Best Electric Bikes Denver: All 78 Neighborhoods

Quick Answer: For most of Denver, the Addmotor Garootan M-81 at $1,199 — the full 750 watts Colorado allows, hydraulic brakes, a 400 lb payload, free shipping and a US warranty. We measured all 78 neighborhoods and 25,204 street blocks: 44 flat, 19 rolling, 10 hilly, 5 steep. If your own block climbs, the 72 lb Graoopro at $1,599.

The best electric bikes Denver riders can buy are not the same bikes in Regis as in Montbello. Which of the four you want is decided before terrain enters it, and the rest of this page is the terrain.

Below, every one of the 78 neighborhoods is listed with its steepest street, the share of its blocks that climb, its high-comfort bikeway miles and how far it sits from one, under the bike its band starts from.

On the flat and rolling two-thirds of Denver that bike is the Addmotor Garootan M-81. Most of what follows is about the third where it is not. Verified against Denver Open Data, the Colorado Revised Statutes 2026, the Denver Revised Municipal Code, Denver Parks and Recreation, RTD and the manufacturer's published specification on September 15, 2026.

78 neighborhoods measured · 4 picks at 750 W · 4 bikes clear the statute's limbs, of 197 screened against C.R.S. § 42-1-102(28.5) · 44 flat · 19 rolling · 10 hilly · 5 steep · 25,204 street blocks measured · 383 miles of bikeway counted · 750 W, inclusive · verified September 15, 2026

If you already know your block is flat, the Addmotor Garootan M-81 at $1,199 is where most of the 44 flat neighborhoods should start. It is rated at 750 W, which is the whole of what Colorado allows, and Addmotor prints 20 mph in its speed row — so it is the cheapest way to the full legal motor without going past the legal speed.

Our whole catalog is one click further on, and 101 of the 197 machines in it sit outside Colorado's definition on their own published figures, so read the rated watts and the top assisted speed on anything you open there. If you do not know what your own block does, the table below names its steepest street.

How we verified this guide

Every number on this page was computed here, from a named public dataset, on the date given.

Neighborhoods. The 78 figure is the City and County of Denver's own count for its Statistical Neighborhoods layer on the Denver Open Data Catalog, last edited by the city on May 1, 2026. The service's count query returned 78 on September 12, 2026. Aurora, Lakewood, Englewood, Glendale and the other cities that touch Denver are separate municipalities and are outside the count; the page says so wherever it matters.

Those 78 polygons cover 154.668 square miles, so whichever one you live in is in the table. The Census Bureau's 2025 Gazetteer gives Denver 153.074 square miles of land and 1.651 of water, so the set comes within 0.04% of the city's land and water together. Nothing measurable is missing from it.

Every one of the 78 is a residential area, so each carries a population: the city's own American Community Survey 2017 to 2021 count, 706,799 people across the 78, and every band below says how many of them live in it.

The names. Denver runs on more than one set of neighborhood names, and the 78 is only one of them. The city also maintains boundaries for 190 Registered Neighborhood Organizations under D.R.M.C. § 41-19, and those carry the names on the signs: LoDo, RiNo, Curtis Park, Golden Triangle, Alamo Placita, Mayfair, Bonnie Brae.

A hundred and twenty-two of them are names the 78 does not carry. Each was mapped onto the table by geometry, taking the street blocks inside the organization's boundary and finding which of the 78 holds them, and the names that straddle two rows are published with both.

Grade

Elevation comes from the U.S. Geological Survey's 3D Elevation Program, and the whole of Denver is covered by its finest product: 1-meter bare-earth lidar, the Denver Regional Council of Governments collection published February 10, 2022. Fourteen tiles cover the city's blocks, and every one of the 752,947 points sampled along them returned a height.

At one meter a 120-meter block carries 120 samples instead of twelve, which is the difference between measuring a block and estimating it, and it is the only resolution at which the steepest stretch within a block can be read at all.

It is a ground model, so no building has to be removed from it, and three checks stand between it and any number on this page.

Against 748 of the city's own survey benchmarks its median absolute error is 0.344 ft. Across 1,031 pairs of benchmarks 100 to 600 m apart, the median error in the grade between them is 0.031 percentage points. And at five named places, from the Capitol's west steps to the airport, the projection, tile lookup and datum together agree to within 0.18 m with the USGS Elevation Point Query Service.

That service publishes the same national program this page measures on. So it checks the chain from coordinate to elevation; it is not a second opinion about the ground, and it is not offered as one.

The coarser 1/3 arc-second model, about 10 m, was kept as a control and every block measured on both. They agree to a median of 0.04 percentage points, and where they part it is on blocks too short for the coarse model to resolve: the largest disagreement on any ranked clean block is 11th St in Auraria, which reads 13.9% at 10 m and 0.6% at 1 m.

Blocks

Every street in the city comes from the city's own Streets layer, all 30,699 segments retrieved on September 12, 2026 and last edited by the city on September 9. Segments were joined intersection to intersection into 25,204 street blocks, each sampled every 5 meters along its own geometry and assigned to its neighborhood. A block's grade is read between the two ends of its own profile, along the street itself.

4,445 segments are set aside, each for what it is and each counted: 2,143 privately maintained, 761 access ramps, 568 interstate or freeway, 441 outside the city and county, 379 carried on a structure at one end, 86 platted but never built, 20 walkways, 11 in a tunnel, one ferry crossing, and 35 whose status field holds a misparsed direction letter.

An empty field is not one of those tests: Denver's arterials are state highways, the city leaves the status blank on roads it does not maintain, and Colfax, Federal, Colorado, Sheridan, Alameda and Santa Fe are all measured here.

A block shorter than 60 m is counted but never ranked, and a block whose end touches a bridge or ramp is ranked but never placed in a steepest list.

One more thing is set aside, and it only becomes visible at a meter. A bare-earth model reads the ground, so where a street crosses a rail yard or a river on a structure, the model reports the ground beneath and the profile shows a cliff.

No Denver block that climbs 6% or more steps by more than 27.0% between samples 5 meters apart, and 189 blocks step by more than 30%, up to 173.9%.

What was measured on those is not the road, so their internal profile is held and never published. Their end-to-end grade stands: both ends of a street that crosses a rail yard are on the street, and it is only the span between them the model cannot see.

Bikeways. Mileage comes from the city's own Denver Bicycle Facilities layer, built for the 2025 Denver Moves: Bikes update, all 2,025 records retrieved on September 12, 2026: 822 existing bikeways and 1,203 future ones. Existing miles are clipped to each neighborhood; future rows are counted separately and never added to what exists. The city's five facility types, and its own "high comfort" term for three of them, are quoted in the network section. Denver's place among thirteen measured cities, on grade, bikeway share and the 750-watt line, is on the city-guide hub.

Bikes

All 197 vehicles active in our catalog on September 12, 2026 were screened against Colorado's definition at § 42-1-102(28.5) on wattage, class speed and pedals: 48 within on the figures our listings publish, 101 outside, 40 not determinable from our own listing, 8 held on seller wording.

The 67 of those rows that could be bought on the day were then read at their makers' own pages, manuals and help articles for the one question the state's reading of the definition turns on. Two could not be read at all. The four this page recommends are the ones whose maker prints a single 20 mph figure on every per-model document it publishes for them, and offers no setting past it.

What "verified" means here. Our evidence per bike is published specification and arithmetic: every figure confirmed against the maker's own page and recomputed, with the retrieval dated. Where a maker publishes two figures for one thing, both appear. For most per-model specifications the manufacturer is the only body publishing them, so those figures rest on a single publisher and the register below marks them as the maker's own.

Who wrote this. Milad Ghobadibeygvand, BScN (Western University, 2014), writer and reviewer at Redtail eBikes. Nothing here is an estimate. Each number was either computed from the public dataset named beside it or read at the manufacturer's own page on September 13, 2026, and the scripts that produced it can be run again.

In this guide

• Denver is four riding cities
• Which Denver ride are you buying for
• What a grade costs a mile up
• Who is riding, and what that changes
• Colorado's 750-watt line, and Denver's own rules
• Flat Denver: 44 neighborhoods, with the Garootan M-81
• Rolling Denver: 19 neighborhoods
• Hilly Denver: 10 neighborhoods, with the Graoopro
• Steep Denver: 5 neighborhoods
• Carrying people and cargo, and three wheels, with the Soletan M-66X and the Grandtan M-340
• Every Denver neighborhood, and where to start
• Every block of the city, measured
• Where Denver's bikeways are, type by type
• Range at altitude, and in a Denver winter
• Denver's rebate, Colorado's tax credit, and what a charge costs
• The bus rack, the train and the sidewalk
• The honest ledger · Why buy it here · Questions Denver riders ask · The bottom line
• Limitations · Primary sources

Denver is four riding cities

Type "best electric bikes denver" into an AI search engine and one city comes back. Across six buyer questions put to it on a single September day, 57 links were returned, three of them primary or agency pages, and none of them the Colorado Revised Statutes, the Denver Revised Municipal Code, Denver Parks and Recreation, Denver Open Data or NOAA.

No answer named more than three neighborhoods, none measured one, and one recommended 1,000 W motors for Denver's hills, which is 250 W past the line Colorado draws.

Most of Denver is flat. Forty-nine of the 78 neighborhoods have no ranked street block at all that climbs 6% or more, and the median neighborhood has 1.8% of its ranked blocks climbing 4% or more. The grid from Five Points through Congress Park, University and Washington Park, the whole of Montbello and Green Valley Ranch, and the Central Park redevelopment are flat by this page's cut.

