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Pedego has released the first two bikes in its second-generation lineup. The Ridge Rider 2 is a step-thru, SUV-style commuter, and the Latch 2 is what the brand calls a mid-size folding e-bike. Both ship as Class 1 and Class 2 e-bikes, and dealers can enable Class 3 mode where it’s legal.

The two share a long list of hardware. Each runs a 750W rear-hub motor with 90 Nm of torque, an 835 Wh battery built with LG cells, and a pedal assist system with both torque and cadence sensing modes. Both also get a twist throttle, a color display, integrated lights with turn signals, an 80mm coil fork, UL 2271 and 2849 certification, and Pedego’s 5-year warranty. The frames have been redesigned with a more angular, contemporary look.

The Ridge Rider 2 adds an 8-speed Shimano drivetrain with an Acera derailleur, a 30mm suspension seatpost, Tektro hydraulic brakes with a 203mm front rotor and 180mm rear, 27.5×2.4″ tires, and an MIK-HD rack rated for 100 lbs. Pedego claims up to 90 miles of range. MSRP is $2,195, with a launch price of $1,999 running until August 16th.

The Latch 2 uses a 7-speed Shimano drivetrain, Tektro hydraulic brakes with 180mm rotors, 20×3″ tires, and a welded rack that also carries 100 lbs. It sells for $1,695.

Larry Pizzi, CEO of New Pedego Holdings, isn’t downplaying what’s ahead. “The Ridge Rider 2 and Latch 2 are just the opening act. With four more Pedego 2.0 models launching before the end of this year, we are fundamentally redefining what riders and dealers should expect from a premium electric bike – exceptional quality, serious performance, and prices that make sense. This is the new Pedego.”

Our Take:

Spend more than a few seconds looking at these bikes and the acquisition shows through. Urtopia’s parent company bought Pedego, and a lot of the components are now shared between the two brands. We don’t see that as a knock. It’s a pretty clear explanation for how Pedego arrived at $1,999 for a fully equipped, UL-certified commuter with an 835 Wh battery, which is not the price range the brand has been known for.

Four more models before the end of the year is an aggressive schedule, so we’ll be watching how the rest of the 2.0 lineup shakes out. In the meantime, our sister channel, Electric Bike Review, has already published reviews of both bikes. Head over there if you want a closer look before the launch pricing on the Ridge Rider 2 runs out.

Last week the administration announced new Section 301 tariffs of 10% and 12.5% that apply to more than 99% of all imports. Six countries fall under the 10% rate, including Canada, Mexico, and the EU. A total of 54 countries are subject to the 12.5% rate. Several major bike and e-bike producers are on the list, including China, Taiwan, Vietnam, Cambodia, and Malaysia. Steel and aluminum products already covered by Section 232 tariffs, bike chains being one example, are not affected.

Some context helps here. Before this, imports from all US trade partners were subject to a blanket 10% Section 122 tariff, which was put in place after the administration’s IEEPA tariffs were ruled illegal. The Court of International Trade then ruled the Section 122 tariffs illegal as well. They expired on Friday, July 24th, and the administration has appealed that decision.

Where it gets complicated is the overlap with Most Favored Nation duties. Many bikes and related products carry MFN duties between 5.5% and 11%, and the new Section 301 tariffs will not stack on top of them. If a product’s MFN duty is higher than the Section 301 rate, nothing changes. If it’s lower, the total gets raised to the 301 rate. A product from Taiwan or the EU with an MFN duty under 10% goes up to 10%. Products from Switzerland, Korea, and Japan with duties below 12.5% go up to 12.5%. Anything already above those numbers stays put.

As we’ve covered before, these tariffs are meant to penalize countries that import goods made with forced labor, along with countries whose laws against it aren’t strictly enforced. There’s an interesting wrinkle with Canada: Canadian products appear on the list, but bicycles made in Canada are exempt under the United States-Mexico-Canada Agreement. The administration has threatened a 50% tariff that would apply to exempted products, currently set to take effect August 18th.

Our Take:

We’ve said it before and we’ll say it again: the constantly shifting tariff situation is a mess. Tracking what applies to which product from which country now requires a spreadsheet and a decent amount of patience.

