Cyplore: This New Conversion Kit Turns Your Bike into a Super-Lightweight Ebike

An ebike or a bike without motor assistance – that can be quite a tricky decision. Sometimes, however, you can have both. For example, with the Cyplore ebike conversion kit. It weighs significantly less than two cartons of milk, consists of just three parts and can be fitted and removed in a jiffy.

1. Always stay flexible
2. Solution for e-road bikes and e-gravel bikes
3. Cyplore conversion kit: a real lightweight
4. Motor in the rear wheel hub
5. Battery like something out of a wind tunnel
6. Cyplore a smart system
7. Not compatible with all bikes
8. Conversion kit comes in two versions

1. Always stay flexible

Kits that allow you to convert a regular bike into an ebike can usually be divided into two types. Those intended as a permanent solution, and those that support a relatively simple switch between ebike and regular bike. In our view, an example of the first category is the Swytch system. Not so much because it is so powerful that it comes close to a typical electric drive, but rather because it requires the routing of so many cables that you’ll be reluctant to remove them and re-route them later. Kits such as the Skarper Diskdrive or the Livall Pikaboost 2, on the other hand, tend to fall into the second category.

The same certainly applies to Cyplore. The kit consists solely of a motor, a battery, a control unit and a cable plug connection. Nothing more. The motor forms the rear wheel hub. If you have two separate rear wheels – one with the motor and one without – the process simply involves swapping the rear wheel and unscrewing the battery mount from the bottle cage mount. Many of you will certainly not need more than five minutes to do this.

2. Solution for e-road bikes and e-gravel bikes

With its standard for rear wheels featuring a 142 mm x 12 mm thru-axle, Cyplore is primarily aimed at modern road and gravel bikes. These predominantly use these dimensions on the rear wheel. A few city bikes or hybrid bikes might also be compatible. The manufacturers – of whom we do not even know for certain whether they originate from China, as we strongly suspect – have evidently specifically targeted this type of bike and thus this particular group of people when they came up with the idea for such an ebike conversion kit in 2023. They claim that the first prototypes were developed in 2024. What is certain is that they presented their solution in person at the Start-Up Area of Eurobike in Frankfurt am Main in 2025.

In our view, Cyplore has the potential to breathe new life into the conversion kit market. Skarper, in particular, is likely to keep a close eye on this potential new competitor. After all, both manufacturers cater to a sporty target group who enjoy riding road bikes and gravel bikes and pay close attention to the bike’s overall weight.

3. Cyplore conversion kit: a real lightweight

With Cyplore, the added weight is a surprisingly low 1.7 kilograms. By way of comparison: Skarper’s removable Diskdrive alone weighs 4.5 kilograms. Furthermore, its weight is less favourably positioned with the unit on the left chainstay. With Cyplore, on the other hand, the additional weight is distributed between the rear hub and a battery modelled on a water bottle, which you can mount on the down tube or seat tube. Cyplore’s information does not specify exactly how exactly the weight is distributed between the motor and the battery. In a previous version from 2025, which weighed just 1.5 kilograms, the motor weighed around 900 grams and the battery around 600 grams.

4. Motor in the rear wheel hub

In the current development stage, the motor is said to deliver the standard 250 watts in continuous operation. Despite its compact dimensions and featherweight, peak power can reportedly rise to 750 watts. The torque is stated as 23 Newton-metres. Similar to how Mahle does with its rear-wheel hub motors, Cyplore also calculates a value from this that is intended to make the drive comparable to a mid-drive motor. According to this, the torque would correspond to 50 Newton-metres. We cannot judge how reliable such conversions are.

The manufacturer’s claim that an integrated clutch completely decouples the motor from the hub as soon as you switch off the electric drive or reach the assistance limit at a speed of 25 kilometres per hour appears credible. From that point onwards, the rear wheel hub should then rotate like a conventional hub without any additional drag. During assistance, a torque sensor measures your pedalling force in real time and adjusts the motor power accordingly.

