"When riding downhill, the external drivetrain (chain, chainring, cassette) is decoupled from the internal drivetrain (freewheel, gearbox, motor)" Suspect that the reality is that the external...
"When riding downhill, the external drivetrain (chain, chainring, cassette) is decoupled from the internal drivetrain (freewheel, gearbox, motor)"
Suspect that the reality is that the external drivetrain needs to decouple from the 'cranks', 'not the internal drivetrain', to effectively reduce PK.
Yes, decoupling between chainring and crank is ultimately the key for PK reduction/elimination. I have not had the opportunity to examine the inner workings of any of these motors. Does the pedal power go through the motor, or directly to the chainring? In other words, is the motor upstream of the crank, which is upstream of the ring, or is the crank upstream of the motor, which is upstream of the ring? In the latter scenario (with the crank upstream of the motor) decoupling "the external drivetrain (chain, chainring, cassette)...from the internal drivetrain (freewheel, gearbox, motor)" would by default decouple the crank. But in the former scenario, it would not. I have not ever really thought about it before. I am sure having the motor upstream of the crank would cut down on power-off pedaling drag, but some of these motors do have a fair bit of drag with the power off, so it wasn't obvious to me that the pedal power wasn't going through the motor's gearset on the way to the ring.
The motor rattle is just building them loose enough that they can be pedaled easily with the motor off. They can tighten them up, and make...
The motor rattle is just building them loose enough that they can be pedaled easily with the motor off. They can tighten them up, and make them all stop rattling.
The only motor that pedals freely AND has no rattle is the F60.
That said, I cared about this a lot when I was shopping for my first e-bike, but no longer care about pedaling with the motor off.
I think most Relay owners have come to the same conclusion--the only time you'll ever pedal an ebike off is when there's an electrical malfunction or...
I think most Relay owners have come to the same conclusion--the only time you'll ever pedal an ebike off is when there's an electrical malfunction or the battery runs out (both are worst-case scenarios); otherwise, no one with an ebike really cares how it pedals without assistance. Unassisted pedaling performance should not factor into an ebike purchase at all.
Idk with my around 1 kg lighter e8000 bike I always saved battery in slight descents or flat fireroads. With the heavier Levo that's not possible...
Idk with my around 1 kg lighter e8000 bike I always saved battery in slight descents or flat fireroads. With the heavier Levo that's not possible. I think it must be mainly the weight because the tires are the same.
I rode my 56lbs N8e 5 miles with assist turned off, was riding with an analog buddy. I didn't think it was that bad, and I had a spare battery for my kids bike in my hydro pack. I was happy to turn it on for the last 12 miles, but it's totally ridable with it off. When I first get to a trail head I like to ride the first 1/2 mile or so with the assist off to help me warm up faster.
I rode my 56lbs N8e 5 miles with assist turned off, was riding with an analog buddy. I didn't think it was that bad, and I...
I rode my 56lbs N8e 5 miles with assist turned off, was riding with an analog buddy. I didn't think it was that bad, and I had a spare battery for my kids bike in my hydro pack. I was happy to turn it on for the last 12 miles, but it's totally ridable with it off. When I first get to a trail head I like to ride the first 1/2 mile or so with the assist off to help me warm up faster.
Orbea Wild development story video. I still think their DH approach was one of the cooler things to be done w/ bike development
How the new Wild with OOLAB was developed in the DH World Cup
Forged in the heat of high competition, the Wild takes its capabilities to a new level. Orbea has unveiled its new video entitled "How we developed the new Wild". This exclusive content details the process of transforming an ebike into a prototype suitable for DH World Cups. The goal? To test creative concepts on the most demanding stage.
The video shows how Orbea's engineering team, mechanical staff and Orbea Enduro Team rider Martin Maes worked under the most demanding conditions, using the most technical tracks on the world circuit as a test laboratory.
The Wild prototype underwent intensive development that included a specific "dummy" for the absence of the motor, adjustments to the geometry, frame stiffness, mass distribution and also changes to the suspension to adapt it to the technical and demanding descents of the DH World Cups.
This approach not only ensured a remarkable performance in competition, with two top-20 finishes in two rounds of the DH World Cup, but also generated a new sphere of expertise for Orbea. This has allowed them to set new standards in the eMTB segment, applying this knowledge to the Wild presented just a few months ago.
