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

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

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

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

The lightning pace of e-bike motor development 

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

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

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

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

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

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

Frame design implications

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

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

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

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

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

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

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

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

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

Models, availability, and pricing

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

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

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

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

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

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

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

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

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

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

Like an ever-present hand on your back

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

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

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

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

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

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

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

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

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

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

But it’s still fun.

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

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

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

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

About that speed cutoff

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

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

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

What about the non-motorized bits?

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

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

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

There are some other quirks, too.

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

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

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

Super fun, but keep the limitations in mind

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

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

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

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

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\"location\": \"list\", \"title\": \"7 new bikes we found at sea otter\"}}\u0027>\n 7 new bikes we found at sea otter\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"sea otter randoms: the one about carrying cargo of all kinds","url":"https:\/\/velo.outsideonline.com\/urban\/urban-gear\/sea-otter-randoms-the-one-about-carrying-cargo-of-all-kinds\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/urban\/urban-gear\/sea-otter-randoms-the-one-about-carrying-cargo-of-all-kinds\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"sea otter randoms: the one about carrying cargo of all kinds\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/urban\/urban-gear\/sea-otter-randoms-the-one-about-carrying-cargo-of-all-kinds\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"sea otter randoms: the one about carrying cargo of all kinds\"}}\u0027>\n sea otter randoms: the one about carrying cargo of all kinds\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"gallery: 16 attention grabbing bikes from the sea otter classic","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/16-attention-grabbing-bikes-sea-otter-classic\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/16-attention-grabbing-bikes-sea-otter-classic\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"gallery: 16 attention grabbing bikes from the sea otter classic\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/16-attention-grabbing-bikes-sea-otter-classic\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"gallery: 16 attention grabbing bikes from the sea otter classic\"}}\u0027>\n gallery: 16 attention grabbing bikes from the sea otter classic\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"haro bikes is set to release a new race road bike and gravel bike. wait, what","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/haro-buzzard-rivette-road-gravel\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/haro-buzzard-rivette-road-gravel\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"haro bikes is set to release a new race road bike and gravel bike. wait, what\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/haro-buzzard-rivette-road-gravel\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"haro bikes is set to release a new race road bike and gravel bike. wait, what\"}}\u0027>\n haro bikes is set to release a new race road bike and gravel bike. wait, what\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"\u2018cycling sucks sometimes\u2019: what poga\u010dar, van der poel and pidcock said before li\u00e8ge-bastogne-li\u00e8ge","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/cycling-sucks-sometimes-what-pogacar-van-der-poel-and-pidcock-said-before-liege-bastogne-liege\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/cycling-sucks-sometimes-what-pogacar-van-der-poel-and-pidcock-said-before-liege-bastogne-liege\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018cycling sucks sometimes\u2019: what poga\u010dar, van der poel and pidcock said before li\u00e8ge-bastogne-li\u00e8ge\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/cycling-sucks-sometimes-what-pogacar-van-der-poel-and-pidcock-said-before-liege-bastogne-liege\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018cycling sucks sometimes\u2019: what poga\u010dar, van der poel and pidcock said before li\u00e8ge-bastogne-li\u00e8ge\"}}\u0027>\n \u2018cycling sucks sometimes\u2019: what poga\u010dar, van der poel and pidcock said before li\u00e8ge-bastogne-li\u00e8ge\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"sea otter randoms: riser handlebars, nifty racks, and tubes aren\u2019t dead","url":"https:\/\/velo.outsideonline.com\/news\/sea-otter-randoms-riser-handlebars-nifty-racks-and-tubes-arent-dead\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/sea-otter-randoms-riser-handlebars-nifty-racks-and-tubes-arent-dead\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"sea otter randoms: riser handlebars, nifty racks, and tubes aren\u2019t dead\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/sea-otter-randoms-riser-handlebars-nifty-racks-and-tubes-arent-dead\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"sea otter randoms: riser handlebars, nifty racks, and tubes aren\u2019t dead\"}}\u0027>\n sea otter randoms: riser handlebars, nifty racks, and tubes aren\u2019t dead\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"the thesis n1 wants to be your sole drop bar bike for everything","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-gear\/thesis-n1-do-everything-drop-bar-bike\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-gear\/thesis-n1-do-everything-drop-bar-bike\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the thesis n1 wants to be your sole drop bar bike for everything\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-gear\/thesis-n1-do-everything-drop-bar-bike\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the thesis n1 wants to be your sole drop bar bike for everything\"}}\u0027>\n the thesis n1 wants to be your sole drop bar bike for everything\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"xpedo\u2019s new power meter pedals are ready for the spotlight","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/xpedo-new-power-sonik-omni-and-thrust-omni-meter-pedals-sea-otter-classic\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/xpedo-new-power-sonik-omni-and-thrust-omni-meter-pedals-sea-otter-classic\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"xpedo\u2019s new power meter pedals are ready for the spotlight\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/xpedo-new-power-sonik-omni-and-thrust-omni-meter-pedals-sea-otter-classic\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"xpedo\u2019s new power meter pedals are ready for the spotlight\"}}\u0027>\n xpedo\u2019s new power meter pedals are ready for the spotlight\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"mathieu van der poel realistic about quest for monument sweep: \u2018even with roubaix legs i cannot follow poga\u010dar\u2019","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/mathieu-van-der-poel-realistic-about-quest-for-fourth-monument-even-with-roubaix-legs-i-cannot-follow-pogacar-here\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/mathieu-van-der-poel-realistic-about-quest-for-fourth-monument-even-with-roubaix-legs-i-cannot-follow-pogacar-here\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"mathieu van der poel realistic about quest for monument sweep: \u2018even with roubaix legs i cannot follow poga\u010dar\u2019\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/mathieu-van-der-poel-realistic-about-quest-for-fourth-monument-even-with-roubaix-legs-i-cannot-follow-pogacar-here\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"mathieu van der poel realistic about quest for monument sweep: \u2018even with roubaix legs i cannot follow poga\u010dar\u2019\"}}\u0027>\n mathieu van der poel realistic about quest for monument sweep: \u2018even with roubaix legs i cannot follow poga\u010dar\u2019\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"results: keegan swenson and sofia gomez villafa\u00f1e win the fuego xl at sea otter classic","url":"https:\/\/velo.outsideonline.com\/news\/fuego-xl-sea-otter-results\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/fuego-xl-sea-otter-results\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"results: keegan swenson and sofia gomez villafa\u00f1e win the fuego xl at sea otter classic\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/fuego-xl-sea-otter-results\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"results: keegan swenson and sofia gomez villafa\u00f1e win the fuego xl at sea otter classic\"}}\u0027>\n results: keegan swenson and sofia gomez villafa\u00f1e win the fuego xl at sea otter classic\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"ride the rockies canceled for 2024, future uncertain","url":"https:\/\/velo.outsideonline.com\/news\/ride-the-rockies-canceled-due-to-low-registration-future-uncertain\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/ride-the-rockies-canceled-due-to-low-registration-future-uncertain\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"ride the rockies canceled for 2024, future uncertain\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/ride-the-rockies-canceled-due-to-low-registration-future-uncertain\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"ride the rockies canceled for 2024, future uncertain\"}}\u0027>\n ride the rockies canceled for 2024, future uncertain\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"the cadex race integrated bar is as light as it is good looking","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/cadex-race-integrated-bar-first-look\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/cadex-race-integrated-bar-first-look\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the cadex race integrated bar is as light as it is good looking\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/cadex-race-integrated-bar-first-look\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the cadex race integrated bar is as light as it is good looking\"}}\u0027>\n the cadex race integrated bar is as light as it is good looking\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"time to plan your next trip: 5 companies with new bike bags at sea otter","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-gear\/new-bike-bags-at-this-years-sea-otter\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-gear\/new-bike-bags-at-this-years-sea-otter\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"time to plan your next trip: 5 companies with new bike bags at sea otter\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-gear\/new-bike-bags-at-this-years-sea-otter\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"time to plan your next trip: 5 companies with new bike bags at sea otter\"}}\u0027>\n time to plan your next trip: 5 companies with new bike bags at sea otter\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"highbar wants to revolutionize your helmet straps","url":"https:\/\/velo.outsideonline.com\/news\/highbar-wants-to-revolutionize-your-helmet-straps\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/highbar-wants-to-revolutionize-your-helmet-straps\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"highbar wants to revolutionize your helmet straps\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/highbar-wants-to-revolutionize-your-helmet-straps\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"highbar wants to revolutionize your helmet straps\"}}\u0027>\n highbar wants to revolutionize your helmet straps\n \n \n \n \n \n\n \n \n \n \n \n\n \n "}]' > >", "name": "footer-menu", "type": 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Trek Domane+ LT 7 review

