The Engwe M20 electric bike looks like another SUPER73 knockoff. And it is. But the bike also has two things going for it: It has an option for a second battery pack to double its range, and it also offers full suspension for less than the price of a non-suspension SUPER73.
So what’s the trade-off? Well, nothing here is amazing quality. It’s all fairly basic, decent-level stuff. But nothing is going to knock your socks off when it comes to the build quality.
Even so, there are plenty of redeeming qualities. From the long range to the high power and even the dual headlights, Engwe has made up for quality with sheer quantity. And it actually works pretty well.
Check out what I mean in my video review below. Then keep reading for all of the details on the Engwe M20 e-bike.
Engwe M20 Video Review
Engwe M20 tech specs
Motor: 750W rear geared hub motor (1,000W peak power)
Top speed: 28 mph (45 km/h)
Range: Up to 94 miles (151 km) on pedal assist with two batteries
Price: $1,299 (single battery) or $1,599 (dual battery)
What do we have here?
The Engwe M20 is a prototypical moped-style e-bike.
Instead of a step-through moped frame, it opts for a common box-style minibike frame.
There’s no adjustable seat, making this more of a motorcycle-style ride. Sure, there are functional pedals, but pedaling is not comfortable due to the seating position. It’s possible, but you probably wouldn’t want to do it for 10 miles straight. I’m only 5’7″ (170 cm), and even I have that knees-in-your-chest feeling while pedaling it.
But while the Engwe M20 has half the pedaling comfort of most e-bikes, it doubles up elsewhere. Not only do you have the option for dual batteries (though you can save $300 by choosing the single battery option), but you’ve also got dual suspension and even dual headlights.
Why do you need two headlights on a bicycle? I have absolutely no idea. My only guess is that if one dies, at least you’ve got some redundancy built into the system.
But the dual suspension is actually a bit more useful. The front suspension is better than the rear, which I found to be a little stiff for my lightweight self. Since the rear isn’t adjustable, there was no way for me to dial in the suspension to my weight. Even so, it still made a difference when hopping off curbs or hitting potholes.
The front suspension isn’t top-notch stuff either, but it arguably makes an even bigger impact by taking the shock out of your wrists. Even without rear suspension, most e-bike riders are used to raising out of the saddle and letting their legs do the suspension work when necessary. But with both front and rear suspension, that’s less of a requirement on the Engwe M20.
The dual batteries are a great option for anyone that finds themselves on longer rides. The company claims a max range of 47 miles (75 km) with a single battery, but that’s on pedal assist at lower speeds.
You’ve got a 1,000W peak-rated motor at your disposal and Class 3 top-speed capability with a claimed max speed of 28 mph (45 km/h). So you’re probably not going to be sticking to low power very often. And when you consider that the pedal assist lag from the cadence sensor is considerable, to the tune of a couple of seconds, you’ll be even more likely to grab some throttle.
Throttle-centric riders will probably get somewhere between 20-25 miles (32-40 km) per battery in real-life riding. So with the dual battery setup, a solid 40-50 miles (64-80 km) is a reality.
Speaking of reality, that 28 mph (45 km/h) top speed didn’t quite make it into existence in my testing. I rarely saw 27 mph and usually topped out closer to 26 mph. Perhaps with a tailwind, you’d get 28 mph, but I won’t ding the Engwe M20 too hard there. Plenty of Class 3 e-bikes don’t make it all the way to 28, and falling 3-5% short of the limit might even be a buffer to ensure compliance with e-bike regulations.
One note on the 1,000W peak-rated motor: That peak power doesn’t seem to come on immediately. In fact, I was surprised that the bike felt a bit sluggish off the line. After several seconds I could get moving at a good clip, but there’s no chance you’re going to be slinging dirt or laying down rubber when you twist that throttle.
With performance out of the way, the rest of the bike is equally decent. Again, nothing here is top-notch, but it all seems to work well.
The mechanical disc brakes work fine, though I was surprised to see rather small 160mm rotors.
