Ride1UP LMT’D V2 Review | All-Purpose E-Bike For All?
Sweet Simplicity: This Commuter E-Bike is Straightforward, Practical, and Fun!

The first thing that stood out to us about the LMT’D V2 was its analog feel. With a torque sensor, its motor adapted proportionally to our effort up to certain limits. As it shipped, four of the bike’s five pedal assist settings were limited to half or below of the motor’s potential output, so in most cases we found the ride to be reserved and natural.
Another benefit of this conservative programming was great range! With limited output, the LMT’D’s 750W rear-hub motor consumed the charge of the removable 48V, 672 Wh battery slowly. Ride1UP advertises a range of 30-50 miles, but we were able to exceed both figures in our tests.
Due to its simplicity, our group consensus was that the LMT’D V2 is just a good bike without trying to be anything more. It does, however, have its flaws. We appreciate the absence of too many bells and whistles, but we were surprised by its absence of brake lights. And like many of the brand’s e-bikes, the LMT’D’s sizing is on the small side, which may leave riders in the 6’ range feeling slightly cramped.
Still, the good definitely outweighs the bad here: this is a great ride. Our full Ride1UP LMT’D V2 review, continues below!
- A reserved level of pedal assist with an analog bike feel thanks to a torque sensor.
- Great range from the efficient motor and 672 Wh battery.
- Overall simplicity with all the necessities for an effective bike with no distracting bells and whistles.
- A comfortable ride with a cushy saddle, high rider placement, and wide, stable 27.5” x 2.4” tires.
- Highly customizable through the settings menu – switch from Class 2 to Class 3, program PAS settings, etc.
- Great stopping ability from the Tektro M275 hydraulic brake system.
- Effective gearing even at 28 mph with a 48T chainring and 12-32T cassette.
- As with most Ride1UP e-bikes we have tested, the LMT’D seems sized for shorter riders. Those in the 6’+ range may feel a bit cramped.
- Most of Ride1UP’s models include brake lights, but the LMT’D V2 does not. We encourage the brand to add them in the future.
- Battery:48V 14Ah (672 Wh) Reention Eel Pro Samsung cells, smart BMS
- Display: KD218 adjustable speed color display
- Motor: 48V angled gear hub AKM motor 750w sustained, 95 Nm torque
- Controller: 48V 20A Lishui Sine-wave
- Headlight:60 lux front light
- Taillights:Fender integrated rear light
- Pedal Assist: PAS 1-5, Integrated sensitive torque sensor
- Range:30-50 miles
- Throttle:Left side thumb throttle
- UL Certification:UL 2271 Certified
- Claimed weight: 55 lbs (61.5 actual)
- Rider height range: 5’1”-6’-2” (ST), 5’6”-6’4” (XR)
- Total payload capacity:300 lbs
- Brakes:Tektro HD-M285 180mm hydraulic
- Fenders: Hardened metal alloy
- Fork: SR Suntour XCM32 ATB 100mm travel coil suspension fork with adjustable preload and hydraulic lockout
- Frame: Lightweight Alloy
- Drivetrain: 8-Speed Shimano, 48T chainring, 12-32T cassette
- Grips: Ergonomic locking rubber grips
- Saddle: Velo comfort gel
- Handlebar: 31.8mm riser bars, 50mm rise
- Kickstand: Included
- Pedals: Wellgo
- Tires: WTB GROOV-E 27.5″x2.4″
The LMT’D V2’s ride felt comfortable and its handling was predictable, making for a smooth and easy ride.
A 750W rear hub motor plus a torque sensor equals a fun, powerful, and responsive feel.
The LMT’D V2 showed impressive efficiency with its fully integrated 48V, 672 Wh battery.
Ride1UP LMT’D V2 Review: Speed Test
The LMT’D V2 arrived as a Class 2 e-bike with throttle and pedal assist up to 20 mph, though it can be switched to a Class 3 through its settings menu. This grants access to pedal assisted speeds up to 28 mph (the throttle remains limited to 20 mph). As such, I performed a Speed Test in both its Class 2 and Class 3 modes to measure its maximum speeds in its 5 PAS settings. The data from both tests is graphed above.
