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.
Oil, chain, cassette cleaning – Pinion have had enough! With the MGU E1.12, they’re pursuing a clear philosophy: the rear derailleur should disappear for good and move into the motor. The idea behind it? Less wear, no risk of broken derailleurs, and reduced unsprung mass. Modern drivetrains have certainly become more robust and benefit from standards like UDH, as SRAM have shown with their drivetrain systems. Still, the rear derailleur remains an exposed component, constantly subjected to dirt, rocks and the elements – and in the worst case, it snaps off. Integrated into the motor, the shifting mechanism is protected. It also moves the weight from the rear wheel into the motor area, reducing unsprung mass and improving suspension performance – an approach that more and more analogue bike manufacturers are starting to adopt.
For the implementation, Pinion rely on an internal gearbox made up of two sequential gear sets with robust spur gearing. The benefits? Efficient power transfer and a tough, low-maintenance design that, according to the manufacturer’s own statement, only needs an oil change every 10,000 km – and no other servicing in between. On top of that, the system allows you to shift gears while stationary. The Pinion MGU E1.12 we tested offers twelve gears and an impressive gear range of 600%. For comparison’s sake, a conventional drivetrain typically has around 520%.
To eliminate another classic wear component – the chain – the MGU is usually paired with a GATES Carbon Drive belt. It’s low-maintenance, but if it snaps, replacing and fitting a new one is noticeably more involved than with a standard chain. The belt tensioner required for this setup is fairly bulky, sits in a vulnerable position beneath the front pulley, and tends to be the first thing to go when the bike bottoms out. That said, the model range of bikes using the MGU has grown significantly, with around twelve eMTB models now available – including the Haibike AllMtn CF 11 tested here. Meanwhile, new contenders with their own integrated gearbox systems are beginning to enter the market too. But the real question is: how does the Pinion MGU E1.12 actually perform on the trail?
The Pinion MGU E1.12 in detail – more mass, more possibilities
For this test, Haibike provided us with their AllMtn CF 11, which features a removable 800 Wh battery housed in the downtube. On paper, the Pinion MGU E1.12 delivers 85 Nm of torque and up to 600 W peak power, which puts it on par with motors like the Shimano EP801 and places it firmly in the mid-field of full-power drive units. The motor-gearbox system offers a support ratio of up to 400%. At 4.14 kg, the MGU is the heaviest motor in this test field. But once you look at the full picture, it tells a different story.
By eliminating the cassette (approx. 450 g), chain (approx. 280 g), shifter (approx. 100 g) and rear derailleur (approx. 280 g), you save around 1.1 kg. All in all, that puts the total weight of the MGU system only slightly above that of a conventional mid-drive motor paired with a standard drivetrain. And if you’re running an electronic drivetrain like SRAM’s GX Eagle AXS Transmission, which weighs nearly 1.3 kg with its derailleur, controller and battery, the MGU actually ends up being a touch lighter.
For everything around the drive unit, Pinion have teamed up with Swiss system integrator FIT – an experienced partner in the field. FIT supply batteries in a wide range of sizes, from 480, 700, 720, 800 to 960 Wh, along with a 535 Wh range extender. This allows for highly flexible setups depending on the bike type and intended use – from lightweight all-rounders to long-range beasts. Charging is handled either by a 6 A fast charger or the standard FIT charger, which usually comes supplied and can be upgraded from 3 A to 4.8 A.
FIT also take care of the controls. Following a recent update, Pinion now use the FIT Master Node display integrated into the top tube. The high-resolution screen updates quickly – for example when showing cadence – but in practice it feels relatively small. The system can be controlled via two buttons below the display or the wired FIT Remote Pure on the handlebars. Visually, it’s reminiscent of the FAZUA remote, but unfortunately falls short in terms of feel and quality. The buttons lack a clear pressure point, the feedback is vague, and overall build quality leaves something to be desired.
Connectivity is handled via the FIT E-Bike Control app, which pairs with the bike using a QR code on first setup. The app has a clean layout and offers a surprisingly wide range of features. Each ride mode can be customised individually, from support level and maximum torque to responsiveness (elasticity) and walk assist settings.
You can also activate and fine-tune specific MGU features like Pre.Select or Auto.Shift. A digital motor lock is included too, allowing you to lock the bike via the app and even unlock it without a key. However, the level of security is fairly limited: while motor assistance is disabled, the bike can still be powered on and gears can be shifted.
In this regard, other systems go a step further – with built-in alarms or security features that prevent the bike from powering up at all.
A handy feature is the integrated navigation system, which offers multiple route suggestions while factoring in your remaining range. However, this doesn’t work offline. Routes planned in Komoot can be imported, and rides can be tracked directly within the app. You can also connect a heart rate monitor, and use your smartphone as the main display. One downside: updates still have to be done by the dealer, as over-the-air updates aren’t supported. On the charging side, FIT offer both a gentle 80% charging mode and a fast-charging option – although exact charge times in fast mode aren’t specified.
| Parameter | Our measurement | Manufacturer’s spec |
|---|---|---|
| Motor weight (kg) | 4.144 kg | 4.100 kg |
| Battery capacity (nominal, Wh) | 753 Wh | 800 Wh |
| Charge time (0–100%) | – | – |
| Support ratio (%) | – | 400 % |
| Max power output (W) | – | 600 W |
| Max torque (Nm) | – | 85 Nm |
| Range* (km) | 22,2 km | – |
| Vertical range* (metres climbed) | 1.737 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.
