BH iLynx+ NX Trail Carbon 8.8 in Review

In recent years, BH has launched a veritable arsenal of e-bikes with a wide variety of concepts. From lightweight light e-bikes to powerful full-power models, the selection of frame materials, motor variants, and concepts offers something for almost every taste.
The latest offspring clearly belongs to the full-power segment and combines Bosch's Performance Line CX with up to 100 Nm of torque and a long-range 800-Wh battery. Nevertheless, the overall weight of the bike is not to be overlooked.

I had already tested the SL variant of the iLynx+ a good year ago and was quite impressed by some features and detailed solutions. This made it all the more exciting to find out how the NX version compares.

After measuring the points (not 100% exact) and evaluating them in kinematic software, contradictions arose regarding the manufacturer's stated suspension travel. Repeated inquiries to BH finally revealed: The actual rear suspension travel is 134.5 mm for the Trail version and 148 mm for the Enduro model.
According to the Spaniards, the widely communicated suspension travel of 140 mm (Trail) and 160 mm (Enduro) refers to the fork. However, this is not entirely consistent, as four out of five Trail models are equipped with forks offering 150 mm of travel (one with 140 mm), and four out of five Enduro models come with forks offering 170 mm of travel (one with 160 mm).

What is certain: The frame of the Trail and Enduro variants of the NX is identical, as is the shock length (210 mm). The difference in suspension travel is due to the varying stroke: 50 mm for the Trail and 55 mm for the Enduro. This results in an average leverage ratio of 2.69:1.
The extension of the shock linkage via the yoke leads to increased bending stress on the shock.

Even though the kinematics of the iLynx+ at first glance resemble many other bikes, BH deviates slightly from the average in terms of progression. According to their information, the leverage ratio starts at about 2.95 and ends at 2.53, corresponding to a progression of around 14.4% over the entire suspension travel. Anyone worried that this might make the bike prone to bottoming out should keep reading.
Regarding the anti-squat value, BH mentions over 100%. Specifically, the value is said to be 105% at the sag point with a 34-tooth chainring and a 10-tooth cog, and 125% with a 51-tooth cog.
BH does not wish to publish charts showing the progression of the leverage ratio and anti-squat values.

BH does not specify a fixed sag value but offers three settings: 30% (Comfort) for a more comfortable setup, 25% (Grip) as an average value, and 20% (Firm) for a tighter ride.
For a quick setup of the rear suspension, a practical online tool is available on the website (for the respective model on the top right, below the size information). After entering the rider's weight, the recommended air pressures for the shock and the sag values are automatically displayed. However, in the case of the 8.8 NX, the tool was not convincing during the review: At the time of testing, the gradations between rider weight and air pressure were very large and imprecise, and for rider weights under 60 kg, only a single, questionable value was displayed.

What is there to say about Bosch's latest system generation centered around the Performance CX Gen 5? The thing just works. From the power delivery to the further increased maximum power (which, despite the update, you first have to activate in the custom settings of the modes in the app to actually access it), the system ranks among the most refined on the market - no wonder it clearly dominates in terms of quantity.
Even the earlier rattling noise of the motor in idle mode has completely disappeared - one of my biggest criticisms in the past. And now that the batteries finally offer a competitive energy density, the overall package is cohesive. Even the long-overdue Kiox 400C display integrated into the top tube is a blessing - no more eyestrain from staring at the old, exposed displays.

The only thing that remains as it always was is the charging port installed by Bosch: junk. By now, I have a small collection of lost rubber covers that I’ve picked up on trails in various countries.
Our test unit was no exception: the cover practically fell off by itself when opened. After a short operation with the screwdriver, the small nub could be reinserted, but the hope that it will hold permanently is in the single-digit percentage range. Sad.

The rear triangle remains pleasantly quiet when pedaling, likely supported by the anti-squat value of around 120% in the larger cogs. At the same time, the suspension absorbs impact peaks, aided by the efficient rollover behavior of the 29-inch rear wheel.
A platform lever for firming up the shock is available - however, I found no need for it even on forest roads.

Even though I prefer short stems, I couldn’t complain about the 50 mm setup – it suits the bike’s character well and ensures neutral handling. The riding position feels balanced overall, neither overly sporty nor too upright. The steep seat angle allows for a very efficient pedaling position.
A few additional spacers under the stem would have offered some room for fine-tuning since the handlebars sit quite low due to the short head tube – something that might not appeal to everyone. At least it’s possible to install handlebars with a higher rise if needed, though this would likely mean additional costs.

On our test bike, a slight rattling noise was noticeable on uneven terrain – somewhat reminiscent of the motor rattling in older Bosch systems. Since the new Gen-5 motor operates whisper-quiet, the source must lie elsewhere, likely a cable inside the frame.
The plastic guide for the brake cable on the inside of the seat stay theoretically has the potential to create noise, but I don’t believe it’s the cause. Since there was no rattling during the last iLynx+ SL test with the same cable routing (where the motor was definitely the culprit), this is likely an isolated case – the source couldn’t be identified, however.

The range figures in elevation meters listed on the website seem a bit optimistic, but with the 800-Wh battery, you don’t have to worry about running out of power. Even with continuous use of the turbo mode, you can fully exhaust yourself, while longer rides are no problem on lower support levels.
The only downside: Since the battery is permanently integrated into the down tube, charging during occasional road trips or in places without charging facilities where the bike is stored can be a bit inconvenient.

