Closer look at Kawasaki’s new electric motorcycles, the Ninja e-1 and Z e-1
Kawasaki’s upcoming new electric motorcycles are set to help the brand usher in the future of motorcycling. This month, we got the chance to check them out in person and take a closer look at the Kawasaki Ninja e-1 and Z e-1 models.
Both models were on display at the 2023 EICMA Milan Motorcycle Show. No one can accuse Kawasaki of rushing too quickly toward electrification. The company dragged its feet compared to other major legacy motorcycle manufacturers such as Harley-Davidson and BMW.
But among the Japanese big four, Kawasaki has managed to beat out Honda, Yamaha, and Suzuki to become the first to bring a full-size electric motorcycle to market.
The Kawasaki Ninja e-1 (faired sportbike below) and Z e-1 (naked bike) are both set to begin sales soon in the US and European markets, where riders will be able to purchase them at existing Kawasaki dealers.
Last month, we finally received the long-awaited pricing details. In the US market, the Ninja e-1 will carry a US $7,599 price tag, while the 2024 Z e-1 starts at a slightly lower US $7,299.
I had the chance to hop on both bikes at the show, and veteran Kawasaki enthusiasts will likely be pleased to hear that despite the unfamiliar drivetrain, they largely look and feel much like the ICE-based models they are based upon. Or at least they do while sitting still.
Kawasaki hasn’t given out test rides yet so it’s hard to say how they handle. Still, they certainly don’t appear as foreign as several of the more futuristic-looking electric motorcycles hitting the market.
The downside is that while it may look like a traditional Ninja, the performance is certainly more muted. Electric motorcycles can lay down impressive power and track times, but several manufacturers have eschewed the larger electric motors and batteries required for that performance. Instead, smaller motors and batteries have worked their way onto bikes like the Kawasaki Ninja e-1 and Z-1. That’s resulted in closer to 125cc-equivalent commuter-level performance.
For example, the Kawasaki Ninja e-1 and the Z e-1 both share the same 5 kW electric motor rated for 9 kW of peak power in bursts. That’s around 12 horsepower at full tilt, meaning these bikes aren’t exactly going to stand on their tail very easily.
There are two riding modes, Eco and Road mode. The bikes have a boost button that increases the burst power and top speed temporarily. Eco mode will use lower power and is limited to 40 mph (64 km/h) but can hit 47 mph (76 km/h) in boost mode. Road mode offers a higher constant speed of 55 mph (88 km/h) but can be boosted up to 65 mph (105 km/h). The E-Boost feature will only last for 15 seconds, so riders would be advised to use it wisely in an overtaking situation.
Both models use a pair of removable 1.5 kWh battery packs, offering a combined 3 kWh of capacity. That’s even smaller than the troubled SONDORS Metacycle’s 4 kWh battery pack, which has led to criticisms of that bike’s low range.
With 3 kWh of battery capacity on board, Kawasaki says the two motorcycles can achieve 41 miles (66 km) of range in Road mode without using the electric boost feature. There’s no word from the manufacturer on what speed that range is measured at, but that figure works out to an efficiency of 73 Wh/mile and thus is likely around 35 mph (56 km/h) of average speed.
The batteries, which weigh 25 lb (11 kg), can each be recharged completely from a typical wall outlet in under four hours or from 20-80% in under two hours. Kawasaki was not demonstrating the removable batteries at the show.
The ease of recharge is designed to be convenient for any urban residents who cannot charge in a typical garage setting. Carrying the batteries up to an apartment would allow such city-dwellers to charge their batteries despite parking on the street.
However, the limited range of the bikes will limit their use to largely urban and commuter use.
So while the motorcycles certainly look and feel the part, managing to distill Kawasaki’s DNA in the design, it’s hard to say if traditional fans of the brand will be won over by the limited performance.
