Denago Commute Step-Thru review – a big, comfy bike with some quirks
Denago sent us a review copy of the step-through model of its $1,799 Commute bike, and we’ll take you through what we thought of this big, well-equipped, and comfort-focused bike.
The Denago Commute is a bike that puts a premium on rider comfort and has quite a few built-in features that won’t leave you wanting for much. At $1,799, it’s not quite a budget bike, but it’s still reasonably priced compared to the field given all of its extras, though there are still a few different decisions we wish they would have made.
Denago Commute Step-Thru tech specs
- Motor: 500 W rear geared hub motor with 50 Nm torque
- Top speed: 20 mph (32 km/h) throttle, 28 mph (45 km/h) pedal assist (Class III)
- Range: 45 mi (72 km) est.
- Battery: 48V/13.6Ah (652.8 Wh), frame-integrated, removable, included 3 amp charger
- Drivetrain: Microshift 8-speed, chain
- Max load: 280 lb. (127 kg) max rider weight, 55 lb. (25 kg) load limit on rear rack.
- Frame & Fork: 6061 aluminum
- Weight: 66 lb. (30 kg)
- Suspension: Fork & seatpost suspension
- Brakes: Zoom Hydraulic disc brakes, 180 mm rotors
- Extras: Monochrome LCD display with speedometer, battery gauge, PAS level indicator, odometer/tripmeter and PIN code lock; left-side thumb throttle; cadence sensor; metal front and rear fenders; rear rack; kickstand; integrated headlight; rear reflector with battery operated tail light (2x AAA)
I mentioned above that the bike is big, and I don’t say that lightly. Denago’s size chart suggests S/M size for riders 5’0″-5’9″ and L/XL for 5’9″-6’4″. But I’m 6′ and still wished the saddle could go lower than its lowest position (38″ from the ground) on the L/XL bike. I wasn’t able to test whether the S/M size would feel better for me on the whole, but definitely consider test-riding if you’re on the borderline of Denago’s sizing chart. And if you’re too big for most bikes, this might be just what you’re looking for.
This size does make for a smooth and comfortable ride, along with the bike’s large 27″ x 2.6″ tires, suspension in both the seatpost and fork and its wide padded saddle. The bike does have a “walking mode” activated by holding a handlebar button, which helps if trying to push the huge bike up an incline, etc.
Denago says that despite the bike’s name and target market (commuters), it has actually been surprisingly popular among older customers due to its comfort, large size, and upright seating position from the swept-back handlebar and adjustable stem. I can certainly see how this could be the case. It’s quite a cushy ride. And the step-through design makes the bike easier to mount, even if it is quite big.
The bike comes well-equipped with lots of nice features, like metal front and rear fenders, monochrome digital display, adjustable stem, hydraulic disc brakes, rear rack, headlight, and a sturdy kickstand (rear-mounted, so don’t forget to kick it up like I always do).
Two extras we’d like to see are some sort of water bottle/drink holder (you’ll have to find your own way around this, there are no built-in mounts on the frame) and a taillight integrated into the bike’s battery. It does come with a taillight, but it requires 2x AAA batteries to operate, and needs to be turned on manually separate from the bike/headlight.
The bike’s cadence sensor and pedal assist can lead to some quirky movement. Neither throttle nor pedal assist can be used from a complete dead stop, both require you to get moving first. So if you happen to be on a hill or any sort of strange terrain, it takes effort to get this big 66 lb. bike moving before the electro-motion kicks in (though the aforementioned “walking mode” can be used in these circumstances).
And cadence sensors are tough for group rides too, because it’s hard to exactly pace whoever you’re riding with (unless everyone is on the same bike model). Throttle could be used in these cases, but the thumb throttle doesn’t really allow for precise speed control either.
But then, this is a matter of taste. Some prefer cadence sensors because they can “ghost pedal,” without having to put even a small amount of force into pedaling, which can help for those with injuries or bad joints (see: the aforementioned elderly). But the throttle already allows for that, so I find cadence sensors somewhat redundant. I’d prefer throttle for no pedaling, torque sensor for pedaling, and different pedal-assist levels for different speeds.
If I’m already spending $1,799 on a bike, I feel like I’d rather have a torque sensor for ~$100 more, since in my opinion a torque sensor just gives a much better experience. Denago’s fat tire bike has a torque sensor on a $1,799 bike (with bigger battery, motor and tires, but not as many extras), so it can certainly be done.
