I bought Harley’s new electric motorcycle. Delivery was a hot mess, but still awesome
LiveWire, the all-electric motorcycle brand spun out of Harley-Davidson, is shaping itself into a force to be reckoned with in the still-evolving electric motorcycle industry. The company brings an interesting mix of high-tech startup energy and a lumbering century-old motorcycle legacy that results in both an impressive (and growing) range of electric motorcycles but also a series of growing pains. And I got to experience all of it as the proud new owner of a shiny indigo LiveWire S2 Del Mar Launch Edition electric motorcycle.
To properly tell the story though, we’ve got to briefly back up a few years. Actually, about a decade. It was the early 2010s and almost no one outside of Zero Motorcycles was putting real thought into electric motorcycles – least of which the legacy motorcycle manufacturers. But somehow, and against all odds, the stereotypically old-fashioned motorcycle behemoth Harley-Davidson had already realized that electric was the future, even if it was a distant one. And so the company started Project LiveWire. It would take nearly five years from the first prototype rolling out in 2014 until the bike began deliveries in 2019, but the resulting Harley-Davidson LiveWire was widely regarded as an impressive and high-performance electric motorcycle. It also carried an equally high price tag of nearly $30k.
But just because the big wigs at H-D recognized that electric motorcycles would eventually become the norm and that it was better to get in early, H-D riders didn’t quite get the memo. The high price tag combined with the Harley branding meant that the market was limited mainly to wealthy, older brand loyalists, and they weren’t exactly buying it by the thousands. The bike certainly still brought in newcomers, but not the wave of young urban riders that H-D had hoped for.
So the company called an audible, and in a move that is likely still too recent to be effectively judged through the lens of hindsight, Harley spun out all of its electric motorcycle development and sales into a new brand known as LiveWire. The original motorcycle was relaunched as the LiveWire One, also shaving around $7,000 off the price tag to under $23k. Still expensive, but in line with plenty of high-end motorcycles from all the major players in the industry.
But the real electric treasure was yet to come: a new model on an entirely novel platform: the LiveWire S2 Del Mar. Priced at around $15k and sporting a more urban-friendly design, this was the bike that could really hope to snag that new wave of riders – and it worked on me.
In fact, I was one of the first people outside of the company to test ride the bike, giving an S2 Del Mar production prototype its first press ride, cruising New York and New Jersey flanked by two LiveWire team members on equally impressive LiveWire Ones.
In many ways I was exactly the target market, a younger and more urban rider that was drawn not by the brand as much as by the bike itself. The last time I was on a Harley was the day I passed my motorcycle license exam in a Harley dealership parking lot. And even then it was a Street 500 – basically an entry-level baby Harley by pretty much anyone’s standards. I’ve been almost exclusively electric ever since, outside of occasional jaunts on borrowed gas bikes that has inadvertently reminded me each time why I went electric in the first place. I’m not touring across the country – I’m riding through the city and occasionally the countryside, rarely more than 40-50 miles from an electrical outlet. There are long-range e-motos out there if I ever wanted to tour (and plenty of people have done cross-country rides on LiveWire Ones), but I’m the quintessential young urban rider just looking to have the type of fun that doesn’t require 300 miles in a day.
And so as soon as I finished my first-ever test ride on that LiveWire S2 Del Mar production prototype in late 2022, I pretty much knew I’d want to buy it. It took a while – as many new EVs do – but it finally launched and I managed to snag a Launch Edition of the bike, of which only 100 were built for North America. And that’s where things got really interesting.
To be fair, I made things even more complicated because I don’t live in North America. I’m in the US much of the year, and was buying this bike as my local wheels in the country, but I had to purchase it from 6,000 miles away. Fortunately, LiveWire operates like a young and agile startup, meaning buying one online wasn’t that much harder than shopping on Amazon.
The actual hard part, I would soon learn, would be the delivery. And that’s where things got really interesting. LiveWire’s image of a hungry young motorcycle startup is so perfectly contrasted by Harley-Davidson’s legacy status as a lumbering, slow-to-change behemoth of the industry that you couldn’t write a better divergence if you tried. And as much as LiveWire’s marketing department tries to distance itself from its boomer parents, its logistics department still kind of needs to live at home, so to speak.
LiveWire does have its own stores, and I once visited the LiveWire Experience Center in Malibu to find something that feels like a motorcycle shop meets an Apple Store, with a bit of Urban Outfitters thrown in for good measure. But there are hundreds more H-D dealers, each of which can serve as a potential forward operating base for LiveWire (a major advantage over every other electric motorcycle company). And I discovered this first hand when I showed up for my delivery appointment at “LiveWire Sunrise” in Sunrise, Florida, earlier this week, only to discover that it was actually a Harley-Davidson Dealership that happened to have a half-dozen LiveWire bikes.
