A carefree mountain bike feeling without noise and still a little tailwind uphill: lightweight e-mountainbikes are still the trend topic par excellence. With the E-Maverick with minimalist TQ drive, the Hamburg-based manufacturer Stevens is now also jumping on the light bandwagon.
The best thing is that the new E-Maverick is available in two suspension travel classes. As AM with 140 millimetres, or as ED with 160 millimetres at the front and rear. This means that the Hamburg-based company covers a wide range of applications. In addition to the travel, the geometry and equipment of the ED model have of course also been adapted and trimmed for more downhill strength and robustness. How the two models differ, you can find out in our video and further down in the driving report in this article.
The background: Stevens last bet in 2020 makes a statement with the full-power E-MTB E-Inception. Since then, the bike has been convincing in many tests and even Two test wins with us. With the Stevens E-Maverick light e-mountainbike, the company now wants to build on the success of the E-Inception, but appeal to a more sporty target group.
The facts about the Stevens E-Maverick
- Motor: TQ HPR 50 (max. 50 Nm torque, 300 watts peak power)
- Battery: TQ, 360 watt hours
- AM (All Mountain) or ED (Enduro)
- Suspension travel: 140 or 160 mm
- Wheel size: 29 inch
- Full carbon frame
- 17.17 kilos (top model, size R4, EMTB measured value)
- Three models from 6999 euros to 9999 euros,
- Sizes: R1 to R5
- Permissible total weight: 140 kilograms
With a lightweight full carbon frame and 29-inch wheels, the Stevens E-Maverick is fully designed for performance. Accordingly, the e-bike also scores highly in terms of weight: 17.17 kilograms is a strong value in this suspension travel class, especially as the battery can at least be removed with some effort. Only the down-country bikes from Scott and Red deer are significantly lighter with equivalent tyres, but also significantly more expensive. The bike from Hamburg is available in two versions: As an all-mountain bike in two versions with 140 millimetres of suspension travel and as an enduro model in just one version with 160 millimetres of suspension travel.
The TQ drive in the Stevens E-Maverick
The Stevens E-Maverick is powered by the TQ HPR 50, one of the most minimalist but also the most compact and quietest e-drive systems on the market. Up to 50 Newton metres and 300 watts are not much for an e-bike, but anyone who has previously ridden without a motor will still find the thrust powerful. But: simply letting your legs drop while the motor pushes you up the hill is not what the TQ drive in the Stevens is designed for.
On the other hand, the motor is only the size of a fist and is housed compactly and inconspicuously in the bottom bracket area of the E-Maverick. The TQ draws its energy from an in-house battery with 360 watt hours, which is integrated in the down tube. Depending on the rider's weight, route profile and support, this is enough for around 1000 metres in altitude. If you need more range, you can connect the optional range extender with 160 watt hours in the form of a water bottle and thus extend the range by around half. You can find out more about the range of light e-MTBs here in our extensive range field test.
As usual with TQ, Stevens relies on the combination of the compact handlebar remote, the top tube display for the most important riding data and the TQ app for fine-tuning the support levels. The combination is tried and tested, with the handlebar remote in particular offering good feedback and intuitive operation. However, the space on the top tube display could be utilised more effectively, We like the special solution of the Trek Fuel EXe with TQ display much better.
Removable: the battery in the Stevens E-Maverick
Stevens has installed a service flap in the down tube so that the battery cannot only be removed in the workshop. After loosening three screws and disconnecting the main cable, the battery can be removed if necessary. However, the three screws are delicate and removing the battery is a little fiddly due to the additional cables in the bottom bracket area. It's good that the battery can still be removed, but this solution is not intended for regular removal, for example for charging.
Maximum lightweight construction and full carbon fibre: frame and construction
The drive system is encased in the slim full carbon chassis of the Stevens E-Maverick, which, according to the manufacturer, only weighs 2.6 kilograms on average. That would be about the same as an average all-mountain bike without a motor. In order to realise this weight despite the hole in the down tube for the battery removal, the shock rocker in the E-Maverick is also made of carbon, for example. Compared to the aluminium rocker on the Stevens E-Inception, this alone saves 180 grams. Laminated cable ducts are designed to make servicing easier and prevent rattling in the frame.
In terms of geometry, Stevens is breaking new ground with the E-Maverick and saying goodbye to the classic S to XL sizing. Instead, the Hamburg-based company sorts its E-Mavericks according to sizes R1 to R5. This should encourage riders to orientate themselves more towards stack and reach and choose the bike that suits their personal preference. So if you previously rode a size L bike, you will now fit well on an R3, but can also ride an R2 for more playful handling or an R4 for a smoother ride. Specialized implemented a similar concept a long time ago with S-sizing.
