Rubbish really it's a wonder nobody has went to court and tried to get all money back .
Levo Gen 2 How many Levo motors have you had?
- Thread starter JetSedgwick
- Start date
Local bike shop not got a say if Spesh thought it was your fault you wouldn't get it replaced so easily I would think .
Well, local Specialized (Czech-Slovak) said that my bike was derestricted (it wasn't) based on power consumption. I ride only in Turbo and mainly in steep hills. It doesn't even make sense. Fortunately they sent the LBS a new motor but I'm not sure what will happen when it fails again.
Well if your not supposed to ride steep hill they need to say that,but nobody would buy one then would they well I wouldn't. Enjoy it's a worry though.
ASU
Member
My 2020 Levo Expert will go to its 2nd motor as the axle cracked/snapped at the drive side at only 275km (see my topic). The 2017 Levo Comp of my wife will go to its 2nd motor as the bearings are completely shot. This bike has about 3200km on it. It is not derestricted but my wife tends to ride in a high gearing. Almost never rode that bike in wet/muddy weather...
Rosemount
E*POWAH Elite
Tell them you have access to more than 1 battery ...
That will derail their charges vs KM travelled theory .
The problem is all the people who de-restrict. Break their motor. Lie about it . Which then makes it difficult for anyone genuine who does ride steep and will get less than 15km's/1000m 20km's/1500m per charge (depending on battery).
Just for Context : He has a Levo SL - So a Mahle motor. He also doesn't know if his motor is broken. From his video's/symptoms (in between tantrums) it sounds more like he crashed, damaged his handlebar controller or the cable, was miss diagnosed for the first motor and just has the same problem but would rather tell the world how sh1t his bike is in every thread rather than actually work out what's wrong or take any responsibility.
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Only seen the one post so the plot thickens.
J200George
Member
I’m glad I read this thread. After a year of half looking and waiting on a used “s” sized bike, I was about to pull the trigger on a used 2020 comp. original motor 1500 miles, I had hoped that the early brose issues would have been resolved totally by now. I know that the warranty is now four years, I know that the warranty transfers it the original receipt is present (UK). It’s just the sheer bloody hassle I can’t face.
I cannot justify the new price, I won’t ride more than once or twice per month, days out in the hills.
besides the dude selling had removed the 700 battery and replaced with a 500, keeping the 700 for himself. I’d probably be wanting a 700 so that “bargain”all of a sudden starts to look a little less attractive.
Have to say though I like the specialized above all other ebikes on the market right now. So it’s a bit of a bummer. Oh well.
I cannot justify the new price, I won’t ride more than once or twice per month, days out in the hills.
besides the dude selling had removed the 700 battery and replaced with a 500, keeping the 700 for himself. I’d probably be wanting a 700 so that “bargain”all of a sudden starts to look a little less attractive.
Have to say though I like the specialized above all other ebikes on the market right now. So it’s a bit of a bummer. Oh well.
roccobarocco
Active member
Don't worry, there are good and hassle-free Bikes out there which are equally fun, trust me! Spesh does good bikes but the the quality is beyond darkness, not mentioning the price they ask for these bikes at the moment.
Cheers
veryoldfart
Member
I think Specialized have designed a great product and have behaved very honourably with the problem of motor failures.
It would be interesting to know what percentage of the installed base have failed?
I am not unduly surprised ( I expect this will get lots of flaming replies), that people who ride in turbo mode continually experience motor problems.
Even a racing specification Porsche motor is not designed to be revved at 10,000rpm continually.
From talking with my bike shop and a few other dealers, they seem to have had fewer motor failures than would seem to be evidenced by the list on this thread.
Would a dealer care to comment??
It would be interesting to know what percentage of the installed base have failed?
I am not unduly surprised ( I expect this will get lots of flaming replies), that people who ride in turbo mode continually experience motor problems.
Even a racing specification Porsche motor is not designed to be revved at 10,000rpm continually.
From talking with my bike shop and a few other dealers, they seem to have had fewer motor failures than would seem to be evidenced by the list on this thread.
Would a dealer care to comment??
J200George
Member
One should always be wary of taking what you read on forums as evidence of widespread problems but whilst I understand that on here you are always going to get those who have issues complaining more than those who have had no issues expressing delight, if you go onto other manufacturers threads on here there simply isn’t that many with such widespread and specific issues.
that said spesh probably sell more than Whyte or Scott etc.
Like trip advisor reviews, no one decides not to go somewhere with say one or two bad reviews but if the whole world is saying to avoid then you have to take it in the round.
