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An e-cargo bike can change your life by helping you leave the car at home more often. Foldable Electric Bike
I have failed to contain my excitement about e-cargo bikes for months. However, as excited as I am about this segment, I am late to the game. Riders in Europe embraced cargo bikes decades ago. The rise of e-bikes dramatically accelerated cargo bike adoption in the U.S., making it easier to use cargo bikes for daily errands such as groceries, kid transport, and daily commuting. This allows these bikes to be viable car substitutes for many everyday trips.
Cargo bikes benefit immensely from the addition of pedaling assistance, more so than most other styles of bikes in how they transform the platform’s potential. E-bike motors help cargo bikes overcome their added weight, size, and sometimes awkward handling traits compared to traditional bike options—removing most (though not all) barriers to cargo bike use.
Until very recently, electric cargo bikes were very expensive. Advocates often happily point out that even a $5,000 bike like the Momentum PakYak E+ Cargo is still far cheaper than a car— especially after considering the ongoing costs of gas, maintenance, insurance, parking, registration, etc. But while this is true, it also doesn’t make the upfront cost hurdle of an e-cargo bike any easier to clear.
However, as e-cargo bikes have gained popularity, their prices have started falling. This story features three bikes priced between two and three thousand dollars, and the most affordable bike in this story is priced at $1,400. While I know that affordability is relative, bikes at these lower price points can be great entry points for riders that are cargo bike curious but aren’t quite sold on how life changing they can be.
Choosing which bikes we test and review for Bicycling is a multifaceted process. My starting point for this story was the Tern HSD P10 ($4,300). Many riders considered Tern (particularly the HSD line) the gold standard in cargo bikes. Tern is often Bicycling’s benchmark for cargo e-bike reviews when comparing prices, features, capacity, serviceability, and performance.
The Aventon Abound and the RadPower RadRunner are consistently popular bikes with readers. The Specialized Haul S/T was our 2023 bike of the year. So, it also made sense to include these in our comparison.
The Lectric Xpedition has been suggested to me numerous times as an affordable e-cargo bike option and alternative to pricier bikes. With a starting price of $1,400, it was important to include it here and find out how it stacks up to pricier bikes.
Cannondale’s Cargowagon Neo ($4,300) is a new entry to the cargo segment. While it might look very similar to the Tern HSD, the Cargowagon presents a compelling alternative in the e-cargo category at the same price point as the Tern.
An earlier version of this story did not include a box bike. These bikes are often called by their Dutch name, the bakfiet. It uses a large cargo platform or box (typically in front of the rider) for carrying cargo or transporting multiple passengers. These bikes can carry the largest and heaviest loads but are, in turn, very big, much more expensive, and suit riders with more particular needs. For example, if you need to transport more than two kids by bike—or a couch or maybe a fridge—a bakfiet is the way to go.
While most riders will be served well by a longtail or midtail cargo bike such as the Aventon, Term, Cannondale, or Lectric, we wanted to include a box bike in this comparison to paint a complete picture. Trek’s Fetch+ 4 ($8,500) is on the high end of the price spectrum. It’s also a bakfiet-style bike with a large cargo platform or box for transporting multiple passengers. It even comes with two child seats pre-installed in its box. It’s capable of carrying up to five kid-sized passengers with a few optional accessories.
These seven bikes span a large gamut of features, price, and e-cargo bike designs. The Haul is the most compact design, with a short tail, while the Xpedition, Abound, Tern, and Cargowagon represent more traditional long-tail bikes. The RadRunner fits in between these two options; it most accurately could be described as a mid-tail bike. While the Fetch+4 is in a class of its own being a box bike.
Regarding utility and cargo bikes, distinguishing between standard and optional accessories is important. Typically standard accessories refer to things like lights, fenders, and a front or, more commonly, a rear rack. All seven bikes we compared here come standard with lights, fenders, and a rear rack. This is great, but you'll want to purchase some optional accessories if you want to use them to carry larger loads of groceries or haul kids. These accessories can take these heavy e-bikes and turn them into genuine car replacers for many everyday trips. So it's important to consider your use case and budget accessories into your final purchase price.
