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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Tesla has officially entered the autonomous vehicle ‘testing’ phase in Austin, Texas days before its planned launch of a commercial service.
For months, Tesla has been discussing the launch of a self-driving ride-hailing fleet in June in Austin, Texas.
As we previously reported, the move is a major shift from Tesla’s long promise to enable unsupervised self-driving capabilities in millions of vehicles sold since 2016.
Instead, Tesla now plans to operate its own small internal fleet of vehicles with dedicated software optimized for a geo-fenced area of Austin and supported by “plenty of teleoperation.”
Tesla CEO Elon Musk has been talking about launching the paid ride-hailing service to customers in June, but there have been doubts. Musk admitted that Tesla only started testing the system without safety drivers at the end of May.
In comparison, Waymo tested its system, which was already in operation driverless in other cities, for 6 months with safety drivers and 6 months without safety drivers before launching its service in Austin earlier this year.
Tesla was also never on the list of ‘Known AV Operators in Austin‘ on the city’s official website.
As of today, it is now the case. Tesla has been added to the list in the “testing phase”:
Waymo is still the only company listed as being in the “deployment” phase.
It’s unclear if the website is lagging behind the test programs or if Tesla has only now officially started its self-driving testing in the city.
In the past, Tesla has managed to get around self-driving test reporting by claiming that its system is a level ADAS system and not actual “self-driving” – leaving the person in the driver’s seat responsible for the vehicle at all times.
Tesla vehicles with drivers in the driver’s seat and manufacturer plates have been spotted driving around Austin for the past few months.
It was recently reported that Tesla was aiming to launch its commercial autonomous ride-hailing service in Austin on June 12, but it was still a moving target.
Without achieving the deployment phase, Tesla is not going to be able to accept paid rides from customers like Waymo.
Musk has committed several times to launching the service by the end of June.
Electrek’s Take
Again, I’m hoping that Tesla has managed to improve FSD for the geo-fenced location significantly and that it will limit the speed, as the current public version of FSD barely achieves 500 miles between critical disengagements.
Removing the driver could result in some serious accidents.
Teleoperation will also help, but any kind of delay could also be dangerous. It is worrisome.
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The Oshkosh-built Striker Volterra electric ARFF vehicle (Aircraft Rescue and Fire Fighter) packs advanced battery technology and multiple power options to deliver consistent emergency response performance no matter how long it needs to be in action.
Oshkosh has been manufacturing ARFF vehicles since it first launched the MB-5 for use by the US Navy back in 1968, and they’ve been pushing the envelope of disaster response performance ever since. The company’s latest ARFF, the electric-drive Striker Volterra shown here, features a slanted body with front bumper designed for maneuvering through the ditches and rough terrain they might encounter on a damaged runway. It’s also big — but it’s big for a purpose. Because ARFF vehicles don’t have to navigate the confines of city streets, they can be built bigger, carry more water, more rescue equipment, and more personnel than conventional fire trucks.
But that’s not why you’re reading about this on Electrek. You’re here to read about the Striker Volterra’s advanced battery tech, electric drive motors, and duty cycle-extending genset that effectively makes it a big EREV. More sympathetic I could not be, but — alas! — OshKosh hasn’t officially revealed those specs.
That said, it’s probably safe to assume they’re pretty similar to those used on the big Pierce fire fighting chassis developed for the Gilbert, Arizona fire department, which uses (you guessed it) an OshKosh-developed battery pack, electric drive system, and onboard diesel generator that can provide power to the electric system. That vehicle packs a 244 kWh battery pack good for up to six hours of operation on battery power alone.
The OshKosk electric Striker Volterra ARFF shown here is a Class 5 6×6 “rapid response” model capable of hauling up to 4,000 gallons of water (over 16 and a half tons, if you’re curious) and “firefighting foam” across an airport at speeds of up to 50 mph, which is positively moving for a machine this size. Plus, it supports zero-emission pumping, surpassing the NFPA required 2-hour continuous pump operation without using diesel.
Again, OshKosh hasn’t shared power and performance specs, but has confirmed that its electric drive Striker Volterra is 28% quicker to 50 mph than its Scania diesel-powered siblings, and that truck packs 550 hp and more than 1,750 ft‑lb torque. So — yeah. It’s got some juice.
