Lectric XP 3.0 vs. Ride1Up Portola – battle of the leading budget e-bikes
There are plenty of low-cost electric bikes out there, but the lowest-priced options can sometimes be more trouble than they’re worth. Two main sub-$1,000 folding electric bikes have risen to the top of the bang-for-your-buck list, the Lectric XP 3.0 and the Ride1Up Portola.
So which one is right for you?
Lectric XP 3.0 Vs Ride1Up Portola – How did we get here?
The Lectric XP 3.0, as the name suggests, is the third iteration of what has become the best-selling electric bike in North America. The $999 e-bike may not be a masterclass in sexy design, but it sure does manage to jam-pack performance into a low-cost ride. And with a large headquarters in Phoenix, AZ, Lectric Ebikes has proven that a strong support team is just as important as a low price tag.
Ride1Up, another leader in value-oriented electric bikes, got its start shortly before Lectric Ebikes with a wide range of commuter-focused models. The company has recently expanded into new bike styles but is a relative newcomer to the folding e-bike space after launching the Ride1Up Portola earlier this week. The Portola is widely seen as an attempt by Ride1Up to target that lucrative folding fat-tire e-bike slice of of the mobility pie that Lectric has dominating for years.
The two bikes are actually quite similar, so let’s dive in and see how we can differentiate them.
Lectric Ebikes vs. Ride1Up: Price
The Lectric XP 3.0 has long been priced at $999, helping keep it on just about every “best e-bike under $1,000” list out there.
The Ride1Up Portola recently debuted with an MSRP of $995, which makes the difference in price largely meaningless unless you were really hoping to spend your last four dollars on some cool beads for your bicycles spokes.
As part of this week’s launch though, the Ride1Up Portola is actually on sale for $895 though, meaning you’ll save an extra $100 if you decide to buy one by… today. For anyone reading this in the future, we’re probably back to that four-dollar price difference.
Speed and power
Both the Lectric XP 3.0 and the Ride1Up Portola ship as Class 2 electric bikes, meaning they’ll hit 20 mph (32 km/h) out of the box on throttle-only acceleration. They can also both be unlocked via the bike’s display to Class 3 speed, meaning you can use pedal assist to reach a maximum of 28 mph (45 km/h).
The power levels are slightly different though. Lectric claims a 500W continuous power motor with 1,000W of peak power and 55 Nm of torque. The Portola gets a more powerful 750W continuous power motor and 65 Nm of torque (the peak power spec isn’t published).
That means that all else being equal, the Portola is likely to accelerate a bit more quickly and climb hills faster, even if the flat ground top speeds of the two bikes are largely similar. Those that live in hillier areas are more likely to feel that difference, while those that live in flatter areas won’t feel the contrast as significantly.
Battery capacity and range
Advertised range is a highly suspect figure in the e-bike world because it can be affected by everything from tire to pressure to terrain to how much you ate for lunch. The exact same e-bike can get 20 miles or 50 miles of range when switching from power-sipping pedal assist to feet-dragging throttle. That means the best way to compare two similarly sized and relatively similarly powerful bikes is by the battery capacity.
The base battery on the Lectric XP 3.0 and Ride1Up Portola are actually the same capacity. Both are rated at 48V 10.4Ah for 500 Wh of capacity.
Both bikes also come with a larger battery option though, with the Lectric’s measuring in at 48V 14Ah for 672 Wh of capacity and the Ride1Up Portola’s packing slightly less at 48V 13.4Ah for 643 Wh of capacity. Those are quite close, but Lectric takes the cake there.
Consider though that the long-range battery option is only a $100 upgrade from Ride1Up but costs an extra $200 at Lectric, so the slightly smaller battery is technically also slightly more cost effective.
Bike components
When it comes to the drivetrain and other bike components, there are several similarities but also a number of key differences.
Both bikes feature hydraulic disc brakes on 180 mm disc rotors. They both feature 20″ x 3″ tires as a nice compromise between comfort and agility. They both feature front and rear LED lights. They both feature simplistic black-and-white LCD displays.
From here, thing start to differ. While both bikes have frame-integrated rear racks, Lectric’s comes with a higher weight rating of 150 pounds vs. the lower weight rating of 130 pounds for the Portola. On the other hand, both bikes have front suspension, but the Portola has 80 mm of travel while the Lectric XP 3.0 has just 50 mm of travel.