Our test course is a flat section of paved bike path with straights and curves. Due to the LMT’D’s use of a torque sensor for motor engagement, I maintained a consistent, casual-to-moderate level of effort so as to observe the differences between settings.
In Class 2 mode, I began the test by pedaling with the PAS deactivated (PAS 0) and reached 10.6 mph comfortably. My speeds increased relatively steadily to 13.5 mph in PAS 1, 15.8 mph in PAS 2, 19.1 mph in PAS 3, and 21.0 mph in PAS 4. With the bike limited in its Class 2 settings, there was no room left to go above my PAS 4 speed; I measured the same maximum in PAS 5.
In Class 3 mode, there was an immediate and noticeable difference in the motor’s output across the full span of assist levels. I once again noted steady increases of speed, with maximum results of 14.8 mph in PAS 1, 18.9 mph in PAS 2, 22.8 mph in PAS 3 and 25.1 mph in PAS 4. Finally, I felt a significant kick upon selecting PAS 5; the bike rocketed to 29.9 mph with its maximum output.
With a 48V, 750W rear-hub motor, the bike’s ability to reach the Class 3 limit in PAS 5 (with some gusto, I might add) was no surprise; this is a powerful motor that is able to draw and use current from the battery quickly. However, I found that the bike’s ride felt much more reserved than I expected in its lower PAS settings than I expected based on its specs. I thoroughly appreciated the bike’s non-electric feel, so this was a pleasant surprise!
In most of my other e-bike reviews, I have had to accept the bike’s programming at face value. In the case of the LMT’D V2, the bike’s settings menu allowed me to observe the programmed limits of the motor in each PAS setting. 4 of its 5 assist levels were reserved in their power limits; PAS 1 was limited to 14% of the motor’s maximum output (4 amps of current at 48 volts, or 192 W), while PAS 4 was set to 50% (13 amps at 48V, or 624 W) with PAS 2 and 3 falling between. PAS 5 gained access to 100% of the motor’s power.
With this data visible, the bike’s feel made sense; in all but PAS 5, it felt a great deal like a regular, non-electric bike – just faster. To be clear, I enjoyed the full extent of the motor’s power, and I found even the low power of pedal assist in PAS 1 to be quite effective and fun for casual riding.
We noticed some unusual power surges at times with both the throttle and PAS; the bike would sometimes rush to approximately 24 mph in Class 2 mode before settling down to a lower cruising speed.
Otherwise, the throttle also seemed well-balanced, with steady and vigorous acceleration that felt powerful without being too punchy.
In terms of the distribution of power and speed throughout the Class modes and PAS settings, I think Ride1UP struck a decent balance. The LMT’D did feel somewhat limited in its Class 2 mode with PAS 4, and 5 yielding roughly the same speeds. But this is not unusual on e-bikes that have the ability to switch between Classes. In Class 3 mode, the bike’s power distribution seemed extremely well balanced.
Had that not been the case, however, the point would have been moot; users can completely customize the bike’s programming through its settings menu. It is possible to choose between 3, 5, 7, and 9 assist levels, and the power output can be adjusted within each PAS setting to tailor the feel of the ride to personal preference.
We enjoyed the natural feel of the bikes low assist settings as much as the speed of its highest ones.
We found the 8-speed drivetrain to be well suited to both Class 2 and Class 3 speed settings.
The 27.5×2.4” WTB Groove-E tires increased ride stability and comfort while having good traction on paved surfaces.
Ride1UP LMT’D V2 Review: Range Test
As I mentioned in the opening paragraphs of this Ride1UP LMT’D V2 review, the brand advertises a range of 30-50 miles from the bike’s 672 watt-hour battery, but we were able to exceed that claim.
We tested the bike by riding it in PAS 1 and PAS 5 until the battery’s charge was exhausted; this allowed us to establish a similar bracket of minimum and maximum values. Our results showed that the bike is capable of traveling between 32.9 and 75.4 miles on a single charge.
