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22 e-bikes compared, from $639.99 to $2,999
EBIKERIDER

Buying guide

E-bike battery and range

Volts times amp-hours gives watt-hours, and watt-hours is the only battery number worth comparing across brands.

Published 2026-08-21 · updated 2026-08-22 · 14 min read

AMYET V9-G60 on open terrain

The short version

  • Multiply volts by amp-hours to get watt-hours. It is the only battery number that compares fairly across brands, voltages and price points.
  • Twenty-one of the twenty-two standard packs here run from 352.8Wh on the Velotric T1 ST Plus to 1200Wh on the AMYET S8 — and five bikes take extra batteries, taking the EUNORAU FLASH and FLASH Lite to roughly 2,808Wh.
  • The twenty-second is the VTUVIA Gemini, whose capacity we do not state. VTUVIA says "dual 52V 21Ah" without saying whether that is one pack or two, so no watt-hour figure and no price per watt-hour can honestly be printed for it.
  • Divide watt-hours by 25 for a defensible mixed-riding estimate in miles. It is arithmetic from a published capacity, not a tested result.
  • The FLASH's 220-mile claim implies 12.8Wh per mile on a 110 lb bike, which is not credible. At 25Wh per mile the same three packs give roughly 112 miles — still the longest range here. The FLASH Lite repeats the same claim from the same three packs.
  • Price per watt-hour is the cleanest cross-brand value measure, and it spans more than six to one: about $0.72 on the AMYET V9-G60 against about $4.46 on the VTUVIA FMB.
  • Look for UL 2849 rather than UL 2271 if you charge indoors, and check that the pack is removable and sold separately as a spare part.

The three numbers on every battery spec

Almost every e-bike battery is described the same way: a voltage, an amp-hour figure, and sometimes a watt-hour figure. Most buyers glance at the first two and move on. They are the two least useful numbers on their own.

Volts (V)

Voltage is electrical pressure, set by how many cells are wired in series. It broadly determines how much power the system can deliver without pushing dangerous current through the wiring. Seventeen of the twenty-two bikes run at 48V. There are five exceptions, four of them at 52V: the EUNORAU FLASH and FLASH Lite, where the higher pressure suits a higher-draw system, the AMYET Ares 2, and the VTUVIA Gemini. The fifth is the Velotric T1 ST Plus at 36V, the only 36V system here and the lightest bike on the site.

What voltage does not tell you is how far the bike will go. A 48V battery is not a big battery. It is a battery at a particular pressure, and it may be small or enormous.

Amp-hours (Ah)

Amp-hours measure charge — roughly, how long the pack can supply one amp before it is empty. Closer to a capacity figure, but still incomplete, because an amp-hour at 36V carries less energy than one at 48V.

Watt-hours (Wh)

Watt-hours are energy: volts multiplied by amp-hours. This is the fuel-tank number, and the one figure that survives comparison across brands, voltages and price points. If a brand does not print it, do the multiplication yourself. It takes five seconds and it is the most valuable five seconds of the buying process.

V × Ah = Wh. 48V × 20Ah = 960Wh. 48V × 15Ah = 720Wh. 36V × 20Ah = 720Wh. The last two hold identical energy despite very different-looking specifications.

Twenty-two packs, worked through

Seventeen of these bikes run at the same voltage, so amp-hours do nearly all the work. Smallest to largest:

352.8–1200Wh

the twenty-one packs that can be worked out, smallest to largest

Two comparisons a spec sheet hides. First, within AMYET: the G60 and the EB26 are both 48V bikes with 1000W-rated motors and the same 1500W peak claim, so on a table they look like near-twins. But 960Wh against 720Wh is a third more stored energy for $20 more, worth something like eight to ten extra miles on a mixed ride. Our G60 vs EB26 comparison works through it.

Second, across brands: the cheapest bike here carries more energy than any of the three most expensive. The $639.99 K10 holds 720Wh against 840Wh in the $2,999 SPECTER-S, 840Wh in the $2,999 SPECTER-ST and 672Wh in the $2,999 FMB — and those three are the joint dearest bikes here, so against the FMB the cheapest bike on the site holds more energy for a fifth of the money.

The bikes that take a second battery

Five bikes here take additional packs, all five of them EUNORAUs — the one place where a range upgrade is arithmetic rather than optimism.

EUNORAU META26. 720Wh standard; a second 15Ah pack takes it to 1,440Wh. Two packs really do hold twice the energy.

