Tariffs on China aren’t the way to win the EV arms race – getting serious on EVs is
News came out on Friday that President Biden is set to quadruple tariffs on Chinese EVs to protect the US auto industry from the rapid growth of Chinese EV manufacturing.
But instead of just de facto banning the competition from giving Americans access to affordable hot new EVs, the US should instead try making affordable hot new EVs itself.
The global auto industry is in a time of flux.
Cars are changing quickly, as is car manufacturing. The leaders of today, and of the last half-century, are not guaranteed to remain the leaders in the face of new entrants and new technology. And most of all, a new powertrain – electric – that will account for roughly 100% of cars on the road within a couple decades, which no serious person disputes.
Further, as one of the most polluting sectors globally and the most polluting in rich countries, it is necessary that transportation clean up its act, and fast, in order to avoid the worst effects of climate change. The sooner this happens, the easier it will be for all of us.
The new entrants to car manufacturing aren’t just in the form of startups like Tesla or Rivian, but in the form of nations which previously did not have a large presence in international auto manufacturing, but will take advantage of this flux to become more competitive in a changing global market.
The largest of these new entrants is the second most populous country in the world, the world’s largest exporter and its second-largest economy: China. China has heretofore not been a major player in car exports, but that’s changing.
China has been spending the last couple decades building up its manufacturing base, particularly in electronics, and particularly focusing on securing raw material supplies and partnerships and on building up refining capacity.
The strongest move in this respect has been Xi Jinping’s centerpiece Belt and Road Initiative, a set of policies intended to secure trade routes and mineral partnerships between China and less-developed, mineral-rich countries, generally in exchange for infrastructure development. It’s not unlike the actions of the West via the IMF and the World Bank, investing in development of poorer countries in order to secure material partnerships.
All of these entities have been credibly accused of exploitative actions towards the developing world – generally utilizing terms like economic imperialism, debt-trap diplomacy, or neocolonialism.
But the point of this is that China has been getting ready for this transition for a long time through concerted national effort, whereas the US is only recently doing so (via the Inflation Reduction Act and its attempts to onshore/”friend-shore” EV manufacturing and sourcing).
Japan and the 1970s as parable
We have, in fact, seen this story before. In the 1970s, the US auto industry was rocked by dual crises, a gas price crisis that left their large, gas-guzzling vehicles less competitive, and a steel crisis which greatly affected US steel manufacturers.
The steel crisis came courtesy of Japan, a country whose manufacturing methods far outstripped America’s, and which was determined to undercut American steel. It could produce steel cheaper and better than the US, and the low prices that Japan was offering were simply unbeatable by American manufacturers. As a result, many American steelworkers lost their jobs.
Here’s an article about the steel crisis from 2021 from the Alliance for American Manufacturing, which makes parallels to today’s situation between the US and China. In it, former steelworkers are quoted about what happened at the time:
The cost was cheaper, and their quality was better, too. We didn’t care about quality because we were the only game in town forever.
-Ed Cook, former president USW Local 3069
The U.S. steelmakers and, as time wore on, the automakers, were being outperformed by Japan and their superior technology advancements. Our employers didn’t invest in new technology until recognizing the concept of foreign competition was here to stay.
-Doug May, retired steelworker
The US tried to stop the bleeding with tariffs after accusing Japan of illegally “dumping” steel at unfairly subsidized below-market rates to gain export market share. But the tariffs didn’t stop the advancement of the technologically-superior Japanese steel industry, which remained strong even after their imposition.
The early-70s steel crisis was soon joined by the mid-to-late-70s oil crisis, where the US (and much of the Western world) saw oil shortages and high gas prices. At the time, American automakers mostly produced giant gas guzzlers, and Japanese automakers exploited this crisis by rapidly introducing smaller, more fuel efficient cars to America, just as the environmental movement was starting to gain steam and emissions regulations were starting to take effect.
Automakers responded by undergoing half-baked attempts to meet the standards while still trying to sell their gas guzzlers, by lobbying governments not to implement regulations, and begging for tariffs against competing Japanese autos. Not by actually rising to the challenge and making better vehicles, but rather by asking for the rules to be changed so they could get a free win by doing nothing new.
Eventually, Japan agreed to voluntary export restrictions and US automakers managed to get in gear and start making better cars. But as a result of this disruption in the 1970s, Japan is still considered one of the premier manufacturing industries in the world (automotive and otherwise), and has held the crown of the largest auto-exporting country on the globe for decades.
Between preparation, determination, and opportunity, Japan was able to gain a lasting lead.
Does any of this sound familiar?
China is the new Japan
Well, Japan was the world’s largest auto exporter… until now. It depends on how you count it, but Japan was likely dethroned by China as the world’s largest car exporter in the past year.
