Cyrusher Trax 2.0 Review — Is This €2,300 Fat E-Bike Actually Worth It?

The Cyrusher Trax 2.0 looks less like a normal bicycle and more like somebody crossed an electric mountain bike with a small motorcycle.

Huge four-inch tires. Full suspension. A massive 52-volt battery. Four-piston hydraulic brakes. And a Bafang motor claiming 95 Newton metres of torque.

And right now in Germany, Cyrusher is selling it for around €2,300.

That sounds impressive.

But there are a few things you absolutely need to know before spending your money.

Because while the Trax 2.0 has some genuinely excellent specifications for the price, it also weighs almost 40 kilograms, its claimed 120-kilometre range needs to be viewed realistically, and Cyrusher’s service model isn’t the same as walking into a traditional Bosch or Shimano-equipped dealer.

So in this review we’re going to look at the motor, battery, range, comfort, brakes, off-road ability, build quality, maintenance, replacement parts and customer support.

And at the end, I’ll tell you exactly who should buy the Cyrusher Trax 2.0 — and who should stay away.

First: make sure you’re looking at the correct version

This is particularly important for European buyers.

If you search YouTube for the Cyrusher Trax, you may see videos showing a 750-watt motor and speeds approaching 45 kilometres per hour.

That is not the specification Cyrusher currently advertises for the German Trax 2.0.

The German version is advertised with a 250-watt Bafang rear-hub motor, pedal assistance up to 25 kilometres per hour and approximately 95 Newton metres of claimed torque.

So don’t watch an American review of the 750-watt bike and automatically assume the German model will perform identically.

For this review, we’re talking specifically about the German-market Trax 2.0.

Motor and performance

Let’s start with one of the biggest reasons anyone would buy this bike.

The motor.

Cyrusher uses a Bafang rear-hub motor.

Bafang is important because this isn’t some completely anonymous motor manufacturer you’ve never heard of. Bafang is one of the world’s major electric bicycle drive-system manufacturers.

The German version is rated at 250 watts and Cyrusher claims up to 95 Newton metres of torque.

And that’s a strong number for a road-legal Pedelec.

But there is an important technical distinction here.

This is a hub motor rather than a mid-drive motor.

That means the motor is driving the rear wheel directly rather than sending its power through the bicycle’s gears.

For cruising, commuting, gravel roads, sand and moderate hills, that’s perfectly fine.

It also means you’re not putting all the motor torque through the chain and cassette.

But on extremely steep technical mountain-bike climbs, a good mid-drive system can use the bicycle’s gearing and may perform more naturally.

The Trax isn’t really trying to be a lightweight technical e-MTB.

It’s more of an all-terrain electric SUV.

And that’s exactly where the motor makes sense.

The 2026 model also uses a torque/pedal sensing system.

That’s important because a torque sensor can respond to how hard you’re pedalling instead of simply detecting whether the pedals are moving.

In theory, that should make the assistance feel more natural and controllable.

For a heavy bike like this, that’s a welcome upgrade.

The battery is one of the biggest advantages

Now let’s talk about what might actually be the Trax 2.0’s strongest feature.

The battery.

It’s 52 volts and 20 amp-hours.

That’s roughly one kilowatt-hour of battery capacity.

For comparison, many conventional European trekking e-bikes still use batteries somewhere around the 500 to 750 watt-hour range.

So this is a seriously large battery.

Cyrusher claims up to 120 kilometres of range.

The key words there are: “up to.”

Your real range depends heavily on rider weight, assistance level, terrain, temperature, tire pressure, elevation and how aggressively you’re riding.

And this bike has two things working against maximum efficiency:

It weighs almost 40 kilograms.

And it’s rolling on four-inch-wide fat tires.

So I would not purchase this bike assuming that every charge will automatically give you 120 kilometres.

Treat 120 kilometres as an ideal maximum rather than a guaranteed touring range.

But even after accounting for that, having a 52-volt 20-amp-hour battery is a major advantage.

