You can’t say I didn’t warn you.
Last June I wrote that e-bike power was escalating faster than anyone expected. At the time the trend was obvious: modern e-bikes were already delivering roughly twice the motor output of bikes from a decade earlier.
But even I underestimated how quickly the power race would accelerate.
Lately I’ve been hearing about upcoming drive units with numbers that would have sounded ridiculous not long ago — torque figures well past 120 Nm and peak power approaching 1,500 watts.
If those numbers become reality, some e-bikes will soon produce power comparable to a small gasoline scooter.
When I wrote about rising motor output last year, the most powerful drive unit on the market was the Avinox M2. It produces 1,000 watts of assist and 105 Nm of torque.
And to be clear, the Avinox system is impressive for reasons that go beyond its power numbers. In my opinion, it’s currently the most compelling e-bike drive ecosystem available.
The Avinox motor shook up the drive unit landscape. And behind the scenes, brands began to consider how to respond, while Avinox, of course, considered its next steps.
Unfortunately, the answer many appear to have settled on is the simplest one possible.
More power.
On February 17, 2026, Specialized released an over-the-air update for the 3.1 motor in the Turbo Left 4. The already potent S-Works motor — previously rated at 111 Nm of torque and 720 watts peak — jumped to 850 watts of peak assist.
The standard 3.1 motor also got a bump, climbing from 666 watts and 101 Nm to 810 watts and 105 Nm.
It’s difficult not to see Avinox’s influence here.
But Specialized’s update may only be the beginning.
Recently, sources in my network shared details about several upcoming drive units that made my jaw drop.
I’m not at liberty to share full details because of embargoes and such, but here are the key points.
One of the major players is scheduled to unveil an update that will bump peak torque from 100 Nm up to 120 Nm, with a 50 percent increase in power.
Another upcoming drive unit reportedly produces 125 Nm of torque and about 1,100 watts of peak power.
But the most shocking thing I heard was this: A new drive unit will debut in the coming months with 150 Nm of torque and 1,500 watts of peak power.
For context, a 1,500-watt electric motor is roughly equivalent to a 50 cc gasoline engine producing about two horsepower. Because electric motors deliver peak torque instantly — unlike internal combustion engines that need to build revs — they often feel even stronger.
Granted, 50 cc and two horsepower don’t seem like much, and those stats are nowhere near motorcycle territory. The Sur-Ron light electric motorcycles that, in my area at least, are multiplying like rabbits have 250 Nm (or more) of torque and 5,000 watts (or more) of peak assist.
But a 50cc scooter is powerful enough that, in the United States and many other countries, you need a driver’s license, registration, and insurance to ride one.
I’ve talked with many people inside bike brands about the growing power drive units offer. Every one of them voices concerns about how powerful these e-bikes are becoming and acknowledges that there seems to be little interest in self-regulation or any discussion about how to slow down the escalating power race.
Despite recognizing these concerns, they continue to equip their bikes with increasingly powerful drive units, believing that stronger DUs are essential to compete with rivals and attract customers in a competitive market.
The implications are especially serious for e-mountain bikes.
Trail access in the United States is already limited, and opening public land to e-MTBs — even on trails that already allow traditional mountain bikes — is notoriously difficult.
While most markets do have top speed regulations — 20 mph in the USA and 15.5 mph (25kph) in Europe — more powerful motors mean e-mountain bikes are more likely to hit the speed limiter in more situations.
I’ve found that, with a drive unit offering around 90 Nm torque and 750 watts peak assist, my climbing speeds on steep singletrack are under 10 mph, even with full assist. Notably, even with maximum motor assist, my climbing speeds are often slower than those of the fastest pro mountain bikers in my area on their bio-bikes.
But increase motor output enough, and climbing speeds will inevitably rise. It may not be long before riders begin approaching the 20-mph limiter even on technical climbs.
I’ve already experienced a few climbs where I had to brake before corners while riding uphill. Planning braking points on a climb was amusing the first time it happened. Now it feels like a preview of future access fights.
Mountain bikers already face criticism from other trail users uncomfortable with descending speeds. When riders start climbing at downhill-like speeds, those tensions will only grow.
I’m not just clutching pearls with my worries about increased drive unit power. Regulators are paying attention.
New Jersey recently passed a law, S4843dramatically changing how the state classifies e-bikes. Instead of treating them primarily as bicycles, the new law moves many models closer to the category of motor vehicles requiring licensing, registration, and insurance.
Meanwhile, in California, Senator Catherine Blakespear introduced SB1167 with support from PeopleForBikes. The proposal aims to clarify what qualifies as an e-bike while preventing high-powered electric motorcycles from being marketed as such.
I’m not usually enthusiastic about regulators shaping what counts as a bicycle. But if the industry refuses to draw its own boundaries, someone else eventually will.
One of the clearest proposals I’ve seen comes from mountain-bike legend Hans Rey.
In a recent open letter to the industry, Rey wrote:
“The decisions we make about language, power limits, and definitions will determine whether Class 1 e-bikes remain accepted as bicycles — or get grouped with much more powerful machines that don’t belong in the same category.”
Rey proposes three simple categories:
• E-bicycle: Class 1 pedal assist, 20-mph limit, 750 watts max peak power
• E-moped: Throttle-equipped bikes or those exceeding 20 mph or 750 watts
• E-motorcycle: High-power electric motorcycles beyond bicycle performance
The most significant aspect of Rey’s categories is the 750-watt peak power cap for e-bicycles.
That’s because, as Rey points out, peak power and nominal (a.k.a. average or rated) power are different things. Although most Class 1 e-bike definitions do mention a 750-watt limit, they don’t spell out if that’s peak or nominal power. And that ambiguity has allowed brands to argue that their drive units, with 1,500 watts of peak assist, are “Class 1” e-bikes.
“A bike limited to 750 watts peak never exceeds that output. A motor rated at 750 watts nominal can produce much higher bursts of power. That difference is significant,” Rey correctly highlights, adding, “Class 1 e-bikes gained acceptance because they behave like bicycles: pedal-assist only, no throttle, limited speed, and moderate power. If we allow power creep — higher torque, faster acceleration, motorcycle-like performance — we shouldn’t be surprised when access disappears and regulations increase.”
And as developments in New Jersey and California suggest, that process may already be starting.
Hopefully, these initial regulations will prompt the bicycle industry to realize that relying on ever-increasing drive-unit power is not the way to build a sustainable category with broad acceptance that leads to more trail access.
The bicycle industry has spent decades fighting for trail access and public acceptance. If the current drive unit power race continues unchecked, it risks undermining that progress.
Because the real limit on e-bike performance isn’t motor output.
It’s whether the places we want to ride will allow them.
A gear editor for his entire career, Matt’s journey to becoming a leading cycling tech journalist started in 1995, and he’s been at it ever since; likely riding more cycling equipment than anyone on the planet along the way. Previous to his time with BicyclingMatt worked in bike shops as a service manager, mechanic, and sales person. Based in Durango, Colorado, he enjoys riding and testing any and all kinds of bikes, so you’re just as likely to see him on a road bike dressed in Lycra at a Tuesday night worlds ride as you are to find him dressed in a full face helmet and pads riding a bike park on an enduro bike. He doesn’t race often, but he’s game for anything; having entered road races, criteriums, trials competitions, dual slalom, downhill races, enduros, stage races, short track, time trials, and gran fondos. Next up on his to-do list: a multi day bikepacking trip, and an e-bike race.
