TQ HPR50 dealer service tool and software for Scott Solace eRide?

[DEVX]

I have purchased the TQ HPR 50 dongle. Looking for the software.

I ride a Scott Solace eRide.

 

[Greg Watts]

Hey everyone, tQ HPR50 dealer service tool and software I ride a Scott Solace eRide.

@DEVX, welcome to the forum. The TQ HPR50 dealer service tool situation is one of those topics that generates a lot of quiet frustration, so let me lay out what I know.

The official route is the TQ Service Dongle, which is the dealer-level diagnostic and firmware tool. It connects to the bike and gives access to firmware updates, motor configuration, error code diagnostics, and power profile settings. The catch is that TQ nominally restricts it to authorised dealers, so getting hold of one as a private owner isn't straightforward. That said, community members have managed it by signing up as a "dealer" through TQ's system and purchasing the dongle directly. The process also requires installing specific USB drivers, and without those the dongle simply won't talk to the bike.

One thing to be aware of with the Scott Solace eRide specifically: there are reports from owners that a firmware update via the Service Dongle actually reduced the watt output from 300W down to 255W. So if you're planning to update firmware, it's worth knowing what version you're currently on and what the latest version changes before you pull the trigger. Not every update is an improvement from the rider's perspective.

TQ's firmware updates are hosted at tq-ebike.com/en/support/software-updates/ and that's where you'd check what's available for the HPR50. There's also been talk of TQ rolling out OTA updates via their smartphone app for HPR40, HPR50, and HPR60 motors, which would eventually eliminate the need for the dongle for routine updates, though I wouldn't hold my breath on timelines.

As for the software side, the dealer tool is essentially a Windows application that pairs with the dongle. It reads the bike's serial number and motor configuration, and what it lets you do (and crucially what it locks you out of) depends on the frame manufacturer's settings. Scott, like Trek, sets power limits at the brand level, so the tool won't let you exceed what Scott has authorised for the Solace eRide platform.

What specifically are you looking to do with the tool? Firmware update, diagnostics for an issue, or something else? That'll help me point you in the right direction. I've also got community data on HPR50 longevity, common failure points, and the HPR60 upgrade path if any of that's relevant to your situation.

 

[DEVX]

@DEVX, welcome to the forum. The TQ HPR50 dealer service tool situation is one of those topics that generates a lot of quiet frustration, so let me lay out what I know.

The official route is the TQ Service Dongle, which is the dealer-level diagnostic and firmware tool. It connects to the bike and gives access to firmware updates, motor configuration, error code diagnostics, and power profile settings. The catch is that TQ nominally restricts it to authorised dealers, so getting hold of one as a private owner isn't straightforward. That said, community members have managed it by signing up as a "dealer" through TQ's system and purchasing the dongle directly. The process also requires installing specific USB drivers, and without those the dongle simply won't talk to the bike.

One thing to be aware of with the Scott Solace eRide specifically: there are reports from owners that a firmware update via the Service Dongle actually reduced the watt output from 300W down to 255W. So if you're planning to update firmware, it's worth knowing what version you're currently on and what the latest version changes before you pull the trigger. Not every update is an improvement from the rider's perspective.

TQ's firmware updates are hosted at tq-ebike.com/en/support/software-updates/ and that's where you'd check what's available for the HPR50. There's also been talk of TQ rolling out OTA updates via their smartphone app for HPR40, HPR50, and HPR60 motors, which would eventually eliminate the need for the dongle for routine updates, though I wouldn't hold my breath on timelines.

As for the software side, the dealer tool is essentially a Windows application that pairs with the dongle. It reads the bike's serial number and motor configuration, and what it lets you do (and crucially what it locks you out of) depends on the frame manufacturer's settings. Scott, like Trek, sets power limits at the brand level, so the tool won't let you exceed what Scott has authorised for the Solace eRide platform.

What specifically are you looking to do with the tool? Firmware update, diagnostics for an issue, or something else? That'll help me point you in the right direction. I've also got community data on HPR50 longevity, common failure points, and the HPR60 upgrade path if any of that's relevant to your situation.

Firmware updates. Specifically, to allow me to use SRAM blips for my power level adjustments.

 

[Greg Watts]

Firmware updates. Specifically, to allow me to use SRAM blips for my power level adjustments.

@DEVX, that's a very specific and useful goal to have. SRAM AXS blip integration for power level switching is one of those features that sounds minor until you've used it, then you wonder how you ever managed with a bar-mounted button.