“Ok, that’s fine” I thought as I walked in the front doors. In fact, it’s kind of perfect. H-D dealerships have large service centers and plenty of parts availability. All the better for me. But things soon got weird. I introduced myself to the nice woman manning the front desk. “Hi, I’m Micah. I’m here for my LiveWire pickup appointment,” I excitedly explained. “Cool,” came the response. “You’re here for what?”
Apparently, I had surprised them. No matter that I had paid LiveWire for the bike a couple months ago and by all accounts LiveWire had sent my new bike to the dealership six weeks ago. I got passed around first to the service area, then to the business area, each person trying to figure out who I was and why I was there. They were all exceedingly friendly, but none of us knew where my bike was or that I had even bought one. And I was apparently the only one who thought I was supposed to pick it up there that morning.
I sent a couple quick text messages to a few LiveWire hotshots (millennials, amiright?) and things were suddenly starting to get sorted out. It turns out my bike was there, and they found it upstairs. Except it had been sitting there with 0% charge. A string of very nice and apologetic Harley employees all rushed into action, trying to throw together a delivery ceremony that is normally a highly orchestrated operation but was complicated by the fact that this time it involved a bike that they didn’t understand and didn’t know they even had in their possession – or that they’d be delivering today.
They rolled my bike into the service department and got it on a 120 VAC wall charger, pumping 1.4 kW of power into its 10.5 kWh battery. For the uninitiated, that’s a roughly 8-9 hour charge. That’s also why charging from a traditional 120 VAC wall outlet is usually reserved for overnight charges. Just to add a little stress on top of this whole situation, there was also the small wrinkle of me needing to be in a meeting in two hours and then head to the airport in another two hours. And I still had 30 miles to ride this bike home. This was going to be interesting.
Again, the Harley folks were kind and helpful to a fault, but I had to explain to them the difference between Level 1 charging (slow wall outlet) and Level 2 charging (faster public charging stations), and why the first was going to have us organizing a slumber party in their service department later that evening.
One tried to be helpful and suggested the DC Fast Charger out front, but before I could start to explain why that wouldn’t work (the S2 Del Mar doesn’t have DC Fast Charging like the LiveWire One), another employee piped up and reported that the dealership had recently decommissioned its DC Fast Charger. Whoops.
At this point, it was pretty clear that I was going to be responsible for sorting this pickle out, and a quick look on my phone’s map showed me that there was a Chargepoint station down the road. So I decided to just let the wall outlet pump as much charge in as I felt comfortable with to get me down the road. In the meantime, the Harley folks gave me the grand tour, showing me around a massive service department, followed by a trip into the catacombs of the building where hundreds of bikes were stored, many dating back decades and each with their own colorful stories. I can see how this would have been a trip to motorcycle Mecca for diehard Harley fans, but I was here for one very specific, very electric LiveWire.
After the tour and once I had around 15% charge into the bike, they had me sign a few forms and then slapped a paper license plate on the back of my bike while I got my gear ready. Part of the handoff included a big briefcase with my new wall charger in it, but my little camera backpack wasn’t having any of that. So I just tied the charger briefcase onto my backpack and I was ready to roll down the road after a quick bell-ringing ceremony.
As a side note, the bell-ringing ceremony was actually really cool and drove home the “Now you’re family” line that I heard at least a dozen times during my 90 minutes or so at the dealership. Even though my bike doesn’t look like a traditional Harley, there were dudes in H-D leathers coming up to shake my hand and congratulate me on the new bike, accepting me into the family. For all the crap they get about stereotypes, all the Harley people I’ve actually met in real life are nice, welcoming people.
So there I was, on the open road – if only briefly. I made it to the Level 2 charger near the dealership and started pouring in the electrons as quickly as the 5.5 kW connection would allow. I had an Electrek team call to make it on to and so I hopped on the road after 30 minutes or so of charging, having gotten me up to around 40%, including a bit of the slower charging at the dealership. Interestingly, my charging bill was just $0.19. Sure, it was just under a “half tank”, but still. Do you know how much gasoline 19 cents will buy you? A tea cup’s worth. Seriously, I did the math.
From there, I thought I would have enough for the 30-mile ride home, and what a ride it was! I started with mostly highway riding, and it was exhilarating! Florida highways aren’t exactly prime riding locations, but it was still a blast. The LiveWire Del Mar can hang on the highway or even the track, touting a top speed of 103 mph (165 km/h) – not that I will ever need it to go that fast. But the max range of 113 miles (182 km) is also the city range, so you’ll ding that number by spending all your miles at highway speeds. And that is exactly what I was doing.