All of China’s effort to build EV manufacturing bore fruit – while the country was initially slow to adopt EVs, in 2023 it had a whopping 37% EV market share (up from 5% in 2020 and .84% in 2015), leapfrogging several early adopter nations. But EV manufacturing has grown even faster, with Chinese EV production outpacing domestic demand and exports rising rapidly in recent years as well.
Why did this happen? It turns out, Japanese industry is acting similarly to US industry at the moment, in that it is dragging its feet on electric vehicles (in fact, even moreso than US manufacturers are). European manufacturers, too, are trying to slow the transition down. Automakers are even cutting production plans in a rapidly growing EV market, possibly in a cynical move to influence regulations, even though it’s clear their targets are too low already.
While Biden has pushed for stronger emissions standards, automakers seem determined to lobby against progress, to give themselves a false sense of security that they can take their sweet time in transitioning to EVs.
But regardless of how much automakers kick and scream about needing to build something other than massive gas guzzling land yachts, technology and world industry will continue their inexorable advancement. The industry can catch up, or it can continue dragging its feet and moving slower than its competition, somehow hoping to catch up from the losing position it’s already in.
None of this kicking and screaming is happening in China.
As mentioned above, Chinese government has focused heavily on securing materials and on encouraging upstart EV makers (with a total of either $29 billion or $173 billion in subsidies from 2009-2022, depending on whose numbers you accept, either of which are less than the hundreds of billions in subsidy allocated by the US in the Inflation Reduction Act, or the $7 trillion global subsidy for fossil fuels).
And Chinese EV makers aren’t playing a silly game of limiting their own commitments in order to push a myth of falling sales (that said, Chinese dealer associations were granted a mere 6-month pause in regulations responding to a glut of unsellable gas cars – while also demanding that automakers stop building noncompliant vehicles immediately). Instead, they’re building cars as fast as they can, selling them as fast as they can, and exporting them in as many ships as they can get their hands on – to the point where they’re even building ships of their own.
This has led to accusations that China is “dumping” EVs on overseas markets, with Europe – which also subsidizes its own EV industry – considering retroactive tariffs. The US is also set to announce a 4x increase in existing tariffs against Chinese EVs. The irony is, if Chinese taxpayers are subsidizing manufacturing before sending those cars overseas, that represents a wealth transfer from Chinese taxpayers to American ones. And another irony: China has so often been criticized for not doing enough on climate change, and now we’re criticizing them of doing too much, both with EVs and solar.
This all sounds quite similar to the situation with Japan in the 70s.
But just as with Japan, simply blocking out better options won’t kick the West’s industry into gear. On the contrary, it will make our industry more complacent. And we’re already seeing that happening, as automakers keep begging governments to let them continue their unsustainable business models even as competition looms.
Do tariffs work?
But that’s just the thing, tariffs don’t generally work. We saw how they failed to forestall Japan, but there are many other examples showing their ineffectiveness or weird side effects, and economists generally agree that they are a poor measure to help domestic industry. Some company leadership favors the idea of tariffs, while other (perhaps more sober) leaders do not.
On the one hand, it could help domestic auto jobs, because free trade for Chinese EVs could result in a race to the bottom for auto manufacturing. And it could result in Chinese companies trying to set up manufacturing in the US to avoid tariffs – which could help US auto jobs, but these moves would likely spark a whole new round of controversy when announced.
But on the other hand, China is likely to implement retaliatory tariffs which will hurt US workers (for example, soybean tariffs which ruined the US soybean industry in 2018 – and resulted in more soybean demand from Brazil, which led to extensive clearcutting and fires in the Amazon). And the nature of today’s globalized economy and complex supplier relationships around the world can result in a lot of chaos when a major player implements a major tariff.
So in the end, US jobs likely won’t benefit overall, and US consumers will simply be denied a chance to buy cheap new EVs from China – like, for example, the excellent Volvo EX30. The EX30 is currently made in Geely’s China factory and starts at around $35k even after the 25% tariff.
A 100% tariff would bring it to a starting price of ~$54k instead (unless or until Geely moves production out of China, something BYD has also considered). The EX30 also happens to be one of the only small EVs that will be available in the US in the near term, so a tariff would further doom US consumers to the plague of SUVs that has befallen us.
By raising prices of vehicles that could undercut US autos, what this means is that inflation – the price of goods for US consumers, which includes autos – will increase. Cars will be more expensive as US manufacturers will have less competition, less reason to bring costs down, and less reason to offer reasonably-sized models. We’ll be stuck with the expensive land yachts that US automakers have been punting at us for so many years. People will continue to accuse EVs of being too expensive – as a result of policy that directly makes them so.
Meanwhile, one of Biden’s signature legislative wins, the Inflation Reduction Act, does include a different type of protectionist provision that seems to have accomplished its goals. It offers tax credits to EV purchasers, as long as those EVs include domestically-sourced components and are assembled in North America. This lowers the effective price of EVs, helping buyers, and stimulates investment in US manufacturing as well.
