It’s not often we get to applaud a legacy motorcycle manufacturer for doing what so many still haven’t: actually bringing an electric motorcycle to market. So credit where credit is due – Kawasaki didn’t just make one electric motorcycle, they made two: the Ninja e-1 and Z e-1.
They’re sleek, affordable, and surprisingly refined machines that show real promise in design and execution. But once you get past the glossy panels and respected nameplate, there’s still one glaring issue that we can’t ignore.
And that giant issue is the tiny battery.
The battery’s total capacity is a mere 3.0 kWh, split among a pair of 1.5 kWh removable packs. At that size, the two 25-pound (11.5 kg) batteries powering the Ninja e-1 and Z e-1 make it seem more like an e-bike than an e-moto.
Advertisement – scroll for more content
And I don’t mean that figuratively – there are electric bicycles on the market with nearly as much battery as these motorcycles. Eunorau’s Flash e-bike, for example, packs over 2.4 kWh into a pedalable two-wheeler.
We’ve long known how vital range figures are to riders in the electric motorcycle world (even if they will rarely ever push it to the max), and Kawasaki, for all its engineering prowess, delivered a battery spec that limits these bikes from the start.
Kawasaki has positioned its e-1 models as urban commuters, and to be fair, that’s where they perform best. Their top speed is capped at 52 mph (85 km/h), with a temporary “e-Boost” mode unlocking 65 mph (105 km/h) for up to 15 seconds – a clever solution for occasional bursts that doesn’t overly drain the small battery. That limited top speed helps preserve range, keeping the battery from running flat in minutes like it might on a highway blast. But let’s be honest: it also firmly puts these bikes in scooter territory. And there’s nothing wrong with scooters – I use one as my daily driver. But nothing with a Ninja badge is ever meant to feel scooter-y.
Kawasaki Z e-1 electric motorcycle
The official city range is rated at 41 miles (65 km), which sounds modestly acceptable at a glance, at least for a city bike. But we know how optimistic the range numbers from manufacturers can be. Add in some hills, stop-and-go traffic, cold weather, or a heavier rider, and you’re likely looking at sub-30 mile (48 km) real-world range in many cases. Again, that’s not far off from an electric bicycle.
And while the removable dual-pack battery design is appreciated, it’s not especially user-friendly. Each 25 lb (11.5 kg) pack is about the size of a jerrycan and must be carried individually. Compare that to something like the Ryvid Anthem, which has a 4.3 kWh battery (nearly 50% larger than Kawasaki’s), faster charging, higher speed (75+ mph or 120+ km/h), and a roll-out battery that can be easily rolled along like a carry-on suitcase. And all of that comes in at just $100 more than Kawasaki’s $7,899 sticker price. So it’s not like it can’t be done.
To be clear, Kawasaki got a lot right. The bikes look fantastic. The frame and component quality seem like what you’d expect from a major OEM. And the sub $8k price is far more approachable than the $20,000+ tags seen on other electric motorcycles. These bikes aren’t toys. They’re real motorcycles with full-size wheels, ABS, and Kawasaki-level fit and finish.
But here’s the thing: we need to talk about the minimum viable battery size for electric motorcycles. For scooters, 3 kWh is barely okay. For 30 mph (48 km/h) mopeds, it’s fine. But for a motorcycle – especially one that looks like a Ninja – it sets expectations the bike can’t meet. The styling says “motorcycle,” but the performance is still firmly in the “scooter” class. And that’s okay – if we call it what it is.
Kawasaki Ninja e-1 (left) and Z e-1 (right)
The larger disappointment isn’t that Kawasaki made a bad bike – it’s that they made a great one and gave it a powerplant that holds it back. With just 50% more battery (say, 4.5 to 5 kWh), the e-1 platform could be a potent contender for an excellent commuter e-moto. Even more so if that extra energy came with a bit more speed and a faster charger.
And again, to Kawasaki’s credit, they actually shipped something. While Honda and Yamaha continue to dabble in electric concepts and low-volume scooters, and Suzuki still watches the world pass it by, Kawasaki now has two real, road-legal electric motorcycles for sale right now in the US. That’s no small feat.
But if we’re going to take electric motorcycles mainstream, 3 kWh can’t be the bar. 40 miles of range *at the best of times* can’t be the bar. Riders need practical range, usable top speeds, and charging solutions that don’t require an entire afternoon to refill. Right now, Kawasaki’s e-1 series scratches the surface – but it doesn’t dig deep enough.
Here’s hoping this is just the beginning. Kawasaki has already committed to electrifying more of its lineup in the coming years. If the next models carry the same design sensibility, but with bigger batteries and more ambition, they might just bring real competition to the electric motorcycle market. And that’s something we should all root for.
Oh yeah, and Honda, I haven’t forgotten about you. Stop playing around and get your freakin’ head in the game.
FTC: We use income earning auto affiliate links.More.
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.
Advertisement – scroll for more content
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.
2026 Porsche Taycan Black Edition (Source: Porsche)
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.
2026 Porsche Taycan Black Edition (Source: Porsche)
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.
2026 Porsche Taycan Black Edition interior (Source: Porsche)
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.
FTC: We use income earning auto affiliate links.More.
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.
Advertisement – scroll for more content
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.
FTC: We use income earning auto affiliate links.More.
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.
Advertisement – scroll for more content
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.
FTC: We use income earning auto affiliate links.More.