Ride1Up Prodigy V2 review: An affordable Brose mid-drive e-bike for the common man!
When Ride1Up launched the Prodigy V2, they kept all the parts that made this Brose-powered mid-drive great and added even more components (like a Gates belt drive system!) to make this e-bike one of the best deals in mid-drive electric bicycles.
Sure, it’s not going to kick a Specialized’s tail, but it’s going to get you surprisingly close for around half the cash, and that’s impressive!
Though perhaps it shouldn’t come as a total surprise, as that’s been Ride1Up’s game plan for as long as I’ve been riding their bikes – which is roughly as long as they’ve been making bikes. The company has always sought to provide most of what you can get from higher-priced electric bike models, yet at a much more affordable price.
When it comes to the Ride1Ip Prodigy V2, I’d say they’ve just about nailed it. Don’t believe me? Watch my testing video below to see it in action!
Ride1Up Prodigy V2 video review
Ride1Up Prodigy V2 tech specs
- Motor: Brose TF Sprinter mid-drive (90 Nm of torque)
- Top speed: 28 mph (45 km/h)
- Range: 30-50 miles (50-80 km)
- Battery: 36V 14Ah (504Wh)
- Weight: 58 lb (26.3 kg)
- Load capacity: 300 lb (136 kg)
- Frame: Aluminum alloy
- Brakes: Tektro quad-piston hydraulic disc brakes
- Extras: Brose color display, front and rear LED lights, included high-quality rack and fenders, 100mm air suspension fork, Maxxis tires, kickstand
Even better than before!
Ride1Up describes the Prodigy V2 as “The successor to the industry-disrupting Prodigy mid-drive e-bike,” and that’s pretty darn accurate. The original Prodigy entered the market as a disruptor by offering the same mid-drive motor and several of the same level components seen on much pricier bike shop e-bikes. Now the second generation of the Prodigy is here to do the same thing again, just better.
And now there are actually two versions of the Ride1Up Prodigy V2. The main difference is the drivetrain, with the $2,395 version featuring a microShift Advent 9-speed chain drive and the $2,695 version including a Gates Carbon Drive and Eniovlo hub to create a belt-drive CVT drivetrain.
Both are available in a step-over or a step-through. I tested the belt drive in a step-over frame, which is known as the LX model.
This is probably more bike than most Ride1Up customers are used to, especially since the price tag is twice what most of Ride1Up’s models cost. But then again, it’s half the price of the bikes it is actually competing against, and that’s the real message here.
With a Brose TF Sprinter motor that features 90 Nm of torque and a built-in torque sensor, you’re getting a powerful motor that not only climbs hills and accelerates quickly, but also pedals beautifully. That torque sensor creates a better feeling pedal assist – as if the bike isn’t actually electric but rather just an extension of your own pedaling.
Because I was on the belt drive version, the bike was also super smooth and and even quieter. There’s no chain noise or derailleur clicking. There’s just you and the wind rushing past your ears. The Enviolo CVT hub handles the shifting, though I find that the gear range is a bit wide, meaning I have to lift my hand off the shifter and take a new grip on it to shift the range from low to high. The good news is I’m almost never doing that, since I find that the upper half of the shifting range is all I really use. That lower range is probably good if you’re going to climb up the side of a mountain, but that’s not my typical riding.
The bike is also plenty fast, too. As a Class 3 e-bike, it can hit speeds of up to 28 mph (45 km/h), which is the maximum legal limit for e-bikes in most jurisdictions in the US. There’s no throttle, so you’re on your own to hit that 28 mph with your own feet guiding the way (or even 20 mph, if you leave it in Class 2 mode). But the bike is a pleasure to ride and so you’ll likely find that you don’t miss the throttle as much as you might think. At least, that’s exactly how I felt.
The 504 Wh battery isn’t particularly large, and I’d even say it’s a bit smaller than most batteries in the direct-to-consumer electric bike market right now. But then again, there’s no throttle here and so you’re going to be riding more efficiently anyway.
That means you’ll probably feel like you’ve got a 750 Wh battery instead, resulting in that impressive range rating of 30-50 miles. Of course, if you ride at 28 mph the entire time, you could dip below that figure. But it’s going to be hard to get less than 30 miles of range during most real-world scenarios. Folks that have enough self-control to leave it in lower power pedal assist will find that they get considerably more range, too.
Now, the bike did seem to get a bit heavier with this update. Compared to the V1 Prodigy, this new version gained between 8 to 11 pounds depending on the model.
The new 58 lb or 61 lb weights are a bit more portly than the original 50 lb semi-svelte offering from a couple years ago. That’s chunky, but not unmanageable. If you’ve been around the e-bike industry as much as many of us have, you’re used to a 60 lb e-bike.
And one other area that seemed weirdly lower-shelf to me was that the front axle uses a quick-release skewer axle, as opposed to a full thru-axle (which can also be sourced in quick-release, if folks want that style). Skewer axles are fine, but they’re not as robust as thru-axles. That’s why they are usually found on more budget-friendly bikes.
I would have expected to see a thru-axle like they had on the previous generation Prodigy XC. But alas, the quick-release skewer axle will have to suffice.
Axles aside, what really makes this bike standout isn’t just the Brose motor, Gates carbon drive, or even the CVT transmission. It’s all the other fine touches. That rear rack floats over the rear wheel and looks like it belongs on a bike shop quality bike – not a direct-to-consumer bike. It even has a slickly integrated tail light right in the rack’s deck, ensuring there’s one less thing to bash on a bike rack. The quad-piston disc brakes are punchy and quick to bring you to a silent, controlled stop. The 100 mm travel air fork is fun for off-road riding and will also help absorb any errant potholes you fail to shimmy around.
To sum it up, you’ve got a lot of bike for your money. That German-made motor isn’t cheap, and neither are the quad-piston disc brakes, the Enviolo CVT hub, nor the long travel air suspension fork. But you’re also not paying the property taxes of your local bike shop either, meaning you’re getting the benefits of direct-to-consumer pricing combined with higher-end kit.
To me, the Ride1Up Prodigy V2 feels like a major win. It’s more than many people will need, but for folks that want the higher performance and more natural feel of a quality mid-drive motor combined with higher-shelf bike components, this is probably the most affordable way to get there.
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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
The 30% federal solar tax credit is ending this year. If you’ve ever considered going solar, now’s the time to act. 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.
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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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