JackRabbit’s ‘silly little e-bike’ gets big updates, bigger motor, dual batteries, & more
JackRabbit has just launched a major update to its product line, unveiling the JackRabbit XG as a (slightly) larger version of its micro e-bike. The new model comes with a number of upgrades over the original pint-sized 25 pound (11 kg) two-wheeler.
When I first tested the original JackRabbit, I described it lovingly as a “silly little e-bike”. Sure, it looks odd with its short wheel base and diminutive stature. But a growing community of JackRabbit riders has demonstrated that there’s real demand for simple, lightweight yet speedy rides that optimize for convenience. The entire thing folds flat to only take up a few inches of space and was originally designed as an e-bike for college students that needed a small, simple and cost effective type of alternative transportation. At $999, it was hard to go wrong.
Now JackRabbit has found a way to take that same small form factor design and add in some impressive performance enhancements.
The new model is known as the JackRabbit XG (while the original has now been renamed the JackRabbit OG).
The JackRabbit XG sports two of the company’s signature tiny e-bike batteries, doubling the range from 10 to 20 miles (from 16 to 32 km) per charge. They’re about the same physical size as the battery in a power drill and can likely fit in your pocket.
The batteries (which are UL-listed) land just shy of the 160 Wh limit for carry-on batteries for most US airlines, meaning riders can actually take their JackRabbits on a flight with them to ride at their destinations.
In fact, I did just that with the JackRabbit OG earlier this summer.
In addition to the new second battery slot, the JackRabbit XG has a larger 500W continuous-rated motor. The top speed is still limited to 20 mph (32 km/h), but it should reach that speed faster and also climb hills quicker with the increased power.
A second disc brake has been added, offering both front and rear braking, though I never felt like the original was underbraked anyway.
The frame of the JackRabbit XG is now slightly longer with a reinforced downtube for extra strength, the 20″ tires are all-terrain, the front wheel has a new quick-release hub, and there’s a new digital display showing speed, range, and power level. The previous rubber footpegs are also replaced with all-metal pegs, or as JackRabbit describes them, “Siiiick metal footpegs.”
Speaking of those footpegs, they technically qualify this as more of a seated scooter than a true e-bike, technically speaking. That will be relevant in certain jurisdictions that have created separate scooter and e-bike laws, but most areas treat Class 2 e-bikes and seated electric scooters similarly, especially when they travel the same speeds and largely look the same. Be sure to check your local guidelines though if you’re unsure.
All of those additions did manage to walk the bike’s weight up a bit, increasing from 25 to 32 pounds (11 to 14.5 kg). But thats still pretty darn lightweight for a seated electric vehicle of any type.
The new JackRabbit XG comes in four colorways of black, white, yellow and gloss red, though I’m a brightly colored bike fan myself, and so I’d ride the yellow one all day.
The bikes go on sale starting today in both the US and Canada for US $1,749 and are available from JackRabbit’s site as well as the company’s dealers.
Oh, and if you’re worried that the bike looks too small for “real” use, then make sure you check the video at the end of this article showing pro riders jumping these things several feet in the air.
Electrek’s Take
JackRabbit is always going to be a divisive brand due to its uniqueness, but I love this thing. In my opinion, the company has a somewhat similar ethos to Super73, albeit with very different execution. Basically, they offer an eye-catching design for an e-bike meant for a specific type of rider and have built a loyal community that doesn’t care what other people think about their choice of ride. It’s a very different bike than a Super73, but the underlying recipe is there.
I’ve always been more of an e-bike guy than a standing scooter guy, even though I’m often found on both, and so this seems like a great compromise. You get the simplicity of a scooter with a riding geometry that’s more stable like a bike. If you don’t want tiny scooter wheels falling into pot holes but also don’t want to deal with a pedal drivetrain (and the maintenance that goes with it), this is the ticket.
The price is unfortunately high here, especially if you’re looking at a per watt or per pound basis. But that’d be a silly way to judge a silly e-bike like this. The whole point here is that the bike is tiny and convenient. The batteries literally fit in your pocket and the entire thing folds flat so you can slide it behind a desk or under a dorm room bed if you needed to. There’s even a travel bag (coming soon, apparently) for flying/sailing/traveling with the bike.
