RadRunner 3 Plus review: A utility e-bike that blurs the line between budget & premium
The RadRunner 3 Plus is an electric utility/cargo bike that deserves a serious second look because of its unique place in the market, straddling the line between value-oriented and premium-focused. It comes from Rad Power Bikes, one of the leading budget-minded e-bike brands in the US, yet is part of the company’s push toward the more premium segment of the market.
When Rad Power Bikes first unveiled the “Plus” line, it consisted only of the original RadRunner Plus. That was followed by launches for Plus versions of the RadRover and RadCity, adding higher-end parts like hydraulic disc brakes, higher torque motors for better hill climbing, and more sophisticated displays on the handlebars, among other upgrades.
Now, the RadRunner 3 Plus brings a whole new push toward premium from the company, showing that Rad doesn’t just want to be seen as a low-cost e-bike maker. Instead, it wants to compete with the higher-priced players in the market.
But can the RadRunner 3 Plus hang with the big boys and command a higher price? That’s exactly what I set out to discover. Check it out in my video review below, or keep reading for more details afterward.
RadRunner 3 Plus video review
RadRunner 3 Plus tech specs
- Motor: 750W rear-geared hub motor
- Top speed: 32 km/h (20 mph)
- Range: 45-72 km (25-45 mi) depending on user input
- Battery: 48V 14Ah (672 Wh)
- Charge time: 6 hours
- Weight: 34.2 kg (75.5 lb)
- Max load: 159 kg (350 lb)
- Brakes: Tektro hydraulic disc brakes on 180 mm rotors
- Extras: Side kickstand, dual LED displays, integrated head/tail/brake LED lights, bell, half-twist throttle, mounting for the huge collection of front and rear racks/accessories
What more does it give us?
The RadRunner 3 Plus was unveiled with several new features compared to the previous version, adding parts like dual LED displays, hydraulic disc brakes, a slicker-looking semi-integrated battery, improved suspension, more comfortable seat design, and more.
But it also came with a surprisingly high price. It was quickly dropped to its current price of US $2,299 from a debut at US $2,499, but that still makes it the priciest RadRunner ever.
However, coming from someone who has ridden every version of the RadRunner, I can tell you it’s the best one yet.
The bike rides beautifully thanks to its design and geometry, giving me a comfortably relaxed ride stance that lets me rest my feet on the ground at stops while still having good pedaling form. The newly updated seat is also a major improvement, though the old RadRunner seat from the early days never bothered me as much as I heard from others.
The power is there, though I always feel like I want more when I hit that 20 mph (32 km/h) wall. I know Rad Power Bikes is content with Class 2 e-bikes, but I often find myself pining for a little Class 3 extra speed on long straightaways. That goes double when I’m on the side of a higher-speed road, keeping up with faster car traffic.
The utility design of the bike is also top-notch. As a step-through, it’s easy to mount, even when loaded up with cargo on the rear rack. There are so many RadRunner copies and clones these days that it can be hard to remember that this is the bike that started it all. And Rad hasn’t lost sight of that, ensuring the most recent edition stays true to that RadRunner DNA that makes it a potent little cargo hauler. It feels like a stubby cargo bike because that’s what it is.
You really begin to appreciate this bike’s potential when you add accessories. Keep in mind Rad’s accessories don’t come cheap, but they add even more utility here.
One of my favorites has always been the Passenger Package since it turns this into a two-passenger e-bike. I can easily treat it like my motorbikes or scooters, taking my wife along for a ride. A two-person e-bike is a handy transportation tool, solving the one-person-per-bike dilemma that has long plagued two-wheelers.
Then there’s the cargo options, and this is where the bike really shines. I was most impressed by the hard cases, which are lockable and sturdy. I’m not kidding – I’ve got an electric motorcycle that has locking hard cases that feel flimsy next to Rad’s bike hard cases. These are solid, waterproof cases with sealing gaskets to keep rain out. They are so well constructed that if you hit something while riding, you’d better check that thing first. These boxes aren’t going anywhere.
The only downside is they all seem to have different keys, and if you go with the two side cases, the rear rack case and the center console, you’ll have four different cargo keys to deal with. I know keying them alike would be tricky since some people will only order a few cases and the whole set, but if there were an option for a quadfecta of keyed-alike boxes, I’d jump for it in a heartbeat.
As nice as the bike and its accessory line is, not everything is perfect. One thing I wish this version of the RadRunner Plus hadn’t lost was the center kickstand. There’s a new side stand, which works fine, but I liked the center Y-kickstand for its stable parking option, especially when loaded with lots of cargo.
Then there’s the price. At $2,299, this is a tougher sell today than it would have been in the past. It’s a great bike, but many bikes on the market now have good utility designs, hydraulic brakes, 750W motors, big batteries, and nice accessories – and many of them cost significantly less.
They aren’t as nice as the RadRunner 3 Plus, I can attest to that. But saving nearly a grand will be worth cutting a few corners for many people.
So, in my opinion, if you have the extra cash to spend, you’re going to get an amazing quality utility bike with the RadRunner 3 Plus. It’s just hard for me to call it the same bang-for-your-buck as it once was a few years ago, even in the non-Plus version. You can, of course, still get the RadRunner 2, which is the current “non-Plus” version, and it’s only $1,299 at its current sale price. It doesn’t get you many of the nicer parts of the RadRunner 3 Plus, but it’s a hell of a deal. For the RadRunner 3 Plus here, I still say Rad did a great job on it – I just wish it was a few hundred bucks cheaper so I could give it a more forceful recommendation based on value and not just on quality. As it stands, it’s a great bike, but a pricey one.