As a result of this and Biden’s previous Bipartisan Infrastructure Law, $209 billion has been invested in new or expanded factory projects, which will create 241,000 EV jobs in America. So it’s not impossible to incentivize domestic production – but smart industrial policy and subsidies will generally work better than unnecessary trade wars.
The politics factor
Of course there is a large short-term factor to this decision: the US election, which is just a few months out.
In this election, President Biden is running against a candidate who has no issue being loudly racist, and channels that racism into protectionist trade measures. The US’ current 25% tariff against China was implemented by him in 2018, and a centerpiece of his policy promises revolve around extending these short-sighted measures.
This trade policy is not made out of a consideration of what will be best for the auto industry or the US, but rather is a populist way to seize on Sinophobia, scapegoating the US’ main geopolitical competitor for various social ills happening domestically.
But that sort of sentiment is popular. US sentiment towards China is at record lows, making it a popular target for scapegoating. The sharp turn downwards in recent years is likely influenced by the loud scapegoating from Mr Trump, though it has affected voters across the party identification spectrum.
So Biden’s decision to increase tariffs on Chinese EVs may end up being popular, regardless of its positive or negative effects – after all, Trump’s previous round hurt the US economy, but was still popular.
Protectionism is, after all, historically popular with industrial unions. Biden has secured support from the UAW, a group that has been racking up a lot of impressive wins lately, and wants to expand union power further (for which it has the support of the President). UAW has asked for higher tariffs, and Biden has taken their advice before.
But it is also good to remember that this election is indeed important. While President Biden’s tariff policy mirrors that of Mr. Trump, Biden’s overall environmental policy does stand out as head and shoulders above the destructive, ill-considered nonsense we saw from the EPA under fossil fuel advocates Scott Pruitt and Andrew Wheeler.
On EVs specifically, Mr. Trump has already begged for $1 billion in bribes from oil companies (soon after scrambling to make bond in his half-billion-dollar fraud case), promising that if they give him these bribes, he would try again to kill electric vehicles (which he failed at last time) – in a move that would actually benefit the Chinese auto industry, and would harm US consumers’ health and pocketbooks.
So while this EV tariff increase doesn’t seem like a great idea, the alternative is, somehow, much worse. Isn’t that just the story of US politics in a nutshell.
But will the tariff change minds? While tariffs are popular, Trump has associated himself so closely with protectionist trade policy that voters with a thirst for protectionism seem more likely to vote for the candidate that has done more to shout his bombastic racist ideas from the rooftops.
It does seem that, with anti-Chinese sentiment at an all time high, any mention of China short-circuits a certain percentage of the electorate. Despite the demonstrably positive effect that Biden’s EV policy has produced in terms of investment in US EV manufacturing, that very same policy is often ignorantly criticized for helping China – which it does not do. Just have a look in the comments below, we’re sure a number of people who did not get this far into the article will echo exactly this incorrect sentiment.
But that’s a hard thing to explain, which has taken me thousands of words already (sorry) to merely scratch the surface of. The simplicity of “China bad” is a lot more comforting and simple to accept, despite lacking nuance.
How do we beat China? Not by tariffs, but by trying harder
Apologies for taking so long to get around to the point, but I hope that after laying out the actions China has taken to grow its EV industry, the history of foreign entrants into the auto industry, the effectiveness of tariffs, and the effectiveness of other trade policies and the politics behind them, the conclusion of how to go forward is already clear.
In order to beat China, we need to stop messing around with comforting but ill-considered policies that won’t work, and instead commit ourselves to the massive industrial shift that we need in order to catch up with a country that has already been doing so for over a decade.
We cannot do this by moving slower than a target that is already ahead of us. We have to move faster. And the West doesn’t get there by taking $1 billion in bribes to tank domestic industry, by softening targets or backtracking on EV plans. In particular, having one party that actively opposes any attempt to prepare the US auto industry for the future is certainly not helpful. This back-and-forth is not happening in China – they are committed.
The US auto industry has become accustomed to offering huge, expensive gas guzzlers, and to being “the only game in town.” But that didn’t work for the US in the 70s, and it won’t work now.
One of the most common criticisms of EVs is their unaffordability, but the BYD Seagull will cost under $10k (domestically) and the sporty Xiaomi SU7 is about $30k. That might be hard to compete with, but the US has already seen a cheap, great EV in the form of the workmanlike Chevy Bolt, which cost under $20k new after incentives before production ended. So it’s possible, and just because it’s hard doesn’t mean we shouldn’t do it.
Even if prices on small Chinese EVs are unattainable, the way to solve that is through smart industrial and materials policy (as China has spent years on and we’ve only just started), through targeted subsidy to a new and important industry (which we’re doing, though republicans want to eliminate that), and by perhaps redirecting tax breaks that currently encourage giant vehicles to stop encouraging huge gas guzzlers and instead encourage right-sized EVs (and end other policies like the EPA footprint rule which EPA is finally doing something about).
