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2023 Trek Domane+ e-road bike review: Ultra-quiet, ultra-stealthy

Flagship model weighs just 12.21 kg, and us-spec bikes get a genuinely useful 45 km/h cutoff from the new tq mid-drive motor..

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Trek has today announced the third generation of its Domane+ e-assist road bike, and it’s quite the change from the one that came before. There’s a new motor from German company TQ, a brand-new carbon fiber frame with more advanced carbon fiber content and construction, more tire clearance, and in general, a sleeker and lighter total package that looks and feels more like a “regular” road bike.

It sounds like quite the complete package on paper, and it mostly is in reality – with some caveats, of course. 

The lightning pace of e-bike motor development 

Trek clearly isn’t shy about switching motor suppliers. Each generation of the Domane+ has used a different brand of motor: Bosch on the first generation one, Fazua on the second iteration, and now TQ on this latest third-generation model. 

Why the switch, you wonder? Because it seems like quite the advancement in a number of key areas.

First and foremost, the TQ HPR-50 motor is legitimately tiny, so much so that in profile, you almost wouldn’t guess at all that the Domane+ is an e-bike. Unlike the previous Bosch and Fazua units, the TQ is hidden completely inside a painted-to-match shroud at the bottom bracket with little on the outside to give anything away. Of course, a closer look reveals clues such as the cooling port on the underside of the cover, but even the battery is fully integrated inside the down tube.

Trek is also touting the HPR-50’s unusually quiet operation, which comes about thanks to a unique interior configuration that does away with the usual array of reduction gears and/or belts, and is claimed to reduce internal friction, too. Trek’s official press materials also make mention of the lower Q-factor as compared to the Fazua unit, but don’t get too excited; it’s only down 2 mm in total, and the 163 mm figure is still about 12 mm wider than what you get with Shimano GRX, or 17 mm wider than most dedicated road cranks. 

Be that as it may, the specs of the TQ HPR-50 motor are impressive. The official maximum power output is 300 W (or 50 Nm of torque), and it’s powered by a 360 Wh Li-ion battery in the down tube that Trek claims is good for “up to” 145 km (90 miles) in Eco mode. An optional range extender battery tucks into a water bottle cage for another 160 Wh, and the system can even run on just the range extender battery alone should you want to fly with your new Domane+ and need to tuck in under typical airline battery size restrictions.

Three levels of e-assist are available, each of which can be customized using the Trek Central smartphone app. Switching between the three assist levels is literally at your fingertips thanks to convenient remote buttons positioned next to the brake lever hoods, while the various mode screens on the high-resolution LCD panel on the top tube are accessed directly on that panel. Among the available screen pages are windows for remaining battery life (expressed numerically as both a percentage and time to empty, and visually with bars), current power output, speed, and distance – and when you’re charging the system, the display even gives you a precise countdown to when the battery is full. 

Frame design implications

The bigger benefit of switching to the TQ HPR-50 motor is arguably how it affects the latest Domane+’s frame design. Trek sought to have this version look as much like a non-powered bike as possible, and aside from some generally inflated proportions, that goal seems to have been met.

The motor’s smaller form factor makes for a more normal-looking bottom bracket area, and although the down tube is notably bulbous given the internally housed battery, the whole frame looks surprisingly proportional. The Q-factor may not have changed much, but the more typical chainline has allowed Trek to switch to a standard 142 mm-wide rear hub in place of the “Road Boost” 148 mm one on the previous-generation Domane+, which is a great move for wheel compatibility.

The 2023 Domane+ marks the first time Trek has used its top-end OCLV 800 carbon fiber content. Combined with the integrated down tube battery – meaning there’s no need for a large hatch – Trek claims to have lopped 450 g from the previous Domane+ chassis. Claimed weight for an unpainted 56 cm frame is around 1,250 g. Adding to that is 1,850 g for the motor, 1,835 g for the 360-Wh battery, plus a few more grams for mounting hardware.

That claimed frame weight includes the latest version of Trek’s IsoSpeed pivoting seat cluster concept. This incarnation isn’t adjustable, but it does use a conventional (albeit proprietary) telescoping carbon fiber seatpost instead of the integrated seatmast of previous IsoSpeed-equipped bikes. 

All in, my 52 cm flagship sample with a SRAM Red eTap AXS wireless electronic 1×12 groupset and Bontrager Aeolus RSL 37V carbon clinchers tips the scales at a comparatively svelte 12.21 kg (26.92 lb).

Save for a 10 mm increase in chainstay length – a consequence of the TQ HPR-50’s motor casing size – frame geometry is the same as the non-powered Domane, down to the millimeter. Stack and reach figures are more upright and relaxed as compared to the Madone or Emonda, but both are still pretty sporty overall, and trail figures in the low-60s across the board are intended to provide fairly nimble handling manners. 

Despite those virtually identical dimensions, the Domane+ is approved for tires up to 40 mm-wide, whereas the non-powered Domane tops out at 35 mm. Keep in mind those are Trek’s official ratings, which account for a minimum of 6 mm of space all around. Actual maximum tire sizes will almost certainly be bigger, though that’ll depend on your comfort level for potential frame rub. 

Either way, adding fenders to the hidden front and rear mounts will drop that maximum tire size by 5 mm. 

Naturally, cabling is fully hidden, although the manner in which Trek has gone about it for the new Domane+ isn’t nearly as maddening as it could have been. Lines are run externally on the handlebar before being routing alongside the underside of (not through) the stem and then into ports in the dedicated upper headset cover. Keeping things visually tidy are a cosmetic cover bolted to the bottom of the stem and profiled headset spacers that are also split for easier bar height adjustment. 

Models, availability, and pricing

Trek will offer the new Domane+ in six different build kits, all using the same frame and motor package. There are only three price points, though, with each one offering a SRAM and Shimano variant. Interestingly, all SRAM-equipped bikes will come with 1×12 drivetrains and 40 mm-wide Bontrager gravel tires, while Shimano bikes are set up with 2×12 drivetrains and more tarmac-oriented 32 mm-wide slicks. As usual for Trek’s premium models, Project One custom builds are available in most models, although whichever way you slice it, the prices are awfully high.

Topping the list is the Domane+ SLR 9 eTap P1 (US$13,000 / AU$n/a / £12,900 / €14,500), built with a SRAM Red eTap AXS 1×12 electronic groupset, 25 mm-wide Bontrager Aeolus RSL 37V carbon clinchers, and 40 mm-wide Bontrager GR1 Team Issue gravel tires. Claimed weight is 12.15 kg (26.79 lb).

Sitting alongside that is the Domane+ SLR 9 P1 (US$13,000 / AU$n/a / £12,500 / €14,000), equipped with a Shimano Dura-Ace Di2 2×12 electronic groupset, 21 mm-wide Bontrager Aeolus RSL 37 carbon clinchers, and 32 mm-wide Bontrager R3 Hard-Case Lite slicks. Claimed weight is 11.75 kg (25.90 lb).

The middle child is the Domane+ SLR 7 eTap P1 (US$10,000 / AU$n/a / £9,750 / €11,000) with a SRAM Force eTap AXS 1×12 electronic groupset, 25 mm-wide Bontrager Aeolus Pro 3V carbon clinchers, and 40 mm-wide Bontrager GR1 Team Issue gravel tires. Claimed weight is 12.50 kg (27.56 lb).

Alternatively, the Domane+ SLR 7 P1 (US$10,000 / AU$n/a / £9,450 / €10,600) comes with a Shimano Ultegra Di2 2×12 electronic groupset and the same wheel-and-tire package. Claimed weight is 12.20 kg (26.90 lb).

There’s also a slightly less expensive non-Project One Domane+ SLR 7 (US$9,500 / AU$14,500 / £8,900 / €10,000).

Looking for the fancy TQ motor on a “budget”? The Domane+ SLR 6 eTap P1 (US$9,000 / AU$n/a / £8,900 / €10,000) is equipped with SRAM’s Rival eTap AXS 1×12 electronic groupset, 25 mm-wide Bontrager Aeolus Pro 3V carbon clinchers, and 40 mm-wide Bontrager GR1 Team Issue gravel tires. Claimed weight is 12.60 kg (27.78 lb).

If you prefer Shimano, there’s the Domane+ SLR 6 P1 (US$9,000 / AU$n/a / £8,890 / €9,600) with the same wheel-and-tire package, but Shimano’s latest 105 Di2 2×12 electronic groupset. Claimed weight is 12.40 kg (27.34 lb).

Finally, there’s the non-P1 Domane+ SLR 6 (US$8,500 / AU$13,000 / £8,340 / €9,000).

All of the new Domane+ models are supposedly available for ordering and/or purchase starting today.

Like an ever-present hand on your back

I should first point out in this review that your own experience on the new Domane+ will vary greatly depending on where you are. In the US, the TQ HPR-50 motor is allowed to operate at full power up to 45 km/h (28 mph). However, the cutoff in Europe is just 25 km/h, while most other countries will be at various points in between. I did this test in the United States, so take my commentary with a grain of salt if you live in a different region. 

It’s also important to remember that there are essentially two major categories these days: so-called full-power ones such as what you normally see from brands like Bosch and Shimano, and lightweight models such as this new Domane+. Full-power ones are usually rated for around 250 W or so of power (and around 85 Nm of torque), but keep in mind that’s a nominal figure. Peak outputs are usually much, much higher – often more than 800 W. 

But like other e-bikes in this “lightweight” category, the output of the TQ HPR-50 motor is far more modest. It’s rated at 300 W, but that’s the most you’ll ever get out of it (give or take a few watts). Likewise, maximum torque is capped at 50 Nm. The benefit of that reduced output is a huge weight advantage for the motor and battery itself, plus everything else on the bike can be made lighter as well.

That all said, while I know opinions are definitely mixed out there with respect to e-road bikes, I’d be lying if I said I didn’t have one heck of a good time testing this thing.

Those full-power e-bikes are undoubtedly fun (so much power!), but the experience can also be so far removed from purely human-powered pedaling that it can almost seem like something other than bike riding. But this Domane+? It’s more like you’ve always got a hand on your back, or the feeling you get when you’re having a really, really (really) good day. 

Trek intends for the Domane+ to feel like a regular road bike, and for the most part, I’m inclined to agree. Power from the TQ motor doesn’t come suddenly like a kick, but more like a building wave. It’s surprisingly subtle, so much so that when you rise out of the saddle to sprint, it almost seems like nothing’s happening – but then you look at your speed and your times, and it’s pretty clear that isn’t the case.

The way that power comes on is interesting, though. It’s not simply a direct proportion of your own output, but a more complex calculation that also takes other factors into account like speed and cadence. From what I can tell, it’s almost like the system has two goals.

One is helping you maintain your speed. For example, when casually cruising at 150 W (and with the highest-power setting selected), there are times the system is putting out 200 W or more. At other times, it’s kicking out almost nothing. But in either case, how much power the system produces depends on how much help it thinks you need, and it does an uncannily good job of figuring that out. 

It’s also pretty impressive when flirting with that 45 km/h cutoff. One of the main drags heading back into town is mostly flat, but with some small rollers and often just enough of a tailwind that you can really build a head of steam. The Domane+ was more than happy to give me a nudge to get me to that magical 45 km/h mark, and then just barely enough power to let me stay just shy of that figure so as to not trigger the cutoff. And when I did cross that line, the cutoff is remarkably gentle, so much so that I kept peeking at the top tube display to see if the system really wasn’t doing anything.  

It’s when climbing that the TQ HPR-50 comes into its own. There, the motor doesn’t seem to just want you to maintain your speed; it wants you to feel like a superhero (at least in full-power mode). Needless to say, the feeling of climbing like that is addictive, but it also highlights the power limitations of the system. Say you’re climbing steady at 200 W and the system is kicking out another 300 W. But if you put down more than that, it’s still topped out at 300 W. Granted, that’s still an awful lot more than I can maintain on my own, but proportionally speaking, it’s more noticeable that the system is cutting power than when you’re hitting the speed limit. 

But it’s still fun.

Unfortunately, there’s another limit to that fun, and Trek’s range claims strike me as a bit ambitious (which isn’t surprising). Granted, range claims are always more than a little fuzzy, and the mountainous terrain of my local stomping grounds certainly has a lot to do with that. One ride in particular covered just 38 km (23.5 miles), but almost 800 m (2,600 ft) of elevation gain – all at maximum power assist (have I mentioned how much fun this bike is?). But when I got back home, the battery capacity was down to a middling 27%. Granted, I could have done that same ride on a lower power setting, but where’s the joy in that?

Here’s where that lightweight vs. full-power thing comes in again. While lightweight models like this Domane+ indeed feel more like non-powered bikes most of the time, there’s no substitute for watt-hours. To put that into perspective, I played around with a Canyon Grail:On gravel e-bike a couple of years ago, which is equipped with a full-power Bosch system and a much bigger battery. One ride I did on that bike covered more than 47 km (29.5 miles) with just shy of 1,200 m (3850 ft) of elevation gain – and there was enough juice left at the end that I almost could have done that ride twice. 

Granted, that bike was more of a bruiser than this Domane+, which does really feel a lot like a good, non-powered road bike in many respects. While it’s fun to blast around in full-power mode, kicking things down a notch or so dramatically extends battery life. There’s some noticeable friction in the TQ motor when pedaling without power at all – more from the bearing seals than parasitic mechanical losses, from what I can tell – but it’s not bad at all, and it certainly pales in comparison to what the motor is putting out.

Aside for the extra weight, the Domane+ genuinely feels pretty normal – certainly enough so that you don’t feel like you have to be in full-power mode all the time. And just as promised, the TQ HPR-50 motor is remarkably quiet so you’re not always audibly reminded what you’re riding, either. There is a whir that grows proportionally louder with pedaling cadence, but even at its loudest, you can barely make it out from the hum of your tires. At higher speeds, it’s drowned out entirely by wind noise. It’s easy to forget about it.

About that speed cutoff

As I mentioned earlier, your experience on an e-road bike will vary greatly depending on where you’re riding it (or perhaps more specifically, where you’ve purchased it). Although I found the Domane+ to be incredibly entertaining, it would have been very different had the motor cut out at 25 km/h as it would in Europe. There, the Domane+ would still be a blast when climbing, or perhaps more as a dedicated light-duty gravel rig with those 40 mm-wide tires. However, I’m not sure how much fun it’d be otherwise (and I know CyclingTips senior tech editor Dave Rome agrees on this one ).

Kudos to Trek and TQ for so thoroughly engineering the motor assist cutoff when you do bump up against that mandated speed limit. Unlike many other e-bikes I’ve ridden, the power drops off gently and seamlessly, rather than feeling so abrupt that you wonder if a wire has suddenly come loose. 

But even then, the 25 km/h cutoff that much of the world would see on this thing also severely cuts into its utility. It’s virtually guaranteed that someone riding a Domane+ wouldn’t be able to enjoy a bunch ride with friends since they’d essentially be dragging an ineffective anchor all the time, and even more gradual climbs would likely be frustrating as the motor continually cuts in and out. It’d still be a boon for longer climbs if you’re ok with taking it a bit slower, and certainly on steeper ones. But aside from that, I’d urge anyone considering their first e-road bike purchase to seriously ponder the effects of that speed limit. 

What about the non-motorized bits?

Handling mostly feels like the regular Domane (and you can expect a review of the new non-powered Domane SLR from me shortly, too), although there are some caveats. I find it interesting that Trek equips the Domane+ models with such a broad spread in tire sizes, as it does affect the steering. I first tried my test bike with the stock 40 mm-wide Bontrager GR1 Team Issue gravel tires, and it was… ok. The steering felt heavy off-center, and the bike wasn’t nearly as eager to initiate turns as I would have expected. But when I switched to 35 mm-wide Schwalbe G-One RS tires, the handling instantly became much more natural, easily diving into turns and flowing through corners as it should. 

Switching tires also highlighted another downside. Although the stock Bontrager gravel tires are quite grippy on hardpack and tarmac, they’re also surprisingly slow-rolling. With those Schwalbes installed, the bike felt much faster and alive (and I’m sure there’s a positive impact on battery range, too). 

