First ride: CSC RX1E $8k and 80 MPH electric motorcycle is a perfect starter bike
When CSC first announced the RX1E, I was super excited about the prospect of an electric motorcycle that could hit highway speeds while priced at a fraction of most big name e-motos today. And so, when I was swinging through LA recently, I made sure to stop by CSC’s Azusa headquarters and give the bike a test. Now I’m even more excited than ever about this new addition to CSC’s lineup.
At just $8,495, the CSC RX1E comes in swinging with a very nice spec sheet at a reasonable price point. For comparison, you’d have to pay 50% more to get an entry level Zero electric motorcycle that has similar performance specs.
There’s a lot going on here. The bike has liquid cooling for the motor and controller, belt drive, ABS braking in the front and rear, included storage cases and bash bars, reverse gear, a windshield, both a center AND a side stand, and a good-sized glove box in the faux tank. Half of these are features you normally find on much higher priced motorcycles, and the other half are features you generally have to pay many hundreds of dollars extra for.
But the unassuming CSC RX1E gives you everything you’d ever need in an around-the-town motorcycle, all for a reasonable price.
Check out my first ride on the new bike in my video below, then keep reading for my complete thoughts on this new entry into the affordable electric motorcycle market.
CSC RX1E video review
CSC RX1E tech specs
- Motor: 8 kW continuous, 18 kW peak-rated swingarm-mounted motor
- Top speed: 80 mph (130 km/h)
- Max range: 112 mi (180 km)
- Battery: 96V 64Ah (6.16 kWh)
- Charge time: 6 hours on Level 1 (110VAC wall plug)
- Curb weight: 465 lb (211 kg)
- Brakes: Hydraulic disc brakes with Bosch ABS
- Extras: liquid-cooled motor and controller, belt drive, three included storage cases, included crash bars, LED and analog gauges, windshield, side and center stands, USB charging port on instrument panel
Adventure look, city utility
So the first thing you notice about the CSC RX1E is the adventure-style setup. It’s got an upright stance, big cargo boxes, a bash guard and a windshield. All of these tend to scream “safari”, not “city.”
But all of those features actually make it a great urban runabout, which is what the bike is primarily designed for. Sure, it’s got adventure styling and matches the look of CSC’s popular ICE-powered RX3 and RX4 adventure bikes. But this baby is more than likely going to be sticking to commuter duty for most riders.
And that’s where it will absolutely excel. The upright seating position and tall bars make it super comfortable. Your legs aren’t tucked up underneath your body, you’re not crouched forward and you aren’t hugging the tank. Instead, you’re sitting up tall with a good view of the road, holding onto reasonably high bars and planted solidly on a comfortable saddle.
The suspension is also great for a city, especially one that doesn’t have the best streets. I pulled into CSC’s showroom on a borrowed LiveWire One, which gave me a unique chance to do some of the same route on both bikes. The LiveWire blows the CSC RX1E out of the water when it comes to power, but the RX1E was much more comfortable to ride, especially on speed bumps and other road irregularities.
Those lockable storage boxes are also just as useful as they seem. I normally ride with a backpack to carry all of my camera and audio gear that I use on rides, plus a few extra pieces of gear (tools, rain poncho, emergency kit, etc). But with the tail box, I could fit everything inside with room to spare. I didn’t even crack open the side boxes, that’s how much room I had in the top box.
But if you’re doing grocery shopping, running errands or picking up a takeout order for the whole office, you could probably fit it all in those three cases. And anything else can be stuffed in the faux “tank”, which has its own glovebox.
For anyone who doesn’t like the look of the boxes, you can pull them off with just a few bolts. But considering that’s an expensive option on other bikes, and with all of that added utility, it’s frankly amazing that they come standard.
Respectable performance
I’d call the performance specs decent, especially for a city bike that can handle freeway jaunts. This isn’t a powerhouse, but Sport mode definitely has good pickup. The bike comes with a rated top speed of 80 mph (130 km/h), but one of the CSC mechanics told me they got it up to a GPS-verified 88 mph (143 km/h) on the freeway in a full tuck.
The 18 kW peak-rated motor has good acceleration, and it pulled me up canyon roads without a thought. Does it compare to an Energica or a LiveWire? Absolutely not. Those bikes will have you holding on for dear life. But again, that’s not the type of ride the CSC RX1E is designed for.
If you’ve ever ridden an Energica, Zero, or LiveWire, you’ll know that when you punch it, those bikes are simply gone. You’re down the road before you know what happened.
