New Avinox M2S and M2 Motor System on Test: The Rise of DJI?

The eMTB motor market is locked in an arms race, chasing more power, bigger numbers and an ever-stronger focus on outright performance. This is exactly where the new Avinox M2S and M2 systems step in, seemingly pushing things even further. More watts, more newton metres, more hype? That’s certainly how the spec sheet reads, with up to 150 Nm of torque and 1,500 W peak power.

But if you think this is just another escalation in the numbers game, you’re missing the point. While many manufacturers are currently squeezing out gains through software updates alone, Avinox are bringing genuine new hardware to the table with the M2. Here, increased power meets higher efficiency, new battery technology and a far more refined system approach, all while keeping the weight almost identical to its predecessor, the M1.

And that’s not all. The overall system also raises the bar in areas you won’t immediately notice at first or even second glance. That’s hugely impressive and deserves far more attention than the raw performance figures that almost every bike brand is currently using to stand out and gain an edge in sales.

• 1. The new Avinox M2S and M2 motor system in detail
• 2. The new Avinox M2S and M2 motor: what has changed inside?
• 3. Less resistance
• 4. Sensor system of the new Avinox M2S and M2 motor
• 5. Power ≠ Power – the role of the battery
• 6. The features of the new Avinox M2S and M2 motor system
• 7. The new Avinox M2S and M2 motor in the lab
• 8. The Avinox M2S motor system on the trail
• 9. Do 1,500 watts and 150 Nm actually add up to something meaningful?
• 10. What we’d like to see from Avinox
• 11. Final verdict on the new Avinox M2S and M2 motor system

Before we dive deeper, here are the eMTBs featuring the Avinox M2S and M2 motor that we’ve already tested, in some cases over several months ahead of the official launch. Use the links to jump straight to the individual bike reviews. You’ll also find a buyer’s guide to Avinox, covering the most relevant new models.

Overview of all bikes:

Is this just another headline peak figure on the spec sheet, or does the system genuinely change the way you ride an eMTB?

The new Avinox M2S and M2 motor system in detail

At first glance, it’s clear that the Avinox M2S and M2 are not designed as standalone drive units, but as an integral part of a complete motor system. Despite the increase in power density, the overall dimensions remain virtually unchanged, while the weight has gone up by just under 70 g to a measured 2.63 kg. In other words, it’s entirely negligible. That still makes both motors among the lightest full-power units on the market. With an IP66 rating, the motors are protected against dust and powerful water jets, which makes them capable for hard trail use.

The new Avinox M2S and M2 motor: what has changed inside?

One of the key development steps lies in efficiency. Avinox claim to have increased it from around 82% on the M1 to 84.5% on the M2S. At first glance, that may not sound like a huge difference, but in the context of the current market and the efficiency results from our motor group test, 2.5 percentage points is a big step forward.

This is said to come from several design changes:

• Flat-Wire-Winding:

Rather than conventional round wire windings, Avinox employs flat wire winding technology in the M2S and M2. By winding the copper conductor in a flatter profile, the available space within the motor housing is exploited with far greater efficiency. The result is a higher copper fill rate — reducing electrical losses while significantly increasing power and torque density, all without any penalty in size or weight.

• Helical Gears::

Helical gearing is not a technical innovation in itself, but it is intended to make power transmission smoother. It should also help reduce noise while increasing durability, which is particularly important given the high torque levels the M2S and M2 are working with.

• Dual Gear Engagement:

The core concept and construction of the M2 and M2S are based on the M1. The term “Dual Gear Engagement” refers to the addition of a polymer tooth segment on the large gear of the output stage. This polymer segment is offset at a defined angle relative to the primary metal teeth, ensuring that when it meshes with the smaller gear of the output stage, there is effectively no backlash between the tooth flanks. The aim is to eliminate impact noise within the gearbox.
This backlash is often what causes motors to rattle mechanically on descents or rough trails, particularly when the system is no longer under load. With a more precise gear engagement, the M2S and M2 are therefore designed to run significantly quieter and reduce unwanted noise.

While this issue was relatively rare on the original Avinox M1, it did come up as a point of criticism. On some bikes, noticeable mechanical rattling could be heard on descents. With the M2S and M2, this is intended to be a thing of the past.

