MARIN ALPINE TRAIL E2
Although it wasn’t too long ago that we checked in on the latest goings-on from Marin with the test of their impressive Pine Mountain E1 hardtail (EBA, October 2020), in the fast-paced world of e-bike development, time waits for no one. Where the 3550 Pine Mountain was well-received for its spec/price ratio, it was still, after all, a hardtail, albeit one with a true adventure riding bias owing to its big tires and numerous rack/bag mounts.
As we all know, no matter how efficient and value-oriented a hardtail can be, in today’s fashion and performance-oriented world of cycling, full-suspension bikes are the common ground that define the majority of consumer interest.
And so it is that just a few issues later we have the Alpine Trail E2, which marks Marin’s significant jump forward in e-bike trend and technology.
THE BIKE
The Alpine Trail starts with an aluminum frame that’s available in four sizes and a single gray colorway. Owing to the Fox 38 fork and Fox Float DHX2 shock combo, the bike quietly messages its design intent: “Let’s send it!”
Of course, the big leap forward here for Marin is that not only is this their first venture into full-suspension e-bikes, it’s also their first move to a mixed-wheel combo, with a 29-inch front wheel mated to a smaller 27.5-inch rear wheel.
“The 29er front wheel really helps to be more forgiving through rock gardens, as well as allow more traction and confidence over technical rocky drops.”
Internal cable routing is as expected, and as trivial a feature as it might seem to everyone who has grown old wearing a hydration pack, the frame has a downtube-mounted bottle mount.
THE PARTS
The Alpine Trail plays host to all the familiar product names that leave us feeling confident in our hard-riding pursuits. Shimano parts are found in the 12-speed SLX shifters and Hydro brakes with 203mm rotors, while a XT rear derailleur handles the shifting chores. Ethirteen provides the crank, chainring, chainguide and 10-51 cassette.
The Alpine Trail rolls on Marin’s own double-wall aluminum hoops, with the 29’er front having a 32mm inner width and the rear 27.5 an even wider 38mm internal width to help lay added rubber down. Marin spec’d a 2.5-inch Maxxis Assegai 3C MaxxTerra, EXO up front and a 2.8-inch Maxxis Minion DHR II3C Maxx Terra EXO in the rear—both tubeless-compatible, of course.
“We found that not once did the drag of the motor seem like an issue at all, even when we rode the bike with the power off.”
The hard parts come courtesy of Deity for the 800mm-wide Ridgeline handlebar and a frame-size-specific X-Fusion dropper post with a Marin in-house-branded saddle.
THE MOTOR
Test riders queued up early to ride the Marin, not only for the newness of the bike itself but also because it was the first test bike that was equipped with the new Shimano EP8 motor. The sole caveat here was that due to a pandemic/logistics-induced production delay, our E2 test bike was actually built on Marin’s lower-line (4999) Alpine Trail E1 chassis that differs only by virtue of a smaller downtube to house the 504-Wh battery as opposed the E2’s spec’d 630-Wh version.
In our preview of the Shimano EP8 motor (EBA, December 2020), we highlighted the fact that, thanks to the new magnesium motor cases, the powerplant is 10-percent smaller in size and 300 grams lighter than its E8000 predecessor. Shimano claims a 350-percent level of support in Boost mode (versus 400 percent in the previous motor).
The first thing we noticed was how much quieter the motor is and that the power delivery is both smooth and immediate. While the EP8 is full of useful features, one thing we’d like to see from Shimano is an added power level (or two) to allow more freedom from making adjustments via the app on your smartphone. What they did do with the EP8 that helped especially on steep climbs was increasing the amount of torque in the second power level. This allows you up to 85 N/m of torque in Trail mode if you can put enough leg power in.
One of the issues we noticed which should be standard by now is if you keep spinning faster in one gear you should be able to keep accelerating whether you shift up or not. It’s definitely better than it was, but this is a feature that the other three brands have really figured out.
