Florida’s SB 382 has cleared the state legislature and is now waiting on the Governor’s signature. We covered the bill back in February when it was still working its way through the process, so this is the next step.

The 10 mph limit is situational. It applies to e-bikes on sidewalks or in other areas shared with pedestrians, and only when a rider comes within 50 feet of a pedestrian. The bill also requires riders to yield to pedestrians and give an audible warning before passing on shared pathways. Violations are classified as noncriminal traffic infractions and carry a $30 fine.

Beyond the speed rules, the bill establishes a task force to study incidents involving e-bikes and other micromobility devices. Florida’s highway patrol, sheriff’s offices, and police departments would be required to log all such incidents, including the rider’s age, e-bike class, and whether the rider holds a driver’s license. The task force is required to meet at least once a month and submit a report with recommendations to the Governor by the end of October.

If signed, these rules take effect July 1st.

Our Take:

On its face, slowing down near pedestrians makes sense. Nobody is arguing that e-bikes should be flying past walkers at full speed in shared spaces. The situational nature of the 10 mph rule, applying only on sidewalks and pedestrian areas and only within 50 feet of another person, is a more measured approach than a blanket restriction would be.

The task force and incident-tracking requirements are also reasonable. Better data on where and how accidents are happening is something the industry should want.

That said, we’ll be watching how enforcement shakes out. A 50-foot trigger zone in real-world riding is not an easy thing to judge in the moment, and there’s always a risk that well-intentioned rules get applied unevenly. Florida is a high-volume e-bike state, so this will be worth tracking.

PeopleForBikes has published its annual city ratings, ranking more than 3,000 cities across the US on how well their bike infrastructure connects residents to the places they need to go. Cities are scored on a 100-point scale across six categories: access to residential areas, core services like hospitals and grocery stores, retail, jobs and schools, recreational amenities, and transit hubs.

The top six cities all have populations below 2,500, with two sitting below 1,000 residents. The number one city is Mackinac Island, which, notably, doesn’t even allow e-bikes. Among larger cities, Brooklyn, Minneapolis, and Seattle performed well. For mid-size cities, the top three were Hoboken, NJ, Rochester Hills, MI, and Anchorage, AK.

St. George, UT, our home base, moved up from a 33 last year to a 39 this year. The national average across all cities was 36, so we’re just above the middle. PeopleForBikes considers a score of 50 to be the threshold where infrastructure makes biking genuinely easy and convenient for getting around. More than 550 cities cleared that benchmark this year.

Cities that have improved the most in recent years include Baltimore, MD, Tampa, FL, and Charlotte, NC.

PFB CEO Jenn Dice said communities of all sizes can make meaningful progress when they focus on connected networks, and that the results show biking is becoming a practical part of daily life in more places across the country.

Our Take:

It’s good to see this data getting published year over year, because progress tends to show up when you’re actually tracking it. Cities like Tampa and Charlotte turning up as big improvers is encouraging, especially given how car-centric both areas have historically been.

The Mackinac Island result is funny on the surface, but it makes sense when you think about the methodology. A small, dense, car-free island where everything is reachable by bike is going to score very well on connected infrastructure, regardless of which types of bikes are allowed. The categories reward connectivity, not e-bike access specifically.

For St. George, six points in one year is real progress. We’re still below the 50-point “easy and convenient” threshold, and that’s worth acknowledging. There’s more to do.

Spanish bike brand Megamo has expanded its use of the Avinox mid-drive motor system beyond eMTBs, releasing two new drop-bar models: the Upon e-road bike and the Along e-gravel bike. Both share carbon frames, fully internal 600 Wh batteries, and a choice between the Avinox M2 or M2S motor depending on spec tier.

The Upon comes in three tiers priced from €3,999 to €6,499, all with a carbon stem and handlebars. The entry-level build includes the M2 motor (110 Nm torque, 1,100W peak), a Shimano 105 12-speed groupset, and aluminum wheels. The top spec steps up to the M2S motor (130 Nm, 1,300W peak, with a 150 Nm / 1,500W Boost mode), Shimano Ultegra Di2, and carbon wheels.

Megamo described the Upon as “a road bike that happens to have a motor,” developed with the same geometry, cockpit philosophy, and component approach as a high-performance conventional road bike, not as a crossover or compromise.

