Fast and heavy: Wallke H7 AWD pushes past the limits of electric bikes
There’s no denying how popular high-power electric bikes have become. And a quick way to get more power without having to go with a ridiculously large motor is to simply double up, putting one motor in each of a bike’s wheels. That’s what Wallke did with the Wallke H7 AWD, and the result is a fast e-bike that is as powerful as it is chunky – which is to say, very.
To see my testing of the Wallke H7 AWD, check out my video review below.
Or keep reading below the video for my full written review on this high power e-bike!
Wallke H7 AWD Video Review
Wallke H7 AWD tech specs
- Motor: Dual 1,000W continuous (1,600W peak) geared hub motors
- Top speed: 33 mph (53 km/h)
- Range: Unlisted (pretty darn far based on the massive battery)
- Battery: 48V 60 Ah (2,880 Wh)
- Weight: 130 lb (59 kg)
- Max load: Claimed 400 lb (181 kg)
- Brakes: Quad-piston hydraulic disc brakes
- Extras: Large color LCD display, LED head/tail light, half-twist throttle, removable battery, padded rear rack, fenders, kickstand, and companion app
Purely and simply over the top for an e-bike
The Wallke H7 AWD is so overspec’d that in many jurisdictions, you wouldn’t even be able to call it an electric bicycle. This is more of an e-moped in the truest sense. In fact, the bike can reach speeds of up to 33 mph on throttle operation, no pedaling needed, meaning it truly is well outside of the 3-class electric bicycle system.
That may be an issue for some people, but it will be a selling point for others. Many riders want something they can ride fast without needing to pedal, but keep in mind that such a feature usually means you’ll have issues trying to pass this off a street-legal electric bicycle. If that matters or not in your jurisdiction is an important disticintion that you’ll want to look up. Some states are cracking down, while others don’t seem to care.
A big part of the crazy high speed in the Wallke H7 AWD is thanks to its dual motor design. The pair of 1,000W motors make a solid 2,000W of continuous power, and closer to 3,200W of peak power. That gets transferred through a set of 20×4.0″ fat tires and is enough to sling gravel in any direction you choose. Again, that’s some serious power that requires some serious responsibility, so the rider has been warned.
To back up that power is a commensurately large battery. The 48V 60Ah battery pack is still removable, but it’s one of the largest I’ve ever seen on a retail e-bike. They don’t publish a range figure, but based on my testing, reasonable throttle speeds should net riders at least 75 miles of range. Pedal assist can take the bike much farther, if you actually want to pedal a 130 lb e-bike.
How does it ride?
The Wallke H7 AWD rides decently well, but it’s a bit janky at top speed. There’s some weird flutter that I would get in the rear end at around 31-33 mph. I could never quite place it, as it’s a bit hard to feel around behind you at such speeds, but I think it’s likely either the rear fender or the kickstand. Either could be slightly resonating with vibrations or fluttering in the wind, but I can’t be sure it really is either. Suffice it to say that something was slightly dancing around for me at the top end.
The suspension is also welcome but not exactly top-notch either. Hitting bumps results in a symphony of sounds originating from the bike’s center, likely resulting from a combination of the battery, suspension, fender, and perhaps the kickstand. The suspension does help the ride, but this is a heavy bike, and you’re going to feel the bumps even with 4″ of air-filled rubber and a few springs underneath you.
I’ll also say that while the bike can be pedal-assisted, the gearing only makes it comfortable up to around 20 mph or so. I can reasonably pedal up to 25 mph, but any faster and I just can’t comfortably keep up – the gearing just isn’t high enough in top gear.
So while there are some issues like the ones I discussed above, there are some great features, too.
The color screen is quite attractive, and probably better than most would expect on a direct-to-consumer e-bike. The brakes are also very punchy, which is important for a fast and heavy e-bike. The quad-piston hydraulic disc brake loadout is a welcome addition.
The LED lights are quite good, and the headlight was sufficient for night riding, illuminating the bike lane in front of me so I could spot obstacles in my path. However, the headlight does vibrate a bit at higher speeds, meaning your lighted area can shake up and down a bit.