Ride quality improved with the tire change, too, but it still couldn’t completely mask the imbalance between the front and rear ends. Trek’s IsoSpeed feature continues to work brilliantly, offering an incredibly smooth and compliant feel that (at least for me) never feels overly bouncing or intrusive. But even with the bigger Bontragers fitted, the front end is dramatically stiffer. Even medium-sized impacts jar your hands, and trying to attack washboard sections of packed dirt is absolutely brutal. My guess is the massively oversized down tube has a lot to do with this, which is something I’ve noticed on other e-bikes with similar proportions. 

There are some other quirks, too.

One of the TQ display screens is supposed to separately show your output and that of the motor. The motor figure seems believable enough, but the display of your output seems dramatically low. Granted, I didn’t verify this with a separate power meter, but I know what 200 W feels like, and when I see 150 W on the display, something seems off.

Aside from the tires, I don’t have much to complain about regarding the spec. The 10-44T cassette and 42T chainring offer plenty of range, and shift quality is very good. The jumps between sprockets are still a little bigger than I’d prefer for group road rides, but it’s fine when out solo. And kudos to TQ for powering the rear derailleur directly by the main system battery. It’s clean and convenient, and one less battery to worry about (although that also means if the system is totally, completely dead, you now can’t shift, either). 

The Bontrager finishing kit is generally excellent. The snub-nosed Verse Pro saddle is comfy, the Aeolus RSL 37V wide-format carbon wheels are fantastic, and kudos to whoever at Trek specified this wonderfully grippy and squishy bar tape. But the handlebar underneath that tape? I’m sure someone likes it, but it’s definitely not my cup of tea. The short reach and deep drop are an odd combo, and I was never able to find a remotely comfortable position for my hands in the drops. Thankfully, Trek’s solution for concealed cabling allows you to use any bar with a 31.8 mm clamp diameter.

Super fun, but keep the limitations in mind

Trek’s move to the TQ motor platform is interesting, if for no other reason than its longstanding relationships with other (and much better established) motor suppliers. However, the company clearly sees advantages in what the TQ HPR-50 provides, and after riding it myself, it’s hard to argue with Trek’s decision: it looks better, it’s quieter, and while TQ’s long-term reliability still needs to be proven, the simpler mechanical layout at least bodes well since there’s less to go wrong in there.

As promised, the Domane+ does feel a lot like a regular road bike in a lot of ways, and it’s undeniably fun to ride. But as I mentioned earlier, the experience will vary greatly with where you’re riding it. Although I found the bike incredibly entertaining, it would have been very different had the motor cut out at 25 km/h as it would in Europe. There, the Domane+ would still be a blast when climbing, but I’m not sure how much fun it’d be otherwise.

Either way, those looking for the more visceral thrills of a full-powered e-road bike won’t be blown away by the TQ motor’s modest specifications, but if you’re after more of a traditional feel with a little bit of a boost – and live in the right country – this seems like a bike well worth considering. 

More information can be found at www.trekbikes.com .

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2023 Trek Domane+ SLR – The Brand New TQ Powered E-Road Bike

• All of our bikes are electric, but all of our writers are humans.
• Last updated September 22, 2023

Exploring the Trek Domane+ SLR

Trek’s latest range of road e-bikes is based around the lightweight TQ motor, which is nearly silent in operation. In theory,  Trek  holds out a coat to the rest of its e-road bike competition and politely asks them to leave the room.

About the Trek Domane+ SLR

Trek announced: “The all-new Domane+ SLR weighs in at just around 11.8 kg thanks to a lightweight frame design and compact e-system. The TQ harmonic pin ring e-system is remarkably lightweight, quiet, and compact while packing enough extra power for the most epic adventures.”

The Domane+ SLR uses Endurance Geometry, compared to the H1.5 geometry found on Madone and Émonda. According to Trek, Endurance Geometry means a taller head tube and longer wheelbase to “maximize comfort and stability.”

All Domane+ SLR bikes in the new range come with tubeless-ready wheels, tires, valves, and TLR sealant.

The TQ Harmonic Pin Ring motor functions differently from other e-bike motors. Most other e-bike motors use gears and belts to transmit power. TQ says these parts take up more space and can make noise or break. The HPR50 uses a harmonic drive transmission that’s small, simple, and dependable.

The TQ system’s specs

The Domane+ SLR offers up to 300 watts of assist, 50Nm of torque, and a 360Wh battery. It has a maximum assist speed of 28mph in the US, 25 kph in the EU and Australia, and 45 kph in New Zealand, and other markets will be subject to local speed regulations.

“The Domane+ SLR doesn’t look, sound fit, or feel like an electric bike. It boasts a lightweight carbon frame, whisper quiet motor, sleek controls and a road-specific tune for a true road bike experience with a subtle and powerful boost wherever you need it.” (Trek)

The weight is 25.90 lb on the top-of-the-line model, costing $12,999.99. But the range begins with a $8,499.99 starting price. So it’s not a cheap product, highlighted by its compatibility with electronic drivetrains only.

The battery is a 360-watt/hour unit integrated, which can take riders to a range of around 60 miles in Eco mode (or around 90 miles) with the optional 160-watt range extender.

Our Trek Domane+ SLR Verdict

Trek looks to have developed a possible market-leading product that could shake up the road e-bike market and make the competition really pay attention. Furthermore, the Domane+ SLR range can easily transition from road to gravel due to the wide choice of tire options available. So we expect to see great sales for this innovative product.

Further expanding on the range, Trek says: “The Domane+ SLR was built with the same rider-friendly features as the traditional Domane, including rear IsoSpeed to smooth bumps in the road and a stable endurance geometry for long haul comfort.”

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Trek’s Fuel EXe Is the Best e-Mountain Bike of 2023

Light, discrete, and quiet with a great chassis, the new EX-e proves that more doesn’t make e-bikes better.

Weight: 40.9 lbs. (medium, 9.9 XX1 AXS // Price: $14,000 (9.9 XX1 AXS)

I did bad things on Trek’s Fuel EXe. But in my defense, I don’t care. Most of the trails where I live are, stupidly, closed to e-bikes. But I rode the EXe where I wasn’t allowed, and I had a metric shit-ton of fun.

Some of the fun came from being naughty, sure. A feeling that took me way back to the mid-1980s when I started riding mountain bikes. Back then, almost all trails were closed to mountain bikes. But my friends and I didn’t care. We just rode our bikes, explored, and grew our skills, asking for neither permission nor forgiveness. Because we were having fun and knew we weren’t hurting anyone or anything.

This review is of a bike, Trek’s Fuel EXe, not an essay about e-bike trail politics. Unfortunately, it is still difficult to separate the two. But I don’t find today’s debates about e-bike trail access to be substantively different than the debates we engaged in 40 years ago about mountain bike trail access.

I just wanted to say I don’t feel guilty about wanting to ride an e-bike or enjoying myself on an e-bike, and neither should you. Riding e-bikes is a blast; they are not the devil many cast them to be. And frankly, as e-bikes get quieter, sleeker, and less obvious (like this EXe), it will be increasingly difficult to tell them apart from unpowered bikes. And as they get better and lighter, also like this EXe, they’re going to become more appealing to more riders. Even ones who, in the past, had rejected e-bikes.

Guess what happened when I rode the EXe? Nothing. Nobody noticed, nobody said anything, and no horsemen of the apocalypse appeared. I, however, enjoyed myself immensely because, with assistance or not, the EXe is a damn fine mountain bike. And when you add its sleekly integrated and well-tuned motor, the EXe becomes one of the most compelling bikes in recent memory.

While the usual e-bike story is about more power, battery, and range, the EXe falls into the intriguing e-light category where the story is less. The EXe is much lighter—by ten or so pounds—than a full-power e-bike because it uses a less powerful motor. A less powerful motor is a smaller motor that weighs less and requires a smaller (lighter) battery. While many will view less as less, I found that less powerful doesn’t mean less enjoyment. The EXe is proof that the old Less-Is-More axiom works for e-bikes too.

The EXe’s embrace of less makes it an appealing choice for e-curious riders who also want the feel and handling of an unpowered e-bike. It also attracts smaller and lighter riders put off by the wrestling match that can be riding a 50-pound e-mountain bike. Plus, the lower weight means it’s easier to load on a rack, carry up flights of stairs, or hang on the wall. These are chores that make life with heavier, full-power e-bikes burdensome.

Trek Fuel EXe 9.9 XX1 AXS

Both the chassis and the motor represent new directions for Trek. While it retains Trek’s familiar suspension system, it’s an all-new and very different-looking frame from the crew in Wisconsin. And for the motor, Trek turned to a new-to-them supplier, TQ Group.

“We all wanted an e-bike that rode more like an acoustic bike,” said David Knauf, Trek’s full suspension product manager, “Like everything in the bike world, it generally comes back down to weight. Weight adds up and affects the ride of the bike significantly.”

Knauf states that Trek and TQ co-developed the HPR50 motor, which is essentially a less powerful, smaller, and lighter rendition version of TQ’s powerful (120Nm of torque) HPR 120S. “TQ had this HPR 120, which was huge. Knowing what their capabilities were to basically shrink that down as far as we wanted, we started out qualitative testing and playing around with different outputs of that motor [to] understand what was best for this mid-assistance category.” After considerable testing, Knauf noted that Trek and TQ found that 50 newton meters of torque provided the most balanced experience. “The goal the entire time was to find the bike that gave you enough assistance on the trail but didn’t compromise too much of what we appreciated in an acoustic bike,” he added.

Though not as big a name in e-bike motors as Shimano, Bosch, and a few others, TQ is no newbie startup: Its e-bike journey began in 2008. And, like many of its e-bike motor competitors, it is part of a large and diversified company. In addition to its e-mobility products, TQ plays in the robotics, automation, electronics, aviation, and medical fields.

Those resources allowed TQ to design an e-bike motor architecture it calls Harmonic Pin Ring, based on a principle called strain wave gearing. What’s interesting here is not the electric motor—it is a little different than any other e-bike’s electric motor—but its reduction gearing system.

All mid-drive e-bike motors need to slow the high RPMs of the electric motor to turn the chainring at a typical rider’s cadence: Usually about 60 to 100 RPM. Other mid-motors use a series of gears or a belt as a reduction system which lengthens the motor’s profile. The strain wave design, in contrast, employs a nested layout and achieves higher reduction ratios with fewer parts and almost no backlash (“play”). And lest you think this is some unproven or unreliable system, the moon buggy used by Apollo astronauts employed electric motors and strain wave gearing.

TQ’s final product looks more like an oversized BB standard than the typical e-bike motor. It’s also light, coming in at 1,830 grams: 120 grams lighter than the Specialized SL 1.1 system found in the first-generation Levo SL.

The HPR50 maxes out at 50Nm torque (300 watts maximum assist), putting the Fuel EXe into the growing e-light category of mountain bikes with the Levo SL and a handful of others. With less than half the maximum torque of a full-power e-bike motor, these e-light bikes don’t have the sheer thrust of a full-power e-MTB. But less powerful systems are smaller and lighter. They also draw less juice, meaning bikes can use smaller and lighter batteries. And that’s why this EXe is easily 10 pounds lighter than a comparable full-power e-bike. For example, the full-power Trek Rail weighs 51.3lb, while the similarly equipped EXe weighs 40.9 pounds.

Wrapped around the new motor is a mid-travel trail bike frame with 140mm rear travel. All complete bike models get a 150mm fork, though the frames are rated to take up to 160mm forks. Trek’s ABP (Active Braking Pivot) rear suspension is a single-pivot system with a floating brake arm. ABP allows Trek’s enginerds to fine-tune the bike’s anti-squat (pedaling) and anti-rise (braking) characteristics more than they could by using a more traditional single-pivot design. The frame fits a water bottle inside the main triangle, has a cargo mount under the downtube, and it’s compatible with air and coil spring shocks. There’s nothing radical in the bike’s fit or handling numbers. It’s a modern trail bike: long, reasonably slack in the head angle, with a steep-ish seat tube angle. Additionally, a flip chip gives riders two settings, though the difference is minimal to nearly the point of why bother.

While there’s a lot to gawk at and geek out about, the EXe still manages to blow away expectations once you get it on the trail. I got comfortable with it very quickly, and it wasn’t long before I was in love with this bike. I’m going to declare that this is one of the best mountain bikes—powered or unpowered—that I’ve ever ridden.

Everything about this bike makes it great, but I’ll start with the frame. The chassis has a modern fit and balanced handling that lets the rider climb comfortably or let it run on the descents. Yet the bike is still agreeable on mid-speed and flatter trails. There’s nothing particularly unique or different about the EXe’s geometry numbers, which is the point: It finds an equilibrium that works well on many kinds of climbs and flavors of descents without neglecting that some trails are flatter.

Sixteen years from its debut, Trek’s ABP suspension design continues to serve the brand’s bikes admirably. Though essentially a “simple” single pivot design, the EXe’s suspension is balanced against a mountain bike’s dynamic demands. Even with the assist, pedaling efficiency still matters. And the EXe does well in this regard, keeping the rider supported and the bike calm while floating up big climbs without sacrificing traction.

The suspension’s performance on the descents is similar: Good support and control while offering traction and smoothness. The feel from the RockShox Super Deluxe Ultimate shock feels particularly buttery; the RockShox Lyrik fork on the front does ride slightly firm—but that isn’t a bad thing on an e-bike.

Altogether the EXe’s overall feel on the trail is snappy and lively—two words rarely used to describe e-mountain bikes—enough that I often forgot that I was on an e-bike.

The motor’s lack of noise and smoothness is another reason I’d sometimes forget I was on an e-bike. I couldn’t hear it over my breathing on climbs; it’s so smooth that there are almost no vibrations or buzzing to feel in the frame. Plus, it is entirely free of clunking and lash. The EXe’s TQ unit is the most natural-feeling e-bike motor I’ve ridden to date. It doles out power in an approximately human way and so quickly that there’s almost no lag between when you start and stop pedaling; the motor power flows in and out. Legitimately, it just feels like you’re having a great day when pedaling this bike. I felt less surging and pushing from this motor, even in the highest assist mode, than I’ve experienced from any other e-bike motor.

The TQ feels exceptionally well-tuned, and the experience is refined, eclipsing even Specialized’s excellent motors. Some of this smoothness likely results from the TQ’s lower torque. The quiet system tricks the brain into perceiving the lack of noise as smoother. But riding the EXe was such a pleasant experience that I never missed the extra boost of a “full power” e-bike.

According to Trek, they spent a lot of time analyzing and quantifying e-bike motor noise. And while I don’t consider any of the current mid-drive e-bike motors loud, they all make noticeable (and not particularly pleasant) noise. Trek claims that, when measured in an anechoic chamber, its motor’s tonality, across a range of cadence speeds, is four to five times lower than competitors’ e-bikes, registering as “barely perceivable.”

After riding the EXe, I concur barely perceivable is a suitable way to describe the motor’s noise. It’s so quiet that it barely registers above (usually masked by) tire noise and breathing. Not only is it hushed, but the noise you can hear is a much lower pitch—almost like a cat’s happy purr—than the high-pitched whine of most e-bike motors.

So quiet is the HPR50 motor that I rode the EXe in a group, and other riders didn’t even know I was on an e-bike until they got a close look at the bike from the non-drive side or happened to see the discrete handlebar remote. To make it even stealthier, I covered the top tube display with electrical tape to hide it and covered the top tube logo with stickers. And I rode trails where e-bikes are barred. Of course, I can’t suggest you do the same, but no one I rode past gave me or the bike a second look.

The EXe’s 360Wh internal battery is good for “two to five hours,” according to Trek. While frustratingly vague, it’s also about as truthfully accurate as a brand can convey since so many factors influence battery range: air temperature, rider weight, terrain, and assist mode are examples. Weighing about 180 pounds, I rode for two hours and 40 minutes in the “Mid” assist mode and covered 25 miles with almost 2500 feet of climbing. I finished with under 30 percent battery remaining, so the two-to-five-hour estimate is accurate.

