Harbinger Motors says its EVs will beat diesel trucks in price by end of year
Harbinger Motors, a startup building medium-duty electric commercial vehicle chassis, has just opened its manufacturing facility in Garden Grove, CA, with an aim to deliver the first upfront cost-competitive medium duty EVs by the end of this year.
We headed over to Harbinger’s grand opening for its new facility to have a look at their technology and their big plans to shake up the medium duty market. It’s new Garden Grove facility is the first EV manufacturing plant in Orange County, CA – Rivian and Hyundai have headquarters here, but manufacturing is elsewhere.
The company is still quite new – it was only founded in 2021, and has a team of about 100 people total. But that team includes plenty of EV experience, with executives and engineers who formerly worked at Coda, Faraday Future, Canoo… and, of course, Tesla. Most notably, Harbinger’s Chief Production Officer is Gilbert Passin, who led Tesla’s production efforts in setting up its Fremont factory at the beginning of the Model S ramp.
The goal is as you’d expect – to disrupt and electrify the medium-duty commercial market, specifically in the class 4-6 range of vehicles. These classes cover a large variety of vehicles, like walk-in vans, bucket trucks, beverage delivery, school buses and so on. And these vehicles do a lot of miles, use a lot of gas, and make a lot of pollution, often specifically in places where people live – so the potential gains for electrification are high (which is a big reason why California recently released big new truck regulations).
But Harbinger’s model is a little different from other entrants in the space. These types of vehicles can be sold as finished vehicles, as chassis-cab combinations, or as a stripped chassis. In the latter two cases, buyers will go to an upfitter to build their desired solution onto the vehicle chassis.
Harbinger is focusing on delivering stripped chassis, rather than finished vehicles or chassis-cab combinations. This allows for greater flexibility and simpler manufacturing for the company itself, and given that buyers are often going to need an upfitter anyway, there’s no sense in building up a whole vehicle when this way buyers can get exactly what they need.
To this end, Harbinger has recently delivered its very first customer chassis, to THOR Industries, an RV maker (and contributor to Harbinger’s Series A investment round). It was delivered to Thor’s Innovation Lab, to explore how electric chassis could be implemented into the company’s product design.
At its grand opening, Harbinger showed off several alpha versions of its chassis, and its in-house designed motors and battery packs. The company uses a modular battery pack structure, with each pack holding 35kWh and chassis being configurable with 2-6 packs depending on application and length (wheelbase options go from 158″ to 208″). Packs are filled with standard 2170-sized cells from a top automotive cell provider (Harbinger wouldn’t tell us which one, but we did see some shipping labels on some crates in the battery area…).
In-house design of components is an important distinguisher for Harbinger, which it says will help keep costs down. By building its own battery packs, its own driver-assist systems, using drive- and steer-by-wire – all of this means Harbinger says it will be able to offer lower prices than the competition.
In fact, it claims that not only will it start delivering the final product by the end of this year, but that it will deliver EV chassis with “zero price acquisition premium” over equivalent gas and diesel-powered chassis.
This is quite the claim – so far, we usually have a hard time even getting any price quoted from medium and heavy duty vehicle manufacturers. This is often because, well, they’re usually quite high in upfront cost compared to diesel vehicles. Due to lower long-term fueling and maintenance cost (Harbinger says its motors will last 450k miles) many businesses can save money long term with an EV, and economics are only getting better over time – but Harbinger isn’t promising lower longterm costs, it’s promising lower upfront cost as well.
Now… part of this is due to recent incentives. The Inflation Reduction Act includes a $40,000 incentive for commercial vehicles, which certainly does a lot to bring the economics into balance for buyers (and note: diesel vehicles still benefit from the massive subsidy for ignored pollution costs). But even with all of that taken into account, Harbinger’s price-equivalence would be a first, and a first by a longshot, as far as we can tell.
Not only does Harbinger promise to be price-competitive with gas and diesel, it also says it will offer similar payload capacity. Harbinger told us that, in the 4-pack configuration, its vehicle is lighter than a Freightliner MT55 diesel chassis.
In the world of cargo hauling, payload is important – if you can carry more weight you can make more money, at least if you’re “scaling out” your capacity (as opposed to “cubing out,” filling up the vehicle’s volume with lighter goods). So losing out on payload to a bunch of batteries can be a no-go for some haulers, but Harbinger says you won’t have to make that decision.