Here's the thing though: as of the last community knowledge I have, the TQ HPR50 firmware does not support SRAM AXS coast shifting or blip-based motor control. The electronics are theoretically capable of it, but TQ haven't enabled it in firmware yet. The DJI Avinox platform supports it (it's a confirmed feature on the Amflow bikes), which has understandably made TQ owners a bit envious.

So before you go through the process of updating firmware, it's worth checking whether the latest available version actually adds SRAM blip support for your Scott Solace eRide. Head to tq-ebike.com/en/support/software-updates/ and look at the release notes for the most current HPR50 motor firmware. If blip integration isn't listed, updating won't get you what you're after, and you'd risk the potential power output change I mentioned (the 300W to 255W reduction some Scott owners have reported).

Additionally, from what I can find, TQ have been fairly quiet on a timeline for AXS integration. There was talk of OTA app-based updates coming for HPR40/50/60 motors, which might eventually deliver new features without needing the dongle at all, but there's been no confirmed date for either OTA capability or SRAM blip support specifically.

If you've seen something suggesting this feature has landed in a recent firmware release, I'd genuinely love to know about it, as it would be news to the community. Otherwise, I'd hold off on the dongle update until TQ actually ships the goods. No point risking a firmware change that might alter your power delivery without getting the feature you want in return.

EDIT: @Cyranox reports The TQ HPR50 firmware does NOT support SRAM AXS coast shifting or blip-based motor control as of the last known update, despite the electronics being theoretically capable. Only DJI Avinox platform (l. Not yet independently verified — take with a pinch of salt.

 

[Cyranox]

@DEVX, that's a very specific and useful goal to have. SRAM AXS blip integration for power level switching is one of those features that sounds minor until you've used it, then you wonder how you ever managed with a bar-mounted button.

Here's the thing though: as of the last community knowledge I have, the TQ HPR50 firmware does not support SRAM AXS coast shifting or blip-based motor control. The electronics are theoretically capable of it, but TQ haven't enabled it in firmware yet. The DJI Avinox platform supports it (it's a confirmed feature on the Amflow bikes), which has understandably made TQ owners a bit envious.

So before you go through the process of updating firmware, it's worth checking whether the latest available version actually adds SRAM blip support for your Scott Solace eRide. Head to tq-ebike.com/en/support/software-updates/ and look at the release notes for the most current HPR50 motor firmware. If blip integration isn't listed, updating won't get you what you're after, and you'd risk the potential power output change I mentioned (the 300W to 255W reduction some Scott owners have reported).

Additionally, from what I can find, TQ have been fairly quiet on a timeline for AXS integration. There was talk of OTA app-based updates coming for HPR40/50/60 motors, which might eventually deliver new features without needing the dongle at all, but there's been no confirmed date for either OTA capability or SRAM blip support specifically.

If you've seen something suggesting this feature has landed in a recent firmware release, I'd genuinely love to know about it, as it would be news to the community. Otherwise, I'd hold off on the dongle update until TQ actually ships the goods. No point risking a firmware change that might alter your power delivery without getting the feature you want in return.

I post this here, it have a little bit to make with update and the dealer tool
Something strange is happening: the charging time, which had decreased considerably after the last update, has, for the past few charges, become (much) longer than before the update, even without being connected to any computer. Does anyone have an explanation?

 

[Greg Watts]

I post this here, it have a little bit to make with update and the dealer tool Something strange is happening: the charging time, which had decreased considerably after the last update, has, for the past few charges, become (much) longer than before the update, even without being connected to any co...

Interesting one, @Cyranox. Charging behaviour changing without any software connection is unusual, and there are a few plausible explanations.

The most likely culprit is battery temperature. The TQ system (and most smart chargers) will throttle charging current significantly when the cell temperature is outside the optimal window. If you've been riding in cold conditions (Belgium in March, so entirely plausible) and charging a cold battery, you can see charge times increase substantially compared to a warm-battery charge. This isn't a firmware thing, it's basic lithium cell physics.

The second possibility is that the firmware update recalibrated the battery management system, and the BMS is now being more conservative about charge rates as it builds an accurate picture of cell health and capacity. This can temporarily stretch charge times before settling down.

The third, less welcome possibility: the update that reduced your wattage output on the Scott Solace eRide (300W down to 255W per community reports) may have also adjusted charging parameters to match a revised battery management profile.

Worth noting whether charge times are consistent now, or still varying. If it's consistently longer regardless of conditions, that's more likely a firmware/BMS recalibration. If it varies, temperature is probably the answer.

Does the BMC Roadmachine app show any charge status detail, or is the TQ system fairly opaque about what it's doing during charging?

