Gogoro Eeyo 1s electric bike review: featherweight versus heavyweights


The Gogoro Eeyo 1s is an electric sports bike, as clean as possible, for sensations worthy of a “dry” bike. A great ambition for a brand specializing in electric scooters that is trying adventure in the world of e-bike. But wanting to set the bar too high … you can also burn your wings.

Gogoro’s all-carbon bet

To lose weight in the industry, you make concessions, sometimes drastic. Gogoro did not go with the back of the spoon and you will have to accept many constraints to appreciate the 11.9 kg of this bike including the frame, the fork, the handlebars (handlebars), the belt, the stem of saddle and rims are carbon. The catch is that it’s not the choices about this excess weight that are the problem. These are other elements and there are quite a few of them.

Gogoro Eeyo 1s technical sheet

Model Gogoro Eeyo 1S
Max speed 25 km / h
Engine power 250 watts
Number of assists 2
Battery technology Li-Ion
Autonomy announced 90 km
Announced recharge time 150 minutes
Removable battery No
Bluetooth Yes
Weight 11.9 kilograms
Dimensions 99.5 x 63.6 x 171cm
Wheel size 28 inches
Color White
Maximum weight 110 kg
Integrated anti-theft device Yes
Product sheet
See the test

Technical characteristics: a lot and a little at the same time

It’s pretty simple: almost all of the components are made of carbon. In fact, only the pedals, cranks and brake levers are made of metal, steel to be exact.

First compromise: the seat post is fixed. Unable to adjust his bike. It will therefore be necessary to take into account your morphology, such as the length of your legs.

Second compromise: the front brake is a TRP Spyre, in other words a disc brake, but cable and not hydraulic. At the rear is a pair of skates cleverly concealed under the frame. Let’s get on well, it brakes properly. We will come back to this later, but this poses two problems.

The transmission is via a carbon belt, an excellent choice in terms of both maintenance and durability. On the hub of the rear wheel (700 × 28) is a huge block: this is the engine and battery assembly. An element patented by Gogoro and which is the only electronic element of the bicycle.

On the motor side, it is a 250W in-house product (the current standard) which incorporates a 43.6 V 123 Wh battery. The charge is done in about 2h30.

The straight handlebar is also made of carbon, something quite rare even at this price. A shape particularly well suited to city driving. The length is reduced, which matches the idea of ​​the sports steering wheel. It’s a treat to use.

Total weight announced? 11.9 kg. The luggage scale announces 12.4 kg: a bit more than advertised, therefore, which is normal since two lamps are added to be in compliance with the law. This weight is excellent for an eBike, and is even one of the lowest. Still, there are other e-bikes out there at this price point and weighing that down to a few grams, but again we’ll go into that in the review.

A functional but frankly boring application

The Eeyo 1s can only be started from a smartphone and from the app. No, you are not dreaming: there is no button or fallback. Without this app, the motor exerts enormous resistance making pedaling difficult.

First problem: this measure does not protect the bike at all and only penalizes the user. In the event of theft, the bike’s light weight makes it easy to carry. On the other hand, for the user and in the event of an HS smartphone, lost, broken, stolen or discharged, it will be necessary to accept to drag his bike and the resistance of the motor.

Second problem: slow discharge. The bike is always on standby since it is started via the app. Result: after two days of non-use, the battery has already lost 5%. However, during periods of non-use, the ideal for a lithium battery is to be left charging at 50%. In the case of the Eeyo 1S, we will end up with a battery close to 0% or even empty if not used for a long time.

Finally, what about the future of the application in the future? Compatibility with the next Android or iOS updates? As was the case with the Meizu connected watch: the brand abandoned the French market, removing the connected watch application from the store, making it impossible to adjust.

Adding a bike to an app is a bad idea. There is no argument that can support this system. Especially since at this price the bike is not supposed to be changed every year.

Management of assistance more penalizing than anything else

Here is the major problem with this bike: once you have passed 32 km / h (unlocking authorized, see below), you will have to descend below 17 km / h to re-engage the assistance. According to Gogoro, this is security for the system.

However, with such a light bike, it only takes a few turns of the pedals to reach 32 km / h and even exceed it. Worse, in the event of a big descent followed by a big climb, precisely where the assistance makes sense, you have to wait until you decelerate well (uphill is difficult to control) to benefit from it again. This is contrary to the logic of energy transfer, and especially by bicycle.

Like Vanmoof, Gogoro allows unlocking at 32 km / h. To do this, simply set the location to USA and the bike adopts the US standard. Leave the choice to the user, why not, even if French law limits the speed of pedelecs to 25 km / h.

In addition to the insurance that will be discarded in the event of an accident and a speed recorded at 32 km / h, we end up with the above problem continuously: we reach 32 km / h, then the assistance is cut off so that we fall back to 17 km / h, before assistance resumes, etc.

Unfortunately, setting the assistance to the European standard does not change this problem at all. If you go up to 25 km / h with the assistance, then to 32 km / h without it, then you will have to drop back to 17 km / h to regain the famous electric assistance. And this, even with the European standard.

We talk about it in every test: new generation eBike engines offer a clutch that prevents the rider from struggling against the electromagnetic resistance when the assistance is not active. Here, this is not the case. So without assistance, we drag the resistance of the motor.

A racing car autonomy

The range is worthy of a sports car: low. Understand that you should bet on 30 km and not one more in normal use. Eco mode is useless, which is supposed to boost the radius of action to 90 km, according to the manufacturer. As for the deactivation of assistance, it is quite possible. Unfortunately, the engine does not offer any clutch, we drag ourselves a resistance, admittedly slight, but still present, continuously.

