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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That network of dependable high-speed chargers, paired with solid app integration that makes it easy for Tesla drivers to find available chargers just about anywhere in the US, gave the brand a leg up – but no more. By opening up the Supercharger network to brands like Ford, Hyundai, Kia, and others, Tesla has given away its biggest competitive advantage.
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Add in charging and route-planning apps like Chargeway, that make navigating the transition from CCS to NACS easier than ever with its intuitive colors and numbers and easy on/off switch for vehicles equipped with NACS adapters, and it feels like the time is right to start suggesting alternatives to the old EV industry stalwarts. As such, that’s exactly what I’m going to do.
Here, then, are my picks for the best Tesla S3XY (and Cybertruck) alternatives you can buy.
Less Model S, more Lucid Air
Lucid Air sedans; via Lucid.
Developed by OG Tesla Model S engineers with tunes from Annie Get Your Gun playing continuously in their heads, the Lucid Air promises to be the car Tesla should and could have built, if only Elon had listened to the engineers.
With panel fit, material finish, and overall build quality that’s at least as good as anything else in the automotive space, the Lucid Air is a compelling alternative to the Model S at every price level – and I, for one, would take a “too f@#king fast” Lucid Air Sapphire over an “as seen on TV” Model S Plaid any day of the week. And, with Supercharger access reportedly coming later this quarter, Air buyers will have every advantage the Supercharger Network can provide.
HONORABLE MENTIONS
Less Model 3, more Hyundai IONIQ 6
2025 Hyundai IONIQ 6 Limited; via Hyundai.
Hyundai has been absolutely killing it these days, with EVs driving record sales and new models earning rave reviews from the automotive press. Even in that company the IONIQ 6 stands out, with up to 338 miles of EPA-rated range and lickety-quick 350 kW charging available to make road tripping easy – especially now that the aerodynamically efficient IONIQ 6 has Supercharger access through a NACS adapter (the 2026 “facelift” models get a NACS port as standard).
Once upon a time, Mrs. Jo Borrás and I were shopping three-row SUVs and found ourselves genuinely drawn to the then-new Model X. Back then it was the only three-row EV on the market, but it wasn’t Elon’s antics or access to charging, or even the Model X’s premium pricing that squirreled the deal. It was the stupid doors.
We went with the similarly new Volvo XC90 T8 in denim blue, and followed up the big PHEV with a second, three years later, in Osmium Gray. When it’s time to replace this one, you can just about bet your house that the new 510 hp EX90 with 310 miles of all-electric range will be near the top of the shopping list.
The sporty EV6 GT made its global debut by drag racing some of the fastest ICE-powered cars of the day, including a Lamborghini, Mercedes-AMG GT, a Porsche, even a turbocharged Ferrari – and it beat the pants off ’em. Combine supercar-baiting speed with an accessible price tag, NACS accessibility, $10,000 in customer cash on remaining 2024 models ($3,000 on 2025s) and just a hint of Lancia Stratos in the styling, the EV6 is tough to beat.
If you disagree with that statement and feel like driving a new Tesla Cybertruck is the key to happiness, I’m not sure an equally ostentatious GMC Hummer EV or more subtle Rivian R1T will help you scratch that particular itch – but maybe therapy might!
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BYD Shenzhen, the world’s largest car transport ship (Source: BYD)
Republicans launched multiple attacks against EVs, clean air and American jobs this week, at the behest of the oil industry that funds them. These attacks won’t be successful, and EVs will continue to grow regardless, and inevitably take over for outdated gasoline vehicles.
However, these republican attacks on EVs will still have some effect: they will diminish the US auto industry globally, leading to job losses and surrendering one of the jewels in the crown of American industry to China, where there is no similar effort to destroy its own domestic EV industry.
But they should inspire worry for Americans, because they will only harm the country’s domestic manufacturing base in the face of a changing auto industry.
Republicans keep trying to kill clean cars
The last time a republican occupied the the White House, we saw similar efforts to try to raise fuel and health costs for Americans, and to block superior EV technology from flourishing. That didn’t work in the end, and EVs continued to grow both during that period and after.
All the while, fossil fuels have maintained their privileged policy position, being allowed to pollute with impunity and costing the US $760 billion per year in externalized costs. Much of that subsidy is accounted for in the cost of pollution from gas cars, which are one of the primary uses of fossil fuels, which means that, in fact, gasoline vehicles receive much more subsidy than EVs do.
And yet, EVs still managed to grow substantially, despite these headwinds. EV sales have continued to grow, both in the US and globally, even as headlines incorrectly say otherwise. The republican party’s attempts to kill them were futile, and will continue to be.
It didn’t work, but it did delay progress
However, anti-EV actions from Mr. Trump and the republican party did manage to delay progress from where it could have been if America actually instituted smart industrial policy earlier.
Surely the American auto industry would be ahead of where it is now if those investments had had time to come online. But instead, republicans are currently trying to kill those jobs, which has already led to several manufacturing projects being cancelled this year, depriving Americans of the economic boost they need right now.
Meanwhile, there’s one place that this sort of stumbling isn’t happening: China.
China is taking advantage
China has spent more than a decade focusing on securing material supply, building refining capacity, developing their own battery technology, and encouraging local EV manufacturing startups.
