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E-cargo bikes - five models put to the test
It's an irony of history: around a hundred years ago, cars largely replaced cargo bikes as a means of transport. Today, the tide is turning: cargo pedelecs are increasingly replacing cars on short inner-city journeys. Cargo bikes are more environmentally friendly, space-saving and comparatively cheaper.
For their drivers, they are a commitment to a more sustainable lifestyle, and at the same time they relieve city centres of car traffic. Some local authorities subsidise the purchase for businesses and private individuals. Because the mini transporters are becoming increasingly popular with families and tradespeople, we took a closer look at five cargo pedelecs.
Three of them belong to a type of bicycle that has rarely been seen to date: they are three-lane vans with tilting technology. When changing direction, their wheels lean into the bend like a conventional single-track bicycle.
They are designed to drive more dynamically than the typical kindergarten taxis with a rigid axle. The Chike E-Cargo and Johansson Oscar S are three-wheelers with two front wheels, while the Gleam Escape combines two rear wheels with one front wheel.
Two of our test candidates are single-track vans with a loading area in front of the rider. The Packster 70 from Riese & Müller is a classic long john cargo bike with a long wheelbase. The loading area is low and has a favourable centre of gravity between the rider and the front wheel. The e.Yoonit smart has a similar design, but its loading area partially protrudes over the front wheel. The centre of gravity is therefore slightly higher.
E-cargo bikes: single-track or three-track?
How much did single- and triple-trackers differ in terms of driving behaviour? To find out, we loaded the Cargos with 40 kilos for the practical driving tests. Surprise: Our expectation that the single-track transporters would be more lively to drive than the three-trackers was not confirmed. Thanks to their complex axle designs, the three-lane vans, including driver and load, corner with ease.
Compared to single-track bikes, they have hardly any dynamic disadvantages when it comes to turning and cornering stability. The fact that a single-track bike, namely the Riese & Müller Packster, can be steered with the least effort is mainly due to its low centre of gravity and the very smooth cable steering.
It also gives the long vehicle advantages when manoeuvring. The front wheel can be turned much further than would be possible with a push rod between the handlebar mast and stem.
It takes some getting used to!
Only the length of the Packster takes some getting used to for Long John newbies. Because the front wheel is a long way forwards and not visible to the rider, the pedelec is steered a little too early and too far when you first try it out. The front wheel of the compact e.Yoonit is also out of the rider's field of vision.
However, the wheel is significantly shorter and therefore easier to steer. Because the centre of gravity of the loaded bike is slightly higher than that of the Packster, higher tipping moments are noticeable, especially when manoeuvring. The two single-track bikes are jacked up on a central two-legged stand like a motorbike.
The three-axle vehicles are also special when parking. Due to their tilting technology, they would tip sideways when stationary and drop the load. The manufacturers solve the problem in different ways: on the Johansson, a friction brake integrated in the axle fixes the loading area at any desired angle. It is conveniently operated via a handlebar twist grip. The axles of the Gleam and the Chike can also be locked, but their loading platforms must be brought into a horizontal position.
Purchase decision weight!
All tricycles have parking brakes to prevent them from rolling away unintentionally. The decision in favour of one of the wheels also depends on its key data. When manoeuvring or when the bike has to fit through a door, length and width count. Two of the three-track test bikes, the Chike and the Johansson, are trimmed to compact dimensions, while the Gleam Escape and the single-track Riese & Müller are around 2.5 metres long.
The weight of the bike, its maximum total weight and the maximum payload on the transport surface are also decisive for the purchase. That's why the Gleam Escape in particular needs powerful brakes, because with a maximum fighting weight of 270 kilos, the bike is a real heavy transporter. The 70-kilo pedelec rides like a normal bike thanks to its tilting technology and the loading area positioned behind the rider. At the other end of the scale is the slim e.Yoonit with a tare weight of just 26 kilos and a maximum total weight of 190 kilos.
Beyond pure transport rationality, technology fans are also likely to be enthusiastic about some of the detailed solutions. The Johansson boasts a double wishbone axle with wishbones and an integrated transverse damper, a technical delicacy. On the Gleam, both rear wheels are driven, individually suspended and connected to a differential via Gates carbon belts. The design of the rear triangle is the finest in mechanical engineering - and right on the heels of automotive technology.
