing pattern designed to alert riders and drivers behind.

Garmin claims up to 24 hours in day flash mode and up to 30 hours with radar only, making it more viable for long rides, multi-day touring, or endurance training.

Charging is handled via USB-C, and a new seatpost mount is designed to fit most road and gravel bikes cleanly.

The Garmin Varia RearVue 820 will be available from 6 February at Garmin UK, Garmin US, Garmin EU and Garmin AU, priced at £259.99 / $299.99 / €299.99 / AU$469, positioning it as a premium safety upgrade for road cyclists who regularly ride in traffic-heavy environments.

Electric assistance is no longer confined to mountain bikes and cargo haulers. Over the past few years, road-focused electric bikes have quietly carved out their own niche, offering subtle support rather than brute force, and extending rides rather than replacing effort altogether.

The Orbea Gain M20i sits firmly in that camp, aiming to look, feel and ride like a conventional endurance road bike while adding just enough help to flatten climbs and stretch big days in the saddle.

Spanish brand Orbea has approached electrification with restraint, and the Gain M20i is a good example of that philosophy. At a glance, it’s hard to tell there’s a motor or battery involved at all, with clean tube shapes, a lightweight carbon frame and none of the visual bulk often associated with e-bikes.

To see how well that idea holds up in the real world, I parked my regular road bikes and spent several months riding the Gain M20i exclusively, covering everything from flat spins to long, rolling routes and sustained climbs, to find out where an electric road bike genuinely earns its place.

Orbea Gain M20i review

Price and availability

The Orbea Gain M20i is priced at £6,999 in the UK, €7,599 in Europe and $7,599 in the US. It’s available directly from Orbea and its authorised dealer network, with availability across the UK, the wider EU (including Germany), the US, and Australia.

The bike is offered in two standard colourways – purple and orange, or silver and blue – and can also be ordered through Orbea’s MyO customisation programme, which allows riders to tailor colours and finishing kit to their liking.

Design and build quality

The centrepiece of any bike is the frame, and in the case of the Gain M20I, it’s a full-carbon monocoque that keeps the overall weight down to an impressive 11.5kg, putting it amongst the lightest in its class.

From the side profile, you’d be hard-pressed to tell this bike is packing some serious power. Hidden in the downtube is a 353Wh battery that offers up to 140km of range in the lowest mode. This battery is paired with a Mahle X20 motor that replaces the hub on the rear wheel and delivers about 50 Nm of torque.

The only indication of the electrical assistance is the small control pad embedded in the top tube. A single press turns the bike on, and a further press cycles through the assistance modes, with a strip of LEDs illuminating to indicate the amount of assistance to be delivered.

Elsewhere, a set of lights is integrated into the seat collar and the front of the out front computer mount, which means you’ll never forget lights ever again, and even better is that they are powered from the internal battery, so you’ll never have to charge them either.

Regarding charging, the battery took about 4 hours to fully charge from empty and reached about 80% in 2 hours. Orbea claims that a full charge will provide around 4,000 m of ascent assistance.

A 12-speed Shimano Ultegra Di2 groupset handles shifting very well. Gear changes are smooth and crisp with no hint of hesitation or inaccuracy, and I did not experience any missed shifts in some 3 months of testing.

Even shifts that would typically trip up even the best groupsets were dispatched with ease; shifting from the large to the small chainring under heavy loads would normally result in a dropped chain, but not here.

The finishing kit of seatpost, saddle and handlebars is all taken care of by Orba’s in-house component brand. The seatpost and handlebars are carbon fibre, so they're predictably stiff yet absorb a great deal of road vibration.

Performance and ride feel

I’m a relative newcomer to riding electric bikes; my first taste was only last year aboard the excellent Scott Solace eRide gravel bike, which I praised for simply being huge amounts of fun off-road.

The Orbea Gain M20I is a different beast by way of being a road bike with 30mm wide tyres; without any assistance, the additional weight over a ‘normal’ bike is noticeable.

Acceleration is a touch more sluggish, and the overall ride feel is slightly less engaging. Flip the motor on, however, and it becomes sprightly and properly good fun to thrash out of corners… until you reach the cut-off speed of 28km/h as imposed by the EU.

It’s at this point he M20I goes back to feeling a little bit bloated. On flat roads, it’s still possible to hold a good speed, but it’s on rolling terrain that it really struggles.

On the downhills, it picks up speed well, but riding up the other side, the weight becomes very noticeable and makes the bike feel even heavier than it already is. This isn’t so much a criticism of the M20I as an overall observation about the 28km/h speed restriction.

Mahle (which supplies the battery and motor) offers an app that lets the rider tune the motor's characteristics to their heart's content. By default, there are three levels of assistance, but within the app, you can adjust the amount and how it’s delivered.

In the lowest assistance mode, it’s more of a gentle push when riding along, and it’s only partially noticeable; riding suddenly feels effortless, and you hardly need to push on the pedals to get a lick on. Move into the highest assistance mode, and the electrification is very noticeable.

Pulling away from junctions and pedalling out of corners, there's a definite surge of power that can take you by surprise should you not be paying attention.

It’s sustained climbs where the electric motor really kicks in and shines, offering a helping hand when the gradient kicks in and leaves you feeling much fresher at the top of the climb, or still in sight of your much lighter friends, and I think this is where the M20I and electric road bikes in general start to make sense.

Electrification will keep older or less powerful riders on two wheels and able to ride with a faster group without fear of being left behind on the hills, which is probably the point at which many riders hang up their wheels, so, in that regard, they’re a wonderful piece of technology.

For riders looking to just go faster and think a motor is the shortcut, I’d argue the current crop of high-end road bikes offers a more engaging and rewarding ride, especially when pushed hard.

Verdict

The Orbea M20I is a very well-specced electric road bike, sporting Shimano’s much-lauded second-tier groupset and a smooth motor and battery system from Mahle. In full assistance mode, the motor provides a lot of grunt, making accelerating out of corners a hoot, and on sustained inclines, noticeably less effort is required.

It certainly won’t be the right bike for many cyclists, but for those looking to keep up with their fitter (and maybe younger) riding friends, an e-bike would be a great investment, and the Orbea M20I is one of the best.

Also consider

I was mighty impressed by the Scott Solace eRide that I tested last year, and by all accounts, the Addict eRide is every bit as sprightly. It looks like a road bike but packs the same motor and battery setup as the Orbea, yet manages to shave ½kg off the weight. See the bike at Scott.

For absolute performance, the BMC Roadmachine AMP One is up there. Packing a bottom bracket motor powered by a 360Wh battery, the AMP One utilises a one-by setup and a fleet of integrated lights to flatten every gradient. See the bike at BMC.

While in recent years, Segway has been known for its scooters, it was electric bikes that once again stole the show in 2026. The new Myon and Muxi bikes feel more mainstream than last year’s Xafari and Xyber offerings but with some impressive leaps in technology that make them stand out from the crowd.

The Myon is your standard e-bike design, with a thinner frame than the Xafari. Crucially, it’s a lot lighter, at 73lbs (33.1kg) and it comes with a 9-speed Shimano CUES drivetrain, so you can manually adjust the effort level to tackle inclines or off-road conditions. It can be a class 1, 2 or 3 e-bike, to meet the required regulation, but has a maximum speed of 28mph in Class 3 mode, and a range of up to 80 miles. Hopefully, this means we could see the Myon come to Europe as well as the US but there are no details on that yet.

The step-through frame doesn’t suit all users, so the Myon actually offers an optional top tube bar which can be attached to give more of a men’s bike aesthetic of a diamond frame. It certainly changes the look of the bike, if not the ride experience.

Tech onboard

On the tech side, the Myon features Segway’s latest Intelligent Ride System, which now includes a Lost Mode that allows you to remotely disable the bike and battery if stolen. It’s also compatible with two high-tech accessories that will be available later this year.

The Xiro Dropper post automatically lowers the seat post as the bike slows to a stop, allowing you to more easily place your feet flat on the floor without having to come off the seat. This is something that features in high-end mountain bikes as a more manual solution, but it’s a first as an automatic solution.

The second accessory is a rearview radar. This uses millimetre wave radar, as featured in many car systems, to alert the rider when vehicles are coming up fast behind them. The ride receives an audible alert as well as lights on the handlebars, while the rear taillight flashes to warn the approaching driver.

Riding the Myon

I took the Myon around an indoor track in Las Vegas to see what it’s like to ride, and first impressions were good. The bike feels considerably lighter, making it easier to lift and turn into position. The bike also feels really premium, with its bright phone-like centrally mounted display and array of buttons positioned close to each of your thumbs that cover the horn, indicators, assist level and gears.

I like that the bike offers both the control of gears and electric-assist level, as it gives you the freedom to use the battery power more sparingly. You can also just choose to ignore the gears if you wish and crank up the electric power – even using the throttle lever instead of pedalling (for class 2 usage).

The motor on the Myon is a 500W model with 85Nm of peak torque, making it fast off the line. With the gears in use, you can gain similar power with a little more effort, but combined, the bike really shifts. Again, you notice the slimmer, lighter frame here, making it easier to make quick movements, but at speed, it really glides along.

Muxi

As fun as the Myon is to ride, I couldn’t keep my eyes off the upcoming Muxi (pronounced moo-shee). While this wasn’t available for a test ride, the look of this e-bike is dripping in style. This short-tail e-bike is a compact cargo style, with 20-inch wheels and some great accessories.

A passenger kit adds a rear seat and foot pegs, while a middle basket adds cargo space and fenders (mudguards) to avoid the splash-back from the road. Finished in a dusty sage or olive rush paint, it has a certain beach vibe that makes you think of coffees in California rather than school runs in Saint Albans, but I really hope this one crosses the pond.

In terms of tech, the Muxi will offer a 750W motor and an 80 Mile range, with a 20 mph max speed in Class 2 setup and 80Nm of peak torque. This model has a more traditional single-speed drivetrain but with hill start and descent features to make pedalling easier plus regenerative braking and traction control to avoid wheel spin.

The Muxi will be available in the US in March 2026, priced at $1699.99 (£1300 / €1500 / A$2500), while the Myon is available now on the US Segway store, priced at $1999.99 (£1500 / € 1700 / A$3000). Availability in the UK, Europe and Australia has not been confirmed.

Segway is pushing further into the world of e-bikes and has revealed two new models at CES2026, both of which are aimed at everyday riders rather than hardcore cyclists.

Despite sounding like a pair of chaos gremlins from a teen drama, the Myon and Muxi e-bikes are actually pretty sensible machines.

Both have been built around Segway’s Intelligent Ride System, a tech platform that aims to make everyday riding feel safer and less intimidating to electric-powered cycling newbies.

To do this, it boasts a host of security and convenience tools, including AirLock proximity locking and unlocking, a new Lost Mode feature that can remotely disable the e-bike and or its battery if it’s stolen, plus over-the-air updates.

You also get a full-colour HD TFT display, an intelligent lighting setup with auto headlights, and app syncing for real-time fitness and riding data. Uff.

Segway also says it's added updates to its Algorithm 2.0, its control logic, which is designed to make the pedal assist feel smoother and more natural underfoot.

This, it says, is thanks to a bunch of sensors and faster processing, which aim to reduce jerky starts and odd dead zones.

If this works as claimed, I think it could make a massive difference for people new to/a little afraid of e-bikes.

Myon, Moxy - what's the difference?

So what's the main difference between Segway's two new bikes?

For starters, the Myon e-bike is the more traditional commuter and leisure option, mixing classic styling with modern touches.

It’s a selectable Class 1, 2 or 3 e-bike in the US, and comes with Segway’s proprietary electronic shifting paired with a Shimano CUES 9-speed drivetrain.

There’s also an optional removable top tube accessory that can switch it from step-through to a more traditional diamond frame, while also making it easier to mount extra accessories like frame bags.

Segway's Muxi model is more of a compact utility ride - Segway describes it as a short-tail e-bike that mixes the comfort of a cruiser with the stability of a cargo bike.

It’s designed to be heavily customisable via add-ons, including a passenger kit, baskets, fenders and more, and it also includes some cunning energy-saving features like Hill Start Assist, Hill Descent Control, regenerative braking and traction control.

Segway also used its CES event to tease the Xaber 300, an electric dirt bike inspired by its Dakar Rally prototype. For most people, the Myon and Muxi look like the more everyday launches.

When can we get one?

In terms of when you can actually get your hands on Segway's latest bikes, the brand says the Myon will be the first to land, and is actually on sale now in the US.

You can get your hands on it via Segway's official web store as well as official Segway e-bike dealers, priced at $1,999.99 (~£1,480 / AU$2,970).

The more compact Muxi is a little further out, with a March 2026 launch window and a slightly lower price tag of $1,699.99 (~£1,260 / AU$2,520), again via Segway’s own store and authorised dealers.

A handful of the add-ons, like the front basket, will also roll out around the same time, Segway says.

As for the Xaber 300 electric dirt bike, that's expected to arrive during spring/summer-time later this year, priced at an eye-watering $5,299.99 (~£3,928 / AU$7,874).

Read more about the bikes over at Segway.com.

For anyone who has ever watched their electric bike battery creep toward empty with miles still to go, range anxiety is real.

At CES 2026, Japanese cleantech startup Hello Space thinks it has an answer, and it doesn’t involve bigger batteries or bulkier motors.

Instead, its new MAG DRIVE system is designed to recharge the bike while you ride, without adding noticeable resistance to the pedals.

MAG DRIVE sits in the bike’s mid-hub and integrates a generator, gearbox, sensors and two separate batteries.

As you pedal, the generator reportedly produces between 100W and 250W, topping up one battery while the other powers the motor, then automatically switching between them as charge levels change.

Hello Space says each battery can fully recharge in two to three hours of normal riding, potentially cutting down how often riders need to hunt for a wall socket.

Silent current

Hello Space has been working on the tech since 2021 in collaboration with Toyota Tsusho Nexty Electronics Group, and the company plans to demo the system on what it calls the world’s first “self-powering Smart E-bike” at CES.

It also claims the regenerative system operates with “zero magnetic resistance”, which, if true, would be a big difference from most regenerative setups that add drag the moment you try to create extra power.

Alongside the e-bike demo, Hello Space is showing a Smart Spin Bike using the same technology.

Indoors, the idea shifts from range to resilience: the exercise bike can feed power back into a bank or devices, generating between 200W and 660W, turning a workout into a tiny backup power source.

Charge in motion

Hello Space has signed a memorandum of understanding with Indian EV manufacturer XERO to co-develop Smart E-bikes for global bike-sharing fleets, delivery vehicles and fitness uses, with production targeted to start in 2026.

The company also describes MAG DRIVE as attachable and compatible with existing in-wheel drive motors, hinting at retrofit potential.

Of course, the promise is huge, and so are the questions. Self-charging systems usually involve trade-offs, and talk of “zero resistance” plus full recharges purely from pedalling will need to prove itself outside the booth.

Real-world loads, hills, rider weight and weather still matter.

But if Hello Space delivers even part of what it’s promising, MAG DRIVE could shift e-bikes in a meaningful way.

Less plugging in, fewer dead-battery panics, and a smarter power system constantly working in the background could take a big bite out of range anxiety, and that might make more riders comfortable going electric in the first place.

Head over to Hello Space for more info on the new technology.

You only have to cast your mind back a few years to recall when Peloton was the poster child of pandemic fitness: the shiny exercise bike everyone either wanted, already owned, or was on a hefty waiting list for.

Since then, the post-pandemic market has shifted, and Peloton has experienced a more challenging financial stretch, with a few loss-making quarters as the business recalibrates.

Still, Peloton is doing what it can to get back on top, including the launch of an all-new Cross Training Series in October, which represents more than a simple refresh across its bikes, treadmills, and rowing machines.

On the Cross Training Bike+, there are some juicy hardware updates, such as a built-in fan so you can ride Beyoncé style, a redesigned saddle that promises to be more comfortable on the junk in dat trunk, and a handy phone tray for those who can’t live without their handset in view at any given time.

One of the biggest switch-ups, however, comes in the form of Peloton IQ, an AI system that uses a new integrated camera to track your movements, count reps and nudge you about form during strength sessions. Basically, a digital coach that tells you how to move properly without pulling something.

But will this collection of updates be enough to persuade existing users to upgrade, and sway potential buyers away from cheaper alternatives? The original Peloton Bike+ was an outstanding bit of kit (I gave it a full 5 stars back in 2022), blending top-notch hardware with a pretty addictive streaming platform. But as the brand’s latest top-tier exercise bike, the Cross Training version isn't massively different in design.

I’ve been living with the Cross Training Bike+ for several weeks, having previously spent months with the original Bike+ to find out if this is genuinely a next-gen upgrade, or just the same bike with a fancy camera strapped to the top. So, whether you’re brand new to Peloton or already knee-deep, let’s find out if this new shiny bike is worth your hard-earned dosh.

Peloton Cross Training Bike+ review

Price and availability

The Peloton Cross Training Bike+ stands proudly as the new flagship bike in Peloton’s line-up. In the UK, it's available to buy now direct from Peloton with an RRP of £2,299. Although at the time of writing, it's listed at £1,849 as part of an ongoing Cross Training promotion. In the US, it’s got an RRP of $2,695, reduced to a pretty decent $1,995 as part of the same deal.

In continental Europe, prices are higher: in Germany and wider EU listings, the Cross Training Bike+ typically retails around €2,899, though exact official Peloton listings vary by retailer and promotions.

Down under in Australia, Peloton lists the Cross Training Bike+ at around AU$3,899, again with the All-Access Membership sold separately.

Discounts or not, that’s still serious money, but you’ll be pleased to hear there are a few ways to soften the blow. In the UK, for example, you can finance the Bike+ from around £155 per month for 12 months at 0% APR, and there are also bundle packages that throw in shoes, weights, mats and resistance bands at a lower combined cost.

Peloton sells the Cross Training Bike+ on its own, as part of a Starter Package that adds shoes, weights and a mat, or as an Ultimate Package that includes more accessories for a full home gym-style setup. It’s a shame you have to buy these separately - it feels a bit stingy that they’re not included as standard, especially given the initial cost.

As before, the one-off bike cost isn’t the end of it. To get the full experience on the Cross Training Bike+ you’ll need an All-Access Membership, which now comes in at £45 / $49.99 / €45 / AU$65 per month, a small yet still very annoying hike from the old pricing. That subscription is what unlocks Peloton’s library of live and on-demand classes across cycling, strength, yoga, running, rowing and more, as well as all the new Peloton IQ features.

There are cheaper ways into the Peloton ecosystem if your budget can’t stretch to this new mode, as welll. Peloton still sells the base Bike and offers refurbished original Bike+ units and rental options, which can make more sense if you just want a great spin bike and aren’t too bothered about AI strength coaching. But if you’re after the latest and greatest Peloton experience in one machine, the Cross Training Bike+ is the one.

What’s more, every Bike+ purchase comes with free home delivery and setup, a 30-day risk-free home trial, and a 12-month limited warranty on the frame, touchscreen and most components, which you can extend with an optional protection plan.

Setup

One thing Peloton has always nailed is the out-of-box experience, and that hasn’t changed with the Cross Training Bike+.

Before our Bike+ even arrived, I was given a delivery window and a quick rundown of what to expect. On the day, the Peloton delivery crew rolled up, lugged the bike up my stairs to my spare room, assembled it and talked me through the basics - all in about 20 minutes or so. No flat-packed nightmares, no massive cardboard boxes to try and squash into your recycling bin, and no YouTube assembly tutorials required.

Once powered on, the Bike+ guides you through a slick set-up wizard on the touchscreen. You create or log into your Peloton account, connect to Wi-Fi, pair any Bluetooth heart-rate straps or headphones, and set your basic metrics.

The new Peloton IQ questions then pop up, asking about your goals (strength, endurance, weight management and so on), how many days you realistically want to train, and what sort of music you like.

Adjusting the bike for your height and riding style is as straightforward as ever. If you’ve set up a spin bike in a studio before, you’ll be right at home. If not, Peloton’s on-screen guides make it easy. I was up and spinning within half an hour of the delivery van pulling away.

Design

Peloton didn’t need to reinvent the wheel here, and it hasn’t. At a glance, the Cross Training Bike+ looks almost identical to the original Bike+, which is by no means a bad thing. It’s still a very handsome bit of kit, boasting a sleek black frame, subtle branding, and minimal clutter. It wouldn’t look out of place in a boutique studio or a high-end living room, that’s for sure.

The frame is built from high-grade powder-coated carbon steel, giving it the same rock-solid, gym-grade feel as the previous Bike+. At 137cm long, 56cm wide and 152cm tall, it takes up about the footprint of a yoga mat, but it doesn’t fold, so you’ll want to commit to a permanent-ish spot if you can.

Two small transport wheels at the front let you shuffle it around the room fairly easily, but you’re not going to be wheeling it in and out of a cupboard every day without losing the will to live.

If you’re already familiar with the Bike+, you’ll notice Peloton has made a few refinements to the new Cross Training model. Front and centre is the slightly larger 23.8-inch touchscreen (over the previous model’s 21.5-inch display), mounted on the same 360-degree swivel arm.

The size upgrade is a welcome improvement but not all that noticeable when you’re in the thick of training. Something I would have preferred to see on this display is a higher resolution, as it still sports the same Full HD, 1080p screen. Since your face is so close to the monitor during spins, I do think the experience would benefit slightly from a 2K resolution, especially now that the screen is a little bigger.

Still, the panel itself is bright, sharp and responsive. It also tilts and rotates smoothly like before, allowing you to position it perfectly for riding, then swing it around for floor-based strength, yoga or stretching.

Above the screen sits the all-new star of the show - a new movement-tracking camera. This is the hardware heart of Peloton IQ, a tech that blends AI and computer vision so the Bike+ can track your reps in real time, analyse your joint positions and flag dodgy form, although this is only during strength sessions. (I’ll go more deeply into this in the performance section.)

Audio has had a serious upgrade, too. The Cross Training Bike+ features Sonos-tuned speakers, including Peloton’s first integrated subwoofer on a bike. The result is a noticeably punchier, richer sound than the original Bike+. Music tracks have more depth, instructor voiceovers cut through clearly, and the whole thing feels more “studio-like” - especially if you like cranking up the volume on big climbs.

One of my favourite design additions on the Cross Training Bike+ is the new built-in fan, which sits on top of the monitor. It’s a small change that makes a big difference, especially once you start sweating. It’s quiet, adjustable via physical buttons or on-screen controls, and powerful enough to take the edge off mid-class. It’s even able to reach you when you’re on the floor in front of the bike for strength work. But more on this later.

As I mentioned earlier, Peloton has also added a phone tray, which sits neatly beneath the screen. It supports both portrait and landscape orientations and comfortably fits modern big-screen phones - or even a small tablet. It’s such an obvious addition that you wonder why it wasn’t there from day one.

The saddle has been redesigned, too, now with a focus on better weight distribution and comfort. Saddles are wildly subjective, of course, but I found the new one more forgiving over longer rides than the old perch, especially for multi-day streaks. You still get the usual height and fore/aft adjustment, so you can adjust your position properly.

Elsewhere, the updated Bike+ keeps much of what I liked before. You still get the chunky resistance knob just above the flywheel, with support for auto-resistance during compatible classes. The aluminium pedals work with Delta-compatible cycling shoes. The handlebars are adjustable and offer plenty of grip, even when you’re dripping in sweat. There’s a USB-C port for charging a phone or tablet while you ride, and Bluetooth 5.2 on board for connecting heart-rate straps and wireless headphones.