I think Specialised apart from a full recall and replacement programme have done as much as they could here, it must be costing them a fortune (or Brose) but I guess you pays your money and takes your choice. Damn nice bikes though which makes the wholething annoying.
I was contemplating buying a Specialized and at the time had an e8000 bike and I curious about real world reliability. Being a sad git, where possible I set about noting every forum users bike, motor type to get a picture of actual numbers out there. At the same time I had a multi brand bike shop give me their numbers to give some additional base line to compare with my figures. Then over 12 months monitored motor failures.
I deleted all the data as I also gathered other information on how I thought people might ride, where in the world, conditions and so on to try to also work out any patterns in failures - a lot of this could have been classed as personal I guess.
It was obviously impossible to guarantee any accuracy of the figures as there are so many other elements, like certain people who might buy certain bikes, may also be the kind of people who don't mention if something breaks and so on. There's also the issue that quite a few people reported motor failures, which months later were revealed to actually have been cable faults - so these will have thrown the numbers out quite a bit. There was a thread to report failures, but this was done outside of that thread.
At the time from what I remember, the numbers, rounded up, were (I monitored the Shimano's separately as I had the E8000 and was curious for personal reasons):
SL motor <2%
Bosch (all types) <4%
Yamaha <6%
Shimano E8000 <6%
Brose (all types) <7%
Shimano E7000 - double figures.
Last year in an interview, Specialized admitted they had about 6% motor failures. This is probably an average of all their bikes, so none MTB would presumably be lower so I think the 7% for EMTB is fairly close.
It became quite apparent very early on that the numbers weren't as bad as I first worried, just due to the vast number of Spesh bikes in comparison to everyone else. I bought a Kenevo with the 1.3 motor. This is about 3500miles old now and has spent most of it's life in Turbo. I'd guess it's been crashed more than any other bike on the forum, if not, then there's some pretty sh1tty riders out there
Due to unfortunate/idiotic behaviour, it's also been submerged twice so I consider my warranty void. Amazingly it still works like new though.
I'd like to do a thread at some point to try to work out the pattern which happens for the people with 3/4/5 motor failures. There must be something they do in how they ride, how they wash, when they wash, where they ride - something which causes this and it would be nice to work it out. I don't think anyone actually wants a motor to fail, so if there was something which could be avoided, it would be nice to work it out.
I deleted all the data as I also gathered other information on how I thought people might ride, where in the world, conditions and so on to try to also work out any patterns in failures - a lot of this could have been classed as personal I guess.
It was obviously impossible to guarantee any accuracy of the figures as there are so many other elements, like certain people who might buy certain bikes, may also be the kind of people who don't mention if something breaks and so on. There's also the issue that quite a few people reported motor failures, which months later were revealed to actually have been cable faults - so these will have thrown the numbers out quite a bit. There was a thread to report failures, but this was done outside of that thread.
At the time from what I remember, the numbers, rounded up, were (I monitored the Shimano's separately as I had the E8000 and was curious for personal reasons):
SL motor <2%
Bosch (all types) <4%
Yamaha <6%
Shimano E8000 <6%
Brose (all types) <7%
Shimano E7000 - double figures.
Last year in an interview, Specialized admitted they had about 6% motor failures. This is probably an average of all their bikes, so none MTB would presumably be lower so I think the 7% for EMTB is fairly close.
It became quite apparent very early on that the numbers weren't as bad as I first worried, just due to the vast number of Spesh bikes in comparison to everyone else. I bought a Kenevo with the 1.3 motor. This is about 3500miles old now and has spent most of it's life in Turbo. I'd guess it's been crashed more than any other bike on the forum, if not, then there's some pretty sh1tty riders out there
Due to unfortunate/idiotic behaviour, it's also been submerged twice so I consider my warranty void. Amazingly it still works like new though.I'd like to do a thread at some point to try to work out the pattern which happens for the people with 3/4/5 motor failures. There must be something they do in how they ride, how they wash, when they wash, where they ride - something which causes this and it would be nice to work it out. I don't think anyone actually wants a motor to fail, so if there was something which could be avoided, it would be nice to work it out.
J200George
Member
^^^ relative weights, power and strength of each rider, loading on bike, terrain etc gosh the variables are endless. Apologies for any thread jack here but I talked to an LBS rep who when I asked about the specialized/ brose motor meltdowns suggested that it was a cable at fault? Mind you this is the muppet that told me the specialized warranty isn’t transferrable to subsequent owners! So how much weight I put on his knowledge I am not sure lol.
veryoldfart
Member
Thanks to zimmerframe for a very helpful, and balanced input.
