A broad coalition of politicians, businesses, and advocacy groups sent a letter to Congress ahead of the Infrastructure Investment and Jobs Act’s September 30 expiration. The letter urges lawmakers to maintain and increase funding for cycling and pedestrian projects in the next federal transportation package.

The signers include Sen. Shelley Moore Capito (R–WV) and Rep. Sam Graves (R–MO), along with ranking members Sen. Sheldon Whitehouse (D–RI) and Rep. Rick Larsen (D–WA). The coalition also includes organizations such as American Trails, the League of American Bicyclists, PeopleForBikes, Rails to Trails Conservancy, and the Safe Routes Partnership.

Supporters say the letter is a proactive push to ensure that walking and biking investments don’t shrink after the current bill sunsets, particularly if federal priorities shift back toward a more vehicle- and bridge-centric approach. The coalition highlights recent progress in expanding multi-use trail networks nationwide, noting more than 42,500 miles of multi-use trails developed under the current initiative.

Our Take: E-bikes have helped a lot of people discover the benefits of cycling who might not have otherwise given it a shot. But access is only part of the equation. People also need to feel safe. Separated multi-use paths are a big deal for that, and they make riding feel more approachable for beginners, families, and anyone who simply doesn’t want to mix it up with traffic.

With more than 1,100 groups signing on, the message to Congress seems pretty clear: protected, connected places to walk and ride matter, and they’re worth continuing to fund.

Senate Bill 382 and House Bill 243 are moving through the Florida Legislature. Together, the bills aim to improve safety on shared multi-use paths and establish clearer expectations for how e-bikes interact with pedestrians. Under the proposals, riders would need to slow to 10 mph when they’re within roughly 50 feet of pedestrians, yield to them, and give an audible signal (such as a bell or verbal warning) before passing. The measures are framed as safeguards for crowded public spaces that weren’t originally designed with motor-assisted bicycles in mind.

The legislation would also direct law enforcement to more precisely record e-bike-related crashes and establish a task force to analyze e-bike accident data, rider behavior, and interactions with other path users, with an eye toward future regulation.

Supporters say the goal isn’t punishment, but clarity and improved safety where pedestrians and faster-moving riders share the same space. Critics argue the changes could be overly restrictive, or a sign of broader overreach to come.

The bills have not yet become law, but they have cleared early subcommittee stages with broad approval.

Our Take: We’ve been fairly critical of some recent e-bike legislation, but this one seems reasonable. A 10 mph speed when approaching and overtaking pedestrians is already best practice, and turning that expectation into law feels like a fair safety step for both riders and walkers.

The task force also makes sense. We’ve seen too much sloppy reporting that can’t tell a Surron from a Lectric XP, so improving crash reporting and creating a group that can actually study the data feels like a positive move, not a negative one.

• Is there a folding e-bike that comes with a hard case or other option for transportation and storage?
• Does a lightweight folding bike like the Urtopia Carbon Fold ST even need a rack to carry gear?
• Can you get a folding e-bike with BMX-style handlebars?
• How does the new Velotric Discover 3 compare to the old Discover 2?
• Help picking between the Discover 3, and the Nomad 2X.

According to Specialized’s safety notice, “The fork steerer tube on affected bikes may develop a small fatigue crack which depending on use could lead to a progressive failure of the fork, posing a fall hazard.” The notice applies to all Turbo Como SL 4.0 and 5.0 models with either belt or chain drives. Affected e-bikes were sold starting in 2021 and continuing up to the present.

Specialized is currently working with the CPSC to develop and implement a plan, with a solution expected in the next few weeks. Owners of affected e-bikes can check the recall notice page for updates and announcements. Specialized dealers will reach out to affected customers when a fix has been decided upon.

The bill is HB4007, which proposes a huge range of changes to Oregon law.

Currently, Class 1 e-bikes are treated like cars, so riders under 16 can’t operate or learn how to use them. The new bill would open access to Class 1 e-bikes for riders as young as 14, provided they wear a helmet. It also allows riders of all ages to ride Class 1 or 2 e-bikes while in safety classes. Otherwise, it enables riders 16 and older to operate Class 2 and 3 e-bikes.

HB4007 also creates a new class for “powered micromobility devices” that don’t fit cleanly into other categories (JackRabbit micro e-bikes, OneWheels, electric longboards, etc.) with a sub-100-lb weight and a maximum speed of 28 mph. It makes users of powered micromobility devices exempt from license and registration requirements and allows their use on bike paths or in bike lanes.

The bill punishes sellers of so-called “imposter vehicles” that are marketed as one type of micromobility device or EV while meeting the legal definition of another. For example, electric motorcycles without pedals are often sold as e-bikes, which must legally include operable pedals. It also makes it a violation to sell non-safety-certified and approved batteries. Those found in violation of the law could face fines up to $250.

Our Take:
Instead of the blanket approach that some states, such as New Jersey, have recently taken to regulate e-bikes, Oregon’s approach via HB4007 seems smart, targeted, and forward-thinking. We’ve always believed that proper education is a better approach than tighter restrictions, and the bill seems to encourage young riders to be informed about responsible e-bike use.

While a $250 fine seems like a relatively small penalty for companies selling intentionally mislabeled products or uncertified batteries, we also appreciate its approach to defining powered micromobility devices. These vehicles have largely occupied a legal grey area, so ensuring their operation in bike-friendly areas without registration is a welcome change.

Hyena’s recall affects the 20-mph FX+1 and 28-mph FX+1S models in both mid-step and stepover frame styles, as well as Townie Go! and Townie Go! S e-bikes. Faulty rear wheel bolts are the cause of the recall, as they may be affected by a phenomenon called hydrogen embrittlement.