Orbea Wild development story video. I still think their DH approach was one of the cooler things to be done w/ bike developmentHow the new...
Orbea Wild development story video. I still think their DH approach was one of the cooler things to be done w/ bike development
How the new Wild with OOLAB was developed in the DH World Cup
Forged in the heat of high competition, the Wild takes its capabilities to a new level. Orbea has unveiled its new video entitled "How we developed the new Wild". This exclusive content details the process of transforming an ebike into a prototype suitable for DH World Cups. The goal? To test creative concepts on the most demanding stage.
The video shows how Orbea's engineering team, mechanical staff and Orbea Enduro Team rider Martin Maes worked under the most demanding conditions, using the most technical tracks on the world circuit as a test laboratory.
The Wild prototype underwent intensive development that included a specific "dummy" for the absence of the motor, adjustments to the geometry, frame stiffness, mass distribution and also changes to the suspension to adapt it to the technical and demanding descents of the DH World Cups.
This approach not only ensured a remarkable performance in competition, with two top-20 finishes in two rounds of the DH World Cup, but also generated a new sphere of expertise for Orbea. This has allowed them to set new standards in the eMTB segment, applying this knowledge to the Wild presented just a few months ago.
If only they learned not to route the cables through the headset. :-)
The Levo used to be the full power emtb benchmark apart from reliability until the amflow came around so ideally it would be close to the Amflow but with a removable battery. But chances are specialized didn't know about the Amflow in detail and it won't match its specs.
So far rumors say it will have the brose and 48v plus a bigger battery. So looks like it will be heavier than the Amflow. Probably close to the Gen 5 Bosch with 800wh battery.
It's actually quite amazing how far ahead the Levo was when it was released. In my eyes, its still competitive with the Amflow.
Amflow's are not quite as light as some of the early reports. Sam's with a 38, a coil & gravity Schwalbes weighs 50#s in a size Large. That's still 5#s more than my XL Relay, also with dual coil suspension, 1 gravity tire & pedals and tools on board.
I'm still looking for the free lunch but have yet to find it. My plan is to buy the E-Druid, but I think it'll weigh 48#s once all set up, not 43#s as has been reported. Hope I'm wrong however!
Anyone know anything about a new Levo soon? What would people want to see on it?
I just got back from camping, took my Range VLT as there is a fun little DH track you can repeat easily.
anyway, I'm an idiot and the wheel I swapped over to the ebike did not have a magnet in the disc, so the bike didn't work lol
Owner of the camp ground had a levo, he let me take his bike for some laps. First corner I was comfy on this bike despite been way too small, the thing was so light and nimble. Wasn't a SL edition, just a normal carbon Levo. Call me impressed. It just worked really nice.
It's actually quite amazing how far ahead the Levo was when it was released. In my eyes, its still competitive with the Amflow.Amflow's are not quite...
It's actually quite amazing how far ahead the Levo was when it was released. In my eyes, its still competitive with the Amflow.
Amflow's are not quite as light as some of the early reports. Sam's with a 38, a coil & gravity Schwalbes weighs 50#s in a size Large. That's still 5#s more than my XL Relay, also with dual coil suspension, 1 gravity tire & pedals and tools on board.
I'm still looking for the free lunch but have yet to find it. My plan is to buy the E-Druid, but I think it'll weigh 48#s once all set up, not 43#s as has been reported. Hope I'm wrong however!
Yeah, the levo would probably be pretty close if the battery was non-removable aswell. A quickly removable battery will always add like 0,5 to 1 kg. But its neccessary in some use cases, especially when you're on the road.
Trail and all-mountain: these are the two faces of Nitro, one of the most versatile and comfortable e-mountain bikes born from Olympia's research and engineering work in the field of pedal assist.
In designing this elegant carbon fibre e-mtb, the Italian Piove di Sacco-based company paid particular attention to geometry and customisation of the set-up, to offer the best riding experience in any type of terrain and with any pedalling style.
The drive section stands out for its high capacity and particularly compact dimensions: the 90 Nm Polini Ep3+ MX motor is coupled with the new 820 Wh Olympia PowerSlim8 long-range battery. The display has been neatly integrated into the top tube while the various functions are activated via the remote control on the handlebar.
