The big, glaring problem with Kawasaki’s electric motorcycles
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.
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.
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.
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.
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Robinhood stock hit an all-time high Friday as the financial services platform continued to rip higher this year, along with bitcoin and other crypto stocks.
Robinhood, up more than 160% in 2025, hit an intraday high above $101 before pulling back and closing slightly lower.
The reversal came after a Bloomberg report that JPMorgan plans to start charging fintechs for access to customer bank data, a move that could raise costs across the industry.
For fintech firms that rely on thin margins to offer free or low-cost services to customers, even slight disruptions to their cost structure can have major ripple effects. PayPal and Affirm both ended the day nearly 6% lower following the report.
Despite its stellar year, the online broker is facing several headwinds, with a regulatory probe in Florida, pushback over new staking fees and growing friction with one of the world’s most high-profile artificial intelligence companies.
Florida Attorney General James Uthmeier opened a formal investigation into Robinhood Crypto on Thursday, alleging the platform misled users by claiming to offer the lowest-cost crypto trading.
“Robinhood has long claimed to be the best bargain, but we believe those representations were deceptive,” Uthmeier said in a statement.
The probe centers on Robinhood’s use of payment for order flow — a common practice where market makers pay to execute trades — which the AG said can result in worse pricing for customers.
Robinhood Crypto General Counsel Lucas Moskowitz told CNBC its disclosures are “best-in-class” and that it delivers the lowest average cost.
“We disclose pricing information to customers during the lifecycle of a trade that clearly outlines the spread or the fees associated with the transaction, and the revenue Robinhood receives,” added Moskowitz.
Robinhood is also facing opposition to a new 25% cut of staking rewards for U.S. users, set to begin October 1. In Europe, the platform will take a smaller 15% cut.
Staking allows crypto holders to earn yield by locking up their tokens to help secure blockchain networks like ethereum, but platforms often take a percentage of those rewards as commission.
Robinhood’s 25% cut puts it in line with Coinbase, which charges between 25.25% and 35% depending on the token. The cut is notably higher than Gemini’s flat 15% fee.
It marks a shift for the company, which had previously steered clear of staking amid regulatory uncertainty.
Under President Joe Biden‘s administration, the Securities and Exchange Commission cracked down on U.S. platforms offering staking services, arguing they constituted unregistered securities.
With President Donald Trump in the White House, the agency has reversed course on several crypto enforcement actions, dropping cases against major players like Coinbase and Binance and signaling a more permissive stance.
Even as enforcement actions ease, Robinhood is under fresh scrutiny for its tokenized stock push, which is a growing part of its international strategy.
The company now offers blockchain-based assets in Europe that give users synthetic exposure to private firms like OpenAI and SpaceX through special purpose vehicles, or SPVs.
An SPV is a separate entity that acquires shares in a company. Users then buy tokens of the SPV and don’t have shareholder privileges or voting rights directly in the company.
OpenAI has publicly objected, warning the tokens do not represent real equity and were issued without its approval. In an interview with CNBC International, CEO Vlad Tenev acknowledged the tokens aren’t technically equity shares, but said that misses the broader point.
“What’s important is that retail customers have an opportunity to get exposure to this asset,” he said, pointing to the disruptive nature of AI and the historically limited access to pre-IPO companies.
“It is true that these are not technically equity,” Tenev added, noting that institutional investors often gain similar exposure through structured financial instruments.
The Bank of Lithuania — Robinhood’s lead regulator in the EU — told CNBC on Monday that it is “awaiting clarifications” following OpenAI’s statement.
“Only after receiving and evaluating this information will we be able to assess the legality and compliance of these specific instruments,” a spokesperson said, adding that information for investors must be “clear, fair, and non-misleading.”
Tenev responded that Robinhood is “happy to continue to answer questions from our regulators,” and said the company built its tokenized stock program to withstand scrutiny.
“Since this is a new thing, regulators are going to want to look at it,” he said. “And we expect to be scrutinized as a large, innovative player in this space.”
SEC Chair Paul Atkins recently called the model “an innovation” on CNBC’s Squawk Box, offering some validation as Robinhood leans further into its synthetic equity strategy — even as legal clarity remains in flux across jurisdictions.
Despite the regulatory noise, many investors remain focused on Robinhood’s upside, and particularly the political tailwinds.
The company is positioning itself as a key beneficiary of Trump’s newly signed megabill, which includes $1,000 government-seeded investment accounts for newborns. Robinhood said it’s already prototyping an app for the ‘Trump Accounts‘ initiative.
WATCH: Watch CNBC’s full interview with Robinhood CEO Vlad Tenev
Korean auto giants Hyundai and Kia think lower-priced EVs will help minimize the blow from the new US auto tariffs. Hyundai is set to unveil a new entry-level electric car soon, which will be sold alongside the Kia EV2. Will it be the IONIQ 2?
