Himiway Big Dog electric bike review: A cargo e-bike that’s more like a moped
The Himiway Big Dog is a new “cargo” bike from Himiway, a popular electric bike brand that has expanded its product line considerably over the last year. While I’m not sure this bike qualifies as a true cargo bike by most definitions, it’s definitely a fun little utility e-bike that cruises more like a mini-moped.
Himiway Big Dog tech specs
- Motor: 750W 86Nm rear hub motor
- Top speed: 40 km/h (25 mph) after unlocking
- Range: Claimed up to 130 km (80 mi)
- Battery: 48 V 20 Ah (960 Wh)
- Weight: 36 kg (79 lb)
- Max load: 181 kg (400 lb)
- Frame: 6061 aluminum
- Suspension: Front suspension fork
- Brakes: Hydraulic disc brakes on 180 mm rotors
- Tires: 20″ x 4″ Kenda fat tires
- Extras: LCD display with speedometer, wattmeter, battery gauge, PAS level indicator, odometer, tripmeter, front and rear LED lights, half-twist throttle, includes rear rack (wooden) and front/rear fenders, center kick stand, front of bike has mount for optional rack
- Price: $1,999 (or $200 off with code BF200 for Black Friday)
Himiway Big Dog video review
My wife and I had a blast testing out a pair of Himiway Big Dogs on a recent trip to Vermont, where we soaked up the fall weather and enjoyed cruising on powerful electric two-wheelers.
Check out our experience in the video below:
Fun, powerful, and comfortable too!
We only had the bikes for a couple days, so I wasn’t able to do as in-depth testing as I normally do, but even in just a few days we still got to really enjoy these e-bikes and get a sense of what they’re made of. And while these aren’t high-end e-bikes like fancy $4,000 electric cargo bike options, there’s a lot to like.
Sure, there are pros and cons to the Himiway Big Dog just like most e-bikes. But there are enough of the former to outweigh the latter in most cases.
Let’s get those downsides out of the way first. The bike is quite heavy, weighing in at a hefty 79 pounds (36 kg). And it’s not just they’re heavy — the bike is also bulky. I only had to carry the two Himiway Big Dogs up three or four steps each day, but it was a doozy. The bikes are fairly long and the big hub motor puts that weight quite rearward. It’s doable, but it’s not at all like picking up a smaller e-bike.
Next, the pedal assist is quite surge-y. I’m not sure if that’s the best word to describe it, but it really comes on with quite a surge of power.
In fact, that’s why I consider these to be more of a moped-style e-bike. With that hand throttle at the ready and plenty of power on tap, it’s hard to fight the temptation to ride them like a moped where the pedals are largely for resting your feet.
If you do want to pedal, you certainly can. But just be prepared that the cadence sensor isn’t forgiving, so the bike really takes off with just a bit of pedal spinning.
Those were the two things that ruffled my feathers about the bike. After that, the Himiway Big Dog testing was pretty much all downhill from there, and lead to several days of smile-filled riding.
The bike is quite powerful with a 750W motor. You can no longer unlock the 30+ mph speeds that Himiway used to give you, but 25 mph or so is still possible. Since my wife and I were mostly pleasure riding, we didn’t really use the top end of the speed range too often. It’s there if you need it though, and I know several of my readers are speed demons so there you go.
The bike is also quite comfortable to mount, especially for shorter riders. My wife is 5’3 (160 cm) and she enjoyed how the seat can be set much lower than most other e-bikes that I try to force her to test out with me. It still raises up higher for taller riders, but the step-through design and low seat height option give the bike a wider range of rider heights.
I’m also a big fan of that big rear deck. The wooden platform looks slick, though it’s not quite as utilitarian as if it had more exposed bars for lashing down cargo or hooking bungee cords. Still, a flat platform is often better for boxes and other flat cargo, so some people will likely prefer it. Plus there’s the whole “ooooh, wood is prettyyyyy” effect, too.
