Just before the final EWS-E race in Finale Ligure, Bosch seized the opportunity and officially presented their limited Bosch Performance Line CX Race motor to the press in sunny Italian weather. Not only did we get an opportunity for a first glance of the new CX Race version but were able to take it out for a spin, before mechanics got busy swapping out a bunch of EWS-E racers' motors for the new model ahead of rolling to the start line.
Bosch's commitment to e-bike racing has been a factor since the early beginnings of the e-bike racing movement. Apart from having sponsored and supported many teams and individual athletes in EWS-E-races and other e-bike racing series, they've played an active role in establishing framework conditions for professional e-bike races together with the UCI. Apart from that, Bosch is also campaigning for clean racing, with uniform regulations and active action against tuning.
Therefore, it shouldn't come as a real surprise that Bosch's development team has been working on a race-specific version of the Performance Line CX motor in close cooperation with athletes such as Jérôme Clementz, Tracy Moseley, Joris Ryf and other active racers who, among other things, provided direct feedback on various developments and setups at the annual Bosch development camp or directly at various races. The result is the Bosch Performance Line CX Race Limited Edition and while many elements of the CX Race hardware are very similar or identical to that of the normal CX motor, it's the new additional Race ride mode setup that cranks the performance of the CX series up to eleven.
Motor & Software Details While the magnesium housing and the structure of the motor itself have remained the same, the clearest visual distinctions are the particularly resistant graphite-grey metal finish and of course the logo badge. 150g of weight has been saved on the innards, bringing the CX Race motor down to a total weight of 2.75kg, although Bosch is quite tight-lipped on how exactly they achieved those weight savings.
While most base numbers like 85 Nm of torque remain the same, the Race mode will provide up to 400 % of rider input instead of the conventional 340 %. The Extended Boost feature has also been integrated into the Race mode (so far was only integrated into the eMTB mode), and the overrun time has also been extended to make it even easier to overcome particularly large obstacles.
Viewed as an overall package, the race setup ensures a more energetic response and faster delivery of maximum power in order to save valuable tenths of a second again and again on the trail, especially in situations such as accelerating out of corners. With races often being decided by small time differences it can make the difference between standing on the top of the podium or just a few steps below. Along with more constant thrust throughout challenging terrain provided by Extended Boost, when only being able to deliver short bursts of pedalling input, the rider basically benefits from the Race setup in all technically demanding sections.
Despite exhausting the technical possibilities, it was important for Bosch to mention that the CX Race version operates within all technical regulations and does not break any rules of the maximum permitted country-specific regulations.
In terms of software, all conventional riding modes from the conventional Performance Line setup are still available, but on top of that, the Race mode – with red color coding – can be selected as an extra option. This mode can also be fine-tuned in its strength of support, dynamic range in plus/minus five levels, maximum speed and maximum torque, using the Bosch eBike Flow app that can connect to the bike via Bluetooth.
Labelling the CX Race as a Limited Edition model isn't just marketing talk. Bosch works closely with bike manufacturers to ensure that the CX Race Limited Edition package is only available in certain quantities to each manufacturer and installed on bikes that technically provide a fitting platform for the product, meeting certain requirements for making a bike suitable for racing, or racing-like applications.
At least for now, Bosch clearly sees their Race adaptation as a special use case application for the racer type of rider and doesn't see the average biker as a target group for the added feature, as they might be overwhelmed by the sensitivity of the settings.
We didn't get a whole lot of time to get in a first ride with the Bosch Performance Line CX Race Limited Edition setup, but fortunately, Finale Ligure provides ingenious testing grounds even within a small area, which can usually only be replicated elsewhere, if at all, under a much greater investment of time.
Apart from that, it is pretty easy to notice the differences between the regular ride modes' behaviours and the Race mode anyway. With every acceleration, the motor pushes quite effortlessly and instantly, to reach its maximum power faster than what could be achieved in Turbo or any of the other modes. It's not as if you'd be sitting on an entirely new product, but it provides a nice punch to Bosch's CX repertoire. Naturally, this becomes particularly helpful when accelerating out of corners or when trying to climb towards the top speed in uphill sections as quickly as possible.
