Aventon launches new Pace electric bikes with torque sensors, turn signals, & more
Aventon’s Pace 350 and Pace 500 e-bikes have long been the brand’s main commuter models for budget-minded riders still looking for a quality electric bike for riding to work or running errands. Now the company has launched its third-generation models known as the Pace 350.3 and Pace 500.3. And they’re better than ever.
At least, that’s if you like added features.
But since most everyone enjoys getting more bang for their buck, the Pace 350.3 and 500.3 are sure to impress with their updated designs and components.
Perhaps the biggest of the updates is actually invisible at first but makes a big impact on the pedaling experience. The models received a new torque sensor to engage the pedal assist, meaning that when riders push on the pedals, the motor’s assist is delivered at precisely the right moment and at the right power level based on how hard the rider pedals. Cheaper cadence sensor based e-bikes typically provide a set amount of motor power when the pedals begin to move, regardless of whether the rider is cranking hard or simply trying to roll forward a few feet.
This new torque sensor setup is sure to win over riders who depend on smooth pedal assist for a workout while still enjoying the benefits of an electric motor to take the edge off startups and hill climbs.
But of course the bike still comes with a throttle for times when riders are a bit tired or just want to let the motor do all the work.
Both models are produced using 6061 aluminum frames with integrated batteries that can be locked on the bike or removed for charging off the bike.
The Pace 500.3, which is priced at $1,699, falls in the Class 3 category with its 28 mph (45 km/h) top speed on pedal assist (though the speed drops to 20 mph (32 km/h) on throttle-only riding). The 500W continuous-rated motor in the rear wheel draws its power from a 48V 12.8Ah battery with 614 Wh of capacity.
Riders who keep the bike in lower power mode can enjoy up to 60 miles (96 km) of range from that battery, though using higher power or riding with only the throttle will quickly eat into that range, reducing it to around 30 miles (48 km). For those that do make use of the pedals, an 8-speed drivetrain will help riders dial in their desired pedal cadence and will also be a welcome relief on hill climbs, though the 500W motor tends to flatten out hills as well. Nothing can quite flatten out the downhill sections but at least you’ll have some grippy hydraulic disc brakes for safe and secure stops.
The Pace 500.3 also features Aventon’s new turn signals that we first saw on the Aventure.2 earlier this year. The new turn signals are mounted along with the bike’s tail lights on the seatstays, or the parts of the frame that extend down from below the seat to the rear wheel’s axle. They keep the tail light and turn signals visible from the sides and rear of the bike, and they also spread the turn signals far enough apart to make the signaling more clear to drivers.
Aventon’s color LCD screen is also included on the bike, which gives the Pace 500.3 app integration for recording rides, making customizations to the bike’s performance and more.
Aventon’s new Pace 350.3 is a retail exclusive model that has a slightly lower power 350W motor and a slightly smaller battery, but still comes with many of the same features such as the torque sensor, app connectivity, and a 60-mile range.
Both bikes are outfitted like city bikes but actually fall somewhere in the city/cruiser spectrum thanks to their relaxed geometry and adjustable sweptback handlebars.
Electrek’s Take
Both of the new Pace 500.3 and Pace 350.3 models impress me, and I love to see major additions like torque sensors and good turn signals. I usually pan turn signals that are only a couple of inches apart since they do nothing more than confusingly flash in the middle of the bike. But with a solid foot or so between these turn signals, they’re spread about as far as they can be on the bike and are much more likely to get the point across to drivers.
I would have loved to see Aventon make these models a bit more commuter-friendly out of the box with an included rack and fenders, but I understand that not everyone wants or needs that equipment, so leaving it off isn’t the end of the world (and is actually an advantage for some riders).
Seeing two options for sizes and two frame styles (step-over and step-through) is also great, since not everyone is built the same and one-size-fits-most e-bikes tend to alienate the ends of the rider height range.
It’s also interesting to see Aventon take the Pace 350.3 offline as a retail-only model. While that would seem limiting at first, Aventon has quietly expanded its dealer network across the country and you probably have a bike shop near you that carries them.
All in all, I’d say Aventon did a great job here with these updates. I’m looking forward to getting some saddle time and trying the bikes myself.
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Wind energy powered 20% of all electricity consumed in Europe (19% in the EU) in 2024, and the EU has set a goal to grow this share to 34% by 2030 and more than 50% by 2050.
To stay on track, the EU needs to install 30 GW of new wind farms annually, but it only managed 13 GW in 2024 – 11.4 GW onshore and 1.4 GW offshore. This is what’s holding the EU back from achieving its wind growth goals.
Three big problems holding Europe’s wind power back
Europe’s wind power growth is stalling for three key reasons:
Permitting delays. Many governments haven’t implemented the EU’s new permitting rules, making it harder for projects to move forward.
Grid connection bottlenecks. Over 500 GW(!) of potential wind capacity is stuck in grid connection queues.
Slow electrification. Europe’s economy isn’t electrifying fast enough to drive demand for more renewable energy.
