Why are Sur Ron-style electric motorbikes so dang popular with teens today?
In recent years, Sur Ron-style electric trail bikes have surged in popularity among young riders across the US. These lightweight, nimble, and powerful machines are quickly becoming the go-to choice for adrenaline-seeking youth, and there are several reasons behind this trend.
First defined by the Sur Ron electric motorbikes that largely built the category in the latter part of the last decade, electric trail bikes have become popular among younger riders who favor their combination of freedom, power and accessibility.
Just don’t confuse them with actual electric bicycles. Unlike most e-bikes, whether more traditional electric mountain bikes or even the moped-style SUPER73 and other imitation mopeds, electric trail bikes like those from Talaria, Sur Ron, Tromox, and others are a far cry from street-legal electric bicycles.
It’s not just that they lack pedals, immediately removing them from the electric bicycle category altogether. But they’re also usually around 5-10x more powerful than a typical electric bicycle, feature long-travel full suspension for more aggressive riding, and are priced at a fraction of what an honest-to-goodness dirt bike or street motorcycle usually costs. They’re also incredibly accessible, meaning they take little more experience than a bicycle to ride and don’t require the operator to understand the intricacies of fiddling with a carburetor or swearing while searching around for a 10mm socket each weekend.
Basically, they’re the Honda 50 of today’s generation, minus the exhaust and the oil stains. They’re ubiquitous, affordable, and easier to ride than ever before. Except that, unlike the good ol’ Honda 50, they aren’t exactly street-legal. At least, not most of the time. More on that in a moment.
A blend of power and control
Sur Ron-style electric trail bikes offer a unique combination of power and control that appeals to younger riders, especially those in their teens and twenties. With their powerful electric motors, these bikes can reach impressive speeds, yet they remain easy to handle thanks to their lightweight and intuitive design. Even the most entry-level of the category can often reach speeds of up to 40 mph (64 km/h). Many riders know how to tinker their way to higher speeds on such models, though new offerings that push speeds closer to 60 mph (96 km/h) are quickly joining the market.
This balance of high power and simple controls makes them accessible to beginner riders looking for a thrill. However, it can also lead to many new riders getting in over their heads when they haven’t built up the requisite skills and experience to handle what can prove to be too much power for the uninitiated.
Low maintenance and cost-effective
Compared to their gas-powered counterparts, electric trail bikes require significantly less maintenance. There’s no need for oil changes, keeping a fuel can handy, or making complex engine repairs that require poring over a grease-smudged owner’s manual in the garage. This makes ownership much more convenient and affordable for young riders.
The cost-effectiveness of these bikes, combined with lower operating costs, also helps make them an attractive option for those on a budget. With Millennials and Zoomers more cash-strapped than ever, the ability to get their speed and power fix for a few thousand dollars compared to a much more expensive “real” motorcycle is an enticing option. A traditional dirt bike might cost $5-10k when purchased new, not including all the other costs of ownership. An electric motorcycle can be even more expensive, though lower-cost electric motorcycles are becoming more common. But an electric trail bike like a Sur Ron or Talaria can cost as little as $3k, making them far more accessible to younger riders. And after the initial purchase, the cost of ownership is nearly zero.
Even more importantly, unlike larger combustion engine motorcycles that usually require a trip to a dealership and a complicated ordering process, ordering an electric trail bike can be as simple as clicking ‘Buy Now’ on Amazon. A few days later, a cardboard box full of adrenaline and questionable decision-making shows up in your driveway. Cruising at 50 mph is just one click away.
Legal gray area leaving plenty of wiggle room
Electric trail bikes like those from Sur Ron, Talaria, and others exist in something of a legal gray area.
They certainly aren’t street legal in most areas, but they also usually aren’t required to be registered for off-road use, either. California is one of the few states that has made headway in issuing regulations regarding such motorbikes, but most states simply haven’t had time for their laws to catch up with the proliferation of affordable light electric motorbikes like these.
While these types of bikes are inherently designed for off-road riding, many young riders treat them more like street bikes for cruising the neighborhood. This is illegal just about everywhere in the US since these vehicles don’t meet electric bicycle requirements or DOT requirements for street vehicles. But the lack of familiarity of such laws among many local law enforcement departments means that many riders have gotten away with skirting the laws.
