Review: The Aniioki full-suspension e-bike has the biggest battery I’ve ever seen
I’ve seen some big batteries in my day, but nothing prepared me for the monstrosity of a 60Ah battery hidden in the frame of the Aniioki A8 Pro Max. If you want a super-long-range electric bike, this is the type of battery you’ll want.
This 48V 60Ah battery manages to stuff in 2,880 Wh of energy when fully charged. To put that into perspective, an average electric bike these days has around 600-700 Wh of capacity, and we generally call anything with 1,000 Wh “long range.”
So when you come in with nearly triple the capacity of a traditionally large battery, you’ve pretty much put yourself in an entirely new category of extra-super-duper-long-range e-bikes.
Meet that new category of e-bikes, population: Aniioki A8 Pro Max.
Aniioki A8 Pro Max video review
Aniioki A8 Pro Max tech specs
- Motor: 1,000W (1,400W peak) geared hub motor
- Top speed: 51.5 km/h (32 mph)
- Average Range: Up to 320 km (200 mi) on pedal assist
- Battery: 48V 60Ah (2,880 Wh)
- Charge time: 7-8 hours
- Max load: 158 kg (350 lb.)
- Weight: 46 kg (101 lb.)
- Suspension: Hydraulic suspension fork and dual rear spring shocks
- Brakes: Hydraulic disc brakes, 180 mm rotors
- Extras: LCD display with speedometer, battery gauge, PAS level indicator, odometer, tripmeter, front/rear LED lighting with brake lights, included rear rack, included fenders, adjustable height saddle, keyless start with remote key fob, kickstand
- Price: $1,999
What’s going on with this thing?
The Aniioki is trying to be a lot of things. First of all, what’s with that name? It almost sounds like a play on the famous sharpshooter Annie Oakley, though that might be giving too much American history credit to a company that seems to be another one of these Asian import e-bike brands that tend to spring up overnight.
And when we take a deeper look at the bike itself, it seems to go in a number of directions. On the one hand, the ultra-long-range battery and the 1,400W motor start to push it toward the moped category. The 32 mph (51.5 km/h) top speed and the 20″ fat tires also help support that moped classification.
The dual suspension design adds a bit of a more premium feel to the bike, and the adjustable saddle gives us something most mopeds don’t: a prayer at actually fitting a wider range of rider heights while feeling marginally pedalable.
To set realistic expectations though, you should know that I’m rather short at 5’7″ (170 cm), and I still had the seat up at its highest position. So while I commend Aniioki for having an adjustable seat on a moped-style e-bike, don’t think that you’re going to be able to set it up for a super-tall person. That isn’t in the cards.
So the design of the bike is certainly a bit of a mashup, but they seem to land it fairly well. It’s a heavy bike, so don’t be mistaken there. At just over 100 lb. (46 kg), this sucker is one of the heaviest e-bikes I’ve ever ridden. But it’s also the longest range e-bike I’ve ridden and has the biggest battery, and so weight comes with the territory. In fact, that battery alone is just over 30 lb. (13.6 kg), so you’re lugging around a lot of poundage in battery cells.
But if you want to go fast and far, this is the e-bike for you. The top speed is just over 30 mph, and I was able to get it up to brief peaks of 32 mph, which is pretty darn fast for an electric bicycle. Most fast e-bikes will drain through their batteries quickly, since going fast takes a lot of power. But with this massive battery between your knees, you can actually sustain those higher speeds for longer periods of time.
They claim a 200-mile range (320 km) on pedal assist and a more modest 110-mile range (177 km) on throttle only, though I’m sure that throttle range is at lower speeds. You won’t bang out 110 miles while traveling at 32 mph, that’s for sure.
The rest of the bike has some nice features, from the full suspension to the hydraulic disc brakes. The suspension makes for a smooth ride and it actually works well. Some e-bikes have stiff or super springy suspension, but the Aniioki A8 Pro Max seems to be fairly comfortable, eschewing the ultra cheap suspension in favor of something that works decently. And those hydraulic brakes use 180 mm rotors that are quite thick, which is exactly what I want to see on such a heavy and fast e-bike.
