We recently covered the launch of the JackRabbit OG2 Pro and XG Pro electric bikes, which added more range and power to the existing micro e-bike lineup from JackRabbit. Having spent a few weeks testing the XG Pro myself, I can attest to just what that means from the perspective of someone with saddle time doing things you wouldn’t have thought possible on a micro e-bike.
To get a sense of what I mean, check out my video review of the JackRabbit XG Pro below.
Or keep reading for my full written thoughts on this fun, high-performance ride stuffed into the body of a much smaller-than-expected micromobility device.
JackRabbit XG Pro video review
JackRabbit XG Pro tech specs
Motor: 749 geared rear hub motor
Top speed: 20 mph (32 km/h) – or faster 24 mph (39 km/h) in off-road mode
Extras: Thumb throttle, 90-degree fold-flat rotatable handlebars (in high-rise format), foldout Mega Metal footpegs, bell, LCD display, kickstand, LED lights that run off the main batteries, plus plenty of optional accessories
What’s new and different?
Don’t forget to check out my article on the launch to see what makes this model so different from the original JackRabbit XG. But to summarize, the XG Pro gets a more powerful motor, larger brakes, high-rise handlebars, wider tires, faster top speed, bigger batteries, and just generally feels like a major upgrade in simply every way.
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A lot of those upgrades go a long way towards turning this into a highly competitive bike on more than just convenience. Now, the XG Pro competes on performance as well.
Previously, JackRabbit’s big claim to fame was that its bikes were more convenient. They were smaller and lighter while still offering 20 mph speeds, and that was the big advantage. However, you paid for it with limited range and lower power. Now, however, the JackRabbit XG has massively upgraded the range to over 48 miles (77 km) with the inclusion of not just one but two of JackRabbit’s RangeBuster big-boy batteries. These have nearly 2.5x the capacity of the standard airline-friendly batteries offered by JackRabbit and the resulting range is more than you’d find in many heavier e-bikes with similar battery capacities.
JackRabbit XG Pro: Seriously powerful and torquey
I don’t have a lot of hills to test when I do my riding in Florida, but I can say that the 749W motor will easily wheelie me if I’m not careful (no doubt aided by the short wheelbase), and so the torque is appreciable.
I can also tell you that I towed nearly 100 pounds (45 kg) of kayak and camping gear for around 10 miles, including up sandy berms that might not have been crazy steep but were a serious test of the bike’s ability to climb an off-road grade at slower speeds (i.e. without the benefit of momentum).
So let’s just say that the power and torque are there, and you’re not going to struggle to climb a medium-sized hill.
At the same time, the small footprint and lightweight (for an e-bike) 37-lb design meant that I could strap it to my kayak and take it camping on an uninhabited island that is inaccessible by motorboat. That’s a whole other story, though. Maybe I should write a separate article on that adventure?
The 20 mph (32 km/h) top speed of the previous JackRabbit models also got a boost on the XG Pro up to 24 mph (39 km/h), though only in the new Off-Road Mode. To access this, you can’t simply pop into the display menu and choose the “More speed, please” option. You have to first reach out to JackRabbit and sign a waiver that also includes confirming that you are over 18 and pledge to only use the mode on true closed course, off-road scenarios. From there, you get access to the unlock, which is so convoluted that no one will ever discover it on accident. If you are explicitly told how to do so (which I’m not sure how it won’t eventually leak online), you wouldn’t be able to figure it out from mere button-mashing.
In unlocked mode, the JackRabbit XG Pro’s 24 mph top speed gives higher-performance riders more of what they are looking for, truly unleashing those 749 watts for peak performance.
How well does it ride?
There’s no suspension on the bike (unless you opt for the add-on suspension seat post), but you do get 2.8 inch tires that put more air volume between you and the road. That results in a better ride that isn’t as jarring as you’d expect on a small, non-suspension bike.
If you’re doing actual off-roading, which I highly recommend because of how fun it is on the JackRabbit XG Pro, then you’ll be rising out of the saddle anyway much of the time. In the same way that you drop the seat on the mountain bike because you won’t be using it much of the time anyway, you stand on the pegs and let your bent legs serve as suspension when you approach bigger obstacles.
With the knobbier off-road tires, you also get better grip, though the little bike wants to turn so hard that I am still worried about losing it in a few corners on loose gravel and sand. In my own testing, I covered plenty of different types of terrain, finding grassy fields to be my favorite place to ride the XG Pro. It did fine on gravel and sand too, but the looser terrain also had me feeling a bit squirrely, and the short wheelbase likely contributed to that. But back on grassy pasture to hold the loose soil together, I could fly around at nearly top speed and feel solid.