The frame, link and stay are made of Toray T800 carbon fibre according to EPS technology, a material and construction technique chosen to make the structure lighter and more comfortable. The top tube has been shaped to lower the standover, enabling the bike to handle the most challenging trails.
The 205x65mm RockShox Deluxe Select+ Trunnion shock absorber with 160mm travel is fitted inside the top tube, a build solution that optimises space and improves the precision of the entire shock absorbing system.
The kinematics of the central suspension provide a linear compression curve in the first half of the travel, perfectly suited to the use of an air shock absorber. The suspension setting limits any excessive suspension drive in the first half of the travel, to suit those who enjoy a more active ride even on demanding climbs. The response is progressive in the second half: the bike is responsive and stable on the roughest downhill sections, and the contrast to the full suspension drive at the end of the travel allows it to withstand even the most severe impacts.
The standard fork is the 160mm RockShox Lyrik Select.
What makes this frame versatile is the flip chip integrated in the link that allows, by replacing the standard suspension with a 205x57.5mm one, to vary the bike's rear travel from the 160mm of the NITRO to the 140mm that Olympia offers as standard in the Nitro Competizione model.
The size of the 29' wheels makes the bike more agile and favours a more linear progress when negotiating obstacles.
The rear wheel arch allows tyres up to a 2.4' section to be fitted and incorporates the Boost 148 mm standard: the wide camber angle increases lateral stiffness, an advantage that is especially noticeable when changing direction.
Nitro is available in two colour liveries: Metallic Red / Carbon and Silver / Carbon; and in 3 sizes: S/M , M/L, L/XL.
To ensure the best position on the saddle, all sizes include scaled adjustment of angles and geometries.
The 90 Nm E-P3+ MX is an ideal choice for those looking for an outstanding electric bike motor that combines power and a smooth and responsive riding experience.
Its distinctive trait is a strong personality, with plenty of torque that never lets you down even at the highest revs, along with extremely precise assistance distribution according to the force exerted on the pedals. The E-P3+ MX motor adapts instantly to your pedaling and remains active up to 120 pedal strokes per minute. These features give the e-bike a sporty and dynamic character.
There are five assistance modes: Touring, Dynamic, Race and two more that can be customized via the dedicated smartphone App, allowing each cyclist to adapt the level of motor assistance to their needs and the type of route. The wiring system uses the automotive-derived Canbus technology to ensure faster, more precise and complete data transmission.
If needed, maintenance or overhaul operations on the E-P3+ MX can be carried out at any Polini Service Point: the motor can be completely disassembled and individual components can be easily accessed for any repairs, or complete or partial replacements.
OLYMPIA POWERSLIM 8, LOTS OF JUICE IN A SMALL PACKAGE
The latest generation battery developed by Olympia for its top-of-the-range e-bikes has the great advantage of packing exceptional performance into a small volume, with a capacity/weight ratio that puts it at the top of its category. PowerSlim8 is built using high-density lithium ion cells, which deliver a total capacity of 820 Wh in the smallest possible volume.
Perfectly integrated into the design of the frame, this battery allows you to ride for many hours without having to use bulky extenders. Its position is functional for the optimal balance of the e-bike, making it slim, agile and very comfortable to ride.
Powerslim8 was designed for efficient energy management. Its long usage time means fewer charging cycles - thus guaranteeing a longer life for the battery. The 4 Ampere battery charger supplied with the bike allows a full charge to be completed in just 5 hours.
Trail and all-mountain: these are the two faces of Nitro, one of the most versatile and comfortable e-mountain bikes born from Olympia's research and engineering work in the field of pedal assist.
In designing this elegant carbon fibre e-mtb, the Italian Piove di Sacco-based company paid particular attention to geometry and customisation of the set-up, to offer the best riding experience in any type of terrain and with any pedalling style.
The drive section stands out for its high capacity and particularly compact dimensions: the 90 Nm Polini Ep3+ MX motor is coupled with the new 820 Wh Olympia PowerSlim8 long-range battery. The display has been neatly integrated into the top tube while the various functions are activated via the remote control on the handlebar.
