When it comes to powerful mid-drive electric bicycles, there’s basically one motor that rules them all. It’s the Bafang M620, and that’s precisely the motor that gives the Himiway Cobra Pro such impressive performance. But as usual, there’s so much more to an e-bike than just the drivetrain. So let’s dig in to see what makes the Himiway Cobra Pro such a capable machine.
As a full-suspension fat tire electric bike, the Himiway Cobra Pro is designed to handle some of the roughest and toughest terrain out there.
Many fat tire e-bikes rely on their massive wheels and large air volume to soak up the rocks, ruts, and other obstacles in their way. But Himiway adds in full suspension to make the ride as smooth as possible, even on rough surfaces.
When combined with everything else that the company included in this over-the-top electric bike, it’s easy to see why the Cobra Pro is intended to pick up right where the beaten path ends.
Check out my test riding in the video review below, or keep reading for the full details. Or both!
Himiway Cobra Pro Video Review
Himiway Cobra Pro tech specs
Motor: 1,000 W continuous-rated Bafang M620 mid-drive motor
Brakes: Tektro hydraulic disc brakes, 180 mm rotors
Extras: Color LCD display with speedometer, wattmeter, battery gauge, PAS level indicator, odometer, tripmeter, left side thumb throttle, front LED light, 10-speed Shimano Deore drivetrain, torque sensor, kickstand
The Bafang M620 motor isn’t just a powerhouse, it’s a fairly refined powerhouse. The integrated torque sensor means that those who want to pedal this e-bike can actually have an enjoyable experience doing it. The bike won’t just rocket up to whatever pedal assist speed setting you’ve chosen, but instead will respond intuitively to your pedaling force.
But let’s be real, most people are going to hop on this thing and gun the throttle, which the M620 is happy to oblige. Keep in mind that if that’s how you plan to ride, then you should be careful about not always being in top gear, which puts a lot of extra load on that chain and tiny sprocket. Ride responsibly and your drivetrain will thank you.
But whether you add some of your own leg power with pedal assist or just enjoy throttling around, the Himiway Cobra Pro’s excessively powerful motor will be happy to propel you up and over pretty much any hill you can find.
In fact, the bike is so powerful that it would be questionably legal in many places for on-road use. It doesn’t only surpass the 750W limit, but also the 28 mph (45 km/h) top speed requirement for Class 3 e-bikes. You can use the color display to set legal-friendly power and speed limits, but there’s legitimate debate about whether or not that really makes a bike like this road legal.
Considering that the Himiway Cobra Pro is optimized for trail use — or even overlanding where trails don’t even exist — the issue of road legality might be moot for mostly off-road riders.
And it’s when you take the bike off the manicured asphalt trails that you really begin to appreciate the design.
Between the soft suspension and the extra fat 4.80-inch wide tires, you’ll be able to hit anything you want without much concern. Rocks, tree roots, washed-out trails, and anything in between will feel like barely a bump with this setup.
Battery for a good time, but not necessarily a long time
The 48V 20Ah battery is admittedly on the larger size for e-bikes these days, but that doesn’t mean it’s going to last you forever.
I don’t doubt that you could actually achieve the 60 miles (96 km) that Himiway claims if you keep it in level 1 pedal assist and crawl along at 6 mph (10 km/h).
But since most people will ride faster and at higher power levels, that battery will drain much quicker. It wouldn’t be crazy to see your range reduce to just 25 miles (40 km) with hard throttle-only riding, though you could easily double it with easier pedal assist riding.
Just don’t be fooled by the Himiway Cobra Pro’s massive range rating. It’s possible, but not probable.
Hefty, but manageable
This is not a lightweight bike by any stretch of the imagination. At 88 lb. (40 kg), it’s downright portly. All of those heavy components like the big motor and battery, the big tires, and the dual suspension really add up. Don’t let the faux carbon fiber paint job fool you, this isn’t a lightweight machine.
But despite the heavy weight, I was surprised how manageable the bike felt. It’s rare that I’m on an e-bike that weighs over half of my own weight, but it didn’t feel nearly as big or bulky while riding.
I can only imagine that loading it onto a vehicle’s bike rack will betray its real weight, but while in motion the bike feels much more reasonable. The massive motor is about as low as it can be, and the battery is also quite southernly mounted. Together, they keep the center of gravity low and make the bike handle well for what is obviously such a massive ride.