This has paid off recently, as Chinese EVs have been rapidly scaling in production in recent years. It took a lot of the auto industry by surprise how rapidly Chinese companies have scaled, and how rapidly Chinese consumers have adopted them, after having an initially slow start.
But that adoption hasn’t just been local, it’s also global. Last year, China became the largest auto exporter in the world, taking a crown that Japan had held for decades. But the change was even more dramatic than that – as recently as 2020, China was the sixth-largest auto exporter in the world, just behind the US in 5th place.
China’s dramatic turn upward started in 2020, and now it’s in first place. Meanwhile, because of all the faffing about, the US remains exactly where it was in 2020 – still in fifth place. Well, sixth now, since China eclipsed us (and everyone else).
But tariffs have been tried before, and they didn’t work. When Japan had a similarly meteoric rise to global prominence as an auto manufacturer in the 1970s and 80s, largely due to their adoption of new technology, processes, and different car styles which incumbents were ignoring, the US tried to stop it with tariffs.
All this did was make US manufacturers complacent, and Japan still managed to seize and maintain the crown of top auto exporter (occasionally trading places with Germany) from then until now.
Then as now, the true way to compete is to adapt to the changing automotive industry and take EVs seriously, rather than giving the auto industry excuses to be complacent. But instead, republicans aren’t doing that, and in fact are working to ensure the American auto industry doesn’t adapt, by actively killing the incentives that were leading to a boom in domestic manufacturing investment.
US auto industry jeopardized by republicans
Make no mistake about it: destroying EV incentives, and allowing companies to pollute more and innovate less, will not help the US auto industry catch up with a fast moving competitor.
As we at Electrek have said for years, you cannot catch up to a competitor that is both ahead of you and moving faster than you.
It also applies to nations, which could have spent the last decade doing what the Chinese auto industry has been doing, but instead non-Chinese automakers have been begging their governments for more time, even though it’s not the regulations that threaten them, it’s competition from a new and motivated rival that is moving faster and in a more determined manner towards the future.
The way that we get around this should be clear: take EVs seriously.
But that’s not what republicans are doing, and in doing so, they are signing the death warrant for an important US industry in the long term.
Another thing republicans are trying to kill is the the rooftop solar credit, which means you could have only until the end of this year to install rooftop solar on your home before the cost of doing so goes up by an average of ~$10,000. So if you want to go solar, get started now, because these things take time and the system needs to be active before you file for the credit.
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International equipment manufacturer Vermeer has unveiled a full-scale prototype of its Interlune excavator, a machine designed to ingest 100 metric tons of rocks and dirt per hour, extracting valuable helium as it makes its way across the surface … of the Moon.
Helium plays a critical role in the manufacturing of semiconductors, chips, optics, and all the other stuff that makes EVs, autonomy, the Internet, and the rest of twenty-first century life possible. The problem is that, despite being the second-most common element in the universe, helium is pretty rare on Earth – and we are rapidly running out. As such, there are intense economic and political pressures to find new and reliable sources of helium somewhere, anywhere else, and that demand has sparked a new modern space race focused on harvesting helium on the Moon and getting it back home.
To that end, companies like American lunar mining startup Interlune and the Iowa-based equipment experts at Vermeer are partnering on the development of suite of interplanetary equipment assets capable of digging up lunar materials like rocks and sand from up to three meters below the surface, extract helium-3 (a light, stable isotope of helium believed to exist in abundance on the Moon), then package it, contain it, and ship it back to Earth.
“When you’re operating equipment on the Moon, reliability and performance standards are at a new level,” says Rob Meyerson, Interlune CEO. “Vermeer has a legacy of innovation and excellence that started more than 75 years ago, which makes them the ideal partner for Interlune.”
The company showed a scaled prototype of the machine at the 2025 Consumer Electronics Show (CES) in Las Vegas (above), emphasizing the need to develop new ways to operate equipment assets in the extreme temperatures of extraplanetary environments beyond diesel or even hydrogen combustion.
On the airless surface of the moon, it would be impossible for an internal combustion engine to operate on the moon’s surface because there is no oxygen for combustion. Electrically powered machines seem the obvious solution with solar power generation supplying the electricity. But the answer is not that simple.
Temperature changes on the surface of the moon are extreme. They can soar to 110° C and plummet to -170° C. Developing electric construction machinery to perform in this environment is no easy task, but Komatsu is tackling issues one by one as they appear. Using thermal control and other electrification technologies, we are engineering solutions.
Despite Komatsu’s apparent head start, however, Vermeer seem to pulled ahead – not just in terms of machine development, but in terms of extraction potential as well.
“The high-rate excavation needed to harvest helium-3 from the Moon in large quantities has never been attempted before, let alone with high efficiency,” said Gary Lai, Interlune co-founder and CTO. “Vermeer’s response to such an ambitious assignment was to move fast. We’ve been very pleased with the results of the test program to date and look forward to the next phase of development.”
Interlune is funded by grants from the US Department of Energy and NASA TechFlights. In 2023, the company received a National Science Foundation (NSF) Small Business Innovation Research award to develop the technology to size and sort lunar regolith (read: dirt). Interlune has raised $18 million in funding so far, and is planning its first mission to the Moon before 2030.
Electrek’s Take
Interlune helium harvester concept; via Interlune.
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