How to choose the right urban electric bike ?

© Nicole Baster/Unsplash

In the city, driving a car is becoming more and more complicated. So why not replace it with an electrically assisted bicycle (EAB) for short trips? daily ? To do this, you must of course be in good health and not have a bulky load to lug around. And again: some e-bikes are cargo-type, meaning they have a more or less large trunk to accommodate weekly shopping as well as one or two passengers.

There is also the question of budget. Currently, you can mainly find bikes with prices ranging from 1000 to 2500 euros: it is not cheap and we were keen to present e-bikes covering this entire price range. Manufacturers are competing in ingenuity to offer models that adapt to everyone's lifestyle.

Whether you live in a small apartment or a loft (lucky you), whether you are single or a parent with children to drop off at school, or whether your main concern is getting to work every day, there is a bike that will suit you.

At Presse-citron, we are not used to testing electric bikes: a bit like our readers! That is why Romain, our Editor-in-Chief who is not too keen on pedaling, entrusted us with the delicate mission of clearing the way.

We have therefore chosen five e-bikes that we consider representative of what our urban readers may need and we have evaluated them. Here, no jargon, nor (too many) technical characteristics, but a presentation of each product and our feelings after a few weeks of use.

Since the beginning of the summer, we have traveled several hundred kilometers with the e-bikes that we present to you here..

Like any selection, this one is necessarily subjective and limited. You will surely be surprised not to find this or that brand and you will regret the absence of a very particular model. We are aware of this. Tell us in the comments what you think of our choices: we accept (constructive) criticism and suggestions that you may have about those that we should test.

And now, let's saddle up!

Engwe (pronounced “ èneguhi ”) is an e-bike manufacturer with a well-stocked catalogue. At the start of autumn, it has around thirty reasonably priced models. It includes all-terrain e-bikes, high-end city bikes and folding models.

The P20 falls into this last category. This friendly bike offers some very convincing arguments if you don’t have a dedicated bike parking area. The machine folds and unfolds very simply in around thirty seconds thanks to a well-designed mechanism.

Engwe P20 © Marc Mitrani for Presse-citron

Its weight of 18.5 kg makes it easier to transport while its compactness allows it to fit almost anywhere. During our tests, we put it in the trunk of a Mini without any problem and even in a closet when it was not in use. The only small regret is that the finish is a little lacking at the welds, which are far too visible for our taste.

A nice detail, its designers equipped it with a carbon transmission belt that does not require any lubrication. The 250-watt motor is located in the rear hub. The P20 is equipped with a torque sensor that allows the electric assistance to be adapted to the effort provided by the cyclist. This provides a driving sensation close to that offered by a muscular bike (no jolts in acceleration).

The P20 has three levels of assistance that are more than sufficient for urban driving. The absence of shock absorbers is not a real problem here: our buttocks, although sensitive, did not suffer during daily journeys of around twenty kilometers. It should be noted that we had taken care to equip the saddle with a silicone pad…

According to Engwe, the removable battery offers a range of up to 100 kilometers. This may be true under ideal conditions (light rider, minimal electric assistance), but not in our tests.

© Marc Mitrani for Presse-citron

© Marc Mitrani for Presse-citron

© Marc Mitrani for Presse-citron

By keeping an electric assistance of level 2 or 3, we found that the autonomy fluctuated between 50 and 60 km in the city. This is not bad at all when you specify that the tester is not exactly a featherweight. Good point also for the driving comfort: the handlebars are pleasant and easily adjustable in height, as is the seat post. The engine is efficient without being noisy and we appreciate the presence of a front light as well as rear indicators integrated into the chassis.

The P20 display screen consists of a small monochrome OLED screen. It mainly indicates the instantaneous speed, the cumulative distance, the top speed and information on the remaining autonomy. Rather bright, it remains reasonably readable in full sunlight.

On the security side, it is the bare minimum. The battery has a key lock and the power on while a four-digit PIN code can be defined. We will therefore not forget to invest in an anti-theft device, essential in an urban environment.

The P20 has a few surprises in store. While browsing its FAQ, we learned that it could connect to a smartphone thanks to a companion app (iOS and Android). This is all the more surprising since we did not find in the technical specifications the slightest mention of a wireless connection…

Once folded, the P20 becomes easily storable © Marc Mitrani for Presse-citron

It does exist, however. The pairing procedure is a bit convoluted since you have to enter the P20's frame number in the app in order to detect it… No need to bother entering the other information, or providing the purchase invoice as requested: they are optional.

The application, available only in English at the time of this test, displays information on the status of the P20. It also allows the updating of its internal software and offers a quick test procedure for its various components. It also offers a pretty good GPS function and the ability to keep track of your escapades. We really don't understand why all this isn't mentioned in the description.