The Along e-gravel bike has five builds ranging from €3,999 to €7,999, all riding on 700x50c tires. The base build gets the M2 motor, Shimano Deore groupset, aluminum wheels, and an alloy seatpost with flat bars. The top build moves to the M2S motor, SRAM Force XPLR AXS 13-speed, carbon wheels, a carbon monocoque stem and handlebar with computer mount, and a carbon seatpost. Models with the M2S motor include a 12A fast charger; standard M2 models come with a 4A charger.

Our Take:

Avinox has earned attention on the trail. Seeing it applied to road and gravel geometry is a logical next step, and Megamo seems to be serious about treating these as proper road and gravel bikes rather than just motorized versions of something else.

The price range is steep, but that’s consistent with where high-spec e-road and e-gravel bikes tend to land. The spec differences between tiers are meaningful, particularly the motor upgrade from M2 to M2S and the inclusion of a fast charger on higher builds. Those aren’t trivial choices for riders who want to use these bikes for longer efforts.

We haven’t tested either model yet, but Avinox’s performance in eMTBs gives us a decent baseline for expectations. These will be worth watching when reviews start coming in.

Pedego has selected Velosurance as its preferred insurance partner, giving Pedego customers a direct path to coverage for their bikes. Velosurance policies can include crashes, theft, and accidental damage, with additional options for liability, medical, and uninsured motorist coverage.

Plans cover the bike itself along with added accessories, including lights, racks, baskets, and mirrors, regardless of whether they were installed by the owner or added at a Pedego dealer. Velosurance also offers coverage for other types of electric and analog bikes and trikes, with separate options for racing bikes and international travelers.

One practical detail: a Velosurance policy is standalone, meaning claims won’t affect your other insurance rates. To get a real sense of what coverage costs, an actual quote using realistic options came out to around $24 per month or $316 per year.

Pedego CEO Larry Pizzi said the partnership gives customers a clear way to ride with confidence, noting that Pedego owners tend to treat their bikes as part of the family and want them protected accordingly.

Our Take:

E-bike insurance is one of those things that’s easy to skip until you wish you hadn’t. A $316 annual premium for a bike that might cost $3,000 or more is not an unreasonable ask, especially when theft coverage is included.

The standalone policy structure is a nice detail. Keeping your e-bike claim separate from your home or auto insurance means you’re not risking a rate increase on everything else for a bike-related incident.

Velosurance isn’t new to the space. It covers all kinds of bikes, not just Pedego’s lineup, so this partnership mostly makes it easier for Pedego customers to find their way to coverage. Whether you ride a Pedego or not, it’s worth knowing this option exists.

No new accessory or gear item was highlighted in this episode. Two GoTrax bikes recently went live with full reviews on the site: the GoTrax F2 and the GoTrax E-Fold. If you’re shopping in the budget end of the market, both are worth a look.

• Why should you avoid buying a cheap, high-claims e-bike from Amazon, and what red flags should you watch for?
• Is there a good e-bike available for riders on a tight budget, and where does the “sweet spot” price point land for most buyers?
• Between the Aventon Level 4 REC, Velotric Discover 3, and Euphree Stellar Falcon 2, which is the best fit for a 6’2″, ~300 lb rider commuting 10-12 miles with some hills?
• Can e-bike motors overheat, and what factors affect how quickly that happens?

Gazelle has updated its Ultimate commuter lineup with two new Class 3 models: the Ultimate C380+ 2.0 and the Ultimate T11+. Both are built around the Bosch Performance Line Sport mid-drive with 85 Nm of torque (bumped to 90 Nm via the Bosch Flow app), a removable 540 Wh battery, and a claimed range of up to 94 miles.

Shared specs across both bikes include 4-piston Shimano hydraulic disc brakes, 28×2.15 Schwalbe The Green Marathon tires, an 80mm SR Suntour MOBIE 34 suspension fork, a 4A charger, an MIK-HD cargo rack, Quadlock or SP Connect phone mount options, and compatibility with Bosch’s PowerMore range extender. Both weigh around 60 lbs without the battery and fit riders from 4’10” to 6’4″ across three frame sizes. Fully internal cable routing and a rear triangle charging port keep the lines clean.

