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Xtracycle pioneered the modern longtail cargo bike a quarter of a century ago with the Free Radical, a low-cost load-carrying extension that can convert an existing bike to a load-toting utility vehicle without compromising handling or requiring a big front basket. The concept — putting the load on a double-length rack behind the rider — made it easy to carry passengers as well, and kid hauling became an obvious application for these bikes, making them a popular choice for cycling families.

Xtracycle turned to purpose-built frames incorporating the longtail design and has been fine-tuning its lineup for years. Most recently, the company has added electric models to the lineup. The latest model is the Xtracycle RFA, a compact, versatile vehicle that can be equipped and configured via an adjustable frame design to be anything from a standard-length commuter to a heavy-duty midtail load hauler. We checked out the RFA in its midtail configuration to see if it can win a place on your commute (and maybe replace your car).

The most versatile electric cargo bike

With the Xtracycle RFA, the cargo bike innovators have come up with a powerful, easy-to-handle bike that you can tailor to your carrying needs.

What we liked about it

Xtracycle’s experience shows in the well-thought-out cargo section, with a rack (nearly the length of the ones used on full-sized cargo bikes) and a useful system of foot panels, panniers, slings and more that let you carry most anything you can think of.

The most versatile, configurable electric utility bike we’ve tested

The Xtracycle RFA builds on the company’s lengthy experience with cargo bikes and maximizes both versatility and ride quality. Utility bikes are a broad concept, and you can pretty much tailor the RFA to fit whatever your notion of utility is. You can order it in Class 2 or 3 configurations (we tested the more powerful Class 3 version), and the RFA frame uses a novel adjustable dropout that lets you run it as either a standard-wheelbase bike or a very capacious midtail cargo bike.

It’s a lot more flexibility than we’ve seen from any other cargo or utility bike we’ve tested. Changing the frame geometry can’t be done on the fly (you’ll have to remove the rack if you’ve been using the RFA in midtail cargo mode, so you’ll need to devote a couple of hours to the task), but it’s nice to have the option and it’s very doable for a home bike mechanic. That said, we’d only envision making the swap if you decided you weren’t going to use the bike as a full-on load or kid carrier during the winter months.

We’ve seen adjustable dropout designs before but not with as much range as this one. With a bit of disassembly (you'll need to remove the rack), you can shorten the wheelbase of the RFA so it works as a near-standard bike.

The low, mid-step frame and small 24-inch wheels mean the bike will fit most adults, an important consideration when a bike costs as much as this one does. Xtracycle suggests that, as equipped, it will fit riders from 5 feet 3 inches on up to 6 foot 1 inch and that seems like a fair estimate.

The combined cargo and passenger weight limit is 470 pounds, on par with many full-sized cargo bikes we’ve tested (and significantly more than some bigger bikes like the Rad Power RadWagon 4). Add in the huge universe of Xtracycle accessories for cargo and people carrying and it’s hard to think of a bike that covers more applications than the RFA.

Rides like a bike, not a couch

Beyond the carrying capacity and configuration options, what we really loved about the RFA is that while many cargo bikes — even ones we like — ride like couches, the RFA is different. The Xtracycle rides like a real bike. At around 60 pounds unloaded, it’s surprisingly nimble, even with the bike loaded and even when you’re out of the saddle. High-quality components (Shimano Deore on the Class 3 model we tested; SRAM NX on the Class 2 version) mean sure shifting and control. And the Textro hydraulic brakes do the dependable job we expected from them in slowing and stopping the bike.

The 24-inch wheels and mid-step frame give the RFA a low center of gravity and let it fit most adult riders. The four bolts on the headtube secure a sizable front rack for more cargo capacity.

The 24-inch wheels are a good compromise. They don’t feel as stiff as the 20-inch wheels used on even more compact bikes, and there are reasonable replacement tires available in that range (unlike the 22-inch models used on the Rad Power RadWagon 4).

Partially, this is courtesy of the powerful mid-drive setup: It just responds faster to pedaling input than any of the hub drives we’ve checked out. But the bike overall is better balanced, with a low center of gravity and wheelbase that’s long enough to provide carrying space but not so long you notice. (It’s a bit like the Tern HSD/GSD bikes in this respect.)

Basically, the company’s experience designing load haulers shows; even with full panniers of groceries, the weight of the bike isn’t apparent while you’re riding, save that it’s a little harder to move the thing uphill under your own power. You’ll notice the drive unit working harder too, though I never found it to seem underpowered, even on our local 12% grade with the bike loaded.

The Class 3 option, which we tested, really makes a lot of sense for a car-replacement vehicle like the RFA. While you may not find yourself cruising at 28 miles per hour often, having the additional oomph on tap makes it a lot easier to negotiate moving into and out of the flow of traffic, and with how smoothly the bike responds, it feels as natural as just riding along.

A full system of cargo- and kid-carrying accessories

The RFA-specific pannier set has plenty of room for a full week’s groceries, and the top flap is velcro-mounted so you can separate it and use the panniers as basket-style bags if you don’t need the protection or you’re carrying something oversized. They fold flat against the rack as well, tucking neatly out of the way if you’d prefer to strap something over them, carry a passenger or otherwise use the space for other stuff.

While not every standard Xtracycle accessory will fit the RFA, the company has already introduced a wide range of very useful bags and accessories to fit the bike. Panniers (a pair is capacious enough to hold a solid week’s worth of groceries), cargo slings (great for carrying long or bulky things — say a 5-gallon water bottle or a broom and rake — that won’t fit into the panniers themselves), a front-basket roll-top bag and more are already available to suit the load hauler, and the bike ships with footrests and a heavy-duty center stand that make it easy to carry odd-sized objects (and avoid knocking the bike over while loading or unloading).

