Riese & Müller, the German maker of premium urban and cargo e-bikes, has announced it will fully withdraw from the US market on July 31st of this year. The company first paused US shipments back in August 2025 due to tariff volatility, specifically a 50% tariff on steel used in e-bikes.

While that particular tariff has since been removed, the damage to long-term planning was already done. R&M cited “persistently challenging and increasingly volatile market conditions” as the driving force behind the decision. Canada, Australia, and New Zealand are not affected by the decision.

The US withdrawal will be structured to protect existing dealers and customers. Dealers will retain access to components, technical documentation, and support after sales end, and all warranty obligations will be honored. Orders can still be placed through July 31st, after which remaining dealer inventory will sell until it’s gone.

Our Take:
From our point of view, this decision is not a surprise, though it is disheartening. After last August’s pause in imports, the writing was on the wall for Riese & Müller. Tariff whiplash makes it nearly impossible for foreign brands to plan inventory, pricing, or distribution with any confidence.

R&M follows a similar path to Stromer, who made comparable statements before their own US exit. While the two companies are different, our staff’s experiences and difficulties in trying to source Stromer parts leads us to urge caution with any Riese & Müller purchases.

California has two separate bills moving simultaneously through its legislative process. AB 1557 would drop Class 1 and 2 e-bike speed limits from 20 mph to 16 mph and cap motors at 250W nominal, a dramatic reduction from the current 750W limit. Cargo e-bikes, however, would get an exception, still allowing motors up to 750W.

Additionally, the bill would make it illegal for manufacturers and retailers to make or sell e-bikes with motors that can exceed 750W. Companies that break this law could be punished with a fine of up to $15,000 with their first offense—and up to $50,000 for each future violation.

Current law prevents riders younger than 16 from using Class 3 e-bikes, but this bill would prevent kids in this age group from using any e-bikes that exceed 250W nominal.
Supporters of this bill are mainly medical groups and some cities, while opponents include most bicycle advocacy groups and retailers. The bill passed unanimously in California’s State Assembly and is now moving on to be heard by the Judiciary and Appropriations Committees.

Meanwhile, California’s SB 1167 aims to clarify e-bike and moped definitions. It prevents vehicles with motors exceeding 750W, throttle speeds above 20 mph, pedal assist that exceeds 28 mph, or the ability (as intended by the manufacturer) to be modified to do any of these things from being advertised, sold, or labeled as an e-bike.

The bill also replaces the definition of a motorized bicycle, now referring to them as mopeds. By the included definitions, a moped is considered a two- or three-wheeled vehicle with strict motor power limitations (4 brake horsepower). They are also specified as being designed for highway use, with speeds not exceeding 30 mph.

A third change is the addition of electric motors to the definition of a “motor-driven cycle.” These vehicles now include those with motors under 3,750W that produce up to 5 brake horsepower.
This bill was introduced by California Senator Catherine Blakespear and was developed in conjunction with PeopleForBikes, CalBike, and other industry-related groups. At this time, SB 1167 passed in the California Senate Transportation Committee, and now moves to the Senate Natural Resources and Water Committee for consideration.

Our Take:
With a bill in Minnesota similar to SB 1167 currently in the works, we find California’s approach to be cleaner and more respectful to current e-bike classifications. E-bikes and e-motos need separate definitions that respect lawful users, makers, and sellers of each product—not laws that hamper one type in an effort to curb the other.

It is somewhat perplexing, however, that the two CA bills are moving simultaneously through the state’s legislative process with such different—and seemingly contradictory—approaches.

To be clear, we do not support the restrictions put forth by AB 1557. While similar to current EU regulations, the enactment of this bill could decimate e-bike use in California, make similar restrictions in other states more likely, and make it much more difficult for manufacturers to make and sell e-bikes that meet varying restrictions in different states.

In Illinois, SB 3336 would require riders of e-bikes and e-motos capable of exceeding 28 mph to carry a driver’s license, registration, title, and insurance. Class 1 and 2 e-bikes would remain largely unchanged, though riders would need to be at least 15.

