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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.

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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.

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We’ve put all four sale bikes through our full test suite – speed, range (both max and minimum power), hill climbing, and braking. Here’s the quick summary of the results, along with links to the full reviews to learn more about each bike.

Heybike Venus – Best for City Riders
Flash sale: $1,399 + free fenders and rear rack

The Venus is the lightest bike in the lineup at just over 54 lbs, and it’s built very well for commuting, running errands, and cruising around the neighborhood. Dual torque and cadence sensors keep the motor feel smooth, and the upright Dutch-style handlebars make it very approachable and comfortable. In our testing, it outperformed city cruiser category averages in both hill climbing and range (estimated ~75 miles at low power). The free fenders and rack that come with the flash sale also address one of our own critiques from the review – they should have been included from the start. [Read our full Venus review →]

Heybike Ranger 3.0 Pro – Best for Commuters Who Want Comfort
Flash sale: $1,399 + free front and rear baskets

The Ranger 3.0 Pro is the most comfort-focused folder in the lineup, with full suspension – an adjustable rear air shock and 65mm front fork – and a step-thru frame with a 14.5″ standover height. It’s smooth on any surface and genuinely easy to get on and off. Hill climbing was a standout in our testing, with a pedal time that beat the comparison group average. At 77 lbs it’s not the most portable folder, but for riders who leave it parked more than they carry it, the comfort payoff is worth it. [Read our full Ranger 3.0 Pro review →]

Heybike Omega Series Hybrid – Best for Long-Distance Riding
Anniversary price: $1,699 + free gift box

The Hybrid is built for riders with range anxiety – and it genuinely delivers. We covered 104.7 miles in real-world testing at PAS 2, exceeding Heybike’s own 100-mile claim. The 864 Wh battery is the largest in the lineup, and the switchable torque and cadence sensor system gives it flexibility for different riding styles. Braking and hill climbing both came in above category averages in our tests. If you have a long commute or just never want to worry about running out of charge, this is your bike. [Read our full Hybrid review →]

Heybike Mars 3.0 – Best Value
Anniversary price: $1,199 + free gift box + 2 free baskets

At $1,199, the Mars 3.0 is the deal of the group. Full suspension on a folding e-bike at this price is genuinely uncommon, and the 750W motor peaking at 1,400W with 95 Nm of torque gives it more punch than you’d expect. In our testing it matched the range and braking averages of comparable folders despite a smaller battery – a sign of solid efficiency. If you want the most performance per dollar, this is where to look. [Read our full Mars 3.0 review →]

Porsche has shut down three subsidiary companies, including Porsche eBike Performance and the Fazua e-bike motor brand. In April, Porsche sold its 45% stake in the Bugatti Rimac car group to HOF Capital, a New York-based venture capital firm, and the closures followed from there.

The company’s executive board chairman, Dr. Michael Leiters, said: “We must refocus on our core business. This is the indispensable foundation for a successful strategic realignment. This forces us to make painful cuts, including our subsidiaries.”

Porsche cited “fundamentally changed market conditions for e-bike drive systems” as the reason for the shutdown, despite having announced plans in 2025 to build a battery factory in Croatia. That factory was originally set to open this year.

The context here matters. E-bike sales across Europe have been declining. According to Bike EU, sales dropped roughly 5% from 4.2 million to 4 million units in 2023 across major markets including Germany, France, the UK, and Spain.

BikeRadar reports that 2024 brought further declines: down 9.7% in the UK, 15.8% in France, and 19.1% in Spain. Many manufacturers have also shifted to newer motors, like the Avinox mid-drive, which can produce up to 1,500W of peak power and 150 Nm of torque.

A Porsche spokesperson said Fazua customers and dealers “will continue to have long-term access to spare parts and service,” with further details to follow.

Our Take:
Based on recent events, we can’t say this was a huge surprise. Despite the popularity of Fazua motors, Porsche was never a core player in the e-bike space. Recent competition from the likes of Amflow, plus a softening European market, gave them little reason to stay.