The Pinion MGU E1.12 on test – trail tractor?
The Pinion MGU E1.12 motor on the trail
Not only at first glance, but at every glance, the Pinion MGU E1.12 is the bulkiest motor in the test – the big motor block defines the look of any bike fitted with the MGU E1.12. Once you’re in the saddle, your eyes are no longer on the massive motor housing but on the handlebar remote, which serves as your control centre for the four support modes: ECO, FLOW, FLEX and FLY. FLOW and FLEX are dynamic modes that adjust their output to your pedal input.
The MGU’s character is best described as that of a powerful tractor, because its wide gear range really shines on steep climbs. No matter how steep the ascent, the gearing won’t be your limiting factor. The motor delivers strong torque from low cadences, helping you tackle even the steepest ramps. However, it doesn’t quite match the power of the Bosch CX or the pulling force of the Avinox M1. The MGU provides pleasant overrun and continues pushing well, but when the assistance starts and stops, it can feel rather abrupt. At times, it comes across as a bit rough and lacking in sensitivity.
Unfortunately, when it comes to noise, the Pinion lives up to the common cliché: in our test, it was by far the loudest competitor. Riders in particular will notice it clearly, while the noise is less prominent when standing beside or behind the bike. Volume varies significantly depending on the gear: in the four lowest gears, the MGU is especially loud, and under load, the high-pitched whine of the motor easily drowns out all other riding noises.
The motor’s traction isn’t convincing in all situations either. Under full load, the rear wheel tends to spin out quickly, especially on technical climbs where it becomes difficult to put the power down on the soil in a controlled manner. This is particularly problematic when shifting between the larger gear sets, such as from gear 4 to 5 or from 8 to 9. If you’re pushing hard on the pedals at this point, there’s a risk of slipping or “ghost pedalling,” as the MGU takes a little longer to complete the shift. That’s unfortunate, as gears 4 and 5 are the ones most often used on steep climbs. This makes it harder to modulate the power, especially given that the motor delivers its output very directly and with a sharp kick – in some situations, it almost feels too aggressive. In all other gears, however, the MGU shifts cleanly and reliably, even under full load and without needing to pedal.
The Auto.Shift mode of the MGU is also impressive. The system automatically shifts into the appropriate gear based on a pre-set target cadence. In the extended Auto.Shift.Pro mode, you can override the automatic shifting function at any time and take control manually. This is complemented by the Pre.Select function, which automatically selects the right gear while coasting. Especially on long rides or fast connecting stretches on forest roads, this noticeably reduces effort and ensures a more relaxed shuttle experience. On the trail, however, we recommend disabling the Auto.Shift function, as shifts often come too late and the MGU simply can’t anticipate what’s coming next.
The Pinion MGU E1.12 on the test bench
In the lab, the Pinion MGU already reaches the manufacturer’s claimed performance values at normal cadence, with support starting high at lower rider input and only decreasing once the performance limit is reached. Due to the location of the gearbox, the measurable torque cannot be meaningfully compared. However, the thrust the Pinion MGU provides at 75 rpm cadence and a speed of 20 km/h corresponds to a torque of 80 Nm in conventional motor concepts.
The Pinion MGU also delivers solid power on climbs with a 15% gradient, placing just behind the powerhouses from Avinox, Specialized, and Bosch CX-R. In the endurance test, the first signs of derating appeared after just under 10 minutes, with power gradually and asymptotically reduced to a stable 400 W.
On flat terrain in 9th gear, the MGU’s noise level and sound character place it mid-pack. It produces a low-frequency, non-tonal hum with a slight gearbox note. On climbs, however, with higher cadence, the MGU becomes very loud and more tonal, with pronounced grinding gearbox noises taking centre stage. On the plus side, the system’s efficiency stood out – despite using a gearbox and belt drive, it outperformed the Shimano and S-Works systems.
Tuning tip for the manufacturer: Faster shifting between the large gear pairs and improved power modulation would make the MGU significantly more suitable for trail use. In addition, a redesigned remote with better ergonomics and improved noise insulation would be a real improvement.
Who should take a closer look at the Pinion MGU E1.12 – and who should look elsewhere?
The MGU is a compelling option for anyone who values durability, low maintenance, and a wide gear range. High-mileage riders, year-round commuters and long-distance adventurers will benefit most from the features of this gearbox motor. However, if you’re looking for a quieter, more finely tuned and better modulated motor system, you’ll be better off with an alternative.
Conclusions about the Pinion MGU E1.12
In some respects, the Pinion MGU lives up to the common clichés: it’s loud and bulky – but by no means heavier. At the same time, it impresses with minimal maintenance requirements, a huge gear range and high reliability in everyday use. These strengths really come into their own on long rides and in daily riding scenarios, while on demanding trails it falls short due to limited modulation and poor traction. The Pinion MGU E1.12 isn’t a jack of all trades, but it’s an exciting alternative for anyone looking for a robust, low-maintenance and long-lasting drivetrain system.
Tops
- Low maintenance
- Wide gear range
- Shifting possible while stationary and under load
- Reduced unsprung mass
Flops
- High noise levels in low gears
- Two large gear jumps
- Impulsive power delivery
- Bulky belt tensioner
For more information, visit the Pinion 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