The west side is the exception, and one southeastern neighborhood joins it. Harvey Park South has 26.6% of its ranked blocks climbing 4% or more, Barnum West 24.9%, Villa Park 21.5%, Regis 18.8%, Hampden South 15.2%. Four of the five steep neighborhoods lie west of the South Platte, on the bluffs above Lakewood Gulch and Weir Gulch and on the southwestern edge; the fifth, Hampden South, sits on the southeastern edge of the city.

Two mistakes cost Denver riders money here, and both cost a lot of it. A bike bought on the wrong side of the state's definition is a motor vehicle whatever its pedals do, and the seller's disclosure statute now says as much in writing. A bike bought for the Five Points grid and then ridden home to Regis meets N Benton St, the steepest block in the city, at 15.5%.

Sorting the 78 by the share of ranked blocks that climb 4% or more gives four groups:

Those cuts are Denver's own, taken from the measured distribution at its 60th, 80th and 90th percentiles rather than borrowed from Los Angeles or New York. They are cut on street blocks rather than on the ground because a ground share changes with the scale it is measured at, and a street block does not. The ground figure at 30 m is printed beside it for every neighborhood so the two can be compared.

The band table's right-hand columns are a sideways swipe away on a phone.

One pattern in those columns runs backwards in Denver. Denver's steep neighborhoods are the least served by high-comfort bikeways. The median steep neighborhood carries 0.97 high-comfort miles per square mile against the median rolling one's 1.64, because the hills are the western bluffs and the protected lanes and neighborhood bikeways are downtown and along the grid.

What the hills do have is trails. The median steep neighborhood sits 0.22 miles from a trail, the closest of any band, because the gulch trails run through the valleys the bluffs rise from. Villa Park carries 3.4 trail miles, more than any neighborhood outside the two big eastern redevelopments and Hampden.

One neighborhood, Hale, has no bikeway of any type inside its boundary, and Hale, Cory - Merrill and Southmoor Park have no high-comfort facility; all three are flat. DIA, the airport's own statistical neighborhood, sits 4.86 miles from the nearest high-comfort bikeway, and after it the furthest are Cory - Merrill at 0.80 miles, Marston at 0.70 and Hale at 0.66, all flat as well.

Measured block by block rather than neighborhood by neighborhood, that split gets sharper still. Of 21,919 ranked blocks clear of any bridge or ramp, 887 climb 4% or more, 4.1% of them, and 183 climb 6% or more. The steep five hold 76 of those 183 blocks and the hilly ten another 72; the flat 44, with 13,545 ranked blocks between them, hold three.

What the four bands mean for a purchase

In this city your hill usually comes with a gulch trail and no protected lane, and your flat grid usually comes with the protected lane and the bus. If you live in Regis you are choosing a motor and reading the trail map; if you live in Montbello you are choosing which of the neighborhood's 6.5 protected miles your route uses. Which of those two purchases you are making is the first thing the table below settles.

Which Denver ride are you buying for

A terrain band tells you what the ground does. It does not tell you what you are going to do on it, and the two questions have different answers on the same street.

Below are the rides Denver riders were observed searching for, each with the distance this page can measure for it and the specification that decides the bike. The distances are straight-line from this page's own dataset, so a street route is longer.

On two wheels that list has a budget, a mid and an upper answer — $1,199, $1,599 and $1,899 — and on three wheels a single one at $2,399. There is no luxury tier above $2,399 on our shelf inside Colorado's line.

Frequency in that table describes the ride. Only the distance is measured.

What a grade costs a mile up

The advice a Denver buyer gets from an AI search engine runs "Denver's hills and elevation reward bikes with powerful motors and a lot of torque" and "750w motors are great for duration and power," with no grade attached to either.

Neither mentions the two numbers that decide what a Denver bike may be: a motor rated at 750 W or less, and a class speed of 20 mph, or 28 for a Class 3 that pedals only.

A torque figure on its own settles nothing: fix the speed you want to hold and the wheel is only asking for watts. And a mile up, the air fixes less than it does at the coast.

At Denver's median neighborhood elevation, 5,324 ft, the U.S. Standard Atmosphere puts air density at 1.0452 kg/m³, 85.3% of the sea-level figure. Air is the largest cost of holding 20 mph on the flat, so thin air is a real gift there; it is no gift at all on a hill, where lifting weight is the cost and weight does not care about altitude.

Holding a speed on a hill costs a definite number of watts:

Power = the gravity term (m·g·v·sin θ) + the rolling term (C_rr·m·g·v·cos θ) + the air term (½·ρ·C_d·A·v³).

Divide by the drivetrain efficiency to get the watts the motor has to put in. The inputs are a 180 lb rider on a 68 lb bike, which is the median published weight of the 21 two-wheel bikes on our shelf inside Colorado's definition, a rolling coefficient of 0.008, a frontal drag area of 0.55 m², Denver air, and 80% efficiency. Every figure below is recomputed from those inputs and saved beside this page.

Three things in that table decide what you buy.

The altitude helps on the flat and nowhere else. Holding 20 mph on level ground costs 355 W in Denver air and 400 W at sea level, an 11% saving. On a 6% grade the saving is 44 W out of 1,094, which is 4%, and on a 10% grade it is 3%. Thin air pays you back where you were already coasting.

A 750 W bike holds its Class 2 speed only up to a 3.2% grade, and a 500 W bike only up to 1.2%. Past that the class label stops mattering and the motor does the deciding. A 750 W motor cannot hold 28 mph on the flat at all with this rider aboard, 843 W against 750, so a Class 3's 28 mph is a downhill and tailwind number a mile up.

On a 10% grade a legal motor is a 10 mph motor. The 750 W ceiling holds 10.7 mph there and 7.6 mph on a 15% grade, which is N Benton St. Regis's hill is a fact about the statute as much as about the hill.

The sensitivity is small. Across rolling coefficients from 0.006 to 0.012 and drag areas from 0.45 to 0.65 m², holding 20 mph on a 6% grade costs between 1,022 and 1,190 W, above the 750 W line in every combination.

A cold winter morning, 20 °C below the standard atmosphere, thickens the air enough to raise the flat 20 mph cost from 355 W to 375 W, and a hot afternoon lowers it to 338 W.

The picks on this page were run through the same arithmetic on their own published weights, with a 190 lb rider and nobody pedalling. Every one is rated 750 W, so the only thing separating the columns is what each motor has to lift:

Every figure is capped at 20 mph because every one of these is a 20 mph machine; where a column reads 20.0 the label is what stops you, and the motor has more to give.

Read the rows for your own band. To a 2% grade all four hold the class speed with nobody pedalling, which covers most of flat and rolling Denver. From 4% upward the weight of the machine starts to decide it, and by 10% the lightest of the four is a mile an hour ahead of the heaviest.

Loaded to 320 lb, a rider, a child seat and groceries, holding 20 mph costs 384 W on the level, 1,020 W on 4% and 1,337 W on 6%, and a 750 W motor so loaded holds 16.1 mph on 4% and 12.7 on 6%. The cargo arithmetic is why the three-wheeler on this page carries the most motor.

Who is riding, and what that changes

The table above gives the motor the whole job and puts one rider on the bike. Neither is true. You are pedaling, and your own weight is most of what the motor is lifting up a Denver bluff.

Both go into the same arithmetic here. Motor power is the maker's rated figure at 80% efficiency; rider power is critical power, the standard measure of a sustainable effort, at 95% drivetrain efficiency. The measured values come from Chorley and colleagues in the European Journal of Applied Physiology, 2020: 4.17 ± 0.60 W/kg for trained cyclists and 3.19 ± 0.35 W/kg for untrained ones.

Four things about those numbers, before any of them is used.

1. Critical power measures a maximal sustainable effort. It is what a rider can hold until they stop, and nobody commutes at it. Riding a Denver hill at it arrives wrecked.
2. So the tables below carry an easy effort, half of critical power. That half is our definition of easy; the study supplies no such figure.
3. The study's untrained group was not sedentary. They "engaged in active sport on a minimum weekly basis" and simply cycled under two hours a week. A first e-bike bought to stop arriving sweaty is very likely below them.
4. All twenty participants were male, mean age 39. Reading watts per kilogram across sexes and ages goes beyond what twenty men in their thirties can support, so the figures below are a model and not a measurement of you.

The three variables meet on a Denver block like this, on the 85 lb Garootan M-81:

The finding worth the whole section: on that 10% block, going from 130 lb to 250 lb costs 3.2 mph. At a fixed 190 lb, going from untrained legs to trained legs buys 0.6 mph. What you weigh moves the answer about five times as much as how fit you are, and the conclusion lands on the bike rather than on the rider: if you are the heavier rider, buy more torque before you buy a training plan.

The motor-alone column is the honest floor, and it is the one to read if you are buying the bike so you do not arrive sweating. On the heaviest of the four the same 10% block gives a 130 lb rider 11.0 mph on the motor alone and a 250 lb rider 7.6 mph.

On the lightest the same two riders are 4.2 mph apart, which is the widest that rider weight opens anywhere on this page.

What the maker publishes about fit. Every figure here is Addmotor's own.

Read the load ceiling the way its maker writes it and the arithmetic gets practical. Addmotor's "Payload" is the rider and the cargo together, over and above the machine. A 200 lb rider has 250 lb left on the Graoopro, 200 lb on the Garootan M-81, 150 lb on the Grandtan M-340 and 100 lb on the Soletan M-66X, which is the order to read if you carry anything.