More police departments are starting to crack down on road use of such electric motorbikes, but we are still in the early days of these novel vehicles and many police officers are playing catchup.
Community and culture
The rise in popularity of Sur Ron-style electric bikes has led to the growth of a passionate community, both in local rider groups and online.
Riders connect through social media as well as group rides and events, sharing their experiences and tips. This sense of community is a significant draw for young riders who enjoy being part of a larger movement and culture that celebrates adventure and innovation, doing so on a shared platform like an electric trail bike.
The ease of modifications and customizations for these bikes, as well as the fairly sophisticated accessories aftermarket, also helps young riders customize their rides as a sense of self-expression. It’s something we’ve seen before in the electric bicycle community, especially among companies like SUPER73 that have developed significant rider culture and brand loyalty, but now the trend has pushed further into the trail bike community as well.
Not without backlash
While young riders have flocked to these powerful and lightweight electric motorbikes in large numbers, the number of detractors has also grown.
Their rise in popularity has not been without controversy. Critics of these bikes have raised concerns about their impact on trail environments, user safety, and the broader implications for outdoor recreation.
One of the primary points of contention is the potential environmental impact of these powerful electric bikes on trails traditionally used by hikers, mountain bikers, and other non-motorized activities. Ironically, while these zero-emission vehicles aren’t impacting pollution levels, they often result in physical damage to the local environment when used in inappropriate areas.
Many motocross tracks and dirt bike trails are specifically designed to handle the power and impact of high-torque motors combined with aggressive tires, but more delicate mountain bike trails are not. These trails are often narrower and built on softer terrain that blends into the local ecosystem, serving as a living playground that balances nature and recreation.
Riders of Sur Ron-style electric motorbikes have been increasingly encroaching upon mountain bike trails, often leading to conflicts. Critics argue that the powerful motors and increased speed capabilities of these bikes can result in more significant wear and tear on trails, contributing to erosion and damage to sensitive ecosystems.
Additionally, there is concern that these bikes might encourage off-trail riding, which can further disturb wildlife habitats and fragile plant life.
Another major source of backlash comes from conflicts between motorbike riders and other trail users. Traditional trail users such as hikers, equestrians, and mountain bikers often share these natural spaces, and the introduction of fast-moving electric motorbikes can create tension. There have been reports of near-misses as well as dangerous accidents, with critics arguing that the speed and quiet operation of these bikes can catch others by surprise, increasing the risk of collisions. This has led to calls for stricter regulations or even bans on electric bikes in certain areas to preserve the safety and enjoyment of all users.
Unfortunately, traditional electric mountain bikes are sometimes caught up in this storm, as other trail users often fail to differentiate between a more traditional 20 mph electric mountain bike and a 45 mph Talaria trail bike.
Finally, there is a growing concern about the behavior of some Sur Ron-style bike riders.
Critics argue that the thrill-seeking nature of many young riders can lead to irresponsible riding practices, such as excessive speeding, ignoring trail etiquette, and riding in prohibited areas – both on and off-road.
This has fueled a negative perception of electric trail bike riders in some communities, leading to increased scrutiny and stricter enforcement of existing rules.
The popularity of Sur Ron-style electric trail bikes among young riders in the US is no passing fad. These bikes offer an exciting blend of power, sustainability, and ease of use that resonates with the values and desires of today’s youth. But at the same time, the illegal road use and potential for trail damage when ridden in inappropriate locations raises serious and legitimate concerns among diverse groups ranging from neighborhood fist shakers to mountain biking communities.
As technology continues to advance, and as more riders discover the joys of electric biking, it’s likely that this trend will only grow stronger in the coming years. But the responsible use of such machines will also become more important if riders hope to continue to enjoy the same type of freedom to operate and ride.
There’s little doubt that the popularity of these bikes will continue to grow, and thus finding solutions that protect both the environment and the safety of all trail users will be essential.
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One of the largest electric bike brands in the US, Aventon, has recently shared several details about the company’s response to US tariffs on imported goods. The details reveal insight into how large e-bike makers are coping with the major disruption caused by the trade war launched by the Trump administration.
In a comprehensive post, Aventon covered the company’s response to several issues, from supply chain disruptions to manufacturing shifts to pricing policy.