Given that this is still a relatively new use of electric motor technology and our specific use of an elctric motor is possibly more likley to give problems than others (not just mud, but sand, gravel, grit and water often combined togather to make a really effective cutting paste)., then I am sure within the next year or so the designs will be markedly better.
Does anybody on here remember driving one of the original minis? If it was raining hard, then motor often cut out as the water coming through the radiator grille went straignt onto the distributor cap (they are history , too) and then inside the distributor cap and caused a short across the points gap ( more history). The solution we used to employ: a rubber washing up glove with the tips cut-off the fingers and the glove body over the distributor body with the ignition leads to the plugs coming out of the fingers- voila - watertight, no short circuit.
I bet there are loads more silicon seals in place on all bike electric motors within 12 months, plus stronger bearings to handle the high torque loading- then we will be saying look how the technology has improved....
Given that this is still a relatively new use of electric motor technology and our specific use of an elctric motor is possibly more likley to give problems than others (not just mud, but sand, gravel, grit and water often combined togather to make a really effective cutting paste)., then I am sure within the next year or so the designs will be markedly better.
Does anybody on here remember driving one of the original minis? If it was raining hard, then motor often cut out as the water coming through the radiator grille went straignt onto the distributor cap (they are history , too) and then inside the distributor cap and caused a short across the points gap ( more history). The solution we used to employ: a rubber washing up glove with the tips cut-off the fingers and the glove body over the distributor body with the ignition leads to the plugs coming out of the fingers- voila - watertight, no short circuit.
I bet there are loads more silicon seals in place on all bike electric motors within 12 months, plus stronger bearings to handle the high torque loading- then we will be saying look how the technology has improved....
Rosemount
E*POWAH Elite
Dude ...
I know people who have been wrongly accused of derestricting their bikes and had to endure a load of BS at the Specialized store .
They wouldn`t know their ear hole from their arse hole in certain cases . But act like they are the ultimate authority .
I bought a bike with a derestriction device fitted . Had it inspected before purchase by a Specialized dealer . They told me its tip top and to buy it !
Then 2 months later when the motor broke I took it to another Specialized dealer who said IT`S BEEN HACKED ! And voided the warranty . So one Spesh dealer told me snap it up its a bargain and the other voided my warranty .
Not exactly a fool proof system ??
I think that the picture is also slightly distorted because you also sometimes have to change your engine for software things.
... and that people abuse their bikes and lie seems a bit far to me. They will be there, but that does not explain the high number of outages ...
... and that people abuse their bikes and lie seems a bit far to me. They will be there, but that does not explain the high number of outages ...
J200George
Member
This thread and indeed this forum is very helpful long may it continue. I was blindly going to part with a wedge for a 2020 comp, this has made me wary that not only is the battery a 500, when it should be a 700 that in the event that the motor turns to porridge that some dealers may test and query whether the bike has ever been de restricted. The bike in question has clearly been well used at 1500km in 9 months.
I guess though if the motor does go phutt then if not covered I pay what? £600? But should I want a new 700 battery and keep the 500 as a spare then likewise it’s another splodge of cash. So that “cheap” bike at £3600 starts to look kinda bang average and maybe not worth the potential hassle.
I am a bit of a worrier though and overthinker, I just don’t want to be the guy who spunks that amount of cash out only to then find he has a lemon.
think I’ve answered my own questions really.
I'm struggling to fully comprehend the conclusion ?
YOU bought a bike you knew had been used for a period of time - de-restricted.
You had it inspected by a Spesh dealer, who you think in some cases don't know their ear from their arse hole .. we don't know which type inspected it. Even then, the BIKE probably was top notch and you all knew the risk with it being de-restricted.
It broke .. sh1t happens. Unfortunate, saddening, frustrating and maybe just unlucky - but you bought a de-restricted bike with open eyes. If it was a moto cross bike with some tweaks, it wouldn't be warrantied. If it was a car with a nitro kit fitted, it wouldn't be warrantied. If you'd jacked your TV upto 360 volts to try to increase the brightness, it wouldn't be warrantied.
If it was me, I'd be gutted. At the same time I'd like to think I knew the risks and it had been my choice.
Before I get labelled as some Spesh "Fan Boy" I should explain where I'm coming from.