The Portola has slightly nicer fenders with adjustable arms for getting the perfect tire spacing (though I tend to just grab the Lectric’s arms and pull on them to bend them and adjust my spacing that way). The Portola also has an 8-speed drivetrain compared to Lectric’s 7-speed, and it powers a slightly higher-quality Shimano Altus derailleur compared to Lectric’s cheaper Tourney derailleur.
Speaking of component quality, this is probably a good time to point out that Ride1Up’s Reention FR-5 battery is also considered to be higher quality than Lectric’s more affordable DCH-006 battery. Neither come with UL-certification at the moment, but both companies are expected to such certification at some point in the future.
Both bikes appear to use current-controlled pedal assist systems (PAS), which is a more refined way to implement a cadence sensor and get faux-torque sensor performance. However, the Ride1Up Portola seems to have a finer degree of adjustability built into the PAS sensor to achieve more precise starts with less lag, down to as little as 10% of a pedal turn. There are also individually programmable PAS levels so riders can fine-tune their PAS to their liking.
Ride1Up Portola vs. Lectric XP 3.0: Convenience
Convenience is very much subjective, but there are a few important differences between these two bikes that play a big role in convenience.
For starters, the Ride1Up Portola has a battery that is removable without folding the bike, while the XP 3.0 requires the bike to be folded while the battery is removed. When it comes time for folding and lifting, the 59 lb. Portola is slightly lighter than the 64 lb. XP 3.0.
For everyday use, the Portola thus is likely slightly more convenient, though the XP 3.0 wins on the first day due to its easier assembly right out of the box. In fact, there’s no assembly required since the Lectric XP 3.0 only needs to be taken out of the box and unfolded to be ready to ride. The Portola arrives “95% assembled,” which basically means just bolting on the handlebars. That’s relatively easy (and there’s an instructional video), but it might still be intimidating to someone who has never worked on a bike before, and it is important that it is done correctly so the bike is safe to steer and ride.
Design
Design and aesthetics can be subjective, so this section will be partly based on opinion.
Personally, I find the Ride1Up’s frame design to be sleeker and more attractive than the XP 3.0’s boxier-style frame. I also like the wider range of color choices from Ride1Up.
Lectric gives riders the choice of either a step-over or step-thru frame, while the Portola is available in only a step-thru frame. They both have a nice grab handle in the middle of the frame for lifting, so they both get points there.
The wires are run externally on the XP 3.0, which can be a positive for accessibility in the event of repairs or upgrade work, but also doesn’t look as nice as the internally routed hidden wires on the Portola.
The chrome suspension stanchions and silver fender arms on the XP 3.0 will appeal to anyone who prefers a flashier look, while the Portola’s blacked-out stanchions and fender arms offer a more muted look that blends into the bike.
Accessory lineup
The Lectric XP 3.0 is the clear winner when it comes to the breadth of the accessories offered.
Both bikes come with similar main accessories, such as passenger packages that add a rear bench seat with foot pegs, comfort packages with nicer saddles, cargo rack and basket options, phone mounts, and panniers for carrying groceries. But Lectric has many more additional options available, likely due to holding a several-year head start in the folding fat-tire e-bike space.
Lectric also has more niche offerings such as utility trailers, pet carriers, food delivery bags, and more.
What’s the verdict?
Ultimately, both of these are very nice options with incredible bang-for-your-buck value in the sub-$1,000 space.
I’d consider the Ride1Up Portola to be slightly more refined and with slightly better components, but I can’t count out the Lectric XP 3.0’s larger battery option and fully-assembled shipping, not to mention years’ worth of customer documentation for mods, upgrades, and other content already available in online communities. As a new model, it will take the Portola time to rack up that level of online documentation from a broad rider base.
Ultimately though, both models are strikingly similar in terms of actual specs and real-world performance. So the best decision is likely to go with the one that simply tickles your fancy more.
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Hyundai has unveiled the design refresh of its Ioniq 6 sedan, and announced that it will become a family of cars rather than a single model, with an N Line trim and upcoming N performance model, much like its sister car the Ioniq 5.
Hyundai has been doing great with its EVs lately, hitting sales records and getting great reviews.
Much of that focus has been on the Ioniq 5, an attractive crossover SUV with lots of capability at a good price – and a bonkers N performance version which has been breaking different kinds of records.
The Ioniq 6, conversely, hasn’t attracted quite as much attention, even though it has some records of its own (it’s the most efficient vehicle in the US… for under $70k).
Between its admittedly odd looks – much more aerodynamic and rounded than the comparatively blocky 5 – and it fitting into the less-popular (but better) sedan form factor, it just hasn’t captured as much imagination as the 5.
