For three months last year, I found myself carless, for a number of reasons: my son started school, and my better half was in-between jobs, all good reasons, thankfully. However, given that this would be my first time living with a cargo bike full-time, my experience with general cargo bike use did influence my impressions of the Benno RemiDemi XL. So I've been very strict on myself with this review, separating the practicalities of being carless from the bike's specific performance and value.

For now, here is an in-depth look at the Benno RemiDemi XL electric cargo bike's performance and overall value. For my thoughts on living with a cargo bike, you can read my article - What 3 months, 500km, and 30+ school runs taught me about ditching the car for a cargo bike

Testing Logbook

• Duration of testing: 3 Months
• Temperature: Freezing 0°C/32°F, through to plus 20°C/66°F
• Weather: From freezing rain and brutal headwinds to warm & sunny
• Road surface: Urban British A and B-roads
• Route: Tarmac, and light unpaved, short & sharp hills, long flat sections
• Rides: 40+
• Mileage: 500km/310miles

Design details

The RemiDemi XL longtail cargo bike design is by no means original; however, the bike's aesthetic certainly stands out and offers much greater form over these usually very practical bikes. In fact, it's Benno's compact design and appealing aesthetic that drew me to it in the first place.

To maximise cargo capacity while maintaining a compact design, Benno has utilised a 6061 aluminium frame around small-diameter but very wide 20” x 3.6” tyres. This not only gives it an SUV, urban utility aesthetic that is very on-trend, but also keeps the wheelbase in check and the payload's centre of gravity low.

Speaking of payloads, the RemiDemi XL has a very generous overall weight-carrying capacity of 420lbs/190 kg, which, of course, must be distributed well between the rider and the payload. The rear rack has a capacity of up to 132lbs/60kg, and if you have the front utility tray (as on my test bike), it can carry up to 45lbs/20kg. Leaving around 240lbs/110kg for the rider fully loaded. This extra cargo capacity and strength mean the bike weighs a rather hefty 36.5kg/80.4lbs, with the smallest 400 Wh battery option and 'urban' tyres.

Benno completes the bike with a very ‘Dutch’ style, upright riding position, a step-through frame, and easy-access external battery mounting. A large part of Benno’s practicality comes from the ‘bolt-ons’, which are additional purchases depending on your needs and usage; they are helpfully compatible with Thule and Racktime seats and accessories. I'll get into those a little more when I discuss the ‘value’. My test bike was fitted with the passenger kit, front utility tray, front wheel stabiliser kit, and kickstand.

Specifications

Let's start with the basics: the RemiDemi comes equipped with a Bosch Performance Line motor, which is Bosch’s mid-level motor and attempts to balance power output with efficiency without adding cost or weight. It outputs 75nm, with a peak output of 600W or 340% support output. On my test bike, this was supplied with Bosch’s smallest 400Wh battery and controlled by their latest LED Smart system remote.

On to the ‘bicycle parts’, and Benno equips the XL with Shimano Acera/Sora 9-speed gearing with an 11-32t cassette and Magura MT Thirty four-piston brakes. All bikes are supplied with lights front & rear, fenders and a wealth of own-brand parts like saddle, handlebar and stem.

It's worth noting at this point that the RemiDemi XL’s price is £4099. This is based on the smallest battery option, a performance-line motor, and no add-ons (kids' seats, racks, etc.). This puts Benno pretty close to the premium end of things, and while it saves £500 compared to the market leader, Tern's Quick Haul Long P9, the Tern has a Bosch Cargo Line motor and a 500Wh battery, which offers a bit more punch, bringing 85Nm of torque, a max support level of 400%, and, of course, a bit more range.

In use, I found the specification lacked attention to detail, of which there are unfortunately, many examples. The motor, an older version of Bosch's system, is underpowered for a nearly 40kg bike. This means that when engaging the lower support modes, it feels heavy, like riding through thick mud. The highest setting, 'turbo,' is your only real option. The knock-on effect of this is that you drain the relatively small battery rather quickly. At best, I was getting around 30km of charge, with a mix of turbo and auto.

The hodgepodge of Shimano gearing components, including a Sora rear mech and Acera shifter, works perfectly well but could be more refined. Both Microshift and Shimano now offer groupsets designed for small wheels, which include wider gear ranges that could offset the underpowered motor.

The RemiDemi comes with lights as standard, but they are nowhere near bright enough. Given that the bike’s battery powers them, there's really no excuse for not having something more powerful. While the kickstand is an extra, it hangs too low and sticks out too far from the bike, so when you are filtering alongside a curb in traffic, it's very easy to clip it, as I did several times.

One area Benno has got right is the Magura brakes. The MT Thirty brakes, married to 180mm rotors, are exceptional stoppers and saved our bacon on more than one occasion - once when I clipped the curb with the kickstand, which sent us towards the rear corner of a stationary car. They also just offer excellent reliability and modulation.

Handling Performance

While the specifications presented some missed opportunities, the RemiDemi XL is, in contrast, genuinely fun to ride. The small wheels keep things agile when loaded, while the long wheelbase, low centre of gravity, and comfortable upright position make for a relaxing and composed ride. Even when loaded with kids moving around on the back, craning to see a digger or a pigeon with one leg, it's easy to balance and correct. It's a bit like a van with a loading suspension setup; it actually rides much better when there's weight on both wheels.

That said, the massive 3.6-inch tyres, which appear purely aesthetic, undermine stability and control. On arrival, they had been pumped up to the ‘minimum’ recommended pressure (30 psi), but when combined with the stiff, heavily engineered frame, it was worse than riding a stiff carbon road bike. Several times, I nearly bucked my son and myself off. After playing with the pressures, I found a middle ground at 20 psi, where suppleness was dramatically improved, and there were no detrimental effects on handling. I attribute this mainly to the tyre casing lacking the suppleness and additional material needed to support its large volume. Had the bike had suspension, running higher pressures would have been less of an issue. Benno would benefit enormously by dropping to more conventional bicycle sizes, such as a 20×2.4 or even to a 24-inch wheel like those found on the Benno Boost. This would likely fit the space vacated by the 3.6-inch tyres, offer a better balance, and increase overall comfort and handling.

On the topic of comfort, I struggled with two Benno-branded components: the first was the enormous saddle. While I am not used to sitting so upright on the bike, the Benno saddle is extremely wide, and because I was using the bike every day, I experienced some saddle soreness. After a few adjustments, this went away; however, the position took some getting used to for a cyclist. Also, the handlebars' high rise and back sweep made getting the controls in the right place a little tricky; this was particularly true as the Bosch remote left no room for a bell.

Hauling Performance

Now, for the most critical part. What was the RemiDemi like for hauling?

Given its primary function for the duration of my testing was to get my son and me about, and mostly on the school run, the Benno did this flawlessly. The bike made things so simple, with no need to park outside the school. Also, my son loves being out on the bike, so, it was a win-win for us. Only once during testing did I have two kids on the back, when my nephew visited, but there seemed to be plenty of space for both boys.

On test, we had the rear passenger seat and the front rack, which I supplemented with a cargo net and a pannier bag I already owned to handle the rest of the cargo-carrying duties. A lot of the time, I just found ways to carry things: like my trips to the DIY store, a bag of cement fit perfectly in the front rack, and some long planks of wood fit nicely along the length, strapped to both racks. If I were going down the route of purchasing a RemiDemi, I would consider the front bag and some panniers. Given I only have one child, I'd likely get two that fit better in front of him, which leads me nicely on to the value and ‘bolt-ons’.

Value

As I already mentioned, the RemiDemi sits very much on the boundary of premium electric cargo bikes, and is slightly more than its direct competition at £4099/$4600 for the lowest specification. That is before you start adding on the ‘bolt on’s’. What I will say is that this is an issue with all Cargo bikes: having to customise them with a plethora of expensive, proprietary extras to make them work for you and your family. In this regard, Benno’s bolt-ons aren’t unaffordable, but they aren’t cheap either. To get the set-up I had on test, which was basically somewhere for a child to sit safely, and the front rack, will set you back an extra £700/$1000. In the UK, you can get the RemiDemi already equipped for child carrying for £4799.99 minus the front rack, which means it is still cheaper to buy the raw bike and add the extras yourself. However, if you then need to carry groceries, the front rack bag is the most useful one, and that's another £300. Together it means you are nearly at £5100/$7000 for a bike that isn’t all that well-equipped to start with.

Conclusions

I acknowledge that a detailed dive into the bike's value and specifications may paint the RemiDemi XL in a negative light. However, it is crucial to focus on the bigger picture: the bike largely delivered on its core purpose; School run, check! Recycling centre and DIY store, check! Some grocery shopping, check!

This is where the general utility of cargo bikes and the RemiDemi's performance merge: once moving, in well-paved, flat-to-gently-hilly urban environments, it does a reasonable job of replacing a car.

The detailed issues highlight substantial holes, but because the bike is a viable car replacement, these fixes could be viewed as an investment. For example, the range limitation can be addressed by opting for Benno’s 500Wh or Dual-Battery option. This would simultaneously increase range and afford the power necessary for an easy upgrade to more powerful lights. The drivetrain issues can be corrected by upgrading the gearing components as they wear out (which, given the long chain length, may be sooner rather than later). Benno looks to be offering a Performance CX option (Bosch's top-tier motor) soon, which would address many of the support issues, though it's currently labelled 'Europe only.' My primary fear is that this superior motor option will push the RemiDemi into an unaffordable price point, putting it out of reach of even more people already grappling with the cost of living and bicycles.

In short, the RemiDemi XL is a cool bike; it certainly turned a lot of heads at pick-up. It largely delivers as a car replacement and covers most of family life. However, it lacks value and attention to detail, and while many of the issues can be be fixed, at these prices, should we have to consider making so many upgrades?

Tech spec

Xtracycle has been in the cargo bike business for over 25 years, so its safe to say the company knows its way around long-tail bikes. Since it began prior to the e-bike era, early designs didn’t have motors or e-assist features of any kind, just pure pedal power. It now offers three different models, two of which use mid-drive motor systems, as well as the Hopper, which is positioned as a slightly smaller, more affordable, rear-hub powered alternative. Xtracycle sells the Hopper with several included accessories that allow it to be ready to ride out the door. For this test, the company also included some extra cargo bags, which were extremely helpful and made it easy to grab groceries on the way home or bring along additional supplies while testing out the bike on family adventures.

Design and Construction

The Hopper’s list of features is vast: it includes a Suntour suspension fork, a dropper post (making it simple to swap between riders of different heights), a quick-start throttle and both a front cargo rack and a rear passenger rail system. Like many long-tail cargo bikes, the Hopper is available in only one size, designed to fit a wide range of riders from roughly 5’ to 6’5” (152 cm to 196 cm). The frame is made of aluminium and is designed around an integrated battery, a pedal-based torque sensor, and a Shimano eight-speed drivetrain. The bike has a total carrying capacity of 500 lbs/226kg (including the rider), with a 750W rear hub motor and a 720Wh battery.

The Hopper has a relatively short wheelbase for a long-tail bike at 1225mm, which helps with manoeuvrability. It can be stored vertically if needed, though I found it a little bit cumbersome to actually do so. Hydraulic disc brakes and integrated lighting handle stopping and visibility, and the 20” wheels are specced with Kenda tyres, which measure about 2.35” in the front and 2.45” in the rear. The bike also has full-coverage fenders/mudguards, which is super helpful. The cargo area, which is designed primarily for kids, has enough space for two children, either both sitting and holding on or one sitting and one secured in a rack-mounted toddler seat with a 5-point harness.

The bike is designated as a Class II e-bike (capped at 20 mph), and the frame and fork have a five-year warranty. Xtracycle works with a network of bike shops for distribution and assembly, so that customers don’t need to assemble the bike themselves, which could pose issues for an inexperienced mechanic.

Xtracycle also offers a variety of add-on accessories, including front and rear bags available for purchase separately.

Specifications:

• Frame material: Aluminium
• Sizes: One size, fits riders 5’ to 6’5”
• Price: $2499.00
• Motor: 750W rear hub motor with torque sensor
• Weight: 85 lbs
• Colour: Blue Grass
• Range: up to 60 miles
• Certification: UL 2271 certified by SGS

The Ride

Early on during testing, we experienced the ultimate bike test: a crash. We (myself and our two children and I) were en route to school in the morning, riding partway around a traffic circle when a driver turned abruptly in front of us, travelling the wrong direction around the circle. I yelled, skidded, and laid the bike down to avoid colliding with the car at speed. We were lucky to escape the situation with only scrapes and bruises and made it to school a bit shaken, but otherwise OK.

This experience illuminated a few things: one, the passenger rail system Xtracycle calls the Hooptie (this is the handholding area/perimeter cage securing kids on the back seat) and cargo footrails do a very good job protecting passengers and keeping them in place, even when you slide along the tarmac. And, two: there’s no such thing as going overboard when it comes to being seen on the roads. Even with lights and reflective clothing, a careless driver can miss you, and there’s not much you can do about it.

Since then, I’ve been even more cautious around cars while riding, prioritising the safest possible routes and assuming every driver is incompetent and/or looking at their phone while driving. It’s too bad, but that’s the current reality in North America, even in “bike-friendly” cities like Seattle.

It wouldn’t have helped in this particular situation, but implementing rear radar systems into cargo bikes seems like a no-brainer. After this incident, I took a more critical look at the lights on the Hopper, and while they’re adequate, they could be better. The handlebar-mounted front light has limited output and can be obscured by control lines or front cargo, and the rear light is tucked into the back of the bike on the fender, so it can only be seen from directly behind the bike. It's also not very bright. I added some additional lighting, both front and rear, to increase visibility for the rest of the test period.

For regular upright riding, the bike performed very well. At around 6 foot/181 cm, I am near the upper middle of the sizing range, and felt like the bike was proportioned appropriately for me. For riders closer to 5’, the bike may be more difficult to manoeuvre. The shorter wheelbase makes it feel responsive and familiar, and the Shimano one-by drivetrain worked flawlessly.

The rear hub motor has a lot of juice, so much so that I preferred to keep it off the highest e-assist level with kids on the back. But having a throttle is hugely helpful for getting started from stops. One quirk of the battery and motor setup is that the Hopper has a battery-saving, or sleep, mode that engages after 72 hours of inactivity. This helps maintain the charge but prevents it from restarting as usual. Restarting requires pressing a special button located on the downtube, which isn’t a big deal as long as you know about this step ahead of time.