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Massachusetts is launching a first-of-its-kind statewide vehicle-to-everything (V2X) pilot program. This two-year initiative, backed by the Massachusetts Clean Energy Center (MassCEC), aims to deploy 100 bidirectional chargers to homes, school buses, municipal, and commercial fleet participants across the state.
These bidirectional chargers will enable EVs to serve as mobile energy storage units, collectively providing an estimated 1.5 MW of new storage capacity. That means EVs won’t just be getting power – they’ll be giving it back to the grid, helping to balance demand and support renewable energy use. The program is also focused on ensuring that low-income and disadvantaged communities have access to this cutting-edge tech.
The Massachusetts pilot is one of the largest state-led V2X initiatives in the US and is designed to tackle key challenges in deploying bidirectional charging technology. By strategically placing these chargers in a variety of settings, the program aims to identify and resolve barriers to wider adoption of V2X technology.
Massachusetts EV owners and fleet operators enrolled in the program will get bidirectional chargers capable of both vehicle-to-grid (V2G) and backup power operations at no cost. Here’s what they stand to gain:
- No-cost charging infrastructure: Bidirectional charging stations and installation are fully covered for participants.
- Grid resilience: With an estimated 1.5 MW of new flexible and distributed storage assets, the program strengthens Massachusetts’ energy infrastructure.
- Clean energy integration: V2G technology allows EVs to charge when renewable energy is available and discharge stored energy when it’s not, supporting the state’s clean energy goals.
- Backup power: EV batteries can be used as backup power sources during outages.
- Revenue opportunities: Some participants can earn money by sending stored energy back to the grid.
Clean energy solutions firm Resource Innovations and vehicle-grid integration tech company The Mobility House are leading the program’s implementation. “With the charging infrastructure provided through this program, we’re eliminating financial barriers and enabling school districts, homeowners, and fleets to access reliable backup power,” said Kelly Helfrich of Resource Innovations. “We aim to create a scalable blueprint for V2X programs nationwide.”
“Bidirectional charging benefits vehicle owners by providing backup power and revenue opportunities while strengthening the grid for the entire community,” added Russell Vare of The Mobility House North America.
The program is open for enrollment now through June 2025. For more details, visit the MassCEC V2X Program webpage. A list of eligible bidirectional vehicles can be found on that page.
Read more: Cambridge’s new solar VPPA is the largest ever by any US city
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Compton, California, has unveiled 25 new electric school buses – the school district’s first – and 25 Tellus 180 kW DC fast chargers.
Compton Unified School District (CUSD) in southern Los Angeles County is putting 17 Thomas Built Type A and eight Thomas Built Type C electric school buses on the road this spring. In addition to working with Thomas Built, CUSD also collaborated with electrification-as-a-service provider Highland Electric Fleet, utility Southern California Edison, and school transportation provider Durham School Services.
Environmental Protection Agency’s (EPA) Clean School Bus Program awarded funds for the vehicles in the program’s first round. EPA also awarded CUSD funds for the third round of the program and anticipates introducing an additional 25 EV school buses in the future.
“I can’t stress enough how vital grants like these are and the need for continued support from our partners in government at the state and federal level to fund additional grants for school districts and their transportation partners that are ready to deliver and operate zero-emission buses,” said Tim Wertner, CEO of Durham School Services.
CUSD, which serves Compton and parts of the cities of Carson and Los Angeles, currently serves more than 17,000 students at 36 sites. The district has a high school graduation rate of 93% and an 88% college acceptance rate. One in 11 children in Los Angeles County have asthma, which makes the need for emissions-free school transportation that much more pressing.
Read more: Thomas Built Buses debuts its next-gen electric school bus
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After cutting lease prices by $200 this month, the Rivian R1S is now surprisingly affordable. It may even be a better deal than the new Tesla Model Y.
Rivian cuts R1S lease prices by $200 per month
Rivian’s R1S is one of the hottest electric SUVs on the market. If you haven’t checked it out yet, you’re missing out.
With some of the best deals to date, now may be the time. Rivian lowered R1S lease prices earlier this month to just $599 for 36 months, with $8,493 due at signing (30,000 miles). The offer is for the new 2025 R1S Adventure Dual Standard, which starts at $75,900.
Before the price cut, the R1S was listed at $799 per month, with $8,694 due at signing. The electric SUV now has the same lease price as the R1T, despite costing $6,000 more.
The 2025 R1T Dual Motor starts at $69,900, essentially making it a free $6,000 upgrade. At that price, you may even want to consider it over the new Tesla Model Y.
Tesla’s new Model Y Launch Series arrived with lease prices of $699 for 36 months. With $4,393 due at signing, the effective rate is $821 per month, or just $13 less than the R1S at $834. However, the 2025 R1S costs nearly $15,000 more, with the Model Y Launch Series price at $59,990.
Rivian is also offering an “All-Electric Upgrade Offer” of up to $6,000 for those looking to trade-in their gas-powered car, but base models are not included.
| Starting Price | Range (EPA-est.) |
|
| 2025 Rivian R1S Dual Standard | $75,900 | 270 miles |
| 2026 Tesla Model Y Launch Series | $59,990 | 327 miles |
To take advantage of the Rivian R1S lease deal, you must order it before March 15 and take delivery on or before March 31, 2025.
The 2025 Rivian R1S Dual Standard Motor has an EPA-estimated range of up to 270 miles. Tesla’s new Model Y Launch Series gets up to 327 miles.
Which electric SUV would you choose? Rivian’s R1S or the new Tesla Model Y? If you’re ready to check them out for yourself, you can use our links below to find deals on the Rivian R1S and Tesla Model Y in your area.
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