Setup

Setting up the ELyte was relatively easy, though I increased fork and shock spring pressures during the test period.

For my 75kg kitted-up weight, I finished with 110psi in the fork and added four clicks (from fully open) of low-speed compression damping. All other external damper adjustments were left open.

Like the fork, I increased the shock’s spring pressure during testing from 230psi to 240psi and added three clicks (from fully open) of low-speed compression damping. I left the stock 0.8in³ volume reducer spacer installed.

I also requested a rear tyre upgrade, swapping out the rear EXO+ casing Dissector for a DoubleDown casing Minion DHR II to reduce the chances of punctures.

Unfortunately, I ripped that tyre beyond repair during the test period, and have since installed a DH casing Assegai, which has remained inflated.

Pressures stuck between 25 and 26psi up front and 27 to 29psi out back, depending on trail conditions.

After trying the bike in both the high and low Shape.It link settings, I preferred the low setting, and left it like this for the remainder of the test period.

Whyte ELyte 150 Works climbing performance

Whether tackling steep, gnarly inclines or cruising around a trail centre loop, the ELyte has a comfortable seated position.

The seat tube angle places your hips over the bottom bracket, upping pedalling comfort and efficiency.

Combined with a relatively short top tube (620mm on a size large), its neutral enduro-bike-style sit-up-and-beg riding position commands plenty of control.

Only small shifts in weight are needed to tackle tight switchbacks or steep sections.

Picking up and placing the front wheel around obstacles feels natural rather than forced, but you’ve got to make it happen. The front wheel is permanently weighted by your body, which helps maintain steering control and accuracy.

Lunging forwards to scale rock and root steps doesn’t upset the bike’s balance significantly – it takes a lot of movement to get the rear end to slip or the front to lift uncontrollably.

Manoeuvrability is good. Although it’s not as nimble as a conventional bike, the Elyte 150 is light enough to switch and swap lines.

The bike doesn’t provide the smoothest or most supple ride at my preferred suspension pressures. It dulls bumps rather than eradicates them.

Finding grip on rocky, rooty or slick sections of trail is left to the rider and the tyre – the suspension only contributes fractionally.

Dropping spring pressures would help but would compromise performance elsewhere.

Depending on the types of trails you ride, playing with your suspension setup would morph the ELyte from a grip-generating monster to a sporty climber.

Motor performance and battery life

Bosch’s Performance Line SX motor caused a stir when it was launched, boasting low weight, mid-torque (55Nm) and full power (600w).

Predictably, having your cake and eating it isn’t possible.

Compared to other motors, the Performance Line SX demands high cadences to access its full power and torque – using this calculator, a cadence of 104rpm is needed to tap into those peak figures.

On the trail the effects of this are stark.

Keeping the motor delivering peak power on particularly steep inclines at low speeds and cadences is hard – at times, it’s almost impossible.

Once cadences drop or you can’t keep on top of the gear, the motor bogs down with a nose-dive in assistance.

That leaves the rider to make up up the difference with leg power, but the large 36t chainring limits how much drive you can put through the pedals.

grip and control suffer if you can’ ‘ymuster enough watts to keep moving. Maxing out your body to maintain motion leaves little in the tank to control the bike.

While the short 155mm cranks encourage higher cadences, there’s no getting around the slow-spinning 36-52t lowest gear. Upgrading to a smaller chainring is highly recommended.

Whether or not the higher cadence will suit your natural rhythm is hard to say.

I generally default to around 95rpm so adjusting to the SX motor’s needs wasn’t hard, as long as the inclines weren’t torturously steep.

Battery life is impressive though. Using just Turbo I consistently exceeded 1,000m of ascent on a single charge. This could be pushed to over 1,500m using Turbo and the 250Wh range extender, or 1,500m in Tour+ without the extra battery.

Once the battery runs out you’ll be pining for a smaller chainring. Winching up anything even remotely steep requires good legs and solid base fitness.

Whyte ELyte 150 Works descending performance

The ELyte feels balanced on the climbs but on another level when descending.

Swing a leg over and everything feels like it’s in the right place – the bars are high, the bottom bracket low, and the distance between them is neither stretched nor cramped.

You stand in the bike, not on it. This position means the bike is left to hold lines and stick turns with little to no rider input.

But you’re not a passenger – you’re very much in control, but the amount of input required to get the bike to perform at its best is impressively minimal.

The 652mm stack gives plenty to push against on steep sections or drive grip into the front wheel without feeling like you’re going over the bars. Control is exemplary.

Helped by the 333.9mm bottom bracket height, the bike’s low-slung weight means it stays composed and balanced in choppy terrain.

The chassis’ front and rear ends remain level with the horizon, and the ride’s stability feels closer to a much heavier bike.

Cornering is symbiotic with the rider. Dip your left or right shoulder and the bike obediently follows, angling over satisfyingly onto the tyre’s sides.

It then sticks, sat in place like an obedient and faithful dog, until you command it to straighten up with a natural, small weight shift.

Totally thrilling, the ELyte’s handling is impeccable.

The Elyte 150’s suspension is supportive yet firm. This means it’s best-suited to riding fast and with intent.

Back off, get lazy or falter and it can be quite punishing – the 142mm of rear wheel travel needs to be managed rather than abused. It lacks reserves to make up for rider mistakes.

Running a softer setup increased comfort so I could turn the dial down a few notches, but when encouraged to ‘send it’, it bottomed out too regularly for my tastes.

While the harder setup is more punishing on an off day, it extracts the best from the bike to create a fun, engaging and brutally fast ride.

Its bark and bite are much closer to a 160mm travel bike – this is high praise indeed.

Notable mentions go out to Hope’s Tech4 V4 brakes, which are monstrously powerful and pleasantly easy to modulate.

SRAM’s Transmission is another highlight – its silent, smooth and well-suited to ebikes. Once you’ve used it, other systems feel like a leap backwards.