It has also fallen somewhat behind. The Ioniq 5 got a big update this year, including a native NACS port, the first non-Tesla mass market vehicle to hit the road with one of these included (and it even charges faster than a Tesla does on home turf). The 6, however, is still sitting on its original design from when it first started production/shipping in 2022/23.
But that’s about to change, as Hyundai is giving the model some love with a design update and some hints at new things to come.
We’ve seen spy shots of these design updates before, but now Hyundai is showing them to everyone at the Seoul Mobility Show.
Hyundai showed two models today, the standard Ioniq 6 and the “N Line,” an upgraded trim level with some interior and exterior changes to look a little more sporty. Hyundai has used similar nomenclature for its other models, and that carries over here.
Both have a redesigned front end, making it look more aggressive than the prior bulbous and aerodynamic shape, and narrower headlights.
The N Line looks even more aggressive than the standard model, though, with an even more aggressive front and rear end.
Hyundai says that the redesign will also include interior enhancements for “a more comfortable, intuitive experience,” with a redesigned steering wheel, larger climate control display, upgraded materials and redesigned center console with more physical controls.
Beyond this, the refresh was light on details – intentionally, with a full unveil of specs and changes coming later. We can imagine a lot of the improvements on the 2025 Ioniq 5 will be carried over, such as a native NACS port for example, and potentially a slightly larger or faster-charging battery.
We had also previously heard hints that an N version (yes, “N” and “N Line” are different, no, we don’t know why they used these confusing names) of the Ioniq 6 is coming, and Hyundai reiterated those hints today – even giving us a glimpse of the car in the background of one of its shots.
Now THIS one looks quite aggressive, with a bigger double wing and potentially some changes to the diffuser (it’s hard to tell from the shot, as the N Line also has a modified diffuser).
The ioniq 5N has earned rave reviews from enthusiasts for its bonkers driving dynamics and comparatively reasonable price for a true performance vehicle. But it’s still an SUV format, and frankly, an SUV will never be a sportscar no matter how many horsepower you put into it (I will die on this hill).
The 6, however, with its sedan shape and footprint, could make for a much more compelling sports package once it’s all put together. So we’re very excited to see what Hyundai can do if they apply the same magic they put into the 5 into a new 6N. Looking forward to July.
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Over the next two years, homebuilder Lennar is outfitting more than 1,500 new Colorado homes with Dandelion Energy’s geothermal systems in one of the largest residential geothermal rollouts in the US.
The big draw for homeowners is lower energy bills and cleaner heating and cooling. Dandelion claims Lennar homeowners with geothermal systems will collectively save around $30 million over the next 20 years compared to using air-source heat pumps. Geothermal heat pumps don’t need outdoor AC units or conventional heating systems, either.
Geothermal systems use the sustained temperature of the ground to heat or cool a home. A ground loop system absorbs heat energy (BTUs) from the earth so that it can be transferred to a heat pump and efficiently converted into warmth for a home. Dandelion says its ground loop systems are built to last for over 50 years and should require no maintenance.
Dandelion’s geothermal system uses a vertical ground closed-loop system that is installed using well-boring equipment and trenched back into the house to connect to a heat pump. The pipes circulate a mixture of water and propylene glycol, a food-grade antifreeze, that absorbs the ground’s temperature. A ground source heat pump circulates the liquid through the ground loops and it exchanges its heat energy in the heat pump with liquid refrigerant. The refrigerant is converted to vapor, compressed to increase its temperature, then passed through a heat exchanger to transfer heat to the air, which is circulated through a home’s HVAC ductwork.
Daniel Yates, Dandelion Energy’s CEO, called the partnership with Lennar a “new benchmark for affordable, energy-efficient, and high-quality home heating and cooling.” By streamlining its installation process, Dandelion is making geothermal systems simpler and cheaper for homebuilders and homeowners to adopt.
This collaboration is happening at a time when Colorado is pushing hard to meet its clean energy targets. Governor Jared Polis is excited about the move, calling it a win for Coloradans’ wallets, air quality, and the state’s leadership on geothermal energy. Will Toor, executive director of the Colorado Energy Office, said that “ensuring affordable access to geothermal heating and cooling is essential to achieve net-zero emissions by 2050, and we’re excited to be part of such a huge effort to bring this technology to so many new Colorado homes.”
And it’s not just about cutting emissions – geothermal heat pumps help reduce peak electric demand. Analysis from the Department of Energy found that widespread adoption of these systems could save the US from needing 24,500 miles of new transmission lines. That’s like crossing the continental US eight times.