Where the two bikes differ is in drivetrain and price. The C380+ comes in a white step-thru frame with an 11-speed Shimano drivetrain and is priced at $4,499. The T11+ is available in both step-thru and high-step styles in blue and yellow, uses an Enviolo stepless Trekking CVT with a Gates CDX belt drive, and runs $4,999.

Mark Danhof, GM of Gazelle North America, summed up the intent: “With the new Ultimate platform, we wanted to prove that speed performance doesn’t need to come at the expense of comfort and control. While lower-cost alternatives focus on upfront price, we focused on what matters over time: trusted Bosch systems, premium components and long-term durability.”

Our Take:

Gazelle has built a clear case for the rider who wants a well-spec’d, long-term commuter and isn’t shopping on price alone. The Bosch Performance Line Sport, belt drive option, hydraulic disc brakes, and suspension fork are all the right choices for this kind of bike. The 60-lb weight isn’t surprising given the spec level, but it’s worth knowing if you’re dealing with stairs or a tight storage situation. At $4,499 to $4,999, these sit firmly in the premium tier. The T11+ with the Gates belt and Enviolo CVT is the more compelling build for daily use, in our view.

The S-Works Turbo Levo 4X is a top-tier version of Specialized’s full-suspension eMTB, outfitted from the factory for bikepacking. It carries a carbon frame, Specialized’s S-Works 3.1 mid-drive with 850W of peak power and 111 Nm of torque, and an 840 Wh battery rated for 4.4 hours of ride time.

The suspension setup is a Fox 38 fork with 160mm of travel and a GripX2 damper up front, paired with a Fox Float X shock with 150mm of travel and Genie tech in the rear. The drivetrain is SRAM XX Eagle AXS, braking is handled by 4-piston SRAM Maven Ultimate hydraulics, and the charging setup includes a 12A smart charger that reaches 80% in about an hour. It runs a mullet wheel configuration with a 29″ front and 27.5″ rear, and geometry is adjustable.

The bikepacking-specific hardware is a front and rear rack system that can carry up to 48.5 lbs combined. Those racks can also be purchased separately and added to existing Turbo Levo or Levo R bikes as aftermarket parts. The complete bike is priced at $12,000.

Our Take:

This is a very specific bike for a very specific rider. If you’re planning multi-day backcountry rides and you want a full-power eMTB to do it on, there isn’t much else like it at this spec level. The $12,000 price tag is steep by any measure, but the component list justifies it if you’re the target market. The fact that the racks are available as aftermarket parts is a nice touch for Levo owners who want the capability without buying a new bike.

Charlie Cunningham, born August 23, 1948, passed away at 78. His contributions to mountain biking span decades and stretch across some of the most fundamental parts of the sport as it exists today.

Among his work: pioneering aluminum frame construction, developing grease injection bearings that were later sold through Suntour and WTB, co-founding WTB, developing cam rim brakes, and contributing to Specialized’s Ground Control tire. He studied chemistry and engineering in his twenties, won a national mountain biking title in the veteran category at 36, and placed 10th at the 1984 NORBA championship in Colorado. He and his wife were inducted into the Mountain Bike Hall of Fame in 1988.

In 2015, he suffered brain injuries following a bike crash and spent his final years in a care facility.

Our Take:

Charlie Cunningham’s fingerprints are on a lot of the equipment and ideas that mountain biking was built on. He wasn’t a household name to most casual riders, but the people who knew the history understood what he contributed. We’re grateful for what he gave the sport.

The CPSC issued a recall on June 4th covering 520 Gudook Adult Bike Helmets, model number KY-055. The affected helmets were sold in blue and white, size medium, fitting head circumferences between approximately 21.3 and 22.4 inches. They have red padding, black straps, a black and red buckle, and a black fit-adjusting knob at the back. Only helmets with batch number 202503 and a manufacture date of March 2025 are included. These numbers can be found on a printed label inside the helmet.

The helmets were sold on Amazon from May 2025 through February 2026 for around $23. They are being recalled for failing to meet certification and impact attenuation requirements, which can result in serious injury or death in a crash. No injuries have been reported.

As is standard for this type of recall, owners are advised to cut the straps, photograph the destroyed helmet, and discard it. Contact Gudook Outdoor Sports for a full refund by sending photos to [email protected].

