Update (as of 6 May 2025): The German Bicycle Industry Association (ZIV) recently presented a proposal for the further development of the legal framework for e-bikes. The aim is to clarify the definition of pedelecs and secure their legal status as bicycles. A central point of the proposal is the limitation of the maximum assistance power to 750 watts. This demand has now met with resistance from the e-bike motor manufacturer DJI. Its Avinox drive has a peak output of around 1000 watts and has quickly found many fans among e-mountain bikers. A piquant fact: the recently introduced expansion stage of the Bosch Performance Line CX delivers exactly the 750 watts of maximum power required by the ZIV.
Differentiated consideration of engine performance required
DJI now argues that the proposed limitation to 750 watts has no clear theoretical basis and calls for more comprehensive discussions within the industry. The manufacturer emphasises the need to consider different user groups and usage scenarios, especially for e-cargo bikes and users with a higher body weight.
This is why the Chinese are against a blanket performance limit, instead they are in favour of differentiation. The manufacturer argues that the speed limit is maintained even with higher power and that safety standards are therefore guaranteed. According to DJI, the aim of the higher performance of the Avinox motor is to improve the flying experience. DJI is also unwilling to accept the argument that excessive motor power leads to rapid wear and is therefore not in the interests of customers. According to the company, increased component wear is counteracted with intelligent motor modulation - for example, the power and torque of the Avinox is automatically reduced when shifting gears.
Criticism of business practices in the industry
Instead, DJI criticises practices in the industry that exploit the needs of end consumers. According to DJI, some manufacturers differentiate their products "by charging subscription fees or offering higher performance or better features only for premium models despite identical hardware components. They primarily profit from software restrictions" - a sideways jab at the established competition. DJI calls on the industry to "prioritise real user needs and maintain the transparency of the product offering."
Innovative solutions for E-MTB riders
DJI highlights its customisable solutions for e-MTB riders, including scenario-based performance modes and user-adjustable settings that enhance the riding experience within legal limits. Of course, other motor manufacturers also offer this. And it doesn't change the fact that the DJI Avinox emits around 1000 watts of maximum power when required. Although many end customers are enthusiastic about this, there are fears in the bicycle industry that the Chinese drive is the start of a power arms race that will ultimately damage the image of the e-bike and jeopardise its legal recognition as a bicycle. In this context, it is unlikely that all bikers will be able to rely on self-restraint.
Status as of 14 April: The German Bicycle Industry Association (ZIV) is positioning itself with concrete proposals for the further development of the legal framework for e-bikes. In a statement published on 7 April 2025, the association emphasises the central importance of e-bikes - or more precisely EPACs (Electrically Power Assisted Cycles) - for electromobility in Germany.
With around 16 million vehicles on the road, EPACs are considered an essential part of the transport and climate transition. To consolidate this success, the ZIV proposes retaining the existing legal status of EPACs, but formulating the technical regulations more precisely.
Current regulation and challenges
The legal basis for EPACs is the European Regulation (EU) 168/2013, which categorises vehicles with an electric motor with a rated continuous output of up to 250 watts and assistance of up to 25 km/h as bicycles, provided that the assistance ends when pedalling stops.
The ZIV emphasises that this regulation has significantly promoted the success of EPACs, as it does not entail any additional requirements such as those for motor vehicles. However, there are grey areas: Vehicles with high engine power or unclear assistance blur the line to vehicles in the L1e category that require type approval - i.e. fast S-pedelecs with assistance up to 45 km/h.
New parameters for more clarity
In order to clearly distinguish EPACs from motor vehicles, the ZIV proposes additional technical criteria that could be included in the regulation. These include a maximum assistance ratio of 1:4, which means that a maximum of 400 watts of motor assistance may be provided for 100 watts of power. A ratio of 1:6 would also be possible up to a speed of 15 km/h.
The maximum support power on the drive wheel is to be limited to 750 watts. The piquant thing is that this would rule out a motor such as the new DJI Avinox with a higher maximum output in its current form. The association also proposes a maximum total weight of 250 kilograms for single-track EPACs and 300 kilograms for multi-track EPACs.
Objectives of the new regulation
According to the ZIV, these specifications are intended to ensure that EPACs retain a bike-like riding behaviour and that the riders remain actively involved in the drive. Riding safety should also be increased by limiting the motor assistance, as highly motorised EPACs could develop unstable riding characteristics.
All of this, of course, against the background that the entire bicycle industry is driven by the fear that the pedelec could lose its legal status as a bicycle with ever more powerful motors. And this fear does not seem unfounded in view of current developments.
After the DJI's own brand Amflow was still the only manufacturer to benefit from the powerful DJI Avinox engine last year was the first to be powered by the power unit, more and more manufacturers are now coming out of the woodwork. For example Megamo with the Reason model, Unno with the E-Enduro Mith and Forbidden with the Druid model.
This puts pressure on competitors such as Bosch and Shimano. Against this backdrop, it would be surprising if other drive manufacturers did not also come up with more power with upcoming model changes and updates.
Criticism of the weight limit from the logistics industry
Although the German Cycle Logistics Association (RLVD) welcomes important approaches in the ZIV proposal, it calls for a clear commitment to commercially used cargo bikes with regard to the proposed weight limits in its own statement. Multi-track cargo bikes in particular already exceed the 300-kilogram weight limit in practice.
Helge Neubauer from the RLVD explains: "A weight limit of 300 kg for multi-track bikes ignores the reality of cycle logistics. If we take the transport transition seriously, large, efficient cargo bikes must also remain bicycles legally."
Outlook and significance for the industry
The ZIV emphasises that the proposed regulations should help to ensure the success of EPACs and consolidate their role in active mobility. The proposals aim to create a clear distinction from motor vehicles and at the same time maintain the industry's innovative strength.
It remains to be seen how the EU Commission will incorporate these proposals into future legislative procedures and what impact this will have on the development and use of e-bikes.
Suggested EPAC parameters
- Support ratio: Maximum 1:4 (100 W own power + 400 W motor support)
- Support ratio up to 15 km/h: Maximum 1:6 possible
- Maximum assistance power: 750 W at the drive wheel
- Total weight of single-track EPACs: Maximum 250 kg
- Total weight of multi-track EPACs: Maximum 300 kg
Current EPAC definition
- Maximum continuous rated power: 250 W
- Maximum assistance speed: 25 km/h
- Support: Only active when pedalling
Josh Welz
Editor-in-Chief