However, in my opinion, it feels like most riders of different skill levels should – at least in theory – not feel too overwhelmed by the extra power delivery. Bosch has by now skillfully mastered the control of the power delivery of its motors to the point that you don't have to worry about the rear wheel spinning wildly even when starting on loose ground (unless you force it to), or that any sort of pedal input would end in uncontrolled forward movement.
In combination with the slightly longer-lasting Extended Boost function, the system can especially play out its full strength when having to navigate sections plastered with bigger rocks or roots with delayed pedal strokes, or when having to overcome boulder-sized obstacles, in order to be able to maintain the rolling speed relatively easily.
In general, the Race mode is also beneficial in case you did not select the matching gear for any given situation or if an unexpected steep section is waiting for you behind a blind corner. It's just a shame that the CX Race motor also rattles like the regular version when idling.
After playing with the Bosch eBike Flow app a bit and varying the dynamics setting of the Race mode from -5 to +5, the behaviour changes in fine steps, adding another noticeable variation of the mode independently of the strength of support, which can also be adjusted. Assuming a standard setting of 0, the reduction has a stronger effect than an increase – as intended by Bosch, since the standard setting of the Race mode already allows for a fairly rapid increase in power.
A quick detour led me to Finale's 'Impossible Climb' – as the locals sometimes affectionately call the e-bike uphill trail Legnino – as it offers quite unique challenging conditions to evaluate extreme climbing capabilities for any kind of motor system. Although line choice seemed to have been widened and made easier with extra options for the last EWS-E event of the season, the original routing over trial-like sections inevitably showed how capable the Race mode was under said conditions. Massive power and yet smooth modulation were a guarantee for maximum traction and forward drive up the rocks. In this respect, too, the new setup deserves top marks.
Personally, only the thought of the limited availability might be a cause for concern. Even if it is not yet clear what price tags will be attached to bike models with the CX Race motor, it can be assumed that you will probably have to dig deep into your pockets to get to enjoy the new Race mode. Racers or not – and let's be honest, it's clear that at least for now the number of non-competing e-bikers still far outnumbers that of active e-bike racers – the Race riding mode is without a doubt a valuable addition to the modes already available on the regular Performance Line CX model. Once you experience the difference, it will most likely be missed on models with the standard CX variant. Time will tell whether only experienced riders will be able to experience both.
You could then ride a much more powerful motorized bike on trails.
Which means you could ride even MORE trails in the same time frame, compared to an e-MTB.
For my own personal e-bike use I will be heading towards a lower powered, much lighter bike as it suits my riding better that is essentially a fire-road climb and techy, sub 15mph descent on the way down.
Engage faster wear mode.
Maybe they could have a clippy style assistant on the display "It looks like you're in need of a new chain"
My GX cassette has gone 500 miles on a GX chain (that was pretty toasted after those 500), and then 1500 more miles on an XO1 chain, and that XO1 chain is just now starting to get to where I'll think about ordering another, while the cassette is still looking and feeling quite decent, likely enough to do another 2K miles with a good chain.
kindernay.com/product/product-landing-kindernay-vii
Pinion, the 14 speed Kindernay, Rolloff, etc, all use multi-stage gearboxes. If you reduce the range to under 450% then you can have single stage gearboxes, making them cheaper/simpler/lighter/stronger, all the things gearboxes need to be practical vs derailleurs.
I won't mention how long the process has been.
I ended up buying a new motor on the grey market from another continent (which is not technically allowed by bosh) for a few hundred $ and got back on the trail happy instead of spending thousands and generating tons of waste.
I would like a company to produce a motor I can easily replace and maintain and maybe an open-source firmware I can tune to my liking.
The current motor manufacturers have a terrible business model for us riders, their customers are bike manufacturers so their motivation is to sell more bikes not to provide a good experience to the end users
Legal liability exposure is an American thing?
