Torque sensors vs. cadence sensors for electric bikes: Which one is right for you?

Published

2 years ago

October 16, 2023

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In the booming world of electric bikes, there’s an ongoing debate – torque sensors or cadence sensors? If you’re new to the scene or even a seasoned e-bike enthusiast, understanding the difference between the two can help optimize your riding experience and bang-for-your-buck. Let’s dive into the mechanics and merits of each to help you make an informed decision.

The difference between torque and cadence sensors

First let’s start with the basics. Both torque sensors and cadence sensors are methods used to activate pedal assist on an e-bike. When the rider pedals, the sensor reads that pedaling input and tells the e-bike’s speed controller to apply power to the motor. The major difference is just how the sensor reads that input, and that difference has a big effect on the e-bike’s performance.

Cadence sensors: These sensors detect the speed at which you’re pedaling. They don’t know or care how hard you’re pedaling, just how fast. Once you achieve a specific pedaling speed, they generally tell the motor to start working, providing a predetermined level of assistance. On most e-bikes with a cadence sensor, that means the assist is more of a binary system: The motor is either on or off, based on your pedaling speed. There is usually some lag time between when the pedaling begins and when the motor kicks in, which is caused by the cadence sensor waiting to see how many sensor magnets pass by in a given time period. Some e-bike companies have been able to program in slightly more refined cadence sensor-based pedal assist, such as Lectric eBikes. But at their core, cadence sensors are still a very simpler option that results in more of an off/on motor activation feel to the ride.

Torque sensors: Torque sensors, on the other hand, measure the force you apply to the pedals. They aren’t as interested in the speed of your pedaling, but rather the strength of your pedaling. The harder you pedal, the more assistance they will tell the motor to provide, making the e-bike experience feel more intuitive and akin to traditional biking. This sensor essentially gauges the tension in the bike’s drivetrain, either at the pedals or along the chain line, and adjusts the electric assist proportionally. The more effort you exert, the more boost you get. There’s also very minimal lag between the time a rider starts pedaling and the time that the assist kicks in.

The difference in the riding experience

Cadence sensors: For those who prefer a lower price tag, cadence sensors are the way to go. They’re particularly useful for riders who may not want to or be able to exert too much force, like those with certain physical limitations or those who simply prefer a more predictable, cruise-control type of ride. However, this can sometimes lead to an abrupt start, especially if you’re pedaling fast from a stationary position. The lag time of 1-2 seconds can also be a pain, especially when the bike is in high gear or riders are starting up a hill, since the familiar electric assist is absent at start. Lastly, cadence sensors can make it hard to ride in a group unless everyone is on the same type of e-bike and in the same power level. This is because each power level usually brings riders up to set speed, such as 5 mph for level 1, 8 mph for level 2, and so on.

Torque sensors: E-bikes with torque sensors often feel more “natural” to traditional cyclists and newcomers alike. The intuitive relationship between your effort and the motor’s output makes for a smoother transition between power levels, offering a ride that closely mirrors the experience of riding a non-electric bicycle (just with less sweat). It provides a greater sense of control over the bike’s power and speed, especially beneficial for tackling varying terrains. Climbing a steep hill? Push harder, and the bike responds in kind. It feels more like the bike’s power is an extension of your own power, as opposed to cadence sensor e-bikes which feel more like an e-bike on cruise control.

A hybrid approach

The comparison of pure cadence vs torque sensor pedal assist is really only applicable on most hub motor e-bikes. Many e-bikes with a mid-drive motor will actually use multiple sensors, including a combination of cadence and torque sensors, as well as other sensors such as an angle sensor to help increase power on hill climbs.

The hybrid approach used on most mid-drive e-bikes is helpful because the torque sensor can be used to give nearly instant feedback and intuitive power selection, while the cadence sensor provides added information, such as if the rider is downshifting and thus pedaling at a much higher speed (likely indicating a hill).

