Avinox M2S Race750 – debut in racing use

Background: Avinox and the UCI

Until August 2025, E-Racing was largely unregulated. The only requirement was the EU regulation limiting assistance to 25 km/h plus tolerance. This changed with the introduction of the EPAC regulations. Since then, motors used in UCI races are only allowed to deliver a maximum power output of 750 watts at the rear wheel. For teams that had committed early to Avinox as their drive system, this was a major setback. Competing in UCI events was suddenly no longer possible.

The First Attempt

The impact of the new rule became fully apparent during the 2025 E-XC and E-Enduro World Championships in Switzerland. Together with Avinox and the UCI, the team searched for a solution — unfortunately without success. The timeframe was simply too short, and several aspects of the regulations could not be implemented in time. Different philosophies also collided during the process. It was a tough blow for all Avinox riders and for the team itself. One thing, however, was clear: a solution had to be found for the 2026 season.

From Concept to Approval

For Lukas Spießl, team manager of the ROTWILD Schwalbe Gravity Team, the process started all over again. Acting as the link between Avinox and the UCI, he continued working on a solution. In March, all parties involved agreed on the key parameters for the implementation. What remained were the technical execution and the official approval process. In the end, everyone delivered on time. On the morning of April 15th, the team travelled to Slovenia for the first stop of the European E-MTB Tour without knowing when the approval would finally arrive. When the official UCI documents came through that same afternoon — just three days before the first race — the relief and excitement were enormous.

The M2S Race750 in Detail

The Race750 is based on the production version of the Avinox M2S motor. For racing use, it is limited to 750 watts and 130 Nm of torque. The carry-over length was adopted from the production motor, as was the maximum support level of 800 percent.

M2S Race750 – Hard Facts

• Peak Power Output: 750 W
• Maximum Torque: 130 Nm
• Maximum Assistance: 800%
• Battery Used in Racing: Standard production battery
• UCI Approval Date: 15 April 2026
• First UCI Race: European E-MTB Tour Nova Gorica, 18 April 2026

Race Debut

The racing debut followed on April 18th and 19th at the opening round of the European E-MTB Tour in Nova Gorica. In a highly competitive field, Theo Ruhlmann secured third place and immediately claimed the first podium finish for the M2S Race750. In the Open category, two additional riders from the Velduro brand were already competing with the Race750 setup.
One week later in Belgium, the results confirmed the motor’s potential: Theo Ruhlmann and Kelan Grant finished second and third, while Kevin Miquel on Megamo took fifth place. In the women’s race, Helen Weber dominated the field and secured the victory.

Interview with Lukas Spießl

To learn more about the motor and the journey behind it, we sat down with Lukas Spießl for an interview. Together with Torben Drach, he has been leading the ROTWILD Schwalbe Gravity Team since 2024. His main task throughout the winter was to drive forward the homologation process of the M2S Race750.

Question 1: Was there a key moment that led you to develop the motor together with Avinox and the UCI?

As many people know, the E-EDR World Cup 2024 was celebrated as the next big concept for the sport, only to be paused again in the very same year. During the season, we already noticed significant differences between the motors being used. In December 2024, we had a meeting at ROTWILD where the Avinox version of the R.EXC was presented to us.
During that meeting, we agreed to make the 2025 World Championship our main goal for the season. Realistically, we expected to receive the first prototypes in July. With the World Championship as the target for the bike’s first competitive appearance, we split the season into two phases: the first half focused on Enduro racing, while the second half would shift towards E-Enduro with the new EXC bikes, fully focused on the World Championship.

Then, in July and August, the new UCI EPAC regulations were introduced — regulations that we fully support. However, this created one major issue for us: the Avinox M1 motor we were using delivered more than 750 watts at the rear wheel. Since homologation is tied to a specific model officially advertised with a maximum output of 750 watts, it was not enough to simply limit an existing motor through firmware. Despite major efforts, achieving homologation on such short notice was impossible.
One week before the World Championship in Fiesch, we received the very bad news for us and for ROTWILD: no approval. To be honest, there were a few tears among the team and the athletes. It was never about gaining an unfair advantage — we simply wanted to compete under fair conditions. At the time, the UCI’s decision felt more like a political statement than a sporting decision. In the end, we were the ones who lost out.
Fortunately, everyone involved reacted with a “now more than ever” mentality. Over the winter, the UCI, Avinox, and our team worked together to find a solution.