Two of those figures need their footnote read. The Soletan's 99 lb is published excluding the battery, so the machine you lift is heavier than the number. The Grandtan's ceiling is written "350+100 LBS": 350 lb of that is you, and the other 100 lb belongs in the baskets.

Peak wattage and torque are not columns here, because neither is in the published record for these four. Every speed-at-grade number on this page is therefore computed from the nominal 750 W rating — which is the figure the statute uses in any case.

Colorado's 750-watt line, and Denver's own rules

Colorado defines an electrical assisted bicycle at § 42-1-102(28.5) of the Revised Statutes as "a vehicle having two or three wheels, fully operable pedals, and an electric motor not exceeding seven hundred fifty watts of power," in three classes.

Class 1 assists "only when the rider is pedaling" and stops at 20 mph. Class 2 assists "regardless of whether the rider is pedaling" and stops at 20 mph. Class 3 assists "only when the rider is pedaling" and stops at 28 mph.

Since August 6, 2025 § 42-1-102(60.2) also defines a "multiple mode" bicycle, one "equipped with switchable or programmable modes" that operates as two or more classes "in conformance with the definition under this section for each respective class."

The wheels, the pedals, the wattage and the class speed are the four limbs, and the wattage word is the reverse of New York's. Colorado says "not exceeding seven hundred fifty watts." A bike rated at exactly 750 W is inside the definition here and outside it in New York, and 67 of the 197 bikes on our shelf publish exactly that figure.

The 2025 act added a fifth limb, and it is the one this page is built on. Since August 6, 2025, § 42-1-102(28.5)(b) says the definition "does not include" a vehicle "modified so that it no longer meets the requirements for any class of electrical assisted bicycle."

It also excludes "a vehicle that is designed, manufactured, or intended by the manufacturer or seller to be easily configured so as not to meet the requirements of an electrical assisted bicycle, whether by a mechanical switch or button, by changing a setting in software controlling the drive system, by use of an online application, or through other means intended by the manufacturer or seller."

The state has said how it reads that. The Colorado Energy Office puts the same test on its rebate page and its tax-credit page, in wording that differs only in what it calls the machine. The rebate page's version, read September 12, 2026:

The e-bike must meet the state's definition of an e-bike which, as of August 2025, does not include any vehicle designed with a mode (sometimes advertised as an "off-road" mode) exceeding the three class system or propelling the vehicles faster than 20 MPH with a throttle alone.

How far that sentence reaches is itself arguable, and this page states it both ways.

Read one way it is the Energy Office describing the statute, and a machine with an unlockable mode is outside § 42-1-102(28.5) for every purpose. Read the other, it is the eligibility rule for the Office's own two programs and nothing more, and on the statute's own words (b)(II) removes a vehicle that is "designed" that way rather than one that can be set that way.

Nothing has been litigated, and this page does not pretend the question is settled. What it can verify is narrower, and it is what the picks below rest on: what each maker publishes, model by model, about what its own machine does.

That is the screen this page runs, and it is a category rule, not a brand judgment. Of the 67 bikes on our shelf that could be bought and were not already outside the wattage, speed or pedal limbs, the four here are the ones whose maker prints one speed figure — 20 mph — on every product page and specification table it publishes for them, with no second figure and no setting that reaches one.

Two of the 67 could not be read either way. They are counted as unread rather than as failures.

Applied to all 197 vehicles in our catalog, the screen on the published limbs alone leaves 48 within: 101 are outside, 91 of them on a published rating above 750 W, 56 on a top assisted speed above 28 mph and 3 without pedals, which is more than 101 because a machine can fail on more than one limb: 53 of them fail on the wattage and the speed together.

Another 40 could not be screened because our own listing publishes no rating or no top speed, and 8 are held rather than counted either way, because the wording on the listing and the wording in the maker's own documentation do not agree about what the machine can be set to.

The label, the disclosure and the battery. Since January 1, 2018, § 42-4-221(9) has required a permanent label on every new e-bike with its class, top assisted speed and wattage, and on or after January 1, 2027 a multiple mode bicycle's label must also name "the highest class or each of the classes" it can operate in.

Since August 6, 2025, § 42-4-221(13) requires the seller to disclose the motor's watts, its maximum speed, its class, and for a Class 3 the statement that it is unlawful for anyone under sixteen to operate one.

Section 42-4-221(12) makes it a deceptive trade practice under the Colorado Consumer Protection Act to label a vehicle that is not an e-bike as a class 1, 2, 3 or multiple mode machine, to represent it as an electrical assisted bicycle, or to advertise it with the words "e-bike" or "electric bike" without the written disclosure the statute sets out.

Selling the machine itself is not the offence; selling it as something it is not, is.

Only the third limb has a cure: the words "electric bike" or "e-bike" may be used if the seller gives a written disclosure that the vehicle "is not an electrical assisted bicycle as defined in state law," at the store and on the website and in any social media marketing for it.

The bill's final fiscal note puts the exposure at "a civil penalty of up to $20,000 for each violation."

Section 42-4-221(14) bars the sale of any e-bike lithium-ion battery not "certified by an accredited testing laboratory for compliance with a battery standard referenced in UL 2849 or EN 15194 or another safety standard approved by the director of the division of fire prevention and control," with the certification or the laboratory's mark displayed at sale.

The third route is a real one: a battery certified to a standard the director has approved is lawfully sold whether or not UL 2849 is named on it.

That is a duty on whoever sells the battery: to hold the certification, and under (14)(b) to display it or the laboratory's mark on the packaging, the documentation or the machine at the sale. What this page could check is narrower: whether the maker publishes the standard by number, which Addmotor does for all four picks — and on the Grandtan M-340 it publishes both the battery standard and the system standard, UL 2271 and UL 2849.

Each card quotes the maker's line so you can look for the mark on the machine, and where a maker publishes no number this page cannot tell a battery that is uncertified from one whose paperwork is simply not on the web.

The rules that follow you onto the road

From § 42-4-1412: "A person may ride a class 1 or class 2 electrical assisted bicycle on a bike or pedestrian path where bicycles are authorized to travel," and a local authority may prohibit it. "A person shall not ride a class 3 electrical assisted bicycle on a bike or pedestrian path unless" the path is within a street or highway or the local authority permits it.

No one under sixteen may ride a Class 3 except as a passenger, and on a Class 3 every rider or passenger under eighteen wears a helmet. Colorado has no helmet statute for adults on any class.

Denver adds its own layer in two places: its bicycle article, and what that article sends a Class 3 rider into. The city's bicycle article at D.R.M.C. § 54-564 applies to "a bicycle or Class 1 or Class 2 electrical assisted bicycle," and says "Class 3 electrical assisted bicycles shall be subject to the provisions of article X of this chapter 54," which is the motorcycles article.

What that cross-reference carries is genuinely unsettled, and this page states it both ways. Article X's § 54-630 requires goggles or safety-lens glasses on "any motorcycle or motor-driven cycle" on a city street. Read one way, § 54-564 puts a Class 3 rider under that rule; read the other, § 54-630 names only motorcycles and motor-driven cycles and a Class 3 e-bike is neither.

It reaches none of the four bikes here as they are published. Addmotor prints one speed figure for each of them — 20 mph — and no class number at all; the class is what the statute makes of that figure, and the maker claims none.

A 750 W machine that stops assisting at 20 mph is a Class 1 or a Class 2, and the class number itself belongs on the label § 42-4-221(9)(a) requires the manufacturer to affix.

Which of the two depends on the throttle, and there the four differ. Addmotor publishes a half-twist throttle on the Garootan M-81, the Graoopro and the Grandtan M-340, which makes each of those a Class 2 at 20 mph. For the Soletan M-66X it publishes a seven-level pedal-assist system with a torque sensor and no throttle row, which reads as a Class 1. Either way the Denver question below does not arise.

That is worth knowing before you buy rather than after. A Class 3 setting is what pulls a rider onto the wrong side of the trail rule, the age rule, the helmet rule and this unsettled cross-reference all at once, and none of these four offers one.

Colorado calls a bike with more than one of those settings a multiple mode electrical assisted bicycle (§ 42-1-102(60.2)), and it puts a duty on us rather than on you.

Under § 42-4-221(13)(d) a seller of a multiple mode bike capable of Class 3 operation must give the purchaser "a statement that it is unlawful for an individual who is under sixteen years of age to operate a class 3 electrical assisted bicycle in Colorado."

None of the four picks is published as capable of Class 3, so that duty does not attach to them. The statement is on this page anyway, because the rest of our catalog is one click away and a good deal of it is.

The sidewalk, and the 6 mph that applies to part of it

Denver's sidewalk rule is not unsettled. Under § 54-576, riding a bicycle or e-bike on a sidewalk "shall be unlawful except" where "the sidewalk is part of a designated bicycle route" or when you are "preparing to dismount and park" on that block or when "the operator has just mounted and has not yet crossed a street or alley."

Under § 54-573(b), on a sidewalk that is not part of a designated route the limit is "six (6) miles per hour," and under § 54-576(b) "Bicyclists shall yield the right-of-way to pedestrians on the sidewalk."

The trails, and what may ride them

Denver Parks and Recreation's Trail Safety page, read September 12, 2026, allows an e-bike on Denver trails "where bicycles are permitted" if it has "a motor with power limited to 750 watts or less," is "Class 1 or Class 2," has "a maximum assisted speed of 20 mph" and "working pedals."

E-motos are not allowed. The trail "Speed limit: 15 MPH." Over Class 3 the state gives a local authority a power to permit rather than a power to forbid: § 42-4-1412(14)(b) already keeps a Class 3 off a path unless the path is within a street or the local authority allows it. Denver has not allowed it, so its trails follow the statutory default.

