Brompton G e-bike review: truth in advertising

It fit! Despite Brompton embiggening everything on its iconic folding bike, I was chuffed to see the new model G e-bike collapse into a compact package I could hoist onto the narrow tray inside my adventure van — the first crucial step in testing what Brompton calls “the most versatile e-bike in the world.”

The G lineup is already being sold in many countries as a regular bicycle or pedal-assisted electric bike, but only the former is currently sold in the US, with the e-bike coming later this fall. All Brompton G bikes come fitted with larger 20-inch wheels, hydraulic disc brakes, fat all-terrain tires, wider handlebars and pedals, and a longer wheel-base that reduces the twitchiness I experienced when reviewing Brompton’s first e-bike — changes that make the G ride more like a full-sized bicycle.

The G lineup represents a major change for the nearly 50-year-old British bicycle company without compromising on the features that make Brompton bicycles so desirable in the first place.

The European G I tested maxes out at 25km/h from a rear-hub motor powered by a 345Wh battery that mounts onto the front of the bike. This unique battery placement allows Brompton’s e-bikes to fold like regular Bromptons. Unfortunately, the controls for lighting and power output are located on top of the battery, requiring a stretch if you want to adjust your settings mid-ride. The US-bound electric G will hit a top speed of 20mph and move the awkward controls to the handlebar — a tweak that’s thankfully coming “soon” to European Gs, I’m told.

The 4-speed transmission is geared appropriately to climb moderate hills with a 3 to 5 percent incline and for riding faster than the 25km/h motor cutoff — I can easily hit 30km/h in gear three on flat pavement. I usually rode in max power when off-road and the medium setting on flats. In both cases, the power delivery felt mostly natural and intuitive without any jerkiness. I’m still disappointed by the battery wobble and clatter — annoyances I also had with Brompton’s first e-bike — when riding over rough surfaces despite Brompton having reengineered the mount.

Starting from a dead stop usually means shifting into first gear, especially on an incline, because the motor won’t kick in until the wheel makes about one full rotation. Brompton tells me that its torque sensor is tuned deliberately to “prevent sudden, unintended acceleration.” I’d add that the delay also helps to boost range by transferring that high-intensity power surge to the leg muscles of the rider instead of the relatively small Brompton battery. I think most people will be happy with this tradeoff — but not all.

I wasn’t able to accurately track the distance traveled on a full charge, but I was definitely coming in on the low-end of Brompton’s 20-45 miles (30-60km) range estimate, as I did when reviewing their last e-bike. That’s actually good news given my aggressive riding on steep and varied terrain under maximum power settings.

Over the last week I rode on dirt, mud, sand, gravel, wood chips, pavement, cobblestone, and that rubbery stuff they use on Amsterdam bike lanes. I even took the electric G up and down some rutted-out single track in the “Little Switzerland” area of Luxembourg — a place I’d never take Brompton’s original electric because its steering is way too nervous. The G handled everything I threw at it, and its geometry and lightweight frame had me smiling ear-to-ear the whole time. It’s no substitute for a mountain bike, and the G’s rigid steel frame lacks any suspension, but a mountain bike can’t be easily carried onto a train or tucked into the trunk of a compact car.

That makes the G e-bike so much more than a last-mile commuter, which is why Brompton makes a number of touring bags for the bike. The $135 Borough 10-liter waterproof top bag I tested looks fantastic on the rear rack, in my opinion, but has to be removed when folding the bike. Fortunately, it mounts and dismounts quickly with an assist from four velcro closures. Up front there’s 1.5L of extra storage available in the “Essential” battery bag that comes with the bike, with larger capacity bags available to purchase as well. Just note that some of the best looking front bags aren’t compatible with the electric G due to the battery mount.

Fitting aftermarket panniers might be possible on Brompton’s taller G bikes, but it’ll still be a challenge given the limited ground clearance and short distance between the rear wheel and pedals. My heel would occasionally tap the Borough bag mounted on top of the rear rack when peddling, for example, and panniers hold the additional risk of hitting the ground when cornering hard.

Other observations:

As someone who divides his time as a vanlifer and city dweller I’m smitten by Brompton’s electric G bike. The extended ride geometry stacked on top of those larger 20-inch wheels handled everything I could throw at it in the city and beyond, and then folded up into a surprisingly tight little package. The rear rack topped with one of Brompton’s touring bags helped make the electric G an ideal multimodal companion for some light adventuring, even when it’s as mundane as the daily commute to the train station or parking lot.

All this is to say that Brompton’s newest rideable could very well be “the most versatile e-bike in the world,” as claimed — it’s certainly the most versatile e-bike I’ve tested in the last ten years.

Photography by Thomas Ricker / The Verge