“The first thing we noticed was the ability to literally plow right through jagged rocky sections.”
To Shimano’s claim that the EP8 motor would have far less drag or decoupling than the previous generation, we found that not once did the drag of the motor seem like an issue at all, even when we rode the bike with the power off.
WHO IT’S MADE FOR
Since everyone continues to clamor for all things “enduro” when it comes to full-suspension mountain bikes, the Marin, too, can play the game of a mid-length travel bike that’s built to take a hard-ride beating. Both front and rear Fox suspension components are taken from the Performance Elite catalog, which is more than burly enough for the majority of recreational riders out there.
THE RIDE
Truth be told, we frequently get test bikes that, although solid in many respects, aren’t necessarily leaps ahead of the rest in the ride department. Lucky for us, the Marin was one of those lucky bikes that was solid in both design and ride quality.
Knowing that the Alpine Trail is dabbling in the enduro/long-travel trail bike segment, we decided to dive head first into the gnarliest downhill trail we know. This particular trail is narrow with tight switchbacks and tons of unpredictable rocky drops. The first thing we noticed was the ability to literally plow right through jagged rocky sections. The big front wheel really helps carry momentum through rock gardens, as well as allow more traction and confidence over technical rocky drops.
The Marin’s geometry was obviously designed around the mixed wheelset with great care. We’ve often ridden mixed wheels that have an uneven balance point in the front end that requires a lot of manhandling to maintain control. In contrast, the Marin’s balanced feel was enough to almost ride itself.
With seemingly endless switchbacks on this particular trail, we had plenty of opportunities to appreciate and realize how exceptional the Marin cornered. The front end didn’t push or lose traction towards the apex of the corners, and the smaller-diameter rear wheel helped the bike change course quickly. In fact, so inspired, we kept trying to find the bike’s limits, and there were actually moments when we thought we might be asking too much before the bike kindly forgave us.
We can’t forget to mention the new Fox 38 forks with the Grip2 damper and Fox coil shock, which, despite being second-tier Performance Elite level in the Fox family, still provided cream-of-the-crop performance and an incredibly forgiving ride.
Another trail we hit was a slippery ridge trail that has many steep downhills with off-cambered corners. To get to this trail requires climbing up technical rain-rutted switchbacks that the Alpine Trail had no problem with. One thing we noticed on the off-cambered corners was the amount of traction the Maxxis tires provided. The front end continued its trend of staying planted through the corners. A big factor in the cornering department is a low stand-over height (686.8mm) and the shorter seat tube, which allowed us to get a lower body position through corners.
THE VERDICT
There are a couple of things to consider with this bike. The build quality is a top-notch, hand-welded frame with nice and neat features all around. The well-designed geometry with the mixed wheelset is a major standout to us.
While the new Shimano motor isn’t leaps and bounds ahead of the competition, it’s nonetheless a competitive and an impressive motor. The new and bigger (and correct-spec) 630-Wh battery is really a sweet spot and should do well to help alleviate range anxiety. If you’re looking for a quality build with solid design features, plus some of the best handling available, the Alpine Trail E2 is a contender.
MARIN ALPINE TRAIL E2
Motor: Shimano STEPS EP8
Battery: Shimano 630 Wh (504 Wh tested)
Drive: Shimano SLX shifter/Shimano 1×12 Deore XT derailleur
Brakes: Shimano SLX with 203mm rotors
Controller: Shimano SC-EM800
Fork: Fox 38 Performance Elite w/ Grip2
Tires: Maxxis Assegai 29×2.5” 3C/Maxxis Minion DHR II 27.5×2.8” tubeless-ready
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Marin Alpine Trail E2 review
The 2021 Alpine Trail E is Marin’s first foray into the full-sus electric mountain bike world, featuring an all-alloy construction, Shimano EP8 motor, 630Wh battery and aggressive descent-focused geometry.