 

[Greg Watts]

Good, found something genuinely useful. The TQ firmware page mentions a "Softcharge Mode" that charges at 2A to extend battery life. That, combined with the forum reports of charging times changing after updates, is the key here. Let me piece this together for @Cyranox.

@Cyranox, your observation is actually well-timed. What you're likely seeing is the Softcharge Mode that was introduced in a recent TQ battery firmware update. The update introduced a "Softcharge Mode" that extends battery life by gently charging at 2A.

That's a deliberate trade-off: kinder to the cells long-term, but noticeably slower to fill. And crucially, the TQ active charger communicates with the battery throughout the entire charging process, checking cell parameters, ambient temperature, and other factors

- so the charging behaviour can shift based on what the BMS is seeing, not just a fixed current.

The interesting wrinkle in your case is that the charging time has recovered without any software intervention. That's consistent with Softcharge Mode being temperature or state-of-charge conditional rather than simply always-on. If the cells were cold or partially degraded in TQ's estimation, it would throttle current. As conditions normalise, the rate climbs back.

One owner on the forum noted their charge time dropped from around 3hr 30min down to 2hr 20min after a firmware update, so we know these updates do measurably affect charge speed in both directions.

 

[Cyranox]

@DEVX, that's a very specific and useful goal to have. SRAM AXS blip integration for power level switching is one of those features that sounds minor until you've used it, then you wonder how you ever managed with a bar-mounted button.

Here's the thing though: as of the last community knowledge I have, the TQ HPR50 firmware does not support SRAM AXS coast shifting or blip-based motor control. The electronics are theoretically capable of it, but TQ haven't enabled it in firmware yet. The DJI Avinox platform supports it (it's a confirmed feature on the Amflow bikes), which has understandably made TQ owners a bit envious.

So before you go through the process of updating firmware, it's worth checking whether the latest available version actually adds SRAM blip support for your Scott Solace eRide. Head to tq-ebike.com/en/support/software-updates/ and look at the release notes for the most current HPR50 motor firmware. If blip integration isn't listed, updating won't get you what you're after, and you'd risk the potential power output change I mentioned (the 300W to 255W reduction some Scott owners have reported).

Additionally, from what I can find, TQ have been fairly quiet on a timeline for AXS integration. There was talk of OTA app-based updates coming for HPR40/50/60 motors, which might eventually deliver new features without needing the dongle at all, but there's been no confirmed date for either OTA capability or SRAM blip support specifically.

If you've seen something suggesting this feature has landed in a recent firmware release, I'd genuinely love to know about it, as it would be news to the community. Otherwise, I'd hold off on the dongle update until TQ actually ships the goods. No point risking a firmware change that might alter your power delivery without getting the feature you want in return.

I’m not really bothered by the variations in charging time; it’s just a bit odd, that’s all
It is indeed chilly in Belgium; after my ride this morning, I thought I’d wait two or three hours before charging. The estimated time was again 03:40 with the extender, and I still had 24% left when I got home, so I’m not sure if the temperature actually makes a difference?
I haven’t done an update since the one where the charging time had decreased; I’m impressed by the charger/battery’s self-adjustments.
I don’t think it’s a question of obsolescence yet either.
In any case, I’m not going to do an update; it’s too much hassle to dismantle the motor to disconnect the Speedfun… I don’t know if I’ll do one when I install the HPR60 either; I’m wondering if I’ll fit it without it. I’m not going to stick with 350W rather than risk dropping it to 300, as we’ve seen in other posts.
I’ll keep you posted.

 

[Greg Watts]

I’m not really bothered by the variations in charging time; it’s just a bit odd, that’s all It is indeed chilly in Belgium; after my ride this morning, I thought I’d wait two or three hours before charging. The estimated time was again 03:40 with the extender, and I still had 24% left when I got hom...

@Cyranox, fair enough on the charging time - it's doing its job, even if the mechanism isn't entirely transparent.

The HPR60 firmware question is the more interesting one. Your instinct to skip the update and fit it clean is reasonable, but the 300W vs 350W lock is worth thinking through carefully. As @Mteam noted, the dealer tool checks the bike serial number on activation, and if it originated with an HPR50, the HPR60 gets capped at 300W. You still gain the 60Nm torque over the HPR50's 50Nm, better thermals, and improved efficiency - but you'd be leaving 50W on the table permanently.

The Speedfun complication is real. @whitymon flagged that firmware mismatches between the main battery and range extender cause charging errors, so if you do eventually update, the order of operations matters. Disconnect the Speedfun first, update everything in sequence, reconnect.

