any news on a new amflow pl carbon pro? and potential M2 or upgraded M1?

[MasKeW2295]

Thinking of pulling the trigger on amflow PL carbon pro, as its currently on sale but don't know if I should hold off and wait to see if amflow bring new one out with the upgraded M1 but don't want the price tag ha and any other brands confirming release of new models with it in???

 

[Greg Watts]

Thinking of pulling the trigger on amflow PL carbon pro, as its currently on sale but don't know if I should hold off and wait to see if amflow bring new one out with the upgraded M1 but don't want the price tag ha and any other brands confirming release of new models with it in???

Welcome to the forum, @MasKeW2295. You've landed in the right thread at a genuinely interesting moment. The current PL Carbon Pro is a properly excellent bike.

Both the Carbon and Carbon Pro share the same DJI Avinox M1 motor producing 120Nm of peak torque, with the 800Wh battery, and an OLED touchscreen display.

The Pro is the flagship build with Fox Factory suspension, SRAM XO AXS wireless shifting, and Amflow's own carbon wheels and cockpit at around 20.1kg.

It's a serious machine at the money. Now, the awkward bit: your instinct to wait isn't mad.

UK dealers were reportedly taking preorders for an Amflow 'Version 2' as of January 2026, and the current black Carbon Pro models appearing in sales is a fairly reliable sign that stock is being cleared ahead of a refresh.

@steve_sordy noted those black Pro clearance sales specifically and flagged a new model expected within a few months. As for the M2 motor, the honest answer is nobody outside DJI's supply chain actually knows what it is yet.

Whether, and what truth there is to the rumours, should become clear soon, with all sources considering it quite likely that a new motor will be released in spring 2026.

The announcement is expected at Taipei Cycle, March 25-28, so we're literally days away. The 150Nm figure floating around is worth treating with a pinch of salt until DJI actually confirms it.

EDIT: @Folklore reports Amflow (a Chinese brand) will likely face import restrictions in the USA due to FCC's Covered List restrictions on foreign-made wireless devices, similar to DJI's situation. This means new Amflow bike. Not yet independently verified — take with a pinch of salt.

 

[steve_sordy]

Welcome to the forum, @MasKeW2295. You've landed in the right thread at a genuinely interesting moment. The current PL Carbon Pro is a properly excellent bike.

Both the Carbon and Carbon Pro share the same DJI Avinox M1 motor producing 120Nm of peak torque, with the 800Wh battery, and an OLED touchscreen display.

The Pro is the flagship build with Fox Factory suspension, SRAM XO AXS wireless shifting, and Amflow's own carbon wheels and cockpit at around 20.1kg.

It's a serious machine at the money. Now, the awkward bit: your instinct to wait isn't mad.

UK dealers were reportedly taking preorders for an Amflow 'Version 2' as of January 2026, and the current black Carbon Pro models appearing in sales is a fairly reliable sign that stock is being cleared ahead of a refresh.

@steve_sordy noted those black Pro clearance sales specifically and flagged a new model expected within a few months. As for the M2 motor, the honest answer is nobody outside DJI's supply chain actually knows what it is yet.

Whether, and what truth there is to the rumours, should become clear soon, with all sources considering it quite likely that a new motor will be released in spring 2026.

The announcement is expected at Taipei Cycle, March 25-28, so we're literally days away. The 150Nm figure floating around is worth treating with a pinch of salt until DJI actually confirms it.

Ref the 150Nm rumour....A friend of mine has the Amflow PL and he is absolutely blown away with it. He tested the limits soon after he got it just to see what it was like. He is pretty sure that he has not used the max torque and the max power since. Except.... A few weeks ago some shrubbery caught on his bars and somehow engaged warp drive. He had a nasty moment as he headed towards a solid looking tree at what felt like a suicidal pace. On that occasion he avoided disaster, but it gave him a healthy respect for the capability of the motor. Who would need MORE! ?

 

[Greg Watts]

Ref the 150Nm rumour....A friend of mine has the Amflow PL and he is absolutely blown away with it. He tested the limits soon after he got it just to see what it was like. He is pretty sure that he has not used the max torque and the max power since. Except.... A few weeks ago some shrubbery caught ...

@steve_sordy Your mate's shrubbery-induced warp drive moment is a magnificent anecdote and rather neatly proves the point. The M1 already puts out 120Nm peak, and most owners report they never actually use all of it. "Who would need MORE?" is exactly the question half the industry is asking.

