Review: Cyrusher Ripple electric snowboard actually works! (mostly)
Crusher, a Chinese company known for its burly electric bikes, surprised many in the snowboarding community when it announced its electric snowboard in December. Part snowboard and part snowmobile/e-skateboard/scooter, the Cyrusher Ripple mounts a jagged 3kW hub motor-wheel in a rear hole on a snowboard and puts the battery in a backpack that the rider must wear. Cyrusher states that the Ripple can go 30+ miles at speeds up to 30 miles per hour.
To our surprise, they actually had some review models and sent us one that we took up to Vermont to put through the paces. Would it actually work, and more importantly, would it be a fun form of transportation?
Cyrusher Ripple Setup
The Ripple came in a few boxes and is…heavy. The 156cm snowboard without the 11lb battery is a whopping 33lbs or 15kg, and all that weight is in the rear. The rear weight is jarring for someone used to carrying around a sub-10lb snowboard. This thing weighs as much as a mountain bike and is best carried with the rear wheel rolling on the ground.
It came without bindings, so I put on some old, traditional bindings I had on a snowboard I used about five years ago. I’ve ridden with Burton Step ons for almost five years, and if I had an extra set of those bindings, they would have been a much better experience. I’m also used to a longer 160cm snowboard, but 156 isn’t freakishly small for my 6′ 220lb frame.
The 635Wh battery is a big rectangular item about the size of a lunch box and must be placed in a backpack. The backpack battery situation isn’t any more awkward than putting on a backpack full of books, but you are already on a 33-pound snowboard. There’s a big wire with a spring that connects the battery and the Ripple, and that’s about all the assembly required. The battery came about half charged and, thankfully, uses a common e-bike 48V barrel battery charger.
There’s also a USB-A port that can be used to charge the controller simultaneously (my controller charger cable was missing). To turn on the system, you need to hit three buttons in order: First, the battery inside the backpack needs to be turned on, then the button on the snowboard, and then the handheld controller.
The controller is pretty interesting here and is in a gun-like shape that looks similar to some of the electric skateboard controllers I’ve used. It actually has a color display, speedometer, and battery indicator but in a font size that might not be legible through ski goggles, at speed, and in bright sunlight. It worked well for me in my limited testing while still, and frankly, I didn’t look down at it much while riding. Perhaps most interesting is that it not only accelerated the Ripple but it could also brake it too – which is helpful when a carving brake it way harder to do with the added rear weight.
Riding the Cyrusher Ripple
Cyrusher Ripple isn’t like a regular snowboard for obvious and non-obvious reasons. The use case is mostly cross-country riding or even some slight uphills. The huge extra weight in the back of that 3kW motor and controller actually keeps the wheel in the snow but also makes it really hard to carve, especially on the limited types of snow that the Ripple is made for. Cyrusher passed this cheat sheet on compatible snow and it is basically packed powder that it works best on. Wet snow is too sticky for the wheel to offset the static weight of the Rider/Ripple. Powder snow doesn’t provide enough traction for the wheel. You need the kind of groomed stuff you often find on Vermont mountains – but on flat land.
As I said before braking isn’t done by carving but by hitting the brakes on the wheel. Carving is limited to steering and it isn’t at all like a regular snowboard. One analog I can give is like riding a trike vs. a regular 2-wheeled bike.
As you can see in the video, my 100kg frame didn’t have luck on anything that wasn’t plowed already. My under 100lb son, however, was able to use it on a variety of surfaces and actually had a great experience on it. He’s also a competitive snowboarder and was able to turn and carve the thing, which in total was half his weight.
For him, this is a really fun toy, and he’s been showing it off to some of his snowboard buddies.
Cyrusher says you can climb 20% grade hills, and I think that’s probably the most optimistic of snow/rider combos. My son was able to climb slight gradients, but anything more than a few degrees would have the wheel spinning. For me, I was happy to get moving on flat land.
Electrek’s take:
I’ve often wondered what a powered snowboard would look like. I’ve even drawn up some ideas similar to this one, except the wheel is in between the feet like a One-wheel. Another idea is to make the integrated battery/motor removable and have paddles off the sides like a paddle boat. Or maybe just a jet fan to blow you across the snow like a paramotor?
But these are just pie-in-the-sky dreams, and Cyrusher actually made a powered snowboard happen! And the thing actually works!
That said, the limited types of snow and rider profiles where Ripple works as intended make it a lot less of an exciting reality. It is heavy, unwieldy, and, with the extra weight, harder to steer.
I think the appeal of this is for the tinkerer/hobbyist or that person who is addicted to snowboarding but lives in Kansas, where there are no hills. You might be able to use it as a personal snowmobile type of use case as well. Some folks will love this thing but I think it is a niche product.
But all great ideas had to start somewhere. And I do think this has “legs”. If Cyrusher, who are the leaders I the field since they are the only ones in the field, can cut about half the weight they will have a much better product. And, if it can, at the same time, make it better at grabbing more types of snow, I think you’d have a mass-market type of product here. Then make the motor sense if it is grabbing snow and slow down if it isn’t. Then maybe make the whole thing removable so you can take it off and go downhill when you want?