Available in three colors for the price of1099 euros, the P20 is a product to consider if you have a tight budget. However, it should be kept in mind that Engwe does not have a workshop in France. After-sales service and support are only available via email or online chat, with very strict warranty part exchange procedures.

Engwe P20 in brief

Positioned at the top of the range, the P275 ST is an imposing city bike. You will immediately notice its “Californian bike” style fork handlebars which allow you to maintain an upright posture when using it. This is appreciated if you sometimes have back problems. The aluminum frame has a very good finish. It is an open type, meaning that it does not have a crossbar. Some will say that this makes it a women's bike, but we do not agree. Our test model was adorned in white and orange. It is available in more classic versions (white or anthracite gray, both elegant and discreet).

Despite the use of aluminum, the P275 SR still weighs 25.6 kg all-inclusive. This respectable weight is partly due to its imposing removable Samsung battery of 690 Wh (36 Volts and 19.2 Ah). In theory, it provides excellent autonomy: we will come back to this later. A lock ensures its security and allows its removal in order to facilitate its charging. The operation can also be carried out by leaving it in place. In either case, it will take nearly eight hours to go from 0 to 100%.

Engwe P275 ST © Marc Mitrani for Lemon Squeezer

The motorization is located at the pedal level and benefits from an efficient torque sensor. The assistance provided is thus more regular, correctly dosed and always limited to 25 km/h as required by French regulations. The saddle is a model of comfort and has a pneumatic adjustment mechanism that is at least effective. The hydraulic disc braking system is powerful, precise and does not require you to squeeze the brakes like crazy to stop quickly. The transmission is provided by a chain while the gear change is managed by a 9-ring derailleur.

The cockpit has a small AMOLED color screen located near the left handle. It displays most of the information needed for driving and provides access to a settings menu translated into French. You can also access the settings from the companion app, the same as the one on the P10 that we are testing in this article. The whole thing is controlled using three buttons and does not pose any particular difficulties.

© Marc Mitrani for Presse-citron

© Marc Mitrani for Lemon Squeezer

They are also used to select one of the three levels of assistance and to activate the powerful front headlight, integrated into the chassis. The rear light is located under the saddle and must be activated manually by applying light pressure. The operation is so simple that we have accidentally turned it on more than once. You will have to pay attention to it or you will quickly drain the small non-rechargeable battery that powers it.

Using the P275 ST on a daily basis is a real pleasure. The bike is reliable and very stable. We appreciated the comfort provided by the central motor and its torque sensor which provide a feeling of power that is, to say the least, pleasant.

© Marc Mitrani for Presse-citron

© Marc Mitrani for Presse-citron

© Marc Mitrani for Lemon Squeezer

And to be honest, we climbed hills without really noticing or ending up swimming. The three levels of assistance proved to be more than sufficient and we even enjoyed riding the bike with the motor off. The weight of the motor, placed in the crankset, does not change the center of gravity and makes pedaling without assistance much more enjoyable than with the competition. Therefore, we will be less afraid of running out of power!

That said, you really have to want it to find yourself running out of electric energy. Entre announces a maximum range of 150 km with maximum assistance and 260 km with minimum assistance. Draining the battery requires regular use and we managed to make a dozen 18 km trips without any problems before needing to recharge the battery. And again: we could have done one or two more, but we didn't want to tempt the devil!

Without a doubt, the P275v ST is an excellent choice for everyday use in the city or even for a Sunday stroll. We were won over by its quality of finish and the services offered. In the end, we can only criticize it for its slow battery charge and — to a lesser extent — a slightly high official price (1899 euros).

Fortunately, this price is rarely applied since Engwe is one of those companies fond of “crossed-out prices” and permanent promotions. At the end of September, when this test was written, it was available on the manufacturer's website for 1349 euros. As for the P20, note that after-sales service is carried out by e-mail chat and sending of spare parts by carrier since the manufacturer does not have a sales and repair network in Europe.

Engwe P275 ST in summary

Fiido is a Chinese manufacturer whose goal is to offer low-cost e-bikes without sacrificing style or quality. Its catalog includes around fifteen models ranging from folding e-bikes to cargo bikes and urban models.

The e-Gravel C21 that we selected for this article belongs to this last category. Its price of 1000 euros at the time of writing this test intrigued us: can you really get a e-bike worthy of the name for 1000 euros ? Spoiler alert: yes !

Fiido e-gravel C21 © Presse-citron

The C21 doesn't really look like an electric bike, but rather a muscular model with a sophisticated design. Only the thickness of the down tube betrays the presence of a battery. In order to preserve the aesthetics, Fiido has chosen to make it non-removable. It will therefore be necessary to have an electrical outlet close to the parking lot to recharge it.