If you want more range or less range anxiety, the EXe offers a couple of options. One is a 160Wh piggyback battery ($660, 900 grams claimed weight) that fits into the bottle cage. You’ll lose that spot to carry a water bottle but gain 40 percent more range. One clever thing about this range extender, when hooked up to the bike, is that you can charge it and the bike’s in-frame battery concurrently.

The other option is to buy a second in-frame battery ($750). You can easily hot-swap the in-frame on the trail; if you’re willing to carry a spare 1,835g battery in your riding pack. Trek’s claimed charge time for the 360Wh battery is a relatively short two hours, while the 160Wh piggyback charges in an hour.

The EXe has a bright and easy-to-read two-inch OLED display flush-mounted in the top tube. It offers four data lines and a single button that powers the system on and off and loops through the data pages. A battery graphic and selected assist mode always show on top, with the bottom switching through different data pages with a button press. I appreciated that TQ offers multiple ways of conveying battery information—remaining battery charge as a percentage, estimated ride time, and range in miles. This system allows riders to confront their range anxiety in a way that suits them best. Other data pages show rider and bike power and speed. Overall, the TQ system’s display and controls are a model of simplicity. But if you like lots of metrics in front of you, the TQ system broadcasts information on an ANT+ channel, allowing you to pair it with a compatible GPS cycling computer. Riders may access further information and settings—and fine-tune the assist modes—through the Trek Central app for iOS and Android.

Everything added up, this e-lite mountain bike might provide a superior experience for many riders, even committed e-bike riders. Yeah, it’s not going to hurl you up the climbs the way a full-power e-bike will. Yes, I did wish for more range at times—if only because riding the EXe is so damn fun. But the Fuel EXe has enough power and battery capacity to offer substantial assistance, yet the bike remains lithe and agile. And it doesn’t punish the upper body on descents.

Based on Strava, even with the EXe’s assist, I was still slower on the climbs and descents than my town’s fastest pro rider on their acoustic bikes. I wasn’t even as fast as my best unassisted times from when I was in my best riding shape. But I could ride it quicker with less effort than I can at my current weight and fitness on an unassisted bike. It lessened—but did not eliminate—the pain and, most importantly, increased the fun in a quiet, sleek, and easy-to-ride package. These are the hallmarks of an extraordinary bike.

The EXe provides an e-bike experience that doesn’t overwhelm the mountain bike experience. Transitioning from a mountain bike to a full-power e-bike can be jarring. Full-power e-bikes are a lot: A lot of power and a lot of weight. Many riders adapt and are completely happy on full-power e-bikes, but if you’ve tried a full-power e-bike and found it just too much, the EXe will be a revelation.

A gear editor for his entire career, Matt’s journey to becoming a leading cycling tech journalist started in 1995, and he’s been at it ever since; likely riding more cycling equipment than anyone on the planet along the way. Previous to his time with Bicycling , Matt worked in bike shops as a service manager, mechanic, and sales person. Based in Durango, Colorado, he enjoys riding and testing any and all kinds of bikes, so you’re just as likely to see him on a road bike dressed in Lycra at a Tuesday night worlds ride as you are to find him dressed in a full face helmet and pads riding a bike park on an enduro bike. He doesn’t race often, but he’s game for anything; having entered road races, criteriums, trials competitions, dual slalom, downhill races, enduros, stage races, short track, time trials, and gran fondos. Next up on his to-do list: a multi day bikepacking trip, and an e-bike race. 

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New Trek Fuel EXe 9.9 XX1 AXS 2023 with TQ HPR 50 motor first ride review – Smooth Operator

With the new Fuel EXe 2023, American bike giant Trek and Bavarian motor manufacturer TQ are heralding a new generation of eMTBs. According to Trek’s own statement, the new Fuel EXe 9.9 XX1 AXS 2023 with TQ HPR 50 is the eMTB with the most natural ride feel built to date. We’ve already tested the bike over a period of four weeks and can tell you what it’s capable of. Spoiler alert: We’ve never looked as inconspicuous onboard an eMTB as with Trek’s 18.9 kg electric trail bruiser.

Increasingly more eMTB manufacturers seem to follow the “ride further, for longer and with more power” mantra while developing new bikes, engaging in a savage battery and motor power arms race. But that’s about to change soon! At the beginning of 2022, FAZUA introduced a new lightweight motor system, inciting the competition to follow suit. With the new Fuel EXe, Trek are favouring a light and natural ride feel over huge range and raw power, promising to deliver an experience similar to that of an analogue mountain bike. After introducing the lightly-assisted E-Caliber XC racer with FAZUA , in 2022 Trek are unveiling the Fuel EXe with brand new TQ motor following years of intensive development work. The new drive system of the Bavarian electronics solution provider churns out 50 Nm torque and was developed in close cooperation with Trek, which explains why the motor can only be found on Trek models for the time being. In this article you’ll find out how the TQ motor compares to the new FAZUA Ride 60. Trek’s new light eMTB is built around the Fuel EX frame platform, which combines 150 mm travel at the front and 140 mm at the rear. The motor draws its power from a 360 Wh battery, which is integrated in the down tube of the carbon frame and can be complemented with a 160 Wh range extender. Thanks to the low 3,650 g system weight of the HPR 50 motor and battery system, the Trek Fuel EXe 9.9 XX1 AXS tilts the scales at just 18.9 kg. However, this all comes at a price, with the new Fuel EXe 9.9 XX1 AXS 2023 retailing at an eye-watering €14,999.

The new Trek Fuel EXe 9.9 XX1 AXS 2023 in detail

While the name of Trek’s new light eMTB clearly reveals its origins – the analogue Trek Fuel EX – its frame has been redesigned around the TQ drive and given a little extra travel. However, the electric version retains some of the frame details of its analogue precursor including the generous seat and chainstay protectors. The rear brake line and motor cables are routed internally but aren’t clamped at the ports or guided inside the frame properly, causing an annoying rattling noise on the trail during our test runs. The cables reemerge from the frame just above the motor only to disappear into the swingarm again, protected from grit and dirt by a small plastic fender at the transition between the main frame and rear triangle.

On the down tube, a generously-sized two-piece TPU plate protects the frame against impacts and the lower section can be unbolted to access the battery. To remove the latter from the down tube, we recommend turning the bike upside down. The frame of the Trek Fuel EXe features a mounting point for all conventional tool straps on the top tube and a second one for a bottle cage on the down tube. When using both, however, there’s very little room left for a water bottle in the main frame triangle, even with our size L test bike. Trek also deliver the Fuel EXe with their proprietary Bontrager BITS tool kit, which is cleverly integrated into the steerer tube and includes all tools for basic trailside repairs – awesome! Unfortunately, the locking system of the tool kit is a bit loose, causing some rattling on the trail.

German manufacturer TQ and their new HPR 50 motor

Who’s behind tq and what’s the bavarian motor up to.

German electronics solution provider TQ was founded in Bavaria in 1994 and the cryptic acronym stands for “technology in quality”. The company now employs more than 1,700 people worldwide and specialises in the development and production of electric motors for robots, satellites, space stations and even Mars rovers. However, the German company has also been busy developing e-drives for bicycles over the past 14 years (2008) and is best known for its extremely powerful (and loud) TQ HPR 120S drive , which churns out a whopping 120 Nm torque. The system can be found mainly on the bikes of German manufacturer Haibike and employs the same technology as the new HPR 50. Ten years after debuting in the eMTB segment with their HPR 120S drive, TQ teamed up with bike manufacturer Trek to develop the new system, which was finally presented to the public after four years in the making. The HPR 50 motor is developed and produced in Inningen, Germany, which is home to the headquarters of the German tech brand. All peripherals of the drive system will be manufactured in Europe too. In our TQ factory visit story you can read everything about the German manufacturer and their brand philosophy while getting an exciting insight into the strategic realignment and production of the new motor.

The new TQ HPR 50 motor and new 360 Wh TQ HPR battery

Like its big HPR120S sibling, the HPR 50 motor employs TQ’s proprietary harmonic pin-ring transmission. This has a 1:17 gear ratio, which is relatively low for an ebike motor. In a nutshell, when pedalling at an 80 rpm cadence, the motor performs approximately 1,400 revolutions per minute, which is partly responsible for the drive’s low noise level. The motor has a maximum torque of 50 Nm and maximum nominal output of 300 watts. Motor assistance can be adjusted in three support levels, ECO, MID and HIGH, whereby the weakest ECO mode delivers a maximum of 99 watts and the MID mode generates up to 180 watts. When the charging level drops below approx. 10%, the system still delivers up to a maximum of 150 watts to get you home. The motor weighs 1,850 g. For comparison’s sake, the new FAZUA Ride 60 drive tilts the scales at 1,960 grams while the Shimano EP8 motor of the Orbea Rise comes up to a hefty 2,570 grams. If you want to know more about TQ’s new drive, you’ll find all the details in our FAZUA Ride 60 vs. TQ HPR 50 review .

The motor draws its power from a 360 Wh battery developed in-house by TQ. This is secured to the frame by two bolts and can be easily removed from the down tube once the bolts are undone. Moreover, Trek will soon release an optional 160 Wh range extender that fits into the Fuel EXe’s bottle cage. When connecting the extender to the charge port in the down tube, the motor first draws its power from the range extender and only starts feeding off the main battery in the down tube once the extender is drained. According to Trek, the range extender doesn’t induce derating (output power decrease), allowing you to use the maximum 300 watts nominal output even with the range extender.

Both the main battery and the range extender can be charged on and off the bike using TQ’s proprietary charger – both at once! Since the range extender can be connected straight to the main battery, the process doesn’t require a Y cable. When charging, the sequence is inverted and the main battery gets priority over the range extender. Charging time for the first 80% is around 90 minutes while the remaining 20% takes between 2 and 3 hours – the slower charging is meant to protect the battery. When charging the battery on the bike, you just connect the cable to the main charge port, which is protected by a plastic cover and is the same you use to connect the range extender. When charging both batteries at once directly on the bike, you can connect the charger cable straight to the range extender.

The display and remote of the new TQ HPR 50 drive system

With the new Fuel EXe, Trek integrated TQ’s black and white display directly into the top tube. A small button below the 2″ display serves as the main power switch and at the same time lets you scroll between different display views. There’s a total of four display options to choose from, whereby all of them show the selected support level and battery charge status in 10% increments.

The following display options are available:

• Real time speed and average speed
• Battery charge status in 1% increments and remaining riding time in the respective support mode
• Remaining distance in km and riding time in the respective support mode
• Rider and motor performance in watts

You can switch between the three support levels of the drive system from TQ’s proprietary and very discreet handlebar remote, which is connected to the system via a data cable. Moreover, the remote allows you to activate the so-called Walk mode and switch off motor assistance altogether. Unfortunately, the remote is made of thin plastic and thus particularly prone to damage – the one on our test bike already snapped off after a few adjustments.

The companion app of the new Trek Fuel EXe and the TQ HPR 50 drive system

The TQ drive system can be paired with a smartphone or bike computer via Bluetooth and ANT+. To connect it to your phone, you’ll have to download Trek’s new app, which allows you to adapt the power, support level and pedal sensitivity of the individual support mode. The app will also give you an estimate of the remaining range for each support level. The “Range Cloud” displays a radius on a map that shows how far you’ll get with the remaining range. Unfortunately, the app wasn’t yet available at the time of this test, so we can’t tell you much more about it.

Spec variants and availability of the Trek Fuel EXe 2023

As for now, the new Trek Fuel EXe will be released in six versions, all of which combine a carbon main frame and alloy rocker link. The bikes will be available from trusted Trek retailers from now on and retail between € 6,499 (Fuel EXe 9.5) and € 14,999 (Fuel EXe 9.9 XX1 AXS). Alongside the spec variant, you’ll be able to choose between three paint finishes. Moreover, Trek will soon add the Fuel EXe to their Project One program, allowing you to customise the look of your bike using their online configurator. Needless to say, this option will be charged separately.

Our test bike: the Trek Fuel EXe 9.9 XX1 AXS 2023

For this first ride review, we tested the 18.9 kg Fuel EXe 9.9 XX1 AXS flagship model, which puts a rather big € 14,999 dent into your bank account but already comes equipped with RockShox’s latest suspension components. Trek combine a Lyrik Ultimate fork with Charger 3 damper and Super Deluxe Ultimate shock with lockout lever and hydraulic bottom-out control, which both offer countless adjustment options. Moreover, the Americans throw in a TyreWiz sensor on the wheels and AirWiz sensor on the fork and shock, allowing you to monitor the respective air pressures in real time.

SRAM CODE RSC four-piston brakes ensure powerful and reliable deceleration. The RSC model features tool-free bite point and lever reach adjustments, and employs SRAM’s SwingLink lever, which was designed to minimize deadband. The brakes are paired with 200 mm SRAM HS2 brake rotors, which are meant to improve heat dissipation and thus the overall braking performance.

As the model name suggests, shifting is taken care of by an electronic and fully-wireless SRAM XX1 AXS 12-speed drivetrain, which usually draws its power from a small AXS battery hidden inside the rear derailleur. With the Fuel EXe, however, the rear derailleur is wired straight into the main battery, allowing you to dispense with one of the two AXS batteries and guaranteeing up to 300 gear shifts even once the main battery is drained. However, you still need an AXS battery for the wireless 170 mm RockShox Reverb AXS dropper post. While this can be inserted all the way into the frame, it’s still on the short side for a modern trail bike in size L.

For the rest of the spec, Trek rely almost entirely on their own-brand Bontrager components, including the elegant Bontrager RSL carbon cockpit. Unfortunately, the latter is extremely stiff and features wide 820 mm handlebars, which might be excessive for many riders – and cutting off the bars will make them even stiffer! Trek also rely on carbon for the wheels, employing a Bontrager Line Pro 30 carbon wheelset usually found on Trek’s downcountry models. The wheels are paired with 2.5″ Bontrager SE5 Team Issue tires with thin casing, which requires higher air pressure to prevent costly damage to the expensive carbon rims. Alternatively, you can upgrade the tires for a more robust model with tougher casing, which does more justice to the sporty character and intended use of the bike.

Trek Fuel EXe 9.9 XX1 AXS 2022

Specifications.

Motor TQ HPR 50 50 Nm Battery TQ HPR Battery V01 360 Wh Display TQ 0-LED Fork RockShox Lyrik Ultimate 2023 150 mm Rear Shock RockShox Super Deluxe Ultimate 140 mm Seatpost RockShox Reverb AXS 170 mm Brakes SRAM CODE RSC 200/200 mm Drivetrain SRAM XX1 AXS 1x12 Stem Bontrager RSL Carbon 45 mm Handlebar Bontrager RSL Carbon 820 mm Wheelset Bontrager Line Pro 30 29" Tires Bontrager SE5 Team Issue 2.5"

Technical Data

Size S M L XL Weight 18.9 kg Perm. total weight 136 kg Max. payload (rider/equipment) 117 kg Trailer approval no Kickstand mount no

Specific Features

Toolmount TyreWiz/AirWiz integrated multitool Range extender with 160-Wh

The geometry of the Trek Fuel EXe 2023

The new Trek Fuel EXe will be available in four frame sizes, S to XL. Our test bike in size L combines 482 mm reach with a pleasantly short 435 mm seat tube, ensuring excellent freedom of movement and allowing you to choose the frame size based on your desired reach. A flip chip in the rocker arm allows you to adjust the seat and head angle as well as the reach, bottom bracket height and chainstay length, which is consistent across all sizes and doesn’t grow with the frame size.

Trek deliver the Fuel Exe in the low setting and if you want to run a mullet setup with a smaller 27.5″ wheel at the rear, you’ll have to leave the flip chip in the higher setting. However, changing wheel size will automatically reduce the speed threshold at which the motor stops supporting and unfortunately this can’t be adjusted in the app.

The geometry of the Trek Fuel EXe 2023 in the low setting.

How did the TQ HPR 50 motor fare in our first test?