Unfortunately, I was having too much fun and going way too fast, so my battery was dropping quickly and I could tell I wouldn’t make it all the way home with just the bit of charge I had gotten into the bike. So I set my GPS for the nearest charging station, quickly discovering that my phone was also running on the digital equivalent of fumes. The GPS combined with the cool air at highway speeds was eating into my handlebar-mounted phone’s battery quickly, which left me with a Catch-22. I could ride more slowly to save motorcycle battery, but if it takes too long and my phone dies en route, then I wouldn’t be able to start the app-based charger when I got there. Or I could ride faster to arrive before my phone died, but then I might burn too much motorcycle battery and not even make it.
Oh, and did I mention that it’s been raining off and on again this entire time?
This range issue wouldn’t usually be a problem if I had started the day with a fully charged battery instead of a 0% charged battery, mind you. So don’t get the wrong impression here. The bike has the power and the range for anything I need, just not when you forget to charge it up before the customer arrives to ride it home.
So I split the difference on speed and rolled in with 8% charge on my bike and even less on my phone. But I made it. I plugged in the bike, then fished around in my bag for a portable phone charger and plugged that in too, before hopping onto my Zoom meeting by phone fashionably late and in the parking lot of the local public library.
The rest of my 45-minute meeting pumped my bike’s battery up to around 50% charge. It was also free, weirdly enough. You gotta love free public chargers!
The rest of the ride home was back on the highway followed by final city riding, rolling in with around 36% charge left.
The mix of highway and city riding is basically the exact scenario this bike is meant for. It’s got crazy power when you need it but can also cruise for hours and hours at city speeds.
The bike is also smaller and more comfortable than the LiveWire One, at least in my opinion. It’s nearly as powerful, and just a tenth of a second slower than the LiveWire One’s 0-60 mph time of 3.0 seconds. It puts me in a much more upright and comfortable riding position than the LiveWire One’s longer reach, and while it isn’t a cruiser, it definitely gives me roadster vibes in a street-oriented flat tracker design.
Basically, it’s the urban commuter that LiveWire always should have built, yet with enough speed and power to cover higher-performance riding. And with a 10.5 kWh battery, it’s got the range that most city riders need. 113 miles (182 km) is enough for me. Again, I definitely won’t be touring on this bike, but I can also basically treat Level 2 car chargers like fast chargers, since just over an hour of charge will refill the majority of my battery. It’s not a 30-minute DC Fast Charge, but I also don’t need a 30-minute charge. Stopping for lunch while mostly refilling my battery is good enough for me, since most of my rides are across town and fun beach road cruises.
Of course having only spent my first afternoon on the bike, I don’t yet have the weeks of range experience to dive into the weeds, at least not yet. But you better believe that’s coming as I put more miles on the bike, and I’ll be excited to share more with you all here.
But as it stands now, the only way forward is up. Sure, delivery was a hot mess of an experience. The LiveWire folks were visibly irritated that the ball had been dropped (and with a journalist, no less), but the good news is that the bike is so incredibly awesome to ride that I can easily look past an H-D dealership full of well-meaning but largely ignorant lifelong riders that are still learning on the job when it comes to EVs. And I get it, this is new stuff. The important thing is that everyone wants to learn. We’re all ignorant in the beginning, and there are definitely growing pains in this progress as LiveWire and H-D continue to smooth out their cooperation.
But one thing I can tell you for sure: As much of a cluster fudge as this was, it was a cakewalk compared to what happened when I recently tried to buy a Honda Motocompacto electric scooter from a Honda dealership – a scooter I paid for last November and have yet to see. But that’s another story for another day…
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Faraday Future unveiled its upcoming FX Super One MPV on Thursday, which appears to be a rebadged Great Wall Motors Way Gaoshan.
Which brings us to the question: is this how we might see more Chinese EVs make their way to the US?
The EV market in China has grown rapidly in recent years, not just in terms of total sales and revenues for its largest companies, but also in terms of the hundreds of EV companies vying to survive the current highly competitive market there.
But despite massively rising EV sales in the country, EV production is still scaling even faster. This has led to a price war within China due to this glut of cars, and also to Chinese companies seeking more buyers overseas.
These affordable EVs have been shipped around the globe, leading to rapidly rising EV sales in Europe and in the “rest of the world” – though, as of yet, not really in the US. Due to excessive tariffs, the US has made itself into an island where few Chinese EVs are allowed.