Hyundai and Kia shift to lower-priced EVs
Hyundai and Kia already offer some of the most affordable and efficient electric vehicles on the market, with models like the IONIQ 5 and EV6.
In Europe, Korea, Japan, and other overseas markets, Hyundai sells the Inster EV (sold as the Casper Electric in Korea), an electric city car. The Inster EV starts at about $27,000 (€23,900), but Hyundai will soon offer another lower-priced EV, similar to the upcoming Kia EV2.
The Inster EV is seeing strong initial demand in Europe and Japan. According to a local report (via Newsis), demand for the Casper Electric is so high that buyers are waiting over a year for delivery.
Hyundai is doubling down with plans to introduce an even more affordable EV, rumored to be the IONIQ 2. Xavier Martinet, CEO of Hyundai Motor Europe, said during a recent interview that “The new electric vehicle will be unveiled in the next few months.”
The new EV is expected to be a compact SUV, which will likely resemble the upcoming Kia EV2. Kia will launch the EV2 in Europe and other global regions in 2026.
Hyundai is keeping most details under wraps, but the expected IONIQ 2 is likely to sit below the Kona Electric as a smaller city EV.
More affordable electric cars are on the way
Although nothing is confirmed, it’s expected to be priced at around €30,000 ($35,000), or slightly less than the Kia EV3.
The Kia EV3 starts at €35,990 in Europe and £33,005 in the UK, or about $42,000. Through the first half of the year, Kia’s compact electric SUV is the UK’s most popular EV.
Like the Hyundai IONIQ models and Kia’s other electric vehicles, the EV3 is based on the E-GMP platform. 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.
Hyundai is expected to reveal the new EV at the IAA Mobility show in Munich in September. Meanwhile, Kia is working on a smaller electric car to sit below the EV2 that could start at under €25,000 ($30,000).
According to the report, Hyundai and Kia are doubling down on lower-priced EVs to balance potential losses from the new US auto tariffs.
Despite opening its new EV manufacturing plant in Georgia to boost local production, Hyundai is still expected to expand sales in other regions. An industry insider explained, “Considering the risk of US tariffs, Hyundai’s move to target the European market with small electric vehicles is a natural strategy.”
Although Hyundai is expanding in other markets, it remains a leading EV brand in the US. The IONIQ 5 remains a top-selling EV with over 19,000 units sold through June.
After delivering the first IONIQ 9 models in May, Hyundai reported that over 1,000 models had been sold through the end of June, its three-row electric SUV.
While the $7,500 EV tax credit is still here, Hyundai is offering generous savings with leases for the 2025 IONIQ 5 starting as low as $179 per month. The three-row IONIQ 9 starts at just $419 per month. And Hyundai is even throwing in a free ChargePoint Home Flex Level 2 charger if you buy or lease either model.
Unfortunately, we likely won’t see the entry-level EV2 or IONIQ 2 in the US. However, Kia is set to launch its first electric sedan, the EV4, in early 2026.
Ready to take advantage of the savings while they are still here? You can use our links below to find deals on Hyundai and Kia EV models in your area.
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As EVBox shuts down its Everon business across Europe and North America, EV charging provider Blink Charging is stepping up to offer support to customers caught in the transition.
EVBox’s software arm Everon recently announced it’s winding down operations alongside EVBox’s AC charger business. That’s left a lot of charging station hosts and drivers wondering what comes next. Now, EVBox Everon is pointing its customers toward Blink as a recommended alternative.
Blink says it’s ready to help, whether that means keeping existing chargers up and running or replacing aging gear with new Blink chargers.
“EVBox has played a significant role in the growth of EV charging infrastructure across the UK and Mainland Europe, and we recognize the trust hosts have placed in its solutions,” said Alex Calnan, Blink Charging’s managing director of Europe. “With the recent announcement of Everon’s withdrawal from the EV charging market, it’s natural to have questions about what this means for operations. At Blink, we want to assure Everon customers that we are here to help them navigate this transition.”
Blink says it’s able to offer advice, replacements, and ongoing network management to make the changeover as smooth as possible.
Everon users who switch to Blink will get access to the Blink Network portal via the Blink Charging app. That opens up real-time insight into charger usage and lets hosts set pricing, manage users, and download performance reports.
“At Blink, our charging technology is future-ready,” added Calnan. “With advancements like vehicle-to-grid technology on the horizon, our chargers are built to support the future of electric vehicles and charging habits.”
The company says its chargers are in stock and ready to ship now for any Everon customers looking to make the jump.
In October 2024, France’s Engie announced it would liquidate the entire EVBox group, which it said posted total losses of €800 million since Engie took over in 2017. EVBox is closing its operations in the Netherlands, Germany, and the US.
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