LMX 64 Review: Dual-Transmission Torque in a Real Trail Ride
September 13, 2024
I’ve been on a kick lately with EVs that blur categories—and the LMX 64 absolutely lives in that gray zone between an e-mountain bike and a light electric moto. It looks fairly “normal” at first glance, but once you get close you notice everything is built to take abuse: beefy components, clean branding, and a drivetrain layout that’s genuinely different.
LMX sent me a demo unit, and after getting it set up, I spent time riding it in a parking lot, up grass hills, and onto bumpy trail sections to see what it actually feels like when the terrain turns messy.
The standout: a dual transmission that changes how throttle feels
The most interesting part of the LMX 64 is the patented dual transmission setup.
Here’s the simple version of what I experienced:
Pedaling uses a traditional chain drive.
Throttle power drives the rear through a separate belt system on the other side.
On most mid-drive e-bikes, throttle (or motor power) pulls the chain. Over time, that can mean more chain wear and a more “tuggy” feeling when the motor comes on hard.
With the LMX 64, the throttle delivery felt different—more direct and less like the drivetrain is getting yanked around—because the belt drive is doing that work. And since it’s a belt drive for throttle, it also skips the oily, grimy side of chain-driven motor pull.
The result on the ride: when I roll on throttle, it hits with instant torque and feels purpose-built for getting over obstacles, popping up and over stuff, and carrying speed through rough sections.
Fit and sizing: I’m 5'5" and it felt tall
I’m a shorter rider (about 5'5"), and the frame height/geometry is something I noticed immediately.
With the dropper post up high, I couldn’t really get into an ideal pedaling position for full power transfer. With the dropper slammed down, it was easier to manage at stops and through slower sections, but overall this bike clearly feels like it’s happier under a taller rider.
That doesn’t mean it’s unrideable if you’re shorter—it just means fit is a real factor. If you’re close to my height, I’d be extra careful about sizing and standover comfort before buying.
Controls and ride modes: simple, and the throttle is the fun button
The cockpit is minimal and MTB-clean: plus/minus controls, a center-mounted color LCD display, and an 11-speed shifter. But the part I loved most is the full-twist moto-style throttle.
It’s compact and doesn’t scream “electric dirt bike.” It looks almost like a normal grip until you use it.
The ride modes are straightforward:
Mode 1: pedal assist only (torque sensor feel)
Mode 2: pedal assist + throttle
Mode 3: max output feel (strongest response)
In Mode 1, the assist felt natural and calibrated. Light pedaling got light assist; more input gave more output. It didn’t feel like an on/off switch dumping power—it felt like it was listening.
Mode 2 is where the personality changes. Throttle engagement brings that “instant shove” that makes you start thinking about logs, little climbs, and technical lines.
Mode 3 is the full-send option. The torque is there immediately.
One thing I personally wanted: a true throttle-only mode with pedal assist disabled. The current setup gives you throttle in modes 2 and 3, but I’d still like the flexibility of throttle-only as a dedicated option.
Parking lot impressions: torque on demand, and strong brakes
In a parking lot, you can feel what this bike wants to be.
It’s not a featherweight bicycle, but at 64 lb it also didn’t feel outrageous for the performance category.
The torque is immediate when you want it.
The brakes are seriously strong.
The Formula Cura 4 hydraulic brakes with big 203 mm rotors felt confident and powerful. I never had that sketchy “am I going to stop in time?” feeling—more like the opposite: I had to remind myself not to overbrake.
On grass and hills: it just goes
Point it uphill on grass and it doesn’t feel like it’s searching for traction and praying. It feels like it has a deep reserve of torque that’s ready whenever you ask.
This is where the whole “hybrid” vibe makes sense. If you’re coming from a regular mountain bike and you want extra thrill and capability, this gives it. If you’re coming from something like a Sur Ron and you want something that feels more bike-like and potentially draws less attention, this sits right in that middle lane.
On trail: stable, planted, and surprisingly fun even at my pace
I’m not a dedicated downhill/enduro rider, so I didn’t pretend to be one. But even at my skill level, the LMX 64 felt composed in the rough.
On rocky, bumpy trail sections:
The suspension kept things controlled.
The bike stayed stable instead of feeling nervous.
Throttle helped me “float” over ugly bits where pedaling would be awkward.
I was able to roll up and over obstacles (including a pretty big log) without the bike feeling overwhelmed. On downhill sections, the braking and stability gave me confidence to keep moving without feeling like I was hanging on for dear life.
Suspension and component vibe: built for real riding
The bike I rode was set up with RockShox front suspension and a RockShox rear monoshock, plus trail-focused 27.5 x 2.5 tires.
I’m always cautious about judging suspension too quickly because setup matters (rider weight, rebound, preload), but the overall impression was positive: it soaked up chatter and didn’t feel like it was blowing through travel the moment things got rough.
This whole build gives the impression it was designed by people who actually ride hard and got tired of compromises.
Price reality
The LMX 64 is around $7,500 USD. That’s a big number.
But it also lives in a world where high-end e-MTBs cost similar money, and this one brings a genuinely unique drivetrain concept plus quality parts. Whether it’s “worth it” depends on what you want:
If you want a typical commuter e-bike, this isn’t the right tool.
If you want high-performance off-road capability with a throttle and a unique dual-drive feel, it starts to make more sense.
What We Like
Dual transmission is legitimately interesting, and the throttle delivery feels direct and smooth
Tons of torque on demand in modes 2 and 3
Natural-feeling pedal assist in mode 1
Strong, confidence-inspiring Formula Cura brakes with large rotors
Overall component quality feels premium and purpose-built
Things To Consider
Fit/geometry felt tall for me at 5'5"; I’d recommend taller riders check this out first
I’d love a dedicated throttle-only mode with pedal assist disabled
Price is premium, so it’s best suited for riders who will actually use the performance
Final Thoughts
After riding it on pavement, grass, and real trail chunks, the LMX 64 feels like a performance machine that happens to have pedals—not a casual e-bike trying to cosplay as an MTB.
The dual transmission system isn’t just a spec-sheet gimmick. In real riding, it changes the character of the throttle and makes the bike feel like it was designed to be pushed harder, with less of that chain-tug sensation you get on typical mid-drives.
If you’re shopping for something that sits between an e-MTB and a light electric moto, and you want torque, control, and an innovative drivetrain, the LMX 64 is absolutely worth considering—just make sure the sizing works for you.
Links
LMX 64: https://lmxbike.com/products/lmx-64
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