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Haibike continues to stand out in the sector with models designed for enduro. The German brand takes another step forward with the AllMtn CF 11 TRN/IQ e-MTB, a bike with a strong European identity: the frame is made in Portugal, the Pinion motor is German, and the electronic ecosystem with its FIT app is Swiss. This is rare in the industry and deserves to be highlighted.
The main feature of this bike is its Pinion MGU E1.12 motor/gearbox unit. It is a real innovation that many riders were waiting for, but it has unfortunately been somewhat overshadowed by all the attention generated by DJI’s arrival on the market with its Avinox motor.
That is a shame, because this system deserves to be better known. It offers qualities that are much more in line with many riders’ real needs, especially for those who focus too much on power figures they will rarely exploit, sometimes forgetting the ride quality and ease of use this product brings.
We tested it on varied terrain over several weeks.
And just like us, you can test this bike at the shop to get a clear idea for yourself. Here is our verdict.
Unlike conventional layouts, the AllMtn CF uses an original design: the shock is positioned under the top tube, as seen on some Lyke or Bosch-equipped models. Haibike has optimised the available space with a slim, open top tube, keeping the shock accessible while leaving room for a bottle cage, even with a shock featuring an external reservoir.
To get a precise feel for the bike’s behaviour, we fitted a Fox 36 Factory Grip2 in 170 mm, offering higher-end performance than the RockShox Psylo fitted as standard on our AllMtn 10.
The Pinion MGU is a unit that combines a motor with an integrated transmission. This motor delivers a nominal torque of 85 Nm and a peak power output of 600 W.
The Pinion motor alone weighs 3.8 kg, or 4.1 kg with its transmission system (belt, tensioner and sprocket). The FIT 800 Wh battery (780 Wh actual capacity) weighs 3.9 kg, giving a motor/battery package of around 8 kg, which appears heavier than the competition on paper.
But this weight includes the transmission, meaning you save the weight of a derailleur and cassette. If we consider the weight of a SRAM AXS GX derailleur and cassette, that saves around 0.9 kg, so 8 kg – 0.9 = 7.1 kg. So no, the Pinion motor is not as heavy as is often claimed in online comments. It is the Moustache Clutch, with its 27.5 kg, that gave it a poor reputation in that respect.
Our test Haibike AllMtn CF, with its carbon frame made in Portugal, weighs only 24.7 kg. This is in line with the average weight we see on high-end carbon e-MTBs equipped with Bosch Gen 5 systems. The Pinion MGU is therefore very much in the game, especially for a first generation.
With 85 Nm of torque and 600 W peak power, the Pinion E1.12 offers “standard” performance compared with Bosch or DJI, which are more powerful. But its real strength lies in its integrated 12-speed gearbox, offering a 600% range compared with 510–520% for Shimano or SRAM.
The motor offers four assistance modes via the FIT bike system app: Eco, Flow, Flex and Fly. The Flex mode in particular is close to Bosch’s eMTB mode, delivering dynamic assistance adapted to the rider’s effort.
There are two types of charger: Standard and Fast. The Fast charger supplied with Haibike bikes can be upgraded from 3 to 4.8 amps through a paid FIT update costing €30. Make sure the bike brand is actually supplying the Fast charger, as the Standard charger cannot be upgraded.
Everything can be configured in the FIT app: calibration, power, assistance level, bike lock and bike tracking. The last two are paid options with Bosch and included with FIT.
And that is not all: the system also offers several options for controlling gear changes, from manual to fully automatic:
Good to know about the battery: in the app, the bike battery is set to “Longlife” and slow charging speed. Longlife prevents the battery from charging above 85%, so it must be disabled if you want to charge to 100%. If you want faster charging, select “fast”.
After almost 487 km of testing, we really like this bike. On technical climbs, it is helped by a very well-balanced geometry, with the rider positioned well over the front thanks to a very steep seat tube. It offers an ideal climbing/descending compromise. Put it in Fly mode and this gearing lets you attack steep terrain, although it eventually settles down on very steep gradients, much like a Bosch Gen 5 with 85 Nm.
To be clear, we are talking about slopes where even riders on a DJI Avinox-equipped bike would often end up putting a foot down. The limit will usually come from the rider more than from the equipment.
The gearbox provides a very pleasant level of comfort and ease of use. Shifting is smooth, although there is a more noticeable clicking noise between gears 4 and 5, then 8 and 9. The reason is that the 12 gears are divided across two primary shafts, and the shift occurs on larger pinions which are slightly noisier. Nothing serious though; this is perfectly normal.
When downshifting under full load while climbing, the motor makes a short cut in assistance to ease the gear change, probably to protect the gearbox. This creates a slight loss of momentum, so it is better to anticipate and shift down just before an obstacle in order to tackle it in the right gear and at the right cadence. In use, you get used to it, understand how it works and start clearing sections with grip and confidence, where more powerful motors can sometimes push you into mistakes. Worth thinking about.
Pinion recommends a break-in period of 1,000 km, and we had the impression over time that the gearbox became smoother and that the whole system had less pedalling friction.
One day we experienced a very loud recurring cracking noise, to the point where we thought we had broken the gearbox. After a calibration and some electronic and mechanical noises coming from the motor, everything became silent again. It felt as if the gearbox had electronically adjusted itself.
