Tenways CGO800S belt-drive commuter electric bike review: A lot to like!
After having previously tested out Tenways’ first single-speed electric bicycle last year, I was excited to give the brand’s newest model a try. Now that I’ve spent some good saddle time on the Tenways CGO800S, here’s what I think about this new ride.
First of all, there’s definitely a lot to like in the Tenways CGO800S. It’s not all perfect, and there were a few misses, but it’s largely a very nice offering.
This is absolutely an urban-oriented e-bike though, so don’t expect to turn this into your hybrid trail rider or anything like that.
It’s also a pedal-assist e-bike fitting in the Class 1 designation in the US, so you’ve got to go into this review knowing that this is an e-bike made for cyclists. This is not a motorcycle with pedals.
With that frame of mind in place, let’s dive in here. You can start with my brief video review below, then keep reading for the rest of my thoughts.
Tenways CGO800S video review
Tenways CGO800S tech specs
- Motor: 250W rear hub motor
- Top speed: 20 mph (32 km/h) in US, 15.5 mph (25 km/h) in Europe
- Range: Claimed up to 62 miles (100 km)
- Battery: 36V 10.4Ah (375Wh)
- Weight: 50.7 lb (23 kg)
- Frame: Aluminum alloy 6061
- Suspension: Front suspension fork
- Brakes: Tektro hydraulic disc brakes
- Extras: Gates carbon belt drive, color LCD display including speedometer, battery gauge and PAS level indicator, front and rear LED lights, torque sensor, included rack and fenders, three color options
- Price: $1,999
Great for the city
As I mentioned, this isn’t one of those “motorcycle with pedals” types of electric bicycles. This is a relaxed e-bike that feels much more like a standard city bicycle, albeit one that doesn’t make you work very hard if you don’t want to.
The upright ride with tall handlebars gives a comfortable body position and the modest 250W motor doesn’t feel overpowered. It still has some nice acceleration in higher-power pedal assist modes, but no one will accuse the Tenways CGO800S of being too much bike to handle. It just isn’t going to knock anyone’s cycling socks off, so to speak.
That means it is better suited for someone who already enjoys cycling, but wants a nice boost added to their usual ride. And perhaps they also want the other advantages that come with nicer e-bikes.
For example, the included torque sensor makes the pedal assist smooth and intuitive feeling. When you press harder on the pedals, you get more power from the motor. It’s as simple as that.
There’s no throttle to feather; everything is foot-controlled.
Well, not everything. You’ve still got those hydraulic disc brakes at your fingertips. But there’s no shifter to mess with, since this is a single speed. That can go in either the pros or cons column, depending on whether you like the simplicity of a single-speed or prefer the gear ratios that come with a multi-speed transmission.
For me, single-speeds are great, lightweight, and simple solutions. But I also live in a flat city, and so your mileage may vary.
Speaking of mileage, the company says you’ll get up to 100 km (62 miles) of range from the Tenways CGO800S. That’s probably a bit higher than most people will get, but it really depends on what pedal assist level you keep it in.
If you’re blasting around in the highest power level, you’ll be lucky to see 35-40 miles. If you keep it in level 1 all the time, you could realistically reach 62 miles of range.
But since most people don’t have the self-control to only use the lowest (and slowest) power level, don’t expect to ever really see 62 miles of range.
Even so, the rest of the promises check out. The speed really gets up to 20 mph (32 km/h). The bike comes with included accessories like a rear rack and a fender set. The LED lights work and they work well. Though on that note I’ll say that the turn signals feel a bit gimmicky to me.
They’re barely distinguishable on the rear of the bike since they are built into the single tail light. You’ve got to be really close to make out that one turn signal is on and realize what it is.
Sure, having turn signals is a nice addition. And I may use them from time to time. But I’m definitely still going to use hand signals too. I wouldn’t rely on those little rear turn signals – and of course the lack of front turn signals also makes hand signaling a necessity.
