Under a new law signed by NJ’s Governor, e-bikes are now included under the classification of motorized bicycles. This requires e-bike riders to obtain licenses, registration, and insurance to operate their bikes legally. The law allows for a grace period of six months for e-bike owners to comply.

The new legislation also redefined the three typical e-bike classes within the state. E-bikes with pedal assist up to 20 mph are now called “low-speed electric bikes.” Those with throttles that can reach up to 28 mph are now “motorized bikes,” while “electric motorized bicycles” are those with pedals that can exceed 28 mph.

The state also passed new age restrictions, requiring that riders at least 15 years of age possess a motorized bike license. Riders with a standard driver’s license can operate an e-bike if they are at least 17.

Another change prohibits the online sale or advertisement of electric motorized bicycles (in most cases, e-motos) in New Jersey for a period of one year. This ban went into effect immediately following the signing of the law.

These measures aim to increase safety, as e-bike related crashes and fatalities have risen. The latest example was a 13-year-old boy who was killed when getting hit by a truck while crossing an intersection.

New Jersey State Senate President Nick Scutari said, “The dramatic increase in the use of e-bikes has created greater dangers for their operators, other motorists, and pedestrians. They are faster, more powerful, and far more prevalent. Their popularity with young people, coupled with their inexperience as operators, puts them at greater risk. We are in a new era of e-bike use that requires updated safety standards to help prevent accidents, injuries, and fatalities. Requiring registration and licensing will improve their safe use and having them insured will protect those injured in accidents.”

Both the League of American Bicyclists (LAB) and PeopleForBikes (PFB), however, seem to support additional clarification to the new law. Their concern is that it treats electric bikes and electric motorcycles as the same, while punishing e-bike owners for problems caused by faster and more powerful e-motos.

The League of American Bicyclists believes that e-motos/dirt bikes should be regulated separately from e-bikes. PeopleForBikes seems to agree, and is currently working on drafting an amendment to the new legislation to address this concern.

Regarding the law, Dr. Ash Lovell of PFB said “We are currently cooperating on draft language for a new bill to address the issues created by this legislation and redirect the focus of regulatory and safety efforts on e-motos, the high-speed electric mopeds, motorcycles, and dirt bikes being marketed to kids in New Jersey and across the country and the same devices involved in recent fatal crashes that led to this bill.”

Our Take:
In many cases, e-bike use has expanded as an affordable alternative to cars for low-income populations. In its current form, this bill makes it harder for safe, law-abiding riders of “low-speed” e-bikes to get around. By requiring them to jump through administrative hoops and unnecessarily adding cost, the law effectively restricts some NJ residents from riding an e-bike.

The goal of this legislation is admirable, and we generally support measures intended to increase safety. However, we agree with both LAB and PFB that the law unfairly punishes e-bikers, while the real targets should be more specifically identified as electric motorcycles and dirtbikes.

The conflation of e-bikes and e-motos within New Jersey’s laws also highlights a need for the two categories of electric vehicles to be separated and better defined at a federal level.

The proposed Assembly Bill 1557 has the goal of eliminating the loophole that allows e-bike motors to temporarily exceed California’s 750W power limit. The introduction of this bill follows last year’s SB 1271, which separated the three classes of e-bikes, preventing Class 1 and 3 e-bikes from being equipped with throttles. It also restricted e-bike motors to a 750W maximum.

E-bike brands have limited the nominal power output of their motors to 750W, meaning that they can run continuously at that limit without sustaining damage or overheating. Since the current law does not specify whether the 750W limit applies to continuous or peak power, however, brands still allow motors to temporarily peak above that limit under certain conditions.

The bill was introduced by a democratic legislator named Diane Papan, who attributes this technicality to a rise in crashes and injuries.

Our Take:
It is true that e-bike-related crashes have been on the rise, but we strictly believe that excessive speeds above 28mph, poor infrastructure, and improper or irresponsible use are more to blame than motor power.

Again, this bill seems to have good intentions, but we believe that its focus is misguided. Allowing a motor to peak beyond its nominal rating allows e-bikes to feel lively off the line. It also allows motors to fight extra resistance when climbing hills with above a 3% grade. Finally, it provides instant torque delivery when riders need to accelerate quickly for safety or better maneuverability.

When an e-bike’s motor peaks above its nominal rating, it effectively allows the bike to sprint for 30 to 60 seconds when needed. In our experience, this allows heavier riders (200+ lbs) to have a much better riding experience, giving them the same feel that, for example, a 160-lb rider might experience on an ebike. It also allows riding an e-bike to be a much safer experience.