Then there’s the little issue of massive implicit subsidies to fossil fuels, costing the US economy $700 billion per year. The solution to that is to put a price on pollution, as supported by virtually all economists and a majority of Americans in every state, which would help to incentivize cleaner autos and disincentivize dirtier ones. And all of this is necessary to confront climate change, which we can do alongside taking actions to ensure we are ready for the future of automobiles.
So, if you’ll forgive me for taking this apparently unpopular anti-tariff stance, I think it’s clear that simply doubling the price of the competition isn’t the best way to ensure US auto stays competitive. It won’t help US consumers, it likely won’t have a net positive effect on US jobs (across sectors), it will lull industry into a false sense of security, it doesn’t help the environment, and perhaps least important but still worth mention, it violates the oft-repeated-but-never-honestly-held principle that government should “avoid picking winners and losers.”
Instead, lets focus on encouraging the new tech and discouraging the old tech, and moving quickly to beat China at their own game. If we want to pick winners, then why don’t we pick us.
This is how we get the American auto industry, a jewel in the crown of America for more than a century, into competitive shape for the future. We should have been doing more earlier, but as the famous (possibly Chinese) proverb says: “the best time to plant a tree is 20 years ago, the second best time is today.”
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Environment
Review: The tech-forward Meepo Go electric skateboard is a smooth, speedy ride for all [Video]
![Review: The tech-forward Meepo Go electric skateboard is a smooth, speedy ride for all [Video]](https://i0.wp.com/electrek.co/wp-content/uploads/sites/3/2025/07/Meepo-skateboard-hero.jpg?resize=1200,628&quality=82&strip=all&ssl=1)
Scooter here, back with another electric mobility review. This time, I tested out the Meepo Go electric skateboard. It is a sturdy, smooth deck designed for riders of all sizes, with some unique tech I had never encountered before. Be sure to check out my full video review below.
The Meepo Go is a versatile skateboard built for everyone
The Go electric skateboard from Meepo comes in one standard design. It usually has an MSRP of $699, but it is currently on sale for $569, so now is an excellent time to buy.
Features at a glance:
- Bamboo and fiberglass deck provides durability, flexibility, and stability, suitable for heavier riders over 200 lbs.
- Impact-resistant plates and a scratch-resistant underside.
- Dual belt drive 1500 watt stator 4230 motors
- 12s2p 345.6WH/8AH battery with flame-retardant and water-resistant protection
- JK-FOC24B Electronic Speed Controller (ESC)
- Offers smooth, jerk-free acceleration with customizable speed and braking settings
- Four-speed modes:
- L: 12 mph (20 km/h)
- E: 20 mph (32 km/h)
- S/S+: 28 mph (45 km/h) (S+ adds faster acceleration)
- Adjustable braking intensity
- Top Speed 28 mph (45 km/h)
- Range: Up to 20 miles (32 km)
- Incline capabilities: 30%
- 2-year warranty
Electrek‘s take
Meepo is an exciting electric skateboard manufacturer whose goal is to make this particular form of travel accessible to anyone and help reduce carbon emissions. You know we love that.
The company has built hundreds of thousands of electric boards, all of which are rigorously tested and constantly revamped for better quality and efficiency. For my first-ever encounter with Meepo, I was sent its Go electric skateboard – a sort of all-in-one deck designed to support heavier riders.
I didn’t realize this was a heavy rider board until I read its description on the website. I don’t think that was the reason Meepo recommended this one, but it’s nice to know I wouldn’t have to worry about breaking the Go for being too heavy (I’m only 200 pounds right now, okay?).
The unboxing was incredibly simple. You first unwrap your shiny new, assembled Meepo Go deck, complete with wheels, trucks, motors, and battery. Below that is some instructions, a charger with cables, a couple of adjustment tools, plus two extra motor belts.
Last but not least is Meepo’s J6S ergonomic remote. According to Meepo, the remote’s upgraded control logic allows riders to double-click to change speed modes, reducing accidental toggles, and can stay connected to the board at a max range of 46 meters.
My full haul is pictured above and in the video below. Zero assembly is required; simply plug and play. The Meepo Go electric skateboard can recharge when fully drained in four hours.
Aside from its sturdy design, thanks to a Bamboo and fiberglass deck, I found the Meepo Go quite aesthetically pleasing. I liked its unique grip tape design and carved-out handle for easier carrying (see below).
Once the Meepo skateboard was fully charged, it was time to power up and take it out for a first spin. My initial impression was just how smooth a ride the Go is, thanks in part to its wheels, which Meepo recently revamped to enable better wet-weather traction and anti-slip capabilities.