The main reason cargo bikes don’t come with more standard accessories is simple: Not every rider wants to set up their bike the same way. Setting up a bike for maximum cargo capacity involves different things than setting one up for maximum passenger capacity.
To maximize cargo capacity, look at accessories like a front rack, panniers, and other styles of bags. Plus, you’ll want some cargo nets or bungees to tie everything down. Even if you don’t plan on hauling much cargo—perhaps using the bike to ferry children around the neighborhood—getting at least a front rack would be my recommendation. It’s great to ride without a backpack while still being able to have all your stuff (plus space to do a spontaneous side errand).
Unfortunately, most accessories for these bikes are proprietary to the bike model or brand. So, don’t expect to mix and match from one brand to another. A test ride is crucial before you purchase a bike. Then, invest several hundred more dollars to equip the bike to your needs.
All five bikes use a “one size fits most” approach, meaning the bike will fit well for most rider heights. Brands use features like adjustable stems and telescoping seatposts to accomplish this. We’ve had riders as tall as 6-foot-2 and as short as 5-foot-2 test these bikes with good results. But somebody on the outer edges of the height range might have some fitment issues.
This one-size approach is a common issue in the e-cargo bike segment as a whole. Even pricier models like the Tern GSD use a single frame size to accommodate all potential riders. But crucially, bikes like the Tern and the Haul enjoy bike shop support and can be tracked down for test rides. With direct-to-consumer brands like Lectric, RadPower, and Aventon, riders need to order sight unseen or track down a friend or neighbor with one for a test ride.
Taking a test ride is essential when purchasing any bike but is crucial when considering a cargo bike. Ideally, these bikes will replace car trips, so approach a cargo bike purchase like buying a car. Bikes like the Tern, Cannondale, Specialized, and the Trek have a leg up in this area. Each has extensive dealer networks, so arranging a test ride is often as easy as making a phone call.
For the Aventon, RadPower, and Lectric, I recommend checking if anyone in your cycling circle has one you can take for a spin around the block.
There is a notoriously large gap between the maximum advertised range of any e-bike and what riders commonly experience. Typically, brands calculate or estimate the max range based on a rider of average weight, riding a bare and unloaded bike, on a minimum level of assist, over flat terrain. This method combined the criteria that affect range (such as rider weight, load, elevation, and assistance used) in a very unrealistic way to generate the best mileage possible estimate.
I rode all seven of these bikes with various-size loads, over plenty of hills, and generally used mid to high levels of assist. And I can confidently assure you that each bike delivers between 25 and 35 miles of real-world riding on a full charge. It’s certainly possible to get more range than that if you closely manage assist levels (such as using lower assist levels on flat terrain and only turning it up for hills) and not using or only sparingly using the throttle (on bikes that have them). The fastest way to drain your battery—using only the throttle or riding on max assist at all times—can result in as little as 10 to 15 miles of range.
If you’re considering the XPedition, it’s likely due to its very appealing price. At only $1,400 for the single-battery version or $1,700 for a dual-battery, it’s the cheapest bike in this bunch by $500-800. The good news is that the XPedition is a good option for folks seeking a deal on an e-cargo bike or are perhaps unsure if one is right for them.
The XPedition’s capability surprised me. It has the highest total weight capacity in this bunch of bikes at 450 lb., and Lectric rates the rack alone for an impressive 300 lb. Combined with the Lectric XL panniers ($150) and the Essentials package ($120), I comfortably carried several days of groceries for a family of three or one adult passenger.
However, the bike has a cheap feeling about it. Most of the XPedition’s parts are bottom-tier—with the notable exception of the brakes. I give Lectric some props for equipping the XPedition with proper hydraulic disc brakes with 180mm rotors front and rear. While not from a big-name brand, they stop well and have a decent lever feel.
The Lectric has the most erratic and weakest-feeling motor of the five bikes I tested. While it has a ton of pick-up from a stop, it tends to quickly peter out after hitting its peak output. It has a very jerky start-stop sensation where the assist always feels that it's kicking in too heavily. But when you most need extra help (like going up a hill or with a passenger on the back), the motor struggles. It’s adequate if you live somewhere very flat or don’t need to carry kids or an adult passenger. Though the XPedition’s claimed 450-pound total weight capacity is impressive, I would not recommend maxing it out in a hilly area.
