The LMT’D V2 is advertised as a Class 2 and 3 e-bike with pedal assist up to 28 mph and throttle up to 20 mph, though ours arrived with its pedal assist system (PAS) limited to 20 mph. As such, I performed a Speed Test in both its Class 2 and Class 3 modes to measure its maximum speeds in its 5 PAS settings. The data from both tests is graphed above.
Our test course is a flat section of paved bike path with straights and curves. Due to the LMT’D’s use of a torque sensor for motor engagement, I maintained a consistent, casual-to-moderate level of effort so as to observe the differences between settings.
In Class 2 mode, I began the test by pedaling with the PAS deactivated (PAS 0) and reached 10.3 mph comfortably. My speeds increased relatively steadily to 12.5 mph in PAS 1, 14.9 mph in PAS 2, and 19.4 mph in PAS 3. The increases to PAS 4 and PAS 5 were also measured and even, but with much less of a difference between them due to the Class 2/20 mph limit.
In Class 3 mode, there was a noticeable difference in the motor’s output in the high assist levels. I once again noted steady increases of speed on the lower end, with 13.2 mph in PAS 1, 16.2 mph in PAS 2, and 19.7 mph in PAS 3. PAS 4 added a modest but appreciable level of power with a max of 21.4 mph. Finally, I felt a significant kick upon selecting PAS 5; the bike rocketed to 28.5 mph with its maximum output.
With a 48V, 750W rear-hub motor, the bike’s ability to reach the Class 3 limit in PAS 5 (with some gusto, I might add) was no surprise; this is a powerful motor that is able to draw and use current from the battery quickly. However, I found that the bike’s ride felt much more reserved than I expected in its lower PAS settings than I expected based on its specs. This is not a critique, as I actually appreciated the bike’s non-electric feel – it was simply unexpected.
In most of my other e-bike reviews, I have had to accept the bike’s programming at face value. In the case of the LMT’D V2, the bike’s settings menu allowed me to observe the programmed limits of the motor in each PAS setting. 4 of its 5 assist levels were limited in power; PAS 1 was limited to 14% of the motor’s maximum output (4 amps of current at 48 volts, or 192 W), while PAS 4 was set to 50% (13 amps at 48V, or 624 W) with PAS 2 and 3 falling between.
With this data visible, the bike’s feel made sense; in all but PAS 5, it felt a great deal like a regular, non-electric bike – just faster. To be clear, I enjoyed the full extent of the motor’s power, but I found even the low power of pedal assist in PAS 1 to be quite effective and fun for casual riding.
In terms of the distribution of power and speed throughout the Class modes and PAS settings, I think Ride1UP struck a decent balance. The LMT’D did feel limited in its Class 2 mode with PAS 3, 4, and 5 all yielding roughly the same speeds. But in Class 3 mode, its power distribution seemed well balanced.
Had that not been the case, however, the point would have been moot; users can completely customize the bike’s programming through its settings menu. It is possible to choose between 3, 5, 7, and 9 assist levels, and the power output can be adjusted within each PAS setting to tailor the feel of the ride to personal preference.