The frame, link and stay are made of Toray T800 carbon fibre according to EPS technology, a material and construction technique chosen to make the structure lighter and more comfortable. The top tube has been shaped to lower the standover, enabling the bike to handle the most challenging trails.
The 205x65mm RockShox Deluxe Select+ Trunnion shock absorber with 160mm travel is fitted inside the top tube, a build solution that optimises space and improves the precision of the entire shock absorbing system.
The kinematics of the central suspension provide a linear compression curve in the first half of the travel, perfectly suited to the use of an air shock absorber. The suspension setting limits any excessive suspension drive in the first half of the travel, to suit those who enjoy a more active ride even on demanding climbs. The response is progressive in the second half: the bike is responsive and stable on the roughest downhill sections, and the contrast to the full suspension drive at the end of the travel allows it to withstand even the most severe impacts.
The standard fork is the 160mm RockShox Lyrik Select.
What makes this frame versatile is the flip chip integrated in the link that allows, by replacing the standard suspension with a 205x57.5mm one, to vary the bike's rear travel from the 160mm of the NITRO to the 140mm that Olympia offers as standard in the Nitro Competizione model.
The size of the 29' wheels makes the bike more agile and favours a more linear progress when negotiating obstacles.
The rear wheel arch allows tyres up to a 2.4' section to be fitted and incorporates the Boost 148 mm standard: the wide camber angle increases lateral stiffness, an advantage that is especially noticeable when changing direction.
Nitro is available in two colour liveries: Metallic Red / Carbon and Silver / Carbon; and in 3 sizes: S/M , M/L, L/XL.
To ensure the best position on the saddle, all sizes include scaled adjustment of angles and geometries.
The 90 Nm E-P3+ MX is an ideal choice for those looking for an outstanding electric bike motor that combines power and a smooth and responsive riding experience.
Its distinctive trait is a strong personality, with plenty of torque that never lets you down even at the highest revs, along with extremely precise assistance distribution according to the force exerted on the pedals. The E-P3+ MX motor adapts instantly to your pedaling and remains active up to 120 pedal strokes per minute. These features give the e-bike a sporty and dynamic character.
There are five assistance modes: Touring, Dynamic, Race and two more that can be customized via the dedicated smartphone App, allowing each cyclist to adapt the level of motor assistance to their needs and the type of route. The wiring system uses the automotive-derived Canbus technology to ensure faster, more precise and complete data transmission.
If needed, maintenance or overhaul operations on the E-P3+ MX can be carried out at any Polini Service Point: the motor can be completely disassembled and individual components can be easily accessed for any repairs, or complete or partial replacements.
OLYMPIA POWERSLIM 8, LOTS OF JUICE IN A SMALL PACKAGE
The latest generation battery developed by Olympia for its top-of-the-range e-bikes has the great advantage of packing exceptional performance into a small volume, with a capacity/weight ratio that puts it at the top of its category. PowerSlim8 is built using high-density lithium ion cells, which deliver a total capacity of 820 Wh in the smallest possible volume.
Perfectly integrated into the design of the frame, this battery allows you to ride for many hours without having to use bulky extenders. Its position is functional for the optimal balance of the e-bike, making it slim, agile and very comfortable to ride.
Powerslim8 was designed for efficient energy management. Its long usage time means fewer charging cycles - thus guaranteeing a longer life for the battery. The 4 Ampere battery charger supplied with the bike allows a full charge to be completed in just 5 hours.
That press release and video contain an awful lot of words whilst avoiding mentioning the weight.
Is it being sold in N America? I hear a lot of good things about polini but i dont think theres a bike with a polini motor shipping to N America. Fully rebuildable motor and great parts availability. I think its shimano mounting pattern as well
I wanna see the Avinox system with a removable battery. The Levo gen 3 can get down to 21 - 22 kg with a removable 500 wh battery. The new Bosch system comes close with a 600 Wh battery. The Avinox system should be a bit lighter, even with a removable battery.
I wanna see the Avinox system with a removable battery. The Levo gen 3 can get down to 21 - 22 kg with a removable 500...