The Californian brand has looked to strike a good balance between performance and price – fitting top-spec parts in crucial areas, such as the GRIP2 damper in the Fox 38 fork and plenty of branded finishing kit, for this model’s £5,695 / 5,999 / €6,199 price tag.
Marin Alpine Trail E2 frame and suspension details
Marin’s been sensible with the bike’s spec, fitting parts that perform well. Andy Lloyd / Marin Bikes
The Alpine Trail E2’s shape is familiar, looking similar to a lot of the brand’s other full-sus bikes and shares the same Series 4 aluminium seen on the standard Alpine Trail.
It’s got internally routed cables and a 148mm Boost rear dropout, while there’s space for a bottle inside the front triangle.
There are fork bumpers on the down tube, to stop the forks rotating too far and damaging the down tube, and an integrated chainstay chainslap protector.
There are fork crown bumpers on the underside of the down tube to stop the forks rotating past 90 degrees. Andy Lloyd / Marin Bikes
It uses Marin’s MultiTrac suspension system, which is a linkage-driven single-pivot design with 150mm of rear wheel travel.
Hidden inside the chunky down tube is Shimano’s 630Wh battery that’s removable for off-bike charging. It is connected to the STEPS EP8 motor with 250W of peak power and 85Nm of peak torque.
The on/off button is located on the top of the top tube and there’s a charging port on the non-driveside near the motor.
Marin Alpine Trail E2 geometry
Built around mullet wheel sizes (where the front wheel is 29in in diameter, the rear 27.5in), the Alpine Trail E2 has a 63-degree head-tube angle, a 78-degree effective seat-tube angle and the size large I tested features a 485mm reach, slotting it firmly into the modern geometry category.
Elsewhere it has a 1,264mm wheelbase and 435mm chainstays, with a low 686.8mm standover height and short 425mm seat-tube length.
These numbers should equate to a bike with an insatiable appetite for the descents – thanks to the reach, wheelbase and head tube figures – while offering plenty of comfort on the ascents thanks to its steep seat-tube angle placing your hips central on the bike over the pedal cranks.
Marin Alpine Trail E2 specifications
Fox’s Performance Elite 38 has the same GRIP2 damper as the Factory-spec version. Andy Lloyd / Marin Bikes
Marin’s been nifty with its spec choices, electing to fit a Fox 38 with the top-performing GRIP2 damper, but foregoing the Kashima stanchions.
Like wise, it’s specced a Fox DHX2 rear shock with just low-speed compression and rebound external adjustment, again to save some cash without compromising on performance.
Elsewhere, the drivetrain is a mash-up of Shimano’s XT and SLX 12-speed, while a Deity bar and stem feature along with an X-Fusion Manic dropper and Maxxis rubber. My size large without pedals weighed 23.3kg.
Marin Alpine Trail E2 ride impressions
I took to my home trails in Scotland’s Tweed Valley over a period of four weeks to put the Alpine Trail E2 through its paces, taking in a range of terrain from trail centre blue routes right the way through to full-on downhill runs.
Setup was relatively straight forward. I put 98psi in the forks with all high- and low-speed rebound and compression adjustment fully open. I fitted a 450lb spring to the rear shock and left the low-speed rebound and compression adjusters fully open.
I found the suspension’s rebound damping didn’t feel too fast when set to fully open, and when it was slower it had a tendency to pack down slightly.
Equally, I preferred to rely on spring rates to give compression support rather than dialling in more compression damping which, when increased, sometimes made the forks feel like they were choking on successive hits.
With the dropper remote, brake lever and mode selector, the left-hand bar is quite cluttered. Andy Lloyd / Marin Bikes
I struggled to get the left-hand brake lever, dropper post remote and STEPS mode controller in the perfect position because Shimano’s brake levers limit the clamping space between the grip and bar, meaning there’s not enough room for both the mode selector and dropper remote.