The same goes for a belt drive, which would cost more to add than a torque sensor, but which I also prefer. Especially for a commuting bike, where commuters might put additional emphasis toward avoiding the risk of chain grease on their business clothes.
Part of this is because I particularly disliked the MicroShift 8-speed shifter. It felt like I could never get into and stay in the gear I wanted to be in, and the configuration of the shift levers is simply not intuitive. Perhaps I’ve just been spoiled by belt drives.
For a bike that is otherwise so well equipped, these are two pretty big headline features that I think would be nice to have. $1,799 isn’t in the “expensive bikes” category yet, but it’s definitely not the cheapest bike out there, so as long as I’m spending a bit more on a bike with lots of extras, I’d like these to be a couple of those extras, even if it knocked the price up another couple hundred dollars.
To keep an eye on things, the bike has a somewhat plain monochrome display with all the basic information you’d expect – speed, battery, odometer, and so on – and also includes a PIN code lock. The display is serviceable, but if you wear polarized sunglasses like I do, it becomes much less readable:
You can’t turn on the screen while the bike is plugged in, so if you want to check charging mid-charge, you’ll have to rely on the red/green/blue LEDs on the battery itself, or LEDs on the rather large external 3 amp charge brick (which gets you a full charge in ~4.5 hours).
The battery on the Denago Commute impressed me with its range and durability. While e-bike range is a difficult topic because riding situations vary so widely – terrain, speed, rider weight, and how much pedaling they like to do (I’m a 155 lb. lightweight and a compulsive pedaler, which both extend my range) – it felt like this bike has more than enough range for its commuting audience. Denago says this bike has 45+ miles of range, though with my average riding patterns I would get around 60. But again, I can’t stop myself from pedaling, so if you just like to sit back and use the throttle, you will get a lot less distance than me.
The battery is removable, so can be charged at home or while attached to the bike. The battery weighs just under 8 lb. (3.6kg) and is pretty easy to carry in one hand.
But I mentioned durability – right after I got this review bike, I sustained an injury that made me unable to ride for several months. So I also happen to know that this bike will maintain a charge for several months with little to no vampire drain. Not bad! Not a common point that we get to review, but here we are.
At $1,799, the Denago Commute is a reasonably well-priced bike compared to the competition. There are a few other features we’d like to see on it, but those would add to the price and perhaps take it out of the sub-$2,000 tier, or would have to replace some of the other long list of features already included on the bike. As is, the bike does include a laundry list of most of the features you’d want on a bike this price, which makes it a good buy for someone looking for a big, exceptionally comfortable bike with a big battery.
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Credit where credit is due: in a massive, 32-car multinational independent test, Tesla’s Autopilot ADAS came out on top, the new affordable Tesla turns out to be a corner-cutting Model Y, and one of the company’s original founders compares the Cybertruck to a dumpster. All this and more on today’s episode of Quick Charge!
Today’s episode is brought to you by Retrospec – the makers of sleek, powerful e-bikes and outdoor gear built for everyday adventure! To that end, we’ve got a pair of Retrospec e-bike reviews followed up by a super cute, super affordable new EV from China with nearly 150 miles of range for less than $5,000 USD.
PLUS: listeners can get an extra 10% off by using code ELECTREK10 at retrospec.com!
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Tesla is again teasing the new Roadster, which is now five years late, as “the last driver’s car” before self-driving takes over.
The chicken or the egg. Is Tesla delaying the Roadster to match the development of self-driving technology, or is it delaying the development of self-driving technology to match the delayed release of the Roadster?
The prototype for the next-generation Tesla Roadster was first unveiled in 2017, and it was initially scheduled to enter production in 2020; however, it has been delayed every year since then.
It was supposed to achieve a range of 620 miles (1,000 km) and accelerate from 0 to 60 mph in 1.9 seconds.
It has become a sort of running joke, and there are doubts that it will ever come to market despite Tesla’s promise of dozens of free new Roadsters to Tesla owners who participated in its referral program years ago.
Tesla used the promise of free Roadsters to help generate billions of dollars worth of sales, which Tesla owners delivered; however, the automaker never delivered on its part of the agreement.
Furthermore, many people placed deposits ranging from $50,000 to $250,000 to reserve the vehicle, which was initially scheduled to hit the market five years ago.