The geometry of the bikes themselves is long, especially in the reach, but short chainstays, moderate head angles and low bottom brackets should make the Stevens E-Maverick particularly manoeuvrable and cornering-friendly. Also noticeable: the head angle, seat angle and chainstay length grow with the frame size, just like the reach and seat tube length. This is the exception rather than the rule for e-mountainbikes and should ensure balanced handling for the E-Maverick even in particularly small and particularly large sizes. Below is an overview of the geometry of the AM model. The EN model differs primarily in its steering and seat angle, which is approximately one degree slacker.
At a glance: The geometry of the Stevens E-Maverick AM
(Model AM, size R4 (L-XL), EMTB measured values)
- Reach: 497 mm
- Stack: 645 mm
- Steering angle: 66°
- Seat angle: 77.3°
- Chainstay length: 444 mm (440 mm for R1 and R2)
- Bottom bracket height: 330 mm (40 mm BB drop)
- Wheelbase: 1270 mm
Two All-Mountains and an Enduro: The Stevens E-Maverick models
The Stevens E-Maverick will initially only be available in three models. With the two cheaper bikes, you have the choice between the AM 7.4.3 all-mountain version (6999 euros), which is designed for touring and more moderate use, and the ED 9.4.3 enduro version (7499 euros). The latter offers slightly more reserves with more suspension travel and more robust equipment. The top model AM 9.4.3 (9999 euros) has - somewhat confusingly - almost the same name as the Enduro model, but is also designed for fast tours and moderate use as well as low weight.
In terms of equipment, Stevens also uses the two cheaper models AM 7.4.3 and ED 9.4.3 in the clearly upper middle class. The e-bikes roll on the HX1700 Spline wheels from DT Swiss in the special Light E-MTB version, The gears are Shimano XT, the Deore four-piston brakes are not glamorous, but functionally top-notch. The suspension of the affordable E-MTBs is also a highlight: the all-mountain bike has a combination of Pike suspension fork and Deluxe shock, both as Select+, while the enduro bike has the Fox 36 Performance Elite fork and the Float X Performance Elite shock. This means that both bikes come with the fully adjustable damping of the respective top forks. The ED model even offers adjustable compression damping on the shock.
The top model, the Stevens E-Maverick AM 9.4.3, still goes one better and costs 9999 euros. It's hard to believe, but in view of the high-quality equipment, this is almost fair. Because here you get the full package: high-quality carbon wheels from DT Swiss (HXC 1501 LS), Sram XO Transmission, carbon handlebars from Raceface and carbon cranks from FSA, Rockshox Ultimate suspension (Pike and Deluxe) and powerful XTR stoppers from Shimano. There is hardly any tuning potential left.
ED or AM - which E-Maverick would you prefer?
At first glance, the E-Maverick ED is only marginally different from the AM model. But at second glance, it becomes clear that you are dealing with two completely different bikes! Thick Magic Mary tyres instead of tame semi-slicks, plus a suspension travel update and more robust suspension components. The shock and fork come from Fox's Performance Elite series and are therefore at the top level.
The geometry has also changed. The steering angle is 0.8 degrees slacker, the wheelbase longer. However, the ED does not take on extreme dimensions, just like the AM. So you shouldn't be put off by the designation (ED stands for Enduro). Because the E-Maverick ED 9.4.3 is not an extreme bike for pure downhill orgies. But more on that below. A comparison of the two models can also be found in our detailed video.
First test: How the Stevens E-Maverick AM rides
On tour: sporty and comfortable
With a test bike in size R4 (L-XL) of the top model AM 9.4.3, we were able to get a first impression of the new Stevens E-Maverick. With fast Wicked Will tyres from Schwalbe and a pleasantly sporty riding position, the Light E-MTB from Stevens is clearly geared towards propulsion. Even above the 25 km/h limit, the bike can still accelerate well and, thanks to the tyres, builds a bridge between the classic light e-MTBs and special down-country bikes such as the Stevens E-Maverick. Scotts Lumen or Red Deer R.X275. This matches the minimalist drive concept with TQ motor. The Ultimate suspension elements from Rockshox sensitively filter out small bumps and provide a lot of comfort on tour. As with other test bikes with a TQ motor, the drive unit is extremely quiet and hardly disturbs the mountain bike experience, even on climbs.
Uphill: Quiet, easy to control motor
Nevertheless, with 50 Newton metres and up to 300 watts of assistance, sporty uphills are also possible. The compact drive has its strengths thanks to the great modulation and low idle travel when pedalling in tight and technical terrain. However, the geometry sets limits here at some point: Although the traction at the rear is very good and the neutral steering angle helps to maintain balance uphill. However, the short chainstays of the Stevens E-Maverick are not designed for ultimate climbing strength.
