Swytch, founded in London in 2017, is one of the first electric bike conversion kit brands.
The Max+ is the brand's latest system, but it still follows the simple original design idea.
With a compact, easy-fit battery and powerful motor, the Swytch Max+ is a great way to electrify a commuter bike.
Swytch Max+ specs and details
The Max+ kit consists of a replacement front wheel with a UK-made front hub motor. This is connected via cables to a handlebar-mounted battery (that quickly releases for convenience).
Swytch offers the Max in a multitude of wheel sizes: 700c, 26in, 650b/27.5in, plus 16in and 20in for folding bikes.
The Max system is available in three battery capacity versions. The standard Max (£759) offers a range of up to 20 miles, the Max+ (tested here) offers up to a claimed 40 miles, and the Max++ (£1,250) offers up to a claimed 60 miles. The battery capacity increases across the three models, though they are all contained within the same compact 228mm x 100mm x 74mm case.
All three versions of the Swytch Max use the same 250W front hub motor. This senses the forward motion your pedalling drives through a crank sensor, and provides up to 40Nm of torque assistance.
I received two versions of the new Max+ kits for testing. The first is built with a 700c disc wheel and has found its way onto the Genesis Day One I used to test out the Boost kit previously. The second is a 20-inch kit for a Kansi folding bike.
Swytch Max+ fitting
The Swytch kit(s) arrive in fully recyclable, plastic-free cardboard packaging, along with a comprehensive, fully illustrated instruction manual.
Following the simple steps made fitting a breeze, especially on the Kansi folder. It requires a minimum of tools: hex keys, scissors for the zip ties, a 17mm spanner for the wheel nuts, and that’s it.
Running a cable from the battery mount to the front hub is simple and easy to make look tidy. The secondary cables, which run down to the bottom bracket crank sensor, require a bit of thought on routing, especially when it comes time to snap the cable ties into place.
The ring sensor that wraps around the bottom bracket shell behind the crank arm clips together and relies on a ring of flexible teeth to hold it in place, along with a long plastic piece that needs to be zip-tied to the crank arm. These require a bit of care to get fitted correctly.
I’d like to see Swytch adopt a wireless pedal sensor much like Skarper’s clever silicone-housed clip-on unit. It’d cut down on clutter and make fitting even simpler.
The substantial handlebar mount for the battery offers three positions, making it easy to fit your needs without obstructing your handlebar controls. I found the right position on both the drop bars on the Genesis and the Riser bar fitted to my folding bike.
The Kansi required Swytch's £10 display arm accessory to mount the control display, because the diameter of the bar is narrower than the standard 31.8mm diameter of the bracket. A small thing, but something to be aware of if you intend to fit a Swytch kit to an older bike, especially.
Fitting the Max+ kit on my folding bike took just 25 minutes. It took a little longer on the Genesis, though that was mainly down to getting the disc brake and rotor alignment correct, as the Swytch hub was spaced slightly wider than the wheel it replaced.
The Max+ adds around 3.6kg to the weight of your bike, a little less than the Boost conversion kit that weighs 4kg. Skarper’s system adds 3.4kg, though all but the disc rotor remains on the bike when you remove the Skarper unit.
When you remove the Swytch battery, you are still left with the substantial battery mount on the bars, plus the cabling to the front wheel and cranks. So, bear in mind, like Boost and Cytronex, once you’ve converted your bike, it’ll stay that way for good.
Swytch Max+ battery
The battery looks slick, it's nicely finished, and it incorporates a light panel on the front that also provides side illumination. It is a smart idea and gives your bike an extra slice of safety thanks to the increased visibility.
The 272Wh capacity is ideal for short to mid-length commutes, and the compact fast charger and quick-release battery meant I could charge it at my desk, taking over 4 hours from empty.
I love that Swytch has included a USB-C out port on the battery, adding extra utility. I took the Swytch battery on a 10-day camping trip over the summer, and it kept both my and my partner's phones charged for the duration with capacity to spare.
Swytch Max+ ride impressions
The Max+ rides well, and the simple controller gives all the necessary information – what the battery level is and which power mode you are in. You can adjust the system settings via the controller too, from setting up the wheel size (16-inch to 28-inch (700c)), to what the speed limit is, from 5 presets: 15kph, 20kph, 25kph (UK and EU), 28kph, and 33kph (USA).
The five assist levels range from a subtle assist at 1 to a full turbo mode at 5. On the 700c-wheeled Genesis, I found I never really needed the full-power mode except on steeper climbs where the Genesis’s single-speed gearing wasn’t enough. On normal rolling terrain, the most I ever felt the need to use was the third level.
On the 20-inch wheeled Kansi, I used the top-level mode more often. This was mostly for quickly getting away from junctions and traffic lights, where the added power boost helped keep me ahead of heavy traffic.
Front wheel drive
The front-wheel drive doesn’t feel as natural as Boost or Skarper’s rear-wheel drive layout. It’s not so noticeable on the smaller wheel sizes, but on the 700c wheel, I had the occasional feeling of tramlining through corners, where the bike takes a little more effort to keep in the turn.
I also found that on the smaller wheel option on steep climbs, you need to keep your weight shifted forward. If you lean back and go light on the front wheel, the motor power can cause the front tyre to lose traction, especially in the wet.
It can be a little alarming if you get wheelspin on the front tyre, though it’s not nearly as marked as I found with the Brompton electric.
Range-wise, the Max+ is good, from what is a mid-sized battery compared to a purpose-built ebike. From experience, I expected a range of around 20 miles and saw 20.54 miles from the 20in wheeled version.
On the 700c Genesis that rose to 28.7 miles, though it should be noted that the Genesis is a single-speed bike. On a bike with a full complement of gears, I’d expect the range to increase even further as the motor is less taxed by easier-spinning gears.
Swytch Max+ bottom line
Overall, the Swytch Max+ is a smart ebike upgrade system.
It may lack the smoother handling rear wheel drive layout of the Boost kit, and it’s certainly nothing like Skarper’s click-on, click-off design, but it is very competitively priced (£999 as tested here versus £1,495).
That said, Boost’s 700c kit is cheaper at £722.99, with a weather cover and LCD controller. Cytronex’s similar Front Wheel Drive converter is priced at around £1,000 depending on specification.
If I were looking to add electric assist to a bike, Skarper is still my preferred option thanks to its ultimate simplicity. Though the Swytch’s ease of fitting, alongside fast charging and secondary use as a huge-capacity power bank utility, make for a compelling argument.