We would rather see better enforcement of speed restrictions and the establishment of educational programs to encourage the safe and responsible use of e-bikes. Think of it like this: despite having massive differences in power, drivers of both a Honda Civic and a Lamborghini Revuelto can share city streets as long as they obey the same posted speed limits. We feel that e-bikes should be regulated similarly.

The release of these updated models from Canyon follows the company’s late-2024 stop ride notice and recall of batteries for both eMTBs. At that time, the batteries had plastic housings that could crack. If this happened, water could make its way inside the battery and potentially cause fires by creating a short circuit.

Canyon’s new models use tougher aluminum casings and end caps designed to better withstand impacts and regular use in demanding conditions—such as the rough terrain in which eMTBs thrive. The new batteries are also double sealed to prevent moisture intrusion and include an internal membrane.
The difference is apparent in the power packs’ IP (Ingress Protection) ratings. The recalled batteries for both the Spectral:ON and Torque:ON were IP4 rated, while new ones are IP7 rated, allowing them to be submerged in up to a meter of water.

The batteries have also changed in capacity. Previous models, which were built from 5.0 Ah cells, totaled 900 Wh of capacity. The new e-bikes carry batteries with a smaller capacity of 800 Wh, which are assembled from larger 5.6 Ah cells. Canyon states that the new batteries are lighter (a total savings of 150g), capable of faster / smart charging, and have better overall weight distribution.

New Spectral:ON and Torque:ON eMTBs have a claimed range of up to 53 miles or up to 6200 feet of climbing. The Spectral:ON is also available at a lower price than its original debut: the bike entered the market at $5,249 but is now sold for $3,899. Otherwise, the updated are the same as their previous iterations.

Our Take:
We’ve discussed and announced many recalls, but rarely have we seen a brand follow one of these incidents with such an impactful redesign. Assuming that the new aluminum-encased batteries prove as effective as Canyon hopes, we wouldn’t be surprised if this approach is adopted by more manufacturers.

• How does the Aventon Soltera 3 ADV’s single-speed drivetrain compare to the belt drives of other similar models? Is it difficult to pedal?
• Would we be excited about an Aventon Aventure M equipped with a belt drive and CVT?
• Why do we like and highly recommend e-bikes from Lectric?
• Are there any good full-suspension e-bikes with 750W mid-drives below $2,000?
• Why did Bosch’s new security measures win a Worst in Show award at this year’s CES?
• Which e-bike should riders choose between the new Lynq Current or Segway Myon?

One of the largest and most impressive booths we saw belonged to Segway; the mobility device maker debuted two new e-bikes and an electric dirt bike.

The Myon, a sleek-looking step-thru commuter, boasts electronic shifting and algorithm-adjusted power output meant to smooth the riding experience. The Muxi is a cruiser-influenced utility e-bike that can be outfitted with loads of accessories. In addition to regenerative braking, it has many uncommon features, including hill descent control, traction control, and hill start assist.

We also caught a glimpse of the Rivian branch-off ALSO’s TM-B! This e-bike, which we reported on in October, is outfitted with a wide array of proprietary technology, including a non-mechanical drivetrain that converts the rider’s pedal effort to stored electrical energy. It also features GPS tracking, navigation, multiple drive modes, and a modular design that can be converted between moped, commuter, and trail styles by swapping elements of its frame.

Urtopia’s booth had many e-bikes in the company’s lineup we’ve reviewed previously on display, including the Carbon Classic and the Carbon Fusion Pro. It also featured an ultra-lightweight prototype electric road bike with a 3D-printed titanium frame and a fully internal solid-state battery. Weighing just 23.8 lbs, I could lift it easily with one hand!

At Heybike’s booth, we saw another prototype called the Polaris: a hybrid SUV-style commuter/eMTB boasting a mid-step frame, a Shimano EP8 mid-drive, and an Enviolo CVT (among loads of other flashy components). The company also debuted the lightweight Venus cruiser/commuter, which we currently have in for testing, along with the retro-styled Helio F folding e-bike and the super-high-capacity Hybrid commuter.

Yadea, one of China’s largest e-bike and e-scooter manufacturers, also made an appearance. Marking the company’s second attempt at entering the US market, it showed off two new models. The Fatboy is a fat-tire utility e-bike featuring a full suspension and both front and rear cargo racks, while the Flo is a step-thru urban cruiser with a sleek frame and a comfortable, upright riding position.