Plush endurance bike with an e-kick

Russell Burton / Immediate Media

Warren Rossiter

Glorious Domane comfort; unobtrusive assistance; great range potential

High price; doesn’t include the down-tube cover for non-ebike use

Trek’s latest e-road bike is similar to its first Bosch mid-motor-equipped bike based around the Domane. Here, however, it has turned to an alternative German-made motor system. Out goes the heavyweight Bosch system and in comes the lightweight Fazua Evation, making this most modern of e-road bikes drop to just 13.8kg (58cm).

And that’s not the full tale: the Fazua system is removable, so if you shell out for the optional down-tube cover (around £70), you’re left with a ‘standard’ bike just shy of 11kg.

Trek Domane LT 7 spec

The Domane is the ideal choice for e-assistance because the chassis is highly versatile. Its on-road manners impress, while plush IsoSpeed front and rear design means it can hold its own with the best electric gravel bikes on light gravel. The big-volume tubeless tyres play their part, too.

As a reminder, IsoSpeed is essentially a pivot (or ‘decoupler’, as Trek terms it) that replaces a traditional join between top and seat tubes, and provides a suspension-like softness to the bike’s rear without compromising bottom-bracket stiffness.

Up front, the IsoSpeed takes a different form, where a traditional headset is replaced with a rocker cup. This design locks in the steerer tube laterally, but allows the steerer to flex fore-and-aft as you ride over bumps.

The LT 7 comes with the superb Ultegra Di2, featuring a gear range of 50/34, 11-34 that’ll suit most riders and ease you up any slope, even without the Fazua assistance.

Trek’s component partner, Bontrager, provides every other element of the bike. The Aeolus Pro 3V wheels have great build quality and an excellent modern shape, with a 25.2mm internal rim width that plumps up the tubeless 32c tyres to near 35mm.

Then there’s the slick cockpit that includes ‘Blendr’ accessories. We’re talking an integrated GPS/light mount with the carbon IsoCore drop bar that was designed for the Domane chassis and offers vibration-killing technology. Finally, there’s the slender but well-padded and comfortable Arvada saddle.

Trek Domane LT 7 geometry

Trek domane lt 7 motor assistance.

Comfort is what the Domane is all about in its ‘standard’ trim and Trek has mirrored it here, even accounting for the extra 2.9kg of motor system.

You enjoy the same smooth ride over rougher surfaces, and same assured and swift cornering. Its rough-crushing abilities did result in me taking it beyond its edge, however; a 30 mph gravelly descent ended in a torn sidewall. So beware: if you take it way off the beaten track, you may want to beef up its boots.

As for assistance, the Evation system delivers a maximum of 250W (unboosted). You access this power via a neat control unit that’s flush-mounted into the top tube. It has an on/off switch, /- switches and five LED coloured lights to notify you of charge level.

With the Fazua software and app, you can switch modes between Eco, Moderate and Performance. In Moderate mode, the settings are green for low power (providing 100W and called ‘Breeze’ mode), blue puts in 210W (‘River’), and red 250W is ‘Rocket’. The Eco mode drops the power to extend the range, while Performance mode reaches a peak of 300W (Rocket/red).

The Fazua is a clever system, closely matching your pedalling input so that power delivery is a gently rising, unobtrusive assist rather than a big dump of torque-fuelled e-power.

It feels almost natural. Fazua claims a class-leading 60Nm of torque from the motor. I'm sceptical about that because it doesn’t feel as powerful as a system like the Bosch Active Line Plus, which I tested recently. Then again, maybe it’s because it’s so subtly delivered.

Trek Domane LT 7 ride impressions

I'm impressed with this system’s best range of 109.43km and 2,205m climbing. It compares well with the range-extending battery equipped to the S-Works Turbo Creo SL ’s figures of 172.168km and 1,324m of ascent, and Cannondale’s SuperSix EVO Neo at 122km and 1,124m.

Obviously, your riding style and speed, weight, weather conditions, topography and how you use the system all have an impact. With the Fazua, I tended to use the system almost like gears.

On the flat, I had the system off (it stops assisting above 15.7mph); on climbs, I used it to get up to speed before stepping down to the most economic setting to extract the max out of the range.

This Domane LT 7 is another brilliant e-road bike that’s up there with the Scott Addict eRIDE , Cannondale’s SuperSix EVO Neo and the Specialized S-Works Creo SL.

It combines the smooth ride quality of the standard Domane with handling that’s the epitome of endurance stability and big-volume tyres that open up more than the road.

This latest, updated Fazua system works well and it’s simply an impressive bike. The downside is the price. If, like most of us, it’s prohibitive, I’d suggest you take a serious look at the lower models from Trek, such as the carbon Domane LT+ at £6,000 or the aluminium Domane+ ALR at £3,750 / $4,600 (prices correct at time of test).

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Bike test: trek’s domane+ lt 7.

There are three price points of the Domane+ LT with a starting price of $6,500, all the way up to $12,500. The builds are all pretty good, and on the Di2 versions, it’s nice that there is a Di2 battery so you can still shift with the Fazua battery turned … or taken off.

Bike Test: Trek’s Domane+ LT 7- Publishing Team

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Gear-obsessed editors choose every product we review. We may earn commission if you buy from a link. How we test gear.

The Trek Domane+ Flattens Hills and Conquers Headwinds

Ride faster, ride farther, and make hills smaller with this powerful e-road bike.

