Legacy motorcycle brands are taking bold steps into the electric future, but not all attempts have hit the mark. Can-Am and Kawasaki, both respected for their performance and unique legacies in the gasoline-powered world, have since entered the commuter e-motorcycle market with varying degrees of success, to put it kindly. But now with storied motorcycle brand Royal Enfield set to join the e-motorcycle market, can the much adored brand finally succeed where others have failed?
Can-Am and Pulse aren’t the only legacy motorcycle makers to bravely enter the e-motorcycle market with underwhelming designs, but they’re two very recent examples that highlight the biggest hurdles to existing motorcycle companies attempting to leverage their brand names in a market where the benefits of that lineage don’t always directly apply.
All three companies—Can-Am, Kawasaki, and Royal Enfield—share a rich history and strong brand identities, though each has taken a unique path to earn its reputation. The three companies established a loyal following through innovation in the motorcycle space, but that doesn’t always translate well into the modern electric age.
Can-Am was well known for its adventure and off-road focus, with its riders frequently taking the top spot on the podium through out the 70s and 80s. Ironically, it was the Japanese brands that largely contributed to unseating Can-Am, as Kawasaki and the other major Japanese motorcycle companies grew in favor in the coming decades. Can-Am winked out in the 80s, just as Kawasaki’s reputation as a powerhouse in sport and performance motorcycles was blooming.
Royal Enfield, with its iconic retro aesthetic and reputation for affordable, no-frills bikes, is now set to enter the electric space. With a rumored commuter model in the works, the company is likely aiming to combine its distinctive design with practical, urban commuting needs. But brand identity only gets you so far—consumers in the commuter electric segment want value, range, and performance, usually in that order.
Royal Enfield showed off a prototype electric motorcycle last year that could evolve into the brand’s first commuter e-moto
Can-Am and Kawasaki’s struggles
Can-Am’s Pulse and Kawasaki’s electric Ninja and Z e-1 have faced criticism for not delivering the full package. At $14,000, the Pulse is seen as an expensive option with a limited range of just 100 miles (160 km) in the city from an 8.9 kWh battery pack, though that range drops quickly when traveling above slower city speeds. At that price, the bike makes it difficult for consumers to justify the cost when compared to other e-motorcycles with similar prices but higher performance.
Put simply, Can-Am is asking a price that pushes it out of reach for many commuters looking for a practical, daily-use bike.
Kawasaki’s approach is different, but it also has drawbacks. With its electric Ninja and Z e-1, Kawasaki offered a much more affordable entry into the commuter segment, starting at around $7,500. With the commuter electric motorcycle market skewed more heavily towards younger, urban riders, that pricing is much more realistic and attractive, especially to new riders who aren’t sure yet whether they want to commit.
However, the trade-off comes in the form of incredibly low power and limited range. The bikes feature a power rating of just 5 kW (6.7 hp) continuous and 9 kW (12 hp) peak. The advertised range of 41 mi (66 km) from a paltry 3 kWh battery drops further at faster speeds, though the bike can’t even go very fast, topping out at either 53 or 63 mph (85 or 101 km/h), depending on the ride mode. This combination of low power, limited range, and slow speed limit simply leaves many urban riders wanting more. And when there are other compelling electric motorcycles, such as the Ryvid Anthem, that can hit faster speeds and higher power levels for a thousand bucks less, the math just isn’t there for Kawasaki.
Though budget-friendly, Kawasaki’s models are viewed as underwhelming attempts to break into the market, falling short of expectations for performance in day-to-day commuting. The brand is built on a reputation for performance, but its first electric offering is largely a diminutive 125cc-equivalent that looks fast until you see it moving.
Again, these aren’t the only two companies that have found themselves in this quandary, but they’re two of the best examples for their failure to appeal on either end of the spectrum. By contrast, Harley-Davidson’s electric motorcycle brand LiveWire isn’t a financial success either yet, but has largely been met with praise for its combination of design and performance. The LiveWire Del Mar bike is priced at only slightly more than Can-Am’s entry-level model, yet offers twice the power, a larger battery, and significantly better performance (including a thrilling 0-60 mph time of 3.1 seconds). Thus, the bike actually delivers on performance while still meeting the needs of a commuter-type rider – even if its $15,499 price tag still keeps it out of the reach of most younger riders.
