E-MTB test: Weighing under 25 kg despite the 112 Nm Sachs RS motor and 725 Wh battery, the Storck e:drenalin 2 SRS is a pretty unique eMTB and perhaps the lightest bike in this performance class. Is it also convincing in other ways?
For many cyclists and bikers, the name Storck is inextricably linked with fine racing bikes. Even though the traditional German manufacturer still has many asphalt racers in its range today, it has also been offering mountain bikes for many years - with and without a motor. A highlight in the portfolio is the all-mountain eMTB e:drenalin 2 SRS, which was introduced last year. As one of the very few eMTBs on the market, it is equipped with the powerful Sachs RS and remains surprisingly light despite the considerable engine weight.
With its 160 mm travel at the front and 140 mm at the rear and 29 inch wheels, the carbon eMTB has a lot of reserves for the versatile all-mountain segment. At the heart of the full carbon frame beats the Sachs RS, one of the most powerful mid-engines on the market, but with its 3,6 kg weight, it weighs a lot more than many of its competitors. The unit is powered by a 725 Wh battery in the down tube, which can be easily removed downwards for charging.
Sachs RS: Powerhouse with new software
With an impressive 112 Nm of torque, a maximum output of around 700 watts and currently unique acceleration, the Sachs RS is the perfect engine for those who don't have enough "oomph" from Bosch, Brose and Co. Our own test bench measurements also show that only the competitors from Panasonic and TQ can keep up, although the enormous “punch” when starting is only as pronounced with the Sachs RS.
In the past, however, this enormous power also meant that the drive clearly fell behind the best engines on the market in terms of responsiveness and controllability. However, ZF Micro Mobility, the parent company of Sachs, was also aware of this and was fine-tuning the software behind the scenes. The result of this development is a software update that replaces two of the four support levels with adaptive modes. These regulate the support performance dynamically depending on many factors such as speed, cadence, input torque, etc. This improves the response enormously without sacrificing the special characteristics of the engine.
Test / E-MTB drive: ZF Micro Mobility is currently providing specialist retailers with a major software update for the Sachs RS mid-engine. Included are, among other things, two new, adaptive support modes that are intended to significantly improve the responsiveness of the powerhouse. We were already able to test the software and reveal why going to the dealer for [...]
The drive is operated via the Sigma EOX Remote. Ergonomically, the control panel is fine, and its integrated LEDs also provide information about the selected support level and the charge level of the battery. However, when it comes to feel, it cannot keep up with the competition and seems rather cheap. The Storck e:drenalin 2 SRS also comes with the wireless Sigma EOX View 1300 display. It's a pleasant size, but its monochrome display no longer seems entirely up to date - at least it's always clearly visible even under sunlight.
Voluminous but light frame
A highlight of the Storck e:drenalin 2 SRS is certainly the voluminous carbon frame, which is partly responsible for the low weight of under 25 kg. What's also quite exciting is the rear triangle, which doesn't have a joint, which not only saves a few grams of weight, but should also improve stiffness. The construction as a supported single-joint should still ensure a neutral, sporty response.
Exciting features and fair price
The Storck e:drenalin 2 SRS is only available in one equipment variant at a price of 7.499 euros. The component package is unusual, but appropriate for both the area of application and the price. The chassis comes from DT Swiss; With the F535 fork at the front and the R535 damper, unusual components are installed, but the adjustment is pleasantly simple even for (e)MTB newbies.
The Storck eMTB shifts electronically and wirelessly: The Sram GX Eagle AXS is not a given in this price range; Even if this is not the brand new transmission series, the groupset can continue to impress with impeccable performance in 2023. Storck also relies on US manufacturer Sram for the brakes. On our test bike, a G2 4-piston brake was responsible for deceleration; on the production bike, the Guide RE takes over this task. What the brakes have in common, however, is that they tend to be undersized for an eMTB in this suspension travel class, also because Storck only uses a 180 mm disc on the rear wheel. We would like to see larger reserves here.