Our Take:

A $23 helmet failing safety standards isn’t exactly a surprise, but it’s a good reminder that price alone isn’t a reason to skip vetting what’s protecting your head. If you bought one of these on Amazon in the last year, check the batch number.

Washington’s Senate Bill 6110 went into effect on June 11th. The law draws a clearer line between e-bikes and higher-powered electric vehicles, and it does so by adjusting the definition of what qualifies as an e-bike in the first place.

Washington’s 3-class system remains intact. Class 1 e-bikes offer pedal assist up to 20 mph, Class 2 bikes have throttles capped at 20 mph, and Class 3 bikes provide pedal assist up to 28 mph. Motor power is limited to 750W, all e-bikes must have operable pedals, and Class 3 bikes are required to have speedometers.

What’s new is what gets excluded. Vehicles that can exceed 20 mph on throttle alone no longer qualify as e-bikes under this law. Also excluded are vehicles “designed, manufactured, or intended by the manufacturer or seller to be easily configured in order not to meet the requirements of an electric-assisted bicycle,” which covers bikes with switches, apps, or settings menus that allow riders to push beyond legal limits.

The law also mandates a work group to study electric motorcycles and recommend future legislation. Its areas of study include how to define and classify them, whether registration and licensing should be required, whether driver education requirements are needed, and what penalties are appropriate for e-bike companies that misrepresent their products.

Our Take:

This is a law we’ve been expecting to see more states adopt. The line between an e-bike and an e-moto has gotten blurry, and Washington has now put its definition in writing. The language about bikes “easily configured” to exceed legal limits is particularly important. A lot of the bikes causing problems on trails and roads aren’t sold as e-motos; they’re sold as e-bikes with a convenient unlocking option. The real question now is enforcement. We’ll be curious to hear from Washington riders about what, if anything, changes on the ground.

• Is Electric Bike Report paid to promote the bikes it reviews, and how do you verify your range test results?
• What makes the Monarc Marker different from the dozens of other fat tire e-bikes on the market?
• How does the Aventon Pace 5 REC compare to the Velotric Breeze 1?
• Is it a problem that the Juiced Scrambler FS only throttles to 20 mph?

Ampler built a reputation around doing things differently. At a time when most e-bikes were bulky, battery-forward machines, Ampler went the other direction, designing lightweight bikes with small rear-hub motors, torque sensors, and fully hidden or integrated batteries. The result was e-bikes that looked almost indistinguishable from regular bikes. We even covered the brand years ago when it became one of the first to offer USB-C charging on an e-bike.

More recent models pushed the integration further, with displays built into the top tube and GPS tracking built in. Stylistically, the brand stayed ahead of many competitors. But Ampler was always a small, direct-to-consumer operation, and small DTC brands have less margin to absorb bad conditions. European e-bike sales have slowed, competition has grown, pricing pressure has increased, and a long-term lease on the company’s Berlin flagship store may have added to the strain.

Ampler says it’s working with an insolvency administrator to explore options through third-party companies. A sale is possible. VanMoof and Cowboy both went through similar situations, and both eventually found buyers. Whether Ampler lands in the same position remains to be seen.

The trickier issue for existing customers is warranty and service. Ampler’s motors and other key components are proprietary, so if the brand disappears entirely, finding repair support could be genuinely difficult.

Our Take:

Ampler was doing interesting things, and there’s something worth noting about a small brand that competed on design and engineering rather than just price. But DTC e-bike brands have shown repeatedly that being good isn’t enough on its own. You need volume, and you need staying power. The warranty situation is the part we’re most concerned about for current owners. Proprietary components with no clear service path is a real problem, and it’s a reminder of why repairability and parts availability matter when buying any e-bike.

United Wheels, which also owns Huffy and Batch, is closing Buzz and pausing operations at Niner. The decisions reflect a broader effort to streamline the company’s portfolio, reduce inventory overlap, and focus on brands with the clearest growth opportunities.

Buzz is being closed because of how much its product line overlapped with Huffy and Batch. Some Buzz models will transfer over to those brands. Huffy, which was U.S.-only for 130 years until 2022, now has United Wheels’ attention for international expansion, with Europe, Latin America, and China identified as target markets. Batch has similar growth opportunities.