Who is the JackRabbit XG Pro for?
With its off-road credentials spoken for, I still think the XG Pro has plenty of room left for on-road riding. As a commuter, I can see the XG Pro being a fast, long-range option for a super convenient micromobility device. The included LED lights make it highly visible to other road users at night, and the small size means it can fold up and stow away in an office or apartment.
In fact, I really love the sideways-turning handlebars that spin 90-degrees for even more compact storage. With the bars turned and footpegs folded, the entire bike is a mere 7 inches (18 cm) wide, something you could never claim with an e-bike.
So in my opinion, the XG Pro is great for anyone who wants to enjoy the trails on the same bike they use to get to work or class, and doesn’t have the space in their life for anything bigger. You’ve got to enjoy looking different though, as it’s always going to be a unique and somewhat weird-looking ride compared to what most of us consider a ‘normal’ bike or scooter.
Is it an e-bike?
That brings me to a common question regarding all of the JackRabbits. Are they even truly e-bikes? By definition, probably not. JackRabbits don’t have pedals, instead opting for lighter and more compact foot pegs. That means that the JackRabbit is technically in the class of seated electric scooters.
However, the company refers to it as a micro e-bike, and I’m inclined to agree largely on the basis that it rides and feels like a bike, especially considering that most Americans use their throttles on their e-bikes almost all the time anyway. The pedals on most e-bikes these days are just glorified footrests that have the ability to spin, so JackRabbit basically said, “Enough with the charade,” and took away that rarely used ability.
The fixed footrests on the Jackrabbit remove the bicycle definition, but I can attest to the JackRabbit still feeling like a bike, even if you can’t pedal it. It leans into turns like a bike and feels like a bike when riding over obstacles because it uses a bike’s handlebars and wheels instead of the smaller scooter handlebars and wheels common among scooters.
So much like the Romeo and Juliet cliche, this is basically the rose by any other name situation. It still smells as sweet, and it still rides as good.
Is the JackRabbit XG Pro worth it?
I’ve said this before, and I’ll say it again: If you’re looking for the best dollar-per-watt bargain, then move on. JackRabbit will never be the answer for you. These bikes cost a premium. The XG Pro is the new flagship model and is priced at an eye-watering US $2,249. The OG2’s $1,249 looks downright fiscally responsible by comparison.
But then again, JackRabbit isn’t trying to compete on price. Despite now matching other popular e-bikes on power, speed, and range, it will always be a more expensive alternative due to the company’s unique design that requires them to invest in building their own major components. They don’t benefit from off-the-shelf frames and batteries. Instead, they’ve invested the hard work in engineering new designs, not to mention paying for the tooling to make that happen. You can’t ask for innovation at the price of mediocrity.
For anyone on a budget, there are cheaper ways to get the same speed, power, and range. But there aren’t lighter ways to do it, or more convenient ways, or (in my opinion) cooler-looking ways. And that’s the whole point of JackRabbit. These bikes were originally designed as the perfect solution for college students getting around campus. And after many years and many new models, the company has grown into a fun solution for so many different types of people who share the same basic needs: a small yet potent e-bike-like vehicle for getting around without taking up too much space. Now, everyone from students to professionals ride them, and they’ve become a favorite among RVers, boat owners, private plane pilots, and anyone who needs a super-compact ride.
So in my opinion, the question of whether or not the JackRabbit XG Pro is worth it comes down to whether you want these capabilities in this form factor. You can find it for cheaper, but it’s not going to be as small or lightweight or slick. That’s the magic sauce at JackRabbit, and when you ride it, you damn well feel that magic.
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US President Donald Trump, right, and Elon Musk, chief executive officer of Tesla Inc., during a news conference in the Oval Office of the White House in Washington, DC, US, on Friday, May 30, 2025.
Francis Chung | Bloomberg | Getty Images
When they find themselves without a significant other, most men finally start living: They pay attention to their personal grooming, hit the gym and discover new hobbies.
What does the world’s richest man do? He starts a political party.
Last weekend, as the United States celebrated its independence from the British in 1776, Elon Musk enshrined his sovereignty from U.S. President Donald Trump by establishing the creatively named “American Party.”