My primary complaint about the Hopper is the design of its front end. The frame uses a standard 1 ⅛” steerer tube paired with a threadless stem and BMX-style upright bars. This setup allows for very easy adjustment and a comfortable riding position; however, the bars and stem are not robust enough to comfortably manoeuvre the loaded weight of the rest of the bike. The flex in the handlebars creates some instability in the front end. Even at a riding weight of 150 lbs (68kg), with approximately 110 lbs of cargo (two elementary-age kids), the front-end flex is immediately noticeable, disconcerting, and even alarming at speed. Our combined weight is nowhere near the supposed upper limit of 500 lbs that Xtracycle has listed. This is something Xtracycle needs to remedy, either with a stronger bar-and-stem combo, or, even better, a longer head tube and a larger-diameter steerer tube, in addition to a different bar and stem.

In the same vein, the kickstand could be wider to help support the bike as small passengers clamber in and out. It’s rare we park on a perfectly flat, level surface, so leverage here makes a big difference. I appreciate that the Xtracycle kept us safe when it mattered, and we had a fun time exploring as a family, but there are a few things that could improve the bike’s performance.

Value and Conclusion

It seems apparent that Xtracycle designed the Hopper as a direct competitor to some of the newer direct-to-consumer bike brands currently offering kid-friendly cargo bikes. Brands like Lectric and Aventon offer similarly feature-heavy bikes with hub-based motors that appeal to people looking for an affordable car-replacement bike option. The Aventon Abound (previously tested here) is listed at $1,899 and the Lectric XPedition2 listed at $2,543 are both good comparables to the Hopper with a similar list of parts and capabilities.

I think perhaps Xtracycle might have been better served by streamlining this bike somewhat—the cargo-hauling and kid accessories are excellent, but the cockpit, suspension fork and dropper seatpost could be eliminated or improved to meet a similar or possibly lower price point without losing performance.

Xtracycle did a good job choosing performance where it matters, namely in the drivetrain and braking systems, as well as wheel and tyre spec, but is let down by the weak front end's performance characteristics.

More and more people are jumping aboard e-bikes and taking advantage of their many benefits ranging from commuting to leisure cycling.

As with all bikes, keeping on top of the maintenance will make them safer and more pleasant to ride, as well as helping the components to last longer. This is especially important because - although prices are coming down - e-bikes generally represent a considerable investment.

We spoke to Steve Mills, the co-owner of Take-Charge Bikes, an e-bike specialist who has been in the business for over 13 years, for his advice on how best to maintain your e-bike, and the most common pitfalls for riders. 

Mills explains that the best electric bikes are quite robust and don’t really need much more maintenance than regular bikes. The service time is principally related to the same mechanical aspects as you would deal with for any regular bike - but there are some elements which are different that it is recommended to be aware of.

E-bike maintenance tips

1. Good battery care

The most significant difference between a regular bike and an e-bike is the battery. “Although there is a motor, that is still fundamentally mechanical and quite akin to the rest of the bike. Batteries, on the other hand, have very different requirements," Mills tells us.

“The main thing is to keep the battery at an ambient temperature; anything too hot or too cold is going to negatively affect it. Keeping the battery inside your home will do a lot to prolong its life.

“When it comes to storing the batteries for any length of time, you should ensure that the battery isn’t empty - but also don’t leave it sitting there on charge for anything like days or weeks. Batteries are quite expensive, so you really don’t want to misuse them.”

When it comes to deciding where to store your battery, it helps to consider whether these would be good conditions for a pet. If not, it’s not good for your battery.

2. Spoke tension

Hub motor style e-bikes can present their own problems for spokes which you wouldn’t expect to happen on a standard bike, due to stresses caused by the force of the motor.

Mills points out: “On a hub motor, particularly rear hub motors, you find that after a few years spoke breakage becomes a slightly more common occurrence. But if you are getting your bike serviced, spoke tension will be checked and adjusted, so this would be less likely.”

3. Cleaning the drivetrain

When it comes to looking after your gears, it’s the same old practice as part of cleaning your bike, but just should be carried out more frequently.

Mills explains: "A mid-motor e-bike will exert a lot more force on the chain, meaning you’ll tend to get fewer miles in before it needs replacing. But care-wise, you just need to treat them as you would any other bike."

A specific chain cleaning tool along with some degreaser makes this job a whole lot easier. Just remember to make sure none of the oily liquid gets onto your braking surfaces, but if it does, cleaning them with either a specific brake cleaner or isopropyl alcohol will sort it out.

4. Avoid pressure washing

E-bikes, although built to be robust, are still as vulnerable to pressure washing as a standard bike and so should be treated with the same delicacy.

Mills stresses: “Be just as careful as you would be when it comes to cleaning as you would with an ordinary bike. The main issue we see is people being over-zealous when it comes to cleaning; and using pressure washers on the bike.

“We also have people who completely submerge their bikes in canals, rivers and lakes to wash them off, which you really shouldn’t do. It’s obvious to us at service time if that has been done because the oil and grease have emulsified, and the bearings are shot.”

5. Pay attention to the tires

It's good advise for any bike, but with an e-bike you will be able to cover greater distances than you can on an ordinary bike and they are also heavier. The result is road debris can be forced further into the tires. You don’t want to get a puncture, so it's worth spending some time removing any flints before they work their way further in.

Also, keeping the tire pressure topped up plays a large role in warding off punctures and preventing the sidewalls from cracking. Bikes need their pressures topping up far more often than a car tire does.

Buying one of the best bike mini pumps makes things significantly easier, as the pumping takes less effort and many have a pressure gauge which makes it easier to get it to the right level.

6. Clean the brakes

As a consequence of being easier to get up to speed, e-bike brakes see a lot more use than their cousins on non-powered bikes. E-bikes are heavier too, so additional force is required from the brakes to slow them down and bring them to a stop.

It’s important to make sure the pads and braking surfaces are clean, as embedded dirt will wear the braking surface a lot more quickly. It also helps to ensure that the brakes are properly adjusted.

You might not notice a rubbing brake with the extra power on tap, but this will wear the components prematurely and reduce the distance you can travel on a single charge.

You should use a clean rag and a dedicated brake cleaning product to clean your brakes for best results. Bear in mind, if you thoroughly clean your disc brakes, you might have to bed-in your pads again. This just involves getting up to speed and using the brakes evenly to slow to walking pace a couple of times.

Cube’s new Trike Hybrid is the most compelling reason so far to ditch the car. 

For those who can’t quite let go, the unique new e-cargo bike was developed in collaboration with BMW and features so many clever design features and innovative tech that it’s hard to know exactly where to begin.

So, let’s start from the beginning. What is it exactly? Well, since nothing quite like it has existed up to now, the Cube Trike Hybrid almost escapes categorisation. 

It combines the handling of a standard two-wheeled bike, the load-carrying capacity of a longtail cargo bike and the stability of three wheels. It does this thanks to a patented tilting mechanism that decouples the load at the rear from the bike at the front, giving a natural feel to cornering. The rider leans into a corner, as with a standard bike, while at the back the kids stay sitting upright or the load stays horizontal. 

The tech is advanced, but here’s no need to be an experienced e-cargo bike rider to operate it - the Trike Hybrid is designed so that it can be easily used by almost anyone.

That means anyone of any shape or size, too: Cube uses the same one-size concept found on most of its urban bikes, ensuring the Trike Hybrid is a mode of transport for the whole family that lots of people can use.

There’s a telescopic seatpost with a huge range that can be set up from very low to very high (accommodating riders roughly 1m 60cm to 1m 90cm or 5ft 2in to 6ft 2in), and at the front is an angle-adjustable stem.

The cargo box at the rear is lightweight and tough, with a high back and sides to protect the more precious cargo, with removable seats so that you can carry either kids or goods easily, quickly and emission-free across town.

To keep the kids safe and protected, there’s a raft of innovative functions. 

Cube paid particular attention to the cover, which keeps the wind and rain off the passengers with a polycarbonate windshield at the front. When the cover is opened, an integrated gas strut keeps it open unassisted and allows the children to climb in or out independently. 

On the left and right are side panels that can zip on and off; they can also roll up to reveal a mesh section. When it’s warm out, the mesh allows fresh air in but stops children from sticking their arms out, keeping their hands away from the spokes. 

The seat is made from recycled EPP foam with room for up to two children. It’s solid to support the five-point harnesses and topped with infinity foam padding that’s soft and comfortable so that they can enjoy the ride. 

The harnesses keep children securely in place and use a magnetic closure, making it easy to sit kids down and fasten and unfasten them with one hand. The seat removes tool-free whenever the space is needed for the weekly shop or other load-carrying jobs.

There’s a lockable compartment built into the down tube for extra in-bike storage space as well as an optional front carrier that’s compatible with a range of baskets and bags and carries up to 20kg of additional load. 

The Trike Hybrid is powered by Bosch’s fourth-generation CX drive unit which supplies 85Nm to deliver plenty of power. Its 750Wh battery is integrated underneath the cargo box and removes for charging or can be charged in situ.

Up front is a Suntour Mobie34 Cargo suspension fork with 100mm of travel. Tektro Auriga Twin+ HD-E745 disc brakes with a parking lock mechanism disc brakes keep your speed in check, and there's a stepless hub gear for easy pedalling on any route.

As for parking it up outside your home - no car parking space required of course - it comes with a custom protective cover to keep rain and dust off.

Two versions are available - the Trike Family Hybrid and the Trike Cargo Hybrid, both priced at £6,499.

Think about it, do you really need a car?

For all the details check out Cube’s website.

Upon first glance, you might think that the Himiway Zebra is a motorbike or perhaps even a campervan but no, this behemoth of a machine is, in fact, a bicycle. Described by Himiway as an “All Terrain Fat Ebike” with a 400lb (roughly 180kg) payload capacity and huge 4 inch tyres they certainly have created a beast. This does beg the question of who this bike is actually for - perhaps the army could find a use? 

If you want to carry heavy things a long way, this bike is for you. If you’re looking for something to cart kids around on or handle a weekly supermarket shop - this might be a good option, provided you have good bike handling skills and ground-level storage. 

It is a viable replacement for a car in many circumstances, with the ability to comfortably handle large loads. That said, the haulage capacity comes with a tradeoff - the bike weighs just south of 36 kg and isn’t particularly easy to ride at first. You get used to it, though, and once you do, it’s great fun and useful. 

Let’s dig into the details and how it stacks up against the best e-bikes we’ve tested.

Himiway Zebra: construction

The Zebra is an updated version of Himiway’s cruiser, with the brand saying it’s for people who want to “go further than ever”. Its 80 mile claimed range is impressive - although this is dependent on the terrain and loads you’re carrying. The bike is available in both step-over and step-through downtube options. 

The frame is constructed from 6061 aluminium, designed specifically with the goal of handling as much weight and pressure as possible. Up front, it has an alloy suspension fork which is adjustable and can be locked out. The combination of the large tyres, frame and suspension fork make all but the biggest holes in the road almost imperceptible. 

The bike is designed to carry up to 180 kg and the frame meets this requirement. Attached to the frame is a heavy-duty aluminium kickstand - which is handy, as finding something sturdy enough to lean the bike against isn’t always easy. 

The Himiway Zebra comes equipped with 7-speed Shimano gearing and hydraulic disc brakes with 180mm rotors from Tektro - with the extra stopping power coming much appreciated. One of my favourite features of this bike is the integrated tail-light, which is both large and bright.  

The LCD screen mounted on the handlebars tells you how much of the 60-80 mile (depending on usage) range is left and how much of the 250W motor is currently powering you on a rating of 1 to 5. The battery is fully integrated into the frame, which Himiway claims removes 98% of possible mechanical failures. During the testing there were no mechanical failures. Charging the bike was easy, with a full charge taking a shade under 7 hours. 

Himiway Zebra: the ride

At first, the Himiway Zebra is a little tough to handle. The bike is heavy, weighing in at 36 kg, and you feel this weight when you ride. The bike does not corner well and it’s difficult to manoeuvre and push around when you’re not riding it. Take care with the charge levels, because if you run out, riding without the motor is excruciatingly difficult. 

The weight is to blame for all of this. If you live somewhere where you’ll need to take this bike up any stairs, then it’s absolutely not one for you. There are obvious limitations to this bike which are all due to its weight, but that said, the bike isn’t designed to be light and its heft is a necessary feature of its ability to handle heavy loads. 

Once you do get used to how it rides, the motor is smooth and the range is impressive. The fat-bike tyres, suspension and SR saddle make for a smooth and comfortable ride. This bike is Himiway’s answer to a comfortable saloon car or a well kitted out canal boat providing a pleasant soft, squishy ride. 

The 250W motor flattened west Berkshire’s steepest bergs without issue. It’s fair to say descending on this monster of a bicycle is a scary experience as one essentially carries around 30% more momentum than you would on a normally weighted bicycle. The Tektro brakes provide good stopping power, but on longer descents I was far from comfortable. 

The bike comes fitted with a Himiway rear rack which is sturdy, secure and didn’t rattle in any testing. It’s solid enough to take a passenger or fit any number of load carrying accessories - a number of which you can purchase specifically for this bike. It also comes with comprehensive mudguards that feel substantial and are well fitted. Charging was as simple as plugging it into a normal power outlet though I had to get the Zebra in and out of my house to do this which wasn’t easy. 

Himiway Zebra: value and conclusion

At  $1,999.00 / £2,299.99, the Himiway Zebra starts at the lower end of the e-cargo bike pricing spectrum, but trailers and the various carrying contraptions don’t come as standard with the Himiway. This said, if payload capacity for a low price is what you’re after, this bike is one of the best options on the market. 

Other urban e-bikes such as the Ridley RES U400 Deore are only a couple of hundred pounds cheaper, coming in at £1,798.99 with a shorter range and a lower payload capacity. Equivalently designed bikes, like the RadWagon 4 cost £1,999.99 but have a lower payload capacity and a shorter range. In terms of value for money, the Himiway Zebra is a great bike for its specific purpose but lacks versatility to be used as much more than a cargo bike.

Arguably the only thing more nerve-wracking for a bike brand launching a new bike, is launching two new bikes at the same time. Well sort of. 

Our launch story takes a deep dive into the tech behind the unidentical twins, the Scott Solace eRide and Solace Gravel eRide. Scott's new e-bike platform is a single frameset that's designed for both tarmac and gravel, with the spec determining the direction.

But here we compare the Solace eRide 10 and the Solace Gravel eRide 10, the two top-tier models in the new range. The former is the road version and the latter, as you can tell by the name, the off-road one.

We climbed on board both the Solace eRide bikes late autumn in Italy over the course of a couple of days. 

With Italy known for some of the best and most iconic roads and gravel riding - think Strade Bianche - plus a bit of autumn sun and we had the perfect test bed environment in which to grab a several hours' riding time.

