New e-bikes ascend hills like scooters, transport children, and encourage riders to accelerate a bit more.
This transition brings both comfort and debate. As power levels increase, regulators and manufacturers confront a challenging question: when does an e-bike cease to be classified as a bicycle?
Power increase sets e-bikes on a new trajectory
For many years, Europe regarded pedal-assist bicycles as basic cycles with a bit of assistance. The standard: 250 watts of continuous rated power and assistance limited to 25 km/h. This framework enabled subsidies, access to bike lanes, and rides without permits. It also sparked a market that is now vital to urban mobility.
The newest technology extends that framework. Some motors now claim peak outputs approaching 1,000 watts. Systems from major brands like DJI and Yamaha exceed previous expectations when examining peak figures and the duration of assistance under load. On steep inclines or when carrying cargo, these surges make a significant impact.
Industry experts contend that the regulations have not kept pace. Engineer and policy advisor Hannes Neupert, who was involved in the early European guidelines, points out that many compliant bikes would technically surpass older interpretations if every clause were strictly enforced. Today’s riders seek stronger acceleration, smarter traction, and smoother support. The technology meets these demands. The legislation, however, is falling behind.
Peak power is the critical issue: it influences how a bike accelerates, climbs, and interacts with traffic—and it is poorly defined in many national regulations.
Bosch advocates for a strict limit on peak power
Claus Fleischer, head of Bosch eBike Systems, urges the European Union to establish a clearer boundary. His stance: impose an upper limit on peak output—he suggests 750 watts—or risk undermining the legal status that has made e-bikes popular.
He cautions that exceeding this limit could push e-bikes into moped regulations. This would entail license plates in certain countries, insurance requirements, stricter helmet laws, and—most detrimental for daily use—loss of access to bike lanes. For a commuter who chose an e-bike to avoid traffic and travel door-to-door, this change would be significant.
Breaking the social contract—quiet, pedal-powered bikes in bike lanes—could lead cities to revoke access overnight.
Implications of reclassification
- Insurance may become compulsory, increasing costs and administrative burdens.
- Access to bike lanes might be limited, prolonging trips and compromising safety.
- Retailers could face type-approval requirements, complicating sales and repairs.
- Public subsidies might decrease or disappear if models transition into moped categories.
Not just a technical battle: it’s social and political
European policy has favored e-bikes because they reduce car trips, free up road space, and expand mobility options. This rationale remains valid. Older riders, individuals recovering from injuries, parents using cargo bikes, and delivery personnel depend on substantial torque at low speeds. Their journeys often begin on an incline, involve carrying a child, or towing a trailer.
Excessively strict power limits would disadvantage these use cases. A blanket cap that overlooks cargo weight or hill starts risks excluding the very riders who gain the most from assistance.
A bike that cannot safely start from a stop with 40 kilograms of load is not a mobility solution—it’s a danger in traffic.
Safety is more than just watts
Insurers analyzing collision data highlight a different issue: abrupt acceleration below 15 km/h. Sudden increases can unbalance novice riders, disturb older cyclists, and catch pedestrians off guard. Peak power alone provides only part of the picture. Power delivery curves, traction control, and ramp rates have a far greater impact on real-world safety.
City risk also varies with context. On shared paths, gentle starts are crucial. In mixed traffic, a brief extra push can help clear an intersection before a bus arrives. This nuance is rarely reflected in legal limits but is evident in claims data.
The argument for smarter regulations
A contemporary approach could focus on regulating behavior, not just figures on a label. Consider acceleration limits at walking speeds, dynamic restrictions when wheel slip is detected, and certified anti-wheelie maps for cargo starts. Modern software makes this feasible, and over-the-air updates can ensure compliance for fleets.
| Category | Typical assist limit | Power reference | Rules snapshot |
|---|---|---|---|
| Pedal-assist bicycle (EPAC) | 25 km/h | 250 W continuous rated | No license; bike lanes; common subsidies |
| Speed pedelec (L1e-B) | Up to ~45 km/h | Higher continuous power permitted under type-approval | Insurance, plate, stricter equipment; lane access varies |
Where Bosch’s 750-watt proposal stands
A definitive ceiling on peak output would provide cities, brands, and riders with a common reference. It would signal marketers to tone down the “scooter-like” terminology. It would keep mainstream e-MTBs and urban bikes within a protected category. However, a single number could lead to imprecise outcomes. A 750-watt burst on a lightweight city bike is not the same as the same burst on a loaded cargo bike with long chainstays and a low center of gravity.
One potential compromise: combine a peak limit with torque-based thresholds by bike category. Another option: certify acceleration parameters linked to wheel size and total weight. While this may sound technical, regulators already employ similar methods for cars and mopeds.
Cargo, tandems, and families require torque
Households are increasingly replacing a second car with a long-tail or front-loader bike. These bicycles require strong low-speed assistance to safely emerge from side streets and maintain a steady trajectory on hills. Tandems designed for mixed-ability riders also need support. A blanket reduction in peak assistance would make these starts longer and less stable.
If lawmakers establish strict regulations, they can still create exceptions. A cargo category with certified load sensors and gradual initial ramp could allow families to continue using their bikes while achieving safety objectives.
What riders can do while regulations are evolving
- Examine how a motor delivers power, not just peak values. Inquire about ramp rates and low-speed control.
- Test a hill start with your usual load. Bring a child seat, panniers, or trailer to the demonstration.
- Ask the retailer about firmware policies. Brands that adjust acceleration maps demonstrate a commitment to safety.
- If you require higher assistance, familiarize yourself with local regulations regarding speed-pedelecs and shared path access.
Key terms riders often confuse
Continuous rated power: a standardized laboratory value that the motor can provide without overheating. It does not equate to real-world bursts. Peak power: brief spikes during starts or climbs. Torque: the twisting force at the crank or rear wheel; this influences how quickly a bike accelerates with weight onboard.
Signals to monitor in the coming year
Manufacturers are likely to release clearer peak figures and acceleration profiles. Trade organizations like Germany’s ZIV will advocate for consistent terminology across markets. Cities may experiment with geo-fenced assistance in densely populated areas, with gentler maps around schools and on shared waterfront paths. Insurers will continue to highlight incidents below 15 km/h, encouraging software limits rather than outright bans.
A feasible way forward
Maintain the 250-watt continuous reference for EPACs, establish a transparent cap for peak output, and regulate how assistance is delivered at very low speeds. Safeguard bike lane access for pedal-powered vehicles. Create a distinct cargo subclass that prioritizes stability and smooth launches. This approach keeps everyday riders on two wheels while establishing boundaries around the race for maximum watts.