Performance

On the performance side of things, the Cross Training Bike+ is every bit as good as its predecessor - and in a few small ways, better.

The magnetic resistance system and heavy flywheel combine to deliver an incredibly smooth, quiet ride. At low resistance, you can spin your legs at silly cadences without any juddering, and at the upper end, there’s more than enough grunt to simulate brutal hill climbs.

The frame stays impressively stable even when you’re out of the saddle, sprinting or grinding at high resistance. Something I’ve definitely not experienced in rival exercise bikes (cough, Speediance, cough).

Peloton’s renowned red resistance knob remains precise and responsive. A tiny twist in either direction quickly translates into clear changes in effort, and you soon get used to fine-tuning it by feel. As before, its party trick is the Auto-Resistance tech it has baked in. Flick this on during compatible classes, and the Bike+ will automatically adjust resistance to match the instructor’s cues. That means less fiddling, more focus, and - if you’re anything like me - one less excuse for ignoring the harder parts.

As I mentioned earlier, the new fan is probably one of the design additions I appreciate the most, and it actually proved more of a performance upgrade than I was expecting.

I’d even go as far as saying it’s a game-changer. On longer rides, having a steady stream of cool air aimed at your chest and face makes it much easier to push hard without overheating. I ended up leaving it on low or medium for most workouts and found that, overall, I didn’t need to keep using my towel to mop my brow. Dreamy.

Then there’s Peloton IQ. This is where the “Cross Training” part really comes into its own.

Hop off the bike and into a strength class, and the camera quietly gets to work. Peloton claims the system can recognise around 120 different movements, tracking your reps and assessing your form in real time. During dumbbell squats, for instance, I found it counted reps accurately and nudged me with reminders like “Keep your chest lifted”. During overhead presses, it flagged when I started using momentum instead of muscle, telling me to “Avoid swinging your body”, which worked well.

All in all, I found the rep counting to be surprisingly accurate (once I was in frame properly - which can take some adjusting), and the form feedback was generally useful. It’s not a substitute for an in-person coach, of course, but it’s a lot better than blindly hammering through sets with no idea whether you’re doing them well.

Since the system doesn’t (yet) know how much weight you’re holding, you tell it your light, medium and heavy dumbbells during setup, and can update them on the fly using either touch or voice commands (“Hey Peloton, I’m switching to 10 kilos”). If you blast through far more reps than prescribed, it might suggest going heavier next time, and if you’re clearly struggling, it’ll encourage you to drop back.

Self-paced strength classes are another great addition. Rather than being locked to the instructor’s timer, you can work through sets at your own speed, with the Bike+ automatically advancing once you’ve hit the target reps.

During AMRAP-style sessions, having each movement, rep target, and round clearly listed on screen, with an automatic rep counter, was a game-changer. It definitely made staying on track far easier than trying to keep count or scribbling notes on a bit of paper.

The whole system feels well integrated generally, but it’s by no means perfect. For example, the camera can struggle if you’re too close, too far away, or half out of frame, so you do need to respect its sweet spot. Form cues can occasionally feel a bit generic, and if you’re already very experienced with lifting, you might not find the coaching earth-shattering. But as a way to keep you engaged, I think it works really well.

Classes and app

Peloton’s platform remains one of its biggest selling points - and with the Cross Training Bike+, you’re getting the best version of it yet.

While it doesn’t come cheap, the All-Access Membership unlocks thousands of live and on-demand classes across a massive range of disciplines. You’ve got cycling, of course, from quick-fire 10-minute spins to hour-plus endurance rides.

There’s strength training in all flavours, from full-body to upper or lower body splits, bodyweight-only options and heavy dumbbell work. Bootcamp classes mix time on the bike with floor-based moves. Then you have yoga, Pilates, stretching and mobility sessions, as well as outdoor audio runs and walks and, if you own the hardware, rowing and treadmill workouts too.

One thing I will say is that, as a keen yogi, the yoga classes on offer feel a little off the mark. All the yoga sessions I tried seemed very fitness- and recovery-focused, rather than an authentic kind of class you’d experience at a yoga studio.

Searching for “rocket yoga” or “Ashtanga yoga”, for instance, surfaced no results from the oodles of classes in its database, which was pretty surprising. If you’re a yogi, just don’t expect too much from Peloton - it’s definitely aimed more at the fitness crowd.

The same can't be said for the strength side of things, however. With Peloton IQ baked in, this area has had the biggest glow-up. There’s even a Strength+ workout generator, which lets you build custom sessions based on which muscles you want to hit, how long you’ve got and how hard you want to work.

You can log your weight rack so the system can track your progress and nudge you when it thinks you’re ready to bump things up. It all feels very personalised, too, which is nice. For example, weekly summaries highlight your PBs, show how your training is balanced across the week and suggest tweaks, whether that’s more recovery or a different type of session altogether.

On the cardio side, you still get live and on-demand rides with all the filters you’d expect: instructor, music genre, class length and difficulty. Leaderboards, high-fives, personal records, streak badges and themed programmes all play their part in keeping you coming back. It really does feel like it has it all, and that Peloton has thought of everything its users might want.

Okay, some of the instructors might be on the corny side, with Americanisms that will make British riders wince, but not all of them are like this. And since there are so many classes to choose from, you can easily avoid that if you find it off-putting, as I do.

What’s more, the interface remains one of the best in the business. Not only does it feel super premium, but it’s also easy to navigate around - offering up all the data without overwhelming you. Post-workout summaries are clear and motivating, and the integration with Apple Health, Garmin and Fitbit means your activity lives outside the saddle.

The obvious elephant in the room is the membership cost. It's one of the priciest out there, especially on top of an already expensive bike. But, I guess, if you compare that to the cost of boutique spin classes, or separate strength and yoga memberships, it still works out reasonably competitive (as long as you’re using it regularly).

However, if you’re purely interested in cycling and couldn’t care less about at-home strength sessions, you might be better off with the cheaper base Bike. But if you want one membership and one machine to cover most of your training, the Cross Training Bike+ and Peloton IQ make a lot of sense.

Verdict

There’s definitely a lot to weigh up when considering the Cross Training Bike+. Besides the obvious high upfront cost and the ongoing membership, there’s also the space it uses, and whether you’ll actually use all the features enough. But much like the original Bike+, a lot of those concerns fade the moment you start using it every day.

The workout experience is just top-notch – it’s hard to fault it. The small but impactful upgrades mean it’s still the best exercise bike I’ve tested. The hardware feels premium in every detail, from the rock-solid frame to the upgraded sound system and cooling fan.

The redesigned saddle and phone tray fix a couple of niggles I had with the old model. And Peloton’s classes remain top-tier, offering a fun, varied and properly motivating experience (even if they do sometimes hit levels of cringe that not everyone will appreciate).

What elevates this new version is Peloton IQ. The movement-tracking camera, rep counting and form cues aren’t gimmicks - they genuinely make it easier to build and stick to a proper strength routine alongside your rides. Self-paced strength, custom workouts and smart weekly summaries all nudge you towards a more rounded training plan, not just endless spin classes.

Worth the upgrade?

If you’re already a Bike+ owner, the upgrades are great, but I still don’t think they’re quite enough to warrant another purchase. Unless you’re a massive Strength class user and you’re willing to pay whatever it costs for the IQ tech, you’re probably not going to benefit enough from switching out for a Cross Training model.

If you’re a regular first-gen Bike owner, though, then that’s a different story altogether, as you’re getting all the original Bike+ upgrades of the swivel screen for floor workouts, the bigger, better screen, and whatnot, with the additional Cross Training model improvements on top. Definitely worth thinking about.

And if you’ve never owned a Peloton before and are seriously considering one - believe the hype (again). Peloton’s Cross Training Bike+ is the best all-around home fitness machine you can buy right now, as long as you’re willing to pay for the privilege.

The Brompton Electric T Line is a paradox in motion. It’s the lightest electric Brompton ever made, yet it’s also the most expensive. It feels familiar but completely re-engineered, refined yet frustratingly cautious.

For a brand that has built its legacy on doing one thing brilliantly (i.e. folding bikes), this titanium-and-carbon reinvention feels like both a celebration of that heritage and a sign that Brompton is finally, tentatively, stepping into the future.

I rode the bike for a few weeks, and it’s everything I thought it would be – nothing more, nothing less. The lightweight design is brilliant for commuting, but the bulky battery pack, inherited from the Electric G Line, feels almost comically large and heavy for such a dainty bike.

Do the improvements justify the premium price tag? Is the Electric T Line the best electric bike from Brompton? I think I have the answers.

Brompton Electric T Line review

Price and availability

The Electric T Line is available at Brompton now. Prices start at £5,799 in the UK for the 1-speed version, rising to £5,999 for the 4-speed model. It officially went on sale at the end of October 2025, following a short pre-order window earlier that month. Stock is initially limited, with early deliveries focused on Brompton’s UK retail partners before expanding across Europe and international markets later in the year.

Brompton hasn’t yet confirmed regional pricing outside the UK, but based on current exchange rates, the equivalent would be roughly €6,800–7,000 in the EU, $7,400–7,700 in the United States, and around AU$10,900–11,400 in Australia.

Prices may vary slightly depending on local taxes and import duties, but it’s clear the Electric T Line sits firmly in the premium end of the e-bike market, comfortably more expensive than most rivals, and even costlier than Brompton’s own Electric G Line.

Design and build quality

Brompton’s craftsmanship has always been one of its biggest selling points, and the Electric T Line shows just how far the company’s in-house production has come.

The titanium main frame and carbon fork are flawlessly welded and finished, giving the bike a premium, almost jewellery-like appearance. The hinge mechanisms feel reassuringly solid and fold with that satisfying Brompton click, a detail so small yet so integral to the brand’s charm.

The carbon fibre seatpost, CNC-machined hinge clamps, and precision-cast titanium rear triangle all contribute to a sense of over-engineering that justifies the price tag – maybe not for everyone, but for those who might consider buying a titanium Brompton.

The integrated cabling for the new rear-hub system is tidier than before, running along the frame without snagging during the fold. It’s not quite as neat as some other ebikes; for example, there are no visible cables on the Engwe Mapfour N1 Pro, but that’s not a folding bike, so it might not be the fairest comparison.

The Electric T Line is, without question, the lightest Brompton e-bike yet – at least if you don’t count the battery pack at the front. The titanium frame and carbon fork bring the overall weight down to just 11.2 kg without the battery and around 14.1 kg with it fitted.

It’s a hair heavier than the non-folding Fiido Air (13.75kg; medium frame) but a lot lighter than the also electric and folding Electric G Line (16.1kg; small frame size without battery). Carrying the Electric T Line when folded is child's play, thanks to its compact form factor. However, you’ll have to store and carry the battery pack separately, which is a pain in the neck.

Without the pack, though, the bike feels closer to a manual T Line than a traditional electric bike, which is exactly what Brompton set out to achieve.

Power comes from the new 250 W rear-hub e-Motiq motor, paired with a 345 Wh battery mounted in the detachable front bag. Brompton quotes up to 90 km of range on a single charge, depending on assist level and terrain, and the 2 A charger tops it up to 80 per cent in about four hours.

The system uses torque, cadence and speed sensors to deliver smooth, progressive power across three assistance levels (low, medium and high) with a fourth mode that switches assist off entirely for manual riding.

The biggest engineering change is the move from front-hub to rear-hub drive, part of Brompton’s new e-Motiq system. “We’ve moved the control positions to the centre of the bike, so it’s better balanced, and the biggest change is moving the motor from the front wheel to the rear,” Brompton explained.

A new display also debuts on the Electric T Line, replacing the button-based battery interface used on older models. It’s clearer, more intuitive and far better integrated with the cockpit. The compact screen shows assist level, speed, battery percentage and ride data at a glance, and the backlit buttons feel solid and tactile.

It’s Bluetooth-enabled, too, so you can pair it with the Brompton app for firmware updates and diagnostics. As one of Brompton’s engineers put it, “We’ve moved the control positions to the centre of the bike, so it’s better balanced,” and the redesign does exactly that, both visually and functionally.

Performance

The new rear-hub drive feels more natural and less intrusive, particularly on hills where the older system sometimes struggled to modulate torque. The assist kicks in smoothly, the cadence sensor reacts faster, and the power delivery feels refined rather than over-eager. It’s still not the most powerful e-folder out there, but for urban commuting, it’s spot-on.

The four-speed drivetrain carries over from the manual T Line, offering enough range for city gradients without adding bulk, and the overall ride quality benefits from the reduced unsprung mass and low centre of gravity.

Riding the new Electric T Line is a familiar affair if you’ve ever ridden a Brompton. The fold itself hasn’t changed for 50 years: the bike can be packed up in under 20 seconds, which is both the biggest strength and design hindrance for the company.

I spoke to a few people when I last visited the factory, and I’m still being told that no one came up with a better solution to the issue than the current folding mechanism. It’s surprising that no alternative has emerged in half a century, but perhaps that says as much about how effective the current design is as it does about Brompton’s conservatism.

Adding a magnetic clasp design could help the parts snap together more easily without necessarily adding bulk, and the update doesn’t have to do away with the fasteners, either. Brompton is still defined by The Fold, its greatest strength and, arguably, its biggest design constraint.

Back to the riding experience, I used the Electric T Line for commuting on the train, and it’s pretty much designed for that. The bike frame is extremely compact when folded, but you do have to carry the comparatively large battery pack separately, which is far from ideal. If you don’t have a large enough bag to shove it in, you’ll have to carry the bike in one hand and the battery in the other.

I’m 6’1”, and I found the Electric T Line a bit on the small side. The e-bike comes in only one frame size, and I would say it’s somewhere between a small and a medium, which isn’t ideal for taller riders. I appreciate that compactness is necessary for commuting, but it can be taxing on the back/knees for taller riders to cycle in a somewhat hunched position.

All that said, I would be lying if I said I didn’t thoroughly enjoy riding the Electric T Line during testing. It’s a fun bike, and the assist is buttery smooth. Nothing beats the sensation of zipping around city streets on your Brompton – and riding the most expensive model gives it a more inquisitive taste.

Verdict

Most of the issues I could look past if the Electric T Line didn’t cost so much. You can buy two Cowboy Cruisers for the price of the Brompton, and you would have plenty of money left for accessories. You can also buy a Gocycle G4i for a lot cheaper than the Brompton (although Gocycle is a bit in flux right now).

Brompton increasingly trades on its heritage to justify its premium pricing. The Electric T Line is a big leap for the brand – just like the Electric G Line was – but a lot smaller step when you look at the electric bike market as a whole. The bulky battery pack, semi-tidy cabling and rear motor aren’t revolutionary, but they’re executed with the kind of precision Brompton is known for.

I’m sure none of this will matter to hardcore fans of the brand, especially in Asia, who gobble up anything Brompton puts out. The small-scale production and British pedigree are enough to keep the fans enticed, but it might not be enough to build a new (younger) audience at home. Although again, how many 20-somethings can afford £6k on a folding e-bike?

If you get the chance to ride it, do it, but if you’re on a budget, the Electric T Line might feel like a luxurious indulgence rather than an essential upgrade. It’s an incredibly fun bike, though, and I wish more people could experience it – even though I know it’s part of the appeal that not many people can.

Tenways just dropped a powerful new electric bike that can handle city streets and off-road trails.

The Wayfarer blends Dutch design, torque-sensor smoothness, and 750W peak power in one sleek ride.

The brand has become synonymous with sleek, smart, and silent city e-bikes since its 2021 debut.

Now, it's stepping off the tarmac and into all-terrain territory with its latest model.

The Wayfarer is designed to blur the line between commuter convenience and weekend adventure, packing a Bafang M110 48V rear hub motor delivering a 500W average output and 750W peak.

It's said to offer instant acceleration and hill-climbing ease, while maintaining Tenways’ signature smooth ride feel.

A detachable throttle provides a welcome power boost on steep climbs or starts, and Tenways says its intelligent auto-switching sensor seamlessly toggles between torque and cadence modes for an effortlessly natural pedalling experience.

Steel nerves, soft landings

Built around a 6061 aerospace-grade aluminium alloy frame and FIX-15 suspension fork, the Wayfarer delivers both stability and comfort on every type of road surface.

A plush wide saddle, suspension seatpost, and adjustable stem make long rides feel easy, while the Shimano 8-speed drivetrain keeps shifting crisp and reliable.

At 57.5 lbs (~26kg), it’s lighter than the Himiway A7 Pro, yet it supports up to 265 lbs (~120kg) of rider and gear.

The removable 48V 15Ah lithium battery, built with 21,700 high-performance cells and UL certification, offers up to 85 miles (~136 km) of range on a single charge.

The Bafang CR controller ensures smooth power delivery, while safety features like hydraulic disc brakes, rear turn signals, and Kenda EPS puncture-resistant tyres keep you confident across any surface.

Brains beneath the frame

A 4.3-inch LCD display with password protection and a Type-C charging port keeps ride data and smartphone power at hand.

Tenways’ companion app adds ride tracking, diagnostics, and performance insights, while Apple Find My integration means you can locate your Wayfarer anywhere.

The MIK-compatible rear rack allows quick accessory swaps for commuting, shopping, or leisure rides.

With a default top speed of 20 mph, adjustable up to 28 mph, and an IPX6 water-resistance rating, the Wayfarer is as ready for rain-soaked cities as it is for dusty trails.

The Wayfarer is available now at Tenways US, priced at $2,199 (~£1,645/ AU$3,386/ €1,893). The company says this model will be released exclusively in the US market.

The brand is offering an early-bird discount of $300 with code 'EARLYBIRD300', bringing the price under $2,000.

City cycling has changed a lot since Brompton first started cobbling folding bikes in London. Not only is there more traffic than ever but train rules are stricter, plus e-bikes have gone from novelty to normal.

The catch has always been weight. Most electrics are a pleasure to ride but a pain to carry, especially up some stairs or onto a packed carriage. Brompton’s answer has always been to make the whole thing lighter and smarter, without losing that fold-and-go routine it's known for.

With that, the brand has just announced an all-new electric range, which sports the company’s lightest folding e-bike to date - the Electric T Line. What makes this bike special is it's the first time Brompton has brought electric assist to its titanium platform - a feature that means the bike weighs just 14.1 kg with the battery included (or 11.2 kg without).

Lighter, smarter, safer

Brompton's new titanium electric range is powered by the firm's e-Motiq system, hand-built in London and already proven on the bigger-wheeled Electric G Line.

With the bike, you get a custom rear hub motor rated at 250 W, with torque tuned by model, and a detachable 345 Wh battery for up to 90 km of claimed range. There’s a new handlebar controller for assistance and lights, too, alongside pairing options with the Brompton Electric app for smart range predictions and over-the-air updates. What's really cool about this system, though, is that it learns how you ride during the first 100 km, then refines its estimates every few kilometres after that.

Day to day, Brompton says the bike is built for stop-start city life. A Start Assist feature gives you a nudge off the lights or onto a climb, while Walk Assist will drive the motor up to 6 km/h while you push, which will prove handy for station ramps.

When it comes to the folding mechanism, Brompton claims it will still take under 20 seconds to fold the bike from ride to carry, and then there's a SuperRoll+ setup, which makes it easier to tow or wheel indoors.

Where and when to buy

E-Motiq is not just for the T Line. Brompton is rolling it across the C Line and P Line as well, broadening the range beyond the titanium bike.

Pre-orders for all lines open across Europe on 21 October at Brompton.com and Brompton Junction stores, with general sale from 28 October at selected accredited retailers.

There is also a wider choice of frame finishes and a new run of luggage designed for the electric models, the brand has said.

Hot on the wheels

The announcement comes just weeks after Brompton celebrated 50 years of its iconic folding bikes, releasing a special 1975 Edition version to mark the occasion.

As Brompton's CEO Will Butler-Adams put it, the new bicycle was designed as a "thank-you" to the company's "makers and dreamers."

The limited-run bike, with only 1,975 units available worldwide, is a nod to the company's past, particularly to the skilled workers who have been handcrafting every frame at the London factory since its inception.

The 1975 Edition is available at Brompton, in-store, and at selected Brompton Accredited Retailers.

The Wahoo Kickr Bike has been a bit of a lifesaver for me. Granted, Wahoo's indoor trainer for cyclists isn't without its shortcomings, as I'll get into in this Kickr Bike V1 review, but nonetheless, it's an often incredible piece of kit on so many levels, especially if you're a Zwift user like me (it's not exclusively mated to that service, though, so you're open to many other options, including Wahoo X).

Having moved house from the city to the country during "that special time in 2020", I've been fortunate to ride in the English countryside multiple times a week in the years since. But with more rain, more cold, more ice, more work (and more undue stress), it's all meant I've had to cut back my on-the-road hours. With the Kickr Bike setup in my garage, however, an evening winter session in what would be full darkness outside is no bother and no risk at all. Indeed, it's a pleasure.

Prior to using the Wahoo Kickr Bike V1, hands down one of the best indoor trainers, for around three full months now, I'd invested a few thousand miles of pedalling via Zwift using Garmin's equivalent, the Tacx Neo Bike, so I'm more than familiar with the competition. The question, therefore, is whether the Wahoo is an out-and-out winner and, furthermore, whether the V1 Kickr Bike now makes more sense to buy following the announcement of the upgraded V2 model...

Wahoo Kickr Bike V1 review: Price & Availability

As I've just pointed out above: the Wahoo Kickr Bike is available in V1 and V2 versions, both of which are available to buy right now. The original (as reviewed here), while lacking a true 'Direct Connect' Wi-Fi connection (lag is therefore worse in apps such as Zwift) and Odometer (for mileage tracking, which you don't need with most apps anyway), is now a much better buy in my opinion, as its price differential is so significant.

At the time of writing the Wahoo Kickr Bike V1 costs £2,199 in the UK ($3,499 in the US, AUD$5999.95 in Australia). That's a price drop of around a third on the original price, partly brought on by the newer V2 version coming into existence. I think that's a necessary drop, as there's added pressure in the market, including from Zwift's own turbo trainer and significant price-drops in Garmin's range (the Tacx Neo Bike is now a similar of lower price). Especially as Wahoo's Kickr Bike V2 model is currently £3,499 – which is an awful lot of money.

Wahoo Kickr Bike V1 review: Key features

Before I get carried away with personal experience, however, I'll point out the key features of the Kickr Bike V1 – some of which separate it entirely from the competition – in the below table, following with some elaboration on why these features matter.

The main point to make here: the Wahoo Kickr Bike can simulate gradient, sure, by upping the resistance of its electromagnetic motor in response to input. But it can do far more than that: it's got a built-in hydraulic adjustment, so when you hit the 'unlock' button on its low-slung (and poorly positioned) control panel below the handlebars, the bike physically rises and falls related to your virtual terrain. So your climbs will feel more authentically positioned, and your muscle groups will, in theory, respond accordingly, thus making this a far more efficient out-of-season training machine than many.

Maximum power, at 2200W, is going to be a non-thing for most people, really. Many capable cyclists won't have an FTP (functional threshold power, i.e. a maintained maximum power over an hour-long period) over 300W. Many enthusiasts can maintain around the 400W mark for climbs of a given duration. I can max a four-figure output, but I'm talking about a peak figure – not an ongoing output. Considering most Olympic champions can max (and, admittedly, maintain for a given period) 2200W or thereabouts, the Kickr Bike is of a world-class level in terms of its resistance. The V2 model goes even higher, at 2500W, if you think that matters for you.