First impressions

The immediate thing to note is just how polished the bikes are. And I'm not just talking about the paint job.

Both the Scott Solace eRide 10 and Solace Gravel eRide 10 are are so well put together. 

The brand has gone to great lengths to make the range look like a ‘normal’ bike. The slightly oversized down tube houses the main battery, so it has swollen the other tubing to maintain a sense of proportion and it's paid off.

A huge down tube is usually a dead giveaway for an e-bike and it's certainly not the case in this instance.

The cockpit is equally well ordered and clean. Especially when it comes to the Solace Gravel eRide 10 with the specced SRAM Force eTap AXS, which makes any wires or cables a thing of the past, and the disc brakes internally routed. 

While internal cabling can be a nightmare, the folk behind the design have clearly heard the curses from all bike mechanics when it comes to working on the bikes. So the Solace eRide is gifted clean, cableless lines  with 100%  internal cabling via the Syncros Creston IC bar and stem. 

It might seem minor, but the discreet cable management system, which allows for a stem swap without cutting or re-cabling, wasn't lost on me. 

While I could have spent several days chatting tech with the engineering team, the whole point of the test was to see how the bikes fared, and gravel was first up...

Scott Solace Gravel eRide 10

The inaugural ride took place over a mixture of terrain. Yes gravel was present and correct, but so too were extended sections of wooded singletrack thrown in for good measure. 

Perhaps not the natural environment for a drop-bar rigid bike but it did provide the Scott Solace Gravel eRide 10 bike (and rider) with a thorough going over. 

From the off, the bike has impeccable manners. Like an capable thoroughbred, it was more than capable of tackling anything I threw at it without complaint. 

The bike was so surefooted, with the ideal geometry for the job of tackling loose terrain surfaces, allowing me to place just enough weight over the front wheel to keep it firmly planted and hooked up.

This of course is also down to the  Schwalbe G-One Overland gravel & e-bike tire  which perfectly matched the undulating off-road terrain we were riding, which was drying out after recent rain.  

This initial sojourn on the gravel left a smile on the face. It was a reasonable 20 miles of pretty chilled-out affair. It gave me time to work out the 'brains' of the bike via the touchscreen display on the top tube. More on that in the general section below as it's applicable to both gravel and road machines.

My busy family life now permits a rather time-poor amount of riding, which usually leaves me cursing as to my lack of fitness on group rides, but this time I was more than capable of cruising round at a decent social pace.

With the TQ HPR50 motor and battery doing its thing, I was able to just thoroughly enjoy the longest ride I'd tackled in a long time. The power application was smooth, predictable and incredibly natural feeling, with no sudden turbo power boosts that some e-bike systems deliver - when the assist kicks and you're suddenly over-torqued and reaching for the brakes.

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The second outing on this same bike and 20-mile loop was however a revelation.

The Scott mechanics joined us on what became the unofficial mechanics world champs. The exact same loop was tackled significantly faster and this is where I had a Scott Solace Gravel eRide 10 epiphany.

The bike is an absolute hooligan and I loved every minute of its wildness. I gave up on fiddling with the power settings and just left it on full gas and hooned round the trails with the rest of the riders, feeling like I was 20-year-old with a shedload of training under my belt coming into the peak of the season.

The contribution from the motor totally ironed out the terrain. Singletrack climbs became as much of a scream as the descents. At these elevated speeds, where nobody wants to give any quarter, pinpoint accuracy was key and the bike was so surefooted that it's happy to tackle whatever you throw at it.

It makes total sense to team this with the SRAM Force eTap AXS groupset. Not only is it very aesthetically pleasing and very lightweight, but the speed and accuracy of the shifting further enhances the Solace Gravel eRide 10.

The Solace Gravel eRide 10 seems to become even more capable at higher speeds. It opens up a whole new type of rider who could derive benefit from its magic assisted touch.

It allows you to deploy incredible useful power on singletrack or techy climbs, when fatigued lungs and legs normally cause riding errors.

I could even envisage a professional rider seeing the perks of ownership, allowing for technical skills training sessions without overloaded leg training.

Both gravel rides used a very similar amount of power; in fact only that of the small water bottle range extender, meaning that we could have gone on for hours.

The first ride was slower but lasted longer. The second was significantly faster but similarly shorter time duration. The hour and a half of near racing consumed a third of the available battery on the bike at the time. Extrapolating that out, and by my reckoning I would have had north of four hours of swift riding before an empty tank which, my reckoning thinks is probably more than enough for anyone at that speed

Scott Solace eRide 10

Undeniably the Scott Solace eRide 10 is a great road ride. Sharing the frameset and geometry with the Gravel variant means it handles just as well, and on the road gives you a feeling of predictability and confidence of control.

It gave me a total appreciation as to just how well built this bike is and the fact that I wasn't hindered by the motor when not in use too, although it's difficult to understand exactly who this level of bike would be best for.

The undulating loop we were treated to for the bike's first ride was almost not even a test of the motor or battery as at times I found myself clipping along at 20+ mph for mile after mile before even realising there was zero input from the motor.

This for me totally justifies the inclusion of the Zipp 303's in the off-the-shelf specification, but I wonder if Dura-Ace really is strictly necessary. If the second-tier SRAM Rival is good enough for the top-level Solace Gravel eRide 10, I'm curious to know why Scott didn't adopt the same approach for the Solace eRide 10 go with Ultegra Di2 and shave a decent chunk of cash off the asking price.

That said, the one time the motor was used for some duration was during a lengthy climb the Italians had kindly laid on for us on the test loop. It was about the only time I found myself in the small chainring, but looking at my stats after the ride it took 24 minutes so to reach the top, and was tackled pretty much at the 24kph limit of the motor for the entire duration.

This significant injection of power on the climb was indeed very much welcomed. I found myself roleplaying what it must feel like to be able to climb at speeds similar to the pros.

A quick look at the climb on Strava showed we were indeed climbing pretty close to the fastest times that have ever been set and I’ve got to admit that felt good and gave the ego a great boost (I'll deal with the confession to the e-doping ethics police later).

The decent on the bike was equally impressive. The extra mass of the bike made for some quick, but very surefooted descending. Equipping the bike with the ultra-wide Schwalbe PRO ONE EVO Super Race 38c tyres does give you a sense of immense runner to road grip, which helped me psychologically if nothing else with letting the bike lead at a rapid pace it was clearly capable of. At no point did I ever feel they were slowing the bike down even when just rolling along the flat.

If you live in an area significant hills (which I do actually) it would make some sense or again if you were pushed for time but still wanted to get amongst it at the weekend without being able to put in the hours. This bike would carry you over the hills and far away. If you are a regular on the group ride you would only ever see any input on the climbs. The average speed would always to be too high which negates carrying the additional 3.5kg around.

Accelerating from slowing and stopping is obviously way easier, thanks to a little helping hand.

Scott Solace eRide 10: gravel v road

As it's universal to all the Scott Solace eRide bikes, it's worth capturing my first ride thoughts on the brains, aka the battery and motor control box in one place. 

I need to start with how easy it is to modify the control unit and display screen via the dedicated TQ app using a smart phone. It genuinely is a pleasure and a user interface with the ability to actually tune your bike to save battery life or maximise power output is really impressive. 

This also lets you connect other devices that also can feed off the Solace eRide main battery, such as lights or your electronic shifting, charging them accordingly. 

When on the move, you control your pre-programmed settings via the display unit which is nestled in the top tube. 

It's easy enough to use in theory, but its location involves a lot of looking down and hands off the bars. When at pace on the gravel ride I did have a few mishaps as just couldn't engage with it quickly enough for the speed that the ride was charging along. 

Changing the power setting requires a single screen tap through each power mode. Trying to change the power settings too fast gets interpreted by the unit as a double tap, which frustratingly flips over to another one of the configurable display screens, such as battery life or power stats.

A better option would be to hook it up to the redundant front shifter lever, which, assuming you're not running it for a remote dropper post drop control would be a perfect power modulation lever switch.   

As far as I can work out you also have to cycle through all the power options in a set cycle. I'll see if there is a way to configure this setting in the aforementioned app when we have the bike for a little longer. But for the test ride at least, if you want to toggle between high and medium power settings, you have to climb all the way down the latter to low, before going back up, and the same is true if you're only wanting low and medium input. 

The whole system control didn't seem to be as much of an issue on the road as the ride, as power assist seems to be a more premeditated affair, and in general easier to predict and prepare for when you need to apply it. 

On gravel, however, especially when being piloted around tight singletrack at rapid speed, the idea of reaching down to the top tube and trying to figure out what power setting you are in is pretty tricky.

My way of solving this was just to leave it alone in full power, which once I'd gotten over my battery range anxiety, was actually the catalyst for one of the best rides of my life.

It's also really important to note that regardless of the power setting, the TQ motor only contributes when you need it. So in my case, there was zero assist input for significant part of the rides when the speed was above the legal pedal assist speed of 24kph/15mph. You can predetermine, via your personal ride settings on the app, to adjust the rate at which the power is fed in, but not the overall top (or bottom for that matter) ends. 

I also have to give huge applause to the execution of the TQ HPR50 motor and battery. It really is near silent in operation with just the tiniest whirr from the motor audible. This is quickly lost among the chatter of a group ride or the sound of the terrain under tyre.

Scott Solace eRide 10 and Solace Gravel eRide 10: value and conclusions

Both the Scott Solace eRide 10 and Solace Gravel eRide 10 are unquestionably amazing bikes, with both platforms managing to hit the sweetspot of being agile and nimble both on and off-road.

Scott has gone to great lengths to try and achieve a great weight distribution, keeping everything predictable and neutral. 

The mass and position of motor and battery is sufficiently svelte as to be barely noticeable. In fact, one of the first things that struck me after both rides is that there is no reason why6 you couldn’t just leave the battery system switched off if necessary.

Weighing just 3.5kg, the TQ HPR50 e-bike system is hardly a hindrance to carry round, making both the Solace eRide 10 and Solace Gravel eRide 10 ideal bikes for endurance-style events and adventures, where you just need some assistance to complete the day after a particularly windy or hilly section. 

In fact, with the execution of top-drawer finishing kits on both these top-end bikes, you'll soon find yourself believing that you're capable of riding as swiftly and constantly as a pro rider.

But I started this first ride questioning the need for both bikes, and I guess I still am. 

The gravel bike is an blast. An absolutely brilliant bike that I defy even the biggest e-bike sceptic not to be entertained by. Its poise and handling are thanks to a very well thought-out design and impressive battery range which all come together in a fantastically fun package. 

However, the $10,099.99/£9,199 price tag is always going to be hard to swallow when it comes to the top Solace Gravel eRide 10. Would the smiles be any less on the Solace Grave eRide 30, which comes equipped with a SRAM Rival mechanical groupset?

If I hadn't ridden this beaut of a beast, then I would have been none the wiser, but now I have I'd probably sell other bikes to fund any shortfall required for the top-of-the range one.  

The Scott Solace eRide 10 road bike does still leave me head-scratching. It's a brilliant frameset and finishing kit no question, which makes you a miles better rider without the motor, so I'm sort of wondering how much I would really need the assistance that the motor gives. 

It'll only really be of use in hilly terrain, where the climbing knocks enough off your speed in order to click in to action. Other than than, you might find that your own leg power will be overriding the system constantly.

Factor in that it'll set you back $11,999.99/£10,999 and you really do have to want that hill to justify it. There is a  Scott Solace eRide 20 that does away with Dura-Ace in favour of Ultegra Di2, and you'll sacrifice the Zipp 303s for Syncros carbon wheels instead, but at $7,999.99/£7,299 you'll be saving $4,000/ £3,700, and while still a shedload of dosh, this is slightly more palatable. 

But even then, I can't see why I wouldn't just bite the bullet and get the outlandishly excellent Scott Solace Gravel eRide 10. You can always stick slicks on for the road, with even the 1x gearing more than enough for most riding, but you’ll be reluctant to take top-end Dura-Ace or Ultegra off-roading. 

Here at Cycling Weekly we've been having a bit of a love affair of late. Actually, I'd say it's more than that – we're now positively going steady. 

Our long term commitment to swapping our cars for the best electric cargo bikes is now way beyond the honeymoon period. In fact, the Raleigh Stride 2 eCargo bike has had not one, not two, but three riding families to put it through it paces. 

Myles Warward, who lived and rides in York with two small children, Carl Peachey, who owns two refill shops (Lentils and Lather) in Greater Manchester, and myself and partner, who have an eight year old and an insanely hectic schedule.   

But can one bike really meet the needs and requirements for three diverse cyclists and their families?

Raleigh Stride 2 eCargo Bike - Construction

The Raleigh Stride 2 eCargo bike is what's called a box bike design. The out front load is a departure from the long board e-cargo bikes of the Tern GSD and the Mycle that I've been riding for a similar duration. 

This does mean that the bike's over all footprint is wider, due to quite literally having a 'box' out front, but also significantly longer too. It measures 2580mm in length, compared to the 1870mm of the Mycle and 1870mm of the Tern. It's a difference of 710mm, which does give you a super long wheelbase of over two and a half meters.

But then that is necessary once you factor in that 90 per cent of the load is out front – the rear and centre of the bike looks like a regular step through bike. It's after the handlebars where the transformation into 'box cargo bike' takes place with a bucket-like cargo area and the front wheel way out ahead. 

In between the handlebars and front wheel, there's a steering link which transfers the movement of the bars along what is effectively a long pole to the the front wheel. 

A robust large polystyrene tub, which has a load capacity of 80kilos/ 176lbs, is located in the middle of the gap, which is ringed securely in place by framework. Out back is an additional rack, which can also be set up for carrying more cargo, be it a child seat, basket or panniers, which has a maximum weight of 25kilos/55lbs (although in theory this should be to be balanced out to a maximum of 80kg/176lbs across front and rear loads). 

While this design allows for a huge capacity for cargo, and a rider weight of 100kilos/220lbs, it also means that the bike has to be strong enough to withstand these loads. 

Making a bike from high tensile steel will certainly make it very strong and durable, but it certainly won't make it light. A total (claimed) bike weight of 60kilos/ 132lbs is testament to that fact. 

To put that in context, it's double that of the Tern GSD and Mycle Cargo bikes. 

As with all cargo bikes, the Raleigh Stride 2 eCargo bike comes in one size only. There is no official sizing, or geometry chart with which to measure up against. But taking measurements myself the minimum seat is 90cm from the floor, and maximum 110cm. 

With a range of heights and leg lengths involved in testing, I'm yet to find a rider the bike won't fit. It's not going to be anything like a road bike position, which is why I haven't included a traditional saddle height (centre of crank to top of saddle) as it's tricky to set, especially if, like me, you want to be confident on planting a foot securely on the floor when coming to a stop.