We don’t support forced labor, and we understand the reasoning behind going after it. We also don’t want to see bike prices climb any higher than they already have. Our hope is that this gets resolved in a way that removes the tariffs and keeps bikes at prices people can actually afford.

Trek announced that every eMTB it sells in the US will be limited to Class 1. The restriction is self-imposed. The company says it wants to be a better neighbor to analog mountain bikers and other trail users, and to avoid abusing the respect and permissions that e-bike riders have been granted. Trek is also concerned that manufacturers pushing past or flatly ignoring speed and power limits will bring crackdowns and restrictions down on everyone.

Trek President John Burke put it this way: “As an industry, we’ve worked for decades to earn access to trails and bike paths. We’d rather lead with responsibility today than explain tomorrow why riders lost access to the places they love and to a sport that makes the world a better place.”

He continued, “Trek’s mission is to change the world by getting more people on bikes. E-bikes are a great way to get more people riding, but that’s only possible if people continue to have access to places to ride. These limits are about protecting what all riders have.”

The company is encouraging other manufacturers to make the same move, pointing to rider safety, trail access, and growth of the sport. This applies to eMTBs only. Trek will keep selling other e-bikes with throttles and pedal assist up to 28 mph.

Our Take:

This is a slightly odd move coming from Trek. Their eMTBs have traditionally kept assist levels pretty modest, while the real push on power output has come from elsewhere. Avinox, for one, has defended its numbers publicly, saying the company prioritizes safety and legality while giving heavier riders and riders with disabilities a way into the sport.

We land somewhere in the middle. Safety matters and protecting trail access matters, but we also want to see as many people out riding as possible. Education is a huge piece of this. If you’re new to riding, be considerate of the other people on the trail and look into some training.

Last summer, Florida Republican Representative Vern Buchanan and California Democratic Representative Mike Thompson introduced the US Bicycle Production and Assembly Act, H.R. 3904. The bill would create a 10-year window in which manufacturers could import foreign-made bike components without paying import taxes, as long as those components go toward bikes assembled in the US.

The numbers behind the push are stark. According to PeopleForBikes, the US produced 9 million bicycles a year in 1997, about 75% of the domestic market. Today, more than 97% of the bikes sold here are built elsewhere and imported. Companies that want to assemble domestically currently pay the tariffs we just covered on imported frames and components. The bill’s premise is that a decade of relief would buy the industry enough time to build the infrastructure needed to make bikes here affordably.

Chris Bell, PFB’s Director of Federal Policy, said, “Policymakers have increased the pressure to ‘build at home’ without addressing the specific challenges faced by the U.S. bicycle industry. We saw an opening to shape the conversation before the conversation got shaped for us. We want to create a business environment where our members have the ability to scale up their domestic production and assembly.”

He added, “Today, tariff barriers make it economically unrealistic for the vast majority of the U.S. bicycle industry to even consider building on U.S. soil. HR 3904 removes those barriers. Our goal is to give many bicycle companies something they haven’t had in a long time: a choice.”

PeopleForBikes launched a website to gather support for the bill. It includes a fact sheet, a summary, the full text, and a tool that helps people contact their congressional representatives.

Response from the industry has been mixed. Cane Creek President and CEO Brent Graves sees a gap in the legislation, since it doesn’t address companies that assemble in the US and then export. “This bill is an issue for me because it leaves domestic parts assemblers out in the cold,” he said. “Sure, parts we assemble that go to domestic bike assemblers would be tariff-free, but as I understand it, parts that Cane Creek assembles that are sold to non-domestic bike assemblers would face a tariff. Why is assembly of a bike treated better than assembly of a bike suspension fork? To add insult to injury, Cane Creek has been assembling in the U.S. for 50 years, but a start-up domestic bike assembler would get preferred tariff treatment.” He also doubts the bill would change much, saying he doesn’t believe Americans want to work in factories.

Others see real upside. Pat Cunanne, an industry veteran who advises Hyper Bike Company, said, “If HR 3904 passes as-is and the 301 tariffs stay in effect, there will be a huge transfer of assembly back to the USA. Hyper would start assembly quickly; our plans are ready to implement.” Pivot CEO Chris Cocalis agrees. Before the Section 301 tariffs, Pivot did all of its assembly in the US, and the tariffs forced the company to scale that back. “Passage of HR 3904 would make U.S. assembly very attractive to not only Pivot, but I assume most of the largest brands in the U.S. as well,” Cocalis said. “Long-term, I believe it would bring back some component manufacturing to the U.S. to support the increased assembly volume similar to what has occurred in Europe.”

