DT Swiss Hybrid E-MTB wheels, alpine riders

In addition to their obvious differences of added weight and torque, E-MTB’s get ridden a bit differently from normal mountain bikes. E-bikers climb trails at higher speeds, and can cover a more ground. Off-road E-bikes and their components suffer a whole new level of abuse, so it makes sense that certain components should be designed accordingly.

Wheels in particular suffer stresses from a motor’s torque output, and rims take an extra beating when they’re under a 60lb bike. Thus, in full support of the E-Bike movement, DT Swiss has created a new line of Hybrid wheelsets designed to offer top-notch ride performance while surviving miles upon miles of motor-assisted trail thrashing.

Check out how DT Swiss has designed their new rims, hubs, and spokes to create this E-MTB specific Hybrid wheel system…

DT Swiss Hybrid E-MTB wheels, lab testing

With torque and added bike weight as their primary concerns, DT Swiss went back to the drawing board and redesigned nearly all the components for their Hybrid wheels. These new wheels achieve a weight classification of 150kg/330lbs, which the company claims as an industry first. Where their normal MTB wheels are factory tested to a minimum of 13 life cycles, DT Swiss anticipates the added mileage E-MTB riders crank out by testing their new Hybrid wheels over 27 life cycles.

DT Swiss Hybrid E-MTB wheels, HX rim DT Swiss Hybrid E-MTB wheels, H rim

Construction-wise, the Hybrid rims aren’t amazingly revolutionary, but feature thickened inner and outer walls (versus DT Swiss’ normal MTB rims). The beefier center line adds strength to the rim, and also offers higher spoke pull-out resistance so you won’t torque your rear wheel into pieces.

DT Swiss Hybrid E-MTB wheels, hub in lab

Although they are made of the same alloys as DT Swiss’ normal spokes, the Hybrid spokes boast a straight-pull design with reinforced heads to efficiently transfer power into forward motion. The spokes required revisions to handle extra weight and torque, and also to pair up with the new oversized Hybrid hubs.

Although they are only marginally heavier, the Hybrid spokes provide a 35% increase in tensile strength over typical MTB spokes. The new wheels use the company’s unique Pro-Lock Squorx Pro Head nipples, as they have passed all the extraneous tests put on the heavy-duty Hybrid wheelsets.

DT Swiss Hybrid E-MTB wheels, hub exploded

Almost every part of the Hybrid hubs has been selected or revamped for heavy duty E-thrashing as well. The large hub shells feature thickened walls and oversized spoke interfaces. The hubs spin on oversized bearings that spin around high-load axles. DT Swiss went with hardened steel 24t ratchets and steel freehub bodies to provide quick engagement and high torque load resistance. Despite achieving their 330lbs classification the hubs suffer only a minimal weight increase over a comparable MTB hub.

DT Swiss Hybrid E-MTB wheels, riders climbing

The Hybrid line is comprised of four different wheelsets, with options for various rim widths and 27.5” or 29” diameters. Freehub adapters are included with all models so you can run either Shimano or Sram XD cassettes. All Hybrid wheels are Boost spaced with 15x110mm front and 12x148mm rear thru-axles.

DT Swiss Hybrid E-MTB wheels, HXC1200 wheel

*Pictured here is the top-tier HXC1200 rear wheel. Photos courtesy of DT Swiss.

To explain the naming system, the most basic rims are the H, the HX is the mid-grade option and the HXC (C for carbon) is top of the heap. For the hubs, the lower the number the better the quality, so as we can see the 1200 hubs get paired up with the HXC rims and the 1900’s go with the H rims, etc.

The top-of-the-line HXC 1200 wheels are only offered in a 30mm width, but you can choose between 27.5 or 29” sizes. Stepping down, the HX1501, H1700 and entry level H1900 wheelsets all give you the choice of 25, 30 or 35mm widths on 27.5” rims, and a single 29”/30mm wide option.

For all prices and weights, check out DT Swiss’ website. The new Hybrid wheelsets will be available in May.



  1. Cold Water on

    If assist is so much harsher on the equipment, maybe it’s the fault of the motor for being too powerful, not the components built for human specifications.

    Call me a retrogrouch, but I do believe in doing things under your own effort. If you train hard and eat a healthy diet, you’ll never need an e-bike, much less “the E-bike movement” as it will naturally come daily.

    • Femnimals on

      I have friend who was a Cat 1/Cat 2 MTB racer for years. He was diagnosed with Leukemia in 2013, after 3 years of battling cancer, homeboy lost all his strength. He got a eMTB and has been riding it for over a year, now. He says his lungs and legs aren’t ready for a regular MTB. Ebikes aren’t for everyone, but it got my friend back out and riding.

  2. thinkforasecondmaybe on

    “motor-assisted trail thrashing” Can’t see the anti-mtb crowd ever using that one against us. Nope, never. These e-bikes certainly will be nothing but positive for trail access.

  3. Dylan on

    So e-bikes are harder on wheels than normal bikes, but no harder on trails? Nobel prize for finding a way around Newton’s 3rd law must be just around the corner…

    • jrp on

      They’d have said it’s steel if it was. As is, they call it “high load axles” (or “hochbelastbare Achse” in the German version of that drawing). Note it has relieved outer diameter inside hub shell, just like 240s had all along.

      I wonder what “oversize bearings” are in that steel *freehub* shell. Most DT 350 hubs made for human powered bikes have all four bearings 6902, and the DS one doesn’t fit through the toothed ring (it’s every time a little adventure to replace it). Since there don’t seem to be any new toothed ring tools in current (end of 2018) DT service manual, and on the cutaway drawing the hub shell bearings seem to be smaller than toothed ring inner diameter, perhaps it’s that *hub* shell bearings have been *undersized* instead (15267?). As in DT doesn’t want users to try and remove the toothed ring that’s been tightened with the newfound Age-of-Electricity torque, and prefers them to swap worn bearings along with fatigued axles more frequently.


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