I compromised by positioning the STEPS mode buttons inboard of the brake lever and the dropper remote between the grips and brakes. Using Shimano’s I-Spec system for the dropper remote would help rectify this problem.
Marin Alpine Trail E2 climbing performance
Climbing was comfortable and controlled, and I found the EP8’s Eco mode offered the best control. Andy Lloyd / Marin Bikes
Tackling the ascents, the Marin proved to be especially comfortable with a relaxed, upright and centralised seated pedalling position. This meant I didn’t have to constantly shift my weight further and further forwards on the saddle and fight the bike in order to be comfortable.
There was no undue pressure put through my arms and hands on flatter transition sections during long days on the bike, which helped limit fatigue and permitted me to concentrate my energy into the more technical aspects of my rides.
Coupled with the comfort, the bike’s geometry also made ascents feel calm and controlled, where larger inputs were required to get the bike to move in the desired direction. I also found I wasn’t having to lower my chin towards the stem to tackle particularly steep climbs, despite the relatively short chainstays.
Arguably, longer stays would further improve the Alpine Trail E’s ability to climb, but as they were, they weren’t holding it back.
Suspension comfort on the Alpine Trail E was exceptional thanks to the Hyper-smooth and active rear shock that absorbed every ripple and bump it encountered. Because you spend plenty of time seated while pedalling on an ebike, seated comfort is essential and the Alpine Trail E didn’t disappoint.
Along with ensuring smoothness, it also improved rear wheel grip on the climbs because the rear wheel moved predictably up and out of the way of bumps and steps.
The downside to this was pedal bob, but the EP8 motor did more than enough to counter any power losses to shock movement.
The large 2.8in wide rear tyre gripped well on dry to damp terrain, even when the ground was soft. However, once it got boggy or muddy, it was unable to penetrate the terrain’s surface and span up quite easily, clogging tread.
There are plenty of scenarios where a wide rear tyre works, but an equal number where it’s less suited, and if I had a choice, I’d change it out for a thinner 2.5in or 2.6in version to suit my preferences better.
Marin’s E-MTB saddle was comfortable, even after long and arduous rides, but I wasn’t especially keen on the grips, finding their compound hard.
After tuning the EP8 motor’s assistance levels to their maximum for each mode in the E-TUBE Project app, I found myself using Eco the most especially when climbs were steep or technical.
Eco delivered the most predictable, consistent and controllable levels of torque and power, and although it did require more rider input and effort, I found the extra control created reduced fatigue and the need to fight the bike to keep the front wheel down and on the correct line.
Marin Alpine Trail E2 descending performance
Pointing the Alpine Trail E2 downhill revealed an impressively capable chassis, with its rear suspension proving to be supple and responsive, ironing out the trail’s imperfections well. This meant it maintained speed though bumpy chunder and helped create a calm and composed ride.
Most impressively, not only was the rear-end supple, it also ramped up on bigger hits. Compressions, jumps, drop offs and bermed turns didn’t result in a wallowy floundering felling the Alpine Trail E2, like some less supportive bikes have.
The Fox DHX2 rear shock has low-speed compression and rebound adjustment. Andy Lloyd / Marin Bikes
During the testing period I didn’t feel it bottom-out harshly or blow through its travel in an uncontrolled way. Marin’s managed to strike the perfect balance between compliance and resistance, hitting the sweet-spot of ebike suspension on its first attempt – and that’s quite some praise.
The rear tyre didn’t suit my preferences or riding style on the descents, though. Because the 2.8in width is only available in EXO casing, I found I had to run higher pressures than usual to protect against punctures. Harder pressures in wider tyres negate the advantages of the additional grip provided by the wide rubber when it’s soft.
I found the rear tyre’s carcass required nannying through rocky sections to avoid punctures and the EXO casing would deform and squirm when pushed hard through turns.
Inflating it to beyond 30psi mitigated against these problems, but a DoubleDown or equivalent would be the preferred solution.