When you consider the comfort of no longer having a derailleur or chain noise on descents, you start to see a lot of advantages in this motor. On that point, the motor/gearbox noise is more present than on competing systems, especially at low speed, but it is not really disturbing in practice.
The FIT 800 Wh battery is removable, with enough range for around 1,500 m of elevation gain in Flow/Flex modes.
On descents, this AllMtn CF10 really impressed us. Even with its “basic” shock, the rear suspension offers such sensitivity and progressiveness that it feels like a coil shock at the rear. In size M for our 1.76 m height, it feels short. In use, it is an extremely playful and agile bike in tight sections, even when climbing, without feeling unstable at medium speed. At high speed in rough terrain, it does move around a little. Maybe a size L would suit better. The braking, provided here by TRP Slate Evo brakes, is simply outstanding in terms of power, progression and bite: perfect brakes. In the air, the bike feels reassuring and absorbs heavy landings without flinching. Haibike clearly knows how to create such a well-developed e-bike, easy to ride and so enjoyable that it is one of our favourite bikes for descending and twisty trails.
For Haibike, the MGU offers several advantages. The first is mass distribution. This solution reduces unsprung mass by replacing the traditional cassette and derailleur mechanism with a simple tensioner and sprocket. It also moves weight closer to the bottom bracket. This weight reduction at the rear wheel frees up the suspension and gives a very noticeable feeling of lightness when clearing steps or logs, with the rear end literally popping over the obstacle. A very pleasant sensation of lightness.
The downside is that, when climbing, you sometimes need to compensate for this lightness by keeping weight on the rear wheel, which can tend to become too light and lose grip. This is amplified by the mullet setup with a 27.5 x 2.6 rear wheel, which, in our opinion and quite logically, remains more delicate on technical climbs than a 29" rear wheel, which provides more grip. Once again, with practice and adaptation, you learn to compensate.
As on a motorbike, one solution could be to fit a 2.8 rear tyre in order to gain more tread contact area and grip, both in width and diameter.
There is enough clearance on this Haibike frame. We therefore tried the Michelin E-Wild Enduro in 2.8 to see whether grip improved. Why this choice? Because tyre choice in this size has become much more limited today, with few manufacturers still offering 2.8 tyres.
Michelin claims:
1/ The MICHELIN E-Wild Rear tread pattern was developed to maximise uphill traction.
2/ Additional grip, even at low temperatures down to 3°C, thanks to the MICHELIN Magi-X rubber compound.
3/ Optimal protection against punctures and pinch flats, specially developed for E-Enduro World Cup riders.
The test proved conclusive: uphill grip became outstanding and transformed the bike’s climbing ability. It is unquestionably a very good choice for improving this point on mullet bikes.
It is possible to display a full, very readable screen on your smartphone with the data of your choice, the map, or the option to connect to Komoot for navigation.
The gear shifter is intuitive: the compact shifter on the right is very ergonomic. As with an electronic transmission, you can choose the shifting direction in the app. You can shift gears while stopped and also use one of the “intelligent” modes, allowing automatic shifting. Assistance is controlled on the left side of the handlebar with a small, discreet clamp. There are four modes: Eco, Flow, Flex and Fly.
The Gates belt drive is a genuine innovation and brings a lot of reliability and riding comfort to both the bike and its owner. It is quiet, almost maintenance-free, with an announced lifespan of 30,000 km, and the gearbox oil change is due every 10,000 km. In other words, you will probably have sold the bike before then.
In terms of reliability, we did experience one issue with the belt derailing after bending the tensioner during a rather rough obstacle crossing. After landing heavily on a step, I slightly bent the tensioner. Its very light aluminium construction and exposed position represent a potential source of trouble. This could perhaps have been avoided with a much thicker tensioner plate, or with a chainring guard 1 or 2 cm larger, allowing it to extend beyond the tensioner and act as a proper bash guard.
Low maintenance does not mean “no maintenance”. The snubber, which is the rear belt guide roller, must be checked and lubricated regularly, just like the tensioner roller and the alignment of the whole system.
Launch prices were €8,599 for the AllMtn 10 CF and €10,000 for the AllMtn CF 11.
For 2026, Haibike has repositioned its pricing, offering these bikes at €7,999 and €8,999, making them even more attractive.
Verified Alberabike weight: 24.7 kg.
The real highlight is the Pinion gearbox, which allows you to shift gears while stopped or under load, with no wear and very little maintenance.
The Haibike AllMtn CF 11 TRN/IQ impresses with its balance and ease of use. It feels light on the trail and visually clean despite the Pinion gearbox, while offering versatility and low maintenance. It can do almost everything and, in our opinion, will suit a very wide range of riders. Most will gain more from a versatile bike than from something too radical downhill and less playful, especially as you still need to push very hard to expose its limits in that area.
Its slight lack of power may bother riders who love very technical climbs. But if FIT System ever decides to reprogram the Pinion motor with stronger figures, such as 100 Nm and 750 W peak power, this bike could become a serious weapon against the best in the category. For many riders, it could then become a benchmark for versatility, ease of use and low maintenance.
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