With a bigger battery, a configurable rear platform, and a trailer hitch that actually works, the Tour 2.0 takes everything the original got right and pushes it further.
I was already familiar with the Meet One Tour platform before the 2.0 arrived. The original earned a strong recommendation from me when I reviewed it — it offered dual-motor AWD, full suspension, and a semi-recumbent seating position that separated it from practically everything else in the category. When MeetOne reached out about the updated version, my expectations were already high.
The 2.0 doesn’t tear down what worked. Instead, it solves the problems that lingered. A 50Ah single battery replaces the original’s dual 30Ah setup. The rear platform grows longer, opening up room for a second adult rider. A trailer hitch becomes a standard, supported feature rather than a tacked-on option. The new orange colorway rounds out a package that feels more considered than its predecessor.
I spent about a week putting the Tour 2.0 through its paces — solo, loaded, and two-up. Here’s what I found.
Pros
✅ The 50Ah single battery delivers a real, measurable range improvement over the original — I consistently saw 70+ miles in mixed riding conditions.
✅ Dual 750W AWD motors pull confidently from a standstill, even with a full passenger and cargo load.
✅ The torque sensor makes pedal assist feel natural and proportional — a meaningful step above cadence-sensor competitors.
✅ Full suspension — front fork and dual rear shocks — absorbs rough pavement and light gravel without complaint.
✅ The extended rear platform converts between cargo and passenger use without tools or complicated hardware.
✅ The trailer hitch is properly integrated into the frame, not bolted on as an afterthought.
✅ 180mm hydraulic disc brakes on all three wheels inspire real stopping confidence under load.
✅ Reverse mode is genuinely useful in tight spaces and on sloped driveways.
✅ The semi-recumbent seating position eliminates wrist, lower back, and seat pressure on longer rides.
Cons
❌ At ~190 lbs, transporting the trike in a vehicle requires ramps and a second pair of hands.
❌ The stock display washes out in direct sunlight — readability on bright days is a persistent frustration.
Specifications
- Motors: Dual 750W brushless hub (front + rear)
- Battery: 48V 50Ah (2,400 Wh), Samsung UL2271 cells
- Charger: 10A fast charger
- Claimed Range: Up to 200 miles
- Top Speed: ~25 mph observed in testing
- Total Capacity: 550 lbs
- Rear Load Capacity: 200 lbs
- Brakes: 180mm hydraulic disc, all three wheels
- Suspension: Double-shoulder front fork + dual rear shocks
- Pedal Assist: Torque sensor
- Riding Modes: 6 (including Reverse)
- Trailer Hitch: Yes (standard)
- Rear Seating: Optional dual-seat configuration
First Impressions and Assembly
The Tour 2.0 ships in a new snap-fit packaging box — a genuine improvement over the original. Rather than having to wrestle the trike out of the crate before you can start, the box opens up around the trike. You simply follow along with the official YouTube assembly video, and the process is far less intimidating. Attaching the handlebars, front wheel, pedals, and rear basket, then connecting the wiring, takes about 90 minutes with that video running alongside. I’d still recommend having a second person on hand for the initial lift given the trike’s ~190 lb weight, but the new packaging makes the whole experience noticeably smoother.
Once it’s upright and out in the driveway, the Tour 2.0 makes an immediate visual statement. The frame sits low and wide, and the extended rear platform looks noticeably longer than the original.
The orange colorway I received for testing looks genuinely considered — it’s not the flat, uninspired finish you see on a lot of trikes in this price range. The high-visibility orange also makes it significantly easier for other drivers to spot you on the road, which is a practical safety benefit on top of the aesthetics.
Sitting down into the semi-recumbent position for the first time, the difference from a conventional trike is immediately obvious. Your back is supported, your legs extend forward, and your weight distributes across the seat rather than concentrating on your wrists and seat bones. Before the trike even moves, you understand why comfort-focused riders seek this layout out.
Design and Features
The Tour 2.0’s most important design decision is the extended rear platform, and it changes the character of the trike in a meaningful way. On the original Tour, the rear cargo area was generous but fixed in purpose — it hauled cargo. On the 2.0, that same space can be configured as a second seat for an adult passenger, then converted back to full cargo use when you don’t need it. That flexibility is rare at any price point.
It’s worth noting that as of this writing, MeetOne has not yet officially launched the rear seat kit as a purchasable accessory. It’s expected to be available in a later release. For my two-up testing, I rigged a custom setup to evaluate the platform’s passenger-carrying capability — so take those results as a proof of concept rather than a finished product experience. Keep an eye on MeetOne’s lineup for when this accessory officially drops.
The rear seat is a nice bonus for the platform’s versatility — it works for shorter recreational rides, though it’s not designed for long-distance passenger comfort. The extended platform is primarily built for cargo; the seating capability is an added flexibility rather than a core feature.
The trailer hitch is another change that’s easy to underestimate until you use it. The mount point sits low and far back on the extended frame, which is exactly where it needs to be for stable towing. Connecting a single-wheel cargo trailer was straightforward, and the hitch felt confidence-inspiring rather than provisional. It handles real loads without drama.