Additionally, the bill would require other mobility devices, such as electric scooters, skateboards, and unicycles, to be limited to 28 miles per hour on roads, paths, and sidewalks. It would mandate that riders of these devices be at least 16 years old.

This bill was created by the Illinois Secretary of State Alexi Giannoulias as part of his Ride Safe, Ride Smart, Ride Ready campaign. The operation seeks to update the state’s laws and improve education and training around micromobility.

Giannoulias commented about the bill, saying, “As these devices become faster, heavier and more powerful, our laws must keep pace to protect riders and the public.This initiative closes dangerous regulatory gaps, creates uniformity across Illinois communities and ensures riders understand the responsibilities that come with high-speed electric devices. We’re replacing a confusing patchwork of local rules with clear statewide standards that prioritize safety.”

As of the writing of this post, the bill passed the Senate unanimously in a 54-0 vote, and is now headed to the House for consideration. If enacted, the law would go into effect on January 1, 2027. Importantly, e-bikes and e-motos purchased before that date would be exempt from the title requirement.

Our Take:
While this bill’s proposed action is relatively sudden and strong, the move to require users of high-speed e-bikes and e-motos to carry insurance, registration, etc. makes sense. After all, these products are different from, and potentially more dangerous than, e-bikes restricted to the Class 1, 2, and 3 limits of 20 and 28 mph, respectively.

Ultimately, the range of different e-bike-related bills currently being considered in various states underscores the need for a unified approach to their regulation. Federal definitions and laws governing e-bikes and e-motos would make it easier for brands to make and sell their products, while giving consumers some relief in knowing that the products they buy are legal in their areas.

It’s no secret, E-bikes are heavy. That’s just the reality, and it’s why vehicle racks that aren’t rated for e-bikes aren’t a good solution when you’re trying to load more than one or two of them. The VelociRAX 6 Max was built with that problem in mind; it hauls up to six bikes using a roll-in, roll-out system that eliminates lifting (almost) entirely.

Each tire basket supports up to 100 lbs, the total rack capacity is 300 lbs, and it handles wheels from 20-29 inches with tires up to 3 inches wide. So whether you’re mixing e-bikes with kids’ analog bikes for a family trip or hauling a group of riders to a trailhead, it’s likely going to cover the load. It mounts to a 2-inch Class 3 hitch, locks with a keyed hitch pin, and includes a garage-mount bracket for home storage.

There are a few things to know going in. The rack itself weighs 98 lbs, and getting it back to vertical when fully loaded with e-bikes can be difficult, but leaving the last bike off until it’s upright makes it manageable. Fender compatibility is also an issue right now, which is worth noting given how many commuter and cargo e-bikes run fenders.

Otherwise, the 6 Max’s no-lift loading is the headline feature; it’s built to match the demands of carrying large and heavy e-bikes. At the time of writing, it runs $1,179.

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The new Turbo Vado 3 EVO, a more robust and off-road-friendly version of the bike, comes in three trim levels: the 4.0, 5.0, and 6.0 models. All three use the 250W Specialized 3.1 mid-drive with 810W of peak power and 105 Nm of torque, and are powered by fully integrated but removable 840 Wh integrated batteries.

Additionally, the bikes come in four frame sizes, fitting riders from 5’1” to 6’4”. They feature suspension forks with 120mm of travel, 40mm suspension seatposts, and 27.5×2.6” Specialized Hemisphere all-terrain tires. All trim levels include an MIK-HD rear rack and are compatible with optional MIK front racks. They also feature 4A fast chargers, with the claim of reaching 80% charge in less than an hour.

The Vado 3 EVO offers built-in compatibility with Apple Find My and pairs with Apple watches for heart rate monitoring, ride tracking, etc. All trim levels include some form of integrated security, along with custom stem/handlebar setups with stem-mounted color displays. As with other Specialized e-bikes, motor tuning is available via the Specialized app.

There are a few key differences between the three trim levels:

The 4.0 model includes an SR Suntour suspension fork, two-piston Shimano MT200 hydraulic brakes, and a 9-Speed Shimano CUES drivetrain. This version features a standard color display, and a basic battery and motor lock. Its starting price is $4,500.

