Priority Current review: A solid 5-speed belt-drive electric bike that’s built to last
The Priority Current quickly became one of my favorite commuter electric bikes soon after its release, thanks in large part to its high-quality design and higher-end components all offered for a reasonable price. Now that I’ve tested the second version of the bike with a 5-speed drivetrain and other new add-ons, I’m even more sold on this comfortable commuter electric bike.
The Priority Current straddles the line between the fancier bike shop models like those from Specialized, Trek, and other high-end brands, and the more entry-level offerings from direct-to-consumer companies.
The NYC-based bicycle brand Priority got its start in pedal bikes, so it knows a thing or two about high-end bike shop models. But it’s still a direct-to-consumer brand that focuses on offering attractive prices for average riders.
That’s where the Priority Current lives, as a happy middle-ground e-bike that gives many riders a nicer setup than they’re used to, yet keeps it approachable for us normies that ride in jeans instead of a spandex cycling jersey.
Check the bike out in my video review below to see it in action. Then keep reading for more on this awesome model.
Priority Current 5-speed video review
Priority Current tech specs
- Motor: 500W mid-drive motor with torque sensor
- Torque: 140 Nm
- Top speed: 28 mph (45 km/h) or 20 mph (32 km/h) user-selectable
- Range: 20-50 miles (32-80 km)
- Battery: 500 Wh frame-integrated and removable battery
- Weight: 24 kg (53 lb)
- Frame: 6061 aluminum mid-step
- Brakes: Tektro dual-piston hydraulic disc brakes
- Extras: Shimano Nexus 5 internally geared read hub & shifter, Gates Carbon Drive belt-drive system, composite fenders, braze-ons for mounting front and rear racks/accessories, bright center-mount display, automatic front and rear LED lights, USB charging for phone/accessories, adjustable stem, gel comfort saddle, touch-up paint included
What sets it apart?
Originally, my first experience with the Priority Current was on the Enviolo version. Now, I’ve been able to test this 5-speed Shimano Nexus version, with the main difference being the transmission type.
Unlike the Enviolo’s CVT setup with stepless shifting across a range of gear ratios, the Shimano internally geared hub gives five gear ratios. It’s a bit like that old beach cruiser you had with the three-speed rear hub, except now you’ve got five speeds. Oh, and a belt drive.
That’s right, the bike features a Gates carbon drive system with a reinforced belt that lasts longer than a chain, is cleaner, and operates silently. I’m a huge fan of belt-drive e-bikes because they are just nicer to use.
The only downside is that they are often single-speeds due to the inability to run a derailleur with a belt. If you want multiple gears, that means you need some type of alternative transmission. Usually, that’s going to be an internally geared hub, which is what the Shimano Nexus 5 offers. The transmission gives you five gears so that you can still downshift to climb a steep hill or upshift when you want to push the bike hard up to 28 mph (45 km/h), or even faster if you don’t mind the electric power tapering off above 28 mph.
The Shimano 5-speed transmission feels like a nice balance to me. While I appreciate the engineering that goes into the Enivolo CVT, the massive 380% range seemed more geared to the lower end, meaning if you live in a flat city like me then you don’t use a lot of the potential gear range. With the Shimano, the five gears all feel more usable, though to be honest I still find myself spending most of my time in higher gear.
Both have the handy benefit of being able to shift when you’re at a stop, unlike chain drives.
The design of the bike is a real winner for me. It’s a commuter, there’s no doubt about that. But it’s not as tucked and hunched as on some models. I’m a more relaxed rider, even in the city, and so I don’t like to be hunched over too far. Some bikes make me feel like I can steer with my teeth, and that’s not a desirable seating position for me.
Here with the Priority Current, the urban-oriented geometry still feels comfortable enough, though I do find myself letting go of the bars and leaning back to stretch sometimes on wide open paths. With an adjustable stem, riders can actually dial in that comfort level to match their desires. The bars can be raised up more for someone who wants a taller ride, or lowered back down for someone who wants a streamlined city tuck.
Extra touches like that adjustable stem speak to similar design choices around the bike. It doesn’t feel like any corners were cut here. The bike uses solid hardware, has a beautifully welded frame, includes powerful dual-piston hydraulic disc brakes, features a thru-axle wheel for rugged mounting, a bright headlight and visible tail light, and even mounts that tail light directly into the rear fender so you have fewer wires and obstructions junking up the aesthetics.
