Each summer, my family and I swap London life for a month in the Swiss mountain resort of Klosters. We usually choose to drive, allowing us to load the car with all the gear we need for our adventures, not least our bikes. With two children's bikes in the roof box and another three on the towbar-mounted rack, we make the 1,000km journey and settle in.

As a keen road cyclist, I've spent years exploring the surrounding mountain passes, but electric bikes have transformed what we're able to do together as a family, opening up a whole new world of adventures.

This summer, my wife and I shared the Moustache Xroad FS 6, using it extensively, often several times a day, for everything from half-mile supermarket dashes to family excursions deep into the mountains.

At times, that meant transporting four of us on a single bike: one adult pedalling, our one-year-old in a rear-mounted child seat and our four- and six-year-olds in a double trailer behind, with picnic supplies squeezed in alongside them.

It's quite a load for one bicycle, and I occasionally wondered whether we were asking too much of it. But the Moustache took it all in its stride, the powerful Bosch motor making remarkably light work of the mountain climbs. By the end of our stay, it had become an indispensable part of our holiday.

Moustache Xroad FS 6 review

Price and availability

French manufacturer Moustache was founded in 2011, with its electric bikes designed and assembled in the Vosges region of eastern France.

The brand’s extensive range spans everything from longtail cargo bikes to sporty road machines, but the Xroad is its do-it-all electric hybrid, designed to be equally at home on the daily commute, country lanes or gravel trails.

There are seven models to choose from: four front-suspension versions, from the entry-level ES to the progressively better-equipped 2, 4 and 6, plus three full-suspension (FS) models, which add a rear shock absorber for greater comfort and control on rougher terrain.

The FS 6 sits at the top, starting at £4,199 with a 600Wh battery, or £4,499 with the larger 800Wh option, compared with £3,499 for the FS 2 and £3,899 for the FS 4. The additional outlay brings Bosch's more powerful Performance Line CX motor, a larger Kiox 500 display and upgraded Magura hydraulic disc brakes.

I borrowed the bike from the excellent team at Fully Charged (https://www.fullycharged.com/moustache-samedi-27-xroad-6-fs-2026/) whose cavernous showroom near London Bridge is a hive of activity. If you’re considering a Moustache, it’s well worth a visit to get hands-on with the different models and work out which best suits your needs.

Another contender is Haibike's ADVENTR 6, which costs £3,699 and offers full suspension and an 800Wh battery, albeit with a less powerful Bosch Performance Line PX motor. The top-spec FS 6 isn't the cheapest option, then, but its extra muscle proved particularly valuable in the mountains.

Design and build quality

At first glance, the Xroad FS 6 has something of a mountain bike about it, with chunky tyres, a substantial aluminium frame and suspension at both ends. Yet its more upright riding position, low step-through design and generous array of practical accessories make it ready for much more than weekend trail riding.

It's a good-looking bike, too, with a smart matt finish and clean frame lines that disguise its considerable bulk.

The step-through frame was an immediate winner with both my wife and me, particularly with a child seat mounted behind the saddle. Swinging a leg over the rear simply wasn't an option, so being able to step through the frame made mounting and dismounting with a child aboard considerably easier.

Another brilliant feature is the dropper seatpost, operated by a thumb lever on the handlebars. Press it and the saddle rises; apply your body weight and another press lowers it again. At 167cm, my wife was comfortably accommodated by our medium-sized test bike, while at 188cm I'm better suited to a large.

Nevertheless, this quick and easy adjustment meant we could swap throughout the day without tools. For our relatively short excursions, it worked perfectly, although I would want the larger frame for several hours in the saddle.

I'd initially feared the full suspension would do little more than add unnecessary weight, but it proved a revelation. With 120mm of travel up front and 115mm at the rear, it might sound excessive for family cycling, but even the riverside gravel trails were peppered with potholes, cattle grids and rocky sections.

The suspension soaked up substantial jolts, particularly on faster descents, making for a noticeably smoother ride than a conventional hardtail. I'm sure my one-year-old appreciated it too, frequently dozing off in the child seat behind me, seemingly oblivious to the bumps beneath us.

We also had Moustache's optional £200 suspended luggage carrier, with MIK HD and QL3 mounting systems for compatible child seats, panniers and other accessories. It's an upgrade I'd wholeheartedly recommend.

Our Thule Yepp 2 Maxi child seat attached easily, and I switched out the standard rear thru-axle with a trailer-compatible version (172mm long with a 1.5mm thread pitch; I purchased this one), allowing us to hitch up a Thule Chariot Cross 2 double trailer. This made for an extraordinarily versatile setup, allowing us to transport all three children or use the trailer for larger supermarket shops.

Elsewhere, mudguards, integrated lights, a sturdy kickstand and built-in frame lock make the Xroad an impressively practical everyday machine.

The only real downside is its weight, at around 27–29kg depending on battery and frame size. Lifting it onto our towbar-mounted bike rack was manageable, but I certainly wouldn't fancy hoisting it onto a roof rack without someone else to help.

Performance and ride quality

Power comes courtesy of Bosch's Performance Line CX motor, rated at up to 120Nm of torque in its current specification. That's significantly more than the 75Nm and 90Nm available from the FS 2 and FS 4 respectively, and a difference I was grateful for with three children in tow and some particularly steep gradients to tackle.

Our regular family excursion followed the river from Klosters to Garfiun, an 18km round trip involving approximately 300m of climbing. Even fully loaded with children, trailer and picnic supplies, the Moustache made wonderfully light work of the ascent.

The assistance feels remarkably natural, building smoothly as you pedal rather than arriving in an abrupt surge. I generally favoured the lower Eco or Tour settings, while my wife preferred a little more help, particularly on the steeper sections.

We only discovered the motor's limits once, after taking a wrong turn beneath the Gotschnabahn gondola towards the main ski area. Suddenly faced with a narrow trail exceeding 15 per cent gradient, it became difficult to maintain sufficient momentum to balance comfortably with the trailer attached. A little extra power would have been welcome, although this was an extreme scenario for any family e-bike.

Elsewhere, the Xroad felt impressively planted. The Schwalbe Smart Sam tyres provided ample traction on loose gravel, while the upgraded Magura brakes delivered reassuring stopping power on long Alpine descents.

Even on smooth tarmac the suspension made its presence felt, quietly absorbing unexpected drain covers and potholes. Unhitch the trailer and remove the child seat, however, and the bike transformed into something altogether more playful, encouraging a spirited blast along the gravel trails.

The Bosch Kiox 500 2.8” colour display was another highlight. Centrally mounted on the handlebars, it's considerably larger and easier to read than the smaller Purion 200 fitted to the lower-spec models, displaying speed, battery status and assistance level, along with useful prompts suggesting when to change gear.

There's additional functionality through Bosch's eBike Flow app, although I never felt the need to explore it. Everything I wanted was already available on the screen.

Battery life and range

The FS 6 is available with a 600Wh Bosch PowerTube battery or a larger 800Wh option, neatly integrated into the frame. Moustache quotes maximum ranges of 135km and 172km respectively under ideal conditions, although real-world results depend heavily on terrain, load and assistance level.

Our Swiss mountain riding provided a demanding test, with long climbs and a bicycle frequently carrying considerably more than a typical solo rider would.

Nevertheless, range was never a concern. A typical outing involved around 40 minutes climbing up the valley followed by a much quicker 20-minute descent, with shorter supermarket runs in between.

We generally charged the bike every other evening, plugging it directly into a socket in our garage without needing to remove the battery.

Rather than relying on the estimated remaining range, which inevitably fluctuated with the terrain, load and assistance level, I simply kept an eye on the battery percentage.

My one small criticism concerned the charging socket cover. Positioned facing upwards beside the motor housing, its flap was rather too easily dislodged, potentially exposing the connection to rain and dirt. It's a minor irritation on an otherwise thoughtfully designed bike, but one that could become troublesome over time.

Verdict

Having spent five weeks with the Moustache Xroad FS 6, I'm convinced it's about as versatile an electric bike as you could hope to own.

A dedicated cargo bike might make more sense for families whose main priority is transporting children, while those who rarely venture beyond tarmac could save money with a simpler Xroad.

But for anyone wanting one bike for everything from everyday errands to ambitious mountain adventures, with children and all their gear in tow, or simply the solo blasts along gravel trails, the FS 6 makes a very compelling case. It's expensive and on the heavy side, yet the freedom it offers makes those compromises surprisingly easy to overlook.

For us, it didn't just make getting around easier. It opened up more of the mountains to the whole family, creating shared experiences and memories that will stay with us long after the summer is over.

While the experience of online shopping is undeniably fuss free and convenient, some products are better suited to being tried and tested using the old-fashioned approach of getting off one’s butt and visiting a proper shop.

That’s certainly the case when it comes to bicycles – both analogue and electric – which ideally need to be seen in the flesh and tried and tested to make sure the bike of your dreams isn’t one that turns out to be a lemon.

The sad thing is that many independent bicycle stores have struggled to compete against online retail, even though physical bricks-and-mortar shops offer something that websites don’t – namely expert advice, fitting, servicing and hands-on experience.

Despite the current downward trend in high street shopping, we thankfully still have the likes of Halfords, Evans, Leisure Lakes Bikes and Cycle King keeping high street bike-shopping alive, which leads me to the Carrera Subway-E 2 I’m reviewing today, an impressively-specced electric bike from the house of Halfords.

Here are my thoughts.

Carrera Subway-E 2 hybrid e-bike review

Price and availability

The Carrera Subway-E 2 is currently available in three frame sizes – S, M and L – from Halfords, priced at a reasonable £1,299. Halfords offers home delivery and reserve & collect, although store availability can vary so phone to check first. This bike is also eligible for Cycle2Work, which can greatly reduce the cost for eligible customers.

Specs at a glance

• Frame: Aluminium
• Fork: High-tensile steel
• Frame sizes: S,M,L
• Motor: BAFANG G020 rear hub, 250W
• Gear shifter: Shimano SL-U4000 RapidFire Plus, 9-speed
• Rear derailleur: Shimano 9-speed CUES
• Power assistance modes: Eco, Tour, Sport, Sport+, Boost
• Torque: 45 Nm
• Battery: BAFANG 378Wh, 10.5Ah, downtube integrated and removable
• Range: 25 - 40 miles (64 km)
• Sensor: Torque sensor
• Brakes: Tektro HD-M275 hydraulic disc
• Wheels: 27.5”
• Tyres: Kenda, 27.5”x1.95”
• Display: BAFANG TFT
• Waterproofness: Water resistant
• Weight: 21.4 kgs (with battery)
• Max rider weight: 120 kgs
• Frame warranty: Lifetime
• Battery warranty: 2 years

Set up

Sadly there aren’t as many bike shops in the UK as there used to be so chapeau to Halfords for continuing to sell and service bicycles alongside the company’s huge raft of motoring products. The fact that many UK towns have a Halfords on the high street means that anyone nearby can pop in and peruse the company’s wide range of bicycles, from kiddy cycles, hybrids, MTBs and gravel racers to e-bikes in every shape and form, and at a wide range of different price points.

Halfords not only sells bicycles – along with loads of spares and accessories – it also services them on the premises, and that means anyone can waltz in, choose a bike, have it assembled and set up for a modest fee of just £15, and then ride home on it, or pop it in the car. That, I gather, is how many prospective purchasers go about it.

However, since Halfords also has massive online presence, you can also have your chosen bike posted to you unbuilt with the front wheel unattached or, for a small fee of £35, pre-assembled with both wheels attached and set up by a technician just the way you’ll like it.

If ordering online and having the bike sent to you unbuilt, you will likely need to fit the handlebars to the headset (don’t worry, the brake and gear cables are pre-attached), attach the front wheel, saddle and pedals, and possibly make some fine adjustments to the rear gear derailleur. This is how I would always order a bicycle, but then I love assembling them because I’m a bike nerd and have fettled away on over 60 bikes in my lifetime.

For the purposes of this review, Halfords sent me the Carrera Subway-E 2 almost fully built with both wheels in place in a bike box big enough to sleep in.

All I had to do was loosen the four Allen bolts on the robust headset (don’t forget to buy an Allen key), swivel the handlebar, re-tighten the bolts and fit the pedals. Both wheels were already attached and the derailleur seemingly set up because the gears were smooth right out of the box. An assembly checklist was also supplied by whoever built it for me. That’s darn good service, if you ask me.

