Engwe L20 2.0 review: A 52V electric bike that’s surprisingly good for $799!
As much as I love the nicer and more refined electric bikes that use higher quality parts and better construction for years of worry-free riding, I understand how important the entry-level market is for making electric bicycles as accessible as possible. And e-bikes like the $799 Engwe L20 2.0 are putting more butts on seats than ever before, combining low prices with performance that will likely surprise you!
Of course the L20 2.0 isn’t going to rival e-bikes with double or triple the price, but it does oddly well for such an affordable e-bike. Between the comfortable ride and the go-anywhere attitude of the bike, I can see it working great for casual riders and local commuters alike.
To see my firsthand testing of this salmon-spawning pink e-bike, check out my ride video below. Or keep reading for the full details.
Engwe L20 2.0 video review
Engwe L20 2.0 tech specs
- Motor: 750W geared hub motor in the rear wheel (1,125 watts peak)
- Top speed: 45 km/h (28 mph)
- Range: Up to 45 km (28 mi) on throttle or 135 km (84 mi) on pedal assist
- Battery: 52V 13Ah (676 Wh)
- Weight: 31 kg (68 lb)
- Max load: 120 kg (264 lb)
- Brakes: Mechanical disc brakes on 180 mm rotors
- Extras: Rear rack, color LED display, integrated head/tail/brake LED lights, fender set, folding design
The Engwe L20 2.0 definitely takes on the familiar form we’ve seen from plenty of 20″ folding fat tire e-bikes before. Though I appreciate that they didn’t go full-fatty here, instead opting for the prudent compromise of 3.0″ tires.
But one rather unfamiliar design choice is the use of a 52V battery instead of a 48V battery. Putting my engineer hat on here for a second, I can tell you that it basically means a roughly 7-8% increase in power, assuming the same controller current. The reason is that instead of 13 lithium-ion battery cells, you’ve got 14. That allows the bike to run higher power without needing to pull more amperage and thus create more heat or further stress the controller.
The real-world difference isn’t huge, but it is a nice thing to see when everyone seems to want a bit more power than they already have. It may make aftermarket battery and/or charger replacement a bit more difficult, though you should really be using OEM parts anyway, unless you really know what you’re doing. Mixing battery chargers of different voltages is a no-no, so make sure you what the true charge voltage of your battery is when looking for a new charger.
Despite the higher voltage, that battery is still average-sized, with its 13Ah capacity translating into 676 Wh of stored energy. The company says the throttle-only range is around 28 miles or 45 km. I believe that, especially since on throttle riding you can’t go faster than 20 mph (32 km/h).
They claim a much higher range on pedal assist, up to 84 miles (135 km). That’s likely only possible in the absolute lowest pedal assist level, so don’t expect to really go that far, especially not if you’re blasting around at the Class 3 top speed of 28 mph (45 km/h) that is enabled when using pedal assist.
But hey, it’s still a decent-sized battery and I like the power it gives you, with the motor claiming 750W nominal and 1,125W peak.
The motor is also rated at 75 Nm, which is quite torquey for an electric bike. It’s a bit above average for this class of 20″ folders, meaning you’ll have some good hill-climbing ability from the Engwe L20 2.0.
The bike itself is quite comfortable, featuring both front suspension and a suspension seat post. Neither are terribly high-end, but they both work fine for various recreational or leisurely commuter riding.
Don’t take it off any sweet jumps, but you can feel confident on pockmarked roads.
The inclusion of an easy-to-read color display is great, too. These displays can often look fine in the shade of your garage but instantly wash out when you roll a bike outside, but Engwe’s display does a good job of still being legible even when the sun comes out.
Other included parts like the fender set, the rear rack, the LED lighting in the front and rear, and the Shimano 7-speed shifter are all great to see on a $799 e-bike. Many of these parts are often held back behind paywalls from other companies, so I always enjoy getting everything included, especially on such a budget-priced bike.