The trucks initially took some getting used to as they are 45-degree as opposed to 50-degree on traditional configurations, but once I got used to the difference, I felt much more stable at high speeds and making sharp turns. Meepo also provided a truck tool to tighten or loosen your configuration to your preferences.
The Meepo Go’s dual 4230 brushless motors combine for a total output of 3,000 watts, offering a top speed of up to 28 mph or 45 km/h. While that’s pretty damn fast for an electric skateboard, Meepo said “not so fast” to new riders for their own safety.
Go riders must travel 10 km (6.2 miles) in the lower two “L” and “E” speed modes to unlock the S and S+ modes, which allow the 28 mph top speed and higher acceleration. S mode was honestly too fast for my liking, but it was nice to know I had those speed capabilities whenever I’m feeling saucy. The truth is, at my age and skill level, I’m beyond satisfied cruising and carving around 20 mph.
Luckily, the Meepo Go electric skateboard delivers both speed options and then some.
The Meepo Go also allows you to customize its braking intensity from 0% to 100%. This is a feature I had never personally seen on an electric skateboard that genuinely impressed me. It just adds to the overall smoothness this deck provides on all levels.
As mentioned in the key features above, the Go’s dual motors are powered by an eight-amp-hour battery, which enables an all-electric range of up to 20 miles or 32 km.
Aside from speeds nearing 30 mph, you really feel the Meepo Go’s capability on hills. It was configured to tackle 15-degree (30%) inclines with ease, and having tested it, it’s true.
What may be most impressive about this particular Meepo skateboard is its advanced JKFOC-24B electronic skate controller (ESC), which is essentially the brain of the entire powertrain.
The ESC delivers smooth acceleration with no jerking or lag. It also enables full user customization of acceleration, top speed, and braking sensitivity, so once you get comfortable, you can tailor every aspect of your riding experience to your liking. This is another super cool feature that was new to me personally.
Overall, the Meepo Go is smooth, powerful, and very tech-forward. With more than enough speed, I truly enjoyed the lag-free cruising and carving of the 45-degree trucks and the ease of use of its ergonomic remote.
I was genuinely impressed by the tech used to customize this skateboard, enabling anyone to customize their ride. As such, I’d highly recommend the Meepo Go because of its feel, utility, and universal rideability for virtually everyone, not to mention its competitive pricing.
If you’d like to try out the Meepo Go electric skateboard for yourself, click here. Be sure to check out my full video review below.
Buy a Meepo Go Electric Skateboard
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The 2025 Can-Am Origin electric motorcycle is the pinnacle of fun, just as long as your good time can fit into 69 miles of riding between charges. What it lacks in long-distance range, it makes up for in versatility, rugged style, and instant torque that’s ready for the road and trail. Each twist of the throttle delivers immediate electric propulsion. Its futuristic design and stealthy motor hum make the Origin a dual-sport machine pulled from tomorrow that wonderfully celebrates Can-Am’s two-wheeled heritage of decades past. I also spent some time on the road with the more approachable Can-Am Pulse, a standard street bike with a slight range advantage.
Can-Am style and comfort through technology
The Can-Am Origin is unlike any electric motorbike that has entered my garage. Its tall stance, 21-inch front and 18-inch rear wheels, and high ground clearance practically beg to be taken off your routine street routes. Can-Am simultaneously delivers an infotainment system on a dual-sport bike that, respectfully, makes much more expensive electric motorcycles look like tech dinosaurs in comparison.
The Origin’s dashboard has specs that every electric motorcycle company should copy. Equipping this system to an electric dual-sport feels like a total luxury. The Origin features a giant 10.25-inch color touchscreen with BRP Connect and a clean user interface that automatically switches between light and dark mode and adjusts brightness. In addition to a digital speedometer, you can quickly switch between ride modes, view battery status, check estimated range, and more.
Ride modes include Normal, Sport, Rain, Eco, two different Off-Road modes. You can toggle traction control and fine-tune front and rear regenerative braking independently, each with Off, Mid, and Max settings. Controls are accessible via the touchscreen when parked or through handlebar-mounted thumb controls while riding.
The UI adapts to show either large gauges or a split between speedometer and infotainment applets. Bluetooth connects the bike and your phone, and Can-Am has included built-in wifi for over-the-air software updates. These are the kinds of features you’d expect on a premium electric motorcycle in 2025, but they’re not guaranteed.
For iPhone users, there’s Apple CarPlay integration. Two caveats: first, the system uses USB-A instead of USB-C, so newer iPhones will require an adapter or a USB-A to USB-C cable that supports data, not just charging. Second, it only supports wired CarPlay, not wireless, despite the bike having both wifi and Bluetooth radios onboard.