Price: $7,000 Weight: 37.89 lb. (claimed, 56cm) Style: Electric, drop-bar endurance road bike Drivetrain: 1x11 SRAM Force 1 Material : Carbon (500 Series OCLV) Tire clearance: 35mm Motor: Bosch Performance Speed, 350 watt, 63Nm, 28 mph Range: Up to 60 miles The right bike for: Pretty much anyone who wants a little e-assistance out there on the road

The 2019 Domane+ is the electric version of Trek’s popular Domane , a bike highly regarded for its ability to smooth out rough roads. It’s designed for riders who appreciate the reliable comfort of the Domane’s endurance geometry and IsoSpeed decoupler but want the additional fun and function of an electric assist. At just under a claimed 38 pounds, the Domane+ is lighter than more utilitarian e-bikes, like the Trek Super Commuter+ , which can weigh upward of 50 pounds. That said, it’s heavier than some of the newest entries in the electric road category, like the Orbea Gain, which use a smaller motor and battery system but also don’t have as powerful an assist. The Domane+ offers 350 watts of power, while Orbea’s Gain, for example, tops out at around 250 watts.

5 Trek Domane+ Features We Love

Powertube Battery

Bosch’s integrated 500Wh Powertube battery can be charged on and off the bike.

350-Watt Motor

A Bosch Performance Line Speed motor offers pedal assist up to 28 mph.

Integrated Lighting

Integrated front and rear lights are powered by the battery—no charge required.

IsoSpeed Technology

Trek’s decoupler technology in the seatpost makes rough terrain less likely to cause fatigue.

4 Assist Modes

Expect to get about 5o to 60 miles out of the Domane+ when it’s in Eco mode.

Given its smooth ride and powerful motor, the Domane+ is a serious contender to replace your car, especially for longer commutes. With four assist modes (Eco, Sport, Tour, and Turbo), it takes the sting out of hills and headwinds (max speed is 28 mph) and provides a range of 50 to 60 miles in Eco mode. Integrated front and rear lights make you visible day or night and—bonus!—you don’t have to charge them because they’re powered by the motor’s battery. Hidden fender mounts and clearance for up to 35mm tires mean the bike is ready for casual touring, group rides, and adventure outings on anything from pavement to gravel to rutted city roads.

It’s too soon to tell whether the U.S. market will embrace an electric road bike, but the overall e-bike market is booming—sales in the U.S. have doubled since 2016, says Jocelyn Vande Velde, Trek’s e-bike marketing manager. The company is betting that the Domane+ will appeal to anyone who wants to ratchet up the wheee! , as well as riders coming back from injury or illness, older athletes who still want to mix it up with a speedy group, and friends or couples with different fitness levels. Vande Velde says that Trek Travel will order a full Domane+ fleet for 2019, making its bike tours more accessible than ever to a wide range of riders.

Just One Domane+

While the Domane family is extensive (more than 20 models ranging from the $850 aluminum AL 2 to the nearly $12K carbon SLR 9 Disc eTap, not including Trek’s custom program, Project One), there is only one electric model for 2019. However, the drop-bar Trek CrossRip+ uses the same 350-watt Bosch Performance Speed motor on an aluminum frame with a similar drivetrain and hydraulic disc brakes for $4,200. The CrossRip+ is just a couple of pounds heavier than the Domane+, comes with rack and kickstand, and earned a Bicycling Gear of the Year designation for 2018.

Familiar Bosch Motor

The Domane+ uses a 350-watt Bosch Performance Line Speed motor with removable 500Wh Bosch Powertube battery. While the bike may be heavier than some other electric road bikes (the motor and battery add up to just under 15 pounds), the higher power output may appeal to riders who want a boost stronger than a brisk tailwind. Those extra watts, along with features like the integrated lighting and hidden fender mounts, make it a versatile choice that performs equally well on utilitarian and recreational adventures. Trek says the included 4-amp charger will take the battery to full in about three to four hours, and it can be charged on or off the bike.

Geometry Shared With Domane

The Domane+ is built on the same endurance road geometry as the regular Domane. That means a taller head tube for a more upright riding position and a longer wheelbase for greater stability. The bike also utilizes Trek’s proven IsoSpeed decoupler technology in the seatpost (but not in the fork like analog Domane), which makes rough terrain less likely to cause fatigue over long miles. In terms of construction, the company modified the carbon layup to accommodate the battery and motor. “Every bike model and size at Trek has a unique carbon fiber layup to optimize structure, ride quality, and weight,” says a spokesperson at Trek. “Domane+ is no different.”

SRAM 1x11 Drivetrain

The 1x11-speed SRAM Force 1 drivetrain and flat-mount hydraulic disc brakes make for easy shifting and reliable stopping in any conditions, and 35mm Schwalbe G-One Speed tires add cushiness off the pavement. The Bosch Purion Performance controller/display is easy to operate and read. Use the up and down arrow buttons to toggle through power modes. You can also view speed, trip distance, and real-time range estimates based on riding style and assist mode.

Riding the Domane+

I had the opportunity to preview the Domane+ at Trek headquarters in Waterloo, Wisconsin, during a short ride on local paved roads and some unpaved paths in Waterloo Firemen’s Park.

Despite sharing geometry and comfort features, the Domane+ feels different than its analog cousin. It’s simple physics: The added weight of the battery and motor, and their location (on the down tube and the bottom bracket, respectively), makes for distinct handling. Most notably, the front end feels so much lighter than the rest of the bike that, at first, it seemed to have a life of its own. And, at about twice the weight of a standard Domane, the e-version feels heavier overall. Still, the assist makes up for the extra heft, letting you accelerate quickly, slice through headwinds, and prance up steep climbs. On one steep hill, I cruised along in Turbo mode at 15 mph, much faster than I would have on an unassisted road bike, and easily matched someone who would have dropped me otherwise. It was still an effort, but much more manageable than riding a nonmotorized bike.

The Domane+ comes to life when you take it off the pavement: The burly tires and IsoSpeed technology gobble up bumps and provide stability, while the assist lets you hit speeds on gravel you might not achieve otherwise—leaving you with all the send-y feels. Shifting the 1x11-speed SRAM Force 1 drivetrain is a breeze, although the handlebar-mounted control unit requires you to move your hand to switch between assist modes. That’s not a huge deal, but it is a bit less convenient than on a road bike, especially when your hands are on the hoods or in the drops.

Overall, the bike is a blast to ride and straddles the territory between lighter e-road bikes and heavy electric utility bikes; it has the potential to be a real game changer for so many riders.

3 Great Cold-Weather Cycling Caps

SealSkinz Belgian Style

Wind- and waterproof, with reflective knit at the back for better visibility.

Castelli Difesa 2 Cap

Full coverage: Gore Windstopper on top, Thermoflex on the flaps.

Giro Merino Winter Cap

Wool keeps your head warm and stink-free, the X-Static liner wicks sweat.

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Bike Test: Trek’s Domane+ LT 7

Trek’s domane+ offers added boost (sometimes).

When it comes to cycling, we all have our own unique version of what we want it to be. For some, it’s performance gains at all costs, while others just want to enjoy a longer day in the saddle. No matter what drives you to ride, the important thing is that you’re riding, and this is where the arrival of the e-bike has brought with it a new day of cycling for cyclists, both new and old.

What the e-bike market has brought to the sport is not just recognition of, but a solution to, that vexing dilemma that’s long defined the cross-purposes of cycling—people love to ride, but they don’t all like to suffer. We love the wind in our face and the feeling of an elevated heart rate to make us feel alive. Well, maybe only so much of the latter!