The Alpine Trail E2 felt at home on plenty of different types of terrain. Andy Lloyd / Marin Bikes
Thanks to the higher pressures, the rear-end was keen to drift around turns more than it gripped. However, the DHR II tread is predictable and easy to control in a drift, making the oversteer-happy rear-end fun to ride rather than a handful. However, a tyre is easy and relatively cheap to change, so don’t let it put you off.
Its geometry felt well balanced on the descents, the bike not easily upset by bumps, rocks and roots – weight surely helping here, too. This inspired confidence and the Alpine Trail E2 really shone when the trails got particularly fast and rough.
That same weight initially made tighter sections a bit of a handful, but once accustomed to the heft, earlier, deliberate weight shifts made the twisty bits less of a struggle. Once the Marin was committed to a turn or line, there was no stopping it.
And thanks to the slack head-tube angle and well-damped fork, the front-end didn’t bog down when the trails got steeper.
The bike’s overall weight was easier to keep in check on steep steps because it didn’t overload the front wheel, which helped me pick lines and commit to riding quicker.
Similarly, the Shimano SLX brakes performed well on the steeps – although they did suffer for the well-documented wandering bite point issue – providing plenty of power and modulation, and refused to overheat or become spongy even after prolonged periods of braking.
Marin Alpine Trail E2 bottom line
Slack geometry and EP8 motor make the Alpine Trail E2 a formidable bike. Andy Lloyd / Marin Bikes
It would be unfair to say Marin has stumbled upon the near-perfect formula for its first full-suspension ebike because it’s clearly thought long and hard about every detail. And while I may not agree with the rear tyre choice – I’d personally fit a thicker casing model – it certainly wasn’t deal-breaking and might suit plenty of people.
The rear tyre preferred to drift rather than grip, especially on hardback terrain. Andy Lloyd / Marin Bikes
But the rest of the bike represents some of the best performance for the money you can get; top-spec dampers, Shimano drivetrains and branded components – nearly throughout – are coupled with fantastically modern and truly rideable geometry, culminating in a fun, capable yet affordable ebike that’s at home on a broad spectrum of trails.
Review: BULLS Alpine Hawk, electric bike, or non-electric
BULLS is known for making a lot of different electric bikes. Cruisers, hard-tails, all-mountain, commuters, and much more. While they don’t get too far into unconventional frames and experimental models or drive systems, they’re not afraid to test the smaller existing markets. Case in point, the Alpine Hawk EVO. My first impression when hearing of the model was intrigued. There have been a few entries into the carbon fiber electric bike scene, but BULLS isn’t pulling any punches with this competitor. The Alpine Hawk is incredibly lightweight, 33.1 lbs (15.01 kg) in total. This aspect alone makes a world of difference in many ways. Acceleration is very quick, whether human or electric assisted. This really gives a new sense of encouragement and adventure. Also due to rider positioning, the steering cuts like a knife and the Alpine Hawk definitely gives a sensation of diving head-first into the ride. Braking power is instant and a bit intimidating at first. With a few minutes of controlled practice, it’s easy to stop on a dime and give 5¢ change. It’s hard to overstate just how much the bike feels like a perfect fit mechanically. But why? How?
Weight weenie of e-bikes
In a stroke of genius, the Fazua-made Evation motor and battery can be completely removed from the mechanical system. On top of this, when not in assist mode, the mechanical system decouples and doesn’t interact with the rider at all (i.e. literally zero drag). This feature makes the non-electric experience as authentic as it could possibly get. Most every other electric bike still leaves a hulking motor of about 10 lbs (4.5 kgs) on the bike, which is better than about 20 lbs (9 kgs) of included battery.
After removing both the battery and the motor from the Alpine Hawk the only thing left is the 3 lb (1.3 kg) gearbox. Compared to typical electric bikes, the added weight may as well be 0. But why would someone want an electric bike that can quickly convert to non-electric?