Less resistance

An oft-overlooked consideration is pedalling drag under zero assistance. In the M2S and M2, Avinox swaps the conventional high-friction seal for a lower-friction sealed bearing — a subtle but meaningful refinement that the manufacturer claims reduces unassisted resistance by up to 41%.

That’s particularly relevant because the previous M1 was one of the weaker motors in this area and felt comparatively sluggish to pedal without support. More on that later.

The sensor system of the new Avinox M2S and M2 motor

To keep that performance under control, Avinox rely on a comprehensive sensor system. Alongside the usual parameters such as torque, cadence and speed, the system also collects data via an IMU (inertial measurement unit), a barometer, a compass and an ambient light sensor. The latter sits in the display and is currently used, for example, to adjust the screen brightness to the surrounding light conditions. Whether this sensor will serve additional functions down the line – automatically controlling the new optional front light, for instance – remains purely in the realm of speculation.

This pool of data allows the M2S and M2 to respond dynamically to both the riding situation and the rider’s input, forming the basis for the software and control functions we’ll take a closer look at in the next section.

Power ≠ Power – the role of the battery

One crucial point that often gets overlooked in discussions about motor output is this: with the new Avinox M2S and M2, maximum performance does not depend on the drive unit alone, but very much on the battery too. Put simply, the motor can only deliver this kind of output because the battery is actually able to supply the required electrical power.

The M2S can sustain its headline figures of 1,500 W peak power and 150 Nm of torque on a continuous basis only when paired with the new FP700 — Avinox’s 700 Wh battery. The 600 Wh and 800 Wh options are limited to delivering this output in Boost mode for up to 60 seconds. The distinction lies not in capacity, but in cell technology. The FP700 employs the new 4680 cell format, capable of supplying substantially higher discharge currents than its predecessors — and it is precisely this current headroom that unlocks the motor’s full potential. Whether the 4680 cell will find its way into other Avinox batteries in due course remains an open question.

The name 4680 simply describes the cell format: 46 mm diameter and 80 mm height. Compared to smaller cylindrical cells, the new format offers several advantages. Thanks to the greater individual volume, fewer cells are needed inside the battery, along with fewer connectors and contact points. This not only reduces potential losses within the system, but also improves packaging, thermal resilience and sustained high-current delivery. Until now, the format has been best known from the automotive industry, particularly Tesla’s battery development and the Cybertruck. In the Avinox battery, these cells are connected into a battery pack and monitored and managed by a corresponding battery management system, or BMS.

The fact that the battery in the M2S isn’t just an energy store but an active performance factor is also clear when comparing the different configurations. Depending on the battery, the following key figures apply:

• Avinox M2 (performance is independent of battery configuration)
  Regular Modes: 1100 W, 110 Nm
  Boost Mode: 1100 W / 125 Nm
• Avinox M2S + 800 Wh fixed battery (FS800) or 600 Wh (FS600)
  Regular modes: 1,300 W / 130 Nm
  Boost mode: 1,300 W / 150 Nm
• Avinox M2S + 800 Wh removable battery (RS800)
  Regular modes: 1,300 W / 130 Nm
  Boost mode: 1,500 W / 150 Nm
• Avinox M2S + 700 Wh
  Regular Modes: 1500 W, 130 Nm
  Boost Mode: 1500 W / 150 Nm
• On top of that, all Avinox M2 and M2S motor systems offer a support factor of up to 800%.

Alongside its high current output, the new battery also impresses in terms of energy density. For comparison’s sake:

• Avinox 600 Wh Battery: 2,84 kg / 211 Wh/kg
• Avinox RS600 Battery: 2,96 kg / 202 Wh/kg
• Avinox FP700 Battery: 3,18 kg / 220 Wh/kg
• Avinox 800 Wh Battery: 3,74 kg / 214 Wh/kg
• Avinox RS800 Wh Battery: 4,0 kg / 200 Wh/kg

With the new motor system, Avinox are also introducing removable RS600 Wh and RS800 Wh batteries for the first time, which is a big plus in day-to-day use. The batteries are unlocked with a key, making it easy to take them indoors for charging. Despite their solid energy density, they are fairly bulky and similar in size to the familiar Bosch batteries. At the moment, the removable batteries are used exclusively in the AMFLOW PR Carbon and PR Carbon Pro.
Also new: a second 600 Wh battery can be mounted to the bike with an external bracket and used as a range extender. The bracket is fixed on the bottle cage mount and secured to the downtube with a rubber strap, though it has to be adapted individually for each frame.