I wanna see the Avinox system with a removable battery. The Levo gen 3 can get down to 21 - 22 kg with a removable 500 wh battery. The new Bosch system comes close with a 600 Wh battery. The Avinox system should be a bit lighter, even with a removable battery.
The reality is that the Avinox weighs 2/3# less than the Bosch currently, as they both use the same style new battery technology, which is why they both offer a 600- & 800-watt option.
If Bosch standardized the race motor features the difference between these motor systems would be 1/3 #, and the power difference would be minimized.
I have a removable battery in my Relay, and although there are some advantages I'd choose a non-quick-removable battery with the weight and chassis advantages.
It's not realistic to expect a DJI motored e-bike to weigh a bunch less than any of the Gen 5 equipped Bosch 5 full power e-bikes. The Amflow is sized small, flexy with light duty parts (the cranks bend, the stem flexes, etc.). Every proper Amflow build weighs 49-53#s ready to ride. A good weight for a full power, but not astounding or anything.
I'll almost certainly buy the E-druid when it's released, but even with the 600-watt battery (which I prefer), cabled shifting, and recycling some of my high-end parts, I expect it to weigh > 50#s once I install my Avy Hybrid fork, a coil shock, gravity tires, and pedals/ tools.
At this point, it's between the e-Druid and the Crestline with a Bosch race motor for my next bike.
Not everyone riding an ebike is heavy and needs a big battery and the burliest parts. I think I could get away with a very light mid to full power motor and a mid 500-600wh battery on most rides. So my bike doesn't have to be heavier than 22-23 kg ready to ride.
I think the weight of a frame like the gen 3 levo where the motor is turned and the battery slides out at the bb can come very close weight wise to a fixed battery bike.
The newest tech batteries are going to be 400, 600 or 800 watts as it has to do with the cell architecture. Not many are going to design a 400-watt battery full power e-bike.
I only weigh 180#s and my XL Relay, with all of the parts I listed above, weighs 45.0#s ready to ride and I only use 40-55% of the battery juice on a good intense bike ride that leaves my body exhausted. Although as I'm getting a divorce, I might be able to start doing longer rides and therefore use more battery juice.
If you are a light guy, riding a mid-power has similar climbing power to you as a full power would for a larger guy, so I'd suggest that if staying below 45#s matters to you. A Levo SL, a Heckler SL, the Pivot SL or the Relay. Some of those builds could get to 42#s or so (ready to ride) with some money spent.
I agree that if battery removal is handled correctly, it shouldn't add too much weight. I did just google about Li-Ion battery life and temps. The standard is that they should be stored and charged between 0-40' C/ 32-104' F with no discernable degradation. Storing in temps above that will reduce life. Trying to charge or operate at temps below that will result in poor/ no charging. Those temps are within the range of my garage year around, suddenly making me care even less about a removable battery. If I had a colder garage, I'd just get a heating pad and wrap it around the downtube on a timer when needed.
I think the DJI is way overhyped. But that's typical in the tech world that MTB's are now in with emtb. I believe progress at this point forward will be in small increments.
I'd like to see more frame only offerings with motor/battery options (standardization) as more and more people get into emtbs. Having to buy complete with a bunch of unwanted take off parts helps no one.
After 20 years on mtbs I'm a recent emtb convert but I will say without a doubt emtbs eat components for breakfast, you can not cheap out to save weight, they will not last.
Talked to a Forbidden dealer about the pending new E-Druid. For anyone interested, hurry up and get your deposit in now. They are pre-selling like hot cakes!
Talked to a Forbidden dealer about the pending new E-Druid. For anyone interested, hurry up and get your deposit in now. They are pre-selling like hot...
Talked to a Forbidden dealer about the pending new E-Druid. For anyone interested, hurry up and get your deposit in now. They are pre-selling like hot cakes!
I bet it's going to be an amazing bike, even though we know next to nothing about it! :-) I wonder if taking delivery will be affected for those in the US?