To make the riding experience as smooth and natural as possible, the developers deliberately opted against energy recovery through regenerative braking. This means the battery does not recharge partially when you brake or, for example, when coasting for a prolonged period during a descent.

Pairing assistance with heart rate

There are, however, four assistance levels: Smooth, Agile, Auto and Training. Smooth appears to be the equivalent of an Eco mode. This riding mode provides gentler assistance, presumably not at full power, thereby conserving battery power when riding on flat terrain. In Agile mode, the motor responds quickly and powerfully. It is therefore suitable for sprinting away from traffic lights or accelerating rapidly while riding. In Auto mode, the system automatically adapts to the terrain. The Training mode supports riding in Zone 2 by default. This is a training zone in endurance training. It originates from the 5-zone model and relates to heart rate.

• Zone 1 = 50 per cent to 60 per cent of maximum heart rate
• Zone 2 = 60 per cent to 70 per cent of maximum heart rate
• Zone 3 = 70 per cent to 80 per cent of maximum heart rate
• Zone 4 = 80 per cent to 90 per cent of maximum heart rate
• Zone 5 = 90 per cent to 100 per cent of maximum heart rate

It seems like the training mode could also be adjusted to other zones or a specific heart rate.

5. Battery like something out of a wind tunnel

The battery’s estimated weight of 500 to 600 grams already suggests that its capacity is somewhat limited. Officially, it stands at 111 watt-hours. The manufacturer promises a range of around 50 kilometres. As is well known, how far you actually get depends on numerous factors such as body weight, tyres, tyre pressure, weather conditions, the route profile and others. Using the supplied charger, the battery should be able to be fully charged via a USB-C port within an hour.

What stands out about the battery is how remarkably slim it has been designed. The aim was apparently to make it roughly as wide as a standard down tube. This offers aerodynamic benefits and saves a few watts on the go. Do these really make a difference? Probably not. Will the target audience find this approach appealing? It’s perfectly conceivable.

The battery’s removable control unit is both unusual and rather clever. A magnet holds it firmly in place on the battery housing. Alternatively, however, you can remove it and attach it wirelessly to the handlebars using a simple rubber strap. So the decision as to where you operate the ebike system is entirely up to you. For practical reasons alone, most people will probably attach the control unit to the handlebars.

6. Cyplore a smart system

A cable runs from both the motor and the battery. These converge at the left chainstay and are connected via a plug. Together with the flexibly positionable control unit, that’s the entire ebike system. Using Ant+, you can connect it to compatible bike computers. Data such as speed and cadence can be transferred directly to either Strava or Garmin and shared.

7. Not compatible with all bikes

As mentioned, Cyplore requires a rear hub with a 142 mm x 12 mm thru-axle mount. The rear hub’s freehub is compatible with HG-standard cassettes, such as those used by Shimano and Sram in their 10-speed and 11-speed cassettes. XD and XDR cassettes with up to twelve sprockets from Sram are also compatible.

As Cyplore uses its own brake disc rotor, most of the brake discs normally fitted will likely not be compatible. However, a suitable brake disc is included in every conversion kit from the manufacturer.

8. Conversion kit comes in two versions

To allow you to decide for yourself whether to use Cyplore as a permanent solution or as an alternative option, the manufacturer offers two packages – the Cyplore Flex and the Cyplore One. Cyplore Flex includes the motor, battery and control unit. The flexibility relates to the choice of rear wheel. With the separate motor, for example, you can use an existing rear wheel. With Cyplore One, on the other hand, the motor is already laced into a complete rear wheel with carbon rims. This is also a flexible solution. By swapping the rear wheel, just a few simple extra steps are needed to switch easily between a bicycle and an ebike.

According to the German online magazine Wattmoves, Cyplore Flex will cost US$599. The price for Cyplore One is expected to be US$779. However, Cyplore has not yet officially disclosed any figures on its website. That is likely to change soon. Later in April 2026, Cyplore will launch a crowdfunding campaign on Kickstarter and offer its system for sale.

Pictures: Cyplore; Livall; Blue Sky IP Ltd.; Swytch Technology Ltd