I’m glad to see the bike comes in several colorways as well, including green, black, and the pink model I tested.
Though as comfortable and powerful as I find the e-bike, not everything is perfect.
For one, I find it has a surprisingly low max weight rating of just 264 lb (120 kg). While that’s fine for me, there’s a sizable chunk of the US public that would be excluded. But more importantly, I have to wonder what that says about the bike if it’s only certified up to 264 lb. Most e-bikes test higher, so is there a reason Engwe didn’t push it?
The bike is a hefty 68 lb (31 kg) by itself, so it’s not like this is a really lightweight e-bike that couldn’t support heavier loads. What gives?
Next, the disc brakes are mechanical instead of hydraulic. That has a small advantage in that they’re easier to work on yourself, but the bigger disadvantage is that you’ll have to work on them much more often. Those cables stretch over time, meaning you’ve got to adjust them to retain your braking ability.
For $799, that’s largely to be expected. There are similarly-priced electric bikes with hydraulic brakes, but they are still pretty darn rare these days. That may change in a few years, but for now, sub-$1k e-bikes rarely have nicer juice brakes.
What’s the verdict here?
In conclusion, the Engwe L20 2.0 stands out as a surprisingly good option in the entry-level e-bike market. Its affordability and decent performance make it a compelling choice for those new to electric bicycles or those looking for a reliable and cost-effective commuting option. While it may not boast the high-end features of more expensive models, it delivers where it counts: comfort, usability, and an enjoyable riding experience.
For casual riders and local commuters, the Engwe L20 2.0 offers a practical and accessible entry point into the world of electric biking. It would definitely make a versatile companion for daily rides and weekend adventures, though its substandard components surely won’t give the same experience or longevity of more refined and pricier e-bikes.
If you’re seeking a budget-friendly e-bike that doesn’t compromise on essential features (even if it does compromise on the fancier features or lack thereof), the Engwe L20 2.0 is well worth considering. This bike proves that you don’t need to break the bank to enjoy the benefits of electric cycling.
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National Grid Renewables has broken ground on its 100 MW Apple River Solar Project in Polk County, Wisconsin.
The Wisconsin solar farm, which will use US-made First Solar Series 6 Plus bifacial modules, will be constructed by The Boldt Company, creating 150 construction and service jobs. Apple River Solar will generate over $36 million in direct economic benefits over its first 20 years.
Once it comes online in late 2025, Apple River Solar will supply clean energy to Xcel Energy, which serves customers throughout the Upper Midwest. According to National Grid Renewables, the solar farm will generate enough energy to power around 26,000 homes annually. It will also offset about 129,900 metric tons of carbon dioxide emissions each year – equivalent to taking 30,900 cars off the road.
“We are excited to see this project begin as it underscores our dedication to delivering clean, reliable and affordable energy to our customers,” said Karl Hoesly, President, Xcel Energy-Wisconsin and Michigan. “This project is an important step in those goals while bringing significant economic benefits to Polk County and the local townships.”
Electrek reported in February that Xcel Energy, Minnesota’s largest utility, expects to cut more than 80% – and possibly up to 88% – of its emissions by 2030, putting it on track to hit Minnesota’s goal of net zero by 2040. It also says it’s on track to achieve its clean energy goals for all the Upper Midwest states it serves – Minnesota, Wisconsin, North Dakota, South Dakota, and Michigan.
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Tesla has announced that it will finally deliver 500 kW charging as it is about to install its long-awaited V4 Supercharger cabinets.
The rollout of Supercharger V4 has been a strange one, to say the least.
Tesla has been deploying the new charging stations for two years and calling them “Supercharger V4”, but it has only been deploying the charging stalls.
Supercharger stations are made of two main parts: the stalls, which are where the charging cable is located, and the cabinets, which are generally located further back and include all the power electronics.
For all these new “Supercharger V4”, Tesla was actually using Supercharger V3 cabinets. This has been limiting the power output of the charging stations to 250 kW – although
Today, Tesla officially announced its “V4 Cabinet”, which the automaker claims will enable of “delivering up to 500kW for cars and 1.2MW for Semi.”