Despite the new cell generation, Avinox are keeping the familiar battery management features. These include controllable self-discharge during longer periods of non-use, fault diagnostics, and adjustable charge limits via the app. You can still set the maximum charge level to 100, 95, 80 or 70%.

Fast charging – the real charging times of the Avinox 12 A and 4 A chargers

Avinox remain strong when it comes to charging speed. They continue to offer two chargers:

• a 12 A charger with 508 watts
• a 4 A charger with 168 watts

For the new FP700 battery, Avinox quote a charging time of 1 h 16 min from 0 to 80% and 1 h 55 min from 0 to 100% with the 12 A charger, making it faster in both cases than the previous 800 Wh battery. In our measurements, the result was even better: we fully charged the 700 Wh battery with the 12 A charger in 1 h 47 min, and the 800 Wh battery in 2 h 20 min.

The features of the new Avinox M2S and M2 motor system

Away from the motor and battery hardware, Avinox are also sticking to their system-based approach. The M2S is not simply the more powerful drive unit for now, but part of a very comprehensive ecosystem that only a few manufacturers currently offer at this level of depth. The centrepiece remains the Avinox Ride app, which allows the system to be configured extensively. Support modes, the character of the power delivery, and parameters such as start-up behaviour, maximum support and motor overrun can all be adjusted individually. This is complemented by a Boost function, which can be set for anywhere between 10 and 60 seconds.

The motor system can be controlled via two wireless remotes, which both feature excellent ergonomics. There are also two different display options, which differ mainly in design and feature set, especially when it comes to navigation, tracking and theft protection. Here Avinox distinguish between the DP100 and the DPC100 display. At first glance, both look identical, but once removed from the top tube they differ through their shallower and deeper designs respectively. Overall, both offer a very wide range of functions: almost all the settings that can be adjusted in the app can also be changed directly on the robust touchscreen display.

The DP100 supports a 4G SIM card. While the DPC100 does not support a SIM card, it is compatible with Apple Find My, provided the respective e-bike manufacturer has completed Apple certification.
The DP100 also features an ambient light sensor, which the DPC100 does not offer. There are differences when it comes to charging, too: the DP100 delivers 65 watts of USB-C output power, while the DPC100 provides just 10 watts via USB-C.

Connectivity is also extremely comprehensive overall: ride data is recorded automatically and can be synced with platforms such as Strava. On top of that, familiar features such as motor alarm and motor lock remain in place. Action cameras from parent company DJI can also be connected to the motor system. This means that you can control the action camera directly via the display, record video, and even have current motor ride data shown within the video recording itself. Very cool.

Navigation on the new Avinox M2S and M2

For navigation, Avinox supports GPX imports from third-party apps. Routes are shown on the display, including turn-by-turn prompts and re-routing if you go off course. In practice, it works reliably.

New additions include Apple Find My integration, allowing you to link the bike into the Apple ecosystem. Also new and genuinely useful from a technical standpoint is Maintenance Mode: once engaged, it cuts motor output entirely, persists across restarts, and eliminates any risk of the drive activating unintentionally during servicing. A meaningful safety benefit in any workshop setting.

Heart rate control on the new Avinox M2S and M2

With its new heart rate control feature, Avinox are introducing something we’ve already seen on the Mahle M40 system and from Specialized. The motor automatically adjusts support output to match a defined heart rate zone, measured via a connected smartwatch or chest strap. If your heart rate drops below the target range, the motor reduces support. If it rises, the system increases motor output.

Technically, this works well on forest paths and can be particularly useful for training or long rides. In typical trail riding and on technical climbs, however, the function makes little sense. Here, you still benefit much more from direct control of the support level via the remote.

Integrated lighting system on the new Avinox M2S and M2

Also new to the system is the integration of an optional Avinox light. The front light is powered directly by the main battery and can be controlled conveniently via the display or remote. With 1,200 lumens in high beam mode and 500 lumens in dipped mode, the output is more than sufficient for night rides. In high beam mode, the light is already so bright on the road that it even triggered a few flashes from oncoming drivers during our test.

