The maximum permissible weight (MPW) has been on our radar at E-MOUNTAINBIKE for many years. Back in 2019, our article Too Heavy for Your E-Mountainbike? was one of the first to highlight the issue: many manufacturers had underestimated the demands of heavier riders, as well as the additional loads created by the drive system and the use of trailers. At the time, the maximum permissible weight on many eMTBs was set so low that a large part of the target group was already close to the weight limit, if not exceeding it, with rider and gear alone. We took an in-depth look at the issue back then, including the potential consequences for warranty and statutory guarantee claims.
As part of our big eMTB group test for the 2020 model year, we revisited the topic and found that a high maximum permissible weight alone doesn’t automatically make a bike suitable for heavier riders. What matters far more is whether the overall concept – from tires, wheels and brakes to the suspension – still works properly on the trail under high loads. At the same time, it became clear that manufacturers interpreted the issue very differently, with no consistent approach across the industry.
Shortly afterwards, together with FOCUS, we took things one step further and looked at the often underestimated dynamic loads that occur when mountain biking. After all, the actual loads acting on a bike aren’t determined by static weight alone, but by riding style, speed, jumps, hard impacts and the terrain. The interview showed why maximum permissible weight is far more than just a number on a spec sheet. If you want to dive deeper into the topic, check out Too Heavy for E-Mountainbiking? Interview With the Bright Minds Behind FOCUS.
Following EUROBIKE 2026, the debate is back in the spotlight. With its first e-SUV, AMFLOW is setting new benchmarks – not just in areas like weight or price, but with its maximum permissible weight of 200 kg, including approval for trailers and child seats. In doing so, the manufacturer shows that significantly higher limits are technically possible.
That was reason enough for us to revisit the topic. Together with Ernst Brust, an expert on micromobility and founder of the velotech.de testing facility, we take a fresh look at maximum permissible weight, what it means from a technical perspective, and the challenges it presents for manufacturers and riders alike.
200 kg Maximum Permissible Weight: What Does It Mean for Manufacturers and Riders?
A guest contribution by Ernst Brust, publicly appointed and sworn expert on micromobility, and founder of velotech.de
With the new AMFLOW TL Carbon, it’s not just the price that’s causing a stir. Above all, its 200 kg maximum permissible weight, including approval for a child seat and trailer, sets a new benchmark. But what’s really behind that figure? Is it mainly an optimistic marketing claim, or the result of consistent technical development?
Maximum Permissible Weight is More Than Just Payload
The maximum permissible weight describes the maximum allowed mass of the ready-to-ride bike, including all loads. That means not just the rider and luggage, but also the bike’s own weight, clothing, tools, water bottles, additional batteries, add-on components such as racks, and so on – as well as a child seat with a child and a trailer including its load.
The bike’s own weight is often overlooked. A lightweight carbon bike like the AMFLOW TL Carbon therefore still offers an impressive payload reserve, despite its extensive equipment.
Why Are Maximum Permissible Weights Increasing?
The demands placed on modern ebikes have changed fundamentally. While the focus used to be on making mountain bikes without motors as light as possible, many pedelecs now replace the car. They carry children, shopping, camping gear or trailers, and are required to be far more versatile than just a few years ago.
At the same time, motors have become more powerful, with higher torque. Combined with greater overall weight, this results in significantly higher loads – not just static ones, but dynamic loads in particular. Potholes, kerbs, hard braking manoeuvres and fast descents generate forces that go far beyond the vehicle’s own weight.
Most manufacturers of e-SUVs specify a maximum permissible weight of between 140 and 170 kg. Behind closed doors, however, they often argue that their bikes can handle more, but that the official figures are deliberately conservative to stay on the safe side.
AMFLOW’s 200 kg limit makes a real statement here!
It’s Not the Frame That Matters – It’s the Complete System
A common misconception is: “The frame can handle 200 kg.”
From both a technical and legal perspective, that falls short. What matters is always the ready-to-use product – in other words, the complete bike. That includes the frame, fork, suspension, wheels, tires, brakes, handlebar, seatpost, motor, battery, software and all add-on components.
After all, the customer isn’t buying a frame, but a complete vehicle, and it’s this overall system that has to function safely within the specified load limits.
Standards Are the Foundation, Not the Goal
For bicycles and pedelecs, established testing standards such as DIN EN ISO 4210 and DIN EN 15194 define recognised test procedures and minimum requirements, providing an important basis for development.
However, they do not relieve manufacturers of their responsibility. Under the European General Product Safety Regulation (GPSR), manufacturers must demonstrate that their product can be used safely under foreseeable conditions. With the new Machinery Regulation coming into force in 2027, these requirements will become even stricter in other areas too – for example, when it comes to safety-relevant software and technical documentation.
Equally important is the state of the art. Manufacturers cannot rely solely on existing standards, but must also take current technical knowledge into account. Particularly for vehicles with exceptionally high maximum permissible weights, this may require additional testing.
The Weakest Component Sets the Limit
The maximum permissible weight is specified by the manufacturer, but it isn’t determined by the strength of the frame alone. Every safety-relevant component must be designed to handle the intended loads – from tires and wheels to axles and bearings, as well as the braking system, suspension, rack and trailer coupling.
Fatigue strength is particularly important here. In real-world riding, the bike is constantly exposed to changing loads from braking, acceleration, cornering, impacts and off-road use. These forces are often significantly higher than static loads.
Brakes and Tires Become Increasingly Important as Weight Increases
As vehicle mass increases, so does the kinetic energy that must be dissipated safely under braking. That makes braking performance, heat management and fade resistance – the safety margin before braking power drops due to overheating – increasingly important. A sound assessment shouldn’t be based on brake rotor size alone, but on objective measurements under realistic conditions.
Tires and wheels are just as critical. They transfer all drive, braking and lateral forces, while also having to withstand repeated impact loads over time. Load capacity, tire pressure, casing construction and rim width all play a much bigger role at higher payloads than many riders might expect.
Trailer and Child Seat Approvals Aren’t Just a Side Note
Approval for a child seat or trailer means far more than a note in the brochure. It requires the entire vehicle to be designed for this use. Additional loads, changes in the centre of gravity, higher braking forces, and the loads acting on the coupling and frame all have to be taken into account during development.
Clear information in the owner’s manual is just as important – for example, on permitted payload, tire pressures, trailer loads, or compatible child seats. Inadequate documentation can also have safety implications.
Conclusions
A maximum permissible weight of 200 kg is far more than an impressive figure on a spec sheet. It shows how modern pedelecs are adapting to new use cases – from family and everyday bikes to versatile SUV bikes.
But the figure alone isn’t what matters. It only becomes meaningful if the manufacturer can demonstrate that the complete bike will continue to function safely within those limits over time. That is the real challenge – and the benchmark against which the next generation of ebikes will be measured.
Words: Manne Schmitt, Ernst Brust Photos: Diverse