Question 2: What challenges did you face during the development and homologation process for UCI racing?

The biggest challenge was the interpretation and implementation of the regulations. The wording states: “EPAC’s Drive Unit ... must not advertise, or be measured, as delivering more than 750W maximal mechanical output at the rear wheel.” This means homologation always applies to a specific model officially advertised and measured at a maximum of 750 watts. As a result, simply limiting an existing motor via firmware was not an option if that motor had originally been marketed differently. A dedicated race version had to be created, officially presented as such, and homologated by the UCI. Communicating and aligning this understanding between all parties involved was a major challenge. The second issue was the resources we had to allocate within Avinox to make the project happen. Unfortunately, this period overlapped with the release of the production motors. We especially have to mention Carlos Chen and Ferdinand Wolf from Avinox here. Without their commitment and passion in pushing the project internally within Avinox in Asia, none of this would have been possible.

Question 3: What changes were made to the motor?

The key figures can be found in the hard facts: 750 watts peak power, 130 Nm torque, and 800 percent support. The overall riding feel remains very close to the production version, and the carry-over is identical as well. Unlike some other manufacturers, there is no ultra-aggressive race mode. Our new rider Theo, who previously rode the Bosch CX-R system, actually prefers the natural riding characteristics of the Avinox setup. Beyond the outright performance, we currently consider the Avinox motors to be among the most intuitive systems to ride.

Question 4: Can you explain how the motor was restricted?

The restriction works on two levels. On the hardware side, there is a special cover labeled M2S Race750 with a QR code that links to the Avinox website containing all information about the motor. This allows commissaires worldwide to scan the code and verify whether the correct hardware is being used. On the software side, there is a Race firmware, identifiable by a watermark on the display. This firmware is linked to the athlete’s email address. Once installed, it remains permanently on the system. More than 750 watts can no longer be set, and even OEMs cannot remove the firmware. This dual safeguard of firmware and hardware protects against manipulation attempts. Only those who have both are allowed to start.

Question 5: Is the motor available to everyone or do you have exclusivity?

The distribution of the motors is handled through Avinox OEMs. This means each brand was able to position itself before approval. Through our involvement in the approval process, we knew early what was coming and were able to engage deeply with the system. However, it is important to us to push the e-bike sport as a whole. Therefore, we support any rider who needs help with the system. Kevin Miquel, the 2024 World Champion and Megamo rider, did not yet have a cover in Belgium but already had the firmware. It was therefore natural for us to provide him with our spare cover. At the third race of the European Tour in Castino, Yannick Pontal will also line up with the M2S Race750. We want to avoid other riders experiencing the same difficulties we faced at the 2025 World Championships. In parallel, we are working with the UCI and Avinox to improve the accessibility and practicality of the system.

Question 6: What is your personal opinion on power limitations in racing?

The e-MTB sport needs fair competition. Even if the current regulations have weaknesses, they are the fairest we have had in years. Through my close collaboration with the UCI and technical delegate Kieran Page, I was able to gain deep insight behind the scenes. My impression: it is worth protecting the regulations we currently have. I view proposals to limit battery capacity or hardware critically. We are not in motorsport and do not have the budgets to detach ourselves from production models. Here, industry and federations must work together. At present, everyone has the same power. The biggest difference is made by the rider. The 750 watts have never been too little for us. The Avinox system stands out with its high sensitivity and controllability. A fairer approach would be to link maximum power to body weight, but that is still a vision for the future.

In summary, we support the current EPAC regulations and the 750-watt limit in racing. At the same time, we continue working to improve the existing system.

Outlook

For 2026, the focus is on establishing and further developing the system. The Rotwild Schwalbe Gravity Team was one of the first teams to use the M2S Race750, but certainly not the last. Further highlights this year include the rounds of the European E-MTB Tour, which is increasingly establishing itself as a replacement for the E-EDR World Cup. Above all stands the World Championships in October in Finale Ligure—this time with comparable equipment.