EUNORAU SPECTER-S. 840Wh standard; an optional second 15Ah pack at 48V adds 720Wh, giving 1,560Wh.

EUNORAU SPECTER-ST. 840Wh standard; an optional second 17Ah pack at 48V adds 816Wh, giving approximately 1,656Wh — the same design as the SPECTER-S with a slightly larger second battery.

EUNORAU FLASH. 832Wh standard from a 52V 16Ah pack, plus an optional 21Ah top-tube pack and a 17Ah down-tube pack. At 52V those add 1,092Wh and 884Wh, so all three come to approximately 2,808Wh — by a wide margin the most stored energy here, and a large part of why the bike weighs 110 lb.

EUNORAU FLASH Lite. The same three-pack arrangement as the FLASH: 832Wh standard, the same 21Ah and 17Ah options, the same approximate 2,808Wh total. EUNORAU publishes no weight for the FLASH Lite, so we cannot tell you what carrying all three costs you in mass.

Turning watt-hours into miles

A watt-hour figure only becomes useful once you divide it by a consumption rate. Watt-hours per mile is the e-bike equivalent of miles per gallon, and unlike a range claim you can estimate it honestly from how you ride.

For a heavy fat-tire e-bike, consumption falls into three broad bands. These are general figures for the category, not measurements of any specific bike:

  • Roughly 15–20Wh per mile. Lowest assist, a lighter rider, flat ground, around 15 MPH, no wind, properly inflated tires. The band manufacturers quote maximum range from.
  • Roughly 22–28Wh per mile. Moderate assist, mixed terrain, an average rider, some stopping and starting, some hills. Where most people actually live.
  • Roughly 35–45Wh per mile. Throttle-heavy riding, a heavier rider or cargo, sustained speed near the bike's ceiling, hills, cold weather, soft tires.

Tire width moves you between bands more than most buyers expect: the Zeal LT7's 27.5 × 2.6-inch tires roll far more efficiently on tarmac than a 20 × 4-inch fat tire, which is why VTUVIA claims the same 70-mile assisted figure from a 624Wh pack that it claims from the SF20H's 672Wh.

Wh ÷ 25 is the planning shortcut. Applied across the range, as estimates only: 352.8Wh gives about 14 miles, 624Wh about 25, 672Wh about 27, 691Wh about 28, 705.6Wh about 28, 720Wh about 29, 730Wh about 29, 801.6Wh about 32, 832Wh about 33, 840Wh about 34, 960Wh about 38, 1,040Wh about 42, and 1200Wh about 48. The T1 ST Plus is the one bike here for which 25Wh per mile is pessimistic rather than realistic, since its KENDA 700 × 40c tires are far narrower than anything else we cover; the three Discover models, on 27.5 × 2.4-inch KENDAs, are the next most likely to beat it. With second batteries fitted: 1,440Wh on the META26 gives about 58 miles, 1,560Wh on the SPECTER-S about 62, and roughly 1,656Wh on the SPECTER-ST about 66.

Notice how closely the middle band tracks what the brands publish where they publish honestly. AMYET's EB26 listing gives about 30 miles on throttle against up to 60 with assist, and 720Wh ÷ 30 is 24Wh per mile — exactly where throttle riding should sit. EUNORAU's SPECTER-S claim of up to 80 miles on 1,560Wh implies 19.5Wh per mile, believable for a mid-drive with a torque sensor ridden sensibly, and its SPECTER-ST claim of 80 miles on roughly 1,656Wh implies 20.7, which is the same argument again.

The most modest claim on this site belongs to VTUVIA's FMB: 30 to 50 miles from 672Wh, which works out at 22.4Wh per mile at the low end and 13.4 at the high one. A band whose lower figure sits squarely in the ordinary mixed-riding range is a rare thing on an e-bike listing, and we would rather see more of them. AMYET's K10 does something similar with 35 to 60 miles from 720Wh — 20.6Wh per mile at the bottom of the band, 12 at the top.

When the arithmetic contradicts the claim

One claim here does not survive the same treatment, and it is worth walking through slowly, because the method matters more than the example. EUNORAU states up to 220 miles for the FLASH with all three batteries fitted. The three packs hold approximately 2,808Wh. Divide: 2,808 ÷ 220 = 12.8 watt-hours per mile.