Adjusting for fit is also easy, thanks to five key mechanisms: there's stack, reach, setback, saddle height, and frame height. Annoyingly there's no saddle angle adjustment, and the seatpost is non-standard in size, so it's difficult to accommodate for that, which I find a bit frustrating (I've changed the seat itself, as the standard provided one is uncomfortable). Oh, and as the bike uses quick-release-style locks, if you've got multiple users adjusting for position this can be a total pain because they have to be firmly closed – it's not a gym bike, the likes of which are way easier to tweak.

There are also five crank length options, so you can match your road bike's equivalent and position yourself with ease. That, once you've set everything up correctly, including the above adjustments, means you'll have a doppelganger-like feel between indoor and outdoor bikes, which is ideal. It does take a lot of tweaking to get it right, but once you get there, it's great (seat angle aside).

Wahoo Kickr Bike V1 review: Assembly & Accessories

When you receive the Wahoo Kickr Bike, opening the box reveals it to be in a number of pieces, as you'd expect. The necessary Allen Keys for construction are included, and it's relatively easy to build by keying everything together as per the instruction manual – although you'll really need two people to help support certain components' weight during.

The free-floating nature of the Kickr Bike's design looks kind of outlandish, and I didn't initially entrust that its 42kg mass would accommodate my roughly-double-that weight. But, according to spec, it can handle pedallers of up to 113kgs (250lbs), and I've been banging out 500-800W sprints without fear of toppling over. It's started to squeak a bit, given the abuse I've given it, mind, but all seems fine otherwise.

The main thing that's absent in the build for me is readily apparent: you construct the Kickr Bike and, well, that's it. You've got a cool-looking indoor training bike. But there are no accessories in the box. Nothing extra. That means no fan. No phone holder. No, well, anything. Now, I get that Wahoo is trying to recreate the experience of cycling on the road in a product that is very much for indoors, and while that's largely achieved in vision, it's an oversight in practicality terms for actual indoor cycling.

With the Garmin Tacx Neo Bike, for example, you get a built-in phone holder, built-in fans, even an optional tablet holder if you're not using a laptop. The Wahoo? You can buy a fan (Kickr Headwind) for a few hundred quid that's overpriced and difficult to position effectively. You need a separate stand for a laptop/tablet (Kickr Desk), also at extra cost. And the lack of a phone holder, including no accessories I can find, is really at odds with companion apps – the lifeblood of long Zwift sessions for many. This is a major area in which the Kickr bike could and should improve in my view. I know it's not an 'exercise bike', per se, but it could be a more practical indoor trainer when it comes to accessories.

Wahoo Kickr Bike V1 review: Performance

There are some obvious irks to get out of the way: the provided saddle is uncomfortable; the seatpost is a non-standard diameter, and therefore you can't really replace it with a normal road bike's equivalent (you can fit your own saddle of course, as I have, but it then lacks the rise/fall adjustment); and the bottle holder is so low down for me that it's next to useless – instead I have a separate side table for this.

Get beyond those foibles, however, and the Wahoo Kickr Bike is largely smooth sailing. It feels really good when you're in flow, the 'road feel' (known as 'difficulty' in Zwift) is thorough, and the vast availability of gearsets available is exceptional (whether you use Campagnolo or SRAM or Shimano, it can all be mapped), and there are even features like steering in Zwift (the interior thumb buttons aren't amazingly well placed for this unless you have Campagnolo hand dexterity (but then you'll probably be wondering why the gears aren't changing anyway)).

This kind of detailed adjustment isn't remotely rivalled by Garmin, so you will get a better like-for-like road-to-indoor match with the Wahoo. But, on the other foot, you'll be sweating buckets on the Kickr Bike without a well-positioned fan (Garmin has that for free) or logical accommodation for a sweat-catch (Garmin doesn't include that, but you do get a branded Tacx towel in that product's box!). The Kickr Bike's gearing display is also woefully out of sight, below the handlebars, and if you sweat as much as I do, then your mop-down cloth will always hide that visual cue.

One of my biggest excitements about the Kickr Bike was its inclusion of built-in rise/fall adjustment. Seeing and feeling the bike adjust its pitch is at first almost concerning as you get pushed up by (up to) 20 degrees, but then you get used to it and realise what a benefit it is for more realistic climbing training. With caveats, of course: the Bluetooth connection's latency is lacking, so physical motion is behind the on-screen visuals to excess (in theory, the V2 model's Direct Connect Wi-Fi could fix this, but it's another grand or so more to buy); and in Zwift you also have to up the 'trainer difficulty' to permit more significant physical adjustments, which also means the greater burden of 'road feel' and the two can't be segregated at present (I hope this changes in the future – not a Wahoo issue though).

As with any indoor bike, there's no real 'sway' when riding either; indeed, a dedicated turbo trainer that you use with your own bike frame will give you the greater impact of that and probably less saddle soreness too. However, I'm not an advocate of constantly fitting my outdoor bike for indoor use on a trainer – the on-and-off peril of that rear derailleur just puts things out of whack too easily. That's why I'm so much happier with a dedicated indoor trainer, such as the Kickr Bike. You could always put it on a rocker plate to get some enhanced natural 'road feel' if you want to (although I'm not sure I could vouch for the stability of this in combination).

Wahoo Kickr Bike V1 review: Verdict

As I said up top: the Wahoo Kickr Bike has been a lifesaver for me. It's a superb dedicated indoor cycling trainer that's catered for several hundred miles (thus far) for myself and my significant other, easily being adjusted between rides to accommodate our needs.

And I've not had to take my actual road bike's rear wheel off and muck about with getting it on an indoor trainer, either. Without the time, headspace or capacity to deal with that prospect, that's what makes the Kickr Bike hugely worthwhile for someone like me. It's pricey, sure, but it's less than a gym membership or your mechanic's fees.

However, the Kickr Bike is not quite perfect. It might read like it should be, as I'd assumed it to be way better than the Garmin Tacx Neo Bike, by comparison, thanks to Wahoo's rise/fall hydraulic system, but in reality, I've missed the built-in fan cooling and phone holder of the Tacx setup, which I think Wahoo needs to consider in the future. Latency, too, is a bother – but that Kickr Bike V2 ought to fix that issue if you can afford the extra (I've not tested it, as I don't have one to compare).

I haven't missed the Tacx's restrictive gearsets or poor shifter positions, though, which is where the Kickr Bike really comes into its own: in feeling closer to a road bike proper than the competition. The lack of side-to-side movement means it's not wholly realistic, of course, but it's a step above its peers – and that's massively appealing. Overall, as dedicated indoor trainers go, the Wahoo Kickr Bike (V1) makes for a sensational ride.

Wahoo Kickr Bike V1 review: Also consider

The Wahoo Kickr Bike V1's key competition is the Tacx Neo Bike: the former has hydraulic adjustment whereas the latter does not, but the latter features built-in fans and accessory holders that help it be an easier-to-use indoor trainer in many ways. Both are priced around the same; the Wahoo is pricier if you add the accessories (Kickr Fan, Kickr Mat, etc.) into the package.

If you fear the latency issue of the Kickr Bike V1's Bluetooth connectivity, then Wahoo has solved that in theory: it's called the Kickr Bike V2, complete with Direct Connect Wi-Fi... and an extra £1000+ on its asking price. It's also more resistant (2500W) and has an Odometer to track your total mileage. Clearly an upgrade, but clearly a price 'upgrade' too!

Fifty years is a long time in cycling. In that time, we’ve seen carbon conquer the road, mountain biking become mainstream, and e-bikes emerge as a global force.

And yet, through all of it, Brompton has remained remarkably consistent: a compact, folding bike made in London that looks much the same now as it did when Andrew Ritchie built his first prototype in 1975.

The 1975 Edition, a limited run of 1,975 bikes released this year, is an attempt to square that circle.

It’s a bike that celebrates where Brompton came from, while asking what a folding bike can be in the future.

The heat of the torch

Lead designer of the anniversary bike, Will Butterworth, didn’t want this to be a retro throwback. Instead, he turned to the factory floor for inspiration.

“Walking around, I was struck by the colour left when a brazer’s torch hits the steel,” he explained. “Normally we paint over that, but I thought: why not celebrate it?”

The result is the Thermal Fade lacquer, a striking finish that echoes the burn of oxidised steel, shifting from deep black through orange.

Achieving that effect across multiple components at scale was, in Butterworth’s words, “a real technical task,” but it became the visual heartbeat of the 1975 Edition.

Other details are equally deliberate. The cranks and touchpoints are anodised gold, a nod to the brass rods used in brazing.

The Brazer’s Coin makes each bike personal, lifting the initials normally stamped out of sight on the bottom bracket and mounting them proudly on the frame.

“It’s about celebrating the people behind the bike,” Butterworth added.

Sentiment in steel

That human connection runs through the whole project. Fifty-two brazers were involved in the run, each building around 38 frames.

For a company that still hand-makes its bikes in London, the 1975 Edition is less about nostalgia than acknowledgement, a recognition of the people who have kept the process alive.

Butterworth admitted the weight of expectation: “There was a lot of pressure. Two thousand bikes is a big commitment, and it had to feel worthy of fifty years of Brompton.”

The final package extends beyond the bike itself, with monogrammed accessories, premium packaging and even an improved unboxing experience. It’s an anniversary edition that feels crafted from start to finish.

Not just a commuter tool

But the 1975 Edition is also a signal that Brompton is widening its lens.

For many in the UK, the bike is still seen as a purely utilitarian object, the ultimate commuter machine.

In Asia, though, the meaning shifts. “In China, our biggest market, the Brompton is less about utility and more about lifestyle and self-expression,” explained Richard Waters, Brompton’s Design Director.

“It’s not uncommon for riders to strip a new bike and rebuild it with customised parts. They want colour, choice, and the ability to make it their own.”

That demand is shaping the company’s direction. Touchpoints, finishes and customisation options are becoming as important as drivetrains and hinges.

The 1975 Edition, with its luxe detailing and monogrammed bag, acknowledges that duality: a Brompton can be both a tool and a canvas.

Selective by design

One way Brompton has tested those waters is through collaborations.

Past projects with Palace, Barbour, and Bremont show a brand willing to experiment, but only on its own terms.

“We’re very selective,” Waters stressed. “Both brands have to get something meaningful out of it. We won’t just stick a logo on a bike.”

That restraint matters. Brompton’s heritage is its strongest currency, and the company seems acutely aware of the risks of diluting it.

The 1975 Edition pushes into premium territory, but it still feels like a Brompton first and a fashion statement second.

Wrestling with the fold

If there’s tension at the heart of Brompton, it’s here: how do you innovate without undermining the one thing that defines you?

The folding mechanism has barely changed in fifty years, and for good reason: it works.

“It’s relatively easy to improve the ride if you make the fold bigger,” Waters admitted. “But then it’s no longer a Brompton.”

This is why the 1975 Edition doesn’t touch the fundamentals. Instead, it innovates around the edges, such as finishes, materials, packaging and accessories.

Seen one way, the 1975 Edition is pure heritage: London steel, human craft, a salute to half a century of brazers.

Seen another, it’s a glimpse of the Brompton of the future: more expressive, more premium, more customisable, and increasingly aware of its place in different markets.

Butterworth sees it as both. “It’s not just looking back,” he said. “It’s about showing who we are now, and where we’re going next.”

Folding into the next fifty

The 1975 Edition won’t change Brompton overnight. The Thermal Fade won’t enter the core range; the Brazer’s Coin will remain special.

However, the lessons learned – about finishes, packaging, and customer experience – will resonate through future models.

In a world where bikes are often seen as disposable, Brompton still builds machines that last decades.

At the same time, it knows the next generation of riders wants more than just utility. They want bikes that reflect who they are.

The 1975 Edition, then, is a marker, and beautiful at that. It shows that Brompton can honour its roots without getting stuck in them.

And that the fold, unchanged for fifty years, can still open up new possibilities.

The 1975 Edition is available now at Brompton UK, Brompton US and Brompton EU for a recommended price of £2,149/ $2,700/ €2,499.

In Australia, the bike is available through official Brompton retailers.

When it comes to bike tech, Garmin is up there as the brand that serious cyclists swear by. From mapping and training to navigation and safety alerts, its Edge computers have become nearly as common on handlebars as helmets on heads.

Nevertheless, it's been a while since Garmin launched anything new in the cycling tech space (apart from the flagship Edge 1050 just over a year ago).

But with competition heating up from the likes of Wahoo and Hammerhead, Garmin has upped the ante, launching some fresh cycling computers that tout the features enthusiasts have long been screaming out for. That is, brighter screens, smarter coaching, and pedals that do far more than just spin.

Edge 550 and 850: Compact brains for your bars

Garmin's all-new Edge 550 and 850 have landed each with a crisp 2.7-inch colour display that’s not only brighter than seen in previous models, but has apparently been designed to stay readable whether you’re slogging up an Alp in lashing rain or casually rolling out for a Sunday club ride.

What makes them stand out, though, is their new smart fuelling alerts. This upgrade means that are clever enough to nudge you to take a sip of water or munch on a carby snack - all based on your effort. There's also weather overlays that tell you if the headwind you’re feeling is about to get worse, as well as new GroupRide comparisons, which lets you see how your speed, power and cadence stack up against your mates in real time.

Battery life for both models stretches up to 36 hours in saver mode (around 12 in heavy use). What separates the Edge 850 from the cheaper 550 is a bunch of added smarts, such as touchscreen controls, on-device route creation, Garmin Pay for coffee stops, and even a digital bike bell.

Prices start at £379.99 / $499 for the Edge 550 and £469.99 / $599 for the beefier Edge 850.

Rally 110 and 210: Pedal power

Garmin’s latest cycling tech launch also overhauls its pedal-based power meters in the form of the Rally 110 and 210.

What makes these special is that they can swap easily between road and off-road pedal bodies, making them super versatile if you ride different bikes. They also pack a rechargeable battery that should be good for up to 90 hours. Meanwhile, a smart Travel Mode is said to help you save juice while your bike’s on a roof rack.

Accuracy has been improved, too (within 1%) alongside some fresh Pedal IQ calibration prompts that Garmin says will help keep your data honest. As a result, these Rally pedals should give you the same level of insight the pros obsess over.

However, these babies don't come cheap, with prices starting at £549.99 / $749.99 for a pair of the Rally 110 and whopping £929.99 / $1,199.99 for the Rally 210. Gulp.

Believe it or not, Brompton has been crafting its iconic folding bikes for 50 years, and to celebrate the milestone, the brand is releasing a special 1975 Edition version.

As Brompton's CEO Will Butler-Adams puts it, the new bicycle is a "thank-you" to the company's "makers and dreamers."

This limited-run bike, with only 1,975 units available worldwide, is a nod to the company's past, particularly to the skilled workers who have been handcrafting every frame at the London factory since its inception.

The bike's design centres on the art of brazing, a process that creates a strong and durable bond in the steel frame.

One of the many unique features of the Brompton 1975 Edition is the Thermal Fade lacquer frame, inspired by the vibrant colours that appear during the brazing process, giving it a distinct and stylish look.

Each bike comes with a collectable Brompton Brazer's Coin, embossed with the initials of one of the 52 expert brazers from the London factory, further reinforcing the unique nature of the bikes.

But wait, there is more! The two-wheeler also features a special bottle holder that attaches to the handlebars, allowing the bike to be folded with a bottle still in place.

Even the saddle is one-of-a-kind: a lighter, premium variety with a carbon base and Chromoly rails, featuring an integrated carry handle.

Finally, no limited edition Brompton would be complete without a numbered serial plate, marked with a laser-etched serial number and 50th-anniversary branding.

To celebrate the launch, the company is kicking off a series of special Brompton 50 worldwide community ride-outs over the next year.

The 1975 Edition is available from September 17 at Brompton, in-store, and at selected Brompton Accredited Retailers.

One of the UK’s most iconic bike brands has just revealed its latest model, the Raleigh ONE.

This sleek new urban electric bike blends minimalist design with modern tech and smart connectivity, and it might just be the smartest commuter you’ll see on two wheels this summer.

Available from July in the UK, Germany and the Netherlands, the Raleigh ONE is a single-speed city bike with a 360Wh removable battery offering up to 85km range, gunning for the likes of VanMoof and Cowboy.

It’s powered by a 250W Mivice rear hub motor and uses a carbon belt drive instead of a traditional chain, meaning no grease, less wear, and minimal maintenance.

As a modern e-bike, the Raleigh ONE comes fully equipped with a companion app, through which you can access features such as GPS tracking, a theft alert system, journey logging, over-the-air updates, remote locking and even a “stolen mode.”

The e-bike can be unlocked with your phone via Touch & Go, and an onboard controller lets you adjust the assist level or trigger the integrated alarm. An optional SP Connect mount turns your phone into a cycling dashboard on the go.

The new bike is aimed at riders who want fuss-free commuting with a bit of tech flair and comes in Off White and Sage Grey and weighs just 21kg.

As Selin Can, EVP of Mobility at Accell Group, puts it: “We’re not just unveiling a new e-bike – we’re ushering in a new era of urban mobility.”

Fully equipped with hydraulic Tektro disc brakes, an automatic lighting system, the Raleigh ONE also has integrated front and rear lights, including a striking wraparound rear beam.

Accessories include a front rack, AXA wheel lock, and future modular add-ons. It also introduces a new rider membership scheme, with a free “Base” tier and a £6.99/month (~$9.52/ AU$ 14.65) “Core” tier unlocking all the e-bike’s connected functions.

The Raleigh ONE retails for £2,399 (~$3,266.01/ AU$ 5,028.47) and will be available through select retailers and Raleigh’s website.

I’ve always been a little sceptical of even the best e-bikes. On the road, they’ve always felt compromised by regulation; quick to help up to 25kph, but then you’re left muscling around a 15kg frame with no more assistance, just as things get fun.

But stick that same tech on a gravel bike, where the average pace is lower and the terrain more demanding, and suddenly, electric assist starts to make a lot more sense.

That suspicion turned into conviction when I started riding the Scott Solace eRIDE 20. With clean, integrated looks that barely hint at its electrified heart, this full-carbon machine transformed my usual loops into something far more exhilarating. It’s powerful when you need it, composed on the rough stuff, and capable of soaking up longer, more adventurous rides without wearing you down.

From its smooth TQ motor and hidden display to the meaty 50mm tyres and SRAM Rival groupset, this is a purpose-built gravel e-bike that rides like a premium analogue machine… until you hit a climb and feel the extra watts kick in. It’s not perfect, but it might be the most fun I’ve had on a bike all year.

Scott Solace eRIDE 20 review

Price and availability

The Scott Solace eRIDE 20 costs £6,999 (~$9,404/AU$14,555.89) and is available from Scott via its network of dealers. Visit Scott for more information on availability in your region.

Design and build quality

From the first glance, the Solace eRIDE 20 doesn’t scream ‘e-bike’ - and that’s exactly the point. The TQ HPR50 motor is tucked so cleanly into the carbon frame that you’d mistake it for a traditional high-end gravel bike. The 360 Wh battery is concealed in the downtube with the motor integrated into the bottom bracket.

There's very little else to suggest this is an e-bike, aside from the small display on the top tube near the handlebars. There’s plenty of indications to suggest this is a premium bike however; integrated cables are concealed in the carbon bars, a rear light is built into the seat post and is powered by the internal battery so you’ll never be caught out.

Motor

The TQ HPR50 is at the heart of the Solace eRIDE 20 and offers 250w of assistance with a peak of 300w for those really steep climbs. Coupled with 50nm of torque, it feels like an encouraging shove rather than needing to hang on for dear life. The 360Wh battery is good for around 100km of riding with 1300m of climbing. If you need to go further, there's a 160Wh range extender available that mounts to a bottle cage to provide a bit more juice.

The motor has three modes, Eco, Mid and High, all of which offer different levels of assistance that blend in as you're riding rather than delivering full power from the first pedal stroke. Riding on High is an absolute hoot, flying between trees and threading your way down singletrack at obscene speeds but be warned, you’ll be out of battery much sooner and in for a long ride home.

Assistance modes are selected using a small screen integrated into the top tube, which displays range, speed, battery life remaining and power. It’s unobtrusive and I much prefer it to a standalone unit mounted on the handlebars.

Assistance cuts out at 25kph as per European legislation but in reality this is plenty; I average about 23kph on my rides so rarely found myself going faster without assistance.

Performance

Take it on a fire road, some rooty singletrack, or just the back lanes of your favourite countryside loop, the Solace feels composed and confidence-inspiring. The geometry hits a sweet spot between sporty and stable, with just enough slack in the head angle for descending confidence, but not so much that you lose agility in corners.

It cuts a similar silhouette to an endurance road bike, albeit with slightly more reach for added stability over the rough stuff. It gets close to feeling like a normal bike, but there is always an underlying weight that isn't completely hidden. Throwing the bike through tight and technical terrain does expose the added heft from the motor and battery, but that's a minor complaint.

Components-wise, it’s decked out with 12spd SRAM Rival AXS, which is normally fully wireless, but in this guise it takes its power from the battery powering the motor, so you can charge everything with a single cable.

Shifts are fast and accurate and happen without fuss, even under load. It’s a long-term gripe I’ve had with the last generation of SRAM levers, that I find it traps my fingers behind the shift paddle when braking hard. Riders with smaller hands might not have this issu,e but it’s a design quirk that has put me off riding SRAM on my personal bikes.

The actual braking is great, powerful and modulated with minimal squealing in wet weather.

Any discussion surrounding gravel cycling cannot not mention wheel and tyre options. The Solace eRIDE 20 is fitted with a pair of Schwalbe G-One Overland tyres in 50mm mounted to Scott’s own design carbon wheelset. The benefits of huge tyres is that you can run them at super low pressures for huge amounts of grip and comfort. This usually comes at the expense of speed, but with an extra 250W on tap those concerns are gone.

Verdict

The Solace eRIDE 20 is a compelling package, pairing power with control and confidence inspiring geometry to help you tackle more technical terrain, as well as helping you ride faster and further. In my eyes, electrification of a gravel bikes makes much more sense than on the road and this bike confirms it. It’s huge fun on pretty much all terrain.

Also consider

The Specialized Creo almost defined the e gravel bike category and continues to do so. Using their in house motor and battery tech, the Specialized is packed with tech but you will pay a premium for it - the similarly specced Turbo Creo 2 Expert is £7,500 (~$10,082.34/ AU$ 15,609.30).

If you need something more road oriented, the Trek Domane+ SLR6 Pro can fit up to 40mm tyres yet stil packs a 360Wh battery and 250w motor. It uses Shimnao 105 Di2 for transmission duties and costs £8,000 (~$10,752.76/ AU$ 16,650.40).

The Priority Current Plus is the long-awaited update to one of the best ebikes we tried, the Priority Current.

The company has done a bit more than simply adding higher-end components to the bike in order to make this ‘Plus’ model, which is little surprise because the original was already quite decked out.

That said, a lot here feels just the same, but the new Current Plus brings a bigger battery and a thumb throttle. And thankfully, it has the same pricing as the original.

Price and availability

The Priority Current Plus starts at $3,299 (~£2,453.81/ AU$ 5,104). This configuration includes a five-speed Shimano Inter-5 internally geared hub in the rear wheel. For $3,499 (~£2,602.57/ AU$ 5,414.23), this bumps up to an Enviolo Heavy Duty CVT hub.

I’ve previously tested the Current with an Enviolo hub and found the micro-adjustable CVT useful for finding a comfortable pedaling cadence at different speeds, but having now tested the Shimano version with discrete gears, I find it a more consistent option.