Shift in manufacturing away from China
Like many e-bike brands, as Trump’s threats to cripple US imports from China grew, the company began focusing on alternative manufacturing locations. Despite being based in China and enjoying something of a home field advantage, the impact of potentially heavy tariffs threatened to offset the benefits of China’s lower-cost manufacturing and close proximity to the e-bike component supply chain.
Other Southeast Asian countries like Vietnam, Cambodia, and Thailand are seen as prime locations to shift e-bike manufacturing outside of China. Ironically, many of the new bicycle factories opened in these countries are actually Chinese-owned, built as investments by the very factory owners who anticipated a manufacturing shift brought on by tariffs initiated during the first Trump administration and increasingly hostile American rhetoric towards China.
However, moving manufacturing outside of China comes with increasing costs and complexities beyond mere labor and investment in local manufacturing expertise. “The lack of localized suppliers means critical parts (e.g., motors, batteries) still often come from China,” explained Aventon. “This creates a logistical puzzle: components are shipped to Southeast Asia for assembly, then transported to the U.S. This multi-step process adds 50+ days to shipment times compared to direct manufacturing in China.”
Pricing could still take a hit
While the tariffs on other countries pale in comparison to the current 170% tariffs on Chinese e-bikes (145% retaliatory tariffs on top of 25% Section 301 tariffs), there’s no guarantee that tariffs on e-bikes from countries like Vietnam and Thailand will remain comparatively low. The current tariff on e-bikes from countries other than China sits at a minimum of 10%, but those could rise this summer after a 90-day pause granted by the Trump administration ends without a new negotiated deal or backtrack from the administration.
Those tariffs, Aventon made clear, are not paid by the countries who produce the goods, but rather by the companies who import them, and then ultimately by American consumers. “Tariffs are paid by importers during customs clearance before products reach the U.S. soil. These costs typically trickle down to consumers through price adjustments,” Aventon explained.
For now, Aventon has committed to keeping costs as low as possible by absorbing the increase in costs. “In early 2025, we proactively shifted 100% of our production to Thailand, investing in factory partnerships by sending Aventon key stakeholders from the production, quality control, and industrial engineering teams. While this transition increased our manufacturing and logistics costs by 10-15%, we’ve chosen to absorb many of these expenses.”
The brand cited sensitivity to inflation in the US causing an increase in living costs as one of the key reasons it intends to absorb the current price increases, which Aventon says aligns with its long-term vision of “keeping electric bikes accessible to everyone, not just those who can afford premium pricing.”
Can e-bikes be produced in the US?
For its part, Aventon won’t be bringing production of its electric bikes to the US anytime soon, citing a lack of domestic supply for critical components and the heavy tariffs applied to those components.
However, the company doesn’t rule out the possibility for e-bike assembly to occur on a smaller scale if tariffs are lifted, potentially as a precursor to true manufacturing in the future.
“Unfortunately, there is no supply chain of e-bike components here in the US and all key components are imposed with significant tariffs coming from China. Having e-bikes made in the US is not practical unless the parts tariffs are lifted. Then assembly first, followed by key components manufacturing in the long run, is possible.”
Electrek’s Take
There are a few things to unpack here. First of all, Aventon is right. Electric bike manufacturing isn’t coming to the US. While the company correctly cited the lack of a domestic supply chain as a key issue, what they perhaps wisely left unsaid is that the world experts on building bicycles currently live in China. Unless someone is going to invest millions in infrastructure to build factories and then pay the millions more it will take to train and payroll a new bicycle-building workforce, then it just isn’t going to happen.
Yes, small-scale bicycle building is happening in the US. Electric Bike Company in Newport Beach, California, is a prime example. They deserve all the respect in the world for building e-bikes in the US for years, long before tariffs were an issue. However, the most important components for their e-bikes come from China, and I don’t see how they can survive without raising prices substantially to cover the near-tripling cost of the most important components. And if they raise prices, then that’s another threat to their future.
Next, there’s something ironic about a Chinese-owned e-bike company telling Americans that it will keep prices lower because it knows Americans are already hurting financially. If the Murica crowd were ever to do some reflecting, this might be the time. There’s nothing wrong with being patriotic and wanting your country to succeed, but if the other country you’re trying to spite feels sympathy for you and thinks you need help, perhaps the “America First” policies aren’t working the way it was hoped.
