Dirt jumping electric bike review: The ONYX LZR Pro mid-drive e-bike
Electric dirt jumpers are a niche within a niche of the larger electric bike market. But while the ONYX LZR Pro e-bike doesn’t have much competition on either side of it as one of the models in its class, the bike still manages to stand out for its impressive build quality and ability to take it to the streets and the trails.
Now I’m not much of a jumper myself. I’ve seen the marketing images and videos from ONYX that show their team of pro riders flying across the sky on this e-bike and thought, “Well, there’s something I’ll never be able to do.”
And I was right. This isn’t going to be a review where I learn to defy gravity with the best of them. I’m not setting you up for a path-to-discovery type of story here, where the real dirt jumper was inside of me the whole time.
But what I did discover was just how much fun I can have on the trails and smaller jumps with a high-quality e-bike like the ONYX LZR Pro. I didn’t jump it off any loading docks or six-foot ramps, but I still had it nearly sideways on berms and slinging dirt in every direction. And if you’re a better rider than me, you could get some serious air time all day and night on this kind of bike without worrying that it won’t stand up to the abuse.
You can take a look at my own in-depth testing with my video review below. And if you want to dive even deeper, then keep on reading for the rest of my written review afterward.
ONYX LZR Pro video review
ONYX LZR Pro tech specs
- Motor: 900W Bafang M600 mid-drive motor
- Top speed: 28 mph (45 km/h)
- Range: 30-70 miles (51-112 km)
- Battery: 36V 14Ah (504Wh)
- Weight: 47 lb (21.3 kg)
- Frame: Aluminum alloy 6061
- Suspension: Front suspension fork with 100mm travel
- Brakes: Tektro hydraulic disc brakes
- Extras: Wood inlay LED dot meter for battery gauge and PAS level indicator, thru-axles, torque sensor, three color options (one for LZR Pro and two for LZR)
- Price: $1,999
Two bikes, two rides
First of all, you should know there are two different e-bikes in the LZR series. I tested the LZR Pro, which is the more powerful 900W version with the M600 Bafang mid-drive.
There’s also a slightly tamer 500W mid-drive version with a bit less torque (95 Nm vs. 120 Nm). They’re both quite similar otherwise, but you all know me — I’m going to opt for more power whenever possible.
Neither has a throttle, though, making these class 3 e-bikes in the purest form. That means that even though there’s good power here, you won’t be able to access it without some good old fashioned pedaling.
Build quality
The first thing you’ll notice about the LZR is the build quality. ONYX didn’t skimp on parts, and it starts right from the frame. They use something called Smooth Weld Additive Technology (SWAT), which somehow results in buttery smooth welds at the frame tube joints. I’ve seen beautiful frames before, and this one puts those other to shame.
Even down by the dropouts in the rear, where many nicely made frames tend to still have less-than-desirable weld finishing, the LZR Pro’s frame is immaculate. Whoever welded this thing took pride in their work and it shows.
The quality components continue around the bike. The bike uses BMX dirt jump hubs with true thru-axles instead of quick release skewers. The front is still a quick release to make it easy to pull out the wheel when necessary, but the thick thru-axles are designed to take the forces of repeated jumps and hard braking.
All the routing of cables and hoses is internal, including for the Tektro HD-M285 hydraulic disc brakes.
That front suspension fork offers 100mm of adjustable suspension with lockout for when you head back to the tarmac.
And there’s even a beautiful wooden inlay for the battery meter and pedal assist power level display. It reminds me of the wood on ONYX’s electric mopeds, and it helps create continuity in the company’s model lines, despite the very different designs and use cases.
Now as much as I love the way ONYX uses real wood in their products, the display on the ONYX LZR Pro is a bit simplistic because of that. You don’t get any speed readout with those five basics LEDs. Instead, you just get an approximate battery percentage with 20% increments and a 1-5 pedal assist level indicator. Does it work? Absolutely. Do I sometimes wish for more data? Also absolutely. I’m used to very detailed e-bike displays, and so moving to this simplistic display came with some adjustment period for me.
But I also get it. This is a dirt jumper. It’s a bike that will inevitably fly through the air and come crashing back down to earth. The fewer bits and pieces bolted onto it, the better. There’s less to break that way.
And that probably explains the lack of other parts like a derailleur, kickstand, LED lighting, or other added components that could become violently separated from the bike in a crash. You can add all of those (well, maybe except for the derailleur) if you wanted, but riders who use this bike for more extreme performance will likely accept that those parts are largely unnecessary. You’re not worried about being lit up for cars when you’re dropping in on a massive dirt ramp.