Other key benefits, according to OshKosh, include a 75% reduction in total carbon footprint when compared to a conventional internal combustion engine ARFF vehicle based on the manufacturer’s estimated duty cycle, the eliminated need for long diesel idling times, and the ability to run on full-electric when entering, leaving and idling in the fire station, significantly reducing firefighter’s exposure to harmful emissions.
You can find out more by reading the official OshKosh ARFF vehicle reference guide here.
Electrek’s Take
With the relatively short distances driven and extreme loads involved, airports present a nearly ideal use case for battery-electric vehicles in general, and their immediate off-the-line torque, improved efficiency, and ability to operate much more quietly than diesels (facilitating communications) could make all the difference in an emergency situation where lives are quite literally on the line.
Plus, as demand for on-road fossil fuels drops, airports and airlines (historically responsible for about 4% Earth’s global warming) are becoming a bigger and bigger slice of a rapidly shrinking pie when it comes to fossil fuel emissions.
Or, as OshKosk puts it: As airports continue to prioritize sustainability and operational efficiency, the Striker Volterra electric ARFF stands out as a forward-thinking solution that meets today’s demands while preparing for tomorrow’s challenges.
It’s a bit pitchy, but I couldn’t agree more.
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Thanks to a new $10,000 bonus offer introduced this month, the cheapest Lexus you can currently lease is now the 2025 electric RZ. Is it worth checking out?
The cheapest Lexus you can lease is the 2025 RZ
Lexus slashed over $10,000 off the price of the 2025 RZ compared to the 2024MY by introducing a new entry-level 300e FWD trim.
Following the launch of a new promotion this June, Lexus is offering up to $11,500 off 2025 RZ models. The RZ is now the cheapest Lexus vehicle you can lease, starting at $399 for 36 months. With $1,999 due at signing, you’ll end up with an effective monthly cost of $455. Not too bad for a nearly $45,000 luxury electric SUV.
The offer is for the 2025 Lexus RZ 300e FWD with an MSRP of $44,314. In comparison, the 2025 Lexus UX 300h FWD Hybrid, with an MSRP of $39,615, is listed at $349 for 36 months.
With $3,999 due at signing, the monthly effective cost is $460, or $5 more than the RZ. If you’re looking for a higher trim, the RZ 450e is available with up to $11,500 in lease cash.
The entry-level 2025 Lexus RZ 300e FWD model offers a range of up to 266 miles, while the AWD 450e variants achieve a range of up to 220 miles.
Inside, the electric SUV features a standard 14″ infotainment system with wireless Apple CarPlay and Android Auto support. With 37.52″ of rear legroom, the electric SUV has nearly as much second row space as a Ford Explorer (39″).
Although it’s a good deal compared to other Lexus vehicles, other luxury electric SUVs from Acura, Cadillac, and Genesis may still offer better value.
Acura is currently offering nearly $30,000 in lease cash on 2024 ZDX models in select states, with leases starting as low as $299 per month for 24 months. With $2,999 due at signing, the effective monthly rate is only $423. The ZDX offers up to 313 miles of range and more rear legroom (39.4″).
Cadillac’s new entry-level electric SUV, the 2025 Optiq, with an MSRP of $54,390, is listed for lease at just $409 for 24 months. However, it does include a $4,909 due at signing, resulting in an effective monthly rate of $614. The Optiq has up to 302 miles of range and 37.8″ of rear legroom.
| 2025 Lexus RZ model | Starting Price* | EPA-estimated Driving Range |
| RZ 450e AWD | $48,675 | 220 miles |
| RZ 450e Premium AWD w/ 18″ Wheel | $52,875 | 220 miles |
| RZ 450e Premium AWD w/ 20″ Wheel | $54,115 | 196 miles |
| RZ 450e Luxury AWD | $58,605 | 220 miles |
| RZ 300e FWD | $43,975 | 266 miles |
| RZ 300e Premium FWD w/ 18″ Wheel | $48,175 | 266 miles |
| RZ 300e Premium FWD w/ 20″ Wheel | $49,415 | 224 miles |
| RZ 300e Luxury FWD | $53,905 | 266 miles |
Meanwhile, you can snag a 2025 Genesis GV60 (MSRP of $52,350) for $349 for 24 months right now. With $5,999 due at signing, the effective rate is $598.
The new Lexus promotion follows Toyota, which introduced up to $19,000 in savings on its electric SUV, the bZ4X, earlier this month. Both are making room for updated models that will arrive soon.
Looking for your next luxury electric SUV? We can help you find deals in your area. Check out our links below to see what’s available.
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