The parks rule has moved. The department's 2019 temporary directive limited park e-bikes to "Class 1 e-bicycles only" for May 15 to November 11, 2019, subject to extension; its 2020 draft revision to Rule 16 set the 15 mph trail limit and a dusk-to-dawn lamp rule for every e-device; the current page says Class 1 or Class 2. This page follows the current page and prints the history so you can see the direction.

After the statute's four limbs, the battery rule and a reading of every speed-setting document its maker publishes, our shelf offers Denver four bikes, all from Addmotor, at $1,199, $1,599 and $1,899 on two wheels and $2,399 on three.

That is a budget-to-upper ladder on two wheels and a single answer on three. It is one brand, and the reason is the screen rather than a preference: the four are what is left after every machine we sell is measured against the statute's limbs, against the battery-certification rule, and against every document its maker publishes about what its speed settings do.

For everything else Colorado and its 335 municipalities and counties say, read our Colorado e-bike laws page, which reads every local rule it could reach at the source.

Flat Denver: 44 neighborhoods

Who this is for: the grid, and the avenues that run out to the airport. Five Points, Capitol Hill's flat neighbors from City Park West to Congress Park, Baker, Speer, Washington Park and University, the whole northeast from Central Park through Montbello to Green Valley Ranch, Union Station and the central business district. Fewer than 3% of the ranked blocks around you climb 4%, and in 41 of these 44 neighborhoods no ranked block reaches 6%.

This is 44 of the 78, and it is where 406,971 of the city's 706,799 people live, 57.6%. Gateway - Green Valley Ranch alone is 43,809 people, Montbello 35,167, Central Park 29,939, Five Points 20,221, all flat.

Out here the motor stops being the question. All four picks hold the 20 mph class speed on the level and up a 2% grade with nobody pedalling, so on a flat Denver avenue the label limits you before the bike does. What takes over is the load you carry, the trail rule and the winter.

Your load, because flat Denver is where the errands are and all four picks are cargo frames, carrying between 300 and 450 lb of rider and shopping on the maker's own figures. The trail rule, because the Cherry Creek Trail, the South Platte River Trail and the Sand Creek and High Line Canal trails run through the flat city, and Denver Parks admits Class 1 and 2 at 20 mph and nothing faster.

The winter, because December's normal mean temperature at the airport is 31.2 °F and the bike that lives inside is the one that gets ridden in January.

Flat Denver also holds both the densest network in the city and its thinnest. Union Station carries 9.72 high-comfort miles per square mile, the central business district 8.49 and Civic Center 6.83, the three highest figures of any neighborhood; Hale has no bikeway at all, and Cory - Merrill and Southmoor Park have no high-comfort facility.

The flat-city pick: the full 750 watts, hydraulic brakes and a 400 lb load

Rolling Denver: 19 neighborhoods

Who this is for: Capitol Hill and North Capitol Hill, Sloan Lake and Chaffee Park in the northwest, Speer and Cherry Creek, Washington Park West, Hilltop, Clayton, Hampden, University Hills, Wellshire, Rosedale, Westwood, Mar Lee, Harvey Park, College View and Washington Virginia Vale. Between 3% and 9% of your ranked blocks climb 4% or more, and the median is 4.8%.

This is 174,064 people, 24.6% of the city, and it is the band with the densest high-comfort network in Denver: 1.64 high-comfort miles per square mile at the median. Capitol Hill sits 0.02 miles from a high-comfort bikeway and its steepest block, N Pennsylvania St, climbs 7.0%.

Here the motor starts to matter, and because all four picks carry the same 750 W what decides it is weight. On a 4% block, which is the block this band is defined by, the Garootan M-81 holds 17.6 mph with a 190 lb rider and nobody pedalling, and reaches the 20 mph class speed with an easy pedal. The Graoopro, 13 lb lighter, holds 18.0.

On the 28 blocks in this band that climb 6%, the same two hold 14.2 and 14.7 mph on the motor alone, and 16.5 and 17.1 with an easy pedal.

So the Garootan M-81 is the starting bike for the rolling nineteen as well as the flat 44, and the Graoopro is what you buy if your route has the band's steeper end in it: about half a mile an hour on every climb, for $400.

Hilly Denver: 10 neighborhoods

Who this is for: Highland, West Highland and Jefferson Park above the river, West Colfax, Barnum, Villa Park's neighbor Valverde, Athmar Park and Ruby Hill on the west bank, Bear Valley and Fort Logan in the southwest. Between 10.5% and 14.8% of your ranked blocks climb 4% or more, the median is 12.5%, and the band holds 72 of the city's 183 blocks at 6% or steeper.

You are one of 81,216 people here, 11.5% of the city, and you are better served by the network than anyone else in Denver: 1.65 high-comfort miles per square mile at the median, and 0.16 miles to reach one, because Highland and Jefferson Park sit beside the downtown network and the rest sit on the gulch trails.

Highland is the case to read. If you live there your steepest block is 17th St at 9.1%, the seventh steepest clean block in the city, 13.6% of your blocks climb 4% or more, and you have 3.6 high-comfort miles inside your own neighborhood and 0.16 miles to the nearest.

Carrying a 190 lb rider, the Graoopro holds 12.1 mph on an 8% block and 10.2 on a 10% block on the motor alone, and 14.3 and 12.2 with an easy pedal. The Garootan M-81 holds 11.7 and 9.8, and 13.8 and 11.7 pedalling.

On 17th St itself, at 9.1%, you are between those two rows, and the gap between the lightest pick and the heaviest is about a mile an hour.

So the honest advice for the hilly ten is the Graoopro with the arithmetic in front of you: the daily climb is a 10 to 12 mph climb on the steepest block you own, faster than that once you pedal, and the class speed everywhere else. If the daily climb is the block you live on, read the steep section, because the same numbers get smaller.

The climbing pick: 72 lb, and the fastest of the four uphill

Steep Denver: 5 neighborhoods

Who this is for: Harvey Park South, Barnum West, Villa Park, Regis and Hampden South. At least 15% of your ranked blocks climb 4% or more, the median is 21.5%, and the band holds 76 of the city's 183 blocks at 6% or steeper, 254 of its 887 at 4%.

Regis holds the two steepest clean blocks in the city: N Benton St at 15.5% end to end and N Eaton St at 10.9%.

You are one of 44,548 people here, 6.3% of the city, and your band is the one the network serves least: 0.97 high-comfort miles per square mile at the median, and Regis at 0.39 with 0.4 high-comfort miles inside it, 0.57 miles from the nearest and 1.99 from the nearest trail, the furthest of any neighborhood but the airport's.

Villa Park is the other face of the band: if that is your row you have 3.4 trail miles of Lakewood Gulch running through your neighborhood and a high-comfort bikeway 0.06 miles from you.

This band asks for the most motor the statute allows on the lightest frame that carries it, and on September 15, 2026 our shelf has three two-wheelers that answer: every pick on this page is rated at the full 750 W.

The Graoopro is the one to read here. At 72 lb it is the lightest machine on the page, and on a 10% block with a 190 lb rider it holds 10.2 mph on the motor alone and 12.2 with an easy pedal; on a 15% grade, which is N Benton St, it holds 7.3 and 8.8.

The Garootan M-81 holds 9.8 and 11.7 on the same 10% block, and the Grandtan M-340, on three wheels and 110 lb, holds 9.1 and 10.9.

Those are slow numbers on the block you live on and full-speed numbers on every other block of your ride. If you ride Regis to Union Station that is 4.0 miles straight-line, and only your last few hundred feet climb.

Carrying people and cargo, and three wheels

Cargo is where the line pinches hardest for you, because weight is the one cost altitude does not discount.

All three two-wheel picks on this page are cargo frames, and the two below add the other two answers: suspension at both ends, and a third wheel.

On a trike the load sits low and stays put at a stop; nothing has to be held up. The trade is width and weight: 110 lb by its maker's figure, on 4.0 inch tires, which is not a stair machine. It is a garage, a ground-floor hallway or a locked yard.

The comfort pick: suspension at both ends, and a bench seat

The three-wheel pick: 750 W, a parking brake and 350 lb of rider

Every Denver neighborhood, and where to start

Every one of the 78 statistical neighborhoods the city publishes is listed below with its steepest street, the share of its ranked street blocks that climb 4% or more, the share of its ground over a 6% grade, its high-comfort bikeway miles, how far it sits from a high-comfort bikeway and from a trail, and its residents.

The bike each band starts from is named above its table, because it is the same bike for every neighborhood in that band.

Find your row and read along it. The bike above the table is where your band starts, and your row is why.

Each band has its own table, alphabetical, so your neighborhood sits beside the ones you know. A neighborhood can read steep on its ground and flat on its streets, because the ground figure measures the land and the street columns measure the roads. Auraria reads 12% of its ground over a 6% grade and not one of its 74 ranked blocks climbing 4%: the bluff is there, and no street goes up it.

A phone shows the left of each table first and swipes to the rest; what every column means is set out beneath them.

Jump to a band: Flat · Rolling · Hilly · Steep

Flat Denver: 44 neighborhoods, 406,971 residents

Start here in all 44: Addmotor Garootan M-81. Read the flat section for what decides it.

Back to the band list

Rolling Denver: 19 neighborhoods, 174,064 residents

Start here in all 19: Addmotor Garootan M-81. Read the rolling section for what decides it.

Back to the band list

Hilly Denver: 10 neighborhoods, 81,216 residents

Start here in all 10: Addmotor Graoopro. Read the hilly section for what decides it.