My main concern about the XPedition is its long-term durability due to the low-quality components. For example, the shifting on the 7-speed drivetrain was mushy at best and needed adjustment after just a few rides. Additionally, while the lights produce some light output, they are not bright enough for riding on an unlit path. The fenders are better than nothing, but like many stock fenders on bikes, they do not extend far enough to keep you from getting sprayed.
Despite these faults, if you’re on a budget and looking to ditch the car for errands and trips around town, the XPedition is the cheapest e-cargo bike I recommend buying. But if you can stretch your budget a little more, the Aventon Abound is a higher-quality option.
The RadRunner 3 is a much updated and improved version of the brand’s RadRunner 2. It’s also significantly more expensive at $2,300 (a big bump from the $1,500 RadRunner 2). But the updates were much needed and honestly well worth it. I have zero hesitation in saying that the extra $800 is money well spent.
The most important update is the addition of hydraulic disc brakes. I can not stress this enough—you should not purchase any e-cargo bike without hydraulic brakes. While there is some discrepancy between the various hydraulic brakes used on all four of these bikes. For example, the Haul has the most confidence-inspiring brakes, while the Lectric has the noisiest and slightly less powerful brakes. All of them are miles better than rim or mechanical disc brakes at stopping a very heavy e-bike.
Additionally, RadPower added front suspension, a seven-speed drivetrain, improved lights, and a more integrated battery. All nice things and improvements over the previous versions. Rad also improved the RadRunners cargo carrying capacity by making the rear rack slightly larger and integrating it more structurally into the bike’s frame. The extra frame stiffness is particularly noticeable when you put an adult on the back of the bike or if the bike is loaded up to its max 350 lbs carrying capacity.
Perhaps the best feature of the RadRunner 3 is how many accessories RadPower has for it. For example, it’s the only bike in this story that can be purchased with a dedicated trailer. This can be an appealing solution for folks that occasionally need the cargo capacity of a platform bike but don’t necessarily want to ride a platform bike around the rest of the time. The locking cargo boxes are a great touch for riders that routinely lock up places where the unattended cargo might be at risk of theft, but constant loading and unloading feels impractical.
Unfortunately, what holds the RadRunner 3 back from being truly great is its geometry and handling. While cargo and utility bikes are not usually known for their inspired ride quality, they must be stable and confidence-inspiring. The Specialized Haul has this in spades, but the RadRunner3 does not. Out of the four bikes in this story, it suffers from the worst front-wheel flop. Typically a bike has some degree of self-stabilization, meaning that when you lean into a turn, the bike doesn’t feel like it wants to fall over. The best-designed bikes balance this perfectly to deliver a ride that is both stable, self-correcting, and has good turn-in.
On the RadRunner 3, the initial turn-in feels slow and cumbersome. But turn the front wheel a bit more, and suddenly, the bike feels like it just wants to flop over. It takes a bit of concentration and adjustment when first getting on the RadRunner 3. Eventually, you get used to it, but it leaves the RadRunner 3 as the most unwieldy of the four bikes in this story (especially at low speed)—even though both the Xpedtion and Abound are technically a bit longer overall.
The Abound surprised me the most of the seven bikes. In many ways, it felt much more expensive than its $2,200 price. Like the four other bikes in this story, the Abound comes stock with fenders, lights, and a rear rack. But it also includes some cool things that others don’t. A particularly nifty feature is the Abound’s integrated turn signals, operated via the left-side controller. A small frame bag also comes with the bike that can carry items like a lock or the battery’s charger.
The bike also comes equipped with a dropper seatpost. Commonly found on mountain bikes, this post allows the saddle to raise or lower when riding the bike (via a switch lever under the nose of the saddle). The dropper enables riders to get on or off the Abound when it has a full cargo load. It’s also incredibly convenient when sharing the Abound with other riders (the same way that folks can share a car by adjusting the driver's seat).