The throttle is a full-twist throttle, which is common on motorcycles and seated scooters but is nearly nonexistent on e-bikes. The main reason half-twist throttles are more common is because less experienced riders aren’t as likely to accidentally twist the handlebar and gun it while walking the bike around. I guess the motorcycle industry assumes riders have a bit more experience. There’s nothing wrong with a full-twist throttle on an e-bike, but I’m just a fan of half twists for safety. Wrist strain can be a consideration, though if you can’t apply a couple of ounces of pressure with your hand for extended periods, you probably aren’t in the group looking for a powerful e-bike.
The Engwe M20 comes with off-road tires that feature aggressively knobby tread, which is surprising considering this seems to be better outfitted as a street moped. Even so, the bike is still fun to lean hard into turns on the street. And if you really want to get your dual sport riding on, those knobby tires will let you do trails on the weekend and commuter rides during the week.
Engwe M20: What’s the verdict?
I’ve done a lot of nitpicking about the M20, but it’s actually a really fun e-bike to ride. And at either $1,299 or $1,599, depending on the number of batteries you choose, it’s a pretty darn affordable option in the e-moped space.
There are better deals out there, but few have this much battery at their disposal.
So for a thrilling type of ride that can handle various terrain all in one bike, the Engwe M20 scores points. It doesn’t have the quality of name-brand e-bikes like those from SUPER73, but it delivers a good time for a great price. And for a select group of riders trying to shop on a budget, that’s just as important.
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Mark Kay’s iconic Pink Cadillac awards are driving into the future for 2025. The company’s first-ever electric Pink Cadillac OPTIQ made its debut during the Mary Kay annual Seminar in Charlotte this weekend, symbolizing a “recharged vision” for the future of the popular brand.
Pioneers in monetizing friendships female empowerment and entrepreneurship, the Pink Cadillac is considered one the most coveted symbols of achievement for Mary Kay sales reps, signifying not just great sales (GM Authorityreported that it took ~$102,000 in annual sales to qualify back in 2001), but also leadership, a history of mentoring others, and a sustained reputation of excellence among their peers.
The women you see behind the wheel of the Pink Cadillac are the real deal, in other words, and the big Caddy really does mean something to people in the know.
The iconic pink Cadillac was born in 1968 when Mary Kay Ash purchased a Cadillac Coupe De Ville from a Dallas dealership and promptly had it painted to match the pale pink Mary Kay lip and eye palette. General Motors later named the color Mary Kay Pink Pearl, and the shade is exclusive to Mary Kay.
“For decades, the Mary Kay pink Cadillac has symbolized accomplishment, aspiration, and the power of recognition,” said Ryan Rogers, Chief Executive Officer of Mary Kay. “With the introduction of the all-electric OPTIQ, we’re honoring that iconic legacy while driving into a transformative future—one grounded in our commitment to sustainability and dedication to inspiring and celebrating the achievements of our independent sales force for generations to come.”
Mary Kay announced its new Pink Cadillac with this video, below.
Same Legacy, New Energy
“The legacy continues with the new, all-electric (and still very pink) Cadillac Otiq [sic],” reads the official Mary Kay copy on YouTube. “The Optiq remains instantly recognizable with the pink pearl exterior, while modernizing with sleek, cutting-edge features. In addition, this vehicle showcases our commitment and dedication to sustainability by reducing our carbon footprint while continuing to inspire.”
Speaking of inspiration, I can’t hardly hear the words “Pink Cadillac” without thinking of the song. But, since “Bruce Springsteen” has become something of a trigger word for the MAGA snowflakes in the audience, I’ll post a different, but similarly great song about rose-tinted GM flagships from Dope Lemon. You can let me know what you think of it in the comments.
As ever, the Cadillac is not a “gift,” per se – but typically takes the form of a two year lease paid for by Mary Kay. No word yet on what the exact shape and form the OPTIQ deal will take.