Then there’s that mid-drive motor, which is the real differentiator compared to cheaper budget bikes. The motor includes a torque sensor, which means it has some excellent, responsive pedal assist. There’s a bit more motor noise than some models – it’s not a fancy German-made Brose motor or anything like that – but it still works wonderfully and gives good power with intuitive-feeling pedal assist. For a bike without a throttle, good pedal assist is a must.
Plus there’s the fact that the Priority Current comes in three frame sizes (S, M, L). It’s another example of how the bike goes beyond the typical one-size-fits-most models from budget-priced e-bike brands. As folks who actually bike everywhere, the Priority team knows that being able to size a bike as closely as possible to your personal needs is going to give you a better cycling experience.
Extra features and accessories
The Priority Current is an excellent bike, but it’s the extra stuff that can sometimes help set many different models of e-bikes apart.
For example, I tested out the add-on battery option that doubles the capacity of the bike to give riders twice as much range. From my experience, the single battery is probably enough for many people. I was often getting 40-ish miles (65 km) of range per charge when I kept the pedal assist in a reasonable level 2 or 3 out of 5. But when I put it in level 5 and crank the speed up to the limit of 28 mph (45, km/h), my range could easily cut in half. So for anyone who wants to ride quickly, that additional battery is a nice add-on.
The other advantage is that it gives you a rear rack. For riders who want to add a basket, panniers, or other cargo carriers on the rear of the bike, the battery does double duty by giving you the rack space you’ll need.
Another accessory I tested out was the Pinhead wheel and seat lock set. I recently had my bike stolen (unfortunately, not for the first time), and so I’ve been feeling the pain of theft all over again. The Pinhead wheel and seat lock set aren’t going to keep your bike where you left it, but they will protect certain easy-to-steal components like the wheels and seat.
They come with their own little driver tool that removes theft of opportunity. Sure, if a thief comes prepared with a Pinhead tool then they can snag your nice saddle. But most opportunity theft occurs in the moment, from a thief who just saw something nice and made quick work of a quick-release lever or happened to have a 5mm Allen wrench on them. So the Pinhead system gives you a slick-looking fastener and means that 99.9% of people aren’t going to be able to make off with your gear.
For a more secure full-bike lock, I still recommend something like a FoldyLock Forever as one of multiple locks used on a bike.
Sum it up
Basically, the Priority Current still lives up to exactly what I want in a higher-end commuter or metro e-bike. At US $3,299, it’s priced short of the $4-5k bike shop e-bikes, yet still has the quality parts and manufacturing to stand with those high-dollar rides.
On the flip side, you can get it shipped directly to your door and save a few g’s at the same time.
That makes it feel like the right balance to me, offering the quality that more serious riders desire to ensure the bike will last for many years, yet with pricing and convenience more in line with the upper end of the direct-to-consumer market.
While it’s pricier than many more cost-effective commuter e-bikes, the nicer parts like the torque sensor-equipped mid-drive motor and 5-speed Gates belt drivetrain are bound to entice riders looking for a step up. They sure did for me.
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Kandi has become fairly well known in the US for its electric golf carts and work-focused UTVs, but the company has teamed up with Lowe’s and the NFL on something more playful: the Kandi 4P electric golf cart. Sold through Lowe’s with official NFL team liveries, this four-seat neighborhood cruiser is aimed less at the fairway and more at cul-de-sacs, grocery runs, and game-day tailgates. I spent time with a Miami Dolphins–themed 4P in South Florida to see what it can really do.
Kandi 4P NFL-edition golf cart video review
Want to see it in action? Or want to see my family decked out in head-to-toe Miami Dolphins gear?
Check out our family testing video below!
Specs, power, and hardware
Despite the “golf cart” label, the Kandi 4P is built more like a small road-going NEV. Power comes from a 5 kW motor and a big 48V 150 Ah lithium iron phosphate battery (around 7.2 kWh), giving it plenty of grunt for neighborhood speeds of around 20 mph and a lot more range than you’d expect from something this size. In practical terms, it just sips energy; I did multiple days of errands and joyrides before even thinking about plugging it in.
Charging is refreshingly straightforward. The cart uses a J1772 inlet, so you can plug into a normal 120V wall outlet with the included cord or use a typical home EV charger if you already have one. It’s overkill for a golf cart, but in a good way.