Compared to similar commuter-style e-bikes we’ve tested, the LMT’D V2 performed above average in both tests. Its PAS 5 results were slightly above the category average (at the time of writing) of 29.6 miles, while its PAS 1 results greatly exceeded our current average of 54.3 miles.
Full disclosure: we consider our low power results to be a little too good; it’s likely that, with the LMT’D’s torque sensor, we pedaled too lightly in our PAS 1 test. We consider the neighborhood of 60-65 miles to be more realistic for most riders – which is still an improvement over Ride1UP’s advertised range!
Regardless, the LMT’D V2 benefits from a naturally high degree of efficiency due to its torque sensor. In contrast to a cadence sensor which triggers a constant level of output from the motor, the LMT’D’s torque sensor allows for variable output in proportion to the amount of pressure the rider applies to the pedals/cranks. This conserves battery charge by drawing less current over time.
To reinforce this point, the LMT’D V2’s efficiency can be seen when comparing our estimated and actual PAS 5 results. Based on its motor and battery specs, we estimated results of 54 minutes and 17 miles; our real-world results showed roughly a 93% increase in both time and distance.
This phenomenon can also be seen in our testing data for the Ride1UP 700 Series. This e-bike has a similar design and identical motor and battery specs to the LMT’D V2, but makes use of a cadence sensor instead of a torque sensor. With a slower average speed in PAS 1, the 700 Series achieved only 45 miles. Its result of 27.6 miles in our PAS 5 test showed similar results, suggesting comparable power output and speed when riding with the maximum level of assistance.
With these things in mind, we were highly satisfied with the LMT’D V2’s results. Even with the maximum level of pedal assist, the bike’s range is likely to cover a relatively long commute. Those taking much shorter rides might expect multiple days of consecutive riding without needing to recharge the battery.
Ride1UP LMT’D V2 Review: Hill Test
On throttle, the motor propelled our test rider Justin up the slope in 1 minute, 55 seconds at an average speed of 9.4 mph.
When Justin’s effort was added to that of the motor, the LMT’D’s performance was one of the best we have measured from a commuter with a 750W rear-hub motor; he reached the top of the hill in 1 minute, 12 seconds and maintained an average speed of 15.1 mph. Similar models with 500W or 750W rear hub motors climbed in an average of 1 minute, 25 seconds.
We attribute the bike’s PAS 5 results to the motor’s torque; 95 Newton-meters (Nm) is appropriate for a 750W rear-hub, and a significant amount of power to add to our rider’s effort.
The bike’s throttle results were relatively slow when compared to similar bikes we have tested, but we consider it successful for simply completing the test. The LMT’D V2’s motor had a lower peak wattage in relation to a majority of the similar e-bikes that completed the test faster, so its results made sense in comparison.
Personally, I was impressed by the bike’s motor and the ease with which I could climb hills when pedaling. In most cases, bikes with torque sensors require a moderate level of effort to conquer steep hills, but this was not my experience with the LMT’D. Soft pedaling was enough to persuade the motor to carry me uphill, and the bike felt pleasantly powerful.
The LMT’D V2 has enough pep in its step to grant riders the option to throttle or pedal when approaching hills. With no effort from the rider, the throttle can do the job slowly but steadily. With minimal effort applied to the pedals, the bike can be much zippier.
While we think the LMT’D will make a solid commuter, we also think it’s simply a great BIKE!
Both wheels carry 180mm rotors for the Tektro M285 hydraulic brake system.
The ergonomic rubber grips felt comfortable and soft.
Ride1UP LMT’D V2 Review: Brake Test
Using the process described above, we calculated the LMT’D V2’s average stopping distance to be 21’2”, which is notably shorter than the current commuter category average of 22’1”.
We attribute the bike’s performance to its particular model of brakes; we have observed consistently good performance from the LMT’D’s Tektro M285 hydraulic system. This consistency was noticeable in its three individual test results; where some e-bikes tend to vary widely in their individual results, the variance we observed from the V2 was only 4”.