Since some riders will likely still use this bike for more commuter-oriented roles though, adding your own LED lights is probably a good idea.
How does it ride?
I tested the ONYX LZR Pro electric bike in a wide range of use cases. I took it commuting in bike lanes. I explored nature trails through the woods. I wound my way through singletrack switchbacks. And I even did a small amount of dirt jumping, at least as far as my primitive jumping skills would let me.
As a commuter bike, the fast and responsive pedal assist made it a great bike for taking the lane with cars or for slipping back into the bike lane when traffic got too heavy.
The bars are a bit wide for navigating some of the tighter areas in a city, especially if you frequently lane split like me and wiggle through cars in grid-locked traffic. But for anyone who mostly sticks to bike lanes, they’d be just fine.
The real fun starts when you head off-road. The powerful motor makes quick work of the trails. Most bikes can hold their own on relaxed nature trails, and the LZR Pro is no different. But it really shines when you get it on the more technical stuff.
The winding singletrack that I was riding was perfect for showing off how nimble the bike could be, and the up-and-down rollercoaster nature of the trails really accentuated the benefit of a powerful mid-drive for quickly climbing up inclines to get to the next downhill section. The responsive pedal assist gave me a nice boost, even when I only had time for a couple quick pedal rotations between switchbacks.
Since there is no hand throttle, I still felt like I was in the driver’s seat the entire time by providing my own pedaling. And I was still huffing and puffing a bit at the end of each trail, even though I had a powerful motor beneath me. I kept the pedal assist around level 2 out of 5 since the bendy trail made it hard to get going too fast. But on the straighter sections, I would bump the pedal assist up and really feel the wind in my face. And when back on the road, hitting pedal assist level 5 was a quick and easy way to get up to 28 mph (45 km/h) in a flash.
I’m sorry to say that I didn’t personally hit the big six-foot jumps that I’ve seen other people do with the ONYX LZR Pro. I wish I had those skills, but sadly I’ve always been more of an urban rider than an Evel Knievel. But a bike like this with such high-quality construction certainly gave me the confidence to get out of my comfort zone and get more air between my tires and the ground than I would normally feel comfortable with.
In case you’re wondering what it looks like when pro riders take to this thing, have a look at this.
What is this bike for?
So here’s the rub. Most people are probably more like me, in that you can have some fun off-roading but you’re more likely to be found on the streets and sidewalks than on a takeoff ramp.
In that case, the ONYX LZR Pro still works great as an urban bike. And we’ve seen plenty of stunt riding from ONYX’s pro rider team when they turn cities into bike parks and playgrounds. So we know it works just as well on the asphalt.
But for us average joes, there are still a few drawbacks. The lack of fenders or racks limit the bike’s utility for true commuter use. The nonremovable battery means you’ve got to bring the bike inside your apartment (or garage, if you’re lucky to have one of those) for charging. And the single-speed setup means you’re stuck with a single gear ratio (44T chainring and 14T rear sprocket). And all of that makes sense for a bike that is primarily designed to launch.
Even despite those drawbacks in the eyes of a more urban rider, the bike is so much fun as a dual-purpose runabout that I can look past those shortcomings. They exist not because the bike skimped in certain areas but because it’s specifically designed to be able to do more. And with the kind of build quality to make it rugged enough for that tougher riding that it’s designed for, it should last for years and years with normal city riding.
At its current sale price of just $1,999 (or $1,799 for the 500W version), the ONYX LZR Pro feels like a solid deal to me. That price is more than fair when you consider the quality parts and attention to detail in the construction of the bike.
This type of riding and this type of e-bike isn’t for everyone, that’s for sure. But for those looking for a bike that can handle this type of use, the ONYX LZR Pro is absolutely built to take it.
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Mack Trucks and Terex Utilities have announced plans to reveal the next generation of their zero-emissions utility bucket trucks at Work Truck Week in Indiana later this month – and it looks fantastic!
Co-developed by Terex Utilities and Mack Trucks on a Mack MD7 Electric Class 7 chassis, the new Terex bucket truck is a zero-emission utility capable of traveling longer distances and hauling more cargo wherever it’s needed to upgrade, or even restore power where it’s needed.
