Can Royal Enfield succeed where Can-Am and Kawasaki stumbled with electric motorcycles?
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.
Can-Am’s Pulse comes with a hefty price tag of $14,000 and a relatively modest range, while Kawasaki’s electric Ninja and Z e-1 models are more affordable at around $7,500 but come severely underpowered and with pitifully short range, leaving many to question their appeal.
With Royal Enfield teasing an upcoming commuter e-motorcycle launch soon, could the company find the balance that others have struggled to achieve?
Legacy brands meet the electric age
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.
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.
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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A new review of US Energy Information Administration (EIA) data by the SUN DAY Campaign reveals that solar delivered almost 9% of US electricity in the first half of 2025. Wind and solar combined produced just over one-fifth of the country’s electricity, while renewables as a whole hit nearly 28%.
Solar’s record-breaking growth
EIA’s latest monthly Electric Power Monthly report (with data through June 30, 2025) confirms that solar kept its streak as the fastest-growing major source of US electricity. In June 2025 alone, solar soared. Utility-scale solar power plants cranked out 30.1% more electricity than in June 2024, while rooftop and other small-scale solar systems grew by 10.5%. Combined, solar generation jumped 25% year-over-year and made up 10.2% of US electricity that month.
Looking at the first six months of 2025, utility-scale solar expanded by 37.6%, and small-scale systems rose 10.7%. Together, they grew nearly one-third (29.7%) compared to the same period in 2024. That meant solar provided 8.7% of all US electricity in January-June, up from 6.9% the year before.
That’s a milestone: Solar is now producing almost 45% more electricity than hydropower (6.0%), and it’s generating more than hydropower, biomass, and geothermal combined.
Wind is still a front-runner
Wind turbines supplied 11.6% of US electricity in the first half of 2025 — a 2.4% boost compared to the same time in 2024. Wind’s output was almost double hydropower’s contribution.
Wind + solar are beating coal and nuclear
Together, wind and solar accounted for 20.3% of total US electricity in the first half of 2025, up from 18.6% last year. That’s a bigger share than coal or nuclear. In fact, wind and solar generated 25% more electricity than coal and 15.6% more than nuclear over the same period.
Renewables overall are surging
All renewable sources combined – wind, solar, hydropower, biomass, and geothermal – generated 27.7% of US electricity from January through June 2025, up from 26.1% a year ago. Their output grew three times faster than total US electricity generation overall (9.2% vs. 3.0%). Renewables are now second only to natural gas, whose generation actually dropped 3.7% in the first half of the year.
Ken Bossong, executive director of the SUN DAY Campaign, added that this growth happened before the passage of the Trump/Republican “megabill,” which could slow future renewable expansion. “Nonetheless, EIA notes that US developers expect half of new electric generating capacity to come from solar in 2025 and another 13% from wind.”
Read more: EIA: Solar outproduced wind for the first time ever in May
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Your personalized solar quotes are easy to compare online and you’ll get access to unbiased Energy Advisors to help you every step of the way. Get started here.
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The new and improved Hyundai IONIQ 5, or the hot-selling Chevy Equinox EV? Which electric SUV makes the smarter lease? Here’s the rundown.
Over 607,000 electric vehicles were sold in the US in the first half of 2025, thanks to some big discounts. Many automakers are currently offering generous savings, as Trump’s “One Big Beautiful Bill” is set to end federal EV incentives at the end of September.
According to Cox Automotive’s latest EV Market Monitor report, EV incentives reached a record of nearly $8,500 in June, or about 15% off the average transaction price (ATP).
That’s more than double the incentives offered on gas-powered vehicles. Seven electric vehicles had an ATP below $40,000, including the Chevy Equinox EV. The Equinox EV was the top-selling EV in the price range.
Starting at just $34,995, GM calls it “America’s most affordable 315+ range EV.” The electric Equinox has already propelled Chevy to become the number two EV brand in the US behind Tesla.
Through the first half of the year, the Chevy Equinox EV accounted for nearly a third of GM’s electric vehicle sales. And it could have sold even more. A dealer in California reached out to Electrek, claiming they had to wait over a month to receive Equinox EV models. It’s now on track to be among the top three selling EVs in the US.
Which EV to lease: Chevy Equinox EV or Hyundai IONIQ 5
With leases starting at just $289 per month, it’s no wonder the electric SUV is flying off the lot. The offer is for 24 months with $3,909 due at signing.
Alternatively, you can opt for 0% APR financing for 60 months, which Chevy is offering on all 2025 electric vehicle models.
| 2025 Chevy Equinox EV trim | Starting Price | EPA-estimated Range | Monthly lease Price (August 2025) |
| LT FWD | $34,995 | 319 miles | $289 |
| LT AWD | $40,295 | 307 miles | $351 |
| RS FWD | $45,790 | 319 miles | $416 |
| RS AWD | $49,090 | 307 miles | $453 |
The base 2025 Chevy Equinox EV LT starts at $34,995 with up to 319 miles of range. The interior boasts up to 57.2 cu ft of space and a 17.7″ infotainment screen.