Please note that I’m not a lawyer.
That's nonsense.
We can do all of this on motorcycles, cars and trucks now for decades.
That argument is just an excuse by manufacturers so they can produce more waste while playing the green washing card at the same time.
So far all these manufacturers are totally irresponsible and have no plan to support realistically their product in the 5 or 10 years.
(I say realistic because offering overpriced repair more expensive than buying a new product like Apple does is not a reasonable approach)
I'd like to see e-bike tests to feature longevity and support and so far it would be 100% for most traditional mtb kitted with standard components and 0% for most ebike.
As a comparison, I'm building electric skateboards and I can totally pick the battery, BMS, ECS, and brushless motors of my liking and there is even open source firmware that let me tune the quality ride I want.
As a german company producing a product for the outdoor segment, I would expect a greener approach.
Completely agree with all your points.
Ebikes are becoming so fast obsolete.
More waste, but companies only care for their greed and control over their costumers.
I wish they would at least stop to pretend that they care about the environment.
Don't expect you to get it. That's OK. Y'all do it differently up there.
You'll always be our little brother that we have to protect.
If those goes wrong, we're likely to end with a total bill of over 2k!
But regarding your problem, it would be better to look for parts...
Like for example:
www.axevotech.eu/en/BROSE-BELT-SERVICE-KIT-FOR-S-MAG-MOTOR-Magnesium
Cheers!
PS: to all out there on ebikes, let me inform you, that most MOTO Enduro are cheaper in all ways (less depreciation/tires are cheaper/it sustains easily 4/5 years without major issues/etc...)
In fact, I never stopped getting out, even back in March 2020: I have sick trails within a couple miles of my house: the pandemic didn't change a thing regarding riding for me. Just being very slightly more careful during most of 2020 so I didn't end up clogging a hospital that was already busy. Even the various trails 15 or so miles away were still a go, just didn't intentionally meet up with anyone for those first couple months. Because in the US we didn't really ever tell anyone they couldn't even go outside.
And 80Km/h? LOL!
Electric bikes must be open to be repair by independent facilities, and manufactures will be pushed to release repair manuals (paid or free).
It doesn't depend on which lawyer manufactures choose, that will only dictate how long we'll have to wait to happen.
www.europe-consommateurs.eu/en/shopping-internet/spare-parts-and-repairs.html
Where to find a Bosch Cargo that grows at 400%
Maybe this is super cool and all, but to me it is on the same level of "our engineers worked super hard and really thought outside the box and now managed to add another tooth to the largest sprocket of the cassette".
But I don´t get the concept of ebike racing to begin with.
To me it has nothing to do with the heart of racing - competition.
It´s just a marketing thing.
I don´t know why Chris Ball and the EWS let them onboard. I guess sponsor money is hard to come by, so they´ll take whatever they get. But they should leave it a hobby-category.
*edited for grammar.
That's just it, ebike racing is a "motor sport", not mountain biking. The old adage that "it's the rider not the bike", just doesn't apply when some riders simply have more motor. It 's the bike at least as much as the rider, if not more with FOUR HUNDRED PERCENT BOOST.
Fixed that for you! Remember, if you're cheating, you already lost. No way around that fact.
Just curious though, isn't there a limit in the amount of energy (so battery charge) you can take with you? If so, at least it would be fair in a way that you should use your energy wisely. I competed in the World Solar Challenge back in 2005, which is a solar car race from Darwin to Adelaide. You start with full batteries in Darwin and from then on you have to balance it with the amount of solar energy you collect. The size of the car was limited but there was no limit to the area of solar array nor to the aerodynamics. So maxed out the solar array area and made the car pretty low, but eventually went so fast that in Southern Australia (where unlike in Northern Territory there is a speed limit) no one could overtake us anymore. Closest competitors were fairly quick too, but with all of us riding at the speed limit there no longer was a competition. In subsequent years, the organisation introduced more and more strict rules to make the cars slower again and that's what brought some competition back to it. So I think that instead of making these motors faster and all, it would be most exciting to at least limit the battery capacity to a point where you really need to be careful how you use it. So careful that it would actually be worth it to bring a lighter motor to save weight. Not saying it should mimic a typical XC race but yeah, use the boost only where you think it could really help you but then back off elsewhere.