E-cargo bikes in the test: the bikes in detail
Gleam Escape
Gear hub | Mid-engine
- Pricefrom 8250 Euro
- Frame size: 50 cm
- Test bike weight: 70 kg
- Permissible total weight: 270 kg
- Max. payload on transport area: 120 kg
- FrameAluminium
- Fork: Tilt suspension, shock absorber Marzocchi Bomber Z2 Air Rail 120 mm
- CircuitEnviolo 380 stepless
- Motor/batteryPolini E-P3 MX/497, 1000 Wh
- Brakes/øDisc, Tektro; f: Auriga Tune HD-T530, 203 mm; h: 2x Auriga Tune HD-T530, 160 mm
- Loading areaL x W 1200 x 600 mm
- Wheelbase: 1800 mm
- Length over all: 2470 mm
- Width over all: 810 mm
- TyresSchwalbe Super Moto-X Reflex Performance; v: 62-584; h: 2x 62-406
- Lighting systemSupernova Mini 2; 2x Supernova E3 Taillight 2
The heavy-duty bike from the Viennese bike forge impresses with the high standard of its rear-wheel axle design. The technology is largely based on engineering expertise from the motorbike world. Using a central axle rocker, the makers have realised an intelligent tilting function with integrated level compensation: the axle compensates for height differences between the rear wheels and thus keeps the loading area level even on very uneven ground.
A differential distributes the engine power to both rear wheels, while a continuously variable Enviolo transmission is located between the drive and the rear axle swing arms. The vehicle proves in action that the great effort is worth it: even with a heavy load on the loading area, the good handling characteristics do not change. The pedelec is manoeuvrable and easy to control. The only thing that takes a bit of practice is starting off, as the Escape initially resists changing direction when accelerating from a standstill. After a few attempts, however, it works perfectly. Conclusion: The Gleam is an uncompromising heavy transporter with a high payload, but also a high unladen weight and somewhat unwieldy dimensions.
StrengthsHigh payload, axle with tilt technology and level levelling
Weaknessesvery heavy, somewhat unwieldy
>> The Gleam Escape was awarded an overall test score of 1.7, making it the test winner!
Chike E-Cargo
Gear hub | Mid-engine
- Pricefrom 6099 Euro >> available here
- Frame size: 50 cm
- Test bike weight: 38 kg
- Permissible total weight: 200 kg
- Max. payload on transport area: 80 kg
- FrameAluminium
- ForkTilt chassis, elastomer dampers
- CircuitShimano Inter 5E Di2, 1x5; 38/34 teeth
- Motor/batteryShimano Steps E6100 CRG/504 Wh
- Brakes/øDisc, Tectro, v: 2x Auriga Twin HD-T525, 140 mm; h: Auriga HD-T285, 160 mm
- Loading areaL x W 940 x 720 mm
- Wheelbase: 1308 mm
- Length over all: 1850 mm
- Width over all: 714 mm
- TyresSchwalbe; v: 2x Big Apple Reflex 50-305; h: Big Ben Plus 55-406
- Lighting systemB&M IQ-XS; Spanninga Pimento XE
The Chike impresses with its simple design. Apart from the double-arm front axle, the technology is straightforward. A simple elastomer block dampens the tilt axle. The wheel is therefore less susceptible to repairs and requires little maintenance. Steering movements are transmitted to the steering knuckles via push rods, and both front wheels and the rear wheel are braked. Chike riders will appreciate the comfortable drivetrain consisting of a Shimano motor and electromechanical, push-button shiftable five-speed hub.
It changes gears automatically on request and shifts to a pre-programmable starting gear when stopping. When starting off, the chike responds to steering impulses somewhat delayed and imprecisely. In general, the van requires soft steering movements, then it rolls true to the track and steers directly. The front axle damps satisfactorily, a telescopic seat post would noticeably improve the ride comfort. The side walls of the wooden transport box can be easily removed with a quick-release fastener. There are lashing rails embedded in the floor to secure the load.
Strengthslow-maintenance design, automatic five-speed hub
WeaknessesSimple elastomer damper
>> The Chike E-Cargo receives an overall test score of 1.9
Johansson Oscar S
Gear hub | Mid-engine
- Price5599 Euro
- Frame size: 48 cm
- WeightTest bike 38.5 kg
- Permissible total weight: 223,5 kg
- Max. payload on transport area: 85 kg
- FrameAluminium
- ForkTilt undercarriage, damper Torch DV22 AR Rebound
- CircuitEnviolo Cargo stepless; 42/16 teeth
- Motor/batteryBrose Drive C/522, 1044 Wh
- Brakes/øDisc, Tektro, v: 2x Auriga HD-T525, 140 mm; h: Auriga HD-T530, 180 mm
- Loading areaL x W 1050 x 740 mm
- Wheelbase: 1380 mm
- Length over all2150 mm Width over all 760 mm
- TyresSchwalbe; v: 2x Big Apple Reflex 60-305; h: Big Ben Plus 55-406
- Lighting systemAxa BlueLine 50Lux Steady E6; Axa BlueLine Steady E6
The highlight of the Oscar S is the technically sophisticated double wishbone suspension with triangular control arms. The slender aluminium wishbones are milled from the solid, and an adjustable damper positioned transverse to the direction of travel effectively smoothes out road bumps. Whilst the load is thus suspended, the rider would be pleased to have a corresponding seat post. Nevertheless, the Johansson rolls comfortably overall and impresses with its lively dynamics. When loaded, the three-wheeler may respond to steering movements with a slight delay, but it follows the selected track precisely.