Discount note: While you certainly can pay full price for the bike, it’s worth checking for available discounts through Costco. Priority is part of the Costco Next program, and this provides some considerable discounts for Costco members.

For instance, the Priority Current Plus goes from starting at $3,299 normally to starting at $2,599 through Costco Next and includes free shipping. At the time of writing, this was combined with an additional promo that brought that price even further down to a staggering $2,199.

Considering a Costco membership costs just $65 for a year, if you want the Priority Current Plus, it’s worth grabbing a membership if only to score the steep discount on this bike.

Specifications

• Weight: 25kg/ 55Ibs
• Range: 20-75 miles
• Charging time: 5-6 hours
• Gears: 5
• Power assist modes: 5
• Max user weight: unspecified
• Power: 500W
• Water rating: unspecified

Design and build quality

The Priority Current Plus is remarkably similar to its predecessor. Aside from the extra width of the downtube meant to accommodate the larger, 720Wh battery, there’s almost no change I can see from the original bike. That’s not a bad thing, though, as the original was a well-polished bike. Priority made some slight shifts to the geometry for a more upright position and went with backswept handlebars.

The Current Plus has a frame somewhere between a high-step and low-step, making it fairly easy to get on and off. The frame is built with a rather pliant aluminum that bends a bit under even regular pedaling pressure. Having ridden plenty on both this test model and its predecessor, it doesn't raise much concern, though.

That said, there is a lot going on with this bike between its specialty, belt-drive frame, adjustable handlebar stem, commuting accessories, and bottom-bracket-mounted motor, and I find the result is a bit of clunking and creaking while riding over bumps. I haven’t been able to pinpoint the source of the clunking, but it seems likely that the battery’s metal cover is the culprit.

All these components also mean weight, with the Current Plus topping 55 pounds — not overly heavy for an ebike, but also not light for a bike by any means.

As pretty as the bike is overall, some of the frame shape, such as the area around the bottom bracket, and the welding aren’t particularly attractive. After seeing the smooth welds and clean lines on bikes like the Ride1Up Roadster V2, it’s clear how much better it can be done.

The large battery slots into the downtube from underneath, where it’s held in place by a button-controller latch and a keyed lock. It’s fairly easy to get out, even though the release latch doesn’t always drop it out on the first trym but I found it surprisingly difficult to get in. The front wheel and fork get in the way in most positions, and finding that perfect angle where there’s clearance to slide the battery in has proven tricky every time I’ve tried.

The bike is thoughtfully equipped for commuting. It includes fenders for both wheels, a taillight with active brake signalling and a headlight, and a kickstand. The only thing missing is a rear rack, but there are braze-ons for one. The lights could be brighter, but they’re handy to have running off the bike’s battery, so you don’t have to worry about giong without them or charging separately. The tires also have reflective sidewall markings that help with night visibility. The use of a Gates carbon belt drive is also meant to help with commuting as it requires little maintenance (it won’t rust) and doesn’t need greasing (so none will get on your clothes).

The bike rides on smooth 650Bx50mm tires and thru-axle wheels. The front wheel has a quick-release skewer. The rear, being held in by the belt drive, is a little trickier to remove.

Priority includes a fairly plush saddle that I found generally comfortable on quick rides, though after longer rides, it began to wear on my sit bones. It’s easy to adjust or swap out though. The handlebars come with comfort grips and are adjustable as well, letting you drop them into a slightly more aggressive position or raise them up and back for a more casual riding stance.

Between the electronic-shutoff in the brake levers, the brakes themselves, the gear shifter, the throttle, the headlight, and the electronic display, cables run amok at the front of the bike. Though priority has tried to wrap them up and group them, they are still not impressively tidy.

The Current Plus includes the same, monochrome display as the original Current. It provides a quick view at metrics like speed, trip distance and odometer readings, and the battery level. It could stand to provide more useful metrics, though.

As it stands, there’s no way to gauge how much power the bike is using at a given moment. I find this particular useful on bikes with throttles, as you can quickly gauge how far you’ll get. The battery meter’s bars would also be far better as a 1-100% numeric. Controlling the bike's electronics is fairly simple with a small control panel that sits next to the left handgrip.

While I was excited to see Priority include a throttle on this model, it is disappointingly the cheapest, worst-feeling throttle out there. I’ve encountered it on plenty of other bikes, and it’s always a disappointment. The Velotric Nomad 2 introduced a different thumb throttle that has a much better feel and more nuanced control.

Setup

If you opt to have the Priority Current Plus shipped directly to you, it will entail some setup. You’ll need to take it from its shipping box and remove a ton of packaging material. You’ll need to attach the handlebars. You’ll have to slot in the front wheel and axle (and likely adjust the brake caliper position. You’ll also have to attach the front and rear fenders if you want them installed. The pedals will need to go into the crank arms. And the seat post will have to go in and have its reflector installed.

Priority also offers to ship bikes to local partner bike shops for assembly, but this comes with an added fee. While it may be different depending on the bike shop, all those in my area added $170 to the total price. If you’re new to bike assembly and setup, this may be well worth the price.

Performance

The Priority Current Plus is a simply brilliant ride. Its geometry allows for a fairly upright ride that’s not so laid back as to have me square off against a wall of wind but also not so leaned forward as to strain my wrists. Even after several hours in the saddle in a single day, my only discomfort came from my sit bones, which were pressing a little too much into the saddle because I hadn’t taken the time to dial in the fit exactly.

The motor puts out plenty of power, offering 500 watts of power and up to 140Nm of torque. That all goes through the belt and then into the gears, so you can get low-end acceleration and high-end speed both with ease. Climbing a hill at 9 miles an hour was easy even at the lowest assist setting, as was sustaining speeds upwards of 20mph. Higher assist settings make riding almost effortless, and I never felt the need to go beyond level 2. Even with all that power, the bike has a smooth response from its torque sensor, so it feels natural to pedal, not jerky.

The Shimano Inter-5 gear system is snappy and could increase gears even while I pedaled. This made for quick acceleration from 0 up to the 20mph mark. From there, it was pleasant cruising, the upper ends of the gearing provided options for modest or slow and calm cadences.

The bike’s thicker wheels certainly help provide it with a more pliant ride than your typical road bike would provide, but the frame otherwise transmits bigger jolts thoroughly. Catching small pits in the pavement or hitting speed bumps a little fast, I more than once was incited to cursing aloud and shaking my hands out at the jolt. This is, after all, a bike you still need to ride with some care and not a full-suspension off-roader.

Stopping power from the 180mm rotors and hydraulic brakes is excellent. I found I could consistently slam on the brakes and go from 20mph down to a halt in just the length of an average car. There’d be a little skidding, but not much. And I’m a 240-pound rider. Lighter riders will be able to stop even quicker. Modulating brake power was also easy, as the dual-piston, hydraulic system provided plenty of nuance.

All of this is capped off with impressive efficiency. I started out my testing by giving the Current Plus about the worst thing it can face: a heavy rider using only the throttle. I relied on the gears to get good acceleration up to 20mph and stayed in 3rd gear once I reached that cruising speed (the motor operates better at higher RPMs). Riding like this, I got over 28.5 miles on a single charge and still had some juice left over.

Pedaling, the numbers only get better. Using a mix of level 1 and level 2 assist, which both make for quite easy riding, I went 47.6 miles and only used 72% of the battery. At that level, I may well have made it 66 miles before the battery fully drained, and given how long the battery ran on throttle-only operation, I would fully expect it to hit that 66-mile mark with some pedaling.

With Priority’s included 2.8-amp charger, the battery should be able to go from empty to fully charging in 5 to 6 hours, though the last bit of charge may take a bit longer.

Verdict

The Priority Current Plus is a worthy successor to the original. It hasn’t changed the price, but it provides a bigger battery and throttle for truly effortless riding. The updated geometry may have made minor changes, but it’s a comfortable bike that rolls along smoothly with decent balance. All the power is coming from a nicely designed bike geared out well for commuting. While I’d love to see a better throttle and a lower price, throttles are already plenty rare for mid-drive bikes and so are low prices. Besides, the discounts available to Costco members are so substantial that no one should consider buying this bike without nabbing that Costco membership first.

Also consider

If you want plenty of power and a comfy ride that can go long distances, the Velotric Nomad 2 has it. It combines fat tires, a suspension seatpost, a front suspension fork, a plush saddle, and an upright stance for comfort. And it has a beefy motor and huge battery for range. The downside: it’s much heavier and bulkier than the Current Plus, but it’s also a fair bit cheaper at $1,999.

The Himiway A7 Pro is a little less elegant in its design and ends up fairly heavy, but it provides solid travel capabilities. Namely, it has a full-suspension design and thick tires that should make for smoother cruising on all sorts of terrain. It also comes with commuter accessories. It’s even fairly priced at $2,399.

For 51 weekends of the year, the tiny village of Gatehouse of Fleet in Dumfries and Galloway goes about its daily life far from pretty much anywhere. For one weekend a year, though, it becomes the home of the Gralloch, the UK’s only UCI Gravel World Series qualifier event and hosts some of the fastest riders in the world on 110km of relentless and stunning gravel roads.

This year, I lined up at the start to take on the course, and for any avoidance of doubt, I am not one of the fastest gravel riders in the world, so this would be a challenge. The field is broken down into age groups and an elite category for race whippets, which was stacked with former road pros, Olympic triathletes and full-time gravel racers.

Gravel racing used to be an unregulated subset of cycling that the governing body, the UCI, had yet to figure out what to do with. In an effort to bring some order to the various race calendars, the UCI introduced the Gravel World Series, with the key point being that if you finish in the top 25% of your age group, you qualify for the world championships.

You also get a chance to rub shoulders with the fastest riders from around the world. For this reason, the fields throughout the age groups are immensely strong, with everyone vying for a chance to qualify. I was under no impression that I’d qualify, but still wanted to ride a strong race and try to hang on with those around me.

Where Scotland meets suffering: Welcome to the Gralloch

My pre-race plan of hanging on went straight out of the window; the pace from the start was scintillating, with riders jostling for position through the tight and technical opening kilometre. It wasn't long before the gravel started, a 6km climb rapidly filtered out the bunch, and I found myself quickly towards the back.

The scenery was breathtaking, as was the climb, but riding through the pine trees through a thick cloud of dust that caught the watery morning sun was beautiful and a welcome distraction from the near-constant stream of riders blazing past.

Some 20 minutes later, the climb transitioned into the first descent of the day, a twisty yet wide forestry track that had riders littered left and right fixing their bikes. The gravel claimed many tyres throughout the day, but I managed to stay out of any trouble, the mechanical kind at least.

The next two hours were spent slogging up one hill, hanging on for dear life down the other side, and repeating. The scenery continued to be sensational. One minute, I was riding through wide open glens with views stretching miles, and the next, I was picking the smoothest line through a lochside path with the deep blue water looking so inviting and refreshing.

Scotland is famous for its weather, and not in a good way. Unpredictability is about the only thing you can rely on, but this weekend it was roasting. Cloudless blue skies and a gentle wind meant temperatures and heat management became an issue. The mercury was nudging 28 °C at times, and on some of the climbs it felt more.

Heat, Hydration Packs, and Hope

The barren landscape offered no respite from the sun, and I became increasingly pleased with my last-minute purchase of a hydration pack. At around 50km in, I’d already drained both bottles on my bike and was getting through the 2L of water in the hydration pack; without it, I’d have been in serious trouble.

There were three well-stocked aid stations throughout the route that had plenty of water, electrolytes, and snacks to refuel, which was very welcome and provided a manageable way to break up the course.

I’m sure those at the pointy end of the race didn't spend as much time refuelling as I did, but perhaps that's the difference between me and a sparkling cycling career!

It was around 75km that the cramp in my legs started to set in; every gradient became a balancing act between pushing on hard enough and avoiding my left quad spasming, which then required a few minutes off the bike, drinking as much as I could, and pulling some interesting stretches.

Despite my progress slowing to a crawl, I knew the finish line was getting ever closer. From a glance at the route profile the night before, I knew the last 10km were all downhill and on tarmac, so I hoped that I’d be able to make a few last-ditch overtakes of those who had run out of energy.

Before I got to the smooth tarmac, there was one last bone-shaking descent to contend with. So far, I’d really enjoyed the descents on the route – they had all been reasonably smooth with great sight lines to pick your way through. I might have been slow going up, but I felt like I had been descending on rails, closing gaps on riders that had passed me and carrying great speed onto the flatter sections between climbs.

The descent from Loch Grannoch was a different beast, however. Fist-sized bits of gravel and relentless corrugations made for very tough going on my already tired body. Choosing the fastest line down the hill had turned into letting go of the brakes and hanging on for dear life, my hands cramping onto the bars with a vice-like grip.

The Gravel Giveth, the Gravel Taketh Away

As the gravel flattened out and weaved under the viaduct, the tarmac was tantalisingly close and I could see strings of riders ahead. By this point, my cramp had eased, and I was feeling reasonably good again, and I felt like I had the legs push on to the finish and try to finish strong.

Tucking down into the drops, I powered past a number of riders and latched onto the back of another group with similar intentions to mine. We rode hard around the long and lazy bends back into the Gatehouse of Fleet, arriving at the technical last few hundred metres at full speed. Navigating the 90-degree bends and hairpins towards the finish, I just wished I had these legs for the whole day, but today wasn't my day.

I crossed the line in just over 5 hours, well outside of qualifying time. The winner of the men's race completed the course in a hair over 3 hours, so I think my dreams of being a professional cyclist will probably stay just a dream!

A Brutal Day, a Brilliant Event

The Gralloch is unique in terms of racing because it offers a separate start for the men and women. Normally the women's race is just before or after the men and the races interfere with each other but a number of women that I spoke to really valued having separate starts as it felt like their own race, rather than being bolted onto the men's.

Despite having been thoroughly beaten up by a very tough course, the overall event was superbly run. The event village in Garries Park had a host of brands exhibiting and food trucks to refuel after a hard day's racing.

For those still looking to test themselves over the same course but without the racing, there is the Gralloch Sportive on the Sunday which encourages riders to take a gentler pace and enjoy the scenery and well stocked aid stations.

Pre registration is open for the 2026 edition, but be warned, a spot is highly coveted and the event sells out very quickly!

If you're a fan of the best watches out there, you'll almost certainly know of Tudor. The Rolex sister brand is synonymous with value in the modern age, offering a range of well-built pieces at prices which are less eye-watering.

Alongside the recent Miami Grand Prix, the brand unveiled a new Black Bay Chrono variant to celebrate its partnership with the Visa Cash App Racing Bulls F1 team. Now, it has unveiled another new chronograph – and I think this one is even better!

Designed to celebrate the Giro d'Italia cycling race, the model is a Pelagos FXD Chrono, adorned with signature pink accents. For those who aren't mad on two-wheeled pursuits, that represents the Maglia Rosa – pink jersey – which is given to the race winner.

It's also a shade which has become synonymous with Tudor. The brand also sponsors the Inter Miami football team, which plays in a similarly shaded pink kit. That collaboration has spawned some noteworthy pieces, including the pink Black Bay Chronograph.

Here, users can enjoy a 43mm carbon composite case. That might sound large to some, though as I found out by testing every Tudor at Watches and Wonders, it's actually remarkably wearable.

A Calibre MT5813 sits inside, offering chronometer-grade accuracy and a 70-hour power reserve. Of course, it also offers a full chronograph function – perfect for keeping track of your timings.

Those pink accents can be spotted all over the dial and the strap, and contrast nicely with the stark black found everywhere else. It's a good-looking thing, and should be easy for most to wear with confidence.

Limited to just 300 pieces and priced at just £4,650 (approx. €5,500 / US$6,200 / AU$9,600) this watch will almost certainly be a hard one to get hold of. It's a brilliant example of a watchmaking partnership done right – just enough for those who know, not too much for those who don't. What more could you ask for?

Luxury electric bikes are undergoing a quiet revolution, and the newly launched Ponomarets EIDOLON is a prime example.

Weighing just 9.9 kilograms, this handcrafted German machine is setting a new benchmark for subtlety, performance, and design in the premium e-bike world.

Built by Dresden-based boutique manufacturer Ponomarets Bikes, the EIDOLON isn't just about shaving weight.

It reflects a growing trend among high-end brands: moving away from bulky, tech-heavy designs (see also: Segway Xyber first ride) and returning to sleek, timeless silhouettes.

Powered by Mahle’s compact X20 rear hub motor, it offers up to 100km (~60 miles) of pedal-assisted range with barely a hint that it’s electric at all.

Founded in 2022 by Roman Ponomarets and Ludwig Eickemeyer, Ponomarets specialises in bespoke, made-to-order e-bikes.

The EIDOLON represents their pinnacle with its monocoque carbon frame sculpted in Germany by All Ahead Composites, exclusive CNC-machined parts, and a custom braking system developed with Swiss specialists 612 Parts and Belgian design house VoyagerCo.

The integration is seamless. There are no wires, no bulky battery bulges, just a beautifully balanced machine that rides as elegantly as it looks.

You can choose between mechanical shifting (via Italian-crafted Ingrid components) or a wireless SRAM RED system, tailoring their bike to suit their riding style and aesthetic preferences.

Even the finer details, like carbon wheels by Beast Components and ultralight Schwalbe Aerothan tubes, are curated to ensure the EIDOLON remains in a performance class of its own.

More importantly, it taps into a bigger movement: the rise of minimalist e-bikes at the luxury end of the market.

Thanks to advances in motor and battery tech, brands like Ponomarets are making electric bikes that don’t scream "eBike" at all – they whisper refinement, craftsmanship, and timeless style.

Of course, exclusivity doesn't come cheap. The EIDOLON starts at €12,600 before VAT and shipping (around $13,000), and each bike is individually built to order, allowing for personalisation in finishes and details.

It's less a mass-market mobility tool and more a piece of rolling, functional art for those chasing the future of discreet luxury cycling.

Head over to Ponomarets for more info on the EIDOLON.

Garmin’s been busy cooking; a couple weeks back they announced their Connect+ subscription service, followed by the launch of the Vivoactive 6, and now its cyclists turn to get a piece of the pie, as the wearable giant has unveiled its first cycling camera headlight – the Varia Vue.

The new accessory combines a 4K camera with a 600-lumen headlight, and is equipped with a range of features to help cyclists feel more at ease while on the road.

As well as being able to capture sharp, steady footage on the go, the camera can automatically detect on-road incidents, as and when they occur. Garmin says “If the device detects an incident along the way, the camera automatically saves and stores video from before, during and after the event.”

Footage will then automatically upload to Garmin Vault when the Varia Vue is connected to WiFi (however, this does require an active subscription). Alternatively, cyclists will be able to check out their clips in the Varia app, where they can also edit them.

The headlight has five different light modes which adjust automatically to suit your speed and surroundings when riding with a compatible Edge^® cycling computer. Plus, there’s also a beam cutoff and a concealed microphone button to capture crisp, clear audio throughout your ride.

Attaching the Varia Vue to your bike is a breeze, as it effortlessly mounts to out-front bike brackets and, thanks to its impressive battery life – 7 hours in day flash mode with the camera recording, and up to 9 hours when the headlight is off – you can ride worry-free for longer.

Cyclists who also own the Varia RCT715 radar taillight camera will be able to sync this with the Varia Vue so that they capture their ride from the front and back.

The Varia Vue is available to buy now at Garmin UK, Garmin US, and Garmin AU and costs £459.99/ $ 549.99/AU$999.

Cowboy, the Belgian e-bike brand known for its sleek design and cutting-edge tech, has introduced two fresh colours for spring 2025: Breeze and Dawn.

Inspired by the changing season, these limited-edition shades bring a lighter, more playful look to the brand’s Cruiser and Cruiser ST models while maintaining their signature minimalist aesthetic.

Breeze, a soft, airy blue, is exclusive to the step-through Cruiser ST, offering a serene yet energetic vibe that reflects the freshness of spring mornings.

Dawn, a warm golden peach, is reserved for the standard Cruiser model, echoing the hues of a rising sun and the longer, brighter days ahead. Both colours are available now, with deliveries set to begin in May.

Despite the aesthetic refresh, the bikes retain the tech that has made the Cowboy Cruiser a standout in the market.

Featuring the brand’s AdaptivePower technology, wireless phone charging, and a fast battery charger, Cowboy's bikes continue to prioritise effortless city commuting with a smooth and intuitive ride experience.

The fresh colour launch coincides with a major milestone, with riders recently completing the 50 millionth journey on one of the brand's electric bikes.

As more urban cyclists turn to Cowboy for their daily commutes and weekend adventures, the company is doubling down on its community efforts.

The Cowboy Cycle Club, launched to bring riders together through events across major cities, has been met with enthusiastic demand, creating a space for cyclists to connect and share their passion.

According to Richard Bone, VP of Design at Cowboy, the introduction of these new colours is about more than just aesthetics.

With extensive research into colour trends, the brand sought to add vibrancy to its typically muted palette, delivering shades that feel both modern and timeless.

The goal was to push beyond Cowboy’s signature earthy tones and embrace a more playful yet refined approach—one that captures the joy and energy of the upcoming season.

The Cruiser and Cruiser ST in Breeze and Dawn are available for €2,999 at Cowboy, ready to bring a fresh look to city streets just in time for spring.

Segway has finally jumped into the electric bike market, and in the interest of making a splash, it has gone with a somewhat unconventional design. The Segway Xafari has a wheel at the front, a wheel at the back, and a saddle and handlebars up top, but everything between those elements is a bit more sci-fi.

The looks aside, Segway has an impressive offer with the Xafari: it’s a $2399 ebike decked out with accessories, a huge battery, a beefy hub motor, full suspension, and a host of smart features.

With all it has going on, it’s easy to get caught up with the highlights. The striking looks alone help obscure what’s otherwise an overbuilt and heavy frame. It’s rare enough to find full suspension on an ebike that’s not modeled after a motorcycle, and that makes it too easy to overlook the rather basic fork and awkwardly positioned rear suspension. And all the neat locking features will almost make you miss the fact that there’s almost nowhere secure on the bike’s frame to use an actual lock.

Aside from the considerable size and weight, there was nothing about the Xafari that made for a bad time, but Segway could certainly use further refinement to make the Xafari more compelling. The Himiway A7 Pro didn’t reinvent the wheel, and it ends up a cheaper, full suspension ebike with a mid-drive motor (generally an upgrade over rear hub motors).

Segway Xafari review

Price and availability

The Segway Xafari was teased in 2024 but had its big debut at CES 2025. It is now for sale in the US for $2,399 (£1,857.35/ AU$3,803.72) directly from Segway, though there is also a $99 home delivery fee. It does not appear to be on sale in the UK or AU at this time. While Segway offers direct-to-consumer shipping, it can also ship orders to its partnered bike shops for assembly.

Specifications

• Weight: 42 kg/ 92.5Ibs
• Range: up to 88 mi (142 km)
• Charging time: fully charged in 5.3 hours
• Gears: 8
• Power assist modes: 6
• Max user weight: 118 kg/ 260lbs.
• Power: 750W
• Water rating: IPX5 (bike), IPX7 (battery)

Design and build quality

The Segway Xafari stands out in the crowd with a unique design. It may have a lot in common with beefy step-thru ebikes like the Raleigh Motus 2 or Aventon Level.3, but it’s built with a striking cast aluminum frame bearing an angular design. It gives the impression of being a muscly bike perched atop its thick, 26x3-inch tires.