Our Take:

Graves raises a fair point. It’s tough to justify why assembling a complete bike gets better treatment than assembling a suspension fork, and a company that’s been building here for 50 years shouldn’t end up at a disadvantage compared to a brand-new operation. There are wrinkles to work out.

Even so, the direction is a good one. We’re glad to see PeopleForBikes pushing for domestic production instead of waiting to see what gets decided for the industry. If you agree, head to PFB’s website and use their tool to tell your representatives to support the bill.

• Is the Trek Borrego overpriced next to the Aventon Level 4 REC at $1,999?
• Which is the better pick for a shorter rider in hilly terrain: the Aventon Level 4 REC or the Aventon Pace 5 REC?
• How does the Monarc Tracer compare to the Velotric Discover 3?
• Are beach cruisers really heavier than commuters, or is that just a style penalty people assume?

Trek’s new Borrego+ follows the same playbook as last year’s throttle-equipped FX+1 and Electra Townie Go! models, and it brings that formula to a fat tire platform. There are Class 1 and 2 versions with a 20 mph top speed, plus Class 2 and 3 S models that offer throttle up to 20 mph and pedal assist up to 28 mph.

Every version comes with a 750W Hyena rear-hub motor putting out 90 Nm of torque, paired with a fully integrated 720 Wh battery good for up to 70 miles of range. Trek rounds it out with an 80mm coil suspension fork, a suspension seatpost, an 8-speed Shimano Acera drivetrain, Tektro hydraulic disc brakes, and chunky 26×4″ Bontrager tires. Integrated lights and turn signals come standard, along with an SP Connect stem mount and a 60-lb-rated MIK cargo rack that’s also compatible with a front rack and other accessories. The bike pairs with the Trek Central app for motor tuning, range estimates, ride tracking, and bike lock functions, and it’s priced at $2,499.

Our Take:

This one looks great and comes well equipped for the price, but we’re a little bummed not to see the MagSafe charger show up here. We really liked the quick attachment and visible charge ring on Trek’s other throttle bikes, and its absence is a noticeable step back. We’re hopeful that the battery management features that came along with it are still on board in some form, even without the physical connector.

Specialized’s newest release is another entry in its rally-inspired lineup, and this time the focus is lightness, agility, and precision. The bike pairs a 140mm-travel Fox 36 SL Factory fork with the Grip X damper up front and a 130mm-travel Fox Float Factory Genie shock with bottom-out protection out back, wrapped around cross-country-style geometry.

Power comes from Specialized’s S-Works 3.1 motor, putting out 850W of peak power and 111 Nm of torque, fed by a 600 Wh integrated battery with extra downtube storage. It rolls on a SRAM XX SL Eagle drivetrain, and the build costs $13,000. The big story here is weight: Specialized says this is its lightest full-power eMTB yet, coming in about 5 lbs lighter than the standard Levo R.

Our Take:

Put simply, it looks awesome. We tested the standard Levo R and would love to get some time on this version to see what the weight savings actually feel like on the trail. On a mountain bike, 5 lbs is a real difference, and we’re curious to ride the two back to back to find out just how much it matters.

The USDOT’s Federal Highway Administration maintains a webpage called Proven Safety Countermeasures, which lists recommended design features and infrastructure elements meant to prevent fatalities and injuries on roads, things like bike lanes, lighted crossing signs, and rumble strips. Earlier this month, the agency removed all mention of bike lanes, speed management, and lane reduction from that list.

According to the League of American Bicyclists, the removed page had stated that bike lanes could reduce all crashes by 30 to 49 percent depending on where they were implemented. The organization pushed back on the change, and Rick Larsen, a Democratic representative on the House Transportation and Infrastructure Committee, has requested an explanation for why the countermeasures were removed. The League of American Bicyclists is urging both industry members and individuals to contact their representatives in Congress in support of that request. You can find a link to take action in the video description.