The ones that have made their way into the US are those built by Western brands that were bought up by a Chinese conglomerate, like Volvo and Polestar under parent company Geely. Some of their models are assembled in Chinese factories, but most of the ones making their way to the US are built in European or US factories (largely due to the domestic sourcing efforts in Biden’s Inflation Reduction Act, creating millions of US jobs which republicans are currently doing their best to send back to China).
BYD has also put out feelers about building a factory in Mexico, but those plans are on pause, ironically because BYD doesn’t want its technology to be stolen by the US (put that one on for some perspective about how far we have fallen behind on EVs, fellow Americans).
But we haven’t yet seen the kind of Chinese EV that the rest of the world is getting – one of those many eye-openingly cheap numbers that could finally bring true affordability to the US market (or bring it back, that is).
That’s due to tariffs, and it’s intentional. There are various arguments given for tariffs’ existence, but they boil down to: the US can’t make cars as cheap as China, and wants to protect its auto industry, and therefore making Chinese EVs more expensive will forestall their entry into the US while we try to get better at making them. I personally find these explanations wanting and consider these tariffs unwise (and they have only gotten more unwise).
But in a world where these tariffs exist, and depending highly on what final form they take, companies will look for ways to minimize their exposure to them and to still bring cars into the US. Much of the EV industry is sourced through China (again, one of the issues the Inflation Reduction Act tried to remedy), so parts will have tariffs on them, in various amounts.
This is where I speculate that the Faraday Future FX Super One could come in. At last night’s unveiling event, it became quite clear that the car is strikingly similar to the Great Wall Motors Wey Gaoshan.
This similarity is not coincidental – Faraday told us that it is working with “a Tier 1 Chinese automotive supplier,” one that we have heard of, to build the FX Super One. That supplier will send stamped bodies to Faraday’s US factory in Hanford, CA, where Faraday will take care of the final assembly.
Faraday didn’t let us take pictures of the interior, even from the outside, but what we saw of the interior on a short ride around the parking lot looked quite similar to the interior of a Wey Gaoshan, just with different controls (for example, the the pull-out fridge in the bottom of this photo is identical to the one I saw in the FX Super One).
Faraday said the interior hasn’t been finalized yet, but also said that it thinks it can have 100-150 cars built by the end of the year. Which is less than half a year away, for a company that has to date built 16 cars (though those it built on its own). So there’s not a lot of time for further changes at this rate.
So, here we have a company that intends to sell a car in the US, much of which originated in China. This seems like it would run afoul of tariffs.
But, depending on how (or if…) these tariffs get edited or finalized, they might be much lower for parts and/or for vehicles that undergo final assembly in the US. So Faraday might be able to get away with importing something very similar to a GWM, doing enough to it here to qualify its way past tariffs, and getting it on the market at a price that doesn’t incorporate the however-many-hundred-percent the US has ridiculously decided to tack on this week.
Faraday also mentioned during its presentations about the FX Super One that it has a US-based software team, which has been at work for some time.
The software in Faraday’s previous vehicle, the FF91, is pretty good, despite being such a low volume vehicle. And it’s gotten much better between the first time I sat in it and when I had a short demo this month of Faraday’s newly-upgraded voice recognition system (now supporting 50+ languages) and swipe gestures for setting volume and HVAC.
We didn’t get to interact with the software on the FX Super One at all, but we would be cautiously optimistic about it based on prior showings.
But more importantly for the purposes of this article, Faraday’s software team is based in the US. And given current US threats to ban any and all Chinese software from vehicles, this too would allow Faraday to swap out some chips and memory cards and make a car perfectly legal from a US perspective.
So it’s possible that Faraday is on to something here, and has found a reasonable way to get Chinese EVs into America, while complying with US law, and while giving the company a much easier way to increase its scale than trying to get numbers up for the slow-growing FF91 project. Faraday does not have the resources to build out mass market manufacturing currently, so this is another option.
Now… this is no $11k Dolphin Seagull, the Wey Gaoshan starts in the mid-$40k range in China, and is considered a luxury model. And here in the US, Faraday is positioning the car as a premium model as well, though hasn’t yet announced pricing or really gotten its messaging straight on whether it’s a mass market vehicle or a VIP/Cadillac Escalade competitor.
But if this is Faraday’s plan, and if the plan works, it could give the US a taste of the EVs that the rest of the world is getting access to, and could show a potential way of getting those cars across the border. There are both pros (competition good, cheaper prices good) and cons (race to the bottom for manufacturing, loss of important American industry) for the US auto market here, so you’ll have to decide which side of that equation you land on, but this could be a harbinger of one way cars from the now-biggest auto exporting country in the world could make their way out into markets that have exhibited hostility to that idea.