I’m sure lots of people are going to smirk at this thing, and that’s understandable. It looks funny. It’s also not for everyone. There are hundreds of e-bikes and scooters out there, and none of them are right for everyone. This one is wrong for lots of people, but it’s also right for lots of others, in my opinion. And that’s coming from someone who actually rides one, not just someone who comments on the internet (though I do that a lot too).
If I could have had one more addition here, it would have been built-in LED lights for safety. But seeing the new higher power motor, dual UL-listed batteries, dual brakes and upgraded frame/footpegs is already making me excited. [Update: I was just informed that the bike will actually ship with LED lights that connect to light ports on the front and rear. Perfect!] Now I just need to beg, borrow, or steal one of these soon for a full review!
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Tesla has been forced to reimburse a customer’s Full Self-Driving package after an arbitrator determined that the automaker failed to deliver it.
Tesla has been promising its car owners that every vehicle it has built since 2016 has all the hardware capable of unsupervised self-driving.
The automaker has been selling a “Full Self-Driving” (FSD) package that is supposed to deliver this unsupervised self-driving capability through over-the-air software updates.
Almost a decade later, Tesla has yet to deliver on its promise, and its claim that the cars’ hardware is capable of self-driving has been proven wrong. Tesla had to update all cars with HW2 and 2.5 computers to HW3 computers.
In January 2025, CEO Elon Musk finally admitted that HW3 also won’t be able to support self-driving and said that Tesla will have to upgrade the computers. 6 months later, Tesla has yet to communicate a plan for retrofits to owners.
Tesla is now attempting to deliver its promise of unsupervised self-driving on HW4 cars, which have been in production since 2023-2024, depending on the model. However, there are still significant doubts about this being possible, as the best available data indicate that Tesla only achieves about 500 miles between critical disengagements with the latest software on the hardware.
The situation is creating a significant liability for Tesla, which already needs to replace computers in millions of vehicles, and it may need to do so in millions more.
On the other hand, many customers are losing faith in Tesla’s ability to deliver on its promise and manage this computer retrofit situation. Some of them have been seeking to be reimbursed for their purchase of the Full Self-Driving package, which Tesla sold from $8,000 to $15,000.
A Tesla owner in Washington managed to get the automaker to reimburse the FSD package, but it wasn’t easy.
The 2021 Model Y was Marc Dobin and his wife’s third Tesla. Due to his wife’s declining mobility, Dobin was intrigued about the FSD package as a potential way to give her more independence. He wrote in a blog post:
But FSD was more than hype for us. The promise of a car that could drive my wife around gave us hope that she’d maintain independence as her motor skills declined. We paid an extra $10,000 for FSD.
Tesla’s FSD quickly disillusioned Dobin. First, he couldn’t even enable it due to Tesla restricting the Beta access through a “safety score” system, something he pointed out was never mentioned in the contract.
Furthermore, the feature required the supervision of a driver at all times, which was not what Tesla sold to customers.
Tesla doesn’t make it easy for customers in the US to seek a refund or to sue Tesla as it forces buyers to go through arbitration through its sales contract.
That didn’t deter Dobin, who happens to be a lawyer with years of experience in arbitration. It took almost a year, but Tesla and Dobin eventually found themselves in arbitration, and it didn’t go well for the automaker:
Almost a year after filing, the evidentiary hearing was held via Zoom. Tesla produced one witness: a Field Technical Specialist who admitted he hadn’t checked what equipment shipped with our car, hadn’t reviewed our driving logs, and didn’t know details about the FSD system installed on our car, if any. He hadn’t spoken to any sales rep we dealt with or reviewed the contract’s integration clause.
There were both a Tesla lawyer and an outside counsel representing Tesla at the hearing, but the witness was not equipped to answer questions.
Dobin wrote:
He was a service technician, not a lawyer or salesperson. But that’s who Tesla brought to the hearing. At the end, I genuinely felt bad for him because Tesla set him up to be a human punching bag—someone unprepared to answer key questions, forced to defend a system he clearly didn’t understand. While I was examining him, a Tesla in-house lawyer sat silently, while the company’s outside counsel tried to soften the blows of the witness’ testimony.
He focused on Tesla’s lack of disclosure regarding the safety score and the fact that the system does not meet the promises made to customers.
The arbitrator sided with Dobin and wrote:
The evidence is persuasive that the feature was not functional, operational, or otherwise available.”
Tesla was forced to reimburse the FSD package $10,000 plus taxes, and pay for the almost $8,000 in arbitration fees.