Two worlds, one bike
From my end, I’ve loved electric bikes, scooters, motorcycles, and electric toys for years. Like most humans, I enjoy non-electric cycling because it’s fun and challenging. Taking the battery and motor out of the Alpine Hawk feels great, it reminds me of what a bike can feel like with natural, human-powered movement. Since I ride electric bikes all day, I’m not competing in a non-electric race anytime soon. For me, having the ability to add/remove the electric component is great safety net and major step towards cycling. From the other side, I could see a non-electric enthusiast or racer using this bike for leisure. Blasting around with the motor, taking it easy, while still using a similar platform to prevent total muscle degradation.
Oh yeah, it’s electric.
For a while now I’ve talked about how great it is to not use the electric feature, but truth be told it’s great either way. The electric system isn’t a powerhouse, I think we all can see that. The light 250 W motor and 36v 7 Ah battery are housed inside the battery tube (motor tube?) but still has enough punch to assist, but never take over. The pedal assist is quite familiar, using torque, cadence and wheel speed to offer great responsiveness on the road. Since it’s not a speed demon, the display only shows battery level and color-coded assist level. Overall I find the electric system to be a great combination for the sleek application. Compared to other name brand motors, it’s not the most potent at delivering peaks of power, and that’s alright.
Light bike, hefty specs
Coming February of 2020, all this bike can be yours for 5,799. Not a bad price considering the equipment: carbon fiber frame, advanced pedal assist, Shimano Ultegra groupset, awesome brakes, removable motor/battery, and local dealer support. If you’re interested in this kind of bike, then the BULLS Alpine Hawk is a great contender. If, on the other hand, you’re looking for a fast, cheap, folding bike or a high-end scooter, stay tuned to Electrek for more reviews.
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Volt Alpine review
A review of the 2017 Volt Alpine, a high-end electric mountain bike that eats up the hills and is a blast to ride.
Our Verdict
The Volt Alpine is very well built, great to ride on- and off-road and has decent range even with the smaller battery. The motor is powerful enough for riding at 20mph, too. It’s pretty heavy at 23kg, though, and comes in just one frame size. Thanks to the fact you can test ride, you can check if you’re happy before buying.
There was no doubt left in my mind after riding a Volt Alpine for a couple of weeks: electric bikes are the future.
Battery-powered bikes have been around for several years, and they’re slowly starting to creep into the mainstream. Volt Bikes is a UK-based manufacturer and has a wide range of electric bikes from folding and commuter bikes right up to the hardcore Bigfoot.
Price
The Alpine sits roughly in the middle of the range, which starts at around £1200: these aren’t cheap bikes.
You can buy it from Electric Bike Store for £1499 but it’s also available tax-free through the cycle to work scheme which, depending on your salary, can make the final cost closer to £1000.
Features Design
It’s a hardtail mountain bike with Shimano disc brakes and Tektro mechanical levers, so it stops as hard as it goes. In the rear hub is a 250W SpinTech motor which is powered by a massive Panasonic battery pack which slides in behind the seat tube.
You control it from a handlebar-mounted display which lets you choose between four power assistance modes, plus auto which attempts to figure out how much assistance you need at any given time. The display also acts as a bike computer, displaying trip distance, max speed and other stats.
There’s just one chainwheel at the front and eight gears at the rear, provided by a Shimano Alivio setup. Eight gears doesn’t sound much compared to the 30-odd you get on some mountain bikes, but it is plenty with the torque you get from the motor.
You can opt for 26 or the newer-style 29-inch wheels, and they come with puncture-resistant 2.1in Kenda tyres. There’s also a choice of battery: the 60 mile version (£1499) or the 80 mile pack which bumps the price to £1699.
Those distances are on the flat in warm conditions, so just as with electric cars, actual range will be shorter if it’s cold and you’re using maximum power and there are lot of hills.