Niner is a different story. The brand isn’t being closed outright, but marketing and product development have been paused. United Wheels CEO Bruno Maier described it as a rethink rather than a shutdown, saying, “We are looking at it as a product line for the future. Right now we want to rethink how we take that brand to market because there’s still a great following for it.” The Fort Collins, Colorado location will close as part of the pause, and four employees have been laid off, with others being reassigned. Niner will continue honoring warranties and providing customer and dealer support during the pause.

The e-mountain bike market’s growth is the main factor. Niner had excess inventory it couldn’t move fast enough, and the shift toward e-MTBs made its position harder to sustain.

Our Take:

The Buzz closure makes straightforward business sense. If you have a brand that overlaps heavily with two others you own, cutting it is an obvious call. The Niner pause is harder to read. The brand has a genuine following, and calling it a “rethink” rather than a shutdown at least suggests there’s intent to bring it back in some form. But “pause” can also be a comfortable word for something that ends up being permanent. The e-MTB market is where growth is, and if Niner couldn’t position itself there effectively, that’s a structural problem, not just a timing one.

The Lycra Company has emerged from Chapter 11 bankruptcy with new owners and a significantly reduced debt load. The restructuring process began in March when the company declared bankruptcy. Through that process, it worked with creditors to cut more than $1.2 billion in debt and secured over $75 million in new investment from global investment funds.

For those who need a refresher: Lycra makes elastane, the stretchy fiber used in cycling apparel (road riders are well acquainted). The company’s executive team largely remains in place, though former CEO Gary Smith stepped down during the restructuring. CFO Dean Williams has been named interim CEO, and the company has a new board of directors.

Williams made a statement about the company’s path forward, saying, “Emergence marks a defining moment for The LYCRA Company. We will now be a financially stronger, more focused organization that is positioned for growth.” The company pointed to its ability to maintain production and keep working relationships with employees, customers, and vendors intact throughout the process.

Our Take:

This one is a bit removed from e-bikes directly, but Lycra’s materials show up in cycling apparel across the board. The restructuring looks like a relatively clean outcome. The debt reduction is substantial, the operations stayed running, and the team is mostly the same. Emerging from Chapter 11 with over $75 million in new investment and intact supplier relationships is better than the alternative. We’ll see what “positioned for growth” actually looks like in practice.

We covered Paragon’s closure back in March, when the 43-year-old framebuilding components company announced it was shutting down. This week brought a better follow-up than most expected: Firsthand Framebuilding, a Portland-based retailer of bike frame materials and supplies, has purchased all of Paragon’s assets. That includes the Paragon brand, its designs and trademarks, its tooling, and its remaining inventory.

Firsthand has already begun selling Paragon’s inventory through its website. Longer term, owner Chris Blandford plans to start manufacturing select Paragon parts in-house after acquiring or relocating the necessary machinery. He’s also planning to work with local partners in the near term to produce some of the catalog. He was upfront that some of Paragon’s less popular parts won’t be carried forward, and Firsthand won’t take on custom work the way Paragon did.

Paragon’s former owners released a statement about the acquisition, saying, “We’re proud of the legacy we’ve created at Paragon Machine Works. Transitions are never easy, but working with Firsthand to secure Paragon’s future has been a dream come true. To see the product line not only carried on, but by a company that is truly investing in the future of framebuilding is more than we could have hoped for.”

Blandford said Firsthand will reach out to Paragon’s previous customers in the near future with updates on plans and product availability.

Our Take:

This is the kind of outcome you hope for when a well-regarded brand closes. Paragon’s parts have been staples for framebuilders for decades, and having someone step in who already operates in that space and has real intentions to keep manufacturing domestically is genuinely good news. Blandford has been clear-eyed about what he will and won’t take on, which is a better sign than vague promises. The fact that Firsthand was already planning frame component production in-house before this acquisition means Paragon’s catalog fits into something that was already in motion.

• Is a suspension seatpost a good fix for a rough ride on an upright e-bike?
• What’s the best Juiced Scrambler model for two-up riding and travel?
• Which mid-drive e-bikes do we recommend for riders who want exercise but also need help on hills?
• What cargo e-bike options work well on dirt trails for a rider who also carries a 20 lb dog?

This program formed by Amazon’s partnership with the District Department of Transportation (DDOT) is called MicroFreight DC. It is a 10-month trial to replace delivery vans with battery-powered electric cargo vehicles for last-mile deliveries, and is planned to include up to 15 vehicles in the southwestern part of Washington, DC.

