Centurion is launching its new e-bike line-up for the 2020 model year under the motto "Electric Energy Inside", with a focus on improving brand recognition and a clearer design language across the entire range. Crucially for the user, the Swabians have raised the functionality of their bikes to a new level with a major geometry update, the expansion of system integration and, of course, the integration of the new Bosch power unit.
The star of the new E-MTBs is undoubtedly the No-Pogo E, which has now grown into an E-Enduro, but work has also been done on the lightweight trail bike and comfort tourer Lhasa and the hardtail Backfire. Both now come with an integrated 625 watt-hour battery, making them much tidier and more modern and can also be used by the benefit from the new Bosch unitwhich makes the bikes lighter and more compact overall.
No-Pogo E 2020: More suspension travel, more aggressive geometry, new motor
The No-Pogo E has undergone the biggest overhaul - a complete redevelopment is actually more appropriate in this case. Although the bike still rolls on 27.5 x 2.8 inch tyres, it now offers 160/155 millimetres of travel (previously 150) and the geometry has also been significantly modernised and trimmed for downhill riding. The head angle has been slackened by one and a half degrees to 65.5 degrees, the seat angle has been steepened by one and a half degrees and now places the rider in an even better uphill position with an effective seat angle of 75.5 degrees, while the significantly longer reach (450 millimetres in M) in combination with the still similarly high stack ensures safety on the descents.
The fact that the bike still doesn't ride like a logging lorry is thanks to the new Bosch motor, which is not only more than a kilogram lighter than its predecessor, but has also lost 40 percent of its volume. This allows the engineers to design a much more compact rear triangle. The chainstays now measure just 445 millimetres instead of the previous 470 millimetres, which is very conducive to both the playfulness of the bike and its cornering ability.
No-Pogo E: Details and features
Last but not least, the details of the No-Pogo E and the rest of the line-up have been revised, which should appeal to both occasional riders and mountain bike enthusiasts. For the latter, there is now a much more progressive characteristic curve in the rear triangle, which enables a more aggressive riding style without bottoming out. Centurion aims to achieve the former with the standard integration of an LED front light and an inconspicuous kickstand mount.
In terms of equipment, Centurion relies on the new Shimano twelve-speed drivetrain, at least for the two top models, and uses almost exclusively e-bike optimised components. A DPX2 shock from Fox is used at the rear, with a Lyrik or Fox 36 RC2 Factory at the front. The brakes on the top models also come from Shimano, add-on parts such as handlebars, seatpost and grips come from Procraft, wheels from DT Swiss or also from Procraft. The entry-level model, on the other hand, has to make do with SR Suntour suspension, Tektro brakes and Sram's inexpensive Eagle drivetrain, but like its big brothers, it rolls on grippy Maxxis DHF/DHR II tyres with Exo carcass.
First ride impression of the No-Pogo E
We were able to gain a first impression of the new No-Pogo E during a short test ride around Bad Teinach in the Black Forest. The first thing we notice is the new motor, which is much better behaved than its predecessor, especially when the going gets tough. The response behaviour is much smoother and the engine fades out much more gently even at 25 km/h, which increases overall confidence in the power unit. The No-Pogo E climbs light-footedly, the low Q-factor of the new motor in combination with special cranks (Q-factor 168 millimetres) makes pedalling pleasantly natural. In combination with the downhill tyre profile, the rear triangle generates a lot of traction, but doesn't bob excessively, so we didn't need to use the platform on the Fox DPX2 shock of the test bike once.
Comfort despite puncture resistance
Only the front could be a little lower for the uphill, but with a little physical effort, the front wheel can easily be kept in check even at a sporty pace. And it is also the high front end, in combination with the significantly longer reach and slacker head angle, that ensures safety on descents. Despite the decision against large 29er wheels, the bike stays in line even in fast and rough downhill sections, the suspension works at a high level, offers sufficient counter-pressure to enable smaller jumps on the trail and, in combination with the wide tyres, filters out bumps very well.
It's possible that the character will change significantly on even rougher trails with a little more pressure in the tyres and more compression in the suspension, but we found the No-Pogo E to be comfortable without pushing the suspension to its limits on smaller drops or jumps. The bike also benefits from the new Shimano four-piston brakes which, at least on the two more expensive models, bring the bike safely to a halt again.
We are excited to see how the No-Pogo E fares in direct comparison with the competition. So far, however, the first impression remains very positive and the new development of the bike can be described as a success in every respect.
All information about the new No-Pogo E and the other bikes from Centurion can be found on the Website of the manufacturer.
Adrian Kaether
Editor