Design and build quality

Available in three sizes, the new Carrera Subway-E 2 falls under Halfords’ electric hybrid category though at first glance on the website page – and in real life – its steeply-sloping and acutely-angled frame and chunky gravel tyres give it the looks of 26-inch wheeled hardtail mountain bike, only without any front suspension. It looks pretty cool, too, in all that silvery livery.

However, there’s no mistaking the size of the Subway's much larger 27.5-inch wheels which are the new standard for most modern hybrid bikes. This model is also fitted with slightly knobbly 27.5” x 1.95” Kenda tyres which are fatter than the hybrid norm and better suited to both tarmac and gravel use.

Funnily enough, I was drawn to this particular hybrid model because the geometry of its steeply-raked top tube is very similar to that of my vintage Kona Cinder Cone mountain bike from 1995. Like most bikes back then, the Cinder Cone was cast entirely from chromoly steel and this not only helped the entire bike attain a svelte weight of just 10 kilos (22lbs in old cycling money) after being tricked out with lighter components, but the thin steel tubing gave it attractive curb appeal.

Aluminium framed bikes were already around much earlier but by the mid 1990s aluminium took over from steel and bikes suddenly started to look bloated with wide, squared tubing to give the frame extra strength. Bike purists like me were understandably miffed by it all but, hey, that’s the way the cookie crumbles.

I guess this is a roundabout way for me to describe the most obvious difference between my old Kona and this new hybrid gravel-ready bike from the house of Halfords. Although one is a vintage analogue mountain bike with 26” wheels and the other an electric hybrid with 27.5” wheels there is, unsurprisingly, a massive weight difference between the two.

Where the Kona’s weight out of the box was nearer 11 kgs (25lbs), the Carrera weighs in at a whopping 21.4 kilos (a shade over 47lbs) with battery. I have the build of a stick insect and had no issues hoisting my Kona over my shoulder when scrambling over a stile but I can’t even lift this heavyweight higher than my knees, and that means that most owners – bar those built like brick outhouses – will have a lot of trouble hauling it up a flight of stairs unaided.

I must stress that it’s not uncommon for e-bikes in this low-to-mid price bracket to weigh this much because aluminium e-bikes generally use thicker and larger-diameter tubing than traditional analogue bikes to handle the extra stress of all the weighty electrics. Add the weight of the battery and motor – in this case an integrated downtube battery weighing 2.3 kgs and a BAFANG G020 motor adding another 3.3 kgs – and you can see why electric bikes generally weigh a small ton, unless you’re prepared to stretch the budget to buy something like the Fiido Air (£1,636), which purportedly weighs a comparatively featherweight 13.75 kgs (30.3 lbs).

I should also add that weight isn’t anywhere near as much of a factor when it comes to actually riding the Carrera Subway-E 2 because its 250W BAFANG motor provides all the power and torque (45Nm ) you need to get to the top of modestly steep hills with very little physical input. Mind, as with any e-bike, the opposite is true when the battery runs out of juice mid journey.

Right, that’s the Carrera Subway-E 2’s important weight info out of the way, so let’s start at the front of the bike and work our way to the rear, starting with the handlebar which has a slight rise and measures a substantial 29 inches (74mm) in width.

This level of width is quite normal for hybrids and mountain bikes these days because it makes the bike feel more stable, responsive and confidence inspiring, especially when going down steep hills and over rougher terrain. I personally much prefer a narrower bar, partly because it makes any bike easier to handle when negotiating traffic and storing at home, and partly because I find them to be more comfortable in general. But each to their own.

The bars are connected to a short and extremely robust 3-inch (7cm) stem that further helps with agility and responsiveness, though the frame geometry and handlebar configuration definitely encourage an over-the-handlebar ride posture rather than the usual upright riding position normally associated with hybrid bikes. I like it that way but many fair-weather riders may not.

The Tektro HD-M275 all-weather hydraulic brakes, meanwhile, bring everything to a halt in seconds and I especially like the spongy feel of the brake levers, which helps a great deal when feathering the brakes to shave off speed.

The Subway-E 2’s BAFANG computer display is one of the clearest I’ve seen and one of the brightest when you boost the backlight. As per usual, the screen displays all riding data such as battery level, current speed, max speed and average speed along with trip and odometer information, making it easy to keep tabs on your rides, past and present.

The up and down buttons also let you quickly cycle through the bike’s five pedal assistance modes – Eco, Tour, Sport, Sport+ and Boost. For everyday commuting and knocking about, this model’s display does a perfect job without unnecessary complexity.

While we’re at the front, a quick shout out to the smooth Shimano SL-U4000 RapidFire Plus 9-speed shifter, paired with Shimano’s CUES RD-U4000 GS 9-speed rear derailleur. This is a great gear combo for the bike’s price band though, as to be expected, owners may need to make some fine barrel adjustments to the derailleur for smoother shifts across all nine rear sprockets.

The chunky downtube accommodates the bike’s clip-in BAFANG 378Wh, 10.5Ah battery and it’s extremely well integrated with no unsightly cabling to the rear hub motor. There’s a small rubber button near the base of the battery but this is mostly for awakening the battery if it’s been in storage.

There’s also a very dim single blue LED in the same area and this basically flashes when the battery is being charged off the bike. I personally would have preferred a five-bar battery level indicator on it so I can see the state of the charge at a glance without having to turn on the handlebar display controller.

The Subway’s battery is paired with BAFANG’s G020 rear 250W hub motor. This portly beast belts out up to 45Nm of torque which is acceptable for a city bike in this price range but less than half the oomph of the Fiido Nomads Pro, which sports a claimed 100Nm of torque. Like all decent e-bikes, this one also comes with a torque sensor and it feels very smooth in operation, kicking in early so you don’t need to exert too much pressure on the pedals to get it to activate.

The Carrera Subway E 2.0 does not include Bluetooth functionality or any kind of app integration, but I don’t think that’s a bad thing because it keeps it nice and simple. There are no GPS tracking security measures on this bike either so bear that in mind if you’re locking it up outside while you’re at work and buy yourself something like the Halfords Advanced Rock Solid D-Lock which is angle grinder proof.

If you have no choice of locking it when popping quickly into a shop, whack the gear shifter to the highest gear and select 0 assistance on the display or remove the battery entirely (it comes with a couple of keys). That way a thief will have to spend precious time fiddling about while trying to make a break for it on a bike that feels like it’s riding through treacle.

Performance and ride quality

While this bike has considerable heft – which you will most likely notice when wheeling it around, manoeuvring it into a bike rack and especially when climbing stairs – I think it delivers a reassuringly composed ride, with excellent stability that makes it feel particularly easy to control in busy towns and cities. The saddle, too, was comfortable for me though some riders may find it a bit too firm and narrow. Still, it can always be very easily changed.

Rather than feeling twitchy or nervous like some folding e-bikes, the Subway’s large, chubby tyres give it a planted feel that inspires confidence, especially when riding over uneven surfaces, navigating traffic or carrying a little more speed through bends. The steering is smooth and predictable, too, with a natural response that makes direction changes effortless without feeling overly sensitive.

On my test climb which averaged a gradient of around 10%, the Subway-E 2 proved extremely capable of maintaining a useful level of assistance, especially when I switched it to Boost mode for the steepest section.

Granted, the bike’s 250W BAFANG rear-mounted motor won’t transform a challenging hill into a completely effortless experience, but with the combination of the extra assistance modes – specifically Sport+ and Boost – and the 9-speed gears, I was given more that enough hill-climbing assistance to keep up the momentum without feeling any fatigue in the legs. Mind, had the hill been longer it might have been a different story.

The Shimano drivetrain deserves special mention because the shifts have been really polished on all my test rides, with no delayed changes and missed cogs. This was especially noticeable on a section of road comprised of varying gradients where I had to keep flitting from one gear to another.

Carrera states a number of different ranges depending on the PAS mode it’s in. With around 70% of juice left in the battery, I flicked through every assistance mode on the display and checked the remaining range for each and here are the results: Economy – 42 miles; Tour – 29 miles; Sport – 22 miles; Sport+ – 16 miles; and Boost – 15 miles.

My guess is that you would easily attain more than Carrera’s stated maximum of 40 miles range if in Economy mode on flat city streets, around 30 miles if switching between Economy, Tour and Sport, and maybe 20 miles if riding in a modestly hilly area. That’s not too shabby in my opinion.

Verdict

The Carrera Subway-E 2 is a highly capable MTB-style hybrid e-bike that delivers a comfortable, confidence-inspiring ride, making it well suited to commuting and off-piste gravel travel. Moreover, the bike’s BAFANG motor and battery combo provide extremely useful pedal assistance without making the bike feel overly complicated. However, its 21kgs of heft requires the physique of an Olympic weightlifter to carry it.

Gravel bikes have a habit of getting expensive very quickly, which makes the Boardman ADV 8.9 feel refreshingly sensible. For £1,200, you get an aluminium frame, full-carbon fork, Shimano GRX drivetrain, hydraulic disc brakes and chunky 40mm Goodyear tyres, wrapped up in a package that feels far more polished than the price suggests.

After spending time with the ADV 8.9 on tarmac and gravel, I found a bike that's nimble, confidence-inspiring and genuinely enjoyable to ride. It's not especially light or fast uphill, and there are a few rough edges, but as an affordable do-it-all gravel bike, it's difficult to argue with the value.

Boardman ADV 8.9 review

Price and availability

The Boardman ADV 8.9 (SKU: 240667) has an RRP of £1,200 in the UK and is available in black or orange, with both colours using the same specification. Sizes run from S to XL, and Boardman sells the bike through Halfords.

Boardman doesn't appear to officially sell this version of the ADV 8.9 in the US or Australia. Based on the UK RRP and current exchange rates, £1,200 works out at approximately $1,590 / €1,400 / AU$2,270, although these are direct conversions rather than local RRPs. The exception is Ireland, where Halfords officially lists the bike at €1,440.

Boardman's broader ADV family does offer cheaper and more expensive alternatives, including the £850 ADV 8.6 and £950 ADV 8.8. A separately listed ADV 8.9 Carbon also exists, but that's a different £1,750 carbon-framed bike and not another version of the model reviewed here.

Setup

Setting up the Boardman ADV 8.9 was refreshingly straightforward, largely because most of the work had already been done before it arrived. The bike came almost fully assembled; the wheels, drivetrain and controls were already in place, so there was none of the usual wrestling I usually have to do, especially with e-bikes.

My main jobs were fitting the pedals and straightening the handlebar. Helpfully, the pedals were colour-coded with tape, making it immediately obvious which belonged on each side, and getting the bars into position took only a few minutes with an Allen key.

The box also included the usual reflectors, documentation and basic accessories, along with a Halfords assembly checklist showing the bike had been inspected and set up before dispatch.

After giving the chain a quick spray of lubricant, that was essentially it. From opening the box to having the ADV 8.9 ready to ride was a pleasantly fuss-free process.

Design and build quality

The Boardman ADV 8.9 makes a strong first impression with its understated finish, slim tubes and relatively clean cable routing, which give it a much more expensive appearance than you might expect from a £1,200 gravel bike.

It has a butted 6061 aluminium frame with smooth(ish) welds and a full-carbon fork that helps disguise the fact that it isn’t a carbon bike, especially in the all-black colourway I tested.

It might just be that I’ve been testing road bikes for way too long, but the ADV 8.9 feels remarkably light and nimble when you pick it up and move it around. At a claimed 10.9kg, it isn't exceptionally light by modern gravel-bike standards, but importantly, it doesn't feel like a heavy budget bike.

As for components, the Shimano GRX RX400 drivetrain sits towards the more affordable end of the company's gravel-specific range, but getting a 2x10 GRX setup with proper hydraulic disc brakes at this price is still a very respectable specification.

Most importantly, it isn't bargain-bin equipment dressed up to look premium. GRX is designed specifically for off-road drop-bar riding, and the RX400 brakes and shifters are exactly the sort of components I'd hope to see on a good £1,000–£1,500 gravel bike.

The 46/30T Prowheel crankset and bottom bracket are more budget-focused than the Shimano parts that surround them, and the KMC X10 chain and Shimano HG50 11–36T cassette, while dependable, certainly aren’t exciting.

The own-brand alloy wheels fall into the budget category, although being tubeless-ready is a significant plus at this price. However, I'm particularly fond of the 40mm Goodyear Connector tyres. They are proper tubeless-ready gravel models with a tightly packed centre tread for rolling efficiency and more pronounced shoulder knobs for grip.

They also suit the character of the ADV nicely and give the bike a chunky, purposeful look without pretending that it’s a mountain bike with drop bars.