While exploring the crowded aisles at the convention’s many separate venues, we also stumbled on a handful of new or less-familiar brands with unique products.

Lynq, a branch of the Canada-based Apollo e-scooter brand, debuted three newly-announced e-bikes, including a longtail cargo bike, a utility-style cruiser, and a step-thru commuter. In addition to regenerative braking, the brand offers a lifetime warranty on its frames and plans to donate a portion of each purchase to an as-yet-undecided charity.

The Italian-based e-scooter brand Lexgo also branched into e-bikes, with three models of its much wider lineup on display. The brand showcased a full-size step-thru commuter, the E-City 28, in addition to a partially collapsible and portable urban bike called the E-Micro 10 and a fully folding model called the E-Micro 20. Aside from including Apple Find My tech and full color integrated displays, we were intrigued by the company’s “virtual password” feature, which requires a combination of physical button presses and lever squeezes to unlock the bike.

We saw two companies working on highly coveted solid-state batteries: ProLogium and Donut Lab. For those unfamiliar, this “holy grail” of next-gen battery technology promises ultra-fast charging (a full charge in minutes instead of hours), remarkable longevity, non-flammable chemistry, and roughly double the energy density of Lithium-ion batteries.

Donut currently produces solid-state batteries for EVs, and has partnered with Verge to create a production-ready electric motorcycle called the TS Pro. It boasts a 370-mile range, an 80% charge time of around 10 minutes, and 737 lb-ft of torque. Aside from batteries, Donut also manufactures powerful, high-torque EV motors, including futuristic open-wheel designs.

ProLogium had solid-state cells, a prototype solid-state e-bike battery, and a prototype front-loading cargo e-bike on display. This company, which is currently based in Taiwan, is currently building a factory in France to begin mass-producing solid-state e-bike batteries in 2028.

While we weren’t able to attend the company’s presentation, Bosch announced the rollout of new theft deterrent features via the Flow app coming later this month. Owners’ bikes, batteries, motors, and displays will be linked to their profiles in Bosch’s system, allowing them to flag bikes or components as stolen and making them more difficult to resell.

A handful of companies demoed Bluetooth-enabled smart helmets, including the aforementioned Lexgo and Urtopia, plus the conversion-kit maker Livall. These helmets include integrated turn signals, tail/brake lights, speakers, and microphones, increasing safety and visibility while allowing riders to listen to music and take calls while on the go.

Urtopia’s team explained the company’s future plans to upgrade the AI-enabled smart module found in the Carbon 1 Pro and expand its integration into more e-bikes. Once this happens, an electronic “ecosystem” can be created with a paired app, smart helmet, and heart-monitoring AIVELA smart ring, allowing for intuitive automatic power adjustments.

Livall’s booth featured its all-in-one conversion kit, featuring an integrated 250W motor and 220 Wh battery with up to 43 miles of range. The unit, which supplies power to an analog bike’s rear wheel, features a traditional assist mode, an effort-free cruise mode, and—to our surprise—an exercise mode that adds pedal resistance to provide a workout.

Details about the new features were presented at this year’s Consumer Electronics Show (CES) in Las Vegas. At the consumer level, Bosch e-bike owners will be able to flag stolen e-bikes and/or batteries via the Bosch Flow app starting at the end of January. This allows stolen items to be easily identified, making it much more difficult for a thief to resell the bike or its parts.

Pairing stolen e-bikes with the Flow app is also blocked. Additionally, dealers will receive a system notification advising them about the stolen items when connecting a bike to Bosch’s diagnostic software.

To enable these features, Bosch’s e-bikes, and their motors, batteries, and displays will be linked to the owner’s profile within the company’s management system. This information is shared between the Flow app, dealers’ DiagnosticTool software, and Bosch’s eBike Support system.

The goal of these new features is to prevent theft, and, if a bike is stolen, to increase the likelihood that it can be recovered by its owner. This feature rounds out Bosch’s app-enabled security suite, which also currently includes a bike lock, a battery lock, and an alarm function.

For commercial purposes, Bosch’s ConnectModule now allows owners to remotely deactivate bikes in their commercial or rental fleets if they aren’t returned. Owners also have remote access to data for each of their bikes, including its location, charge level, estimated range, mileage, and service history.

This feature can be incorporated into fleet management software, making it easy for business owners to monitor bike status, ride data, etc.

Our Take:
Regardless of whether they are used personally or commercially, there’s no disputing the fact that e-bikes can be a significant investment. Those made with Bosch components are typically on the more premium end of the spectrum, making them even more valuable.