The new Avinox M2S and M2 motor in the lab

For our tests, we once again headed to DEKRA, the same facility where we carried out our major motor group test. As with our previous bench tests, we used a Maxxis Metropass tyre on the rear roller, combined with a defined tyre pressure of 4.0 bar at the rear and additional weights on the saddle to simulate rider weight and contact pressure as consistently as possible. For all measurements, we rode in the highest continuous support mode, which for Avinox is Turbo, not the Boost mode that cuts out after a maximum of 60 seconds. If you want to dive deeper into the methodology behind eMTB motors, efficiency, losses and battery capacity, you’ll find our in-depth deep dive on the topic here.

We tested the Avinox M2S with the 700 Wh battery in the new Amflow PX Carbon Pro, exactly the configuration in which the system is supposed to deliver its full performance. And the measured values make one thing very clear: Avinox aren’t just throwing big numbers onto the spec sheet. The highest torque we recorded was 135.8 Nm in Turbo mode, with 250 W rider input and a cadence of 83.8 rpm. That’s huge, even if there’s slightly more on tap in Boost mode. At the same 250 W input in Turbo mode and a high cadence of 112.4 rpm, we measured 1,462 W motor output. This puts the M2S very close to the claimed 1,500 W.

The Avinox M2 motor also exceeds its claimed figures in Turbo mode. Here, the maximum measured torque was 115.8 Nm at 250 W rider input and a cadence of 86.8 rpm. The M2 reached a peak motor output of 1,176.3 W at 98.2 rpm.

Support factor of the new Avinox M2S

It’s also worth looking at the support factor. With the M2S, at 20 km/h, around 70 rpm cadence and 100 W rider input, we measured a support ratio of 785%, coming very close to the 800% claimed by Avinox. In the same scenario, the M2 actually reached 821%, slightly exceeding the official figure.

Efficiency of the new Avinox M2S

Another key aspect is efficiency. Our measurements show an average efficiency of 81% for both the M2 and M2S, with values ranging from 78.4% to 84.4%. That might not sound like a huge gap at first, but compared to the previous Avinox M1 and especially to other motors we’ve tested, it’s anything but marginal. The efficiency window of modern eMTB drives is quite narrow, with most systems from our motor group test sitting between 77% and 79%. Even a single percentage point is a significant step forward. The Avinox M1 achieved an average efficiency of 78% (74.1% to 79.4%) in our test, meaning the new M2 and M2S run a full 3 percentage points more efficiently at 81%. Chapeau.

Idle torque of the new Avinox M2S

Less obvious but still relevant in practice is idle torque, an area where the Avinox M1 delivered comparatively modest results in our test last autumn. To provide context, we also include the corresponding power loss at a cadence of 75 rpm. The M1 recorded 0.75 Nm / 5.89 W at the time. With the newer system, the picture is more nuanced. The Avinox M2S from the PR Carbon Pro measured 0.67 Nm / 5.26 W ahead of the DEKRA test, dropping to just 0.55 Nm / 4.32 W afterwards. That equates to roughly 73% of the M1’s resistance and represents a clear step forward. The PX Carbon Pro, however, recorded 0.75 Nm / 5.89 W, placing it exactly on par with the outgoing M1. This suggests that idle torque is influenced not only by the motor’s fundamental design, but also by factors such as seal break-in and the behaviour of the clutch or freewheel mechanism. Variations in preload from freewheel springs or roller clutches can have a measurable impact on the result.

The broader takeaway stands: when riding unassisted, the Avinox is not the most free-spinning motor on the market and tends to demand a touch more effort than rival systems.

30-minute full load test: can the new Avinox M2S sustain its output?

Perhaps the most important aspect of the entire lab test isn’t peak power, but thermal behaviour and sustained performance. At full assistance, the Avinox M2S sustained a mechanical output of around 1,300 W with remarkable consistency for just under 21 minutes. Only at that point does performance drop appreciably, and not as a result of thermal overload. Rather, it is the battery’s state of charge that becomes the limiting factor, prompting the motor to scale back assistance as the SOC falls. The M2 shows very similar behaviour, albeit at a lower level: it holds around 1,170 W for roughly 20 minutes before output drops abruptly. Again, not due to thermal issues, but because of the battery’s state of charge.