Back to the band list

Steep Denver: 5 neighborhoods, 44,548 residents

Start here in all 5: Addmotor Graoopro. Read the steep section for what decides it.

Back to the band list

If you call your neighborhood something else

Denver's 78 statistical neighborhoods are one vocabulary. The names on the signs are another, and the city maintains boundaries for 190 neighborhood organizations that use them. Below are the ones in widest circulation, each placed by its own streets rather than by anybody's opinion, and the ones that straddle two rows are shown straddling them.

LoDo is the clearest case. Its blocks are 51% inside Union Station and 41% inside Auraria, so a LoDo rider reads two rows of the table above and takes the worse of them. All 122 names, including the ones too small for this table, are in the crosswalk this page's first-party dataset list names below.

What the columns mean. Blocks over 4% is the share of the neighborhood's ranked street blocks, 60 m or longer and touching no bridge or ramp, that climb 4% or more end to end, over the count of such blocks. Ground over 6% is the share of the neighborhood's land with a slope of 6% or more on the USGS ground model at 30 m. Steepest street is the steepest ranked clean block, with its end-to-end grade.

High-comfort bikeway is the existing miles of protected bike lane, neighborhood bikeway and trail inside the boundary, the city's own three high-comfort types. Nearest high-comfort and nearest trail are straight-line from the neighborhood's center. Residents is the city's ACS 2017 to 2021 estimate.

Every block of the city, measured

Ground and streets are two different measurements, and a bluff no road climbs is in the first and not the second. So every block of the city, all 25,204 of them, was measured on its own, end to end, from the city's own street file against the USGS ground model, and the result is smaller and sharper than the ground figures suggest.

Of the 25,204, 462 fall outside every one of the 78 polygons. They are boundary streets, the ones the city shares with its neighbors: E 56th and E 64th Avenues out by the airport, S Zuni Street and W 52nd Avenue on the western edge, N Yosemite Street on the eastern one, E Yale, E Amherst and E Dartmouth Avenues along the southern line.

Inside the 78, 22,517 blocks are long enough to rank; 598 of those touch a bridge, viaduct or ramp and are kept out of the steep lists, because the model reads the ground under a deck rather than the deck.

Of the 21,919 that remain, 887 climb 4% or more, 183 climb 6% or more, 26 climb 8% or more and four climb 10% or more. The median ranked block grade is 0.82%.

Denver is a flat city a mile up whose hills are gathered into a handful of places, and the tables say which.

A block's grade is not the same as its pitch, and a rider meets the pitch. End to end, N Benton Street in Regis climbs 15.5%. Measured on its steepest sustained 30 meters it climbs 18.1%, and the block above it, flat at 8.2% end to end, has a stretch at 21.9%. A block that climbs hard and then eases reports both numbers here.

Counting by pitch rather than end to end changes what the city looks like. Four blocks reach 10% end to end; 89 hold 10% or more for at least 30 meters, and 869 hold 6%. Those are the stretches that decide whether you shift down or stand up.

The band count comes first, then the twelve neighborhoods with the largest share of climbing blocks, then the twelve steepest blocks end to end with each one's pitch beside it, and last the twelve steepest sustained stretches anywhere in the city. Each one swipes sideways on a phone.

Regis holds four of the twelve steepest end to end and four of the twelve steepest pitches; the bluff above the river from Jefferson Park through Highland to Regis is where the city's short, sharp blocks are. In the northeast, Gateway - Green Valley Ranch's steepest block is N Ventura St at 4.4% and Montbello's is N Titan Ct at 3.8%, and in the whole flat band only three ranked blocks reach 6%.

Three rows of the pitch table are at the airport, and they are worth naming: Rw34R Alsf2 Rd and Rw8 Maslr Rd serve the approach lighting for two runways, Southwest Perimeter Rd runs the airfield boundary, and all three climb an embankment at 25 mph behind a security fence. They are in the city's street file, they are measured like every other block, and no rider will meet them.

A bridge counts here as a block and never as a grade. The ground model reads the earth, and under a viaduct the earth is a rail yard or a river, so the number it returns for the 20th St viaduct or the Speer bridges is the drop beneath the span. The approaches to the Platte crossings are real hills. How steep is a question this method cannot answer honestly, so it does not answer it.

The ground model behind these numbers sits within 0.344 ft of 748 of the city's own survey benchmarks and 0.258 ft of the curb marks among them, and the 40 steepest blocks were re-read at both ends through the USGS Elevation Point Query Service, 40 of 40 agreeing.

Within this page's own data every block is measured twice: once along the street, once between the city's two intersection nodes. On the 21,919 ranked blocks clear of a structure the two reads agree to within 1 percentage point 99.6% of the time, and the median difference between them is zero.

Where Denver's bikeways are, type by type

Inside the 78 neighborhoods Denver has 383 existing centerline miles of bikeway, and 185 of those miles are what the city itself calls high comfort.

The Department of Transportation and Infrastructure's Denver Moves: Bikes Update page says the network "is made up of five types of bikeways: protected bike lanes, neighborhood bikeways, trails/shared-use paths, buffered bike lanes, and bike lanes," and that the first three are "safer and more comfortable," so the city calls them "high comfort facilities" and says it will "prioritize building these facilities over others where it's possible to do so."

The city's facilities layer carries three more types the page does not list, and every existing mile inside the 78 is counted below under the layer's own label:

Just under half, 48.3%, is high comfort by the city's own definition, and more than half of that is trail. The Neighborhood Bikeways page defines the third type as "low-volume, low-speed streets designed to prioritize people who are biking, walking, and rolling," and it is the type a flat-grid rider meets most.

The same layer carries the future: 50.6 planned miles and 443.2 unfunded ones, which is more than the whole network that exists. Those miles are counted here and never added to what a neighborhood has today.

The trails are the spine. Denver Parks and Recreation's Trails page puts "100+ miles of trails in the city's park system," and the city's layer carries the Cherry Creek Trail at 13.9 centerline miles inside the 78 and the South Platte River Trail at 15.0, with Lakewood Gulch, Weir Gulch, Sanderson Gulch, Bear Creek, Sand Creek and the High Line Canal feeding them.

Every one is a Class 1 and Class 2 trail at 15 mph under the parks rule.

That distribution is why the neighborhood table lists distance to a high-comfort bikeway and distance to a trail as two columns. Central Park carries 19.5 high-comfort miles and 16.5 of them are trail; Union Station carries 4.3 high-comfort miles in 0.44 square miles and 3.8 of them are protected lanes.

In Regis you are 0.57 miles from either and 1.99 from a trail; in Villa Park the trail is 0.06 miles away and the protected lane 0.5 miles inside.

Range at altitude, and in a Denver winter

Every range figure a maker prints comes off flat ground, at low assist. Addmotor states the assist level rather than the rider: 75 miles at PAS 1 on the Garootan M-81, 85 at PAS 1 on the Grandtan M-340, and 105+ on a single battery or 210+ on two for the Graoopro.

The Soletan M-66X's figure is the one that names its own speed: up to 105 miles at PAS 1 and 8 mph. Denver supplies your flat ground on 44 of the 78.

What the altitude gives back, a grade takes away, and the arithmetic above says how much. Riding on the level at 12 mph costs 115 W; the same speed up a 6% grade costs 558 W, nearly five times as much. In the steep five the climbing empties a pack faster than the miles do, and on a commute the climbing is the last thing you do, on what is left.

The altitude cuts the other way. Thin air lowers the cost of holding 20 mph on the level by 11% against sea level, so a flat-city commute at the class speed is cheaper in watt-hours here than the same commute in Los Angeles or New York. The saving is a computation on the flat 44, and nobody on a hill gets it.

And there is the winter. NOAA's 1991 to 2020 normals for Denver International Airport put the mean temperature at 31.2 °F in December, 31.7 °F in January and 32.7 °F in February, with January's mean minimum at 18.7 °F.

No primary source this page could find publishes how much range a lithium-ion pack loses at those temperatures on these bikes, so no percentage appears here; the figures the search engines repeat are unsourced and this page does not repeat them.

Which pack you need comes down to three things.

1. Put the maker's range figure beside your own row above. On the 44 flat neighborhoods it lands close to what you will see. In the steep five, plan on a good deal less.
2. Buy the bigger pack if your ride has a hill in it. Three of the four carry a 48 V 20 Ah Samsung pack, about 960 watt-hours; the Garootan M-81 carries 48 V 15 Ah, about 720. On the flat 44 that difference is most of a day's commuting either way. In the steep five it is the difference between arriving home with the climb still in the battery and arriving with it spent.
3. Count the hill at the end. A Regis or Barnum West commute puts its climb last, on the emptier battery; a Villa Park commute can put it on the Lakewood Gulch trail, where the grade is the creek's.

Denver's rebate, Colorado's tax credit, and what a charge costs

The money question is answered online with two numbers that contradict each other, $450 and $675, and both are stale or partial. The two programs' own pages, read September 12, 2026, say this.

Denver's voucher. The city's E-Bike Rebates page: "The Denver rebate for a standard e-bike is $675 in 2026," combinable with the state credit "which is $225 in 2026, for a total discount of $900," and "This $900 can cover up to 80% of of [sic] the price of the e-bike."

It is a point-of-sale voucher at "a participating bike shop," the bike "must be fully assembled and not in a box," and the same page says: "Thanks, Denver, for your excitement about e-bikes! All rebates have been claimed for 2026!" A waiting list now receives vouchers that expire unredeemed.