The handlebar initially struck me as quite narrow, although that's partly a matter of what you're used to. My large frame has a 42cm bar fitted with a 16-degree flare, which isn't unusually narrow for a modern gravel bike. If anything, it's towards the road-inspired end of the gravel spectrum, with the flare adding extra leverage when riding in the drops.

One slightly unusual detail is the chunky 31.6 mm-diameter, 350 mm-long seatpost. After spending so much time testing e-bikes with frustratingly short posts, I actually had the opposite problem here and needed to drop it considerably.

The larger diameter is less compliant than the skinny 27.2mm posts commonly seen on endurance and gravel bikes, but it also leaves the ADV compatible with a wide range of mountain-bike-style dropper posts should you want to upgrade it later.

Performance

The Boardman ADV 8.9 isn't going to make you forget you're riding a relatively affordable aluminium gravel bike, but once I got it out on the road and onto loose surfaces, I was impressed by just how capable it felt.

The ADV 8.9 feels surprisingly nimble and responsive, changing direction quickly without becoming twitchy or unpredictable. On gravel, it was particularly enjoyable to throw around, and the 40mm Goodyear Connector tyres provided plenty of reassurance when the surface became loose.

Those tyres are a good match for the bike's intended purpose, offering noticeably more grip than a conventional road tyre and helping take some of the sting out of rougher surfaces.

There's a trade-off, though. Once I returned to smoother tarmac, particularly on climbs, the combination of wider rubber and the bike's overall weight made the ADV 8.9 feel a little sluggish.

It's not painfully slow, and on flatter roads it rolls along perfectly happily, but there isn't the same eager acceleration or effortless climbing ability you'd get from a lighter, racier gravel bike. Considering the price, that's hardly surprising.

The Shimano GRX drivetrain performed well during most of my testing. Gear changes were generally smooth, predictable and quick enough, and the 2x setup gives the ADV 8.9 a useful spread of ratios for switching between roads, climbs and gravel.

I did, however, encounter the same issue reported by other reviewers. Some drivetrain rub was evident in the most extreme gear combinations, and even though it wasn't enough to spoil the ride, the effect was certainly noticeable. If you avoid aggressive cross-chaining, that largely solves the problem, but it's worth knowing about.

I'd still take this drivetrain over a cheaper mechanical setup. Hydraulic braking and GRX shifting help the ADV 8.9 feel much more accomplished than its price might suggest.

The riding position is reasonably aggressive for an adventure bike. That contributes to the bike's responsive character, but over a roughly 40km ride I found myself having to tilt my head upwards more than I'd like, eventually resulting in some neck discomfort.

Fit is obviously very personal, and a different stem position or bike setup could alleviate this considerably. Still, riders who prefer a more upright endurance position may want to pay particular attention during a test ride.

There was plenty of room for adjustment at the other end. I could achieve full leg extension without needing to run the seatpost anywhere near its maximum height, which made finding a comfortable pedalling position refreshingly straightforward.

Pedal clearance caught me by surprise. When leaning into a particularly tight turn, I managed to clip a pedal against the edge of the road. Pedal strikes aren't unheard of on gravel bikes, especially when pedalling through corners, and it only happened once during my testing, but the bottom of the pedal does feel relatively close to the ground.

The ADV 8.9 also picked up cosmetic marks more readily than I'd expected. I really like the understated monochrome grey finish, but the paint on my test bike proved fairly susceptible to scuffs and small chips.

That's unlikely to matter much to riders who see gravel bikes as tools, although I'd be cautious when attaching a D-lock or squeezing the bike past walls or other obstacles.

Verdict

The Boardman ADV 8.9 isn't perfect, but at £1,200, it represents exceptional value for money.

The aluminium frame and 40mm gravel tyres mean the bike can feel a little heavy-footed on paved climbs, and I encountered some drivetrain rub at the extremes of the gearing. I'd also keep an eye on pedal clearance and protect that handsome grey paintwork if you want it to stay pristine.

Yet these feel like relatively minor complaints when you consider what you're getting. The ADV 8.9 feels nimble, changes direction beautifully, has loads of grip on loose surfaces and comes equipped with proper Shimano GRX components, hydraulic disc brakes and a full-carbon fork.

More expensive gravel bikes will be lighter, faster and more refined, but I'm not convinced most casual gravel riders actually need them. For anyone wanting an affordable first gravel bike, a capable all-rounder or something equally happy tackling towpaths, country lanes and weekend adventures, the Boardman ADV 8.9 is incredibly easy to recommend.

Boardman Bikes’ name isn’t just a coincidence. The company was co-founded by Olympic medalist and yellow jersey wearer Chris Boardman in 2007, though it’s now owned by Halfords.

The MTX-E 8.9 is a hybrid electric bike rather than something you’re going to ride in a time trial, with a mid-drive motor and a lot of Shimano bits and pieces attached to it.

With its front suspension fork, thick downtube and sloping geometry, there's a definite hint of the e-mountain bike about it, but it’s better suited to lighter off-road adventures as well as commuting and just getting around town efficiently.

Boardman MTX-E 8.9 review

Price and availability

The Boardman MTX-E 8.9 is available from Halfords. There is also an MTX 8.9 without the E, which is a much cheaper acoustic bike that often turns up in searches due to its similar name and is priced much more cheaply.

At £2,200, the Boardman MTX-E 8.9 is more expensive than the Fiido Nomads Pro, which also has more torque, and there's a cheaper Boardman MTX-E 8.8, too, with less torque than either and a less premium spec sheet.

Design and build quality

It would be easy to look at the Boardman MTX-E 8.9 and see similarities to Trek’s Marlin+ 8 or the Haibike Alltrack. It’s neither of those bikes, being more of a city hybrid with a sporty costume on.

The angle of the top tube is rather rakish, and you’ll need to jack the saddle up a bit if you’re tall (you’ll need the large 54cm frame option if you’re over 5ft 9in), which can make it look a bit spindly at the back end, but otherwise it looks like a solid bike.

This is underlined by two design features: the first being that, despite being described as a unisex bike on the Halfords website, it has a top tube. The angle means it’s easy to get on and off, and such divisions of bikes by gender belong in the 19th century, but it lacks the pure convenience of a step-through universal frame.

The top tube passes the saddle post with a slight downward kink, and the straight-line style of something like the Fiido Nomads Pro looks more modern, but it’s certainly not an unattractive bike.

The second thing that makes the MTX-E 8.9 recognisably stand out as an e-bike is that thick downtube, in which the battery nestles. As a mid-motor design, it’s chunky all the way to the pedals while the rest of the frame is thinner.

The battery is a removable Shimano 36v design with a capacity of 504Wh, and there's an easily accessible charging point at the bottom of the seat tube.

Such a large battery can take a while to charge, and you should put aside most of the day to get it from empty to full again. While there are mounting points for mudguards and a rack, neither is provided as standard, and the model delivered to me doesn’t have a kickstand either.

As the flagship model of Boardman’s MTX-E series, you get the Shimano EP6 motor here, with the maximum legal 250W output, as well as 85Nm of torque.

The torque level of a motor determines how fast it can accelerate from a standstill and how well it goes uphill. Motors with 60Nm aren’t uncommon in leisure and commuting bikes, so the extra turning force here makes the MTX-E 8.9 a better choice for slightly rougher, hillier terrain.

It’s not a completely off-road bike, however, as evidenced by the tyres. They’re 50mm-wide Goodyear Connectors, a tubeless gravel tyre that’s nonetheless good on all sorts of surfaces.

They position the MTX-E 8.9 as an all-round bike that’ll be good on the farm tracks and towpaths that make up so much out-of-town cycling infrastructure as well as paved roads on the journey to the office.

The saddle and handlebars could be better, being a little thin on padding for longer rides. They’re not actually bad, but the handlebar grips in particular, with a thin soft layer over something harder, can become tiring when you’re putting in the miles.

Performance

There are three levels of power assist on offer from the MTX-E 8.9, and the boost from the mid-mounted motor is transferred to the back wheel through an 11-speed Shimano CUES groupset controlled from a lever under your right hand.

It’s fairly smooth-shifting; CUES uses Shimano’s Linkglide tech to avoid the classic jerks between cogs (though this isn’t completely successful, you’ll still feel and hear gear changes) and should be more durable too, though as it’s only been around a few years this hasn’t completely been proven yet.

Much of the time you’ll be content to leave the power setting in the middle and let the gears take care of evening out your pedalling, and there's a noticeable difference between levels 2 and 3.

Turn it up full, and the bike moves forward urgently as the torque sensor registers the pedals beginning to turn, making hill starts from stationary a possibility and bringing up the max assist speed surprisingly quickly, after which it can feel like pedalling through glue in contrast.

It’s also quite noisy when putting out full power, which at least has the benefit that pedestrians will hear you coming. The difference between the extremes of the cassette is also quite large, meaning you’ll be able to tackle some pretty steep hills, even if you’ll be going pretty slowly by the time you reach the top.

It’s all controlled through a small but effective LCD on the left of the handlebars. It won’t switch on while it’s charging, which makes it easy to avoid the classic mistake of riding away with a cable attached.

While I’ve certainly seen larger screens on e-bikes the information is clear, with the remaining battery charge easy enough to discern even if the remaining range is shown as a very small number.

Joining it on the left is what looks exactly like another gear lever, but which instead controls the dropper post for the saddle. Press it while riding, as first-time riders coming from a mountain bike might, and you’ll suddenly find yourself a lot lower down and with your knees splayed out, which is suboptimal to say the least.

Stopping is handled by Shimano hydraulic disc brakes, with a 160mm rotor at the back and 180mm at the front. If you got out of the habit of using your front brake during the side-pull era, this might be enough to get you pulling it again, as it’s very effective and using both will slow you well even on a downward gradient.

Also, at the front of the bike is an air-sprung Suntour suspension fork, nothing special but enough to make rougher surfaces less irritating with its 100mm of travel. You can switch it off if you’re going to be on-road, but there's very little reason to unless maxing out the range is your primary concern.

With the 504Wh battery full of juice Halfords claims a 60-mile endurance, and while that’s going to depend on the size of the rider as well as the nature of the paths you’re riding on and the ambient temperature, the remaining charge indicator drops noticeably more slowly than on something like a Brompton Electric.

On one hilly ride the range decreased from 37 to 20 after about 12 rather than 17 miles having used the highest boost level for some of the ascents.

Verdict

An e-bike with a mid-mounted motor is worth the extra investment over a rear-hub model, and one with a greater amount of torque is too. The Boardman MTX-E 8.9 is a fun bike to ride, its motor making things like climbing hills without getting off and pushing possible. With its sporty look, grippy tyres and effective brakes, it’s an excellent ride for dirt paths, byways and looser surfaces too.

The humble bicycle is fast becoming the best way to get around urban environments. Soaring fuel costs, low-emission zones and congestion charges are pushing vehicles out of city centres, while expanding bike lanes make two-wheeled travel quicker than ever. In fact, research from health data expert Terra proves cycling is the fastest way across London for journeys under eight miles.

The problem is pedalling. While bicycles are highly efficient, they require effort. Sweaty, panting effort. There's a simple solution: add an electric motor. Suddenly, you can get around the city with minimal exertion, and the drawbacks of conventional cycling evaporate like sweat off a Lycra-clad back. Today's models are a far cry from the clunky e-bikes of the mid-2010s, with subtly integrated batteries and minimalist motors that look almost identical to standard bikes. Here, we'll guide you through everything you need to know about these cybernetic velocipedes.

GETTING STARTED

Ask any e-bike addict what their gateway drug was, and they'll probably tell you the same thing: Limes. What was once a citrus fruit associated with hazy memories of salt and tequila is now synonymous with electric hire bikes dotted around the country's cities. Other options are available: Forest, Voi, Beryl, Bolt, Tier, Santander, but Lime is the most popular. And the most unpopular: the Daily Mail will often run horror stories on how these citric e-bikes are clogging our pavements and causing ‘Lime bike leg' (severe injuries attributed to being crushed by one of the cumbersome cycles).

Whatever your opinion on hire e-bikes, there's no denying that they've revolutionised the way we get around cities. Unlike buses, you don't have to wait for a bike to show up – you can usually just grab one from your nearest parking zone. They don't get held up in jams, or by red lights (rider dependent). And, unlike the early era of Boris Bikes, electric motor assistance makes riding these absolute units an effortless joy.

