Rad Power Bikes unveils 4 new e-bikes & faster speeds in biggest shakeup yet
Rad Power Bikes, the Seattle-based electric bike maker that spent years at the top of the US e-bike sellers list, has occasionally rolled out major updates alongside the launch of a new model. But today the company is announcing the biggest shakeup in its history, simultaneously debuting two brand new e-bike models, two majorly updated e-bike models, and new battery technology that could help push the industry towards safer batteries. The Rad lineup is now welcoming the new Radster Road and Radster Trail e-bikes, as well as the RadWagon 5 and the RadExpand 5 Plus models.
As Rad Power Bikes CEO Phil Molyneux explained:
“With even greater versatility in our fleet and new, innovative e-bike battery technology that will elevate the industry in its entirety, we’re taking a significant step towards a world where e0bikes are built for everyone and have the power to do just about anything. Over the last two years, I have worked closely with our supply chain and quality leaders, overhauling our processes to make this next generation of e-bikes the very best for our riders. This launch marks the latest step we’ve taken to ensure the long-term success of both the e-bike space and Rad.”
In addition to the new e-bike models, Rad Power Bikes is unveiling its new Safe Shield Battery. The redesigned battery was developed to mitigate growing concerns over battery safety by incorporating thermal-resistant technology.
In addition to being UL-certified, the batteries use potted electronics construction to encapsulate the battery cells and better protect them from damage, moisture, and other disruptions that could cause short circuits.
The battery is rated at 48V 15Ah with 720Wh of capacity, making it not only the company’s safest and most advanced e-bike battery, but Rad’s largest capacity and longest-range battery to date.
The Safe Shield Battery will debut on Rad’s newly unveiled e-bike models, but will also be available as an upgrade to many of the company’s existing e-bikes.
The first major addition to the Rad Power Bikes lineup announced today is the Radster family, which consists of the Radster Trail and the Radster Road models.
The two bikes share many similarities, differing largely in their use cases. The Radster Trail has wider 3-inch “mid-fat” tires, while the Radster Road has narrower 2.2-inch tires. The bikes also have slightly different frames and fenders that are each suited to different terrain and styles of riding.
Ultimately though, the Radster e-bikes are more similar than they are different. Each includes several new features, such as a new color LCD displays with USB-C charging port, rear turn signals, a torque sensor for more natural and responsive pedal assist, IPX6 water resistance, hydraulic disc brakes, NFC key-fob for locking the bike without a physical key, a thru-axle front wheel hub for stronger and more robust connection, a more powerful 200-lumen headlight, the new Safe Shield Battery, and come in two frame sizes of Regular and Large.
Perhaps the biggest update of all though is the inclusion of Class 3 capabilities. Both bikes come with multiple speed settings, allowing riders to reach up to 20 mph (32 km/h) on throttle operation, as well as two additional settings that can be unlocked to reach 25 mph or 28 mph (40 or 45 km/h) on pedal assist.
This marks the first time Rad has produced e-bikes that surpass the 20 mph Class 2 speed limit, ushering in a new higher-speed era for the company.
Both the Radster Road and Radster Trail are priced at US $1,999 and are available now on the company’s website.
Rad Power Bikes also launched the new Rad Expand 5 Plus, which takes the brand’s entry-level folding model and upgrades it with several higher-end components and features in line with Rad’s more premium “Plus” family of e-bikes.
The Rad Expand 5 Plus also gets the new Safe Shield Battery, color LCD screen with USB-C charging port, IPX6 water-resistance, rear turn signals, hydraulic disc brakes, torque sensor pedal assist, 200-lumen headlight, and a bolt-on front wheel hub for a stronger connection.
The 20 mph (32 km/h) e-bike includes a 50mm travel hydraulic suspension fork, 20″x4″ fat tires, and features a folding design that makes it easier to transport in a vehicle or store in a tight space.
The Rad Expand 5 Plus is priced at US $1,899.
Rad Power Bikes also unveiled its newest cargo bike, the RadWagon 5.
The new model takes advantage of many of Rad’s feature upgrades, such as that new color LCD display with USB-C charging port, torque sensor pedal assist, IPX6 weather resistance, turn signals, thru-axle front wheel hub, and 3 top speed settings maxing out at 28 mph (45 km/h).
The bike is rated for up to 375 lb (170 kg) of cargo capacity, making it easy to carry passengers or plenty of extra cargo in back. The frame has also been updated with a more “condensed” design that also lowers the center of gravity to improve handling. New running boards and deck pads will also be available, offering a more stylish and comfortable ride for rear passengers.
The RadWagon 5 is priced at US $2,199 and is already available on Rad’s website.
Electrek’s Take
Wow, there’s a lot to unpack here. I’ll try to hit these many different points succinctly.
Rad Power Bikes Safe Shield Battery: I think it’s hard to overstate how pivotal this will be for the e-bike industry. Potted batteries are the single safest way to build e-bike batteries. To be frank, UL certification is nice but it doesn’t mean what most people think it does, and several UL-listed batteries have met a fiery end. UL-listing can give added peace of mind, but as we’ve heard from battery experts before, it’s not that hard to achieve and doesn’t mean the battery is actually that safe. Potted batteries are the true best practice for physical safety, and they’re almost non-existent outside of Luna Cycle’s potted e-bike batteries. So today’s debut from Rad is major news.