The voucher covers "Any class of e-bike, per the State of Colorado definition," and excludes "E-moto bikes that are over 750 watts and can go over 28 mph," which "are not considered e-bikes in the State of Colorado." It has an income cap by household size, and the city has published it twice this year:

Both tables are the city's; the program page is the one an applicant is measured against, and this page prints both so you can see they differ. The release also lists the 2026 rounds, May 19, July 7 and September 8, and says that "past rebate rounds have been claimed within minutes."

The state's two programs

Colorado's tax credit. The Energy Office's page: "$225 discount per e-bike (limited to one discount a year per resident); $250 tax credit for retailer," taken "at a participating retailer," with "No minimum purchase price; no maximum purchase price." The retailer gives the discount at the sale, delivers the bike, and claims the credit quarterly.

Colorado's rebate. The Energy Office's separate rebate is $1,000, plus $300 for an e-cargo bike and $300 for an adaptive one, for residents 18 and over with household income below 80% of the county's area median income or enrolled in a listed program, RTD LiVE among them.

Registration windows are October 19 to 26, 2026, January 11 to 18, 2027 and March 15 to 22, 2027, registrants are selected at random, and the rebate is redeemed at a participating retailer within sixty days on a standard e-bike priced at $5,000 or less. Its eligibility sentence is the one quoted above: no mode beyond the three classes, no throttle past 20 mph.

What that means for a bike bought here

Redtail eBikes is not on the Energy Office's list of participating retailers, which carried 172 rows on September 13, 2026 and none for us, so no voucher and no $225 discount applies at our checkout, and the prices on this page are the prices you pay.

A Denver rider who holds a voucher should spend it at a participating shop. A rider who does not is comparing our price to a shop's price after nothing, because the city's own page says every 2026 rebate has been claimed and the next state window opens on October 19. This page would rather say that than let you find it at the counter.

What can be said precisely is the electricity. Every bike here charges from a wall outlet. At Colorado's average residential price of 17.13 cents per kilowatt-hour, the Energy Information Administration's June 2026 figure, a full charge of the Garootan M-81's pack, about 720 Wh on the maker's volts and amp-hours, costs about 12 cents, and of the 960 Wh pack on the other three, about 16 cents.

And the bus. RTD's fares, read September 13, 2026: a 3-Hour Pass is $2.75, a Day Pass $5.50 and a Monthly Pass $88, which is $1,056 a year. Fourteen months of that pass buys the Garootan M-81 outright; the other three run between eighteen and twenty-eight months of it.

Whether the bike replaces the bus or rides on the front of it, and what you would have paid for parking, are facts about you. This page prices the charge and the fare, and stops there.

The part that is not a guess is our part. Every bike on this page ships free to a Denver address, its warranty is handled in the US, and Shop Pay offers 3, 6 or 12 monthly payments at checkout. Above $1,000 those payments carry Shop Pay's own interest rate, shown before you confirm, so the total is on the screen rather than in a footnote.

The bus rack, the train and the sidewalk

Where a Denver bike can go is mostly decided by three rules, and all three are somebody else's. In Denver the rack limit, the trail rule and the sidewalk code are settled before you shop; the lock is the small part.

The rack, from RTD's own policy. RTD's E-Bike Policy, read September 12, 2026, lets customers "transport non‐motorized and motorized bicycles" on buses and trains "at any time without a permit" where space is available. On buses, "The bicycle racks have a weight limit of 55 pounds per bicycle" and "can accommodate tires up to 2.3 inches in width," and the buses page adds: "Bikes are not allowed inside RTD buses at any time."

A motorized bicycle "must be electric with a sealed battery compartment" and not "powered by gasoline or lead‐acid batteries."

On light rail and commuter rail the bike rolls aboard. RTD's Bikes and Scooters on Rail page says a bike or stand-up scooter "cannot be larger than 80 inches x 40 inches"; its e-bike policy puts the same limit as "may not exceed 80 inches in length or 40 inches in height." Light rail cars carry two bike zones, commuter rail cars vertical racks with straps.

Neither RTD limit is a formality, and the rack is the harder one. The rack takes 55 lb on tires 2.3 inches or narrower, and the lightest bike on this page is 72 lb on a 2.0-inch front tire, so none of the four goes on the front of a bus. On the train the limit is 80 inches by 40, and the length clears on all four.

The whole ride is open to all four whatever the train says, and in flat Denver that is usually the answer anyway: the median flat neighborhood is 3.7 miles from downtown, inside the class speed and inside the smallest pack here twice over, at about 12 cents a charge. If your plan depends on the front of a bus, our folding guide is the shelf built for it.

The height is where the train answer splits. Addmotor publishes 43 inches at the bar on the Soletan M-66X and 43 to 44 on the Grandtan M-340, both over RTD's 40; for the Garootan M-81 and the Graoopro it publishes a saddle height and a standover height and no overall one. If the train is part of your plan, measure the bike at the bar before the first trip.

A figure that is not published is not a figure this page will supply, so two of those height cells are empty.

That is the real cost of buying the full 750 watts: the machines that carry it are cargo frames, and cargo frames are heavy. What you get for the weight is on the other side of the ledger — 400 and 450 lb payloads, fat tires that hold a gritted January lane, and a motor that does not run out on a 6% block.

The sidewalk, from the city's own code. Under D.R.M.C. § 54-576 the sidewalk is for mounting and dismounting on your own block and for designated bicycle routes, and under § 54-573(b) a sidewalk that is not a designated route is a 6 mph sidewalk. The ride from your door to the lane is a ride in the street.

Where it sleeps. These are 72 to 110 lb machines by their maker's figures, and none of them is a bike you carry up a flight of stairs at the end of a ride. Plan for a garage, a ground-floor hallway, a locked yard or a bike room before you order rather than afterwards.

Addmotor publishes UL 2271 for the battery on all four, and UL 2271 and UL 2849 on the Grandtan M-340. The certification itself is issued by a testing laboratory rather than by the maker, and § 42-4-221(14)(b) requires it or the laboratory's mark to be shown at the sale — so look for it.

The honest ledger

Every bike we sell was put through Colorado's definition, and through every speed-setting document its maker publishes, before any of them reached this page. That is why there are four. The right-hand column is the honest half: the readers this page is wrong for.

Why buy it here

Free shipping to Denver on every bike on this page, and a 72-hour return window that starts when it arrives. Warranty claims are opened and handled in the US rather than filed overseas, and Shop Pay splits any of the four over 3, 6 or 12 monthly payments at checkout.

Addmotor lists the four at $2,099, $2,299, $2,599 and $2,899 and sells them at $1,199, $1,599, $1,899 and $2,399. Those are our prices too, and what you get here and not there is the shipping, the support and the warranty handling.

And the part that costs us something: 197 vehicles screened against Colorado's own statute and the state's own reading of it before anything was recommended, and four that clear every limb of it. Most of what the screen removes it removes on the published wattage or the published top speed, and the counts are all in the 750 watt line above.

If your block is flat, the $1,199 bike here does everything the $2,399 one does on that block, and we would rather sell you that one.

None of it has to be settled today. How buying works has the 72-hour return window, who files a warranty claim, and what happens between checkout and a Denver doorstep.

And if you are not sure which of the four is yours, send us your cross streets and we will tell you straight, including when the answer is the cheaper bike or none of them.

Questions Denver riders ask

Are e-bikes legal in Denver?

Yes. Colorado treats an electrical assisted bicycle as a bicycle, not a motor vehicle, so long as it has two or three wheels, operable pedals, a motor of 750 watts or less and a class speed, and no mode beyond its class. In Denver a Class 1 or Class 2 rides where a bicycle rides, including the parks' trails at 15 mph; a Class 3 rides the streets and is kept off the trails.

Are electric bikes street legal in Colorado?

Yes, all three classes, statewide. Section 42-1-102(58) says a motor vehicle "does not include electrical assisted bicycles," so no license, registration, plate or insurance is required, and § 42-4-1412 gives an e-bike a bicycle's place on the road. The one statewide age rule is that no one under sixteen rides a Class 3 except as a passenger.

How does Denver classify an electric bicycle?

Denver borrows the state's three classes and then splits them. Under D.R.M.C. § 54-564 the bicycle article applies to "a bicycle or Class 1 or Class 2 electrical assisted bicycle," while "Class 3 electrical assisted bicycles shall be subject to the provisions of article X of this chapter 54," the motorcycles article. Denver Parks draws the same line on its trails: Class 1 and 2 at 20 mph, nothing faster.

Are throttle e-bikes legal in Colorado?

Yes. Class 2 is Colorado's throttle class, a motor that assists "regardless of whether the rider is pedaling" and stops at 20 mph. What the state's reading of the 2025 amendment excludes is a throttle that works past 20 mph, "propelling the vehicles faster than 20 MPH with a throttle alone."

Every pick on this page prints "20 MPH" in Addmotor's own speed row, so the throttle stops where Class 2 stops and none of them publishes a mode past it.

Which e-bike class is right for me?

Class 2 if you want a throttle and the trails, which is most of Denver. Class 1 gives the same access without the throttle. Class 3 pedals to 28 mph, is off Denver's park trails and every path not within a street, and may not be ridden by anyone under sixteen, though a rider under sixteen may ride as a passenger on one built to carry passengers.

A bike with switchable classes must meet every requirement of each class it offers, and from January 1, 2027 its label must say which.

Do I need a license, registration, or insurance in Colorado?

No, for any e-bike inside the definition. Section 42-1-102(58) excludes electrical assisted bicycles from the definition of a motor vehicle. Outside the definition the picture reverses, and the seller's required disclosure says so in the statute's own words: "a type of motor vehicle and subject to applicable motor vehicle laws," on which "Your insurance policies may not provide coverage."