The other really great thing about the RFA design is that the cargo rack includes a lower standard diameter rail that’ll fit just about any pannier you might have lying around. You can easily mount four standard-sized panniers on the rack if you prefer that to the large panniers Xtracycle makes for the bike. Many of the midtail and longtail bikes we’ve tested recently require the use of bags that mount with velcro straps, so having the option to mix and match with old-school bags really broadens the utility of the bike and makes it easier to carry some stuff, even if you have a child seat mounted on the rack.

Speaking of people hauling, Xtracycle has a version of its Hooptie safety bar for the bike, and it’s width adjustable to fit bigger or smaller passengers or to fit child seats like the popular Yepp Maxi. Alternatively, you can get a set of rear stoker bars (the “SnackBar”) or a “Half Hooptie” that combines both. There’s also a seat cushion and foot pegs, which can take the place of the extended footrests if you’re using the bike in standard-length “Sport” mode.

The only other electric cargo bike we’ve tested with a similar range of options is the Tern HSD and GSD lineup, and in both cases, the breadth of accessories on offer is a solid argument for going with a maker with long experience in the field.

Mid-drive motor placement makes everything easier

The mid-drive Shimano motor is powerful, responsive and allows for the neat adjustable dropout system as well as more practical things like making rear flat fixes a lot more straightforward.

While the latest round of hub-drive bikes we’ve tested have used torque sensors, closing much of the performance gap with mid-drives, the mid-drive still has the edge. And you’ll notice if you’re an experienced cyclist. It’s quicker to respond to pedaling input, and you can feel changes in motor power output more clearly. If you’re the type of cyclist who’s used to pedaling through corners, you’ll notice the difference, however subtle. We were instantly fans of mid-drive placements when we checked out the Tern HSD S+, and we like it just as much or more on the bigger, heavier Xtracycle RFA.

For most riders, the payoff will come in ease of maintenance. Changing a rear flat on a hub-drive bike can be a finicky operation since you have to disconnect and reconnect the motor as part of the procedure. It’s even more difficult on a heavy e-bike and still more so on an even heavier electric cargo bike loaded with panniers, slings and wheel protectors. Realistically, it isn’t something you want to do in the field.

With the drive moved forward, if you can lift the bike or lay it down, then you can remove the rear wheel as easily as the front to fix a flat. With the heavy-duty tires on the RFA (and most other midtail and longtail cargo bikes we’ve checked out over the past year) we don’t think flatting is especially likely as long as you keep up with your tire inflation, but it does happen and it’s good not to dread the procedure or have to call for a ride home.

Range and battery life are on par with other mid-drives. Xtracycle claims 60 miles of range on a full charge, and while actual range is very dependent on load, pedaling input and terrain, based on our?rides on a hilly, 22-mile loop, this claim seems on target. Without a throttle you won’t find yourself running out the battery before you notice, so it’s easy enough to adjust your effort to give yourself some wiggle room.

What we didn’t like about it

A stabilizer keeps the front end straight when you’re loading up the front rack.

It’s expensive!

Purchasing an Xtracycle RFA is a serious commitment — starting at nearly $5,000, it’s one of the most expensive bikes we’ve tested. If you opt for the fully kitted out Class 3 version (and we think it’s likely worth it to at least spend the additional $500 for the additional top-end speed), you’re looking at a $6,500 investment.

This pricing is on par with the few other bikes that are this capable and flexible; however, it’s worth thinking about how you are going to use it. An RFA or a Tern HSD or GSD can, in many cases, take the place of a car, but you’ll want to be prepared to spend nearly as much as you would for a used Honda Civic if you’re going to take advantage of all it offers.

Doesn’t fit everyone

While no bike does fit everybody, and the RFA covers a very wide range of riders, with a bike this pricey, it would have been nice to see an even shorter front triangle to accommodate smaller-statured riders. The existing frame design fits riders between 5 feet 3 inches and 6 feet 1 inch, which is worth keeping in mind if you’re outside that range. It’s somewhat simpler to accommodate taller riders by fitting a longer stem, but for shorter people, something like the Velotric Go 1, which covers riders down to 5 feet, or the Tern HSD, which fits riders as short as 4 feet 11 inches, might be a better choice.

Documentation isn’t completely current

While in all likelihood you’ll be purchasing your RFA from a dealer, should you buy one directly and assemble it on your own as we did, you’ll want to keep an eye on a few things. There have been a few iterations of the RFA already, the most major involving a swap from top-tube to downtube cable routing, and some of the documentation for mounting accessories like the front basket is a little out of date and left us scratching our heads for a few minutes. Xtracycle customer support is fast and incredibly helpful, though, and sorted out the issues right away, so if you find yourself in doubt, definitely reach out.

Bottom line

The Xtracycle RFA is a fantastic, highly evolved take on the utility bike and comes as close as anything we’ve seen to a car replacement. It is also flexible enough to cover more quotidian cycling needs like basic commuting or just plain fun. There isn’t much competition in this area — really just the Tern HSD and GSD — and the bike you prefer really depends on your specific needs. (The RFA rides a bit more like a regular bike and can be configured as a short-tail or midtail bike, while the Tern is more compact and fits a wider range of riders). But if you’re ready to take the lifestyle and financial plunge and get rid of a car for most short trips, we think you’ll be very satisfied with the RFA.