12.8Wh/mi

what the FLASH's 220-mile claim implies

That is lower than a lightweight road e-bike uses, and the FLASH is a 110 lb full-suspension fat-tire bike with a 1000W mid-drive on 20 × 4-inch tires. A machine of that description realistically draws 22 to 30Wh per mile in mixed riding — roughly double the implied figure.

The lesson generalises: any range claim reverses into a watt-hours-per-mile figure in one division, and that figure tells you at once whether it describes riding you recognise. Why headline numbers overshoot even when they are not absurd is covered in why claimed range is never the range you get.

Price per watt-hour

Dividing price by capacity gives the cleanest cross-brand value measure available, because it strips out every subjective judgement about ride quality. Current price against standard pack:

  • AMYET V9-G60 — $689 ÷ 960Wh ≈ $0.72 per watt-hour
  • AMYET S8 — $1,049 ÷ 1200Wh ≈ $0.87
  • AMYET K10 — $639.99 ÷ 720Wh ≈ $0.89
  • AMYET EB26 — $669 ÷ 720Wh ≈ $0.93
  • AMYET Ares 2 — $1,099 ÷ 1,040Wh ≈ $1.06
  • VTUVIA Zeal LT7 — $1,299 ÷ 624Wh ≈ $2.08
  • VTUVIA SF20H — $1,399 ÷ 672Wh ≈ $2.08
  • EUNORAU FLASH Lite — $1,899 ÷ 832Wh ≈ $2.28
  • EUNORAU META26 — $1,699 ÷ 720Wh ≈ $2.36
  • VTUVIA SX20 — $1,599 ÷ 672Wh ≈ $2.38
  • VTUVIA SN100 — $1,599 ÷ 672Wh ≈ $2.38, identical to the SX20
  • Velotric Discover 2 — $1,699 ÷ 705.6Wh ≈ $2.41
  • Velotric Discover 3 — $1,999 ÷ 730Wh ≈ $2.74
  • Velotric Nomad 1 Plus — $1,899 ÷ 691Wh ≈ $2.75
  • EUNORAU FLASH — $2,499 ÷ 832Wh ≈ $3.00
  • Velotric Discover M — $2,499 ÷ 801.6Wh ≈ $3.12
  • Velotric Packer 1 — $2,199 ÷ 691.2Wh ≈ $3.18
  • EUNORAU SPECTER-S — $2,999 ÷ 840Wh ≈ $3.57
  • EUNORAU SPECTER-ST — $2,999 ÷ 840Wh ≈ $3.57, the same figure from the same pack at the same price
  • Velotric T1 ST Plus — $1,399 ÷ 352.8Wh ≈ $3.97
  • VTUVIA FMB — $2,999 ÷ 672Wh ≈ $4.46
  • VTUVIA Gemini — no figure. See the note above.

$0.72 to $4.46

price per watt-hour, cheapest to dearest

The top of that table has changed hands. The most expensive energy on this site is now VTUVIA's FMB at $4.46 per watt-hour, not the Velotric T1 ST Plus at $3.97, and the two get there by opposite routes. The T1 is dear per watt-hour because it carries so little energy — 352.8Wh in a bike whose entire argument is that it weighs 39 lb. The FMB is dear per watt-hour because it carries an ordinary 672Wh pack, the same size as the $1,399 SF20H's, in a $2,999 bike: what you are buying is a Bafang G510 mid-drive, full suspension and Maxxis tires, and the battery is simply along for the ride.

Prices are as published on 21 August 2026, with the META26 re-checked on 22 August, the T1 ST Plus, Nomad 1 Plus and Packer 1 read on 25 August and re-verified on 27 August, and the ten most recent additions read on 27 August. Read the spread carefully: it does not mean the AMYET bikes are six times better value. It means energy is what AMYET is selling, and it is not what VTUVIA, EUNORAU and Velotric are selling.

Below about $1,200 you are buying watt-hours. Above it you stop buying watt-hours and start buying brakes, sensors, gearing, suspension, certification and — most of all — published specifications.

Two bikes land at essentially the same $2.08 from very different directions: the Zeal LT7 puts the money into a torque sensor and 27.5-inch wheels, the SF20H into two UL certifications and a 60 lb folding frame. The META26 sits 28 cents above them at $2.36 — two cents under the SX20 rather than alongside the cheaper pair — and puts its money into a torque sensor and a second battery bay. Those four are within thirty cents of each other per watt-hour; in every other respect they are four different bikes, which is the argument for not stopping at this number.