With the new HPR 50 drive system, TQ’s development team wanted to achieve the most natural riding behaviour possible, thus enabling a ride feeling similar to that of an analogue mountain bike – and they really hit the nail on the head! In fact, the new HPR 50 motor conveys the most natural ride feeling we’ve ever experienced with an electric motor. Even under full load, the TQ HPR 50 emits a faint, pleasant whirring sound that is quickly drowned out by surrounding ambient noises. The motor engages and disengages almost unnoticed, making you feel extremely fit but still requires you to work hard on steep climbs. The TQ HPR 50 is relatively weak compared to most electric motors and has a relatively low torque of 50 Nm, thus requiring you to put in some work yourself. Moreover, the motor provides more support at high pedalling cadences. As a result, it’s less forgiving of wrong gear choices, making it hard to negotiate steep climbs in higher gears, even when riding in the most powerful HIGH mode.

When riding in ECO mode, the Fuel EXe moves at the same pace of a lightweight XC bike and doesn’t feel like a 19 kg trail bike. MID mode takes it up a notch, providing a cheeky gravel/Nino Schurter boost and allowing you to steam past your analogue friends with a smug grin on your face. And what happens when you drain the battery? In that case, the relatively low system weight and minimal motor resistance make it easy to pedal back home without too much effort.

If you’re looking for a natural mountain bike feeling rather than the typical eMTB kick, the new TQ HPR 50 motor system is a great way to get fitter – or at least to pretend to! On our test laps, very few hikers and mountain bikers noticed that we were riding assisted – and the Strava community didn’t either! In a nutshell, the TQ system takes the edge off nasty climbs and alleviates the suffering compared to motorless MTBs but still gives you a good workout, so you can have one or two isotonic drinks without feeling guilty.

What’s the Trek Fuel EXe 9.9 XX1 AXS 2023 capable of on the trail?

On level ground, the pedalling position is comfortable, although the wide 820 mm handlebars result in plenty of pressure on your hands. However, as the gradient rises the pressure eases and the Fuel EXe is still an excellent companion for long rides. On steeper climbs, the rear suspension isn’t the most pedal-neutral out there but doesn’t require a climb switch (partly due to the motor) and always generates sufficient traction, even on technical climbs.

Downhill, you’re nicely integrated with the bike and safely tucked away between its big wheels. This inspires huge amounts of confidence and encourages you to rip your way down into the valley. While the super-wide handlebars pull your upper body over the front, this position suits the bike’s character and ensures sufficient pressure on the front wheel to keep it tracking. The suspension provides a good mix of traction and support, allowing you to play with the trail and throw the bike from one side of the trail to the other without pushing the suspension to the limit. Nevertheless, the stiff cockpit ensures very direct feedback from the trail, requiring good skills and a vigilant riding style. However, when switching from an analogue mountain bike to the Trek Fuel EXe, the additional weight makes you feel as if you’re sitting on a bike with more travel, which can lead to unpleasant surprises in rough trail sections.

Our conclusions about the new Trek Fuel EXe 9.9 XX1 AXS 2023

The Trek Fuel EXe with TQ HPR 50 motor ushers in a new generation of light eMTBs that makes the analogue mountain bike world shake. With its quiet drive and clever motor/display integration, the Trek Fuel EXe 2023 is hardly recognizable as an eMTB. On the trail, the motor is extremely discreet and you’ll only notice it once it’s turned off. All of this makes the Trek a great companion for sporty riders who still want to get a good workout on a ride.

• Tidy display integration and minimalistic remote
• Natural and quiet drive system
• Motor and bike character harmonise well
• Excellent overall package

• Spec with some inconsistencies
• Cables rattle inside the frame

For more info visit the Trek’s website .

Did you enjoy this article? If so, we would be stoked if you decide to support us with a monthly contribution. By becoming a supporter of E-MOUNTAINBIKE, you will help secure a sustainable future for high-quality cycling journalism. Click here to learn more .

Words: Peter Walker Photos: Christoph Bayer / Trek, Peter Walker

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About the author.

Peter Walker

As a technical editor, Peter is as much a man of action as he is of words. This expert, screw-driver-flexing two wheeled-whizz has many envy-inducing characteristics, including a background in motocross, several EWS race plates to his name, and more than 150 recorded days at Whistler Bike Park. However complex the bike and however steep the trail, he’s probably already nailed it, twice. Oh, and he can do it all on skinny tyres too. When it comes to guiding consumers, Peter cut his teeth at Vancouver’s oldest bike shop and now puts pen to paper on the daily translating this know-how into our editorial plan. When not tearing up Stuttgart’s local trails while testing bikes, he loves nothing more than loading up his self-renovated VW T5 and hitting the road. The fact that he’s a trained paramedic gives his colleagues reassurance out on the trails. So far we haven’t had to call him by his alias ‘Sani Peter’, so here’s hoping he keeps it right side up for the rest of his time here!

On Test | Is the Trek Fuel EX 2023 the most forward-thinking trail bike out there?

Huge news in the trail bike world, the brand new 2023 Trek Fuel EX has landed and it looks like an absolute ripper! As we predicted when we tested the electrified Fuel EXe a couple of months ago, Trek is bringing many of the same updates to the non-motorised version. There are some surprises however, with the new Fuel EX adopting some of the innovations shown in the latest Session downhill bike, while also unveiling brand new tech that makes this one of the most versatile Trek mountain bikes we’ve ever seen.

Watch our video review of the Trek Fuel EX 2023 here:

What’s changed with the 2023 Trek Fuel EX?

For 2023 the Trek Fuel EX receives an all-new frame design, and it also sees a 10mm increase in suspension travel. Stock bikes are now equipped with a 150mm travel fork, while the ABP platform delivers 140mm of rear travel.

Most frame sizes will come with 29in wheels, though the two smallest frame sizes will be available with 27.5in wheels. And as with previous models, the Fuel EX will be offered in both alloy and carbon variants.

With the aim of improving overall practicality, some of the features we’ve seen in the past have been eliminated from the new Fuel EX. The Knock Block headset is gone, and so too is the proprietary Thru Shaft shock and custom RE:aktiv damper. You’ll also no longer find a press-fit bottom bracket, with the Fuel EX moving to a more popular threaded BB shell.

Trek has also adopted guided internal cable routing, both on the carbon and alloy frames. The same goes for the integrated downtube storage. And as with the latest Trek Slash , there’s a new two-piece, dual-density, bolt-on armour plate for the downtube.

There’s huge versatility

For sure one of the most exciting aspects of the 2023 Trek Fuel EX is its in-built versatility.

Of course you’ll still find the Mino Link flip chip, which allows you to tweak the angles by 0.5° and the BB height by 8mm.

Adding to that, there’s now a flip chip at the lower shock mount for fine-tuning the suspension’s leverage rate. We first saw this on the Session downhill bike, and the concept is the same here with ‘More’ or ‘Less’ settings. The Fuel EX will come setup from the factory in the Less progressive setting, which delivers a plusher ride quality and is well suited to air shocks. Riders can flip the chip around to increase progressitivity for more support on bigger jump trails, which is also designed to work better with coil shocks. Yes, the new frame is coil shock compatible.

3-way head angle adjustment

Furthermore, you can now tweak the head angle independently on the new Trek Fuel EX.

Stock bikes will come with neutral headset cups, though Trek will also be offering an offset cup that allows you to slacken or steepen the head angle by 1°. The execution is different to the Specialized Stumpjumper EVO , with the Fuel EX utilising press-in headset cups that require a proper tool for removal and installation. Trek states this was done to provide a snug and secure interface, with less chance of the headset developing play or creaking over time.

Unfortunately the Fuel EX won’t come supplied with the offset headset cups. Those will be sold separately, and we understand they won’t be available immediately either. When they are available, owners will be able to set up the head angle to be as slack as 62.9° or as steep as 66°, which is wild!

Oh, it’s mullet compatible too!

As if that wasn’t enough adjustment, the Trek Fuel EX can be setup as a mullet too. If you do decide to fit a 27.5in rear wheel, Trek recommends flipping the Mino Link in the High position, and it also suggests running a 160mm travel fork to help lift the BB height back up to its optimal position.

It’s worth noting that most of the stock Fuel EX models come with a Fox 36 fork, so it’ll be relatively easy to fit a 160mm air shaft to extend the travel without having to buy a whole new fork.

And big geometry updates

Along with the increase in travel, the 2023 Trek Fuel EX has also received a significant overhaul of its geometry.

In its stock configuration, the head angle has been slackened out to 64.5° and the effective seat angle has been steepened to around 77.5°. Reach measurements have grown, with a Medium frame now sitting at 450mm, and a Large at 485mm. All good stuff for a modern trail bike.

Perhaps more exciting however, is the adoption of size-specific rear centre lengths. By manipulating the suspension pivot locations on the front triangle, Trek’s engineers have been able to adjust the rear end length to better maintain weight distribution throughout the size range. On the smaller frames you’ll find a 435mm rear centre length, which grows to 450mm on the largest frame size.

Speaking of frame sizes, it’s worth acknowledging that Trek will be producing no fewer than eight sizes across the Fuel EX lineup. Yes, eight ! The XXL size will only be available in alloy, but it’s still fantastic to see given that most brands only produce 3-4 frame sizes.

Also of note is the move to a fatter 34.9mm seat tube diameter. Along with an increased insertion depth, the Fuel EX is designed to fit modern, longer-stroke dropper posts.

Trek Fuel EX price & specs

In Australia, there will be four models available in the 2023 Trek Fuel EX lineup. Prices will start at $4,999 AUD for the Fuel EX 7, and will top out at $8,999 AUD for the Fuel EX 9.8.

What about that gorgeous Fuel EX 9.9 model shown here? We understand that Trek Australia will be offering these in a limited number available through the Project One custom bike builder, though we’re still waiting to confirm pricing and availability.

If you’re looking for something on the other side of the spectrum, the previous generation Fuel EX 5 will carry over into 2023. This provides a more budget-friendly option at $3,799 AUD, though it does miss out on all of the frame and suspension updates.

Keen to know how the new bike rides? Check out our Trek Fuel EX review to find out how the new bike compares to the outgoing version and some of its biggest competitors.

2023 Trek Fuel EX 9.9 XX1 AXS

• Frame |  OCLV Mountain Carbon Fibre, ABP Suspension Design, 140mm Travel
• Fork | Fox 36, Factory Series, GRIP2 Damper, 44mm Offset, 150mm Travel
• Shock | Fox Float X, Factory Series, 185x55mm
• Wheels | Bontrager Line Pro 30, OCLV Carbon Rims, 29mm Inner Width
• Tyres |  Bontrager SE5 Team Issue 2.5in Front & Rear
• Drivetrain | SRAM XX1 Eagle AXS1×12 w/30T Crankset & 10-52T Cassette
• Brakes | SRAM Code RSC 4-Piston
• Bar |  Bontrager RSL Integrated, OCLV Carbon, 27.5mm Rise, 820mm Width
• Stem |  Bontrager RSL Integrated, OCLV Carbon, 45mm Length
• Seatpost | RockShox Reverb AXS, 34.9mm Diameter, Travel: 100mm (S), 150mm (M-M/L), 170mm (L), 200mm (XL)
• Saddle |  Bontrager Arvada, Austentite Rails
• Claimed Weight | 14.11kg
• RRP |  $TBC

2023 Trek Fuel EX 9.9 XTR

• Drivetrain | Shimano XTR 1×12 w/e*13 TRS Race Carbon 30T Crankset & 10-51T Cassette
• Brakes | Shimano XTR 4-Piston
• Seatpost | Bontrager Line Elite, 34.9mm Diameter, Travel: 100mm (S), 150mm (M-M/L), 170mm (L), 200mm (XL)
• Saddle | Bontrager Arvada Pro, Carbon Rails
• Claimed Weight | 13.7kg

2023 Trek Fuel EX 9.8 XT

• Fork | Fox 36, Performance Series, GRIP Damper, 44mm Offset, 150mm Travel
• Shock | Fox Float X, Performance Series, 185x55mm
• Wheels |  Bontrager Line Elite 30, OCLV Carbon Rims, 29mm Inner Width
• Drivetrain | Shimano XT 1×12 w/30T Crankset & 10-51T Cassette
• Brakes |  Shimano XT 4-Piston
• Claimed Weight | 14.33kg
• RRP |  $8,999 AUD

2023 Trek Fuel EX 9.7

• Fork | Fox Rhythm 36, GRIP Damper, 44mm Offset, 150mm Travel
• Wheels | Bontrager Line Comp 30, Alloy Rims, 29mm Inner Width
• Tyres | Bontrager XR5 Team Issue 2.5in Front & Rear
• Drivetrain | Shimano SLX 1×12 w/30T Deore Crankset & 10-51T Cassette
• Brakes | Shimano Deore 4-Piston
• Bar | Bontrager Line, 27.5mm Rise, 780mm Width
• Stem | Bontrager Elite, 45mm Length
• Seatpost | TranzX Dropper, 34.9mm Diameter, Travel: 100mm (S), 150mm (M-M/L), 170mm (L), 200mm (XL)
• Saddle | Bontrager Arvada, Chromoly Rails
• Claimed Weight | 14.76kg
• RRP |  $6,999 AUD

2023 Trek Fuel EX 8

• Frame | Alpha Platnium Alloy, ABP Suspension Design, 140mm Travel
• Drivetrain | Shimano XT 1×12 w/30T Deore Crankset & 10-51T Cassette
• Claimed Weight | 15.65kg
• RRP |  $5,999 AUD

2023 Trek Fuel EX 7

• Fork | RockShox 35 Gold RL, Motion Control Damper, 44mm Offset, 150mm Travel
• Shock | Fox Float DPS, Performance Series, 185x55mm
• Drivetrain | Shimano Deore 1×12 w/30T Crankset & 10-51T Cassette
• Brakes | Shimano MT420 4-Piston
• Bar | Bontrager Rhythm, 15mm Rise, 750mm Width
• Stem | Bontrager Alloy, 50mm Length
• Saddle | Bontrager Arvada, Steel Rails
• Claimed Weight | 15.97kg
• RRP |  $4,999 AUD

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All-new Trek bikes and gear are here

The best new bikes for your best-ever rides.

This collection of all-new Trek bikes will change the way you experience the road, city, or trail forever. Explore the groundbreaking lineup of all-new 2023 models here, and get ready for a full year of fun!

“Simply put, nothing comes closer to the Fuel EX-e when you paint the picture of the mountain bike experience as a whole.” - Pinkbike

“We’d go as far to say that it’s probably going to be the most significant bike launched this decade.” – Singletrack

“...I was in love with this bike. In fact, I’ve going to declare that this is one of the best mountain bikes - powered or unpowered - I’ve recently ridden.” – Bicycling

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*****(Five Stars) I love everything about it, this bike. Pedals smooth and quiet with no effort. The shifter is easy to user and makes changing gears smooth and seamless. Great bike for the new rider. – Jeff, Greenville, SC

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2023 Trek E-Caliber 9.6 Gen 2 Review

Are you looking for a dependable electric mountain bike that will take you from trails to everyday commuting? The Trek E-Caliber 9.6 Gen 2 is the perfect choice for those who want a fit, lightweight and reliable e-bike.

This top of the line mountain bike brings exciting innovations in power and performance to the market.

It has been designed with specific frame geometries, electronic components and a smart motor system allowing riders to get the most out of every ride.

With its latest version, Trek has taken things up a notch! It features an improved battery system and XC frame geometry to still provide comfort even on technical terrain.

In this review of the Trek E-Caliber 9.6 Gen 2 model, we’ll be taking a deep dive into what makes this electric mountain bike such a great option for those looking for reliability, speed, and control on their rides!

We’ll detail all of the features that make this one of the best e-bikes on the market today.

This is a great electric mountain bike that is perfect for adventurous riders looking for some key features: long-distance range, powerful torque, and a multitude of advanced components like Shimano Deore XT drivetrain & hydraulic disc brakes.

This review provides an in-depth look at the E-Caliber 9.6 Gen 2 so that prospective buyers can make an informed decision when purchasing this innovative eMTB.

Trek’s 2023 E-Caliber 9.6 Gen 2 is a top-tier electric mountain bike with an OCLV Mountain Carbon main frame & stays, advanced Fazua Ride Trail 50 motor, and 1×12 speed Shimano Deore drivetrain.