Underneath, you’ll find single wishbone suspension in the front, rack-and-pinion steering, and four-wheel hydraulic disc brakes. There’s even a 2-inch receiver tow-hitch rated for 500 pounds of trailer weight and a mounting spot up front if you really want to bolt on a winch.
Features and practicality
Inside, the Kandi 4P feels more like a small EV than a basic cart. There’s a very large touchscreen display with multiple info pages for speed, battery, and system status (and also displays the backup camera). An NFC fob handles “key” duties, and you get proper controls for forward, neutral, and reverse, plus hazards, lighting, and a tilt-adjustable steering column with stalk-mounted turn signals and horn.
The seats are nicely upholstered and genuinely comfortable, with DOT seat belts front and rear, cup holders everywhere, grab bars for passengers, and a built-in Bluetooth speaker for rolling playlists or tailgate anthems. A flip-up windshield can be cracked for a bit of breeze or propped fully open on gas struts, and the hard roof extends enough to keep you fairly dry in the rain. I should know – I had it out driving in multiple rain storms!
Storage is better than you’d expect: a small glove box, a rear trunk, and even a front “frunk.” Between those and the flat floor, we were able to pull off a full grocery run – though we probably should have planned our bag strategy a bit better. We ended up buckling a week’s worth of grocery bags into the back seats, but a tub in the back would make a better storage area for those types of large store runs.
Is it worth it?
At $9,999 through Lowe’s with whichever NFL team’s colors you prefer, the Kandi 4P isn’t cheap in absolute terms, but it’s very much in the mix for modern, nicely equipped neighborhood carts. High-end golf carts can easily run $14,000–$15,000 these days, and they don’t always bring a 7+ kWh LiFePO4 pack, disc brakes all around, J1772 charging, and all the street-legal bits in one package. Add in official NFL team colors and logos and you’ve basically got a rolling fan-mobile that doubles as a genuine second car replacement for many households.
No, it’s not as safe as a full-size car – there are no airbags or crumple zones here. But it does have real seat belts and lights, and it encourages a more aware, less “invincible” mindset behind the wheel. For people living in communities with 25–30 mph streets, these kinds of carts make a lot of sense: lower cost to buy, dramatically less energy use, no tailpipe emissions, less wear on roads and tires, and far more smiles per mile.
Compared to an e-bike, the Kandi 4P wins on weather protection and passenger capacity. Compared to a second car, it wins on cost, efficiency, and fun. And if you’re the type of person who wants to show up to the grocery store or the stadium in a full team-liveried electric cart, this thing absolutely nails the assignment.
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In a bid to get it above the $1.00/share NASDAQ-required minimum, fledgling EV brand Polestar ($PSNY) is rumored to be considering a 1:30 reverse stock split that could see the per-share price rocket up to nearly $16.
Geely-owned Volvo spinoff Polestar is working as hard as Tesla to prove that stock prices have little or nothing to do with traditional business fundamentals in 2025.
That’s because Polestar posted a 36.5% increase in retail sales and a heady 48.8% increase in revenue (to $2.17 billion) over the year before, Polestar’s share price has plummeted more than 35% in a matter of a few weeks – culminating in an unwelcome nastygram from NASDAQ threatening to delist the company’s shares from the NASDAQ if they didn’t climb back up above $1.
It looks bad
To goose the share price, CarScoops is reporting that Polestar aims to move forward with the reverse stock split before the end of 2025. The expected 1:30 reverse split would boost the PSNY price to an estimated $15.90 per share at current prices, keeping the brand well out of risk of a delisting.
In a reverse stock split, each share of the company is converted into a fraction of a share – so, if a company announces a one for ten reverse stock split (1:10), every ten shares that you own will be converted into a single share. In a 1:30 reverse split like the one rumored here, every thirty shares in Polestar would become a single share.
The reverse split increases share price, but it’s not without risk:
A company may declare a reverse stock split in an effort to increase the trading price of its shares – for example, when it believes the trading price is too low to attract investors to purchase shares, or in an attempt to regain compliance with minimum bid price requirements of an exchange on which its shares trade … investors may lose money as a result of fluctuations in trading prices following reverse stock splits.
That’s especially relevant because, despite the increased sales and revenue, the company is also posting increased losses. Through September, the brand posted a $1.56 billion net loss compared to an $867 million loss in the first nine months of 2024. The company is also getting hit hard by Trump-imposed tariffs in the US and increased downward pressure on pricing coming from aggressive post-tax credit discounts from rival brands like BMW and Kia.