Another nice addition that is almost a bit overkill is the screen. Don’t get me wrong, it’s beautiful. But there’s just so much going on, especially when you get into the settings. I turned off the password feature since it was a bit annoying to me. But password protecting your e-bike is a neat idea, and some riders might enjoy the extra security. I’ll go with a beefy lock any day of the week, but the feature is still a nice addition, in theory.
And I can’t deny that the screen is quite attractive. It’s nicely designed and the colors pop. So nice work there, Tenways.
For $1,999, you’re getting a lot of nice parts like those hydraulic brakes and Gates carbon belt drive.
Even so, the lower power and limited top speed don’t quite match the price, if you’re looking for bang-for-your-buck performance-wise.
So in this case, I’d say that it’s worth it if your main requirements are the quality construction and easygoing ride. But if performance is more your thing, you can find bikes with bigger motors and batteries for less cash.
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Tesla is being forced to remove 64 Superchargers at stations along the New Jersey Turnpike as the local authorities have decided to go with another provider.
Elon Musk claimed corruption without any evidence.
The New Jersey Turnpike is a system of controlled-access toll roads that consists of a 100-mile section of important New Jersey highways.
In 2020, Tesla signed an agreement with the New Jersey Turnpike Authority (NJTA)and built 64 Supercharger stalls at 8 stations along the turnpike.
The agreement has now expired, and instead of renewing it, the authority decided to give an exclusive agreement to Applegreen, which already operates in all service areas on the turnpike.
Tesla issued a statement saying that it is disappointed with the situation, but that it has prepared for this by building new stations off the turnpike for the last few years:
The New Jersey Turnpike Authority (“NJTA”) has chosen a sole third-party charging provider to serve the New Jersey Turnpike and is not allowing us to co-locate. As a result, NJTA requested 64 existing Supercharger stalls on the New Jersey Turnpike to not be renewed and be decommissioned. We have been preparing for 3 years for this potential outcome by building 116 stalls off the New Jersey Turnpike, ensuring no interruption for our customers. The map below outlines the existing replacement Superchargers, and Trip Planner will adjust automatically.
Tesla CEO Elon Musk went a step further and called it “corruption” without any evidence.
The automaker’s agreement with NJTA expired, and they decided to go with a sole provider. Applegreen will reportedly deploy chargers at all 21 turnpike service stops.
Here are Tesla’s replacement Superchargers off the turnpike:
Electrek’s Take
I don’t like the decision from the Turnpike authorities. More chargers are better than fewer chargers. However, I also don’t like Musk calling everything he doesn’t like fraud or corruption.
While I agree with Tesla that it is unreasonable to force them to remove the stations, it appears to be an oversight on Tesla’s part not to have included stipulations in their agreement to prevent such a scenario from happening in the first place.
Who signs a deal to deploy millions of dollars worth of charging equipment with only the right to operate them there for 5 years?
It looks like Tesla knew this was coming since it specifically built several new Supercharger stations off the turnpike to prepare for this.
On the other hand, I don’t like the Turnpike Authority using the term “universal charger” as if this is a positive for Applegreen. They are going to use CCS, and everyone is moving to NACS in North America.
Yes, for a while, only Tesla owners will have to use adapters, but that will soon change and the current NACS Supercharger will be even more useful.
At the end of the day, the stations are already there. Let them operate them.
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![E-quipment highlight: ZQUIP heavy equipment battery swap demo [video]](https://i0.wp.com/electrek.co/wp-content/uploads/sites/3/2025/06/case_zquip_MAIN.png?resize=1200,628&quality=82&strip=all&ssl=1)
ZQUIP is working hard to bring more smart, efficient, modular power solutions to commercial job sites everywhere – and at the core of their vision for the future is battery-swap technology. You can see just how easy it is make that happen here.
MOOG Construction’s energy skunkworks ZQUIP made headlines last year by bringing the cordless power tool battery model to the world of industrial-grade heavy equipment.
“The 700V ZQUIP Energy Modules are at the core of this innovation, said Chris LaFleur, managing director for QUIP. “ZQUIP modules are interchangeable across any machine we convert regardless of size, type, or manufacturer, and will enable a level of serviceability, runtime, and value that is far greater than current battery solutions.”
