To the executives, manufacturers, advocates, and riders who shape our industry: I am writing to you because the future of bicycles—and electric bicycles—is very important to me. We are at a crossroads. The decisions we make regarding language, performance limits, and definitions will determine whether Class 1 e-bikes continue to be accepted as bicycles—or whether they will be grouped with much more powerful machines that do not belong in the same category.

It is time to define our language and draw a line at which point e-bikes become too powerful. Because words matter! Today, the term "e-bike" is used to describe everything from a lightweight mountain bike with pedal assistance to electric mopeds and full-fledged electric motorcycles. This imprecision causes confusion—and conflict—with landowners, other trail users, parents, and lawmakers.

If we don't define our terms, others will define them for us. Ideally, "e-bike" would mean only one thing: a Class 1 bicycle with pedal assistance, a maximum assistance speed of 30 km/h, no throttle, and a motor with a maximum peak power of 750 watts.

Instead, the term has been extended to include vehicles with throttles, higher speeds, and significantly more power. This mixing of categories jeopardizes access to trails.

Clear categories, clear expectations

We now need clear designations for different machines:

• E-bike (EMTB): Class 1 pedal assistance only (maximum assistance 30 km/h, maximum peak power 750 W)
• E-moped: equipped with a throttle or faster than 20 km/h or more than 750 W, including classes 2 and 3
• E-motorcycle: High-performance electric motorcycles that far exceed the power of a bicycle

Clear labeling should be mandatory. Every electric vehicle should visibly indicate its category, assistance speed, and peak motor power. This is not about enforcing regulations, but about clarity and accountability.

The 750-watt limit is important

The 750-watt peak power limit is not arbitrary. It helps determine whether a vehicle is treated as a bicycle or a motorcycle—and whether it is still welcome on trails and bike paths. Maximum peak power and rated power (or average/nominal power) are not the same thing.

A bicycle limited to 750 watts of peak power will never exceed that power. A motor with a rated power of 750 watts can generate much higher power peaks. This difference is significant. Class 1 e-bikes have become popular because they behave like bicycles: pedal assistance only, no throttle, limited speed, and moderate power. If we allow an increase in power—higher torque, faster acceleration, motorcycle-like performance—we shouldn't be surprised if access to trails becomes more difficult and regulations become stricter. In New Jersey, a law has already been signed that requires insurance, registration, and motorcycle helmets for e-bikes and restricts access to trails. In California, lawmakers are working on a 750-watt power limit to improve safety and maintain access to trails. The debates surrounding e-bikes are not theoretical—they are happening right now. A call for responsibility To manufacturers: Resist the temptation to pursue higher power ratings at the expense of long-term access. Short-term sales increases could lead to long-term collapse. To the media and marketers: Use precise language – even if it may be less appealing. Help draw and defend the line that protects the e-bike category. To riders: Ride responsibly. Understand what is at stake. Don't take access to the trails for granted. To associations: Defend Class 1 clearly and consistently. The industry must regulate itself until clear laws set the course. To protect what we have, we must stop asking how much power we can achieve – and start asking how much power is too much.

Hans Rey

The original open letter is available at hansrey.com/blog