With its Clutch, Moustache is targeting a demanding segment: that of high-end sports e-MTBs. Available in a pure MTB (Clutch 160) or SUV (Clutch SUV 150) version, this model shakes up the codes by integrating the Pinion MGU E1.12 system, a new engine combined with an automatic or manual gearbox directly integrated into the engine. A technical revolution that promises more playful handling, increased reliability, and almost no maintenance. But what about on the road? We rode this electric mountain bike like no other to take its measure.
A motor in the crankset, a gearbox in the motor
The heart of the Moustache Clutch is the Pinion MGU (Motor Gearbox Unit), a compact unit that combines both the electric motor (85 Nm, 600W of maximum power) and a 12-speed integrated transmission. A configuration that is found almost nowhere else, and which radically contrasts with the classic central motor + rear derailleur + cassette combination. Note that this is the Vosges brand's first time disloyal to Bosch, until now the exclusive supplier of its bikes. Perhaps a sign that the German manufacturer must evolve by also offering an all-in-one motor + transmission solution. Especially since DJI is also now lying in wait.
This integration has several advantages. First, it reduces the unsprung mass at the rear of the bike—in short, frees the rear wheel from the traditional drivetrain (no more derailleur, no more cassette). This improves the suspension's performance, especially on rough terrain or at high speeds. Second, this configuration centralizes the weight at the bottom bracket, thus placing it very low on the bike. The result: a lower center of gravity and significantly improved dynamic behavior.
Another advantage: reliability and durability. The system is hermetically sealed, completely protected from mud, dust, or shocks. The transmission only needs a simple oil and belt change every 10,000 km. In comparison, a conventional drive chain requires almost weekly maintenance under intensive use.
A unique transmission: integrated, automatic and ultra-efficient
The Moustache Clutch incorporates an unusual transmission: a 12-speed Pinion gearbox housed directly in the engine (MGU). Unlike conventional transmissions that combine a central motor (Bosch, Shimano, etc.), a derailleur, a cassette and a chain, the Clutch eliminates all these elements in favor of an integrated, sealed and completely autonomous system. The idea? Simplify maintenance, improve durability, and provide smoother operation.
But this system doesn't compromise on performance. On the contrary: the Pinion gearbox offers a total ratio of 600%. In other words, you can climb a wall in first gear and cruise at 45 km/h in twelfth, without ever feeling a "gap" between two gears. To put this in perspective, conventional 12-speed transmissions generally offer a ratio between 500 and 520%. In comparison, the Pinion does better with its 600%, while maintaining constant speed differences between each gear (around 17.7%). This means smoother pedaling, better anticipation of effort, and greater efficiency in all situations.
Another advantage: no gear overlap. On a conventional transmission, some gears are redundant or ineffective depending on the position of the chain (chainline). Here, each gear is unique, lossless, and efficiency remains high, whatever the terrain.
A solution designed by former Porsche engineers
Behind this performance lies a system inspired by the automobile: a planetary gear gearbox. It is no coincidence that Pinion was founded by two former Porsche engineers: the technology used here comes from the automatic transmissions of high-end cars.
A planetary gear is a mechanical assembly composed of three elements:
- a fixed crown (large toothed ring);
- a central pinion called a sun;
- several planet gears (or sun gears) mounted on a planet carrier that rotates around the sun.
Depending on the part being fixed or rotated, different gear ratios are obtained, with high efficiency and very compact dimensions. The Pinion system is based on several stages of planetary gears arranged in series in a housing that is completely sealed and protected against dust, water, and shock. Each gear corresponds to a specific combination of these stages, which is engaged via internal electromechanical pawls controlled by the MGU management software. The result: gear changes are ultra-fast (less than a quarter of a second), even under load, and without jolts.
Unlike a chain, which can experience a loss of efficiency depending on the alignment of the sprockets (chain line), the Pinion gearbox maintains a stable efficiency of around 90 to 95%, regardless of the gear selected. And this efficiency is independent of dirt or humidity: a real plus for an all-terrain electric mountain bike. Add to that the total absence of parasitic friction linked to derailleurs, pads, pulleys or chain tension, and you get a clean, smooth and silent transmission.