It's worth noting here that the Stride 2 runs on what's know as a mullet set up. The 20" front wheel is teamed with a 26" at the rear. It's the opposite of the mountain bike set up, which has gained (no pun intended) traction over the past few years, such as the race-proven Atherton AM.200M. 

While in the mountain bike world you're looking for a fast rolling front with an agile and nimble rear, on a box cargo bike, you are looking for an agile front, with a faster ground covering rear to propel the bike along.   

Raleigh Stride 2 eCargo Bike - Battery and Motor

As with any electric bike, the battery and motor capabilities are of equal importance to the frame and overall geometry.  

The Stride 2 eCargo bike's weight means it requires a fair amount of muscle, and it's unsurprising to see that Raleigh has specced the Bosch Performance CX Cargo Line battery and motor, which is considered the industry gold standard. This has been specified in order to allow the bike to reach the top speeds of 25kph (around 15mph), the legal limit of most countries under their electric bike regulations.  

It's the same set up that's found on the Tern GSD, although this time, you can't add an additional battery for a longer range. 

The 500wh battery, located on the steerer tube, has a suggested range of around 65km (40mi). However, like all electric bikes, this is a maximum, and will vary massively according to assist level, terrain, load weight and weather. We found that the Bosch ebike range assist calculator was much more accurate when assessing likely range.

The 250w motor is located in the bottom bracket and, according to Bosch, delivers four times your own pedal power in terms of support; although this does depend on which of the four pedal-assist settings you select. The lowest Eco setting offers just an additional 60 per cent, but will mean you'll get more range from the battery.  

It also delivers 85 Newton Meters (Nm) of torque, which we previously calculated to providing an additional 20Nm more than the top-end electric mountain bikes. Considering some of the terrain they are expected to tackle it gives you an idea as to the amount of hauling power this bike comes equipped with.   

Raleigh Stride 2 eCargo Bike - Drive train and brakes

Another area of an electric bike that's vitally important is its controls.  

In terms of stopping power, the Raleigh Stride 2 eCargo bike uses hydraulic Magura MT-C disc brakes, with 160mm rotors front and rear. 

The real excitement however is around the Enviolo NuVinci Stepless Shifter. This is effectively stepless gearing, which does away with traditional gear ratios, meaning that you'll always find the perfect cadence. This also means that you can change gear whilst stationary, a great addition for any electric bike, and can be found on the Canyon Precede:ON CF 9 ST. It's an especially great addition for a cargo bike, when setting off from dead stops often requires a far smaller gear than the one you came to a stand-still in.     

Raleigh Stride 2 eCargo Bike - Cargo set up

The standard set up for the Raleigh Stride 2 eCargo bike contains a wooden bench seat and two three-point belts. If you are transporting children, it is really important to cross check ages against the carrying recommendations on the Raleigh website and manual, as for younger children, specific child seats will be necessary. For older children, it may be just a case of purchasing a cushion for passenger comfort. 

Cargo set up is a really personal decision however, and as with other brands of electric cargo bikes, there are multiple after market accessories available to purchase. The most practical being a simple box cover, while the more extravagant being a passenger rain cover. 

Raleigh Stride 2 eCargo Bike - The ride

As mentioned above, the Raleigh Stride 2 eCargo bike has been given a thorough shake down by three diverse families. Although we had more than one test bike, collectively between us we've covered in the region of 800km/ 500miles.

It's a fair old distance for one model of bike during a review period, and evidence of just how adaptable the bike is, from dropping kids off at school to delivering groceries to canal boats along the canal path. 

Myles found that loading his two kids in and out was easy with the super secure three-point harness, which can be tightened and loosened to suit passenger needs. My eight year old also found the little side made it easy to climb up and into the bucket, with the railings giving something to hang on to, and the dual kick stand keeping the front stable enough to climb in from one side. 

The box style design does mean that you can see whatever you have in the loading tub. It offers the perk of being able to keep an eye on your load of either people or groceries without being too distracted by having to turn round.

As someone who has grown to expect the unexpected from my eight year old riding shotgun on a long board cargo bike (where she sits behind me), this does mean keeping an eye on her antics is easier. However this doesn't mean that the no hands or feet outside the cart aren't an issue. With the Raleigh Stride they were just undertaken in plain sight, causing occasionally more riding anxiety, whereas before I had probably been blissfully unaware. 

When it came to carrying groceries, Carl reported the cargo load was much more compliant and happy to sit still securely in place. 

The swiftness and ease of loading and un-loading, thanks to the open tub design, was welcomed by all users. The aforementioned dual-sided kickstand made the bike feel stable with a child or shopping left in compared to the long board design e-cargo bike. 

The downside for all of us was inclement weather, and the challenge of the tub design. Of course there are a couple of cover options, for cargo if not rider, which realistically would need to be invested in if you were intending on year round riding. 

For passenger cargo, there is always the option of investing in a good set of waterproofs, but bags and the like will fall foul of a heavy downpour, with the bucket filling quicker than it can drain. 

This is also where the only real gripe is: there are no storage compartments, or elasticated nets on the inside of the cargo bay to help stow things like kids’ coats and water bottles, or have somewhere to attach a dogs lead to. Even just little eyelets would be enough to allow some bespoke setup. 

For Carl, mostly transporting groceries, it might be a better option to select the Pro Cargo bike, which is exactly the same chassis, but with a lightweight composite fibreglass box, with a lower power specced Yamaha motor and battery system. While this does give a dry and covered space for transporting goods, it does limit the versatility for anything else.  

Raleigh Stride 2 eCargo Bike - Power and performance

Without doubt, all three users loved the Bosch Cargo Line battery and motor. None of us found the motor wanting for torque, even with the heaviest of loads on the steepest of hills. 

Teaming it with the NuVinci Stepless Shifter is a total game changer for electric cargo bikes. I've previously had to dispatch my disgruntled cargo when realising I've come to a stop with far too much reliance on power assist, only to realise that I just can't get a fully cargo bike going again in the same gear. 

The ability to change gear when stationary and a motor that's quick to kick in is simply brilliant, doing away with the fear of hill starts in traffic. 

Once on the hills, all riders found this to be another area where the stepless shifter excelled. Replacing the conventional ‘stepped’ gearing, the constantly variable transmission box was the perfect solution for all. 

The tiny increments made a difference to the comfort of the ride. In stepped gears, you can often find yourself forever changing gear, getting a boost of electrical assistance, changing again, and finding yourself going back and forth between gears; with the stepless system, you can make the smallest of adjustments to your gearing and have a nice balance of electrical assist and leg power. This also helps to conserve battery life. 

I think all riders spent a lot of time in the Turbo setting due to either heavy loads or hilly terrains. This of course does limit the Raleigh Stride 2 eCargo bike battery range, although our multi-child rider did find that as rule of thumb, he could transport both children on a seven mile round trip once a day and only have to charge up twice a week.  

While I was lucky not to suffer the misfortune of running out of juice on the Stride 2 – I had learnt my lesson riding the Tern GSD and that was bad enough – the other two riders did find the end of the bike's range. Carl reports that it actually rides very well without power, but suffice to say it is exceptionally heavy. I advise to err on the side of caution with plugging in as often as you can. The batteries have no memory effect, there's no need to ensure it's completely empty before recharging. 

Myles mentioned the issue of a speed wobble, which he easily dealt with by letting his grip on the bars loosen briefly. Myself and Carl didn't come across this, but I did pick up the issue with Raleigh Head of Brands, Andrew Deacon, who confirmed my suspicions that this would have been down to set up. 

"Due to the stretched geometry and requirement of steering linkage components, all 2 wheeled cargo bikes can suffer speed wobble IF something isn’t set up quite right" says Deacon. 

"Wheel alignments (and trueness) is key, as well as cargo weight distribution. More commonly, if there is play in any of the steering components, such as the headset, ball joints and steering rods, this could allow speed wobble to occur".

It seems that something wasn't quite perfect with the bike Myles rode, and does confirm that if you are getting speed wobble, don't suffer in silence, get it checked out and it can more than likely be sorted. 

Raleigh Stride 2 eCargo Bike - Practicalities

All riders found the Raleigh Stride 2 eCargo bike easy enough to ride after a little practice. The challenge comes from not having the front wheel in line of sight, so it can be easy to get a little disorientated. For me personally, I needed a few rides of empty car parks before entertaining the distraction and weight of a passenger.

This was probably exacerbated by the fact that I was struggling to be simultaneously on the saddle and have a foot securely planting on the ground when stationary. Knowing that every stopping moment needed pre-planned weight shifting probably made my rides more apprehensive than most. It was something I got used to, but something that riders shorter than my 5ft6" (170cm) self would need to think about. 

The bike comes with a few incredibly helpful features. As with the Tern GSD, the Raleigh Stride 2 has an integrated lock, automatic front and rear lights and full mudguards. All can be too easily forgotten as separate accessories, turning a nice ride into a highly stressful one. Not having to worry about them is a real bonus.

Due to the size of the Stride, the unspoken elephant cargo bike in the room are the practicalities of where you ride it, and when your not riding it, where on earth do you keep it?

For two of us living in and around Greater Manchester, the Raleigh Stride 2 eCargo bike use was severely hindered by the pesky traffic control pinch points located ad hoc along bike routes and canal tow paths. It made riding on traffic free routes, which is one of the main reasons for buying a e-cargo bike, impossible.

I could write chapter and verse on the inadequacy and inaccessibility of cycling infrastructure in the UK, and it's not an issue to be levelled at the bike. However, it's something that needs considering. If you are hoping to ditch the road network, you'll find the alternatives infuriately unfit for purpose.  

The other big consideration is when you're not actually riding the bike. All of us reviewing the bike are fortunate enough to own somewhere to securely store and recharge the bike. However, at around the same length as a small car, this realistically is a privilege that most people aren't going to have access too. The battery can be removed and charged inside, but that still leaves the 'where do you keep it' question. 

Raleigh Stride 2 eCargo Bike - Value

The design, construction and set up makes it easy to fall in love with the Raleigh Stride 2 eCargo bike, and it genuinely is a realistic car alternative for many households. It challenges the concept of an electric cargo bike just being for town or families; indeed it proves both beliefs are unfounded. 

This means that the asking price, while seemingly steep, is a much more viable option for many if it means doing away with paying for and running a car. 

The bike does have its limitations however, and the storage and access issues aren't to be sniffed at. If these aren't considerations for you, then the bike will be a no brainer. If, however, you're not sure where to keep the bike, or don't like the idea of being on the road, you might find the value not as good as you had hoped.

Raleigh Stride 2 eCargo Bike - Specs

• Frame and fork: High Tensile Steel
• Drive train: Enviolo Stepless Manual Shifting, KMC single speed
• Brakes: Magura MT-C Disc Brakes 160mm
• Wheels: Aluminium 20" front, 26" rear with hub gear 
• Tyres: 20"x55 front, 26"x 55 rear Schwalbe pick up
• Bar/Stem: Aluminium 
• Saddle: Selle Royal Orbis Zonder
• Weight: 60kilos/ 132lbs (claimed)
• Size: One size
• Cargo capacity: 180kg/ 396lbs Max gross capacity 

Ask anyone about getting a cargo bike and the two biggest blockers would undoubtedly be the price of one and living somewhere too hilly to use it. 

Hopping on any of the best electric cargo bikes will instantly demystify the issue of hills. However it's down to the Mycle Cargo Electric bike to smash the entry price point, to remarkably less than £2k.

[Editor's note: in August 2023, Mycle updated its cargo bike, to include Tektro hydraulic disc brakes, offering improved stopping power over the previous mechanical option. It also added a digital display, which was previously an add on at £150. These changes saw a price increase, to £2299 for the 60km version and £2799 for the £120km option.]

Mycle Cargo Electric bike - Construction

The long-tail design of the Mycle Cargo Electric bike may look similar to other cargo bikes that carry the load out back, but as I said in the Tern GSD S10 Cargo bike review, each design really is bespoke to each brand. 

The Mycle measures 1,870mm length in total, with a wheelbase of, by my own measuring, around 1350mm. Comparing this with the long-tail Tern GSD, it's 50mm longer, which in theory would give it a little more stability. 

Comparing this with a regular road bike, such as the Specialized Roubaix, one of the best endurance bikes, which has a wheelbase of around 987mm (for a size 54), you get a good idea as to how long Mycle Cargo Electric bike is. 

Being constructed from 6061 aluminium isn't anything new. It's a popular frame material, but opting for this over steel has helped keep the overall bike weight down, to a claimed 36.6kg (for the two-battery 120km model). However, in needing to keep the overall bike's strength up to carrying a (claimed) total cargo load of 210kg, it does require the bike to have a fair amount of reinforcing. It's the same for all long-tail cargo bikes, but the stripped-back design of the Mycle, which doesn't have as many infill panels like the Tern GSD, does give it a utilitarian look.

In fact, I'd actually say it's pretty rudimentary in it's design, with cables banded together and the raw finish of the Perspex rear wheel guard.

As with most cargo bikes, it's a one-size-fits-all range. The minimum seat height is 750mm from the floor, and maximum seat height is 950mm, with a stand over height of 560mm as the bike sits on 20in wheels.

This almost mirrors that of the Tern GSD, but this time there is no handlebar adjustment, something to bear in mind if you are at either end of the saddle height spectrum.

Mycle Cargo Electric bike - Battery and motor

Just as important as the frame is the battery and motor. It's the one thing that all brands of the best electric bikes spend time specifying in order to balance out torque, power deployment, and capacity (speed v distance).  

The Mycle Cargo Electric bike comes with a 60km 48V 15Ah LG Battery 21700 cell, or two of them if, like our test model, you choose the 120km version. The battery does dictate the range of the bike, but don't get too hung up on the proposed distances. 

As with any electric bike, the distance you get from a single charge will be massively impacted by speed, weight, terrain, weather conditions and even road surface. In general, after a few weeks with the bike you get an idea for your style of riding and what sort of distances you are likely to get from the battery.

Determining how fast/easy your ride is and the smoothness of power deployment is the job of the motor, which is controlled via the small button-operated unit on the handlebars, giving a choice between three power assists.

The folk at Mycle have opted for a 250W 48V brushless rear hub based motor. The anatomy of an e-bike motor and it's location is hotly debated, but locating the 65Nm of max torque motor in the rear hub can save the wear on drivetrain a little, as it's not the motor driving it as it would be if it was located at the bottom bracket.

Splitting the electronics like this does give the batteries a rather strapped-on look, as opposed to an integrated/hidden design. This shouldn't really affect performance, just aesthetically it's not as clean looking as other electric models, but again it's about compromises when hitting a price point.