Side note, I'm not from Australia, so my conceptions might be completely wrong, but I kind of find it funny that there is a speed limit for the race in the Northern Territories but not in SA. Isn't it basically just desert and national parks between Darwin and Alice Springs? Joking, of course, but kinda not. There are less people in NT than all of Tassie!
As for the e-bike race battery, yes by all means make it so small that riders really have to be strategic in how and where they use it. Just having an abundance of energy on board takes away a big part of the challenge. Even in F1 car racing they have to be strategic so that they may be able to finish the race with one fewer pit stop.
F1 takes it a step further and limits the places you can use certain boosts. DRS isn't the same as a KERS or such, but the effect is similar to a power boost and I know there are specific zones for DRS usage, and I think they might also apply if any team did use the optional KERS. E-bike racing needs to go full motorsport and set some explicitly defined formulas/classifications, and definitely apply total energy limits along with instantaneous power limits.
And I think ban any kind of overrun extended boost bullshit. If being "pedal-assist" is the thing that differentiates e-bikes from being simply motorbikes, then it needs to be a real (dumb) pedal-assist, not "pedal-controlled" bullshit that keeps applying power after pedaling. They like to market pedal-assist as "you but faster", but if the system can make any power when you're not making power, then it's not pedal-assist anymore.
E-bike racing though?!? Utterly pointless. Who's idea was it and why haven't they been forced to explain themselves yet?
Unfortunately this pretty much spells the end of it for me. The Scottish Enduro Series mimic the EWSE rules and also include an uphill power stage.
It’s a flawed idea for many different reasons, but now that you need the latest 10k bike to be competitive, the whole thing is utterly pointless.
Who can sprint the fastest out of a corner with e-assist isnt really a race though. You can tell whos gonna win that by looking at the motor specs, no stopwatches need to be involved. So again as a serious sport, about as much good as an egg and spoon race.
Tech climbing though, they're onto something there. That is a true test of both bike and rider.
Also a big display can replicate the Peleton experience.
There are zero, I repeat, zero! need to constantly watch a display while riding. This is mtb-ing, not roadies stuff. Stop kidding yourself or try to BS-ing others into this nonsense. In the second in which it is more important what it is written on a screen then what the f you are doing with the bike on the trail, you might as well stop mtb-ing at all. You do mtb-ing to be in connection with the nature, mountains, wilderness, the elements, for the feeling of danger and adrenaline.. for the positive suffering and exhaustion, for how the F it makes you feel.... if you're doing for watts, power output, meters of climbing, battery status, hr, etc-etc, you might as well stop it right now...as mtb-ing is wasted on you(and on those like you).
The ideea that you need to constantly look at a display while riding is beyond childish.. it is bordeline dumb. Why the f you get out of your house when, in fact, all you want is just to look constantly at a display?, get a f-in large ultra 4k tv and watch that all day long. I swear, some of you 'muricans are brighter than the brightest star in the sky.
Gotta go all in with the biggest battery and biggest motor and big display.
www.pinkbike.com/photo/21950322
Home built craftworks high pivot running cyc stealth with a lightweight 400wh battery. Cost very little to build using sales.
150nm, no speed limit fully tunable PAS settings, no throttle either. So so much fun for an old DHer with bad knees.
Soooo, it's not really pedal assist anymore, it's "pedal initiated", or "pedal controlled". With 400% boost and extended overrun, you could probably just kick your way up something with only nominal "pedaling"
"assisted Enduro" on the other hand....
Pros: 1. It will push motor development. 2. We will have better bikes.
Cons: 1. You think its dumb. 2. The race organizers will have to have regulations.
As someone who also loves eMTBs, I'm gonna give the win to the pro-side.
But they're not against just slapping a much more powerful motor in their racers' bikes right before a race...