Engwe LE20 Review: Can this budget electric cargo bike hang with the big boys? - Related to “screens, says, boys?, use, massive

Engwe LE20 Review: Can this budget electric cargo bike hang with the big boys?

The Engwe LE20 is an interesting take on the cargo e-bike format. It’s marketed as a budget-friendly utility e-bike that can handle hauling groceries, gear, or even a passenger. At the same time, it looks like a cross between a compact cargo bike and a semi-fat tire hybrid-style bike, with a chunky frame, small wheels, and a long rear rack. But how does it actually perform in the real world? After spending some time riding and testing it, here’s what I found.

For such an interesting low-cost, long-range cargo e-bike, you’ll definitely want to see what it’s like to ride this one.

Check out my video review below for the full experience!

Motor: 750W geared hub motor in the rear wheel.

750W geared hub motor in the rear wheel Top speed: 45 km/h (28 mph) on pedal assist, 32 km/h (20 mph) on throttle.

45 km/h (28 mph) on pedal assist, 32 km/h (20 mph) on throttle Range: Claimed up to 160 km (100 mi) on single battery (or twice that with dual batteries).

Claimed up to 160 km (100 mi) on single battery (or twice that with dual batteries) Battery: One or two 48V [website] (920 Wh) batteries.

One or two 48V [website] (920 Wh) batteries Weight : [website] kg ([website] lb).

: [website] kg ([website] lb) Max load: 200 kg (440 lb).

200 kg (440 lb) Brakes: Hydraulic disc brakes on 180 mm rotors.

Hydraulic disc brakes on 180 mm rotors Extras: Long rear rack, beautiful color LED display, integrated head/tail/brake LED lights with turn signals, fender set, kickstand.

The Engwe LE20 is powered by a 750W rear hub motor (peaking at 1,300W), and I have to say, it packs more punch than I expected. With 75Nm of torque, acceleration is smooth but strong, especially when using the throttle. On flat terrain, it easily cruises at 20 mph (32 km/h) on throttle alone, and with pedal assist, it can reach 28 mph (45 km/h).

One of the things I really liked about the ride was the torque sensor. Many budget e-bikes rely on cheap cadence sensors, and to be fair, Engwe has floated by on cadence sensors in the past. Cadence sensors aren’t bad per se, but the cheaper ones can feel extra laggy and they are often combined with poor controller programming that results in lurching and jumpy acceleration. As a nice change, the LE20’s torque sensor responds quickly to input, giving it a much more natural and intuitive ride feel. It just feels more like you’re riding a bike with strong legs, than that you’re on a jumpy motorbike.

Testing the bike in Florida, I didn’t have much of a chance to do any real hill climbing performance tests, buts with 75 Nm of torque and good power, I have to imagine that it will handle moderate inclines well. For steeper hills though, you’ll usually want to pedal along with hub motor-based electric bikes like these since the motor can’t drop into lower gears like a mid-drive.

The LE20 comes with a 48V [website] battery, which is quite respectable for a cargo e-bike at this price point. Most cargo e-bikes cost more and have less battery, so Engwe starts strong there. The firm states a 109-mile range, but as with all e-bike range estimates, that’s in the lowest assist setting with ideal conditions. In real-world riding, using a mix of throttle and pedal assist, I would expect the range to be closer to 30-50 miles, which is still solid.

For those who need more range, Engwe offers an optional second battery, which could theoretically double the range. If you’re using this bike for delivery work or long-haul commutes, that second battery might be worth considering.

I tested the dual battery version, and I should point out that unlike most dual battery e-bikes, the Engwe displays the charge level of both batteries on the display. That’s a cool feature and will be critical for cases where you might have forgotten to charge one of the batteries. You’ll instantly know it when you see one is nearly full while the other is approaching empty.

The display is also really nice. I’d say it has no businesses being this nice looking on a budget bike, but the colors and layout make it very slick look and easily readable.

The LE20 is certainly designed first and foremost as a cargo e-bike, and while it does have a large rear rack, it’s not quite as robust as traditional long-tail cargo bikes. That mentioned, the 440 lbs (200 kg) payload capacity means it can carry a fair amount, assuming that’s accurate. I always have to wonder a bit, especially when budget companies list the same or higher weight ratings than industry leaders such as Tern, who puts a lot of emphasis on accurate weight ratings. I’m not sure I’d run it with 440 lb of weight on it every day, but perhaps that’s just me being conservative with an admittedly budget-brand electric bike.