But, as e-bike riders find, it's not always plain sailing. Sometimes they can be unreliable, and their per-mile or per-minute pricing seems low to start with, but can soon add up: an average daily commute with Lime's pay-as-you-go pricing can cost a whopping £240 a month. And this is exactly where buying an e-bike makes sense.

BECOME A CONVERT

Your best bike is the one you already have – and you might not need to buy an entire new e-bike when you can just strap a motor to your existing one. Units such as Skarper (which attaches to your rear disc brake rotor) and Swytch (which replaces your front wheel with an electric one) give you all the benefits of an e-bike on your existing steed. The added advantage here is that you can switch it back to a non-electric bike in a matter of seconds, and you don't need to find space to store a whole extra bicycle, which can be handy when each cubic inch of your flat costs £1,000 a month in rent.

Or, you could just get a whole new e-bike, and throw your non-electric unit in the canal. There are now electric variants of every kind of bicycle, from monstrous mountain bikes to aero-formed roadsters. Here, we're going to focus on bikes that are suited to the urban environment, though.

The dominant bike in this sector is the urban commuter, whose more upright design helps you see and be seen in traffic. Designs of these vary enormously, from classy Dutch-style sit-up-and-beg models to hybrid bikes that pack mountain bike-like features such as suspension forks and high-torque motors into lightweight, agile frames. To make them practical for commuters, they also often feature mudguards, pannier racks, and built-in lights.

These are often also the cheapest way to get into e-biking, starting at around £800 for fairly respectable models. Spend more and you'll find more features, such as higher-class motors, built-in computers for navigation and recording your rides, and tracking if the bike is stolen.

And that's one of the biggest problems with commuter bikes: they have to be locked up outside, or in ‘secure' garages that are actually about as impenetrable as a string vest. This is where folding bikes come in handy: they perform about as well as their full-size brethren, but when your journey is complete you can fold them up and stow them in a cupboard or under your desk.

Adding electric power to these versatile bikes makes a lot of sense: as they're often used by commuters, they can help mitigate the dreaded sweaty shirt syndrome, and they can be taken on public transport for longer journeys. They're also surprisingly fun to ride, combining small wheels with micro-suspension to make the bike feel a lot bigger than it actually is.

The top three… smart commuter gear

Upgrade your urban e-bike ride with these accessories

LET'S CARGO

At the other end of the scale are cargo e-bikes. These are large and heavy but also the most versatile e-bikes, with modular systems so you can transport your kids to school or load up with a week's worth of shopping. They have taken off among inner-city families who want to ditch the car (every urban primary school has at least one cargo-bike parent), and their bomb-proof frames make them a great investment.

Regardless of your choice, there are a few things to look out for. As e-bikes are legally limited in terms of speed in the UK, torque has become the big number to look out for: the higher the torque, the more quickly the bike can reach top speed, in turn giving riders the confidence to accelerate away from red lights when they've got a lorry behind them. It's also what helps the bike maintain higher speeds when going uphill or carrying heavy loads. High-end e-bikes pack a whopping 150 Nm of torque, but 75 Nm will suffice for most commutes.

An e-bike's battery is also important, and manufacturers have to maintain a balancing act between delivering mileage while keeping weight low. An 800Wh (watt-hour) battery will deliver up to 80 miles of range on a single charge, although this is heavily affected by factors such as the lumpiness of both the rider and the terrain. Systems such as Bosch's PowerMore range extender are water bottle-sized units that plug into e-bikes to deliver more range.

E-bike motors usually sit mid-mounted in the bottom bracket, between the pedals, but they can also be hidden in the hub of the rear wheel, which results in more stealthy frame designs. Gearing is usually much the same as it is on a non-electric bike, with front and rear derailleurs moving the chain into different cogs to change the ratio between pedalling and rotations of the rear wheel.

However, some e-bikes make use of carbon belt drives and intricate gearing in the rear hub to shift between gears. While this reduces the range of the gears, the benefit to this setup is that it's quieter, oil-free, and requires less maintenance. Because e-bikes add assistance to pedalling, a big gear range is less essential than it is on traditional bikes, and belt drives are becoming much more popular as a result.

The four best urban e-bikes

Our expert picks in the commuter, folding, cargo, and smart tech categories

Choosing the right urban e-bike can be tricky – but there's one out there for everyone, from slick Pogačar wannabes who like to engage in races to the lights, to sedate mums and dads on the school run. There are myriad features to consider, and every manufacturer is trying to outdo one another in terms of tech integration and smart design. Here, we've picked four standout models that are the absolute peak of urban micro-mobility, whether you need to transport massive loads or kids (or both), or you need a bike that rides like a full-size one but folds into the footprint of a suitcase.

THE FUTURE OF E-BIKES

E-bike sales are surging at the moment, and manufacturers are locked in an arms (or should that be legs?) race to create e-bikes that are safer, more efficient, and just much cooler. Solid-state batteries are likely to be the biggest upcoming shift in e-bikes, delivering as much power as conventional lithium-ion batteries in formats that are smaller, lighter, charge faster, and are inherently unable to burst into flames.

Meanwhile, e-bikes themselves are borrowing tech from a new generation of cars to protect riders on chaotic city streets. Created in collaboration with Volkswagen, Canyon's Roadlite:ON V2X incorporates V2X technology that uses radio frequencies to enable vehicles to see one another – even when they're around corners or behind other large vehicles. In turn, this can alert drivers via dashboard warnings, and let cyclists know that something's coming with haptic vibrations in the handlebar grips.

Bikes and vehicles aren't the only things that are getting smarter – cities themselves are beginning to move more fluidly thanks to intelligent traffic lights that prioritise emergency vehicles, public transport, and e-bikes. These systems are already on trial in the Netherlands (of course!) and can automatically switch to green as you approach, so you never have to put your foot down. And up. And down again.

Utrecht's Flo system also uses overhead radar and rider instructions (speed up or coast) to group cyclists into a caravan of courage so they can pass through traffic lights in a ‘green wave.' And, as e-bikes become more popular, dedicated cycle highways designed exclusively for higher speeds enable cyclists to get to their destinations in less time than it would take to drive there.

When previous generations imagined the world of tomorrow, it was often flying cars and jet packs that crossed their minds – but now it seems more likely that it'll be defined by supersmart e-bikes cruising effortlessly around hyperconnected cities. It may not be quite as exciting, and there are still some issues with legislation and safety to be ironed out – but if you want to be part of the future before it happens, get yourself an e-bike.

Five golden rules of the road for e-bike legality and safety

KNOW GOOD E-BIKES FROM EVIL

So, you're ready to ditch the hire bike and get your own electric two-wheeler. But before you splash your cash, it's important to understand one thing: there are good e-bikes, and there are evil e-bikes. Good e-bikes abide by EPAC laws – a maximum 250W continuous motor power and a 15.5 mph pedal-assist limit. Anything more turns your machine into an electric moped requiring licensing, insurance, and number plates. Police are seizing and crushing illegal bikes, so sticking with road-legal models is essential.

AVOID FIRE HAZARDS

Uncertified grey-market e-bike batteries can cause terrifying fires. Thankfully, buying a safe e-bike is easier than ever thanks to initiatives like the E-Bike Positive campaign, which is backed by major brands such as Specialized and Trek alongside retailers including Halfords and Decathlon. Always ensure your bike complies with EN 15194 safety standards and only use the manufacturer-approved charger.

LOCK IT LIKE IT'S HOT

E-bikes represent high-value targets for urban bike thieves, and thin cable locks are basically a great big invitation for someone to nab your precious two-wheeler. Invest in dedicated high-security hardware carrying a Sold Secure Gold or Powered Diamond rating. Always anchor both the main frame and rear wheel to an immovable bike stand. If your bike features a removable battery or quick-release display, take it with you.

PLAN SAFE, STRESS-FREE ROUTES

Taking full advantage of electric power means you don't need to stick to the shortest roads. Use cycle-specific navigation apps such as Komoot to find segregated cycle tracks, low-traffic neighbourhoods, and canal paths. A ten-minute detour may keep you clear of heavy traffic, blind spots, and irate motorists.

STAY VISIBLE

E-bikes accelerate faster than traditional bicycles, which means drivers often misjudge your approach speed at junctions. Keep daytime running lights turned on at all times, wear a brightly coloured helmet, and check before you signal. Maintain a dominant lane position away from the side of the road, stay alert around large vehicle blind spots, and never undertake HGVs at red lights.

One of my highlights from last year – at least when it comes to electric bikes – was the Fiido Nomads. It is an excellent touring bike with a solid build and plenty of features for the money. No wonder it won the T3 Awards 2026 in the best electric bike category.

The Nomdas Pro, a two-wheeler I’ve been testing for a few weeks, is very similar but comes with a mid-drive motor. It’s a big upgrade; mid-drive models are the cream of the crop of the e-bike world, and are priced accordingly.

Since it’s Fiido, I expected the Nomads Pro to be an excellent value bike with a long range and a decent feature and components list. And it’s exactly that. Should you get one? Read my full review below to find out.

Fiido Nomads Pro review

Price and availability

The Fiido Nomads Pro is available now directly from Fiido, with the standard single-battery model officially priced at €1,999 in Europe. In the UK, Fiido currently lists the bike at around £1,818. US and AU prices and availability TBC.

Design and build quality

The Fiido Nomads Pro is a substantially beefier machine than the standard Nomads. It still uses a 29-inch aluminium alloy frame and keeps the same touring-focused silhouette. However, the hardware has been upgraded with the aforementioned mid-drive motor, new front suspension and more.

Sadly, that extra hardware adds some heft. The Nomads was not a lightweight bike at about £24 kg, but the Nomads Pro tips the scales at 26.2kg, around 1.5kg more than its predecessor. The maximum payload remains 120kg.

As a result, the new bike is even more effort to move when the assist maxes out (more on this in the Performance section). This kind of heft isn’t unusual for a full-size trekking e-bike with suspension, a mid-drive motor, and a removable battery.

Up front, Fiido has swapped the standard Nomads’ oil-spring fork for a 120mm air-sprung suspension fork. A meaningful upgrade, especially if you plan to ride rougher tracks, as air suspension is lighter, more adjustable, and better suited to tuning than a basic coil setup.

The 29-inch tyres are more than suitable for the purpose, wrapped in 2.1-inch CST tyres, while the double-wall aluminium rims and stainless-steel spokes feel appropriate for a bike designed to carry luggage over longer distances.

The Nomads used a rear hub motor, but as I’ve already mentioned probably a 1,000 times in this review, the Nomads Pro gets a 250W mid-drive motor producing a claimed 100Nm of torque, which is a lot more than the Nomads’ 45Nm output (122% increase in quoted maximum torque, to be precise). Power delivery is managed by a Mivice X700 torque sensor.

It’s worth stopping here for a moment to explain why the motor's position matters more than torque. The regular Nomads’ motor drives the rear wheel directly, so its 45Nm doesn’t benefit from the bicycle’s gearing.

On the Nomads Pro, the motor drives through the chain and Shimano CUES drivetrain, meaning you can select a lower gear and let the motor operate more effectively when climbing. As a result, the bike feels dramatically stronger on steep hills even though both bikes say “250W” on the spec sheet.

Both bikes use the same 417.6Wh removable battery slots neatly into the downtube. Fiido’s approach of having to turn the battery on separately continues to trip me up, as it often makes me think – even just for a second – that the battery ran out. Then I remember that I forgot to press the button on the downtube before trying to turn the display on.

As I mentioned in the Nomads review, the larger frame doesn’t come with a larger battery, which means that the range is slightly less. Of course, the maximum range of the bike depends on a million factors, from rider weight to terrain and level of assist, but it’s true that the motor has to work harder on a larger frame carrying a (presumably) larger body.

As with the Nomads, Fiido also offers its expandable battery rack system, which can increase the claimed total range to 224.55km/139.53 miles with three batteries fitted. I wasn’t sent this, so I can’t comment on it. All I can say is that the system worked on the Nomads, so I can only assume it works here, too.

Fiido has stuck with a nine-speed Shimano drivetrain, although the Pro uses a CUES U3020 rear derailleur paired with an SL-M3100 shifter and 11-36T cassette. It’s not an exotic setup, but CUES is designed around durability and high-torque applications, so it makes plenty of sense on a comparatively heavy e-touring bike.

Braking hardware has also been beefed up, with HDM-5 four-piston hydraulic disc brakes replacing the Tektro setup used on the regular Nomads. Upgrades all around!

The seatpost is comparatively short, which means I ended up riding the bike in a suboptimal position, with my legs bent at the lowest point of the pedal stroke.