Yes, decoupling between chainring and crank is ultimately the key for PK reduction/elimination. I have not had the opportunity to examine the inner workings of any of these motors. Does the pedal power go through the motor, or directly to the chainring? In other words, is the motor upstream of the crank, which is upstream of the ring, or is the crank upstream of the motor, which is upstream of the ring? In the latter scenario (with the crank upstream of the motor) decoupling "the external drivetrain (chain, chainring, cassette)...from the internal drivetrain (freewheel, gearbox, motor)" would by default decouple the crank. But in the former scenario, it would not. I have not ever really thought about it before. I am sure having the motor upstream of the crank would cut down on power-off pedaling drag, but some of these motors do have a fair bit of drag with the power off, so it wasn't obvious to me that the pedal power wasn't going through the motor's gearset on the way to the ring.
I rode my 56lbs N8e 5 miles with assist turned off, was riding with an analog buddy. I didn't think it was that bad, and I had a spare battery for my kids bike in my hydro pack. I was happy to turn it on for the last 12 miles, but it's totally ridable with it off. When I first get to a trail head I like to ride the first 1/2 mile or so with the assist off to help me warm up faster.
This is insane behavior!
my range VLT battery fucked up once riding home from the pub, the bike is 30kg on DH tyres (66lb)
I had to ride 3km and about 100m vert home, I nearly fainted lol. Walking would have been faster.
Orbea Wild development story video. I still think their DH approach was one of the cooler things to be done w/ bike development
How the new Wild with OOLAB was developed in the DH World Cup
Forged in the heat of high competition, the Wild takes its capabilities to a new level. Orbea has unveiled its new video entitled "How we developed the new Wild". This exclusive content details the process of transforming an ebike into a prototype suitable for DH World Cups. The goal? To test creative concepts on the most demanding stage.
The video shows how Orbea's engineering team, mechanical staff and Orbea Enduro Team rider Martin Maes worked under the most demanding conditions, using the most technical tracks on the world circuit as a test laboratory.
The Wild prototype underwent intensive development that included a specific "dummy" for the absence of the motor, adjustments to the geometry, frame stiffness, mass distribution and also changes to the suspension to adapt it to the technical and demanding descents of the DH World Cups.
This approach not only ensured a remarkable performance in competition, with two top-20 finishes in two rounds of the DH World Cup, but also generated a new sphere of expertise for Orbea. This has allowed them to set new standards in the eMTB segment, applying this knowledge to the Wild presented just a few months ago.
If only they learned not to route the cables through the headset. :-)
Anyone know anything about a new Levo soon? What would people want to see on it?
The Levo used to be the full power emtb benchmark apart from reliability until the amflow came around so ideally it would be close to the Amflow but with a removable battery. But chances are specialized didn't know about the Amflow in detail and it won't match its specs.
So far rumors say it will have the brose and 48v plus a bigger battery. So looks like it will be heavier than the Amflow. Probably close to the Gen 5 Bosch with 800wh battery.
It's actually quite amazing how far ahead the Levo was when it was released. In my eyes, its still competitive with the Amflow.
Amflow's are not quite as light as some of the early reports. Sam's with a 38, a coil & gravity Schwalbes weighs 50#s in a size Large. That's still 5#s more than my XL Relay, also with dual coil suspension, 1 gravity tire & pedals and tools on board.
I'm still looking for the free lunch but have yet to find it. My plan is to buy the E-Druid, but I think it'll weigh 48#s once all set up, not 43#s as has been reported. Hope I'm wrong however!
I just got back from camping, took my Range VLT as there is a fun little DH track you can repeat easily.
anyway, I'm an idiot and the wheel I swapped over to the ebike did not have a magnet in the disc, so the bike didn't work lol
Owner of the camp ground had a levo, he let me take his bike for some laps. First corner I was comfy on this bike despite been way too small, the thing was so light and nimble. Wasn't a SL edition, just a normal carbon Levo. Call me impressed. It just worked really nice.
Yeah, the levo would probably be pretty close if the battery was non-removable aswell. A quickly removable battery will always add like 0,5 to 1 kg. But its neccessary in some use cases, especially when you're on the road.
Not gonna help a DJI emtb enter the US market:
https://gizmodo.com/dji-stops-automatically-blocking-drone-flights-over…
Dang! And here I was hoping I could ride my Amflow in restricted airspace.
i'd never seen this bike before but received a PR about it, so putting it here - Olympia Nitro ebike with Polini Ep3+ MX motor.