Then we’re getting somewhere.
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Tesla is going to build a new Megafactory in Texas near Houston, according to a tax abatement agreement with Waller County.
At the time of writing, Tesla had yet to comment on the new project, but the Waller County Commissioners Court confirmed the project on Wednesday when they approved a tax abatement deal with the company:
Under the proposed agreement, Tesla will receive tax abatements from Waller County based on property improvements. The deal includes $44 million in facility improvements and $150 million in Tesla manufacturing equipment that Tesla will install. The next phase involves a new $31 million distribution facility with about $2 million in Tesla distribution equipment and building upgrades.
Tesla is going to take over a 1-million-sq-ft building that it already held the lease on at the Empire West industrial park near Katy, Texas – just outside of Houston.
Logistics company DB Schenker occupied the space where it handled parts for Tesla, but it will move out and Tesla plans to build Megapack production lines at the site:
Tesla will operate a new Megapack battery storage manufacturing facility at a 1 million-square-foot building, which was initially constructed with no tenant on speculation that it would attract jobs and economic development.
Tesla has previously referred to plants producing Megapacks as “Megafactory”. The company already operates one in Lathrop, California, and one in Shanghai, China, where it just started production.
Those factories are set up for a production capacity of 40 GWh worth of Megapacks per year.
It’s not clear if Tesla plans for a similar capacity at this new factory, but the county announced project should result in creating 1,500 jobs.
In addition to the existing building, the project will include the construction of an additional “600,000-square-foot distribution facility with some manufacturing capabilities.”
Unlike its automotive business, Tesla’s energy business has been growing at an impressive pace – although prices and margins have come down last year.
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![Is Genesis taking notes from Porsche? New GV60 Magma caught with the Taycan [Video]](https://i0.wp.com/electrek.co/wp-content/uploads/sites/3/2025/03/Genesis-GV60-Magma-Porsche-2.jpeg?resize=1200,628&quality=82&strip=all&ssl=1)
Genesis is gearing up to unleash its alter ego with its upcoming Magma lineup, its debut into the world of high-performance luxury vehicles. First up is the Genesis GV60 Magma, due out later this year. As testing wraps up, the GV60 Magma was spotted alongside none other than the Porsche Taycan.
The first dedicated Genesis EV model, the GV60, will kick off another new chapter for the Korean luxury automaker.
Genesis unveiled the GV60 Magma last March, claiming it will kick off “the brand’s expansion into the realm of high-performance vehicles.” The performance EV includes an improved battery, chassis, and motor for added performance.
The Magma model boasts a wider, lower stance for more control. Other key upgrades include a wider front air intake to help cool the batteries, motor, and brakes. It also includes air curtains to maximize efficiency and an added roof fin channels air to the rear wing, generating downward force.
Genesis upgraded the interior to match the GV60 Magma’s luxurious, sporty design. It includes unique sports car-like bucket seats with exclusive “double-diamond stitching” in the Magma orange and titanium coloring.
Genesis GV60 Magma spotted with the Porsche Taycan
With its official debut coming up, the sporty Genesis GV60 Magma was spotted testing alongside a Porsche Taycan and Hyundai’s IONIQ 5 and IONIQ 6 N models.
Despite the camouflage, the video from CarSpyMedia reveals a few new design elements, like the two-line headlight featured on the updated GV60 model.
Genesis will launch the GV60 Magma later this year in its home market, followed by the US, Europe, and others. Production is scheduled to start in the third quarter of 2025.
Will the Genesis GV60 Magma keep up with the Porsche Taycan or Tesla Model S Plaid? Priced and specs will be revealed closer to launch, but it will sit above the Performance AWD trim, which starts at $69,900 in the US. With up to 429 horsepower and 516 lb-ft of torque, it can hit 0 to 60 mph in 3.7 seconds.
| Horsepower | 0 to 60 mph (seconds) |
Starting Price | |
| Genesis GV60 Performance | 429 | 3.7 | $69,900 |
| Genesis GV60 Magma | ? | ? | ? |
| Porsche Taycan | 402 | 4.5 | $99,400 |
| Porsche Taycan Turbo GT (with Weissach Package) |
1,092 | 2.1 | $230,000 |
| Tesla Model S Plaid | 1,020 | 1.99 | $89,990 |
In comparison, the Porsche Taycan starts at $99,400 with up to 402 hp and a 0 to 60 mph time in 4.5 seconds. The Taycan Turbo GT, equipped with its Weissach package, packs 1,092 hp for a 0 to 60 mph sprint in just 2.1 seconds, but it costs $230,000.
Tesla’s Model S Plaid starts at $79,990 and can accelerate from 0 to 60 mph in 3.1 seconds with 1,020 horsepower. Which performance EV are you choosing?
Source: CarSpyMedia
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