The G-FORCE ZM electric bike is one of those e-bikes that borrows heavily from motorcycle styling while maintaining its street-legal status as an electric bicycle. But the motorcycle influence doesn’t just run skin deep; it’s also got a powerful ride to match.
G-FORCE ZM tech specs
Motor: 750W geared rear hub motor
Top speed: 28 mph (45 km/h)
Range: Claimed 60-80 miles (96-128 km)
Battery: 48V 20Ah (960 Wh)
Weight: 85 pounds (38.5 kg)
Max load: 400 pounds (181 kg)
Brakes: Hydraulic disc brakes, 160mm rotors
Extras: 7-speed Shimano drivetrain, large color LCD display, LED headlight and tail light, half-twist throttle, removable battery, padded bench seat with space for second passenger, fenders, kickstand, mag wheels
G-FORCE ZM video review
Want to watch me take this e-bike on a series of test rides? Check out my video review below!
Rides like a small-format electric motorcycle
Everything about the G-FORCE ZM screams moto, not bike.
I’d call it a fairly true-to-form electric moped, even if it technically fits into e-bike classification.
Yes, it’s a class 3 e-bike in the US, but it rides more like a moped that has vestigial pedals there for resting your feet. You could pedal it in the event of a dead battery, but the 85 pound (38 kg) bike isn’t going to be a pleasure to pedal at anything more than around 4-5 mph (8 km/h). And lord help you if there’s even a small uphill section on your pedal ride back home.
But with the option for a 48V and 20Ah battery (or a smaller 13Ah battery if you want to save some cash), you should have plenty of range for a day trip. And since the $1,899 entry-level model with the 13Ah battery is only $100 cheaper than the 20Ah version, I don’t know why anyone wouldn’t want to spend that extra Benjamin to get 50% more range.
In addition to decent range, the G-FORCE ZM is also fast and peppy with a 28 mph (45 km/h) top speed. The 750W Bafang motor is actually putting out closer to 1,300 watts of peak power, and the bike has good acceleration under my 150 pound (68 kg) load.
The dual suspension setup makes for a comfortable ride, though I don’t know how the suspension would fare under the max 400 pound (181 kg) weight rating (or if the acceleration would be nearly as peppy).
The 110mm-travel suspension fork is adjustable, but the rear suspension is a what-you-see-is-what-you-get kind of situation. It’s fine for me and makes for a good ride, but it’s not exactly going to handle a downhill mountain bike trail. Speed bumps are a little more its pace.
Which also begs the question, why did they give the bike knobby tires? The 4″ fat tires in 20″ diameter size are great for street riding, except that the knobbies don’t give quite as much traction as I’d like on asphalt. You could theoretically go off-roading with these tires, but the suspension isn’t really designed for anything more than a shortcut across a fairly manicured grassy field. I’d have preferred to see street tires instead of all-terrain tires, but tires can of course be swapped at home or by your local bike shop.
I really like the tires that Specialized showed off on its low-cost utility bike, which feature a street-optimized center patch with knobbies on the edges for better turning off-road. That would have been a decent compromise here.
Another upgrade I would have liked to see on the G-FORCE ZM would have been larger disc rotors. The hydraulic disc brakes seem fine, but the smaller 160mm rotors are definitely going to heat up quicker when repeatedly stopping this heavy bike from higher speeds. It seems to me that 180mm rotors would have been a better choice.
The G-FORCE ZM still scores several points in my book though, even if I would have like to see some brake and tire upgrades.
The bright and colorful LCD screen is easy to read at a glance and looks much nicer than the displays we often see on similarly priced e-bikes.
The motorcycle tank-shaped battery is a neat feature that adds to the fun vibe of the bike, though I can pretty much already guarantee you that there are going to be armchair physicists in my comment section below educating us on the travesty of having that weight higher up on the frame. In practice, the rider’s center of mass, which is around 15x heavier than the battery and much higher up, is going to have way more of an effect on the bike’s handling. And for a bike that is going to spend most of its time riding straight in a bike lane or making easy 90-degree turns on city streets, the higher center of mass from that tank-battery just isn’t going to be very noticeable. So for me, I’ll enjoy the fun motorcycle-styled design.
It’s true that a lower mounted battery would technically be better. But having ridden the bike and also having ridden others with lower batteries, I can tell you that the difference is simply quite small, all things considered.
There are other nice features that often get left off these moped-style e-bikes, such as a 7-speed Shimano transmission and a USB charger built into the handlebar display. The massive LED headlight and included LED tail light make the bike plenty visible, which is important for commuter-style riding at night.
While I can nitpick about the G-FORCE ZM’s smaller brake rotors and tire choice that doesn’t quite make sense, there’s a lot more here that I like than that I don’t.