Class 3 speed: Wow, it’s about time. I wasn’t sure I’d ever see Rad finally get the need… the need for speed. I think their hand was basically forced here, though. Similar to how throttle-less e-bikes are hamstrung in sales among American riders, Class 2 e-bikes are starting to get passed over by many American customers who prefer the option of riding faster when and where appropriate.
New electronics: It’s cool to see major electronic updates like NFC key fob for unlocking, color display with USB-C device charging, rear turn signals, etc. None of this is groundbreaking, and to be honest we’ve seen it all (perhaps except the USB-C device charging) on cheaper e-bikes for years, but it’s great to see Rad hop on board with what is presumably a better quality version of many of these components we’ve seen before. The big new thing though is the torque sensor, which is truly great to see. This is another feature that Rad took its sweet time on, but now it’s here and I think many riders will be discovering just how much nicer a good torque sensor can be.
New mechanics: Hydraulic disc brakes now being employed basically across the entire higher-end Rad line is big, as well as the new more robust front axles – even if they’re largely there because the lawyers like them now. The new frame on the RadWagon 5 looks interesting, I’m excited to review all of these to see how they feel.
To sum up my feelings, here’s what I’d say. The spec sheets all look incredible. The prices are high, but that’s Rad’s new MO. It appears the company doesn’t want to compete on price, which is probably a smart move when Lectric is dominating there and plenty of fly-by-night e-bike companies pop up every week with cheap new e-bikes.
Instead, Rad’s new strategy appears to be competing on substance, namely with higher-end parts and more sophisticated design. That means higher prices, and the jury is still out on how the e-bike market at large will respond to these new models. It’s a gamble since Rad spent years leading in the entry-level price segment before it found itself getting more elbows in its ribs from all the other competition crowding into that segment. So now that the company is aiming for a spot higher up on the quality ladder, we’ll have to see if Rad sticks the landing.
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Tesla has been forced to reimburse a customer’s Full Self-Driving package after an arbitrator determined that the automaker failed to deliver it.
Tesla has been promising its car owners that every vehicle it has built since 2016 has all the hardware capable of unsupervised self-driving.
The automaker has been selling a “Full Self-Driving” (FSD) package that is supposed to deliver this unsupervised self-driving capability through over-the-air software updates.
Almost a decade later, Tesla has yet to deliver on its promise, and its claim that the cars’ hardware is capable of self-driving has been proven wrong. Tesla had to update all cars with HW2 and 2.5 computers to HW3 computers.
In January 2025, CEO Elon Musk finally admitted that HW3 also won’t be able to support self-driving and said that Tesla will have to upgrade the computers. 6 months later, Tesla has yet to communicate a plan for retrofits to owners.
Tesla is now attempting to deliver its promise of unsupervised self-driving on HW4 cars, which have been in production since 2023-2024, depending on the model. However, there are still significant doubts about this being possible, as the best available data indicate that Tesla only achieves about 500 miles between critical disengagements with the latest software on the hardware.
The situation is creating a significant liability for Tesla, which already needs to replace computers in millions of vehicles, and it may need to do so in millions more.
On the other hand, many customers are losing faith in Tesla’s ability to deliver on its promise and manage this computer retrofit situation. Some of them have been seeking to be reimbursed for their purchase of the Full Self-Driving package, which Tesla sold from $8,000 to $15,000.
A Tesla owner in Washington managed to get the automaker to reimburse the FSD package, but it wasn’t easy.
The 2021 Model Y was Marc Dobin and his wife’s third Tesla. Due to his wife’s declining mobility, Dobin was intrigued about the FSD package as a potential way to give her more independence. He wrote in a blog post:
But FSD was more than hype for us. The promise of a car that could drive my wife around gave us hope that she’d maintain independence as her motor skills declined. We paid an extra $10,000 for FSD.
Tesla’s FSD quickly disillusioned Dobin. First, he couldn’t even enable it due to Tesla restricting the Beta access through a “safety score” system, something he pointed out was never mentioned in the contract.
Furthermore, the feature required the supervision of a driver at all times, which was not what Tesla sold to customers.
Tesla doesn’t make it easy for customers in the US to seek a refund or to sue Tesla as it forces buyers to go through arbitration through its sales contract.
That didn’t deter Dobin, who happens to be a lawyer with years of experience in arbitration. It took almost a year, but Tesla and Dobin eventually found themselves in arbitration, and it didn’t go well for the automaker:
Almost a year after filing, the evidentiary hearing was held via Zoom. Tesla produced one witness: a Field Technical Specialist who admitted he hadn’t checked what equipment shipped with our car, hadn’t reviewed our driving logs, and didn’t know details about the FSD system installed on our car, if any. He hadn’t spoken to any sales rep we dealt with or reviewed the contract’s integration clause.
There were both a Tesla lawyer and an outside counsel representing Tesla at the hearing, but the witness was not equipped to answer questions.