The 5.0 is also equipped with an SR Suntour fork, but includes upgraded four-piston Tektro T5040 hydraulic brakes with 2.3mm thick rotors and an 11-speed Shimano CUES drivetrain. It also features a hi-res touchscreen display with wireless phone charging via an integrated quadlock mount. It comes with an additional integrated wheel lock and has a price of $5,200.

At the high end, the EVO 6.0 offers the most robust component package. It features a RockShox Psylo suspension fork, four-piston SRAM DB6 hydraulic disc brakes, and a 12-speed SRAM S1000 Eagle AXS drivetrain with electronic shifting. Like the 5.0 model, it includes a touchscreen display and quadlock phone mount, but also includes a digital lock bypassed via the app or a security PIN, as well as an integrated rear-facing radar system. This version of the bike costs $7,000.

Specialized also released a non-EVO version of the Vado 3 that isn’t (or isn’t yet) available in the US. Instead of the EVO version’s full 27.5” wheel setup with 2.6” tires and 120mm of suspension travel, it offers a relatively unique (for a commuter) mullet setup with a 29” front wheel and 27.5” rear wheel. Its 2.3” tires are narrower, and its fork travel is more conservative, at 90mm.

Our Take:
This bike—especially the 6.0 trim level—looks extremely promising! In our experience, Specialized’s e-bikes always feel incredibly ergonomic and precise, and we have no reason to expect anything different this time around.

Specialized’s 3.1 mid-drive is powerful, offering the torque and peak output to make pedaling both natural and easy. The new integrated tech, like the radar system, is both cool and practical. Admittedly, it does feel a bit odd that Specialized has leaned hard into Apple technology instead of something more universal.

With brands like Aventon and Velotric recently stepping up their game with models like the Level 4 ADV and Discover M, respectively, it will be extremely interesting to see how the Vado 3 EVO’s performance compares. Will Specialized still have the edge against these more affordable models? Only time—and testing—will tell.

At the present time, Velocomp is known primarily for two handlebar-mounted performance optimization devices called the PowerPod and Aeropod. The former is a wireless power meter that pairs to a bike via ANT+ and measures rider effort in both legs. The latter is a similar device that measures aerodynamic efficiency, helping riders optimize their position, clothing, etc.

The company’s newest technology, called PowerBoost, goes in a different direction. It is designed as an alternative to torque sensors, being easier and more affordable to produce—while touting a similarly natural feel. In contrast with torque sensors, Velocomp’s PowerBoost technology is integrated into a handlebar-mounted display, where it’s more accessible and less prone to getting splashed than bottom-bracket-mounted torque sensors.

Velocomp’s CEO, John Hamann, explained the technology by saying, “PowerBoost delivers expensive torque sensor performance without the cost and complexity of traditional torque sensors. PowerBoost applies our proven and patented combination of accelerometer, air pressure, and barometric sensor technology to deliver enhanced e-bike performance and high reliability. Among its many features, e-bikes with PowerBoost offer slope-adjusted starting motor torque, deliver an easy, natural pedaling experience irrespective of wind and hill conditions, and display real-time slope and wind speed information.”

Velocomp has partnered with AVS Mobility to produce components with PowerBoost built-in. They can be added to any e-bike and are commercially available to bike manufacturers for around $40.

Our Take:
Having witnessed the rise of torque sensors to their nearly-ubiquitous current status, we haven’t thought much about their alternatives—or what might come next—before reading about the PowerBoost system.

Like most pieces of new technology, it’s highly intriguing, and we’re curious how natural a pedal assist system using PowerBoost would feel. If it truly is more affordable and easier to produce, it’s entirely possible that it will become more widespread, though it’s hard to imagine that torque sensors wouldn’t have some advantage or tradeoff to make them worth their higher price.

We are hopeful that we’ll have the opportunity to test e-bikes with this technology in the near future!