This could be a problem for small urban homes, especially if they don’t have a lift. Fortunately, its weight of 17.5 kg makes it portable. In practice, we didn’t have too much trouble carrying it up two flights of stairs twice a day during the duration of this test. Fiido has still included an optional external battery that attaches to the bottle cage, just to provide a backup power supply if needed. The motor is housed in the rear hub, its compactness making it almost invisible.

The cockpit is located on the handlebars. It consists of a left satellite where you can find the driving controls (including the horn and front lighting) and a central module with a color LCD screen and four buttons (assistance change, display toggle and power on). It is completed on its right by a 9-speed mechanical derailleur.

The screen clearly displays the information needed for navigation and remains readable on a sunny day. A small regret regarding the rear lighting that we would have liked to be able to control from the control module. We will have to do without it, since it takes the form of a mini red torch that will have to be recharged separately.

A companion application (iOS and Android) takes the information displayed on the screen. It offers a few functions such as locking the assistance and gives access to a few settings. It remains practical, if not indispensable.

© Presse-citron

© Presse-citron

© Presse-citron

The saddle, relatively wide, is rather comfortable even if the lack of shock absorbers on the bike is felt on a bumpy path. Nothing too dramatic, however: the addition of a gel cushion sold for around ten euros makes it more pleasant.

Called “Eco”, the C21’s first level of assistance is quite discreet and offers minimal help. It is this that allows Fiido to indicate an electric range of up to 90 km. The “Normal” mode is more convincing, but the assistance is much more effective in “Sport” or “Turbo” mode, making hills less tiring. If the slope is steep, you will have to switch to “Turbo+”, which is much more pleasant.

As required by French law, the assistance is active up to 25 km/h, the speed at which the engine stops working. The lightness of the bike allowed us to reach speeds of up to 30 km/h using only our calves.

© Presse-citron

© Presse-citron

© Presse-citron

A rather surprising detail for an electric bike sold in France, The manual mentions a very simple way to bypass the legal limitation : just press and hold one of the keys to see a small icon in the shape of rocket.

So, goodbye to the 25 km/h limit: we got assistance up to 35 km/h, a value that we did not want to exceed even if the engine seems to be able to go higher. Let us specify all the same that it is reprehensible to unbridle the bike for use on public roads. It will have to be used on a private property or land, at our own risk.

In “normal” use, that is to say remaining set most of the time in “sport” mode with a few forays into “turbo”, the battery provides around fifty kilometers. Of course, it also depends on the weight of the cyclist: the effective autonomy decreases as the load weight increases. This is still very correct for urban journeys.

Aesthetically successful, well equipped and quite light, the C21 from Fiido is a nice surprise at this price level. Therefore, we readily forgive the use of a non-removable battery, the only drawback of this pleasant electric bike.

The Cargo One is part of the very fashionable category of electric cargo bikes. These are designed to replace a car on urban journeys. The model proposed by Tenways supports a maximum load of 250 kg, including the weight of the bike (56 kg) and that of the driver.

Its transport trunk, housed at the front, is made of a very solid plastic with a neat finish. It includes signal lights as well as a removable mini-bench + seat belts set. You can fit an adult or two not too bulky teenagers (apparently they exist) as well as a few bags.

Tenways Cargo One © Marc Mitrani for Presse-citron

The 960 Wh electric battery is supposed to provide between 60 and 90 km of autonomy. It powers a 250-watt motor housed in the pedal crank, which provides electric assistance up to 25 km/h, the maximum speed permitted in France. The transmission is provided by a carbon belt and the braking is provided by a hydraulic disc mechanism.

On paper, this all sounds more than promising, especially at the announced price point. At 5,000 euros, thee Cargo One is 2,000€ cheaper than equivalent products offered by the competition.

We were a little anxious when we picked up our test model, because it was the first time we had ridden such a large bike (over 2 meters long and 70 cm wide, all the same). Its kickstand sets the tone since it is similar to those fitted to scooters and motorcycles…

© Marc Mitrani for Presse-citron

© Marc Mitrani for Presse-citron

The first contact is a little disconcerting: you have to find your balance, and above all understand that the front is good more imposing than that of a traditional bicycle. This requires a little attention when taking a slightly tight turn. The designers of the Cargo One have taken care to lower its center of gravity, which makes it well more manipulable than we feared.

The Hill starts also require a little time to adapt during the first few outings, but you quickly get used to it. It is better to do a few tests without load, especially if the load consists of children!

A mini-satellite located on the left side of the handlebar gives access to the controls. These include switching on the power, activating the indicators and headlights as well as changing the assistance level (there are five in total).

© Marc Mitrani for Presse-citron

A good-sized color screen displays driving information , including those relating to GPS guidance.The latter requires the installation of the companion application on your smartphone, the screen only relaying the instructions it provides via a Bluetooth connection.