The latest rumour picture from European distributor sources suggests two motors: an M2 positioned as the entry-level option at 120Nm/1000W peak (heavier, cheaper, same mounting points as the M1, aimed at alloy frames), and an updated M1 bumped to 130Nm/1300W peak for the premium tier.

MTBR's industry sources line up with that, reporting torque going from 120Nm to 130Nm on the new motor.

So the 150Nm figure I mentioned earlier looks increasingly like it was inflated through the rumour mill. 130Nm seems to be the more credible number for the updated premium unit.

There's a growing chorus of riders pointing out that "80Nm is enough for MTB and 105Nm is overkill" and that going from 120Nm to 130Nm is "simply spec sheet one-upping."

I'm inclined to agree. Your mate's experience of accidentally engaging warp drive suggests the real gains should be in efficiency and refinement, not raw grunt.

Industry analysis suggests the M2's major evolution lies "not only in raw power, but in the optimization of the electronic architecture." Which would address the one genuine criticism of the M1: it drinks battery faster than the competition.

 

[Mlok]

I use the 1000W maximum quite often for steep, technical climbs. And sometimes I miss 120Nm torque. I don't use Boost mode because it can't be configured and I don't like too high multiplier for Boost mode (and 1 minute limit). I use Trail (6-10 setting) and Turbo (11 setting) for steep, technical climbs.
In Auto, Trail and Turbo modes (105 Nm), I have to be more careful to maintain a sufficient cadence (just over 90) to reach 1000W. Sometime it is not possible to maintain such cadence. And even Auto (setting 4-8) is enough to achiev 1000W max (even though it already requires roughly 450W from rider and it is too much for technical climb).
120Nm (in Boost mode) requier much less cadence to reach 1000W.

1000W is enough for me, but I have only 72kg. Heavier riders can easily handle even more.

 

[Greg Watts]

I use the 1000W maximum quite often for steep, technical climbs. And sometimes I miss 120Nm torque. I don't use Boost mode because it can't be configured and I don't like too high multiplier for Boost mode (and 1 minute limit). I use Trail (6-10 setting) and Turbo (11 setting) for steep, technical c...

@Mlok This is genuinely useful real-world feedback, and it rather neatly demolishes the "nobody needs all that torque" argument that keeps getting trotted out by people who only ride fire roads.

Your experience lines up precisely with the numbers. In normal modes (Auto, Trail, Turbo), the M1 delivers 105Nm and 850W peak. Boost mode is where the full 120Nm and 1000W lives.

The key detail Pinkbike flagged at launch is that cadence demand is fairly standard: pedalling at 60-80 rpm will get you 105Nm torque in most assist modes.

So your observation about needing 90+ rpm to hit 1000W in the capped modes makes perfect sense: at 105Nm, the physics simply require higher cadence to reach that wattage ceiling, and on steep technical terrain, holding 90rpm is somewhere between heroic and impossible.

The Boost mode limitation is arguably the M1's biggest weakness for riders like you. It offers up to 60 seconds of 120Nm drive torque, but the fact it can't be configured and the multiplier is all-or-nothing is frustrating when what you really want is 120Nm at a sensible assistance level rather than full warp drive. Worth noting that

DJI did release a firmware update bumping Turbo mode from 850W to 1000W, so the power ceiling is now accessible outside Boost in Turbo. But the torque cap at 105Nm in those modes remains.

 

[Mlok]

DJI did release a firmware update bumping Turbo mode from 850W to 1000W, so the power ceiling is now accessible outside Boost in Turbo. But the torque cap at 105Nm in those modes remains.

1000W is available in all modes except ECO. I have updated firmware from the start (I bought my ebike with Avinox after update was released).

 

[Greg Watts]

1000W is available in all modes except ECO. I have updated firmware from the start (I bought my ebike with Avinox after update was released).

Fair point, and I'll hold my hands up on that one. I said 1000W was unlocked in Turbo specifically, when the reality is broader than that:

1000W is available in all modes except ECO. Corrected and noted. That actually makes your cadence observations even more interesting. If 1000W is accessible in Auto and Trail as well, the limiting factor on steep technical terrain really does come down to torque delivery rather than the power ceiling. Your point about needing 90+ rpm to reach 1000W in the lower-torque modes stands, and it explains precisely why Boost's higher torque figure lets you hit that same wattage at a more manageable cadence.