Last fall, Guardian Bikes, a US-based manufacturer of primarily children’s bicycles, proposed up to a 50% tariff via Section 232 on imported steel and aluminum products. If approved, this tariff would have applied to the majority of imported bike frames and many of their components..

Following Guardian’s request, members of the bike industry responded strongly to the company’s proposal, submitting over 1,300 comments that opposed it. Both individuals and industry-related groups also reached out to lawmakers and the Department of Commerce, encouraging them to reject the implementation of this request.

Last week, the White House released an updated list of products affected by Section 232 tariffs, which did not include bikes. E-bikes, e-bike parts, and exercise bikes were also removed from a steel tariff list. Some small bike-related parts still remain affected, however, including steel chains, chain parts, hardware, tools, bearings, etc.

PeopleForBikes stated that the proposal to tax bike and e-bike frames was “completely terminated.”
The group’s statement continued, saying, “There will not be future rounds of inclusion requests. Instead, the Secretary of Commerce and U.S. Trade Representative are authorized to monitor imports, periodically assess the progress of Section 232 tariffs towards achieving their stated goals, and consider input from trade groups and other stakeholders in determining whether additional derivative products need to be added or tariffs adjusted.”

Our Take:
This is a huge win for the bicycle and e-bike industry! Of course, it would be better if all bike and e-bike components (including chains and bearings) were left out, but those are relatively small potatoes in comparison to frames and other large components. Had such foundational elements been subject to massive tariffs, prices could have risen dramatically.

This turn of events is evidence that speaking up works, and we’re hopeful that e-bike prices will remain stable—and most importantly, affordable—for the foreseeable future.

We’re happy to keep you informed on trade issues that can affect e-bikes and their prices, and we’re grateful for your support in voicing your concerns and opinions to those with more decision-making power.

After testing various types of handlebar-mounted phone holders, the PNITRI phone mount has become our preferred choice. It’s cheap, lightweight, secure, and it attaches in seconds. It attaches via a threaded clamp with rubber inserts that twists to tighten, and features a toggle lock to keep phones held tightly in place.

Additionally, the mount uses a ball joint, allowing users to change the angle of their phone once secured. Admittedly, it can sometimes rattle and move while riding, but no more than other models we’ve tested. Its convenience and affordability are nearly unbeatable! We think it’s hard to go wrong with the mount’s list price of around $13.00.

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This bill, called the Safe SPEEDS (Standards for Personal E-Bike and E-Moto Device Specifications) Act, was introduced to Congress by a bipartisan group of representatives. Democratic representatives Jared Huffman and Dave Min from CA and Republican representatives Mike Lawler and Brian Fitzpatrick from Pennsylvania and New York, respectively, were involved.

According to an article from Bicycle Retailer, “the bill would direct the Consumer Product Safety Commission to gather and analyze data about incidents involving the many e-mobility products under its jurisdiction, and adopt clear classification and labeling requirements for these devices, including consideration of the three recognized classes of low-speed electric bicycles.”

So, in essence, the CPSC would study incidents where e-bikes, e-scooters, e-motos, and other devices were involved, then figure out how to divide them. Currently, e-bikes are categorized and regulated at the state and local levels, but this bill could establish the widely adopted 3-Class system at the federal level.

The Safe SPEEDS Act has gained support from many cycling groups, including People for Bikes, the League of American Bicyclists, and the National Bicycle Dealers Association.
It’s also supported by the Rails-to-Trails Conservancy, the Safe Routes Partnership, Consumer Reports, Advocates for Highway and Auto Safety, and others.

Jenn Dice, the president and CEO of People for Bikes, said, “The bill also directs the CPSC to adopt clear classification, age guidelines and labeling requirements for these devices, including consideration of the three recognized classes of low-speed electric bicycles.”

She continued, saying, “This legislation marks an important step towards understanding and mitigating the hazards posed by e-motos: higher speed electric motorized vehicles that are sold as electric dirt bikes, but often end up being inappropriately used on public roads by young riders.”

The bill also sets aside funding for law enforcement, emergency response services, and local-level governments to better track and report e-mobility devices. This data would then be collected and published by the CPSC, allowing for a broader understanding of how e-bikes and similar products are used.