The CSC RX1E, on the other hand, has a more muted but actually quite comfortable throttle response. Even if you crank it full throttle from a dead stop, you get that first quarter to half a second of easy throttle ramping up to full power. It doesn’t dump it all at once like an on/off switch, which is quite rare among lower cost electric motorcycles. Low-cost electric motorcycles can sometimes be a bit more jerky, since good throttle ramping requires careful programming – something often overlooked on cheap motorcycles. But the RX1E really nails the throttle response for a comfortable profile that doesn’t leave you feeling lacking. It’s both responsive and comfortable at the same time.
As far as range goes, the bike has a claimed 112 mile NEDC range, but CSC will tell you right away that the real-world range is closer to 80 miles with mixed riding. If you’re on the freeway the entire time, you’ll of course get less. But if you’re doing 30 mph around town, you might even get more.
When it comes time to recharge, you unfortunately don’t have a J-1772 charge port. That means you can’t use public charging stations when you’re out and about. Instead, the CSC RX1E comes with a charger not unlike an electric bike or Sur Ron, just a bit bigger. You plug it into a normal wall outlet in your garage and the other end goes into the bike.
With over 6 kWh, the battery is too big to be removable. A removable battery is nice for apartment dwellers that don’t have ground-level outlets for recharging, but they don’t make much sense past 4-5 kWh. At that point you’d be trying to muscle a 60+ pound battery around. But with 50% more battery (and thus 50% more range) than bikes like the SONDORS Metacycle, the lack of a removable battery is simply the price you pay for more range.
So much value
Compared to the competition, the CSC RX1E comes in at around the same ballpark. It’s around $1k more than a Metacycle but goes 50% further. It’s comparable to a Ryvid Anthem but again, goes further (even if it can’t compete with the awesome look of the Anthem). And its about $4k less than a comparable entry-level Zero motorcycle with similar specs, despite coming with several features not found on those bikes.
Just look at what you get. The bike comes with anti-lock brakes in the front and rear, which many low-cost electric motorcycles skip out on. There’s a small radiator to liquid-cool the motor and controller, letting you push the bike harder than air-cooled alternatives. And then, there’s those included accessories like the storage boxes, bash guards, and windshield. Oh yea, and don’t forget the reverse gear. Not even a $22k Energica has that, and the $25k Zero DSR/X I rode recently only JUST added a reverse feature. The CSC RX1E’s reverse is much easier to use though. It’s a single physical button on the bars, unlike Zero’s reverse gear which requires navigating several clicks through the bike’s on-screen menu.
The only downside here that I can reasonably see is the lack of a local dealership network. But even with that, CSC goes pretty far toward negating the issue entirely. I’ve toured their parts warehouse in California and it is absolutely massive. They sell mostly Chinese imported motorcycles, with the RX1E being no different. But they don’t bring in bikes without also bringing in a huge supply of spare parts for everything. If you ever have a problem, they will have a replacement part out to you by Fedex in a day or two.
I even had the chance to test that a few years ago when I got a City Slicker that eventually had an issue with its rear pulley bearing. They sent me a new pulley immediately and the lead mechanic talked me through the replacement process over the phone. I probably could have just taken it to a shop, but doing it myself helped me learn the motorcycle better. Also it helped that the City Slicker was so light that I could just gently lay it on its side instead of needing a motorcycle lift.
Anyway, the point is that CSC has proven that they’re there to take care of issues if they ever arrive, and that helps give me back most of the confidence that I’d normally get from having a local dealer nearby.
Summing it up
Alright, it’s about time to bring this first-ride review to a close. Basically, my takeaway from this test ride is that the RX1E is punching way above its weight class, which is ironic because it’s actually kind of a heavy bike (465 pounds) that feels much lighter than it really is.
I did a mixture of city riding and canyon carving, and the bike excelled at both. In fact, it was so comfortable and easy to ride that I was actually pushing much harder in the canyon turns than I normally do. The bike carries its weight low and feels so responsive that I just had more confidence pushing myself more than usual.
For pleasure riding, it was a blast. For utility riding, it was a dream. It’s fast. It’s peppy. It’s fun. It has the gear I want and the features I need. I wouldn’t mind if it were $1,000 cheaper, but I can’t even say that it isn’t worth it. Dollar for dollar, it comes in at higher value than nearly any other electric motorcycle I know of.
If you’re looking for a starter electric motorcycle that won’t break the bank, this very well could be it.
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Tesla’s Full Self-Driving computer failure leaves customers in bad situations without many important features and depletes battery packs faster for months.
Last month, Electrek released an exclusive report about Tesla having a major issue with a new version of its onboard “Full Self-Driving computer,” AI4.1, failing due to a short circuit, and Tesla must replace the computers.
We found examples of the issue arising as far back as July. The problem can start quickly, within a few miles on a brand-new car or after a few hundred to a few thousand miles.
When the computer fails, many vehicle features stop working, like active safety features, cameras, and even GPS, navigation, and range estimations.