Brussels-based trade association WindEurope CEO Giles Dickson summed it up: “The EU must urgently tackle all three problems. More wind means cheaper power, which means increased competitiveness.”
Permitting: Germany sets the standard
Permitting remains a massive roadblock, despite new EU rules aimed at streamlining the process. In fact, the situation worsened in 2024 in many countries. The bright spot? Germany. By embracing the EU’s permitting rules — with measures like binding deadlines and treating wind energy as a public interest priority — Germany approved a record 15 GW of new onshore wind in 2024. That’s seven times more than five years ago.
If other governments follow Germany’s lead, Europe could unlock the full potential of wind energy and bolster energy security.
Grid connections: a growing crisis
Access to the electricity grid is now the biggest obstacle to deploying wind energy. And it’s not just about long queues — Europe’s grid infrastructure isn’t expanding fast enough to keep up with demand. A glaring example is Germany’s 900-megawatt (MW) Borkum Riffgrund 3 offshore wind farm. The turbines are ready to go, but the grid connection won’t be in place until 2026.
This issue isn’t isolated. Governments need to accelerate grid expansion if they’re serious about meeting renewable energy targets.
Electrification: falling behind
Wind energy’s growth is also tied to how quickly Europe electrifies its economy. Right now, electricity accounts for just 23% of the EU’s total energy consumption. That needs to jump to 61% by 2050 to align with climate goals. However, electrification efforts in key sectors like transportation, heating, and industry are moving too slowly.
European Commission president Ursula von der Leyen has tasked Energy Commissioner Dan Jørgensen with crafting an Electrification Action Plan. That can’t come soon enough.
More wind farms awarded, but challenges persist
On a positive note, governments across Europe awarded a record 37 GW of new wind capacity (29 GW in the EU) in 2024. But without faster permitting, better grid connections, and increased electrification, these awards won’t translate into the clean energy-producing wind farms Europe desperately needs.
Investments and corporate interest
Investments in wind energy totaled €31 billion in 2024, financing 19 GW of new capacity. While onshore wind investments remained strong at €24 billion, offshore wind funding saw a dip. Final investment decisions for offshore projects remain challenging due to slow permitting and grid delays.
Corporate consumers continue to show strong interest in wind energy. Half of all electricity contracted under Power Purchase Agreements (PPAs) in 2024 was wind. Dedicated wind PPAs were 4 GW out of a total of 12 GW of renewable PPAs.
Read more: Renewables could meet almost half of global electricity demand by 2030 – IEA
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In the Electrek Podcast, we discuss the most popular news in the world of sustainable transport and energy. In this week’s episode, we discuss the official unveiling of the new Tesla Model Y, Mazda 6e, Aptera solar car production-intent, and more.
The show is live every Friday at 4 p.m. ET on Electrek’s YouTube channel.
As a reminder, we’ll have an accompanying post, like this one, on the site with an embedded link to the live stream. Head to the YouTube channel to get your questions and comments in.
After the show ends at around 5 p.m. ET, the video will be archived on YouTube and the audio on all your favorite podcast apps:
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Here are a few of the articles that we will discuss during the podcast:
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The Chinese EV leader is launching a new flagship electric sedan. BYD’s new Han L EV leaked in China on Friday, revealing a potential Tesla Model S Plaid challenger.
What we know about the BYD Han L EV so far
We knew it was coming soon after BYD teased the Han L on social media a few days ago. Now, we are learning more about what to expect.
BYD’s new electric sedan appeared in China’s latest Ministry of Industry and Information Tech (MIIT) filing, a catalog of new vehicles that will soon be sold.
The filing revealed four versions, including two EV and two PHEV models. The Han L EV will be available in single- and dual-motor configurations. With a peak power of 580 kW (777 hp), the single-motor model packs more power than expected.
BYD’s dual-motor Han L gains an additional 230 kW (308 hp) front-mounted motor. As CnEVPost pointed out, the vehicle’s back has a “2.7S” badge, which suggests a 0 to 100 km/h (0 to 62 mph) sprint time of just 2.7 seconds.
To put that into perspective, the Tesla Model S Plaid can accelerate from 0 to 100 km in 2.1 seconds. In China, the Model S Plaid starts at RBM 814,900, or over $110,000. Speaking of Tesla, the EV leader just unveiled its highly anticipated Model Y “Juniper” refresh in China on Thursday. It starts at RMB 263,500 ($36,000).
BYD already sells the Han EV in China, starting at around RMB 200,000. However, the single front motor, with a peak power of 180 kW, is much less potent than the “L” model. The Han EV can accelerate from 0 to 100 km/h in 7.9 seconds.
At 5,050 mm long, 1,960 mm wide, and 1,505 mm tall with a wheelbase of 2,970 mm, BYD’s new Han L is roughly the size of the Model Y (4,970 mm long, 1,964 mm wide, 1,445 mm tall, wheelbase of 2,960 mm).
Other than that it will use a lithium iron phosphate (LFP) pack from BYD’s FinDreams unit, no other battery specs were revealed. Check back soon for the full rundown.
Source: CnEVPost, China MIIT
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