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
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:
What the screen looks like through polarized lenses
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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After a month off trying to wrap our heads around all the chaos surrounding EVs, solar, and everything else in Washington, we’re back with the biggest EV news stories of the day from Tesla, Ford, Volvo, and everyone else on today’s hiatus-busting episode of Quick Charge!
It just gets worse and worse for the Tesla true believers – especially those willing to put their money where Elon’s mouth is! One believer is set to lose nearly $50,000 betting on Tesla’s ability to deliver a Robotaxi service by the end of June (didn’t happen), and the controversial CEO’s most recent spat with President Trump had TSLA down nearly 5% in pre-morning trading.
New episodes of Quick Charge are recorded, usually, Monday through Thursday (and sometimes Sunday). We’ll be posting bonus audio content from time to time as well, so be sure to follow and subscribe so you don’t miss a minute of Electrek’s high-voltage daily news.
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Hyundai is getting ready to shake things up. A new electric crossover SUV, likely the Hyundai IONIQ 2, is set to debut in the coming months. It will sit below the Kona Electric as Hyundai expands its entry-level EV lineup.
Is Hyundai launching the IONIQ 2 in 2026?
After launching the Inster late last year, Hyundai is already preparing to introduce a new entry-level EV in Europe.
Xavier Martinet, President and CEO of Hyundai Europe, confirmed that the new EV will be revealed “in the next few months.” It will be built in Europe and scheduled to go on sale in mid-2026.
Hyundai’s new electric crossover is expected to be a twin to the Kia EV2, which will likely arrive just ahead of it next year.
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It will be underpinned by the same E-GMP platform, which powers all IONIQ and Kia EV models (EV3, EV4, EV5, EV6, and EV9).
Like the Kia EV3, it will likely be available with either a 58.3 kWh or 81.4 kWh battery pack option. The former provides a WLTP range of 267 miles while the latter is rated with up to 372 miles. All trims are powered by a single electric motor at the front, producing 201 hp and 209 lb-ft of torque.
Kia EV2 Concept (Source: Kia)
Although it may share the same underpinnings as the EV2, Hyundai’s new entry-level EV will feature an advanced new software and infotainment system.
According to Autocar, the interior will represent a “step change” in terms of usability and features. The new system enables new functions, such as ambient lighting and sounds that adjust depending on the drive mode.
Hyundai E&E tech platform powered by Pleos (Source: Hyundai)
It’s expected to showcase Hyundai’s powerful new Pleos software and infotainment system. As an end-to-end software platform, Pleos connects everything from the infotainment system (Pleos Connect) to the Vehicle Operating System (OS) and the cloud.
Pleos is set to power Hyundai’s upcoming software-defined vehicles (SDVs) with new features like autonomous driving and real-time data analysis.
Hyundai’s next-gen infotainment system powered by Pleos (Source: Hyundai)
As an Android-based system, Pleos Connect features a “smartphone-like UI” with new functions including multi-window viewing and an AI voice assistant.
The new electric crossover is expected to start at around €30,000 ($35,400), or slightly less than the Kia EV3, priced from €35,990 ($42,500). It will sit between the Inster and Kona Electric in Hyundai’s lineup.
Hyundai said that it would launch the first EV with its next-gen infotainment system in Q2 2026. Will it be the IONIQ 2? Hyundai is expected to unveil the new entry-level EV at IAA Mobility in September. Stay tuned for more info. We’ll keep you updated with the latest.
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Tesla has unveiled its lithium-iron-phosphate (LFP) battery cell factory in Nevada and claims that it is nearly ready to start production.
Like several other automakers using LFP cells, Tesla relies heavily on Chinese manufacturers for its battery cell supply.
Tesla’s cheapest electric vehicles all utilize LFP cells, and its entire range of energy storage products, Megapacks and Powerwalls, also employ the more affordable LFP cell chemistry from Chinese manufacturers.
This reliance on Chinese manufacturers is less than ideal and particularly complicated for US automakers and battery pack manufacturers like Tesla, amid an ongoing trade war between the US and virtually the entire world, including China.
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As of last year, a 25% tariff already applied to battery cells from China, but this increased to more than 80% under Trump before he paused some tariffs on China. It remains unclear where they will end up by the time negotiations are complete and the trade war is resolved, but many expect it to be higher.
The automaker had secured older manufacturing equipment from one of its battery cell suppliers, CATL, and planned to deploy it in the US for small-scale production.
Tesla has now released new images of the factory in Nevada and claimed that it is “nearing completion”:
Here are a few images from inside the factory (via Tesla):
Previous reporting stated that Tesla aims to produce about 10 GWh of LFP battery cells per year at the new factory.
The cells are expected to be used in Tesla’s Megapack, produced in the US. Tesla currently has a capacity to produce 40 GWh of Megapacks annually at its factory in California. The company is also working on a new Megapack factory in Texas.
It’s nice to see this in the US. LFP was a US/Canada invention, with Arumugam Manthiram and John B. Goodenough doing much of the early work, and researchers in Quebec making several contributions to help with commercialization.
But China saw the potential early and invested heavily in volume manufacturing of LFP cells and it now dominates the market.
Tesla is now producing most of its vehicles with LFP cells and all its stationary energy storage products.
It makes sense to invest in your own production. However, Tesla is unlikely to catch up to BYD and CATL, which dominate LFP cell production.
The move will help Tesla avoid tariffs on a small percentage of its Megapacks produced in the US. Ford’s effort is more ambitious.
It’s worth noting that both Ford’s and Tesla’s LFP plants were planned before Trump’s tariffs, which have had limited success in bringing manufacturing back to the US.
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