In my personal testing of the bike, the brakes felt strong and highly capable for modulating speed. I noticed the rear wheel locking up and sliding on some occasions, but this was manageable and not at all unusual considering the bike’s fast rolling WTB Groove-E tires.
Based on its performance, we feel confident in stating that the LMT’D V2 is specced with safe and reliable brakes.
We found the 680mm handlebars to offer a balanced blend of responsiveness and steering control.
The Suntour XCM32 ATB coil suspension fork includes 100mm of travel – more than we’re used to on a commuter.
We always appreciate a color display, but the LMT’D V2’s offers a huge level of customization over the bike’s feel.
The Velo gel saddle was a highlight, increasing comfort and absorbing some bumps from the ride.
Ride1UP LMT’D V2 Review: Ride Quality
The bike’s advertisements suggest it was designed with comfort in mind, and I am happy to report that this was obvious in the feel of the ride. I found the Velo comfort gel saddle to be a highlight, along with the combined effect of the low-rise handlebars and ergonomic rubber grips.
With commuter e-bikes, their riding position often ranges from completely upright to having a relatively aggressive forward lean; the LMT’D V2 places its rider much more on the upright end of the spectrum, though a slight forward lean is present. I found this to be pleasant and comfortable throughout my testing, and I enjoyed the relatively high placement and corresponding high degree of visibility.
We tested the XR (or high step / step-over) version of the LMT’D V2; the bike is also offered in a step-thru or ST frame. It is advertised to fit riders from 5’-1” to 6’4”, with the ST occupying the lower end of the spectrum (5’1” to 6’2”) and the XR intended for taller riders (5’6” to 6’4”).
As has generally been consistent with other Ride1UP e-bikes we have reviewed, the bike’s sizing seemed to be somewhat on the small side. Most of our testers who are in the neighborhood of 6’ tall found the reach to be shorter than expected, though not uncomfortable. We mention this mostly as something to be aware of, as it can be adjusted with a different stem, though we do encourage the brand to keep taller riders in mind.
With its sizing, 27.5”x2.4” street tires, and 680mm handlebars, we found the LMT’D handling to be predictable and steady. The bike’s Suntour XCM32 ATB coil suspension fork was effective at reducing jarring bumps and vibrations, while the width of the tires added noticeable cushion and stability.
The motor engaged quickly and responded as expected to changes in pedal effort. As mentioned previously, the LMT’D V2 felt much like a traditional non-electric bike in the majority of its assist settings; this elevated the ride quality greatly.
With no added features except the basics, the bike’s cockpit is simple and straightforward: a below-the-bar rapidfire trigger shifter on the right handlebar, and the throttle and control panel/color display on the left. We appreciate the integrated LED headlight and tail light, but we noticed that the latter did not include brake light functionality. Communication with motorists and other cyclists is essential on a commuter e-bike, so we challenge Ride1UP to use a tail light that supports this feature in the future.
In addition to selecting the number of PAS settings and customizing their output through the display’s settings menu, users have a few additional options to select from. The “Sensitivity” setting adjusts the speed at which the motor responds to pedaling, while the “Slow Start” function changes the starting intensity of the motor. We did not observe much noticeable difference, but we applaud the range of customization – this level of adjustability is objectively not included on a majority of the e-bikes we have tested.
Ultimately, we found the LMT’D V2 to be simple, practical, and fun to ride. While it has some room for improvement, those aspects are relatively minor and did not detract from our overall experience.
The tail light mounted on the rear fender looks great but lacks brake light functionality.
The integrated 60 lux LED headlight is small but effective.
We found the trigger shifter to be comfortable to use and appropriate for the bike.
The Suntour suspension fork includes a lockout and preload adjustment to adjust damping.
Ride1UP LMT’D V2 Review: Summary / Where to Buy
We loved the LMT’D’s reserved and responsive feel that reminded us of riding a regular bike. We also enjoyed its overall comfort level, though prospective owners on the tall side may find the ride slightly cramped.