Nitro, an all-round powerful trail bike
Trail and all-mountain: these are the two faces of Nitro, one of the most versatile and comfortable e-mountain bikes born from Olympia's research and engineering work in the field of pedal assist.
In designing this elegant carbon fibre e-mtb, the Italian Piove di Sacco-based company paid particular attention to geometry and customisation of the set-up, to offer the best riding experience in any type of terrain and with any pedalling style.
The drive section stands out for its high capacity and particularly compact dimensions: the 90 Nm Polini Ep3+ MX motor is coupled with the new 820 Wh Olympia PowerSlim8 long-range battery. The display has been neatly integrated into the top tube while the various functions are activated via the remote control on the handlebar.
The frame, link and stay are made of Toray T800 carbon fibre according to EPS technology, a material and construction technique chosen to make the structure lighter and more comfortable. The top tube has been shaped to lower the standover, enabling the bike to handle the most challenging trails.
The 205x65mm RockShox Deluxe Select+ Trunnion shock absorber with 160mm travel is fitted inside the top tube, a build solution that optimises space and improves the precision of the entire shock absorbing system.
The kinematics of the central suspension provide a linear compression curve in the first half of the travel, perfectly suited to the use of an air shock absorber. The suspension setting limits any excessive suspension drive in the first half of the travel, to suit those who enjoy a more active ride even on demanding climbs. The response is progressive in the second half: the bike is responsive and stable on the roughest downhill sections, and the contrast to the full suspension drive at the end of the travel allows it to withstand even the most severe impacts.
The standard fork is the 160mm RockShox Lyrik Select.
What makes this frame versatile is the flip chip integrated in the link that allows, by replacing the standard suspension with a 205x57.5mm one, to vary the bike's rear travel from the 160mm of the NITRO to the 140mm that Olympia offers as standard in the Nitro Competizione model.
The size of the 29' wheels makes the bike more agile and favours a more linear progress when negotiating obstacles.
The rear wheel arch allows tyres up to a 2.4' section to be fitted and incorporates the Boost 148 mm standard: the wide camber angle increases lateral stiffness, an advantage that is especially noticeable when changing direction.
Nitro is available in two colour liveries: Metallic Red / Carbon and Silver / Carbon; and in 3 sizes: S/M , M/L, L/XL.
To ensure the best position on the saddle, all sizes include scaled adjustment of angles and geometries.
THE E-P3+ MX MOTOR, RESPONSIVE AND EASY TO USE
The 90 Nm E-P3+ MX is an ideal choice for those looking for an outstanding electric bike motor that combines power and a smooth and responsive riding experience.
Its distinctive trait is a strong personality, with plenty of torque that never lets you down even at the highest revs, along with extremely precise assistance distribution according to the force exerted on the pedals. The E-P3+ MX motor adapts instantly to your pedaling and remains active up to 120 pedal strokes per minute. These features give the e-bike a sporty and dynamic character.
There are five assistance modes: Touring, Dynamic, Race and two more that can be customized via the dedicated smartphone App, allowing each cyclist to adapt the level of motor assistance to their needs and the type of route. The wiring system uses the automotive-derived Canbus technology to ensure faster, more precise and complete data transmission.
If needed, maintenance or overhaul operations on the E-P3+ MX can be carried out at any Polini Service Point: the motor can be completely disassembled and individual components can be easily accessed for any repairs, or complete or partial replacements.
OLYMPIA POWERSLIM 8, LOTS OF JUICE IN A SMALL PACKAGE
The latest generation battery developed by Olympia for its top-of-the-range e-bikes has the great advantage of packing exceptional performance into a small volume, with a capacity/weight ratio that puts it at the top of its category. PowerSlim8 is built using high-density lithium ion cells, which deliver a total capacity of 820 Wh in the smallest possible volume.
Perfectly integrated into the design of the frame, this battery allows you to ride for many hours without having to use bulky extenders. Its position is functional for the optimal balance of the e-bike, making it slim, agile and very comfortable to ride.
Powerslim8 was designed for efficient energy management. Its long usage time means fewer charging cycles - thus guaranteeing a longer life for the battery. The 4 Ampere battery charger supplied with the bike allows a full charge to be completed in just 5 hours.