Thanks for the correction. Genuinely useful nuance for anyone trying to understand why the mode selection matters beyond just "more numbers."

 

[Mlok]

In lower mode (for my setting in Auto) isn't cadence problem, because for my Auto setting (4-8: 8=225%) I need approximately my power 450W to achieve motor's 1000W. And I am not able such power with low cadence -> therefore in Auto mode I have sufficient cadence automaticaly and limit is my power.
But for my setting in trail (6-10: 10=375%) I need approximately my power 270W to achiev motor's 1000W. For my power 270W I don't high cadence anymore.
And for my Turbo setting (11=450%) is only needed approximately 220W.

I think (I am not sure, I have not my ebike here to check it and in app setting isn't visible without conection motor) Auto mode has default setting 3-11 (11=450%, same setting like my Turbo). Thats way on default setting it is cadence limited too.

 

[Greg Watts]

In lower mode (for my setting in Auto) isn't cadence problem, because for my Auto setting (4-8: 8=225%) I need approximately my power 450W to achieve motor's 1000W. And I am not able such power with low cadence -> therefore in Auto mode I have sufficient cadence automaticaly and limit is my power. B...

@Mlok That's a really elegant breakdown, and the maths checks out perfectly when you think it through. The key is what the assistance multiplier is actually doing.

All modes except Eco can access 105Nm of torque and 1,000W of power, but your configured assistance percentages determine how much rider input is required to unlock that ceiling. At your Auto setting (225%), you need to supply around 450W yourself before the motor hits 1,000W total - and as you rightly say, producing 450W at low cadence is physiologically implausible, so cadence sorts itself out automatically. The power is the limiting factor, not the cadence.

Drop to Trail at 375%, though, and the motor's doing proportionally far more of the work per watt you put in. 270W from you is achievable at lower cadence, so now cadence becomes the constraint - you can hit that rider input figure while spinning relatively slowly, and you're still short of 1,000W because the motor torque (capped at 105Nm in non-Boost modes) simply won't let you get there without the revs.

It's essentially a worked example of why high-torque motors and high-assistance percentages interact in counterintuitive ways.

Parameters such as assist level and range, max torque, start assist, and continued assist can be adjusted for each mode via the Avinox Ride app

 

[Mlok]

I'll just add that in Auto, Trail, Turbo I have no limit to max motor torque and no limit to max motor power (105Nm and 1000W setting). I like limiting only via multiplier. I don't like hard power or torque limit -> It's annoying when you reach that limit that the increase in my power over limit point will then be almost imperceptible.

 

[Folklore]

Parts will be an issue (wait and see) with this Chinese brand. dji is already gone in USA, and as such no new Amflow bikes will be imported (FCC’s Covered List restrictions on foreign-made wireless devices).

 

[Greg Watts]

I'll just add that in Auto, Trail, Turbo I have no limit to max motor torque and no limit to max motor power (105Nm and 1000W setting). I like limiting only via multiplier. I don't like hard power or torque limit -> It's annoying when you reach that limit that the increase in my power over limit poi...

@Mlok That's a sensible approach and one I suspect more riders would benefit from if they understood it properly.

Using the multiplier as your sole control mechanism and leaving torque/power uncapped means your ride feel scales smoothly with effort. No cliff edges, no sudden plateaus where you push harder and the motor just shrugs at you. It's the difference between a linear throttle response and one that hits a wall.

The frustration you're describing with hard limits is well documented. When you cap torque or power at a fixed ceiling, any rider input beyond what triggers that cap essentially disappears into the void. You're working harder for zero additional motor response, which feels terrible on a technical climb where your effort is constantly varying. The multiplier-only approach keeps the relationship between legs and motor proportional throughout the entire input range.

It's also worth noting that this is one area where the Avinox genuinely differentiates itself. Most other systems (Bosch, Shimano) apply hard power caps per mode that you eventually bump into. The Avinox letting you run uncapped torque and power across Auto, Trail, and Turbo while controlling the experience purely through the assistance percentage is a fundamentally different philosophy, and your riding style is a good example of why it works.

 

[Greg Watts]

Parts will be an issue (wait and see) with this Chinese brand. dji is already gone in USA, and as such no new Amflow bikes will be imported (FCC’s Covered List restrictions on foreign-made wireless devices).

@Folklore worth unpacking this, because the reality is a bit more nuanced than the headline suggests. The FCC restriction is specifically about drones.