Few details have been revealed, but Musk said the party will focus on “just 2 or 3 Senate seats and 8 to 10 House districts,” and will have legislative discussions “with both parties” — referring to the U.S. Democratic and Republican Parties.
It might be easier to realize Musk’s dream of colonizing Mars than to bridge the political aisle in the U.S. government today.
To be fair, some thought appeared to be behind the move. Musk decided to form the party after holding a poll on X in which 65.4% of respondents voted in favor.
Folks, here’s direct democracy — and the powerful post-separation motivation — in action.
[PRO] Wall Street is growing cautious on European equities. As investors seek shelter from tumult in U.S., the Stoxx 600 index has risen 6.6% year to date. Analysts, however, think the foundations of that growth could be shaky.
And finally…
Ayrton Senna driving the Marlboro McLaren during the Belgian Grand Prix in 1992.
Pascal Rondeau | Hulton Archive | Getty Images
The CEO mindset is shifting. It’s no longer all about winning
CEOs today aren’t just steering companies — they’re navigating a minefield. From geopolitical shocks and economic volatility to rapid shifts in tech and consumer behavior, the playbook for leadership is being rewritten in real time.
In an exclusive interview with CNBC earlier this week, McLaren Racing CEO Zak Brown outlined a leadership approach centered on urgency, momentum and learning from failure.
The Honda Ruckus has earned cult status thanks to its minimalist styling, exposed frame, and seemingly endless customizability. The scooter, also known in international markets as the Honda Zoomer, has spent years being seen as a blank canvas for scooter tuners, urban commuters, and anyone who just wanted something simple, small, and kind of weird to zip around town. A few years ago, Honda finally answered the call for an updated version by announcing and producing the “Zoomer e:”, which was an electric version of the Honda Ruckus. So where is it?
When Honda launched the all-electric version of the Ruckus, the Zoomer e:, back in 2023, many fans hoped it was only a matter of time before we saw it quietly glide onto U.S. streets.
But two years later, there’s still no sign of a stateside release, and no indication that Honda plans to change that anytime soon.
The Zoomer e: was first introduced in China in early 2023 alongside two other retro-inspired electrics: the Cub e: and Dax e:.
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The Zoomer e: keeps the stripped-down, industrial look of the classic gas-powered Ruckus, but swaps the 49cc engine for a 400W rear hub motor and a 48V 24Ah battery (around 1.15 kWh).
It was originally given a top speed of a mere 25 km/h (15.5 mph) to keep it street legal as an electric bicycle in its first market of China, where it also came with functional but stubby pedals so riders could pretend it was actually pedalable.
The first version of the electric scooter claimed a range of up to 80–90 km (50–56 miles) from its removable lithium-ion battery, depending on conditions.
An advertisement for a Honda Zoomer e: in the Philippines via Facebook
We’ve since seen the performance bumped up to 40 km/h (25 mph) top speeds when the scooter was introduced into the Philippines market, where the local L1B classification allowed for higher speeds. It’s fairly obvious that the performance can be software-tweaked by Honda depending on the market, though likely to a limit. To achieve speeds much higher than 25 mph, a motor and controller swap may be required, though neither would be complicated.
In other words, the electric Ruckus’ debut revealed an ultra-lightweight, street-legal runabout designed for countries with expansive low-speed e-bike laws. But in the U.S., these types of quasi-e-bikes that are actually scooters are few and far between. The same performance can be had from a $1,000 electric bicycle, and in fact, Class 3 e-bikes in the US can go nearly twice as fast as the original electric Ruckus.
So Honda obviously hasn’t been in a rush to bring its low-spec version of the bike to the US market, where it would be a slower and heavier competitor to the wide range of cheap imported electric bicycles. However, its iconic design and cultural legacy have kept enthusiasm up for riders who have managed to privately import their own models. One Redditor appears to have imported two Honda Zoomer e: models in parts to assemble in the US, while someone else posted a YouTube video of his completely assembled Honda Dax e: model that was launched along the Zoomer e:.
Two Honda Zoomer e: electric mopeds imported to the US in pieces then assembled; image via: Reddit
Despite clear consumer interest and a growing market for low-speed electric vehicles, as well as Honda’s own proven interest in growing its electric scooter market, the company hasn’t made any moves to release the Zoomer e: in the US. That’s not surprising since America still lacks a robust electric scooter culture (or even a gasoline scooter culture, for that matter), and anything motorcycle-shaped that doesn’t hit 30+ mph tends to get passed over by mainstream buyers.