For the last few years Trek has pursued the e-road market with Bosch-powered bikes. New for this year is the line of Domane+ that relies on the equally German-designed Fazua powerplant.

The Domane+ range of bikes comes in three models, and they all share the same 500-series OCLV carbon frame. Like the non-assist Domane frames we have tested in the past, the Domane+ uses their proprietary front and rear Isospeed suspension.

The endurance geometry helps bring long days in the saddle with confident handling. Our size 56 has an effective top tube of 55.4cm for a reach of 37.7cm. There is a 16cm-tall head tube and a stack of 59.1cm. There is a 42cm-long chainstay with a wheelbase of 102cm. Frame and fork clearance leaves massive room for tires, and we tested up to a 40mm with room to spare.

The frame uses flat-mount disc brakes, and the fork has 100x12mm spacing, but the rear uses 148x12mm spacing (142x12mm is the road disc standard.) What makes the frame unique is the downtube fits the entire Fazua system inside. When the battery and motor are removed, it leaves a huge opening, exposing the internally routed brake hose and wires. The Fazua bottom bracket remains bolted to the frame, but the rest of the system is detachable.

Despite a handful of e-bike-specific parts, the bike uses many of the same components you’d expect to find on a regular road bike. Our middle-tier LT 7 runs on the always reliable Shimano Ultegra Di2 drivetrain with hydraulic disc brakes mated with 160mm rotors. Since the Fazua system requires a speed sensor, Trek as a custom-wired sensor near the rear axle, and the rear Shimano rotor has an integrated magnet.

For changing gears, the Domane+ relies on a Shimano Ultegra Di2 drivetrain. The rear 11-34 cassette is mated to a 50/34 FSA chainring combo that are pushed by 172.5mm FSA carbon crankarms. The Di2 system has its own battery and doesn’t rely on the power from the Fazua system. The Bontrager Aeolus Pro 3V carbon wheels are paired with 32mm tubeless-ready Bontrager R3 Hard-Case Lite tires.

The Fazua system consists of four parts. First is the removable drive pack that houses the 250-watt, 60 N/m motor and weighs 1917 grams (4.22 pounds). A 252-Wh battery that weighs 1393 grams (3 pounds) is removable and slides into the drive pack for direct connection to the motor. This all locks into the frame and connects to the proprietary bottom bracket that’s an angular gearbox and includes integrated electronics for a two-sided torque measurement and additional cadence measurement. Last is the Remote FX, which is integrated into the top tube. This allows the switch between different assistance levels using the touch interface while also indicating battery charge and system status with five multicolored LEDs. An intelligent light sensor also adapts the LED brightness to external conditions.

First things first, we had to charge the battery, which takes about four hours. The drive pack has to be removed from the frame to do so, and the supplied Abus key is mandatory to unlock and remove the unit. It is also worth noting that you will always need the key to power on the system.

On the road the bike feels like a normal Domane with a bit of added weight. You really only feel the weight when out of the saddle, and after about an hour on the bike, it didn’t bother us much, and we became accustomed to it. With the drive system off or at speeds over 20 mph, there is no added drag or resistance. The bike pedals just as any normal bike would, but there is a slightly wider 165mm Q-factor of 165mm (Ultegra R8000 cranks are 146mm.)

The bike is laterally stiff, probably due to the sheer size of the downtube and the connection points for the Fazua system. It feels comfortable in the saddle, and this can be tuned to your liking with the adjustable rear Isospeed system. The front Isospeed seems very stiff and doesn’t seem to be as compliant as previous versions on the standard Domane. This is probably because of the added weight of the Fazua system.

Our test bike weighed in at 37.64 pounds. That’s fairly light for an e-bike, but 15–20 pounds heavier than our regular test bikes. You can remove the drive pack and battery to drop over 7 pounds, and Fazua offers an accessory downtube cover.

Cornering is fun on the bike, and the handling is confident. The bike responds quickly to rider input, but thanks to its 102cm wheelbase, it’s not jumpy or hyper-responsive. Out of the saddle the bike feels cumbersome, but with the motor mass positioned low, it minimizes the impact.

When you power on the system, the bike comes alive when speeds are below 20 mph. For us we would get a quick boost from a stop as we got up to speed, but most of our flat riding is between 22–28mph, so no assist was delivered. It’s when the roads tilt up and the climbing begins that the system kicks in and delivers three modes of assistance: Breeze (low with green LED), River (middle with blue LED) and Rocket (strong with pink LED), as well as no assist indicated by white LEDs. On sustained climbs that we would normally be doing between 10–12mph on the Rocket setting, we could sustain closer to 17 and 18 mph with the same level of rider input.

The power is not enough to propel you effortlessly up a steep climb, but more like the benefit of a tailwind or a friend pushing you. For us, we almost always ended our 40–60-mile rides with more than half the battery still remaining. We would leave the bike in the River mode for the most part and normally get about 2500–3500 feet of climbing. We didn’t change the way we pedaled or our effort, so unless we were going uphill, the motor was disengaged.

THE VERDICT

At the end of the day the Domane+ LT is a pretty sweet bike. It’s stiff, responsive and has a geometry that really suits everyone. There is room for road tires or gravel tires, and the weight of the Fazua system is minimal for an e-road bike. The 20-mph-assist cutoff level is a definite letdown for performance-level riding. If you have trouble staying in a bunch ride, this most likely will only make it harder, thanks to the added weight. Now, if things tilt uphill, then you friends better put their heads down and push, because you will be leading the group.

For us, it really comes down to the user experience. To charge, power on, or power off, we had to keep track of a key. There is no way to leave it unlocked, so don’t misplace it. Eight hours is a long-enough time that it probably won’t time out on you and go into its deep-sleep mode, but there should be a way to power this system on from the remote any time. There is also no connectability to a normal cycling computer. The system has strain gauges, cadence sensor and speed sensor built in, but no way to link it to your head unit. Sure, you can use their app, but honestly, that app was less than impressive, too.

There are three price points of the Domane +LT with a starting price of $6500 all the way up to $12,500. The builds are all pretty good, and on the Di2 versions, it’s nice that there is a Di2 battery so you can still shift with the Fazua battery turned off or taken off. Wheels might be a hard thing to replace since the rear hub is wider than the current standard for road bikes.

Despite its “road” categorization, the Domane+ LT would make for a pretty good gravel bike, because the speeds are lower so the motor could provide more usable assistance, and there is plenty of tire clearance. The only thing is the 252-Wh battery probably won’t last for a full gravel adventure. The wheels and tires are tubeless-ready, and with a 25mm internal width, they would be a great match for a 38 or 40mm tire.

PUNCH LINES

• Resistance-free pedaling
• 20-mph is not for everyone
• Great finishes and Project One paint option

Price: $9,200 Weight: 37.64 pounds Sizes: 50cm, 52cm, 54cm, 56cm (tested), 58cm, 60cm, 62cm www.trekbikes.com

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Trek Domane+ LT

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Size / 50, 52, 54, 56, 58, 60, 62

Weight / 32.3 lbs / 14.7 kg with drivepack, 26 lbs / 11.8 kg without drivepack (including storage cover, sold separately)

At a glance

Where to buy.

"Glorious Domane comfort; unobtrusive assistance; great range potential"

"The Domane is the ideal choice for e-assistance because the chassis is highly versatile. Its on-road manners impress, while plush IsoSpeed front and rear design means it can handle light gravel duties, with the big-volume tubeless tyres playing their part, too."