I would prefer a similar seat-adjustment setup to the Himiway A7 Pro or the Amflow PL Pro, where you can drop the seat using the lever on the handlebar. (Like on a mountain bike.) The fixed-angle, compact 1.47-inch screen is the same as on the Nomads, which works for me. It’s not the most amazing display but gets the job done.

The handlebar control unit, which lets you operate the assist, lights, horn, etc., is the same size as on the Nomads. The buttons are pretty small, and I doubt I could press them properly while wearing gloves. You can control the level assist using the larger buttons at the centre of the handlebar (under the screen), but that requires you to let go of the handlebar for a moment.

Ride characteristics and performance

The move from a rear hub motor to a 100Nm mid-drive fundamentally changes the character of the Nomads Pro compared with the regular Nomads. The motor feeds power through the drivetrain, making that torque especially useful when climbing.

Assistance responds to how hard you’re pushing, making the Nomads Pro feel more like an amplified bicycle than something dragging you along under electric power. Fiido says the delivery is “natural” and “responsive,” and I can’t disagree.

Given the size and heft of the Nomads Pro, you benefit the most from this new setup when you’re tackling uneven terrain relatively slowly, in the UK, anyway. I often hit the top limit of the assistance on tarmac, which almost feels like you cycled into a bog; switching the assist off suddenly drops the full weight of the bike on you to carry.

This is all fine if you’re just cycling gently along a dirt track, or if you’re not in a rush to get anywhere (which, I admit, is the point in touring). However, as someone who likes to travel at speed, I felt a bit restricted by the speed limit on the Nomads Pro and wished it was lighter instead of smoother than the Nomads.

Speaking of going off the beaten path, there’s certainly no shortage of hardware for dealing with less-than-perfect surfaces. The 29-inch wheels roll easily over gravel and other types of rougher terrain, while the 2.1-inch tyres strike a sensible middle ground between road-going efficiency and the extra cushioning and grip you want from a trekking bike.

The 120mm air fork is unusually generous for this category, too, giving the front end considerably more ability to absorb potholes, gravel and trail chatter than you’d expect from a conventional commuter e-bike. It doesn’t feel mushy, either.

The four-piston hydraulic brakes are another welcome addition given the weight and performance available. I weigh around 78 kg, so the bike and I are comfortably over 100 kg, but I never felt out of control.

On one of my range tests, I cycled around 40 km on a mix of country roads, cycle paths and dirt tracks, and often pulled over to let cars and agricultural machines pass. Not once did I have to emergency manoeuvre the bike – the brakes and smooth assist rally make the difference.

The wide, MTB-like handlebar also makes you feel at ease. I’m comparatively tall at 6’1” / 185 cm, but just like on the Nomads, it felt great riding the larger-framed Nomads Pro.

Range

Fiido claims up to 46.5 miles (74.9km) from the Nomads Pro’s 417.6Wh battery, and my real-world experience suggests that figure isn’t wildly optimistic. After 25.4 miles of riding, I still had 42% battery remaining, meaning I’d used 58% of the available charge.

Using that number, we can calculate that the maximum range should be around 43.8 miles (70.5km), which puts the real-world figure only about three miles short of Fiido’s maximum claim.

Not too shabby, considering the total weight and the mixed terrain I rode on. I also wanted to mention that my rides involved a mixture of assistance levels, including Sport mode, so around 40–45 miles per charge feels like a sensible expectation.

Verdict

The Fiido Nomads Pro's mid-drive motor is excellent, with smooth, natural assistance and plenty of torque for climbs, while the air fork, four-piston brakes, and Shimano CUES drivetrain make it a far more capable touring machine than its price suggests. If you want to experience the mid-drive touring e-bike life without splashing the cash, the Fiido Nomads Pro is an amazing choice. Just don't go too fast.

The Brompton G Line was already the folding bike in its range most likely to tempt riders off the beaten path, but its latest collaboration pushes the adventure angle much further.

The British bike maker has teamed up with cult Japanese outdoor label and wander for a limited-edition collection built around a specially finished G Line, accompanied by matching luggage, technical outerwear and accessories.

Founded by designers Keita Ikeuchi and Mihoko Mori in 2011, and wander has developed a sizeable following for clothing that sits somewhere between hiking equipment and contemporary Japanese fashion.

For the collaboration, the G Line gets a textured metallic grey finish alongside flashes of bright yellow anodised hardware, reflective detailing and exclusive co-branding.

Cream-coloured contact points provide contrast against the darker frame, while and wander’s triangular branding appears across the bike, including on the frame and saddle.

A Brompton built for disappearing for the weekend

Brompton and and wander have developed a matching backpack that attaches directly to the front of the bike.

It's made from water-resistant ECOPAK fabric and features the Japanese brand’s familiar reflective detailing.

The collection also includes a smaller 3-litre roll-top pouch made from abrasion-resistant ECOPAK EPLX400.

You can attach it to the handlebars or saddle loops with Velcro straps and convert it into a cross-body bag with a removable shoulder strap.

The accompanying clothing is arguably what makes the collaboration feel like what you would call a "complete outdoor system."

A lightweight windbreaker uses water-repellent ripstop material and features an extended rear for coverage while riding, and the matching relaxed-fit wind trousers add reflective fabric, adjustable hems and a packable construction.

A collaborative cotton T-shirt, meanwhile, combines reflective ripstop chest pockets with Brompton x and wander graphics.

Speaking about the partnership, and wander founder Keita Ikeuchi said Brompton stood apart from bicycle companies focused primarily on going “faster” or “further”, pointing instead to the flexibility created by its folding design.

The Brompton x and wander G Line bike, backpack, pouch and cap will be available from 10 September through Brompton and selected retailers worldwide.

The wider apparel collection will be sold separately through selected and wander stores and stockists.

The bicycle is surely one of humankind's greatest inventions. But has the technology really moved on that much in the last century? Sure, bikes have lost weight, gained gears, they're smoother, roll more easily and stop better. But when all's said and done you still have to do the work – it's not moving along without you.

But what if it could give you a helping hand? What if the ultimate upgrade wasn't (just) a set of Spokey-Dokeys, but the ability to turn your regular bike, no matter how humble, into an electric one?

We've lined up three e-bike converter kits that you can add to your current bike for a bit of a boost – and remove if you have to leave it somewhere. All are fully compliant with UK regulations and were designed and developed here too. These are not cheap kits that are going to explode in your front porch. Nor are they going to rocket you up hills at 40mph. Sorry. You're still going to have to do some pedalling.

What they will do is help take the sting out of your rides. No more sweaty and dishevelled stumbling into the office on the commute. They might convince you to leave the car at home if the weather's good. Or pedal to the pub to see your mates. Or the park for Sunday footy. In other words: your bike, multiplied.

SWYTCH

Why not just buy an e-bike? Simple answer: cost. A vaguely reputable e-bike is a thousand quid, but for half that Swytch will sell you a kit that can be fitted to almost any conventional bike. Secondary answer: security. An e-bike is a theft magnet – with these, you can remove a good chunk of the expensive tech and carry it with you.

All three kits consist of the same basic elements: a battery to store energy, a motor to deploy it, and a sensor to decide when to do that. The Swytch separates these out, linking them with cables. There's a wide variety of batteries to choose from and places they can be mounted around the frame, but this £499 Max+ kit is designed to sit on your handlebars as it contains a built in ‘be seen' light ring. A sensor sits on the pedal arm, calling up assistance from a motor that's mounted – and here's the unusual bit – in the front wheel. That's right, this is a bike with two driven wheels.

All you do is switch out your existing wheel (you can choose to replace the rear instead of the front), run the cables around the frame, mount the battery, sensor and you're away. The Max+ battery has a 275Wh capacity (Another £100 buys you the 362Wh Max++) and is good for a claimed 30-40 miles.

Capable of delivering up to 250 watts, it is effectively you, doubled. Plus it develops 40Nm of torque, which is just the thing for getting away from traffic lights. As with the others, there's a 25kmh (15.5mph) assistance limit – go above that and you're on your own. The Max+ battery weighs 2.2kg, and the rest of the kit adds about the same again. When you stop and lock the bike up though, the battery unclips to take with you. You can recharge it – or discharge it further – an integral USB-C port means it doubles as a power bank.

On the move, an optional wired display allows you to switch between five levels of assistance. Choose level one to maximise range, or five for nonchalantly leaving roadies in your wake. Accessories include a twist throttle – just remember that unlike a motorbike, if you stop pedalling no amount of twisting is going to wake the motor. Nevertheless, the Swytch Max+ (swytchbike.com) is the most affordable and adaptable of these e-booster kits.

VERDICT

Turn it on, start pedalling, and Swytch chips in to help out. So there you are, cruising silently along at 15mph (it's the quietest of these three) and letting the bike do all the hard work – provided the pedals are moving, however slowly, the motor will contribute, so you can cheat the system.

The Swytch does have a couple of quirks though. Every time you stop, it takes a couple of pedal revolutions before the motor wakes up – frustrating if there's a line of traffic lights ahead. And with all the weight on the front of the bike, the Max+ system can be a bit awkward to handle at low speed or if you're on a loose surface. Front-wheel spin is a possibility. You might want to choose the less pretty, more affordable, frame-mounted Swytch Go (starting from £349) instead.

But on the whole, the Max+ is an excellent value, attractively designed kit that delivers on its range and power promises. It's waterproof to IPX6 standards (in other words, it's more tolerant of rain than you are), but with the cables running around the frame, once you've converted your bike, you're unlikely to unconvert it. If you want to have the choice to ‘e' or not to ‘e' with your push bike, then you will need something different.

From £499, swytchbike.com

SKARPER

The other systems here are aimed at commuters and urban riders. Simply fit the kit to give your old bike a new lease of life and get to work less of a sweaty mess. The Skarper (skarper.com) is more versatile.

Where the others feature removable batteries, but leave the motor, cables and sensors attached, Skarper thinks differently. Rather than a motor in the hub, here it's built into a sleek 4.2kg box that houses the battery and control electronics as well. When you lock your bike up, Skarper unclips in two seconds and the only component left behind is the rear disc brake.

Have a close look and you'll spot some unusual holes in it. This is how Skarper connects to your bike – with locator pins, a locking mechanism and – most importantly – a driveshaft. Capable of delivering peak torque of 76Nm (over 30Nm more than either rival) it puts a lot of stress through the slender shaft, so Skarper needed the materials and engineering expertise of Red Bull Advanced Technologies (the F1 team's offshoot).

The 240Wh battery is marginally the smallest here, meaning a claimed range of 30 miles, but it's the fastest to charge (2.5 hours rather than four). It also has the most comprehensive control electronics, with a built-in inclinometer so it knows when you're heading uphill and can chip in a bit more, plus the removable sensor on the pedal arm is a Bluetooth-linked accelerometer, rather than a simpler wired torque sensor. This all allows the Skarper to operate more smoothly.

Mount your phone on the bars and you can control Skarper through the app to switch between Eco, Cruise and Turbo modes and keep an eye on battery level. Want to save battery for later? Pedalling backwards for three rotations turns the system off – and back on again.

Because it's so easily mounted and removed, and leaves so little trace on your bike when it's not there, the use cases expand: it'll do the commute, but it can also help you keep up on group rides. Skarper has a converter for bikes with rim brakes. Some bike brands are now offering Skarper as their in-house e-bike solution rather than designing and developing their own unique models.

It's a beautiful, clever piece of engineering. Which is why it costs £1495. Still, that's cheaper than most e-bikes.

VERDICT

The Skarper is the most intuitive and most powerful e-bike converter here. It might be expensive, but it justifies that by delivering levels of torque the others can't match and doing that in a way that, in Eco and Cruise modes, seems to accurately second-guess what you want. It gives you what you want, when you want, so comes across as more integrated and thoughtfully developed than the others here.

There's no lag or waiting when you set off, the torque is instantly there and although Skarper looks vulnerable mounted so low down on the frame, we had no issue with either kerb strikes or catching a heel on it. Actually, it's positioning not only counteracts the weight of the regular drivetrain on the other side, but means the bike handles more naturally. Even with the system turned off, the bike isn't a pain to pedal.

The only real downside is that it's the noisiest system of these three, so you're less likely to fool other bike-riders into thinking you're doing it all yourself. The flip side is that everyone will want to talk to you about it. It's a super-satisfying piece of design and technology, there if you need it, gone if you don't. Two bikes in one.