The top of the frame has a plastic cover that conceals the battery, both of which can be released with a key. This choice makes for a clunkier and more tedious time getting the battery in and out, especially as inserting the battery entails attaching a wire inside the compartment — a surprising difference from the many bikes I’ve tested with batteries that simply slot into place.

Helpfully, the battery includes a folding handle that makes it easier to carry safely. And if you don’t want to remove the battery, you can always charge the bike directly. There’s also a USB-A port that can provide 20W charging to your phone or other devices you’re riding with.

The Xafari comes highly kitted out, featuring front and rear spring suspension, an integrated brake light, variable headlights, fenders, and a rear rack. It also boasts an 8-speed drivetrain and hydraulic disc brakes. The headset handlebar stem is another piece of unique hardware, offering a shape that blends in with the geometry of the main frame and providing convenient angle adjustments via a single bolt.

While it sounds like the Xafari has it all going on, it’s not boasting the best you can get on a bike. The front fork only offers 80mm of travel and is a fairly basic style. The rear suspension has a very simple linkage design, is similarly limited in travel (70mm), and is nestled so tightly behind the bottom bracket that making any adjustments to it becomes a near impossibility without disassembling some of the bike.

The 8-speed drivetrain is a commonplace Shimano Altus setup. Even the Tektro Hydraulic disc brakes — as much a joy as they are to have — have become exceedingly common on decent ebikes. And even with the highly customized (and arguably over-designed) frame, Segway still ended up with a rat's nest of cabling at the front of the bike

All that aluminum and the many extra adds up, too, and when paired with the large battery, the Xafari ends up hefty at 92.5 pounds. Between the weight, size, and geometry the Xafari is a struggle to move around. so I’d avoid it if you don’t have a ground-level space to store it.

The cockpit of the Xafari has a lot going on. You’ll find your basic gear shifter on the right side of the handlebar alongside a thumb throttle. The left-hand side has a dense control cluster with a knurled scroll wheel that can also click side to side. Two extra buttons stem from this control for both an integrated horn (great to have in urban environments) and a power/headlight button. Segway has also cleverly attached a thumb-activated bell to this control cluster.

A sizable, color LCD display sits above the handlebar stem and is controlled by the left-hand control cluster. It can provide a lot of information at a glance and has several different data screens, including GPS mapping and audio playback controls. It’s perhaps the most extensive bike display I’ve come across, though I still see room for improvement. For instance, there is no indicator for battery voltage (a useful metric for actual battery level) or details on motor power usage (which can help you manage your efficiency).

Despite its size and weight, the Xafari may not be suited to larger riders. At 6’3”, I find the bike thoroughly on the small side. Segway suggests it can accommodate riders up to 6’2”, but that feels like a stretch unless the rider has somewhat short legs or doesn’t mind improper cycling ergonomics. This could be remedied with a longer, after-market seatpost.

Segway has a number of security features baked into the Xafari that I’ll touch on later, but for those concerned about protecting their bike, the lack of many openings in the Xafari’s geometry could pose an issue. There are few places to get a U-lock or chain lock securely around the Xafari such that a would-be thief couldn’t finagle the bike loose or remove a couple parts to defeat the lock. The only secure anchor point is just behind the bottom bracket, where a small triangle presents the possibility of weaving a U-lock or chain, but it’s not easy to work with and won’t accommodate all locks.

Setup

The Xafari comes largely pre-assembled, though there’s still a bit to do. The weight of the bike doesn’t help in the process, but Segway has built the packaging to help support the bike throughout part of the assembly process. You’ll need to attach the seat post, pedals, front wheel, reflectors, and handlebars, and then connect the headlight wire.

In my case, the brake calipers also needed slight adjustments to avoid rubbing on the brake discs. The rear fender and rack come pre-installed, but the front fender doesn’t and adds a little more time to the process. All told, the assembly only took about 30 minutes. Segway includes all the necessary tools to get the job done, though I find a powered screwdriver with allen key bits helps speed the process up.

Beyond the physical setup of the bike, there’s some software setup as well. You’ll need a Segway account and the Segway Mobility app. From there, you can pair the bike with your phone and account, tweak its settings, and enable the various smart features.

Special features

The Xafari has some special capabilities tucked away, out of sight. The first is one I’ve encountered before: GPS tracking. I first had a taste of this on the Serial One Mosh/Cty and later saw it come to bikes like the Velotric T1 and Aventon Abound SR. This provides users with a way to check the location of the Xafari and get alerts if it’s moved even if the battery is removed (an internal, auxiliary battery powers this system). And that’s just the start of the theft protections.

The bike has an alarm system that can trigger the horn and lights if it’s jostled (as it would be by thieves attempting to move it). There’s also an integrated wheel lock that can activate when the bike powers down (which it can do automatically if you walk away), preventing the rear wheel from rotating. Combined with the weight of the bike, this makes it especially difficult to move. A would-be thief would need to lift the bike or shift it onto its front wheel to roll it precariously.

That said, these are just theft deterrents. I have seen a group of men steal a motorcycle by lifting it up into the back of a moving truck. Difficult as it might be, it’s not impossible, and the Xafari wouldn’t be more difficult than a proper motorcycle to hoist into a truck. The GPS accuracy is also limited if the bike ends up indoors or in a basement. Having Apple Find My support as well helps some. But there’s still no guarantee of recovering the Xafari if it’s stolen.

If you’re in an area where serious theft isn’t a major concern, the bike’s built in locking system is convenient. The rear-wheel lock and alarms should at least deter opportunistic theft, and could be handy if you expect to be nearby while your bike is parked. The bike can also pair with your phone to automatically unlock when you get near enough, disabling the wheel lock and powering up so it’s ready to roll. You won’t be caught in a bind if your phone dies, though, as the bike can also be unlocked with a four-digit PIN.

With a paired phone, the front-mounted display also gets some extra capabilities. It can display maps and navigation. It has audio playback controls, which prove incredibly convenient if you listen to a lot of podcasts on rides and like to skip the ads without having to stop and pull your phone out.

Performance

The Segway Xafari is a capable ebike. Between its 750W rear hub motor and sizable battery, it’s geared up to go. It can operate in either class 2 or class 3 modes, and when set to the higher classification, it has the power to quickly and easily zip up to that 28 mph top speed. The torque doesn’t feel excessive, and never jolted me on a ride, but it’s peppy to be sure.

The thumb throttle is a step up from the basic models out there, but still not too special and a bit tiring to use for throttle-only riding. While the bike initially would go 20mph on throttle only, it later limited itself to just 15mph at the end of my testing, and then a day later resumed hitting 20mph on throttle — at the time of writing, an explanation for this behavior was still forthcoming.

The bike has six different levels of assist available, and these also seem to modify the thumb throttle response, letting you opt for more conservative power use even when you’re going throttle-only. The bike also uses a built in gyroscope sensor to detect hills and increase assistance. And with torque sensing, the Xafari adapts well to rider input, making it feel like a reasonably natural ride.

On the other hand, the Xafari is a seriously heavy bike, and getting it moving at speed under your own muscle power is an unpleasant task. It more or less begs to have the motor do the heavy lifting. Fortunately, there’s plenty of battery power on tap. Riding the bike in the city, I saw battery drain by about 20% for every five miles I’d ride, giving it a rough range of 25 miles with a heavy load and heavy motor usage. With a mix of city and trail riding, that extended to roughly 36 miles of range. That’s not too shabby, though battery drain was considerably quicker when the bike went 20mph under throttle alone.

Even though the Xafari comes with a 4-amp charger, it still takes a little over five hours to fully recharge from empty. And with the bikes various smart features, the battery can drain a bit more than usual while the bike is sitting parked. If you regularly leave the bike parked for a week or two at a time, expect to lose 10-20% of its charge in that time.

The actual ride of the Xafari is respectable, but a bit underwhelming. With its large tires and dual suspension, the Xafari soaks up road roughness modestly, but not as well as I’d have hoped. It can still be a little clunky (perhaps a bit too much unsprung mass with the hub motor in the back), and it doesn’t quite deliver that “riding on a cloud” feel you might expect from full suspension and fat tires.

I found the front fork, even with the pre-load fully tightened, felt a little spongy still. And the rear suspension still let the occasional jolt through. I felt comfortable taking the bike across worse terrain than I would a skinny-tired bike, and would drop down the occasional curb, but I generally sought out smooth paths rather than relying on the suspension to make up for careless riding.

The fat tires help keep the bikes upright even while I plow through mushy, wet grass. And they have good enough traction for rounding corners. The brakes have plenty of stopping power, and I found I could come to a complete stop from 20 mph in a little over a single car length — albeit with some skidding.

Verdict

The Segway Xafari has plenty of smarts, making it a convenient option for anyone who’s constantly on the move, popping in and out, and looking for a little less friction in their riding.

The large battery, strong motor, and full suspension provide quick and relatively smooth rides no matter the riding conditions. And the many accessories included with the Xafari make for a solid commuting vehicle.

Segway might have just leaned a little too far into looking like it was doing things different, and it comes with a cost. The weight of the Xafari will make it untenable for many users, especially the sort of urban riders it’s many features cater to. And its nifty security features won’t stop the sort of theft that’s all the more common in big cities. Plus, once you get past the smarts and unique design, the Xafari is little more than a common fat-tire ebike.

Also consider

The Himiway A7 Pro shows what it looks like when the emphasis is on the more typical upgrades to a bike, netting you a lighter design, mid-drive motor, and enhanced suspension all in a cheaper bike.

The Cyrusher Ranger may not have any of the smarts and may be a little gaudy, but it can rival the Xafari where the motor and battery are concerned, and has much beefier suspension. And even though it’s an absolute unit of a bike, it manages to weigh significantly less than the Xafari.

If you’ve ever dreamt of rolling up to your local café stop on a bike so stunning it could hang in a gallery, this is your chance.

For years, Canyon has been putting championship-winning road machines under the world's fastest riders. Now, they’re giving you the same treatment – minus the race-day nerves.

MyCanyon, the brand’s new customisation program, lets you fine-tune your ride from top to bottom, blending pro-level performance with bespoke aesthetics.

The service launches with the Aeroad CFR, Canyon’s flagship aero road bike, and brings a co-creation approach to bike customisation.

Thankfully, the brand isn’t throwing an endless sea of choices at you – this isn’t a build-your-own nightmare where you’re left agonising over thousands of combinations. Instead, they’ve made the process slick, streamlined, and stress-free.

You get to customise your bike’s fit, function, and finish within a carefully curated framework and choose from a range of top-tier groupsets, wheels, and saddles. And then there’s the paintwork!

Canyon has enlisted Felipe Pantone and Elena Salmistraro, two world-renowned artists, to create Opus edition frames featuring intricate, high-concept designs.

Want something even more unique? The Fabrio and Mano collections introduce dazzling special-effect finishes, from iridescent pigments that shift in the light to hand-painted cosmic-inspired creations that guarantee your bike will turn heads on every ride.

Ordering is said to be the most pleasurable online shopping experience ever created by any brand, thanks to MyCanyon’s step-by-step configurator that lets you tweak and preview your bike in high-resolution 3D renders before you commit.

There’s even an augmented reality tool to help you see your custom build in your living room!

Each MyCanyon bike is hand-built in Canyon’s new lab, with expert mechanics assembling your ride from a raw frame into a personalised speed machine.

Within 6-12 weeks, it’s delivered straight to your door or prepped for pickup at a Canyon partner location.

As you can imagine, the service comes at a price. The Aeroad CFR’s base price is around $10,000/ £10,000/ AU$14,000, and the customisation costs even more.

How much more depends on you, but be prepared to spend some cash on your new rolling artwork. Might want to get a sturdy lock, too – or maybe three.

The program launches now in the US, with Asia-Pacific getting access in April and Europe following by the end of summer 2025. For more information, head over to Canyon.

Engwe's top-of-the-range N1 Pro model, which I’ll be reviewing here, boasts a 250W Ananda mid-mounted motor and features such as integrated LED matrix displays, customisable RGB front lighting, and comprehensive IoT security systems offering 24/7 connectivity and anti-theft measures.

It also has a 19kg full-carbon frame that does away with the seat tube (for better or worse), which gives the Engwe N1 Pro a unique look. Despite its advanced feature set and quality components, Engwe offers the bike for a very reasonable price, and often discounts it further.

How does the Engwe N1 Pro compare to the best electric bikes? Does it cut too many corners? How does it feel to ride the bike under real-world conditions? I’ve been testing it for a few weeks, and here’s what I found.

Engwe N1 Pro review

Price and availability

The Engwe N1 Pro was announced in January 2025 and is available to buy now at Engwe UK for a recommended price of £1,899 (approx. $2,401/ AU$3,771). I couldn’t find the bike at Engwe US. At the time of writing, the bike was sold for £1,799 (early-bird pricing). The bike is available in only one frame size and two colours: Ink Green and Charcoal Gray.

Specifications

• Weight: 19kg/ 41.8Ibs
• Range: up to 60mi (100km)
• Charging time: fully charged in 90 minutes
• Gears: 7
• Power assist modes: 5
• Max user weight: 120kg/ 264lbs.
• Power: 250W
• Water rating: IPX5

Design and build quality

The N1 Pro has a futuristic frame design, characterised by a distinctive gap in the diamond frame due to the absence of a full-length seatpost. The handlebars integrate a dual-beam headlight and ambient RGB lighting strips.

These strips feel gimmicky and slightly out of place on an otherwise premium-looking bike, like slapping a gaming keyboard on a MacBook Pro. The rear features a solar-powered taillight.

An LED colour display is embedded into the handlebars and offers an overview of all key stats, including speed, battery left, assist mode, lights, and so on. It’s easy to read and bright enough, making it easy to glance at.

The N1 Pro is equipped with a Shimano Tourney 7-speed drivetrain and Shimano hydraulic disc brakes with 160 mm rotors on both front and rear wheels.

The bike rolls on 700x42C tyres, striking a balance between speed and stability, ideal for city commuting. The saddle is designed for comfort during extended rides; however, the seatpost offers limited height adjustment.

I found the seatpost quite short. The N1 Pro comes in one size only, and Engwe claims it is suitable for riders between 5’4” and 6’2” (165-190cm) in height.

I’m 6’1” (185cm) and found the maximum seating position way too low, so I swapped out the seatpost for a longer one. Sadly, the bottom of the seatpost poked out of the frame due to the lack of a seat tube.

Powering the N1 Pro is a 250W Ananda mid-drive motor, delivering an impressive 80 Nm of torque. The motor is paired with a responsive torque sensor, which, in my experience, provides a natural riding experience.

The removable 36V 10Ah lithium-ion battery offers a range of up to 62mi (100 km) on a single charge. Of course, this was calculated based on a 165lbs (75kg) rider using the first assist mode in a comparatively warm environment on flat terrain. Taller and heavier riders riding hills might see significantly reduced range, just like in the case of every electric bike on the planet.

Notably, the battery supports fast charging, reaching full capacity in approximately 1.5 to 2 hours, minimising downtime between rides. Better still, it’s removable so you can not only charge the battery away from the bike but ensure the N1 Pro is less usable when it’s chained up somewhere (more about anti-theft features below).

Setup

The Engwe N1 Pro comes mostly pre-assembled. The rear wheel is already mounted; all you have to do is put on the front wheel and mount the handlebar, the seat post and the kick-stand. If it’s not your first time putting an e-bike together, it shouldn’t take you longer than 20 minutes.

I keep mentioning this in most e-bike reviews, but I wish some manufacturers – like Engwe – paid more attention to packaging design. There is too much non-recyclable packaging in the box, including cable ties, sticky takes and foam. Using more cardboard fillers and thoughtful design would reduce landfill waste significantly.

Anti-theft features

The N1 Pro has one of the most robust anti-theft functionality I’ve seen in affordable e-bikes. You can not only lock and unlock the bike using the Engwe app, which I would say is pretty standard practice these days, but you can also locate the bike the same way if you attach an Apple AirTag to the frame.

Apparently, the bike has an eSIM in it, allowing the app to locate it even if the battery is removed. Better still, you can set up two different types of geofence (Feasibility Fence and Restricted Area Fence) or make the N1 Pro to alert people around the bike of potential theft by sounding a car alarm-style noise.

You also get password protection (which you can unlock using the e-bike’s display) and set up intuitive unlocking, which uses a smartphone proximity sensor to remove the lock from your bike. All in all, it is a considerable effort from Engwe to ensure no one tempers with your N1 Pro!

Ride performance

Thanks to the five assist levels, seven physical gears, and the lightweight chassis, riding the N1 Pro is a dream. Engwe claims the bike provides eMTB-levels of support via its Ananda mid-drive motor on hills; I found this to be true, apart from very steep hills.

It almost feels unnecessary to have the bike in higher assist modes apart from moderate to challenging uphill sections – the bike rolls and handles easily without hassle. This is often the case with lightweight e-bikes; on flat surfaces, it almost feels like the electrical assist is unnecessary because the bike’s going so well.

Of course, this feeling goes away as soon as you hit a steep hill. This is also where weight savings come into play. The heavier Himiway A7 Pro climbs the hill up to my home easily in max assist mode, thanks to its larger motor, whereas the featherweight N1 Pro struggles the longer it has to climb the incline.

I mentioned the seat post above, and that’s one of the weak points of the N1 Pro. I added a longer version, but it not only protrudes out at the bottom but also changes the riding position. The handlebar height is fixed, meaning the higher the seat post goes, the more aggressively forward your position will be. Thankfully, I have freakishly long arms, so I didn’t find the situation too uncomfortable.

As for range, that 62-mile maximum range feels about right. I’m heavier than 75kg and rode the bike on hills as well as flat terrain, and after 23 miles of riding, the bike went from 80% to 35%. That’s a commendable performance for such a lightweight bike!

Verdict

The Engwe N1 Pro is everything I wanted the Fiido Air to be. The lovely lightweight chassis is combined with a powerful mid-drive motor and an intuitive torque sensor that pushes you forward as smoothly as butter. The anti-theft features are neat, and the ride quality is also excellent.

Is it the perfect affordable carbon e-bike? No. The one-size-fits-all frame approach clearly doesn’t work with taller riders, and those RGB light strips are not elegant, either. The display could be a bit brighter, too, but that’s not a massive issue. Other than that, the N1 Pro is an exciting carbon e-bike offering for price-conscious riders.

Cowboy, the brand behind some of the slickest electric bikes on the road, is making moves. Cowboy had a busy year in 2024, with the launch of the Cross e-bike and updates to its Connect software. The brand's AdaptivePower2.0 tech also saw a performance upgrade last year.

Now, the Brussels-based company has announced it’s shifting bike assembly to France in a bid to improve production quality, speed up delivery times, and make customer service smoother than a freshly paved cycle path.

This is a big win for Cowboy riders (and the planet) because nearshoring means less transportation emissions, higher-quality craftsmanship, and – most importantly – getting your bike faster.

The new move sees Cowboy team up with ReCycles, a French bike manufacturer with over 30 years of expertise. Having built bikes for the likes of Peugeot, ReCycles is now pivoting to e-bikes, ensuring Cowboy’s high-tech two-wheelers get the expert treatment they deserve.

With production ramping up in Romilly-sur-Seine, Cowboy expects bikes to ship out within days once full capacity is reached. This is a much-needed fix for the recent supply chain delays that left some customers tapping their cleats in frustration.

Adrien Roose, CEO and Co-founder of Cowboy, summed it up: “Bringing our assembly to France marks a turning point. This move strengthens our commitment to quality while allowing us to scale efficiently to meet demand.”

Beyond faster shipping, Cowboy is investing in better after-sales support. The brand now boasts 125+ service locations, mobile technicians in over 40 cities, and multilingual customer support that promises to respond in under 10 minutes. If you need a quick fix or just want to chat about your ride, help is closer than ever.

For more info about the move and to check out all the delicious bikes the brand has to offer, head over to Cowboy now.

For urban commuting, or indeed weekend leisure riding, there’s no better-suited mode of transportation than an electric bike, helping you to cut through city traffic with ease, in the process boosting your health and getting a great feeling of well-being in the process, without arriving at work, or your favourite cafe, with a sweat-on.

There’s no shortage of ebikes out there, including electric mountain bikes, road bikes, gravel bikes and much more, but for city riding, your ideal stead should be one designed for that purpose, an urban ebike with a comfy, upright riding position, mudguards to keep you dry in wet weather, and extra smarts so you can keep tabs on your bike. Thankfully, ebikes built for urban riding can also look super stylish too, helping you to look the part wherever you go.

Surprisingly, there aren’t too many ebikes that fit the bill, but Vanmoof’s S5 ebike could just be the ultimate urban ebike, with all of the above and more. It’s probably one of the most cleverly-designed urban ebikes that I’ve come across in my time testing ebikes.

I’ve been riding the Vanmoof S5 for the last few months, and it’s become my go-to for short rides in the city – to the shops, getting to work, or just enjoying time with friends and family on the weekend. Is it the ultimate urban ebike, though? Find out in my review below.

Vanmoof S5 review

Price and availability

The Vanmoof S5 is available to buy now at Vanmoof for a recommended price of €3,298. The bike is available through various retailers in the UK, with prices hovering around £2,998. US and AU price and availability TBC.

The S5 comes in two fairly mute colours: Light Grey or Dark Grey, but the Light Grey option, at least, looks great in the flesh.

There’s also a smaller step-through version of the bike available: the Vanmoof A5, which is designed for shorter people, those with mobility issues, or those who just prefer the more compact, easier-riding nature. The cost is identical to the S5.

On top of the purchase price, you’ll want to factor in some accessories, too – the S5 doesn’t come with a rear rack, for instance, which is a bit of an essential for urban riding. This costs £75. You’ll also need a phone case compatible with the SP Connect mount on the bar stem if you wish to mount your phone there – an iPhone 16 Pro-compatible case, for instance, is £39.95.

Specifications

• Size range: 5’5”–6’9”
• Motor: Gen 5 front hub
• Battery capacity: 463Wh
• Assist: 15.5mph, boost torque 68Nm
• Range: 34 miles (on full power mode), 87 miles (on economy power mode)
• Charge time: 0-100% charge in 6 hours and 30 minutes, 0-50% charge in 2 hours and 30 minutes
• Gears: 3-speed Sturmey Archer automatic e-shifter, chain driven
• Brakes: hydraulic disc
• Frame and fork: aluminium
• Weight: 23kg

Design and features

As soon as you lay eyes on the Vanmoof S5 – the ‘5’ denotes that it’s the fifth generation of ebike that Dutch-based brand has launched since the first one came out in 2016 – you’ll notice that it doesn’t look resemble a typical ebike that you might have seen before. Rather than looking like a bicycle with some bits bolted to it, the S5 has been designed from the ground up to look almost seamless.

The signature Vanmoof integrated front and rear LED lights give the bike a sleek and sophisticated look, while the battery that powers the bike is cleverly hidden inside the frame – something that Vanmoof was first to market with many years ago, and that which a myriad of competitors have now adopted since. There’s no clunky computer sitting atop the handlebars either – there’s not even a basic control unit on the top tube, as some of the more ‘considered’ ebike designs tend to feature.

Despite how minimalist the S5 appears, it’s actually crammed with smart features, so bear with me – this section is going to take some time to get through.

The main controls are located on either side of the handlebar, easily accessible with your thumbs while you ride, and visual feedback – whether that’s the battery state, power level and more – is delivered via a pair of integrated LED rings that wrap around the bars. Usefully, the bike’s built-in speaker, which also doubles as an alarm, makes a sound to indicate different functions, such as when the bike is turned on or off.