Dobin wrote:
He was a service technician, not a lawyer or salesperson. But that’s who Tesla brought to the hearing. At the end, I genuinely felt bad for him because Tesla set him up to be a human punching bag—someone unprepared to answer key questions, forced to defend a system he clearly didn’t understand. While I was examining him, a Tesla in-house lawyer sat silently, while the company’s outside counsel tried to soften the blows of the witness’ testimony.
He focused on Tesla’s lack of disclosure regarding the safety score and the fact that the system does not meet the promises made to customers.
The arbitrator sided with Dobin and wrote:
The evidence is persuasive that the feature was not functional, operational, or otherwise available.”
Tesla was forced to reimburse the FSD package $10,000 plus taxes, and pay for the almost $8,000 in arbitration fees.
Since Tesla forces arbitration through its contracts, it is required to cover the cost.
Electrek’s Take
This is interesting. Tesla assigned two lawyers to this case in an attempt to avoid reimbursing $10,000, knowing it would have to cover the expensive arbitration fees – most likely losing tens of thousands of dollars in the process.
It makes no sense to me. Tesla should have a standing offer to reimburse FSD for anyone who requests it until it can actually deliver on its promise of unsupervised self-driving.
That’s the right thing to do, and the fact that Tesla would waste money trying to fight customers requesting a refund is really telling.
Tesla is simply not ready to do the right thing here, and it doesn’t bode well for the computer retrofits and all the other liabilities around Tesla FSD.
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Environment
BYD says its about to launch the ‘largest-scale’ smart driving software update in history
After hitting a major milestone on Monday, BYD claimed it’s about to unleash “the largest-scale smart driving OTA in history.”
BYD preps for the largest-scale software update
BYD announced on Weibo that there are now over 1 million vehicles on the road with its God’s Eye smart driving system.
The milestone comes after it upgraded 21 of its top-selling vehicles with the smart driving tech in February, at no extra cost. Even its most affordable EV, the Seagull, which starts at under $10,000 (69,800 yuan), got the upgrade.
BYD didn’t reveal any specifics, only promising “it is safer and smarter.” The Chinese EV giant has three different “God’s Eye” levels: A, B, and C.
The highest, God’s Eye A, is typically reserved for BYD’s ultra-luxury Yangwang brand, which utilizes its DiPilot 600 smart cockpit with three LiDARs.
God’s Eye B is used for other luxury and higher-end models, including those under Denza, which utilize DiPilot 300 and one or two LiDARs.
The base God’s Eye C system, used for BYD brand models, includes 12 cameras, five wave radars, and 12 ultrasonic radars, all supported by DiPilot 100.
Last week, BYD’s luxury off-road brand, Fang Cheng Bao, launched a limited-time offer for Huawei’s Qiankun Intelligent Driving High-end Function Package. The discount cuts the price from 32,000 yuan ($4,500) to just 12,000 yuan ($1,700).
After selling another 382,585 vehicles in June, BYD now has over 2.1 million in cumulative sales in the first half of 2025, up 33% from last year.
With the “largest-scale smart driving” update coming soon, BYD’s vehicles are about to gain new functions and safety features. Check back soon for more details.
BYD claims it’s “capable of leading the transformation and popularization of intelligent driving” with over 5,000 engineers dedicated to the field. As the world’s largest NEV maker, BYD said it’s committed to transforming the auto industry with safer and more sustainable solutions for global markets.
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Kia’s electric SUV is a hit in the UK. The EV3 was the most popular retail EV through the first half of 2025, pushing Kia to become the UK’s third top-selling car brand so far this year.
Kia EV3 leads as the UK’s most popular retail EV
The EV3 is Kia’s fastest-selling EV in the UK and a massive part of the brand’s success this year. Kia said the compact electric SUV contributed to its best-ever June, Q2, and first half EV registrations so far this year.
In January, the EV3 “started with a bang,” racing out to become the UK’s most popular retail EV. The EV3 was the best-selling retail EV in the UK and the fourth best-selling EV overall in the first quarter, including commercial vehicles.
Through the first half of the year, the Kia EV3 maintained its crown as the UK’s most popular EV with 6,293 registrations.
The EV3 starts at £33,005 ($42,500) as the ‘brand’s most affordable EV yet.” It’s available with two battery packs: 58.3 kWh or 81.48 kWh, providing a WLTP range of up to 430 km (270 miles) and 599 km (375 miles), respectively.
Kia sold 31,643 electrified vehicles in the first half of 2025. Although this includes fully electric vehicles (EVs), plug-in hybrids (PHEVs), and hybrids (HEVs), it still accounts for over half of Kia’s total of 62,005 registrations.
After opening orders for the EV4 last week, Kia’s first electric hatchback, the brand expects to see even more demand throughout 2025. With up to 388 miles WLTP range, it’s also the longest-range Kia EV to date.
Next year, Kia will introduce the entry-level EV2, which will sit below the EV3 in Kia’s lineup. Kia is looking to add an even more affordable EV to sit below the EV2. It will start at under $30,000 (€25,000), but we likely won’t see it until closer toward the end of the decade.
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