This bike features cutting edge components and Trek’s upgraded innovative tech to give you an exceptionally lightweight and responsive ride.

Whether you’re taking on steep climbs or descending technical descents, the E-Caliber 9.6 Gen 2 will make any adventure fun and exciting.

– OCLV Mountain Carbon main frame & stays: lightweight construction made for efficient pedalling and precise handling

– Fazua Ride Trail 50 motor: reliable performance with up to 250W power output

– 250Wh Fazua Evation battery: allows long rides while maintaining high energy efficiency

– 1×12 Speed Shimano Deore Drivetrain: 10-51t cassette paired to a 32t chainring mounted to a E*thirteen E*spec crankset allowing for smooth shifting on any terrain

– RockShox 35 Gold RL Fork with 120mm Travel: provides optimal suspension adjustment depending on where you ride

– Trek IsoStrut, Fox Performance rear shock: offers a steady, smooth transition over bumps

– 29”x2.40″ Tubeless Ready Bontrager XR3 Team Issue tires mounted to a Kovee Comp 23 wheelset

– Shimano 4-piston hydraulic disc

-TranzX dropper post

Motor & Battery

The Trek E-Caliber 9.6 Gen 2 is equipped with a mid-motor performance Fazua Ride Trail 50 motor paired with a 250Wh battery.

This gives the rider assistance up to 20 mph when it’s on, and gives zero drag when it’s off over terrain such as sand, gravel, snow, and hills without any difficulty.

Not to mention that this bike offers plenty of power to get you up those steep hills with ease due to its advanced torque technology and no pedal resistance.

Frame & Suspension

The OCLV Mountain Carbon main frame & stays on the E-Caliber 9.6 have been designed specifically for mountain biking – standing out from most eMTBs in terms of being lightweight yet extremely rigid for more confident handling on rocky terrain (total bike weight is around 41lbs).

It also uses an adjustable RockShox 35 Gold RL, DebonAir spring fork which allows you to tweak your tuning options depending on what tracks you’re riding through or how much comfort or control you’re after while all other contact points between rider and bike have been tuned effectively towards this purpose too.

Drivetrain & Brakes

Moving onto the drivetrain; the Trek E-Caliber has opted for a Shimano Deore XT 1×12 speed setup consisting of a 10-51t cassette and 32t front chainring combined with Shimano Deore 12 Speed shifters installed into the Bontrager Rhythm Comp, alloy handlebars which give very precise gear changes.

As for brakes; 180mm Shimano 4-piston hydraulic disc brakes provide extra stopping power both front and rear for an impressive package.

All things considered; there’s really not much else left to say about this eMTB other than that if you’ve made it through reading all about its specs then chances are high that it fits perfectly into your needs/requirements. 

You’ll be getting along with confidence in knowing that top quality engineering went into producing one simply spectacular machine!

Order online and have it shipped to your local dealer for final assembly!!

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Meet the Domane SL 7 and the Domane+ SLR 7

Starting in 2023, we’re adding two new Trek bikes into our fleet: the Trek Domane SL 7 and the Domane+ SLR 7 Electric Road Bike. Learn more about why we think these bikes are going to take you to bigger and better places next year.

Domane SL 7

The new Trek Domane SL 7 raises the bar to deliver incredible endurance road bike comfort without sacrificing performance and features highly responsive disc brakes and electronic shifting. This new bike is lighter than ever before, and carbon wheels come standard on every bike. The road-smoothing IsoSpeed technology lets you ride as long as you want with less fatigue. This sleek bike will be available on select North American and European bike tours starting in 2023 and is included in your trip price. See trip pages for details.

Domane+ SLR 7

With a groundbreaking ratio of ultra-lightweight design and high-speed assist, Domane+ SLR 7 has everything you love in a road bike, with the extra boost to take you farther than ever before. This performance e-road bike will help you fly up challenging climbs, hang with the fast group, and venture further on your cycling vacation. It is a great fit for strong riders who want to tackle most terrain on their own but could use a little help in tough spots. The Domane+ SLR 7 is available as an upgrade starting at $400 on select trips. Pricing is based on trip length.

Three Features We Love: Domane SL 7

1. Updated tube shaping, and a newly integrated cockpit improves aerodynamics making the new Domane SL 7 is the lightest Domane disc ever. 2. New Internal downtube storage is the perfect place to store some gear for a full day of adventure. 3. Bontrager Aeolus Pro 37 TLR Disc Carbon Road Wheels now come standard on the new Domane. With better handling and less vibration, the best ride is built right into the bike.

Three Features We Love: Domane+ SLR 7

1. The Domane+ SLR 7 doesn’t look, sound, fit, or feel like an electric bike. It’s a true road bike experience with a powerful boost yet surprisingly light. 2. This bike has a max assist of up to 28 MPH (15 MPH in Europe), with a 360-watt/hour battery that can take riders around 60-miles in Eco mode. 3. It’s remarkably light – weighing in at just around 27 pounds thanks to a lightweight frame design and compact e-system.

Can’t wait to ride these bikes? Check out our brand new trips and experience the cycling vacation of a lifetime with the best bikes in the business.

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The best electric bikes of 2024

Our picks for the best electric bikes for riders of all types and budgets, based on dozens of reviews and tests.

• The best for most people
• Best budget ebike

Best fat tire ebike

• Best for commuters
• Best electric dirt bike

Best under $1,000

Best cargo ebike, best folding ebike, best front-storage cargo bike, best for long distances, ebike specs compared, also tested.

• What to look for
• How we test

The best electric bike for most people

It's not the flashiest, but we think the RadCity 5 Plus will more than fit the needs of most riders. It's comfortable, offers plenty of power, and comes with lights, fenders, and a rear rack for your gear. Plus, RadPower makes a lot of accessories that let you easily customize the bike.

In our tests, we found the RadCity 5 Plus to be responsive and powerful enough to get us up and down hills easily, and do so in comfort. It is a bit heavy at 64 pounds, but that should only be an issue if you try to go farther than it's 55-mile range.

Read more below

For those who don't want to spend too much on an ebike, the Ride1Up Turris offers just about everything you could want, with few compromises. 

If you're looking for an ebike that can go anywhere, look no further. This bike is responsive, stable in all conditions, including snow, has both lights and turn signals, and even comes with fenders.

This affordable ebike has a neat feature: Its handlebars can turn sideways, so it'll take up less room when you have to store it in a hallway or some other cramped space. It's also fairly light, has a great range, and has a built-in rear rack.

This BMX-style fat tire bike delivers some great thrills on trails and dirt paths. It has a powerful motor to get you around, but no suspension.

This lightweight ebike lacks some niceties you'll find on more expensive rides — you'll have to provide your own lights and fenders — but it delivers a zippy ride around town at a great price.

Read more below .

A truly versatile ebike that can be configured with dozens of accessories. It's also compact, powerful, very comfortable to ride, and one of the most affordable cargo bikes around.

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This futuristic-looking ebike is made from carbon fiber, which keeps its weight to just 36 pounds. It has a speedy electronic shifter, responsive and powerful motor, and a great range for something this small. It ain't cheap, though.

When you need to haul really big loads, the Supercargo CL is your best bet. It has a ton of space, yet is very stable and even fun to ride.

With dual batteries, this bike has the endurance to get you wherever you need to go. And, it's often on sale for a very reasonable price.

The best electric bikes are an ideal choice if you want to cut down on the time you spend in the car. From quick daily commutes to short trips into town, these bikes can help you get up to speed and climb slopes with relative ease. 

But it can be hard to tell how they really perform until you take a ride. That's why we put the best electric bikes to the test, to help you find the right ebike for your needs, whether you want to head into the office or take a leisurely ride. 

After hours on the road, we felt that the Rad Power RadCity 5 Plus is the best electric bike overall, as it was comfortable, has three levels of powered assistance and the battery lasts 50 miles, so it should easily see you through most trips. 

Fortunately, that's not your only option. If you're after a different design, increased range, or alternative features, we've rounded up the best electric bikes you can buy right now. Or, if you're after an option that won't break the bank, consider the best budget electric bikes instead.

The best electric bikes you can buy today

Why you can trust Tom's Guide Our writers and editors spend hours analyzing and reviewing products, services, and apps to help find what's best for you. Find out more about how we test, analyze, and rate.

best electric bike

1. Rad Power RadCity 5 Plus

Our expert review:

Specifications

Reasons to buy, reasons to avoid.

For the vast majority of riders, the Rad Power RadCity 5 Plus will be the best electric bike. It has a comfortable design, plenty of power, and a multitude of mounting points for things such as baskets and child seats. Plus, it comes with a rear rack and mudguards. Its 7-speed shifter, combined with three levels of pedal assistance and a twist throttle is more than enough to get you up even the steepest of hills.

Rad Power says that the RadCity5 should get upwards of 50+ miles on a charge; in our testing, it came fairly close — about 40 miles. 

We really enjoyed pedaling around on this bike, which is offered in both step-through and step-over models. Its battery, while not fully integrated into the downtube, provides plenty of range, and can also be used to charge your phone (with the right adapter). The one caveat is that this bike weighs a hefty 64 pounds, so you're not going to want to lug it up stairs.

At a starting price of $1,999, it's reasonably affordable, but you should check out our Rad Power Bikes promo codes for the latest discounts. 

Read our full Rad Power RadCity 5 Plus review .

Best affordable ebike

2. Ride1Up Turris

While there are plenty of great electric bikes that cost more than $2,000, the Ride1Up Turris shows that you can get a lot of value from an ebike that costs much less. During our testing, we found the Turris' 750W motor to be more than powerful enough for most situations. We were equally impressed with how quickly it responded when we started pedaling, as many budget ebikes exhibit a slight delay in these situations. (There was a slight lag when using just the throttle, though).

Other standout features include its mechanical disc brakes, easy-to-read digital display, and bright 60 Lux headlight. Included front and rear fenders helped keep our clothes clean on wet days, and its wide, 27.5 x 2.4-inch tires made for a comfortable ride — so much so that we thought that the front suspension felt a bit extraneous. 

There's no taillight, so you'll want to check out our picks for the best bike lights , and unlike some pricier ebikes, you'll have to assemble a few pieces of the bike yourself, including the handlebars, front wheel, and pedals. We also had to make a few adjustments to the fenders, which might mean a trip to your local bike shop. 

But for those who want an affordable electric bike to get around town, the Turris should be at the top of your list. 

Read our full Ride1Up Turris review .

3. Aventon Aventure.2

If you're looking for a fat-tire electric bike that's less than $2,000, the Aventon Aventure.2 is hard to beat. It's as good off-road as it is on pavement, has a beefy battery and a clear color display, as well as fenders that'll save your clothes from getting too muddy. Other niceties include a brake-activated rear light and turn signals.

The Aventure.2 has both pedal-assist and throttle modes, and the battery and wires are neatly integrated into the frame. What's more, the battery can be removed for charging. The battery lasted nearly the advertised 60 miles on a charge, but, as with other ebikes, we drained it much faster when we relied on the throttle.

While not as capable as a dedicated mountain bike, the Aventure.2 was able to get us up and over hilly terrain, and its torque sensor was quick to translate our pedaling into power. 

Our only real critiques were the bike's 77-pound weight and its front suspension fork, which felt unnecessary. Otherwise, it's an excellent bike for the price.

Read our full Aventon Aventure.2 review .

best for commuters

4. Charge Bikes City

If you plan on commuting to work, Charge Bikes City may well be the best ebike for you. Not only does it come with features like full-fenders to keep the mud off and a rear rack for a pack or bag, but it does everything well for a very reasonable price. The Charge City has a five level power assist, as well as a full-power throttle button, should the need or hill arise. 

The biggest reason why we think this bike is best for commuters is that its handle bars fold flat, so you can more easily store it in an apartment or a cubicle at work. It comes with all the necessary bells and whistles a commuter is going to want, including the bell (actually a superior and very loud electronic horn). The bike is available in both step-over and step through, and in a few color options, too.

The City's electric assist is so smooth you'll think you're doing all the work yourself. At night, the bike's lights sufficiently lit up the road and the throttle helped us zip around potential trouble when we felt out of gas. Its advertised range of 50 miles held up, too; we found we only had to recharge the bike every three days using it on our regular commute.

Founded by folks from biking icon Cannondale, Charge's sui generis feature is that even newbies can assemble the bike right out of the box in 10 minutes or less. All you basically have to do is put the front wheel on. 

Read our full Charge Bikes City review

Best BMX-style bike

5. Juiced Ripracer

The Juiced Ripracer is a lot of fun, and costs a lot less than you might think. It's one of the more affordable offroad ebikes we've tested, and it can go just about anywhere. This fat-tire bike has 20-inch wheels and a 40.3-inch wheelbase that's meant for trails and other unpaved surfaces. However, its lack of shock absorbers, like most e-mountain bikes, means you're in for a rougher ride. 

Its 750W motor delivered some real get-up-and-go, and, thanks to its low-end torque, was great for charging up hills. In one concession to its price, the Ripracer has a cadence, rather than a torque sensor, so you have to rotate the pedals a couple of time before the assist kicks in. As it's a BMX-style bike, the Ripracer is a lot smaller than other mountain e-bikes, which also makes it easier to maneuver around tight spaces. 

Read our full Juiced Ripracer review .

6. Ride1Up Roadster V2

At first glance, the Ride1Up Roadster V2 It looks like a regular, non-motorized commuter bike — the better to blend in with traditional rides — but concealed inside is a battery capable of up to 30 miles of range. 

The Roadster V2 is also one of the lightest ebikes we tested — it weighs just 33 pounds, so carrying it around shouldn't be a problem — and although there's no step-through model, Ride1Up offers it in two sizes to accommodate riders of nearly all heights. 

The Roadster V2 was fast and fun on flat and rolling terrain, and its belt drive made for a very quiet ride. However, this is a single-speed model, so it's a bit hard to get moving on hills. 

There are a few concessions to get to this price: The Roadster V2 doesn't have lights of any kind, nor does it have fenders, and it uses rim, rather than disc brakes. We also found its display to be on the small side. Still, if you can live with those compromises, you'll enjoy the Roadster V2.

Read our full Ride1Up Roadster V2 review .

7. RadPower RadRunner 3 Plus

How's this for an endorsement? Our reviewer loved this bike so much that he decided to buy one for himself. 

While it can't haul as heavy loads as some other larger (and much more expensive) cargo bikes, the RadPower RadRunner 3 Plus is more than capable of carrying you, your kids, and plenty of groceries wherever you need to go. We loved its responsive 750W motor, its comfortable ride, and its low center of gravity, thanks to its 3.3-inch thick, 20-inch tires.

However, we found it to be fairly heavy, tipping the scales at 75 pounds, so you're not going to want to try pedal it without any power assist. But we found its advertised 45-mile range to be pretty accurate, so long as we didn't go too heavy on the throttle.

Aside from its performance, what made the RadRunner 3 Plus stand out so much to us was its versatility: You can outfit the bike with any number of combinations of racks, seats, bags, and other accessories to truly customize it for your needs. And, its relatively low price for a cargo bike makes it a real bargain for those looking to replace their car with an electric bike.

Read our full RadPower RadRunner 3 Plus review .

8. Gocycle G4i+

The Gocycle G4i+ looks like something a supercar designer would build, which isn't surprising given that it was conceived by former McLaren sports car engineer Richard Thorpe. Not only is this bike's unique wheels-on-one-side and tapered body eye-catching, but we were able to fold it up in less than a minute into a size small enough to get us on and off a train, and past our security and into our office elevator. At 36 pounds, it's one of the lightest folding electric bikes out there, too. 

Despite that, this bike was a real pleasure to ride. Its electric shifter responded near instantly, as did the pedal assist and throttle. However, while the G4i+ has daytime running lights, you'll have to pay extra for a legit headlight, as well as mudguards. Also, the G4i+ has a great smartphone app, but one of the flimsiest methods of holding your phone on the bike itself — a cheap solution for a bike that costs $7,000. 