At this year’s bauma equipment show in Munich, Germany, however, ZQUIP followed up that headline by making it even easier for job sites to make every kilowatt count by enabling them to switch from diesel power, to electric, and back again, on the same machine, on the job site.
Why you want that
Most machines on most sites sit idle most of the time, but converting all those machines to battery electric power means that megawatts of battery capacity are being wasted. By utilizing swappable batteries, job sites can do what technicians and contractors have been doing for years with power tools: quickly get the energy they need to the tool they need when they need it, without the need to have a dedicated battery for every tool.
If you need to be able to run the machine non-stop and don’t have a reliable way to recharge your batteries quickly enough, a 140 kW diesel generator is built into a package the same size and shape as the batteries. In fact, if you look closely at the CASE excavator below (on the right), the “battery” on the right is, in fact, a diesel Energy Module.
The demo video, below, shows a pair of CASE-based electric excavators – one wheeled, one tracked – operating on ZQUIP’s Energy Modules. It takes less than two minutes to remove one battery, and presumably about the same time to swap another one in, for a 5 (ish) minute swap.
Even if you call it ten, by eliminating the need to get the entire machine up and out for charging (or for service, if there’s an issue with the battery/controllers), the ZQUIP battery swap construction equipment solution seems like a good one.
ZQUIP HDEV battery swap
SOURCE | IMAGES: ZQUIP.
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Environment
Trump administration is convinced massive Alaska energy project will find investors despite steep cost
The Trump administration is confident that a massive liquified natural gas project in Alaska will find investors despite its enormous cost.
President Donald Trump has pushed Alaska LNG as a national priority since taking office. Alaska has already spent years trying to build an 800-mile pipeline from the North Slope above the Arctic Circle south to the Cook Inlet, where the gas would be cooled and shipped to U.S. allies in Asia.
But Alaska LNG has never gotten off the ground due to a stratospheric price tag of more than $40 billion. Trump has pushed Japan and South Korea in particular to invest in the project, threatening them with higher tariffs if they don’t offer trade deals that suit him.
“If you get the commercial offtakers for the gas, financing is pretty straightforward,” Energy Secretary Chris Wright told CNBC’s Brian Sullivan in Prudhoe Bay, Alaska. “There [are] countries around the world looking to shrink their trade deficit with the United States, and of course, a very easy way to do that is to buy more American energy,” Wright said.
Energy analysts, however, are skeptical of the project. Alaska LNG “doesn’t have a clear cut commercial logic,” Alex Munton, director of global gas and LNG research at Rapidan Energy, told CNBC in April.
“If it did, it would have had a lot more support than it has thus far, and this project has been on the planning board for literally decades,” Munton said.
Defense Department support
Wright said the project would be built in stages and initially serve domestic demand in Alaska, which faces declining natural gas supplies in the Cook Inlet. Interior Secretary Doug Burgum said the Department of Defense is ready to support the project with its resources.
“They’re ready to sign on to take an offtake agreement from this pipeline to get gas to our super strategic, important bases across Alaska,” Burgum said of the Pentagon in a CNBC interview at Prudhoe Bay.
Alaska LNG, if completed, would deliver U.S. natural gas to Japan in about eight days, compared to about 24 days for U.S. Gulf Coast exports that pass through the congested Panama Canal, Burgum said. It would also avoid contested waters in the South China Sea that LNG exports from the Middle East pass through, the interior secretary said.
Wright said potential Asian investors have questions about the timeline and logistics of Alaska LNG. The pipeline could start delivering LNG to southern Alaska in 2028 or 2029, with exports to Asia beginning sometime in the early 2030s, Wright said.
Glenfarne Group, the project’s lead developer, told CNBC in April that a final investment decision is expected in the next six to 12 months on the leg of a proposed pipeline that runs from the North Slope to Anchorage. Glenfarne is a privately-held developer, owner and operator of energy infrastructure based in New York City and Houston.
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