Priority Current review: A solid 5-speed belt-drive electric bike that’s built to last

Published

2 years ago

November 30, 2023

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The Priority Current quickly became one of my favorite commuter electric bikes soon after its release, thanks in large part to its high-quality design and higher-end components all offered for a reasonable price. Now that I’ve tested the second version of the bike with a 5-speed drivetrain and other new add-ons, I’m even more sold on this comfortable commuter electric bike.

The Priority Current straddles the line between the fancier bike shop models like those from Specialized, Trek, and other high-end brands, and the more entry-level offerings from direct-to-consumer companies.

The NYC-based bicycle brand Priority got its start in pedal bikes, so it knows a thing or two about high-end bike shop models. But it’s still a direct-to-consumer brand that focuses on offering attractive prices for average riders.

That’s where the Priority Current lives, as a happy middle-ground e-bike that gives many riders a nicer setup than they’re used to, yet keeps it approachable for us normies that ride in jeans instead of a spandex cycling jersey.

Check the bike out in my video review below to see it in action. Then keep reading for more on this awesome model.

Priority Current 5-speed video review

Priority Current tech specs

Motor: 500W mid-drive motor with torque sensor
Torque: 140 Nm
Top speed: 28 mph (45 km/h) or 20 mph (32 km/h) user-selectable
Range: 20-50 miles (32-80 km)
Battery: 500 Wh frame-integrated and removable battery
Weight: 24 kg (53 lb)
Frame: 6061 aluminum mid-step
Brakes: Tektro dual-piston hydraulic disc brakes
Extras: Shimano Nexus 5 internally geared read hub & shifter, Gates Carbon Drive belt-drive system, composite fenders, braze-ons for mounting front and rear racks/accessories, bright center-mount display, automatic front and rear LED lights, USB charging for phone/accessories, adjustable stem, gel comfort saddle, touch-up paint included

What sets it apart?

Originally, my first experience with the Priority Current was on the Enviolo version. Now, I’ve been able to test this 5-speed Shimano Nexus version, with the main difference being the transmission type.

Unlike the Enviolo’s CVT setup with stepless shifting across a range of gear ratios, the Shimano internally geared hub gives five gear ratios. It’s a bit like that old beach cruiser you had with the three-speed rear hub, except now you’ve got five speeds. Oh, and a belt drive.

That’s right, the bike features a Gates carbon drive system with a reinforced belt that lasts longer than a chain, is cleaner, and operates silently. I’m a huge fan of belt-drive e-bikes because they are just nicer to use.

The only downside is that they are often single-speeds due to the inability to run a derailleur with a belt. If you want multiple gears, that means you need some type of alternative transmission. Usually, that’s going to be an internally geared hub, which is what the Shimano Nexus 5 offers. The transmission gives you five gears so that you can still downshift to climb a steep hill or upshift when you want to push the bike hard up to 28 mph (45 km/h), or even faster if you don’t mind the electric power tapering off above 28 mph.

The Shimano 5-speed transmission feels like a nice balance to me. While I appreciate the engineering that goes into the Enivolo CVT, the massive 380% range seemed more geared to the lower end, meaning if you live in a flat city like me then you don’t use a lot of the potential gear range. With the Shimano, the five gears all feel more usable, though to be honest I still find myself spending most of my time in higher gear.

Both have the handy benefit of being able to shift when you’re at a stop, unlike chain drives.

The design of the bike is a real winner for me. It’s a commuter, there’s no doubt about that. But it’s not as tucked and hunched as on some models. I’m a more relaxed rider, even in the city, and so I don’t like to be hunched over too far. Some bikes make me feel like I can steer with my teeth, and that’s not a desirable seating position for me.

Here with the Priority Current, the urban-oriented geometry still feels comfortable enough, though I do find myself letting go of the bars and leaning back to stretch sometimes on wide open paths. With an adjustable stem, riders can actually dial in that comfort level to match their desires. The bars can be raised up more for someone who wants a taller ride, or lowered back down for someone who wants a streamlined city tuck.