And lastly, keep in mind that this is all extremely volatile and fluid. There is absolutely no stability in the e-bike market right now, nor larger global trade. This entire global financial tailspin was sent into action by the whims of one geriatric firebrand, and it can change just as quickly. Trump could decide to reduce tariffs on China tomorrow to prevent supply crises in the US, or he could double down and put similar embargo-level tariffs on countries like Vietnam, Cambodia, and Thailand. It could literally go either way in a single day, or it could stagnate for months, with recent events showing us that both possibilities could be just as likely. The point being, this is the situation today, but no one knows what could come tomorrow.
Ooof – I need to go for a bike ride.
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![ABB brought its new, 1.2 MW electric semi truck charger to ACT Expo [update]](https://i0.wp.com/electrek.co/wp-content/uploads/sites/3/2025/04/abb_new-main.jpg?resize=1200,628&quality=82&strip=all&ssl=1)
Capable of delivering up to 1,200 kW of power to get electric commercial trucks back on the road in minutes, the new ABB MCS1200 Megawatt Charging System is part of an ecosystem of electric vehicle supply equipment (EVSE) that ABB’s bringing to this year’s ACT Expo.
UPDATE 03MAY2025: ABB reads Electrek (see above).
So, in fun news, the team at ABB reads Electrek (as they should), and were eager to talk to us about that “Goldilocks” post about matching charge time to the preferred customer experience. That idea isn’t just something ABB can get on board with – it’s at the core of their new, modular EV charging infrastructure.
“With our new interface, we make it easy to customize the charging experience for the CPO and the customer,” explained an ABB engineer, who walked me through the new EVSE’s backend on the show floor (paraphrased). “The users can pay with a card, with an app, or an RFID – and you can program what that experience is like, even prioritizing certain members or giving others free or discounted charging.”
There’s a lot to unpack there, including the ability to provide priority charging to certain vehicles (like police or emergency service EVs) to get them back on the road faster. In the next few days, we’ll have ABB President, Brandt Hastings, on Quick Charge to walk us through more of those features and how they come together to deliver a better charging experience.
Stay tuned for that, and check out the original article, below.
ABB E-mobility is using the annual clean trucking conference to showcase the expansion of its EVSE portfolio with three all-new charger families: the field-upgradable A200/300 All-in-One chargers, the MCS1200 Megawatt Charging System for heavy-duty vehicles shown (above), and the ChargeDock Dispenser for flexible depot charging.
The company said its new product platform was built by applying a computer system-style domain separation to charger design, fundamentally improving subsystem development and creating a clear path forward for site and system expansion. In other words, ABB is selling a system with both future-proofing and enhanced dependability baked in.
“We have built a system by logically separating a charger into four distinct subsystems … each functioning as an independent subsystem,” explains Michael Halbherr, CEO of ABB E-mobility. “Unlike conventional chargers, where a user interface failure can disable the entire system, our architecture ensures charging continues even if the screen or payment system encounters issues. Moreover, we can improve each subsystem at its own pace without having to change the entire system.”
The parts of ABB’s new EVSE portfolio that have been made public so far have already been recognized for design excellence, with the A400 winning the iF Gold Award and both the A400 and C50 receiving Red Dot Design Awards.
New ABB chargers seem pretty, good
ABB says the systemic separation of its EVSE enhances both reliability and quality, while making deployed chargers easier to diagnose and repair, in less time. Each of the chargers’ subsystems can be tested, diagnosed, and replaced independently, allowing for quick on-site repairs and update cycles tailored to the speed of each systems’ innovation. The result is 99% uptime and a more future-proof product.
“The EV charging landscape is evolving beyond point products for specific use cases,” continued Halbherr. “By implementing this modular approach with the majority of our R&D focused on modular platforms rather than one-off products … it reduces supply chain risks, while accelerating development cycles and enabling deeper collaboration with critical suppliers.”
Key markets ABB is chasing
- PUBLIC CHARGING – with the award winning A400 being the optimal fit for high power charging from highway corridors to urban locations, the latest additions to the A-Series All-in-One chargers offer a field-upgradable architecture allowing operators to start with the A200 (200kW) with the option to upgrade to 300kW or 400kW as demand grows. This approach offers scalability and protects customer investment, leading to Total Cost of Ownership (TCO) savings over 10 years.