Tesla’s fix was to replace the computer completely, but sources also mentioned a temporary software fix to enable some of the features in the meantime.
It’s hard to estimate precisely the affected population. At the time of the article, we had received dozens of customer complaints and had sources inside Tesla estimating that, based on service requests, thousands of new Tesla owners are experiencing this issue.
We reported that this should lead to a recall since features like backup cameras are now considered a safety feature and required on new vehicles by NHTSA, but Tesla hasn’t released a service bulletin nor has a notice been posted with NHTSA.
Electrek contacted NHTSA to ask if they were aware of this issue. We will update if we get an answer.
There are now dozens of customer complaints about this specific issue on NHTSA’s Tesla Model Y and Model 3 pages.
Since publishing our original report on this issue last month, dozens of other customers reached out about the problem. They are reporting long wait times to get a new computer as Tesla tells them that it needs more parts, presumably the new computers.
Some showed documents to Electrek that showed they didn’t have an appointment to replace their computers until into February. For some customers, that would mean more than two months with severely handicapped vehicles.
On top of the previously mentioned disabled features, customers have voiced other problems living with their brand-new vehicles without a working computer. The computer appears to get stuck in an “auto-update loop”, which drains the battery faster.
A customer with this issue estimated that his Model 3 is consuming about 5 kWh per day when parked, doing nothing with this computer issue.
Some owners expressed concerns about faster battery degradation and wear on other components because of this issue. It’s also a major issue for people who don’t have home charging yet, and their vehicles are stuck discharging faster with this issue.
Electrek has seen documents showing that Tesla acknowledges that the computer issue is an “internal short.”
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Just over a year after unveiling its flagship solar-electric travel trailer called the Flow, recreational mobility startup Pebble has revealed its updated production-intent design. We got a chance to do a walkthrough of the optimized trailer design, which features several upgrades and some truly intuitive features. Today’s unveiling also marks Pebble’s continuance of Flow pre-orders, but we now have a timeline for when initial deliveries will begin.
Pebble is a California-based startup and one of a few new tech companies attempting to reinvigorate a stale RV segment. The company was founded by Bingrui Yang, who previously led iPhone development at Apple for nine years before leading hardware development for major players in the autonomous robotaxi space, including Cruise and Zoox. Yang described the company in detail in June of 2023:
Pebble was developed to create a hassle-free way to live, work and explore. Consumers have been stuck with the same RV experience for decades. A lot of people want to get into such a lifestyle of freedom but are turned off by the pain points in today’s products. At Pebble, we are automating the hardest parts of the RV experience with the same technologies that power the most advanced automotive innovations, making the whole experience simply effortless and magical. If you know how to use an iPhone, you’ll be comfortable using our product.
That strategy to bring more advanced technologies to the world of RVs and travel trailers culminated in Pebble’s flagship product, Flow. In the summer of 2023, the startup emerged out of stealth mode with $13.6 million in seed funding to help get the Flow into production, teasing brief glimpses of the luxury travel trailer along the way.
The following October, Pebble officially unveiled the Flow to the public, opening pre-orders for an iteration of the travel trailer that started at $109,000. We learned then that the Flow trailer is 300% more aerodynamic than a conventional travel trailer, reducing drag and extending range.
Furthermore, the Flow comes equipped with its own dual-motor active propulsion assist system, which helps it bear the brunt of its load while helping it maximize range and efficiency regardless of whether an ICE or electric vehicle is towing it.
Today, just over 14 months after initially unveiling the pre-production version of the Flow, Pebble has emerged with a production-intent design featuring some welcomed upgrades in its space utilization and some genuinely remarkable functions – all controllable from a single tablet.
Pebble Flow to begin deliveries in first half of 2025
Pebble unveiled its production-intent version of the Flow this morning. According to the company, it was updated with features and optimized design elements based on feedback from its community to improve the overall experience for future owners.
Pebble shared that the community that worked closely with its design and engineering teams to identify key opportunities for improvement consisted of over 3,000 members, including “digital nomads,” young families, retirees, and tech enthusiasts (bummed I didn’t get an invite).
Last month, we took a virtual tour of a production-intent Flow travel trailer and explored several upgrades that make an already unique and innovative electric mobility vehicle even better. For example, Pebble optimized the interior of the production-intent Flow, increasing storage and moving some of the walls to utilize more of the interior. The startup also redesigned the interior cabinets to flip upward rather than down for easier access, especially for vertically challenged people.
The interior also feels much roomier thanks to new side and rear windows that flip open for better airflow and a vast new skylight moved to the front of the trailer above the dinette area. Per Pebble, the revamped Flow exterior now features integrated tail lamps, enhanced aerodynamics, and a more streamlined appearance, including several color variations for early adopters:
During our virtual tour, a few exterior upgrades truly stood out. First, the Flow’s pass-through storage tunnel has been made larger, and Pebble has added a hitch receiver to accommodate accessories like bike racks. However, the new technologies introduced were the most impressive.