It’s all very futuristic-feeling, but in practice quite uncomplicated thanks to how intuitive it is to use. By default, the main button on the left side turns the bike on (by holding down), activates the electronic bell with a single press, and allows you to unlock the bike (through a combination of button presses), while the main button on the right side of the bars activates the Boost function, giving you an extra kick of torque.

A smaller button underneath either control point enables you to activate the built-in indicators – yes, you heard that right. By holding down for roughly a second you can ‘indicate’ your intentions to other road users, with sequentially-flashing LED rings on the bars acting as the front indicators, while at the rear the LED light housed at the back of the top tube flashes on one side or the other. The flashing is accompanied by a relatively loud tik-tok sound, much like the one you’d get inside a car.

The lack of information in front of you is quite refreshing, allowing you to get on and ride, but the S5 does come with an SP Connect mount on the stem, meaning you can attach your phone (with a compatible SP Connect case) and use it for route navigation. Or you can open the complimentary Vanmoof app and, once connected to the S5 by Bluetooth, you can check your bike riding stats on the fly, as well as adjust a variety of settings such as power, lights, and even the type of sound you want the electronic bike bell to make.

Off the bike, the app gives you access to a pretty comprehensive array of settings to play with, allowing you to delve in and customise things like the automatic E-Shifter gear changes; unlock the bike using the app; and check the charge status.

One of the most intriguing features of the S5 is the tracking tech built in. This isn’t actually a new thing – the first generation bike came with tracking built in after all – but what is new is compatibility with Apple’s FindMy, allowing you to add the S5 to the FindMy app and check its location at all times, along with all your other precious trinkets.

On that note, the S5 has a variety of preventative measures in place to stop someone from taking your bike, as well as some counter measures that can be put into action if the bike is stolen. First of these is a Kick Lock: a small button integrated into the left-hand chain stay which activates the rear wheel locking mechanism and built-in alarm when you kick it. Cleverly, the S5 also features anti-theft nuts and bolts, preventing anyone from removing the seat post, handlebars or wheels without the included locking nut or toolkit.

If anyone moves the bike while locked it sounds a warning alert, followed by an ear-splitting alarm if that’s ignored. You can also remotely disable the bike through the app. Given the bike weighs a pretty hefty 23kg, that’ll deter most thieves, but ideally you’d use a proper physical lock if you were leaving it for any amount of time not in sight.

If all else fails, the built in GPS and GSM tech allow you to track the bike – either in the Vanmoof app, or using the previously mentioned FindMy app.

As I mentioned earlier, the S5’s battery is cleverly hidden inside the frame, a 487Wh capacity unit that’s mated to a hub motor that drives the front wheel. When you pedal, a torque sensor automatically adjusts the power output according to how easy or hard you’re riding. At the rear wheel hub you’ll find a three-speed E-shifter connected to a somewhat rudimentary chain drive which comes with a cover to protect your legs from oil transfer. Handily, a small port at the back of the cover allows you to drop some lube onto the top of the chain to keep it topped up.

The party piece of this system is it automatically changes gears as you ride, going up or down to suit your speed, and depending on how flat or hilly the terrain is. This can be further customised in the app, either using several presets to adjust the speed at which the gears change, or you can fully customise this to your exact needs. It’s really rather clever, and due to the gears being contained inside the hub, they will never need adjusting.

On the analogue side of things, the S5 features hydraulic disc brakes, chunky 2.0-inch tyres wrapped around 27.5-inch rims, black alloy mudguards with integrated tails (for less spray in wet weather), and the riding position can be configured to suit thanks to the adjustable seat post and handlebar height . Adjusting the cockpit height is pretty easy if you know what you’re doing (Vanmoof has video tutorials to guide you through), simply by adding or removing shims (included in the box) underneath the one-piece stem-handlebar.

If you do decide to tinker with the bike at any point, Vanmoof handily includes a pretty comprehensive kit with the bike when it arrives. This includes all the tools you’ll need to make adjustments, as well as a small pump that you could carry with you, spacers to adjust the handlebar height, a neat little bottle of chain oil, and finally – the battery charger.

At this point it’s worth mentioning that the S5 is built with a lot of proprietary components, meaning that if something goes wrong, or you just need to do some kind of maintenance, it won’t be as easy as a bike with a more conventional design. In some cases, you won’t even be able to take it to a regular bike shop to deal with it – rather, you’ll have to head to a Vanmoof-authorised shop where they will not only know how to fix a problem, but will have the parts on hand, or at least be able to get them in quickly. At present in the UK, there are only a handful of these shops, and most of them are based in the south, so that’s definitely something you should consider if you’re thinking of buying the bike.

Performance

Given the level of tech going on with this bike, you might wonder if the S5 is all talk and no trousers, but after several months of testing, using the bike almost daily, I can assuredly tell you that’s not the case. In fact, it’s quite the opposite – the S5 rides like a dream, and there are several key reasons why it’s so good.

Though the bike weighs a pretty hefty 23kg, it’s not actually that heavy as far as tricked-out ebikes go. I’ve ridden lighter examples, such as the Ampler Kurt, and much heavier ones, such as the Moustache Mardi. It certainly doesn’t feel like a heavy bike on the move, and the extra weight actually helps the S5 feel rock solid to ride.

There’s no twitchiness in the steering feel – it’s smooth yet nimble enough to easily manoeuvre around obstacles in a tight space. The swept-back handlebars give you a more uptight, relaxed riding position and feel well suited to city riding. The brakes are meaty though progressive in their application of stopping power.

There’s no suspension going on here, but the S5 is still pretty comfy to ride, helped by that squishy but supportive seat, and the ability to adjust your riding position depending on your size or your needs. I’m 6’4” with long legs and found that with the handlebar in its highest position meant that I could sit on the bike without feeling bent over – shorter folks might find the bike just right with the bars in their original position. The bike is designed to work for people from 5’5” to 6’9, which I’d say is just about right, though just shy of 7’ might be pushing it a little, in my long-limbed opinion.

The chunky tyres also help to reduce a lot of the buzz from the tarmac, offering decent grip and confidence – even in wet weather. They’re not branded tyres, as I would normally expect from a premium brand, but they work fine, and you can always replace these at a later date with better-quality rubber if you so wish.

In terms of power, the S5 just flies along, though thanks to the torque sensor the power delivery is nice and gradual (unless you stomp on the pedals). Even though three gears might not sound like much, in mixed urban riding it’s plenty enough – on flats you can cruise along at the maximum assisted speed limit of 15.5mph comfortably, and the bike has enough range to enable you to get up even tricky hills without worry.

As I mentioned earlier, you can tweak the gearing to suit your style of riding, or the route you like to ride, which is something I’ve not come across on any other ebike before, and it’s a bit genius. If there’s a certain hill where the bike wants to change up a gear too soon, or a flat section where you’re spinning out, then you can adjust it to perfection, and it’s super easy to do in the app too.

The boost button is one of my favourite aspects of the bike, giving you that extra nudge of torque up hills to the point where you’re flying along much faster than you’d ever expect to be. It almost feels a little bit like cheating, but just to reiterate – the S5 is perfectly road legal because you’re only boosting the torque, not the 250W power output of the bike.

The only negative I can think of on the electric side of things is that although there are four power levels to choose from, I usually kept to the highest power output to make things easy enough. Below power level three, you definitely notice the bike’s weight, and you have to pedal that bit harder to compensate. With the power on its highest setting I was able to get around 30 miles to a charge, not far off Vanmoof’s stated figure. It’s not that much, but if you’re only riding a few miles to work and back, it’s not a big deal. If you do want to go a bit further, Vanmoof reckons the S5 is capable of up to 87 miles in the lowest power mode.

Whatever you choose, the charge time of 2 hours and 30 minutes from empty to 50% is pretty decent, while 6 hours and 30 minutes will get you fully charged, so you could easily do it over night and have it ready to go in the morning.

In terms of night (or even day) riding, the built-in lights are plenty powerful enough to light the way, even on unlit paths, and crucially – they don’t blind other road users. A minor niggle is that although the built-in indicators are a brilliant idea, I am not sure how useful they actually are in the real world, given they’re not that noticeable, and other road users probably aren’t expecting them anyway. Subsequently, although I used them often, just because I could, I also supplemented them with a gesture of my arm too.

Verdict

There’s nothing else out there like the Vanmoof S5 – some other ebikes come close, but the S5 just feels like a really slick product from start to finish. I’m sure some other ebikes are better from a riding proposition, either in terms of their level of comfort or the power delivery of their electric motor, but as an overall riding experience the S5 wipes the floor with it.

I’m a big fan of the way everything is neatly integrated into the bike, in terms of the lights, the controls and all the additional smarts that give you a high level of customisation over the bike. It’s also a comfortable, easy to ride bike, helped largely by the automatic gear system. You’ll never have to adjust the gears, and the chain guard means you won’t have to maintain the chain either (in theory), so you can just get on and ride the bike.

It’s not a cheap bike, but it does feel like you get a lot of bike for your money. As urban commuter or leisure bikes go, I’d highly recommend the S5.

Also consider

Although I’ve not personally tested it, the BMC 257 AMP AL TWO is a solid alternative, with a similarly appealing design, a capable Bosch motor, a wider range of gears and a comfortable ride. It’s an expensive bike, mind, more so than the Vanmoof S5, but the high-quality Bosch system does tend to push the price of e-bikes up considerably (for good reason).

At the cheaper end of the urban e-bike spectrum is the Velotric T1, which retails for just $2,199 (about £1,750), offers funky looks, some smart features and a decent overall ride. The only issue appears to be availability of the bike in the UK, which seems to be pretty… nonexistent. It’s even out of stock on the US website. Personally, even if you could get hold of one I’d be concerned about UK after-sales support.

I enjoyed my time with the Fiido C21, so when the brand reached out to try its 2024 Red Dot Award winner Air model last August, I thought I might as well take this super-light electric bike out for a spin.

Weighing under 14 kilos, the Fiido Air is one of the sleekest-looking e-bikes I have tried recently. In fact, it’s so slender that it passes as a push bike from the distance. Once you take a closer look, you notice the buttons and rear hub, suggesting the Air is, in fact, an electrically-assisted two-wheeler.

The bike features quality components and sports a maintenance-free belt drive. It also has built-in lights and a lightweight carbon frame. One thing you won’t find, no matter how hard you look, is a display. The company decided to delegate this function to a smartwatch included in the box in order to maintain the sleek look of the Fiido Air.

Was it a good idea to remove the display from the bike? How does the gearless belt drive setup perform? What’s the Fiido air best for? I’ve been riding the bike for a few weeks, and I think I’ve got all the answers. Let’s get going.

Fiido Air review

Price and availability

The Fiido Air was announced in 2024 and is available to buy not at Fiido US and Fiido UK for the recommended price of $1,799 USD/ £1,636 (approx. AU$2,896). Fiido doesn’t have an Australian site, so you can’t order the Air directly from the brand there. The company mainly sells directly to customers, but a few smaller third-party retailers also seem to stock the bike. The Air comes in only one colour, which is a silvery-green shade.

Specifications

• Weight: 13.75 kg/ 30lbs (medium frame)
• Max user weight: 120 kg
• Range: up to 60km/ 37mi (in Normal mode)
• Charging time: TBC
• Breaks: Hydraulic disc brake
• Gears: 1 (belt drive)
• Peak power: 250W

Design and build quality

The Fiido Air is an ultra-lightweight electric bike that, from a distance, looks like a standard push bike. The integrated 208.8Wh battery sits hidden inside the slender frame, and the bike has no display, either. The two buttons are the only things that give away the electric nature of the Fiido Airt.

The IP54-rated carbon frame comes in three sizes (medium, large and extra large), with the medium weighing only 13.75 kg (approx. 30lbs). Even the seat post is carbon to keep the weight down. The cockpit is clutter-free; you won’t find any buttons, shifters or any other instruments on the handlebar.

The brand opted for a Gates Carbon Drive CDN system to further emphasise the minimalist look and feel of the Fiido Air. This low-maintenance option ensures your trousers won’t get oily and makes the e-bike look even slicker. As a result of the belt drive, the Fiido Air has one gear only, which isn’t an issue for a commuter model.

The bike is equipped with SHIMANO BR-MT410 hydraulic front and rear brakes with enough stopping power to slow down an 80kg/ 176lbs rider promptly (the rear wheel skidded slightly when I slammed the brakes at one point). The levers are calibrated and ready to go straight out of the box.

The 250W, 35NM motor has three assist modes and is paired with a rear Mivice torque sensor, which I found smooth and quiet. You only really get a low-level whirr when the assist is on. The slimline Velo saddle is comfortable enough for your riding position. The built-in lights are a nice touch.

Performance and ergonomics

One thing is for sure: the Fiido Air rides well. The lightweight chassis is agile and feels nimble, which makes commuting fun and engaging. The built-in lights provide added visibility on the road and, in my experience, don’t sacrifice range, which is around 60-65 km (37-40mi) in Normal mode.

Now, on to the bad bits. As mentioned above, the company opted for a displayless setup, delegating this function to the Fiido Mate smartwatch. The Mate is a simple wearable that can function as a standalone smartwatch, but when paired with the Fiido Air, it serves as an external display. You can only use Fiido app to lock and unlock the bike, turn on the lights and track rides. Plus, you can also locate the bike using the app.

I have to say this: the watch display is a terrible idea. For one, you have to raise your wrist to see your stats, which means you’re letting go of the handlebar. This is inconvenient at best and dangerous at worst, especially if you’re riding in traffic.

The Mate’s raise-to-wake functionality is clunky, making things even worse. Plus, even though you can change assist modes on the watch, that would require you to let go of the handlebar completely, and I don’t have to explain how dangerous that is.

Worse still, I can’t see anyone swapping their Apple Watch for the Fiido Mate just so they can ride the Air better. I also can’t imagine people donning two watches for the same reason. And to add insult to injury, you’ll have to charge the Mate separately from the Fiido Air!

The app doesn’t help much, either. Even though the interface is clutter-free, the functionality is limited to the level that it almost makes app-control redundant. I’d expect to see a lot more details about the bike in the app, like the exact battery level and which assist mode the bike is in.

Of course, a fingerprint scanner/ button on the frame enables you to see this, but it’s hard to tell whether you’re looking at assist levels or battery status. The coloured LED ring around the button displays both, but I found using it incredibly unintuitive. The fingerprint scanner doesn’t seem to work in the first place, and the colour for no assist and Sport mode seems to be the same.

Even if I could tell how charged the battery is, it only gives you this information in brackets (e.g. 61-80%). There is a big difference between 61% and 80%, which means you might end up charging the bike more often than necessary just to be on the safe side. I wish the battery percentage would be displayed at least in the app.

An alternative solution would be to have a cradle integrated into the handlebar for the smartwatch, but then it wouldn’t be ‘minimalist’, would it? Truth be told, the argument to remove all (user-friendly) control from the bike sounds like a cost-reducing tactic rather than an aesthetic choice.

A built-in, flush LED screen wouldn’t damage the sleek image of the bike (see also: Himiway A7 Pro), but it would increase the cost of making the bike. That slender carbon frame must cost a pretty penny, which means Fiido had to find other ways to manage cost. Otherwise, the Fiido Air would have been more expensive, and I don’t think the brand is ready for a statement bike like that.

Verdict

I really rooted for the Fiido Air. The bike has every right to be one of the best affordable electric bikes, but the display situation significantly hampers the riding experience (not in a good way). If you’re planning on getting the bike, make sure you add a Fiido Phone Holder to the basket, which isn’t a perfect solution, but at least you might be able to see some data where you’d expect to see them – on the handlebar.

Minor tweaks would have made all the difference with the Fiido Air, which is why I’m so sad. Adding a rocker to change assist settings would have been great. And instead of the LED ring, maybe a small LED strip with five blocks to see the battery level better. I’m not a product designer, but neither feels like a huge cost or engineering problem.

All that said, you still get a whole lot of bike for the money with the Fiido Air. I’m sure some will be swayed looking at those specs and price and won’t care about the display. I wish I could do the same.

Also consider

The Tenways Ago X is a solid alternative, particularly for those who want more power, better hill-climbing ability, and built-in usability features. Read Mark's full Tenways Ago X review.

Specialized Turbo Vado SL 5.0 is a premium hybrid e-bike that balances power, comfort, and range, making it an excellent commuter for those tackling hills. Read Duncan's full Specialized Turbo Vado SL 5.0 review.

From the historic town of Stratford-upon-Avon, famous as the birthplace of William Shakespeare, British bicycle manufacturer Pashley has launched the Roadfinder Collection, a versatile lineup blending artisan craftsmanship with cutting-edge design.

Central to this release is the Roadfinder E, a stylish electric bike crafted to excel in everything from urban commutes to adventurous bike-packing journeys.

Hand-built in Pashley’s Stratford-upon-Avon workshop, the Roadfinder E boasts a high-performance Mahle X20 motor paired with a Reynolds steel frame.

Its lightweight build, starting at just 13.2kg, ensures riders can tackle challenging terrains or enjoy a leisurely road ride with equal ease.

The bike’s endurance-focused geometry and integrated carbon fork make it a standout option for anyone seeking a versatile electric bike with a touch of British elegance.

Pashley’s new collection doesn’t stop with the Roadfinder E. It includes both electric and traditional options for road and gravel enthusiasts, such as the Roadfinder X for off-road adventures and the Roadfinder X E, which pairs gravel-ready specs with electric assistance.

Each model is offered in three vibrant colourways – Azur Blue, Oak Green, and Rich Burgundy – underscoring Pashley’s commitment to aesthetics and performance.

CEO Andy Smallwood described the Roadfinder project as "the Swiss Army knife of bicycles," ideal for conquering multiple terrains while showcasing Pashley’s nearly century-long legacy of hand-crafted excellence.

The Roadfinder Collection starts at £1,595/ $2,295/ AU$3,495 (Frame Set) and is available now at Pashley. With Stratford-upon-Avon’s heritage woven into its design, the Roadfinder E offers a ride that’s as timeless as the town itself.

At this year’s CES show in Las Vegas, Segway finally released its first e-bikes. Famous for its two-wheel self-balancing transport and, more recently, some of the best electric scooters, Segway's e-bikes have been teased for over a year but are now finally coming to market.

There are two models available: the Xafari and the Xyber. The Xafari has a more traditional electric bike design with a low unisex crossbar and a handy rack on the back, while the Xyber looks more like a motorcycle. In fact, the first thing I thought of when I saw the Xyber was the Maeving RM1 electric motorcycle we tested a few years ago, which, I have to say, is a huge compliment to the Segway.

I loved the design of the Maeving RM1 – and the more powerful RM1s – and while the Xyber is by no means a copy, it has that same classic motorbike styling. With its chunky multi-surface tyres, the Xyber is designed to be used off-road. It features broad motorbike-style handlebars and front suspension forks, a flat top with a long comfortable seat and a big rear mudguard. I also love the illuminated X on the front as part of its branding.

The only hint that the Xyber is an e-bike rather than a full-on motorcycle are the pedals and chain, allowing it to be powered by your feet, or at least an assisted pedal. The Xyber and Xafari have both pedal-assist and throttle power, so while you can use the pedals here, you can also just turn the throttle, as you would an electric scooter or motorised scooter.

There are 12 levels of power assist on the pedals, to take you from almost pure leg power to a light touch, and three throttle modes (eco, sport and race). Both sport and race will take you up to full speed, but the race mode will so so much faster.

The Xyber certainly looks the part, but it also has the specs to match. Thanks to its 1440Wh battery will produce 120Nm of torque and 3000W of power. Add a second battery and that increases to 175Nm torque and 6000W of power. In race mode, it will do 0-20mph in 2.7 seconds and a top speed of 35mph. Plus, with both batteries on board, you get a maximum range of 112 miles – slightly less if you drive it in race mode.

I got to try out the Xyber – and its Xafari cousin – at a special track Segway had created in Las Vegas. The first thing I noticed is that the bike is seriously heavy. It weighs in at 138lbs (62.6kg) with a single battery or 165lbs (74.8kg) with two batteries on board. It’s chunkier than your average e-bike too, so when sat pedalling, it can feel a bit like a bus to turn. However, once you build up a bit of speed, or use the throttle, it becomes far more agile.

I took on one of Segway’s latest super scooters, the GT3 on a lap race, and while I could match its speeds on the straights, I definitely didn’t have the same corning ability. I think while it’s nice to have the pedals on the Xyber, most users will stick to that throttle power. That’s certainly where the e-bike is the most fun.

There’s plenty of tech on board the Xyber, too. Segway’s Intelligent Ride System 4 provides a new Airlock system which activates both an electronic and mechanical lock when the kickstand is put down and unlocks as you return to your bike, via a Bluetooth signal from the app on your phone.

It also features a 2.4-inch display for the speed and ride information, plus a new scroll wheel for the power levels and dial for the throttle settings. It’s a very neat set of controls placed right at your thumbs and also features on some of the new high-end scooters.

So what’s the downside? Well, as the Xyber is so powerful it’s not allowed on public roads – even in the US, where e-bike restrictions are considerably more lenient. So the Xyber can only be used off-road (officially) on dirt tracks and private land.

Segway is planning to release a road-legal version of the Xyber later this year. However, this will be a lot less powerful, with a top speed of just 20mph and just a 750W motor like the Xafari. Unfortunately, even this version is unlikely to make it to the UK, as rules require a maximum of 250W with a 15.5mph limit, plus power assistance by pedalling only.

As with electric scooters, in the UK these throttle-powered e-bikes can only be used on private land. For anything else, you’ll need road tax and insurance. If that’s what it would take to get the Xyber on UK roads though, I’d happily do it. If more e-bikes looked and drove like the Xyber, there would be a lot fewer cars on the road.

The Segway Xafari is priced $2399.99 (around £1960 / AU$3900) and the Segway Xyber is priced from $2999.99 (around £2500 / AU$4880) or $3799.99 (£3100 / AU$6200) for dual battery model. Both are available to preorder now in the US.

Urtopia has unveiled the Quark DM 1.2 electric bike motor, a tiny titan that debuted alongside the groundbreaking Titanium Zero e-bike at CES 2025.

Titanium bikes are all the rage right now. From No. 22's 3D-printed Reactor Aero to Ribble’s Allroad Ti, the cycling world is seemingly obsessed with the material.

It’s no surprise, though. Known for its remarkable strength-to-weight ratio, titanium is significantly lighter than steel and more robust than aluminium.

Urtopia’s Titanium Zero bike takes full advantage of this high-performance material with a 3D-printed titanium alloy frame that’s as sleek as strong.

We don’t know all the specs of the new electric bicycle, but we do know that it weighs an astonishing 10.8 kg (approx. 23.8 lbs), including a semi-solid-state battery (offering a remarkable energy density of 300 Wh/kg) and Urtopia’s own Quark DM 1.2 motor.

The motor itself is quite extraordinary. Weighing less than 1.17kg (2.6 lbs), the Quark DM1.2 offers a maximum torque of 65 Nm, a high-precision torque sensor and a dynamic magnetic encoder for smooth assistance.

The innovation doesn’t stop there, either. Utopia included its localised GPT in the Titanium Zero, which not only provides voice prompts but also serves as an anti-theft system. Plus, it seamlessly integrates with Apple Watch and Strava and even plays music using the built-in Bluetooth speakers.

Will the Urtopia Titanium Zero revolutionise electric bikes with its lightweight motor and GPT integration, or will it stay a niche offering? We’ll have to wait and see.