Other sources online refer to the vehicles as cargo e-bikes, but of course, they have four wheels instead of two. This makes them quadricycles instead of bicycles. The vehicles use a pedal-by-wire system to move, where the rider’s pedaling engages the motor instead of helping to propel the vehicle via a mechanical drivetrain.

The e-quadricycles look like mini delivery vans, with an enclosed cab (including a windshield with wipers) and a secure cargo area. They are limited to 15 mph and cannot be ridden on sidewalks, but are intended for use in bike lanes and commercial loading zones.

The goal of MicroFreight DC is to study the effectiveness of small electric cargo vehicles—specifically, whether they can reduce traffic congestion, emissions, and noise in crowded cities. Throughout the length of the program, the DDOT will collect data about packages and routes monthly, then publish a final report summarizing their findings.

Regarding the program, Amazon’s Vice President of North America Last Mile Transportation, Dave Alperson, said, “We’ve seen the benefits e-cargo bikes bring to urban deliveries around the world, and we’re excited to launch this pilot alongside DDOT to help ensure we get it right here in DC. We’ll continue working alongside community partners in the National Capital Region who understand the local needs best— combining their insights with our expertise in delivery, technology, and innovation to make a real difference in people’s everyday lives.”

Our Take:

The idea of using e-cargo vehicles for last-mile deliveries definitely has some merit, especially if these smaller vehicles are successful in taking up less space. As some groups have pointed out, the quadricycles are still large enough to block a bike lane, but fortunately, bikes are more maneuverable than cars, so getting around them should be manageable.

What we’re most curious about is the brand manufacturing the vehicles. As we reported, Amazon relatively recently partnered with the Rivian spinoff ALSO for e-quadricycles that could be used in deliveries. The units deployed in Washington DC, however, are different in appearance from the concepts shown last fall by ALSO. For the moment, we still have some questions—with any luck, more information will be available within the next year.

The publishing of Avinox’s statement follows widespread industry upheaval after the release of its M2S motor, which can produce a staggering 1500W of peak power and 150 Nm of torque.

One example comes from Mountain Bike Hall of Fame inductee and Bosch/Santa Cruz Ambassador Hans Rey. The 90s mountain biking icon made a public statement urging more strict limitations, saying “In order to protect what we have, we must stop asking how much power we can get away with – and start asking how much power is too much.”

Peter Eland, the technical and policy director for a UK-based Bicycle Association, also said something similar. To quote Eland, “As the UK trade body, we recognise concerns that peak power can be very high within the 250W continuous rating, and would support calls for restraint from both manufacturers and riders.”

The heart of Avinox’s statement is that power and speed are very different, and that speed is the main factor affecting rider safety. The company explains power as a tool that can be used to help riders perform beyond their normal limits, especially when it is delivered in a controlled, predictable way.

The statement reads, “Power is the force that helps riders accelerate, especially at low speeds and in demanding situations such as steep climbs, technical ascents, and navigation around obstacles. Avinox systems comply fully with all applicable speed regulations, and we strongly support the implementation and enforcement of speed limits. That means our high power output is not designed to make riders go faster than allowed. It is designed to make difficult terrain more manageable. Whether it is clearing a rocky ledge, climbing a steep incline, or helping a less experienced rider maintain momentum, more power can make mountain biking both easier and safer.”

The company also reinforces that high power output can enable heavy riders, those with disabilities, and those moving a lot of extra cargo weight to ride when they otherwise might be limited. Its statement urges that motor output limits that are too strict might unnecessarily exclude these groups of riders.

Avinox continues, stating that customization is an important part of the equation, and it designed its systems to be tailored to match their users’ riding styles and environment. It also defends its commitment to safety by explaining its comprehensive approach when designing bikes to support high power output. Elements such as the frame, wheels, brakes, tires, chargers, and more, are to handle the high power output and hold up over time.

Regarding legality, the company states “Some argue that offering more powerful motors could invite regulatory scrutiny or harm the industry. We believe that view oversimplifies a much more nuanced issue. Avinox supports responsible regulation and strict compliance with all applicable laws. At the same time, we believe innovation should not be constrained by arbitrary power limits that lack a clearly explained basis.”

