Bafang M510RS & M560RS: Rivaling Avinox with up to 1,700 watts!

​With a peak power output of up to 1,700 watts, Bafang is racing to the top of the mid-drive performance league, even outshining Avinox. In theory, at least. After all, there aren’t any e-MTBs with this motor on the market yet.

​BIKE verdict: A bold statement, but questions remain

On paper, the M510RS and M560RS systems are a real statement. In terms of performance, Bafang outperforms everything currently available on the market – including Avinox. However, it must be noted that this applies only to 48-volt systems and where the motor is slightly heavier. The well-designed riding modes, the 6-axis IMU and the sophisticated boost system show that Bafang takes rideability seriously too. However, it remains to be seen how well the motor performs in practice, and when – or indeed if – any relevant bikes will be available with it. - Adrian Kaether, Test & Technology Editor

When Bafang talks about ‘Racing DNA’, the Chinese company really means it this time. With its new M510RS and M560RS mid-drive motors, Bafang is unveiling two systems which, on paper at least, outshine everything else currently available on the market – including the much-hyped Avinox M2S, which, with a peak power output of up to 1,500 watts, is currently regarded as the benchmark for brutal motor power.

The figures that make you sit up and take notice

To be specific: the M560RS, designed for ‘Extreme MTB’, achieves a peak power output of 1,700 watts in ‘Boost-to-Limit’ mode when operating at 48 volts – with a torque of up to 150 Nm. These are figures that will make even die-hard power junkies sit up and take notice. Its smaller sibling, the M510RS for ‘Performance MTB’, manages 1,300 watts and up to 120 Nm in its most powerful configuration. Both motors are compatible with 36 or 48 volts; as with all EU-compliant e-bikes, the rated power is a modest 250 watts.

>> By the way: we’ve actually reviewed the old M510 without RS before

By way of comparison: with a peak power of up to 1,500 watts, the Avinox is currently considered by far the most powerful e-bike motor available. A Bosch CX, for example, offers ‘only’ 750 watts peak – 600 watts was the established standard for years with the EP8, Brose Drive S Mag and the like. Bafang surpasses that by almost three times with the M560RS – at least if the manufacturer’s specifications are to be believed. One caveat: this record-breaking power is only available with 48-volt systems. Furthermore, the high power output of the M560 RS is reflected in its heavy weight. At 3.3 kilos, the M560 RS is significantly heavier than a current Avinox (2.6 kg) and also heavier than a Bosch CX (2.9 kg).

Manufacturer's specifications; comparative figures may vary

What’s behind it? The ‘Boost-to-Limit’ concept

It must be made clear that these peak figures are not intended for continuous use. The high power figures are achieved in ‘Boost-to-Limit’ mode – a sort of emergency override that is activated at the touch of a button from the already aggressive BOOST mode. The level of assistance climbs to a staggering 800 per cent. In other words, for every 100 watts of pedalling input, the motor adds 800 watts. This is designed for short, extreme obstacles and steep gradients where you really need every bit of power you can get.

Of course, there are also standard support modes with progressive power output:

• OFF – Engine off, electronics (display, lights, electronic circuits) remain operational
• ECO – 80 per cent support, power capped at 20 per cent of the maximum
• TOUR – 150 per cent support, up to 33 per cent maximum power
• SPORT – IMU-controlled uphill assist, 300–500 per cent assistance, depending on the situation
• SPORT+ – Torque- and cadence-controlled precision, with adaptive assistance of up to 500 per cent
• BOOST – 500% support, maximum performance
• Boost-to-Limit – 800 per cent boost – full throttle, no compromises

What is particularly interesting here is the central role played by the 6-axis IMU (Inertial Measurement Unit), which measures tilt, movement and ride dynamics in real time and adjusts the motor control accordingly. Bafang refers to control software that is said to have been fine-tuned over 4,000 hours on the race track.

The manufacturer also promises: a 50 per cent faster response time when setting off than before, 50 per cent faster acceleration, and a 33 per cent more responsive cut-off of assistance. The latter is particularly relevant on technical trails, where abrupt engagement or disengagement of the motor can quickly become a problem.

The ecosystem: sensors, displays, batteries

Bafang supplies both motors as a complete system solution. This includes a new SR S03 speed sensor with 42 pulses per revolution – similar to the perforated disc used by Avinox, Mahle and others. This is designed to ensure more stable control, particularly at low speeds and in the new Walk Assist 2.0. The signal ring is attached to the brake disc (6-hole or Centre Lock).

There are two display options to choose from:

• DP C030.CA: Top-tube-integrated design (36 × 79.9 × 16 mm), 1.9-inch TFT colour display, ANT+ and Bluetooth
• DP C245.CAN: Handlebar-mounted 1.9-inch TFT display, Bluetooth, automatic lighting control, USB-C charging port

There are three battery options, all of which are fully integrated into the frame design:

• BT F161.B748.C: 36 V / 748 Wh / 14.7 Ah
• BT F380.B720.C: 36V / 720 Wh / 18 Ah
• BT F200.D840.C: 48 V / 840 Wh / 16.25 Ah

The catch: where are the bikes?

And that brings us to the crucial point that the impressive spec sheet cannot hide: there are currently no relevant e-MTBs fitted with the M510RS or M560RS. With their enormous power, the new motors are undoubtedly also intended as strategic flagship products to secure long-term, stable partnerships with bike manufacturers – something Bafang has so far been lacking.

Bafang itself has set out the following roadmap:

M510RS:

• Samples: June 2026 ✓ (already delivered according to schedule)
• Small-batch delivery: August 2026
• Series production: Q4 2026

M560RS:

• Samples: October 2026
• Small-batch delivery: October 2026
• Series production: Q4 2026

This means that, even if everything goes to plan, the first production bikes fitted with these engines are not expected until early to mid-2027 at the earliest.