However, with prices starting well under $8,000 and the promise of a large network of support and service behind it, Kawasaki may be able to snatch up more of the growing market comprised of new riders suddenly interested in the advantages and approachability of electric motorcycles.
What do you think? Could you see yourself on one of Kawasaki’s new electric motorcycles? Let’s hear your thoughts in the comment section below.
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Tern’s popular Vektron folding e-bike just got a big upgrade for the US market. The urban mobility brand has announced the launch of the fourth-generation Vektron, now available in two models, including a long-awaited belt-drive option that promises lower maintenance and a cleaner ride.
The Vektron has been a fan favorite for years, appealing to city riders, multi-modal commuters, and travelers who want a premium e-bike that folds quickly and stores easily. The new version retains its fast-folding frame, Bosch mid-drive motor, and compact portability, but introduces key improvements in comfort, ride quality, and drivetrain options – most notably the new Vektron P5i with a Gates Carbon Belt Drive. While the new version came to other markets a few months ago, the US is finally getting a chance to ride the new model.
“The Vektron has been a solid favorite of Tern riders, whether they are multi-modal commuters, urban dwellers in need of an e-bike that stores in minimal space, or campers looking to easily include an e-bike in their travels, ” explained Steve Boyd, General Manager at Tern USA. “This 4th generation introduces several important improvements while retaining its category-leading combination of Bosch mid-drive power, superior ride quality, and incredibly fast and easy folding action. We’ve also added a belt drive model and, through careful component choices, managed to deliver competitive pricing despite cost increases due to tariff pressures.”
Paired with a Shimano Nexus 5 internally geared hub, the Vektron P5i is designed for ultra-low maintenance and daily convenience. For those who prefer a traditional derailleur setup, the Vektron P10 is still available with a 10-speed Shimano Deore drivetrain and a more aggressive geometry.
But it’s not just the drivetrain that got a refresh. Tern borrowed design elements from its popular GSD and HSD cargo bikes to give the Vektron a more upright and comfort-focused cockpit. Riders get a taller stem, swept-back handlebars, and better weight distribution, offering a more relaxed riding posture ideal for urban cruising.
Despite its compact size, the Vektron delivers big design features. Reinforced frame components, including Tern’s robust OCL+ folding joint, give it a stable and confidence-inspiring ride that the company says sets it apart from other folders on the market.
Folding takes less than 10 seconds, and once compacted, the bike rolls easily on its own wheels – no awkward lifting required. It tucks neatly under a desk or next to a workstation, offering a secure indoor parking solution for city riders wary of bike theft.
Importantly, both new Vektron models are UL 2849 and EN 15194 certified, ensuring the electrical systems meet rigorous safety standards – a welcome reassurance in a market increasingly crowded by low-cost, uncertified imports.
The Vektron P10 will retail for $3,699 USD, while the belt-drive P5i model comes in at $4,099 USD. Both are expected to land in North American bike shops by the end of the year.
Electrek’s Take
Tern definitely deserves its place as one of the leaders in premium folding e-bikes that don’t compromise on ride quality. The addition of a belt-drive model is a major win for commuters and anyone tired of greasy chains and derailleur tune-ups. And in a market where safety certifications are becoming more critical, it’s good to see Tern doubling down on UL compliance. With the new Vektron, it looks like the Goldilocks of folding e-bikes just got even better.
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Burlingame, California-based Peak Energy just scored a huge win for sodium-ion batteries. The company announced a multi-year deal with utility-scale battery storage developer Jupiter Power to supply up to 4.75 GWh of sodium-ion battery systems between 2027 and 2030.
Under the agreement, Peak will deliver 720 MWh of storage in 2027 – the largest single sodium-ion battery deployment announced so far. The deal also includes an option for an additional 4 GWh of capacity through 2030, bringing the total contract value to more than $500 million.