Our Take:

Generally speaking, we agree with Avinox’s take. As the company’s statement points out, e-bike motor power limits are currently arbitrary; the widely-accepted 750W limit in the US is based on its equivalence to 1 horsepower. To our knowledge, no studies were done to establish the appropriateness of this limit.

It is important to acknowledge that there are still a lot of vague or undefined areas surrounding the legality of e-bikes and their power limits. With legislation surrounding e-bikes and other types of EVs and micromobility devices being a hot topic in recent months, we’ll have to see what laws get passed, and how the dust settles.

In the meantime, we believe it is more appropriate to regulate speed rather than power, just like we do with automobiles.

The tool, called Theft Intelligence, displays a map showing real-time data for locations of bike thefts. It is assembled from a combination of data from government agencies, Litelok customers, and communities. Importantly, the map also shows locations of incidents where Litelok products prevented theft.

The website displays a variety of useful metrics, including the number of bikes stolen today, the number stolen per hour, the percentage-based recovery rate, and the average value of each loss. As one might expect, most hotspots seems to be in densely populated major cities; New York City and Los Angeles are the two highest-theft cities shown in the US.

The tool also shows the seasonal trend, reflecting the highest number of thefts in July and August. It focuses on the UK, the US, Germany, France, and the Netherlands, but a global view is also available.

Litelok’s goal with this website is to help riders know where they should be the most cautious when leaving their bikes.

The company’s founder, Neil Barron, explained, “We built this to help riders stay informed about bike theft activity and locations; and to share it around. If an area has no reported hotspot or story on the map, it should not be assumed to be free from risk. Our mission is for riders to worry less and ride more.”

Our Take:

There is no doubt that this is a helpful and informative tool, though one flaw stands out. Instead of showing precise theft locations within cities, the hotspots are displayed city-wide. As such, it doesn’t necessarily show bad neighborhoods, just “bad” cities, which is somewhat unrealistic—and a bit less helpful than more granular data would be.

Still, the message is clear: if you live in a big city, you should probably take extra care. Those interested in investing in extra theft prevention might consider the Litelok X1 or X3 that we reviewed recently.

Fidlock makes a variety of products, including hydration bladders, phone and camera mounts, storage bags, and more. Many of these use a proprietary mounting system that uses a combination of magnets and a twist-lock mechanism to hold items securely in place.

The Twist Bottle 590 + Bike Base is one such item. Along with a 590 ml (20 fl oz) plastic bottle, the unit includes a base plate that attaches to the bottle cage mounts on your bike frame. It’s essentially a quick-attach and release system for a water bottle. With it, riders can quickly and easily snap it into place, where it is held securely with magnets, then twist it to release and use.

There are lower- and higher-capacity bottles available as well, plus they have a universal mount that can attach to any bottle to make it compatible with the twist system. The Twist Bottle 590 is made from BPA-free polyethylene, is dishwasher safe up to 122 deg. F, and costs $39.99.

Riders can attach a bottle, or anything else that uses Fidlock’s Twist system, using the Twist Uni Base. This universal attachment plate for the Twist system doesn’t require bottle cage mounts; instead, it uses silicone straps to secure to your bike’s top tube or seatpost (or anywhere else it fits, really). This base plate is priced at $21.59 at the time of writing, though its MSRP is $26.99.

Among the items that can connect to the Twist Uni Base or Bike Base is the Twist Force Connector. This attachment system is designed specifically for TQ external range extender batteries, mounting to the exterior of the unit to make it Twist system compatible. It is priced at $21.59 upon the writing of this post.

The last product sent to us by Fidlock is the Vacuum Handlebar Base, a suction-based phone holder that secures to your bike’s handlebars. In addition to the suction cup, which includes a release ring, it also uses built-in magnets to attach to MagSafe rings on the phone or case.

The Vacuum Handlebar Base includes two mounting clamps for different sizes of handlebars. It also comes with universal cable tie adapters so you can attach it to just about anything. This product is priced at $29.99.

• Can I use moped-style e-bikes like the Juiced Scrambler Full-Suspension on mountain bike trails?
• Why do some e-bikes like the Electra Townie Go! S use fully-internal batteries?
• What should you look for when shopping for a safe, reliable bike helmet?
• What should a beginner do to get a feel for riding their e-bike?