This condition occurs when hydrogen atoms permeate the material, causing microscopic cracks and weakness. If affected, the bolts can break when too much torque is applied, which can result in the wheel coming off, potentially causing the rider to fall and become injured. According to the CPSC, 7 incidents have been reported with no injuries.

Affected bikes were sold only in the US and Canada prior to October 28th, 2025. If you own one of the models involved in the recall, stop riding it immediately and schedule a repair appointment with your local dealer. A technician will replace the bolts for free, and you will receive $10 of in-store credit toward Trek and Trek-owned merchandise.

If you’re not sure whether your bike is affected, you can reach out to your local dealer for more information.

• Do we have a target speed for our max-assist and min-assist Range Tests?
• Why do we review brand new e-bikes while also recommending used models from Upway?
• How does the Aventon Soltera ADV compare with the Ride1UP Roadster V3 and the Tenways CGO600 Pro-C?
• How does voltage affect throttle performance on a mid-drive-equipped e-bike?
• What off-road-capable e-bikes would we recommend to a 5’4” rider?

Rad Power Bikes has been sold following a small private auction held on January 22. Life Electric Vehicles Holdings (Life EV) submitted the winning bid at $13.2 million, with Retrospec listed as the $13 million backup bidder.

The sale follows Rad’s December 2025 Chapter 11 bankruptcy filing, during which the company reported $32.1 million in assets against $72.8 million in liabilities.

The transaction still requires bankruptcy court approval, but is expected to close between February 13 and 27. Included in the sale are Rad’s remaining inventory, intellectual property, accounts receivable, company equipment, select contracts and leases, and the warranty obligations tied to those assets.

This marks Life EV’s second acquisition of a recognizable e-bike brand. The company previously purchased Serial 1, Harley-Davidson’s e-bike spinoff, in 2023.

Life EV’s website currently lists no in-stock e-bikes of its own, and the company has not yet disclosed its plans for the Rad product line or its future direction.

Our take:
We’re glad to see Rad continue under new ownership, even if the path forward isn’t fully defined. With nearly three-quarters of a million Rad bikes on the road, preserving the brand ultimately benefits the broader e-bike community. Rad’s story is also a reminder of how quickly fortunes can shift. A few years ago the company had raised over $329 million and carried a valuation of $1.65 billion, only to be sold for $13.2 million in a few short years time.

There are examples of successful turnarounds in similar situations. They might not reach the same heights as before, but they move forward more positively than in their rockiest years nonetheless. Hopefully, Rad becomes one of them.

Representative Thomas Walsh of New Hampshire has introduced House Bill 1703, a proposal that would require annual registration for all bicycles—including e-bikes—used on public roads, paths, and trails. The registration would cost $50 per year. Riders who fail to register could face $100 citations for using public infrastructure without proper documentation.

Supporters of the bill argue that the fees would help fund transportation infrastructure, much as snowmobile and OHV products have. Local cycling advocates, however, warn that the administrative burden would be significant and costly, and that the measure could discourage people from using bicycles as transportation despite their environmental and health benefits.

Our Take:
This could get complicated fast. Requiring every bike—not just e-bikes—to register and pay an annual fee introduces logistical challenges that seem difficult to manage at scale. Maybe that’s easy to implement within retail locations, but imagine tracking every marketplace bike, beater bike, or garage find in the state and making sure those get registered, assuming you can get the public to be aware they’re legally supposed to. Then there’s the question of enforcement.

The bill will likely face a steep uphill climb. It’s hard to imagine many cyclists embracing the current language and there will likely be major pushback; it remains to be seen whether lawmakers will see it through as workable policy.

Velotric is gearing up to launch the latest evolution of its flagship Discover line, teasing a February 10th release date. This time, the brand isn’t unveiling just one bike but two: the Discover 3 and the Discover M, which is the brand’s first-ever mid-drive model.

The Discover 3 closely follows the design language of the Discover 2, retaining the 750W rear-hub motor, step-through frame, and adjustable stem. New additions include an air-suspension fork with 80mm of travel and a suspension seatpost, underscoring an even stronger focus on comfort.

The Discover M marks a major step for Velotric. It features a 500W mid-drive motor that peaks at 960W and delivers up to 130Nm of torque, paired with a 9-speed Shimano CUES drivetrain. A thumb throttle is included, and Velotric is quoting up to 95 miles of range.

Our Take:
We’ve had both models in testing for several weeks now. While we can’t share anything beyond what Velotric has publicly teased, we can say that our early impressions have been positive.

The Discover 3 feels like a thoughtful refinement of a bike that was already a bright spot in the industry, while the Discover M puts Velotric squarely into new territory—competing with more premium cruiser and commuter offerings. Full testing impressions and a complete review will go live in the coming days so stay tuned!

Two major riding destinations are expanding access for e-mountain bikers. Bend, Oregon’s Deschutes National Forest and the Lake Tahoe Basin have both approved Class 1 e-bike use on a combined 273 miles of singletrack.

In Bend, 161 miles of trail across five networks will open to pedal-assist eMTBs beginning April 1, 2026. Some winter restrictions will apply to protect wildlife habitats. To enable this change, the Deschutes National Forest reclassified the approved routes from non-motorized to motorized specifically for Class 1 e-bikes; all other motorized vehicles remain prohibited.

The Lake Tahoe Basin will allow Class 1 e-bikes on 112 miles of trail following an extensive environmental review. The rollout will include some new trail segments as well as strategic reroutes.

Our Take:
Over a year ago, the National Park Service noted that Class 1 e-bikes did not produce significantly more trail wear than traditional bikes, and shifted decisions to individual parks and land managers. Since then, we’ve seen access expand gradually, and the opening of two high-profile trail networks feels like further meaningful progress.

From Oregon to California, this is the kind of momentum eMTB riders have hoped for. Here’s hoping more land agencies continue to follow suit.