That doesn’t mean the Himiway Cobra Pro is nimble. It’s far from it. Those 4.8-inch tires are some of the widest I’ve ever ridden, and they certainly feel like it. Dropping the air pressure for better traction only compounds the sluggish steering. But it’s rare that you’ll be doing switchbacks and super tight turns while beating your own path through the wilderness. So for recreational riding, the bike is easy enough to handle. Just don’t try any overly technical single track trails and you should be fine.
A nice set of components
Himiway put some good components on this bike, though they basically had to in order to justify the lofty $3,999 price.
We’re looking at good adjustable suspension with an inverted front fork up front and four-bar linkage rear suspension. We’ve got grippy hydraulic disc brakes, though I would have liked to see four-piston brakes up front instead of dual-piston on such a heavy bike. We’ve got a 10-speed transmission including torque sensor. And of course there’s that massive Bafang M620 mid-drive motor and big 960Wh battery.
Fenders would have been nice, but they’re tough to do properly on a full-suspension fat tire e-bike.
Sure, it’s expensive. But you get a lot of bike as well as a two-year warranty (which is one more year than most direct-to-consumer electric bike manufacturers will offer you).
This isn’t some overpowered RadRover off-road e-bike. This thing would eat a RadRover for breakfast when it comes to performance. Speed, power, range, suspension, and just about everything else is over the top. That motor could take a finger off, and I bet it’d do it too, so that’s a not-so-gentle reminder to turn the bike off when you’re fiddling with your chain one day.
Most people won’t ever need an e-bike like the Himiway Cobra Pro. It’s just more than what should be necessary for everyday riding. But if you’re the type of person that likes to get out in open fields, explore rocky landscapes, or sling sand across the beach, then a powerful fat tire e-bike like this will do it. And having all of that suspension under you will make it comfortable in the process.
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A train transports oil tankers in Ajmer on July 7, 2025. Indian exporters are scrambling for options as they seek to mitigate the fallout of U.S. President Donald Trump’s threatened tariff salvo against the world’s most populous nation.
Himanshu Sharma | Afp | Getty Images
U.S. President Donald Trump‘s trade advisor Peter Navarro on Monday called on India to stop buying Russian crude oil, accusing the Asian giant of undermining international efforts to isolate Vladimir Putin‘s war economy.
Writing in in the Financial Times, Navarro described India’s dependence on Russian oil as “opportunistic,” adding that if India “wants to be treated as a strategic partner of the US, it needs to start acting like one.”
“In effect, India acts as a global clearinghouse for Russian oil, converting embargoed crude into high-value exports while giving Moscow the dollars it needs,” Navarro said in the op-ed.
His comments come shortly after trade negotiations between the U.S. and India, which had been scheduled to take place in New Delhi later this month, were reportedly called off.
India’s Ministry of Commerce and Industry, and the Office of the U.S Trade Representative did not immediately respond to CNBC’s request for comments.
Earlier this month, the Trump administration said it planned to impose an additional 25% tariff on India over Russian oil purchases, bringing the total levies against the country to 50%. The cumulative rate of duties on India is among the highest on any of Washington’s trade partners.
India described the move as “extremely unfortunate” at the time, saying the tariffs were “unfair, unjustified and unreasonable.”
The White House has since warned that secondary levies on India could increase further, depending on the outcome of Trump’s peace talks with Putin.
For its part, India has said it has been unfairly targeted for its continuing trade with Russia since Moscow’s full-scale invasion of Ukraine in early 2022, amid criticism from both the U.S. and European Union.
In a statement published Aug. 4, India’s Ministry of External Affairs said the country began importing from Russian because traditional supplies were diverted from Europe after the outbreak of the conflict.
“India’s imports are meant to ensure predictable and affordable energy costs to the Indian consumer. They are a necessity compelled by global market situation,” India’s Ministry of External Affairs said.
“However, it is revealing that the very nations criticizing India are themselves indulging in trade with Russia. Unlike our case, such trade is not even a vital national compulsion,” it added.
Trump’s criticism of India’s oil trade with Russia represents a clear shift from the Biden administration, which, along with other G7 nations, Australia and the European Union, established a $60 a barrel price cap in late 2022. The EU has since signaled it has reached an agreement to lower the price threshold.
This mechanism sought to limit Russia’s revenue from oil sales, while maintaining some stability in global energy markets.