As with the Chike and Gleam, the tilting axle ensures very stable cornering behaviour and prevents the load from shifting due to high centrifugal forces. The tilt of the front axle can be infinitely adjusted for parking using the handlebar twist grip without having to straighten the loading area. Johansson offers a wide range of carrier bodies for the wheel. The central frame tube is designed as a telescopic tube so that attachments of different lengths can be fitted without any problems. The seat post is height-adjustable over a wide range. Unfortunately, the stem can only be adjusted slightly to the rider's height.
Strengthssophisticated front axle, precise steering
Weaknessesstem hardly height adjustable
>> The Johansson Oscar S receives an overall test score of 1.8
Riese & Müller Packster 70
Gear hub | Mid-engine
- Pricefrom 7199 Euro >> available here
- Frame size: 49 cm
- WeightTest bike 42 kg
- Permissible total weight: 200 kg
- Max. payload on transport area: 100 kg
- FrameAluminium
- ForkSR Suntour Mobie A32 CGO Coil
- CircuitEnviolo Cargo 380 stepless; 55/24 teeth
- Motor/batteryBosch Cargo Line/1250 Wh
- Brakes/øDisc, Tektro Auriga Comp HD 500/v: 180 mm, h: 203 mm
- Loading areaL x W 525 x 340-525 mm
- Wheelbase: 1876 mm
- Length over all: 2490 mm
- Width over all: 655 mm
- TyresSchwalbe, v: Big Ben Plus Perf GG SS Reflex, 55-406; h: Schwalbe Super Moto-X, 62-599
- Lighting systemSupernova M99; Supernova M99 integrated Brakelight
With the "Load" model, Riese & Müller had created a classic cargo bike. The newer Packster 70 has no suspension on the rear wheel and is more versatile, with the frame of the Packster consisting of aluminium box sections instead of the Load's tubular frame construction. The manufacturer makes clever use of these voluminous profiles: the batteries are protected in the frame beams and have a favourable centre of gravity. The hard foam cargo box holds up to 240 litres and can be divided into compartments using plug-in dividers.
If you want to use the Packster as a children's taxi, you can add seats to the box. A cable between the handlebar mast and stem transmits steering impulses to the front wheel; the system works without any noticeable play. The fact that inexperienced drivers may feel unfamiliar with the steering when starting off is not due to the steering mimicry, but rather to the front wheel, which is positioned far and invisibly in front of the driver. As soon as the transporter is rolling, it can be steered in a controlled and precise manner by shifting your weight. We noticed the stand as a positive feature: The long transporter can be safely parked on it with very little effort. Its high price is partly due to the huge battery capacity.
StrengthsLightweight control, cushioning EPP transport box
Weaknessesquite long
>> The Riese & Müller Packster 70 receives an overall test score of 1.7, making it the test winner
Yoonit E.Yoonit Smart Burgundy
Gear hub | Mid-engine
- Price5575 Euro
- Frame size: 51 cm
- Test bike weight: 26 kg
- Permissible total weight: 190 kg
- Max. payload on transport area: 60 kg
- Frame: Steel
- Fork: Steel fork, rigid
- CircuitShimano Nexus Inter 5, 1x5; 55/32 teeth
- Motor/batteryShimano Steps EP8/504 Wh
- Brakes/øDisc, BR-MT501/v: 160 mm, h: 180 mm
- Loading areaL x W 610 x 310 mm
- Wheelbase: 1354 mm
- Length over all: 1775 mm
- Width over all: 460 mm
- TyresSchwalbe Big Apple Performance, v: 50-305; h: 60-355
- Lighting systemBusch & Müller Front; Busch & Müller Rear
The Yoonit is a light, handy and compact transporter for not too heavy loads - and therefore an alternative to the somewhat bulkier high-end cargo bikes. Shimano's most powerful motor pushes the single-track forward vehemently, while the mechanically shiftable five-speed gear hub changes gears reliably and without delay, even under load. A Gates belt instead of a chain completes the low-maintenance drivetrain. The makers have placed less emphasis on riding comfort; there are no suspension elements.
The narrow handlebars have to make do without ergonomic grips, and the small wheels and stiff rigid fork make the handling a little harsh. The long centre tube between the frame knot and the front wheel is not very torsion-resistant. Particularly when loaded, the Yoonit therefore tends to veer out of its lane with hasty steering impulses. The adjustable steering damper noticeably improves the handling. If you ride with foresight and initiate bends gently, the Yoonit is always well under control. We liked the large adjustment range of the seat post and stem. This allows the universal frame to be adjusted to suit many rider sizes. A slightly wider handlebar would further improve control of the bike.
Strengths: light and handy, powerful drive
Weaknessesnot very comfortable, not very stiff frame
>> The Yoonit E.Yoonit Smart Burgundy gets an overall test score of 2.1
E-cargo bikes in the MYBIKE test
All bikes in comparison