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Environment
Review: The tech-forward Meepo Go electric skateboard is a smooth, speedy ride for all [Video]
![Review: The tech-forward Meepo Go electric skateboard is a smooth, speedy ride for all [Video]](https://i0.wp.com/electrek.co/wp-content/uploads/sites/3/2025/07/Meepo-skateboard-hero.jpg?resize=1200,628&quality=82&strip=all&ssl=1)
Scooter here, back with another electric mobility review. This time, I tested out the Meepo Go electric skateboard. It is a sturdy, smooth deck designed for riders of all sizes, with some unique tech I had never encountered before. Be sure to check out my full video review below.
The Meepo Go is a versatile skateboard built for everyone
The Go electric skateboard from Meepo comes in one standard design. It usually has an MSRP of $699, but it is currently on sale for $569, so now is an excellent time to buy.
Features at a glance:
- Bamboo and fiberglass deck provides durability, flexibility, and stability, suitable for heavier riders over 200 lbs.
- Impact-resistant plates and a scratch-resistant underside.
- Dual belt drive 1500 watt stator 4230 motors
- 12s2p 345.6WH/8AH battery with flame-retardant and water-resistant protection
- JK-FOC24B Electronic Speed Controller (ESC)
- Offers smooth, jerk-free acceleration with customizable speed and braking settings
- Four-speed modes:
- L: 12 mph (20 km/h)
- E: 20 mph (32 km/h)
- S/S+: 28 mph (45 km/h) (S+ adds faster acceleration)
- Adjustable braking intensity
- Top Speed 28 mph (45 km/h)
- Range: Up to 20 miles (32 km)
- Incline capabilities: 30%
- 2-year warranty
Electrek‘s take
Meepo is an exciting electric skateboard manufacturer whose goal is to make this particular form of travel accessible to anyone and help reduce carbon emissions. You know we love that.
The company has built hundreds of thousands of electric boards, all of which are rigorously tested and constantly revamped for better quality and efficiency. For my first-ever encounter with Meepo, I was sent its Go electric skateboard – a sort of all-in-one deck designed to support heavier riders.
I didn’t realize this was a heavy rider board until I read its description on the website. I don’t think that was the reason Meepo recommended this one, but it’s nice to know I wouldn’t have to worry about breaking the Go for being too heavy (I’m only 200 pounds right now, okay?).
The unboxing was incredibly simple. You first unwrap your shiny new, assembled Meepo Go deck, complete with wheels, trucks, motors, and battery. Below that is some instructions, a charger with cables, a couple of adjustment tools, plus two extra motor belts.
Last but not least is Meepo’s J6S ergonomic remote. According to Meepo, the remote’s upgraded control logic allows riders to double-click to change speed modes, reducing accidental toggles, and can stay connected to the board at a max range of 46 meters.
My full haul is pictured above and in the video below. Zero assembly is required; simply plug and play. The Meepo Go electric skateboard can recharge when fully drained in four hours.
Aside from its sturdy design, thanks to a Bamboo and fiberglass deck, I found the Meepo Go quite aesthetically pleasing. I liked its unique grip tape design and carved-out handle for easier carrying (see below).
Once the Meepo skateboard was fully charged, it was time to power up and take it out for a first spin. My initial impression was just how smooth a ride the Go is, thanks in part to its wheels, which Meepo recently revamped to enable better wet-weather traction and anti-slip capabilities.
The trucks initially took some getting used to as they are 45-degree as opposed to 50-degree on traditional configurations, but once I got used to the difference, I felt much more stable at high speeds and making sharp turns. Meepo also provided a truck tool to tighten or loosen your configuration to your preferences.
The Meepo Go’s dual 4230 brushless motors combine for a total output of 3,000 watts, offering a top speed of up to 28 mph or 45 km/h. While that’s pretty damn fast for an electric skateboard, Meepo said “not so fast” to new riders for their own safety.
Go riders must travel 10 km (6.2 miles) in the lower two “L” and “E” speed modes to unlock the S and S+ modes, which allow the 28 mph top speed and higher acceleration. S mode was honestly too fast for my liking, but it was nice to know I had those speed capabilities whenever I’m feeling saucy. The truth is, at my age and skill level, I’m beyond satisfied cruising and carving around 20 mph.
Luckily, the Meepo Go electric skateboard delivers both speed options and then some.
The Meepo Go also allows you to customize its braking intensity from 0% to 100%. This is a feature I had never personally seen on an electric skateboard that genuinely impressed me. It just adds to the overall smoothness this deck provides on all levels.