To make it work, Terex installed an Optima HR55 aerial device that draws power from a HyPower SmartPTO (Power Take Off) from Viatec. The SmartPTO replaces a conventional, mechanical PTO that’s powered by an internal combustion generator. In so doing, it avoids a loud idling engine while reducing utility workers’ exposure to toxic exhaust fumes and the heavy particulate emissions matter with idling diesels (even with Tier V standards).
“Our collaboration with Mack Trucks represents continued progress in zero-emissions utility vehicles,” explains Tyler Schwingler, Terex Utilities product marketing manager. “By combining our industry-leading Optima HR55 aerial device with Mack’s innovative MD7 Electric chassis, we’re providing utility companies with a solution that doesn’t compromise on performance or capability while supporting their sustainability goals.”
In addition helping meet the company’s ESG goals, the Mack MD Electric is also equipped with the advanced 3rd Eye digital platform, which integrates AI-driven camera systems to enhance safety and productivity. With up to six HD cameras that display a real-time, 460-degree view on a 7-inch in-cab monitor. The bird’s-eye view all but eliminates blind spots when reversing and moving through high-traffic job sites.
“This electric bucket truck represents the next natural step in our commitment to sustainable transportation solutions,” says George Fotopoulos, vice president of E-mobility at Mack Trucks. “Our lightweight electric chassis provides the capability to handle more demanding applications, and when combined with Terex’ expertise in utility equipment, we’re delivering a solution that pushes the boundaries of what’s possible in zero tailpipe emissions utility vehicles.”
Terex will be bringing its new Mack MD Electric-based utility bucket truck to this year’s Work Truck Week at the Indianapolis Convention Center March 8-11.
Electrek’s Take
If all this news sounds familiar, that just means you’ve been paying attention. We covered the HyPower SmartPTO a few months ago in a story about Enwin Utilities. Those trucks were based on a Class 7 (33,000 lb. GVWR) International eMV Series BEV.
The International is a fine truck, of course – but the Mack MD Electric raises the bar a bit with more range than the eMV and more rear axle capacity than anything else in its class. The MD also has enough commonality with its HD cabs and chassis that parts availability seems to be top of the class. Pair that with parent company Volvo’s global reputation for quality and progressive ideologies and, well … let’s just say we all have our favorites.
SOURCE | PHOTOS: Mack Trucks, via TruckNews, Work Truck Online.
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Tadano first showed its massive, 100-ton electric rough-terrain crane at last year’s ConExpo, promising the same lifting capacity as its 100-ton diesel counterpart. Now, we know a little more about this big lifter.
Officially dubbed the Tadano eGR-1000XLL-1 EVOLT, the big mobile crane ships with six lithium ion battery packs offering up to 226 kWh of power. Tadano says that’s good enough for up to seven hours of continuous operation in a single spot, or or up five hours of continuous operation and five-and-a-half miles of driving before it runs out of juice.
Re-juicing (?) the big crane is achieved with a standard CCS/J1772 DC fast charger with speeds up to 150 kW. That’s enough, Tadano says, to fully charge the eGR-1000XLL-1’s batteries in under two hours, or overnight on an 80A 220/240V AC charger … but all that is besides the point.
Grid-connected power for 24/7 use
The EVOLT’s real superpower isn’t its big battery or 100-ton lifting capacity. Instead, it’s the crane’s ability to operate 24/7 when it’s on grid power. If the job site loses power or power has to be shut down as part of regular operations, the crane can keep things moving under battery power for up to seven hours. It can even be connected to mobile charging stations if seven hours isn’t enough, or driven a few miles back to grid power to be charged up.
And, with 4x4x4 drive, those few miles don’t have to be paved … or even cleared, probably, making the big Tadano perfect for disaster recovery efforts.
“We are very confident in the investment we’ve made in this crane,” said Dean Barley, president and CEO at Tadano America of the 100-ton-capacity machine. “This crane has been tested and retested. We wanted to make sure that the first fully electric rough terrain (RT) crane in North America meets all the requirements of the market.”
Being fully electric, the EVOLT is quiet enough to work at night in urban and sensitive environments – and, because it produces no exhaust emissions, can also be tasked with indoor work in hangars and stadiums where diesel emissions would quickly pose a substantial health risk.