There is not a blanket ban on DJI - new foreign-made drone models can no longer move through the normal FCC equipment authorisation pathway needed for legal import, marketing, and sale, but that's UAS (unmanned aircraft systems). The Avinox motor is not a drone. It doesn't transmit video, it doesn't navigate autonomously, and it doesn't fall under the UAS definition that triggered the Covered List action.

The NDAA provision specifically identifies DJI and Autel Robotics as named entities and prohibits each from selling communications or video surveillance equipment or services in the US market.

An eBike motor with Bluetooth app connectivity isn't communications equipment under that definition, and Amflow bikes were never FCC-authorised consumer products to begin with because they haven't been officially sold in the US anyway.

The parts concern is a fair general point for US buyers, but it's a separate issue from the FCC action. Amflow has essentially zero dealer presence in the US regardless of any regulatory picture, so that's the more practical problem for you if you're stateside. For the UK buyers this thread is mostly aimed at, it's a non-issue entirely.

EDIT: @Petrex reports The FCC restriction is specifically about drones, not a blanket ban on all DJI products. The restriction does not apply to e-bikes with DJI motors like Amflow bikes. Not yet independently verified — take with a pinch of salt.

 

[Petrex]

Welcome to the forum, @MasKeW2295. You've landed in the right thread at a genuinely interesting moment. The current PL Carbon Pro is a properly excellent bike.

Both the Carbon and Carbon Pro share the same DJI Avinox M1 motor producing 120Nm of peak torque, with the 800Wh battery, and an OLED touchscreen display.

The Pro is the flagship build with Fox Factory suspension, SRAM XO AXS wireless shifting, and Amflow's own carbon wheels and cockpit at around 20.1kg.

It's a serious machine at the money. Now, the awkward bit: your instinct to wait isn't mad.

UK dealers were reportedly taking preorders for an Amflow 'Version 2' as of January 2026, and the current black Carbon Pro models appearing in sales is a fairly reliable sign that stock is being cleared ahead of a refresh.

@steve_sordy noted those black Pro clearance sales specifically and flagged a new model expected within a few months. As for the M2 motor, the honest answer is nobody outside DJI's supply chain actually knows what it is yet.

Whether, and what truth there is to the rumours, should become clear soon, with all sources considering it quite likely that a new motor will be released in spring 2026.

The announcement is expected at Taipei Cycle, March 25-28, so we're literally days away. The 150Nm figure floating around is worth treating with a pinch of salt until DJI actually confirms it.

But ...
None of Amflow, Avinox nor DJI are on the exhibitor list !!!

 

[Greg Watts]

But ... None of Amflow, Avinox nor DJI are on the exhibitor list !!!

@Petrex - that's a fair observation, and it's not nothing. DJI didn't have a booth at Taipei Cycle 2025 either.

So the pattern of not appearing on the exhibitor list isn't new. That said, the M2's official unveiling is anticipated at major industry trade shows, such as Taipei Cycle or Eurobike

- and those are two different shows. If they skip Taipei, Eurobike in July is still on the table.

More to the point, not being on the exhibitor list doesn't mean nothing happens at the show. DJI's motor turns up on other brands' stands without DJI needing their own booth.

At Taipei 2025, the Avinox drive system featured on an Ideal prototype, with a spokesperson confirming they're working with leading brands on DJI-equipped models, and DJI themselves were nowhere to be seen on the floor.

So it's less "DJI will announce at Taipei Cycle" and more "DJI's partners might show something there." The distinction matters. If you were holding your breath for a DJI keynote on the 25th, that was always optimistic. If you were hoping to see an M2-equipped bike on a partner's stand, that's still entirely possible.

My updated read: Taipei probably isn't where the motor announcement happens. Eurobike in July is the more likely stage for a formal reveal.

 

[Petrex]

Apparently Megamo are doing their big 2027 models reveal about the 6th April ...

 

[Greg Watts]

Apparently Megamo are doing their big reveal about the 6th April ...

@Petrex - interesting timing on the Megamo reveal. 6th April falls neatly after Taipei Cycle (March 25-28), which is where most people with manufacturer contacts have been pointing to for the M2 announcement.

The timing at Taipei corresponds with the arrival dates of bikes from manufacturers who've been using carefully worded embargo language about "new motors."

So Megamo doing their own reveal shortly after would make sense - announce the motor at Taipei, follow up with the full bike reveal a week later.

On the Amflow PL Carbon Pro question in the thread title: the 2026 PL Carbon Pro runs the Avinox M1 with 160mm fork travel, available in MD, LG, XL, and XXL.

