This article is part of our big 2026 motor group test. Click here to read about all 11 systems we tested, discover the latest trends and dive into detailed results from both the lab and real-world testing.
No other brand dominates the eBike market quite like Bosch. Countless bikes roll off the production lines equipped with a drive unit from the German manufacturer. And it’s no different in our big 2025 e-mountainbike group test, where more than half the bikes are powered by a Bosch motor system. Now, with the Performance Line CX-R, the Stuttgart-based brand are doubling down – refining their flagship motor specifically for racing.
In summer 2025, the CX-R received a major update, which brought more power and new riding modes. The key difference compared to the proven CX model lies in the standard Race mode, which delivers the same level of power but with significantly quicker and more direct response. On top of that, a titanium crankshaft, ceramic bearings and a magnesium housing make the motor not only lighter but also more durable in the long run.
But that leaves one big question: does the Bosch Performance Line CX-R have a role to play outside the race tape? And how does it stack up head-to-head against such strong competition?
The Bosch Performance Line CX-R Motor in Detail – Like a Bosch
The Pivot Shuttle AM Pro isn’t called like that for nothing – it’s designed to shuttle you up the mountain with ease. For this group test, Pivot sent us exactly that: the latest model. The drive unit is clearly visible around the bottom bracket area, which makes it instantly recognisable as an eMTB. The CX-R isn’t quite as compact as the MAHLE M40 or the Avinox M1, but it’s far from bulky compared to something like the S-Works 3.1, and especially the hefty Pinion MGU.
On paper, the numbers are impressive: 100 Nm of maximum torque, up to 750 W peak power, and a support ratio of 400%. That puts the CX-R among the most powerful full-fat motors in this group test. Compared to the standard CX, the CX-R delivers its full performance straight out of the box– no extra unlocking via app required. At 2.73 kg, it sits in the middle of the pack weight-wise, but it’s still nearly 90 grams lighter than the Gen5 CX.
Bosch offer an impressively wide range of components around the drive system. The PowerTube battery line-up includes options from 400, 500, 540, 600, 625, 750 all the way up to 800 Wh, plus a 250 Wh range extender. Our test bike came with the big 800 Wh variant. Bosch claim a charging time of 6 hours and 54 minutes using the standard 4A charger, but in real-world testing we managed it in just 5 hours and 56 minutes. That makes Bosch’s figures fairly conservative. Still, with an average charging speed of 2.5 Wh per minute, it ranks towards the slower end of our test field.
Bosch also offer a wide range of remote options, from the Purion 200 and the older LED Remote to the System Controller and the Mini Remote. The latter was fitted to our test bike and impressed with its clear labelling, tactile buttons and minimalist design. It’s wireless and easy to use, though over time it didn’t quite match the durability of a DJI remote in our long-term test.
As for displays, you can choose between the Kiox 300 or 500, the Purion 400 and the new Kiox 400C, which was installed on our test bike. It integrates neatly into the top tube and stands out with its high resolution, excellent readability and intuitive menu structure. The button feel is spot on, and the built-in USB-C port is a handy addition. The amount of information on offer is extensive: beyond basics like battery level and speed, it also shows current rider and motor output, cadence, and a wide range of additional ride data.
That said, its refresh rate is lower than that of the more affordable Kiox 300 – which is a bit disappointing given the significantly higher price – but in everyday use, the difference is only really noticeable when switching between screens. Otherwise, the display runs smoothly.
The Bosch Flow app is the digital heart of the system. It offers navigation (offline only if you’ve preloaded the route), range estimation, and the ability to fine-tune the riding modes – including support level, dynamics, top speed and torque. System updates can be installed easily over the air. The Motor Lock function, which disables motor assistance via software, is included free of charge in the basic version.
More advanced security and everyday features like eBike Alarm, Battery Lock and eBike Sharing are part of the paid Flow+ subscription and, in some cases, require the ConnectModule. The app also lets you customise your display setup or use your smartphone as a display. For heart rate pairing, the app supports the Apple Watch as well as sensors using the Bluetooth Heart Rate Profile 1.0. That means popular chest straps like those from Garmin aren’t compatible.
The diagnostic features are particularly interesting: the Kiox 400C lets you check battery health and the number of charge cycles. After each ride, it also displays the total operating time of the drive unit and how much you’ve used each riding mode. It’s a clear sign of just how mature and versatile the Bosch ecosystem has become.
| Parameter | Our measurement | Manufacturer’s spec |
|---|---|---|
| Motor weight (kg) | 2.73 kg | 2.7 kg |
| Battery capacity (nominal, Wh) | 799.2 Wh | 800 Wh |
| Charge time (0–100%) | 5 h 56 min | – |
| Support ratio (%) | – | 400 % |
| Max power output (W) | – | 750 W |
| Max torque (Nm) | – | 100 Nm |
| Range* (km) | 25.4 km | – |
| Vertical range* (metres climbed) | 1,988 hm | – |
*All values were measured on the same test track with an average incline of 8.5%, using the maximum support mode, a consistent rider output of 150 watts, rider weight of 72 kg, and standardised tyres: MAXXIS HighRoller (DD, MaxxGrip) up front and MAXXIS Minion DHR II (DD, MaxxTerra) on the rear.