One critical point emerged during discussions with DEKRA: the cable cross-section between the battery and motor. According to the test lab, the currently used 2.0 to 2.5 mm² cables are on the small side given the currents of up to 53 A flowing through the system. In their view, at least 4 mm² would be more appropriate. The reason is simple: at this level of performance, very high currents don’t just occur in short peaks, but sometimes over extended periods. If the cable cross-section is too small, losses and thermal load within the system increase. In the test itself, even after nearly 5,000 km on the motor system, this didn’t cause any issues, but it’s something we’ll be keeping a close eye on in terms of long-term stress and durability.

The Avinox M2S motor system on the trail

The performance of the Avinox M2S, and the M2 alike, has reached a level that fundamentally transforms the way technical climbs are approached. Rather than picking a cautious line through blocked or awkward sections at crawling speeds, constantly redistributing weight, nursing traction and wrestling a wandering front wheel, riders can now carry a far higher base speed through many of these passages. Where the same obstacle might once have been negotiated at 8 to 10 km/h, the display now reads 19 to 22 km/h, and the bike is noticeably more composed as a result.

A steep, sketchy rock slab? Instead of grinding your way up out of the saddle, trying to keep traction at the rear wheel, you can charge straight up at speed. A stepped root section no longer requires balancing over each individual ledge, you simply carry momentum and glide over it in one smooth motion. Even tight, steep switchbacks can be negotiated with control, because the constant drive stabilises the bike. In other words, you’re no longer hovering on the edge of balance. You’re riding above the critical speed where the bike would otherwise become unstable.

This raises the threshold of what’s achievable. Traction becomes less of a defining constraint because the system generates sufficient forward drive to carry the rider through loose or rough terrain on momentum alone. And yet rear wheel traction remains impressively consistent throughout. That owes something to the individual bike and its suspension design, of course, but this characteristic was a recurring observation across every bike we tested with the M2 and M2S. Both motors deliver their power rapidly, yet never chaotically. They respond instantly to rider input and adapt dynamically to shifting terrain conditions. The power delivery feels direct and highly responsive without ever tipping into nervousness. That said, a degree of finesse on the pedals is still required to modulate the output effectively, which means that in particularly technical sections riders will often find themselves weighting both pedals equally rather than favouring the front.

The difference between the M2 and M2S is noticeable on steep climbs, but smaller than the raw numbers might suggest. The M2 already does an excellent job. The Avinox system really comes into its own on technical climbs. On flatter terrain or long, steady ascents, the advantage is reduced by the 25 km/h cut-off, as you’re rarely travelling faster than with more familiar systems. Even so, the high support factor is clearly noticeable: the motor accelerates very quickly up to the assistance limit and requires significantly less rider input to get there.

Below around 1,000 watts, both the Avinox M2 and M2S are very quiet and unobtrusive. It’s only when you tap into full power that you hear a louder electric whirr, which suits the sheer force being delivered. On descents, the drive unit remains free from rattling and stays quiet even in rough terrain.

We covered over 2,000 km on a single drive unit, and another 3,000 km across the other bikes. During that time, the Avinox system wasn’t entirely free from minor glitches, error messages or quirks. However, these were isolated cases, limited to specific situations, and often down to setup or individual builds. What matters more is the overall picture: across multiple test bikes, the motor system proved consistently reliable and largely trouble-free. That reinforces the impression that Avinox are delivering a solid and robust overall package that should hold up in the long run. None of the issues we encountered made us question the system’s maturity or its fundamental reliability.

Wear on the bike with the new Avinox M2S

Wear on the chain and cassette of the AMFLOW PR Carbon remained within expected limits overall. That said, the high forces in the system are noticeable. We snapped no fewer than four chains, mainly when shifting across multiple gears under load, putting the chain at an angle. If you’re using maximum power, it pays to shift cleanly and deliberately. Avinox are already addressing this with a power reduction function during gear changes, which can be activated as an advanced feature to help prevent exactly this kind of issue.

With 1,500 watts of peak power, the M2S pushes Avinox into a new performance bracket. Whether you actually need that kind of output on the trail is a fair question, but in practice, it works surprisingly well and remains impressively controllable.