The drivetrain on the Abound is a 7-speed Shimano Tourney rear derailleur with a Revo twist shifter. While both performed well during our test period, given the bike’s price and cargo bike use, we would have preferred to see a more robust 8-speed derailleur and trigger shifter.
The Abound’s total 440 lb. weight capacity is second only to the Lectric Xpedition. The Abound’s rear rack is rated for 143 lb. and can accommodate two young kids or one teenager.
Handling on the Abound is slightly above mid-pack. It feels nimble and more confidence-inspiring than the Xpedtion. But it’s not as surefooted as either the Cannondale or Tern.
My only real complaint about the Abound is the unexplained creaks and clicks from the bike’s adjustable stem—it never felt unsafe, just annoying. The system made noise even after taking it apart, checking, and re-tightening. Given the robust nature of the rest of the bike, I hope Aventon addresses it in future versions of the Abound.
The Haul is by far my favorite bike of the seven. Partially, it’s because it’s the cargo bike that works best for me, but also because it’s a bike that gets many of the little things right. While it’s more expensive than the RadRunner 3 and Abound, and $1,100 more than the Xpedition, it still feels well priced compared to the Tern, Cannondale, and Trek. While I can’t definitively say that the Haul is the best bike in this review, that will depend on your particular cargo needs. But, if your main use case for an e-cargo bike is groceries, commuting, or you only have one kid to cart around, the Haul S/T is probably the right bike to get.
The Haul is a blast to ride. This might not strike you as earth-shattering, but many e-cargo bikes are not fun to ride. The most important factor for e-cargo bikes is utility, so the intangible of “fun” is often not a consideration in the design process. The Haul simultaneously manages to be incredibly practical and irresistibly fun. A big part of that fun is how maneuverable and simultaneously stable the Haul is while riding loaded or unloaded. It is easily the most natural-feeling bike in this bunch. While I appreciate that because I love bikes that handle well, this also means the Haul is much less intimidating and approachable for less experienced riders.
The Haul is the smallest bike in this story, but despite its compact frame, it is a fully capable cargo e-bike. With a 419-pound total weight capacity (including the rider), the Haul rides like a zippy class 3 (28mph) commuter e-bike. This is partly due to the 20-inch wheels paired with 3.5-inch-wide tires. The smaller wheel size positions the center of mass low, which makes the Globe feel more stable when fully loaded without overly impacting maneuverability. The pairing of a clever frame design and smaller wheels also gives the Haul ST that small footprint.
The Haul’s size also solves one of the tallest barriers many cargo bike owners face: Where to keep it. You’re in luck if you live somewhere with a garage or large shed. But if you lack such storage space, the sheer size and weight of many e-cargo bikes can be problematic. Fortunately, the Haul ST is wildly compact for how capable it is. Tip to tail, it’s just a bit over five feet long—within an inch or two of most of my road bikes. And it is shorter than my full-suspension mountain bike. If you have room for an extra bicycle, you have the floor space for the Haul ST.
The Haul ST can also transport one small passenger, which rules it out as an option for those who need to transport more than one kid. For children under the age of five, a child seat compatible with the MIK-HD system (“Mounting is Key”) will do. Opt for the $200 ST passenger kit from Specialized for those older than five. Just stay under the rear rack’s 132-pound maximum load limit.
Surprisingly for not the most expensive bike in this test, the Haul has by far the best standard accessories. The lights (made by Lezyne) are very powerful. The front light uses a general-purpose flood-beam pattern and sufficiently lights up the area immediately in front of you. On the higher settings, it produced enough light to rival a typical car headlight. The Haul also has some of the best full-coverage fenders I’ve ridden. The front fender goes nearly to the ground and does an excellent job of keeping you dry even when riding through big puddles.
But as good as the Haul is, it’s not perfect. My only knock against the Haul is that you can’t put two kids on it. This will eliminate it as an option for some, but it makes up for that with its compact size. This makes it the best option for riders with limited storage for a cargo bike. It also has a build kit, lights, fenders, and ride quality to rival and exceed the more expensive bikes in this test. In fact, I liked the Haul so much that I convinced my colleagues to name it Bicycling’s Bike of the Year.
