The Merida eOne-Forty 675 EQ is a full suspension electric mountain bike that blurs the line between trail blazer and everyday transport. With mudguards, lights, a pannier rack and a kickstand fitted as standard, it promises proper off-road capability while still being practical enough for commuting and winter riding. I’ve been testing it for a couple of months in some truly grim UK weather and have found it to be a hugely capable e-bike.
Full suspension e-MTBs with commuter kit have been around for a while, but they make more sense than ever on Britain’s broken roads. Potholes, rough surfaces and dark mornings are all part of daily riding here, and the eOne-Forty 675 EQ bike aims to tackle all of that while still delivering genuine trail performance when you leave the tarmac behind.
First ride
Before heading out, I took a moment to appreciate what Merida has built here. The eOne-Forty 675 EQ features an aluminium frame with 143mm of rear travel, courtesy of a RockShox Deluxe shock, paired with a Suntour Aion fork offering 150mm of travel up front. The drivetrain is SRAM NX Eagle 12-speed; power comes from Shimano’s excellent EP801 motor; and there’s a removable 750Wh battery with the option of adding a range extender.
It rolls on 29in wheels as standard, with the option to switch to a mullet setup, while SRAM DB8 four-piston brakes take care of stopping duties. Add in the lovely metallic cherry-red paintwork and high-quality finish, and it certainly looks the part.
For my first outing, I stuck to the hilly and poorly surfaced roads around Plymouth. Straight away, it was obvious that this is very much an off-road bike being asked to behave on tarmac. The trail-focused geometry, wide handlebars and ultra-short stem made it feel a little awkward in town, although this is more an observation than a criticism. It’s also worth noting that the test bike was a medium frame, which is probably a little small for my 6ft height.
Despite setting the saddle back and adjusting the height, I always felt like my upper body weight was pushed forward over the bars. That’s typical of modern trail-focused geometry and works brilliantly when descending off-road, but it’s less comfortable for steady city riding. The big off-road tyres also added a touch of drag, making it feel sluggish on tarmac.
The motor, however, is an absolute gem. It’s incredibly responsive to pedalling input. I rode mostly in assistance level two, which was more than enough, and unlike some motors that pile on power with minimal effort, the EP801 rewards you for actually pushing the pedals. Put more in, and you get more back.
After an hour riding around the city, my wrists and backside were a little uncomfortable, but this isn’t a hybrid bike pretending to be something else. It’s an off-road machine, and I was confident it would redeem itself once on the rough stuff. If I were to use it as a daily commuter, I’d definitely fit a longer stem, narrower handlebars and some more road-friendly tyres to make it feel more relaxed.
Off-road riding
The following week, I headed up to Dartmoor for a proper test. My route started near Burrator Reservoir, climbed towards Princetown and looped back via Burrator – around 20 miles in total.
On the day, I had a brutal headwind and heavy showers on the five-mile climb to Princetown. The surface is rough gravel, rock-sized in places, with deep ruts, mud and plenty of technical sections.
When compared to riding my gravel bike on this route, the Merida felt like a Rolls-Royce. Every rock, hole, rut and muddy section was absorbed with ease. The level of confidence this bike inspires off-road is remarkable. I don’t consider myself a particularly skilled trail rider, more of a leisure off-road type, but the Merida makes you feel planted and in control.
Climbing towards Princetown still required some effort, but thanks to the motor I never felt out of my depth, even with the wind and rain doing their best to sap morale.
As I reached Princetown ready for the descent back to Burrator, I knew the wind was going to be on my back on the way down. Being a gloomy Sunday morning, the trail was quiet, so I knew I could push things a bit. Anyone who knows this descent will be familiar with the small drainage gullies crossing the trail most of the way down. On the Merida, you barely notice them. As the trail drops towards Nuns Cross, the rocks get bigger and the riding more technical, yet I descended faster than I ever have before, helped along by the strong tailwind and a huge amount of confidence from the bike.
Near the bottom, I decided to skip the final ‘Widowmaker’ descent to Burrator and opted for the lane via Sheepstor village, which was still riddled with crater-like potholes. By this stage, I’d had so much fun that I continued by doing the full 4-mile off-road loop of Burrator before heading back to my van. By this stage, I was cold, wet and desperate for the heater, but I couldn’t wipe the grin off my face. It was the best fun I’d had on a bike in ages.
Specification
Build quality is excellent, as you’d expect at this price point. The frame finish is superb – everything feels solid and well thought out.