We hope these new measures will successfully reduce and prevent e-bike theft, and we appreciate the steps Bosch has taken to allow users to secure their e-bikes and recover them if stolen.

As of January 1st of this year, Californians need to be aware of a few big changes to the laws governing e-bikes and electric motorcycles (also called e-motos), as well as their enforcement.

For starters, Assembly Bill 544, which addresses e-bike safety, requires that e-bikes be equipped with a rear-facing reflector or a red light that includes a reflector. The red light can either be solid or flashing. Lights and reflectors must be on at all times, with the goal of increasing visibility and reducing or preventing e-bike-related crashes.

New e-moto regulations require all off-highway electric motorcycles, such as Sur Rons and Talarias, to be registered with California’s DMV. Their use on all walkways, sidewalks, and public roads is now strictly prohibited, and electric vehicles of this type must comply with all laws governing off-highway vehicles (OHVs).

When it comes to the enforcement of e-bike-related laws, minors operating e-bikes—or their parents—can be cited for infractions, depending on the situation. At this time, specifics are unclear.

Minors cited for riding without a helmet can clear their fines by taking a California Highway Patrol safety class.

Our Take:
The enactment of Assembly Bill 544 is unsurprising, especially considering the rise of e-bike-related accidents over the past few years. We support measures implemented to increase safety, and considering that most e-bikes come equipped with integrated lighting (and that all bicycles and e-bikes are required to include reflectors), this step seems minimally invasive. We’re hopeful that it makes a difference in keeping riders safe!

California’s steps to restrict e-motos seem smart, and in some ways, a long time coming. We will be curious to see if other states adopt similar measures to control the irresponsible use such bikes have become synonymous with in many locations across the country.

The ability of law enforcement to cite the parents of minors violating e-bike laws is likely a good way to encourage responsible use. We believe education to be the best approach when encouraging young riders to behave safely and responsibly, so we’re glad to see California offer classes as a method of discharging fines.

Montgomery founded Cannondale in 1971, building its reputation on innovation in both materials and designs. Initially, the company gained traction for manufacturing a bike trailer called “the Bugger.” At a time when other brands exclusively used steel for their bike frames, Cannondale began mass-producing the aluminum ST-500 touring bike in the 1980s.

In 1997, it released its first non-aluminum bike, the carbon fiber Raven trail bike. Cannondale also gained fame from two unique suspension forks: the Headshok was a monoshock-style urban fork, while the Lefty XC fork boasted a mind-bending single-sided design.

Unfortunately, Joe Montgomery lost the company to a private equity firm after trying to branch into motorcycles; he filed for bankruptcy in 2003. Currently, Cannondale is owned by the Dutch conglomerate Pon Holdings, which also governs other well-known cycling brands, such as Schwinn, Mongoose, and GT.

In recent years, Montgomery ran a software company in Florida. He is survived by five children, including his son Scott, who served at different times as Cannondale’s co-president and vice president prior to its bankruptcy, as well as three grandchildren. Memorial services were held last weekend.

Our Take:
Iconic companies often don’t become legendary by playing it safe, and Joe Montgomery’s legacy of risk-taking and innovation clearly helped to further cycling technology and the industry as a whole. After all, most e-bikes we test and review are made with aluminum frames, which may not be the case if Cannondale hadn’t pioneered the material’s use.

We’re grateful for Montgomery’s contributions and we admire his bold spirit. We also wish comfort to his family and friends during this difficult time.

The ASMAX T30 is a small, lightweight 4-in-1 device that serves as a tire pump, a ball pump, a tire pressure gauge, and a small LED light. It includes a digital readout indicating set and current pressure and battery charge level, and its adjustable pressure limit for the pump can be altered by increments of 1 PSI.

Other features include:

• Measures around 3”L x 2”W x 1.5”H
• Weighs just 123g
• Can produce up to 120 PSI and 14L of air per minute
• Includes a threaded air hose, a ball needle, as well as Presta, Schrader, and Dunlop Valves
• Also comes with a charging cable, lanyard, and storage bag
• Has a 500mAh battery charged via USB-C
• List price is $110, but at the time of writing, it is priced at $60 (45% off)

• What are the main differences between the Trek FX+ 1S and the Electra Townie Go! S?
• What is our take on the Magician Atlas all-terrain e-bike?
• Would we be more likely to recommend the Urtopia Carbon Classic or the Troxus Trax LT to a hill rider seeking an analog-like experience?
• What are the lightest and most portable folding e-bikes we’ve tested?
• What is the relationship between a bike’s torque sensor and its power level?
• Do we cross-compare e-bikes between our current Hill Test location, the Devil’s Backbone, and our former location, Hell Hole Trail?