Those two complaints aside, the CarPlay integration is next-level. The touchscreen is responsive when parked, and everything remains fully controllable through the handlebar controls while riding. Access to apps like Maps, Music, Messages, and Phone while on the move is a real convenience. There are also motorcycle- and EV-specific apps with CarPlay are right at home on the Can-Am system.
There are no built-in speakers, so Can-Am relies on Bluetooth audio outputs. The setup is clever, supporting two output channels: one for the rider and one for the passenger helmet comms systems. I experimented by tossing a Bluetooth speaker onto the handlebars and was surprised to find it worked well in sub 50 mph environments as an open-air audio solution.
My only real hardware gripe on a bike that otherwise outshines much of its competition is the lack of self-canceling turn signals. Not every bike has them, but every bike that lacks them is missing out. There’s nothing less cool than riding around with your blinker still flashing. Fortunately, the dash clearly displays active signals. Still, I initially thought the right indicator light on the dash wasn’t working until I realized a single cable runs directly in front of it from my seated position. It’s a small, oddly specific problem that may be specific to my loaner bike, but I can’t quite position the cable differently.
Overall, I give the look and tech a 9.75 out of 10 for delivering both style and features that I actually want and use.
How the Origin feels to ride
At 5’10” with a 30-inch inseam, I find the Origin’s seat height tall yet correct for a dual-sport bike. Throwing a leg over feels a bit like saddling up on a horse, and once I’m on, it’s immediately comfortable. I can straddle the bike confidently, with my left foot planted on the ground and the other hovering around the rear brake. Any taller, and it might feel like a stretch; any shorter, and the ride position wouldn’t feel as commanding. The elevated stance provides a clear, confident view of the road or trail ahead, and the headlight system works adequately. It sets the Origin apart from the lower, more compact feel of traditional street bikes.
With this bike, Can-Am delivers an awesome mix of rugged reality and futuristic aesthetic. The Origin’s angular black-and-white bodywork and tall riding position regularly invokes the feeling of a stormtrooper hovering through the moon forest of Endor on a speeder bike. That particular vibe is especially strong at speed, where the elevated stance and electric torque make it feel like you’re gliding just above the terrain. At lower speeds, the illusion shifts. The stealthy motor hum fades behind the subtle roll of tires on pavement, creating a sensation much like quietly cruising up on a skateboard. It’s stealthy, smooth, and serene.
In terms of performance, the Origin tops out at 79 mph for me, providing plenty of speed for highway rides. Can-Am rates the 0-60 mph acceleration at 4.3 seconds, but frankly this bike feels like it might toss you overboard if you push it that quickly. Can-Am estimates range of up to 90 city miles and 71 mixed environment miles. On one test ride, I ran the battery from 100 percent to 1 percent over the course of 2.3 hours, covering 58.7 miles at an average speed of 24 mph, according to the bike stats.
According to my stats, it was many more hours of fun in the sun with a break for lunch at the park by the water in between riding sessions. That ride was done entirely in Sport mode with regenerative braking turned off, and it returned an average energy consumption of 9 miles per kilowatt-hour. It’s a solid showing for an electric dual-sport, especially considering the aggressive mode and lack of regen for the most reactive and relaxed ride.
Sometimes I love the feel of regenerative braking on electric cars and motorcycles. It can add to the feeling of responsiveness. I found regen on this bike to feel a bit more tight and underpowered for my liking, but it’s there as an option for extending range. With regen turned off entirely, the Origin felt significantly more loose and natural to ride. On the Origin I consistently opted to leave both front and rear regen off. We’ll see how the Pulse feels when I test that model next.
I must have logged over 500 miles across four weeks with the Origin. The lasting impression is that when you gain muscle memory for how the bike responds to throttle spin and body movement, riding the Can-Am Origin feels like playing an amplified electric guitar. Every incremental finger and palm positioning has a result, and when you find your rhythm, suddenly you’re creating music.
The other piece of the Can-Am Origin experience that I didn’t anticipate is the conversational aspect. Electric vehicles are still novel to many, and electric motorcycles are an absolute enigma to most. “Can it get wet?” is still the classic question that many ask. But from day one to day 28 of test riding the Can-Am Origin, it was the brand itself that got people asking me about the bike.
My takeaway is that people have a real affinity for the Can-Am brand as well as a nostalgia for the days of two-wheeled Can-Am motorbikes. When they learn that Can-Am is back on two wheels in the form of a bad-ass looking electric dual-sport motorcycle, people react like they just met a the much younger version of a celebrity in their home town. It’s a fun thing to experience.
Can-Am has earned its place as an electric motorcycle brand to consider
The Can-Am Origin is an incredibly thoughtful and fun take on what an electric dual-sport can be. It pairs rugged styling with a high-tech, feature-rich interface, offers plenty of real-world performance, and never stops turning heads while doing it without trying. From its futuristic design and surprisingly refined touchscreen to the tall, confident riding position and intuitive handling, the Origin is a complete package, so long as your expectations around electric motorcycle range are in check.