Automatic mode more for rides
Pinion's MGU allows you to choose between three modes:
- Manual: you change gears manually via an e-trigger control;
- Semi-automatic: the system downshifts when stopped, or under certain conditions (prolonged freewheeling, slowing down);
- Fully automatic: the MGU manages the gear changes alone according to your pedaling cadence.
In this last mode, the bike automatically chooses the best gear to maintain your target cadence (RPM). You set this cadence in the app (for example, 70 or 90 rpm), and the bike adjusts the gears to stay as close as possible to this figure, whether you are climbing, descending, or on the flat.
This is particularly useful in the city or on long rides: you can pedal without thinking, without having to think about which gear to engage. And unlike an automatic car gearbox which sometimes downshifts abruptly, the electronic management here is fluid, smooth and almost imperceptible.
However, this system requires a bit of addiction. During the first rides, you might be surprised by an automatic gear change in the middle of a restart, or a slightly too rapid increase in cadence. Fortunately, the switch to semi-automatic or manual mode is immediate. A strong point for purists who will undoubtedly prefer to keep control.
New riding sensations
What strikes you most about the first few turns of the wheel is the silence and fluidity of the system. The Clutch is extremely silent: no chain scraping, no derailleur slamming. The motor assistance is linear, smooth, and perfectly balanced.
The big selling point is the bike's dynamic handling. Thanks to the reduced suspended mass, the rear suspension seems to work better. The bike sticks to the ground, absorbs small bumps with finesse, and remains stable even on bumpy terrain. The very rigid chassis and aggressive geometry (64.2° head angle on the Clutch 160) allow you to stay on course at high speeds. On the descents, the RockShox ZEB suspension (or Domain depending on the version) with 170 mm of travel, combined with a 160 mm Super Deluxe or Vivid shock, offers comfort and precision worthy of a competition mountain bike.
A platform designed to ride (really) all year round
Moustache designed the Clutch as a bike that is ready to ride, without asking any questions. The choice of the Gates CDX belt (on the high-end models) is in line with this. Unlike a conventional chain, this carbon belt is silent, clean and completely impervious to the elements. No need to lubricate and a much longer lifespan.
In terms of range, the in-house 780 Wh battery pack ensures long rides, even in turbo mode. The low weight (3.9 kg) and good integration into the frame contribute to the overall balance of the bike. The clean connectors, the careful finishing, the integrated mudguards, the multi-tool in the stem, the first aid kit attached to the battery and the Fidlock ready bottle attachment system demonstrate how well thought out the Clutch is down to the smallest detail.
Some limitations to keep in mind
The Clutch is not without its flaws. The weight of the Pinion MGU unit (4.1 kg), even if it is well positioned, makes the bike a little heavy to handle or carry. When riding, this is barely noticeable thanks to the centralization of the masses, but in very tight accelerations or at low speeds, the dynamism is slightly lower than that of a more conventional electric mountain bike.
The other limitation concerns the automatic management of speeds, sometimes a little disconcerting in very specific cases: hard braking then restarting, sudden change of pace, or choppy pedaling on technical single track. Nothing prohibitive, but it does require a bit of adaptation. Fortunately, the semi-automatic and manual modes allow you to adjust according to tastes and needs.
But the main drawback comes from the noise emitted by certain gear ratios. Indeed, the 12 speeds are arranged in three groups of 4. It turns out that each first speed of each group (1, 5 and 9) emits a very present mechanical rolling noise which somewhat spoils the party compared to the silence of the belt drive. On the other hand, if the gear changes are all very fast, this is less the case as soon as you change groups from 4 to 5 and from 8 to 9. It can be disconcerting if you are in full effort at that moment.
Finally, the price remains high, with three models available at 8000, 9000 and 10000 euros. A price justified by the innovation, the high-end components and the expected reliability, but which clearly places the Clutch in the category of ultra premium bikes.
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