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priority current shimano

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
priority current shimano

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.

priority current shimano

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.

priority current shimano

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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All the EVs you can buy for less than Cadillac CELESTIQ’s $60,000 price hike

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3 hours ago

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November 5, 2025

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All the EVs you can buy for less than Cadillac CELESTIQ's ,000 price hike

Cadillac's halo car costs $60,000 more to start than last year.

Cadillac wants to live up to its “standard of the world” tag line so bad they can taste is – but adding $60K to the CELESTIQ’s MSRP might not be the flex the marketing team might think. To teach them a lesson, we’re going to ignore the CELESTIQ and list every new EV you can buy for less than that $60K price hike, instead. Enjoy!

Cadillac is on the verge of an electric renaissance, with nearly 40% of all new Caddies sold last quarter being electric and historic votes of confidence coming from the international motoring press. That said, a $60,000 price hike on the company’s hand built, ultra-luxury flagship CELESTIQ sedan feels especially like a cynical cash grab in today’s economy.

So, instead of talking about the now $60,000 pricier Cadillac CELESTIQ, I’ve decided to give you a list of all the new EVs you can buy (in the US, at least) for less than that $60K. Take a look at the list, below, then let me know if I missed any in the comments.

If you’re curious about what those vehicles are actually selling for, what rebates and special rates are out there, or even just want to take one for a test drive, click on one of the links and you’ll be directed to a local dealer who can walk you through it all (trusted affiliate link).

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Original content from Electrek.

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Nissan has global ambitions for its affordable plug-in pickup truck [update]

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5 hours ago

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November 5, 2025

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Nissan has global ambitions for its affordable plug-in pickup truck [update]

Nissan’s New Chinese Frontier Costs Half of America’s Frontier

Zhengzhou Nissan has launched a new, plug-in pickup in the Chinese market called the Z9. It’s the same size as the Nissan Frontier Pro, offers over 35 miles of all-electric range, and pricing starts at just $16,600.

UPDATE 04NOV2025: more details and more markets for 2026.

The rebuilding of Nissan started to pick up earlier this year with the launch of the brand’s first plug-in pickup truck in China this past summer. The plug-in hybrid (PHEV) model offers 410 hp and an 84 mile electric-only range – more than enough for it to meet the everyday needs of most drivers with easy access to liquid fuel when needed.

It seems like a neat truck, but since it was designed and developed specifically for the Chinese market, its great specs and nearly impossible $24,800 starting price (on the entry-level Frontier Pro model) meant it would have limited impact – and limited interest – in other markets.

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Until now, that is! CarScoops is reporting that Nissan now has plans to export a tweaked version of the hybrid Frontier to international markets, and speculates that, “a different version of it could well be built in the US, [since] Nissan’s CEO recently confirmed that a hybrid Frontier is in the works for the North American market.”

You can read the original post, first published back in June, below, then let us know what you think of Nissan’s plans to export its plug-in pickup to other markets in the comments.

Positioned as the electrified sibling of the domestically-built Nissan Frontier Pro, the Zhengzhou Nissan Z9 is essentially a Chinese-market version the Frontier Pro, and it’s spec’ed and priced accordingly, with the as-yet undisclosed price of the Frontier Pro expected to come in a bit higher than the Z9.

That’s less interesting. What’s more interesting is that the Z9 offers 35 miles (60 km) of range on the base, 17 kWh battery, at a price that significantly undercuts even the Slate EV’s $28,000 pre-$7,500 incentive price tag – and that incentive is far from a sure thing.

What’s more, if you feel like spending a bit more, you can get a Zhengzhou Nissan Z9 equipped with a 32.85 kWh battery that’s good for almost 85 miles (135 km) of all-electric range. And even that extended-range model, at ¥168,900 (about $23,400) is still price-competitive with the Jeff Bezos-backed Slate EV.

In short, it’s bound to be a winner.

It’ll sell, but it won’t sell here

Nissan-Frontier-EV-pickup
US-market Nissan Frontier.

With excitement surrounding the Kia Tasman, Slate, and other, similarly affordable light-duty pickups building on the success of the Ford Maverick hybrid, it should come as no surprise that Nissan has international ambitions for its newest electrified pickup.