"A new kind of speed dating"

"An elite racer at the top of her game, her partner who wants to keep pace, and the electric solution that’s allowed them to experience more together."

Specifications

• Frame 500 Series OCLV Carbon, Fazua Evation integrated drive system, tapered head tube, rear IsoSpeed, internal routing, flat mount disc, fender mounts, 148x12mm thru axle
• Fork Domane SL carbon, tapered carbon steerer, internal brake routing, fender mounts, flat mount disc, 12x100mm thru axle
• Motor Fazua Evation Drive Pack, 20mph max assist
• Battery Fazua Evation battery, 250Wh
• Wheels Front: DT Swiss G1800, tubeless compatible, 100x12mm thru axle Rear: DT Swiss G1800, tubeless compatible, 148x12mm thru axle
• Chain Shimano Ultegra HG701, 11-speed
• Crank Size: 50, 52 FSA Alloy for Fazua, 50/34 chainrings, 170mm length Size: 54, 56 FSA Alloy for Fazua, 50/34 chainrings, 172.5mm length
• Front Derailleur Shimano Ultegra R8000, braze-on
• Rear Derailleur Shimano Ultegra R8000, long cage, 34T max cog
• Shifters Shimano Ultegra R8020, 11-speed
• Brakeset Size: 50, 52, 54, 56, 58, 60, 62 Shimano MT800, centerlock, 160mm Size: 50, 52, 54, 56, 58, 60, 62 Shimano EM810, centerlock 160mm
• Handlebar Size: 50, 52 Bontrager Elite IsoZone VR-CF, alloy, 31.8mm, internal Di2 routing, 93mm reach, 123mm drop, 40cm width Size: 54, 56 Bontrager Elite IsoZone VR-CF, alloy, 31.8mm, internal Di2 routing, 93mm reach, 123mm drop, 42cm width
• Seatpost Size: 50, 52, 54, 56 Size: 58, 60, 62
• Stem Size: 50 Size: 52, 54

Q: Where to buy a 2021 Trek Domane+ LT?

The 2021 Trek Domane+ LT may be purchased directly from Trek .

Q: How much does a 2021 Trek Domane+ LT weigh?

A 2021 Trek Domane+ LT weights 32.3 lbs / 14.7 kg with drivepack, 26 lbs / 11.8 kg without drivepack (including storage cover, sold separately).

Q: What size 2021 Trek Domane+ LT should I get?

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Bike World Highlight TREK Domane+ LT: Das Highlight der Woche

Bei «Highlight der Woche» präsentieren Bike-World-Mitarbeitende ihre Lieblingsprodukte aus unserem Sortiment. Leons Lieblings-Bike ist das E-Rennvelo TREK Domane+ LT. Finde heraus, weshalb.

«Mein «Highlight der Woche» ist das TREK Domane+ LT.  Es sieht aus wie ein normales, sehr hochwertiges Rennrad und fährt sich bei ausgeschaltetem Motor auch so. Ein Widerstand aufgrund des Motors ist dann nämlich nicht spürbar. Erst wenn dieser während einer Steigung zugeschaltet wird, wird einem bewusst, dass man auf einem Elektrovelo sitzt.

Was mir ebenfalls besonders gut gefällt, ist  die Möglichkeit, Motor und Akku in einem Stück aus dem Rahmen zu nehmen und das TREK Domane+ LT in ein klassisches Rennvelo zu verwandeln.  Dies ist besonders für Fahrten auf Trainingsstrecken mit geringen Steigungen interessant. Denn wenn weder Motor noch Akku gebraucht werden, dann müssen diese auch nicht auf der Tour mit dabei sein. In meinen Augen ein absolut geniales System, welches TREK gemeinsam mit FAZUA hier auf die Räder gestellt hat.

Zudem bietet das TREK Domane+ LT ein absolut  erstklassiges Fahrgefühl, perfekt aufeinander abgestimmte und hochwertige Komponenten, eine Verarbeitung auf höchstem Niveau und eine richtig geile Optik.»

Als gelernter Fahrradmechaniker hat Leon Hostettler, Mitarbeiter in der neuen Bike World-Filiale Baden, seine bis in die Kindheit zurückreichende Leidenschaft für Fahrräder zum Beruf gemacht: «Bikes sind für mich nicht nur Fortbewegungsmittel, sondern auch mein grösstes Hobby. Ich habe das Biken für mich entdeckt, als ich das Basketball-Spielen aufgrund einer Verletzung aufgeben musste. Und es hat mich vom ersten Moment an gepackt. Bald merkte ich, dass ich mich nicht nur fürs Fahren, sondern auch für die Bikes selber interessiere, und habe die Ausbildung zum Fahrradmechaniker absolviert. Dementsprechend ist meine Tätigkeit bei Bike World nicht einfach nur ein Beruf für mich. Es ist eine Passion, die ich so mit möglichst vielen Menschen teilen kann.»

E-Rennvelo TREK Domane+ LT

Das Domane+ LT ermöglicht längere und schnellere Ausfahrten und unterstützt bis zu 25 km/h. Der Carbonrahmen mit IsoSpeed und viele weitere Details machen das Domane+ LT zum idealen Rennvelo für alle Gelegenheiten.

Das Domane+ LT wird nicht selten für ein normales, hochwertiges Rennvelo gehalten, selbst wenn Motor und Akku eingesetzt sind. Dafür ist vor allem das ausgeklügelte Design verantwortlich, das die elektrische Seite des Domane+ LT perfekt in die vollendete Rennrad-Optik integriert.

FAZUA Drive Pack

Das Antriebssystem von FAZUA unterstützt dich bis 25 km/h, lässt sich komplett herausnehmen und verwandelt dein Domane+ LT in ein normales Domane – einfach um 2.9 kg abgespeckt.

OCLV Carbon

OCLV Carbon ist TREKs patentiertes Carbonfaser-Verfahren und die Antwort auf die Frage, wieso das E-Domane+ LT das leichteste E-Rennvelo von TREK ist.

SHIMANO ULTEGRA

Bremsen ist das Letzte, was man mit dem TREK E-Domane+ LT machen möchte. Wenn es doch mal sein muss, geben dir die hydraulischen Flat Mount-Scheibenbremsen aus der SHIMANO ULTEGRA Serie das gute Gefühl, bei allen Bedingungen immer die volle Kontrolle zu behalten.

TREK IsoSpeed

IsoSpeed verringert die ermüdenden Vibrationen der Strasse, indem bei der traditionellen diamantförmigen Rahmengeometrie das Sattelrohr vom Oberrohr entkoppelt wird. Dadurch wird dem Sattelrohr ermöglicht, Vibrationen der Strasse «wegzuschwingen».

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Troubleshooting Common e-Bike Problems: The Ultimate Guide

Maintaining an ebike in good working condition can be tricky business, especially if you’re a newbie ebike rider. 

An ebike will work smoothly only when all the parts are functioning properly. Luckily, not every hiccup with your electric bike means there’s a major problem. Sometimes, it just needs a bit of DIY maintenance.