As mentioned in the key features above, the Go’s dual motors are powered by an eight-amp-hour battery, which enables an all-electric range of up to 20 miles or 32 km.
Aside from speeds nearing 30 mph, you really feel the Meepo Go’s capability on hills. It was configured to tackle 15-degree (30%) inclines with ease, and having tested it, it’s true.
What may be most impressive about this particular Meepo skateboard is its advanced JKFOC-24B electronic skate controller (ESC), which is essentially the brain of the entire powertrain.
The ESC delivers smooth acceleration with no jerking or lag. It also enables full user customization of acceleration, top speed, and braking sensitivity, so once you get comfortable, you can tailor every aspect of your riding experience to your liking. This is another super cool feature that was new to me personally.
Overall, the Meepo Go is smooth, powerful, and very tech-forward. With more than enough speed, I truly enjoyed the lag-free cruising and carving of the 45-degree trucks and the ease of use of its ergonomic remote.
I was genuinely impressed by the tech used to customize this skateboard, enabling anyone to customize their ride. As such, I’d highly recommend the Meepo Go because of its feel, utility, and universal rideability for virtually everyone, not to mention its competitive pricing.
If you’d like to try out the Meepo Go electric skateboard for yourself, click here. Be sure to check out my full video review below.
Buy a Meepo Go Electric Skateboard
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The 2025 Can-Am Origin electric motorcycle is the pinnacle of fun, just as long as your good time can fit into 69 miles of riding between charges. What it lacks in long-distance range, it makes up for in versatility, rugged style, and instant torque that’s ready for the road and trail. Each twist of the throttle delivers immediate electric propulsion. Its futuristic design and stealthy motor hum make the Origin a dual-sport machine pulled from tomorrow that wonderfully celebrates Can-Am’s two-wheeled heritage of decades past. I also spent some time on the road with the more approachable Can-Am Pulse, a standard street bike with a slight range advantage.
Can-Am style and comfort through technology
The Can-Am Origin is unlike any electric motorbike that has entered my garage. Its tall stance, 21-inch front and 18-inch rear wheels, and high ground clearance practically beg to be taken off your routine street routes. Can-Am simultaneously delivers an infotainment system on a dual-sport bike that, respectfully, makes much more expensive electric motorcycles look like tech dinosaurs in comparison.
The Origin’s dashboard has specs that every electric motorcycle company should copy. Equipping this system to an electric dual-sport feels like a total luxury. The Origin features a giant 10.25-inch color touchscreen with BRP Connect and a clean user interface that automatically switches between light and dark mode and adjusts brightness. In addition to a digital speedometer, you can quickly switch between ride modes, view battery status, check estimated range, and more.
Ride modes include Normal, Sport, Rain, Eco, two different Off-Road modes. You can toggle traction control and fine-tune front and rear regenerative braking independently, each with Off, Mid, and Max settings. Controls are accessible via the touchscreen when parked or through handlebar-mounted thumb controls while riding.
The UI adapts to show either large gauges or a split between speedometer and infotainment applets. Bluetooth connects the bike and your phone, and Can-Am has included built-in wifi for over-the-air software updates. These are the kinds of features you’d expect on a premium electric motorcycle in 2025, but they’re not guaranteed.
For iPhone users, there’s Apple CarPlay integration. Two caveats: first, the system uses USB-A instead of USB-C, so newer iPhones will require an adapter or a USB-A to USB-C cable that supports data, not just charging. Second, it only supports wired CarPlay, not wireless, despite the bike having both wifi and Bluetooth radios onboard.
Those two complaints aside, the CarPlay integration is next-level. The touchscreen is responsive when parked, and everything remains fully controllable through the handlebar controls while riding. Access to apps like Maps, Music, Messages, and Phone while on the move is a real convenience. There are also motorcycle- and EV-specific apps with CarPlay are right at home on the Can-Am system.
There are no built-in speakers, so Can-Am relies on Bluetooth audio outputs. The setup is clever, supporting two output channels: one for the rider and one for the passenger helmet comms systems. I experimented by tossing a Bluetooth speaker onto the handlebars and was surprised to find it worked well in sub 50 mph environments as an open-air audio solution.
My only real hardware gripe on a bike that otherwise outshines much of its competition is the lack of self-canceling turn signals. Not every bike has them, but every bike that lacks them is missing out. There’s nothing less cool than riding around with your blinker still flashing. Fortunately, the dash clearly displays active signals. Still, I initially thought the right indicator light on the dash wasn’t working until I realized a single cable runs directly in front of it from my seated position. It’s a small, oddly specific problem that may be specific to my loaner bike, but I can’t quite position the cable differently.