Mycle Cargo Electric bike - set-up

Although perhaps not as much of a deal breaker as a non-power assisted regular bike, the spec of a cargo bike is still worth taking in to consideration, especially when it comes to brakes and contact points.

As with anything that has been designed to come in at a specific price point, there need to be some compromises, and along with the battery and motor not being from a known brand, the spec of the Mycle Cargo Electric bike is also cost saving.  

The most obvious is that it comes with mechanical disc brakes over hydraulic.  It's clearly an area that Mycle have thought long and hard over, as stopping a potential mass of 210kg travelling at speed isn't something you want to 'make do' with. I admire the brand's confidence that the Tektro Mechanical Disc Brakes are up to the job, as I think it is one of the few brands that has deviated from hydraulic. 

Interestingly it has teamed these with highly durable and quality Shimano seven-speed Altus cassette and shifters, alluding to a well-thought-out cost saving concept. as Mycle could have just opted for a no-brand here, leaving the customer to foot the bill for replacing worn parts sooner.

The other departure from more expensive brands is the lack of suspension, on forks or otherwise, something to consider when factoring in the terrain of your regular rides. That said the 3in anti-puncture tyres will go a long way in soaking up some road buzz due to their large volume.

Other contact points are where further price point compromises have been required, with a no brand saddle being specced, and grips on the handlebars a rather curious stitched faux leather.

While an inbuilt lock for the whole bike would be ideal, it's good to see that batteries are lockable to the bike.

It's also really great to see integrated lights, meaning one less thing to remember to bring when out and about on the bike.

Mycle Cargo Electric bike - Cargo set up

Like frame design, the other bespoke cargo bike brand feature is the cargo set-up. The Mycle Cargo Electric cargo bike keeps it simple with a long board out back, passenger cushion and footboards. There is, of course a wealth of optional extras to personalise your ride, including child seats, baskets, bags and passenger handles. 

Mycle Cargo Electric bike - the ride

If you've read any of my previous reviews, you will be bored by my tales of woe for living in such a hilly location in south Manchester. The beauty of the semi-rural village is undeniable, but very much in the foothills of the Peak District, even our local canal towpath requires a dismount and push-up in order to navigate it. 

This also makes it the perfect testbed for electric cargo bikes and discovering where the limit is which, after three months of riding, I'm still to find on the Mycle Cargo Electric. 

It's been a whole family affair. It's carried shopping, an eight year old, and even a 74 year old up some of the hilliest roads. 

It's been brilliant to have this bike and the Tern GSD quite literally side by side for comparison. The biggest difference is in the speed and smoothness that the pedal assist kicks in between the bikes, and then the effort required to sustain the pace. 

When compared to the Tern, which is equipped with the top-end Bosch Cargo Line battery and motor, the Mycle is nowhere near as quick to kick in, and is also quick to cut out when you stop pedalling. 

It's a feature that you really need to be wary of, especially if stopping on a hill with a heavy cargo, eg a full grown adult. Remembering to swiftly change up to your smallest gear (biggest sprocket) will help, but sometimes it's only the dispatching of your load, some more understanding than others, that will get the cranks turning again.   

However, unless you have come to a dead stop, should you gently turn a crank, say to pick the left hand pedal up when cornering in the same direction, it will kick back in at the same speed when you last turned the cranks. 

In practice this delivers some very erratic riding speeds which, if I'm being honest, at first, felt slightly out of control. The more you ride the bike the more you get ready for the sudden propulsion forward,  but it does take a while to get used to.

It's the same ride feel that the Volt Pulse LS e-bike delivers, and for some riders, the minimal input will be a big plus point. For me, however, I really struggled with this lack of control of speed moderation via the pedals. The ride feel is very distant from the ride feel of a regular bike, pushing it more into moped-like terrain.

That said, if you are looking for a bike with minimal input for maximum output, the Mycle by far out strips the Tern GSD when riding side by side. No matter the typography, once you get the Mycle going, you barely need to tickle round the cranks and it's off like a rocket. The Tern, while the pedal assist is quicker at kicking in, but requires significantly more human effort to get up to the top speed, which is the legal UK limit of 25kph/15mph. 

From the riding distances I did on the Mycle, I'd also say that the distance quoted v real world were, as perhaps expected, overstated. As I've mentioned, I live in a hilly area, but if it's used for flat rides only, you will get longer distances. On one battery I'd realistically get around 25km, rather than the suggested 60km, which is about on a par with the Bosch Cargo Line of the Tern GSD. 

It's worth noting here that unlike some of the more expensive brands, the Mycle has opted for a non-digital display. You still get notification as to battery life via the LEDs - but with no speed/ distance display, you have to be quite good at judging how long/ far you've been riding as well as how fast you've been going to make sure you don't out ride the battery and get stranded.

When it comes to stopping power, the fact that it has mechanical brakes is surprisingly unnoticeable. Full disclosure here, I haven't ridden fully loaded in the pouring rain, but my overheating concerns when descending long hills in really hot weather were unfounded. It's a money-saving decision that has certainly paid off for the Mycle team.   

As with any long-board cargo bike, there is always the issue of trust in your rear passenger. The handle at the back of the rider'x saddle isn't really enough on its own to secure a passenger. 

So you will need to seriously ponder adding a child's bike seat, rails or the proper handlebar handle, especially if you have an adventurous pillion who likes to take a couple of years off your life by exclaiming "I wasn't holding on for ages Mummy" mid ride. 

The unrefined look of the bike doesn't impact on the ride; even the lack of suspension isn't a big deal thanks to the beefy and compliant 3in tyres. I did really miss the integrated lock though, with my busy parent mind often forgetting to take one with me. This was easier when I was able to upgrade my pillion to security guard, but the quick nip into town for bits occasionally meant a double journey to return home for one. 

Mycle Cargo Electric bike - Value

Clearly the Mycle Cargo Electric Bike isn't perfect.  But it really is a case of pay your money, take your choice. 

If picking purely on a performance and functionality, then the Tern GSD would win hands down for long-board cargo bikes. But a bigger weighting for most decisions will be cost. 

There's almost £3,000 between them, which is wild. 

When you factor in this price disparity the Mycle is awesome. It enables access to a electric cargo bike to so many more riders, that to be honest we need to gloss over the fact that it could be a bit better here and there, and instead celebrate how the brand has managed to get a fully functioning bike in at this price point. 

Mycle Cargo Electric bike - Specs

• Frame & Forks: Mycle Cargo 6061 Aluminium 
• Drive train: Shimano Altus 7-speed
• Brakes: Tektro mechanical disc brakes
• E-system: 250w 48V brushless rear hub motor, 48v 15Ah LG battery (x2 for 120km model)
• Wheels: 20" 
• Tyres: CST Anti-puncture 20x3" with reflective strips
• Weight: 33kg for 60km model, 36.6kg for 120km model
• Size: One size
• Cargo capacity: 210kg Max gross capacity

Swytch has launched a new e-bike conversion kit that features a 700g battery that it says is similar in size to a large smartphone and will turn any bike into an electric bike. 

The new system upgrades Swytch's original Universal eBike Conversion Kit that I reviewed in March. It can be bought as a complete kit (front wheel with motor hub, mount, battery, sensor etc) or as and upgrade kit should you already own the previous version. The new battery and mount are the only changes to the kit - but they are substantial ones.

The new Swytch kit was unveiled in April, and has just launched to the public. I got hold of a pre-launch sample and have been testing it for the last three months. Here's my review.

Swytch e-Bike Conversion Kit review: options and pricing

The upgrade kit contains the new mount and battery, head unit and there is an optional throttle too. Obviously it's cheaper to purchase an upgrade kit and reuse your existing wheel/motor and pedal sensor if you already have one, rather than buy another Swytch 250W motor wheel and pedal sensor, which are the same as before with no material changes to their plugs or functions. 

The changes are in the new bar mount and battery - of which there are two new options: the 700g Air (claimed range 15km) and the 1,100g Max (claimed range 30km). 

Both batteries are the same width and length but the Air is slimmer than the Max.

The Swytch Air costs $1,199 / £999, while the Swytch Max is a touch more at $1,599 / £1299. The Swytch Upgrade Kit for existing customers will set you back $799 / £599.

Swytch e-Bike Conversion Kit review: unboxing and setting up

The new mount - which fits either battery - weighs a little more than before (602g vs 330g) and there is an OLED display needed to run the system now which weighs 37g. This controls the functionality that previously was on the battery pack itself. An optional thumb throttle weighs 41g. 

The new bracket is nicely made from aluminium and came with a variety of spacer shims (22.2mm, 25.4mm & 26.0mm) and the mount is 31.8mm as default so the vast majority of bars are catered for.

The battery is locked into place via a locator bar on the base, then the handle on the top is lowered and clicked into place to connect the battery and secure it. The system is then activated with a three-second press of the ON button on the display.

I was sent the 1,100g Max battery, which Swytch says weighs 1,100g (I measured 1,003g). It's still lighter than the original Pro battery weight of 2,077g. Even with the extra weight of the new, heavier mount you're still carrying 700g less on the bars, which improves the bikes' dynamics and handling. 

The Max has a range of around 30km assistance (using setting 2) says Swytch, and the Air is 15km. This may not sound that much, certainly compared to the old Pro battery with its 50km range, but in reality I found some surprising things out... 

The Swytch kit took less than 30 minutes to fit, including removing the older parts and working at a steady pace. It was very straightforward. I fitted the optional thumb throttle as well. It all worked straightaway with no fettling needed, and in fact working out how to power it up was almost the longest step! It's a three-second push of the ON button on the display by the way.

Swytch e-Bike Conversion Kit review: the ride

The first thing that I noticed is how having less weight on the bars immediately feels less cumbersome. Before there was a tendency for the front wheel to flop right round when putting a bike on its kickstand. It still does that a bit but much less so.

Since my previous review I have continued to use the Swytch system several times a week and through that I have found that I only use two gears on my Pinnacle utility bike. Middle and outer front cogs and fifth at the rear. So for this testing of the new system I thought I'd try it on the Pinnacle but I also put together an old steel frame with a two-speed hub (geared to 53in and 73in). These are two ratios that I'm really comfortable with anyway. 

This bike was meant to be really simple and light and before any Swytch parts were fitted it weighed under 21lb (9.6kg). After the wheel and kit was fitted it weighed 28lb (12.7kg).

So the main thing to note really is how fun this two-speed bike is to ride; fast, nimble and responsive. The battery and motor mean that any hill is straightforward in first gear even with the assistance only set to #2 (medium setting on the display). You can select more assistance up to #5 (extreme hill mode) should you wish. Once on the move I tended to remain in the taller gear 2 (73in) and only change down when it steepened dramatically or I had to stop at a junction.

I found that I covered the ground easily at an average of 17.5mph, and maxed out at 30mph on downhills. When the older Pro kit was fitted before to a road bike with gears it felt like I was having to push hard to go past the assistance phase and it wasn't that much fun. With the heavy utility bike it made it nicely useable and fun, and with this old steel two-speed it feels really fun! 

I seem to be able to go past the the assistance phase without compromising the bike's dynamics. With a 73in gear you're never going to go really fast but I found that I was usually in a 17-21mph window most of the time. Either the motor has worn in with six months of regular use or the battery electronics have somehow been improved...  n addition, because I've usually left it set to #2 (medium assist) I've found that I've covered 20 miles but only used two bars (out of five) on the battery.

I then moved it back to the Pinnacle utility bike to test the battery life further. I ride with the settings on maximum assistance (although at the expense of battery life) with this bike. My regular routes are around a couple of miles and tend to involve long draggy hills on the return. I managed to get four or five routes per bar of battery which I felt was really good. 

Another bonus of the smaller battery is that when used on errands it removes quickly (as before) but due to its slimmer profile it will easily fit in the side pocket of my commuter backpack for cycling. It frees up both hands in the shop.

The optional thumb throttle was rather fun too. You don't need to pedal to operate it and it will apply power up to 15.5mph (legal maximum in the UK). I found it useful starting off from an uphill junction where you'd normally need a turn of the pedals before assistance kicked in. It may be of benefit to people with a singlespeed bike or food delivery operatives, but for me, I removed it for simplicity's sake.

The OLED controller is rather nice too. It has four buttons: two to go up or down with the power settings, one cycles through the stats (average and max speed, time etc) and the on/off button on the top. The display is clear to read but I would prefer the power setting to be a little larger as trying to read it in the rain whilst wearing glasses wasn't easy. The speed was easy to read though. 

Swytch e-Bike Conversion Kit review: technical considerations

A couple of thoughts on compatibilities. I like to ride with a light and although this setup sits pretty low I found that my light needed to be set right next to right brake lever to be able to light the ground ahead of me at night. It was always visible to cars though. So you'll possibly need to have a tall light bracket or move it across to get the best vision. However the Swytch mount can, I'm told, be rotated 90 degrees so that the battery sits vertically. There is also the possibility say Swytch of future brackets becoming available which would mount the battery in the bottle cage area which would give better weight distribution and free up bar space for lights or even a basket. Even more practicality on a utility bike!

The other thing to note is when choosing an older frame to convert is that Swytch use a 10mm axle dropout width. My old frame was a 9mm type so I had to do a little modification. It wasn't difficult, but if you're unsure it's best to seek some expert advice, because the last thing you want is a failure on a fork dropout. 

One of the great things about a conversion kit though is that it can be put onto an older bike to give it another lease of life. I see plenty of bikes at the re-use shop at the council tip that would benefit from this conversion. 

Swytch e-Bike Conversion Kit review: conclusion

This summer, whilst on holiday in the South West of England, I saw plenty of electric bikes, certainly compared to last year. The area is quite hilly and there was a real variety of types from Swytch's to purpose-made big brand offerings. It was great to see them taking off as a practical means of transport especially in the small roads in the coastal villages, as well as with older couples after a little extra help. 

I very much enjoy using the Swytch system and have found that in long-term use that it often replaces a car journey for short, local errands for me. The change of battery has improved the bikes' dynamics and it is much easier to pop into a backpack when removed from the bike. The longer rides that I undertook were also great fun.

Overall this version is an improvement over the previous kit, even if the range is reduced. However I think that the range is on the conservative side, as you can see from my testing (above under 'The ride'). A really worthwhile update to a good system..

When it comes to electric bike shopping it can sometimes feel a little overwhelming, with all brands professing unique selling points. 

So, when the Volt Pulse LS landed with its simple manifesto of just being a great all-round hybrid, there was a lot of appeal to the stripped back message. 