- PUBLIC TRANSIT AND FLEET – the new Charge Dock Dispenser – in combination with the already in market available HVC 360 – simplifies depot charging with a versatile solution that supports pantograph-, roof-, and pedestal charging options with up to 360kW of shared power and 150m/490 ft installation flexibility between cabinet and dispensers. The dispenser maintains up to 500A output.
- HEAVY TRUCKS – building the matching charging infrastructure for commercial vehicles and fleets represents a critical innovation frontier on our journey to electrify transportation. Following extensive collaboration with industry-leading truck OEMs, the MCS1200 Megawatt Charging System delivers up to 1,200kW of continuous power — 20% more energy transfer than 1MW systems — providing heavy-duty vehicles with purpose-built single-outlet design for the energy they need during mandatory driver breaks. To support other use cases, such as CCS truck charging, a dual CCS and MCS option will also be available.
- RETAIL – the award winning C50 Compact Charger complements the family as the slimmest charger in its category at just 9.3 inches depth, optimized for convenient charging during typical one-hour retail experiences. With its large touch display, the C50 takes the award-winning A400 experience even further — setting a new standard for consumer experience and very neatly echoing our own take on that “Goldilocks” timing zone for commercial charging.
ABB says that the result of its new approach are chargers that offer 99% plus uptime — a crucial statistic for commercial charging operations and a key factor to ensuring customer satisfaction. The new ABB E-mobility EVSE product family will be on display for the first time at the Advanced Clean Transportation Expo (ACT Expo) in Anaheim, California next week, then again at Power2Drive in Munich, Germany, from May 7-9.
Electrek’s Take
The ACT Expo is one of – if not the most important sustainable trucking event in North America, featuring all the big names in heavy trucks, construction equipment, material handling, infrastructure – even Tier 1 suppliers. Mostly, though, it’s many fleet buyers’ only chance to test drive these zero emission trucks before writing a big PO (which just makes it even more important).
Electrek will be there again this year, and we’ll be bringing you all the latest news from press events and product reveals as it happens.
SOURCE | IMAGES: ABB E-mobility.
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![Honda really wants to sell you a hydrogen fuel cell, today [part 5]](https://i0.wp.com/electrek.co/wp-content/uploads/sites/3/2025/05/honda-fuel-cell.jpg?resize=1200,628&quality=82&strip=all&ssl=1)
Honda came to this year’s ACT Expo in Anaheim, California with the perfect follow-up to the jaw-dropping hydrogen fuel cell-powered semi truck they showed off last year. This year, the company’s fuel cell is in series production – and available now.
“Honda hydrogen is open for business,” says David Perzynski, assistant manager of hydrogen solutions development at American Honda. “(We have) the fuel cell technology, the expertise, and the supply chain to power a variety of zero-emissions products, including commercial trucking and stationary power generation.”
The company arrived with a more developed version of its Peterbilt 579EV-based HFC semi concept, which is based on one of that brand’s existing BEVs and uses the Honda fuel cell as a range-extending generator for its 120 kWh battery … or, rather, it would – if it was ever plugged into a charger.
On battery power alone, the big Pete is good for up to 150 miles of fully loaded range. With the fuel cell along for the piggyback ride, however, the truck’s range climbs to more than 500 miles at an 82,000 lb. combined vehicle weight.
More than just a range-extender
Honda envisions a world where its hydrogen fuel cell is used in much more than transportation and logistics applications. At the ACT Expo, Honda had a scale mock-up of what a hospital-sized hydrogen backup generator could look like – and hinted that such an installation might soon become a reality.
This is all very normal for Honda
If it seems weird that Honda is pushing hydrogen so hard these days, it shouldn’t. Honda’s been developing hydrogen fuel cells for nearly forty years, and put its first hydrogen fuel cell car (the FCX concept, above) all the way back in 1999.
Since then, it’s put a number of hydrogen fuel cell-powered vehicles into series production, including the innovative Honda CR-V HFC hybrid that lets you fill the car’s 17.7 kWh battery with electrons at home for up to 29 miles of all-electric driving, then fill up the hydrogen tank for another 241 miles of driving … and they’re not stopping there.
We had a chance to chat with David Perzynski on Quick Charge last year, where he talked us through some of Honda’s hydrogen plans in more detail. You can check it out, below.
Hydrogen had a wild ride last year
Original content from Electrek.
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