The long rear rack does offer some nice space for mounting accessories such as a child safety seat, though I like the passenger deck pads that work just as well for kids and adults. Engwe also sells varioius storage cases and other cargo accessories. Mine didn’t come with footrests, but I think the standard package includes them now.

One major inconvenience that I did NOT like about the cargo design is that the side panels are so massive that they cover every bit of exposed frame rail in the back. That means I’ve got nothing to lash to when I want to carry cargo. I did a mail run and had a couple packages that I needed to carry back with me, and ended up having to secure them to the rack by tying off to the derailleur guard, of all places. Obviously that’s not ideal, and I wish Engwe had left us a bit more frame rail to work with.

You can see my jury-rigged rigging in the video review above. It works, but it’s not ideal from a cargo standpoint.

For a cargo bike, the LE20 rides pretty well, thanks to its front suspension fork and 20×[website] tires. The smaller wheels make it more maneuverable in tight spaces, but they also make bumps slightly more noticeable compared to a larger-wheel cargo bike. I always prefer smaller wheels on cargo bikes though, since I’ll take the lower center of gravity over the enhanced rolling comfort. And the semi-fat design of the 3-inch tires adds back some comfort to the mix. The cast wheels are also a nice addition, even if they are probably a bit more rigid than spoke wheels, but at least they’re maintenance free and look cool, too!

The step-through frame makes getting on and off the bike easy, especially if you’re carrying cargo. The seat is decently comfortable, and the upright riding position feels natural.

However, at [website] lbs ([website] kg), it’s not a lightweight bike by any stretch of the imagination! You definitely feel that weight when maneuvering it around in a garage or parking, and even when riding around at low speeds.

At higher speeds, you generally don’t notice the extra weight, and of course, one of the benefits of an electric motor is that you don’t have the same weight penalty as a traditional bike. But lordy lord help you if you ever want to lift it onto a bike rack or carry it up a flight of stairs.

Braking is handled by 180 mm hydraulic disc brakes, which offer strong stopping power. Given the weight and speed of this bike, hydraulic brakes are a necessity, and I was happy to see that Engwe didn’t cut corners here.

Another major safety feature is lighting, and the LE20 comes with integrated lights that run off the main battery. This isn’t exactly a technological feat, but some e-bikes still use lights with their own separate batteries, so I’m glad to see we at least make use of that massive e-bike battery for the lighting.

The dual-barrel headlights seem plenty bright as a be-seen light, but don’t expect them to solely light up the path on a moonless night with no street lights. For visibility though, I don’t think cars will miss you.

For just $1,295 for the base model or $1,595 for the dual battery version, this is a great price for a super long range cargo e-bike.

Yes, it’s got some small issues. I’d probably just remove the rear guards to give me access to frame rails in the rear, though I accept that they’re a safety feature and so I’d rather just seem them a bit smaller. And it’s heavy as all get out. But at this price, you’re getting some serious performance and lots of cargo space.

The nice elements like a torque sensor and beautiful display add significant value on what should be an otherwise unremarkable bargain-priced electric bike, so this one actually surprised me in a good way.

I’m not saying there aren’t superior options out there, and the Lectric XPedition [website] for just an extra $100 has a lot going for it (even if the battery isn’t as big). But for $1,295, the Engwe LE20 is definitely compelling as a long-range cargo e-bike.

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Scout's EVs And 'Harvester' EREV Will Use Two Different Battery Types

Scout Motors CEO Scott Keogh appeared on the YouTube channel Jay Leno's Garage with prototypes of the Terra truck and the Traveler SUV.

He revealed the two different battery types on the fully electric models and the extended range versions.

The fully electric models will get 350 miles of range, whereas the EREVs will get 500 miles of range—150 of which will be fully electric.

Automakers in the [website] are on track to launch a flood of electric and electrified cars over the next few years. Some of them will be high-tech software-defined vehicles. Others will be retro-modern EVs designed to reflect both the past and the future. Scout Motors belongs to the latter category.

In an interview on the YouTube channel Jay Leno’s Garage, Scout Motors’ President and CEO Scott Keogh shared some new insights into the revival of the iconic American off-road brand. He mentioned the fully-electric and extended-range electric vehicle (EREV) versions of Scout's future models will use different battery chemistries.

The fully electric models of the Terra truck and Traveler SUV will feature nickel-manganese-cobalt (NMC) battery packs estimated to deliver 350 miles of range. The EREVs, which will feature a back-up gas-powered generator to charge the battery when running low on energy, will get a smaller lithium-iron-phosphate (LFP) battery pack.