If you’re doing long recreational rides, exploring forest roads or spending several hours away from home, I’d much rather have this battery than a small 500 watt-hour pack.

Charging is quoted at approximately five to seven hours using the standard charger.

Comfort might be the biggest reason to buy it

This is where the Trax 2.0 becomes interesting.

You have 26 by 4-inch Kenda fat tires.

You have front suspension.

You have rear air suspension.

And you have a four-link rear suspension design.

Combine all of those things and you’re essentially sitting on several layers of shock absorption.

The tires themselves absorb smaller impacts.

Then the suspension deals with larger impacts.

For cobblestones, gravel, forest roads, broken pavement, dirt roads and light trails, this should be an extremely comfortable setup.

That’s also why this kind of bike can be attractive to riders who aren’t interested in jumping down mountain-bike trails but simply want something that feels stable and comfortable everywhere.

Sand is another area where fat tires have a genuine advantage.

The larger tire footprint prevents the bike from sinking as easily into soft surfaces.

Snow, loose gravel and muddy paths are similar.

There is a trade-off, though.

Those enormous tires create more rolling resistance than conventional trekking tires.

They’re heavier.

They’re noisier.

And replacement tires and tubes can be more expensive.

So if you’re riding 99 percent smooth asphalt, you don’t really need four-inch tires.

But if your routes genuinely include rough terrain, they make much more sense.

The front suspension deserves some criticism

Here’s something I don’t want to gloss over.

The front fork only has around 60 millimetres of travel.

On a bike that looks this aggressive, that isn’t a huge amount.

And at least one long-term Trax 2.0 owner specifically mentioned that the front fork could be better and that they would prefer more suspension travel.

This matters because the Trax looks like an extreme mountain bike.

But appearance and suspension capability aren’t the same thing.

For forest paths, potholes, gravel and moderate off-road riding, the system should be comfortable.

For aggressive downhill mountain-bike riding, large drops and technical enduro trails?

This wouldn’t be my first choice.

Think all-terrain comfort bike rather than downhill mountain bike.

The brakes are surprisingly serious

Now here’s something I really like.

Cyrusher upgraded the Trax 2.0 to Tektro HD-E3940 hydraulic disc brakes with four-piston calipers.

That’s exactly the type of brake system a bike this heavy needs.

Remember, the Trax weighs roughly 39.6 kilograms before you even add the rider.

Put a 90-kilogram rider on it and you’re controlling almost 130 kilograms of moving mass.

So cheap mechanical brakes would be unacceptable here.

Four-piston hydraulic brakes give you more clamping force, better control and better heat management, particularly during longer descents.

This is one area where Cyrusher did not appear to cut corners purely to make the specification sheet cheaper.

Shimano 9-speed drivetrain

The Trax 2.0 uses a Shimano 9-speed drivetrain.

That’s perfectly adequate for the type of riding this bike is designed for.

You don’t need twelve expensive gears on a rear-hub commuter and adventure bike.

Replacement Shimano drivetrain components should also be easier for ordinary bicycle shops to deal with than proprietary electrical components.

One owner with around 2,500 kilometres on the bike did mention that they found the gearing somewhat too high.

That’s something to consider if you live somewhere extremely hilly or prefer a very low climbing gear.

But because the rear hub motor is doing a significant portion of the work, that won’t necessarily bother every rider.

Weight: this is the biggest physical disadvantage

Now we get to my biggest criticism.

39.6 kilograms.

That is extremely heavy for a bicycle.

Take the battery out and you’re still at approximately 33 kilograms.

So ask yourself an important question before buying this:

Where will I store it?

If your bike lives in a garage with ground-level access, the weight may barely matter.

But if you need to carry it into an apartment…

carry it down basement stairs…

lift it onto a normal bicycle rack…

put it into a car…

or regularly use trains with stairs…

39.6 kilograms becomes a serious problem.

This is not a bike you’ll casually pick up with one hand.

You also need to check the maximum weight rating of your vehicle’s bicycle carrier.