That's not to say that when it comes to performance and features, the  Volt Pulse LS can't compete with the best electric bikes. Peel back the Volt Pulse LS headline and you'll find a great hybrid e-bike with some impressive details that punch well above it's price tag weight. 

Volt Pulse LS construction

Volt has selected common-or-garden Aluminium 6061 for the frame of the the Pulse LS. Known for its lightweight properties, there's nothing specifically fancy about this construction material, but it's worth noting that it's also specced for electric hybrid bikes much higher up the price tag hierarchy, notably the Specialized Turbo Vado and the Canyon Precede:ON. 

The geometry is, as can be suspected for a hybrid, it's a 'unisex' step-through - if we're needed to gender - and, according to the brand, a 15 inch one. It's not uncommon for electric bikes to come in just one size, however it is something to consider if you are at either end of the height spectrum, as the only adjustable feature is the EXA seatpost.

Upfront, the Volt Pulse LS is equipped with a SR Suntour NCT fork, which comes with air sprung forks, delivering around 50mm of travel. They can also be locked out, via a switch on the top of the right stanchion for times when you're sticking to riding on paved road, and compliance is less of a requirement.   

Volt has opted for the in-between wheel size of 27.5", or more commonly known as 650b. We looked in-depth in to the differences between 650b or 700c, which is better for your gravel bike. The same benefits will reign true for running smaller wheels on a hybrid too, most obviously quicker acceleration and allowing for wider and bigger volume tyres, to that end, the Pulse LS comes with Schwalbe Big Ben rubber in a 2 inch width. This wide tyre equates pretty much to a 50c tyre, which is at least a third wider than most urban/ city bikes, and nearly twice the width of some road specific bike tyres. 

What this means in practice is that you should have a good level of comfort on less than smooth surfaces, thanks to the large volume. You also get a feeling of being planted on the road or trail, due to the size of the rubber content patch - as well as potentially less of a chance of a puncturing, as the tyre will absorb more compression. On the flip side, it will create more friction, and so be a slower rolling tyre.    

On-the-bike confidence also comes from the stopping power and the ability to modulate speed, which in the case of the Pulse LS is down to Tektro hydraulic discs. While they may not be a big name brand, such as the Shimano alternatives found on the Giant FastRoad E+, it's a similar level spec as the more expensive Canyon Precede:ON 5, which uses Promax DC925. 

Volt Pulse LS battery and motor

On board the Volt Pulse LS is a Panasonic battery, fully integrated in to the downtube, and a 250w hub based Bafang motor. 

It's not unusual to see this pairing of different brands of motor and battery in to a brand bespoke drive  system, especially at this price point. It's certainly on of the big things to look out for when finding out how to buy an e-bike list.

There are two battery choices, either a 36V standard 400Wh or a 504Wh large, which should give you a range of up to around 70miles per charge, total bike mass and weather conditions depending. 

250w is the legal limit on power output for a motor on an e-bike in most countries outside of America, and it's generally considered that a motor is only as good as it's drive train. On the Pulse LS, the motor and battery are bought together by SpinTech™ drive system. 

This is a drive system that is part owned by Volt, in partnership with Swedish ECO-Ride and US brand Blix. The collaboration has allowed these relatively small e-bike brands to bring all their expertise together to manufacture the entire set up of motor, controller, display, battery management system and sensors. 

It's a nifty little set up, that has some really nice touches, such as the Intelligence Controller, which the Spintech says monitors and learns your riding style across the four pedal assist levels, releasing power when you need it most. There's even a little thumb throttle, which while not powering the bike on it's own (that would be illegal in most countries) it gives a little extra 'va va voom' for overtaking, or getting out of a tight spot. 

While it isn't a gold plated Bosch e-bike system - it doesn't have an anti-lock breaking system for a start - this model does mirror some of the brand's top-end features, notably the digital theft protection system, with the Pulse LS requiring a key fob tap on the digital display to 'unlock' the bike. 

The Volt Pulse LS Ride

Having tested back to back electric Cargo bikes recently, the Volt Pulse LS felt positively lightweight and exceptionally easy to manoeuvre. 

At 5' 6"-ish, I personally found the rider position comfortable, as did my 5' 9" partner, although he was probably on the cusp of being a bit too tall. I'd suggest anyone taller or much shorter for that matter would struggle getting a comfortable position in which they feel totally in control of the bike. 

I loved all the integrated features, from locks to lights. I can not explain how much easier this makes any riding experience. The digital fob might seem novel to some, but as someone who still carries round a weighty D-lock even when there's one already on the bike, I fully appreciate the belt and braces approach to security.  

The display is easy to read on the move, showing all you need regarding your bike's stats during the ride, as well as a tip button to look back over total riding time and distance. However, like my request of the Tern Cargo bike, I'd really appreciate a display screen for the current time, it's a - perhaps sadly - necessity when out riding, and it feels frustrating to have to regularly get my phone out to check I'm not running late. 

I find the biggest influence on my joy of riding an electric bike is how swiftly the motor kicks in and how in control of the ride assist if feel once it gets going. Unfortunately on the Pulse LS both features left me wanting. 

Without a huge cargo load, the slow pickup wasn't as excruciating as when on a fully loaded long-tail bike, but living in a really hilly semi-rural location means getting away swiftly from T-junctions and lights is a must and I just felt stalled and at times requiring the need to dig deep in to the leg reserves to get going. 

This isn't helped by the unnatural ride feel once you are up to speed. There's no defining percentage of assistance you gain from the 250w hub-based Bafang motor, although SpinTech™ suggests it's up to 550% on up hill assents. When riding this feels like you're barely turning the pedals before it ramps up to full 15.5mph. 

While some might see this as a huge perk, there's little effort required in getting from A-B, but for anyone who comes from a non-motorised bike riding background, it's feels almost out of control, as the feedback from your input doesn't seem to exist. It seems to be either on or off, and I found myself using the brakes more than merely modulating my pedalling pace.  

On the flip side, this does put plenty of work the Tektro hydraulic discs way, and they do a great job in stopping, which is in part thanks to their inbuilt power cut feature. This sensor based system overrides the motor, great for when you are needing to kill speed pretty rapidly. However, it can also be attributed to the binary 'stop/ go' feel of the ride. 

All that aside, once you get your head around the ride feel, the bike is a stable feel, and even on the wacky hilly area of the Peak District foothills, where the bike mostly roamed, it showed zero protest at even the steepest of inclines - even the odd 25 percenters. 

The rear rack is a great addition to any commuter bike, integrated straps mean that as long as you carry an appropriate zipped bag, impromptu shopping is possible. That said, having got into the habit of front loading my rucksack on the Tern Cargo bike, with contains things like my laptop, wallet etc, I found myself keeping it on my back for security of still being there when I reach my end destination. 

Volt Pulse LS Value

The Volt Pulse LS has a lot going for it. In all honesty, with the bonkers prices of most electric bikes, if you are after a no-nonsenses workhorse that minimises faff in terms of getting riding without a long list of 'remember to...' in terms of locks, lights etc, then it's a great bike for a great price, at £2,074.00. 

However, when riding back to back with a Bosch e-bike system, the SpinTech™ didn't have the same fineness. 

That isn't comparing apples with apples though, and is a bit like comparing my Skoda Fabia with an Audi RS 3 - of course it's going to have all the bells and whistles and drive like a dream, but it'll cost me about three times the price. 

Volt Pulse LS spec

• Frame: Aluminium 6061 T6
• Fork: SR Suntour NCX Tapered
• Battery and motor: Panasonic lithium, 250w SpinTech™ with Bafan Motor (Rear wheel)
• Drive train Shimano 8 speed Alivio
• Brakes: Tektro Hydraulic disc
• Wheels: 27.5 (650b) 2.00 Alexrim double wall  
• Tyres: Schwalbe Big Ben 2"
• Seatpost: EXA 
• Saddle: Velo Sport Comfort 

As a busy family of three who live in a very hilly semi rural location, I'd always been sceptical of a cargo bike working for us, but I couldn't have been more wrong. Turns out, I can't live without one, but it has to be the right one.

Testing the best electric cargo bikes back to back has helped me identify that the Tern GSD S10 is the perfect one for me. 

Tern GSD S10 - The construction

When it comes to the construction of a cargo bike, each one will be almost a unique concept. Often the only common ground between them is the ability to carry a large load.

But it's this uniqueness that will make you either fall in love or want to ride away from it after just one outing. 

In the case of the Tern GSD S10, the love affair starts with the bike's geometry, a rear cargo hauling design with a super long wheelbase. 

By my own estimates, it measures around 1,300mm. To put that in perspective, a Specialized Roubaix, one of the best endurance bikes, has a wheelbase of around 987mm (for a size 54), demonstrating how long the Tern GSD really is. Add this length with the low down cargo position, and the bike gains incredibly stability.

The one size fits all frame design can be augmented to fit riders between a suggested range of 150 - 195 cm (59.1 - 76.8 inches) thanks to the adjustable seatpost, which has a claimed range from saddle to pedal of between 69 - 105 cm (27.2 - 41.3 in). 

The seatpost to handle bar range can also vary between 49 - 59 cm (19.3 - 23.2 in) which, in part, is down to the Tern Andros adjustable stem. 

This does mean the bike requires some extra leg room when storing the bike. Although, the overall height of the bike can be reduced by about a half at the front end, due to a folderble steerer, reducing the overall folded size to 176 × 40.5 × 83 cm (69.3 × 15.9 × 32.7 in).

The longtail design of the Tern GSD S10 requires a robust frame, strong enough to withstand a maximum gross vehicle weight of around 200kg/ 440lbs, so it comes with a fair amount of reinforced bracing, especially at the rear end. This, as you might imagine, along with the electric system adds up to quite a hefty package. 

In fact, like all the cargo bikes I've ridden thus far, I haven't actually managed to use my regular bike scales to get an accurate weight, so I'm having to use the claimed weight of 33.58kg/ 74lb. 

When comparing this to Mycle Cargo Bike of a similar longtail design, it's about the same, 33kg to 36kg, give or take a second battery, which weigh in the region of 4kg/ 8.8lbs.

Battery and Motor

But don't let this beefy bike's scale numbers put you off, that aforementioned Bosch power set up is the gold standard for electric cargo bikes. Specifically designed for the job, it's the same as the Raleigh Stride uses, and it's considered the pinnacle of electric cargo bike systems.

According to Bosch, the Cargo Line offers up to 400 per cent of support as you pedal on the maximum turbo setting, with an additional three power levels to choose from below that in ever decreasing assistance, with Eco, the lowest level offering an an additional 60 per cent.

As with most electric bikes, and a legal requirement in most of the UK and Europe, its maximum speed with battery and motor assistance is 25kph. However, it's the torque which is even more important on a fully loaded cargo bike when compared to a regular electric bike.

Bosch say it's Cargo Line most recent systems, 2021 onwards, deliver 85 Newton Meters (Nm) of torque. To put this in perspective, the top end Bosch Performance Line motor, which is generally spec'd for the gnarly terrain of e-mountain biking, provides 65 Nm, with 85 Nm normally reserved for the Performance Speed Drive unit, which is for a totally different kind of electric bike that delivers top speeds of around 45kph. In short, there's a lot of torque power on offer here. 

Like all electric bikes, the range will always vary massively depending upon terrain, load, weather and dual or single battery set ups. While Tern suggest a generous 'up to' range of 195km (121 miles) the rather handy Bosch range assist calculator can give you a much better idea as to the typical range you would get between charges.  

Set up

While a bike's total mass doesn't impact on compliance, as anyone who has ridden a lightweight aero bike will attest to, after the frame design and geometry, a significant part of the ride feel comes down how the frame is dressed 

The Tern GSD S10 has been designed specifically with rider and passenger well-being in mind. Custom Suntour forks, which come with 70mm of travel set the tone for how comfortable the bike aims to be. 

Teaming the forks with the Magura MT5 eStop hydraulic disc brakes and Shimano Deore 1x10, 11-36T speed aims for cushion and control. 

As everyone knows, control + confidence = happy rider, so the sentiment is continued down to the tyre contact. An ultra wide 2" Schwalbe Big Ben front tyre and specific cargo bike designed Tern x Schwalbe Super Moto-X tyre rear both feature Green Guard puncture protection and reflective side walls for visibility. This partnership aims to provide the sweet spot between grip, rolling resistance, puncture protection and comfort from the bottom up.

Talking of bottoms, the Tern GSD S10 is also equipped with it's own branded saddle, which comes with a built in handle at the rear, on top of a Tern telescope aluminium seatpost.  

Elsewhere the cargo bike comes with an integrated Abus Wheel Lock, lockable batteries, and front and back lights, with a built in brake light too.

Cargo set up

Just as important as the construction, motor system and spec on a cargo bike is how much you can customise it to meet your carrying needs. 

As standard the Tern GSD S10 comes with a rear rack and lower decks. The version I tested came with a simple Club House, a frame and padded seats, as well as a Hauler rack out front. 

Doing a quick on line search of the Tern bicycle accessories and there's probably not an accessory you could want for. From pet transportation to fully waterproof storm shield tents for your passenger, it's just a case of choosing what set up works best for you and your needs. 

The ride

As a family of three, whose daily lives don't follow a ridged routine, I was concerned that without a regular local school run there wouldn't be much space for the Tern in our lives. But somehow we're a couple of hundred miles in to our time with the Tern GSD and we're all absolutely smitten. 

From the first  spin on the bike I could tell the clever people at Tern had invested a lot of time on getting the geometry and spec spot on, as it felt as close to riding a regular bike as possible. I actually found it even easier than riding a road bike with panniers. 

Back to back riding with the likes of the Raleigh Stride and the Mycle cargo bikes confirmed it is indeed a special ride, with no requirement for a settling in period as I had with the other two.  

I'm as comfortable as riding this with an 8-year old on the back and heavy shopping bags front and back as I am riding any bike on my own, which is a huge deal when questioning cargo bike ownership. 

The level of nimbleness for such a long and heavy bike is impressive. It's, more or less, the same width as a regular bike meaning that there isn't really anywhere the bike can't go. We hit roads, trails, canal tow paths, and not once have I had cause for concern on the bike's stability or abilities, no matter how loaded, steep the incline or decline, or rough the terrain. 

It's clearly an exceptionally comfortable ride for passengers too. My sidekick regularly took a pen and pad for on the move drawing, along with a soft toy companion and journey snacks. She happily sat cross legged, not feeling the need to hold on, thanks to the wraparound frame, which secured her on the bench seat. 

Our only passenger issue was the moment the 8-year-old worked out the whole 'steer with your butt' concept still reigned true for back seat riders. She swerved us across the road to a jump that I had just said 'no way on a cargo bike with you' to. 