Do I need a helmet in Colorado?

Not by statute, on a Class 1 or Class 2, at any age. On a Class 3, § 42-4-1412(15) requires every rider and passenger under eighteen to wear a properly fastened bicycle helmet meeting CPSC or ASTM standards. Denver Parks' trail page also asks for one.

It asks every trail user to "Always wear a helmet!" in the same bulleted list that sets the trail's "Speed limit: 15 MPH," and neither line is a statute. This page recommends the helmet at every age.

Can I ride an electric bike on a sidewalk in Denver?

Not as a rule. D.R.M.C. § 54-576 makes riding a bicycle or e-bike on a sidewalk unlawful except where the sidewalk is part of a designated bicycle route, when you are about to dismount and park on that block, or have just mounted and not yet crossed a street or alley.

Where you may ride on a sidewalk, six miles per hour is the limit unless that sidewalk is part of a designated bicycle route, and pedestrians have the right of way either way.

Can I ride on local trails in Denver?

Yes, on a Class 1 or Class 2. Denver Parks and Recreation allows an e-bike on its trails where bicycles are permitted if it has a motor of 750 watts or less, is Class 1 or Class 2, has a maximum assisted speed of 20 mph and working pedals; e-motos are not allowed and the trail speed limit is 15 mph. A Class 3 stays off unless the path is within a street, under § 42-4-1412(14).

Are lights and reflectors a legal requirement in Denver?

Yes, at the hours the code requires lighted lamps. Section 42-4-221 requires a front lamp emitting a white light visible from at least five hundred feet, a red rear reflector visible for six hundred feet in a car's low beams, and reflective material or a lamp visible from both sides.

Denver Parks' trail page adds only "Turn lights on after sundown," which is guidance rather than the statute; a lamp rule for e-devices appears in the department's 2020 draft revision and in a 2019 directive that expired, and in neither case in the adopted Park Use Rules.

Where are e-bikes allowed in Colorado?

On streets and highways wherever a bicycle may go. A Class 1 or Class 2 may also use a bike or pedestrian path where bicycles are authorized unless the local authority prohibits it; a Class 3 may not use such a path unless it is within a street or the local authority permits it. Local rules vary by city and county.

Our Colorado e-bike laws page carries the 78 Colorado places found to have a local e-bike rule, names the 195 searched at a primary source with none found, and says which 62 could not be resolved, so 78 is a floor rather than a closed set.

Is there a tax credit for electric bikes?

Yes, taken as a discount. Colorado's e-bike tax credit gives a resident $225 off a qualifying e-bike at a participating retailer, one discount per calendar year, and the retailer claims a $250 credit after delivering the bike. Redtail eBikes was not on the Energy Office's list of 172 participating retailers on September 13, 2026, so the discount does not apply at our checkout and the prices on this page are the prices you pay.

Is the Denver e-bike rebate available in 2026?

Not as of September 12, 2026. Denver's program page says the standard rebate is $675 in 2026, combinable with the state's $225 credit for $900 covering up to 80% of the bike's price at a participating bike shop, and also says "All rebates have been claimed for 2026!" A waiting list now receives vouchers that expire unredeemed, and the city's release listed the 2026 rounds as May 19, July 7 and September 8.

What is the Denver e-bike rebate income limit?

The city's program page, read September 12, 2026, caps a one-person household at $100,800, rising to $167,100 for six or more; the city's May 11, 2026 release printed $98,100 to $162,600 for the same households. Both tables are on this page, dated. Applicants prove Denver residence and income at or below the cap when they apply, and the program page is the table they are measured against.

How do I get a free electric bike in Colorado?

No Colorado program gives one away. The nearest thing is the state's income-qualified rebate: $1,000 toward a new e-bike, plus $300 for an e-cargo or adaptive bike, for residents 18 and over below 80% of area median income or enrolled in a listed program, drawn from registration windows in October 2026, January 2027 and March 2027 and spent at a participating retailer. Denver's $675 voucher is combinable with the state's $225 credit.

What is the best e-bike for commuting in Denver?

For most of the city, the Addmotor Garootan M-81 at $1,199. The median flat neighborhood sits 3.4 miles from the central business district and the median rolling one 4.1, a distance any of these bikes covers at the class cap.

What decides it is the full 750 watts, hydraulic brakes and a 400 lb payload, on a 20 mph speed row that keeps the trails open. On the western bluffs, read the steep section first.

What is the best electric bike for a senior?

The one that climbs your own block and stands still at a light. On three wheels the Addmotor Grandtan M-340 holds 11.5 mph on a 6% grade for a 250 lb rider on the motor alone, and it carries 350 lb of rider with another 100 lb in its baskets.

It has a parking brake and brakes on all three wheels, and fits 5'2" to 6'4" on its 24-inch front wheel or 5'5" to 6'5" on its 26-inch one. On two wheels the Soletan M-66X has suspension at both ends and the lowest published rider height here, 5'2". Colorado sets no adult helmet rule on a Class 1 or 2; wear one.

What is the best electric bike for hills?

For a Denver hill, the most motor the state allows: 750 W, on the lightest frame that carries it. Every pick on this page is rated 750 W, and on a 6% grade with a 190 lb rider the 72 lb Graoopro holds 14.7 mph against the 110 lb Grandtan M-340's 13.3. No line-conforming bike does better on the motor, because the line is the limit; what is left to buy is weight.

Where can I buy an e-bike in Denver?

From us, if you are buying today: every bike on this page ships free to a Denver address, carries US support and warranty handling, and can be paid over 3, 6 or 12 months with Shop Pay at checkout, and every one of the four is the same price Addmotor sells it for, against its own list of $2,099 to $2,899, so buying here costs nothing extra and adds the shipping, the support and the warranty handling.

Denver's 2026 round is closed — the city's own page says every rebate has been claimed — and the next state window opens on October 19. If you are holding a voucher when it does, spend it at a participating shop and our Denver shop directory lists the verified ones.

The bottom line: the best electric bikes Denver riders can own

Start at the label: rated watts, top assisted speed, class. Then read what the bike can be set to do, because in Colorado that is now part of what it is. Then look your own neighborhood up above. None of those three things can be changed after the sale, and together they decide everything else.

If you are in flat Denver, which is 44 of the 78 neighborhoods and 58% of the city, buy for the load and the winter rather than for power, because on your blocks every one of these holds the class speed: the Addmotor Garootan M-81 at $1,199 is where most flat-city riders should start, on hydraulic brakes and a 400 lb payload.

If your streets are rolling, the same bike holds 17.6 mph up a 4% block with a 190 lb rider and nobody pedalling, and the class speed once you pedal.

If you live on the bluff, in Regis, Barnum West, Villa Park or Harvey Park South, know the number before you buy: on a 10% block the lightest bike here holds 10.2 mph on the motor alone, and on N Benton St at 15% it holds 7.3.

That bike is the Graoopro at $1,599, 72 lb and a 450 lb payload, and it is the fastest of the four up every grade on this page for the same reason: the motor is the same, and it carries less.

For the school run and the shop, all three two-wheelers are cargo frames. On three wheels the Grandtan M-340 at $2,399 adds a parking brake, brakes on all three wheels and 350 lb of rider ceiling, and it is the only pick here whose maker publishes both UL 2271 and UL 2849.

Then buy the lights before the first evening ride, and plan the storage before the order: these are 72 to 110 lb machines, so a garage, a ground-floor hallway or a locked yard. The return window in how buying works starts the day it arrives.

Where to read next

The law by municipality, the shops that carry stock in the city, and how to read a specification sheet are each their own page.

• Colorado e-bike laws, all 335 municipalities and counties counted and 78 local rules read
• eBike shops in Denver, verified stores in the city
• Best folding electric bikes, if the closet decides it
• Best cargo electric bikes, if the load matters more than the line
• Electric trikes in the USA, the whole three-wheel shelf
• Best commuter electric bikes, the national commuter guide
• Electric bike buying guide, how to read a specification sheet
• Every e-bike review we have published, the method and the index
• Best eBikes for Los Angeles and Best Electric Bike NYC, the same method in two cities with different lines

Limitations: what this page cannot tell you

Nine on the measurements themselves

This page stops in fourteen places, grouped below, and each names what would age it. The largest are that it recommends from a small pool because the state's reading of its definition leaves a small pool, that it measures neighborhoods and blocks rather than your own route, and that its population figures are five-year estimates centered on 2019.