Many conventional bike racks were designed around bicycles weighing 15 to 25 kilograms, not almost 40.

So don’t ignore this number.

For some people, it will be completely irrelevant.

For others, it should immediately remove the Trax 2.0 from their shopping list.

Size and rider capacity

The Trax 2.0 uses a step-through frame.

That makes getting on and off considerably easier than the high-frame Ranger version.

Cyrusher recommends it for riders approximately 170 to 200 centimetres tall.

Maximum payload is listed at 150 kilograms.

That’s another area where the Trax has an advantage over many lightweight commuter e-bikes.

Between the wide tires, substantial frame and high payload rating, this bike makes sense for bigger and heavier riders.

The low-step frame is also useful if flexibility or repeatedly swinging your leg over a high top tube is an issue.

Lighting and safety equipment

The 2.0 version gets an upgraded front light and integrated rear indicators.

The headlight is substantially larger than the tiny lights you see on many inexpensive e-bikes.

There’s also an integrated horn system and handlebar controls for the lights and indicators.

Those are nice additions for night riding and urban visibility.

However, if you’re buying one specifically for German public-road use, I would still verify that the exact delivered configuration contains everything required for your intended road use.

Don’t simply assume that having a bright headlight automatically means every accessory requirement is covered.

Maintenance and repairability

This is where the answer becomes more nuanced.

Mechanically, there are some good signs.

The bike uses components from recognised manufacturers including Bafang, Shimano, Tektro, Kenda and DNM.

Normal maintenance such as tires, tubes, chains, brake pads, rotors and drivetrain adjustments shouldn’t be especially exotic.

And Cyrusher actually sells quite a few replacement components directly.

At the time of this review, their German parts store lists replacement batteries, displays, controllers, motors, chargers and various mechanical components.

A replacement 52-volt 20-amp-hour battery is currently around €499.

A controller is around €104.

Displays start around €99.

A replacement motor is listed around €485.

That is much better than buying a completely unknown internet e-bike where the manufacturer disappears and you can’t obtain a controller two years later.

But there is still a difference between parts availability and local workshop support.

A traditional Bosch e-bike sold through a major bicycle dealer often gives you access to diagnostic systems and an established workshop network.

Cyrusher works more like a direct-to-consumer brand.

If an electrical component fails, you may end up communicating with Cyrusher, diagnosing the problem remotely, receiving a replacement component and then either fitting it yourself or finding someone willing to do the work.

That’s an important distinction.

And that brings us to customer service

This is probably the biggest uncertainty surrounding the brand.

The feedback is mixed.

There are owners reporting quick responses, successful replacement parts and thousands of kilometres without major problems.

There are also complaints involving slow support, replacement-part delays and frustrating warranty experiences.

The German Trustpilot page is particularly difficult to judge because the sample size is still very small.

So I wouldn’t tell you Cyrusher support is definitely bad.

And I wouldn’t tell you it’s equivalent to buying from a premium local bike shop either.

I’d describe it as a risk you need to factor into the lower price.

You’re getting a huge battery, full suspension, fat tires, four-piston brakes and impressive specifications for roughly €2,300.

Part of the reason that’s possible is because you’re not necessarily paying for the same physical dealer infrastructure that comes with some established European bicycle brands.

For someone comfortable with basic mechanical work and online support, that’s probably acceptable.

For someone who wants to drop the bicycle at a dealer whenever anything goes wrong and collect it repaired two days later, I would think more carefully.

Warranty

Cyrusher’s warranty page currently lists two-year limited coverage for the frame, motor and controller.

The battery and many other electrical and mechanical components are covered for one year.

It’s also primarily a replacement-component style warranty rather than a promise that any local bicycle workshop will repair the bike free of charge.

So before buying, I strongly recommend reading the current warranty terms rather than simply seeing “two-year warranty” and assuming every component is covered for two years.

Accessories

Something else that surprised me:

Mudguards and a rear rack aren’t necessarily included as standard equipment in the base configuration.