|frame||Storck e:drenalin 2 SRS|
|suspension fork||DT Swiss F535|
|Power Type||Sachs RS|
|Suspension shocks||DT Swiss R535|
|Wheels||e*thirteen e*spec Base Enduro 29|
|Tire VR||Schwalbe Big Betty Bike Park|
|Tire HR||Schwalbe Big Betty Bike Park|
|derailleur||Sram GX Eagle AXS|
|Gear levers||Sram AXS controllers|
|Crank||e*thirteen E-Bike Plus|
|Brake||Sram Guide RE|
|Brake discs||Sram Centerline 203/180mm|
|Seat post||e*thirteen Infinite Dropper 150mm|
|Saddle||Sell San Marco GND|
|Stem||e*thirteen Base 35|
|Links||e*thirteen Base 35|
Many of the remaining components bear the e*thirteen logo: handlebars and stem, wheels and also the seat post. All the parts here are pleasing: the wheels with aluminum rims strike a good balance between weight and stability, the cockpit is robust (although many riders probably have to shorten the very wide 810 mm handlebars) and the support is reliable. It's a bit of a shame that the stroke of "only" 150 mm is somewhat small in frame size L, although this could also be due to the relatively long seat tube.
Our test bike differed from the standard equipment when it came to tires. The latter comes with the Big Betty from Schwalbe in the Bikepark version instead of the Continental tires we use. This makes us frown a bit: The Big Betty is a decent choice for an all-mountain bike, but the Bikepark version is extremely heavy at almost 1.700 g per tire (!) and relies on the hard rubber compound. For this reason, the bike in standard equipment should weigh noticeably more than the 24,2 kg of our test bike.
There are few surprises when looking at the geometry data. Only the very short chainstays really stand out here, otherwise Storck doesn't do any major experiments. The main frame is sufficiently long and the steering angle of around 65° is appropriate for the area of use. The slightly higher bottom bracket ensures ground clearance, but could take a little away from the bike's dynamism on the descent.
|seat tube (in mm)||427||458||496|
|Stacks (in mm)||621||630||640|
|Steering angle (in °)||65.2||65.2||65.3|
|Seat angle (in °)||74||73.9||73.8|
|head tube (in mm)||120||130||140|
|BB drop (mm)||10||10||10|
|chainstays (in mm)||438||438||438|
|Wheelbase (in mm)||1212||1234||1259|
Storck e:drenalin 2 SRS in practice: It's an all mountain!
In practice, the Storck e:drenalin 2 SRS turns out to be a real all-mountain bike. As soon as you touch down, its high front puts the rider in a fairly upright position, the slight lowering of the bottom bracket means you are slightly above the ground and the chassis is nice and fluffy, especially in the first few millimeters of suspension travel. The bike scores points with excellent touring characteristics, which of course also benefit from the powerful Sachs RS motor, although its penetrating hum is difficult to ignore even at low power levels.
The bike also benefits from these features, which make the e:drenalin 2 SRS a great tourer, on uphills: plenty of ground clearance can prevent pedal hang-ups and the central seating position makes climbs child's play in combination with the power of the Sachs RS. If it gets steep and technical, the engine takes full advantage of the advantages of the latest software update and can score points with good modulation. Unfortunately, the rather rear-heavy seating position, the short chainstays and the high front mean that you have to shift your weight significantly forward in steep sections.
The Storck e:drenalin 2 SRS cuts a strong figure on the trail, especially when the terrain is not too extreme and the speed is not too high. Then it conveys a lot of safety and the intuitive handling will certainly suit less experienced drivers. If you are riding more dynamically, the high bottom bracket spoils the fun a little and the bike feels a bit stilted, especially on berms. In the tough enduro terrain, both the geometry and the chassis quickly reach their limits - although even demanding terrain can be mastered, you just have to take it a little slower.
Unfortunately, our test bike rattled very loudly on the descent, even on comparatively tame surfaces. We suspect that this was caused by the battery - the Sachs RS motor is not a problem in this regard. However, this may have been a problem with our specific test bike and the background noise is more pleasant in standard condition.