Recharging takes about 3-4 hours, and you can unlock the battery with a key, slide it out (you have to remove the seat first) and then charge it indoors – something you can’t do with some electric bikes.
The smaller pack weighs 3.2kg, and the larger one 4.4kg. It certainly makes this 19in bike a hefty old thing, and it requires some strength to lift its 23kg into a car boot – lifting it onto roof bars is a two-man job.
The front wheel has a standard quick-release mechanism, and the rear wheel is also easy to remove once you’ve unplugged the motor cable.
Performance
Riding the Alpine is a revelation. Its weight gives it great stability at higher speeds, and I found it was possible to cruise along at 20mph with ease on the flat – faster than the claimed 15.5mph.
Hills reduce this speed, but you can still make great progress with very little effort even on steep (10-12 percent) inclines.
Unlike some of the electric bikes we’ve seen, you do have to pedal the Alpine in order to get assistance. There’s a thumb throttle, but you can’t use this without pedalling due to UK law. It will allow the bike to travel at 4mph without pedalling to help you get started, though.
You can also use it to get extra assistance in modes 1, 2 and 3 when cycling along, but it appeared to have no effect in the top 4 mode as you’re already getting maximum power.
What’s great is that the acceleration kicks in quickly once you start pedalling and the modes aren’t gears: you can set it to 4 and get up to 20mph in just a couple of seconds.
Power cuts as soon as you stop pedalling, so you never feel like you’re out of control or having to brake against the force of the motor.
Offroad is arguably where the Alpine is at its best. That sounds obvious, but as well as being a well set-up mountain bike, it really takes the pain out of climbing hills and letting you enjoy the downhills. Certainly, few will be able to keep up with you going uphill.
The Suntour NCX fork soaks up the bumps, but you can lock it out for road riding.
Thanks to the various modes you can choose how much effort to put in, and also allow you to conserve battery power. And you can ride with the power turned off completely, or when the battery is flat. It’s then that you realise how much help you get from the motor.
It’s difficult to convey exactly how it feels riding the Alpine compared to a standard mountain bike, but it’s hard to go back to a standard bike once you’ve felt the benefit of an electric motor: it makes all cycling enjoyable, even when there’s a nasty headwind when you’re going up a steep hill.
If there’s a disadvantage beyond the extra weight, it’s that the massive battery makes it obvious from a distance that it’s an electric bike and I never felt comfortable locking it up and leaving it.
But if you’re not put off by the price and you don’t need to leave it locked up in public, you won’t regret buying an Alpine.
Specs
Volt Alpine: Specs
- Motor: 250 Watt SpinTech
- Max Speed: Assisted Motor Speed: 15.5 mph or 25 km/h
- Location of Motor: Rear wheel hub
- LCD Display: Five speed display with throttle system
- Frame: High Grade Reinforced Aluminium 6061 T6
- Weight: 19.5 Kg Without Batteries / 22.7 Kg With Battery
- Max Person Weight: 100 Kg
- Max Weight: (rider luggage) 125 Kg
- Frame Size: 19in
- Wheel Size: 26 or 29 Inches x 2.10
- Chain: KMC
- Wheels: Alexrim DP20 Double Wall Reinforced
- Tyres: Kenda
- Seat: Velo Sport Comfort Saddle
- Seat Post: Zoom
- Gears: Shimano 8 Speed ALIVIO
- Brakes: Shimano M375 Disc
- Lights: Front and rear Spanninga LED (battery powered)
- Front Fork: Suspention SR Suntour NCX 26inch or 29er XCR
- Handlebars: Zoom – Adjustable
- Battery Type: Panasonic Lithium battery
- Battery Weight: 3.2 or 4.4kg
- Power: 36v Standard or 36v Large
- Distance: 60/80 miles under the PAS (depends on level of assistance)
- Lifetime: 1000 charge-discharge cycles
- Charge Time: 3 to 4 hours