Again, I’m not sure I’d call this a cargo bike like Himiway does, though the rack is certainly larger than we’ve seen on other utility-style bikes. And the Y-style double kickstand is also a nice addition for a “cargo” bike since it makes things more stable when you’re loaded down with cargo or kiddos on back.
The Kenda tires aren’t anything special, but they’re nicely knobbied for the gravel-style riding we were doing. If you want to hit nature trails, the tires and front suspension will both have you set. And those mag wheels mean you never have to worry about spoke issues. Plus, they look pretty cool too.
Front and rear LED lights as well as included fenders make it a great commuter option, though even having lights on a bike you may use purely for recreational is still a nice safety feature.
That massive 48V and 20Ah battery means you can ride for a really long time. We didn’t even charge the bikes throughout the two days we used them — there was just no need. If you’re pedaling too or just going easy on the throttle, you’ll get several days of use on a single charge.
I don’t think we’d ever see the 80 miles (130 km) that Himiway claims as the max range, but I also don’t think that 40 miles (64 km) would be a problem at all with reasonable speeds. With pedal assist, 50 miles (80 km) is also within reason.
I’m glad to see parts like hydraulic disc brakes included, though they’re pretty much mandatory at the MSRP of $2,099. Even at the current sale price of $1,999, if you try to sell me a utility e-bike without hydraulic brakes then that’s going to be a hard pass from me.
I’d have loved to see some type of passenger package option for the rear. Bikes like the RadRunner and Lectric XP 3.0 have those, and they are super useful features for tossing a kid or even a small adult on back.
But I guess you can just do like my wife and I and get two bikes. Not the most economical solution, but it sure does make for a fun afternoon ride with your cycling partner on the bike lane of life!
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The Escape Solar and Storage project in Lincoln County, Nevada, will send clean power to big resort customers on the Las Vegas Strip.
Reno-based Estuary Power, Escape’s developer, closed a $340 million financing package for the solar and storage project in late December 2024.
Escape includes 185 megawatts (MW) of JinkoSolar PV capacity and 400 megawatt-hours (MWh) of Tesla battery storage capacity.
Escape will supply 115 MW of solar and 400 MWh of battery energy storage to MGM Resorts International, 25 MW to Caesars Entertainment, 20 MW to Wynn Las Vegas, and 25 MW to Overton Power District under long-term agreements.
MGM Resorts International has set a goal to source 100% of its energy from renewables by 2030. Las Vegas resorts are required to comply with Nevada’s Renewable Portfolio Standard (RPS), which aims to increase the percentage of renewable energy to 50% by 2030. However, many resorts have already exceeded the 40% renewable energy requirement set by the state. The Venetian and Sands Expo and Convention Center partnered with NV Energy to procure renewable energy certificates to cover 100% of its electricity use.
Jill Daniel, CEO of majority woman-owned Estuary Power, said, “We look forward to supplying renewable energy to the iconic Las Vegas Strip and to our valued partner Overton Power District. We are thankful for the support of our financing partners in making the Escape project a reality.”
The project is the first utility-scale solar project to be developed in Lincoln County, just north of Las Vegas, where it will generate nearly $80 million in tax revenue for the county over its life span. It’s currently under construction and will begin operating in 2025.
Las Vegas is second in the US for solar capacity per capita.
Read more: This Florida solar farm is supplying clean energy to 12 cities
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Aptera has signed a memorandum of understanding with LG Energy Solutions to supply batteries for its solar EV, which it says will start deliveries later this year.
Aptera is at CES this week, showing off it’s production-intent solar EV. We stopped by the booth for a few pictures, but beyond that, there wasn’t a lot new to announce.
But that changed today, as Aptera has now officially announced that it’s partnering with LG Energy Solutions as the exclusive supplier for battery cells for the Aptera solar EV, and CTNS for battery pack assembly.
Aptera said this partnership accomplishes three goals:
- Enhance Aptera’s production capacity through a reliable and scalable battery supply chain.
- Solidify LG Energy Solution’s market presence as a trusted supplier.