The 4-pack is estimated to offer somewhere around 165 miles of range on a 140kWh battery pack. This is more than enough for a lot of applications, but due to its modular design, Harbinger can offer configurations with less range (for campus or other low range vehicles, for example) or with over 200 miles of estimated range for the larger 5- or 6-pack options. Of course, range depends highly on use case, upfit solutions, how much you’re hauling, and many other factors.
Harbinger also wants to bring more driver assistance into the medium duty space. It’s not making any promises about automated driving (we couldn’t get them to say anything more than level 2, which is what nearly all consumer-available systems operate at these days), but it does want to add electronic aids to monitor driver attention and the surroundings of the vehicles, both to avoid accidents and potential loss of goods. It’s designing its own systems for this, detecting and tagging objects, and selling ADAS kits along with its vehicles that it will instruct upfitters how to install and calibrate.
All that in-house design means it won’t have to purchase solutions and pay extra margins to other providers – but it also means a lot of work for a small company, especially one that wants to start delivering by the end of this year.
Electrek’s Take
This isn’t the first we’ve met the Harbinger team, as we saw them last year at ACT Expo and had a quick drive around the parking lot in an early demonstration vehicle. And this drive was fine, the truck worked, it had been running for hours with lots of drivers, and felt about as we expect an electric medium duty vehicle to feel (that is, better than the diesel version – more nimble, more quiet, more clean).
But at the time and now, we were skeptical of Harbinger’s big claims. It’s not that we have any particular reason not to believe them, except that the claim of price parity from a startup when nobody else has even gotten close are extraordinary. And extraordinary claims require extraordinary evidence, so we have to wait and see. If they can follow through on them, it will be a revelation.
And there is plenty of talent within the ranks with EV industry experience. Some of it comes from famous failures like Coda and companies that have never quite got off the ground like Faraday Future, which we can optimistically hope has helped provide warnings about overpromising. And what Harbinger is promising isn’t that crazy, it’s just a commercial van – but the price still seems hard to deliver.
But the presence of Gilbert Passin as Chief Production Officer, who led the early stages of bringing Tesla into the volume manufacturing business with the Model S, certainly lends a lot of credence. Passin most recently headed up Wrightspeed, Tesla co-founder Ian Wright’s attempt to electrify garbage trucks, and has previously worked at several large traditional automakers as well.
So we remain quite interested in what Harbinger has to do, and if they deliver on these promises, it will be a Really Big Deal™. We just wouldn’t be surprised to see them slip a little… but even if they do slip, the product could still be a solid offering anyway.
One last thing to note – at the event, Harbinger parked 5 food trucks inside the huge factory building. This was neat and provided a lot of food options, but between the vehicle exhaust driving in and out, and the smoke coming out of the BBQ truck, my eyes and nose were starting to hurt by the end of the event, to the point where I sheltered myself in the battery area of the factory (which has its own separate climate control) for respite.
Wouldn’t it be nice if those medium-duty commercial trucks had an option to avoid exhaust in similar situations? I wonder where we might find an option like that…
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Porsche is rolling out three new Taycan Black Edition models. The 2026 Porsche Taycan Black Edition brings more than just a sporty new look. All three are equipped with Porsche’s Performance Battery Plus, delivering more power and a longer driving range.
Meet the 2026 Porsche Taycan Black Edition
With the new electric Macan stealing the show, Porsche is introducing new Taycan variants for the 2026 model year.
Porsche has already introduced significant upgrades for the 2025 model year, adding more driving range, faster charging, higher performance, and a sleek new design.
The new Black Edition variants will be available for the 2026 Porsche Taycan, Taycan 4, and Taycan 4S models.
Featuring its SportDesign package, the new models include high-gloss black exterior accents on the window trims and mirrors.
Other standard design elements include a rear light strip with an illuminated, blacked-out Porsche logo. Inside, the new variants include Porsche’s black interior accent package, storage package, and black brushed illuminated door sill guards.
All three Black Edition models are equipped with the larger Performance Battery Plus, which is typically offered as an option.
With a gross energy capacity of 105 kWh, Porsche says the new variants offer a longer driving range and more power. The 2025 Taycan, with the Performance Battery Plus pack, offers an EPA-estimated range of 318 miles.