That press release and video contain an awful lot of words whilst avoiding mentioning the weight.
all I thought was "it would be shit to get my balls caught in the shock" looking at that
praxis now has alloy 150 and 155mm cranks for bosh and giant systems
https://praxiscycles.com/product/ec-type1/
Does that Olympia beauty have a emtb class rating? seems a lot of the specs are out of class 1?
Is it being sold in N America? I hear a lot of good things about polini but i dont think theres a bike with a polini motor shipping to N America. Fully rebuildable motor and great parts availability. I think its shimano mounting pattern as well
After Forbidden, Unno's going Dji ! Amflow's days are numbered ??
https://www.instagram.com/reel/DFTMIp8uDE8/?utm_source=ig_web_copy_link…
I dunno, Unno's looks are pretty polarizing, personally I'd buy an Amflow before I bought an Unno.
Good to see another manufacturer adopting the DJI platform though.
I agree but it seems the look will be toned down on the new model.
https://www.instagram.com/reel/DE_9gGnozYn/
Each to their own, but from what I can see in that post it's still not a bike that would interest me.
I wanna see the Avinox system with a removable battery. The Levo gen 3 can get down to 21 - 22 kg with a removable 500 wh battery. The new Bosch system comes close with a 600 Wh battery. The Avinox system should be a bit lighter, even with a removable battery.
The reality is that the Avinox weighs 2/3# less than the Bosch currently, as they both use the same style new battery technology, which is why they both offer a 600- & 800-watt option.
If Bosch standardized the race motor features the difference between these motor systems would be 1/3 #, and the power difference would be minimized.
I have a removable battery in my Relay, and although there are some advantages I'd choose a non-quick-removable battery with the weight and chassis advantages.
It's not realistic to expect a DJI motored e-bike to weigh a bunch less than any of the Gen 5 equipped Bosch 5 full power e-bikes. The Amflow is sized small, flexy with light duty parts (the cranks bend, the stem flexes, etc.). Every proper Amflow build weighs 49-53#s ready to ride. A good weight for a full power, but not astounding or anything.
I'll almost certainly buy the E-druid when it's released, but even with the 600-watt battery (which I prefer), cabled shifting, and recycling some of my high-end parts, I expect it to weigh > 50#s once I install my Avy Hybrid fork, a coil shock, gravity tires, and pedals/ tools.
At this point, it's between the e-Druid and the Crestline with a Bosch race motor for my next bike.
Not everyone riding an ebike is heavy and needs a big battery and the burliest parts. I think I could get away with a very light mid to full power motor and a mid 500-600wh battery on most rides. So my bike doesn't have to be heavier than 22-23 kg ready to ride.
I think the weight of a frame like the gen 3 levo where the motor is turned and the battery slides out at the bb can come very close weight wise to a fixed battery bike.
The newest tech batteries are going to be 400, 600 or 800 watts as it has to do with the cell architecture. Not many are going to design a 400-watt battery full power e-bike.
I only weigh 180#s and my XL Relay, with all of the parts I listed above, weighs 45.0#s ready to ride and I only use 40-55% of the battery juice on a good intense bike ride that leaves my body exhausted. Although as I'm getting a divorce, I might be able to start doing longer rides and therefore use more battery juice.
If you are a light guy, riding a mid-power has similar climbing power to you as a full power would for a larger guy, so I'd suggest that if staying below 45#s matters to you. A Levo SL, a Heckler SL, the Pivot SL or the Relay. Some of those builds could get to 42#s or so (ready to ride) with some money spent.
I agree that if battery removal is handled correctly, it shouldn't add too much weight. I did just google about Li-Ion battery life and temps. The standard is that they should be stored and charged between 0-40' C/ 32-104' F with no discernable degradation. Storing in temps above that will reduce life. Trying to charge or operate at temps below that will result in poor/ no charging. Those temps are within the range of my garage year around, suddenly making me care even less about a removable battery. If I had a colder garage, I'd just get a heating pad and wrap it around the downtube on a timer when needed.
Talked to a Forbidden dealer about the pending new E-Druid. For anyone interested, hurry up and get your deposit in now. They are pre-selling like hot cakes!
I bet it's going to be an amazing bike, even though we know next to nothing about it! :-) I wonder if taking delivery will be affected for those in the US?
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