Colorado is making this transition a lot more attractive through state tax credits and Xcel Energy’s rebate programs. These incentives slash upfront costs for builders like Lennar, making geothermal installations more financially viable. The utility’s Clean Heat Plan and electrification strategy are working to keep energy bills low while meeting climate goals.
Read more: This will be the first geothermal energy storage system on the Texas grid
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Polestar has removed the Polestar 2 from its US website header in an early sign of how new tariffs will restrict choice and competition for American consumers, thus increasing prices.
The Polestar 2 is Polestar’s first full EV – the original Polestar 1 was a limited-edition plug-in hybrid.
It started production in 2020 in Luqiao, Zhejiang, China, where Polestar and Volvo’s parent corporation, Geely, was founded.
And there’s the rub: while Polestar’s newer EV, the 3 (which we just drove the new single motor version of last week), is built in South Carolina, the 2 is not.
Unfortunately, that interacts with some news that has been getting a lot of play lately: tariffs.
The US has been gradually getting stupider and stupider on the issue of tariffs, apparently determined to increase prices for Americans and decrease the competitiveness of American manufacturing in a time of change for the auto industry.
It is widely acknowledged (by anyone who has given it a few seconds of thought) that tariffs increase prices and that trade barriers tend to reduce competition, leading to less innovation.
It started with 25% tariffs on various products from China, implemented in the 2018-2020 timeframe. Then, in 2024, President Biden implemented a 100% tariff on Chinese EVs, effectively stopping their sale in the US. These tariffs included some exceptions and credits based on Volvo’s other US manufacturing, which Polestar had used to keep the most expensive versions of the 2 on sale in the US, while restricting the lower-priced versions from sale. Nevertheless, they were a bad idea.
Now, in yet another step to make America less competitive and inflate the prices of goods more for Americans, we got more tariff announcements today from a senile ex-reality TV host who wandered into the White House rose garden (which he does not belong in). These tariffs do not include the same exceptions as the previously-announced Biden tariffs.
Apparently this has all been enough for Polestar, as even in advance of today’s tariff announcements, the company suddenly removed its Polestar 2 from its website header today.
The change can be seen at polestar.com/us, where only the Polestar 3 and 4 are listed in the header area. On other sites, like the company’s Norwegian website or British website, the car is still there. The Polestar 2 page is still up on the US website, but it isn’t linked to elsewhere on the site (we’ll see how long it stays up).
We reached out to Polestar for comment, but didn’t hear anything back before publication. We’ll update if we do.
It makes sense that the Polestar 2 would still be for sale elsewhere, as it only started production in 2020. Most car models are available for at least 7 years, so this is an earlier exit than expected.
So it’s likely that all of the tariff news is what had an effect in killing the Polestar 2.
Then again, this is also just the second day of a new fiscal quarter. Perhaps the timing offers Polestar an opportunity to make a clean break – especially now that the lower-priced version of its Polestar 3 is available.
Despite the lower $67.5k base price of the new Polestar 3 variant, that represents a big increase in price for the brand, which had sold the base model Polestar 2 for around $50k originally, before all of these tariffs.
Update: Polestar got back to us with comment, but understandably, it doesn’t say much:
Polestar is a three-car company and Polestar 2 is available for customers now. There are a select number of Polestar 2s in stock at retailers that can be found on Polestar.com, but Polestar 3 and Polestar 4 will be the priority in the North American market.
Electrek’s Take
This isn’t the first car that America has been deprived of due to tariffs. The Volvo EX30, one of our most anticipated vehicles, and Electrek’s Vehicle of the Year for 2024, had its American availability pushed back due to tariffs.
Volvo decided to build the car in Belgium and export it to the US, but now that new tariffs apply to the EU as well, maybe that low-priced, awesome, fast, small EV will instead stay in Europe instead of being shipped overseas.
This shows how mercurial tariff fiats from an ignoramus are bad for manufacturing, as they mean that companies can’t make plans – and if they can’t make plans, eventually, they’ll probably just write the country making the random decisions out of their plans so they don’t have to deal with the nonsense.
And we’ve heard this from every businessperson or manufacturer representative we’ve talked to at any level of the automotive industry. Nobody thinks any of this is a good idea, because it objectively is not. All it does is make business harder, make the US less trustworthy, make things more expensive, and overall just harm America.
Yet another way that Americans are getting screwed by this stupid nonsense. 49% of you voted for inflation, and 100% of Americans are now getting it. Happy Inflation Day, everyone.
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