Not all vehicles fit into neat little buckets. The Riese & Riese & Müller Load4 75 is technically an e-bike, but with more trunk space than a Toyota Corolla, a wheelbase as long as an original Mini and a price tag that’d fit on a used car lot, that descriptor doesn’t tell the whole story.
As an e-bike enthusiast and now contributor to InsideEVs’ growing coverage of electric mobility vehicles, I couldn’t resist a few days with this unconventional machine. I wanted to find out: Does the Load4 offer a combination of utility, performance and style that justifies its price, or is it a mere curiosity in the U.S. e-bike market? The answer is a little bit of both.
(Full disclosure: The team at e-bike dealer Propel Bikes lent me the Load4 for a few days for this review.)
| 2025 Riese & Müller Load4 75 Rohloff HS | |
| Battery | 725 Wh (standard single battery) / 1,450 Wh (optional dual battery) |
| EV Range | 40-50 miles (single) / 80-100 miles (dual) |
| Drivetrain | Bosch Performance Line mid-drive motor, Gates drive belt, Rohloff 14-speed internally-geared hub with electronic shifting |
| Charge Time |
20-80% in approx. 2 hours (dual battery) |
| Base Price (As Tested) |
$13,929 ($16,432) |
The Riese & Müller Load4 75 Rohloff HS’ name is almost as long as its 79-inch (2.0 meter) wheelbase, so let’s unpack it. The fourth generation of German e-bike manufacturer Riese & Müller’s front-loader cargo bike line is a pedal-assisted electric cargo bike with a 30-inch-long (760 mm) front cargo box. “Rohloff” and “HS” refer to the bike’s drivetrain and speed rating, which we’ll get to later.
This basic design is known as a bakfiets, or “box bike.” The standard open cargo box can be configured to fit up to three small children’s seats, or customers can opt for higher walls with a foldable cover for maximum cargo capacity. You can also remove the seats to fit a larger pet or an average-size adult. With either option, there’s also a small, enclosed storage compartment built into the box’s floor that’s perfect for stashing a backpack, grocery bags, or other compact items. Finally, parents can add a rain canopy ($539) to keep the kids dry. If the front storage isn’t enough, there’s also a rear rack for carrying panniers.
Photo by: Maddox Kay/InsideEVs
Photo by: Maddox Kay/InsideEVs
Photo by: Maddox Kay/InsideEVs
While most bakfiets have rigid frames with no suspension, the Load4 has both a suspension fork connected to the front wheel and a spring and damper integrated into the frame below the driver’s seat. It has a mid-drive electric motor powered by one or two batteries. The rest of the options list looks more like a car’s. You can add a navigation screen, off-road tires and even anti-lock brakes.
The Load bills itself as a car replacement. It’s for people looking to replace either a first or second car, particularly families with small children or regular cargo-hauling needs. Given its length, I would hesitate to recommend it to apartment-dwellers. It’s tough to squeeze through a hallway and straight-up won’t fit in many elevators, but it’s an easier proposition for folks with access to a garage or shed for storage.
In addition to families, I see a use case for businesses looking for a last-mile delivery solution. Flower shops, for example, could use the Load for smaller local errands and save vans for larger deliveries and longer trips.
With the taller-walled cargo box, the Load4 75 has 13.5 cubic feet of cargo space in the front box. For comparison, that’s more than a Toyota Corolla sedan’s 13.1 cubic feet, but less than a Honda Civic’s 14.8 cubic feet with the rear seats in place. Those cars will also let you store stuff in their back seats, though, so they certainly can swallow more cargo in a pinch. And keep in mind that the aluminum frame that holds the front basket on the Load4 75 is rated to carry only 154 lbs (70 kg), so don’t try to fill it with cement.
Photo by: Maddox Kay/InsideEVs
The Load4 75 comes standard with a 725 Wh Bosch battery, but for $1,512, you can add a twin for a total capacity of 1.45 kWh. Neither Riese & Müller nor Bosch provide exact range stats, only a calculator that accounts for riding style, mode and cargo load. The version I rode had the dual-battery setup, and I managed to get 45 miles of city riding out of half a charge, using plenty of assist and often carrying a load.
As a Class 3 pedal-assist e-bike, the Load4 has no throttle (there is a “walk” mode that gives a small assist when rolling the bike) but gives your pedal strokes an electric boost up to 28 miles per hour. The drivetrain is made up of a Bosch Performance Line motor with five modes of variable pedal assist, a Gates carbon belt drive, and a 14-speed Rohloff internally-geared hub with electronic shifting. That means there’s no chain to clean and lubricate, nor any gears exposed to the elements. Instead, recommended maintenance consists of changing the oil in the gear hub annually, or every 5,000 kilometers (3,107 miles).
Photo by: Maddox Kay/InsideEVs
Photo by: Maddox Kay/InsideEVs
Surprisingly well, actually.
The Load4’s rider sits near the rear of the bicycle in an upright posture, looking out over the expansive front basket, and the handlebars steer the front wheel by way of a tie rod. Getting situated for the first time, I was concerned about steering accurately, but it turned out to be quite intuitive. No, you can’t change direction as quickly as someone on a regular bike, but a low center of gravity means cornering is stable and predictable. You may have to take tight turns a little wide, but even hairpins onto New York’s many bridge entrances are a breeze with a little foresight and proper positioning.