Royal Enfield’s opportunity
This leaves the question: can Royal Enfield strike the right balance? The Indian brand has an opportunity to fill the gap that both Can-Am and Kawasaki have left open—an affordable e-motorcycle with practical commuter performance. Royal Enfield is reportedly preparing to reveal a retro-styled electric motorcycle, a hallmark of the brand’s identity, but the critical factor will be how it pairs affordability with real-world commuter needs.
The brand has built its legacy on affordability and reliability, two things that are absolutely critical to commuter riders who depend on their bikes as workhorses, not playhorses.
If Royal Enfield can offer a model that provides adequate range and power at an accessible price point, it could become a strong contender in the commuter e-motorcycle market. Unlike Can-Am’s premium pricing or Kawasaki’s underpowered offering, Royal Enfield’s reputation for affordable yet reliable motorcycles could position it to succeed where others have stumbled.
Royal Enfield teases its upcoming electric motorcycle
A new era for commuting
While it’s too early to say if Royal Enfield’s electric motorcycle will hit the sweet spot, the market is watching closely. Can a company that has traditionally thrived on simple, gasoline-powered machines deliver an electric bike that meets the needs of modern commuters? As Can-Am and Kawasaki’s efforts have shown, it’s not enough to have a strong brand name. Success in the electric market depends on offering real-world performance that matches consumer expectations for practicality and cost.
Royal Enfield has a lot of potential in this space, but whether they can do what Can-Am and Kawasaki could not—create an electric commuter motorcycle that is affordable, well-performing, and desirable—remains to be seen.
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The new CLA Shooting Brake is the first electric Mercedes vehicle available as an estate. It’s more spacious, more capable, and more high-tech than ever.
Meet the new Mercedes CLA Shooting Brake EV
Mercedes introduced the new CLA Shooting Brake on Tuesday, its first electric estate car. The Shooting Brake arrives as the second EV from the luxury brand’s new entry-level family of vehicles.
The electric wagon takes the best of the new CLA, which was revealed just a few weeks ago, and adds more space and capability.
It’s also bigger than the current CLA Shooting Brake, offering a more spacious interior. The new EV measures 4,723 mm in length, or 35 mm longer than the outgoing model.
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With an extended wheelbase of 2,790 mm (+61 mm), the electric version offers 14 mm more headroom and 11 mm more legroom in the front. Rear passengers gain 7 mm of headroom but lose 6 mm of legroom compared to the current model.
Boot space is 455 L, which is 50 L more than the CLA sedan, but 30 L less than the outgoing Shooting Brake. However, it does include an added Frunk (front trunk) for an extra 101 L of storage space.
With all seats folded, overall storage space is 1,290 L. It also comes with standard roof rails, which Mercedes claims can easily fit surfboards or bicycles with a 75 kg (165 lbs) load capacity.
Mercedes-Benz CLA Shooting Brake with EQ Technology (Source: Mercedes-Benz)
Inside, the new Shooting Brake is nearly identical to the CLA Sedan. It features the new Mercedes-Benz Operating System (MB.OS) with its fourth-gen infotainment.
The setup includes a 14″ infotainment and 10.25″ driver display screens. An extra 14″ passenger screen is available. A trim piece with star-pattern graphics replaces it if not. All three screens are powered by the latest-gen chips and graphics from Unity Game Engine.
Mercedes-Benz CLA Shooting Brake EV interior (Source: Mercedes-Benz)
Powered by the new Mercedes-Benz Modular Architecture and an 85 kWh battery, the new Shooting Brake EV offers up to 473 miles (761 km) WLTP range.
It will be available in single and dual-motor powertrains. The base CLA 250+ Shooting Brake has 268 hp (200 kW) output and a WLTP range of up to 473 miles (761 km). Meanwhile, the dual-motor CLA 350 4MATIC Shooting Brake has combined 349 hp (260 kW) and a range of up to 454 miles (730 km).