This new recall affects Domane+ ALR 5, Domane+ ALR 6 AXS, Checkpoint+ SL 6, and Checkpoint+ SL7 e-bikes with 2026 model years only. The affected bikes were sold in the US from July through September of this year and were priced between $5,000-8,000.

The reason for the recall centers around loose chainring bolts, which could present a crash hazard if they come off while riding. As of the writing of this article, three incidents have been reported, but no injuries have been caused.

If you have one of the affected bikes, Trek’s announcement advises that you stop riding it immediately. You can schedule a free repair at your nearest Trek dealer, where technicians will tighten the bolts to the appropriate specification. Trek will also provide you with $20 of in-store credit towards Trek or Trek-owned merchandise, which is valid through 2026.

Our Take:
Overall, this is a relatively small number of bikes when compared with Trek’s recent recall of 26,000 kids bikes. The fix for this current issue is extremely easy—we’re glad no one has been hurt and that Trek caught the problem relatively early.

In recent weeks, Rad Power Bikes announced that it may close in January of 2026 if it did not receive additional funding. Some of its older batteries were also deemed potentially unsafe by the CPSC, though Rad disputed that claim. The company did not agree to a recall because the required costs would immediately put it out of business.

Last Monday, a spokesperson from Rad made a statement saying, “As we work to secure a sustainable future for the Rad brand, Rad has filed for Chapter 11 protection as part of a process to complete a sale of the company within the next 45-60 days.This step allows us to keep operating in the ordinary course of business while we pursue the best possible outcome for the people who rely on Rad every day. Our goal is to keep the company intact and preserve the relationships we have built with riders, vendors, suppliers, and partners. We are not giving up.”

According to Bicycle Retailer, the bankruptcy filing lists Rad’s estimated liabilities at $72.8 million. Its estimated assets are valued at $32.1 million, including its remaining inventory estimated at approximately $14.2 million. The company owes over $8 million to US Customs and nearly another $8 million (7.99) to manufacturing companies in Asia.

Our Take:
The information revealed by the bankruptcy filing is proof of the impact of tariffs; a significant portion of the company’s debt is due to import taxes.

We’re unsure if the brand’s statement means that Rad has a buyer lined up or if it’s simply a step intended to make a buyout more appealing. Either way, we’re still rooting for Rad Power Bikes to pull through. The iconic company makes excellent e-bikes, and we hope to see it bounce back after it finds funding.

While Sonder is a UK-based maker of analog and electric gravel bikes, Skarper manufactures all-in-one conversion kits that are compatible with nearly all bikes with 26-29” wheels and disc brakes. Skarper’s device includes a combined motor and battery in a single unity that attaches to a non-electric bike’s chainstay (the non-drive side).

The Skarper kit weighs 4.5 kg (9.9 lbs) and includes a motor with 76 Nm of torque. Its internal 240 Wh battery is rated for up to 50 km (31 miles) of range. The unit has a maximum motor-assisted speed of 20 km/h (15.5 mph).

Skarper and Sonder have partnered to offer build kits for three of Sonder’s Camino Gravel bikes, including the Apex 1 Flat Bar, and the aluminum and titanium versions of the GRX1. When paired with the Skarper, the bikes are priced at £2,649, £2,999, and £4,249, respectively.

Sonder offers an electric version of the Camino called the El-Camino, which features an integrated KMC motor and 250 Wh battery. In contrast to this option, the conversion kit allows riders to remove the motor and battery to have a lighter-weight analog bike.

The CEO of Skarper, Ean Brown, made a statement about the partnership, saying “Riders want freedom and flexibility, not a second heavy bike. With Sonder we bring click-on power to award-winning frames through a partnership celebrating British design and innovation. The result is one bike covers the city and the wild, with no compromises on ride feel. For the Skarper brand, this is an exciting step forward as we develop new partnerships that bring to life a new use case for our product…”

An installation showcasing the partnership is already in place in London’s Selfridges store.
Current Sonder owners can buy Skarper add-ons at Alpkit stores in Edinburgh, Hathersage, Bristol, Kingston, and Ilkley.

Our Take:
Skarper is one of the more promising conversion kits we’ve seen. The company’s partnership with Sonder seems like a good move for both brands; it boosts Skarper’s distribution while offering versatility to those who might not want to go all-in on a full electric gravel bike.

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• Which came first, hub motors or mid-drives?
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