Not to mention, many ebike owners don’t live near an electric bike service shop, so getting the job done themselves can be a lifesaver. In any case, knowing how to troubleshoot common problems of ebikes is valuable information for anyone owning an electric bike or thinking about buying one. 

In this article, we’re sharing a full guide on how to troubleshoot common ebike problems to help you get back on the road in no time. So without further ado, let’s get started!

1. Troubleshooting the Battery

If your ebike won’t start or keeps cutting off, the issue can often be traced back to the battery. Even if you’re just doing a routine troubleshooting session, the battery on your ebike should be the first component to inspect. Here are some ways to troubleshoot battery problems:

Check the Voltage

The first thing you need to do is check the battery voltage. The LEDs on the control panel and the ebike should light up, if this doesn’t happen, then there’s a chance that the battery hasn’t been charged or there may have been a blown fuse. 

Checking the battery voltage can give you a clue as to whether or not the battery has been damaged.

You can check the voltage of an ebike using a voltmeter by simply attaching the prongs to the positive and negative sides of the prongs on the battery. Another way to get a reading is to fasten the voltmeter directly into the charger connector on the battery.

If you find that the battery power dies out too quickly, then the first you should do is determine how long the battery pack has been left without charging. Accordingly, you’ll be facing one of 2 scenarios:

• If the battery pack hasn’t been charged for 6 months or less, you may be able to recharge it successfully.
• If the battery pack hasn’t been charged for more than 6 months, then it’s probably defective. 

If you know that your ebike has been sitting in the garage for some time without recharging and when you try to start it, the battery loses power too quickly, then it’s safe to assume that the battery is defective and will require a replacement. 

If you’ve charged your ebike battery for less than 8 hours, try letting it charge for 8 hours and then check if the electric bike can run at full speed. We highly recommended not to leave the battery charger plugged into your electric bike for more than 12 hours. This is to avoid the risk of overcharging or damaging the battery if the charger malfunctions.

Check the Battery Charger

While you’re at it, you should also check the battery charger. You don’t need any tools to get this done; just plug the battery charger into the wall and see if one or more of the indicator lights are illuminated. 

If the indicator light doesn’t illuminate or even blink on and off when the charger is plugged into the wall, then you’re dealing with a defective charger. To test the output voltage of your battery charger, you can use a multimeter or voltmeter.

The voltage reading must be a few volts higher than the battery charger’s rated voltage. If the output on the battery charger is lower than the battery charger’s rated voltage or if it’s zero, then the battery charger is defective.

For example, if your ebike is equipped with a 36V battery but the voltmeter reads 10 volts, then the battery is faulty. In this case, it’s a good idea to check if your ebike is still under warranty. 

If so, then you can contact the manufacturer and file a warranty claim for replacement parts. But if not, then you should buy a new battery.

If the voltmeter reads a surface charge of more than 36V, then the battery is fully charged and you can try troubleshooting another component.

Check the Battery Management System

If your ebike keeps cutting off, one of the most common reasons for such hiccups is a failing battery. If your battery pack is particularly choking when under load, then the issue could be that the battery management system is shutting it off to protect your battery pack from overeating.

Typically, the battery management system will cut off the power if it senses the battery draining too fast below certain safe levels.

Often than not, a severe voltage drop means that one or more cells in your battery pack have been damaged. There are several reasons for such malfunction including aging, too frequent charge cycles, improper battery management, and a manufacturing defect. 

If you’re experiencing power cuts with a new ebike that you’re just starting to use, it might be because the pack has been sized, engineered, or manufactured with less than the required high current capacity for supporting heavy loads.

When cells fail, it’s usually due to being under severe loads. One way to solve this is by dropping the assist level and pedaling a little harder when going up steep inclines or hills. This should reduce the load on your battery.

Another thing to keep an eye out for is the possibility of your battery arriving already pre-aged. This can happen in lower-quality batteries that are typically installed in cheaper bikes because they’re made by recycling batteries from other older devices such as laptops.

To find out if your battery is the culprit behind the repeated choking of your ebike, try using it on a different reliable electric bike with the same setup as yours. The same problem should happen if the battery is faulty. 

If you’ve owned your ebike for a few years and you’ve used it almost every day, the frequent rides may have just pushed the battery pack towards the natural end of its lifespan. Here, buying a new pack from the manufacturer will solve the issue.

Check the Battery Prongs

A failing battery can be the result of improper lining up of its prongs. If this is the case, the electrical circuit can’t be completed so no power will be produced.

Using a wrench, you can easily fix this issue by slightly bending the prongs to realign them into the correct position.

Check the Battery Charger Port

Additionally, you need to check the battery charger port. Be sure to first unplug the battery charger if it’s plugged into the wall. 

Next, plug the battery charger into the battery charger port on your ebike and observe the indicator light on the battery charger. If the indicator light illuminates when the charger is plugged into the electric bike, then the wiring and the wiring connectors going to the charger port as well the charger port itself are working.

If you have a voltmeter or a multimeter, you can test the voltage of the battery charger port. The level of the voltage measured at the charging port must be the same as the one rater for the battery pack. 

Alternatively, you can test the battery pack on another reliable electric bike where you ride the ebike at full throttle on flat ground. Note how long the battery pack will last. 

On flat ground, most ebikes have a battery range somewhere between 30 and 45 minutes. If your battery pack lasts less than 30 to 20 minutes, chances are it’s worn out and you have to replace it. Severely worn out batteries have a maximum range of 5 to 10 minutes.

• If your ebike features a headlight, you can perform a load test by fastening an arch-shaped piece of cardboard over the headlight so you can see the beam from the headlight while riding.

From here, you can fully charge the battery pack and ride your ebike with the headlight on. Keep an eye out for the headlight’s beam shining on the cardboard. 

If the battery is good, the headlight will dim just a bit when you give the ebike full throttle. If the beam on the headlight dims severely when you give the ebike full throttle, then you’ll know that the battery is worn out.

• If you can get your hands on a multimeter, you can perform a battery load test while your ebike is running. Start by fully charging the battery, then jack up the rear wheel by connecting the multimeter to the battery. Give the electric bike full throttle while engaging the brake on the rear without locking it up. 

When you engage the rear brake, the battery pack will go through a load so you can then read the voltage and find out how much it drops. If the battery is working well, the voltage will drop by a few volts only. Otherwise, the voltage will massively drop. 

2. Troubleshooting the Brake Motor Inhibitor

If you’ve dropped your ebike, then a part of the handlebars may have been damaged. You can easily spot this by visually inspecting your handlebars and brake levers for signs of any cosmetic damage. 

If you find that the brakes have been pulled back because of damage and can’t seem to break free, this will cause the motor inhibitor switch to stay turned on. To get your ebike running again, you’ll need to fix the jammed brake levers.

If the damage is significant, then the switch itself may require replacing. Such a process will need the skills of an expert electric bike mechanic.

• Some people may suggest that you use your controller to figure out which wires are for the brake inhibitor so you can disconnect them completely to get rid of the problem. However, we stress that you never do that as it can be extremely dangerous on the road.

If your brakes aren’t functioning properly, then you should check the shoes or the brake pads for signs of wear. If they’re damaged or worn out, replace them right away. You should also check the brake cable tension and adjust it if necessary.