The instrument panel has been upgraded in a meaningful way. The turn signal and horn now have their own dedicated buttons, separated from the main control cluster. This solves a longstanding ergonomics complaint from Tour etrike owners — fumbling for controls mid-ride is less of an issue now. The overall button layout feels more intentional, with clear improvements to both ergonomics and ease of use.
Elsewhere, the trike carries over what worked on the original. The speed differential manages rear wheel speeds through corners. The torque sensor reads pedaling effort proportionally, making the pedal assist feel natural rather than mechanical. Six riding modes — including Rear Drive, Dual-Drive Eco, Dual-Drive Sport, Throttle, Cruise Control, and Reverse — give riders more useful configuration options than most competitors offer.
The display remains a weak point. It presents the information you need — speed, assist level, battery percentage, trip data — but struggles in direct sunlight. On bright Texas afternoons, I found myself tilting the trike to read the screen comfortably. For a platform this capable, a higher-contrast display would be a straightforward improvement.
Motor and Power Delivery
The dual 750W motors push from the front and rear wheels simultaneously in Sport mode, and the effect is noticeable from the first throttle input. Acceleration from a standstill is steady and confident — not violent, but meaningfully stronger than what a single rear-hub system delivers. Getting to 20 mph from a stop takes roughly 5 seconds under throttle alone with a 185 lb rider.
The torque sensor is one of the Tour 2.0’s more important features, and it’s worth dwelling on for riders coming from cadence-sensor trikes. Rather than simply detecting whether the cranks are turning and switching the motor on or off, the torque sensor reads how hard you’re pushing and responds proportionally. In practice, the pedal assist feels like a natural extension of your own effort — push gently and the motor assists gently; push harder and it matches you. It’s a noticeably more refined experience.
In Reverse mode, the trike backs smoothly at a slow, controlled pace. It’s more useful in real riding than it sounds on paper, particularly on sloped driveways or in tight parking situations where repositioning a 190 lb trike by hand isn’t practical.
Hill Performance
I used a consistent half-mile test grade with an average incline of about 6% — long enough and steep enough to expose any real weaknesses in a drivetrain. I tested across three load configurations: solo rider (185 lbs), 100 lbs of rear cargo, and a two-up configuration with a 145 lb passenger.
Riding solo, the Tour 2.0 climbed without any sense of strain in Dual-Drive Sport mode, holding 14–16 mph through the steepest section. Dropping to Single-Drive was noticeably slower but still practical — 10–12 mph — for a rider wanting to conserve battery on longer outings.
With 100 lbs in the rear cargo area, Dual-Drive Sport held 12–13 mph on the same grade. The motors ran warm but showed no sign of thermal throttling across back-to-back runs. With a passenger plus cargo pushing toward the 200 lb rear limit, I stayed in Dual-Drive Sport exclusively — Single-Drive felt labored at that combined weight. The trike still climbed, reaching 9–11 mph, which is within reason for a fully loaded vehicle on a meaningful grade.
The rearward weight distribution under passenger load actually helped traction on the steeper section, as more weight sat over the rear motor wheel. It’s a small detail that reflects how the platform is designed to carry load rather than just tolerate it.
Battery and Range
This is where the Tour 2.0 makes its clearest argument for the upgrade. The original Tour ran dual 15Ah packs totaling 30Ah. In real-world mixed riding, I measured approximately 58 miles on the original. The Tour 2.0 steps up to a single 50Ah battery — a 67% increase in capacity — and the difference shows up in testing.
The battery uses Samsung UL2271-certified cells. Yes, the single 50Ah pack is heavier than what the original used, but in practice this matters less than you might think. The battery is designed to charge on the trike, so you’re rarely pulling it off. Plug in, walk away, and the increased range means you’re not plugging in nearly as often in the first place. For most riders, the weight trade-off is well worth it.
Charging has been improved with a 10A fast charger, bringing full charge time down to approximately 5 hours from near-empty. That’s a much more practical turnaround for daily use.
In a dedicated flat-road range test at PAS 2 (Dual-Drive Eco mode) with a 185 lb rider and no cargo, I covered 94 miles before the battery management system triggered its low-power reserve. In a more realistic mixed scenario — PAS 3 (Dual-Drive Sport mode), some hills, occasional throttle — I averaged 71 miles across three runs. That’s a consistent 20–25% gain over what I measured on the original, which is meaningful and repeatable.
The move to a single battery also removes the redundancy the original’s two-pack setup provided — if you ran one battery down, you still had the second. That’s gone now. The consolidated system is cleaner and simpler to manage, but it’s worth knowing before you buy.
Power delivery remained steady throughout the discharge cycle. The battery gauge dropped predictably rather than suddenly, which makes range planning on longer outings straightforward.
Braking Performance
Three 180mm hydraulic disc brakes — one at each wheel — is a setup I typically see on higher-end platforms, and it’s well-matched to a trike that can carry 550 lbs of combined load.
