Avinox and the New High-Power E-Bike Motor Race

Premium e-bike motors are entering a new performance phase. For years, roughly 85Nm became a familiar benchmark for full-power eMTB systems. By 2026, multiple platforms have moved well beyond it, and Avinox has become one of the clearest examples of the change.

The important story is not that “more power is always better.” It is that improvements in motor density, batteries, control software and thermal management are giving bike designers more freedom to decide how much performance a bicycle should deliver.

From M1 to M2 and M2S

Avinox’s official 2026 FAQ lists three current drive units:¹

Drive unit	Rated power	Peak power	Max torque
M1	250W	1,000W	105Nm normal / 120Nm Boost
M2	250W	1,100W	110Nm normal / 125Nm Boost
M2S	250W	up to 1,500W with specified batteries	130Nm normal / 150Nm Boost

The rated-power figure remains 250W for all three in Avinox’s published specifications, while peak performance varies dramatically. That is a perfect illustration of why nominal or regulatory power cannot be used as a simple measure of ride performance.

Avinox also says its system automatically applies regional speed limits — including 25km/h in the EU and UK and 20mph in the U.S. configuration — and does not provide a method to remove the limit.¹

The M1 changed expectations first

When the M1 entered high-end eMTBs, it combined a relatively compact motor with very high claimed output. E-MOUNTAINBIKE’s 2026 laboratory comparison listed the M1 at around 2.56kg, 120Nm maximum torque and 1,000W peak output in Boost mode.²

For context, the same comparison included Bosch Performance Line CX at roughly 100Nm and 750W peak, Shimano EP801 at 85Nm and around 600W, and lighter systems such as TQ HPR60 at 60Nm and 350W.²

The comparison is not a ranking — these systems target different priorities — but it shows how wide the design space has become.

High peak power changes climbing behavior

On an eMTB, extra motor power is most noticeable during steep acceleration, technical climbing and short bursts where the rider cannot sustain large human output.

But more torque introduces control challenges. If assistance arrives too abruptly, the rear tire can lose traction or the bike can become difficult to modulate on technical terrain.

The value of a high-power system therefore depends on software. Torque sensing, cadence sensing, wheel-speed information and motor-control algorithms need to turn raw capability into usable traction.

Battery output becomes a limiting factor

A 1,500W peak motor cannot be considered separately from the battery. High short-duration power requires cells, BMS, connectors and wiring capable of safely supplying the necessary current.

Avinox explicitly notes that M2S peak output depends on which battery is paired with it: up to 1,500W with FP700 or RS800, and 1,300W with FS600 or FS800 under the specified conditions.¹

That is important engineering transparency. “Motor power” is actually a system property.

Power density is becoming as important as power

A large motorcycle-style motor could easily make more power than an e-bike motor. The engineering challenge is delivering high output while keeping weight, size, noise and heat compatible with a bicycle.

That is why motor mass matters alongside torque. Lightweight systems such as TQ HPR60 or Bosch SX deliberately sacrifice some maximum output to preserve a more natural bicycle feel.²

The market is not converging on one ideal specification. It is separating into architectures:

• lightweight / low-assistance;
• mid-power all-round;
• full-power;
• ultra-high short-duration boost.

More power raises drivetrain questions

Traditional derailleur drivetrains were designed around human power. Modern eMTBs can combine a strong rider with a motor capable of several times the rider’s output.

That increases load on chains, cassettes and shifting mechanisms. Drive-system companies are responding with torque-managed electronic shifting and integrated gearboxes.

At Eurobike 2026, Avinox showed its Smoothshift approach, allowing the drive unit to detect shifts, reduce torque and protect the drivetrain during gear changes.³

The company also introduced an MG Concept integrating motor and transmission functions, pointing toward an even deeper restructuring of the e-bike drivetrain.³

High-power motors also change frame design

A frame built around a 60Nm compact motor does not automatically translate to a 150Nm system. Engineers need to consider:

• motor mount loads;
• chain forces;
• battery current and thermal behavior;
• cooling airflow;
• suspension anti-squat behavior under motor torque;
• tire traction;
• brake sizing;
• total bike mass;
• drivetrain durability.

In other words, adding a more powerful motor late in development can create system-level problems.

Does an e-bike actually need 150Nm?

For many riders, no. A commuter on flat roads gains little from enormous torque. A lightweight trail rider may prefer a smaller motor and lighter bike.

High output becomes more compelling for:

• very steep eMTB terrain;
• heavier riders;
• cargo or high system weight;
• riders seeking strong acceleration;
• bikes designed around short intense Boost modes.

The best motor is still the one matched to the use case.

The competitive effect on established suppliers

Avinox’s rapid expansion increases pressure on Bosch, Shimano, Specialized, Yamaha, Brose-derived systems and smaller premium suppliers to differentiate on more than torque.

Likely competitive areas include:

• motor weight;
• sustained rather than peak output;
• noise;
• battery energy density;
• charging speed;
• software ecosystem;
• service network;
• theft protection;
• drivetrain integration;
• OEM engineering support.

A supplier with lower peak power can still win if it offers better efficiency, serviceability or ride feel.

Avinox is becoming an OEM platform, not just one bike’s motor

At Eurobike 2026, Avinox said it had secured more than 60 OEM bike-brand partners globally and displayed 19 partner brands at its booth.³

That matters because drive systems become stronger businesses when many bicycle manufacturers adopt them. Scale improves service networks, parts availability and software investment, while OEM diversity reduces dependence on a single flagship bicycle.

Bottom line

Avinox has helped reset expectations for what a high-performance e-bike drive system can deliver. M2 and M2S push peak power and torque even higher, but the real competitive battle is broader than numbers.

The winning systems will be those that combine high power density with controllable delivery, efficient batteries, durable drivetrains, mature software and reliable global support. The next motor race is therefore as much about integration as it is about watts.

Sources

Image: Luis Andrade / Pexels, used under the Pexels license.

Footnotes

1. Avinox, Drive System FAQ. https://www.avinox-ebike.com/avinox-system/faq ↩ ↩² ↩³

2. E-MOUNTAINBIKE, “The best e-bike motor of 2026.” https://ebike-mtb.com/en/emtb-motor-comparison/ ↩ ↩² ↩³

3. Avinox, “Avinox Unveils the Avinox MG Concept Product at Eurobike 2026.” https://www.avinox-ebike.com/news/avinox-concept-product-eurobike-2026 ↩ ↩² ↩³