Shilan Shah, deputy chief emerging markets economist at Capital Economics, said India could, in principle, find suppliers other than Russia to meet its energy needs “relatively easily,” with limited economic impact.
“But we doubt that India would make a wholehearted effort to wean itself off Russian oil. Domestically, it would not play well to be seen caving to Trump’s demands,” Shah said in a note published Aug. 4.
“In addition, Indian policymakers would be reluctant to upend generally cordial (and long-standing) relations with Russia,” he added.
BRP, the Canadian powersports giant behind names like Ski-Doo, Sea-Doo, and Can-Am, has just pulled the cover off the latest addition to its rapidly growing electric lineup: the 2026 Can-Am Outlander Electric ATV. Its impressive specs put it at the top of the performance charts in nearly every metric compared to the company’s gasoline-powered ATVs.
This isn’t just a one-off electric side project either. It’s part of a major offensive into electric powersports, and it shows that BRP is serious about expanding its lineup of quiet, powerful, and clean alternatives across the board, from snowmobiles to motorcycles, and now all-terrain utility vehicles.
The new Outlander Electric is built using BRP’s own in-house Rotax E-Power drivetrain, the same modular platform found in its electric motorcycles and snowmobiles. That means the company isn’t just buying off-the-shelf parts and bolting them to a legacy frame. Instead, this is ground-up electrification.
Power comes from an electric motor rated at 47 hp (35 kW) and 53 lb-ft (72 Nm) of torque, which BRP says is tuned for utility and responsiveness.
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With selectable ride modes (Normal, Sport, and Work), riders can tailor the feel for anything from recreational trail riding to serious on-the-job use. Towing capacity is listed as a healthy 1,830 lbs (830 kg), which puts it firmly in the “workhorse” category, and bests the towing capacity of the top-of-the-line gasoline-powered ATV offerings from companies like Polaris and Honda, as well as Can-Am’s own highest-spec gasoline-powered ATVs.
Range clocks in at up to 50 miles (80 km) from the 8.9 kWh battery. And BRP says that the battery charges from 20 to 80% in about 50 minutes with a Level 2 charger.
But the big deal here isn’t just the torque or the tech. It’s the quietness.
The Outlander Electric is designed to be whisper-quiet, making it ideal for farmers, hunters, park rangers, or anyone else who needs serious off-road capability without the roar of a gas engine. XPS Recon Force tires, a low-noise liquid-cooling system, and an optimized suspension all contribute to a near-silent ride.
This means you can sneak through the woods, work around livestock, or ride trails at dawn without disturbing your surroundings – or your neighbors.
Priced at US $1,299, the Can-Am Outlander Electric ATV is now available on Can-Am’s site and from its dealers.
“With the Outlander Electric, we’re not just launching a new ATV, we’re introducing a new way to experience the outdoors and get the job done,” said Julie Tourville, Director, Global Marketing, Can-Am Off-Road at BRP. “This vehicle is built to let riders and workers feel more connected to their surroundings. It’s powerful, quiet, and true to what we do at BRP. It shows how we bring purposeful innovation to life.”
Electrek’s Take
We’ve seen plenty of electric motorcycles and scooters over the years, including from Can-Am itself. But electric ATVs? Those are still rare enough to make this release feel like a big deal. As someone who personally owns and uses an electric UTV, I can tell you what a major difference the electric drivetrain makes for both the operational experience and the ownership experience.
Gas ATVs and UTVs are incredibly useful as working tools, but they’re also noisy, maintenance-heavy, and pretty nasty for the environment. Replacing them with electric models that don’t sacrifice capability is a game-changer, especially for folks who need to operate in noise-sensitive or emission-sensitive areas.
BRP also deserves credit for going wide, not just deep. In the last couple of years, they’ve rolled out the Can-Am Pulse and Origin electric motorcycles, four electric snowmobiles under the Ski-Doo and Lynx brands, and even an electric kart racing powerpack. Now, with the Outlander Electric ATV, they’re quickly closing in on completing an electric powersports bingo card.
The real question is whether people will pay up. Polaris unveiled what may be the nicest electric UTVs in the world a few years ago, but the sky-high pricing meant limited adoption. Considering Can-Am’s electric ATV is around twice the price of a typical gasoline-powered ATV, let’s hope there are enough people who can see and appreciate the advantages of electric to support this nascent market while it grows and matures.