But perhaps that could change one day. Technically, bringing the Zoomer e: to the US wouldn’t be a monumental task for Honda. The U.S. is a self-certify country, meaning Honda could design a version that meets federal vehicle safety standards, beef up the motor and controller for higher speeds, and sell it as either a Class 2/3 e-bike, or perhaps more appropriately, as a low-speed motorcycle with a top speed in the 35-45 mph range (55-70 km/h).
With the rise of micromobility, electrification, and growing frustration with car-centric cities, now might actually be the perfect time for a reborn electric Ruckus to hit US roads. But until Honda decides to take that step, American riders will have to keep dreaming – or start importing.
A private import of a Honda Zoomer e: to the US
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BMW Motorrad’s futuristic electric scooter just got its first real refresh since beginning production in 2021. The BMW CE 04, already one of the most capable and stylish electric maxi-scooters on the market, now gets a set of upgraded trim options, new aesthetic touches, and a more robust list of features that aim to make this urban commuter even more appealing to riders looking for serious electric performance on two wheels.
The BMW CE 04 has always stood out for its sci-fi styling and high-performance drivetrain. It’s built on a mid-mounted liquid-cooled motor that puts out 31 kW (42 hp) and 62 Nm of torque. That’s enough to rocket the scooter from 0 to 50 km/h (31 mph) in just 2.6 seconds – quite fast for anything with a step-through frame.
The top speed is electronically limited to 120 km/h (75 mph), making it perfectly capable for city riding and fast enough to hold its own on highway stretches. Range is rated at 130 km (81 miles) on the WMTC cycle, thanks to the 8.9 kWh battery pack tucked low in the frame.
But while the core performance hasn’t changed, BMW’s 2025 update focuses on refining the package and giving riders more options to tailor the scooter to their taste. The new CE 04 is available in three trims: Basic, Avantgarde, and Exclusive.
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The Basic trim keeps things clean and classic with a Lightwhite paint scheme and a clear windshield. It’s subtle, sleek, and very much in line with the CE 04’s clean-lined aesthetic. The Avantgarde model adds a splash of color with a Gravity Blue main body and bright São Paulo Yellow accents, along with a dark windshield and a laser-engraved rim. The top-shelf Exclusive trim is where things get fancy, with a premium Spacesilver metallic paint job, upgraded wind protection, heated grips, a luxury embroidered seat, and its own unique engraved rim treatment.
There are also a few new tech upgrades baked into the options list. Riders can now spec a 6.9 kW quick charger that reduces the 0–80% charge time to just 45 minutes (down from nearly 4 hours with the standard 2.3 kW onboard charger). Tire pressure monitoring, a center stand, and BMW’s “Headlight Pro” adaptive lighting system are also available as add-ons, along with an emergency eCall system and Dynamic Traction Control.
BMW has kept the core riding components in place: a steel-tube chassis, 15-inch wheels, Bosch ABS (with optional ABS Pro), and the impressive 10.25” TFT display with integrated navigation and smartphone connectivity. The under-seat storage still swallows a full-face helmet, and the long, low frame design means the scooter looks like something out of Blade Runner but rides like a luxury commuter.
With these updates, BMW seems to be further cementing the CE 04’s role at the high end of the electric scooter market. It’s not cheap, starting around €12,000 in Europe and around US $12,500 in the US, with prices going up from there depending on configuration. However, the maxi-scooter delivers real motorcycle-grade performance in a package that’s easier to live with for daily riders.
Electrek’s Take
I believe that the CE 04’s biggest strength has always been that it’s not trying to be a toy or a gimmick. It’s a real vehicle. Sure, it’s futuristic and funky looking, but it delivers on its promises. And in a market that’s still surprisingly sparse when it comes to premium electric scooters, BMW has had the lane mostly to itself. That may not last forever, though. LiveWire, Harley-Davidson’s electric spin-off brand, has teased plans for a maxi-scooter-style urban electric vehicle in the coming years, but as of now, it remains something of an undefined future plan.
Meanwhile, BMW is delivering not just a concept bike but a mature, well-equipped, and ready-to-ride electric scooter that keeps improving. For riders who want something faster and more capable than a Class 3 e-bike but aren’t ready to jump to a full-size electric motorcycle, the CE 04 hits a sweet spot. It delivers the performance and capability of a commuter e-motorcycle, yet with the approachability of a scooter. And with these new trims and upgrades, it’s doing it with even more style.
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