I think she was shocked that her movement had made such a big impact to the handling, and after a quick chat I'm confident that she wouldn't try the stunt again, but it's something to think about if you are cargo'ing kids and they're not in a specific child seat anymore. If you are concerned as to exactly what they're up to back there, it's worth investing in a bike mirror just focused on your own tail.   

Power and performance

Living in a disproportionately hilly location, the local terrain isn't a fair representation of most peoples riding, but even when a local ride to the shops requires several hundred feet of altitude change, when sticking the Tern GSD S10 in turbo mode, you could very well be riding on the flat, even when fully loaded.

The responsive Bosch Cargo Line motor and battery are sublime. The pedal assist kicks in at the exact moment you need it too, especially when pulling away from a junction on a hill. 

My test rig actually came with a 500Wh battery, which gives around an hour extra run time over the standard 400Wh battery. 

As with all cargo bikes, you need to make sure you are in the right gear before coming to a slow or stop.  The extra power from the motor can override your normal sense of gear shift requirements, and its not until you go to pull away from a stop, that you realise you are in one (or three) gears too big. Cue the embarrassing bike straddle walk out of a junction and occasional un-ceremonially ejecting of your passenger while you get the bike out of a steep uphill position.

To be fair, you only do this a handful of times before the shame etches on your brain and you remember the need to always click up to a bigger sprocket when coming to a slow or stop. It does however make you realise just how great it would be to have the Enviolo NuVinci gear shifting system that comes with the Raleigh Stride. 

This set up not only does away with the whole concept of sprocket sizes and sprocket sized dependent step gear changes, but also allows you to rectify the 'too big gear' error, even when stationary, with a simple throttle twist.

In terms of range, the aforementioned terrain is the dominant factor here, and within a three mile radius of my home, I wouldn't get very far without being in Turbo or Sports settings.

This max power setting sucks the battery way quicker than eco mode, which I've only found myself in once on a flat tarmacked canal path with no destination time commitments.  

As such the battery range is way under the estimates that Tern propose of up to nearly 200 kilometers (121 miles) and more like 40 kilometres (25 miles). 

Cross checking this against the Bosch range assist website tool, and it's spot on. I highly recommend visiting the page when spec'ing your e-bike, rather than going off the brand's ideal riding environment numbers.

Personally, I'm more than happy to recharge after most rides, or once I've just dropped to one battery bar, but if you did need a bigger range / more time between charges, you can always upgrade the as standard 400Wh battery to the 500Wh one, and/ or purchase an additional one, which is easily done with a spare battery port on the bike ready to be docked to. 

Practicalities

At 5ft6" (167cm), I found the bike really comfortable to ride, as did my 5ft10" (177cm) other half. The saddle can move up and down quickly as can the rotating the bars to get the right height and comfort. 

I'm fortunate enough to have a large garage attached to the house with power, that meant charging and storing the bike was simple. 

This did mean I wasn't lugging the bike up steps and round corners to get it in to a house, or require the use of the space saving fold down front end.

I was super thankful for the integrated lights, with built in rear brake light. I felt much more visible on the all-traffic roads we needed to ride on, and are a total necessity if you're out in twilight or in the dark. Not having to think about charging/ attaching them was so helpful. 

The integrated ABUS front wheel lock is excellent, easy to use and always attached to the bike. Although I often took an additional D-Lock out and about for attaching it to railings and bike stands.

I'm still nervous about leaving the bike for long periods unattended where there was no real secure bike storage - which is most places away from home. It's frustrating, but something I might just need to brave, once I have the best e-bike insurance, as it's hindering some of our use by not wanting to leave it at the train station.

My only nagging point on the Tern GSD S10 is the Bosch Purion display is so basic. It does allow you to toggle between modes super easy, gives you speed and total trip miles, but no current time. 

Ideally you also want a built in satellite navigation too, but I accept that is an expensive accessory for a brand to spec. It's just a little galling to make an additional purchase just to make sure you aren't going to be late after splurging on the bike in the first place.

The other additional cost to think about will be your cargo set up. My test rig was on the more basic side, but would still add up to nearly an additional £400. Realistically to ride year round, I'd also need to invest in a Storm Shield to keep out the bad weather for my pillion, which would set me back an additional £230.

Value

A bike of this quality is never going to be cheap, and the RRP of around the five thousand pounds/ dollars, will always be met with a sharp intake of breath.

But as a family, we've all found it to be a total lifestyle changer.

It's saved a lot of money at the petrol pumps, a shed load of time in not sitting in traffic, and most of all it's improved my mental head space. 

On the times when it would have been quicker by car, we've just factored in extra time, gone by bike and arrived as genuinely happier people than when we set off. 

We've even just gone for an evening spin just because! I guess it's a similar feeling of getting a dog to get you out the house more. Ok. so you can't snuggle on the sofa with it, but it's doesn't come with vet bills and is a lot cleaner. 

It is an expensive bike, but if you want first class performance on a highly rideable and versatile bike, it's the price you need to pay, and I would buy one in a heartbeat. 

Specs

• Frame: Tern GSD, 6061-AL, patented MultiTruss design
• Fork: Suntour custom for Tern, 1.5" tapered Chromoly steerer, 32 mm stanchions, Thru-axle, 70 mm travel
• Drive train: Shimano Deore, 1 x 10 spd
• Brakes: Magura MT5, 4-piston hydraulic disc, 180 mm rotor
• E-System: Bosch Cargo Line 400Wh (LX version 500Wh) dual battery option
• Wheels: Tern Atlas
• Tyres: Front -Schwalbe Big Ben Plus, Rear- Tern x Schwalbe Super Moto-X
• Bar: Tern Physis 3
• Stem: Tern Andros, adjustable
• Seatpost: Tern Telescope, 34.9/30.9 mm
• Saddle: Tern GSD by Velo
• Weight: 33.58 kg (74 lb) (claimed)
• Size: One size
• Cargo capacity: 200kg Max gross capacity

Whilst I’ve a garage full of race-ready road bikes, there are instances where I simply want to get from A to B, ideally with as little physical exertion as possible - and an electric bike like the Lyfe Equipped is built for exactly that job. Now, pedalling a bike is never going to be as low intensity as walking - electric bikes do not do all of the work for you and if you are looking to get fit via using one, you absolutely will. The added motor just takes the sting out of the hills.

In the case of the Kinesis Lyfe, the motor lives in the rear hub. This is a popular method among some of the best electric bikes, as it keeps the overall weight of the bike relatively low and is aesthetically very subtle.

The Lyfe Equipped comes with mudguards, pannier racks and integrated lights as standard, considered alongside the £2300 RRP, it’s a very good package. You can opt for the £2200 Lyfe 'non-equipped' - but the value of the add ons is far greater than £100, so I can’t see why you would. 

Kinesis Lyfe Construction

British brand Kinesis is an expert in aluminium, and as such, this is the material at the heart of the Lyfe; in this instance, double-butted tubing is used - this means there are two levels of thickness. 

Higher-end frames are triple-butted, which allows manufacturers to cut the weight by strategically using less material in some areas. Still, the overall weight of this bike is 16.5kg - which is a lot less than competitors offer for more money.

The fork is aluminum too, so there’s no carbon used to dull out road vibration - however, the bike does wear 42mm Schwalbe tyres, run these at a squishy low PSI and you’ll enjoy plenty of comfort.

Kinesis has opted for the Mahle Ebikemotion X35 system, it’s a 36V 250W motor, which is located in the rear hub. The motor offers 40Nm of torque, this is relatively low (high torque motors will be around 75Nm), and means pedalling feels natural, but you won't get a huge boost of the traffic lights or on a steep climb. There's more information on e-bike motors on our dedicated 'how to buy an e-bike' page.

Battery charging is via a port located above the bottom bracket - it’s not removable, so you’ll need to be able to place the bike next to a power supply (a garage is perfect). A rubber cover keeps dirt and water out.  

The claimed battery life is 75km, however, this will be affected by mode selection, rider weight, weather conditions (motors struggle against headwinds as much as people do) and also the ads ons you use - the lights, for example, will take their share of the juice.

Specification wise, Kinesis has opted for hydraulic disc brakes - this is good news, I’m not a fan of cable-actuated discs, at all. Hydraulics are reliable, quick and effective - and with the bike weighing 16-17kg (size dependant), you do need some quality stopping power.

The shifters and rear mech are Shimano Deore 10 speed, with a saving made via a cheaper Sunrace cassette. This uses an 11-42 ratio alongside a single 40T chainring. I expected the jumps between gears to feel large, as would be the case on an unassisted road bike at this ratio. However, with the added power I could always slip into an ideal cadence. 

The finishing kit - seatpost, handlebars, stem - are all aluminium, with a quick release seatpost, that makes changes in saddle height very easy should multiple riders within one household want to make use of the bike.

The handlebars measure 690mm across all sizes, with a 9 degree sweep to create a comfortable and relaxed position, which compliments the geometry that, again, is high and relatively short - ideal for commuting and negotiating traffic.

As mentioned, the tyres are Schwalbe Road Cruiser Plus. Having worked in a bike shop in a previous life, I know the search for ‘puncture proof’ tyres is an earnest one. Sorry to be the bearer of bad news, but no tyres (except solid tyres) are fully puncture proof, but these are sturdy and have not punctured during my test period. 

The saddle is Kinesis' own Kinesis Crosstown Anti Slip saddle, I found it comfortable enough when riding in an upright position, but saddle comfort is very personal.

The added extras made available in the 'Fully Loaded' Lyfe are worth their weight in gold. Integrated lights mean you don't have to mess around with removing and re-fitting a pair (though be aware the front beam is a 'be seen' not a 'seeing' bike light), the mudguards fit perfectly and don't rub, the pannier rack will be handy for heavy loads and a kickstand is really useful when a bike weighs over 10kg. 

The ride

I called this bike in to test myself. However, I must admit that there have been two testers riding it. In fact, I’ve found it rather hard to keep my husband off it - in truth, the size Small is far too little for him (he’s 6ft, I'm 5ft5), but we’ve both found having an e-bike in the house extremely convenient for running errands. 

It isn't advisable for riders of very different heights to share the same bike unless it's been designed with extreme adjustability (like some of the best folding bikes) - I don't think it'd do his knees much good long term, so please don't follow our example. 

For a rider within the correct height range, the geometry makes for an extremely comfortable and stable ride, this is bolstered by the wide tyres, rubber this width would inspire confidence even in a nervous rider. The swept-back handlebars also go some way to installing confidence via the stability of an upright position, and a wide stance.  

In fact, it turns out that with some careful optimisation of the boxes, it’s even possible to ferry 30 farm shop eggs on board, which says a lot about the compliance offered via those tyres. 

The fully loaded nature of this bike is a real selling point. In-built lights, a ready to use pannier rack, and mudguards mean there’s not really anything you need to add on - aside from perhaps a lock. If I’m being picky, I’d add a flap on the end of the mudgaurds, to make them longer and thus more protective. 

It’s also important to know that the lights are very much of the ‘be seen’ variety, if you’re riding unlit roads after dark, you will need a brighter beam as well (we suggest 1,000 lumens plus for this job). 

On to the meaty bit - the motor. The Ebikemotion system is becoming increasingly common. Being rear hub-based, you will feel its weight if you exceed 15mph (the UK limit for e-bikes) on a short, sharp roller of a hill. This is relevant on the likes of e-road bikes, like the Scott Addict eRide, because the low weight and more aero position mean it's reasonable you can expect to want to exceed 15mph (the UK legal e-bile limit) on rolling terrain. On a commuter bike like this, it’s best just to monitor your own exertion and drop back a gear to let the power kick in. 

At 40Nm, this motor doesn't give you a big 'whoosh' at the lights, and you still need to keep up a strong and even cadence, so expect to get some exercise and not a free ride. 

The only quibble with this system is the mode-changing set-up. There is a button on the top tube, which indicates mode usage and battery life via colour codes. To change modes, you press and then tap to cycle through the colours.

The last four reviewers I have commissioned to test this system have complained that it is not intuitive, this criticism has been independent, and without prompting. Reasons given have varied from confusion over the colour coding to lacking the confidence to look down and change mode when riding. 

Kinesis' rep told me that they've not heard this feedback from customers, and perhaps the process becomes more user-friendly over long term use. That may well be the case, but during my short test period, all I wanted was a nice simple 'up/down' arrow code, similar to the system on Specialized bikes, or an in-built computer as per most Bosch or Shimano Steps powered e-bikes. 

All of this said, the motor does communicate via Bluetooth, you can either increase or decrease the battery via the App on your phone (which you can attach to your handlebars via one of the best phone mounts for cycling) or via a one of the best bike computers. So, it’s not a problem as such, but a pain the on-bike solution isn’t as user friendly as it should be.

The App contains many clever extra features, too - for example, you can map the power assistance to tune to your own requirements, or pair it with a heart rate monitor to alert you should you exceed a pre-set threshold. 

Braking and shifting wise, I have no quibbles at all, the handling is excellent and I had a lot of fun swooping round the corners on our estate. 

Value and conclusions

At £2300, weighing 16.5kg the Kenesis Lyfe fairs very well against the competition.

When considering e-bikes, we often look to Ribble for the best value - its direct-only sales method allowing for a premium product at a low price. The Ribble Hybrid AL e, in its loaded form, starts at £2299 and also uses the Mahle Ebikemotion X35 motor, albeit the boosted X35+. The Mavic wheels are somewhat of an upgrade but the spec sheets are comparable. 

Both bikes represent excellent value when compared with the most well-known names, the most recent iteration of the Turbo Vado range from Specialized, for example, places its entry point £500 north, at £2800. 

Kinesis Lyfe specification 

• FRAME Kinesis Lyfe Double Butted Alloy 6061 frame
• FORK Kinesis Lyfe Alloy Fork, Tapered Steerer, Flat Disc Mount, 12 mm X 100 mm Thru Axle
• EBIKE SYSTEM EBikeMotion X35 250w 40Nm hub driven motor
• HEADSET FSA No. 42 Integrated Road, 1 1/2" Lower and 1 1/8" Upper Sealed Bearings
• SHIFT LEVERS Shimano SL-T6000-R Deore 10 Speed
• REAR MECH Shimano RD-M4120 Deore 10 Speed
• CHAIN KMC X10 EPT Anti Rust
• BOTTOM BRACKET FSA Sealed, Oversize bearings
• BRAKES Tektro HD-R280 Hydraulic, 160mm rotor
• CASSETTE Sunrace 11-42t 10 Speed
• CRANKSET FSA Vera Pro 1x, 40t chainring, 170mm crank length
• REAR HUB EBikeMotion X35
• RIM Aluminium Tubeless Ready
• TYRE Schwalbe Road Cruiser Plus Puncture Guard 700 x 42c
• SEATPOST Black Alloy 6061, 31.6mm, 5mm offset.
• HANDLEBAR Black Alloy 6061, 31.8mm bar clamp, 690mm width, 9 degree sweep
• STEM Black Alloy 6061 SM:70mm, MD:80mm, LG:90mm, XL:100mm
• GRIPS Kinesis Crosstown Ergo grips
• SADDLE Kinesis Crosstown Anti Slip saddle
• PEDAL Flat Composite
• BIKE WEIGHT 16.5kg

The Ribble CGR AL e is an electric all-road bike that uses a hub positioned motor to provide three different modes of assistance that can help power your ride. 