I'm just trying to bring some rationality back to the thread so it might actually lead to something useful - like knowledge of how to reduce the likely-hood of a failure !
There's obviously a lot of people with legitimate problems - sometimes multiple problems. Lets face it, 7% of a gazzillion levo's is going to be a sh1t load of failed motors and a huge number of those are first posters on here with "my f...ing bike's not working" !
The issue is that these get diluted by all the man made problems where people don't take any responsibility. It's easier to jump up and down and be angry at someone else rather than yourself.
Like nowhere, I mean no where is there a giant sticker on the bike saying "If you can't see your water bottle, you're too deep" Stupid feckin spesh. SMITH are just as bad, it's virtually impossible to use a snorkel with their full face helmet.
I should explain where I'm coming from. I'm just trying to bring some rationality back to the thread so it might actually lead to something useful - like knowledge of how to reduce the likely-hood of a failure !
There's obviously a lot of people with legitimate problems - sometimes multiple problems. Lets face it, 7% of a gazzillion levo's is going to be a sh1t load of failed motors and a huge number of those are first posters on here with "my f...ing bike's not working" !
The issue is that these get diluted by all the man made problems where people don't take any responsibility. It's easier to jump up and down and be angry at someone else rather than yourself.
Like nowhere, I mean no where is there a giant sticker on the bike saying "If you can't see your water bottle, you're too deep" Stupid feckin spesh. SMITH are just as bad, it's virtually impossible to use a snorkel with their full face helmet.
Roger20
Active member
12 months ago I went into Turbo Levo ownership with my eyes open, expecting that at some point the motor would break, but also knowing how good the Specialized warranty is.
I bought it after test riding others, and must admit that but for the battery removal issue with the Whyte, that bike might just have edged it.
After nearly 4 years ownership with ebikes I still have no regrets whatsoever about buying the Spesh. I've done nearly 3 times my usual mileage on the bike, partly because of lockdown but it gives an idea of why many like me just love the bike.
Last month I got the first indication that all was not perhaps well, with a slight metal to metal sound turning the crank backward. This was at over 1800 miles and I have no doubt it might well have gone on for several months longer. I sent a 15 second video to my LBS, the claim was rapidly authorised, I was at the dealers at 9:00am a few days later and by 11:30am the new motor had been fitted. I call that an exceptional response, particularly as my mate was without his bike for nearly a month when his (non-Brose) motor gave up.
As others point out, threads like this often only exist when things go wrong so I want to be one of those who are happy to post something more positive.
Specialized did the right thing by being the only manufacturer openly posting on this forum, clearly listening to feedback and stepping up to the plate by extending the warranty. Yes, they may be a bit more expensive but like the old maxim says, you get what you pay for.
My new motor feels smoother and quieter and I hope it will last longer than before. If it doesn't I know I've still got a great warranty and the services of @Bearing Man to look after me in future.
I bought it after test riding others, and must admit that but for the battery removal issue with the Whyte, that bike might just have edged it.
After nearly 4 years ownership with ebikes I still have no regrets whatsoever about buying the Spesh. I've done nearly 3 times my usual mileage on the bike, partly because of lockdown but it gives an idea of why many like me just love the bike.
Last month I got the first indication that all was not perhaps well, with a slight metal to metal sound turning the crank backward. This was at over 1800 miles and I have no doubt it might well have gone on for several months longer. I sent a 15 second video to my LBS, the claim was rapidly authorised, I was at the dealers at 9:00am a few days later and by 11:30am the new motor had been fitted. I call that an exceptional response, particularly as my mate was without his bike for nearly a month when his (non-Brose) motor gave up.
As others point out, threads like this often only exist when things go wrong so I want to be one of those who are happy to post something more positive.
Specialized did the right thing by being the only manufacturer openly posting on this forum, clearly listening to feedback and stepping up to the plate by extending the warranty. Yes, they may be a bit more expensive but like the old maxim says, you get what you pay for.
My new motor feels smoother and quieter and I hope it will last longer than before. If it doesn't I know I've still got a great warranty and the services of @Bearing Man to look after me in future.
veryoldfart
Member
For J200George.
My wife and I have 2019 Turbo Levo Comp Carbons.
They came with the 500w battery. When the 700w battery was announced, I bought a spare second hand 500W on ebay with low charge cycles etc for a good price. Its a spare and used from time to time. No problem.