Our Take:

Removing proven safety guidance doesn’t change the physics of how speed and infrastructure affect crash outcomes, it just leaves communities with less information to work with. We’d like to see the USDOT explain this decision, and we think it’s worth adding your voice to the request if bike safety matters to you.

We first covered this bill, HB2021, back in May as it moved through Hawaii’s legislature. It formally defines e-motos as high-speed electric devices separate from e-bikes, which are now defined using the 3-class system developed by People for Bikes. According to the Hawaii Bicycling League, the law was needed because high-speed electric devices have been masquerading as e-bikes and contributing to serious traffic injuries and fatalities. Under the new law, these devices are specifically prohibited from operating on shared public roadways, bike lanes, streets, and sidewalks.

The law also makes stunts like wheelies illegal, requires riders under 18 to wear helmets, and keeps the existing $30 registration fee for bikes in place. It was developed by the Hawaii Bicycling League working alongside People for Bikes and the League of American Bicyclists, and Governor Josh Green signed it into law on July 15th.

Our Take:

Clearer definitions between e-bikes and e-motos are overdue, and Hawaii’s approach gives other states a workable template. Drawing a hard line on devices that ride like motorcycles but get sold as e-bikes protects both riders and the reputation of legitimate e-bikes.

• Is there a practical way to prove to a park ranger that a multi-class e-bike, like the Velotric Discover M, is actually set to Class 1?
• How concerned should we be about the long-term reliability and service support of Velotric’s new VeloCore mid-drive motor?
• How are manufacturers like Wired and Magician getting away with the speeds they allow on their moto-style e-bikes?
• Which offers better long-term value for heavy daily commuting, the Monarc Tracer or the Lectric XPress2?
• What’s the difference between maximum total weight capacity and payload capacity, and which method do most e-bikes use?
• A correction from last episode: was our top folding e-bike pick for hunting actually the Heybike Mars 3.0, not the 2.0?

N+ has opened preorders on two Volkswagen-branded e-bikes, the Sport and the Crossover. The Sport is a high-step urban commuter, while the Crossover leans more utility with a step-thru frame and an integrated cargo rack (one can also be added to the Sport). Both are optimized for the EU market, but they can be preordered here in the US. This follows N+’s partnerships with Ford and Mercedes on other car-branded e-bikes.

Both models share a 250W Yamaha PW-X3 mid-drive with 85 Nm of torque and six assist levels, plus an automatic mode that adjusts power output based on riding conditions. Other shared specs include a fully integrated, removable 490 Wh battery good for up to 99 miles of range, a 9-speed Shimano CUES drivetrain, Tektro 2-piston hydraulic brakes, a 100mm suspension fork, and a 15.5 mph top speed. Both bikes also get a custom single-piece stem and handlebar with an integrated display, similar to the Mercedes e-bike we tested previously.

One of the standout features is Smart View, a rear-facing radar system that activates a rear-view camera when traffic approaches from behind. The bikes also come with an integrated security system that includes motion detection, an alarm, and Apple Find My compatibility, along with a rear wheel lock and side lighting with a turn signal function.

Optional accessories include a Smart Helmet with front and rear lights that sync to the bike, brake lights, turn signals, and crash detection that can message an emergency contact after an impact. There are also Smart Glasses with a heads-up display for speed, navigation, and radar-activated blind spot alerts. Both bikes can be paired with a rack-mounted range-extender battery. The Sport can be preordered for $4,000, while the Crossover runs $4,350.

Our Take:

The car-branded e-bike trend keeps rolling, and N+ is packing in a genuinely useful feature set here rather than just slapping a logo on a standard commuter. Smart View in particular stands out. A radar-activated rear camera addresses a real safety gap for city riders sharing the road with cars. That said, these bikes are built around EU regulations, so US buyers should go in expecting a 15.5 mph assisted top speed rather than the 20-28 mph most American riders are used to. At this price point, that’s a real tradeoff to weigh.

Tern has launched a third generation of its popular HSD longtail cargo e-bike. The new models are stiffer and more reinforced than their predecessors, with a lower center of gravity. Gross vehicle weight comes in at 419 lbs (190 kg), which covers the bike itself, the rider, and up to 176 lbs of cargo or passengers.