Sodium-ion vs. lithium-ion
Peak Energy says its sodium-ion batteries degrade less over time and have lower operations and maintenance costs than lithium-ion systems. Because the batteries don’t degrade as quickly, operators don’t need to add more capacity later in a project’s life to maintain performance. They also use a fully passive cooling system that eliminates pumps, fans, and other components used in lithium-ion setups, reducing maintenance and safety risks.
The company claims its grid-scale sodium-ion system uses up to 97% less auxiliary power, offers about 30% better cell degradation performance over 20 years, and comes with a lower total cost of ownership.
Why this deal matters
The agreement marks a significant step forward for the emerging sodium-ion sector, which has been gaining momentum as a safer and lower-cost alternative to lithium-ion for long-duration and grid-scale energy storage. It also underscores the growing effort to build a domestic sodium-ion battery supply chain in the US.
“From day one, we’ve believed sodium-ion will be the winning technology for grid-scale storage, which is essential to meet rising demand from hyperscalers and AI,” said Landon Mossburg, Peak Energy’s CEO and cofounder. “Deploying the world’s largest sodium-ion energy storage system with one of the nation’s top independent power producers proves that sodium is ready for today and will dominate the future.”
Mike Geier, CTO at Jupiter Power, said the company is “excited to support domestic battery energy storage manufacturing as we continue to increase the deployment of firm, dispatchable energy when and where it’s most needed,” and called Peak’s approach to sodium-ion “a potential game changer for the industry.”
Read more: The US’s first grid-scale sodium-ion battery is now online
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![The new 2026 Lexus ES is an upgrade in just about every way [Video]](https://i0.wp.com/electrek.co/wp-content/uploads/sites/3/2025/11/new-2026-Lexus-ES-EV.jpeg?resize=1200,628&quality=82&strip=all&ssl=1)
Lexus claims the new ES “takes sedan styling, luxury, and refinement to a higher level” with a complete redesign. With the 2026 ES arriving soon, Lexus offered a closer look at the upgrades inside and out.
The new 2026 Lexus ES debuts in EV and hybrid forms
The eighth-gen ES is bringing more than a sharp new style. Lexus overhauled its flagship sedan from the ground up for the 2026 model year, which will include battery electric (BEV) and hybrid (HEV) powertrain options.
Inspired by the radical LF-ZC show car, the 2026 ES has been fully redesigned with what Lexus calls the “Experience Elegance and Electrified Sedan” concept, aimed at further refining the driving experience.
The new design centers on a redesigned “spindle body” that extends from the hood to the bumper. It also features a redesigned grille, replacing the signature Lexus spindle grille as the brand looks for a new identity in the electric era.
Inside, the new 2026 ES features the latest version of the Lexus Interface multimedia system. The setup includes a 14″ touchscreen with wireless Apple CarPlay and Android Auto, and a 12.3″ driver display cluster.
Based on the redesigned TNGA GA-K platform, the new ES will be available in battery electric (BEV) and hybrid (HEV) powertrains for the first time.
The 2026 Lexus ES lineup consists of two models: the ES 350e, a front-wheel-drive (FWD) model, and the ES 500e, an all-wheel-drive (AWD) model.
Lexus expects the ES 350e to have a driving range of 300 miles when fitted with 19″ wheels, while the ES 500e has an estimated driving range of 250 miles.
Both the ES 350e and 500e feature a built-in NACS port to recharge at Tesla Superchargers. Using DC fast charging, it can recharge from 10% to 80% in about 30 minutes under “ideal conditions,” according to Lexus.
With its debut just around the corner, Lexus offered a closer look at the new 2026 ES inside and out in a new video.
Lexus has yet to announce prices, but the redesigned ES is expected to start at about $45,000 to $50,000, or slightly more than the outgoing model.
After launching the upgraded RZ earlier this month, Lexus said the ES would be next. It’s expected to go on sale in Spring 2026.
What do you think of the redesigned 2026 ES? Do you like the new Lexus design? Let us know your thoughts in the comments below.
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