Our Take:
Along with the cycling industry and other groups mentioned above, we strongly support this bill. Over the past year, we have reported on a number of states creating laws to regulate e-bikes, but these rules are far from consistent between locations.

Such inconsistencies make it more difficult for e-bike brands to ensure that their products are legal in all areas. They also make it harder for consumers to understand which e-bikes meet their wants and needs.

A federal level of regulation would help to standardize definitions. This would help e-bike companies by making bikes easier to produce without having to account for all the differences in various places. It would also better allow consumers to understand what they’re getting when making a purchase.

On March 24th, Bosch announced that it now allows third-party e-bike manufacturers to nest their apps or subscription services within its eBike Flow App. The company also now allows other apps and service providers to receive data from the Flow app.

As an example, the route-planning app Komoot is already connected to Bosch’s app, so users can access its functions straight through the Flow’s interface

Claus Fleischer, the CEO Bosch eBike Systems, said “Our Connected Biking platform is becoming a central component of the digital ecosystem around the eBike. We are creating opportunities for industry players to develop their own digital offerings. The first partners are already connected and are shaping connected eBike mobility together with us.”

Bosch’s ConnectModule is another central aspect of future app integration. This device can be attached to an e-bike and includes GPS, a SIM card, and motion sensors. The company also provides tools for third parties to use data from the Flow app or ConnectModule in their own software.

This connectivity will allow bike shops with rental fleets to monitor their status and location.
It will also allow manufacturers to access anonymized data about the use of their e-bikes.

A Cycling Electric article states that “Fleet operators can manage their e-bikes more efficiently and minimise breakdowns, leasing providers can transparently track the value retention of their models, and insurance companies can minimise damage risks.”

Our Take:
Over the past year, we’ve seen Bosch’s eBike division start to branch out a lot more—this shouldn’t be a surprise considering that the company also makes dishwashers and power tools.

For example, it invested fully in the aftermarket service and parts company Magura Bosch Parts & Services, which it previously shared ownership of with Magura.

These moves seem to indicate that Bosch is trying to integrate its technology as widely and in as many aspects of e-bikes as possible, making it an easy decision for retailers and consumers to use their products and services. This seems like smart business, but we’ll see how brands and Bosch e-bike riders respond as more third-party content pairs with the Flow app.

Paragon, which is based in Richmond, California, was started in 1983. Throughout its 40+ years of operation, it has served the cycling community as a producer of frame components such as dropouts, headtubes, derailleur hangers, etc.

According to the Radavist, Paragon sent out an email on March 27th to its dealers, stating that it would be “ceasing all major operations, effective immediately. The business is no longer viable due to industry and economic forces beyond our control.”

The company followed this email up with a public statement saying that it would continue to make parts and ship existing inventory until its material stock runs out. Until that point, orders must be placed via the company’s website, and they will ship parts on Mondays, Wednesdays, and Fridays.

Paragon is working to find other vendors to take on at least some of its product lines to support customer demand. Additionally, it is either selling or sharing its intellectual property (including CAD, CAM, and CNC files), its CNC machinery and tooling, and its shop supplies and tools.

In its statement, Paragon stated that it is not able to process backorders. Sales going forward are final, but the company will refund any orders they can’t supply.

As a goodbye to the community, Paragon’s statement also read, “Thank you so much to our amazing staff and customers who’ve supported us through 43 years of innovation, challenges, and fun. It’s been a great ride, and we’re forever grateful.”

Our Take:
Since the expiration of the Section 301 tariff exemption on e-bikes in June of 2024, we have often discussed the impact of tariffs. While Paragon’s statement did not outright attribute its closure to tariffs, it is possible that this development is further evidence of their harm.

Tariffs have been touted as beneficial to domestic manufacturers, ideally setting up independent US-based businesses, like Paragon, for success. They are meant to encourage domestic production and consumer reliance on US-based companies—but unfortunately, we haven’t seen much of that happening. Instead, the list of companies closing their doors has grown once more.

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