Extra touches like that adjustable stem speak to similar design choices around the bike. It doesn’t feel like any corners were cut here. The bike uses solid hardware, has a beautifully welded frame, includes powerful dual-piston hydraulic disc brakes, features a thru-axle wheel for rugged mounting, a bright headlight and visible tail light, and even mounts that tail light directly into the rear fender so you have fewer wires and obstructions junking up the aesthetics.

Then there’s that mid-drive motor, which is the real differentiator compared to cheaper budget bikes. The motor includes a torque sensor, which means it has some excellent, responsive pedal assist. There’s a bit more motor noise than some models – it’s not a fancy German-made Brose motor or anything like that – but it still works wonderfully and gives good power with intuitive-feeling pedal assist. For a bike without a throttle, good pedal assist is a must.

Plus there’s the fact that the Priority Current comes in three frame sizes (S, M, L). It’s another example of how the bike goes beyond the typical one-size-fits-most models from budget-priced e-bike brands. As folks who actually bike everywhere, the Priority team knows that being able to size a bike as closely as possible to your personal needs is going to give you a better cycling experience.

Extra features and accessories

The Priority Current is an excellent bike, but it’s the extra stuff that can sometimes help set many different models of e-bikes apart.

For example, I tested out the add-on battery option that doubles the capacity of the bike to give riders twice as much range. From my experience, the single battery is probably enough for many people. I was often getting 40-ish miles (65 km) of range per charge when I kept the pedal assist in a reasonable level 2 or 3 out of 5. But when I put it in level 5 and crank the speed up to the limit of 28 mph (45, km/h), my range could easily cut in half. So for anyone who wants to ride quickly, that additional battery is a nice add-on.

The other advantage is that it gives you a rear rack. For riders who want to add a basket, panniers, or other cargo carriers on the rear of the bike, the battery does double duty by giving you the rack space you’ll need.

Another accessory I tested out was the Pinhead wheel and seat lock set. I recently had my bike stolen (unfortunately, not for the first time), and so I’ve been feeling the pain of theft all over again. The Pinhead wheel and seat lock set aren’t going to keep your bike where you left it, but they will protect certain easy-to-steal components like the wheels and seat.

They come with their own little driver tool that removes theft of opportunity. Sure, if a thief comes prepared with a Pinhead tool then they can snag your nice saddle. But most opportunity theft occurs in the moment, from a thief who just saw something nice and made quick work of a quick-release lever or happened to have a 5mm Allen wrench on them. So the Pinhead system gives you a slick-looking fastener and means that 99.9% of people aren’t going to be able to make off with your gear.

For a more secure full-bike lock, I still recommend something like a FoldyLock Forever as one of multiple locks used on a bike.

Sum it up

Basically, the Priority Current still lives up to exactly what I want in a higher-end commuter or metro e-bike. At US $3,299, it’s priced short of the $4-5k bike shop e-bikes, yet still has the quality parts and manufacturing to stand with those high-dollar rides.

On the flip side, you can get it shipped directly to your door and save a few g’s at the same time.

That makes it feel like the right balance to me, offering the quality that more serious riders desire to ensure the bike will last for many years, yet with pricing and convenience more in line with the upper end of the direct-to-consumer market.

While it’s pricier than many more cost-effective commuter e-bikes, the nicer parts like the torque sensor-equipped mid-drive motor and 5-speed Gates belt drivetrain are bound to entice riders looking for a step up. They sure did for me.

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Environment

Yangwang U9 Xtreme cracks 300 mph to become fastest production car EVER [video]

Published

4 hours ago

September 21, 2025

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Yangwang U9 Xtreme cracks 300 mph to become fastest production car EVER [video]

The world’s fastest car is electric: Yangwang U9 Xtreme hits 308.4mph

Move over, Bugatti! The new Chinese Yangwang U9 Xtreme electric hypercar just blasted its way to a staggering, 308.4 mph top speed on a German test track, seizing the “world’s fastest car” crown and busting the last traces of the myth that electric cars are slow.