In Scotland, the Peak District, Yorkshire Dales, Moors etc, my wife and I can get about 50km and 1500m of climbing from our fully charged 500w batteries with some to spare. But we use eco mode on most flattish, easy terrain eg roads/fire roads etc, trail on most climbs and reserve turbo for short bursts of power to get us up technical and steep terrain. Typically (depending on terrain) 35% eco, 60% trail and only 5% turbo.
I also later bought a 700w battery which was sent direct to my friend in Switzerland, with whom I ride in the Alps, as I expected the 500w would not give me enough safety margin for the tougher, steeper alpine conditions.
When I (can) fly out there ( with bike but sans battery), we often do more than 50k (in tough alpine terrain) with well over 2000m of climbing and greater use of turbo mode
Even then, I have never had less than 20% left in the battery at the end of the day. I have been exhausted, but the bike hasn't.
By the way, I am not some 30 year old hot shot, but rather 72 years old with two total knee replacements, mostly due to doing too much climbing and skiing in my younger years.
So, unless you are really planning to do epic long day tours or go somewhere very remote, with lots of big climbs, I think 500w covers most requirements.
Every time a new gizmo is announced everybody ( including me) thinks they need to have it- even if they don't.
So, the moral is "don't panic" - ride and enjoy. The Levo is a superb piece of kit. Even second hand ones, if well maintained and serviced.
Look after it and it will look after you.
My wife and I have 2019 Turbo Levo Comp Carbons.
They came with the 500w battery. When the 700w battery was announced, I bought a spare second hand 500W on ebay with low charge cycles etc for a good price. Its a spare and used from time to time. No problem.
In Scotland, the Peak District, Yorkshire Dales, Moors etc, my wife and I can get about 50km and 1500m of climbing from our fully charged 500w batteries with some to spare. But we use eco mode on most flattish, easy terrain eg roads/fire roads etc, trail on most climbs and reserve turbo for short bursts of power to get us up technical and steep terrain. Typically (depending on terrain) 35% eco, 60% trail and only 5% turbo.
I also later bought a 700w battery which was sent direct to my friend in Switzerland, with whom I ride in the Alps, as I expected the 500w would not give me enough safety margin for the tougher, steeper alpine conditions.
When I (can) fly out there ( with bike but sans battery), we often do more than 50k (in tough alpine terrain) with well over 2000m of climbing and greater use of turbo mode
Even then, I have never had less than 20% left in the battery at the end of the day. I have been exhausted, but the bike hasn't.
By the way, I am not some 30 year old hot shot, but rather 72 years old with two total knee replacements, mostly due to doing too much climbing and skiing in my younger years.
So, unless you are really planning to do epic long day tours or go somewhere very remote, with lots of big climbs, I think 500w covers most requirements.
Every time a new gizmo is announced everybody ( including me) thinks they need to have it- even if they don't.
So, the moral is "don't panic" - ride and enjoy. The Levo is a superb piece of kit. Even second hand ones, if well maintained and serviced.
Look after it and it will look after you.
J200George
Member
Wise words VOF thanks for taking the time to reply.
thanks for taking the time to reply.
Rosemount
E*POWAH Elite
Before I get labelled as some Spesh "Fan Boy"
I'm just trying to bring some rationality back to the thread so it might actually lead to something useful - like knowledge of how to reduce the likely-hood of a failure !
There's obviously a lot of people with legitimate problems - sometimes multiple problems. Lets face it, 7% of a gazzillion levo's is going to be a sh1t load of failed motors and a huge number of those are first posters on here with "my f...ing bike's not working" !
The issue is that these get diluted by all the man made problems where people don't take any responsibility. It's easier to jump up and down and be angry at someone else rather than yourself.
Like nowhere, I mean no where is there a giant sticker on the bike saying "If you can't see your water bottle, you're too deep" Stupid feckin spesh. SMITH are just as bad, it's virtually impossible to use a snorkel with their full face helmet.
Well Zimm lets just say , not all LBS `s are like Berkshire Cycles . lol .
MrSimmo
E*POWAH Elite World Champion
Just to weigh in on the derestriction perspective as there are quite a lot of thoughts and questions on this. I have discussed this point (in combination with motor failures as a whole) with pretty much all of the motor manufacturers through the nature of my business. Whilst I can't share reports or documents, I can share some information which applies across the board that may help:
1. Restricting bike motor assistance speed is for two principle reasons:
a. To satisfy local country laws and guidelines, i.e. to be able to sell into that market (weighting 80%)
b. To reduce the risk of warranty claims during the warranty period (weighting 20%)
2. Internal Statistics show that the majority of motor failures occur within the first 2 years because of:
a. Low cadence/high leg input power
b. Water ingress issues
c. Dirt ingress issues
d. Manufacturing issues (otherwise seen as belt tension failures, clutch failures, other issues)
3. Internal Statistics show that the lowest causes of motor failures are:
a. High cadence/high leg input power
b. High cadence/low leg input power
c. Other electrical failures
The key takeaway is that speed-derestriction isn't actually a primary cause of motor failures but rather grinding out climbs and other environmental issues are.
