Nukeproof are one of the first brands to spill the beans on the eMTB they've been developing with SRAM's new Powertrain motor. It's called the Megawatt Carbon, and as the name suggests, it boasts a full-carbon fiber frame alongside the new drive unit. Nukeproof will continue to make the alloy Megawatt with a Shimano motor to cater to the lower end of the market, as the new version is an unashamedly premium affair.
For the full story on the SRAM powertrain motor, check out our earlier article
here. But for now, suffice it to say it offers loads of power (90 Nm torque, 680 W peak power), a quiet ride and - in combination with SRAM's Transmission gearing - the option to shift gears automatically and/or while coasting. The Megawatt uses a 720 Wh battery, which is also an improvement on the Shimano-powered bike.
Megawatt Carbon Details• SRAM Powertrain motor, 720 Wh battery, auto shifting
• 170 mm travel front & rear
• Fully carbon frame
• Mullet wheels
• Sizes: S-XXL
• Claimed weight: 24 Kg / 53 lb
• Price: £8,799/€10,499/$9,899 - £9,999/ €11,999/$10,899
• Water bottle + internal storage
•
nukeproof.com Nukeproof have also tweaked the suspension, increased the travel and adjusted the geometry while they're at it. The original
Megawatt had a particularly well-balanced ride quality. We got the chance to ride the carbon version and see if it's even better.
Frame & MotorNukeproof designed the frame so the battery slides out the bottom of the downtube and is held in place with a single bolt for easy battery swaps or off-bike charging. This design saves a bit of weight compared to a battery that slots into the underbelly of the downtube. They angled the motor so the battery slides out easily, and this left some room underneath the motor and behind the battery. Nukeproof made use of this by attaching bosses to the inside of the plastic cover, which can be used to carry a conventional tool mount with an inner tube, CO2, multitool etc. The plastic cover is held in place with a threaded cap that you can remove by hand like a fork's air valve cap. At the launch, one of these came loose and fell off, and another was too tight to remove without pliers, so hopefully, Nukeproof can improve on this for production.
There's room for a 500 ml water bottle in all sizes and there's another accessory mount under the top tube.
The mainframe has carbon channels above the battery for easy cable installation, and the chainstay and seatstay are carbon, too. The frame is protected with extensive contoured rubber armour plus a clear protection kit to preserve the paint. The suspension pivots on full complement Enduro max bearings.
An integrated chain guide is apparently essential to ensure the reliability of the automatic shifting, which can shift gears while you're hammering through rock gardens.
The derailleur is powered from the main battery via a power cable. This cable only provides energy; all the communication between the motor and gears is wireless. SRAM say you'll still get about two hours of shifting after the drive battery runs out. You can also use a regular AXS battery, but because Autoshift changes gear more often than a manual derailleur, it won't last as long.
GeometryThe SRAM motor is a little bigger than Shimano's, so Nukeproof had to extend the chainstay length compared to the alloy Megawatt - from 442 mm to 447 mm. That number is the same for all frame sizes, but the seat tube gets slightly steeper in the larger sizes to stop tall riders from ending up too far over the rear axle. The head angle is half a degree slacker than the original Megawatt too, apparently to compensate for the longer back end.
Suspension DesignStarting with the same Horst-link design used on the Mega and Megawatt alloy, Nukeproof increased the travel slightly from 165 mm to 170 mm. They also made the linkage very slightly more progressive - there's now 24% less leverage over the shock at the end of the travel than at the start, compared to 22% previously. They also gave the bike more anti-squat by making the axle path a little more rearward. That means it should stay higher in its travel when pedalling up steep climbs.
Bearings at the rear shock eyelet help to minimise friction where it matters most. Both carbon models use a RockShox Vivid air shock with hydraulic bottom-out adjustment.
Models, specs & pricingMegawatt Carbon Pro - £8,799/€10,499/$9,899Megawatt Carbon RS - £9,999/ €11,999/$10,899
Ride ImpressionsI had a full day's ride on the Megawatt in Andalo, Italy. I won't repeat everything
Mike Kazimer already said about the motor, but from my perspective I liked the ability to just ride and not think about shifting when riding casually, but when negotiating a technical climb or sudden change of gradient, you'll still want to manually override the system or even use the manual mode. It's like how an automatic car is fine for collecting shopping, but an enthusiastic driver on a tricky road will want to do it the old-fashioned way.
As for the bike, it reminded me a lot of
the original Megawatt, which is a good thing as it's still among the best-handling full-fat e-bikes I've ridden. With the fork and shock damping run pretty open, it's relatively responsive for its weight. Despite the longer chainstays, it's not too hard to maneuver around, hop and manual, but there's always plenty of traction on the front tire. I rode the (recommended) XL size, which fitted me nicely at 191 cm / 6'3", providing loads of stability without feeling dead in tighter sections.