Since Tesla forces arbitration through its contracts, it is required to cover the cost.
Electrek’s Take
This is interesting. Tesla assigned two lawyers to this case in an attempt to avoid reimbursing $10,000, knowing it would have to cover the expensive arbitration fees – most likely losing tens of thousands of dollars in the process.
It makes no sense to me. Tesla should have a standing offer to reimburse FSD for anyone who requests it until it can actually deliver on its promise of unsupervised self-driving.
That’s the right thing to do, and the fact that Tesla would waste money trying to fight customers requesting a refund is really telling.
Tesla is simply not ready to do the right thing here, and it doesn’t bode well for the computer retrofits and all the other liabilities around Tesla FSD.
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Environment
BYD says its about to launch the ‘largest-scale’ smart driving software update in history
After hitting a major milestone on Monday, BYD claimed it’s about to unleash “the largest-scale smart driving OTA in history.”
BYD preps for the largest-scale software update
BYD announced on Weibo that there are now over 1 million vehicles on the road with its God’s Eye smart driving system.
The milestone comes after it upgraded 21 of its top-selling vehicles with the smart driving tech in February, at no extra cost. Even its most affordable EV, the Seagull, which starts at under $10,000 (69,800 yuan), got the upgrade.
BYD didn’t reveal any specifics, only promising “it is safer and smarter.” The Chinese EV giant has three different “God’s Eye” levels: A, B, and C.
The highest, God’s Eye A, is typically reserved for BYD’s ultra-luxury Yangwang brand, which utilizes its DiPilot 600 smart cockpit with three LiDARs.
God’s Eye B is used for other luxury and higher-end models, including those under Denza, which utilize DiPilot 300 and one or two LiDARs.
The base God’s Eye C system, used for BYD brand models, includes 12 cameras, five wave radars, and 12 ultrasonic radars, all supported by DiPilot 100.
Last week, BYD’s luxury off-road brand, Fang Cheng Bao, launched a limited-time offer for Huawei’s Qiankun Intelligent Driving High-end Function Package. The discount cuts the price from 32,000 yuan ($4,500) to just 12,000 yuan ($1,700).
After selling another 382,585 vehicles in June, BYD now has over 2.1 million in cumulative sales in the first half of 2025, up 33% from last year.
With the “largest-scale smart driving” update coming soon, BYD’s vehicles are about to gain new functions and safety features. Check back soon for more details.
BYD claims it’s “capable of leading the transformation and popularization of intelligent driving” with over 5,000 engineers dedicated to the field. As the world’s largest NEV maker, BYD said it’s committed to transforming the auto industry with safer and more sustainable solutions for global markets.
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Kia’s electric SUV is a hit in the UK. The EV3 was the most popular retail EV through the first half of 2025, pushing Kia to become the UK’s third top-selling car brand so far this year.
Kia EV3 leads as the UK’s most popular retail EV
The EV3 is Kia’s fastest-selling EV in the UK and a massive part of the brand’s success this year. Kia said the compact electric SUV contributed to its best-ever June, Q2, and first half EV registrations so far this year.
In January, the EV3 “started with a bang,” racing out to become the UK’s most popular retail EV. The EV3 was the best-selling retail EV in the UK and the fourth best-selling EV overall in the first quarter, including commercial vehicles.
Through the first half of the year, the Kia EV3 maintained its crown as the UK’s most popular EV with 6,293 registrations.
The EV3 starts at £33,005 ($42,500) as the ‘brand’s most affordable EV yet.” It’s available with two battery packs: 58.3 kWh or 81.48 kWh, providing a WLTP range of up to 430 km (270 miles) and 599 km (375 miles), respectively.
Kia sold 31,643 electrified vehicles in the first half of 2025. Although this includes fully electric vehicles (EVs), plug-in hybrids (PHEVs), and hybrids (HEVs), it still accounts for over half of Kia’s total of 62,005 registrations.
After opening orders for the EV4 last week, Kia’s first electric hatchback, the brand expects to see even more demand throughout 2025. With up to 388 miles WLTP range, it’s also the longest-range Kia EV to date.
Next year, Kia will introduce the entry-level EV2, which will sit below the EV3 in Kia’s lineup. Kia is looking to add an even more affordable EV to sit below the EV2. It will start at under $30,000 (€25,000), but we likely won’t see it until closer toward the end of the decade.
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