Quite a few people have mentioned the use of larger chainrings on derestricted bikes causing issues; this is true but actually a separate issue - the larger chainrings do cause motor failures (see 2a) but in the vast majority of situations, only under the nominal restriction cut-off speed (usually between 2-7mph) and not related to the speed derestriction device.
Manufacturers are taking steps to mitigate failures due to 2a through stronger internal components (although it is a challenge as business strategy is to reduce weight first rather than strengthen), 2b and 2c with improved outer casings and seals, and 2d through improving QA during the build process and using automation to reduce human error.
Note - I've been referring to speed derestriction which is what most people think of as derestricting a motor (i.e. removing the cut off at around 16-20mph/25kph). There are also techniques to increase nominal and peak power output of a motor through hardware/software changes. This has been shown to dramatically reduce usable lifespan of a motor before failure, but so little people are doing this, the manufacturers tend to disregard the numbers. In short - if you increase motor power output without uprating motor internal components, the risk of failure will be very high.
Hope that helps.
1. Restricting bike motor assistance speed is for two principle reasons:
a. To satisfy local country laws and guidelines, i.e. to be able to sell into that market (weighting 80%)
b. To reduce the risk of warranty claims during the warranty period (weighting 20%)
2. Internal Statistics show that the majority of motor failures occur within the first 2 years because of:
a. Low cadence/high leg input power
b. Water ingress issues
c. Dirt ingress issues
d. Manufacturing issues (otherwise seen as belt tension failures, clutch failures, other issues)
3. Internal Statistics show that the lowest causes of motor failures are:
a. High cadence/high leg input power
b. High cadence/low leg input power
c. Other electrical failures
The key takeaway is that speed-derestriction isn't actually a primary cause of motor failures but rather grinding out climbs and other environmental issues are.
Quite a few people have mentioned the use of larger chainrings on derestricted bikes causing issues; this is true but actually a separate issue - the larger chainrings do cause motor failures (see 2a) but in the vast majority of situations, only under the nominal restriction cut-off speed (usually between 2-7mph) and not related to the speed derestriction device.
Manufacturers are taking steps to mitigate failures due to 2a through stronger internal components (although it is a challenge as business strategy is to reduce weight first rather than strengthen), 2b and 2c with improved outer casings and seals, and 2d through improving QA during the build process and using automation to reduce human error.
Note - I've been referring to speed derestriction which is what most people think of as derestricting a motor (i.e. removing the cut off at around 16-20mph/25kph). There are also techniques to increase nominal and peak power output of a motor through hardware/software changes. This has been shown to dramatically reduce usable lifespan of a motor before failure, but so little people are doing this, the manufacturers tend to disregard the numbers. In short - if you increase motor power output without uprating motor internal components, the risk of failure will be very high.
Hope that helps.
veryoldfart
Member
Now that is a really instructive and balanced input.
So, avoid low cadence/high power
Dont use a power jet washer -EVER.
Reseal motor covers each year with water repellent grease
Carry out regular routine maintenance to stop dirt getting into motor housing
Hope you didn't get the Friday afternoon motor/clutch/belt?
So, avoid low cadence/high power
Dont use a power jet washer -EVER.
Reseal motor covers each year with water repellent grease
Carry out regular routine maintenance to stop dirt getting into motor housing
Hope you didn't get the Friday afternoon motor/clutch/belt?
well finally happened first motor fail happened. did 4500k
belt blew last night 15k from home bike is at shop will be ready by noon to ride again
heck. bummer. but still worth it .dealing with shimano rep here is a nightmare in comparison used to have a merida
belt blew last night 15k from home bike is at shop will be ready by noon to ride again
heck. bummer. but still worth it .dealing with shimano rep here is a nightmare in comparison used to have a merida
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I have had 5 motors and have still got the original battery. All motors have failed from what I suspect is water ingress. The bearings start to make grumbling noises and when you turn the crank backwards, the chainring also moves. Bike has never seen a power wash - I think water could be being pulled in as the motor temp changes as there is no breather...maybe.
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