The full-suspension setup normally jacks the price up quite high, but a starting cost of just $1,899 feels reasonable for a Class 3 e-bike with dual suspension, hydraulic brakes and some nice added features.
A pair of footpegs are just about all that is missing to turn this into a pretty awesome urban cruiser, giving motorcycle vibes in an e-bike price class.
It may not have the gravitas of a SUPER73 or other big name moped-style electric bikes, but it sure offers a fun and reasonably priced ride!
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Keith Heyde stands on site in Abilene, Texas, where OpenAI’s Stargate infrastructure buildout is underway. Heyde, a former head of AI compute at Meta, is now leading OpenAI’s physical expansion push.
OpenAI
It wasn’t how Keith Heyde envisioned celebrating the holidays. Rather than hanging out with his wife back home in Oregon, Heyde spent late December visiting potential data center sites across the U.S.
Two months earlier, Heyde left Meta to join OpenAI as the head of infrastructure. His job was to turn CEO Sam Altman’s ambitious compute dreams into reality, seeking out vast swaths of land suitable for expansive facilities that will eventually be packed with powerful graphics processing units for building large language models.
“My in-between Christmas and New Year’s last year was actually mostly spent looking at sites,” Heyde, 36, told CNBC in an interview. “So my family loved that, trust me.”
His life in 2025 has only gotten more intense.
Since January, OpenAI has been quietly soliciting and reviewing proposals from around 800 applicants hoping to host the next wave of its Stargate data centers, AI supercomputing hubs designed to train increasingly powerful models.
Roughly 20 sites are now in advanced stages of diligence, with massive tracts of land under review across the Southwest, Midwest and Southeast. Heyde said tax incentives are “a relatively small part of the decision matrix.”
The most important factors are access to power, ability to scale, and buy-in from local communities.
“Can we build quickly, is the power ramp there fast, and is this something where it makes sense from a community perspective?” he said.
Heyde leads site development within OpenAI’s industrial compute team, a division that’s swiftly become one of the most important groups inside the company. Infrastructure, once a supporting function, has now been elevated to a strategic pillar on par with product and model development.
With traditional data centers nearly at max capacity, OpenAI is betting that owning the next generation of physical infrastructure is central to controlling the future of AI.
The energy needs are hard to fathom. A gigawatt data center requires the amount of power needed for some entire cities. Late last month, OpenAI announced plans for a 17-gigawatt buildout in partnership with Oracle, Nvidia, and SoftBank.
New sites will have to include all sorts of energy options, including battery-backed solar installations, legacy gas turbine refurbishments and even small modular nuclear reactors, Heyde said. Each site looks different, but together they form the industrial backbone OpenAI needs to scale.
“We’ve done this wonderful piece of bottleneck analysis to see what types of energy sources actually allow us to unlock the journey that we want to be on,” Heyde said.
A good chunk of the capital is coming from Nvidia. The chipmaker agreed to invest up to $100 billion to fuel OpenAI’s expansion, which will involve purchasing millions of Nvidia’s GPUs.
‘Perfect wasn’t the goal’
Heyde, a former head of AI compute at Meta, helped oversee the buildout of Meta’s first 100,000 GPU cluster.
In addition to power, OpenAI is assessing how quickly it can build on a site, the availability of labor and proximity to supportive local governments, according to Stargate’s request for proposal.
Heyde said the team has made around 100 site visits and has a short list of sites in late-stage review. Some will be brand new builds, and others will require conversions and refurbishments of existing facilities. Flexibility will be key.
“The perfect parcels are largely taken,” Heyde said. “But we knew that perfect wasn’t the goal — the goal for us was, number one, a compelling power ramp.”
Competition is fierce.
Meta is building what may be the largest data center in the Western Hemisphere — a $10 billion project in Northeast Louisiana, fueled by billions in state incentives. CEO Mark Zuckerberg raised the top end of the company’s annual capital expenditure spending range to $72 billion in July.
The steel frame of data centers under construction during a tour of the OpenAI data center in Abilene, Texas, U.S., Sept. 23, 2025.
Shelby Tauber | Reuters
Amazon and Anthropic are teaming up on a 1,200-acre AI campus in Indiana. And across the country, states are rolling out tax breaks, power guarantees, and expedited zoning approvals to attract the next big AI cluster.
OpenAI is a relative upstart, having been around for just a decade and only known to the mainstream since launching ChatGPT less than three years ago. But it’s raised mounds of cash from the likes of Microsoft and SoftBank, in addition to Nvidia, on its way to a $500 billion valuation.
And OpenAI is showing it’s not afraid to lead the way in AI. A self-built solar campus in Abiliene, Texas, is already live.