- Strengthen CTNS’s reputation as a key manufacturing partner in the U.S. market.
The agreement runs from 2025 to 2031, with LG supplying 2170-format cylindrical cells for battery modules and packs that will be assembled by CTNS and designed by Aptera.
The agreement covers 4.4GWh of battery capacity supply. Given that the Aptera has a 44kWh, 400-mile battery pack (at least at launch, other options might be available at some point), that’s enough for a total of 100,000 vehicles – quite a lofty goal for a rather small company that is relying on crowdfunding and has not yet shipped a car.
“This partnership represents a significant milestone in bringing our solar electric vehicles to market with the reliability and performance our customers expect. LG Energy Solution and CTNS bring unparalleled expertise, and we’re excited to work together to power the future of sustainable transportation.”
-Chris Anthony, Co-CEO of Aptera Motors
LG is one of the largest EV battery cell manufacturers in the world, and the largest outside China. The largest is CATL, but that company has found itself on a US blacklist.
As part of Aptera’s CES announcements, it reaffirmed that it plans to deliver its first vehicles by the end of this year, showed off the production configuration of its solar panels covering the hood, dash, roof and hatch of the vehicle, and said that it drove the car for 20 miles on a Las Vegas winter day and ended up with more charge than it had when it started. You can read more about Aptera’s CES show presence on our previous coverage here.
Aptera says it has 50,000 reservations for its vehicle, at $100 a pop (or $70, if you use our Aptera referral link). You can reserve an Aptera over at Aptera’s website.
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The electric Mazda 6 predecessor is headed for Europe this summer. Mazda’s EV starts at around $20,000 in China, but prices are expected to be significantly higher in Europe. Here’s what we know about the Chinese-made EV so far.
When will Mazda launch its $20,000 EV overseas?
Mazda unveiled the EZ-6 at the Beijing Auto Show alongside the Arata SUV last April. The EZ-6 is the all-electric predecessor to the Mazda 6 sedan.
Mazda’s Chinese joint venture, Changan Mazda, has been selling the EZ-6 in China since October. The electric sedan, which starts at just 139,800 yuan, or around $19,200, is already off to a hot sales start.
With nearly 2,500 models sold in November, its first sales month, Changan Mazda said the EZ-6 was among the top three mid-size new energy vehicle (NEV) sedans of joint ventures sold in China. According to Nikkei, Mazda will export the $20,000 EV to Europe starting this summer.
Based on Changan Auto’s hybrid platform, the EX-6 is available in EV and extended-range configurations in China. The all-electric version has a CLTC range of up to 600 km (372 miles).
The electric Mazda EZ-6 is 4,921 mm long, 1,890 mm wide, and 1,485 mm tall with a wheelbase of 2,895 mm, or about the size of a Tesla Model 3 (4,720 mm long, 1,922 mm wide, and 1,441 mm tall with a 2,875 mm wheelbase).
Inside, the EZ-6 has a modern cabin setup with 14.6″ infotainment and 10.1″ driver display screens. It also includes premium features like a 50″ AR head-up display and zero-gravity reclining seats.
The imported model will feature improved stability and control for high-speed driving on European roads. Mazda will showcase the updated EZ-6 at the Brussels Motor Show, which kicks off on Friday.
Like many automakers, Mazda is looking to meet the EU’s Zero Emission Vehicle (ZEV) mandates and avoid heavy fines. However, after the EU increased tariffs on Chinese EV imports to as much as 45.3%, Mazda will still have to pay the price.
China’s SAIC was hit the hardest with an extra 35.3% duty, while Geely (18.8%) and BYD (17%) were at the lower end. Other cooperating companies are subject to a 20.7% tariff, while non-cooperating automakers will have a duty of 35.3%.
Earlier this week, we learned Mazda will build a new module battery plant in Japan to supply its first dedicated EV. Although no details were revealed about the dedicated EV, Mazda said it will be powered by a new electric vehicle platform. The company aims to launch the new platform in 2027. Stay tuned for more.
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