'70 MPH e-bikes' prompt one US state to change its laws

Original Article ↗ Hacker News Discussion ↗

What counts as an e‑bike vs. electric motorcycle?

  • Many argue 70 mph “e‑bikes” are functionally electric motorcycles, regardless of pedals.
  • Others note US law often hinges on pedals and assist/throttle behavior, not looks.
  • There’s frustration that manufacturers add token pedals or software limits to slip powerful machines into “bike” categories.

How should these vehicles be classified? (speed, power, weight, energy)

  • One camp: top assisted speed is the key; if it’s limited to 20–28 mph it can be treated like a bicycle.
  • Counterpoint: capability matters more than limit; a heavy, powerful machine at 30 mph hits much harder than a light one.
  • Several suggest regulation based on motor power and weight (or kinetic energy / power‑to‑weight) rather than speed or presence of pedals.
  • Others highlight that speed capability on bicycles is highly rider‑dependent, so “maximum speed” isn’t an operator‑agnostic metric.

Connecticut’s law and US e‑bike classes

  • Thread quotes CT’s three‑class system (up to 20 or 28 mph and 750 W) and the new thresholds:

    • 750 W → “motor‑driven cycle” requiring a driver’s license.

    • 3,500 W → motorcycle with registration, insurance, endorsement.

  • Some note that many 60–70 mph “e‑bikes” already exceeded 750 W and weren’t truly legal e‑bikes; the new law mainly clarifies status and penalties.
  • Others praise the EU model: strict 250 W / 25 km/h pedal‑assist definition, with higher‑power devices treated as (light) motorcycles.

Safety, teens, and shared spaces

  • Multiple anecdotes of teens on powerful e‑bikes or scooters speeding on sidewalks and bike lanes, often inattentive, worry commenters.
  • Concern is less about riders killing themselves and more about risks to pedestrians, slower cyclists, and drivers who don’t expect a “bike” at 30+ mph.
  • Some riders say 30–35 mph on bicycle geometry already feels sketchy; 70 mph is seen as a stunt use case.

Enforcement and infrastructure

  • Laws exist (Class 1–3, speed/power limits) but are often unenforced; many bikes are easily “de‑restricted” in software.
  • A few countries reportedly use roadside dynos to test suspected modified bikes; others see that as overkill.
  • Several argue enforcement should target manufacturers/retailers, not individual riders.
  • Broader theme: US infrastructure and legal categories haven’t caught up to a continuum of PEVs; mixing pedestrians, bicycles, high‑power e‑bikes, and cars in the same space is inherently problematic without dedicated facilities or clearer separation of modes.