£1,495, skarper.com

BOOST

Think of Boost as a tech ecosystem. Yes, there's a converter kit similar to Swytch, but there's also a bespoke Boost urban bike, and a BatteryIQ app designed to alleviate fears about potential battery fires. In other words Boost has thought around the issues of e-bikes and come up with solutions.

Core tech first though. Like Swytch, you need to change a wheel – the rear, in this instance, which comes in a wide array of sizes to work with almost all bikes. It includes a sensor built into the hub that detects your inputs through the drivetrain, so no need for anything on the pedal arm. Then you simply drop the battery pack into the bespoke bottle mount on your frame, where it locks in place with a key.

The lightweight 1.4kg pack contains the control electronics and a 252Wh battery – a neat piece of packaging. All told the kit adds around 4kg (on a par with both rivals) with the motor delivering peak torque of 42Nm. Claimed range is 35 miles, although as ever that depends on how hard you're making it work. Like Skarper, there are three modes: Eco,

Boost and Super Boost (giving you full power for a 20-second burst). Control comes via an app, or a separate £59 wireless display.

The system itself costs £695. Boost (boostbike.uk) recommends you have it fitted at one of its retailers (another £100), but if you want to save money and have some engineering nous, then you can buy the basic kit for £522 and build it at home. However, as with Swytch, once fitted, it's unlikely you'll want to unfit it – this doesn't have Skarper's broader remit. But park it up, remove the battery and it's going to be pretty hard for anyone to spot anything different about your bike. There's less cabling than Swytch, so it's a stealthier solution.

Alternatively, for £1,245, Boost will sell you a complete bike. Aimed at urban riders and commuters, what sets this 16kg e-bike apart is its slim design on 20in wheels. It's not a full Brompton-style fold-up, but it's designed to fold flat for storage in narrow hallways, thanks to flip-in pedals and bars that turn through 90 degrees.

The battery also links to your phone through another app, BatteryIQ, to give you in-depth information about cell health, temperature and voltages. Basically, it tells you that all's well and it's not about to catch fire. Boost is hoping to sell this tech to other firms.

VERDICT

Boost by name, not massively boosty by nature. Even in its higher Boost mode it's a little parsimonious at handing out the power – good for battery range, not great if you want a good jet of power off the line. You should be able to get that by selecting Super Boost, but again, that's not a mode that lives up to its name – plus it cuts out after 20 seconds.

As with Swytch there's too much delay between setting off and the motor waking up. With Swytch you feel the extra torque sweep in but don't hear it, while here it's the other way round. The motor whines but power is modest. Use the app rather than the optional display – it's got better information, more logically displayed.

To be fair, motor control at lower speeds is good, with Boost doing a better job than Swytch at working out how much torque to add depending on the power you're putting in. And as fitted to Boost's own bike, the system is great for dealing with tight urban spots and around pedestrianised areas. But for cycling in more open, freer-flowing areas, the others do it better.

£695, boostbike.uk

Given that I'm fortunate enough to be able to test and appraise the finer things in life from time to time and am a huge fan of the best electric bikes (especially folding ones), I thought I'd try and track down a sub-two grand folding model that aficionados like me could feasibly afford, and eventually alighted on the brand new ADO Air Carbon Pro from burgeoning Chinese brand, A Dece Oasis.

ADO produces a number of mid-to-premium e-bikes, but this one immediately caught my eye, partly because it had the word 'carbon' in the moniker but mostly because it's relatively light (16.2 kilos).

It's also well integrated with a ton of tantalising features like neat cable routing, a battery hidden inside the seat post, a built-in front headlight, GPS tracking, a two-speed auto-shifting Bafang motor with 50Nm of torque, Tektro hydraulic disc brakes, 20-inch wheels for better stability and speed, and the ability to fold it up for storage, commuting and easy car transport.

But enough waffle already, and let me tell you why I think that the ADO Air Carbon Pro is, pound for pound, the best folding e-bike I've ever reviewed.

ADO Air Carbon Pro review

Price and availability

While this model sits in an upper-tier price bracket, there are many much more expensive electric and non-electric bikes out there so I feel its sub-two grand price is fully justified, as is the full five-star accolade I'm giving it.

To put the price of this 16.2-kilo bike’s price into perspective, let’s look at some of the folding e-bike competition. At £1,999, it’s almost half the price of the similarly weighted Brompton P line (from £3,879) which is not nearly as well attired, half the price of the F1-inspired GoCycle (£3,999) and £700 less than the 25-kilo Cube Comfort 500. It’s also less than the price of most high-end ‘analogue’ road bikes and well under half the price of most premium-spec racing models.

Of course, cost is subjective, relative to one’s disposable income and dependent on one’s love of bicycles in general, but take it from me – you might not find a better engineered lightweight electric folder for the money than this cracking beaut. That said, if two grand seems a step too far, perhaps opt for ADO's similarly-styled Air 20s model instead, which retails at a very competitive £1,299.

In the UK you can currently order the ADO Air Carbon Pro direct from the ADO website for £1,999. This bike is also available from ADO's EU store where it retails at €2,499.

The Air Carbon Pro is apparently also available in the USA for an equivalent value of between $2,400 and $2,550. Contact ADO for further details.

Specs at a glance

• Frame & Fork: Carbon fibre
• Motor: BAFANG H700 250W brushless hub
• Gears: Automatic 2-speed
• Ride modes: Eco + Sport (three levels for each)
• Torque: 50 Nm
• Battery: 37V / 10Ah (370 Wh), seatpost integrated and removable
• Range: Up to 100 km
• Sensor: Dual-sided torque sensor
• Drivetrain: Carbon belt drive
• Brakes: Tektro hydraulic disc
• Wheels: 20”
• Tyres: 20” × 1.75”
• Display: NFC colour display
• Waterproofness: IPX6 (Display IPX7)
• Smart features: GPS anti-theft, NFC tap-to-unlock, ADO Smart Connect app
• Folding: Around 20 seconds
• Rear rack: MIK-compatible
• Weight: 16.2 kg (with battery)
• Max load: 120 kg
• Frame warranty: 5 years

Set up

The ADO Air Carbon Pro arrives fully folded and zip-tied absolutely everywhere, so you’ll need a strong pair of scissors or a cable cutter to release them all.

All you have to do is unfold it, fit the comfy saddle using the provided Allen key, adjust the seat post to your desired height – ideally so your legs are almost fully stretched on the down stroke with the balls of your feet on the pedals – and adjust the angle of the MTB-style riser bars to your preferred riding position.

The bike also comes with ADO’s AQS luggage connector so fit that, too, if you’ve added any front-mounted bags and baskets to your order.

My test sample came with a flat battery having been in storage and transit from the warehouse, but it only took about four hours to fully charge, which is pretty good in my book. Next, download the ADOBIKE app, create an account, ensure your phone’s Bluetooth is active and connect to the bike. You’re now ready to head out on your first ride of many.

Design and build quality

ADO – short for A Dece Oasis – has absolutely nailed the design of the Air Carbon Pro. Available in black or white, the beautifully sculpted full carbon fibre frame is the obvious clincher here, but it's the finer details that have really impressed me.

Every cable – bar the neatly-wrapped brake and battery lines – has been routed internally, and every component feels as though it's been selected with longevity in mind. The overall fit and finish of this bike is genuinely exceptional, with a level of engineering precision I'd happily compare with the marine industry.

Perhaps most remarkably, the whole package weighs in at just 16.2kg, making the Air Carbon Pro one of the lightest fully-featured folding electric bikes I've ever tested. Considering it packs a sizeable battery, hydraulic brakes, integrated lighting and a rear luggage rack into the bargain, I consider that an impressive achievement.

Starting at the rear, you're met with a sturdy MIK-compatible rear carrier capable of hauling up to 25kg, replete with a neatly integrated rear LED light that remains visible without spoiling the bike's clean aesthetic. Beneath the rack sits Bafang's excellent H700 250W rear hub motor, which produces an ample 50Nm of torque.

What makes this motor particularly interesting is its automatic two-speed gearbox. Instead of forcing the rider to think about changing gears and having to fiddle with an annoying rear derailleur, the motor itself quietly shifts between two internal ratios depending on your speed.

Hence, when you pull away from traffic lights, it uses the lower gear for stronger acceleration and, as your speed builds, it almost seamlessly changes into the taller ratio for more efficient cruising. Most riders will hardly notice it happening, which is exactly the point.

Likewise, when coming to a standstill, there's no faffing about changing down in advance with a RapidFire shifter because it'll be back to first gear in readiness for starting off again.

The Air Carbon Pro's 20-inch tyres strike an excellent balance between agility, stability and compact foldability while their reflective sidewalls provide welcome visibility after dark.

Braking duties are handled by Tektro hydraulic disc brakes front and rear, and they stop on a sixpence in all weather conditions. The entire bike also carries an IPX6 water resistance rating, so heavy rain shouldn't pose any issues.

One of my favourite design flourishes is the elegantly crafted rear stays that flow beautifully into the frame. Equally welcome is the carbon belt drive, which is whisper-quiet (wahey, no chain slap), requires virtually no maintenance and never leaves oily marks on your trousers.

Replacement belts cost £79.90, which isn't too bad considering their longevity and overall cleanliness. My review bike arrived without a kickstand, although you can buy one direct from ADO for £49.99, along with a wide range of other reasonably-priced accessories for all their bikes.

Since most carbon frames aren't suitable for fitting kickstands, the ADO stand attaches to the outer bolt on the rear hub. I can't vouch for how well it functions.

Moving towards the centre of the bike, the ADO's heavy-duty 37V, 10Ah (370Wh) battery is cleverly integrated into the seat post, which has the diameter of an elephant's trunk and is fitted with a tidy curly cable connector.

According to the specs, the battery delivers a range of up to 62 miles (100km) depending on the amount of inclines and level of pedal assistance. A heavy-duty lockable release lever, meanwhile, allows the battery to be removed in seconds for indoor charging and added security.

Most mid to high-end e-bikes these days are equipped with a torque sensor rather than a cadence sensor. In essence, a torque sensor measures how hard the rider is pedalling before adjusting the amount of motor assistance accordingly, while a cadence sensor simply detects if the pedals are moving before the motor kicks in at a pre-set level.

The Air Carbon Pro's bottom bracket is equipped with a dual-sided torque sensor, which delivers natural assistance that feels remarkably smooth and confidence-inspiring.

This bike's aluminium pedals offer superb grip underfoot, but their aggressively sharp edges are very unforgiving and prone to gouging one's calf when manoeuvring the bike indoors, especially if wearing shorts. I'd strongly recommend swapping them for removable or foldable pedals with bevelled edges, which would also make storage easier.

Elsewhere, the saddle is pleasantly comfortable despite lacking any suspension, while an integrated anti-theft GPS tracking module hidden inside the down tube provides a very useful level of security.

Heading to the fore, the Air Carbon Pro's fixed handlebar stem and riser bar configuration encourage an upright riding position that most leisure riders will definitely appreciate. However, I'm personally more accustomed to a mountain bike setup where the saddle sits higher than the handlebars, allowing for greater leg power while reducing pressure through the spine.

Nevertheless, I have easily adapted to this bike's sit-up-and-beg riding position, thanks in no small part to the extremely generous motor assistance which does most of the hard work.

I have also angled the riser bars to a more forward-facing position, which has definitely improved my riding posture. But I'd still love to see ADO offer an optional telescopic, height-adjustable handlebar stem so different riders can fine-tune their preferred riding positions.

The Air Carbon Pro's control display introduces NFC unlocking via the supplied key card (more available online). This allows the bike to power up in under two seconds without having to enter a personal PIN.

However, I haven't been able to get my iPhone 15 Pro's NFC to work during testing as the Apple setup process appears to be unnecessarily convoluted.

Granted, the display is generally clear, but some of its smaller text is simply too faint to read while riding. But thankfully the important information – speed and assistance mode – remains easy to see. Riders can choose between two power modes – Eco and Sport – and each mode offers three levels of assistance.

I found that Eco mode Level 2 proved more than sufficient for the vast majority of my riding, while Sport Level 3 provided almost insane levels of punch and was especially handy when riding up steep gradients.

The ADOBIKE app extends the Air Carbon Pro's functionality by connecting to the bike via Bluetooth, giving you access to settings, ride statistics and security features including GPS tracking. It also apparently allows firmware updates though I've received no such notifications since receiving my test sample.

While undeniably useful, parts of the app's interface are very confusing – for some reason the app’s odometer reading bears no resemblance to the amount of miles I’ve actually covered – and some other settings proved inconsistent or non functional during my testing. A few app tweaks are in order me thinks.