Bosch Performance Line CX-R Motor on Test
The Bosch Performance Line CX-R Motor on the Trail
The Bosch Performance Line CX-R is no wolf in sheep’s clothing and makes no effort to hide its true character. The focus is clearly on maximum race performance, and even Bosch’s own slogan of “competitive dynamics” underlines that ambition. In Race mode, it unleashes its support willingly. Even a light push on the pedals is enough to trigger powerful assistance, which requires experience and a good dose of finesse. If you’re not prepared, it’s easy to lose control.
In return, the CX-R delivers brutal drive, even at higher cadences, allowing you to conquer even the steepest ramps. This is where other full-power motors like the Shimano EP801 or the Pinion MGU can’t keep up, and only the Avinox manages to go one better.
But in Race mode especially, the CX-R can come across as overzealous – almost as if it’s constantly trying to prove how powerful it is. The assistance kicks in so abruptly and forcefully that modulation suffers, and you’ll find yourself constantly tapping the brakes. As a result, it loses some of its natural feel. The Avinox M1, the S-Works 3.1 or even the standard CX at its highest support level feel noticeably smoother and more natural, even with equal or greater power.
With the new eMTB+ mode, Bosch toned down the CX-R’s aggressive nature. In this setting, the motor delivers power much more smoothly while still feeling impressively strong. Torque and output are plentiful, but without the wild surges of the Race mode. For most riders, it’s likely the better option, offering far greater controllability. Traction is further improved by Dynamic Control, a traction-control-like system that clearly outperforms Turbo mode. Even on wet uphill trails, your pedal feels glued to your foot, with the CX-R providing confident support with plenty of traction.
In technical sections with big steps, the CX-R also makes full use of its Extended Boost. This pleasantly powerful overrun can be activated with a quick pedal kick, giving you an extra push when you can’t pedal. It’s a hugely helpful feature that makes the CX-R– and the standard CX – excellent climbers in tricky terrain.
When it comes to noise, the Bosch CX-R stays discreet. It’s audible, but never intrusive, roughly on par with the classic CX or the MAHLE drive system. On descents, the Bosch Performance Line CX-R is whisper quiet and doesn’t draw attention to itself.
The Bosch Performance Line CX-R Motor on the Test Bench
In Race mode, we were only able to draw 84 Nm from the Bosch CX-R at 80 rpm, which also capped the output at 700 W. Even at 40 rpm, only 86 Nm of the claimed 100 Nm could be measured, with the maximum power output recorded at 723 W at 123 rpm. One possible explanation lies in the motor’s dynamic behaviour: to get the motors running on the test bench at all, rider input fluctuates by around ±30% around an average of 250 W over the course of a pedal stroke – just like in real-world riding.
With high dynamic settings, the motor responds quickly to changes in rider input, which means the motor’s own output also fluctuates around the average values shown in our charts. These averages fall somewhere between the dynamic minimum and maximum outputs, and even if the peak values match the manufacturer’s claims, the average is always lower. Since the CX-R has a particularly high dynamic response in Race mode, this explains the seemingly missing peak output.
That said, the CX-R still claimed a strong third place on the climbing test, behind the Avinox and S-Works motors. Among all Bosch motors, the CX-R showed the highest efficiency – likely thanks to the reduced friction of the ceramic bearings.
Derating begins early, but with only a minor power drop of 60 W after five minutes. From there, output gradually decreases to a still-impressive 500 W after 30 minutes. These small power reductions every few minutes are barely noticeable while riding.
Tuning tip for the manufacturer: Race mode could be more smoothly graduated and better to control.
Who Should Take a Closer Look at the Bosch Performance Line CX-R Motor – And Who Should look Elsewhere?
All things considered, the CX-R delivers immense power– but especially in Race mode, that power is hard to tame. For pros who want absolute immediacy, that might be exactly the appeal. But for most riders, the motor doesn’t offer a real advantage over the standard CX model – in fact, it often feels more twitchy and unpredictable. If you’re after more control and consistent response, you’ll likely be better off with the classic CX or a more refined rival. In our view, the main reason to go for the CX-R isn’t the motor itself, but rather the high-end bikes it currently comes fitted to.
Conclusions About the Bosch Performance Line CX-R Motor
The Bosch Performance Line CX-R is the most uncompromising motor in the German manufacturer’s portfolio. It delivers powerful output, responds lightning-fast, and shines with a punchy drive on steep climbs. But in the dedicated Race mode, the CX-R demands experienced hands at the bars – the support is hard to modulate and, at times, unpredictable, requiring serious riding skills. The new eMTB+ mode softens this character, making the CX-R easier to control, more traction-friendly and, thanks to Bosch’s strong ecosystem and high connectivity, more accessible to a broader range of riders. That said, the CX-R remains a motor aimed squarely at ambitious racers and performance-driven riders.
Tops
- Brutal pulling power on steep climbs
- eMTB+ mode with Dynamic Control
- Extended Boost makes technical uphills easier
- Strong ecosystem
- Plenty of customisation options and smart features
Flops
- Race mode is too aggressive and difficult to modulate
- No real advantage over the classic CX
- Charging speed relatively slow compared to the rest of the test field
You can find all further information on Bosch’s website.
The test field
For an overview of the test field head to Our big eMTB Motor Comparison – 15 eMTB Motors on Test
All motors in test:
Avinox M1, Bosch Performance Line CX Gen5, Bosch Performance Line CX-R, Bosch Performance Line SX, FAZUA Ride 60, Mahle M40, maxon Air S, Pinion MGU E1.12, Shimano EP801, S-Works 3.1, TQ HPR60
Words: Benedikt Schmidt Photos: Peter Walker
