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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.

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.

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• 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?