Seven test riders rode the bikes on the well-proven 14.7 km long ExtraEnergy test circuit – once loaded and once unloaded. For the load, 50 kg of wood briquettes were used, and in one case (the Kranich test bike from Utopia) these were loaded onto a trailer. For one other test bike (“Get 2s plus” from Gobax), “only” 30 kg were loaded into the carrier rack box, as was appropriate to the intended use of the bike and the rating of the carrier rack. When coupled up to our test trailer, with over-run brakes, it could have transported 50 kg or more. 

 

During the rides, speed, rider power output and electrical usage by the drive were measured. From these figures, specific values could be determined for each bike for range, the power assist factor and for the average speeds over the three different sections (tour, hills and city). These values are given in the test reports for every bike.

 

We are pleased to report that all of the bikes managed the test circuit, with its gradients of up to 17%, loaded with 50 kg, without problems, and without reaching the limits of their e-assist systems. The multi-track post carrier, the CDS E-Trike VS 3E, was also tested loaded up with 100 kg, as befits its payload rating. In contrast to the 2013 test, there were neither e-assist system failures nor unpleasant surprises. The range from the batteries, and the power assist levels from the drives, were significantly improved on the latest test bikes. Clearly electric assist systems on cargo pedelecs have moved forwards in quality in leaps and bounds. 

 

Improvement were however needed in some of the components fitted. On one test bike, a disk brake rotor mount broke. This unsatisfactory mounting was then improved via a recall process for all bikes produced. On another bike, the arrangement of the controls on the handlebars was impractical, and was changed. 

 

In the ergonomics test, which was carried out separately, the everyday usability of the bikes was evaluated. We also took note of add-on modules for private and commercial use, and make reference to any relevant aspects in the test reports. Furthermore, we have written specific pieces on the themes of child transport and cargo transport. 

 

The test cannot deliver any verdict on the durability of the bikes or their components. Also, braking performance and frame strength were not tested, because for this it is necessary to run tests in a technical test lab. That said, after this test was complete, braking and ride stability tests were conducted for BIKE BILD at velotech.de, and these prompted numerous modifications.

 

Mid motors dominated the test field. In general they offer the advantage that the motor can also benefit from the effect of the gears, just as much as the rider. This can have a positive effect on the efficiency of the drive system. However, the drivetrain is then loaded particularly heavily, because it must transmit the power of the electric motor alongside the rider’s own muscle power. Gearing systems popular on the market today typically reach their limits quite quickly under this double loading, and this shows up in much higher levels of wear or in a significantly reduced service life. This effect is especially pronounced on cargo pedelecs because of their higher total weight. The combination of mid motor and derailleur gearing gives especially high wear rates, so that replacement of chain and sprockets may be needed every 2,000 km or so. If hub gears are fitted then more robust chain or belt drives, with longer service lives, can be used. But hub gears, taken from ranges intended for standard bicycles, also quickly reach their limits and wear out faster when used with mid motors in cargo pedelecs. One way out is to use especially robust and generally high priced hub gearing systems such as Rohloff or NuVinci. The company CDS Bike from Sömmerda has found another completely different solution: they use the ERZMO mid motor, especially developed for use in cargo pedelecs, with an integrated gearbox. This approach promises excellent reliability. 

One technical challenge for single-track cargo bikes of the “Long John” type concerns the forks and steering linkage for the front wheel, which is placed far out in front. Steering is usually handled via a push rod or a Bowden cable (as on the “eHarry” and “Long Harry” from Pedalpower in this test). But if the chosen design permits even a little play, the steering will become ‘floppy’. Manoeuvring these long bikes in confined spaces becomes significantly easier if the steering angle is not limited – although it’s then impossible to rule out over-steering as you ride. Another widespread problem on single-track cargo bikes is steering shimmy at higher speeds, usually triggered by a bump. The front wheel can then flutter alarmingly. On some test bikes that happened even before passing above 30 km/h, although it was significantly later than that on most. This would make the issue mostly irrelevant for everyday use. Nonetheless, manufacturers should inform their customers about this phenomenon. 

 

Note: ExtraEnergy selected 10 normal pedelecs and 10 cargo pedelecs from the bikes in the Spring 2016 test and had them tested for wheel shimmy by velotech.de. There was a similar number of machines with a tendency to shimmy among the 10 normal pedelecs as among the 10 cargo pedelecs. So the shimmy phenomenon affects all categories of pedelec. It should be considered even more intensively in development and test phases, and it’s a very relevant issue for cargo pedelecs. Indeed, some of the cargo bike manufacturers have taken this ExtraEnergy testing to heart and further optimised their steering systems. 

 

Some manufacturers have already overcome problems at higher speeds, using a variety of steering dampers, guides for the steering linkage and optimisation of the fork design – in some cases, however, at the cost of the lightness of the steering and the overall agility of the bike.

Multi-track cargo bikes are valued for their stability, and with electric assist they become much less hard going. Models with a cargo box in front, for example the Urban Wheelz in this test, usually have a centre pivot steering system, although sometimes stub axle steering is used. Steering dampers ensure that they track easily straight ahead. But three-wheeled front loaders are not really intended for higher speeds and thrilling acceleration. Also, there’s the danger of overturning, especially on uneven surfaces and in corners. Now, though, the first manufacturers have developed front loading trikes with sophisticated leaning technology, which allows fast riding through corners just as with two-wheeled models.