Vvolt Alpha II Review, 2024 | A Relaxed City Cruiser with Serious Style

Vvolt advertises a range of 20-45 miles using the Alpha II’s 36V, 374 watt-hour (Wh) battery. We tested the bike’s battery life and motor efficiency in our Range Test by riding in PAS 1 and PAS 5 until the battery was fully drained. Our tests showed real world results of 22.7 and 35.6 miles, with ride times of 1 hour and 21 minutes in PAS 5 and 2 hours and 57 minutes in PAS 1.

Our test data for the city e-bikes we’ve tested previously shows an average of 23.8 to 38.3 miles, making the Alpha slightly below average in comparison, but average is good – and the bike’s results are completely practical.

There is one major contributing factor to the bike’s result: where many similar e-bikes we have tested used torque sensors, the Alpha II’s motor is activated and controlled with a cadence sensor. Torque sensors are naturally more efficient than cadence sensors, as they allow the motor’s output to vary. In contrast, motors with cadence sensors dispense a constant flow of power, which means that they use battery charge at a faster rate.

With that in mind, the Alpha’s motor was still roughly 26 percent more efficient than we expected. Based on its 350W motor and 374 Wh battery, we expected to pedal for 1 hour and 4 minutes in our max assist test and travel around 18 miles. Our actual results exceeded both our estimates for distance and time.

As I mentioned in the Speed Test section above, the Alpha II pedaled effectively in its lower assist settings on flat ground, so there is incentive for riders to use less power and extend the bike’s range when the added oomph of PAS 4 and 5 are not needed for hills.

As such, it is likely that most riders will be able to reach the higher end of our results, making the bike able to handle long commutes or multiple shorter rides before needing to recharge. Overall, while we were not able to reach the 45 mile range that Vvolt advertises, we feel that the Alpha II performed well in this test.

Our Hill Test is performed at a challenging paved path called Hell Hole Trail, which has a 12 percent average grade over a third of a mile. Our tester Justin tried out the Alpha II’s throttle and highest pedal assist setting, and learned that the Alpha II was effective for its category and specs.

This may seem contradictory when considering that the Alpha was not able to finish the throttle portion of the test, but we expected this result because of the bike’s relatively low-power 350-watt motor. To date, no e-bike with a 350W motor has been successful with its throttle at Hell Hole; the steepest sections of the hill simply require more muscle to conquer.

In the pedal test, the Alpha II fared much better. Justin climbed the path successfully in 1 minute and 39 seconds, while maintaining an average speed of 11 mph. Compared to the results of other bikes with 350W motors we have tested, the Alpha was 19 seconds faster than average – and the only other bike that was faster had 90 Nm of torque: nearly double the Alpha II’s 45 Nm.

The Alpha II’s cadence sensor was somewhat of a weakness in its Range Test, but it seemed to be an advantage in this test. The resulting constant, steady flow of motor output pushed the bike beyond most of its competition – the vast majority of which used torque sensors with fluctuating amounts of power.

Prospective buyers should understand that, with a 350W motor, the Alpha II requires some degree of effort when climbing. As mentioned previously, Vvolt designed the bike to encourage active pedaling. With that in mind, I was able to reach the top of our secondary test location called “Pilot Hill” with moderate effort in PAS 3 and comparatively minimal pedaling in PAS 5.

To ensure that the bike’s highest PAS settings differed in power (they showed the same maximum speeds in our Speed Test on flat ground), I tested PAS 3 and above at Pilot Hill. I climbed the path in 1:34 at 12.8 mph in PAS 3, 1:26 at 13.9 mph in PAS 4, and 1:20 at 15 mph in PAS 5. These results showed an 8.6% increase in speed between PAS 3 and 4, and a 7.9% increase between PAS 4 and PAS 5.

Furthermore, the Alpha II’s throttle was effective at this secondary location, which shows that it is capable (if not speedy) of climbing when faced with challenges that are less extreme than Hell Hole.

Its pedal test results in both locations were impressive, meaning that riders who don’t mind some legwork should be able to tackle any hill with relative ease.

We tested the Alpha II’s Shimano MT200 hydraulic disc brake system using the method above. The bike’s average stopping distance after three tests was 23 feet and 2 inches, which is firmly within the range we deem safe and effective.