Mercedes-Benz CLA Shooting Brake EV interior (Source: Mercedes-Benz)
Based on its 800V architecture, the new electric estate can add 193 miles (310 km) WLTP driving range within 10 minutes. Mercedes said that should be plenty to get from Geneva to Milan or Berlin to Hamburg.
Mercedes will introduce new EV variants in early 2026, followed by a 1.5 L hybrid model. Prices will be revealed closer to launch, but it’s expected to start slightly higher than the current model. The current CLA Shooting Brake starts at around €40,000 ($46,500) in Europe.
Following the new CLA and CLA Shooting Brake, Mercedes-Benz plans to launch two SUVs. Check back soon for more info on the upcoming lineup.
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The Pentagon is taking immediate action to boost critical mineral production in the U.S. and counter China’s dominance of the supply chain for rare earth magnets, a defense official told CNBC on Tuesday.
The Defense Department last week agreed to buy a direct equity stake in MP Materials, which will make the U.S. government the miner’s largest shareholder. MP operates the only rare earth mine in the U.S. located at Mountain Pass, California, and a magnet plant in Forth Worth, Texas.
When asked whether the Pentagon is considering similar investments in other U.S. mining companies, the defense official said it is looking at opportunities to strengthen domestic critical mineral production.
“Rebuilding the critical minerals and rare earth magnet sectors of the U.S. industrial base won’t happen overnight, but DoD is taking immediate action to streamline processes and identify opportunities to strengthen critical minerals production,” official said in a statement.
Rare earths are used in weapons such as the F-35 warplane, drones and submarines among other other military platforms. The U.S. was almost entirely dependent on foreign countries for rare earths in 2023, with China representing about 70% of imports, according to the U.S. Geological Survey.
MP Materials CEO James Litinsky told CNBC last week that he views the public-private partnership with the Defense Department as a model for other companies in industries that are important for national security but struggle to compete against the state-backed enterprises in China.
“I’d like to think that this is sort of the first, it’s a model,” Litinsky told CNBC’s “Squawk on the Street” on Thursday. “We have to deliver at MP and show that this is an incredible route to go. But it’s a new way forward to accelerate free markets, to get the supply chain on shore that we want.”
Interior Secretary Doug Burgum said in April that the U.S. government was looking at taking direct equity stakes in critical mineral and rare earth miners to break China’s dominance. The Trump administration is also looking at stockpiling critical minerals and creating a sovereign risk insurance fund to protect companies investments’ in federally approved projects, Burgum said at an energy conference in Oklahoma City.
The Pentagon makes long-term investments in mining, processing and refining critical minerals, the defense official told CNBC. It has invested $540 million so far to support a critical mineral and rare earth supply chain in the U.S. and allied nations, the official said.
“That is significant, and DoD will continue to such efforts in accordance with congressional appropriations and statutory authorities,” the official said.
Fairshake, the cryptocurrency industry’s most powerful political action committee, announced Tuesday that it now holds more than $141 million in cash on hand, underscoring the sector’s growing influence as Congress takes up landmark legislation this week.
The total, which includes liquid assets like crypto, stock, and cash, reflects a surge of donations from digital asset executives and firms, including a fresh $25 million from Coinbase.
Fairshake and its two affiliated PACs — Defend American Jobs and Protect Progress — have raised $109 million since Election Day in 2024 and $52 million during just the first half of this year.
“We are building an aggressive, targeted strategy for next year to ensure that pro-crypto voices are heard in key races across the country,” said spokesperson Josh Vlasto.
The announcement lands in the middle of what lawmakers are calling “Crypto Week” on Capitol Hill, as the House begins deliberations on a trio of long-awaited bills that would define how digital assets are regulated.
The legislation includes the dividing of oversight, setting new stablecoin rules, and a bill banning the creation of a central bank digital currency.
The crypto industry is no longer just lobbying for survival, it is shaping the political landscape. Fairshake saw nearly every candidate it backed in 2024 win their race.
“We stuck to our core strategy from Day 1,” Fairshake previously told CNBC. “We supported pro-crypto candidates and opposed those who played politics with jobs and innovation, and won.”