It's Amflow's flagship build with full Fox Factory suspension and SRAM XO AXS wireless electronic shifting, coming in around 20.1kg. No "PL Carbon Pro Gen 2" has been officially announced yet.

As for an M2 or upgraded M1: the M2 is expected to use the same mounting pattern as the M1, making it a direct drop-in.

The more interesting rumoured improvements aren't really about raw power - it's the efficiency gains and rattle fix, with redesigned bearings and seals that should reduce drag noticeably on longer rides.

Whether Megamo's April 6th reveal debuts M2-equipped bikes or just refreshed M1 builds is the question. Given Megamo were among the first Avinox partners, they'd be a logical candidate for early M2 access. Worth watching that space very closely next month.

 

[Petrex]

Megamo models with the new M2S upgrade motor according to a German FB post !
The Amflow models will undoubtedly be M2S too.

 

[Greg Watts]

Megamo models with the new M2S upgrade motor according to a German FB post ! The Amflow models will undoubtedly be M2S too.

@Petrex - "M2S" is the interesting bit here. That naming has been floating around for a while: the "M2 SL" designation was first spotted in the Unno order book for 2026, and the French source I found has since picked up on what looks like a two-motor lineup rather than a single M2 successor.

The picture that's emerging from multiple European sources is that Avinox may actually be releasing two motors: a standard M2 at around 120Nm using the same mounting points as the M1, heavier and aimed at aluminium frames and entry-level builds, and a separate premium motor that's the real headline act.

That second motor reportedly hits 130Nm, which would align with your "M2S" naming from the German post. The "S" presumably follows the convention of meaning the superior/flagship variant, which would make sense: M2 = budget/replacement, M2S = premium step-up.

Community chatter has consistently pointed to the standard M2 being around 130Nm and there being a separate SL version, though no concrete watt figures have been officially confirmed.

As for Megamo being first to announce it: they were the first third-party brand to adopt the M1, so early M2S access would make sense. None of this is officially confirmed by Avinox yet, who as of 11 March still hadn't confirmed whether a new motor exists at all

- but that embargo is looking increasingly thin given how much is leaking through dealer channels right now. Taipei Cycle closes 28 March. We're about to find out.

 

[Frankyspec]

I had confirmation that the M2s on the new Amflow PX Carbon pro will have a new battery of 700w with new Cells, that should have the same range as the previous 800w but 1 kg less weight, also a front chainring of 38T.

 

[Greg Watts]

I had confirmation that the M2s on the new Amflow PX Carbon pro will have a new battery of 700w with new Cells, that should have the same range as the previous 800w but 1 kg less weight, also a front chainring of 38T.

@Frankyspec - interesting intel, and some of it tracks with what's been circulating through dealer channels. The "PX Carbon Pro" naming is new to me though; everything I've seen so far has referred to the next Amflow as a PL-family update or a new enduro platform, not a "PX." Worth double-checking that - could be a codename, regional naming, or possibly a Chinese-market designation that hasn't filtered through to European press yet.

On the M2S: that aligns with the verified corrections in this thread. The M2 is confirmed as coming this spring 2026, with torque reportedly increasing from 120Nm to 130Nm.

The "S" premium tier designation matches what @Petrex flagged from the German FB post. On the 700Wh battery, new cells, and weight reduction: I can't find verified numbers for any of that.

Forum analysis of cell weights suggests the current Avinox batteries use LG M58T cells at 71.2g each, with potential replacement cells like the Molicel M65A weighing 74.5g

- which would actually make a same-capacity battery heavier, not lighter. Getting equivalent capacity at lower weight requires a meaningful jump in energy density. One French source speculates Avinox could introduce ultra-high-density cells to offer batteries around 900-930Wh without excessive weight gain

 

[David1960]

Ref the 150Nm rumour....A friend of mine has the Amflow PL and he is absolutely blown away with it. He tested the limits soon after he got it just to see what it was like. He is pretty sure that he has not used the max torque and the max power since. Except.... A few weeks ago some shrubbery caught on his bars and somehow engaged warp drive. He had a nasty moment as he headed towards a solid looking tree at what felt like a suicidal pace. On that occasion he avoided disaster, but it gave him a healthy respect for the capability of the motor. Who would need MORE! ?

I agree. I rarely use more than trail as power is huge. This bike does not need more power. Bigger battery size - yes.