Speaking of health risks, swinging up to 100 tons of material around can be dangerous work. That’s where Tadano’s Lift Visualizer and AML Crane Control safety systems come into play:
LIFT VISUALIZER
The eGR-1000XLL-1 also offers Lift Visualizer to enhance safety and efficiency. This feature utilizes a suspended load monitoring camera, allowing operators to monitor suspended loads directly from above. Particularly useful in blind spots such as rooftop work, the Lift Visualizer pulls critical lift information from the AML control system and displays it on the video screen, including radius, capacities and load, among others, to improve efficiency and safety for the operator.AML CRANE CONTROL
The AML Control System delivers dependable crane control and monitoring solutions, ensuring safe and efficient performance during crane operations. This system incorporates the latest advancements from Tadano rough terrain cranes, featuring an enhanced operator interface, a broad range of functionalities and the renowned reliability and ease of use characteristic of Tadano products. The system facilitates time and cost savings through straightforward on-board diagnostics, improved settings and easily adjustable lifting limits.
In addition to offering the ability for construction crews to bid on work they simply couldn’t get without an electric option, the company says its new EVOLT models will reduce operating costs on an annual basis by about 35% compared to the diesel-powered version of the same crane. That estimate includes costs of fuel and electricity, as well as maintenance and downtime costs at an estimated 1,200 engine hours per year.
You can check out the full specs on the eGR-1000XLL-1 EVOLT, below, then let us know what you think of Tadano’s latest HDEV in the comments.
Tadano eGR-1000XLL-1 full specs
| Capacity Class | 90.7 tonnes | 100 tons |
| Main Boom Length | max 51 meters | 167 ft. |
| Boom Extension | max 17.7 meters | 58 ft. |
| Max. Tip Height | 68.3 meters | 224 ft. |
| Outrigger Bases | 7.33 x 7.33 meters | 24 x24 ft. |
| Hoist Line Pull | 9,090 kg | 20,040 lbs. |
| Max. Radius | 57.91 meters | 190 ft. |
| Dimensions | 15.18 m L | 50 ft. |
| 3.31 m W | 10′ 10″ | |
| 3.74 m H | 12′ 4″ | |
| Axles2 | 2 | |
| Drive | 4x4x4 | |
SOURCE | IMAGES: Tadano.
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Massachusetts is launching a first-of-its-kind statewide vehicle-to-everything (V2X) pilot program. This two-year initiative, backed by the Massachusetts Clean Energy Center (MassCEC), aims to deploy 100 bidirectional chargers to homes, school buses, municipal, and commercial fleet participants across the state.
These bidirectional chargers will enable EVs to serve as mobile energy storage units, collectively providing an estimated 1.5 MW of new storage capacity. That means EVs won’t just be getting power – they’ll be giving it back to the grid, helping to balance demand and support renewable energy use. The program is also focused on ensuring that low-income and disadvantaged communities have access to this cutting-edge tech.
The Massachusetts pilot is one of the largest state-led V2X initiatives in the US and is designed to tackle key challenges in deploying bidirectional charging technology. By strategically placing these chargers in a variety of settings, the program aims to identify and resolve barriers to wider adoption of V2X technology.
Massachusetts EV owners and fleet operators enrolled in the program will get bidirectional chargers capable of both vehicle-to-grid (V2G) and backup power operations at no cost. Here’s what they stand to gain:
- No-cost charging infrastructure: Bidirectional charging stations and installation are fully covered for participants.
- Grid resilience: With an estimated 1.5 MW of new flexible and distributed storage assets, the program strengthens Massachusetts’ energy infrastructure.
- Clean energy integration: V2G technology allows EVs to charge when renewable energy is available and discharge stored energy when it’s not, supporting the state’s clean energy goals.
- Backup power: EV batteries can be used as backup power sources during outages.
- Revenue opportunities: Some participants can earn money by sending stored energy back to the grid.
Clean energy solutions firm Resource Innovations and vehicle-grid integration tech company The Mobility House are leading the program’s implementation. “With the charging infrastructure provided through this program, we’re eliminating financial barriers and enabling school districts, homeowners, and fleets to access reliable backup power,” said Kelly Helfrich of Resource Innovations. “We aim to create a scalable blueprint for V2X programs nationwide.”
“Bidirectional charging benefits vehicle owners by providing backup power and revenue opportunities while strengthening the grid for the entire community,” added Russell Vare of The Mobility House North America.
The program is open for enrollment now through June 2025. For more details, visit the MassCEC V2X Program webpage. A list of eligible bidirectional vehicles can be found on that page.
Read more: Cambridge’s new solar VPPA is the largest ever by any US city
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