1. The 78 are the city's statistical neighborhoods, not neighborhoods as any Denver rider names them. Highland and West Highland are two rows; Park Hill is three; Stapleton appears as Central Park, the city's current name for it. The crosswalk maps onto them, by their own streets, the 122 neighborhood names in circulation that the 78 does not carry, out of 158 registered boundaries whose names are not among the 78; the other 36 are council districts, citywide bodies and single buildings, which are not neighborhood names at all. A name nobody has registered with the city is in neither vocabulary and is not in that table.
2. The pool is one brand, and that is what the screen left. Of 197 vehicles screened, 48 sit inside the wattage, speed and pedal limbs on our own listings' figures and 101 sit outside them. The four on this page are what remains once the battery-certification rule, the maker's published weight, payload and rider-height range, an independent feedback pass and live purchasability are applied on top of that. All four are Addmotor. The page recommends from that pool rather than widening the line to reach a second brand.
3. The mode screen is a reading of documents, not a test of machines. A bike is placed inside the line when every manual, help article, product page and compare table its maker publishes describes only class-conforming modes. A document the maker has not published cannot be read, and a maker's document can be wrong; every quotation the screen relies on was machine-checked as a contiguous string in a dated deposit.
4. The block grades are end to end on a 1 m ground model, and the pitch is the steepest 30 m within a block. A block shorter than 60 m is counted but never ranked, so 2,013 of the 23,343 blocks inside the 78 carry a grade the page does not rank. A block shorter than 30 m has no pitch at all.
5. One hundred and eighty-nine blocks have their internal profile held. Where a street crosses a rail yard, a river or a highway on a structure, a bare-earth model reports the ground beneath it, and at 1 m that appears as a cliff. Those blocks keep their end-to-end grade and publish no pitch. The steepest-pitch list is also bounded to chains of 620 m or less, the 99th percentile of block length, because a five-kilometer airport perimeter road is not a city block; seven longer chains are excluded and counted.
6. Denver publishes no official steepest-street list, so the grades here are validated against the city's survey benchmarks, against benchmark pairs, against the street's own profile read a second way at the city's intersection nodes, and against the USGS point query, rather than against a published figure for a named street. The point query serves the same national elevation program this page measures on, so it tests the chain rather than the ground.
7. The ground share is scale-dependent and the street share is not. The 30 m ground figure in the table is the figure the sibling guides use and is printed for comparison; the bands are cut on street blocks for that reason, and a neighborhood's two numbers can disagree.
8. Bikeway mileage is centerline miles from the city's 2025 planning layer, counted where the layer's own status begins "Existing"; the parks department's "100+ miles of trails" counts trails on a different basis, and DOTI's own lane-mile totals are a different measure again. None of the three is interchangeable with the others.
9. Distances in the table are straight-line from a neighborhood's center. Street distance is longer, and on the bluffs considerably longer.

Five more, on the law, the shelf and the clock

1. Population is the city's ACS 2017 to 2021 five-year estimate, the attribute the city publishes on its own neighborhood layer. It is centered on 2019, and the northeast has grown since.
2. The rider model computes from published physiology; it tests nobody. Critical power comes from a study of twenty men of mean age 39; applying watts per kilogram across sexes and ages goes beyond that sample. The "easy effort" in every table is half of critical power, which is this page's definition and not the study's. Nobody was measured riding a Denver hill for this page.
3. The city's list of designated bicycle routes, on which sidewalk riding is lawful and the 6 mph cap does not apply, was not located in a form this page could reproduce, so the page states the rule and cannot tell you which sidewalks it covers.
4. The parks rule has changed twice and could again. The 2019 temporary directive said Class 1 only; the 2020 draft revision set the 15 mph trail limit; the current Trail Safety page says Class 1 or 2. The page follows the current page, and the cross-reference that puts a Class 3 under Denver's motorcycle article is stated both ways because no decision resolving it was located.
5. When this page expires. Re-check it on any of these named events: the city republishes its streets, bikeways, neighborhood or organization layers; USGS republishes the 1 m lidar or the 1/3 arc-second tiles; the General Assembly amends § 42-1-102(28.5) or § 42-4-221; the Energy Office changes its reading of (b)(II) or its program terms; Denver Parks amends its trail rule; Denver reopens or changes its voucher; RTD changes its rack limits or fares; the EIA publishes a new Colorado price; any pick leaves the catalog or changes price; or Addmotor revises a published specification or speed setting quoted above. Absent any of those, the terrain and bikeway measurements age slowly and the incentives and prices age fastest.

How the questions on this page were chosen

No search-volume figure appears anywhere on this page. The questions it answers are the ones Denver riders were observed typing into search and asking AI assistants on September 12, 2026; a question of yours that is missing here was not observed that day, and you can send it to us.

Primary sources

Every figure on this page traces to one of these, each read on the date shown, each deposited in full at retrieval.

1. Colorado General Assembly, Office of Legislative Legal Services, Colorado Revised Statutes 2026, Title 42: § 42-1-102(28.5)(a) and (b), (58), (60.2); § 42-4-221(2) to (4), (9), (10), (12) to (14); § 42-4-1412(14) and (15). Read September 12 and 13, 2026. Index page: 2026 CRS titles download.
2. Colorado General Assembly, HB25-1197, Sale of Electrical Assisted Bicycles Requirements: signed May 28, 2025, chapter 279, effective August 6, 2025; the signed act and the final fiscal note of June 26, 2025. Read September 12 and 13, 2026.
3. Colorado General Assembly, Legislative Council staff, Electric Bicycles. Read September 12, 2026.
4. Colorado Energy Office, E-Bike Rebates; E-Bike Tax Credit and its FAQ; the participating retailers sheet. Read September 12 and 13, 2026. Colorado Department of Revenue, Electric Bicycle Tax Credit.
5. City and County of Denver, Denver Revised Municipal Code, Chapter 54, Article IX, Bicycles, Electrical Assisted Bicycles, Personal Mobility Devices, and Electric Scooters: §§ 54-564, 54-573, 54-576; Article X, Motorcycles: § 54-630. Supplement published July 23, 2026; read September 13, 2026.
6. Denver Parks and Recreation, Trail Safety, Rules and Etiquette; Trails; Trail Detours; the 2019 temporary directive on electric mobility devices; the 2020 draft revision to Rule 16; the Park Use Rules and Regulations. Read September 12 and 13, 2026.
7. City and County of Denver, Office of Climate Action, Sustainability and Resiliency, E-Bike Rebates and the release Denver's Popular E-Bike Rebates Return May 19 of May 11, 2026. Read September 12, 2026.
8. Denver Department of Transportation and Infrastructure, Denver Moves: Bikes Update and Neighborhood Bikeways; The South Platte River. Read September 12 and 13, 2026.
9. Denver Open Data Catalog: Statistical Neighborhoods; Denver Bicycle Facilities; Streets; Survey Benchmarks; American Community Survey 2017 to 2021 by Neighborhood. Retrieved September 12 and 13, 2026.
10. Regional Transportation District, E-Bike Policy; Bikes and Scooters on Buses; Bikes and Scooters on Rail; Fares. Read September 12 and 13, 2026.
11. U.S. Geological Survey, 3D Elevation Program, 1/3 arc-second DEM tiles n40w105 (March 23, 2026) and n40w106 (June 30, 2026); Elevation Point Query Service. Retrieved September 12 and 13, 2026.
12. Chorley A, Bott RP, Marwood S, Lamb KL, Physiological and anthropometric determinants of critical power, W' and the reconstitution of W' in trained and untrained male cyclists, European Journal of Applied Physiology 2020;120(11):2349–2359. Open access; full text retrieved from the NCBI PMC API September 14, 2026.
13. U.S. Census Bureau, 2025 Gazetteer Files, Places, Colorado, row GEOID 0820000. Retrieved September 14, 2026.
14. City and County of Denver, Registered Neighborhood Organizations, 190 boundaries maintained under D.R.M.C. § 41-19. Retrieved September 14, 2026.
15. NOAA National Centers for Environmental Information, U.S. Climate Normals 1991 to 2020, monthly, Denver International Airport (USW00003017). Retrieved September 13, 2026.
16. U.S. Energy Information Administration, Electric Power Monthly, Table 5.6.A, Colorado, June 2026. Read September 13, 2026.
17. NASA, NOAA and USAF, U.S. Standard Atmosphere, 1976.
18. Addmotor, product pages for the Garootan M-81, the Graoopro, the Soletan M-66X and the Grandtan M-340. Read September 15, 2026.

Source register

Every source above by tier: T1 is the body with authority over the fact publishing it itself, T2 a manufacturer's own specification or our own dated computation from a T1 input. No T3 or lower source is cited on this page.

First-party datasets and computations

These were produced for this page from the public sources listed above, each on the date shown, and each can be re-run.

• Denver neighborhood terrain: mean elevation, relief and the 30 m ground share over 6% for all 78 statistical neighborhoods, from USGS 3DEP. Method and thresholds are described in this page's four cities section.
• Denver neighborhood bikeways: existing centerline miles per neighborhood by the city's facility type, future rows counted separately, in this page's bikeways section.
• Denver block grades: end-to-end grade of every constructed street block in the city's streets layer, with per-neighborhood shares, the steepest street, the benchmark validation and the lidar re-measurement, in this page's every block section.
• Grade-power model in Denver air: the watts a climb costs and the speed a 500 W and a 750 W bike sustain at 5,324 ft, and the same arithmetic on each pick's own published figures, with every input stated, in this page's grade math section.
• Colorado legality census and mode screen: all 197 vehicles screened against § 42-1-102(28.5) on every published limb, and all 67 buyable rows not already outside read at their makers for the mode limb, 2 of them unreadable and recorded as such, in this page's 750 watt line section; the picks are linked from their cards above.
• Denver neighborhood profiles: the join of terrain, bikeways, blocks, population and the three distances for all 78, in this page's every neighborhood section.
• Denver rider-fit model: what a rider of 130 to 250 lb holds on each Denver grade, on each pick, on the motor alone and pedaling, from published critical power, in this page's who is riding section.
• Denver neighborhood-name crosswalk: all 190 registered neighborhood organization boundaries mapped onto the 78 by the street blocks inside them, in this page's every neighborhood section.
• Store query on the day: each pick's status, orderable variant and price on our store, with the maker's list price beside it, in this page's flat section.
• Fare and charging arithmetic: the Monthly Pass and the cost of a charge from the RTD, EIA and maker figures, in this page's cost section.

Image credit: cover photography generated with Nano Banana Pro on Playcut and composited in-house. Per-bike photography is the manufacturer's own product imagery, published on our listings.