Shimano has led the way, now Tektro is following suit. We are talking about a groupset especially for ebikes.Under the name E-Drive 9, Tektro is launching a cassette, a rear derailleur and the corresponding shift lever. We present the components in more detail and draw a first comparison with the Linkglide groupset from Shimano.
E-Drive 9, which Tektro itself usually abbreviates as ED9 on its website, is one of a few solutions that are specifically designed for use on an ebike and which the manufacturer has successively added to its range in recent years. Most of them can be found at TRP, the noble brand of Tektro. These include extra thick brake discs like the TRP DHR EVO, more stable brake calipers, brake lever pistons with an alternative gear ratio, brake lines with a larger diameter, special oil, special brake pads and so on.
Tektro E-Drive product line logo
1. ED9 cassette
2. ED9 rear derailleur
3. ED9 shifters
4. Comparison of Tektro ED9 and Shimano Linkglide
5. What are the arguments in favour of special shifting components on ebikes?
1. ED9 cassette
With ED9, the first complete group is now available. Its cassette with the model designation CS-M350-9 has, to be exact, nine sprockets. You might have guessed that from the name E-Drive 9. The smallest sprocket has 11 teeth, the largest 46. The individual gear steps are within the usual range, with a difference of two, three and four teeth respectively up to the sixth sprocket. In the last three gear steps, the difference is six teeth. You should feel this clearly when changing gears.With such a large difference, it becomes a little more difficult to find the most comfortable gear for the respective riding situation.
Cassette of the Tektro ED9 groupset
On the other hand, the fact that the smallest three sprockets with 11, 13 and 16 teeth can be changed individually is pleasing. For many ebike riders, these are precisely the sprockets that are used most often and therefore wear out most quickly. If you don’t have to say goodbye to the entire cassette in this case, it will save you many a euro and at the same time help our planet in terms of a sustainable use of resources.
The sprockets with 11, 13 and 16 teeth you can replace individually.
Made of steel, the cassette weighs exactly 545 grams according to Tektro.
2. ED9 rear derailleur
The same material is used for the rear derailleur, at least partially. Here it is the cage that Tektro gives this degree of stability. According to the manufacturer’s information, there are even two different rear derailleurs within the ED9 group – the RD-M350 with clutch and the RD-T350 without clutch. At 361 grams, the latter is also 17 grams heavier than its counterpart. The rear derailleur is supposed to ensure a stronger chain tension than rear derailleurs designed for bikes without electric assistance. In this context, the clutch certainly does play a role. We have not yet been able to determine exactly which one from the documents currently available. Presumably it will be similar to the function of the Shadow+ stabiliser from Shimano.
Rear derailleur of the Tektro ED9 groupset
3. ED9 shifters
No question marks arise when looking at the shifter. The SL-M350-9R allows you to shift across a maximum of three sprockets. Regarding the cassette, the gear changes are limited to nine. Otherwise, it is a typical aluminium and plastic construction that has no great refinements but should reliably serve its purpose.
Shifter of the Tektro ED9 groupset
4. Comparison of Tektro ED9 and Shimano Linkglide
All things considered, Tektro’s ED9 groupset leaves a positive impression. The concept of a cassette with nine sprockets seems logical. Due to the motor assistance, you have a reasonable selection of gears even on an ebike with only a single chainring.
Complete ED9 groupset
Shimano, however, counters this with its Linkglide system for cassettes with ten and eleven sprockets. It is hardly surprising that the 11-speed cassette has an advantage over the 9-speed cassette. The comparison between the 10-speed Linkglide cassette and the 9-speed ED9 cassette is not quite as clear-cut. The gradation within the Shimano solution is smoother, while the Tektro product brings a slightly wider range, which proves to be an advantage on climbs.
Both manufacturers rely on steel for the heart of the drive. In terms of service and user-friendliness, they are also on a par. On Shimano cassettes, the smallest three sprockets can also be changed separately.
Shimano with a more holistic approach
Shimano shoves itself clearly ahead due to the fact that the market leader offers a special bicycle chain for the Linkglide components. This makes the rear derailleur and cassette work even more harmoniously together. Tektro has a zero on the credit side in this respect.
Shimano has been on the market with the Linkglide groupset since 2021.
What finally makes the pendulum swing in the direction of Shimano – at least for the moment – is the following sentence in the press release: “It is only offered as original equipment for bike manufacturers.”. All those who were just about to add E-Drive 9 to the notebook can stop right there. Those who would like to ride the components have only one option at the moment. And that is to ensure a corresponding model of a Cairon from the manufacturer Conway for the 2022 season. Tektro developed the group together with the brand and only uses it there. As I said, as of now.
5. What are the arguments in favour of special shifting components on ebikes?
At the very least, there is still the question of whether there is a need for shifting components specially designed for ebikes at all? There are two good reasons for this.
Firstly, the partly higher load compared to bikes without e-drive. Even today, an ebike often weighs about 50 percent more than a conventional bicycle. This extra mass is enormously accelerated by anyone who starts from a standstill in turbo mode. Even from a car, you can only see a vapour trail for the first few metres. This kind of power output definitely leaves its mark.
The second reason is the inertia of some ebike riders when shifting gears. They let the motor do most of the work and don’t support it enough by shifting into a lower gear. Sure, progress is made, of course. However, anyone who lets the pedals spin permanently at only 50 or 60 revolutions per minute on a five-kilometre climb should be aware that the chain, chainring and sprocket are under enormous strain during this time. No steel can withstand this forever.
Pictures: Tektro Europe GmbH