The OG Urtopia e-bike didn’t blow us away, but three years is a long time, and the specs for the new bike look promising.

Price and availability TBC. You can check out the bike at CES 2025 by visiting booth #53852 at the Venetian Expo. Head over to Utopia for more information on the Titanium Zero.

Most famous for its self-balancing micro-mobility machines, Segway just announced its first-ever electric bikes in the form of the Xyber and Xafari models, which debuted at CES 2025.

The meatier of the two, Xyber, is more than an e-bike – it’s a lightweight electric vehicle (LEV) that exudes power and style. With a 6,000W direct-drive motor, this beast rockets from 0 to 20 mph in just 2.7 seconds. Its dual-battery setup provides up to 112 miles of range, making it perfect for commuting and leisure trips.

Moto-inspired with an inverted dual-crown fork, 110mm of front suspension, and massive 20x5.0” tyres, the Xyber is built for adventure. Key features include adaptive pedal assist with 12 levels, Intelligent Ride System with GPS tracking, Apple Find My, and IoT integration, 2.4” TFT display for navigation and real-time metrics and Tektro hydraulic disc brakes and IPX7 water resistance.

As an unclassified product, Xyber is not intended for use on public roadways or bike paths. The unclassified Xyber now features up to 175 Nm max torque, up to 6,000 watts of peak power, and a top speed of 35 mph in its dual-battery configuration.

The brand confirmed it’s already working on the Xyber “2”, which complies with the federal Class 2 e-bike designation and includes additional safety features for on-road use – expected to launch in Q2/Q3 2025.

The Xafari takes a different approach, offering a modern twist on the classic step-through frame. Designed for all skill levels, this all-terrain cruiser delivers comfort and adaptability. With a range of up to 88 miles, a removable 936Wh battery, and adjustable geometry, the Xafari ensures a comfortable, smooth ride.

Sporting 26x3.0” tyres and a suspension system tailored for any terrain, the Xafari is also equipped with thoughtful touches like an adjustable height seat, in-frame storage bags, and integrated smart display functionality.

The bike is also equipped with Class 1, 2, or 3 e-bike settings, adaptive pedal assist and throttle-only mode, integrated phone holder and USB charging ports, as well as Tektro hydraulic brakes and FlashCharge technology for quick recharge.

Both bikes leverage Segway’s Intelligent Ride System, which integrates advanced technology to make riding smarter and safer. This system includes AirLock Security for proximity-based locking and real-time alerts, dual-component GPS tracking with high-frequency updates, adaptive assistance that adjusts power output based on terrain and rider effort, and connected control features like OTA updates, health app syncing, and an intuitive scroll-wheel navigation system.

Segway’s Head of E-Bike, Nick Howe, encapsulated the innovation behind these bikes: “You don’t have to consider yourself a cyclist to feel the freedom and joy of two wheels. With features like our Intelligent Ride System, we’re empowering both new riders and dyed-in-the-wool cyclists to simply ‘ride better.’”

The Segway Xyber carries a price tag of $3,000 (approx. £2,391.99/ AU$4,777.98), while the Xafari will retail for $2,400 (approx. £1,913.59/ AU$3,822.39). Pre-orders are now open at Segway for delivery starting in February 2025, and attendees at CES can get a first-hand experience at Segway's booth (North Hall Booth #8529) in Las Vegas.

The Wahoo Elemnt Ace is the latest cycling GPS computer from Wahoo. Sporting the largest screen ever seen on a cycling computer, it aims to bring the fight to Garmin and Hammerhead whose Edge 1050 and Karoo 3 respectively have had the premium end of the market sewn up in 2024. Alongside the huge screen, the Elemnt Ace claims a 30 hour battery life and a wind sensor to hopefully edge out the competition.

I’ve put nearly 500km on the device, riding my local routes and gravel in far flung corners of Scotland testing everything from navigation to training tools to see if the Elemnt Ace deserves pride of place on your handlebars. Spoiler alert, it doesn't at the moment but with software updates it could become a powerhouse.

Wahoo Elemnt Ace review

Price and availability

The Wahoo Elemnt Ace costs £549/ $599.99/ AU$999.95 and is available now from Wahoo UK, Wahoo US, and Wahoo AU.

Design and build quality

Measuring 3.8”, the Wahoo Elemnt Ace's display is wider and a touch taller than the Edge 1050 and considerably larger than the 3.2” on the Karoo 3. I found the screen to be quite disappointing, though. Peak brightness is noticeably less than that of the Garmin or Karoo 3, which makes it tricky to see in anything but bright sun. I also found it to be the least responsive of the three, something which was very noticeable, having driven a Karooo 3 daily for the past six months.

The overall size of the device is also huge It’s considerably larger than the Karoo 3 and Edge 1050 and feels it, too; the Elemnt Ace weighs 208g. For context, the Karoo 3 weighs 118g, and the Edge 1050 is 161g. The size and weight will likely cause some issues for those with integrated computer mounts; I found even the metal mount that came in the box occasionally slipped when riding over rough terrain.

Wahoo opted to retain its traditional button layout, so you can still navigate the device with gloves on, which is very welcome. The line of LEDs across the top of the screen has gone, though. These could display navigation prompts or a visual indication of power and heart rate zones.

Wind Sensor

One of the most interesting features of the device is the inclusion of a wind sensor, something that has never been seen before. There was much speculation about what the data could be used for pre launch, could this be the start of affordable aero data, could riders see with aerodynamic drag (CDa) in real time?

Unfortunately, no. The wind sensor feeds data into Wahoo’s Wind Dynamics metric, which essentially tells you whether you're riding into a headwind or tailwind and how drafting will affect you. Aside from usually being well aware of whether I'm riding into a headwind or when I’m drafting, the way the data is presented baffles me.

The Elemnt Ace measures the airspeed vs groundspeed to determine the effect of the wind; however, this effect is not displayed as clearly as I think it should be, as it shows the raw figure for airspeed against a coloured backdrop that ranges from blue to red via green to indicate ‘AirBoost or AirDrag” as Wahoo put it. I would much prefer the data field to display the windspeed relative to my speed to determine the speed of the wind.

For example, if I’m riding at 35kph and the windspeed is 25kph, I want the computer to tell me I’ve got a 10kph tailwind rather than having to work it out in my head. Instead, the Elemnt Ace displays a colour that relates to a wide window of airspeed. This then still boils down to the fact that if the headwind is strong enough, then I’ll certainly be aware of it.

If Wahoo can bring some additional functionality, such as measuring wind direction and overlaying this onto your active route to indicate when you'll have a headwind, then I can see this being a very useful feature, but currently, it’s a bit of a gimmick.

Mapping

Having grumbled and moaned about the whopping size of the Elemnt Ace, the mapping and navigation does make up for it. The maps look beautiful, they’re colourful and packed with detail without being overwhelming. The shape of the screen is wider than the Karoo 3 and Edge 1050 so theres more peripheral vision on the map which does make a difference. Navigation is excellent too, with chevrons marking the route which also makes it easier to work out which way the route is going if it crosses over for example. The chevrons also change colour to indicate climbs and how severe they are which is a nice touch. Load up a route and you can choose between a map and cue sheet. Turn by turn navigation on the map is rich with information such as road names and distance to turn. It's also possible to display different layers on the map such as points of interest, road names and custom waypoints.

However it’s at this point things start to fall apart. Again. It’s currently not possible to sort routes on the device, they appear to be default sorted by date added which isn’t the worst way to sort but why is alphabetical or distance or elevation not an option to sort by?

The Elemnt Ace offers on device routing and you can add saved locations to quickly and easily generate routes to regularly visited locations.=, but it’s not possible to give these places custom names like ‘home’ or ‘cafe’, instead it uses the road name as the title. It’s not a deal breaker but why can’t I rename them?

The Elemnt Ace can pull routes from a number of sources such as Strava, Komoot, Ride with GPS and many others, as well as from the Wahoo App but more on that shortly. The device can connect to WiFi so automatically syncs with your route platform of choice which I found to work quickly and reliably.

App Dependency

Both Hammerhead and Garmin offer a companion app that makes loading routes onto their respective devices much easier, along with a host of other features. However, I’ve found the Elemnt Ace to be overly dependent on the Wahoo App. On-device settings and customisation are limited, and the app is needed to change data fields and settings, which I found to be infuriating.

On a few occasions, I rode along and wondered how much climbing remained on my route, what temperature it was or when the sunset was. I could delve into the settings and add the relevant data field in a few taps on a Garmin or Hammerhead device. On the Elemnt Ace, I had to pull out my phone, open the Wahoo app, confirm the device was connected via Bluetooth and then add the data field. Why do I need to use my phone? Just let me do it on the device!

The Bell

One of my favourite features on the Elemnt Ace is the bell. It’s so simple and yes I know garmin has had this feature but it’s something that's genuinely really useful.

Bugs and glitches

As one might expect with any new piece of technology, there will always be teething issues, but the Elemnt Ace feels like it’s still in late-stage testing.

There are a raft of software updates scheduled for early 2025, which will introduce Strava Live Segments and LiveTrack, as well as UI and UX tweaks to enhance the overall experience.

One thing that really irritated me was the elevation page, which has an elevation chart. On the front of the box, this shows the entire route, but on the device, there is no way to show the elevation of the full route; instead, it's restricted to 2km. It’s a small thing, but to me, it shows that Wahoo has rushed this device to market.

I had a few issues with sensor pairing. Unless the sensor was powered on before switching the Elemnt Ace on, it simply wouldn't connect. I also found that it would only connect to a maximum of two sensors most of the time. I can’t confirm whether this was caused by the sensors not being switched on when the device was booted, but it was frustrating nonetheless.

Verdict

On paper, the Elemnt Ace is the ultimate cycling computer: it offers mighty battery life, a huge screen, and excellent navigation. Delve a little deeper and spend some time riding with the device, and that perception shifts. In my opinion, it’s too big.

The front of the device is almost level with the hoods. The screen isn't as responsive or bright as the competition's, the wind sensor is little more than a gimmick, and parts of the software feel half-finished.

Excellent mapping and navigation go part way to clawing back some brownie points, but unfortunately, not enough. Until Wahoo refines the Elemnt Ace with software updates, I’d steer clear.

Also consider

The Hammerhead Karoo 3 is my personal favourite of the latest generation of cycling computers. At £449, it has a beautiful screen and a smaller form factor, and I’ve found it just works when I need it. For those embedded in the Garmin ecosystem, the Edge 1050 is hard to beat for features, and if you need ultimate battery life, then the Edge 1040 Solar is unparalleled with 30 hours of battery life, up to 90 hours in battery saver mode.

Indoor training used to be a necessary evil for anyone looking to get a head start on the next cycling season, clamping your bike into a turbo trainer and thrashing away in front of a screen (if you were lucky).

Just over 10 years ago, indoor riding consisted of blindly riding along with no structure or attempting to follow a vague interval plan where efforts were based on your heart rate of perceived exertion. Power metres were still very much in their infancy and reserved for pros or those with deep pockets.

Then, this thing that looked like a video game appeared and promised to revolutionise indoor training with a virtual world teeming with other riders, races and structured workouts to help while away those dark winter months.

Since Zwift’s arrival on the scene, a host of other indoor training platforms have been developed, such as Rouvy and MyWhoosh. These platforms all claim to offer a slightly different indoor riding experience, but which is best, and which should you invest in to get the biggest headstart for the new season? I’ve spent loads of time on the turbo trainer to see which is worth your cash.

What you need to get started

You can ride in any of these indoor training programs to varying degrees. The most basic requires a dumb turbo trainer (a dumb trainer only generates resistance and does not measure your power output) and a power meter. This setup is a great starting point for indoor riding, but the rider has to alter the resistance manually, either by changing gears or changing the resistance on the trainer.

The mid-tier setup uses a smart trainer, such as Zwift Ride. These trainers have built-in power metres and allow the training program to alter the resistance automatically. This means the trainer can simulate gradients or hold a specific power in structured workouts.

The money-no-object setup combines a smart trainer with some other connected accessories. I’ve been riding the Wahoo Kickr Move, Kickr Headwind Smart Fan, and Kickr Climb, which lifts the front of the bike up to simulate climbing. It's a very immersive setup that is as close as it gets to riding outside but is by no means necessary for indoor riding.

The final piece of the puzzle is the indoor training software itself. Zwift is the original and has developed into a multi-world indoor riding paradise, but there are other platforms vying for a piece of the pie. In recent years, Rouvy and MyWhoosh have developed into great alternatives that offer something a little bit different from Zwift.

Zwift features over 2000km of virtual roads to ride. Some are entirely fictional, like the island of Watopia, but some are based on real locations, such as the World Championship locations of Yorkshire and Innsbruck or other iconic cycling locations, such as the Champs Elysee and Alp d’Huez.

These locations provide the backdrop to what is arguably Zwift’s strongest feature: the community. Whatever the time of day, there are always plenty of other riders out on the virtual roads to ride with. A near-constant schedule of group rides at various speeds means there's always something to commit to, as well as a packed schedule of racing for the more competitive riders.

If you're looking for structured workouts and training plans, Zwift also has you covered with plans and workouts that focus on everything from sprinting to building your FTP. It’s also possible to build custom workouts if nothing fits your requirements. Zwift is an incredibly well-rounded training platform, but the one downside is cost. At this price point, it is expensive for casual use, but if the weather outside is foul, then I’ve found it to be good value for money as I wouldn't otherwise ride at all.

Everything is getting more and more expensive these days, so when MyWhoosh appeared on the scene offering a completely free indoor training platform, it was a breath of fresh air. Just because it’s free, though, doesn't mean the platform scrimps on features.

Whereas Zwift lets riders choose from a range of themed courses, both fictional and real, MyWhoosh uses accurate recreations of real-world locations. Current locations include Arabia, Columbia, Australia, Alula, and Belgium, which offer a good range of roads to ride.

All the locations feature real-world routes, such as Abu Dhabi’s Yas Marina circuit (from F1 fame) and the bergs from the Tour of Flanders, but there are some fictional routes to keep things interesting.

The training tools in MyWhoosh have been developed by the coaches from UAE Team Emirates, so if they're good enough for Tadej Pogacar, then they're probably good enough for us mere mortals. Plans include discipline-specific programs for road racing, climbing, and time trialling, among others, as well as broader programs designed to build your FTP or lose weight.

Group riding suffers a little compared to the competition. With fewer riders on the platform compared to Zwift, the environment can feel a bit sparse at times, but plenty of Bots roam the courses, so it doesn't feel totally deserted.

MyWhoosh is the official platform for the UCI Cycling eSports World Championships but only hosts a handful of races a week, meaning there's much less opportunity to jump into a race than on Zwift.

It feels harsh to pick holes in a completely free platform and to be honest; there aren't many flaws. If a lack of community doesn't bother you, MyWhoosh is an excellent choice for getting the miles in.

Rouvy takes another approach to realism, blending the real and virtual worlds to create a hugely immersive riding experience. The environment you ride in is a real-world location with a huge range of options, including the epic climbs of the Tour de France, Norway, Columbia, and Iceland.

There is a huge range of routes, in excess of 300, with more being added. The videos of the routes are then augmented with your virtual avatar, which speeds up and slows down as you change your effort. The immersion is so deep that pedestrians and vehicles move on the roads as you ride, which makes it feel very realistic.

As with Zwift and MyWhoosh, there's a suite of training plans and workouts to choose from, depending on your goals. Some workouts have been designed with pro tour coaches, including Lidl Trek and Visma Lease-a-Bike, so you can be sure you're in for a tough ride!

The community aspect is not as deep as Zwift’s, but like MyWhoosh, Rouvy can add ghost riders to the world to make it feel more populated. On Zwift, it’s common to have a group of a few hundred riders at most events, but Rouvy’s numbers are considerably lower. There’s a calendar of racing for those with a competitive streak, but again, field sizes are not as large as on Zwift.

What Rouvy lacks in community, it more than makes up for in realism. The ability to ride so many real-world routes would keep even the most trainer-averse riders occupied over the winter.

What platform is right for you?

It’s hard to overlook Zwift when choosing the best platform for you. It’s got a huge community, a steady stream of well-attended events, and plenty of kilometres of roads to explore. However, it is the most expensive of the bunch, and I don't think the realism or immersion is as strong as Rouvy’s.

If you're looking for a low-budget option, then it doesn't get better than MyWhoosh. A fully fledged training and racing platform at zero cost is amazing. If it’s realism and engagement you're after, then Rouvy is the one for you, with hundreds of real-world routes to choose from.

Indoor cycling has always been about power and stamina, but the new platform Smash is shaking up the game with a fresh take on virtual riding.

Riding the cobbled road paved by indoor cycling giants such as Zwift (which announced a ton of new software updates and even launched new hardware this year), Smash is said to combine accessible technology with an engaging, gamified experience that could make even the hardest workouts feel like playtime.

Featuring in-game steering, realistic crashes, and a stamina system, Smash gives riders a chance to tackle intense rides and boost fitness – all while having a blast.

One of the unique elements of the new platform is that, unlike other platforms, Smash sets every avatar’s functional threshold power (FTP) to the same value, meaning that everyone – from seasoned cyclists to those just getting started – competes on equal terms in races and events.

This takes the pressure off riders worried about their stats and focuses instead on skill, stamina, and strategy, giving everyone a fair chance to shine.

Riders can steer through virtual courses, avoiding obstacles or overtaking competitors, and there’s even a chance to experience the virtual version of a “wipeout” with realistic crashes!

While Smash works with high-end smart trainers, the real game-changer is the Smashometer, an affordable gadget available directly from Smash or on Amazon.

This compact device lets riders connect any indoor fitness bike to the platform, even if they’re at the gym on a standard exercise bike.

Smash looks like an ideal entry point for anyone who finds indoor cycling apps too serious or intimidating – yet it still packs the intensity to help riders get fitter and faster.

With its combination of accessibility, affordability, and interactive elements, Smash could well be the next big thing in indoor cycling.

To learn more about the platform and to sign up, head over the Smash now.

MSR is an acronym for Mountain Safety Research, but in the outdoor world it’s also generally accepted as shorthand for top-quality camping and adventure gear.

The American brand makes everything from lightweight camping stoves and cooking pots to great tents, and most outdoor enthusiasts regard their gear with respect. It’s not cheap, but it is designed and built to be used in the wilds by people who clearly get out and play in such environments themselves, and it is invariably well thought-through and highly functional.

The MSR Hubba Hubba tent has been around for over 20 years, and aside from the occasional tweak, the basic design (built around an innovative pole hub skeleton) has remained the same because it performs (and sells) well – even if it doesn’t boast the highest hydrostatic head ratings or lowest carry weight.

There are various iterations of the Hubba Hubba available now – to suit different kinds of camper, adventuring alone or in groups. The one I’ve been testing here is the version of the shelter made for those who like to go bikepacking, which comes with a tailor-made waterproof bar bag to make packing the tent on your bike extremely quick and easy.

MSR Hubba Hubba Bikepack 2 review

Price and availability

The MSR Hubba Hubba Bikepack 2-Person Tent is available now, online and from numerous high street adventure outlets, for a full recommended retail price of £590 in the UK, from $580 in the US and AU$1,200 in Australia.

Specifications

• Style: Free-standing, geodesic-dome pole tent
• Pack size: 37 x 18 x 13cm / 14.5 x 7 x 5in
• Pitched dimensions (L x W): 2.13 x 1.27m / 84 x 50in
• Interior Peak Height: 107cm / 42in
• Floor area: 2.70 sq m / 29 sq ft
• Packed weight: 1.71kg / 3lb 12oz
• Seasons: 3
• Capacity: 2 people
• Doors: 2
• Vestibules: 2
• Flysheet hydrostatic Head rating: 1200mm
• Fly fabric: 20D ripstop nylon polyether urethane & silicone
• Canopy fabric: 10D polyester micromesh / 20D ripstop nylon & C0 DWR
• Groundsheet: 20D ripstop nylon 1200mm polyether urethane & C0 DWR
• Poles: DAC featherlite NSL Green (folded dimensions: 30cm / 12 in)
• Pegs: 8 hooked needle stakes
• Pitch time: 10 minutes
• Colour: Green

Design and materials

I wouldn’t usually start a tent review by talking about the carry bag, but in this case it’s one of the most innovative elements of the tent (beyond the fantastic features the Hubba Hubba range of tents is already famous for). The waterproof roll-top bag is specifically designed to fit securely on the handlebars of any kind of bike (with flat or drop bars) so regardless of whether your steed of choice is a gravel bike, a mountain bike or an off-road e-bike, this tent can be very quickly strapped to the bars. There are spacers, so the bag is kept clear of cabling and you can still mount bike lights and other features, and the bag has reflective flourishes for safety.

MSR list the ‘minimum weight’ of the Bikepack 2 tent as 1.4kg (3lb 1oz), but as far as I can see, this would involve dispensing with the bag, which would be like castrating its USP. With the bag it tips the scales at 1.71kg (3lb 12oz) – there are definitely lighter 2-person tents out there, but when it comes to bikepacking, I’m happy to carry a few extra grams if the gear is easy to fit on the frame, seat or bars, and this tent ticks that box perfectly.

Like the rest of the MSR Hubba Hubba family, the Bikepack 2 tent is designed around a hub-style pole configuration that gives the shelter a strong geodesic-dome structure and shape, while also facilitating two spacious vestibules. There is one main, multi-section (25-piece) >-< shaped pole, and another much smaller crossbar, all made from lightweight aluminum by well-respected pole-producer DAC [external link]. The length of the pole sections has been reduced on this model, so the packed tent can fit on the bars of your bike, as per above, but this does create a thick cluster of poles to content with when the sections are all folded up. The tent comes with eight lightweight, hooked needle stake-style pegs, which is just enough to pitch it with a couple of guy ropes out.

The 20D ripstop flysheet is made from nylon, making it tough and lightweight, but it does only have a hydrostatic head of 1,200mm, which is perfectly decent, but many other backpacking tents offer more comprehensive waterproof cover. Door zips are all simple and intuitive to use, and the vestibules feature ‘StayDry’ rain gutters to keep the rain off while you’re cooking and sorting kit.

The spacious inner is rectangle-shaped, and there are two doors leading out to the twin vestibules. There are good pockets and an excellent gear loft in this tent, so it’s easy to keep kit organised, and you can hang torches or little camping lanterns up for some illumination. The Hubba Hubba even comes with a clothesline, so you can hang soggy cycling tops and riding shorts up once you reach camp.

On the trail

I have been testing the Hubba Hubba Bikepack tent during pedal powered adventures across Dartmoor, wild camping on the glorious commons while I still (legally) can. I didn’t begin trail testing the tent until the tailend of the summer season, and so most of my escapades have been in autumn, during some pretty feisty weather conditions.

The overall geodesic-dome shape of all MSR Hubba Hubba tents means they can cope with fairly ferocious winds (if you face the tent correctly) – which I was especially happy about during one night in particular, when I was pitched up atop Black Hill, between Haytor and Hound Tor and a storm came to visit during the night. The cross pole design means the tent does flap about a bit, but it stayed standing, even with a comprised spine (more about that below).

Designing a bag (and pimping the poles) so that the Hubba Hubba Bikepack tent fits on the bars of any bike is a stroke of absolute genius. I love bikepacking, but fitting the bigger items – chiefly my best sleeping bag and a good lightweight tent – into the limited space available in frame and saddle bags is always a massive, time-consuming challenge, so being able to simply attach your tent to bike bars in seconds is superb.