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RBW, a British handcrafted electric car manufacturer, brought its cute little Roadster out to Santa Monica and invited us up for a drive.
RBW has built cars in the UK for a few years now, but is about to set up US manufacturing in Virginia. Along with that comes a version of its Roadster modified for the US market, and we got a sneak peek with a short drive in Santa Monica.
The RBW Roadster is a small, hand-built, retro-style EV, meant as a modern take on British classics. But it’s not an actual classic itself – it’s a newly-built vehicle, with a new body, modern safety features, and even some electronics, like CarPlay and Android Auto (but not much else – there’s no huge, cockpit-defining screen, just a 9″ one, with retro gauges in front of the driver. But it does have a backup camera!).
Our drive was short, just a quick trip up and down the most trafficky part of Pacific Coast Highway in Santa Monica, without much chance to really stretch the vehicle’s legs. So we can’t verify range or tell you how it handles on the limits, but we can tell you about the basic controls and feel of the vehicle.
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On a mostly smooth road, the car offered a comfortable ride dynamic. We didn’t get a sense of chassis noise because the top was down (which I surmised was an intentional effort by the company – I’ve used the same trick when showing off my car before).
The steering is tight and has a good weight to it, and the retro-style steering wheel felt great in my hands.
Of particular interest to me, as a long-time EV driver, is how the throttle pedal is tuned. Lots of EVs add some intentional delay or smoothing to throttle inputs, which ends up making the pedal feel mushy and indirect, reducing the control you have over the vehicle.
For reference, the cars I drive most often are the Tesla Roadster and Model 3, which both have excellent direct pedal feel.
And I’m happy to report that the RBW Roadster’s throttle pedal feels very similar to the cars I love to drive. The car feels quick, and responds exactly to what I want it to do, when I want it to do it. But it’s not excessively “punchy” like some of the more absurdly-powered EVs can be (like the Tesla Model S Plaid or the Macan Turbo S).
PCH with the top down is exactly where this car belongs. But maybe without the traffic.
It does not, however, have off-throttle regenerative braking, aka one-pedal driving. Pressing the brake pedal engages regen, but letting off the throttle lets you simply coast. I personally prefer one-pedal driving, but one consideration RBW had is that since the car does not have traction control, regenerative braking on the rear axle (where the motor is) could potentially present a safety issue on slippery roads. So, fair enough I guess, but I still do prefer one pedal.
Speaking of pedals, the brake pedal was placed quite far from the accelerator. This is a plus and a minus – a minus because it’s quite different from most vehicles these days, where the pedals are placed closer, for ease of reaching them with your right foot. A plus because higher separation might reduce the chance of “crossing the pedals” and accidentally pressing both with the same foot in an emergency situation, and because it enables left-foot braking, which is generally better for performance driving… in the hands of a trained driver, anyway.
That said, this isn’t exactly a performance car. It’s fun, it’s responsive, but it’s not powerful. The version we tested had a 0-60 time of only around 9 seconds, so it didn’t give you the “throw your head back” feeling that so many EVs on the road these days do. It’s responsive, but not fast.
RBW says the American version will have more motor power than the UK version, but it’s still trying to figure out exactly how to tune it. This should bring 0-60 times down by about a second. But we can’t help but think that it would be nice with even a little more power than that, which we think should be possible given the car’s 50kWh battery and ~2,900lb weight, specs that are similar to my similarly-sized Tesla Roadster (as you can see below – along with the GT version of the RBW, on the right).
Here’s an issue: all the specs we were given seem extremely fluid. While talking to the company, I got several different numbers for any given specification. It seems to me like the company is still figuring out exactly what changes it will make for its US models.
This is somewhat to be expected of a small, hand-built manufacturer, especially since buyers can ask for certain modifications or personalizations (seat height, for example, which is important in a small car like this). But it does make it tough to write an article about it.
Nevertheless, the car drives well, and RBW seems to have gotten a lot right about the dynamics of the vehicle. It executes well on its goal – a fun, small British-style roadster, a great weekend car for those who have the means.