On the other hand, a larger battery would have been difficult to fit in the rear block and would also have increased weight. Charging in 2h30, however, allows you to quickly have a full battery showing 100%.

Obviously, the unit being closed and not detachable, recharging is done only on the bike. Note that the proprietary charger is original with its wrench shape and clicks into place very easily, without forcing or turning.

Concessions difficult to understand

The brakes

We covered braking at the beginning of the article. At least, that’s what Gogoro’s choice for this combination of front cable disc brakes and rear pads comes into play.

The problem here is twofold: first, this choice is petty for a bike at this price. We’ll try to say it’s to save weight, but unfortunately it doesn’t work. Because a Shimano R8070 Hydraulic Disc set weighs less. The big problem is the lack of escalation and the continuous variance. The lack of progressiveness gives a not very pleasant ON / OFF effect. The other concern is that the cable slackens, which causes a permanent variation in the feeling under braking, where the hydraulics offer good progression and constant bite.

But then why this choice? The rear, for design concerns, requires the use of skates. Difficult to fit the disc braking system and the necessary cables in addition to the hub containing the motor and the battery. From there, putting hydraulic disc brakes in the front and skate in the back wouldn’t have been an example of braking balance.

Confidential distribution and complex maintenance

The choice of in-house technology is also a double-edged sword: the brand has 100% control of the system. On the other hand, it will be necessary to do with a more confidential distribution than for more famous brands. Ditto for the repair, which cannot be done at just any bicycle repairer.

Petty Choices

The smartphone holder is essential since the application is to operate the bike. So why make it an option? Especially for a bike displayed at 4699 euros! However, it should be noted that it does its job well and that at no time was my Sony XPeria 1 mark II ejected.

Same story for fenders which just don’t exist on the official website. For an urban bicycle, this is like not having a wiper on a car driven in a rainy place.

The design is slick, the price high, but the lights supplied are low-end. Pity.

Fierce competition

This Eeyo 1s has many faults: the lack of mudguards, the only speed that does not allow you to exceed 40 km / h with the strength of the legs without this feeling of pedaling in a vacuum, the engine perfectible and its assistance which requires to go down to 17 km / h to reactivate, the still young system (but which only asks to improve), the impression of wiping the plasters of the first models, the dependence on the smartphone and the non-removable battery.

However, in the market, at such a price, the Eeyo 1s is faced with very fierce competition which also offers carbon. Except that there is also a better engine, a sometimes removable battery, hydraulic disc braking, speeds, much better transmissions, but a better application that remains independent of the bike and distribution to specialized stores or even the general public ( like Intersport for example).

These include, for example, the Gain M20 1X from Orbea, the Addict eRIDE 20 from Scott or the Topstone Neo Carbon 4 from Cannondale. From there, it is difficult to accept to shed 4,699 euros when for that price, you have access to big brands that offer fewer concessions and features well above.

The word carbon makes people dream, that’s normal. This material is that of competition bikes, Formula 1, high-tech industry, in short, “performance” that pushes human limits. But it is not perfect, and carbon has a well-defined framework.

Carbon inspires dreams without being ideal

In cycling, carbon is synonymous with technical demands, rigidity, fatigue and physical intensity. Carbon is not used for the pleasure of saying that it is used, but because it allows to limit as much as possible the energy loss between the pedal stroke and the rear wheel while offering surgical precision in the movement. a bicycle that cannot be found with aluminum or titanium.

However, this rigidity, in an urban setting, is far from ideal. Because the other side of the coin is greater sensitivity to shocks: a carbon frame breaks. He doesn’t like the daily life of urban commutes with their punches. The slightest crack and the frame is good to throw, in the sense that it is irreparable.

The problem is, the Eeyo 1s puts everything on a material that is not made for this type of bike. A bike that would have much more to gain with titanium, if the goal is to post a price close to 5,000 euros. However, this carbon generates economic concessions: mechanical disc brake at the front, skate at the rear, no speed, electrical system all in one full of technical limits.

Obviously, Gogoro wanted to integrate his technology that is not at the level of Fazua, Mahle or Bosch. Moreover, the latter offers removable and changeable batteries when Mahle integrates a whole performance monitoring system and an anti-theft system in a featherweight.

Le SCOTT ADDICT eRIDE 20 offre plus pour 12 kg et un prix inférieur

The SCOTT ADDICT eRIDE 20 offers more for 12 kg and a lower price

Finally, the weight argument (it is the case to be said) of 11.9 kg (12.4 kg measured) does not hold water. Because opposite Cannondale, Orbea or Scott also offer carbon, but combine a more successful assistance and better components.

Good feelings despite everything

We will end this test with a positive and ultimately essential point: the sensations. The Eeyo 1s is successful in this regard.

Its geometry, its lightness, the riding position make this bike a very pleasant little generator of emotions, as long as you don’t find yourself struggling against the engine. In fact, he isn’t all wrong. He believes that a light, electrified fixie in the midst of a daily grind has as much its place and reason to be preferred over a standard eBike as it does over an unassisted fixie over a more conventional bike. A choice that favors pleasure over rationality. It is therefore possible to find potential customers who are looking to pedal differently and who accept the constraints of the Eeyo 1s.

Price and availability of the Gogoro Eeyo 1s

The Gogoro Eeyo 1s is available for 4699 euros on the brand’s official website, in white color only. Gogoro announces delivery within 48 hours and the possibility of paying for your purchase in three installments, free of charge.

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