Balancing a full Load off the line took some getting used to, and my first few shaky starts did not inspire my fianceé’s confidence. As I learned, the trick is to build forward momentum as quickly as possible, and then trust the bike’s wide tires and inherent stability to do their thing. It’s comfortable to ride, and I could not stop smiling.
One of us is amused.
Photo by: Maddox Kay/InsideEVs
I mostly rode in the lower-assist Eco and Auto modes when I was alone, though I did try Sport and Turbo modes while carrying an adult uphill. In all modes, the pedal assist was smooth and powerful without feeling jumpy. Though rated for 28 mph, I found the sweet spot to be 20-22 mph—typically matching or outpacing the flow of traffic in New York City. The Load’s full suspension setup and insanely long wheelbase deliver the best ride quality I’ve ever experienced on a two-wheeled vehicle. Potholes, manholes and pavement cracks that would’ve stung my spine on a normal bike disappeared on the Load, and cobblestone streets that would’ve forced me off a normal bike were easily rideable at 15 mph.
Despite its size, the Load is still classified as a bicycle, which is important. Riders get access to bike lanes, paths and other infrastructure, which often bypass traffic jams. Before setting out on any journey, I compared Google Maps’ estimated cycling time to its driving time, and in my city, the cycling time was often faster, before factoring in the car driver’s need to look for parking. Besides, I found riding down a path or quiet street at a steady 15-20 mph more pleasant and predictable than idling in stop-and-go traffic.
Of course, being able to bypass traffic isn’t specific to the Load and would apply to any e-bike. However, what is unique to the Load is that it can carry as much stuff as a small car. During my three days with the bike, I took it to Costco, a garden center and even carried my fianceé out on a date with it. It handled all these tests admirably, and even nearing the weight limit, I never bottomed out the suspension or felt like it was overloaded. If anything, the Costco trip was easier than with a car because, rather than circling for a faraway parking space, I simply rode to the front of the store and locked up to a bike rack.
Photo by: Maddox Kay/InsideEVs
I also appreciated the Load’s clever suite of security features. Bosch, who makes the bike’s electric motor and batteries, allows you to pair your phone with the bike’s computer via Bluetooth. When your phone isn’t present—or when the bike computer screen is removed via quick-release—the bike won’t power on and will sound an alarm and send a push notification if anyone attempts to move it.
There’s also a cafe lock with an input for a traditional chain lock. I’m not brave enough to leave this thing out overnight, but I felt secure enough locking it up for shopping trips and meals. The Load is less than two feet across at its widest, so I found most sidewalk and curbside parking situations to be a cinch. If a bike rack is positioned near a wall, however, you might have a harder time getting the right angle.
It felt like the best of both worlds—a vehicle with the utility and effortlessness of a car and the convenience and maneuverability of a bicycle. Until I got home.
Maneuvering the bike while off it was … trickier. If the length isn’t an impediment while riding, it becomes apparent the moment you dismount. I live in a first-floor apartment, and getting it through two sets of doors, around a corner, up a ramp and finally into my apartment was an exercise in frustration. I didn’t even try fitting it in an elevator. Once inside, it took up a substantial amount of space in my living room—and if you’re considering one of these, chances are you live somewhere where space is at a premium.
Photo by: Maddox Kay/InsideEVs
Not so easy to squeeze into a small apartment.
There’s also the issue of cost. It’s a good thing the Load4 75 Rohloff HS is positioned as a car replacement, because it’s priced like a used car. Updated by Riese and Müller to account for President Trump’s blanket 10% import tariff, this top-of-the-line model starts at $13,929, and my tester came to an eye-watering $16,432 including the dual battery, a larger navigation display, and cargo accessories. That’s a $2,013 increase over the pre-tariff price. A version called the Touring with a traditional chain drive starts at $11,129 with a top speed of 15.5 mph, or $11,709 if you want to go the full 28 mph.
That will limit its reach to the higher reaches of the income spectrum, which is a shame because this thing is both useful and fun.
The Load’s high cost of entry and somewhat limited use case mean it’s simply not a fit for many people. Whether it’s worth it depends on your lifestyle and finances. For your money, you do get what feels like a high-quality product, backed by a two-year comprehensive warranty, a five-year frame warranty and a guarantee that the battery will retain at least 60% of its original capacity after two years or 500 charge cycles.
In Europe, many cargo e-bikes qualify for workplace- and government-subsidized leases, which can make these types of vehicles a more attractive proposition. Outside of a handful of e-bike rebate programs at the state and local level, that isn’t really a thing in the U.S. (though it’s worth checking whether you qualify for a rebate in your area).
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Source: Maddox Kay/InsideEVs
It’s also worth noting that the costs of car ownership have ballooned in recent years. According to AAA, the total cost to drive an average new car in the U.S. last year was $12,297, or $1,024 a month. That number takes into account depreciation, fuel and insurance, but nearly one in five new car buyers end up with a $1,000 monthly payment before adding those expenses. It’s tough to call a $16,000 e-bike a money-saver, but cargo bikes that replace a car or reduce miles driven can absolutely be more affordable.
The Load doesn’t offer something to everyone, but it sure as hell could be everything to someone. It’s an intentionally niche vehicle, and I can’t help but be charmed by it. There are more practical—and God knows more affordable—electric cargo bikes out there, but there are few as interesting as this one.
Would I buy it? I don’t have $16,000 to spend, and I struggle with the proposition. Still, I like what Riese & Müller is selling here, and I look forward to seeing whether its more-accessible offerings can deliver a compelling value.