Just weeks after BYD announced that the nearly 3,000 hp, all-electric Yangwang U9 Track Edition model set a new global speed record for electric vehicles after hitting a ridiculous 472.41 km/h (~293 mph), the Yangwang crew returned to Germany’s Automotive Testing Papenburg GmbH (ATP) test track with the U9 Xtreme with its sights set on a new goal. They didn’t want the world’s fastest EV title – they wanted the world’s fastest production car title. Period.

The BYD Yangwang crew got that record, rocketing all the way to 496.22 km/h – that’s 308.4 mph to you and me!

“This record was only possible because the U9 Xtreme simply has incredible performance,” explains German GT racing driver Marc Basseng, who piloted the Chinese EV on its record-setting run. “Technically, something like this is not possible with a combustion engine. Thanks to the electric motor, the car is quiet, there are no load changes, and that allows me to focus even more on the track.”

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The Yangwang U9 features the world’s first mass-produced 1,200V ultra-high-voltage vehicle platform. Developed by BYD, the car is powered by the company’s latest li-ion phosphate batteries in BYD’s now-familiar “blade” configuration.

The U9 Xtreme’s record-setting run dethrones the previous Bugatti Chiron Super Sport 300+, which managed 304.8 mph back in 2019. The Bugatti now has to settle for the lesser “world’s fastest combustion-powered production car” title, which is objectively lame.

Definitely NOT lame

The company says it’s selling “no more than 30” of the Xtreme U9 EVs, presumably to customers with incredibly long driveways. The Xtreme version features smaller, 20″ wheels (instead of 21s), and gets wider, 325 mm tires (up from 275 mm) to match the rears. The fronts also ride on a narrower track.

You can watch Marc Messang put the 3,000 hp Yangwang U9 Xtreme electric hypercar to the test in the video, below, then let us know what you think of China’s first-ever world record-setting vehicle in the comments section at the bottom of the page.

Fastest production car EVER

[embedded content]

SOURCE: CarNewsChina.

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Environment

10,000 buyers snapped up 776 hp electric AUDI wagon – in its first 30 minutes!

Published

7 hours ago

September 20, 2025

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10,000 buyers snapped up 776 hp electric AUDI wagon – in its first 30 minutes!

With dual electric motors pumping out 776 hp, over 400 miles of all-electric range, and a relatively low MSRP, the new AUDI E5 Flagship Quattro electric wagon is electrifying the Chinese wagon market – scoring over 10,000 orders in its first thirty minutes on sale!

First launched last fall, the new Audi-backed AUDI sub-brand kept the sexy wagon aesthetic but ditched the Germans’ interlocking rings and Auto Union heritage in favor of a simple, all-caps AUDI logo on the E concept wagon. Now seen in production trim, the production AUDI E5 Sportback is surprisingly true to the original concept – except in the horsepower department, that is.

But, while a production car having lower horsepower figures than the concept car that preceded it is pretty typical, the production AUDI E5 is different: it actually offers more peak power than the 765 hp concept!

That’s right, kids! the range-topping Flagship Quattro version of the new AUDI E5 Sportback offers buyers 776 horsepower (that’s 11 more than the concept), and gets 402 miles (CLTC) of range from its 100 kWh battery. And, while that version is a monster, even the base-level Pioneer version at just 235,900 yuan ($33,000, as I type this) offers a 76 kWh battery pack sending power to a 295 hp rear-mounted electric motor and over 600 km of range (~385 miles).

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It’s a solid achievement in value and tech, and the Audi people seem pretty proud of themselves. “The AUDI E5 Sportback is our first model based on the Advanced Digitized Platform, and it delivers on our brand promise: the best of both worlds,” says Fermín Soneira, CEO of the Audi and SAIC Cooperation Project. “Audi’s DNA and engineering excellence is blended with China’s digital ecosystem and innovations, specifically tailored for our tech-savvy customers.”