The spacers work well and the waterproof construction of the bag both protects the tents and makes it easy to clean when you inevitably get it filthy out on the trails. This waterproof bag makes it a good tent for canoe camping too, and the reduced sized poles means it also fits in many panniers.

But… because the pole parts have been shortened, to achieve a better fit when strapped on your bike bars (good idea in theory) the trade-off is that there are a lot of sections (25 in the largest part of the skeleton), and therefore more joints, and this does make the whole thing a little unwieldy, slightly heavier and – I think – a bit weaker. The tent isn’t hard to pitch (once you’ve done it a few times), but one night, when setting up camp after dark in nasty conditions, by light of my trusty headlamp, I inadvertently put one of the pole ends in the wrong eyelet and when I bent the pole, the sheath around one of the joints split.

I have to admit user error here, because I absolutely made a mistake, but I don’t think I was exerting enough pressure on the pole for it to fail like it did, and I was surprised and disappointed that a DAC product would be so weak. (And not a little worried that I was in for a long, uncomfortable night.) Ultimately I was able to splint the damaged section and the tent held up fine, despite the stormy conditions, which is a testament to the design and quality of the other components.

But back to the positives, of which there are many. The inner is a true rectangle shape, instead of tapering, and I much prefer this in a two-person tent – it gives each person a proper amount of space, and means you can sleep top-and-tail if you prefer to arrange yourselves thus (not everyone wants to breath the same air in close quarters with a platonic bikepacking partner).

I also love the dual door and double vestibule design, which gives each person their own entry and exit (so you don’t need to wake each other up or climb over your tent buddy to answer late-night calls of nature). It’s also excellent for storing packs and kit, keeping things organised and for preparing and (carefully) cooking food in wet weather.

I am also a big fan of the natural green colour of the fly sheet on this tent, which allows you to stealth camp – something that will come in extra handy across my Dartmoor playground if the courts side against wild campers. In dry conditions (if we ever get any), the Hubba Hubba can be pitched and used without the fly, and the mesh material means you can lay back and stare at the stars while you drift off. Lovely.

Verdict

The concept of tailor-making a tent for bikepacking is one I love and applaud, and as you would expect, MSR has made a great stab at it with the Hubba Hubba Bikepack 2. The brand has basically just taken its best-selling backpacking shelter, made some minor tweaks and designed a clever bag that makes it very easy to transport the tent on the bike.

This alone instantly warms the heart of every pedal-powered camper out there, all of whom have laboured for hours trying to squeeze tent bits into tiny frame and saddle bags. However, some of these seemingly small alterations – to the poles in particular – have potentially introduced a weakness.

Overall, though, While MSR have had some criticism in the past for sacrificing durability and strength to lessen the carry weight of their tents (and, as described, I had my own dramas with one pole section), the overall design of the Hubba Hubba shelter remains one of the very best on the market. Just make sure you have the poles in the right holes (it’s really not that hard).

Also consider

For a lighter 2-person tent, Sea to Summit’s Alto TR2 is well worth a look, as is the award-winning Meteor Lite from Sierra Designs. If you’re flying solo on your bikepacking escapade, and want a lighter 1-person tent, consider the superlight Vango F10 Neon UL1 or the excellent Alpkit Soloist.

Specialized has unveiled the highly anticipated Vado SL 2 Carbon, positioning it not just as one of the best e-bikes but as a premium, lightweight performance machine engineered to redefine urban commuting and fitness cycling.

With its sleek carbon frame and a suite of cutting-edge features, this e-bike is designed for those who crave speed, efficiency, and a touch of style.

At the heart of the Vado SL 2 Carbon is the new Turbo SL 1.2 motor, delivering a whisper-quiet 320W of power and an impressive 50Nm of torque.

This translates to a top speed of 28 mph, offering riders powerful acceleration that feels like a natural extension of their own effort.

Coupled with a 520Wh integrated battery, this e-bike provides up to 5 hours of riding time, enough to cover a week’s worth of commutes without a recharge.

Weighing in at just 14.9 kg in the LTD version, the Vado SL 2 Carbon is as agile as it is powerful.

Its carbon frame, inspired by world-class race bikes, is said to ensure smooth handling and confidence across varied terrains, from city streets to country lanes.

With 20mm of Future Shock 3.2 travel between the stem and head tube, the bike offers enhanced control, particularly when dealing with rough urban roads.

A slacker head tube angle and 47C tires further improve handling, making the ride smoother and more enjoyable.

The bike also includes Turbo System Lock and Find My capabilities, integrating with Apple’s Find My app for added security.

Beyond its power and range, the Vado SL 2 Carbon excels in versatility. Its MIK HD rear rack offers a 27kg carrying capacity, and with multiple mounting points, the bike can easily transform into a cargo bike, child carrier, or an adventure-ready ride.

Riders can further personalise their experience using the Specialized app, which allows for real-time customisation of ride stats and performance tracking.

The Vado SL 2 Carbon LTD and Vado SL 2 Carbon are available now at Specialized for a recommended price of £7,500/ £5,500 (respectively). Visit Specialized to find out more about the new bikes.

ROUVY, an online training platform best known for blending real-world routes with virtual training, has launched its brand-new Route Creator tool, giving cyclists the ultimate tool to design personalised rides based on any location in the world.

From tackling iconic climbs and riding through scenic towns to creating custom training loops, the new feature is here to make your cycling sessions more exciting and tailored to your goals.

The beauty of the Route Creator is its simplicity. You don’t need to be a tech whiz to get started; simply pick your starting location on the map, plot the route by marking key points along your desired path, and ROUVY’s intelligent system takes care of the rest.

The platform automatically creates a rideable course based on your inputs, complete with accurate gradients, bends, and landmarks. It's your world, your ride.

How to Get Started with the Route Creator

Creating a custom route on ROUVY is easy, and it only takes a few steps:

• Choose a Location: Zoom in on any place in the world you want to explore or train in. This could be anything from a famous cycling destination to your favourite local roads.
• Plot the Route: Mark your start and finish points, then drag the route across the map to follow the roads or paths you want to include. You can adjust it to add more climbs, sprints, or smooth straightaways.
• Get Riding: Once your route is mapped out, jump on your indoor setup, and the ROUVY system will replicate the experience, complete with 3D avatars and real-life video footage where available.

The Route Creator adds an element of adventure to indoor training by allowing riders to virtually explore new places or re-create familiar rides with lifelike accuracy.

You can train for a specific race or simply take a leisurely ride through a part of the world you've always wanted to visit.

ROUVY Route Creator is currently available in Beta to waitlist subscribers on a gradual rollout in order to manage demand as capacity increases. The system will next be publicly showcased at London’s Rouleur Live event in November. For more info, visit ROUVY.

Zwift has just unveiled its most significant racing update yet, the Zwift Racing Score, designed to make its virtual cycling platform more competitive, fairer, and accessible than ever before.

Zwift has been on fire this year, releasing several hardware (see also: Zwift Ride review) and software updates to the beloved training platform. The app recently celebrated its 10th Anniversary, commemorating the milestone with yet another motherload of announcements.

Following extensive testing in Zwift Labs Club, the Zwift Racing Score introduces a new ranking system that reflects each rider's current fitness and racing skill.

This ensures participants are matched with others of similar abilities, making races more competitive and allowing riders to steadily climb the ranks. Ambitious racers, however, can still push their limits by competing in higher categories for more ranking points.

First-time exercise bike users will be automatically assigned to a category based on their recent fitness data, allowing them to enter the right races from the get go. The system encourages gradual progression, as points are awarded for every finishing position, meaning every race presents an opportunity for motivation and improvement.

The Zwift Racing Score is a value ranging from 0 to 1,000, with higher numbers reflecting superior fitness and racing ability. It factors in both a rider's power data – based on their best 30-second and 10-minute efforts from the past 90 days – and their finishing positions in races.

This way, Zwift Racing Score rewards not only fitness but also the skill to navigate race tactics and finish strong. Riders will see their score adjust after every race, with the potential to rise or fall depending on their performance and the competitiveness of the field.

Beyond the standard categories, event organisers can tailor categories for specific abilities, allowing for up to 10 customised racing divisions. Both open and women’s events will utilise the Zwift Racing Score, making it more inclusive and scalable.

Mark Cote, VP of Product at Zwift, expressed excitement about the update: “We have spent years researching the best algorithm, looking into data collected from millions of races held on the platform, and more importantly, working with the Zwift Community to collect feedback on how the system is functioning. We will continue to evolve Zwift Racing Score and monitor community feedback, but we are excited to see how Zwift Racing Score will help more people enjoy the benefits of racing on Zwift.”

The Zwift Racing Score will officially roll out across several major events starting 7 October, including the Zwift World Series, ZRacing Community Festival, and Zwift Academy Make Up Races. Riders can check their current score through the Zwift Companion App, Zwift Game, or at Zwift.

Last year I spent several months test riding and massively enjoying getting out and about on the non-electric version of the Canyon Grizl CF gravel bike, which I absolutely loved (and absolutely hated giving back), so I was very excited to get in the saddle of the e-powered Grizl:ON. On paper, this bike offered everything I’d liked about the purely pedal-powered Grizl, but with some extra assistance when I wanted it.

There has been lots of debate about the use of the best electric bikes on- and off-road over recent years, as the popularity of these steeds has grown enormously across every style of cycling, but I think everyone is pretty well convinced now that the rapid evolution of technology that’s delivering ever-lighter and more sophisticated battery powered motors for bikes is a good thing, offering all kinds of riders extra options to go further and explore more.

And the market-leading Bosch Performance Line SX motor on the Grizl:ON punches well above its weight. You can choose the level of assistance you require – or opt not to use the motor at all (it cuts out once you reach a certain speed anyway, as per UK legal requirements), but there’s always a battery-powered push there if you really need it. 

I have been riding the CF Daily version of the Grizl:ON, but there is also a more off-road orientated, mountain-bike inspired iteration of this bike, the Grizl:ON Trail, which has a slightly lighter frame, SRAM Transmission mullet shifting, wireless dropper post control and higher volume tyres for extra traction on the rough stuff.

Canyon Grizl:ON CF Daily review

Price and availability

The Grizl:ON is available now in several versions, including the CF Daily (which I have been riding) and the higher-specced CF Trail. The bikes come with everything you need to hit the road, tracks and trails, except for pedals. You can buy the bikes new directly from Canyon in the United Kingdom (priced from £5,149), in the United States (priced from US$4,999), in Canada (priced from C$7,149) and in Australia (priced from AU$9,649) and elsewhere in the world. The Grizl:ON CF Trail is £7,449.

Specifications

• Weight (assembled): 17.70 kg
• Frame: Carbon
• Motor: Bosch Performance Line SX Motor Road Mount
• Battery: Bosch Compact Tube 400WH
• Groupset: Shimano GRX RX822 12-speed
• Wheels: DT Swiss HG1800 Spline 28
• Fork: Rockshox Rudy (40mm travel)
• Colours: Deep ocean

Design and features

Both models come with a Fizik Argo Terra X5 saddle, but the Trail has a SRAM Reverb AXS seatpost (for quick dropping), while the Daily has a more basic Canyon post.

Like the standard Canyon Grizl, all versions of this bike boast a brilliant lightweight Carbon Fibre frame (that’s what the CF in the name signifies), which offers superb performance, combined with reliable strength and a little bit of flex for good measure. These are all excellent attributes for a gravel bike, but it does add a bit to the cost, and there is always the risk of catastrophic damage if you really come a cropper – but even the CF Trail is not a bike built for taking on super technical downhill tracks (use your full-suss mountain bike for such high-risk rides).  

The bikes are powered by a Bosch Performance Line SX Motor Road Mount with a Bosch Compact Tube 400WH battery. Launched by Bosch in 2023, the impressive mid-drive Performance Line SX motor used on the Grizl:ON is lighter and smaller than any of the German specialists’ previous models, and was conceived and designed specifically for sporty steeds like e-gravel bikes. Motor and battery together weigh 4kg, and deliver 55 NM of torque. You can connect to your bike through a smartphone or Apple Watch with the Bosch ConnectModule and Flow App, which then enables navigational and anti-theft features.

The Grizl:ONs all feature integrated Lupine lights, front and rear, which automatically activate when you turn the bike on, and still work for a couple of hours even if the battery runs out. The CF Daily also comes with a Fender Rack system which is Ortlieb QL3.1-compatible and capable of carrying loads up to 15kg – highly useful for bikepacking adventures or simply carting stuff home from the shops.

The geometry and cockpit design on the Grizl:ON Daily is relaxed, so you can take this bike on proper long adventures and remain nice and comfortable, but it’s also set up to be responsive and nimble when you do roll off road and take on some more twisty and turny trails. The CF Daily has a Rockshox Rudy front fork with 40mm of travel, while the CF Trail has FS RCSX RUDY ULT XPLR, also with 40mm of travel.

The CF Daily has a Shimano GRX RX822 12-speed groupset, with a Shimano Deore XT M810012 10-45 rear cassette and single cog on the front. (The more expensive CF Trail has SRAM components – cassette and derailleur – but it’s also a 12-speed and the rest of the drivetrain is essentially the same.)

There are some differences in the wheels, with the Daily rolling on DT Swiss HG1800 Spline 28s and the Trail featuring slightly lighter DT Swiss HGC1400s, and the Trail also has a wider tyre (Schwalbe G-one Ultrabite 50mm, compared to the Daily’s 45mm Schwalbe Overlands) for better traction on more technical trails.

Motor

The market-leading Bosch Performance Line SX motor on this bike is lightweight, small, sporty and extremely clever. The motor provides up to 55 Nm of torque and has a peak output of 600 watts, but thanks to the gear ratio and some fancypants software (which performs calculations based on the way you ride) this is delivered dynamically, rather than continuously. While you’re cruising along, you get 40 Nm torque, but if you put the hammer down and give it a nudge, it will rise to 55 Nm torque. Basically – the faster you pedal the more power assist you get.

It’s also very easy to use – you simply power the bike up and then toggle through the colour-coded settings on top-bar mounted control panel to find the level of assist required to get up the hill you’re pedalling, or reach the sort of cruising speed you want to maintain. A single quick click moves the level up, while holding it for a second takes the power down a notch. The colour coding – green (least assist) through blue, purple and red (most assist) – makes it easy to see what setting you’re on, and the display also indicates how much charge you have left.

The Bosch Compact Tube 400WH battery is stored internally within the frame, so to charge it up you have to plug the actual bike in (you can’t remove the battery and take that inside to charge it). In regards to range, toggling through the various modes and using the bike in pretty hilly terrain you can squeeze a good 60km out of each charge (much more if you ease back on the assist), and you can also carry a Bosch PowerMore Range Extender, which fits into a bottle cage and delivers an additional 250 Wh.

Ride performance

Over the last couple of months I’ve been taking full advantage of the versatility the Grizl:On CF Daily offers. I’m lucky enough to have plenty of elevation right on my doorstep and I have been enjoying using this bike to do long rides out into the Blackdown Hills of East Devon, and well beyond, and have been exploring parts of Exmoor and cruising some coastal lanes too. Thanks to the extra range a good e-bike opens up, I managed to find some trails I’d never encountered before, and I’ve also used the Daily extensively for more prosaic pootles, picking up things from the shops and travelling to friends’ houses. It genuinely is a very good all-rounder.

On longer rides, I have found the bike to be very comfortable, and the set-up works well ergonomically, whether you’re sat upright in the saddle or positioned low with hands on the slightly splayed dropbars, speeding down hills, bum in the air and wind in your ears. The carry capacity is great too, especially with the Fender Rack system included on the Daily, and while I sadly didn’t get the chance to take it on any proper bikepacking escapades, I did use it to cart stuff around on several occasions and I think the Grizl:ONs would perform well on modest multiday trips (or bigger ones, if you had capacity plug in). 

Although the CF Trail is obviously better designed for tackling technical tracks, I found the CF Daily could handle low-level trails perfectly well. It’s nimble and responsive, and having a Flip-head saddle and a bit of travel on the front fork make all the difference. I did find that the power assist from the Bosch Performance Line SX motor was prone to biting a bit too eagerly when I was on some trails, which threw me off somewhat (once literally), but it’s really a matter of getting used to riding an e-bike off-road, and anticipating the sudden surprise injection of thrust that can happen when you start pedalling hard after freewheeling over roots and rocks, or when coming out of a berm – once you get your head around this, and you’re expecting it, then it’s fine. It’s really important to make sure the setting is where you want it to be as you enter a section of trail (or even turned off altogether).

The motor and battery obviously adds weight to the rig, to the tune of an extra 4kg. Although this really is relatively light for a motor (the set up on Canyon’s first e-gravel bike, the Canyon Grail:ON, was much weightier) having recently spent quite a bit of time riding the non-powered Canyon Grizl, I was actually quite surprised how heavy this made the e-version feel when I first took delivery of it. The rack on the CF Daily version I was testing also added some bulk. However, this bike is a smooth ride, and the extra weight was less noticeable when I was rolling – obviously when I had some degree of assist from the motor it was a huge asset, but even when I chose to ride with no additional power, the bike handles well and didn’t feel too heavy to pedal.

Overall, I very much enjoyed exploring tracks trails and roads on the Canyon Grizl:ON CF Daily. If I had the choice I would opt for the CF Trail, but only because I spend more time off road than on it.  

The drivetrain is great on this bike, with the 12-speed groupset ideal for the rich mix of riding the CF Daily is designed to do. Maintenance is fairly minimal and gear changes are super smooth.     

I like the integrated lights on this bike (especially the twin rear lights, which are positioned either side of the back wheel) and love the fact that they come on automatically and remain active for a couple of hours even once the battery has run out of juice – this is a great safety feature. You do need to be aware, though, that if you choose to the turn the power off completely, the lights do go out.       

I did have a couple of quibbles, though. While I appreciated the 40mm of travel when tackling trails, I would have preferred to be able to lock the fork out whilst riding roads and hard-packed tracks. (The Canyon Grizl:ON CF 9 – a more expensive version of this bike with higher spec components – has the RockShox Rudy Ultimate fork, which can be locked out.) Also, I struggled to get on with the Flip-head saddle at certain points, and found there was a bit more movement in it than I liked (although, again, this is probably a case of getting accustomed to it more than anything).

Verdict

The Grizl:ON feels like a perpetually enthusiastic, endlessly energetic friend—always ready for any adventure. Whether it's hitting gravel trails on a sunny Saturday, running errands around town, or rushing to work on a Monday morning, the Grizl:ON is game. Powered by Bosch’s newest Performance Line SX motor, it’s quick to charge, has a decent range, and is incredibly easy to operate, offering a variety of power-assisted modes so you can either work up a sweat or enjoy a more relaxed ride.

Beautifully built with high-quality components, including a RockShox Rudy front fork with 40mm of travel, the bike’s relaxed geometry ensures comfort on long rides through country lanes and forest tracks while remaining nimble enough for twisty trails. 

Canyon has aimed to please the everyday cyclist with the Grizl:ON CF Daily, and for the most part, they’ve succeeded. It may not be as off-road capable as the Grizl:ON CF Trail or as sleek as the Grizl:ON CF 9, but if versatility is your priority, and you enjoy a mix of commuting, exploring trails, and embarking on occasional epic adventures, this bike is a winner. With its Bosch motor, excellent components, and comfortable geometry, the Grizl:ON CF Daily transforms effortlessly from performer to packhorse, making it a true all-rounder.

Also consider

Another great e-gravel choice of steed from the same stable is the slightly older Canyon Grail:ON, which has a Bosch Performance Line CX motor, SRAM components, a rigid front fork and a more upright riding position. If you’re happy to reply purely on pedal power, the Canyon Grizl CF SL is, without a doubt, one of the best gravel bikes on the market.

After half a century of perfecting the compact city bike, Brompton has launched the G Line, the first-ever model with 20-inch wheels. It’s their boldest departure yet from the classic Brompton design, built for both city commutes and off-the-beaten-path adventures.

When I spoke with Brompton G Line Design Lead Tom Kerr about the launch, he was quick to emphasise that while the G Line may look like a Brompton and fold like one, it rides like something entirely new. “We wanted to give you that ‘big bike’ feel while still offering the portability you expect from a Brompton,” he said.

That "big bike" feel is thanks to those 20-inch wheels, a major leap from the original 16-inch design, specially fitted with custom Schwalbe tyres that are puncture-resistant and tubeless-ready. The larger wheels allow for smoother rides on less forgiving surfaces like gravel and forest paths, which opens up new possibilities for those looking to venture beyond the city.

But don’t let the bigger wheels fool you into thinking Brompton has sacrificed its signature fold. Despite its size, the G Line collapses with the same ease and compactness. “The way I like to talk about it,” Kerr explained, “is that it looks like a Brompton, it folds like a Brompton, but it definitely doesn’t ride like a Brompton.”

And after test-riding it myself (see also: Brompton Electric G Line review), I couldn’t agree more. The G Line feels stable, robust, and offers a balanced ride even on trickier terrain. Yet, in true Brompton fashion, it folds down in just 20 seconds, ready to be tucked under a desk or rolled through a train station like a suitcase.

The Engineering Feats Behind the G Line

I wasn’t just impressed with the ride; the engineering is truly next-level. The frame is built with smooth welds, and there’s not a single ill-fitting part in sight. Brompton has clearly put a lot of thought into making sure the G Line is as reliable as it is stylish. One standout feature is the internally routed cables, which keep the bike looking clean and tidy, whether folded or extended.

But the real magic happens in the mechanics. The hydraulic disc brakes are a first for Brompton, offering better stopping power in all conditions, and the new pedals – described as the “grippiest, most comfortable” Brompton has ever made – add to the bike’s sturdiness.

“The G Line feels like a big bike,” Kerr explained, “but it’s agile and nimble, just like our 16-inch models.” Even the wider handlebars give you more control on rough terrain without losing that quintessential Brompton manoeuvrability.

Production wasn’t easy. As Kerr and Will Butler-Adams, Brompton’s CEO, pointed out, almost the entire production process had to be restructured to accommodate the new bike. “It took a lot of effort from all departments,” Butler-Adams said, “but we had to get it right.”

Electrified and Ready to Roll

Of course, Brompton didn’t just stop with a bigger, better bike—they went electric, too. The Electric G Line features a 345Wh battery that powers a 250W rear hub motor, which can peak at 450 watts.

The bike offers three power modes and a range of 20-40 miles, making it as efficient for longer rides as it is for zipping around the city. The new user interface is similar to past electric bikes from the brand but now includes over-the-air updates via the Brompton app, ensuring that riders can easily stay on top of the latest system improvements.

But even with all that tech, the Electric G Line still rides beautifully without the battery. “We wanted to make sure the bike rides well, even if you’re out of power,” Kerr told me. And, having ridden the bike without the battery, I can confirm it still offers a smooth, enjoyable experience.

Worth the Hype?

With its larger wheels, upgraded battery, and flawless folding mechanism, the Brompton G Line feels like a significant leap forward for the brand. Whether you’re commuting in the city or exploring gravel paths on the weekend, the G Line offers versatility, style, and that iconic Brompton convenience.

Starting at £2,399 (approx. $3,167/ AU$4,687) for the 8-speed version and £3,499 (approx. $4,618/ AU$6,838) for the electric model, it’s not cheap – but considering the engineering and thought that went into every detail, it’s an investment well worth making.

Brompton has been rewriting the rules for urban cycling for 50 years, and with the G Line, they’ve done it again. As Kerr put it, "It looks like a Brompton, folds like a Brompton, but rides like nothing else." For more info, visit Brompton.