The size M of the iLynx+ NX responds quickly and is sufficiently agile when required, but it offers a good level of tracking and stability at higher speeds. The chainstays, measuring 440 mm in length, are on the shorter side, especially considering the 29" rear wheel. Up to size M, the load on the front and rear tires feels balanced, but from size L onwards, depending on the frame size, you can expect decreasing pressure on the front wheel.
With a total weight of 22 kg without pedals, it’s easy to lean the bike from one corner to the next. I would even go so far as to say: when it comes to handling, it feels lighter downhill than the scale suggests.

The insertion depth of the seat post is sufficient, and the seat tube length is short enough to allow smaller riders to opt for a slightly larger frame if needed. However, one cannot shake the feeling that a straighter top tube and a seat tube without a kink could have made room for dropper posts with more travel.
The chosen Race Face dropper post with 150 mm of drop on a frame with 466 mm reach is hardly a revelation nowadays and naturally limited freedom of movement somewhat. I had enough space to install a post with more drop and would definitely invest the money to upgrade in this regard.
The plastic cover of the integrated clamp is only clipped on – whether it stays in place over time remains to be seen. However, since it has already been used on other models, I assume it should hold up.

The suspension travel specifications from BH are (see above) confusing. But so be it, especially since the available 134.5 mm of travel feels like more. My guess to explain this phenomenon lies buried in the setup of the leverage ratio.
The iLynx+ NX Trail's progression – which may seem low compared to many modern bikes – only tells half the story. As long as the shock is well-tuned to the leverage ratio, some studies with accelerometers even suggest that G-forces with lower progression, combined with shocks having sufficient compression damping in the base setup, can be absorbed better throughout the travel than with higher progression and lower compression damping.

This theory is confirmed on the trail. The suspension of the iLynx+ NX is plush yet offers good support throughout the entire travel. Accordingly, the bike (for an e-bike) can be actively popped off the ground with ease, airtime during jumps is effortless to generate, and hard hits are efficiently absorbed without experiencing a harsh bottom-out at the end of the travel.
Even with medium-sized drops, which aren’t necessarily within the everyday use case of a trail bike, you don’t need to fear an overwhelming strain on the suspension. The classification as Category 4 would theoretically even allow for enduro applications.

Although flow trails are not necessarily my favorite type of trail, the fun factor with the iLynx+ on such paths was automatically multiplied. The 29er constantly wants to maintain speed – whether on straight sections or through berms. Small jumps are controlled and easy to handle.
But the NX Trail also doesn’t need to shy away from root sections and slightly rougher terrain. Naturally, the limited travel and low front eventually become the natural limit for comfort levels, but there’s no need to fear technically demanding sections.
Even the latest generation of FIT damping in the fork provides excellent performance – though it doesn’t quite match the capabilities of a GRIP X2 damper.

The shifting quality of the electronic Shimano XT Di2 is top-notch – generally quiet and precise. However, the ergonomics of the shift levers, with relatively limited space for the thumb, might not appeal to everyone, even though the levers can be adjusted in angle.
It's a pity that the next generation of XT brakes has not been installed. The braking power of the well-known version is good, but the functionality is sometimes more, sometimes less, affected by brake lever wandering.

The choice of the Maxxis Minion DHF as the front tire seems quite aggressive given the area of use. In fact, it needs to be leaned into more strongly to dig into the ground, but it rolls slightly faster overall compared to the Assegai, which has established itself as a better all-rounder.
The DHR II as the rear tire helps reduce rolling resistance. The thinner EXO+ casing saves weight, but the puncture resistance is probably medium for a trail e-bike.

Why the Race Face universal ring lever is used for the dropper seatpost remote remains questionable.
Since the motor system's controller occupies the space in the cutout of the Shimano XT brake lever, the ring lever had to be mounted between the brake lever and the grip. Because the XT levers are relatively short, I couldn’t achieve my preferred comfortable position and constantly had to angle my index finger.
A simple solution would be the classic remote lever (also available in the Race Face range), which can be mounted directly onto the brake lever.

With the iLynx+ NX, BH delivers an e-trail bike that clearly demonstrates how sophisticated modern Bosch systems have become – and that even with a full-power setup, you can still justifiably talk about riding dynamics.
The Performance CX Gen 5 operates powerfully, quietly, and efficiently, and its integration into the overall system is neatly executed. The fact that the battery is fixed won't appeal to everyone, but it only slightly detracts from the overall impression.

The carbon frame impresses with its high build quality and low weight, and the kinematics are better than the rather unremarkable numbers might suggest.
The rear suspension works sensitively but always remains defined and controlled – a setup that conveys both confidence and playfulness on the trail.
Despite having only 134.5 mm of travel on paper – the officially stated travel is inaccurate – the bike feels like more in rough terrain.

In terms of geometry, the iLynx+ NX strikes a successful middle ground: agile enough for tight turns, stable enough for fast sections. The handling remains neutral and predictable, and the steep seat angle ensures an efficient climbing position. The relatively low front won't suit everyone but can be adjusted with a few simple tweaks.

There are some criticisms, though none are major: Bosch's charging port design remains an annoyance, and the Race Face dropper post with 150 mm of travel is below average for this frame size. The slight rattling inside the frame detracts slightly from the otherwise high-quality overall impression but could have been an isolated issue with our test bike, based on previously tested BH models.

All in all, the BH iLynx+ NX is a surprisingly well-balanced e-trail bike that appeals to both sporty tour riders and tech-savvy trail enthusiasts. It combines efficient drivetrain technology, thoughtful kinematics, and stable riding characteristics into a package that convinces not through extremes but through its harmonious overall setup.