My personal preference

I’ve been riding e-bikes for nearly 15 years and have thrown a leg over several hundred different models. While any e-bike will work for most people, the two different styles of pedal assist sensors definitely make a big difference.

For me, I prefer a torque sensor on any e-bike that I’m riding either for fitness or the actual pedaling experience (like joy rides through nature when I want to go slow and enjoy the surroundings). Unlike a cadence sensor, a torque sensor gives me more predictable and intuitive pedal assist that doesn’t rocket me up to higher speeds when I start pedaling, but instead feels more like it “checks in” with me to find the appropriate power and speed for the motor assist.

However, torque sensors can often add a few hundred dollars to the price tag of a bike, and thus when I’m looking for a budget e-bike, I know that I can make do with slightly less intuitive pedal assist as a trade off for saving some serious cash. And of course on any e-bike that is used for mostly throttle-only riding, the issue of cadence vs torque sensor is largely irrelevant.

Many e-bike models are adding torque sensors now, such as the recently updated Aventon Soltera, since more riders are starting to demand the highly refined riding experience.

In conclusion

Choosing between torque and cadence sensors ultimately boils down to your personal riding style and preference. If you’re seeking an e-bike experience that closely mirrors traditional biking with a responsive, dynamic feel, torque sensors are your best bet. This is especially true if you want to ride with a partner or in a group. However, if you value consistent, straightforward assistance regardless of pedaling force, and you want to save some cash, cadence sensors might be more up your alley.

Remember, the best e-bike is the one that aligns with your riding habits and budget, ensuring each journey is both efficient and enjoyable. So, take a moment, assess your biking goals, and choose the system that resonates best with your vision of the perfect ride. Safe cycling!

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Environment

Illinois awards $18.4M in restored NEVI funds to build EV charging stations

Published

7 hours ago

September 19, 2025

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Illinois awards .4M in restored NEVI funds to build EV charging stations

Illinois NEVI DC fast charging — DC fast charging stations in Chicago; via EVgo.

Illinois is expanding its EV charging network with $18.4 million in federal grants that were restored after being unlawfully frozen by the Trump administration. The grants come from the second round of the National Electric Vehicle Infrastructure (NEVI) program, which supports Illinois’s goal of registering 1 million EVs by 2030.

Governor JB Pritzker, Attorney General Kwame Raoul, and the Illinois Department of Transportation (IDOT) announced Wednesday that the money will fund 25 new fast charging stations along interstate corridors.

Each new station will include at least four DC fast charging ports, which can top up an EV from empty in under 30 minutes. In total, the projects will add 167 new charging ports across the state.

Illinois is slated to receive $148 million in NEVI funds through the federal Infrastructure Investment and Jobs Act. Last year, the first round of awards sent $25.3 million to 37 charging station projects. With this new round, IDOT has awarded $43.8 million so far, covering 62 projects and 349 charging ports.

Pritzker said, “I’m thankful for the quick action of our attorney general in the fight to restore these funds that President Trump was unlawfully withholding. With these resources rightfully coming back to Illinois, I look forward to taking another step forward in our continued efforts to expand EV infrastructure and boost local economies across Illinois.”

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In May, Illinois Attorney General Kwame Raoul joined 16 other attorneys general in suing the Federal Highway Administration for withholding the remainder of the appropriated funds. A judge in June ordered the administration to release funding appropriated to Illinois and 13 other states. Raoul said, “I am pleased that our coalition’s work has resulted in this money finally reaching Illinois, which ultimately boosts our state’s economy.”

Illinois EPA Director James Jennings noted that these NEVI-funded stations will complement the more than 450 charging stations already supported by the state. “Together, state agencies are working to offer EV drivers multiple charging options at numerous locations, ensuring accessible and convenient travel throughout Illinois.”

The 25 projects selected were chosen through a competitive process last fall. IDOT says the next round of NEVI funding applications will open in late 2025.

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Environment

Is Rivian mulling the idea of offering customers a purple exterior?