If you find the brake pads or the brake shoes in good condition then you may want to tighten the brake cable adjuster on the brake lever or the brake itself until the brake becomes more responsive. Make sure that the brakes aren’t rubbing on the rotor or rim when the brake lever is released. 

Once you’ve adjusted the brake cable adjusters to the end of their limits, screw them all the way in. Then, tighten the brake cable by loosening the brake cable stopper, pulling the brake cable tight, and re-tightening the brake cable stopper. 

You can make a final adjustment to the brake cable tension by unthreading the brake cable adjuster until you get the right tension. 

• It’s crucial to your and others safety that you maintain the braking system; keep discs and rims clean and straight, promptly replace any worn-out brake shoes and pads, replace frayed or worn cables and housings, and lightly lubricate brake pivot points.

3. Troubleshooting the Controller

Think of the controller as the processor of your ebike operating system. As a result, it’s also one of the most common reasons why your electric bike may not be working properly. 

The controller’s job is to take input signals from all the controls and sensors on the ebike, analyze them, and then determine the best way to transfer the power coming from the battery to the motor.

Since the controller serves a huge yet sensitive purpose in the functioning of an ebike, the slightest technical glitch could ruin the established balance in any aspect including power transfer and distribution. 

Inspect your controller for any wires that may be loose, disconnected, or misconnected. If you do see disconnected cables, reconnect them to the proper port. In general, the wires should be color-coded so you can match the same color wire with the same color the outlet.

If the controller doesn’t work at all, make sure that the power switch is turned on. Also, check the fuse or circuit breaker.

If your ebike comes with a circuit breaker, you can reset the circuit breaker by pushing the breaker. However, you should be aware of any problems that may pop up as circuit breakers are designed to protect the system and there could already be an ongoing problem that’ll seriously damage components.

For ebikes with a fuse, you can simply remove it and hold it against some light to see if it’s burned out. If so, replace the fuse.

4. Troubleshooting the Throttle

A lot of ebikes on the market come with throttle control. If you overuse the throttle control, it may get stuck when pulled back and won’t return to the off position on its own.

If you do this repeatedly, the throttle will eventually loosen or get damaged. If this happens, you’ll tend to experience power cut-offs. 

The safest way to use the twist throttle is to pull it back and then slowly release it back into its original position once you’re done.

If the throttle is feeling loose or missing out on strokes from time to time, you can just replace it after testing whether or not it’s receiving steady power. This way you’ll know for sure that your throttle is to blame.

5. Troubleshooting the Pedal Assist

Malfunctions of the power or pedal assist system on your ebike may cause issues associated with pulsating or occasional power cut-offs. Different ebike models feature different pedal assist systems; some are built around the front sprocket chainring while others are built into the bottom bracket.

If you’ve recently made mechanical adjustments to the wheels, pedals, sprockets, derailleurs, and so on, this could be why you’re encountering power supply hiccups. Another reason for such issues could be the ring of magnets on the front sprocket; the sensors may be out of alignment due to being dirty or knocked around.

You can adjust the pedal-assist magnet position using a flathead screwdriver to push the disc nearer to the sensors. If this doesn’t work and you’re having a hard time determining whether or not your pedal assist system is faulty, it’s best to take your ebike to an electric bike service shop so they can remove and replace the faulty parts.

6. Troubleshooting the Motor Connections

As we mentioned earlier, loose wire connections are one of the most common reasons why you may be experiencing issues with your ebike. As such, the wires connected to the rear hub motor can often get loose, frayed, or damaged over time. 

If the wires are loose, you’ll probably have to replace the loose or damaged portions. Check if there are any melted or burned wires connected to the rear hub motor. 

Melted or burned wires are a sign of overheating. If the insulation on the copper coil wires melts due to overheating, occasional short circuits may occur causing the power to cut off. 

If the coils in the motor keep overheating, you’re potentially risking the motor’s integrity and may end up having to replace the motor to avoid damaging the controller.

Check the motor’s power transmission system for missing parts. Worn-out, missing, or damaged components could lead to problems in power transmission resulting in unwanted interruptions of power flow. 

There you have it, a comprehensive guide on how to troubleshoot common problems of ebikes. Even though DIY maintenance can be easy to perform, it’s still best to bring your electric bike to a service shop if you’re not fully confident in your skills.

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NCM Milano Electric Bike Review

When you purchase through links on our website, we may earn a commission. Affiliate disclosure.

NCM make high-quality, but affordable electric bikes, in this review I will explain why I believe the NCM Milano is the best electric commuter bike for the money.

About NCM Electric bikes

NCM electric bikes are owned by Leon Cycle GmbH a German company based in Hanover. Their e-bikes are designed in Germany and manufactured in China.

Specification

The centrepiece of this Electric bike is the X15 geared rear hub motor: This reliable 250W rear electric motor is known for its durability and high torque output, enabling the rider to maintain 15.5mph for long periods. There is no compromise in handling with the small motor centred in the rear hub.

48v13ah Lithium battery pack with USB charging port for mobile devices: Bulky battery packs take up a considerable amount of space, but the Milano’s battery is integrated into the down tube of the bike, keeping the weight low and central, which helps to improve stability. The manufacturers claimed a maximum range of 75 miles seems a little optimistic. The total battery energy capacity is 624wh (watt hours), so if you were consuming 20wh per mile, your range would be 31 miles. My friend owns one of these bikes and gets an average range of around 40-50 miles.

This bike is built for comfort:  The Schwalbe touring tyres, Suntour front suspension, adjustable handlebar stem, Selle Royal ergonomic grips and saddle with suspension post all make for an incredibly comfortable ride, even over longer distances. The Shimano 7-Speed gears, index perfectly – shifting is crisp and precise.

Fully functional control panel display: The Das-Kit LCD gives you all the information you would expect from an e-bike display. including journey time and mileage. It also has 6 power levels of pedal assist, so you can fine-tune the power output to suit your ride.

Excellent build quality: The NCM Milano is designed to look great but with no compromise on functionality and safety. The Tektro mechanical disc brakes with 160mm rotors provide adequate braking and the brake levers incorporate motor cut-off switches to ensure safe riding. The front and rear lights work off the battery and provide an extra level of safety – especially when riding in the winter. Internal cable routing finishes off the package neatly and not only looks great but protects the cables from the elements.

In my opinion, the NCM Milano electric bike offers exceptional value for money. It is unusual to see such a high-quality, well-made e-bike at this price point. What’s more the specification is excellent. The 48v13ah battery will certainly provide users with a realistic range of between 30-45 miles, or 31 miles using the 20wh per mile calculation. The claimed range of 75 miles may be a little optimistic for everyday use – it depends on how much you use the electric assist.

Tektro Mechanical disc brakes should provide adequate stopping power, while the Schwalbe tyres will provide a reasonable amount of puncture protection.

The attention to detail on this bike is great. The internally routed cables and the integrated battery pack make for a very clean finish, something you only usually find on more expensive e-bikes.

The fact that this bike has mudguards, a pannier rack, lights and a kickstand fitted, means that it is excellent for the daily commute in all weathers, or perfect for some weekend touring. The inclusion of a gel saddle and suspension seat post make this bike a truly comfortable and versatile all-rounder.