And then there’s the price. At the current sale price of US $2,199, this is a lot of bike for a fairly reasonable price. Remember, you’re getting an out-of-class moped here, more or less, so it’s hard to compare directly to most ‘normal’ electric bikes. But consider that you’re getting around 4x the amount of power and battery as a ‘normal’ e-bike, and the price isn’t all that much higher.
That being said, you can get nicer, more comfortable e-bikes for lower figures elsewhere. So the reason someone would buy the Wallke H7 AWD is pretty much for the power and the range, and not much else. In that regard, it delivers on what it promises. This bike will take you far and it will knock your socks off while doing it.
Just make sure you ride responsibly and where appropriate. Fast and powerful e-bikes are fun, but they aren’t for everyone and they aren’t for everywhere.
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BYD’s new EV is about the size of a Tesla Model 3, but half the cost in China. After launching the e7, BYD is already boasting that it will be the “winner’s choice” for midsize EV sedans. Here’s our first look at the new low-cost electric sedan.
Will the new BYD e7 EV rival the Tesla Model 3 in China?
After previewing the e7 for the first time a little over a month ago, BYD officially launched the midsize electric sedan on Saturday.
The new e7 is available in three “Smart” trims, starting at 103,800 yuan, or about $14,500. For a limited time, BYD is offering a renewal price of 99,800 yuan ($13,900).
Buyers can choose from two BYD Blade battery options: 48 or 57.8 kWh, providing CLTC driving ranges of 450 and 520 km, respectively.
BYD’s new midsize EV sedan is about the size of a Tesla Model 3: 4,780 mm long, 1,900 mm wide, 1,515 mm tall, and 2,820 mm wheelbase.
Although it looks similar to other BYD models, the e7 has a few unique design elements, including a “Smiling and high-spirited” front face design, full-score LED headlights, and a duck tail.
We knew it would be a lower-priced EV after the preview showed the e7 with traditional door handles, rather than the flush ones found on newer models.
Like BYD’s other new vehicles, the interior is relatively simple with a 15.6″ central infotainment at the center and a 5″ driver display cluster. It’s also loaded with the advanced version of BYD’s smart cockpit and DiLink100.
The “ingeniously crafted comfortable cockpit,” as BYD calls it, is available with ergonomic cloud-sensing seats, an integrated hand gear, and a panoramic sunroof.
Although the e7 is part of BYD’s e-series, a lower-priced lineup aimed at younger drivers or taxi services, it’s now being absorbed into its Ocean series with other popular EVs like the Dolphin and Seagull.
BYD’s new EV is over half the cost of a base Tesla Model 3 RWD model in China, which starts at 235,500 yuan ($32,700). But, to be fair, the base Model 3 has a CLTC driving range of up to 634 km (394 miles). For 275,500 yuan ($38,200), the Model 3 Long Range AWD is rated with up to 713 km (443 miles) CLTC range.
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Hyundai is gaining traction where most automakers are struggling to stay afloat. Despite a flood of low-cost electric cars and an intensifying price war, Hyundai sees an opportunity “to write a new chapter” with its first dedicated EV rolling out in China.
Will Hyundai’s new EV spark a comeback in China?
Leading up to its debut, we thought it could be the IONIQ 4 with a sleek new look. The ELEXIO is Hyundai’s first custom-tailored EV for China.
During its global debut earlier this month in Shanghai, Hyundai said China is a “must-fight place,” calling it “the core of Hyundai Motor’s global strategy.” The company also revealed its “In China, for China, to the World” strategy as it looks to make a comeback in the world’s largest EV market.
According to Hyundai, the company is already seeing early success. On Monday, Hyundai’s joint venture in China, Beijing Hyundai, announced that its losses improved by over 100 billion won ($72 million) in the first quarter.
The company posted a net loss of 42.3 billion won in the first three months of 2025, down from the massive 146 billion won ($105 million) in Q1 2024. At this pace, Hyundai could see a profit by the second quarter in China.
