It is brand new, but looks exactly the same as the original, the VanMoof S5 that will be supplied from this week by McLaren Applied, the brand’s new British owner. And that is correct: the VanMoof has only been addressed where necessary, based on extensive testing and data about what broke down on the S5s and A5s under the Carlier regime.
Also read: Taco and Ties Carlier had courage and thought big, which turned out to be the pitfall for VanMoof
Extensive testing
And that was very little, as the new VanMoof owner continues to insist after extensive testing of the approximately 400 parts in the design bicycle. The misery with hopelessly faltering bikes started with the predecessor S3, but was largely resolved with this model. Although? When we tested the ‘old’ S5, we were stranded on day one with a bike that remained dead after a round of charging.
So yes, even though it involved a handful of parts, the S5 did receive an update. For example, a plug underneath the skin that was causing malfunctions has been replaced in the power circuit. The better battery of the two that were previously supplied was chosen and the screws in the brake levers were replaced by ones that are easier to install and that also stay in place.
E-shifter and kick lock were allowed to remain
But the e-shifter, the gearbox that gave the S3 its infamous image in a previous version but had already been redesigned for the S5, was allowed to remain. VanMoof 2.0 found that it already worked well with the S5. And the same applies to the kick lock, the front wheel motor and the brakes. The software has been given a major overhaul, including the app with which you keep track of battery contents and trips and open and close the bicycle if desired.
In the end, the S5 remained the S5. Recognizable from all city bikes, with its sleek and robust design, vandal and thief-proof.
Nothing has changed about the front wheel motor and brakes of the VanMoof S5. Photo: VanMoof
The ultimate VanMoof
Two weeks of zipping around Amsterdam on the ‘new’ VanMoof confirms what we already knew: anyone who can get used to the sporty seat will ride the ultimate VanMoof. Including a few stubborn traits that not everyone will take for granted. That motor in the front wheel instead of behind or near the bottom bracket is not technically the best solution. The battery is still not removable – as if all of Amsterdam had a shed to charge the bike at night.
The chain has also remained, even though e-bike enthusiasts swear by belt drive. Stubborn about that new VanMoof, because such a Gates belt is standard in this price category. And as far as the drive is concerned: the three-speed hub from Sturmey Archer is neatly operated by that e-shifter, but can we manually decide when we want to change gears? So no.
Pedal assistance with sensor
In practice, the pedal assistance is so smooth thanks to the sensor that you do not notice that the front wheel is pulling you along. And the sensor also helps with switching, to prevent you from unexpectedly switching gears during powerful switching. The VanMoof has pre-programmed the shifting points of the eshifter, but you can also set them to your own preference.
Nevertheless, the bike can still surprise you every now and then when it shifts gears at the preset times, and treats you with a crackle when you push hard. We spoke to VanMoof CEO Eliott Wertheimer about it, but he remains adamant: thanks to ‘torque calculations’, the computer really knows how and when to shift gears better than the city commuter. Quite stubborn of him to keep that automatic transmission, in a market where single speed (Cowboy) or a Nuvolo stepless automatic (Veloretti) prevent hassle with shifting.
Read the full interview with Wertheimer: ‘VanMoof’s problem was not those malfunctioning parts’
The VanMoof S5 with the characteristic rear light. Photo: VanMoof
Calibrate e-shifter
It may be a coincidence, but the only thing that faltered with the VanMoof during our two weeks of testing was the e-shifter. It stopped and then gave off a strange, persistent electronic groan. It turned out to be a matter of ‘calibration’: resetting the shifter via the app. The fact that this function is even included in the VanMoof app is not entirely reassuring. According to VanMoof, this function is only necessary if you want to set the switching times yourself.
Unbeatable is of course the turbo button, which still gives VanMoof its quicksilver acceleration. Here too, software and electronics determine the character of the bicycle. With a few additions: you can make the rear light function as a brake light – useful – and at the push of a button the headlight will flash as a silent horn – no idea when that is useful.
Because the rear light consists of two parts, which can now in principle also be used to indicate direction. Also with a button on the steering wheel, but not available in the Netherlands (yet?). The most startling gadget is of course the boost button, that addictive button on the right of the steering wheel. That turbo lasts as long as you want. Like a true fat biker, you only have to let the pedals rotate slowly for the sake of form to maintain the top speed.
Cheaper, but not cheap
Good news that the VanMoof S5 and A5 can be ordered again. The better news is that the price is a bit lower: 3,298 euros to be precise. That is 200 euros less than the 3,500 euros for which Taco and Ties Carlier tried to keep their company afloat.
But on the other hand, still a lot higher than the 2,500 euros for which the model was launched in 2022. For that small amount of 3,300 euros you have finished shopping at VanMoof 2.0, because insurance or the service where bike hunters chased after your stolen cart are no longer available. The GPS tracker is still there.
We grant VanMoof 2.0 a future with healthy margins, but it remains to be seen whether the price is competitive enough to keep consumers away from Veloretti, Cowboy, Tenways and the rest.
Also read: Tested: the new Veloretti Ace and Ivy Two, an excellent alternative to VanMoof
