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Avinox debuted something genuinely interesting at Eurobike this week: the MG Concept, a unit that combines the company’s M2S mid-drive motor with a built-in continuously variable transmission (CVT). The result is a drivetrain that puts out up to 1,500W of peak power and 150 Nm of torque, while also offering regenerative braking to recover energy while braking or heading downhill.

The CVT offers fully customizable gear profiles ranging from 100% to 520%, and an automatic mode that lets the rider set a target cadence or power input and let the system handle the rest. Avinox claims shifting takes less than a tenth of a second, which would be faster than any traditional derailleur setup. The motor can also be locked electronically to prevent theft, and the system is compatible with either a chain or belt drive.

Avinox says the MG Concept can be adapted for eMTB, e-trekking, e-SUV, e-gravel, and other bike styles. It has already been shown on frames from Canyon, Mondraker, and others, which suggests it may be closer to production than a typical concept.

One detail Avinox didn’t elaborate on: the electric reverse assist feature. We’ll be curious to hear more about that one.

Our Take:

The specs here are hard to ignore. 150 Nm of torque, sub-tenth-of-a-second shifting, regenerative braking, and customizable gear profiles in a single integrated unit is a lot to offer. The CVT angle is particularly interesting because it removes the chain and derailleur from the efficiency equation entirely, at least in theory.

The fact that it’s already appearing on frames from recognizable brands is a good sign that this isn’t just a trade show exercise. Whether it can be manufactured at a price point that makes sense for production e-bikes is the question. We’ll be watching this one closely.

Bosch, a brand that has built its entire e-bike reputation on mid-drive motors, announced its first rear-hub motor this week. The Hub Line is designed specifically for city use. It has a nominal output of 250W, peaks at 400W, and delivers up to 45 Nm of torque. It supports speeds up to 28 mph, weighs around 5 lbs, and has a diameter of just 4 inches, making it nearly invisible once installed on a bike.

The Hub Line pairs with the PowerTube 360 battery, a 360 Wh pack that weighs around 6 lbs, putting the combined motor and battery weight at roughly 11 lbs. For riders who need more range, it’s also compatible with the PowerMore 250 range extender. Bosch estimates up to 50 miles of range on a charge.

The system is compatible with throttle levers up to 20 mph, locks the motor and battery when powered off, and connects to the Bosch Flow app for location tracking via the ConnectModule. It also supports eShift for automatic electronic gear changes, and an Auto mode uses intelligent sensors to adjust the level of assist automatically. Bosch says the system is designed to deliver a particularly strong boost when starting from a stop.

On the display side, Bosch released a new Intuvia 200 display along with a five-button LED controller that can replace a display entirely for riders who prefer a cleaner cockpit.

Bosch also announced an update to the Active Line Plus mid-drive motor. Torque goes from 50 to 60 Nm, while peak power stays at 600W. The motor got 17% smaller and shed 0.5 kg (about 1.1 lbs) in the process. Power delivery is reportedly smoother, and motor output can be tuned to match individual preferences.

Our Take:

This is a meaningful move from Bosch. The brand entering the hub motor category is not something many people would have predicted, and it signals that the company sees real demand in the urban commuter market that its mid-drive systems weren’t fully addressing.

The Hub Line’s specs are modest by design. At 45 Nm and 400W peak, this isn’t a motor for climbing mountains or carrying heavy cargo. But for a slim, low-maintenance, light city e-bike, the weight and size numbers are impressive. The Active Line Plus update is a solid improvement too, particularly the torque bump and the weight reduction.

Two major brands were ready to go with Hub Line-equipped models the same week Bosch announced the motor.

Canyon’s Roadlite: ON CF is a single-speed city e-bike built around a lightweight carbon fiber frame that weighs under 31 lbs. It comes equipped with a Gates belt drive, fast-rolling 700x35c Continental Grand Prix Urban tires, and a Selle Royal SRX saddle. The Hub Line motor delivers 45 Nm and 400W of peak power, and the 360 Wh battery is rated for up to 55 miles of range in Eco mode. Canyon also designed the frame with a kinked top tube to make it easier to lift and carry. The Roadlite: ON CF is available in black and white, with prices starting at 2,999 Euros. It also took home a Red Dot Best of the Best 2026 award.

Gazelle’s Curb is a contemporary, minimalist city e-bike that shares the same Hub Line motor and PowerTube 360 battery. It comes in two versions: the C1, a single-speed model with a Gates belt drive, and the T9, which adds a 9-speed Shimano CUES derailleur for riders who want gears. Both include Shimano MT200 hydraulic disc brakes and Supernova lighting integrated into the handlebar and rear fender. Rather than a dedicated display, the Curb uses a smartphone mount (SP Connect or Quadlock). A wheel lock is included. Pricing starts at 2,399 Euros, with availability expected in the fall. The Curb also won a Red Dot Design Award.

Gazelle is also releasing a limited edition Curb in collaboration with Danish designer Mads Norgaard. It features a hand-painted black and white striped finish with a matte black front end, and each bike is hand-assembled. Only five will be sold. Interested buyers can pre-register on Gazelle’s website. It comes with a matching striped shirt from Mads Norgaard and carries the same 2,399 Euro price.

Our Take:

Both bikes make a strong case for what a lightweight, minimal city e-bike can look like when the motor and battery are handled well. Under 31 lbs for a carbon e-bike is genuinely light, and the Roadlite: ON CF’s design looks sharp for a single-speed commuter.

The Curb’s no-display approach is a choice some riders will love and others won’t. Using your phone as a display works fine until it doesn’t, but for a bike aimed at clean aesthetics, it makes visual sense. The T9 version with gears adds useful versatility for riders in hillier cities.

The limited edition collaboration is fun, though five units is more of a collector’s piece than a product launch. If you want one, get on that waitlist quickly.

The Spanish company Etnnic has released the V3 of its folding electric trike, a tadpole-style model with a folding aluminum frame that weighs 29.5 kg (about 65 lbs). Power comes from a 250W Bafang mid-drive motor with 95 Nm of torque and a top speed of 25 km/h (about 15.5 mph). The drivetrain uses an 8-speed Shimano Nexus gear hub and hydraulic brakes.

The 672 Wh battery carries a UN38.3 certification, meaning it has been subjected to vibration, impact, and temperature testing. Etnnic estimates a range of up to 110 km (around 68 miles). The trike also includes a rear cargo rack with rolling caster wheels, similar to the setup found on Brompton folding bikes. Folded dimensions come in at 103 x 93 x 45 cm (roughly 41″ x 37″ x 18″).

The V3 is available for pre-order now, with deliveries scheduled for June and July. It’s priced at 5,995 Euros.

Our Take:

Folding electric trikes occupy a pretty specific niche, but for riders who need the stability of three wheels, the cargo capacity, and the ability to fold down for storage or transport, there aren’t a ton of well-equipped options at any price. The 95 Nm torque figure from a 250W Bafang mid-drive is solid, and the UN38.3 battery certification is a meaningful detail given how often battery safety gets glossed over in product announcements.

At 65 lbs, this isn’t something you’ll be carrying up stairs, but folding trikes rarely are. The rolling caster wheels on the cargo rack are a smart design touch that make storage and movement on foot more practical.

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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.

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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.

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