I will end this section with a high five to the designers for including an integrated front LED headlight that's beautifully incorporated into the frame.

This 170-lumen lamp throws out an impressively bright beam that's angled to illuminate the road ahead without dazzling oncoming traffic and perfectly complements what is one of the most thoughtfully designed folding e-bikes currently available.

Add compatibility with both ADO's own AQS luggage ecosystem and the universal MIK click-on accessory system, and the Air Carbon Pro is every bit as practical as it is elegant.

Folding mechanism

I'm a big fan of folding bikes of all varieties, mostly because they're easy to store at home, can be taken on public transport or in the car when folded, and they hardly ever need to be left on the street where they could easily be stolen.

Thankfully, the Air Carbon Pro's folding mechanism is refreshingly straightforward and largely hassle-free. The carbon fibre frame folds at the centre using a robust locking hinge and a magnet system to hold the front and rear wheels together.

The handlebar stem folds neatly down alongside the frame to create a compact package that's easy to store in a car boot, hallway or train luggage area. While the centre fold system feels quite heavy when folding, the process quickly becomes second nature and can comfortably be completed in under a minute.

That said, this bike isn't as ingenious or compact as a Brompton, which still reigns supreme when it comes to achieving the smallest and neatest folded footprint in the fastest time.

For instance, I found I couldn’t push it along when folded, or the pedals slowly revolved before one of them jammed against the front mudguard – another good reason to consider changing the pedals to quick-release ones.

In the Air Carbon Pro's favour, it is considerably easier to live with than many other folding e-bikes I've reviewed over the years, and I put this largely down to its relatively low 16.2kg weight and thoughtfully engineered design.

Yes, its 20-inch wheels make it a lot more cumbersome than a 16-inch Brompton when folded, but the fact it folds at all is cause for a little celebration because it means you can store it more easily indoors, take it on a train and fit it into most car boots.

Performance and ride quality

Although it has taken me a day or two to get used to the high handlebar setup, I've grown to love this e-bike in every discipline I've thrown at it. Its overall power delivery, smooth automatic two-speed gearbox and silent belt drive make riding it such an unbridled pleasure, whether it's bombing along a flat road or climbing a steep 8-10% gradient.

In fact, I've been blown away by how well this two-speed bike goes up steep hills without causing a build-up of painful lactic acid in the thighs.

I genuinely expected just two gears to really struggle on the types of inclines I've been riding on but, to my surprise, it's sailed up every road with consummate ease. I'm not as fit as I once was and yet I feel I could ride for 20 or so miles over vastly undulating terrain without feeling the need for a little lie down.

I found that Eco mode positions 1 and 2 provided more than enough oomph for most of my riding sessions and I only ever selected Sport mode 3 when midway up a steep hill.

In fact, on day one of my test I had it in Sport mode 3 while going up a gentle gradient, and it popped a wheelie with hardly any effort applied to the pedals.

Hence, I would definitely tap down to Eco mode level 1 or 2 when performing a U-turn, or your pressure on the pedals at low speed could pitch you off if the motor kicks in too energetically. I've had that happen to me in the past – doing a tight U-turn or sudden avoidance of a pedestrian when setting off are arguably the easiest ways to fall off an e-bike.

While this bike doesn't have suspension of any kind, I've found it very comfortable to ride on most roads. Yes, the rigid carbon frame can amplify every blemish in a road, but I'm used to that and actually enjoy the confidence-inspiring feedback a rigid frame provides.

I also much prefer 20-inch wheels to the 16-inch variety since they provide less rolling resistance and much more stability at higher speeds.

So well done ADO, you’ve pulled off a doozy and produced the best folding e-bike I’ve ever had the pleasure of riding. As a result, I am truly smitten, despite the sharp, scratchy pedals and clunky app.

Verdict

The ADO Air Carbon Pro is everything a folding e-bike should be – impeccable build quality throughout, integrated cabling, lighting and battery storage, a stupendous automatic two-speed drivetrain, oodles of power, large 20-inch wheels for stability and improved momentum, and relatively easy foldability for practical storage and simple car portage.

In the pantheon of luxury carbon e-bikes, I consider a smidge under two grand to be very decent value for money, so if you’re in the market for a premium folder that ticks almost every box, this one’s as close to perfection as it gets.

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.

Welcome to T3's review of the Brompton-esque Engwe Zip, a new style of folding electric bicycle for commuting, city touring and leisure riding that doesn't cost the earth to buy.

I'm a big fan of folding bikes of all styles, mostly because they're easier to store indoors, perfect for the average three-mile commute, great for car-based holidays, and, when folded, can be taken on trains and buses and into most commercial buildings like restaurants, offices, and shops.

Engwe is a popular budget-friendly electric bike brand known for its high-performance, fat-tyre folding e-bikes sold directly to consumers through both online and brick-and-mortar stores.

I've been riding about on the Zip for the past few weeks, and I'm very impressed by its comfort, stability and overall ride quality. It's relatively quick to fold and comes with a UK-legal 250W rear-hub motor and outboard battery that provide plenty of electric oomph on the flat and gentle inclines.

Is the new Engwe Zip an electric Brompton killer and therefore worthy of a lofty spot in T3's guide to the best electric bikes? I’m thinking it just might be.

Engwe Zip review

Price and availability

In the UK, the Engwe Zip retails at £899 and is currently available directly from Engwe, Ride + Glide, Man Firth and Med Bike. You can be sure it will also be available at Amazon in due course.

The Engwe Zip is a Euro-spec bike with a 250W motor, so you can't buy it in the USA. However, it is widely available throughout Europe, priced at around €999.

Specs at a glance

• Weight with battery: 19.4 kg (42.77 lbs)
• Max load capacity: 120 kg (264.55 lbs)
• Frame: Steel
• Tyres: 16"×1.95" Urban Hybrid
• Battery: 36V 10Ah (360Wh)
• Pedal assist: 3 levels
• Power: 250W
• Max torque: 40Nm
• Range: 37 to 74 miles (60 to 120km)
• Gears: 7 (11–28T)
• Brakes: Hydraulic disk
• Display: 3.2" colour LCD
• Charging time: Up to 6 hours
• Waterproofing: IPX5 (motor) to IPX7 (wiring)

Design and build quality

Available in two colours – olive green and grey – the new Engwe Zip is a much, much cheaper option than its most obvious folding rival, the fabulous Brompton Electric G Line.

Just to put its price into perspective, the Zip currently retails at £899, and quite a bit less (between £550 and £675) if your employer is a member of Cyclescheme.

By stark contrast, the Brompton Electric G Line costs between £3,349 and £3,700. And yet, at 19.2 kg with the battery attached, the Zip weighs roughly the same as the Electric G Line. This is an insane stat right from the off. So how have they done it?

Well, for starters, the Engwe is designed and factory-built in China, while all Brompton bikes are still hand-built in London, so that's about all you need to know.

However, it doesn't stop there because the Zip is exceedingly well kitted out from top to toe with a UK- and EU-legal 250W rear hub motor, a 36V 10Ah (360Wh) outboard battery, Shimano Tourney 7-speed derailleur with Rapid Fire shifter, front and rear Shimano hydraulic disc brakes, suspension seat post, and side stand.

It even comes with a brilliantly designed front-mounted waterproof battery bag with enough space above the battery for a rain jacket, plus a front zipped pocket for an emergency repair kit. An optional easy-to-fit rear bike rack is also available. That's a lot of onboard gear for a budget e-bike weighing under 20 kilos.

While there's no information on the alloys used in its standard steel frame, which has a max load of 120 kg, the quality of the welds is worth noting, with no signs of budget-driven workmanship or corner-cutting.

The Engwe's longish wheelbase and fat 16-inch tyres make this bike feel remarkably stable at speed and over uneven road surfaces, and that's a major plus because many small-form folders can often feel jittery and unstable when pushed to their limits. As long as the tyres are pumped to their maximum PSI, you should feel very little resistance when riding on tarmac.

One unusual feature with this bike is that it's fitted with a single front fork, and the funny thing is that you simply don't notice this even when looking closely at the bike. The obvious reason for having a mono fork is to help reduce both weight and to make folding more practical, which I will discuss in detail below.

The Zip is designed to fit all rider sizes – both male and female – and comes equipped with a telescopic suspension seat post and a handlebar stem that can be set high for a sit-up-and-peg riding position or really low for those who prefer a more racy posture. While they may not be to everyone's taste, I rather like the flat-style grips that let me ride on the flat by resting my palms on them.

From a safety point of view, the Zip also ships with a bright LED headlamp powered by the main battery, a rechargeable rear red LED that, sadly, doesn't flash, and the obligatory bell.

Any bike kitted out with an electric motor, LED display, hydraulic disc brakes and a 7-speed rear derailleur is bound to have cables galore, and these need to be hidden and protected where possible.

In this instance, the main control cables are gathered inside a neoprene harness that runs from the handlebar to the start of the top tube, where some of the cables disappear inside the frame and reappear towards the rear.

Since I prefer my bars very low, the main cable harness tends to bend outwards in an ungainly fashion. I have managed to work around this by unclipping the handlebar and twisting it around so the cable harness bends over the front of the bag instead. If you prefer riding in an upright position, you won't have this aesthetic issue because the slack in the cable is taken up by raising the handlebar stem.

Before we head to the bike's battery and drivetrain, I should add a quick shoutout to Engwe for fitting a pair of excellent Shimano hydraulic disc brakes that stop the bike on a sixpence in all weathers. These brakes have a lovely, spongy feel that doesn't snatch, and they're perfectly dialled for feathered braking when you just want to knock a little speed off down a hill.

However, I should add that my review sample came with the brake cables reversed – front brake on the left lever and the rear on the right – which is how brakes are configured in the USA, France, and many parts of Europe. In the UK, Australia and Japan, we have our brakes the other way round with the left lever controlling the rear brake, etc.

If you're used to the Euro and US braking system, you can safely leave as is, but if you're used to the UK system, then I would absolutely advise switching the cables around before you go on your first ride, or muscle memory will cause you to pull the wrong lever, and if you did this at speed, you could end up over the handlebars.

To fix this, simply pull off the sleeves where the cables attach to the levers and, without touching the levers, firmly pull the brake nipples out of the lever connectors, noting which cable is which.

Warning: do not pull on or even touch the levers when the cables are out, or hydraulic oil will spurt out of the lever's reservoir, and you will have to buy more oil and go through the rigmarole of bleeding the brakes.

Now, carefully push the back brake cable into the left lever and the front cable into the right. Refit the cable sleeves, and you're good to go.

Battery and drive systems

The Engwe Zip's 36V 10Ah (360Wh) battery is stored in a front-mounted waterproof bag that’s expandable upwards to fit a folded rain jacket, gym equipment or anything else you want to stuff in it.

For charging it via the supplied USB-C charger, up to six hours when depleted, the whole bag or just the battery can be easily removed using the provided key. You get two keys with the bike, and you should always have one of them on you whenever you’re out and about.

Also, never leave the key in the battery lock, or it could fall out while riding. Incidentally, the battery can also be used to charge most mobile devices.

To access the battery’s on/off button, there’s a small velcro flap. Don’t forget to switch the battery on first, or no electronics will function. Likewise, it’s good practice to turn off the battery when leaving the bike unattended or in storage.

Although a determined thief can steal any bike, turning the battery off when, say, popping into a local corner shop is a good anti-theft measure that would make it difficult to ride away at speed.

According to Engwe, the battery should provide enough juice to cover between 37 and 74 miles (60-120km), depending on which PAS (Power Assisted System) setting you're in and whether there are many hills.

Speaking of which, you get three levels of power assistance here, and each setting provides motor assistance at different levels of pedal input. I always go full-on and set it to PAS 3 for maximum torque and ease on the legs, but then I'm not riding excessively long distances.

The Zip uses an EU-legal 250W rear hub motor that strikes a decent balance between efficiency and everyday usability, though surely the time has come for the UK government to consider raising the power limit for e-bikes.

In the UK, Europe and Australia, motor power is capped at 250W, but in the USA, it's a whopping 750W, in Canada, 500W and in China, 400W.

In the UK, this low wattage equates to a maximum assisted speed of just 15.5 mph (25 km/h) – slower than a normal bicycle – while in the USA, it's between 20 and 28mph. Time for a change, methinks.

Producing around 40 Nm of torque, the Zip's motor delivers smooth, predictable assistance that feels particularly well-suited to urban riding and gentle inclines.