The middle of the table now makes the same point at greater length. Six bikes sit between $2.28 and $2.75, and they are a single-speed configurable EUNORAU platform, a plus-tire commuter, a folding fat bike, a hunting bike with a 400 lb payload, a torque-and-cadence city commuter with turn signals, and a 26 × 4-inch cadence-sensor all-rounder. Price per watt-hour separates none of them. It is a screening measure for the bottom of the market, not a ranking.

What is inside the pack

Two 960Wh packs can behave very differently. Watt-hours describe how much energy is stored; they say nothing about how well the pack delivers it, how it ages, or how safely it fails.

Inside a typical e-bike battery are dozens of cylindrical lithium-ion cells — usually 18650 or 21700 format — wired in series to reach the voltage and in parallel to reach the capacity, alongside a battery management system that balances cells and prevents overcharge. Cells from established manufacturers such as Samsung, LG, Panasonic or Molicel are held to tighter tolerances than unbranded ones: they hold rated capacity more honestly, sag less under load and tolerate more cycles. Brands that use them tend to say so.

Fourteen of the twenty-two listings name a cell supplier. VTUVIA states an LG cell pack for the SF20H and the SN100, "LG-certified batteries" for the Gemini, and LG or Samsung cells for the FMB; EUNORAU states Samsung cells for the META26, LG or Samsung cells for the SPECTER-S, LG cells for the FLASH Lite, and both LG and Samsung in different lines of the same SPECTER-ST listing; and Velotric states Samsung or LG 21700 cells for the T1 ST Plus, the Nomad 1 Plus and all three Discover models, and LG 21700 cells for the Packer 1. Velotric goes one step further than anyone else here by naming a cell standard as well as a supplier — UL 2580, alongside UL 2271 for the pack and UL 2849 for the complete bike, on all six of its bikes.

Removable or integrated

A removable pack unlocks with a key and lifts out; an integrated pack is sealed into the downtube and charged in place. Removable wins on three practical grounds.

  • You can charge indoors without the bike. The difference between carrying a seven-pound pack up stairs and wheeling a seventy-pound bike is the difference between charging every day and charging when you can face it. On the two 110 lb EUNORAU bikes it is the only workable arrangement.
  • Replacement is a purchase, not a repair. When cells degrade in year four, a removable pack is a part you order rather than a service job.
  • You can store it at a sensible temperature. A battery left in an unheated garage through winter ages faster than one kept indoors.

Fourteen of the twenty-two bikes here are listed with a removable pack, which for machines in this weight class is the sensible choice throughout. One is listed the other way: Velotric's Packer 1, whose battery is integrated into a lockable down tube and charged in place — a defensible choice on a cargo bike, where a sealed frame and a lower centre of gravity are worth something, but one that means a 75 lb bike has to go wherever the charger is. Velotric's Nomad 1 Plus does have a removable pack.

The remaining seven listings say neither, and six of the seven are among the newest here — the Gemini, the FMB, the FLASH Lite and all three Discover models. On a bike you intend to charge indoors this is not a detail: put it to the seller before ordering rather than assuming from the price.

Charge time and what it tells you about the charger

Charge time is one of the few specifications you can reverse-engineer: energy divided by charging power gives time, so if you know two of the three you know the third.

AMYET lists 5–8 hours for the G60 and EB26. Take the G60's 960Wh: six hours needs roughly 160 watts, which at around 48V is about 3.3 amps; eight hours needs about 120W, or roughly 2.5A. The claim implies a charger in the 2–3A region, standard for the category. VTUVIA lists about 7 hours for the SF20H, Zeal LT7 and SX20: 672Wh in seven hours is about 96 watts, or roughly 2A at 48V. EUNORAU lists 5–7 hours for the META26 and 5–8 for both the SPECTER-S and the SPECTER-ST.

There is a detail worth noticing in AMYET's numbers. The EB26's pack is 25% smaller than the G60's, yet the same 5–8 hour window is quoted for both, where an identical charger should fill the smaller pack in roughly three-quarters of the time. The likeliest explanation is a generic figure applied across the line — the kind of small thing that tells you how precisely to read the rest of the sheet.

Faster is not always better. A 5A charger fills a 960Wh pack in around three hours, and the cost is heat, which is what ages lithium cells. Charging moderately, and letting the pack cool after a hard ride, is worth more over four years than the two hours saved.