The bike performed exceptionally well in our Range and Brake Tests, showing that it can keep riders moving for extremely long rides and also stop them safely. Additionally, while riders may need to apply some light effort when approaching hills, the bike’s motor is effective at making the task a piece of cake.
We’re always on the lookout for an e-bike we can recommend to just about everyone, and this bike fits the bill. We think the LMT’D V2 is great for value-seeking riders desiring a fun, not-too-complicated, and natural-feeling all-purpose ride. In fact, it only just got beat out by the 700 Series as the budget commuter on our best overall list for this year.
Happy Riding! Make sure to let us know if you have any questions or if you think we left anything out in this review of the Ride1UP LMT’D V2 down in our comments section.
Alot of LMTD riders report it coming out of the box with a 10 Amp setting for PAS that they then have up to 18 A and it performs alot better- did you guys change any of those for this review?
Thanks!
Ours was set to 20A if I remember correctly, which is the max on the V2.
Ride1Up updated their product page yesterday with a claim of UL 2271 certification for the battery that comes with the LMT’d v2.
Thanks for the actual weight of 61.5lbs. 55 must be for the bike without fenders and lights.. The difference between this and the Radster Road isn’t as great as I initially thought, though still significant ( 61.5 vs 75lbs). The difference will be a little less once a rear rack is added.
How much difference in sturdiness do you feel between this and the Radster Road? Your test unit is a step-over. How much difference do you anticipate with the step-thru version of the LMT’d v2?
Okay just checked your review of the Radster Road and that bike’s bare weight is 75.1lbs, so there is a larger difference in weight than I thought.
Going to have to weigh (pun intended) whether the Radster’s brake light, UL 2271 AND 2849, motor that peaks at the same 100Nm torque but at a lower power input, stock rear rack, and epoxy-potted battery are worth an extra 20lbs and $400.
I’d say the experiences are fairly different; the LMT’D excels in simplicity while the Radster is more feature-heavy. Handling is affected too with different weights and wheelbases; I think the LMT’D feels more nimble while the Radster was a bit more planted.
Thanks for the questions, Chow-Chi! I’d say that the Radster felt a bit sturdier, though the difference was pretty minimal and it was probably more a factor of weight than frame design. Ride1UP’s step-thru frames have always felt sturdy so I wouldn’t expect any differences in this case.
I have a version 1 with about 600 mi on it. The one thing that I’m not happy with is the rigidity of the frame. I’ve had several instances where if there was any slight wobble coming from hitting bumps or taking my hands off the handlebars, a wobble would set up through the frame and it would be pretty significant. Anyone else having that issue? And if so have they changed anything in the new frame?
Did you have the XR or ST frame? Is it possible something on your bike was loose?
Any idea when we will see the results of the hill test? Strongly considering pulling the trigger on this bike but I’m very curious to see the results before I do. Thanks!
Hi Doug, we just updated the review with Hill Test results!
When will the video be coming out?
It’s in our editing queue, so I would expect within the next couple of weeks. We just updated our Hill Test section FYI!
Hi guys any word on the results of the hill test for the LMTD V2?
Hi Dan, thanks for checking in! We just updated the post with our results.
Thanks! FYI the hill section doesn’t have the usual charts comparing it to other bikes
Updated now! Good catch, thank you for saying something!
‘An ebike for all’, except it has a crossbar, which rules out a lot of prospective customers. Why do you think hire bikes have a low-step frame? Try finding a low-step frame for an ebike on AliExpress etc
Ride1UP offers a step-thru version of the LMT’D too!
You are correct! I just had a look. I’m not likely to be in the market for one, but an attractive bike.
I have no experience with Ebikes but have an LMT’D V2 on order($1,195) after reading several reviews. Thought your review was the most comprehensive, not leaning in any direction, which gave it a professional feel.
Thank you for your great effort! Keep it up.
Thanks for the kudos, Bart! Hope you enjoy your new bike!