Priced starting at $14,999, the Origin slots in competitively against other premium electric motorcycles, though it leans more toward adventure and off-road versatility than urban street performance. It doesn’t quite reach the power or fast-charging capability of more premium priced machines, yet it undercuts in price and adds very useful touches like Apple CarPlay, OTA updates, and dual regen tuning.
If money were no object, I’d gladly keep one in the garage. It’s just flat-out fun to ride. From quick errands and joyrides to weekend backroad escapes, the Origin is a thrill machine that leaves you smiling between rides. Can-Am has a huge selection of first-party accessories to customize your bike as well. This configuration above makes me drool.
Range will be the limiter on machines like this for a while, and while around 70 miles between charges is enough for plenty of use cases, it still has to be a part of the conversation when talking recommendations. But here’s the thing: despite that limitation, electric motorcycles are a ton of fun right now. And if you’ve got either a high pain tolerance for early adoption or healthy access to good charging infrastructure, you can absolutely push them further.
The Origin is compatible with both Level 1 (standard wall outlet) and Level 2 (240V) charging, but not Level 3 DC fast charging. Can-Am rates Level 2 charging at 0 to 80% in 1.5 hours and 0 to 100% in 3.5 hours. In practice, that translates to plugging in and waiting a few hours between fun sessions. For some riders, that’s no big deal, especially if spending time at your destination is part of the trip.
I certainly don’t live along the great electric freeway of California, but my coastal stretch of highway in South Mississippi is populated with electric charging stops.
In my testing, I used the Can-Am Origin for a roundtrip airport commute from home in Ocean Springs, MS to Gulfport, MS, and back. The airport was outside of the travel-there-and-back-without-charging range, but free charging infrastructure at the airport parking garage made it no problem. I rode there, parked, charged during my trip, and returned from the other side of the country to a full battery. So yes, it’s capable of handling local duties. But if long range is central to your riding lifestyle, it’s something to plan around. I think lower speeds and paid charging solutions along the way would allow me to reach New Orleans and return home, but I haven’t set out on that path with this bike.
The Origin isn’t perfect, but it’s arguably best in its category, well-executed, and just damn cool to experience. Can-Am absolutely executed on creating a great electric motorcycle experience despite not being solely focused on EVs or two-wheeled machines.
Can-Am Pulse experience
After 600+ miles on the Can-Am Origin, I had the chance to put some miles on a 2025 Can-Am Pulse electric motorcycle. My key takeaways? Both are excellent electric motorcycles with equally great CarPlay integration. The Pulse is more approachable with a low riding position and slightly more range. The larger storage capacity is also appreciated compared to the somewhat tight space on the Origin.
If I were choosing which to purchase without extensive riding experience, the Can-Am Pulse is absolutely the bike I would gravitate toward. It’s just a great standard street bike with awesome technology at a competitive price.
Above is a look at the redesigned CarPlay experience coming in September 2025 to iPhone in iOS 26, as seen on the Can-Am Pulse display. The new design flexibility makes CarPlay look more at home next to Can-Am’s UI that always appears on a third of the display. Since Can-Am supports CarPlay, the infotainment system will receive free upgrades as Apple enhances the iPhone-powered feature.
Can-Am also supports free over-the-air software updates to the bike itself. Updates are downloaded over wifi and installed using the built-in system on the bike. No visits to the dealership or firmware updates over USB drives required.
Here’s how both bikes compare on paper:
| Feature | Can‑Am Origin | Can‑Am Pulse |
|---|---|---|
| Starting MSRP | $14,499 | $13,999 |
| 0–60 mph | 4.3 sec | 3.8 sec |
| City range | 90 miles | 100 miles |
| Combined range (WMTC) | 71 miles | 80 miles |
| Charging (20→80 %) | 50 min (Level 2) | 50 min (Level 2) |
| Peak power | 47 hp (35 kW) | 47 hp (35 kW) |
| Continuous power | 27 hp (20 kW) | 27 hp (20 kW) |
| Torque | 53 lb‑ft (72 Nm) | 53 lb‑ft (72 Nm) |
| Dry weight | 412 lb (187 kg) | 390 lb (177 kg) |
| Seat height | 34 in (865 mm) | 30.86 in (784 mm) |
| Suspension travel | Front/rear 10 in (255 mm) | Front/rear 5.5 in (140 mm) |
| Drive modes | 6 modes (Normal, ECO, Rain, Sport, Off‑Road, Off‑Road+) | 4 modes (Normal, ECO, Rain, Sport+) |
Find more about Can-Am Origin and Pulse electric motorcycles here.
Electrek’s Take
I still think the Can-Am Pulse is the easier recommendation for most people, and you can kit it out as much as the Origin. Yet after around a month with each bike, I can’t help but think more about the Pulse. Can-Am really built a fun machine with that bike, especially with its commanding riding position and rugged style.