Tern is a standard bearer of the e-cargo bike category, launching its original HSD in 2019. That might seem recent, but considering every other bike tested here (with the exception of the RadRunner) is a brand’s first effort, the HSD is the veteran of the bunch.
Tern updated the platform in 2023, adding the latest Bosch mid-drive motors and Smart System to the HSD. Unlike every other bike here, the HSD comes in four different models. The P10 (tested here) is the most affordable HSD at $4,300; the HSD S00 tops the range at $5,500.
Along with the new and more powerful motor, the Tern claims it increased the HSD’s frame stiffer by 15% at the headtube and 39% at the bottom bracket. These improvements in rigidity were not to increase power transfer but to allow the compact frame to handle more load. The HSD’s updated rear rack supports an impressive 176 lb, with the bike’s load capacity rated at 397 lb. However, Tern includes the bike’s weight in this number (so the total rider plus cargo weight limit is closer to 335 lb.)
Two things separate the HSD from the other bikes in this review. The first is vertical storage—Fold the handlebar, lower the seatpost, and stand the HSD up on its end. While it can help minimize the needed floor space to store the HSD, it also helps get the bike into unusual places, like a tight elevator.
The other unique thing about the HSD is the incredible number of accessories that Tern makes for it. While the other bikes in this story have somewhere between 5 and 12 add-ons each, the HSD has 49. There are the typical cargo bike accessories (like various cargo racks, bags, panniers, and accessories to carry passengers) and unique ones like the Doghouse Mini, which comfortably fits a small-to-mid-sized dog on the rear rack. (And, yes, I deeply regret not requesting this option for our test bike.)
As expected, Tern has the HSD’s handling dialed. Riding the HSD, even fully loaded, feels incredibly intuitive and approachable. In many ways, it just feels like riding a traditional bike. The only exception is when you put an adult on the back of the HSD, and then riding it gets a little more tricky. But that’s simply because full-grown people tend to squirm around a bit, especially if they’re not used to being on the back of a bike. So it’s hard to blame that on Tern.
Still, I do have some minor criticisms. I found the HSD’s 20mph-limited Bosch motor rather underwhelming. 28mph e-bikes have an advantage when taking space for yourself on the road. I felt much safer cruising at the 25mph posted speed limit on city and suburban streets. The HSD’s 20mph maximum assisted speed often made me feel more vulnerable on the road versus faster e-cargo bikes. Tern also offers the HSD S11, a 28mph version of the HSD, for $4,900. This model features upgrades such as a Cane Creek suspension seatpost, Magura brakes, and an 11-speed Shimano Deore drivetrain.
But even at low speeds, I wanted a little more kick from the motor. It was particularly noticeable when getting back up to speed after a stop sign or red light. Even with the HSD’s assistance set to the max (named “Turbo” on the Bosch system), I felt the Tern needed more pedaling work than the others (except for the much larger and heavier Trek).
Still, there is a reason that the Tern HSD is widely considered the gold standard of e-cargo bikes. It packs a wild amount of practicality and customizability into a very compact frame.
At first glance, the Cannondale Cargowagon Neo and the Tern HSD are similar bikes. They both sell for $4,300. Both are long-tail cargo bikes with a Bosch mid-drive motor. And they both roll on 20-inch wheels. But what is interesting is the differences between these two bikes.
The Cannondale is a Class 3 bike with pedal assist up to 28mph and uses the Bosch Performance Speed mid-drive motor. It’s more practically a 21-23 mph bike, as you need to work hard to hit the motor cut-off speed. The extra top speed also came with added acceleration from a stop thanks to the additional 10 Nm of torque the Cannondale (85 Nm) has over the Tern (75 Nm). That torque and speed are appreciated when sharing road space with vehicles.
The Cargowagon Neo has a slight edge over the Tern for total carrying capacity, with the Cannondale rated to a 441 lb. maximum capacity vs the Tern’s 397. Like Tern, Cannondale includes the bike weight in this figure, so you’ll need to subtract the 84 lb. bike weight to derive the 357 lb. total rider plus cargo capacity.