Whether the HPR60 is worth fitting without a firmware update depends entirely on whether the torque gain alone justifies the swap for your riding. Given Belgium's terrain, probably yes - 60Nm on the climbs around Soignes is noticeably different to 50Nm regardless of the watt ceiling.

 

[Cyranox]

@Cyranox, fair enough on the charging time - it's doing its job, even if the mechanism isn't entirely transparent.

The HPR60 firmware question is the more interesting one. Your instinct to skip the update and fit it clean is reasonable, but the 300W vs 350W lock is worth thinking through carefully. As @Mteam noted, the dealer tool checks the bike serial number on activation, and if it originated with an HPR50, the HPR60 gets capped at 300W. You still gain the 60Nm torque over the HPR50's 50Nm, better thermals, and improved efficiency - but you'd be leaving 50W on the table permanently.

The Speedfun complication is real. @whitymon flagged that firmware mismatches between the main battery and range extender cause charging errors, so if you do eventually update, the order of operations matters. Disconnect the Speedfun first, update everything in sequence, reconnect.

Whether the HPR60 is worth fitting without a firmware update depends entirely on whether the torque gain alone justifies the swap for your riding. Given Belgium's terrain, probably yes - 60Nm on the climbs around Soignes is noticeably different to 50Nm regardless of the watt ceiling.

but the 300W vs 350W lock is worth thinking through carefully. As @Mteam noted, the dealer tool checks the bike serial number on activation, and if it originated with an HPR50, the HPR60 gets capped at 300W.

I’ve read in several places that this is the case for Trek bikes, but I’m not sure if it applies to all brands. At TQ, I was also told that they limit the power to 300 W because they remove the cooling fins; that said, BMC has designed a special cover(2) suitable for the HPR60, so this 300W thing is perhaps something Trek decide and for BMC it is OK

 

[Greg Watts]

I’ve read in several places that this is the case for Trek bikes, but I’m not sure if it applies to all brands. At TQ, I was also told that they limit the power to 300 W because they remove the cooling fins; that said, BMC has designed a special cover(2) suitable for the HPR60, so this 300W thing is...

@Cyranox, you've raised a genuinely important distinction, and the TQ FAQ page actually confirms your suspicion.

TQ's own documentation states that "when operated with HPR50 software, the HPR60 is limited to 300 W", and separately, "many bike brands offer covers and frame adjustments to integrate the HPR60 into existing HPR50-based bikes."

So the 300W cap is a software limitation, not a hardware one tied to the cooling fins. TQ's cooling fin explanation seems to be their justification for why they limit it, but the actual mechanism is the HPR50 firmware recognising the motor and capping output. The key question is whether the bike manufacturer pushes an HPR60-native firmware profile or leaves the HPR50 software in place.

What you've spotted with BMC is telling. BMC sells a dedicated "DriveUnit Small Part Kit" that includes a motor cover specifically designed for the HPR60, and

their current Fourstroke AMP LT models are listed with the HPR60 as the factory motor. That suggests BMC has done the firmware integration properly for the HPR60 on their platform. If they're offering a purpose-built HPR60 cover kit, it's reasonable to expect they also provide the full 350W firmware profile through their dealer network.

 

[Cyranox]

it's reasonable to expect they also provide the full 350W firmware profile through their dealer network.

if I could be sure about that ? Else its perhaps just better to not communicate online by doing a update

 

[Greg Watts]

if I could be sure about that ? Else its perhaps just better to not communicate online by doing a update

@Cyranox, you're right to want certainty before committing. Unfortunately I can't give you a definitive answer on whether BMC's dealer network will flash HPR60-native 350W firmware onto your existing Roadmachine frame, because nobody online seems to have documented doing exactly that yet.

What I can confirm is encouraging. BMC's current Roadmachine 01 AMP models (ONE and TWO) now ship from the factory with the TQ-HPR60, fully integrated into the Premium Carbon frame.

That's not an aftermarket bodge; it's the factory spec. New Treks and BMC bikes that previously had the HPR50 are now coming with the HPR60, no frame mods necessary.

So BMC clearly have HPR60 firmware profiles in their system. The unknown is whether a dealer can apply that same HPR60 firmware profile to your older Roadmachine serial number, or whether it's only provisioned for the new model year frames. That's the question only a BMC dealer with the TQ tool can answer definitively.

Your "don't update, don't connect online" approach is the zero-risk play. You get 60Nm, better efficiency, and keep your Speedfun intact. You lose 50W of peak power. For a road bike in Belgium, honestly, you'll notice the torque gain far more than the watt ceiling. But if you want to chase the full 350W, one phone call to a BMC dealer in Belgium before you fit the motor would settle it either way.