If you're looking for something slightly more affordable, GoCycle also sells the G4i ($5,999) and the G4 ($4,799). A 2022 version of the G4 has an injection molded composite mid-frame. Still too much for your wallet? Then you should check out the Brompton Electric C-Line Explore , which starts around $3,000. 

Read our full GoCycle G4i+ review .

9. Yuba Supercargo CL

The Yuba Supercargo CL can haul an astounding 500 pounds, making it one of the heftiest electric cargo bikes in its class. Yet, it offers a surprisingly stable ride, thanks to its low center of gravity. Its cargo area is very customizable, letting you convert it from a place to carry groceries to a space to tote your tots to soccer practice.  

Magna hydraulic brakes and a Bosch mid-drive motor were very responsive, though the relatively small 20-inch tires and lack of suspension did make bumps feel a bit jarring. The Supercargo CL starts at around $6,000, but is incredibly customizable; you can select from a range of accessories to adapt the cargo area to suit your needs. 

If you're looking for a cargo bike that can haul more than the Rad Power RadRunner 3 Plus, this is the model to consider.

Read our full Yuba Supercargo CL review .

10. NIU BQi-C3 Pro

There's nothing worse when running out of power when riding your electric bike, especially if you're miles from home — and at the bottom of a hill. With its dual batteries, the NIU BQi-C3 Pro is the best electric bike for those who have range anxiety, as it can give you up to 90 miles of range before you need to recharge. And, that's no boast — based on our testing, we found that 90-mile estimate to be pretty accurate, too. 

But range isn't the only thing we liked about the BQi-C3 Pro: It has mechanical disc brakes, front and rear lights, and a rear rack so you can carry things wherever you plan to go. A carbon belt drive is another nice-to-have feature, as it's quiet and easier to maintain than a traditional metal chain. Its step-through design also makes the bike easy to use for riders of all sizes; we tried it with both a 5' 11" rider and a 5' 3" rider, and both found it comfortable. 

Our only real complaint with the BQi-C3 Pro is that at 70.5 pounds, it's one of the heaviest electric bikes we've tested that's not a cargo bike, so this is not a model to buy if you have to go up any stairs. Still, the bike's 500W motor was more than powerful enough to get its bulk moving with ease. 

The bike's regular price is $2,199, but we've seen it on sale during the holidays for as low as $1,299, so wait for a sale to pick it up.

Read our full NIU BQi-C3 Pro review .

We're continually reviewing and testing ebikes so that we can recommend the best electric bikes for a range of situations. However, these are some that don't quite make the cut that are still great options if you're after more choice. 

Ride1Up LMT'd V2: from $1,445 at Ride1Up Like the Ride1Up Roadster, the LMT'd V2 takes a no-frills approach to the commuter ebike. We enjoyed riding it, but think that the Charge Bikes City is still the better option for commuters, even if it is $200 more. 

Read our full Ride1Up LMT'd V2 review

Orbea Diem: from $4,599 at Orbea The Diem is another city-focused commuter bike, designed to help you navigate busy urban roads. We enjoyed our rides, but felt the handlebars were too wide to navigate tight traffic or narrow lines without hitting other vehicles.

Read our full Orbea Diem review

What to look for when buying an electric bike

Pedal-assist or throttle? All electric bikes have what's called pedal-assist; you start pedaling, and the bike's motor kicks in to make your ride a little easier. But you need to put in at least some work: you won't go anywhere unless you pedal. Most electric bikes will also let you set the level of assistance, so you can decide how hard you want to pedal.

However, some electric bikes will also have a throttle. Press a button or push a lever, and the bike will do all the work for you — no pedaling needed! Using a throttle will quickly eat up the battery life on the bike, so you'll get far less of a range if you don't want to pedal at all.

Motor type Less expensive electric bikes traditionally use a rear hub motor. Mid-drive motors located in the center pedal crank shaft tend to be more expensive but offer better overall balance and smoother shifting. 

Motors are also rated based on their power, measured in Watts. Typically, the least powerful motor will be 250 Watts, but unless you're a very large person or planning to go up really steep hills, the motor size shouldn’t be a major determining factor for your purchase. More important,  there is no industry standard for measuring Watts (is it continuous or peak and if peak, for how long?). So in general, a motor’s Watt rating isn’t a reliable indication of power.

Battery size Consider where you live. If you're in San Francisco you're going to want more help than if you're cruising around Austin. Watt hours (Wh) is the most important figure for comparison—it takes into account battery output and battery life to give you a better sense of available power. Higher Wh translates into more range. 

Many electric bike makers will also include an estimated range (usually about 40 miles) that you can get off a single charge. You should take this figure with a large grain of salt, as that number is usually determined under ideal circumstances: A fairly lightweight person riding on flat terrain with no wind, and at the perfect ambient temperature for the battery. Range is also dependent on the level of power assist being used, whether full-throttle has been applied and for how long, and your average speed. As they say, your mileage may vary.

Removable or built-in battery? Most bike batteries will handle rides of about 40 miles and need to be plugged in for at least a couple of hours to get to 80 percent of capacity. So if you have a more demanding commute, consider a model that lets you swap out the battery rather than a bike with an integrated battery. 

Also, if you live in a place where you can't bring your bike inside or get close to a wall outlet (such as if you live in a walk-up apartment), definitely look for a bike with a removable battery. It will make your life a lot easier.

Step-over or Step-through? Many electric bike makers will offer their bikes in two configurations: Step-over (which has a top bar that runs parallel to the ground) and Step-through (the bar is angled downwards). Once upon a time, step-through models were traditionally thought of as women's bikes, but that perception is changing. It's generally easier to get on and off a step-through bike, as you don't have to lift your leg over a bar. 

Safety features If you're planning to ride your electric bike in traffic or in low-light conditions (such as dawn and dusk), it's worth looking for an electric bike with built-in head and taillights. While increasingly common, it's not a standard feature on all models. 

How we test electric bikes

To help you find the best electric bike for your needs, we put each model through its paces across long rides, commutes, and leisurely cycles. Most of the time, we ride the ebikes on roads, but will occasionally handle rougher terrain if the bike is designed to withstand these conditions. 

But before taking them outside, many electric bikes need assembly, so we put them together, follow the instructions, and assess how practical and easy it is to do. Then, we take them for an initial ride, looking at the responsiveness of the motor, power delivery lag times, and the general comfort of the bike. 

Then we try them out in a range of conditions (bright, rainy, windy, at night) to see how they handle different weathers, and if the built-in lights are powerful enough to let you see oncoming obstacles. And, alongside this, we test other safety features like bells and horns. 

Many of these tests apply to regular bicycles, but one of the most important factors for any ebike is the range. We put the manufacturer's estimates to the test, to make sure that you don't get caught out with a flat battery half-way through your ride or while at the office, and the ease and speed or recharging. 

Since most electric bikes come with an app to monitor the battery capacity and adjust several settings, including some locking or safety features, we also download the app and evaluate its ease of use, reliability, and the usefulness of its features. 

What are the different types of electric bike?

Generally speaking, electric bikes fall into the same categories as non-electric bikes. Here's a quick summary of some of the kinds of electric bikes you'll find.

Road bike: These are meant solely for riding on roads, and are designed for speed. They will have thinner tires and curved handlebars, so that the rider will be crouched forward. Higher-end models may also be made out of carbon fiber, so as to make the bike as light as possible.

Mountain bike : Designed for off-road use, mountain bikes will have thick, knobby tires, full suspension, and a burlier frame to better absorb bumps and jumps. 

Fat tire bikes : Similar to mountain bikes, fat tire bikes are meant to be ridden off-road, usually on very soft ground, such as mud, sand, and snow. As their name suggests, these bikes have very wide tires — as much as four inches — which helps keep a grip on unsteadier terrain.

City/Commuter bike: Made for urban dwellers who need to get around town, a commuter bike will have tires that are somewhere in between a road and a mountain bike. Generally, the bikes will be configured so that the rider's back is vertical when seated, which gives them a better view of their surroundings.

Cargo bike: These bikes are made for carrying heavy loads, and will have a cargo area either in the front or rear of the bike. Because of the payload area, these bikes often tend to me much longer and heavier — and more expensive — than a typical bike.  

What is a good speed for an electric bike?

In the U.S., electric bikes are limited to 20 miles per hour; that is, they can only provide you with power — either through pedal-assist or with a throttle — until the bike hits 20mph. While you can easily go faster than 20mph on an electric bike, the rest of that power will have to be provided by you — or gravity. 

How much does an electric bike cost?

Electric bikes range widely in price. Some of the best budget electric bikes start at around $1,000; you can certainly find models for less, but quality will be less too. 

The bulk of electric bikes cost anywhere from $1,500 to around $2,500, and there are hundreds of models in this price range.  

Higher-end and specialized electric bikes — such as cargo bikes — will cost upwards of $3,000, and can easily reach $6,000 to $8,000, which is a sizable investment. 

What are the regulations for ebikes?

There has been a lot of confusion about ebikes (pedal assist versus throttle bikes) and where you can legally ride them. Some municipalities have banned ebikes from bicycle paths, for example. 

Many places classify ebikes depending on whether they can go full throttle and have a maximum speed of 20 or 28 mph. There are three official classifications:

Class 1 : Ebikes that only assist while you pedal, with a top speed of 20 mph.

Class 2 : Ebikes with a throttle that don't require you to pedal but have a top speed of 20 mph.

Class 3 : Ebikes that only assist while you pedal, with a top speed of 28 mph.

So check your local regulations before you buy. And always wear a helmet.

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Michael A. Prospero is the U.S. Editor-in-Chief for Tom’s Guide. He oversees all evergreen content and oversees the Homes, Smart Home, and Fitness/Wearables categories for the site. In his spare time, he also tests out the latest drones, electric scooters, and smart home gadgets, such as video doorbells. Before his tenure at Tom's Guide, he was the Reviews Editor for Laptop Magazine, a reporter at Fast Company, the Times of Trenton, and, many eons back, an intern at George magazine. He received his undergraduate degree from Boston College, where he worked on the campus newspaper The Heights, and then attended the Columbia University school of Journalism. When he’s not testing out the latest running watch, electric scooter, or skiing or training for a marathon, he’s probably using the latest sous vide machine, smoker, or pizza oven, to the delight — or chagrin — of his family.

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• Marc-G Hello, I noticed a couple of errors in the article around pricing on a couple of the bikes. Regarding the Gazelle Medeo T9 classic, your article list a starting price of $1999 but clicking the link takes you to their site where the least expensive model is $2499 and no model called Medeo T9 Classic is available nor can such a model be found with search. The second model is the VanMoof S3 which is listed in the article with a starting price of $1999 but going to the site shows a price of $2299. As someone trying to persuade his wife that an ebike would be a worthwhile purchase for me, I’d be grateful if you would clarify these discrepancies. One last thing. On the article itself, it says it was published 21 hours ago when it was actually published on July 21. I’m going to assume some aspect of it was updated but I can’t spot any changes to it and would appreciate it if whatever was updated could be noted somewhere. Many thanks for the article. Pricing confusion aside, it’s been quite helpful for me. Reply
• Marc-G Thanks for the reply. Just went back to the top of this page and realized that it said 2020. However, if that’s the case, why is it made to look like a recent article? Does that mean all the authors did was change the title from best of 2020 to best of 2021? That seems kind of disingenuous to me. Reply
• mprospero Hi Marc - We've recently updated the pricing for all the models. We've also added new ones to this list as we've reviewed them. Reply
• GFujioka You do your readers a disservice and reveal your partiality by not listing the 64,5 lb weight of your number one bike. Cheers. Reply
• gtilford One factor that seems to be missing from virtually every review-support. I have some friends who could not get parts for their ebikes for 6+months, and they were only 1 year old. I've had problems getting parts with a highly recommended brand. The bike is well made, it performs well, but parts are nearly unobtainable. If I knew then when I know now about parts availability I wouild not have purchased the brand. Reply
• View All 5 Comments

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How to Buy an Electric Bike

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Love them or hate them, electric bikes are here to stay. Between 2019 and 2023, electric bikes represented 63 percent of the growth in dollar sales of all bicycles. Translated to actual numbers, the US ebike market was valued at $1.98 billion in 2022 . It’s expected to grow by 15.6 percent from 2023 to 2030.

Some electric bike customers haven’t been on two wheels since they rode a Schwinn Stingray with a banana seat; others are lifelong cyclists who want a little extra oomph to flatten the hills. Still others are urban commuters, and then there are the enduro and downhill mountain bikers looking for a faster way to lap big terrain. There’s an ebike for every need. But there are also many factors to consider before making the big purchase, which can cost anywhere between roughly $1,500 and $15,000.

We tapped two experts: Cory Oseland, manager at The Ski Hut , a premier Midwest bike and ski shop, and Kevin Lau, a sales specialist at REI . “There are some very firm commandments to buying an ebike,” says Oseland, who at last count had 28 bikes in his own garage and has been selling electric versions for the past 14 years.

What Is an Ebike?

Where are you going to ride, how much do you want to spend, can you lift an ebike, how far are you planning to ride, how are you going to charge and store the battery, can you fix it.

There are three classifications of bikes with an electric motor. Class 1 ebikes are pedal-assist only, with no throttle. They have a maximum assisted speed of 20 mph. At 20 mph, the motor will cut out and the cyclist will have to pedal the bike to reactivate it. Class 2 ebikes have a maximum speed of 20 mph, but are throttle-assisted. The cyclist doesn’t have to pedal the bike to activate the motor. Class 3 ebikes are pedal-assist only and have a maximum assisted speed of 28 mph, making them illegal to ride on dirt trails or bike paths.

For the purposes of this story, our experts are mostly referring to Class I ebikes. Class I ebikes have two kinds of motors: hub-based or mid-drive (what others might call crank-based). There are advantages and disadvantages to each. A crank-based motor is integrated into the bike’s frame, making it more expensive to design. But it also feels more natural to ride, like an acoustic bike.

Hub-based motors, which are laced into the rear wheel, are generally less expensive because bike manufacturers do not have to engineer the frame around the motor. They are also generally less powerful on hilly terrain and can wear out more quickly. On the flipside, they are also easier to replace.

Like acoustic bikes, ebike components can range from entry-level to very high-end. One important question to ask—especially when buying an e-mountain bike—is whether all the mechanical components (what a cyclist might call a groupset) are specific to the ebike. For example, brake pads or a derailleur designed for an acoustic bike may not be strong enough to handle the increased weight and power of an ebike.

All ebikes have a computer, which normally sits on the handlebars. A few factors to consider here are: Is the digital display large enough to read while riding? Are the buttons that operate the levels of assistance easy to use or can they accidentally be pushed, which can lead to jerky, unexpected, and potentially dangerous transitions? Can the battery be taken off the bike for ease of charging and optimal storage? How well-covered is the charging portal, or will dust, mud, and rain grind away at the insides?

Now that we have the basics squared away, here’s what the experts ask customers in search of their perfect electric bike.

When a customer comes through the door looking for an ebike, Oseland’s first question is: “What do you want to accomplish with this purchase?” Are they a commuter? A first-time cyclist? How far of a range do they need to cover on their bike? What kind of terrain will they mostly ride?

For example, if you are going to be riding mostly on city streets on your way to work, then a simple commuter like REI’s CTY ( 7/10, WIRED Recommends ) will be adequate for your needs. It has a comfortable, sit-up frame with commuter essentials like a kickstand and a bell, and REI will even assemble it for you. On the other hand, if you are covering technical singletrack or big-mountain terrain, then you might want to consider an e-mountain bike with bigger wheels and suspension, like the Cannondale Moterra SL 2.

Lau’s first three questions are similar, but he also asks if the bike is intended to be a car replacement. If that's the case, then we have a whole selection of electric cargo bikes that can handle all your hauling needs.

Both Oseland and Lau quickly find out how much a customer wants to spend. “A lot of customers are shell-shocked at the cost, especially if they haven’t bought a new bike in a long time,” says Oseland. Knowing a customer’s budget can weed out many higher-priced options.

“Besides price, most buyers ask me what makes one bike so much more expensive than another bike,” says Kevin Lau. “My typical answer is the type of drive/motor system and the components on the bike.” High-end bikes are vehicles, the same as high-end cars and motorcycles. They have more expensive components, with lighter, more durable materials, made with tighter tolerances and more precise machining.