Cannondale did not design the Cargowagen Neo with a folding bar or a telescoping seatpost. Instead, it uses a handlebar-actuated dropper post and an adjustable stem on a conventional steer tube. This design gives the Cannondale a more precise and confidence-inspiring steering feel at the expense of being more compact. The dropper is an incredibly convenient feature, and I wish droppers came standard on more cargo bikes.
But the Cargowagen Neo makes a trade-off for its great steering—as it lacks a folding handlebar, the Cannondale has the largest footprint (save for the Trek). If your bike storage space is tight, it might be a dealbreaker.
The Cargowagen Neo has a central console with an integrated spot for your phone and a beverage. And a helpful bungee cord to keep things secure. The unit is removable—there are standard bosses if you prefer a traditional bottle and cage.
Since it‘s the newest bike of the seven, the Cargowagen Neo (currently) has the fewest accessories. Two front racks, a pannier bag, a seat pad, and surround rails for the rear rack are available (Mark Vanek, an e-bike product manager at Cannondale, said more options are in development). The pannier bag has two perfectly sized shopping bags to use for shopping. This way, you have a handy reminder of how much space you have available as you fill the bags in the store. The surround rail is also perfectly sized to hold a 23.5” x 19.5” x 9.5”-sized Euro crate.
The ride experience of the Cargowagen Neo is as dialed and pleasant as the Tern HSD, which is a big compliment to Cannondale. But the extra speed available from the motor, plus the more direct steering feel of the non-foldable handlebar, put the Cargowagen Neo at the top of the list for me. In this bunch, it was my favorite long-tail bike to ride. The biggest hitch for the Cargowagen Neo is that it's not expected to be available in stores until Spring 2024.
Trek’s Fetch+ 4 is the American brand’s take on a Dutch bikefiet (the bike many riders will recognize as the classic cargo bike). The Fetch+ is Trek’s first bike of this type, and as with many first efforts, there are some quirks.
The front box is the bike's most prominent feature. Riders can load it with almost anything they like—Trek ships the Fetch+ 4 with two child seats pre-installed. There are optional add-ons to mount an infant car seat or a bench that seats two additional passengers. Throw a child seat on the rear rack, and the Fetch+ 4 can carry five (providing they are all the right size to fit the various seating available in this configuration).
The Fetch+ 4 includes many of the same features as other cargo bikes: Trek uses a dropper post to help the bike transition between users, and lights and fenders are standard. And the Fetch+ 4 has a few premium touches commensurate with its $8,500 asking price.
The Fetch+ 4 uses a Gates belt drive paired with an Enviolo CVP internally geared rear hub. Unlike traditional drivetrains with defined gears, the Enviolo system lets you endlessly adjust the pedaling ease within its gear range. This hub and belt combo results in an almost maintenance-free drivetrain. Plus, it allows riders to change gears while stationary. It’s useful when you forget to shift before stopping at the bottom of a big hill.
The size and weight of the Fetch+ 4 create its main drawbacks. The bare bike is 163 lb. Even empty, this bike is challenging to move over anything larger than a curb. With this also comes the challenge of where to park a bike this size. An enclosed garage space would be ideal, but installing a motorcycle anchor and using a rain cover will also work.
The weight of the Fetch+ 4 most negatively affects it when going up a hill. Even on the highest level of motor assist, I struggled to maintain a reasonable speed going up a quarter-mile-long 8% hill (and that was without passengers in the box). Riding on flatter terrain, the Fetch+ 4 was the least spritely of our test bunch. It’s downright slow—but that is not necessarily bad. After all, if you’re using it for its primary intended purpose of kid hauling, going a little slower can be fine, especially in places with good bike infrastructure.
The Fetch+ 4 is also the bike that is the hardest to master riding. Not because it’s difficult to ride but because you must constantly remind yourself that your front wheel is much further away from you than you are used to. The Trek’s turning radius is much greater than a standard bike, and you can’t simply pick the bike up and turn around if you get into a tight spot. Riding a box bike requires a bit more planning ahead than with a longtail cargo bike.