If the split does happen, here’s hoping Polestar can make the most of their borrowed time and they don’t end up like Lordstown Motors or Faraday Future – two brands that have pulled similar reverse stock splits with dubious results.
Electrek’s Take
Product-wise, at least, Polestar’s future appears to be bright. The new 3 crossover is a viable competitor to the industry-leading Tesla Model Y, and the upcoming Polestar 4 and 5 models seem like winners, too. To drive that point home, Polestar is promoting up to $18,000 in lease incentives to lure Tesla buyers into their showrooms.
You can find out more about Polestar’s killer EV deals on the full range of Polestar models, from the 2 to the 4, below, then let us know what you think of the three-pointed star’s latest discount dash in the comments section at the bottom of the page.
SOURCE: CarScoops; images via Polestar.
If you’re considering going solar, it’s always a good idea to get quotes from a few installers. To make sure you find a trusted, reliable solar installer near you that offers competitive pricing, check out EnergySage, a free service that makes it easy for you to go solar. It has hundreds of pre-vetted solar installers competing for your business, ensuring you get high-quality solutions and save 20-30% compared to going it alone. Plus, it’s free to use, and you won’t get sales calls until you select an installer and share your phone number with them.
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With its sleek, uncluttered styling and more than 100 miles of battery-electric range before the extended range electric sedan’s gas engine kicks on, maybe the new Nissan N6 really should have been the next Maxima!
Struggling Japanese carmaker Nissan is dealing with an aging lineup and a brand identity driven more by subprime financing than any suggestion of reliability or sportiness here in the US – but overseas? The brand is rolling out hit after hit, and the latest Nissan N6 plug-in sedan promises exactly the sort of entry-level panache that could change its American fortunes.
“Under our Re:Nissan plan, we are redefining what Nissan delivers today and beyond,” explains Nissan President and CEO Ivan Espinosa. “It’s about strengthening our core, reigniting Nissan’s heartbeat, and creating products that inspire excitement and trust. It is about a sharper, more focused product strategy, a stronger brand, and a renewed commitment to our customers. Integral to this transformation is China — an essential market whose speed, technological leadership, and customer insights are setting the pace for the global auto industry.”
Developed by the Nissan Dongfeng JV in China, the new N6 is more compact that the well-received N7 BEV. In fact, the new Nissan N6, at 190.1″ long, compares nicely to the 192.8″ length of the most recent (and largest-ever) US Maxima, discontinued in 2023. Like the Maxima, the top-shelf version features modern, near-luxe features like soft, leather-like surfaces, LED mood lighting, multi-way adjustable seats, and mimosas or something.
Mimosas or something
The four or five passengers inside the N6 are propelled down the road exclusively by the car’s 208 hp electric motor, which is efficient enough to take you 112 miles on a full charge of its 21.1 kWh LFP battery. Once that charge is depleted, a 1.5L gas engine kicks on as a high-efficiency generator to keep the good times rolling.
Nissan says the N6′ exterior design, “features a V-Motion signature grille and expressive LED lighting at the front and rear.” And says that the car’s crisp lines give it, “a confident, dynamic presence.”
All of which sounds good on its own, but sounds absolutely miraculous when you consider the car’s Chinese price: ¥106,900 – or about $15,000 US for the base Nissan N6 180 Pro, as I type this.
Even with a nearly 100% markup to give it a $29,990 price tag in the US, I think the N6 would be a huge hit in the North American market. And – good news! – thanks to Canada’s apparent willingness to give Chinese carmakers a shot, we might find out if I’m right somewhat sooner than later.
Check out the Nissan N6 image gallery, below, then let us know what you think of the car’s US and Canadian appeal in the comments.
Nissan N6 gallery
SOURCE | IMAGES: Nissan.
If you’re considering going solar, it’s always a good idea to get quotes from a few installers. To make sure you find a trusted, reliable solar installer near you that offers competitive pricing, check out EnergySage, a free service that makes it easy for you to go solar. It has hundreds of pre-vetted solar installers competing for your business, ensuring you get high-quality solutions and save 20-30% compared to going it alone. Plus, it’s free to use, and you won’t get sales calls until you select an installer and share your phone number with them.
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.
FTC: We use income earning auto affiliate links. More.
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