$2,000 is about what we'd expect to spend on a durable, high-quality electric bike. However, if you don’t want to spend that much just to see if you can fit an electric bike into your lifestyle, we do have a selection of electric bikes for under $2,000 .

If you’ve never ridden an ebike, it’s important to know that some ebikes are really heavy, like upwards of 50 pounds. “I’ve had so many people walk through the door who spend $3,000 or $4,000 for an e-bike and they aren’t strong enough to walk it up their apartment stairs or maneuver it around their garage,” says Oseland.

“For some customers, lifting the bike into a car or on a car rack may be a factor,” adds Lau. “Some bike racks aren’t strong enough to hold an e-bike.” Before Oseland will sell a customer an e-bike, he makes sure that they have a way to safely transport it. “If you have to lay your bike down in the car, you can wreck it.” With that said, electric bikes can be a safer way for many people with limited mobility to get around, and older riders can see enormous benefits from more exercise. We have selections for electric bikes for elderly riders here.

The next major priority is addressing customer’s “range anxiety.” Range anxiety is the fear that the bike will run out of battery before the ride is over. Every bike has a stated range, but there are many factors that can increase or decrease it, says Lau, including the terrain, the air temperature, the rider’s weight, the smoothness of the tires, how much assistance the rider uses (most ebikes have at least three levels of assistance), and how large the battery is. When all these factors are considered, a typical ebike range can be anywhere from approximately 30 to 65 miles, Lau says.

Bosch, a premier ebike systems manufacturer, has an online ebike range calculator . Before any ride, cyclists can enter their weight, cadence, average speed, mileage, terrain, wind speed, and other factors to find out a near-exact approximation of how long their Bosch battery will last. Many electric bikes also have the option to add a double battery. This will double your range, but also increase the bike’s weight.

In 2023, ebike battery fires resulted in 268 incidents, causing 150 injuries and 18 deaths, in New York City. In the early days of ebike manufacturing, many batteries were made overseas and the US did not have strict UL certification requirements. (UL certification is considered the safety gold standard; a third-party organization has independently verified that the battery meets local and federal safety standards.)

Most ebike brands and component manufacturers now acquire UL certification, but Lau notes that it’s essential to use only the charging equipment that comes with your ebike and to follow the manufacturer’s instructions on how to properly charge it.

Battery storage is also a concern, especially if it cannot be taken off the bike. “Cold, heat, and saltwater can kill a battery,” says Oseland, adding that the heat of a Phoenix summer or the cold of a Minnesota winter can be equally damaging to battery life—in particular, anything below 40 or above 100 degrees Fahrenheit. “If you don’t use the battery for a very long time, it’s a good idea to keep a half-charge and every month or so discharge the battery,” says Oseland. Also, batteries should be stored in a dry place in moderate temperatures—that is, around 60 degrees Fahrenheit off the charger.

Over the past few years, a lot of manufacturers have picked up a direct-to-consumer (DTC) sales model, where you can buy a bike directly from the website, or a hybrid in which you can buy online and then pick up in the store, like REI.

If your local shop is far away, a direct-to-consumer bike manufacturer may be your only option. Companies like Lectric and Rad Power Bikes both offer door-to-door delivery and mobile repair units. But it’s important to remember that ebikes have more moving parts than acoustic bikes, which means more things can go wrong. If you want your ebike to last, Oseland notes the single most important question is: “How good is your local shop?”

Companies like Trek and Specialized often work with their own partnered retailers, so that will be another factor to consider in your purchase. “Some ebikes use nonstandard bike parts like wheels and tires that are difficult for many bike shops to repair or to find replacement parts [for],” adds Lau. “Customers should take this into consideration: Can your local shop repair the bike you buy?”

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Bike Finder

Results have arrived, the best-selling bikes of 2023.

The 2023 stats are in! Here's a look at the best-selling bicycles including road bikes, mountain bikes, and gravel bikes from TPC's massive inventory of used bikes.

Written by: Bruce Lin

Published on: Dec 11, 2023

Posted in: Features

The last couple of weeks have been pure panic here at TPC as our team rushed to fulfill the landslide of holiday orders. This is always one of our busiest months, and I usually wait until the dust settles before digging into our sales data for the year, but I'm going on vacation after Christmas so I decided to do it a bit early this year! It's time to unpack our bike sales trends for 2023. 

Do more people buy road or mountain bikes? How much does the average TPC shopper spend on a bike? What bike models have left the competition in the dust? If you're new here, TPC has the world's biggest bike selection, so our sales data is always a treasure trove of insights. I'll reveal our best-selling brands and models, so guess the winners now if you can! 

[button] Shop All Bikes [/button]

What Was the Most Popular Bike Discipline of 2023?

I think one big reason for this shift is the consistent growth of the gravel bike category, which rose by a couple of percentage points this year, and the massive growth in the E-Bike category. “E-Bike Road” doubled this year.  Still, “regular” road bikes makeup over a quarter of our bike sales, and that’s not likely to change anytime soon. The TT/tri category has held steady at 4.2%. 

Average Selling Price and the Most Expensive Bike

• Average Bike Purchase: $3,423
• Most Expensive Bike Sold: $13,249

The average selling price for all bikes sold so far in 2023 was $3,423 . This includes both new and Certified Pre-Owned bikes. This is about what I expect, as this number often sits in the $3,000-4,000 range. 

My opinion is that bikes in this price range are ideal for the vast majority of dedicated or experienced cyclists . They generally don’t need much in terms of upgrades. When compared to high-end ($5,000+) bikes, they often don’t give up much in terms of performance. Plus, you don’t need to freak out as much about scratching the paint. 

Of course, a $3,000 bike isn’t exactly “affordable,” especially for beginners and budget-conscious riders . At the time of writing this, we have a total of 286 bikes under $3,000 available, which likely won’t make hardcore bargain hunters too excited, but I do see some appealing bikes in there that I’d jump on if I were in the market. 

[product-block handle="7470010532032-specialized-s-works-tarmac-sl7-shimano-dura-ace-di2-road-bike-2023-54cm"/]

As for the other end of the spectrum, the most expensive bikes we sold were these brand-new 2023 Specialized S-Works Tarmac SL7s which sold for $13,249 . These came straight from Specialized, and we’re not even allowed to ship them — they have to be picked up in-store. 

I thought there was no way we’d move any of these bikes but we did. I’ve worked in the bike industry for nearly 10 years and it still blows my mind that there are people who will just walk into a store and pay this much for a bike. It’s worth more than all four of my bikes combined . Maybe I need to start reading r/wallstreetbets or become a cryptobro or something…

The Top-Selling Bike Brands of 2023

No surprises here. All the big brands are represented. Though it's interesting that Orbea has passed Giant and Cannondale. This old Spanish brand  is gaining a pretty solid foothold here in the states. I've personally been seeing a lot more Orbeas out in the wild!

Top Road Brands

Trek just narrowly beat out Specialized in road bike sales. There are still two weeks left in the year, and it’s close enough that it could change (I’ll tweak this list if it does). Cervelo has jumped up a couple of places. I have to assume that it’s the Jumbo-Visma effect after winning two consecutive Tours de France .

Top MTB Brands

This one wasn’t even close. Specialized sold nearly double the number of mountain bikes as any of the next three brands. Santa Cruz and Yeti are much smaller, but are always able to hang in the top 5 since they’re the two most popular "core" MTB brands, although Yeti came very close to getting knocked out of the top 5 by Rocky Mountain. 

Top Gravel/CX Brands

The big surprise here is Bombtrack. How many of you have heard of Bombtrack ? This little German brand is great at making tough and affordable bikes, and their steel and aluminum gravel/adventure bikes seem to strike the right chord with our buyers. A couple of its bikes can currently be had for under $1,500, which is RAD. 

Top TT/Tri Brands

TT/Tri is the one category at TPC where the big brands can never get a stranglehold on the top 5. Cervelo and Quintana Roo are far and away the most popular. Then Felt is solidly ahead of Canyon in 3rd. Specialized and Trek just squeak in, tied for 5th, and barely beating out Argon 18 and Ventum. Triathletes are definitely willing to branch out and try different things! 

Best-Selling Road Bikes of 2023

[product-block handle="7589053235392-trek-domane-slr-6-project-one-road-bike-2022-56cm"/]

These are the same five bikes that topped our bestseller list last year. The ever-popular Trek Domane is still number one, but the rest of the top 5 have shuffled around a bit. Also, the Trek Domane was our overall best-selling bike model of 2023 ! It’s super comfortable thanks to the IsoSpeed Decoupler, and 2020+ models have massive 38mm tire clearance (that’s edging into gravel bike territory) which makes it one of the most versatile bikes on the market. 

[product-block handle="7647308284096-specialized-tarmac-sl7-road-bike-2022-58cm"/]

The Tarmac got a boost up to 2nd place thanks to all the used Tarmac SL7s showing up. With the release of the super-gimmicky Tarmac SL8 , this is the best time for all the SL7 holdouts to finally start scooping up the previous Tarmac generation. 

Best-Selling Mountain Bikes of 2023

[product-block handle="7527343227072-specialized-stumpjumper-comp-mountain-bike-2022-s5"/]

Will any mountain bike ever take down the Specialized Stumpjumper? It's unlikely. The Stumpy has been around since t he dawn of mass-produced mountain bikes and it's the benchmark for do-it-all quiver-killer trail bikes . No other mountain bike comes close to its sales numbers. (Note that I filtered out the Stumpjumper EVO because it has very different geometry and suspension, but it did nothing to affect the Stumpy’s standings.)  

[product-block handle="7512045715648-orbea-occam-m30-mountain-bike-2023-large"/]

Surprisingly, the Trek Fuel EX slipped from its usual second place. Riders were more eager to scoop up the many 2021+ Specialized Epics and Epic EVOs now becoming available (conversely, I decided to combine Epic and Epic EVO models because they use the same frame). I love the Epic EVO so much that I’ve called it the best bike I’ve ever purchased . The Orbea Occam has experienced a huge spike in popularity this year too, probably because it’s a great combo of value and performance . 

Best-Selling Gravel & Cyclocross Bikes of 2023 

[product-block handle="7542899736768-orbea-terra-m22team-1x-gravel-bike-2022-small"/]

What’s this? The Specialized Diverge got knocked off the top spot!? I didn't expect this. Maybe people listened to my glowing review of the Orbea Terra . I knew I was a trendsetter! All jokes aside (I am definitely NOT a trendsetter) I think the Terra was perfectly positioned to blow up. The frame is good-looking and well-designed, it comes in aluminum and carbon, and there are a lot of affordable builds available too. Orbea is doing a seriously good job of taking market share from the other big players. 

[product-block handle="7128229478592-bombtrack-hook-ext-matt-black-gravel-bike-2022-medium"/]

The big winner though has to be the Bombtrack Hook. This versatile rig comes with either 700c or 650b wheels and tires, and it offers a few different frame material options. The bombproof steel frame with the extra mounts was the most popular. Steel is still real, it seems. 

Best-Selling Time Trial & Triathlon Bikes of 2023

[product-block handle="7614798037184-cervelo-p5-dura-ace-di2-disc-time-trial-bike-2019-56cm"/]

I combined the stats for the Cervelo P-Series and the P3 since they’re essentially the same (the P-Series is the P3’s successor). If I had chosen to separate them, then the Canyon Speedmax would be number one, with the P3 and P-Series sitting just behind. Cervelo is clearly the most popular brand among triathletes though. The P5 and P2 were also in the top 10. 

My Semi-Interesting Thoughts on Our 2023 Bike Stats

Are aero bikes still hot.

There was a time when I wouldn’t consider buying a road bike unless it was aero. #aeroiseverything right? Aerodynamics is obviously important , but it seems like riders these days are more interested in all-rounders that balance aerodynamics, weight, and comfort. The Trek Madone is the only dedicated aero bike in the top 10. Bikes like the Cervelo S5 and Cannondale SystemSix aren’t even in the top 20 but the Specialized Aethos, which is NOT aero, managed to break into in the top 10. 

Bikes like the Cannondale SuperSix Evo, Cervelo R5/R3/R-Series, Giant TCR, Canyon Ultimate, and Orbea Orca (the non-aero version) are all crushing their dedicated aero siblings in terms of sales. The lower weight and greater versatility are likely making them more attractive. 

Endurance Bikes Are Slipping Too

It wasn’t that long ago that I was wrote that most riders are better off riding endurance bikes rather than race bikes . This was mirrored in our stats too, with bikes like the Trek Domane and Specialized Roubaix dominating our sales. While the Domane is still holding strong, the Roubaix has slipped. Other bikes like the Cannondale Synapse, Giant Defy, and Canyon Endurace have all plummeted in rank, while their racier counterparts (SuperSix Evo, TCR, Ultimate) have risen. 

My theory is that modern disc brake road racing bikes have gotten so much more comfortable thanks to the extra tire clearance, that many riders don’t see the need for purpose-built endurance bikes anymore. Add in the greater comfort and versatility of gravel bikes, and endurance bikes might be caught in limbo between the two genres.   

27.5” Isn’t Dead, but It’s Not Doing Well

If you’re a mountain biker, you probably knew this was coming. This is the first year that a 27.5” mountain bike hasn’t been in the top 10. Our best-selling dedicated 27.5” bike, the Santa Cruz Bronson, has slipped from 9th down to 16th. Santa Cruz’s other 27.5” classics, the 5010 and Nomad, are in 18th and 34th respectively. The 27.5” Trek Remedy is down in 22nd. 

The industry has been favoring 29” wheels for years, and it really shows. A lot of brands don’t even make a 27.5” option anymore. Some, like Santa Cruz, only offer 27.5” bikes in a mullet or MX configuration with a 29” front wheel. I don’t think full 27.5” bikes will die out completely, but it will become a more niche category within the sport.     

Are Cyclocross Bikes Still a Thing?

For this post, I combined gravel and cyclocross bikes into one category, but in our data, I can actually view gravel and cyclocross bikes separately. This gets confusing though because certain bikes will get tagged as both, even though they're technically different disciplines . A great example is the Specialized Crux, which has long been Specialized’s cyclocross bike but is currently being marketed as its lightweight gravel option. 

When I look at our top 20 gravel/CX bikes, there is only one that I’d consider a “pure” dedicated cyclocross bike: the Trek Boone in 8th. Many bikes that were once pure cyclocross bikes have undergone heavy “gravelization,” switching to more stable endurance geometry (lower bottom brackets and taller head tubes). This is better for endurance gravel racing, but isn’t ideal for the tight corners found on cyclocross courses. As a result, a lot of the casual ‘cross racers I know just race 'cross on their gravel bikes now.  

We used to sell a lot more dedicated cyclocross bikes from brands like Ridley, Raleigh, Felt, Van Dessel, and Blue, but I’ve barely seen any on our site in recent years. Dedicated cyclocross bikes are more popular in Europe, where cyclocross is much bigger, but in the US, gravel is king and that’s reflected in our sales data. 

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Lucid Motors

Lucid’s (lcid) latest software update is a big one with new 3d lane visualization and more.

Lucid’s (LCID) latest software update rolled out today, unlocking a host of new features, such as 3D lane visualization and turn-by-turn navigation with Apple CarPlay. Here’s what else is new in Lucid UX 2.4.

Check out what’s new in Lucid’s (UX 2.4) software update

Lucid is best known for its ultra-efficient, luxury EVs, but its software-defined vehicles continue to get better over time.

Through software updates, Lucid is unlocking new features and improving existing ones to give drivers the best driving experience possible.

Its latest, Lucid UX 2.4, includes over a dozen updates, including a new 3D lane visualization feature, an updated map design, and Lucid Assistant, a new voice control system.

“This release also marks the transition of DreamDrive Pro Highway Assist features to our in-house Lucid software stack,” Lucid’s head of software engineering, Jean-Philippe Gauthier, explained.