Cyrusher sells a specific Trax 2.0 rack and mudguard package separately.

For an all-terrain bike that’s likely to be used for touring, commuting and bad-weather riding, I would prefer those to be standard at this price.

It’s not a dealbreaker.

But it’s worth adding those accessories to the real purchase price if you’re planning long tours.

The pros

So let’s summarize what the Trax 2.0 does well.

Number one: a huge 52-volt 20-amp-hour battery.

Number two: strong claimed torque from a recognised Bafang motor.

Number three: exceptional comfort from fat tires plus front and rear suspension.

Number four: proper four-piston Tektro hydraulic brakes.

Number five: high 150-kilogram payload capacity.

Number six: useful step-through frame.

Number seven: good all-terrain capability for gravel, forest roads, sand and rough surfaces.

Number eight: replacement electrical components are actually listed for sale.

Number nine: Shimano, Bafang, Tektro and Kenda components are much more reassuring than a specification sheet filled entirely with unknown brands.

And number ten: at roughly €2,300, there’s a lot of hardware for the money.

The cons

But there are definitely disadvantages.

Number one: 39.6 kilograms is extremely heavy.

Number two: don’t automatically expect the advertised 120-kilometre maximum range in normal riding.

Number three: 60 millimetres of front suspension travel is modest considering how aggressive the bike looks.

Number four: four-inch fat tires increase rolling resistance and weight.

Number five: local service won’t be as straightforward everywhere as it is with a conventional dealer-supported e-bike.

Number six: Cyrusher customer-service experiences are mixed.

Number seven: some useful touring accessories cost extra.

And number eight: if your riding is almost entirely smooth city asphalt, you’re carrying a lot of unnecessary bike.

Who should buy it?

I think the Cyrusher Trax 2.0 makes the most sense for someone who says:

“I want maximum comfort.

I want a very large battery.

I want strong assistance.

I want to ride long distances.

I want to explore gravel, forest roads, dirt, sand and rough terrain.

I don’t care very much about weight.

And I’m comfortable owning a direct-to-consumer e-bike.”

If that sounds like you, the Trax 2.0 is genuinely interesting.

Especially at the current €2,299 price.

Who should NOT buy it?

Don’t buy this bike if you need to carry your bicycle up stairs every day.

Don’t buy it if you need something lightweight for trains and public transport.

Don’t buy it specifically for serious downhill or technical enduro mountain biking.

And if local dealer support is your number-one priority, I would probably sacrifice some battery capacity and equipment and buy from a strong local dealer network instead.

Final verdict

So, is the Cyrusher Trax 2.0 worth approximately €2,300?

From a pure hardware perspective, I think the answer is yes.

The amount of equipment you’re getting is impressive.

A large 52-volt battery.

Bafang motor.

Full suspension.

Four-inch Kenda tires.

Four-piston Tektro brakes.

Shimano gearing.

High payload capacity.

Strong lighting.

And a step-through frame.

There really isn’t one major weakness in the core specification.

The biggest negatives aren’t actually the motor or battery.

They’re the almost 40-kilogram weight, limited front suspension travel and uncertainty around long-term service compared with traditional dealer brands.

So my rating would be:

Motor and power: 8.5 out of 10.

Battery: 9 out of 10.

Comfort: 9 out of 10.

Brakes: 9 out of 10.

Components: 8 out of 10.

Off-road recreational ability: 8.5 out of 10.

Portability: 3 out of 10.

Service and dealer support: 6 out of 10.

Value for money: 8.5 out of 10.

Overall: about 8 out of 10.

It’s not the bike I would buy for carrying into an apartment.

It’s not the bike I would buy for competitive mountain biking.

But for long, comfortable adventure rides where battery capacity, stability and rough-terrain capability matter more than weight?

The Cyrusher Trax 2.0 makes a surprisingly strong case for itself.

And if Cyrusher can continue improving its service and replacement-parts network, that’s probably the single biggest thing that would make this bike easier to recommend long-term.

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