On the European WLTP scale, the 2025 Porsche Taycan with the Performance Plus battery is rated with up to 679 km (421 miles) range.
The new Black Edition models are loaded with added features. Highlights include Lane Change Assist, Surround View, including Active Parking Assist, 21″ wheels with center caps featuring the full-color Porsche crest, and HD-Matrix Design LED headlights. There are even puddle light projectors that show the Porsche logo when the doors open.
On the inside, the premium features continue. The Black Edition interior features 14-way comfort seats with a memory function, a Porsche crest on the headrests, and a BOSE Surround Sound System, including Dolby Atmos, to create an immersive sound experience.
You’ll also get Porsche Electric Sport Sound, a Storage package, and the Porsche crest stitched into the leather trim. To top it off, there’s an added “Black Edition” badge in the center console, exclusive to the new variants.
Although it’s called the Black Edition, you can choose from several different colors, such as Jet Black Metallic, Volcano Grey Metallic, Dolomite Silver Metallic, and Ice Grey Metallic, at no extra cost.
Porsche will reveal prices for the 2026 Taycan Black Edition models “in due course.” Deliveries in the US are expected to begin in Fall 2025.
What do you think of the new blacked-out Taycan variants? Do you dig it? Drop us a comment below and let us know your thoughts.
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Aventon is giving its popular fat tire e-bike a serious upgrade. The company just unveiled the Aventure M, a new mid-drive version of its best-selling Aventure model. With more torque, smarter shifting, and a boost in connectivity and control, Aventon says this is the “most advanced” bike it has ever produced.
The new Aventure M swaps out the rear hub motor for a 100 Nm mid-drive motor, offering more efficient power delivery and a more natural ride feel thanks to its double-sided torque sensor. And in case that 100 Nm doesn’t exactly place it for you, just know that we’re talking about more power (or more accurately, torque) than nearly any other e-bike in this class.
The Aventon A100 motor, which is rated at 750W and runs on a 36V system, takes full advantage of its Class 3 category with pedal assist speeds up to 28 mph (45 km/h) and a throttle top speed of 20 mph (32 km/h). The throttle is sold separately, probably as a nod to being even more compliant with California’s new stricter laws regarding Class 1 and Class 3 e-bikes, which can’t have mounted throttles.
Aventon also gives riders the option to set the bike to Class 1 or 2 limits using the companion app. We’ve always been pretty impressed with Aventon’s app, as it’s quite easy to use and makes it simple to control those types of modifications to the bike.
That app pairs with Aventon’s newly developed ACU (Aventon Control Unit), a custom IoT system that adds a wide range of smart features. Riders get GPS tracking, theft detection, geofencing, remote locking, and over-the-air (OTA) firmware updates. Aventon even built in a passcode-locked on-switch for added security, as well as a physical rear-wheel lock and alarm.
We’ve previously seen Aventon use that OTA update system to give its e-bike more power via a boost feature, so the company doesn’t appear shy about pushing out new features when they’re ready.
But it’s not just about motor placement and connectivity. The Aventure M introduces electronic shifting, powered by a 10-speed Shimano CUES drivetrain and paddle shifters. Riders can shift manually or let the system take over with Auto Shift, Aventon’s torque and cadence-sensing automatic shifting mode. A new Uphill Start Assist feature gives riders an extra torque boost when starting from a stop on steep grades –perfect for off-road adventures or fully loaded cargo rides.
As for range, Aventon claims up to 85 miles (137 km) from the removable 36V 20Ah (720 Wh) battery, which itself weighs around 8.7 lbs (3.9 kg). That figure is in the lowest power level, and real-world range will depend heavily on terrain and assist level, but riders can likely expect something in the 40–60 mile (65-100 km) ballpark under typical pedaling usage when enjoying moderately higher power levels, and a bit less if leaning hard into that optional throttle.
Rounding out the build are 4-inch wide fat tires, a suspension seatpost, and an 80 mm front suspension fork. The total weight of the bike is around 73 lbs (33 kg), which is actually surprisingly reasonable for a full-featured fat tire e-bike with a mid-drive, believe it or not. Hey, these are heavy bikes when you stuff all that power, range, and tech in there.