When unveiling the vehicle, CEO Elon Musk described it as a “halo car” that would deliver a “smack down” to gasoline vehicles.
That was almost eight years ago, and many electric hypercars have since launched and delivered this smackdown.
Tesla has partly blamed the delays on improving the next-gen Roadsters and added features like the “SpaceX package,” which is supposed to include cold air thrusters to enable the vehicle to fly – Musk has hinted.
Many people don’t believe any of it, as Tesla has said that it would launch the new Roadster every year for the last 5 years and never did.
Now, Lars Moravy, Tesla’s head of vehicle engineering, made a rare new comment about the next-generation Roadster during an interview at the X Takeover event, an annual gathering of Elon Musk cultists, last weekend.
He referred to Tesla’s next-gen Roadster as the “last best driver’s car” and said that the automaker did “some cool demos” for Musk last week:
We spent a lot of time in the last few years rethinking what we did, and why we did it, and what would make an awesome and exciting last best driver’s car. We’ve been making it better and better, and it is even a little bit more than a car. We showed Elon some cool demos last week and tech we’ve been working on, and he got a little excited.
The timing matches Musk’s recent claim that Tesla is going to have ‘the most epic demo ever, ’ but we heard that one before.
We suspected that the comment might be about the Tesla Roadster, as the CEO made the exact same comment about Roadster demos in 2019 and 2024. You will not be shocked to hear that these demos never happen.
Electrek’s Take
The “last best driver’s car” before computers are going to drive us everywhere. It’s a self-fulfilling prophecy if you continue to delay the car. It might literally be the last car ever made that way. How would we ever know?
The truth is that the Roadster was cool when it was unveiled in 2017, but that was a long time ago. Tesla would need to update the car quite a bit to make it cool in 2025, and I don’t know that cold air clusters are it. You will have extreme limitations using those.
The Roadster is almost entirely in the “put up or shut up” category for me at Tesla. They need to stop talking about it and make it happen; otherwise, I can’t believe a word.
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The PV5 is already available in several markets, but will Kia launch it in the US? After Kia’s electric van was spotted testing in the US again, a US debut could be in the works.
Is Kia’s electric van coming to the US?
Kia launched the PV5, the first dedicated electric van from its new Platform Beyond vehicle (PBV) business, in South Korea and Europe earlier this year, promising it will roll out in “other global markets” in 2026.
Will that include the US? Earlier this year, Kia’s electric van was caught charging at a station in Indiana. Photos and a video sent to Electrek by Alex Nguyen confirmed it was, in fact, the PV5.
Kia has yet to say if it will sell the PV5 in the US, likely due to the Trump Administration’s new auto tariffs. All electric vans, or PBVs, including the PV5, will be built at Kia’s Hwaseong plant in South Korea, which means they will face a stiff 25% tariff as imports.
Following another sighting, a US debut cannot be ruled out. The PV5 Passenger model was spotted by Automotive Validation Engineer Chris Higa (@Chrisediting) while testing in Arizona.
There’s no denying that’s Kia’s electric van, but it doesn’t necessarily confirm it will launch in the US. But it could make sense.
Despite record first-half sales in the US, Kia’s EV sales have fallen significantly. Sales of the EV9 and EV6 are nearly 50% less than in the first half of 2024.
To be fair, part of it is due to the new model year changeover, but Kia is also doubling down on the US market by boosting local production. Earlier this year, Kia said the EV6 and EV9 are now in full-scale production at its West Point, GA, facility.
The PV5 Passenger (shown above) is available in Europe with two battery pack options: 51.5 kWh or 71.2 kWh, rated with WLTP ranges of 179 miles and 249 miles, respectively. The Cargo variant has the same battery options but offers a WLTP range of either 181 miles or 247 miles.
During its PV5 Tech Day event last week, Kia revealed plans for seven PV5 body types, including an Open Bed (similar to a pickup), a Light Camper, and even a luxury “Prime” passenger model.
Kia is set to begin deliveries of the PV5 Passenger and Cargo Long variants in South Korea next month, followed by Europe and other global markets, starting in Q4 2025. As for a US launch, we will have to wait for the official word from Kia.
Do you want Kia to bring its electric van to the US? Drop us a comment below and let us know your thoughts.
Source: Chris Higa, TheKoreanCarBlog
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