The trade-off for this learning curve is a massive amount of carrying capacity. If that’s what you need in a bicycle, the Trek Fetch+ 4 is an excellent choice. But for many people, it might be overkill.
So which of these bikes should you get? Budget is often people’s number one factor when choosing a bike. It will surprise no one that the $1,400 Lectric XPedition is not as nice of a bike as the $4,300 Cannondale Cargowagon Neo. But both bikes can get you out of your car for functions like grocery shopping, daily errands, and getting the kids to and from their activities in the most fun way possible.
If you can only stretch your budget to afford the XPedition, it is the bike you should get. But there are compelling reasons to spend more, especially if the goal is to go car-lite or even car-free. Chief among them is that the Xpedition will need more frequent service and maintenance. This might be less of an issue if you are a competent home mechanic, but for many riders, it can mean the bike is less useful than it ideally should be.
The $800 upgrade to the Aventon Abound gets you practical features like a dropper post and turn signals. More importantly, the extra money also gets you a better electronic interface, nicer touchpoints, and an upgrade to a torque sensor (versus a cadence sensor on the Lectric). For some riders, that’s worth the added cost, as a torque sensor provides a much smoother and more controlled level of pedal assist.
The Cannondale Cargowagon Neo and the Tern HSD P10 are $4,300, a $2,100 jump from the Aventon Abound. And for this additional spend, you get a high-quality Bosh mid-drive motor, a Shimano Deore 10-speed drivetrain, and improved durability and serviceability.
The reality is that which of these bikes you get should primarily be determined by what you want to do with it. Consider your needs, is it groceries and errands? Is it commuting? Is it transporting kids?
For me, the best bike in this bunch, with the major caveat that you don't need to carry more than one passenger, is the Haul S/T. It's a great blend of compact, fun to ride, yet with enough capacity to do a major grocery run for a family of three. The fact that it's priced $1,500 less than the Tern or Cannondale makes it even more appealing. It means you can get a very nearly fully loaded Haul S/T for about the same price as a bare HSD or Cargowagon Neo.
If the single-passenger occupancy is a deal breaker, then my pick is the Cargowagon Neo. It felt like the right combination of practicality, quality parts, and well-thought-out features for what I want out of a cargo bike. I appreciated things like the center console and Euro crate-sized surround rail (which made it easy to transition the Cargowagon from passenger duty to cargo duty). Plus, its 28mph top speed and powerful motor had me giddy whenever I took it out for a grocery store run.
The Trek Fetch+ 4 is the bike for those shopping on cargo capacity alone and have a lot of space to put the bike. The Tern HSD P10 is the clear winner for riders needing a cargo bike that takes up the least space possible. Its ability to be stored vertically can be the difference between fitting a cargo bike into your life and not.
The RadRunner3 is the only bike in this bunch that I would advise to steer clear of. If this were a stand-alone review of the RadRunner 3, I would say that while the bike’s handling is disappointing, it is manageable. But when compared directly to the other bikes, which are just as capable and handle significantly better, I cannot recommend the latest RadRunner—Even if it is a big improvement over its previous version.
The point of these bikes is transforming everyday tasks—that many of us get in our cars to do—into a ride. After using an e-cargo bike for about ten months, I’ve replaced over 1,100 miles of driving with it. It might not sound like much at first, but considering that these were all short around-town trips that are five miles or less, that is around 220 times that I didn’t get into my car.
Until you’ve tried an e-cargo bike, it’s hard to fully express what it’s like living with one. It’s hard to conceptualize how a simple mode shift from car to bicycle transforms an activity from a chore to something you genuinely look forward to. And the main downside of living with an e-cargo bike is that it’s so convenient that my partner and I want to use it constantly, often simultaneously. It makes me think we might need a second one.
Test Editor Dan Chabanov got his start in cycling as a New York City bike messenger but quickly found his way into road and cyclocross racing, competing in professional cyclocross races from 2009 to 2019 and winning a Master’s National Championship title in 2018. Prior to joining Bicycling in 2021, Dan worked as part of the race organization for the Red Hook Crit, as a coach with EnduranceWERX, as well as a freelance writer and photographer.
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