And it’s pretty.

AUDI E5 Sportback

The wagon’s exterior, while not necessarily shouting “Audi” in the conventional, Western sense, is still proportioned well enough to carry the four rings (or, looked at another way, a VW logo). But, while it’s a great-looking wagon on the outside, it’s on the inside that the all-new E5 AUDI Sportback really sets itself apart.

The interior of the AUDI E5 Sportback is noticeably different from any Audi model, being much more inline with similar entry-luxe EVs sold in China. The E5 dash also sports a 59″-inch” wide screen that stretches across the entire dash, digital side mirrors, Alcantara seating surfaces, and wireless phone chargers.

All that tech is powered by the QUALCOMM Snapdragon 8295 automotive chipset with 5-nanometer precision and the ability to perform 30 billion operations per second, and the Chinese-market AUDI OS offers what its makers call, “an intuitive experience designed to make the vehicle occupants’ lives easier.”

You can take a look at the new E5 Sportback’s interior, below, then let us know whether or not you think an ~~Audi~~ AUDI like this (and its purple mood lighting) would be a hot seller Stateside in the comments.

E5 Sportback interior

SOURCE | IMAGES: AUDI.

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Environment

Forget Tesla hype — Einride begins public L4 autonomous electric semi operations

Published

10 hours ago

September 20, 2025

admin

Forget Tesla hype — Einride begins public L4 autonomous electric semi operations

Einride operates first ever fully autonomous heavy-duty truck on a public road in Belgium at the Port of Antwerp-Bruges

While Tesla has struggled to deliver on the hype of its self-driving promises, Einride has been quietly developing a Level 4 self-driving electric truck. Now, that quiet effort is paying off. For the first time, the company is operating a fully autonomous, heavy-duty EV on public roads in Europe.

The Einride Level 4 autonomous HDEV is being operated under a relatively new Belgian regulatory framework, and showcases how Einride (and Europe) might hope to take the lead in advancing autonomous freight technology. Now in service at the Port of Antwerp-Bruges, one of the most complex logistics centers in the world, Einride believes its autonomous trucks can move goods with more efficiency and lower emissions than human-driven, diesel-powered rivals.

“Antwerp is more than a logistical hub,” explains Johan Klaps, an alderman at the port of Antwerp. “(Antwerp) is also a place where the mobility of tomorrow is tested and concretized. Autonomous and sustainable applications such as Einride’s proves that innovation is a driver for competitiveness and economic growth.”

Einride autonomous HDEV

The Einride truck itself is an impressive piece of engineering, fitted with a robust 320 kWh li-ion battery pack that promises more than 650 km (405 miles) of all-electric range, thanks to a combination of slippery aerodynamics, energy-efficient electric drive motors, and (of course) the energy-smart driving tactics employed by its impressive self-driving software.

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Einride says its autonomous driving system (backed by a remote operator, Waymo-style, to help deal with edge cases) processes over 5 million data points per second, using radar and LiDAR to feed AI that generates real-time driving instructions for seamless navigation and freight delivery. And, thanks to its purpose-built, cab-less design and 82,000 lb. GVWR, each electric truck can operate with fewer than one remote operator per vehicle, paving the way for far more cost-efficient and expansive logistics operations without the need for many more operators.

“What we are seeing today in Antwerp perfectly aligns with European ambitions,” says Andrea De Candido, Connected, Cooperative and Automated Mobility (CCAM) DG RTD – European Commission. “(We’re) developing innovative technologies that are efficient, safe, sustainable and scalable. Through pioneering projects like this, we strengthen Europe’s position in future-oriented automated mobility solutions.”

With driver shortages still hitting the industry and electric semi fleets already running across Europe, the Middle East, and even here in the US, it’s only a matter of time before Einride rolls out its autonomous trucks in more markets.

SOURCE | IMAGES: Einride; via LinkedIn.

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