How does it compare to the IONIQ 5? Hyundai has upgraded its best-selling electric SUV with major improvements, including increased range (now up to 318 miles), a revamped interior and exterior, and a built-in NACS port to access Tesla Superchargers.
After cutting lease prices again last month, the new and improved 2025 Hyundai IONIQ 5 is now listed at just $179 per month.
In some places, such as California and other ZEV states, Hyundai is offering leases starting at as low as $159 per month.
However, that’s for the base SE mode, which has an EPA-estimated driving range of 245 miles. The longer-range IONIQ 5 SE RWD, with 318 miles range, can still be leased for just $199 per month right now. Both offers are for 24 months with $3,999 due at signing.
| 2025 Hyundai IONIQ 5 Trim | EV Powertrain | Driving Range (miles) | Starting Price* | Monthly lease price August 2025 |
| IONIQ 5 SE RWD Standard Range | 168-horsepower rear motor | 245 | $42,500 | $179 |
| IONIQ 5 SE RWD | 225-horsepower rear motor | 318 | $46,550 | $199 |
| IONIQ 5 SEL RWD | 225-horsepower rear motor | 318 | $49,500 | $209 |
| IONIQ 5 Limited RWD | 225-horsepower rear motor | 318 | $54,200 | $309 |
| IONIQ 5 SE Dual Motor AWD | 320-horsepower dual motor | 290 | $50,050 | $249 |
| IONIQ 5 SEL Dual Motor AWD | 320-horsepower dual motor | 290 | $53,000 | $259 |
| IONIQ 5 XRT Dual Motor AWD | 320 horsepower dual motor | 259 | $55,400 | $359 |
| IONIQ 5 Limited Dual Motor AWD | 320-horsepower dual motor | 269 | $58,100 | $299 |
Hyundai is also throwing in a complimentary ChargePoint Level 2 home charger with the purchase or lease of a new 2025 IONIQ 5. All IONIQ 5 trims are listed with 1.99% APR financing for up to 60 months.
The 2025 Hyundai IONIQ 5 offers up to 59.3 cu ft of cargo space with a dual 12.3″ driver display and infotainment system setup.
Both the Hyundai IONIQ 5 and Chevy Equinox EV are hard to pass up right now, with lease prices expected to be as low as they will ever be.
Looking to snag the savings while they last? You can use our links below to find offers on the Chevy Equinox EV and Hyundai IONIQ 5 near you.
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Nissan has officially confirmed the icon will be making a comeback. Although Nissan is no longer building GT-R models, CEO Ivan Espinosa said Godzilla will “evolve and reemerge” in the future. Here’s what we know so far.
Nissan confirms the GT-R will evolve and reemerge
It seems like we’ve been talking about the next-gen Nissan GT-R for years now. After the last model rolled off the production line at the automaker’s Tochigi plant in Japan on Tuesday, Nissan’s CEO made it clear that the GT-R will be making a comeback.
After bidding farewell to the R35, Espinosa gave the many GT-R fans worldwide hope, saying, “I want to tell you this isn’t a goodbye to the GT-R forever.”
He added that it’s Nissan’s “goal for the GT-R nameplate to one day make a return.” Although this is the end of the line for the R35, the company remains committed to the GT-R nameplate and wants to “reimagine it for a new generation.”
According to Espinosa, Nissan doesn’t have any finalized plans yet, but he promised that “the GT-R will evolve and reemerge in the future.”
Nissan says the next Godzilla will ensure the GT-R’s legacy lives on, but will pack even more performance. The big question is, what type of powertrain will it arrive with? Will it be electric? A hybrid? Or, will it still be gas-powered?
At the New York Auto Show in April, Ponz Pandikuthira, Senior Vice President and Chief Planning Officer for Nissan North America, told The Drive that the next GT-R will be a hybrid, rather than an all-electric.
However, Nissan previewed an electric GT-R a few years ago with the Hyper Force EV concept. The electric sports car concept was promoted as a “game-changing hyper EV” with over 1,300 horsepower (1,000 kW).
All that power is expected to come from solid-state batteries. Just last week, Nissan secured a partnership with LiCAP Technologies to produce all-solid-state EV batteries on a mass scale, one of the biggest hurdles to getting the new technology to market.
Since Nissan aims to launch its first EV powered by solid-state batteries in 2028, we could see the GT-R reemerge as a plug-in hybrid until the technology is ready.
Either way, it will likely be a few years before we see an electrified Godzilla. If it evolves into an EV or hybrid, it remains up in the air for now.
While Nissan says an all-electric GT-R won’t deliver the performance needed to live up to the nameplate, others are proving otherwise. BYD’s first electric supercar, the Yangwang U9, set a new EV speed record this week after hitting nearly 300 mph.
How do you feel about it? Should the GT-R go all-electric? Or will Nissan settle for a hybrid? Drop us a comment below and let us know which one you’d buy.
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