Lifespan, cycles and what actually kills a pack

Battery life is measured in charge cycles, where one cycle is a full charge's worth of energy — two half-discharges count as one. A decent pack is typically rated for 500 to 800 cycles before falling to about 80% of original capacity, and cheaper cells reach that sooner. None of the twenty-two listings publishes a cycle-life rating.

For a rider doing 15 miles a day on a 960Wh pack, a full cycle might take two or three days, putting 500 cycles in the region of three to five years — a rough envelope, not a promise.

The four things that shorten it:

  • Heat. The single biggest factor. Charging a hot pack, or storing a bike in a sun-baked shed, accelerates capacity loss.
  • Running to empty. Deep discharges stress cells. Habitually arriving home at 2% is harder on a pack than arriving at 25%.
  • Storing at 100%. A pack left fully charged for months degrades faster than one left at 40–60%. Going away for winter, part-charge it and check every couple of months.
  • Cold. Cold temporarily reduces available capacity — often 20–30% below roughly 40°F — and charging a pack near or below freezing can cause permanent damage.

One consequence of a bigger pack, or a second one, is that every ride becomes a shallower discharge, and shallow discharges are how packs last longer. Spare capacity is rarely wasted.

Replacement packs and the cost of ownership

The battery is the most expensive component on the bike and the only one guaranteed to wear out, so any honest five-year sum has to include one. Across the US market a replacement 48V pack of this size typically runs in the low-to-mid hundreds of dollars — a substantial fraction of what a $639.99 or $689 bike cost, and a smaller fraction of a $2,999 one. None of the four brands publishes a replacement price we can cite, so treat that as a planning number and confirm before you buy.

Three questions worth asking any brand:

  1. Do you sell a replacement pack for this model, and at what price?
  2. How long do you commit to stocking it? A bike whose pack is discontinued in year three is a bike with a three-year life.
  3. Is the pack a proprietary shape or a common frame-mount format? Common formats have third-party alternatives; proprietary ones do not.

UL 2849, UL 2271 and IP ratings

UL 2271 is a standard for the battery pack itself. UL 2849 is broader: it covers the complete electrical system — pack, charger, controller and motor tested together. Most lithium failures come from a mismatch somewhere in that chain rather than a cell failing in isolation, which is why UL 2849 is the more meaningful claim. A listing that says "UL-certified battery" is describing the narrower standard.

This has stopped being abstract. New York City's Local Law 39 requires that e-bikes and their batteries sold or leased in the city meet the relevant UL standards, and beyond any statute a growing number of landlords, building managers and insurers ask for UL 2849 before they will let a bike be charged inside.

Where the twenty-two stand: seven state both UL numbers. All six Velotrics state both UL 2271 and UL 2849, plus UL 2580 for the cells and ISO 4210 for the bike, which still makes Velotric the only brand here where every model states both — the three Discover additions included. The VTUVIA SF20H states both as well — the only bike outside the Velotric range to do so, and at $1,399 it ties the T1 ST Plus as the cheapest bike here stating both. AMYET states UL 2849 certification for the V9-G60 and UL 2849 compliance for the EB26. EUNORAU states UL certification for the SPECTER-S and VTUVIA states it for the SN100's battery, both without naming the standard, which matters because the two are not interchangeable.

IP ratings have two digits: solid particles, then water. IP65 means dust-tight and protected against low-pressure jets; IP54 means limited dust ingress and splashing water. Neither means submersible, and an IP rating on a battery says nothing about the rest of the bike's electronics. AMYET lists the EB26 battery as IP65 and the S8 as IP54; no water-resistance figure is published for the complete G60, the K10, the Ares, any VTUVIA, or any EUNORAU. Velotric is the most forthcoming here, and uses the IPX scale, which rates water alone and says nothing about dust: IPX6 for the complete T1 ST Plus, the complete Packer 1 and all three Discover models, and IPX7 for the batteries of the T1, the Nomad 1 Plus and the three Discovers. No figure is published for the complete Nomad.

For the power side of the sheet decoded the same way, read our motor wattage guide; to put capacity in order against everything else, how to choose an electric bike.

Common questions

What does 48V 20Ah actually mean?

It describes a battery at 48 volts holding 20 amp-hours of charge. Multiply the two and you get 960 watt-hours, which is the energy stored — that is the AMYET V9-G60 pack. Volts describe electrical pressure and are set by how many cells are wired in series; amp-hours describe charge and are set by how many are wired in parallel. Neither figure means much alone. The watt-hour result determines how far the bike can travel and is the only battery number that compares fairly between bikes of different voltages.