Hyundai said lower operating costs spurred the cost improvements after the company sold its Chongqing plant last year.
It’s also due to rising exports. Beijing Hyundai exported 14,999 vehicles in Q1, up significantly from just 608 a year ago. Hyundai’s Chinese JV is investing 8 billion yuan ( $1.1 billion) as it looks to revamp the business.
Although it’s already seeing some success, Hyundai’s new ELEXIO electric SUV is expected to accelerate its momentum. With the EV launching in the second half of 2025, Hyundai could turn a profit by the end of the year. It may even happen as early as the second quarter.
Hyundai claims the new EV opens “a new starting point for the transformation from traditional fuel vehicle giant to electrification” in China.
The ELEXIO electric SUV, dubbed the Chinese version of its popular IONIQ 5, rocks a new look with crystal cube LED headlights and a full-length light bar that stretches across the front.
Based on Hyundai’s E-GMP platform, which powers the IONIQ 5, the ELEXIO is rated with up to 435 miles (700 km) CLTC driving range. More details, including prices and trim options, will be revealed closer to launch. Check back soon for the latest.
What do you think of Hyundai’s new electric SUV? Would you buy the ELEXIO in Europe, the US, or other global markets? Let us know in the comments.
Source: Newsis, Beijing Hyundai
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Tesla announced it paid Powerwall owners $9.9 million through its virtual power plant programs in 2024.
Distributed energy is working.
A virtual power plant (VPP) consists of distributed energy storage systems, like Tesla Powerwalls, used in concert to provide grid services and avoid the use of polluting and expensive peaker power plants.
Peaker plants are fossil fuel-powered power plants that are activated in peak energy usage times to ensure the grid has enough power to supply the demand and avoid brownouts.
It is a fairly new technology that aims to decentralize the grid, helping make it more secure and stable while reducing costs.
Tesla has been an early adopter of the technology through the deployment of its Powerwall, a popular home battery pack.
In areas with high penetration of the home battery, Tesla can make a deal with the local electric utility to pull power from the Powerwalls in customer homes when needed, and those homeowners get compensated at an attractive rate.
Today, Tesla announced that it paid Powerwall owners nearly $10 million through VPPs in 2024:
We paid out $9.9M to Powerwall owners who supported the grid through Virtual Power Plant participation in 2024.
Tesla’s first VPP launched in Australia in 2019. The company first aimed for 50,000 homes, but we learned that it is at about 7,000 homes and 35 MW as of the end of last year when Tesla was looking to sell the virtual power plant.
In 2021, Tesla launched a VPP pilot program in California, in which Powerwall owners would voluntarily and without compensation let the VPP pull power from their battery packs when the grid needed it.
It helped Tesla prove the usefulness of such a system.
Following the pilot program, Tesla and PG&E, the electric utility covering Northern California, launched the first official virtual power plant through the Tesla app.
This new version of the Tesla Virtual Power Plant actually compensates Powerwall owners $2 per kWh that they contribute to the grid during emergency load reduction events. Homeowners are expected to get between $10 and $60 per event.
Later, we reported that Tesla’s California VPP expanded to Southern California Edison (SCE) to now cover most of the state.
Last year, Tesla’s California VPPs reached over 100 MW in capacity, and the company also started building significant VPPs in Texas.
Some Powerwall owners are now reporting making hundreds of dollars per year per Powerwall through Tesla’s virtual power plant.
Electrek’s Take
This is awesome. I love distributed energy. VPPs not only make home energy storage more financially viable, but they also often mean that fossil fuel-powered peaker plants are being replaced by solar power and energy storage, as most Powerwalls and other home battery packs are linked to home solar power.
It’s not super popular yet because it requires the cooperation of the electric utilities and the regulators, but it appears to be viable in most places.
If you have home solar and energy storage, or looking to add solar and energy storage at home, it’s worth looking into.
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Your personalized solar quotes are easy to compare online, including with Tesla hardware, like the Powerwall, and you’ll get access to unbiased Energy Advisors to help you every step of the way. Get started here.
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