Overall, I give the look and tech a 9.75 out of 10 for delivering both style and features that I actually want and use.
How the Origin feels to ride
At 5’10” with a 30-inch inseam, I find the Origin’s seat height tall yet correct for a dual-sport bike. Throwing a leg over feels a bit like saddling up on a horse, and once I’m on, it’s immediately comfortable. I can straddle the bike confidently, with my left foot planted on the ground and the other hovering around the rear brake. Any taller, and it might feel like a stretch; any shorter, and the ride position wouldn’t feel as commanding. The elevated stance provides a clear, confident view of the road or trail ahead, and the headlight system works adequately. It sets the Origin apart from the lower, more compact feel of traditional street bikes.
With this bike, Can-Am delivers an awesome mix of rugged reality and futuristic aesthetic. The Origin’s angular black-and-white bodywork and tall riding position regularly invokes the feeling of a stormtrooper hovering through the moon forest of Endor on a speeder bike. That particular vibe is especially strong at speed, where the elevated stance and electric torque make it feel like you’re gliding just above the terrain. At lower speeds, the illusion shifts. The stealthy motor hum fades behind the subtle roll of tires on pavement, creating a sensation much like quietly cruising up on a skateboard. It’s stealthy, smooth, and serene.
In terms of performance, the Origin tops out at 79 mph for me, providing plenty of speed for highway rides. Can-Am rates the 0-60 mph acceleration at 4.3 seconds, but frankly this bike feels like it might toss you overboard if you push it that quickly. Can-Am estimates range of up to 90 city miles and 71 mixed environment miles. On one test ride, I ran the battery from 100 percent to 1 percent over the course of 2.3 hours, covering 58.7 miles at an average speed of 24 mph, according to the bike stats.
According to my stats, it was many more hours of fun in the sun with a break for lunch at the park by the water in between riding sessions. That ride was done entirely in Sport mode with regenerative braking turned off, and it returned an average energy consumption of 9 miles per kilowatt-hour. It’s a solid showing for an electric dual-sport, especially considering the aggressive mode and lack of regen for the most reactive and relaxed ride.
Sometimes I love the feel of regenerative braking on electric cars and motorcycles. It can add to the feeling of responsiveness. I found regen on this bike to feel a bit more tight and underpowered for my liking, but it’s there as an option for extending range. With regen turned off entirely, the Origin felt significantly more loose and natural to ride. On the Origin I consistently opted to leave both front and rear regen off. We’ll see how the Pulse feels when I test that model next.
I must have logged over 500 miles across four weeks with the Origin. The lasting impression is that when you gain muscle memory for how the bike responds to throttle spin and body movement, riding the Can-Am Origin feels like playing an amplified electric guitar. Every incremental finger and palm positioning has a result, and when you find your rhythm, suddenly you’re creating music.
The other piece of the Can-Am Origin experience that I didn’t anticipate is the conversational aspect. Electric vehicles are still novel to many, and electric motorcycles are an absolute enigma to most. “Can it get wet?” is still the classic question that many ask. But from day one to day 28 of test riding the Can-Am Origin, it was the brand itself that got people asking me about the bike.
My takeaway is that people have a real affinity for the Can-Am brand as well as a nostalgia for the days of two-wheeled Can-Am motorbikes. When they learn that Can-Am is back on two wheels in the form of a bad-ass looking electric dual-sport motorcycle, people react like they just met a the much younger version of a celebrity in their home town. It’s a fun thing to experience.
Can-Am has earned its place as an electric motorcycle brand to consider
The Can-Am Origin is an incredibly thoughtful and fun take on what an electric dual-sport can be. It pairs rugged styling with a high-tech, feature-rich interface, offers plenty of real-world performance, and never stops turning heads while doing it without trying. From its futuristic design and surprisingly refined touchscreen to the tall, confident riding position and intuitive handling, the Origin is a complete package, so long as your expectations around electric motorcycle range are in check.
Priced starting at $14,999, the Origin slots in competitively against other premium electric motorcycles, though it leans more toward adventure and off-road versatility than urban street performance. It doesn’t quite reach the power or fast-charging capability of more premium priced machines, yet it undercuts in price and adds very useful touches like Apple CarPlay, OTA updates, and dual regen tuning.
If money were no object, I’d gladly keep one in the garage. It’s just flat-out fun to ride. From quick errands and joyrides to weekend backroad escapes, the Origin is a thrill machine that leaves you smiling between rides. Can-Am has a huge selection of first-party accessories to customize your bike as well. This configuration above makes me drool.