Is a 52V battery better than a 48V one?

Not automatically. Higher voltage lets a system deliver more power at lower current, which reduces heat in the wiring and can feel punchier — which is why the EUNORAU FLASH runs 52V for its 1000W mid-drive. But voltage says nothing about capacity. The FLASH pack is 52V 16Ah, which is 832Wh; the AMYET S8 pack is 48V 25Ah, which is 1200Wh. The lower-voltage bike stores considerably more energy. Three other bikes here run 52V — the EUNORAU FLASH Lite at 832Wh, the AMYET Ares 2 at 1,040Wh, and the VTUVIA Gemini, whose capacity its listing does not resolve at all. Compare watt-hours first and treat voltage as a question about power delivery rather than about range.

How many watt-hours do I need?

Work backwards from your longest regular ride. Take that distance, multiply by 25 watt-hours per mile for realistic mixed riding on a fat-tire bike, then add about 20% as reserve. A 20-mile daily round trip needs roughly 500 watt-hours plus reserve, so 600Wh is comfortable — which every bike on this site with a published capacity clears bar one, the exception being the Velotric T1 ST Plus at 352.8Wh and the smallest after that the VTUVIA Zeal LT7 at 624Wh. A 32-mile ride needs 960Wh, which narrows the field to the AMYET V9-G60, the AMYET Ares 2 at 1,040Wh, the AMYET S8 and the five EUNORAU bikes with second batteries fitted.

Does a second battery really double the range?

It doubles the stored energy, which is the honest way to put it. The EUNORAU META26 goes from 720Wh to 1,440Wh with its optional second pack, the SPECTER-S from 840Wh to 1,560Wh and the SPECTER-ST from 840Wh to roughly 1,656Wh. Range then depends on how fast you draw it down: at a fairly typical 20Wh per mile, 1,440Wh is roughly 72 miles rather than EUNORAU’s headline 100, which would require 14.4Wh per mile. Unlike most range upgrades, though, the capacity itself is arithmetic rather than optimism — two packs genuinely hold twice as much.

Will the EUNORAU FLASH really go 220 miles?

Not as a planning figure. Three batteries hold approximately 2,808Wh, and 220 miles from that implies 12.8 watt-hours per mile. A 110 lb full-suspension fat-tire bike with a 1000W mid-drive realistically draws 22 to 30Wh per mile in mixed riding. At 25Wh per mile the same three packs give about 112 miles — 2,808 ÷ 25 — which is still the longest range on this site by a wide margin. EUNORAU makes the identical 220-mile claim for the FLASH Lite from the identical three packs, and it fails the identical division. We print both claims as they were made and give you the arithmetic beside them.

How long does an e-bike battery last?

A reasonable lithium-ion pack is typically rated for roughly 500 to 800 charge cycles before capacity drops to around 80% of new, though cheaper cells reach that point sooner and none of the twenty-two listings here publishes a cycle-life rating. For an average rider that works out at somewhere between three and five years. Heat shortens it most, followed by habitually running the pack flat, storing it at full charge for months, and charging it while very cold. The pack does not stop working at 80%; it simply gives shorter rides.

Which bike gives the most battery for the money?

The AMYET V9-G60, at $689 for 960Wh, which works out at roughly 72 cents per watt-hour — the cheapest energy on this site. The AMYET S8 is about 87 cents, the K10 about 89 cents, the EB26 about 93 cents and the Ares about $1.06. Above that bracket the figure rises sharply: about $2.08 for the VTUVIA Zeal LT7 and SF20H, $2.28 for the EUNORAU FLASH Lite, $2.36 for the EUNORAU META26, $2.38 for the VTUVIA SX20 and SN100, $2.41 for the Velotric Discover 2, $2.74 for the Discover 3, $2.75 for the Nomad 1 Plus, $3.00 for the FLASH, $3.12 for the Discover M, $3.18 for the Packer 1, $3.57 for both the SPECTER-S and the SPECTER-ST, $3.97 for the Velotric T1 ST Plus, which holds the least energy of anything here, and $4.46 for the VTUVIA FMB, which is the most expensive energy on this site. No figure can be given for the VTUVIA Gemini, whose capacity its listing does not resolve. That spread is not a quality ranking. It is a statement of what each bike is actually selling you.

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