The price at launch is US $2,899, which places the Aventure M above the hub motor version of the company’s existing Aventure model but below some other mid-drive fat tire options on the market. Aventon is clearly positioning this as a higher-performance alternative that’s still (hopefully) accessible to the average rider. It’s available now online and through Aventon’s network of over 1,800 partner dealers across the U.S.
Electrek’s Take
It’s about time we saw a major direct-to-consumer brand bring a smart tech, mid-drive fat tire e-bike to market that doesn’t require taking out a second mortgage. The Aventure M feels like a natural progression for Aventon – taking what made the Aventure 2 so popular and layering on meaningful performance and tech upgrades. The mid-drive motor brings real climbing power and smoother pedal assist, and features like auto shifting and built-in GPS tracking give this bike some serious smart credentials.
Of course, at nearly $3,000, this isn’t exactly budget territory anymore. But considering the Aventure M includes high-end components, a full-fat-tire adventure build, and an impressive level of integration, it still looks like a solid value for someone who wants their e-bike to go above and beyond the basic level of componentry and features. If the real-world range holds up and the automatic shifting works smoothly, this could easily become a category leader for anyone wanting an all-terrain e-bike that feels as refined as it is rugged. Aventon of course didn’t reinvent the wheel here — they just made a smarter, better one. I look forward to getting on one soon for a review and letting you know what I think of the ride.
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Move over, ordinary scooters – there’s a new contender packed with features that seem to rival the latest in automotive tech. Omoway, a fresh face in the electric two-wheeler space founded by former Xpeng execs, has just unveiled the Omo X, a scooter full of premium tech features that blur the lines between e-scooter and self-driving EV.
At its recent launch in Jakarta, the Omo X didn’t just sit pretty center stage, it actually drove itself onto the stage using its “Halo Pilot” system, which apparently comes complete with adaptive cruise control, remote summon, self-parking, and even automatic reversing and self-balancing at low speeds. This is legit autonomous behavior previously reserved for cars, now shrunk down and smoothed out for a two-wheeler.
Under the hood – or rather, behind the sleek bodywork – Omoway’s Halo architecture delivers collision warning, emergency-brake assist, blind spot monitoring, and V2V communication.
The frame is modular, too. It can be reconfigured in step-through, straddle, or touring posture to suit casual riders, commuters, and motorcycle wannabes alike. That kind of flexibility isn’t just a marketing gimmick, but rather it looks purpose-built to capture diverse motorcycle-heavy markets like Indonesia, which counts over 120 million two-wheelers and is quickly transitioning to electric models, with sales surging nearly 400% in 2024, though adoption remains early-stage.
We don’t have full specs or pricing yet, but early reports point to a launch in early 2026, with a projected price around €3,500 (roughly $3,800), positioning it above entry-level but below premium e-moto territory. That puts Omoway in a unique space: not asking riders to settle for barebones utility, but also not charging premium-badge luxury pricing either.
So what’s the trade-off?
On the plus side, the Omo X is the boldest statement we’ve seen from a fresh OEM in years. It’s tech-rich, head-turning, and seems built to evolve with software updates. The remote summon and AI-assisted features could genuinely simplify urban mobility, and tricks like automatically driving itself to a charging station sound legitimately useful.
But bleeding-edge autonomous tech like that also threatens to weigh it down, somewhat literally, but more so conceptually. Even “normal” modern electric scooters can face headwinds in production, and they aren’t exactly reinventing the wheel with self-driving or self-balancing. Omoway’s vision here will have to carry extra sensors, actuators, and redundant systems to support those smart functions. With added costs and complexity, will riders in developing markets pay a premium, carry extra maintenance risk, or worry about obsolescence? Much hinges on Omoway’s software support and local service networks.
Then there’s the question of necessity. Southeast Asian scooter culture prizes simplicity, affordability, and ruggedness – features not always associated with cutting-edge tech bundles. And in regions like North America or Europe, where EV scooter culture is small yet growing and infrastructure isn’t universal, adoption may hinge on support for charging, service, and safety standards.
Still, this is a bold move from a brand that isn’t afraid to think big will always be refreshing. With a seed round backed by Sequoia and ZhenFund, plus a team sourced from Xpeng and automotive-grade supply chains, Omoway clearly has both the ambition and capacity to scale. And while Indonesia may have been the launchpad, global markets aren’t off the table.
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