But there was one issue with the front brake that I never could get to go away: It won’t stop singing to me.
No matter how much I adjust the brakes, the front still resonates like a wine glass. I’ve tightened the rotor. I’ve aligned the caliper. I’ve used multiple disc brake cleaners. I’ve tried repeated full power braking from high speed. I can often get it to go away for a few minutes, but then the singing brake rotor eventually comes back. It’s a mystery that is driving me nuts.
Singing brake rotor aside, there are other nice features included that still score a few points with me, like the included rack and fenders as well as the nice LED light package with a big motorcycle-style headlight and rear tail/brake lights.
There’s even a 7-speed transmission, not that I spent that much time pedaling the bike. With this much power (and on such a heavy bike), I think most people will just ride it like a motorbike and make ample use of the throttle. But if you ever get stuck with a low battery or just want to get some exercise, the shifter will allow you to dial in your pedal cadence for a better pedaling experience.
But then again, there’s another problem with pedaling this heavy e-bike. The pedal assist is somehow both laggy and jumpy. When you start pedaling, there’s a solid second or two until the pedal assist power kicks in, which is quite noticeable on a 100 lb. bike. But then if you’re already using pedal assist and decide to increase the power level, such as from level 2 to 3, the power instantly rockets up and you’d better be holding on. Some e-bikes have jumpy pedal assist, and others can be laggy. But I rarely see an e-bike that has both qualities at once. Bravo, Aniioki, I guess?
So what’s the summary?
Let’s bring this review to a close and tie everything up in a nice, neat bow. There’s a lot to like here. The Aniioki is fast and powerful, yet still comfortable with that full-suspension. The seat is nicely adjustable and of course there’s that long range from the massive battery. But it’s a heavy e-bike that doesn’t have great pedal assist, and there are a few fit and finish issues that leave me a bit disappointed (such as that brake rotor that won’t stop singing to me).
So all told, for $1,999, you’re getting a pretty nice little bicycle-shaped electric motorbike. Just don’t expect to turn this into a true pedaling e-bike, or you’ll be disappointed. For those that just want to fly, the Aniioki A8 Pro Max will help you soar with long-lasting wings, that’s for sure.
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The Subaru BRZ may live on as an EV after all. Subaru wants its share of the sports car market, and an electric BRZ could hit the sweet spot.
Is Subaru launching an electric BRZ?
Subaru discontinued the BRZ in Europe in 2020 after the first generation. Although its twin, the Toyota GR86, was sold until the 2024 model year, the BRZ was released as a US-only model.
In its third generation, it could return as an EV. Speaking with Autocar, Subaru’s European head, David Dello Stritto, said, “Our options are open,” hinting that the BRZ could make a comeback in electric form.
Subaru’s global EV product boss, Inoue Masahiko, confirmed an electric version of the sports car “was under consideration.” He added that Subaru has extensively looked into an EV version of the BRZ with its partner, Toyota.
Masahiko explained that “We did consider electrifying the BRZ and GR86, but the win-win relationship is more important.” So far, “We can’t get the kind of benefits from both sides,” he added.
Subaru is already launching several new electric vehicles in Europe, including the new Uncharted, E-Outback (known as Trailseeker in the US), and an updated Solterra SUV.
Stritto said that an electric sports car will depend on the success of these models first, especially the Uncharted. According to Subaru’s European boss, the Japanese automaker feels “very positively about Subaru enthusiasts, but we need to see how Uncharted does first.”
As for an “electrified” powertrain, or hybrid, Masahiko said the vehicle’s packaging “would make it difficult,” adding an EV version would be “easier” to create.
The comments come after Stritto told Autocar last week that a new entry-level EV could also be in the works. However, that will also depend on how well the Uncharted sells.