“In alignment with our ‘In China, For China, Toward the World’ strategy for electrification and smart transformation, Nissan will fully support ZNA’s ‘off-road strategy,’” explained Stephen Ma, Chairman of Nissan (China) Management Committee and President of Dongfeng Motor Co., Ltd. “We are working to strengthen our research and manufacturing capabilities, further advancing our presence in the core markets of pickups and off-road vehicles, with the ultimate goal of achieving global expansion.”

It’s exciting stuff, but with all the recent troubles it’s been experiencing, it’s doubtful that Nissan will bring either of its new, Chinese-built mid-size pickups to the US (electrified or otherwise).

“The mission of the new generation of Chinese automotive professionals is clear – to ensure that made-in-China cars are driven across the world. ZNA will utilize its dual-brand and dual-channel advantages to expand its global footprint,” Mr. Mao Limin, Executive Vice President of ZNA, at the Z9’s launch. “We aim to be one of the top exporters of pickups within three years and to reach a sales milestone of 100,000 units.”

That said, Nissan Hardbody fans shouldn’t lose hope quite yet. If Nissan is able to find a new savior in Toyota, a Taco-based BEV pickup with a new LEAF/Ariya-type front fascia might make more sense than you think.

Electrek’s Take

Nissan’s New Chinese Frontier Costs Half of America’s Frontier
Zhengzhou Nissan; via Carscoops.

I’ve already written out my own comeback plans for Nissan, and this new Chinese-market pickup truck doesn’t really fit into them. Like many of you, I’m of the belief that a PHEV isn’t an EV – but I do see their value as “lilypad” cars, and the two Lightning owners I know? Their previous Ford F-150s were hybrids.

SOURCES: Zhengzhou Nissan; side-by-side image via Carscoops.

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Your personalized solar quotes are easy to compare online and you’ll get access to unbiased Energy Advisors to help you every step of the way. Get started here.


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MASSIVE Australian battery project will store 5.5 GWh of total power

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5 hours ago

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November 5, 2025

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MASSIVE Australian battery project will store 5.5 GWh of total power

Wärtsilä to deliver Australia’s largest DC-coupled hybrid battery system

Finnish energy giant Wärtsilä has announced the latest addition to its massive network utility-scale battery energy storage system (BESS) projects in Australia: a record-breaking 1.5 GWh deployment that brings the company’s total energy storage capacity in the nation to 5.5 GWh.

The future of large-scale energy projects in Australia is looking increasingly DC-coupled thanks to Wärtsilä, which just announced plans to build the largest BESS of its kind in the National Electricity Market (NEM). The massive hybrid battery project that marks the company’s ninth site down under, and pushes its total capacity to a formidable 5.5 GWh.

The company says its latest, “record-breaking” energy storage plant is a blueprint for how to efficiently combine solar generation and storage to create a more resilient and decarbonized grid.

“This project is significantly larger than our earlier DC-coupled project, underscoring the need for this type of technology in expanding at scale,” said David Hebert, vice president of Global Sales Management at Wärtsilä. Hebert called the DC-coupled technology, “a breakthrough for hybrid renewable plants and a critical step towards establishing a financially viable renewable energy future.”

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Hebert believes projects like this one play a hugely important role in stabilizing Australia’s grid while, at the same time, advancing the country’s ambitious net-zero emissions targets from the energy sector by 2045.

With a 20-year service agreement already in place and the order set to be booked this quarter, this project is a working prototype for the next generation of global renewable assets. As nations worldwide grapple with the challenge of moving beyond fossil fuels, the success of this massive DC-coupled system will provide a real-world model for how to build a grid that is cleaner, smarter, and more resilient than ever before.

Electrek’s Take Explainer

If you’re not familiar with DC-coupling, it’s an efficiency game-changer. Unlike traditional AC-coupled electrical systems that require converting solar-generated direct current (DC) to alternating current (AC) for use by the grid, and then back to DC to use in a battery, a DC-coupled system connects the solar array and battery directly. This architecture cuts energy losses that occur during conversion, capturing more solar power and significantly improving project economics and overall system efficiency.

In other words: it saves money, and shores up the grid. Wins all ’round!

SOURCE | IMAGES: Wärtsilä, via Power.

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Ready to charge smarter? Get started today with Qmerit (trusted affiliate).


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