Range will be the limiter on machines like this for a while, and while around 70 miles between charges is enough for plenty of use cases, it still has to be a part of the conversation when talking recommendations. But here’s the thing: despite that limitation, electric motorcycles are a ton of fun right now. And if you’ve got either a high pain tolerance for early adoption or healthy access to good charging infrastructure, you can absolutely push them further.
The Origin is compatible with both Level 1 (standard wall outlet) and Level 2 (240V) charging, but not Level 3 DC fast charging. Can-Am rates Level 2 charging at 0 to 80% in 1.5 hours and 0 to 100% in 3.5 hours. In practice, that translates to plugging in and waiting a few hours between fun sessions. For some riders, that’s no big deal, especially if spending time at your destination is part of the trip.
I certainly don’t live along the great electric freeway of California, but my coastal stretch of highway in South Mississippi is populated with electric charging stops.
In my testing, I used the Can-Am Origin for a roundtrip airport commute from home in Ocean Springs, MS to Gulfport, MS, and back. The airport was outside of the travel-there-and-back-without-charging range, but free charging infrastructure at the airport parking garage made it no problem. I rode there, parked, charged during my trip, and returned from the other side of the country to a full battery. So yes, it’s capable of handling local duties. But if long range is central to your riding lifestyle, it’s something to plan around. I think lower speeds and paid charging solutions along the way would allow me to reach New Orleans and return home, but I haven’t set out on that path with this bike.
The Origin isn’t perfect, but it’s arguably best in its category, well-executed, and just damn cool to experience. Can-Am absolutely executed on creating a great electric motorcycle experience despite not being solely focused on EVs or two-wheeled machines.
Can-Am Pulse experience
After 600+ miles on the Can-Am Origin, I had the chance to put some miles on a 2025 Can-Am Pulse electric motorcycle. My key takeaways? Both are excellent electric motorcycles with equally great CarPlay integration. The Pulse is more approachable with a low riding position and slightly more range. The larger storage capacity is also appreciated compared to the somewhat tight space on the Origin.
If I were choosing which to purchase without extensive riding experience, the Can-Am Pulse is absolutely the bike I would gravitate toward. It’s just a great standard street bike with awesome technology at a competitive price.
Above is a look at the redesigned CarPlay experience coming in September 2025 to iPhone in iOS 26, as seen on the Can-Am Pulse display. The new design flexibility makes CarPlay look more at home next to Can-Am’s UI that always appears on a third of the display. Since Can-Am supports CarPlay, the infotainment system will receive free upgrades as Apple enhances the iPhone-powered feature.
Can-Am also supports free over-the-air software updates to the bike itself. Updates are downloaded over wifi and installed using the built-in system on the bike. No visits to the dealership or firmware updates over USB drives required.
Here’s how both bikes compare on paper:
| Feature | Can‑Am Origin | Can‑Am Pulse |
|---|---|---|
| Starting MSRP | $14,499 | $13,999 |
| 0–60 mph | 4.3 sec | 3.8 sec |
| City range | 90 miles | 100 miles |
| Combined range (WMTC) | 71 miles | 80 miles |
| Charging (20→80 %) | 50 min (Level 2) | 50 min (Level 2) |
| Peak power | 47 hp (35 kW) | 47 hp (35 kW) |
| Continuous power | 27 hp (20 kW) | 27 hp (20 kW) |
| Torque | 53 lb‑ft (72 Nm) | 53 lb‑ft (72 Nm) |
| Dry weight | 412 lb (187 kg) | 390 lb (177 kg) |
| Seat height | 34 in (865 mm) | 30.86 in (784 mm) |
| Suspension travel | Front/rear 10 in (255 mm) | Front/rear 5.5 in (140 mm) |
| Drive modes | 6 modes (Normal, ECO, Rain, Sport, Off‑Road, Off‑Road+) | 4 modes (Normal, ECO, Rain, Sport+) |
Find more about Can-Am Origin and Pulse electric motorcycles here.
Electrek’s Take
I still think the Can-Am Pulse is the easier recommendation for most people, and you can kit it out as much as the Origin. Yet after around a month with each bike, I can’t help but think more about the Pulse. Can-Am really built a fun machine with that bike, especially with its commanding riding position and rugged style.
I would love to see a version with Level 3 charging speeds and greater range to expand the road trip potential, but both machines are super if your commute or leisure route works with the specs.
For now, Can-Am has delivered more than any other electric motorcycle maker when it comes to a giant display with CarPlay integration, attention-grabbing style, and options for two different riding preferences.
Want to learn more about the world of electric motorcycles and other two-wheeled EVs? Catch up on expert Micah Toll’s constant coverage, and subscribe to Electrek’s Wheel-E podcast for weekly updates.
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