Unusually for an e-bike at this low price point, the Zip also comes with a torque sensor that measures how hard you’re pedalling, delivering instant, natural-feeling power when you most need it. It is especially practical for climbing hills and navigating varied terrain.

Many small folding e-bikes are either single- or 3-speed, but this one comes with a Shimano Tourney 7-speed drivetrain, comprising an entry-level Shimano Tourney RD-TY300 rear derailleur, a 7-speed 11–28T cassette, and a RapidFire shifter. This setup offers a useful spread of gears for city riding, gentle inclines and stop-start traffic.

However, there will be occasions when you wish for a larger front chainring, especially when zipping along on the flat or heading down an incline. Also, while shifts are generally light and predictable, there is scope for improvement by fitting a higher-quality derailleur, such as a Shimano Altus.

Like all decent e-bikes, the Zip is equipped with a handlebar-mounted colour display and three buttons: on/off, +, and -. The + and - buttons are used for selecting your preferred level of power assistance, but if you quickly tap the on/off button, it scrolls through four main parameters: Odometer, Trip Odometer, Maximum Speed and Average Speed. To turn on the headlight, press the + button for two seconds.

The Zip can also be used in tandem with the Engwe app, which is a bit low on features, though it at least lets you record your ride's statistics and show them on a map. To make the most of this feature, you need to mount your phone on the handlebars.

Folding mechanism

No folding bike of any style comes even close to the copyrighted folding mechanism of the Brompton, but Engwe's made a very decent fist of this one. The Zip uses a three-fold system and a single-sided front fork that helps collapse the bike in about 30 seconds – the Brompton takes about 15 seconds and requires far less effort.

In practice, the Zip's process is mostly straightforward and involves unlatching a clip near the bottom of the seat post and pulling up on the frame to bring the rear wheel forward (there's a handy grab handle for this). This reduces the overall length of the bike.

Stage two requires releasing the main latch on the top tube and folding the frame inward, and stage three involves collapsing the handlebars. Bizarrely, I'd say that the Zip's folded package is actually smaller than the Brompton when folded, and that's well worth a round of applause.

When fully folded, the Zip can be wheeled along on its two small satellite coasters, as long as the handlebars are still in the up position. No, it’s not a patch on the Brompton, which uses two satellite wheels and another tiny wheel fitted to the rear mudguard for silky-smooth pushing along a platform or concourse, but hey, the fact that the Zip has this mobility option at all is cause for a little celebration.

Performance and ride quality

I've been exceedingly impressed by how well this bike rides. It's surprisingly stable and safe feeling given the small 16" wheel dimensions and, thanks to the fatter tyres, suspension seat post and plush saddle, it's amazingly comfortable, too.

In fact, I was blown away by how well it soaked up the lumps and bumps of the UK's gnarly roads without jumping about or veering off track.

I also love this e-bike's multitude of handlebar and seatpost height configurations that allow me to use the saddle up high and the handlebars low down for a racing bike-style position when riding at speed, or, for gentle flat city riding, have the handlebars set high for the classic sit-up-and-beg riding posture.

If I were to nitpick, I would prefer a little more torque sensitivity on the move, because as it stands, a little too much muscle effort is required to fully engage it. But on the plus side, the torque kicks in immediately when setting off – and that's a boon for pulling away from traffic at the lights and when performing a hill start.

Likewise, I might consider replacing the 7-speed Shimano Tourney derailleur with a better model, because this one is difficult to find the sweet spot on the barrel adjuster when changing through the gears – one minute it’s not shifting to seventh, the next it’s not shifting to first.

This is a common issue with cheaper derailleurs and something that is easily solved by spending a little extra for super-smooth shifting with fewer hiccups.

While I like the idea of Zip's removable, slim-profile pedals – there's a storage place for them on the frame when fully folded – the centre barrel does protrude above the pedal cage, and you can feel it when wearing soft-soled shoes like Converse trainers.

Also, I’m not keen on the fiddly spring-style pedal fitting system, which is frustrating when you just want to quickly clip them in and go.

Verdict

The Engwe Zip is a well-rounded and cleverly designed folding e-bike that prioritises practicality over outright speed. At around 19kg with battery, it’s relatively manageable to lift and carry, while the ride quality is impressively composed for such a compact 16-inch wheeled machine.

Its folding mechanism, too, is relatively quick and intuitive, making it genuinely useful for daily commuting, while its low-spec Shimano 7-speed gears provide a sensible range for city riding, even though they're not the sharpest of shifters.

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.

If you’ve got a kids’ bike gathering dust in the garage, or an old commuter you’ve not touched since three summers ago, Decathlon is giving you the opp to turn it into some juicy Christmas savings.

The sports and fitness retailer has kicked off an Autumn "BuyBack" bonus scheme that adds an extra 20% on top of its usual trade-in value for any bike you bring into store. The offer starts today and runs until Sunday 2 November, with the credit going straight onto a Decathlon gift card.

The idea is to help parents stretch budgets for festive gifting, get outgrown bikes into new hands, and stop decent kit heading to landfill via Decathlon’s Second Life scheme. What's more, children’s bikes were among Decathlon UK’s bestsellers last year, so the timing makes sense.

How it works

To take advantage of the deal, you’ll need to sign up Decathlon membership first. It's free, and you can do that pretty easily, here. Then you can get an online estimate and book a slot at your local store via the BuyBack page.

All you're left to do then is to take your bike to your chosen store and a teammate will check it over. Once they've ensured it passes as a trade-in-able bike, you’ll get your gift card there and then with the 20% bonus included. Need to find your nearest branch? Check the store locator, here. The brand says bikes of any make are welcome, and traded-in models are refurbished and resold via Second Life.

Decathlon’s BuyBack has grown fast since it was first introduced in 2023, with 5,900 items traded so far this year and Second Life bikes now accounting for around 10% of bike sales. And the scheme isn't just better your wallet and the planet, and it also makes good condition, pre-loved bikes more affordable for other families in time for Christmas.

Lower prices on winter kit

Separate to the BuyBack, Decathlon has also rolled out “new lower prices” on more than 1,000 winter fitness essentials, with reductions of up to 30% locked in for the season.

If you’re kitting out for darker evenings or cold, wet commutes, there are savings across reflective running layers, cycling jackets, trail shoes, hiking boots, ski kit and more. It’s designed to be a permanent price cut rather than a flash sale, so you don’t have to wait for a specific weekend to pick up what you need.

Head over to decathlon.co.uk to pick up some great deals.

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.

This is the B98 Electric Hybrid Bike, which is available from Halfords, the British bike and car accessories retailer. It’s a bit of a curio and wants to be a little bit of everything. However, from the off, I wouldn’t say it’s a bike that’s aimed at cycling enthusiasts per se. That’s mainly because this is an electric bike that is more about making life easier for the rider and turning a few heads into the bargain.

Anyone wanting a more wholesome cycling experience is probably better off exploring the best electric bike selection. These bikes offer a little more versatility when it comes to proper bike riding. The B98 Electric Hybrid Bike, on the other hand, is more of a fun machine than a serious proposition. Nothing wrong with that, but it does have limitations due to the design.

Nevertheless, it also has decent specifications, which are almost interchangeable with many other affordable electric bikes that are invariably built in China. In fact, for the money, this Halford’s own brand model packs lots of additional kit, including powerful lights and indicators as part of the package.

(First reviewed March 2025)

Halfords B98 Electric Hybrid Bike review

Price and availability

The Halfords B98 Electric Hybrid Bike fitted with 20-inch wheels seen here can be purchased now from Halfords. It’s got an official retail price on their website of £1,799 (approx. $2,327.45/ AU$3,696.08), but at the time of writing, there was also a reduction of £359.80 due to an up to 20 per cent off promotion. This brings it down to £1,439.20 (approx. $1,862.09/ AU$2,956.87), although bear in mind that prices are always subject to change.

It’s got generic branding too, so chances are the same e-bike might be available elsewhere. My pre-assembled test sample came with an attached kickstand, but this is listed as a £15 extra on the Halfords site. It’s handy, though, especially when no kerb for your pedal is present.

Design and build quality

Halford’s always keeps a keen eye on the pricing of its bikes and the B98 Electric Hybrid Bike is another relatively affordable electric offering. With low prices and discounts on tap, it’s immediately obvious that this is a two-wheeler that is less premium and more practical. It’s designed and built to be thrown around a bit and will not get upset if you throw it into a muddy ditch by accident.

The design is definitely heavy duty with a steel frame and average quality components that result in making this a bulky bike. That comes from getting it out of the box (unless you make use of Halford’s option of picking it up ready to go from one of their stores) to lifting it and, ultimately, riding the thing. I got my example delivered in a big box and, to be honest, it took less time to get road ready than some review bikes I’ve tried.

Halford’s includes all necessary tools needed to get up and running inside the box, along with a charging adapter and cable. While I was putting on the pedals, straightening the front indicators and setting up the handlebar angle I couldn’t help but notice how some of the component parts do look and feel quite cheap. I quite like the rough and ready appearance of the frame and its conspicuous welds. However, the B98 graphic on the battery pack looks like a homemade sticker. It’s a bit of a mixed bag.

On the upside, I was very impressed with both the chainset, which is Shimano and also the rear wheel hub motor. I think this comes from Bafang who have been very consistent with the motor components on many of the electric bikes I’ve ridden. With a combination of excellent gear shifting, with up and down shifts controlled by levers on the righthand side of the handlebars and the adaptive power from the motor, it’s an impressive setup. Power supply can be adjusted via the computer on the left-hand side of the bars.

Riding experience

I was looking forward to riding the Halfords B98 Electric Hybrid Bike. It looks like it’s going to be a bundle of fun and, in many respects, it is. Setting off is easy as you straddle the frame, which is fairly low-slung thanks to that flat, almost Raleigh Chopper-like saddle and push off. The fat tyres are the first big difference you notice compared to a bike with standard-sized rubber. They’re big, fat and very spongy, so much so that I got the pump out and checked their pressure.

Of course, there are lots of benefits of being armed with big rubber tyres on a bike, with the main bonus being the go-anywhere appeal if offers. I could ride on tarmac, grass, gravel and even decent amounts of mud without issue. Another plus is the way these big tyres soak up the lumps and bumps on our roads. Considering there’s no suspension on the back, this is a good thing. The front forks do have suspension though, so combined I’d say this is a bike that works well for UK surfaces.

I really can’t fault the powertrain setup either, with those slick Shimano gear changes working perfectly in tandem with the supply of power. This isn’t a fast bike as such, it’ll do the standard-issue speed but that works just fine because of the big, wide wheels. Less impressive though is the practicality of the bike. I think the saddle is too wide, especially at the front, which gets in the way of pedalling. The saddle also feels like it’ll wear through quite quickly because of the friction it gets from your legs rubbing it all the time.

In that respect, the Halfords B98 Electric Hybrid Bike doesn’t feel like a bike you’d want to just cycle much, no matter how good the gearing setup is and, because of that, comes across as more like a motorised scooter. Nothing wrong with that, but as I hinted at earlier, anyone who is keen on proper pedal-powered cycling, with a bit of powered push thrown in for good measure, might find it a little disappointing. It is a bit of an acquired taste.

Verdict

There’s lot to like about the Halfords B98 Electric Hybrid Bike. It looks quite cool, if you don’t mind the brown trim flourishes, and is comfortable to sit on. The positives include plenty of power, great delivery of said power along with slick and easy gear changes from the Shimano chainset arrangement. Disc brakes front and rear work well and there’s the bonus of front and rear lights, along with indicators too.

Overall then, the Halfords B98 Electric Hybrid Bike is a success. The only thing that lets it down is the way it behaves under pedal power. The wide saddle hinders pedalling, and this is a heavy bike too, made to feel even more so by the chunky tyres. They’re great for getting over just about any kind of terrain, but they add significantly to the drag factor. This bike works well enough, but the Halfords B98 Electric Hybrid Bike requires the power to always be on in order to get the best from it.

Also consider

Chunky electric bikes are an interesting proposition but they’re a little bit of a novelty. Anyone wanting to do more pedalling than being pushed/pulled along by an electric motor would do well to explore the likes of the Brompton Electric P Line Explore 12-speed, which is electric but folds and is way more practical, the BMC 257 AMP AL TWO, which boasts bigger wheels and also the Volt Infinity. All three offer a more wholesome cycling experience, but still provide you with plenty of oomph when it comes to getting the benefit of a battery-powered experience.

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.