For those in the US, don’t worry – Subaru is not planning to discontinue the BRZ. If it did launch as an EV, would you consider one? It would go up against the new Hyundai IONIQ 6 N and Tesla Model 3 Performance.
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The new Nissan LEAF will arrive at dealerships this fall, and to go with it, the company has introduced a new one-stop shop for EV chargers and more.
Nissan launches new shop for EV chargers and more
Nissan says it’s “building more than electric vehicles” after launching its new “Nissan Energy Marketplace” on Thursday.
The new one-stop shop was developed in collaboration with Electrum, a leading home energy marketplace provider. Electrum has built similar platforms for other major automakers, including Tesla (in certain regions), Hyundai, and Honda.
Nissan joins in just as the new and (much) improved LEAF is about to hit US dealerships. Through the new marketplace, you can research and find EV chargers, solar panels, and battery storage options.
With the help of Electrum’s Energy Advisors, you can compare prices from a nationwide network of contractors. You can also find local, state, and federal incentives to reduce your costs further.
The 2026 Nissan LEAF will reach US dealerships this fall. Dropping the iconic hatch design, the LEAF is now all grown up with a more crossover SUV-like profile.
Powered by a 75 kWh liquid-cooled lithium-ion battery, the new LEAF has up to 303 miles of driving range. That’s a significant difference from the maximum 212-mile range offered on the outgoing model, which was powered by a 62 kWh battery.
It can also recharge from 10% to 80% in as little as 35 minutes. Perhaps the best part is that the 2026 Nissan LEAF will include a built-in NACS port, enabling access to Tesla Superchargers.
Nissan has yet to reveal prices, but the new LEAF EV is expected to start in the $35,000 to $40,000 range. The new LEAF is one of ten new Nissan and Infiniti models slated to launch in North America by 2028, as the Japanese automaker seeks to revamp its brand. A new “adventure-focused” electric SUV is set to arrive around 2027, followed by a luxury Infiniti EV SUV.
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Two years after world leaders pledged to triple global renewable energy capacity by 2030, a new report shows that most countries still aren’t planning like they mean it.
Global energy think tank Ember released new data showing that national targets for renewable energy have barely budged since the COP28 climate summit in 2023. Collectively, countries are now aiming for just 7.4 terawatts (TW) of renewable energy by 2030 – that’s only a 2% increase in ambition since the agreement was signed. To hit the global tripling goal of tripling renewables by 2030, we need to reach 11 TW. Right now, we’re still on track for just a doubling.
“The purpose of a national renewables target is less so to force more renewables to be built, but rather to make sure they are built smarter,” said Dr. Katye Altieri, global electricity analyst at Ember. Setting clear goals helps governments plan where to build projects and how to best integrate them into the grid, and it helps companies invest in supply chains. What results is cheaper, more secure electricity.
Since COP28, only 22 countries have updated their renewables targets, and most of them are in the European Union. Outside the EU, just seven countries have made changes. That sluggish response highlights how most governments are still moving at their usual planning pace, despite the climate emergency.
The world’s biggest electricity producers haven’t done much either. The US still doesn’t have a national 2030 renewables target — and with Trump’s rollback of the Inflation Reduction Act (IRA), there’s little to no chance of that happening during this administration. India’s target of 500 GW hasn’t moved, but it’s already aligned with the tripling goal. Russia has no 2030 target at all, and no plans to set one.
China is finalizing its 15th Five-Year Plan for Energy, which is expected to include a 2030 renewables target, though it’s unclear if that will be part of the plan, its nationally determined contribution (NDC), or both. South Africa is also updating its Integrated Resource Plan, which could bring a new 2030 goal.
This report lands just as countries are gearing up for COP30 in Brazil, and without urgent, ambitious target updates and a clear path to implementation, the world is set to miss the 2030 goal. That would also be a missed opportunity to boost investment, cut fossil fuel use, and build a more affordable and resilient energy system.
Read more: Batteries are so cheap now, solar power doesn’t sleep
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