While OpenAI still leans on partners like Oracle, OpenAI Chief Financial Officer Sarah Friar told CNBC last week in Abilene that owning first-party infrastructure provides a differentiated approach. It curbs vendor markups, safeguards key intellectual property, and follows the same strategic logic that once drove Amazon to build Amazon Web Services rather than rely on existing infrastructure.
However, Heyde indicated that there’s no real playbook when it comes to AI, particularly as companies pursue artificial general intelligence (AGI), or AI that can potentially meet or exceed human capabilities.
“It’s a very different order of magnitude when we think about the type of delivery that has to happen at those locations,” he said.
Some applicants, including former bitcoin mining operators, offered existing power infrastructure, like substations and modular buildouts, but Heyde said those don’t always fit.
“Sometimes we found that it’s almost nice to be the first interaction in a community,” he said. “It’s a very nice narrative that we’re bringing the data center and the infrastructure there on behalf of OpenAI.”
The 20 finalist sites represent phase one of a much larger buildout. OpenAI ultimately plans to scale from single-gigawatt projects to massive campuses.
“Any place or any site we’re moving forward with, we’ve really considered the viability and our own belief that we can deliver the power story and the infrastructure story associated with those sites,” Heyde said.
He understands why many people are skeptical.
“It’s hard. There’s no doubt about it,” Heyde said. “The numbers we’re talking about are very challenging, but it’s certainly possible.”
There’s a quiet revolution underway in Cadillac showrooms across America. The brand’s renewed “Standard of the World” ambitions are now matched by sleek, statement-making electric vehicles. And, thanks to a little help from Federal tax credit FOMO, more than 40% of new Cadillacs sold in Q3 were 100% electric.
GM’s overall EV sales numbers were up 110% last quarter, climbing to 66,501 units in the US alone on the back of the affordable, 300+ mile Chevy Equinox and 1,000-mile capable (sort of) Silverado EV – but it was Cadillac dealers that saw the biggest growth in EV sales.
As buyers poured into Cadillac dealerships in the last days of the $7,500 Federal EV tax credit, GM’s luxury arm was ready with stylish, new-for-2025 electric vehicles like the Optiq, Vistiq, and Escalade IQ* waiting for them alongside the Lyriq. The result wasn’t just Cadillac’s best third quarter in more than a decade – Cadillac (and GM) is having one of its best sales year, period.
Here’s what the quarter looked like, by the recently-released GM sales numbers.
That asterisk up there next to the high-rolling Escalade IQ that sold more than 3,900 examples is because, at well over $80,000 even for the most basic model it never qualified for the $7,500 Federal EV tax credit to begin with (nor did the people destined to buy it, who almost certainly make too much to qualify).
It’ll be interesting to see if the loss of that tax credit will do much to negatively impact EV sales in Q4. And that’ll get doubly interesting thanks to the creative accounting team at GM that figured out how to extend that $7,500 tax credit for existing dealer inventory (for a few more months) and that its biggest EV rivals at Hyundai are slashing prices on popular IONIQ models.
You can check out our EIC Fred Lambert’s full review of the new electric Cadillac Escalade in the video, below, and use the following links to find great Cadillac deals near you while that cleverly extended tax credit is still a thing.
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Tesla is teasing the unveiling of a mysterious new product planned for Tuesday, October 7th this week.
The teaser is ambiguous, which is sparking speculation.
On Sunday, Tesla released a short teaser on X featuring a few seconds of what appears to be a wheel or a fan spinning and ending with the date “10/7”:
Due to the ambiguous nature of Tesla’s teaser, people are speculating as to what the automaker plans to unveil on Tuesday.
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Let us speculate.
Electrek’s Take
Of course, Tesla being an automaker, people would quickly think this is a wheel. However, due to the alignment and the lack of lugs, I doubt this is a wheel.
If it has to do with a wheel, it would make more sense for this to be a wheel cover.
A wheel cover could indicate that Tesla will unveil the new, stripped-down Model Y. Timing-wise, this makes the most sense, as we have been expecting Tesla to launch the cheaper Model Y early in Q4.
It could also be a fan. What Tesla product could have a fan?
Elon Musk has been discussing Tesla’s potential development of an HVAC system for a long time, but I haven’t seen significant evidence that Tesla has been actively working on it.
The next-gen Roadster? Maybe Tesla has put some fans for downforce? The timing of that could also make sense, as Musk has been promising a demo by the end of the year. However, we heard that one a few times before.
Several media outlets are reporting that Ferrari is set to unveil its first electric car this week, so Tesla may be looking to steal some of its shine.
What do you think Tesla is teasing here? Let us know in the comment section below.
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