Published

8 hours ago

September 19, 2025

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Is Rivian mulling the idea of offering customers a purple exterior?

A Rivian owner and EV enthusiast recently shared images of a purple R1S Quad out in public with manufacturer plates. Could it be a new exterior color Rivian will offer customers, or is this just a rare shade applied to a one-off test vehicle? Regardless of its future, a purple Rivian is already garnering plenty of comments from the online community.

Source: Chris Hilbert / @Hilbe

Rivian owner shares images of a purple R1S Quad

Hilbert (@Hilbe) shared the three images above on X, with the caption, “What do you think Rivian will name this color? Wrong answers only.” The answers are funny, and many are precisely what you probably imagined.

If you immediately thought Grimace from McDonald’s lore, so did I and several commenters to Hilbert’s post. Upon doing some digging, I found that images of this exact purple Rivian were actually leaked eight months ago, making their way through the Rivian community on Reddit. See below:

Environment

EVs and batteries fuel the US VPP boom, hitting 37.5 GW in 2025

Published

9 hours ago

September 19, 2025

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EVs and batteries fuel the US VPP boom, hitting 37.5 GW in 2025

virtual power plants US VPPs — Photo: Swell Energy

The US virtual power plant (VPP) market is growing fast, with 37.5 gigawatts of behind-the-meter flexible capacity now online, according to a new Wood Mackenzie report. VPPs connect small energy systems and smart devices into a single network managed by an energy company or utility. That can include residential solar panels, battery storage, EVs, and smart thermostats. When the grid needs help during peak demand or emergencies, they can be tapped – and you get paid for participating.

Wood Mackenzie’s “2025 North America Virtual Power Plant Market” report shows that the market is expanding more broadly than deeply. The number of company deployments, unique buyers (offtakers), and market and utility programs each grew by more than 33% in the past year. But total capacity grew at a slower pace – just under 14%. “Utility program caps, capacity accreditation reforms, and market barriers have prevented capacity from growing as fast as market activity,” said Ben Hertz-Shargel, global head of grid edge at Wood Mackenzie.

Residential VPP customers are gaining ground

Residential customers are making a bigger dent in wholesale market capacity, increasing their share to 10.2% from 8.8% in 2024. But small customers still face roadblocks, mainly due to limits on data access for enrollment and market settlement.

Battery storage and EVs are also playing a bigger role. Deployments that include batteries or EVs now account for 61% as many as those that include smart thermostats, which have long dominated VPP programs.

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Leading states and markets

California, Texas, New York, and Massachusetts are leading the pack, making up 37% of all VPP deployments. In wholesale markets, PJM (which manages the electric grid for 13 states and DC) and ERCOT (the Texas grid), both home to massive data center commitments, also have the highest disclosed VPP offtake capacity. “While data centers are the source of new load, there’s an enormous opportunity to tap VPPs as the new source of grid flexibility,” Hertz-Shargel said.

Offtake growth and new business models

The top 25 VPP offtakers each procured more than 100 megawatts this year. Over half of all offtakers expanded their deployments by at least 30% compared to last year. That’s fueling the rise of a new “independent distributed power producer” model, where companies aim to use grid service revenue and energy arbitrage to finance third-party-owned storage for electricity retailers.

Policy pushback

Not everyone is on board with how utilities are approaching distributed energy resources (DERs). Many VPP aggregators and software providers oppose utilities putting DERs into their rate base under the Distributed Capacity Procurement model.* “This model is seen as limiting access of private capital and aggregators from the DER market, rather than leveraging customer and third-party-owned resources,” Hertz-Shargel explained. He added that most wholesale market experts believe FERC Order 2222 was a missed opportunity and won’t significantly improve market access.

*I really like this model, personally. I leased two Tesla Powerwalls under Green Mountain Power’s Lease Energy Storage program in Vermont for $55 a month, and it’s an excellent VPP program that’s grown much more rapidly than other models, such as bring-your-own batteries.

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