The real question for affected riders is how long “long-term” actually means when it comes to parts and service support. As we’ve seen from some other brands that closed or pulled out of specific markets, promises aren’t always guaranteed. We’ll keep you posted on further developments!

In the first week of May, Specialized notified its US and Canadian dealers that it was permanently reducing prices on all current Turbo Levo models. Retail price cuts range from 6% to 27%, with the biggest reductions at the top end. The Turbo Levo R S-Works dropped 26.5%, from $15,650 down to $11,500. Wholesale prices were reduced 3% to 27% as well.

Specialized’s North American Commercial Leader, Matt Kephart, attributed the change to operational improvements, saying: “Operational improvements on the Levo platform reduced cost structures specific to this product line, and the competitive moment in e-MTB made now the right time to act. The result is a permanent pricing reset that brings more riders into the category and into your store, while supporting sustainable margins and stronger sell-through.”

Riders who registered a Turbo Levo between January 1st and May 7th of this year will receive a Founder’s Credit via email. That credit covers 50% of the price difference between what they paid and the new price, and it can be used on Specialized’s website on any product eligible for direct-to-home delivery.

The Founders Credit becomes 100% of the price difference when applied toward a new Turbo Levo S-Works, Pro, or Expert model. Any credits given out expire June 30th.

For dealers, Specialized rolled out IBR Inventory Credits that automatically adjust inventory costs to match the new pricing for in-stock bikes purchased between February 1st and May 7th.

Our Take:
Kephart’s statement is diplomatic, but the script puts it plainly: this is at least partly a response to competition from newer brands like Amflow, which offer more power at lower prices. Specialized makes great e-bikes—as evidenced by the number of Turbo Levos we see on a daily basis here in SW Utah—and lowering prices to stay competitive is the right move.

Two separate recalls were issued this week covering helmets sold on Amazon and Temu. Neither batch meets mandatory safety standards, and both can fail to protect riders in a crash.

The first recall covers approximately 2,200 Favoto H-1 helmets sold on Amazon. The helmet has a black body with red stripes, black padding, black straps with a silver reflective pattern, and a black and red buckle. “FAVOTO” appears in white letters on the side.

These were sold exclusively in youth size Large and don’t comply with labeling, certification, or positional stability requirements. They were priced between $20 and $27. Owners should destroy the helmet by cutting the straps, photograph it, and email the photos to [email protected] for a full refund.

The second recall covers around 740 Foubeaka and Geniuss multi-purpose helmets sold on Temu. These came in black or white with black padding, straps, a buckle, and an adjustable fit knob at the back. They were sold exclusively in size Small, priced between $9 and $11, and similarly fail positional stability and certification requirements.

To get a refund for these helmets, owners should follow the same destroy-and-photograph process and email [email protected].

Our Take:
Cheap helmets keep showing up in these recalls, and the pattern is consistent. If you’re shopping for a helmet, we recommend that you spend more than $10-20. A helmet that doesn’t meet safety standards isn’t protecting anyone!

In celebration of May Bicycle Month, PeopleForBikes and the Motorcycle Safety Foundation are offering their e-bike safety course at no cost through the end of the month.

The course normally costs $35.99 and covers e-bike basics, rules of the road, and practice drills. It’s designed for teens and riders who haven’t gone through a driver’s education course, though anyone can take it. The course takes about 90 minutes to complete, but it doesn’t have to be done in one sitting.

Christy LaCurelle, President and CEO of the Motorcycle Safety Foundation, said: “This course is designed to help riders better understand their eBikes and make informed decisions on the road. When more people have access to quality safety education, entire communities benefit.”

Riders who complete the course receive a certificate of completion, which can be used to prove competency to schools or local governments if required. They also get 30% off helmets from Troy Lee Designs. Anyone interested can sign up at eBikecourse.com/MBM.

Our Take:
We’ve always preferred education over legislation as the path to safer riding, so this is exactly the kind of initiative we get behind. It’s free, it’s practical, and there’s no reason not to take advantage of it while it lasts. If you know a newer rider, send them the link!

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