At the time of writing, the current average stopping distance for all city e-bikes is 24 feet and 1 inch, making the Alpha II’s results nearly a foot better than average.

We attribute its success to two major factors. First, this Shimano system has generally performed well in our testing, especially when paired with lighter e-bikes. Second, the Alpha II’s 2.4-inch-wide tires seemed to have good grip that helped to slow the bike down quickly.

Tires of this width are relatively unusual on city bikes – we usually see them on larger and heavier commuter e-bikes – but we appreciated the stability they provided when riding and braking.

When braking hard, the bike could fishtail and skid, but this behavior was not unusual. Overall, we consider the Alpha II to be well-specced with effective brakes.

The Alpha II’s simple operation was a key element of its ride quality. With its single-speed drivetrain, I found myself using the PAS as a gearing system, relying on the higher power of PAS 5 when starting from a stop, and reducing the power once I was up to speed.

In terms of fit, I found the bike generally comfortable, though at 5’11”, I am a bit tall for our test bike’s S/M frame size. The M/L or L/XL frame size would likely have been more ideal for my height and build. At the time of writing, the L/XL size is not available; Vvolt’s website states this size should be offered beginning in June 2024.

I found the bike’s curved handlebars, ergonomic rubber grips, and slim but suitable saddle to be comfortable. The Alpha II has a more relaxed riding position than is common with city bikes, which is mostly due to its Dutch-style handlebars. I enjoyed its casual feel, though I found the handlebar height to be too low for my preference. This would likely have been less of a concern on the Large frame, but riders who prefer a higher handlebar height may need to consider exchanging the stem with an option that has greater rise.

The bike’s rigid frame was noticeable but not uncomfortable due to its wide tires; in addition to helping the bike feel stable, they provided an appreciable layer of cushion. The three-pack mounts on the rigid alloy fork were another appreciated feature, allowing riders to equip the bike with storage bags, bottle cages, etc. for longer-distance adventures. The bike also includes front and rear fender mounts, and is compatible with Vvolt’s “Stellar Series” range of optional accessories. These include a cargo rack, two types of front basket, a side mirror, and a cup holder.

We found the black-and-white display to be fairly difficult to read in direct sunlight, even with its brightness setting turned up to the max. As such, we recommend that Vvolt use a more visible screen on the next version of the bike. Additionally, considering the Alpha II’s price point between 1500 and 2000 dollars, we hope to see a color display in the future.

The Alpha II’s unique and flashy (no pun intended) integrated headlight was a great touch. We liked that it includes side “vents” that make the bike more visible at night, but considering that the bike is likely to spend a good deal of time on roads around other bikes and cars, we would like Vvolt to give some additional attention to the back end of the bike. The large tail light is a good start, but we challenge the brand to include a functional brake light to increase the overall safety factor.

I thoroughly enjoyed the Alpha II’s playful handling and zippy, quickly-engaging motor. A torque sensor would likely give the bike a more natural, analog-like feel, but as shown in previous tests sections, the cadence sensor has its advantages.

Overall, we found the Alpha II to be fun, comfortable, and easy to use, even if it has a few areas with some room for improvement.

With a flashy design, responsive handling, easygoing feel, and simple, low-maintenance design, the Alpha II proved to be an evolution of Vvolt’s ethos. Its Speed, Range, Hill, and Brake Test results showed good performance that, in some cases, pushed beyond average despite some of the bike’s limitations. We appreciated its unique take on the city cruiser style, though as with every e-bike, it is not perfect.

We identified its drivetrain, tail light, and display as primary areas that would benefit from further development. A larger chainring would reduce or eliminate ghost pedaling at higher speeds, a brake light would increase safety, and a brighter, full-color display would be both easier to read and better suited to the bike’s price (at the time of writing).

Ultimately, these concerns were relatively minor, and we believe there is much for riders seeking a comfortable, agile, and lighter-weight e-bike to appreciate. The Alpha II encourages an active lifestyle, while also reminding its rider to stop and smell the roses. As such, it is likely to serve its owner well as a daily commuter, a relaxed adventurer, a leisure bike, and more.

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 Vvolt Alpha II down in our comments section.