'CGR' stands for 'cross, road, gravel': the idea is that this is a machine that can border the disciplines and be ridden on the road, in muddy forests and on gravel tracks. 

The Shimano Tiagra groupset specced is relatively entry-level but hardwearing, as are the Mavic Ksyrium wheels fitted. The standard Tiagra build comes with Continental Ultra Sport III Rigid 28c tyres. However, Ribble's sales method uses a 'bike builder', which allows you to adjust your components: there's room for up to 47c tyres on a 650b rim. We tested this bike with 45c WTB Riddler tyres on 700c wheels.

The overall package is great for the outlay - however, we'd have liked to see a screen added to provide information on the remaining battery life, without the need for a phone or cycling computer. 

Ribble CGR ALe construction 

The chassis is constructed from seamless weld 6061-T6 heat treated aluminium, and headed up with a carbon fork. Alongside the weight of the batteries, motor and other components, the CGR ALe (in a sie medium) tips the scales at around 13.8kg. 

Whilst far from the lightest e-bike on the market (the top spec Ribble SL e is sub 10.5kg), the CGR AL e is certainly not the heaviest (some are in excess of 20kg). In fact, the Ribble CGR AL e's weight is similar to that of an unassisted steel framed tourer, which may give some riders a good frame of reference. It's light enough that you can ride it unassisted should you wish, but you'd probably want the motor on the hills.  

The motor more than balances out the added weight, with 250watts available at the push of a button; it’s not 250watts or nothing, the extra watts come in three different levels of assist. 

Many competitors on the market opt for Bosch motor e-bikes, and these typically have a screen display where you can choose your mode. Ribble has instead opted for the Ebikemotion X35. This hub-based system is light and slick looking but uses a push button on the top tube to select one of three modes, indicated by colour: green for the lowest power available from the motor, orange for level two and red for the maximum amount of power available. 

There is no display to show you how much battery life you have remaining or an estimated range, which I found a little bit frustrating when out on a ride. Ribble does have a flashing light system on this button which will warn you of your battery status, but to me, that's a little like having no indication of fuel left in my car until receiving a warning light. 

All of this said, you can link the system to one of the best bike computers or your phone, via Bluetooth, and see battery life and control modes there - but it does make for the additional outlay. 

A small 250Wh (watt hour) battery is concealed in the downtube, this uses Panasonic batteries which have very good reliability and longevity. 

Battery range depends on many factors, such as terrain, rider weight and mode selection. If you’re conservative, you could get up to 80 miles out of the battery. This is an assumed figure though and battery ranges can vary, for instance, if you use maximum assist constantly then the battery can be fully depleted in 20-25 miles. Another reason that an integrated screen would be nice! If you are worried, using your cycling computer or phone in one of the best phone cases will set you at ease.

If you do want some extra juice, you can purchase a range extending battery, which slots in to one of your drinks holders. 

The geometry (or, fit) is relatively upright, to provide confidence and comfort whatever the terrain. As a comparison, the size medium has a stack (front end height) or 589mm, vs 541mm on the racier Endurance SL e. This brings the handlebars up by 5cm. The reach is also shorter, bringing the handlebars closer to create a less stretched out ride, in keeping with both the trends of the best gravel bikes and also more comfortable electric bikes for commuting. 

The flared handlebars are another nod to stability, creating a broad position when you're riding on the drops, for example, on steep descents. 

Ribble has opted for a double chainring setup - in a 50-34 (compact) plus an 11-32 cassette. Many dedicated gravel bikes opt for 1x shifting, but here, you've got a huge amount of range, suiting both road and off-road riding. The disc brakes offer quick stopping but are mechanical as opposed to the faster response of hydraulics.

The cables are semi-integrated - they dive into the top tube and downtube, which nicely balances ease of maintenance and frequency of maintenance - muck is less likely to get into the cable, but when they need changing, it's not too big of a job. 

The 'Level' finishing kit is aluminium - which can create a harsher ride than carbon, but is much less expensive and also easier to live with since it's more durable and less sensitive to torque applied.

If you're looking to fit this bike up with a set of the best mudguards or panniers, there are mounts supplied for this purpose. 

The ride

On the road, the CGR e offers up an exceptionally smooth ride. The 6061 aluminium is strong and sturdy, but the carbon forks offer up some flexibility. 

The handling is good. With the motor in the rear hub and batteries in the downtube, the centre of gravity isn’t thrown out of whack as per some other e-bikes. I was able to ride with confidence, even coming down Fleet Moss hill in North Yorkshire at speed. 

With the narrow Continental tyres on, as per the original spec, the Ribble CGR e looks like a fast road cruiser, but there's no doubting this bike's capability off-road when the right rubber is fitted.

Out on the trails, I found the Ribble CGR e to be well balanced, and the flared bars offered excellent stability over uneven terrain. With these WTB Riddler tyres, I had more than enough chunky rubber to provide suspension and comfort. 

This geometry enables the bike to handle better over rougher terrain, but I did find that with mudguards fitted I experienced toe overlap due to the short front centre. If you are going to be doing more gravel riding or off-road riding then maybe consider the 650b wheelsets too, to bring everything much closer together and a little bit easier to handle on the rough stuff, again this is easy to do due to the 'bike builder' Ribble uses at the checkout. 

When riding a bike with an electric motor, quick stopping power is important - both because the overall weight of the bike is generally higher, and because the motor can accelerate more quickly. The disc brakes on this model are mechanical, instead of hydraulic, but still offered plenty of stopping power when descending - or, moving off from the lights only to find the non-e-bike rider in front couldn't move off quite as fast.

Value and conclusions

The model on test comes in at £2,399. For a standard Tiagra equipped aluminium bike (with carbon forks), this would be a lot - but for an e-bike, it's very reasonable. Especially when you take into account the competitive weight and slick motor system.

The CGR AL e is more than capable as a commuter, even more so due to the added mounts for panniers, or even a child seat. Then, if you wanted to ride it on a weekend, on or off-road, it'll tackle that - too.

The all-rounder status makes this bike worth the outlay, as you really can use it every day - whatever the ride plan - as long as you keep the battery topped up.

Specification

• Groupset: Shimano Tiagra R4700 2x10 Speed Mechanical Disc.
• Shifters: ShimanoTiagra 4700 11 Speed.
• Brakes: Tektro MD510 Mechanical Disc.
• Chainset: Shimano Tiagra 4700 50-34T .
• Bottom Bracket: Shimano Press Fit BB71-41B, 86.5x41.
• Cassette: Shimano HG500 10-Speed 11-32T
• Chain: Shimano HG54 10-Speed.
• Rotors: Shimano RT66 6-Bolt 160mm.
• Rotors: Shimano Tiagra 4700 Braze-On.
• Rear Derailleur: Shimano Tiagra 4700 Medium Cage.
• Wheels: Mavic Ksyrium S Disc UST, 12x100F/12x142 Bolt-On Rear.
• Tyres: Continental Ultra Sport III Rigid, 700x28c, Black.
• Motor System: Motor - MAHLE Ebikemotion X35+ M1 250W.
• Battery: Panasonic 36V/250Wh, 18650GA-10S/2P.
• Charger: Supplied With UK or US Power Cable.
• Frame: 6061-T6 Aluminium, Heat-Treated, Seamless Weld.
• Forks: CGR AL e Disc, Full Carbon, Tapered Steerer.
• Headset: LEVEL 52, 42-52mm, Black.
• Bars: LEVEL 1 6061 Alloy, Black.
• Stem: LEVEL 1 6061 Alloy, Black.
• Bar Tape: LEVEL Cork Ribbon, Black.
• Seatpost: LEVEL 1 6061 Alloy, 27.2mm, 350mm
• Saddle: Prologo Kappa RS, Black
• Approximate Weight: 13.8kg (Medium).

When BMC announced its new drop bar BMC Alpenchallenge AMP Road e-bike last summer, it raised a lot of eyebrows. At its heart are all the good looks of the BMC Roadmachine, but it’s not exactly the most subtle of road style e-bikes, with the pedal-assist motor strapped on like a roof box on top of a Porsche 911.

The roof box in question provides a longer range than most, however, so we were keen to hop on and see if the lightweight BMC Alpenchallenge AMP Road was a hit or miss.

>>> 13 of the best electric bikes for 2020: all you need to know about e-bikes 

Electrifying

As the standout feature clearly is the electric aspect, it’s probably a good starting point.

Provided courtesy of Shimano Steps' E8000 system, it’s a drive unit that is technically listed on the e-mountain bike side of the Shimano business. It’s been nicely integrated with the Shimano Ultegra Di2 set up, as with just the single chainring at the front, the left shifter is then free to become the unit switch for the power functions, making it a simple and familiar leaver click between Eco, Trail and Boost settings.

Number wise, the system provides 504Wh of power. That’s around double the juice provided by the popular Fazua and ebikemotion batteries seen elsewhere. So while you’ll be unlikely to deny your motorised assistance to your team mates, as there’s no way this puppy is every getting integrated, it does mean you get twice the potential range – useful if you’re planning to tackle extended rides.

The supersized battery makes the BMC Alpenchallenge AMP Road heavier than specific road e-bikes like the Focus Paralane2, the Wilier Cento1Hy and the Ribble SLe, with the latter two models around the 12kg mark and the Focus at 13kg for a size medium.

BMC is clear that the bike really shouldn't be compared to the lightweight, road style fraternity of electric machines. At 15kg, for a size small, it's targeted at the leisure end of the market, so a better comparison would be the Specialized Vado Turbo 2.0, which tips the scales at a much more weighty at 23kg.

Converting this juice is a 250watt mid-mounted motor unit with 70Nm of torque, with the battery pack attached to the seat tube. Shimano say that weighing just 2.4kg it’s one of the lightest motors on the market.

A comfortable ride

Despite a full carbon chassis, the Alpenchallenge AMP will never be a lightweight machine. However, the brand is right when it says that the central mounted battery and motor lead to a low centre of gravity, so that once you’ve got used to it, the BMC Alpenchallenge AMP Road handling does feel stable at speed with precise cornering.

With it’s own Micro Travel Technology (MITT) creating 10mm of travel from the carbon lay-up process of the rear triangle, BMC's Alpenchallenge AMP Road does indeed provide a comfortable ride, noticeable over the bumpy surfaces of Cheshire’s finest road network, although the Fizik Antare R3 Kium saddle no doubt assisted some what.

As with the new BMC Roadmachine, the integrated cable routing provides very clean lines, and while not technically an integrated cockpit, the alloy BMC RAB 02 handlebar and BMC ICS 01 stem are as good as looks wise, complete with computer and camera mount. This means you also gain the benefits of fine tuning your fit with a wide range of stem length options as well as 0 degree and -12 degree stem angles.

Though the BMC Alpenchallenge AMP Road isn't a traditional road bike, when you do get on the dropped bars, the low centre of gravity that they afford creates a well handling and balanced bike.

Ideal for the Het Scheldepeloton

Asked what the BMC Alpenchallenge AMP Road e-bike's ideal testing ground was, the brand's Road Senior Product Manager Mart Otten told me: "[Its] natural terrain is the road, but the MTT and 40c tire clearance capability increases its versatility for a variety of road conditions” - which was all the encouragement I needed to take this wee beasty for a classic Peak District mash up ride.

It was on this maiden voyage, however, that I realised that the BMC Alpenchallenge AMP Road e-bike is clearly not designed for the foothills of the Peaks. The slopes quickly over powered the low torque motor unit, in a way I've not experienced when riding heavier e-bikes.

However, all was by no means lost. It was also on this ride that I figured out the BMC's raison d'etre - it just took a segregated bike path and old railway line to do it.

This bike was made for Het Scheldepeloton, the infamous chaingang that balts up and down the river Schelde in East Flanders, Belgium. It's a roughish surface and, as you can imagine, pretty flat. The epiphany hit me as, having turned away from the hills to circumnavigate the flatter Cheshire plains, I could just tap out a constant 1-2-1-2 on the pedals all day on the flat.

The BMC Alpenchallenge AMP Road e-bike was happy as Larry at a constant 15mph (24kmph). While any incline does take it’s toll on the bike, with the weight sucking up some of the power, it’s just a matter of sitting back knocking it in to the 34 and cruising. Your speed will drop significantly, but the pedal assist will take the strain off at a more sedate pace.

The DTSwiss HE 1800 wheels and big ol’comfy Vittoria Corsa Control 30mm tyres made taking the bike on unpaved routes a breeze, ideal for disused railway lines, or, taking inspiration from the river Schelde, tow paths.

The BMC did lack the vavavoom that the Specailized Vado Tubo offered - the BMC Alpenchallenge AMP Road e-bike  is all about the long game, and with somewhere in the region of 150 to 200 power assisted pedalling kilometres between charges under the saddle to boast about, it's going to be the ideal bike for some folk, assuming that is that you can afford to pay the money.

Value

There is no denying the elephant in the room with the BMC Alpenchallenge AMP Road e-bike is the price. There are three 'Roads' in the Alpenchallenge range, our 'Road One' test version would set you back a breath inhaling £6,299. There is of course the 'Road Two', with it's Shimano 105/GRX groupset mix, a lower spec'ed motor and wheelset, for £4,299. At the other end of the spectrum is the range topping 'Road LTD' which comes with part Dura Ace Di2 an ISC fully integrated aero carbon cockpit and fancy set of DT Swiss HEC 1400 carbon wheels  and would set you back £9,9999.

If you're looking to justify such a spend, it's worth considering that (unless your buying a Renault Twizy of course) you'll be saving around £10k when compared to the most basic of electric cars, and you'll be able to go a lot further between charges whilst enjoying the fresh air and traffic free lanes.

A mixed surface, flat terrain high end commuter e-bike is a bit of a niche market, but one that the BMC Alpenchallenge AMP Road e-bike has definitely captured. Just make sure you purchase a blooming good bike lock to go with it.