I would love to see a version with Level 3 charging speeds and greater range to expand the road trip potential, but both machines are super if your commute or leisure route works with the specs.
For now, Can-Am has delivered more than any other electric motorcycle maker when it comes to a giant display with CarPlay integration, attention-grabbing style, and options for two different riding preferences.
Want to learn more about the world of electric motorcycles and other two-wheeled EVs? Catch up on expert Micah Toll’s constant coverage, and subscribe to Electrek’s Wheel-E podcast for weekly updates.
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There’s something about the joy of playing around with Tonka trucks in a sandbox that men really never grow out of. Sure, we grow up, get real jobs, and most of us never take the toys back out of the dusty, long-forgotten box. But the desire is still there. And if you gave just about any former boy and reluctant adult the option, I’d be dollars to donuts they’d gladly play around with the life-sized version of their childhood construction toys in a heartbeat.
If that sounds like fun, then I’ve got good news for you. I just found the coolest grown-up toy construction vehicle and it’s unlike anything you’ve seen before. I’d argue that it slots in nicely as a perfect example of some of the coolest and weirdest things you can find from China’s endless supply of innovative EVs. So, for your viewing pleasure, I submit this week’s Awesomely Weird Alibaba Electric Vehicle of the Week: the Octo-dumper!
I really don’t know how to describe this vehicle. I’ve been at a loss for words before in this column, but at least there’s usually a general class of vehicle that these things fit into.
In this case, I’m hesitant to call it a dump truck – partly because it appears to be all dump and no truck.
It’s remote-controlled, so you could call it an RC vehicle, but the fact that I’ve seen cars smaller than this rig makes me hesitant to lump it in with the remote-controlled toys.
Then there’s the 8×8 setup here. The last time I saw an eight-wheeled vehicle like this was, ironically, it was a mobile crane that was unloading one of my containers full of fun Alibaba construction equipment. Wow, I didn’t expect to come full circle there so quickly.
But despite being unable to quite classify this dumper, I still love everything about it, and I kind of want one.
Measuring around six feet long (197 cm), it seems capable of carrying a fairly large load. They rate it for 2,200 lb (1,000 kg) of cargo, and it looks every bit ready for it.
The top speed of 9 mph (15 km/h) might not hold up when fully laden, but this isn’t exactly a vehicle built for speed. Or comfort, for that matter. It’s built for by-god gettin’ stuff done! And with a claimed 5.4 kWh of battery capacity, it’s going to be quietly hauling your junk around for a good long time before it needs a recharge.
The cargo bed appears to have the classic pickup truck tailgate in the rear, though it also adds a pair of side gates like an old Corvair 95 Rampside pickup, except that the side gates run the full length. Finally, the front also has a tailgate–err, frontgate? Basically, it’s gates all around to turn this thing into a rolling flatbed capable of carrying just about any oversized junk you can think of!
Just don’t start tipping it up while you’ve got all those gates down or you might lose your load. That’s right, don’t forget that this is also a dumper! Not just a transporter around a job site, you can unload your dirt, mulch, gravel, friends, or whatever you carry in here with the push of a button.
Now I’m not exactly sure what I’d do with one of these if I owned one, but I’m sure I could find plenty of uses. You never realize what you can do with an octo-dumper until you own one, and then it’s suddenly like, “How did I ever manage without this thing!?”
Now it will set you back more than a Tonka truck. But I’d argue that the sticker price of $2,482 is a small price to pay in order to have the coolest vehicle in the neighborhood! Just try not to think yet about the thousands and thousands of dollars in fees, import charges, shipping, and other expenses of actually receiving one of these in the West. Instead, think of the fun hayrides you could give the neighborhood kids, at least assuming their parents signed the extensive liability waiver that this thing would probably require.
Speaking of liability though, before any of you get the bright idea to try one of these, please be warned that I’m telling you that’s a bad idea. As I always try to remind my readers during these fun tongue-in-cheek Alibaba articles: don’t actually try to buy one of these things. Seriously. These wild-looking Chinese EVs may be fun to look at, but this is just a lighthearted weekend column where I dig through Alibaba’s bizarre and fascinating collection of electric vehicles. While I’ve had a few successful (and fun) purchases from the site, I’ve also been burned more than once – so it’s definitely not for the faint of heart or anyone on a tight budget.
That’s not to say some brave (or stubborn) readers haven’t taken the plunge anyway, ignoring my caution and venturing into the unknown. But please don’t be the one who gambles and ends up with empty hands and a lighter wallet. Consider this your official heads-up – I’ve warned you!
For now, let’s enjoy how awesome it is that something like this octo-dumper exists, and leave it at that. Until next time, and until the next weird Alibaba EV, this is Micah signing off.
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