While often one of our shortest evaluations, our Speed Test with the AIMA Big Sur Sport 2.0 was relatively lengthy due to its broad range of customization options. To perform this test, I rode the bike in both its Class 2 and Class 3 settings on a flat, paved shared-use trail using both its torque and cadence-sensing modes.
While riding, I recorded my average speeds in each of the bike’s five assist levels: Eco, Tour, Sport, Sport+, and Boost. My results are graphed above.
As a fat tire e-bike weighing nearly 80 lbs, pedaling the Big Sur Sport 2.0 without power was relatively tough; the bike’s weight required some extra effort to move, while the efficiency of my pedaling was restricted due to the bike’s geometry and riding position. Fortunately, upon kicking on the motor, the experience became much easier and more enjoyable.
In the bike’s default torque sensing mode, it required only light pressure on the pedals to deliver a helpful boost, with less and less effort needed as I increased its power level. With the Class 2 maximum of 20 mph, I reached top speed in the third assist setting, with no (or little) difference due to the speed restriction in Sport+ and Boost.
The Big Sur Sport’s power levels seemed much more balanced and better distributed in Class 3 mode than in its Class 2 settings. In this test, my speed increased consistently as I stepped up through the bike’s assist levels. As expected, the motor’s power backed off upon reaching 28 mph, so my average speed fell just below the Class 3 maximum.
When riding in cadence mode, I approached the Class 2 maximum speed in the second assist level, Tour mode. I measured slight increases in velocity when moving up from there, but most of my results for this test hovered around 20 mph. In Class 3 mode, the bike again showed a more balanced distribution of power, though my results started to level off in Sport and came in nearly identical in Sport+ and Boost.
I have a few thoughts about this breakdown:
First, while many of my results were similar as I approached the top end of the bike’s speed limit, it’s worth noting that my speeds would likely be better distributed when carrying cargo or riding uphill.
Second, while many e-bikes with cadence sensors limit speed in each assist level to ensure a more evenly distributed increase, the Big Sur Sport 2.0 limits power output by default instead. Users can choose to restrict speed and/or power when customizing the bike’s programming, but this standard approach makes for a more natural-feeling experience.
On a less customizable e-bike, I would likely critique the default programming for providing less meaningful differences in speed/power in Class 2 mode when compared to Class 3. In the Big Sur Sport 2.0’s case, however, the bike’s power output can be completely tailored to its rider’s preferences, riding environment, weight, cargo carrying needs, and beyond.
Overall, the bike showed no difficulty in reaching its top speeds. Additionally, it provided steady, safe acceleration in cadence mode and responsive yet smooth power in torque mode. As such, there isn’t much to critique, aside from stating that riders may need to anticipate adjusting the programming depending on their needs.
One aspect that prospective buyers should be aware of is that AIMA does not share the access code required for adjusting the bike’s top speed/Class. Authorized technicians at the brand’s dealers can make adjustments, but this may be inconvenient for those who want or need to make changes regularly or in quick succession.
As a final part of this test, I tested the Big Sur Sport’s throttle to see how quickly it could reach 20 mph. It felt powerful but not scary, with quick acceleration off the starting line and steady ramping up to maximum speed.
In summary, there may be some slight room for improvement in the bike’s default programming, but it proved capable, confident, strong, and safe in this test. The customization it offers is truly impressive, allowing its speed, feel, sensitivity, etc. to be adapted to its rider.