At the same time, this development raises more fundamental questions. As power increases, it doesn’t just change uphill riding dynamics, but also how eMTBs are perceived in public spaces. Issues such as trail access and acceptance could come under greater scrutiny. At the same time, Avinox reflect a broader shift in the competitive landscape. Established players are increasingly facing pressure from technology companies arriving with deep expertise in system integration, software and battery technology drawn from adjacent industries. Yet these newcomers are entering a market no longer defined by wattage figures alone, but by trust, proven service networks and a community in which credibility is not something that comes preinstalled. It is earned over time.

Do 1,500 watts and 150 Nm actually add up to something meaningful?

This huge amount of power also has a clear downside: consumption, if you ride accordingly. If you use the M2S or M2 consistently in Turbo or Boost mode, you’ll drain the battery quickly, whether it’s the 600, 700 or 800 Wh variant. In practice, this means even with strong rider input, the 800 Wh battery can be drained in around 1.5 hours. You do cover a serious amount of elevation and distance in that time, which makes it ideal for a fast after-work ride. Even so, it makes sense to adapt the different modes of the Avinox motor system to the way you actually ride and to use modes such as Eco or Auto.

What we’d like to see from Avinox

As impressive as the new M2S and M2 system is, our wish for the next stage of development is clear: less escalation in peak power, and even more focus on integration, compact dimensions and discretion. Even the performance level of the Avinox M1, with around 1,000 watts and roughly 120 Nm, already delivered a riding experience that shifted many of the existing benchmarks in the eMTB segment. No question, more power is fun at first.

Still, the bigger question remains whether the path always has to lead upwards. Especially given the ongoing debate around possible regulation, trail access and the public perception of eMTBs, we believe the more exciting approach would be not to drive development purely through ever-higher output figures. Far more appealing would be a system that becomes lighter, quieter and even more power-dense, delivering more performance from an even smaller package without pushing the bike visually and dynamically towards the territory of an over-motorised outlier.

That could be Avinox’s next big opportunity. If they manage to shrink the drive unit further, integrate the system even more discreetly into modern bike concepts, and still preserve the motor’s strong character, Avinox could do more than just excite existing customers. They could open the door to entirely new target groups. A drive that is brutally powerful yet works quietly, subtly and elegantly in the background is likely to be even more attractive to many brands and riders than yet another plus sign on the spec sheet.

New Avinox M2S and M2 motor system: Our final verdict.

With the M2S and M2, Avinox have fundamentally redefined the way technical climbs are approached. The motor does not merely deliver exceptional power and torque; it sustains that output with a consistency that holds up under lab scrutiny. Add to that improved efficiency, a strong battery platform and a well-integrated digital ecosystem, and the proposition is a compelling one. Despite the headline figures, both motors remain composed and well-mannered on the trail, setting a new benchmark above all on steep and technically demanding terrain. The real reward, then, lies not on fire roads but in the kind of ground that genuinely tests a rider. That said, the system is not without its compromises: energy consumption is considerable when ridden hard, and pedalling drag in unassisted mode remains no better than middling.

The new Avinox M2S and M2 systems are playing in a new league and once again raise the key question: how much power actually makes sense, and for whom? The Avinox delivers more than enough power for almost every rider. But instead of pushing the numbers ever higher, what really matters is balance. Miniaturisation instead of further maximisation. For 90% of riders, we see the sweet spot in more compact systems and peak outputs below 1,000 watts.

And the next logical step goes even further: how can bike and motor brands help raise the skill level and capabilities of their riders instead of simply making the technology ever more powerful?

All things considered, the Avinox M2S and M2 is currently one of the most powerful motor systems on the market, and an extremely attractive overall package that has already convinced plenty of brands. That is exactly what makes this development so exciting, and at the same time so risky. Right now, many bike brands, including some financially struggling players, are betting everything on a model with the new Avinox system. For strong brands, that can be an opportunity to build momentum and integrate it meaningfully into their own identity. Others, however, risk doing the exact opposite: putting the motor at the centre of their communication and becoming interchangeable in the process. Any brand that defines itself primarily through a bought-in system is ultimately doing nothing more than ingredient marketing, and in doing so loses exactly what matters most in the long run: a distinct identity. The result is a misleading unique selling point. What feels like differentiation in the short term is often just dependency in disguise.