As for the means, the RBW Roadster will start in the $140-150k range, so it’s not cheap. But if you’re looking for something like this, it’s just about the only game in town, and it’s a good execution of the feel of a nimble roadster for weekend cruising.
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Canadian startup Beachman has just unveiled its latest electric two-wheeler, the ’64, a vintage-styled electric motorcycle that looks like it rolled straight out of the 1960s. With throwback café racer design and a respectable top speed of 45 mph (72 km/h), it’s a slick little ride with a curious twist: it calls itself an e-bike.
It’s not just a casual reference, but it’s baked into the name. The full model name on Beachman’s website is the ’64 E-Bike.
While I’d generally be inclined to give them the benefit of the doubt, since many motorcyclists refer to electric motorcycles as “e-bikes” and the term has a broad definition in colloquial usage, the company is obviously casting more in the “electric bicycle” end of the spectrum. They even say on their website that it is “rideable as either a Class II E-Bike or a Registered Moped (in most states).”
Despite lacking pedals entirely – and clearly designed more like a lightweight electric motorcycle – the Beachman ’64 comes with a selectable “E-Bike Mode” that limits it to 20 mph (32 km/h). The implication? That riders can use this obvious motorcycle in bike lanes like a Class 2 e-bike. Legally speaking, that’s a stretch, to put it mildly. In fact, I’m not currently aware of any state where that’s explicitly legal, though it could probably pass in many states due to the current state of enforcement we usually see.
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According to Beachman, the ’64 has three ride modes:
E-Bike Mode: 20 mph (32 km/h) top speed, which the company says is “perfect for bike lanes.”
Moped Mode: 30 mph (48 km/h) top speed, which does match legal definitions for mopeds in some jurisdictions, even without pedals.
Off-Road Mode: 45 mph (72 km/h) top speed, no pretense – just a motorcycle.
In practice, I don’t think it’s a stretch of the imagination to assume that most riders will likely keep it in Off-Road Mode, where the bike delivers its full 3,000W performance and offers the most fun. And specced with decently large batteries, it could actually do some modest commuting, even at higher speeds. The ’64 comes with a removable 2.88 kWh battery (or optional 3.6 kWh upgrade), and range is estimated at 55–70 miles, depending on configuration. It charges to 80% in three hours and even features regenerative braking.
The company leans heavily on its “timeless design” messaging, and to their credit, the ’64 nails the aesthetic. It looks great. The frame, tank, and seat all channel classic motorcycle vibes while skipping the modern digital overload – no apps or touchscreens here. Just a clean, simple throttle and some retro charm.
But for all the cool factor, the classification confusion raises eyebrows. Calling a 45 mph, pedal-less motorcycle an “e-bike” in any meaningful legal sense is a misfire. Some states allow low-speed mopeds in bike lanes, but others draw the line at motorized vehicles without pedals. The ’64 might get away with it in limited cases, but most jurisdictions will (rightfully) require it to be registered and insured as a motor vehicle. And it’s unclear if explaining to the officer, “But I had it in 20 mph mode…” will help much on the side of the road.
Still, Beachman is aiming at a particular rider who wants motorcycle style and speed without all the baggage. With a starting price of $4,800, the ’64 could be an appealing step-up for e-bike riders looking to graduate into something faster without committing to a full-sized gas bike.
Just don’t expect to blend in on the bike path.
Electrek’s Take
Look: The bike looks fantastic and probably rides well, but come on, it’s a 230 lb (105 kg) motorcycle.
Let’s stop calling every throttle-only EV an e-bike just because it’s got two wheels, a battery, and a button that neuters it to 20 mph. This has gotten silly. You built a great-looking bike. But it’s a bike in the way a motorcycle rider refers to his “bike.” It’s not a bicycle, and it’s not a bike lane vehicle any more than a Sur Ron is. At least not if you respect your fellow two-wheel riders around you.
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