Pointed down rough pinball sections, it has even more of a downhill bike quality than the original Megawatt, thanks to the extra travel, slacker head angle and Vivid air shock with its hydraulic bottom-out control. The Continental Kryptotal DH tires also help it to feel stuck to the ground. I would prefer more than 170 mm of dropper post travel, though.
When climbing, the Megawatt's sticky tires, steep-ish seat tube and powerful yet smooth motor make it particularly forgiving.
This did make me laugh tho
"Nukeproof will continue to make the alloy Megawatt with a Shimano motor to cater to the lower end of the market"
Sub £8499 is the lower end of the market is it...
I dare say part of it is Sram wanting there new e-bike system to appear more premiem by wrapping it in expensive carbon bikes and not cheaper alloy ones.
It is still a bigger battery and motor. Slightly more motor power and 630 to 720wh battery increase.
Because the Sram motor is new and also because it's being paired with the SRAM t-type drivetrains ($$$) and new brakes, it makes sense for this to be a high-end model with carbon.
I expect an alloy version will follow, which will probably barely weigh any more and will take a grand off the pricetag.
I’ve got a ‘23 Levo(700wh) and have only once come close to running out of battery on a 5 hr ride and it’s when I first got the bike and had everything turned up to max. Which on the specialized system is super unnecessary. Riding at 60-70% on most trail systems I ride is very close to overkill imo
For reference, the bikes 50’ish lbs and I’m 225lbs.
Personally I’d much prefer something lighter and operating at a better efficiency. I couldn’t imagine what something 8-10lbs heavier would ride like and definitely wouldnt want the additional fatigue of more weight.
And as for the cost/weight, it's pretty well known that carbon frames ride much better. Weight has been a secondary benefit of carbon for a long time. If money is a concern you will ALWAYS have plenty of fun on the alloy version so definitely do not waste money you don't have. But if you've got the cash, carbon is pretty wonderful stuff.
My dream bike doesn't exist yet, but this isn't it. Needs to be under 50lbs with DD tires, have a 200mm+ dropper, under $10k new, not have a belly in front of the chainring
Also, I would like the bigger battery. I've done some seriously big rides on my megawatt, but I wanted to keep going. 900wh sounds nice.
For me, if I were buying now, I'd probably be looking at a Relay, or a Heckler SL (haven't ridden one, but sounds like a slightly nimbler, slightly shorter travel alternative). And both of those bikes are uber pricey, so I'm thinking I'll wait until the likes of Fezzari or Canyon or YT are entering the SL space.
If I got something full fat, I'd very much want to keep my trail bike. If I got something like the Relay, I could happily live with that as my only bike.
www.pinkbike.com/news/first-ride-2022-nukeproof-megawatt-a-mega-with-a-motor.html#:~:text=Speaking%20of%20measurements,deliver%20like%20this.
nukeproof.com/products/megawatt-297-2022
My Sight VLT is heavy as sh*t with 467mm RC length. Unrideable according to the armchair mafia on here, yet somehow it's insanely fun and agile on the trail. Hmmm. And I've had analog bikes that were sub 30lbs with the shortest RC possible, 29er and 27.5.... so I know what agile feels like.
/Sarcasm
Simply 200+ is much nicer for vertical chutes…
1. Does it do awesome power wheelies for about 1.5 meters?
2. Does it do wicked cool skids?
3. Do those super long and dorky mudguards fit that I see on so many e-bikes?
On a more positive note, good to see another motor option, hopefully it’s more reliable than the ep8 !
My friends and I tend to ride areas such as Golfie and Risca bike park, where the fire road simply takes you to the top of great trails and there are no uplift options. This scenario is where lighter bikes with interchangeable batteries really come into their own. I also understand people wanting bigger batteries too, for getting "out there" on rides into the wilderness.
Best sentence of the article.
"Turbo batteries have a warranty for 2 years or 300 charge cycles — whichever comes first."
"Specialized Turbo Levo Gen 2 Battery Pack = $1,299.99"
"Motors & Drive systems components on e-bikes 2 years"
"Specialized MY19 Levo FSR Turbo 2.2 Custom RX Trail Tuned Motor Mountain = $1200"
"Electric bike motors can last up to 16,000 km (10,000 miles)"
As someone that owned a ‘23 Levo at 50lbs for the last year I wouldnt consider anything new over the 45-47lb mark.
These massive batteries that come in all the new “full fat” bikes seems like a massive overkill for the majority of average riders that only go out for 3-4 hours tops unless all you’re riding is fire and forestry service roads. Personally I wont ride in full turbo on any climb trails because it’s so overkill and usually come home with 30-50% battery after a 3-5 ride.
The Orbea Wild seems like it’s going in the right direction with 46-51lb bikes with an option of smaller batteries.
Would love it if my Levo had come with a 600-650 watt battery.
Hopefully more manufacturers follow this trend of building more sensible bikes rather than these beasts made for exploring that most people don’t take advantage of.
And you’ll save $10K over this refrigerator.
I guess something similar may come out for this being a brose. Depends how hard they have tried to prevent tampering.
Maybe?