Priority Current review: A solid 5-speed belt-drive electric bike that’s built to last
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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Los Angeles has officially cut ties with coal. City officials say the Intermountain Power Project (IPP) in Utah – the last coal-fired power plant supplying the US’s second-largest city – went offline just before Thanksgiving.
IPP’s two massive units had a combined capacity of around 1,800 megawatts (MW) when fully operational, and as recently as 2024, they still supplied around 11% of LA’s electricity. The plant sits in Utah’s Great Basin region and powered Southern California for decades. Now, for the first time, none of LA’s power comes from coal.
There’s a political hiccup with IPP, though: the Republican-controlled Utah Legislature blocked the Intermountain Power Agency from fully retiring the coal units this year, ordering that they can’t be disconnected or decommissioned. But despite that mandate, no buyers have stepped forward to keep the outdated coal units online.
The Los Angeles Department of Water and Power (LADWP) is transitioning to newly built, hydrogen-capable generating units at the same IPP location, part of a modernization effort called IPP Renewed. These new units currently run on natural gas, but they’re designed to burn a blend of natural gas and up to 30% green hydrogen, and eventually 100% green hydrogen. LADWP plans to start adding green hydrogen to the fuel mix in 2026.
“L.A.’s coal divestment is not just about discontinuing the use of coal to power our city – it’s about building a clean energy economy that benefits every Angeleno. This milestone will further accelerate our transition to 100 percent clean energy by 2035,” said Mayor Karen Bass.
To reach that goal, LA is investing heavily in solar, wind, battery storage, and local programs that expand rooftop solar and energy efficiency.
One of the city’s biggest milestones was reached in August with the completion of the Eland Solar-plus-Storage Center – a massive project that pairs 758 megawatts of solar with 300 MW/1,200 MWh of battery storage. It’s one of the largest solar-plus-storage plants in the country, capable of powering more than 260,000 Los Angeles households. Bringing Eland online helped push LADWP’s power supply past 60% clean energy in 2025.
Read more: In a first, renewables generate more power than coal globally
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![Kia's small EV drops its camo, plus a sneak peek at the interior [Video]](https://i0.wp.com/electrek.co/wp-content/uploads/sites/3/2025/12/Kia-EV2-spotted-camo.jpeg?resize=1200,628&quality=82&strip=all&ssl=1)
Kia’s most affordable electric SUV will be here in just over a month. Ahead of its debut, the EV2 was spotted with light camo, offering our best look yet.
Kia EV2 looks more like an SUV with less camo
Just days after Kia confirmed the EV2 will debut at the Brussels Motor Show on January 9, 2026, the small electric SUV was spotted in Europe with barely any camo.
The EV2 is a fully electric B-segment SUV set to be Kia’s new entry-level EV. It will sit below the EV3, which is already the UK’s most popular retail electric vehicle and among the top-sellers in Europe.
“With the EV2, we reaffirm our commitment to make electric mobility truly accessible to a broader audience,” Kia Europe president and CEO, Marc Hedrich, said earlier this month.
Despite its compact size, the EV2 looks and feels much bigger in person. It has a similar high-riding, blocky design as Kia’s latest electric SUVs, such as the EV5 and three-row EV9.
In the teaser images Kia posted a few days ago, the EV2 was shown under a drape with a design that looked nearly identical to the EV2 Concept from earlier this year.
Now, we can finally confirm it. The Kia EV2 was recently spotted in Europe in light camo, rocking a tall, SUV-like stance. The latest image from KindelAuto gives us a solid look at its profile, which still resembles a mini EV5 or EV9.
Kia will begin EV2 production alongside the EV4 hatch at its Zilina, Slovakia, plant shortly after its debut at the Brussels Motor Show next month, ramping up output throughout 2026.
Although Kia has yet to reveal specifics, the EV2 is expected to be about 4,000 mm (157″) long, or slightly smaller than the EV3 at 4,300 mm (169.3″). It will be closer in size to the Hyundai Inster EV.
Prices are expected to start at around €30,000 ($35,000) in Europe, given that the EV3 starts at about €36,000 ($42,000).
A new video from HealerTV offers a glimpse of the interior. Although the EV2 concept included sliding benches, detachable seats, cushions, and other innovative features to unlock more space, the interior looks more like Kia’s latest EVs, such as the EV3, EV4, and EV5.
You can see it has a standard armrest and a separate storage spot, similar to the EV5. The door handles are about the same as those in the EV3 and EV4.
Although it’s just a preview since the windows were covered, the second row looks about the same as the EV3. The reporter mentioned a “family look” similar to Kia’s other electric vehicles.
The compact electric SUV is expected to ride on Hyundai’s E-GMP platform, with similar battery pack options as the EV3. The EV3 is available with 58.3 kWh and 81.4 kWh battery options, delivering a WLTP range of 410 km (255 miles) and 560 km (348 miles), respectively.
The EV2 will debut at the Brussels Motor Show on January 9, 2026. Kia will hold a press conference at 10:40 am CET to introduce the new entry-level EV. Check back for updates leading up to the event.
For those in the US, sadly, the EV2 is not expected to make the trip overseas. However, Kia is offering generous discounts of over $10,000 off its current EV lineup.
Interested in a test drive? We can help you get started. You can use the links below to find Kia’s electric vehicles near you.
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Nissan is looking for a partner to co-develop new EVs with as it struggles to turn things around, but only on one condition.
Nissan is still looking for EV partners
After its plans with Honda fell through earlier this year, Nissan is still hoping to find a partnership to build next-generation EVs.
As part of its recovery plan, Re:Nissan, the automaker has already announced significant job cuts, factory closures, and other extreme measures to cut costs as it looks to return to profitability.
Nissan has been actively seeking new partnerships, but it won’t settle for “just a transaction.” Speaking to Automotive News at an event earlier this month, Ponz Pandikuthira, chief product and planning officer for Nissan Americas, said that although it was open to partnering, it would have to be a two-way street.
“We would not engage with a partner just to buy a vehicle, or platform, or piece of tech,” Pandikuthira said, adding, “That’s what makes it a long-term commitment instead of just a transaction.”
Pandikuthira suggested Nissan is already in talks with several potential partners, including Honda and Mitsubishi. Sources told Automotive News in October that Nissan was in discussions with Ford and Stellantis to supply a new electrified SUV based on the Rogue.
The sources claimed the electrified Rogue would use Nissan’s new e-POWER hybrid system. According to Pandikuthira, Nissan could also use the next-gen Frontier platform, set to underpin the new Pathfinder.
So what would the partnership look like? The product and planning boss said it could involve automakers either buying the technology or Nissan building rebadged vehicles, but the partner would still need to use its tech. It would be a two-way commitment, not just a transaction.
Either way, Nissan will need to move quickly. It already cut the Ariya electric SUV from its 2026 lineup in the US, and is reportedly struggling to sell the new LEAF.
We know we need economies of scale for an EV, and we would be open to a discussion with another partner to jointly develop an EV,” Pandikuthira stressed. That could involve a family of SUVs, Nissan’s product boss suggested.
Electrek’s Take
Starting at $29,990 with over 300 miles of range, Nissan says the 2026 LEAF has “the lowest starting MSRP for any new EV currently on sale in the US.” If it’s already having a tough time selling the low-cost LEAF EV, it could be a long road ahead for Nissan.
Like Hyundai and General Motors, which announced plans to co-develop five new vehicles, combining resources with a new partnership could help Nissan reduce development costs, leverage new tech, and achieve economies of scale.
What are your thoughts on a Nissan EV partnership? Which company would be the best fit? Let us know your thoughts in the comments.
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