I ran repeated stops from 20 mph on dry pavement across solo, cargo, and two-up configurations. Solo, the trike stopped cleanly and consistently, with lever effort that felt progressive rather than abrupt. Adding 100 lbs of rear cargo extended stopping distance modestly, as expected. What impressed me in the two-up test was not the distance figure itself but the stability — the trike tracked straight through every hard stop, without any tendency to pull toward the heavier side.
On a 4% downhill stretch I used for repeated brake testing, I didn’t experience any meaningful fade across multiple runs with cargo loaded. The hydraulic system held its feel throughout. For riders who are used to cable-actuated brakes on other trikes, the difference in modulation is apparent almost immediately.
Ride Quality and Handling
The semi-recumbent position remains the Tour 2.0’s most significant differentiator. After two-hour outings that would leave me fatigued on a conventional upright e-trike, I dismounted from the Tour 2.0 without any of the usual wrist, lower back, or seat pressure that accumulates on longer rides. That’s not a marketing point — it’s a practical outcome of how the seating distributes your weight.
The full suspension — double-shoulder front fork and dual rear shocks — handles rough pavement without drama. I specifically ran a chip-seal section near South Congress Avenue in Austin that had produced significant vibration on several other trikes I tested this year. The Tour 2.0 smoothed it out cleanly. Light gravel performed similarly well.
Cornering requires adjustment if you’re transitioning from a two-wheel bike. The Tour 2.0, like all delta-configuration trikes, transfers weight to the outside rear wheel through turns. I found 10–12 mph a comfortable cornering speed on standard turns, and tighter U-turns were manageable with practice. The speed differential does meaningful work here — the trike tracks through sweeping curves without rear-end push or drag. Reverse mode helps when you underestimate a turning radius.
Two-up ride quality was better than I expected. My 145 lb passenger reported feeling stable during a 12-mile recreational test loop. Ride comfort in the rear seat was acceptable for that duration.
Again, because this isn’t a dedicated passenger trike, the rear seating isn’t designed for maximum long-distance comfort — but for typical recreational rides, it performs well and remains perfectly usable.
Note that the official rear seat kit from MeetOne is not yet available; the two-up testing here was done with a DIY modification to evaluate the platform. Expect the finished accessory to refine the experience further.
Transport and Storage
At approximately 190 lbs, the Tour 2.0 does not invite casual transport. Rolling it around on flat ground is easy enough, but loading it into a truck bed or onto a vehicle rack requires ramps, a strong helper, or ideally both. If you need something you can fold into a compact form and lift into a car, this is not that trike. It’s a platform built for riding, not portability, and prospective buyers should understand that tradeoff clearly before purchasing.
Storage at home is straightforward — the trike parks and sits stably on its own — but plan for the footprint. It takes up meaningful garage space.
Summary
The Tour 2.0 is the version of the Tour platform that fully delivers on what the original was reaching toward. The battery upgrade is real and measurable. The extended rear platform is genuinely useful — not a marketing feature but a structural change that opens up two-person riding and heavier cargo hauling in meaningful ways.(official rear seat kit pending from MeetOne) The trailer hitch integration is executed properly, not provisionally.
The upgraded instrument cluster with dedicated turn signal and horn buttons is a quality-of-life win that long-time Tour owners will appreciate. And the new orange colorway is a genuine step up from the original’s more subdued palette, with the contrast against the black components and fat tires making it one of the sharper-looking trikes in this category.
And through all of that, the core riding experience — smooth torque-sensor pedal assist, AWD traction, full suspension comfort, and the semi-recumbent position that makes long rides feel easy — remains completely intact.
The display still needs work. These are refinements, not fundamental problems, and they don’t change the conclusion.
For riders who want a comfortable, adaptable, genuinely capable electric trike — for solo commuting, two-up recreational riding, cargo hauling, or light towing — the Meet One Tour 2.0 is the most well-rounded platform I’ve tested in this category.
Questions about the Tour 2.0, or want to compare it against another trike you’re considering? Drop them in the comments — I read and respond to every one.
Thank you for the very interesting and thorough review. Have you compared the Meet One Tour 2.0 with the Addmotor Arisetan 360 or Addmotor 368? I so appreciate that you are willing to do comparisons. There is not dealer for any of these trikes even remotely near me! I do have an Addmotor 330 mini but am not comfortable how my legs just go up and down. The semi recumbent sounds so much more comfortable. Thanks again! Pam Wonn, wonn.pam@gmail.com
I have peripheral neuropathy and currently ride a Terra Trike Rambler EVO, but have to use steel platform pedals to secure my feet onto the pedal. Do you have a platform pedal option,nor could my platform pedals be put onto your pedals?
Also,Nancy dealers near Cincinnati Ohio?
I’m just a reviewer, not a dealer. This one doesn’t come with platform pedals.
You’ll need to ask Meetone Trike directly—they can tell you about pedals and dealers near Cincinnati.