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From the ashes of Elon Musk’s decision to fire the whole Supercharger team last year, a new company has risen: Hubber, which will take its founders’ expertise at setting up Tesla Superchargers and apply that to addressing the lack of high-speed urban charging for taxis and other commercial vehicles.
In the immediate aftermath of this decision, a lot of questions were asked around the industry – and a lot of companies started snatching up talent from the best EV charging team in the world.
Or, alternately, some of that talent went to form their own companies. That’s the case for Harry Fox, Connor Selwood and Hugh Leckie, who met at Tesla and together oversaw the rollout of 100 Supercharger sites with 1,200 total chargers across the UK & Ireland. And after the shakeup of the Supercharger team, they set off to charge a new path of their own.
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The three formed Hubber, which pitches itself as a new type of EV charging company, focused on solving “the urban charging gap.”
Hubber describes itself as “the UK’s leading specialist in urban high-powered EV charging, addressing one of the most urgent constraints in the energy transition: the shortage of fast, reliable charging in major cities.” It “acquires and develops prime urban sites into large-scale charging hubs, combining deep grid-connection know-how with a proven ability to deliver complex infrastructure at speed”.
A large amount of the traffic in UK cities is taken up by taxis and last-mile, and these vehicles tend to see higher utilization than commuter cars, so they need to charge more often. Hubber says that taxis charge five times as often as a private vehicle, which means they’ll need more access to fast EV charging.
This is further exacerbated in urban environments, where EVs might not park in a place they can charge. Lots of urban homes don’t have garages, and while there are street EV chargers available in London, they’re not everywhere yet. So convenient fast charging is essential.
And the needs for commercial drivers are different than those of other commuters. While nicely-appointed charging plazas (like Rove’s “full service” EV charger in Santa Ana, CA) are great for the average consumer, commercial EV drivers put more of a premium on speed and affordability, and don’t mind if a site is a little further off of a main thoroughfare, or not as close to food or shopping as other drivers might want.
So Hubber is looking at sites that other developers might pass over – like old warehouses or gas stations – and figuring out how to turn them into an ideal site for high-throughput charging.
With its cofounders’ experience at Tesla, Hubber will buy sites, transform them into a charger-ready location, and essentially provide the dream location that they would have liked to see during the site selection processes they went through in their previous jobs.
The charging hubs could still have some amenities, like restrooms and vending machines, of the type that would be useful for taxi or ride-hailing drivers to grab during a quick stop. But the main focus would be on getting people in and out and back on the road.
Here’s a rendering of what a potential site might look like. In this sample location, there would be room for light-duty vehicles up front, with an area for larger last-mile delivery vehicles with larger charging bays. A small covered area could provide restrooms and vending, and another portion of the site could be dedicated to transformers, batteries and the like.
Hubber is also thinking ahead to a possible autonomous future, where driverless ride-hailing vehicles like those from Waymo could have a place to charge. Although given that there aren’t currently great solutions for autonomous charging, an attendant might have to be involved for the foreseeable future.
The company would also like to expand beyond the UK and Ireland, but they’re sticking to home base for the time being. After all, things are just getting off the ground – but the £60 million (~$81m) investment that Hubber just secured is certainly a big boost towards getting the project moving.
Speaking of projects, Hubber’s first facility is opening this coming week, on August 20th. The site is at Forest Hill in South London, near Forest Hill Station. It will have 12 EV charging bays, with 3 150kW and 3 300kW dual-head chargers. The site will be operated by RAW charging, which will offer free fast charging for its first week of operation.
The silver lining, at least for the rest of the industry, is that it allowed this talent to be distributed around to other companies. This isn’t beneficial for Tesla and did cause chaos which has likely affected the rollout of NACS, slowed EV charging site development in the US, and so on, but it has been beneficial for other companies who managed to snatch up talent.
Or, for companies like Hubber, which were formed by that talent.
It’s an interesting idea, and I like the angle of focusing on taxis in order to increase utilization of the site. EV charging is potentially an interesting business long term, but currently a lot of chargers see low usage because it’s so easy for most of the people who own EVs to charge at home.
But we’re going to have to move beyond the market of people who can easily charge in a garage attached to a single family home, especially in cities. Getting an easy way for the cars that get used the most in a city to charge is a really important move, and we’re looking forward to seeing how Hubber can help with this. And having a leadership team consisting of people who formerly worked at the best charging team in the industry isn’t a bad start.
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