If you are in the market for an incredibly versatile and affordable e-bike this definitely ticks all the right boxes

A friend of mine purchased one of these back in the Summer and he was kind enough to let me take it for a spin. I can honestly say it was a revelation! The gel saddle was incredibly comfortable and the small X15 hub motor was quiet and smooth. It produced a lot of power for such a small motor, making climbing the steep Cornish hills a doddle! The brakes and front suspension were more than adequate for the back lanes of Cornwall.

I really cannot recommend this bike enough. It has to be one of the best value e-bikes on the market at the moment, and the specification is great.

The great thing about this e-bike is that it is a true hybrid – it is equally comfortable being ridden on tarmac or unpaved surfaces. It can even be used for some light off-road riding.

If you are in the market for an incredibly versatile and affordable e-bike this ticks all the right boxes.

Incidentally, NCM’s other 48v 250w bike is called the NCM Moscow , I will be reviewing this bike shortly. I have personally worked on and ridden a Moscow, and it is on par with the Milano for the ride and builds quality. It uses identical electric components but in a mountain bike-style frame.

Meet Tony, a passionate e-bike advocate and enthusiast who discovered the life-changing benefits of electric bikes back in 2016. Tony’s technical experience within the e-bike field was gained while running a successful electric bike conversion business for 5 years in his home county of Cornwall, UK.

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46 Comments

boa taarde tenho uma biçicleta destas mas necessito de assistencia em Portugal. ela não arranca e não encontro uma ofecina que repare esta marca e com a garantia

Hi! Thank you for the review! I bought Milano a week ago, so far so good. I found the first assist speed to be stronger that I’d like it to be. Is there any way to rebalance those 1-6 modes within the given range, so it starts not as strong?

Don’t know if this is still open, but I really like the Milano plus, my only question, is how easy is it to remove the battery beneath that tube? Can it be done one handed? Cornwall my home!

Turning the key releases the battery catch, then you need to lift it slightly, move it forward and remove. I would imagine it’s possible to do it one handed, but it would be fairly tricky as the battery weighs around 3kg.

Let me know if you have any more questions.

Regards, Tony

bike seems well make and sturdy but i find the tyres are so skinny that when you are on slightly uneven surfaces even at a slow pace & i’m talking in number 1 setting it is dangerous and you could so easy fall off on a slightly uneven footpath. It’s ok on even ground but i wouldn’t let my wife ride it. I’ll try putting new tyres on it & see how it goes or it will be sold. In comparison i have another basic ebike in the states which is so stable this is nowhere close to and ride all types of tracks on it which is also a similar style. i would say I’m disappointed in it so far & feel its an accident waiting to happen.

Bonjour J’ai juste une question ,je mesure que 5 pieds !!!! Donc le small peut-il me convenir

Bonjour, Je pense que même la version 26″ est peut-être un peu trop grande. NCM recommande une hauteur minimale de 5′ 2″ de 160 cm.

Excellent review Tony,

I went ahead and bought the Milano and I’ve been very impressed with it so far. I was wondering if you’d know whether the 48v 16ah battery for NCM bikes would be compatible with the Milano model? I can’t seem to find a 48v 13ah battery anywhere.

Many thanks, Andy

An NCM Milano Plus battery should fit straight in. The 16Ah battery is the same size and uses lithium cells with a higher energy density.

Bonjour Je viens d’acheter ce vélo Mais je me pose la question, comment mettre en route la lumière avant ? Merci de votre aide

Appuyez et maintenez la touche « + » sur l’écran pour allumer le phare.

Bonjour Tony, Merci pour votre commentaire très instructif. Je souhaite acheter le Milano car après avoir étudier le marché des vélo électriques; il semble être d un excellent qualité-prix. J ai expérimenté le Veligo. Il me semble etre un peu similaire. Mais j ai une petite hésitation…si vous pouviez m éclairer…a t on sur le vélo le dos droit? Je pensais le prendre en taille L (28 pouces)(Je fais 1,74m) pour avoir une assise plus confortable. Je l utiliserai quotidiennement pour aller travailler. Pensez-vous que c est un bon choix? Ou devrais je m orienter vers un vélo de ville type Elops de Decathlon ou Sydney de Ubanbiker?(que je trouve tout de même assez cher) Merci pour votre réponse. A très bientôt, Linda

Bonjour, La taille fait référence au diamètre de la roue (28″). Tous les cadres NCM Milano sont identiques et correspondent à une taille moyenne. Cela devrait être parfait pour votre taille. La potence du guidon est également réglable, ce qui vous permet de monter le guidon encore plus haut si nécessaire. Salutations, Tony

I am seeing two different Milano Max models…N8C and N8R. They look exactly the same and with the same specifications. What is the difference?

I checked online for milano and price was 1189 Canadian dollar. On Monday I decided to buy it but unfortunately price went up to 1359$. I’m surprised as during holiday season everywhere else reducing their prices but your price was raised.

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Fully equipped for exceptional performance and maximum range, the NCM C7 e-city bike, equipped with a torque sensor, transforms your cycling experience into something more convenient and more captivating, offering more distance, more power, and more versatility.

BIKE COMPONENTS

Frame:  Alu. 6061, M: 20.5 inches, L: 22.8 inches

Suspension Fork:  ZF, 5058-01

Brake:  Hydraulic disc brake

Freewheel:  LY, 8 Speed, 11-32T

Tire:  CST, C-1953

Saddle:  Selle Royal, A236URN

Stem:  HP-HD75-8

Crank:  Das-Kit, 42T

Shifter:  LT-8 Speed

Derailleur:  LT-8 Speed

Chain:  KMC, Z51

ELECTRIC COMPONENTS

Battery:  Das-Kit, i6-3614, 36V 14AH, 504WH

Hub Motor Rated / Peak Power:  Das-Kit, X2, 36V 350W / 600W

Controller:  Das-Kit, T6, 36V15A

Charger:  Das-Kit, 36V3A

Display:  Das-Kit E2

Front Light:  DH002E, 40 Lux

Rear Light:  DR004B

Net Weight (with battery):  49.0 lbs

Battery Weight:  6.0 lbs

Max Load (driver+bike):  275.0 lbs

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Our on-line store is open 24/7 and we ship Monday through Friday, excluding some holidays. Orders received for products without shipping restrictions on its product page will ship the same business day when received before 12:00 p.m. PST. Orders in high demand will have an estimated production time listed on its product page and will ship according to the date listed.

Customer Reviews

Great price for this product. The bike arrived on time as advertised. Came well packaged with no damages, easy to put together. Just tried last weekend about 15 miles in Central Florida hill roads and the riding experience was great. Definitely will recommend this bike to a friend and will be looking for second bike for my wife

Purchased a NCM C7 recently, replacing my older flatbar. Great value for money and terrific after sales service.

Bike arrived, goes great

Client was extremely pleased with the purchase of a C7, as she wanted an E bike that looked less like an E bike, more minimalist, lighter and quicker.

Work and pleasure

Highlighted Features

THE FULLY EQUIPPED CITY COMMUTE

ERGONOMIC STYLISH SADDLE

German engineering at its best

GIVING YOU THE POWER

Product specifications.

Battery:  Das-Kit, i6-3614, 36V 14Ah, 504Wh

Net Weight (with battery):  48.0 lbs

Total Weight (driver+bike):  275.0 lbs

Gross Weight: 60.4 lbs

Gross Weight:  61.5 lbs

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