LFP batteries have become increasingly popular in the EV industry thanks to their lower cost and advanced durability than traditional NMC packs. They are typically less energy-dense and offer less overall range—although they are now slowly closing the gap with NMC on that front—so we usually see them on entry-level models like the rear-wheel-drive Tesla Model 3 or the standard range Rivian R1S and R1T.

On the Scout EREVs, the electric-only range will be 150 miles, far more than the 30-50 miles of range on plug-in hybrids. It’s also several times the average daily driving distance in the [website], which is under 40 miles. The combined range on a full tank of gas and a fully charged battery is 500 miles. Owners can choose to drive the range-extenders as pure EVs, charging them regularly.

If charging isn’t easily accessible, they can fill up the 15-gallon gas tank and forget range anxiety. Even then, the Scout EREVs will function mainly as EVs. The gas engine will have no mechanical connection to the wheels, which will be solely powered by the e-motors. The engine’s sole mission is to charge the battery and help with towing and hauling when energy requirements run high.

Gallery: Scout Traveler SUV And Terra Pickup Concepts 45 Scout Motors.

Keogh stated that if you’re not a hardcore gearhead and don’t want to think about what’s powering the vehicles, the experience will be hassle-free. Owners can just “stab it and steer,” and the on-board system can seamlessly switch between EV or hybrid modes.

He also shared details on the status of Scout’s under-construction $2 billion greenfield plant in Columbia, South Carolina. It seems like things are moving fast, especially given that the brand hadn’t even been fully resurrected two years ago. “Steel is going up; we’re enclosing the major shops like paint, body and assembly. And for the vehicle itself, there are prototypes we’re testing,” he expressed.

Scout also went on a hiring spree over the past year. It now has more than 800 employees; 350 in South Carolina and the rest at its Innovation Center in Michigan tasked with engineering the vehicles and bringing them to life. “It’s going to be a herculean effort, but the team is on it,” Keogh noted.

Photo by: Scout Motors Scout Terra Concept: Cockpit.

Interestingly, Keogh reiterated what Scout is doing differently than a typical Silicon Valley automotive start-up. Scout EVs will have the option of a bench seat upfront, get real key fobs and an abundance of physical buttons and knobs inside. Owners will have as many as three roof options: solid roof, a glass roof or a folding canvas roof which the automaker has labeled as the Cabana top.

The first Scout EVs will enter production by the end of 2027. He also indicated that the VW Group’s backing is helping the automaker fast-track its plans.

“We have everything you love about a start-up,” Keogh noted. “A clean slate, efficient plants and all-new technology and software. And we have the backing of the [VW] group. We know how to make a car; we know how to get material costs down.” He likened all of that to a “perfect marriage.”.

? Contact the author: suvrat.kothari@insideevs.

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“Screens are not luxury”, says luxury car brand that makes massive screens

Mercedes-Benz is forging ahead with the rollout of increasingly large in-car screens, despite admitting big screens alone don’t make a vehicle’s interior luxurious.

Speaking to US outlet ABC News, Mercedes-Benz chief design officer Gorden Wagener revealed other elements are becoming a key focus for the German brand, given just how ubiquitous large infotainment touchscreens and digital instrument clusters have become.

“Screens are not luxury,” Mr Wagener unveiled.

“You have a enhanced – and bigger – TV at home, right? And every car has a big screen. So we have to create luxury beyond the screen.

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“That’s why I talk about craftsmanship and sophistication. There’s so much emphasis on making [Mercedes-Benz] vehicles more effective.”.

At present, Mercedes-Benz offers a 56-inch ‘Hyperscreen’ in electric models like the EQS and EQS SUV, consisting of a single panel which incorporates a [website] digital instrument cluster, a [website] infotainment screen and a [website] passenger screen.

The Hyperscreen is expected to roll out into future models when new generations arrive in the coming years.

, something Mercedes-Benz is looking to improve with an expanded selection of Hyperscreen-specific content.

“We don’t have the Hyperscreen in all the cars right now, just in a few. From the hardware side it’s very good,” he stated.

“From the software side it hasn’t been that good. Because when you have a big screen, you want to have great content on it. So we’re working on content that is more specific and more entertaining.”.

Last month, Mercedes-Benz unveiled models running its latest MBUX system will feature Sony’s RIDEVU application, providing access to IMAX films via the vehicle’s infotainment screens.

At present, the carmaker has only unveiled plans to roll out this feature in the US, Canada, the UK, Ireland, Germany and Japan, with no word on Australia as yet.

Tesla has launched a limited version of its Full Self-Driving capabilities in China to mixed reviews as it’s still far from what was promised.

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