Enlarge / What can I say? It was tough putting the Brompton C Line Electric through its paces. Finding just the right context for it. Grueling work. (credit: Kevin Purdy)

There’s never been a better time to ride a weird bike.

That's especially true if you live in a city where you can regularly see kids being dropped off at schools from cargo bikes with buckets, child seats, and full rain covers. Further out from the urban core, fat-tire e-bikes share space on trails with three-wheelers, retro-style cruisers, and slick roadies. And folding bikes, once an obscurity, are showing up in more places, especially as they’ve gone electric.

So when I got to try out the Brompton Electric C Line (in a six-speed model ), I felt far less intimidated riding, folding, and stashing the little guy wherever I went than I might have been a few years back. A few folks recognized the distinctively small and British bike and offered a thumbs-up or light curiosity. If anyone was concerned about the oddity of this quirky ride, it was me, mostly because I obsessed over whether I could and should lock it up outside or not.

Enlarge / The Clip attached to a late-90s vintage mountain bike. (credit: Eric Bangeman)

Shortly after World War II, a French manufacturer by the name of Solex started selling mopeds. These were not your "typical" moped that looks kind of like a motorcycle with pedals—the mopeds made by Solex were essentially bicycles with a small, two-stroke engine mounted over the front wheel that could propel the rider around 100 km on a single liter of gas mixture. The downside: Solex mopeds were loud and cumbersome to ride due to the weight distribution, and they never really caught on in North America.

Clip , a startup based in Brooklyn, New York, has come up with its own twist on the Solex. Its only product, the eponymously named Clip, is a friction drive unit that attaches to the front fork of any bicycle, turning it into an e-bike. At $499 for the Commuter model and $599 for the Explorer, it is a relatively inexpensive way to turn just about any bicycle into an e-bike for a fraction of the cost of a new one.

Weighing in at 8.8 lb (4 kg) for the Commuter model (the Explorer is a pound heavier), the Clip is at its essence a portable friction-drive. There's a detachable controller that mounts on the handlebar and the unit itself. The Explorer model, the one we reviewed, has a 192 Wh battery that takes an hour to fully charge. Its range is pegged at "up to 12 miles," a claim that is pretty accurate based on our testing, and the top speed is 15 mph. The Commuter model offers half the battery capacity, charge time, and range.

Enlarge (credit: John TImmer)

I found myself in the air long enough to give some thought to how I could land while remaining atop the bicycle I had been riding the instant before I hit the jump. Based on similar experiences while skiing, I immediately recognized that this invariably meant very bad things. A few seconds later, as I was brushing dirt out of the abrasions I had just picked up, I contemplated where I had gone wrong.

Once again, I had misunderstood HPC's Trailblazer e-mountain bike. Doing so had become a feature of the time I spent using the bike.

The Trailblazer looks like a solid, hefty beast of a bike (that's not an insult—I got compliments on its looks while taking a train to some trails). It's covered with components that are likely to be unfamiliar to people who know the default sets that come with bikes from large manufacturers. But if you do some research on the components, you realize that the Trailblazer was specced by someone with deep knowledge and fairly particular tastes. And the ride the bike provided has some surprisingly subtle qualities that took me a while to adjust to.

Enlarge / It's not likely to totally replace your car, nor will it probably be your only bike. But access to a cargo bike can reduce car trips, and even car ownership, a study from Germany suggests. (credit: John Timmer )

Cargo bikes started as something you'd see in images from Europe— bakfiets loaded up with groceries or sometimes kids. Now they're getting more popular, and seemingly for good reason. A new study out of Germany suggests that once you let people try them, they tend to have a real impact on car use, and even car ownership.

The study, from Transportation Research Part F: Traffic Psychology and Behaviour, surveyed people using a cargo bike share (CBS) system from 58 different programs and initiatives in Germany, controlling a collective 751 cargo bikes. Out of the 2,386 active CBS users surveyed, 45.8 percent had one car in their home, and 54.2 percent lived without a car. As you might notice, this mix of cargo bike shares and car ownership is not representative of the US, but using a cargo bike, even one they didn't technically own, still impacted ownership decisions in even one-car households.

A bit more than 18 percent of survey respondents said they either got rid of their car or decided against buying a car, and 80 percent of those people said they did so for environmental reasons. Nearly 49 percent said they ditched a car for financial reasons, 42 percent because they had "no interest in driving a car," and about 10 percent due to the safety risks of driving a car (with the survey allowing for multiple reasons).

Enlarge / Haven Mercer's prototype front assembly for an automatic bike transmission. (credit: Haven Mercer)

Depending on how you look at it, either a lot or not very much has changed about the way bikes shift gears since the mid-19th century .

A lot has been refined along the transmission path, in which your feet push cranks, those cranks turn a big gear, and a chain connects that big gear to a smaller gear on the rear wheel. Shifting has picked up lots of improvements, be they electronic or wireless, as have derailleurs and internal gearboxes. Materials and tolerances have only improved over the decades.