For example, Pebble added optional all-terrain levelers through an “InstaCamp” feature that can balance and level out the trailer, no matter where it is parked. The images above show Pebble Flow’s new motorized awning, which can be deployed using the app. Other features include four exterior cameras for better visibility and safety on the road and when parking.
Pebble has also introduced a re-engineered dual-motor drivetrain and a new caster wheel, making the Flow’s Remote Control and Magic Hitch capabilities (arguably the two most remarkable features in the entire trailer) possible and easy to use. What’s perhaps most impressive is how virtually all of the Flow’s features are controllable from a single tablet, as seen here:
From our experience, the most exciting features include the 1.1 kW solar array on the roof, the Magic Hitch capabilities, InstaCamp, and the Remote Control option using the Pebble App. We highly recommend checking out all those core features in action in Pebble’s video below.
The Pebble Flow starts at $109,500, with an option to upgrade to the Magic Pack. This adds the re-vamped dual-motor drivetrain, enabling features like Active Tow Assist, Magic Hitch, and enhanced Remote Control. The Flow configuration with the Magic Pack starts at $135,500.
According to Pebble, Flow production is expected to begin in early 2025, with initial deliveries beginning this spring. These early delivery customers will receive an exclusive Founders Edition of the Pebble Flow, fully loaded with all options and upgrades, plus the opportunity to select a limited-edition color (seen above), all for $175,000.
If you’re interested in a Pebble Flow, you can reserve one with a fully-refundable $500 deposit at pebblelife.com/preorder, and customize it to your liking.
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Genesis is giving its first all-electric vehicle a stylish new design, even more tech, and more in the updated model. The new Genesis GV60 EV is finally here. Check out the first look below.
Genesis reveals the updated new GV60 EV
The GV60 is the first dedicated EV to wear the Genesis badge. Launched in October 2021, the electric SUV helped establish Genesis as a true luxury brand in the EV space.
Four years later, Genesis is revamping it with its first major refresh. The new Genesis GV60 EV gains even more style, tech, and features.
Genesis unveiled the updated GV60 on Monday, showcasing its improved exterior and interior design for the first time. After the refreshed EV was spotted several times last year leading up to its official debut, we had a good idea of what design updates would be included.
One of the most noticeable features is the new front bumper. You can see Genesis fine-tuned the front end with a new bumper and headlamps.
The new GV60 features Genesis’ signature Two Line headlamps with Micro Lens Array (MLA) tech shown on other updated models like the Electrified GV70. The new Electrified GV70 was caught in public last month for the first time, revealing similar design updates.
Genesis infused its new “Athletic Elegance” design theme on the outside, while the luxurious interior features its “Beauty of the White Space” in-cabin experience.
The tech-loaded interior includes a new 27″ connected car Integrated Cockpit (ccIC) infotainment system. Genesis says the new design “eliminates the bezel between the cluster and audio, visual and navigation (AVN) screen.”
In other words, it makes the interior feel more spacious. The sporty new three-spoke steering wheel also enhances the interior. Other signature elements, like the Crystal Sphere, included in the outgoing model remain.
Genesis will reveal prices and additional specs closer to launch. However, like the updated Hyundai IONIQ 5 and Kia EV6, the new Genesis GV60 is expected to feature a bigger battery for more range.
The 2025 Hyundai IONIQ 5 has an 84 kWh battery that provides an EPA-estimated range of up to 318 miles, compared to the 2024 model, which has a 77.4 kWh battery that offers a range of up to 303 miles.
2025 Genesis GV60 trim |
Range (EPA-est) |
Starting Price* |
| Standard RWD | 294 miles | $52,350 |
| Standard AWD | 264 miles | $55,850 |
| Advanced AWD | 248 miles | $60,900 |
| Performance AWD | 235 miles | $69,900 |
The 2025 Genesis GV60 starts at $52,350. A new AWD trim costs $55,850, $5,000 less than the Advanced AWD model. With up to 294 miles range on the current model, the new Genesis GV60 could get upwards of 300 miles.
Check back for more info soon. Genesis will launch the new model in Korea in Q1 2025, followed by other markets.
What do you think of the new Genesis GV60 design? Would you buy one for just over $50,000? Let us know in the comments below.
Are you ready to check out the electric luxury SUV for yourself? With the 2025 models arriving, Genesis is offering closeout prices on the 2024 lineup while they are still in stock. You can use our link to find offers on 2024 and 2025 Genesis GV60 models at a dealer near you today.
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