The Gen 3 HSD uses different frame geometry than earlier versions, along with the brand’s adjustable Andros stem and dual-telescoping VLT seatpost, fitting riders from 4’11” to 6’9″. All models are Class 3 e-bikes running Bosch Gen 5 Performance or Performance PX mid-drives, with either 70 or 90 Nm of torque and a 545 Wh battery. They also feature Magura hydraulic disc brakes and Bosch’s eShift wireless electronic shifting, along with Flow app compatibility for assist personalization and security features.

Drivetrain options range from a 10-speed TRP chain drive paired with Bosch eShift up to a 3×3 NINE 9-speed internal gear hub, which delivers a 554% gear range. The bike also stands vertically for easier storage. Pricing spans $5,000 to $7,500 depending on configuration.

Our Take:

Tern’s HSD has long been one of the go-to compact cargo bikes for families who need serious hauling capacity without a full longtail’s footprint, and this update looks like a meaningful refinement rather than a reinvention. The wider rider fit range and the internal gear hub option with a 554% range are the details that matter most here. Cargo bike owners tend to keep their bikes a long time, so a stiffer, lower frame should pay off in everyday stability with a loaded bike. The price jump to $7,500 for the top build is steep, but Bosch’s eShift and a proper internal gear hub aren’t cheap components to begin with.

Importers of e-bikes and other micromobility devices will soon need to submit documentation of compliance with CPSC standards through a new eFiling program. CPSC Acting Chairman Peter Feldman said the agency faces a surge of imported products moving through increasingly complex supply chains, including direct-to-consumer shipments that often bypass traditional retail channels, and that the eFiling system is meant to help the agency identify and stop high-risk shipments earlier.

The goal is better coordination between the CPSC and Customs and Border Protection, allowing both agencies to focus enforcement resources where they matter most. There are still open questions about how this will play out in practice. The current mechanical standard for bicycles and e-bikes, 16 CFR 1512, covers mechanical requirements only and doesn’t address batteries. As we’ve reported before, the CPSC has also floated a proposal that would require e-bikes and similar devices to meet stricter UL battery standards, though it remains to be seen whether that will move forward. In theory, that standard would give brands an easier path to proving compliance.

Our Take:

More scrutiny on where e-bikes and batteries come from is a good thing, especially given how many battery fire stories we’ve covered on this show. But eFiling alone doesn’t close the real gap, since the current mechanical standard still says nothing about batteries. Import paperwork can flag a shipment, but it can’t tell CBP whether the battery inside it is safe. Until the UL battery standard proposal actually gets enacted, this feels like a useful but incomplete step.

Specialized has introduced three EU-market models in its Turbo Vado 3 IGH line: the 4.0, 5.0, and 6.0. Each is built around an Enviolo continuously variable transmission paired with a Gates Carbon belt drive. All three share a Specialized 3.1 mid-drive with 810W of peak power and 105 Nm of torque, an integrated and removable 840 Wh battery, integrated lights, fenders, and a cargo rack, a single-piece stem and handlebar setup with internal wiring, and Apple Find My compatibility.

The 4.0 uses manual shifting, an SR Suntour suspension fork, a suspension seatpost without a dropper, and a stem-integrated display. The 5.0 also uses manual shifting and an SR Suntour fork, but upgrades to a dropper seatpost with suspension, a touchscreen display, and high-end Supernova lighting. The 6.0 tops the range with Enviolo’s Automatiq shifting, a Rockshox Psylo suspension fork, a dropper seatpost with suspension, a large 2.2 inch touchscreen display, an included front rack, a Quadlock mount with wireless charging, keyless anti-theft, and a Garmin Radar. Pricing ranges from 4,999 to 7,900 Euros.

Our Take:

Pairing a CVT with a belt drive is a smart combination for a commuter built around low maintenance, and the tiered feature set gives riders a real reason to step up through the lineup rather than just paying more for the same bike in a different color. The 6.0’s Garmin Radar and Automatiq shifting make it the standout, but the price gap between it and the 4.0 is nearly 3,000 Euros. It’s a shame this lineup is EU-only for now, since a lot of US riders would appreciate a maintenance-light commuter option like this.

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• Is the JackRabbit MG Cargo really an e-bike, or something else entirely?