The screen is correctly readable in low or normal brightness, a little less in direct sunlight. This can be corrected by adjusting a parameter in the configuration menu. Our only small regret comes from the lack of a French translation of the information displayed. This is not paralyzing, since most of the communication is not textual.

© Marc Mitrani for Presse-citron

© Marc Mitrani for Presse-citron

The speed change is ensured by a progressive device of Enviolo origin. It Simply turn the right handle in one direction or the other to activate it, which avoids the jolts associated with the traditional derailleur. We particularly appreciated this system, which is both reliable and responsive.

The maximum autonomy announced is in our opinion a little optimistic, especially if you drive with a heavy load. In fact, it varies between 40 and 60 km, especially if you stay in maximum assistance with a reasonable load in the trunk. That's not so bad!

Finally, let's point out that the battery is made up of original LG cells and is removable. So much the better, especially if you live in an apartment! It can also be recharged directly on the bike. In both cases, the charging time exceeds 6 hours with the power supply provided.

We were won over by the Cargo One, which efficiently fulfills its mission as a city vehicle. It is a small city car without too many problems and has given us great service. Provided, of course, that you have the physical fitness necessary to use it!

Tenways Cargo One in brief

Trek is one of the “big manufacturers” of electric bikes, those that newcomers take as a reference. The American is equally renowned for the quality of its muscular and electric bikes, which have the reputation of being expensive, even very expensive.

This is not the case with the Verve+ 1 LT, of which we are testing the lowstep version (without crossbar) that the manufacturer offers at 2359 euros. Designed for the city, it is light (18 kg all inclusive) and easy to handle.

TREK Verve+ 1 Lowstep LT © Marc Mitrani for Presse-citron

Its contained weight has required some small sacrifices, particularly at the battery level. It is therefore non-removable and has a lower capacity (250 Wh). These deliberate choices make it a product designed for bike commuting, Trek claiming that the vast majority of users do not commute more than twenty kilometers a day. Noted.

That said, the manufacturer offers an optional removable external battery that attaches to the bottle cage location. It significantly increases the overall capacity and acts as an extension of the one integrated into the bike rather than recharging it. Sold for around 490 euros, it provides an additional 250 Wh and therefore doubles the original capacity.

The battery is not removable, charging is done through this connector © Marc Mitrani for Presse-citron

More delicate, the parking place must have an electrical outlet, which most of the time means parking it in your apartment… Its weight and its center of gravity rather low are assets if you are not lucky enough to have a lift, the bike becoming relatively easy to carry. Carrying it up three floors is not too difficult, provided you are not loaded!

We also appreciate the quality of the finishes and the clean lines of the frame. Our test model, in yellow, did not go unnoticed during our urban outings. This color makes it easy to spot in a parking lot overloaded with bikes and offers a touch of originality that is a pleasant change from black or white bikes. Trek also offers it in red as well as a less flashy black.

The Verve+ 1 Lowstep LT has a discreet motor housed in the rear hub and an 8-speed derailleur. The front and rear lights are integrated into the frame and controlled from a small satellite located at the left handlebar. In the minimalist genre, it actually stands out a bit there.

© Marc Mitrani for Presse-citron

© Marc Mitrani for Presse-citron

It only has three buttons and two LED gauges indicating the level of assistance and the charge of the battery. No locking mechanism is offered and you also have to cross out the speed display. This is in our opinion the only real lack.

The Verve+ 1 Lowstep LT can still connect wirelessly to a smartphone where you have taken care to install the companion application. This offers the traditional guidance functions and displays information relating to the trip (speed, journey time, etc.). All that remains is to install a support on the handlebars to have a screen worthy of the name!

One of the most interesting functions of the application is without a doubt guidance based on the remaining battery capacity. It indicates the level of assistance to use during the trip in order to reach the destination before completely emptying the battery.

© Marc Mitrani for Presse-citron

If this is not possible, we have everything even a fairly accurate assessment of where we will run out of fuel. For the result to be relevant, care must be taken to enter the cyclist's weight in the parameters, as this plays a key role in the assessment provided.

Driving the Verve+ 1 Lowstep LT is a real pleasure: the saddle is comfortable and the grips covering the handles are very pleasant. The derailleur behaves perfectly and it is fun (or almost!) to climb hills in the city. The electric assistance is effective and does the job up to 25 km/h, the maximum speed tolerated for this type of product in Europe. Available at a public price of 2399 euros, it is certainly more expensive than most of the Asian models that we have been able to test. But the quality of the finishes, the presence of a local after-sales service network and the driving comfort are among the things that can reassure a potential buyer.

TREK Verve+ 1 Lowstep LT in summary

Buy the TREK Verve+ 1 Lowstep

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