But in almost all cases, you're still manually adjusting something to move the chain and change gears, depending on the resistance you're feeling on the bike. Even the most outlandish recent ideas still involve indexed movement between different-sized gears.

Enlarge / There aren't many e-bikes you can buy with rim brakes and mid-'90s gray/pink styling. (credit: Kevin Purdy)

Recommending the Swytch e-bike conversion kit feels like recommending a DIY desktop computer upgrade. You’re not evaluating or describing any one experience so much as telling somebody that it might save them money, that it could be a fun project, and that the end result can be a point of pride. Though it would be easier, you can’t replicate the upgrade experience by simply buying another bike. It all depends on what you want out of an e-bike—or a weekend project.

I’ve now converted two bikes with Swytch kits, I’ve walked my in-laws through upgrading their own cruiser-style bikes with them, and I’ve made tweaks and fixes to all of the bikes over two years. What I've learned is that there’s no single "Swytch kit experience" because every bike is a collection of components, and each component has dimensions and angles and quirks that play off the kit in different ways.

Some people will drop the front wheel off their bike, replace it with Swytch’s wheel, strap down a few cables with zip-ties, mount a battery, and feel the boost on their first ride a couple hours later. Some people will learn a lot more about rims, tires, and beads than they knew before or discover that their seemingly normal-looking front fork is quirky and find that the dropouts require some filing.

Enlarge / The E-Coast is a beautiful bike. (credit: Eric Bangeman)

Sometimes, no matter what you think your level of expertise is, you need to follow the advice of others. I learned this lesson again while assembling the Priority E-Coast , a $1,999 electric beach cruiser from Priority Bicycles. Priority told me right there on the box. "Warning: Bicycle assembly should be performed or verified by a professional bicycle mechanic."

Once I finished putting the E-Coast together, I was left with a gorgeous e-bike that was enjoyable to ride. But getting there involved more time and swearing than I'm used to. The good news is that Priority apparently heard the curses of its customers, as the part that made assembly miserable has been removed. So you might not need a pro bike tech after all.

Unlike some e-bike manufacturers, which seem to have popped up out of nowhere in the last couple of years, Priority has been around since 2014, when it launched via Kickstarter. Nine years and two Kickstarters later, it has a robust lineup of motorized and human-powered bicycles.

Enlarge (credit: Velotric)

I can't get over how good the T1 looks. It's a beautiful bike, especially in the two-tone frosted blue color of my test ride. It's so smoothly contoured, devoid of wires and generally eye-catching that, for once, I'm more afraid of it getting stolen for its looks than for the powerful motor and battery that are well-hidden inside it. So it's a good thing the Thunder 1 comes with a number of anti-theft features installed.

Over weeks of testing, the $1,800 T1 (initially the "Thunder 1" at launch, since renamed by Velotric) has been a fun ride. The bike has a responsive torque-sensing motor and a wide range of power options paired with actual gears. The app is about as reliable as any other Bluetooth-based single-device app (i.e., not wholly), but it provides useful data, configuration, and anti-theft options. Most of the cables, settings, and other obvious parts of an e-bike can't be seen. You just ride and notch the assist up or down when you want.

You can't entirely forget the T1 is an e-bike, as every time you look down while riding, you see a thumbprint sensor. But riding it around on a steady power level and shifting gears—with it looking for all the world like a standard flat-bar bike—you can get most of the benefits of electric assist with very few of its signifiers. It quietly flattens hills and shortens miles.

Enlarge / VanMoof's X3 bike in 2020. In our review , we noted that its looks garnered "universal drool," while everything else ranged "from serviceable to questionable." (credit: Sam Machkovech)

VanMoof e-bikes have a look, and price tag, from the near future . They're also a bit endangered these days, as their Netherlands-based maker has run out of money and asked for temporary protection from creditors . Sensing this, a Belgian e-bike company jumped in to provide an app that should help VanMoof owners keep riding, even if the parent company stalls out.

VanMoof has had administrators appointed to it by a Dutch court, protecting it from creditors for at least a two-month "cooling down period" while it explores options, according to a company spokesperson and media reports . After devoted customers began to notice outages and halts to order-taking last week, the company closed its retail stores in New York, Tokyo, Berlin, and other locations. A company spokesperson told Forbes last week that the company would "work hard to continue our services" and would contact customers about pending deliveries or repairs.

Many, if not most, bike owners can get by just fine if their bike's maker disappears, at least past their warranty period. VanMoof bikes, however, offload many of their configuration functions to a smartphone app and are much easier to unlock with a phone than manually. Models like the X3 Ars tested in 2020 have automatic shifting, which all but demands regular tweaking with a phone to adapt their behavior to different rides and preferences.