Lucid’s optional DreamDrive Pro Advanced Driver Assistance System (ADAS) gained several new functions, including:

• 3D Three-Lane Visualization : A 3D visualization on the center screen gives drivers a more complete view of their surroundings on highways.
• Highway Assist : By utilizing high-def maps, drivers can see HOV lanes, exits, lane merges, and splits. It can also now be used on curves.
• Driver-Initiated Lane Change Assist : Drivers can now change lanes by holding (a long press) the turn signal.
• Extended Stop and Go : Vehicles will resume traveling after long stops in heavy stop-and-go traffic (as long as the driver is still looking ahead.

Lucid’s new update also improved Adaptive Cruise Control with new automatic curve speed control.

But wait, there’s more

Other major improvements include added turn-by-turn instructions when using Apple CarPlay navigation.

Lucid also introduced a new hands-free voice assistant, Lucid Assist. By saying “Hey Lucid” or pressing the microphone button on the steering wheel, drivers can now control navigation and audio, change the climate, turn on the heated seat, and more.

As it looks to provide the ultimate luxury driving experience, Lucid is listening closely to what drivers are looking for. As requested by owners, Lucid launched further updates like Park Distance Warning, Surround View Monitoring, and Rear View Monitoring.

The Lucid Mobile App has been improved. It’s now more responsive and connects the vehicle quicker.

Lucid’s new software update (Lucid UX 2.4) rolls out today in North America as an OTA update. Owners will receive a notification in their vehicle and the Lucid app that a new software version is available.

Electrek’s Take

The update comes as several automakers, including Rivian , Tesla, and Volkswagen, recently introduced new features through software.

As drivers continue requesting the latest tech and features, automakers are investing heavily to lead the shift to a software-defined driving experience.

Lucid’s CEO, Peter Rawlinson, claims the company is already  years ahead  of the competition. It’s hard to argue , as the Lucid Air is the most energy-efficient vehicle on the market. The company confirmed in July that the  2025 Lucid Air Pure  is the “most energy-efficient mass production car ever,” with 5 miles per kWh efficiency and a  record 146 MPGe EPA-est range.

With updates like today’s, Lucid looks to stay ahead of the pack. As I’ve said before, those doubling down on EVs and software today will be tomorrow’s leaders as the industry undergoes a massive shift.

FTC: We use income earning auto affiliate links. More.

Lucid Motors (formerly Atieva) is an electric ve…

Peter Johnson is covering the auto industry’s step-by-step transformation to electric vehicles. He is an experienced investor, financial writer, and EV enthusiast. His enthusiasm for electric vehicles, primarily Tesla, is a significant reason he pursued a career in investments. If he isn’t telling you about his latest 10K findings, you can find him enjoying the outdoors or exercising

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E-bike batteries coming from a factory near you here is why they should.

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NEW YORK, NY - JUNE 15: The sun sets along 42nd Street on June 15, 2023, in New York City. (Photo ... [+] by Gary Hershorn/Getty Images)

We all know the feeling. A sea of taillights in front of you, switching between the gas and the brake pedal every 30 seconds, bemoaning the fact that you’re stuck in traffic while becoming acutely aware that you’re part of the problem. It’s a startling change from the empty streets just four years ago. And despite the continued prevalence of remote work, the traffic problem is as bad — or worse— than it was pre-2020, with “rush hour” congestion lasting until the late morning and starting again as early as 4 P.M.

Is it any wonder that some Americans are looking for an alternative?

Those empty pandemic-era streets persuaded many people to try new modes of transportation for the first time: e-bikes, e-scooters, and other small battery-powered vehicles, designed to make short trips quick and traffic-free. That experience has translated, albeit gradually, into a booming market. E-bike sales leapt 269% in the United States between 2020 and 2022, and continue to hold strong with an expected compound annual growth rate (CAGR) of 15.6% through 2030 . Their longer-distance cousins, electric motorcycles, are experiencing a new popularity surge with a CAGR of 19%. And in 2023, Americans made a record 157 million trips on shared e-bikes and e-scooters, 9% more than the previous peak in 2019.

A delivery worker rides an e-bike in New York, US, on Tuesday, July 23, 2024. New York Senator ... [+] Kirsten Gillibrand said Monday that she's working to get federal legislation, which would require a safety standard for lithium-ion batteries used in electric bikes, included in the fiscal 2025 National Defense Authorization Act. Photographer: Adam Gray/Bloomberg

For many industries, these vehicles have also been game-changers: it’s hard to imagine food delivery in big cities iwithout the ubiquitous e-bikes. Electric cargo bikes are increasing in popularity for logistics, with studies showing that they enable up to 60% faster delivery times. And with lower costs than electric vans or trucks, they offer opportunities for cost-effective fleet decarbonization .

It's clear: For people looking to spend less time behind the steering wheel, and for businesses looking for sustainable and city-friendly transport options, two- and three-wheeled electric vehicles are the way to go.

Best High-Yield Savings Accounts Of 2024

Best 5% interest savings accounts of 2024, the elephant-shaped battery in the room.

Yet there are still a few reasons why Americans are hesitant to embrace e-bikes, e-scooters, and e-cargo bikes as heartily as Europeans have. The most obvious is city layout and infrastructure, although this is slowly changing: Since 2020, cities including Washington D.C., Austin, and Minneapolis have more than doubled their bike lanes, aiming to retain and boost cycling habits. More urgent in the short term is the safety and performance of the vehicles’ batteries.

CHICAGO, ILLINOIS - JUNE 27: A rider takes a Zero electric motorcycle for a test ride from the ... [+] Motoworks dealership in Chicago, Illinois. (Photo by Scott Olson/Getty Images)

This, too, relates to the distance people need to cover. The average car journey in the United States is 12.2 miles (19.6 kilometers). Although just over 50% of trips are still under 3 miles (4.8 kilometers), the tendency toward low-density urban development and longer trips means that robust, longer-range batteries are needed. This is particularly true for e-motorcycles. Despite performance and handling that now favorably compares to their gas-powered counterparts, most e-motorcycles are still lacking when it comes to range, a deterrent for riders who want the freedom of the open road. Already common in Asia, motorcycles with swappable batteries are starting to crop up in the North American market, presenting a viable workaround. Nevertheless, there are significant market opportunities for the development of battery technologies that offer higher energy density without too much added weight, such as nickel-based chemistries.

An e-mobility revolution needs trust

Safety is the other elephant in the room and on top-of-mind when it comes to battery-powered vehicles, especially small ones. Although a gas-powered car is much more likely to catch on fire than an electric one, the same cannot be said for a conventional bike versus an e-bike. And with a spate of battery fire-related deaths in New York City over the past few years— at an e-bike repair shop , in residential buildings — the issue has been steadily growing in the public consciousness.

Sure, kitchen mishaps present a far greater everyday fire danger than e-bikes. But people deserve to feel safe in their own homes, businesses deserve reliable vehicles that won’t become a liability, and the public needs to trust small electric vehicles in order to unlock their environmental and social benefits. Batteries are already a part of the phones, laptops, and other electronic devices we use every day— how do we generate the same level of trust in the batteries that power our vehicles?

NEW YORK, NEW YORK - JUNE 20: Firefighters work outside a building in Chinatown after four people ... [+] were killed by a fire in an e-bike repair shop overnight on June 20, 2023 in New York City. New York City Mayor Eric Adams' administration has taken strong measures against unregulated e-bike and e-scooter batteries, which often present the highest risk when improperly charged. (Photo by Spencer Platt/Getty Images)

In an analysis of 2023’s fires, the Fire Department of the City of New York found that nearly 60% started when the batteries were not charging , highlighting uncertified batteries as the primary risk factor. With the battery pack as the most expensive component of the vehicle, people naturally gravitate toward cheaper off-market options. Lowering the cost of safe, certified batteries therefore deserves high prioritization.

The best tool to extinguish a fire is the one in front of you – produce domestically

So what can be done? New York City is addressing the issue with policy measures designed to stem the flow of off-market batteries — although this has received backlash for driving up the prices of the e-bikes that the city’s delivery workers rely on. Battery-swapping is coming into play here too, with companies like Swobbee installing swapping stations that circumvent the need for riders to charge at home. But at the national level, the bill to introduce the first federal consumer safety standard for lithium-ion batteries just passed the House of Representatives in May. And safety standards, while important, do little to address issues of cost and accessibility.

For a solution that works over the long-term, the United States should also look toward the supply side, harnessing its developing battery production capacity under the Inflation Reduction Act to meet the domestic demand for two and three-wheeled electric vehicles. A recent study from EIT Urban Mobility and EIT InnoEnergy lays out a pathway for this approach in Europe. The EU’s planned battery production capacity of 1,144+ GW by 2030 far outstrips the bloc’s projected demand from electric cars, freeing up capacity that can be allocated to other uses— including smaller electric vehicles. Just 2–3% of the planned capacity would be sufficient to meet the entire domestic demand for e-bikes, e-scooters, e-motorcycles and mopeds in Europe which is expected to reach 25 million vehicles by 2030.

No pain, huge gain

As the study finds, such a minor re-allocation would bring a number of sizable benefits: Firstly, it would help the EU balance out a striking overreliance on imports, as 95% of the EU’s battery demand in that space is currently sourced from Asia, mainly China. And in this context, it shouldn’t be forgotten that these smaller battery types typically require 10 to 30 times less critical raw material content — materials which, again, are predominantly produced and imported from outside the EU.

LINYI, CHINA - JANUARY 04: A worker produces new energy batteries for export at the workshop of ... [+] Shandong Huatai New Energy Battery Co., Ltd. on January 4, 2024 in Linyi, Shandong Province of China. (Photo by Yin Zhaogong/VCG via Getty Images)

What’s more, the modal shift to electric two- and three-wheelers powered by domestically produced batteries can bring down annual CO 2 e emissions by 30M tons, helping to close Europe’s projected 165M-ton transport emissions gap by the end of the decade. Plus, the growing sector’s need for innovation might lead to interesting spillover effects that could benefit the industry, like uses in drones, power tools, residential battery storage and buffered EV charging.

Meanwhile, the Argonne National Laboratory estimates that the U.S. will hit 1200 GWh of battery production by 2030 , on the basis of commercially planned projects alone. And in a situation similar to the EU’s, this capacity is already more than sufficient to meet the projected domestic electric car and truck demand through the same timeframe. The level of capital and intellectual investment going into American battery manufacturing puts the country in an excellent position to develop its battery supply chain for electric vehicles beyond cars and trucks.

The foundation is there — now let’s build

ROMULUS, MI - FEBRUARY 13: Bill Ford, Executive Chairman of Ford Motor Company, announces at a press ... [+] conference that Ford will be partnering with the world's largest battery company, a China-based company called Contemporary Amperex Technology, to create an electric-vehicle battery plant in Marshall, Michigan, on February 13, 2023 in Romulus, Michigan. Part of a multi-billion dollar investment, the battery plant will provide approximately 2,500 jobs. (Photo by Bill Pugliano/Getty Images)

There is already significant potential for component-sharing between electric cars and smaller electric vehicles— standard cylindrical cells can be used in both, and will soon be produced at a capacity of 27GWh in one of the largest standalone battery manufacturing facilities in the U.S., among others. Not only does this growing capacity create a reliable supply chain for lithium-ion batteries that meet higher safety standards, it also opens the door for the development of other battery technologies with potential for better performance and lower cost. ONE already manufactures LFP batteries , which offer a low-cost and thermal runaway-resistant alternative to lithium-ion, in a 20 GWh factory in Michigan. Other technologies, such as affordable sodium-ion and high-performance solid-state batteries , are coming over the horizon too.

As this development trajectory continues, the integration of smaller electric vehicles in industrial deserves consideration— not only to regain consumer trust in batteries, but also to take advantage of the growing market interest in alternatives to cars. Safer, more affordable batteries will only make this interest grow: now is the chance for the U.S. to capitalize on this opportunity.

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Angelina jolie’s son pax reveals forehead scar on tiff red carpet after e-bike crash.

Angelina Jolie and Pax had a mother-son moment at the Toronto International Film Festival two months after his gruesome e-bike crash .

The 20-year-old, who suited up for the “Without Blood” premiere Sunday, revealed a scar on his forehead while posing for pictures.

He also wore an arm cast edging out from beneath one sleeve.

Jolie, 49, matched her child in a black gown and gloves as they stood side by side for snaps.

The actress supported Pax in July when he was hospitalized for “complex trauma” from slamming his bike into the back of a car.

“His friends are concerned about him ,” an insider told Page Six exclusively at the time, claiming he was “consistent” about riding without a helmet.

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Want celebrity news as it breaks? Hooked on Housewives?

“He’s being reckless,” the source noted. “They’re worried.”

Pax was involved in a separate car crash two months prior, TMZ reported Saturday.

During the May incident, Pax crashed his Tesla into a truck parked outside of Red Studios Hollywood.

Pax was reportedly not injured and let go with a warning.

Jolie gushed to “Entertainment Tonight” over the weekend about how “very happy” she is that Pax is “healthy.”

He and big brother Maddox, 23, worked with her on “Without Blood” in the assistant director department.

Salma Hayek called the siblings “hard” workers in a People interview Sunday.

“They got the respect of the crew, and they were good with the crew, and they were very in their place,” the film’s lead actress, 58, said. “They are very serious about what they do.”

Jolie is also the mother of Zahara, 19, Shiloh, 18, and twins Knox and Vivienne, 16, most recently working with her youngest daughter on the Broadway musical “The Outsiders.”

The Oscar winner shares her six children with ex-husband Brad Pitt.

The former couple split in 2016 and are still battling out their contentious divorce as the actor, 60, moves on with Ines de Ramon .

The “Mr. & Mrs. Smith” co-stars kept their distance while both attending the Venice Film Festival in August — the same month Jolie shut down a question about her and Pitt’s breakup.

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Skjelmose sprints into Vuelta white jersey atop Moncalvillo

A late burst from the Dane moves him to 6th overall and best young rider

After 19 days of grueling competition at the Vuelta a España, Lidl-Trek’s GC hopeful Mattias Skjelmose was rewarded for his consistent performances with a trip to the podium to slip on the White Jersey as best young rider. Since the start of the second week of the Grand Tour, Skjelly has been locked in a tight battle with the other contenders to the White Jersey – Carlos Rodríguez and Florian Lipowitz – but slowly but surely, our Dane clawed back time through the mountainous second and third weeks.

Whilst moving up the young rider ranking, Skjelmose has also gained places in the General Classification, and currently sits in 6 th overall, but has the ambition to crack the top five within the final two stages. Tomorrow’s challenge is perhaps the most important mountain stage of the entire Vuelta, with seven categorized climbs on the menu. The final battle on the mountains will be followed by a time trial in Madrid, allowing for plenty of movement in the final rankings. For now, Skjelmose is happy to enjoy his moment on the podium, and will give his all to carry his momentum to the finish line in Madrid.

It was really painful. In all the last days, me and Carlos have tried to drop each other but our limit is really close to each other so it’s been difficult. I have a small upper hand with a good acceleration in the end, and that gained me small seconds all the time. It’s nice to be in the White Jersey now.

(Photo by Dario Belingheri/Getty Images)

I think it will be a good battle. In my opinion, tomorrow is a perfect day for Carlos: a lot of kilojoules in the legs before the last climb. He has such a huge engine, he’s a good rider in general, but especially when the day becomes so hard and all the explosivity is taken out of the legs. He’s a really strong guy, so of course I’m a bit scared, but I hope I can follow him.

It’s my first time having a proper go at the GC in a Grand Tour, and of course I start to feel it, but I think the other guys do as well. Well, maybe not Primož. I’ve tried not to go over the limit any day, just saving myself as much as possible. For me, the most important was to prove myself, that I stay consistent and don’t crack tomorrow. One day at a time.

In this story

Discover more

Reece Wilson is back on a World Cup podium, where he belongs

Mattias Skjelmose wins white jersey as the best young rider at La Vuelta!

Milan second despite chaotic bunch sprint finish in Hamburg

Hattie Harnden wins Enduro World Cup overall title!

• Mattias Skjelmose

A powerful, winning sprint from Balsamo at Tour de Romandie

Elisa wins the first stage of the Swiss race after a hectic finish: “We strongly sought out and wanted this victory.”