The SRAM NX Eagle gearing comprises a 36-tooth chainring and 11-50 cassette, and it worked flawlessly throughout my testing. Shifts were consistent, and I never experienced missed gears or dropped chains. The gear range makes steep, technical climbs a cinch.
The SRAM DB8 four-piston hydraulic brakes also performed impeccably, even when descending wet, rocky trails at speed. Control and modulation are excellent, allowing confident braking with the smallest of effort.
Suspension front and rear delivers exactly what you’d hope for. Off-road it smooths everything out, and on rough urban roads, it gives a genuine magic-carpet feel. The dropper seatpost worked perfectly and added a spot of confidence when descending.
The wheels stayed true throughout, despite Dartmoor abuse and everyday city riding, and I didn’t suffer a single puncture. On the road, the stock tyres do feel sluggish, which is expected. If you planned to use this mainly for commuting, something like Continental Contact Urbans would transform how it rolls. Off-road, grip and traction are excellent.
The finishing kit is practical. The integrated lights worked well, the mudguards kept most of the worst muck at bay, and while I didn’t personally use the rack (I prefer a rucksack), I can see how useful it would be for commuting or light touring.
Battery capacity is generous, and on my Dartmoor ride, I used roughly 50 per cent, despite using full power on the climb. For day-to-day riding, I could charge it at the start of the week and still have half left by Sunday. I never did a formal range test, but based on my usage, I’d estimate 40 to 50 miles as a realistic real world figure for mixed riding.
The EP801 motor is excellent. The torque sensor responds naturally to pedal input, and when you reach the assistance limit, it tapers smoothly to just under 17mph, rather than cutting abruptly. No hill felt too much, even on the brutal 25 per cent climbs in my area. Ride it unassisted or beyond the assistance limit, and, as expected, the weight and chunky tyres make it feel heavy on the road.
The accompanying display unit is refreshingly simple and does exactly what it needs to. It’s mounted on the handlebars to the right of the stem, with the controls near the left grip. It shows all the key ride data at a glance, including assist level, speed and remaining battery, and lets you toggle between modes using the thumb controller without taking your hands off the bars. The screen is clear in bright daylight and still readable in wet or gloomy conditions, making it well-suited to year-round riding. It doesn’t try to be flashy, but for a trail-focused e-MTB like this, it offers a straightforward way to manage power and keep an eye on your ride.
Overall, the EQ extras make this feel more accessible to everyday riders, but it’s still very much a mountain bike at heart.
Alternatives
With an RRP of £5,400, the Merida isn’t cheap, but a quick search reveals a lot of retailers offering it for as little as £3,899, which would be very tempting.
Richard recently tested the MMR X-Bolt 120, which is a lighter, more trail-oriented e-MTB. Priced similarly to the Merida at £5,449, it uses a shorter travel chassis and comes with higher-end suspension and drivetrain components, which should make it feel more playful off-road. If you prioritise trail performance and nimble handling over commuter practicality and a fully kitted build, the X-Bolt is worth a look.
The Giant Explore E+ Pro 1 GTS tested by Stu sits in a different part of the market, blending commuter comfort with long range and smooth assistance. Costing £3,799, its emphasis is more on all-day rides and touring capability than hardcore trail riding, and it feels more relaxed on roads and cycle paths than the Merida. If your priority is everyday distance, comfort and cargo capacity rather than raw off-road ability, this is a strong alternative.
As a cheaper option, I was impressed with the Himiway A7 Pro I tested back in 2024, which is more commuter and city focused than the Merida. At £2,399, it’s heavier and slower off-road, but its upright, comfortable ride and huge battery make it a good choice for long urban rides and everyday errands. It lacks the high-end suspension and trail capability of the eOne-Forty, but if most of your miles are on tarmac and you want comfort above all else, it’s a capable and more affordable pick.
Conclusion
If you’re after a do-it-all full-suspension e-MTB, the Merida eOne-Forty 675 EQ ticks a lot of boxes. If you’re looking for an e-bike you can take shredding on the weekend, but also use for a daily commute that involves broken tarmac, gravel paths and muddy shortcuts, it’s a good choice. Having said that, I wouldn’t choose it for long road rides.
If you fancy disappearing into the Scottish Highlands or the Welsh mountains for a few hours, or tackling tough winter trails without worrying about lights, luggage or battery range, I honestly struggle to think of a better single-bike solution.
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