Downhill: Lively curve tiller
The Stevens E-Maverick is a real cornering powerhouse, especially downhill. Thanks to the low bottom bracket, short stem and moderate steering angle, it steers directly, has a tight radius and follows the targeted line well, provided the tyres have sufficient grip. Our test bike in size R4 was remarkably light-footed despite its length, but with a reach of around 500 millimetres it still provided a lot of riding confidence at high speeds. The compact chainstays make it easy to pull the bike onto the rear wheel or into the air without making the handling too demanding. On the contrary: even beginners should be able to cope well with the Stevens on moderate trails. Also successful: Downhill, only the tyres and the ground are audible. No rattling from the chain, battery, motor or cables: This leaves a high-quality impression.
But there is also criticism, especially when the trails become more demanding downhill. The Wicked Will tyres quickly reach their limits on roots, rocks and wet conditions and offer little puncture protection. The firm 140 mm fork and the steep steering angle do not provide much riding confidence. The rear triangle could offer a little more counter-pressure in heavy compressions. Despite the AM abbreviation, the light and powerful 140 mm bike is more of a lively trail tourer than a powerful all-mountain bike. This is not a serious problem, as those who like challenging descents can simply opt for the ED model.
Want a terrain update? The E-Maverick ED 9.4.3
The E-Maverick ED 9.4.3 sheds the somewhat reserved character traits of the AM in difficult terrain. The difference between the two bikes is huge when loose gravel, rocky or root fields and steep steps open up. The sense of safety on board the ED is significantly greater thanks to the robust equipment alone. The handling is very balanced, so that we had fun on difficult trails without having to familiarise ourselves with them.
The great thing about the E-Maverick ED 9.4.3: The bike retains a clear light character, i.e. a light-footed and manoeuvrable riding experience. It doesn't bulldoze bluntly through the terrain, but invites you to play with it. The mix of riding safety and agility is absolutely perfect. In addition to the low weight of just over 19 kilos, this is also due to the moderate geometry. By enduro standards, the steering angle of 65 degrees is rather steep.
This also means that the downhill performance of the bike has its limits. A racy race enduro bike generates significantly more riding stability and traction than the light enduro bike from Stevens. If you are looking for a powerful all-mountain bike for demanding tours or a potent trail bike, the ED Maverick is the right choice. Touring and trail bikers should not be put off by the "Enduro abbreviation" in the bike's name.
Conclusion Adrian Kaether, Editor EMTB
The lightweight E-Maverick AM is in its element on sporty laps and flowing trails and, thanks to its fast tyres, is also suitable for riding distances over 25 km/h. The handling is fun and direct, the suspension comfortable. Great: The motor is very quiet on the climbs and nothing rattles downhill either. However, it lacks a little more riding confidence in difficult terrain to be the ideal trail raider for the low mountain range. This is limited by the tyres, the short travel and the stiff fork. The E-Maverick ED offers significantly more riding confidence and is the right choice when the terrain gets tougher and the trails rougher.
Technical data and notes on the Stevens E-Maverick AM 9.4.3
Manufacturer information
- Price: 9999 Euro
- Sizes (seat tube) / frame material: R1, R2, R3, R4 (tested size 45 cm), R5 / Carbon
Measured values¹
- Weight¹: 17.2 kg
- Centre of gravity height: 518 mm
- Handlebar width: 800 mm
- Crank length / Q-factor: 165 mm / 178 mm
- Ground clearance³: 502 mm
Equipment
- Engine: TQ HPR 50
- Max. Torque²: 50 Nm
- Battery² / weight¹/ price Replacement battery: TQ, 360 Wh / 1852 g / 600 Euro
- Gear system: Sram X0 Transmission (12-speed)
- Translation (v. / h.): 32; 10-52
- Display: TQ
- Permissible total weight²: 140 kg
- Fork / Shock: Rockshox Pike Ultimate / Deluxe Ultimate
- Front/rear suspension travel: 140/140 mm
- Telescopic seatpost: Bikeyoke Revive, 160 mm
- Brake / Disc Ø (front / rear): Shimano XTR / 200 mm / 180 mm
- Wheels: DT Swiss HXC 1501 LS
¹Determined on the test benches in the EMTB test laboratory, weight without pedals. Battery weight incl. screwed-on cover where applicable.
²Manufacturer information
Step test, measured with 36 centimetres raised rear wheel
Adrian Kaether
Editor