Here are the main features of the V4 Cabinet as per Tesla:
- Faster charging: Supports 400V-1000V vehicle architectures, including 30% faster charging for Cybertruck. S3XY vehicles enjoy 250kW charge rates they already experience on V3 Cabinet — charging up to 200 miles in 15 minutes.
- Faster deployments: V4 Cabinet powers 8 posts, 2X the stalls per cabinet. Lower footprint and complexity = more sites coming online faster.
- Next-generation hardware: Cutting-edge power electronics designed to be the most reliable on the planet, with 3X power density enabling higher throughput with lower costs.
Tesla reports that its first sites with the new V4 Cabinets are going into permitting now. The company expects its first sites to open next year.
We recently reported about Tesla’s new Oasis Supercharger project, which includes larger solar arrays and battery packs to operate the charging station mostly off-grid.
Early in the deployment of the Supercharger network, Tesla promised to add solar arrays and batteries to all Supercharger stations, and Musk even said that most stations would be able to operate off-grid.
While Tesla did add solar and batteries to a few stations, the vast majority of them don’t have their own power system or have only minimal solar canopies.
Back in 2016, I asked Musk about this, and he said that it would now happen as Tesla had the “pieces now in place” with Supercharger V3, Powerpack V2, and SolarCity:
It took about 8 years, but it sounds like the pieces are now getting actually in place with Supercharger V4, Megapacks, and this new Oasis project.
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Hyundai has a new secret weapon it’s about ready to unleash. To revamp the brand in China and counter BYD’s surge, Hyundai is launching a new AI-powered EV next year. The new model will be Hyundai’s first dedicated electric car for the world’s largest EV market.
With the help of Haomo, a Chinese autonomous startup, Hyundai will launch its first EV equipped with generative AI. It will also be its first model designed specifically for China.
A Hyundai Motor official said (via The Korea Herald) the company is “working to load the software” onto the new EV model, “which will be released in the Chinese market next year.” The spokesperson added, “The level of autonomous driving is somewhere between 2 and 2.5.”
In comparison, Tesla’s Autopilot is considered a level 2 advanced driver assistance system (ADAS) on the SAE scale (0 to 5), meaning it offers limited hands-free features.
With Autopilot, you still have to keep your eyes on the road and hands on the steering wheel, or the system will notify you and eventually disengage.
Haomo’s system, DriveGPT, unveiled last spring, takes inspiration from the OpenAI’s popular ChatGPT.
The system can continuously update in real-time to optimize decision-making by absorbing traffic data patterns. According to Haomo, DriveGPT is used in around 20 models as it looks to play a bigger role in China.
Hyundai hopes new AI-powered EV boosts sales in China
Electric vehicle sales continue surging in China. According to Rho Motion, China set another EV sales record last month with 1.2 million units sold, up 50% from October 2023.
Over 8.4 million EVs were sold in China in the first ten months of 2024, a notable 38% increase from last year.
BYD continues to dominate its home market. According to Autovista24, BYD accounted for 32.9% of all PHEV and EV (NEV) sales in China through September, with over half of the top 20 best-selling EV models.
Tesla was second with a 6.5% share of the market, but keep in mind these numbers only include plug-in models (PHEV).
Like most foreign automakers, Hyundai is struggling to keep up with the influx of low-cost electric models in China. Beijing Hyundai’s sales have been slipping since 2017. Through September, Korean automaker’s share of the Chinese market fell to just 1.2%.
Last month, Hyundai opened its first overseas digital R&D center in China to help kick off its return to the region.
According to local reports, Hyundai is partnering with other local tech companies like Thundersoft, a smart cockpit provider, and others in China to power up its next-gen EVs
With its first AI-powered EV launching next year, Hyundai hopes to turn things around in the region quickly. The new model will be one of five to launch in China through 2026.
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