Buying your teenager an electric bike? Here’s how to choose the right one
As electric bicycles surge in popularity, many parents are considering them as viable transportation alternatives for their teenagers. From getting to school or practice on their own to riding around with friends, e-bikes are a great way to give teenagers freedom without tossing them the family car keys.
Electric bicycles offer an eco-friendly solution, merging traditional cycling with an added boost. If you’re contemplating buying an e-bike for your teen, here are some crucial tips to guide your purchase.
Consider whether your teen is ready for an e-bike
Far be it for me to parent your kid, but suffice to say that not all teenagers are ready for an electric bike. Heck, anyone whose been on the road lately can probably attest to the fact that not all adults are ready for a car driver’s license.
Consider whether your teenager is responsible enough to make important decisions like where to ride, how fast to travel, and how to ride with friends. If they’ve never taken driver’s education, consider enrolling them in some type of course to learn the rules of the road. There are several new options for e-bike specific road training courses online. Also consider planning out routes to school or other common areas with your teen first to find the best, safest roads and bike lanes for a journey.
Additionally, make sure your teenager is responsible enough to correctly lock their e-bike each time they park, as electric bike theft is rampant in many parts of the country.
Safety first!
Ensure the e-bike has robust safety features. Some budget-level electric bikes skimp on parts like lighting and quality brakes. Look for models equipped with bright LED lights and good reflective materials (many tires now have reflective sidewalls so riders can be quickly seen when a car’s headlights approach from the side). Keep in mind that most direct-to-consumer electric bikes that are ordered online and delivered to your home don’t come with their reflectors installed, as these can break off in shipping. Many people will forget to install the reflectors, but make sure you fish them out of the bottom of the box and put them on the bike. E-bikes are required by law to have reflectors, but they don’t necessarily have to come installed.
Also, check for effective braking systems. Many riders prefer hydraulic disc brakes for their lower maintenance and higher stopper power compared to mechanical disc brakes, though mechanical brakes can be just fine as well. Rim brakes are rarely seen on e-bikes anymore and are usually a sign of a cheap e-bike.
And remember, a helmet should be a non-negotiable accessory. When your kid pays the bills one day, they can make that decision for themselves. For now, it should be a requirement that comes with the responsibility of riding an e-bike.
Which style of e-bike is right?
There are literally hundreds of models of e-bikes available in the US, each with its own features and styles. Consider what your teenager needs most.
If he or she is commuting to school on roads and bike lanes, 2-3″ tires and a basic triangle or step-through frame is plenty.
If off-road riding is on the table, consider the potential of fat tires or more suspension.
If you’ll need to pick your teen up on occasion, a folding bike can be tossed in the trunk on one-way rides. This is great for times you need to meet your teen somewhere to head out together but they had already ridden there on their own. No need to head back for the bike when you can take it with you.
If this all seems like too much to think about, then a safe bet that will work for 95% of riders is a utility or folding e-bike with 20″ x 3″ or 20″ x 4″ tires. Think something like a RadRunner, Lectric XP, or Super73 ZX.
While electric cargo bikes are a great option for carrying lots of stuff, they’re not as ideal for teens due to their larger size that sometimes requires more calculated and careful riding. And on that note, while passenger packages that allow some e-bikes to carry a second rider are very useful tools, keeping one teenager per bike is probably a good idea to reduce distractions. I love riding two-up, but there’s a time and a place.
Don’t get bogged down on figures like range and battery
You might naturally try to get into the weeds when it comes to comparing ranges, but you shouldn’t. And the reason is because most e-bikes these days are pretty darn similar in that regard.
If you really like data and numbers, look for the battery capacity measured in watt-hours (Wh) instead of the company’s claimed range figures. Almost all e-bikes worth considering will have somewhere between 450 to 700 Wh of battery capacity, which is going to result in somewhere around 20-30 miles (29-48 km) of range per charge. There are a few exceptions of nice bikes with tiny little batteries, but for the most part, don’t get bogged down on range comparisons. Just make sure it’s got a battery of roughly 500Wh and your teen should have plenty of battery for getting around most towns. And if they ever find that they’re running low, just tell them to ride slower. Or pedal.
E-bike classifications: Which one is best?
Most states in the US use the three-class system for e-bikes. Class 1 e-bikes can hit 20 mph (32 km/h) and only engage the electric motor when the pedals are turning. Class 2 e-bikes are the same except that they can have a hand throttle like a motorbike that activates the motor without any pedaling necessary. Class 3 e-bikes are like Class 1 e-bikes but are allowed to hit speeds up to 28 mph (45 km/h). Class 3 e-bikes generally aren’t allowed to have throttles. All three classes limit motor power to 750W (one horsepower). As a side note, there are many e-bikes that blur the line between Class 2 and 3, as they have throttles but the throttle cuts out at 20 mph, meaning the rider has to pedal to push further up to 28 mph. While this doesn’t fit most strict interpretations of the rules, they seem to slip by in many areas as fulfilling the spirit of the law, if not the letter of the law.
All three of these e-bikes are generally allowed on all public roads and bike lanes where bicycles are allowed, though many trails and off-road areas will limit to Class 1 e-bikes only.
Your teenager will almost certainly want a Class 2 e-bike or one of the gray-area hybrids between Class 2 and Class 3 e-bikes. Basically, they will want a throttle because their friends’ e-bikes will have a throttle. Throttles are great for getting rolling at the bottom of a hill or just helping return home after a long day when you’re tired and don’t feel like pedaling. But consider that a Class 1 or true Class 3 e-bike might be more appropriate for your teenager as it will require some level of effort on their part and prevent them from treating the e-bike like a small format motorcycle.
I say this as someone who predominately rides throttle-controlled e-bikes and prefers to have a throttle, but I still know there’s a time and a place for pedaling. And when you’re a healthy young kid who might benefit from not being able to zoom down a sidewalk at top speed, not having a throttle might just be a good thing sometimes.
One thing to consider though is that in the US it is much harder to find pure Class 1 e-bikes, in part because they simply don’t sell as well. But many – if not most – Class 2 and Class 3 e-bikes can be limited to Class 1 performance in their settings. If you think your kid might just change the settings back to “fun” mode, you can usually just unplug the throttle also. Check with the vendor of the e-bike to see if their throttles can be unplugged and removed, if that’s something you’d like control over. Just know that your kid is going to be annoyed. But hey, a Class 1 e-bike is a lot better than a Class 0 e-bike, kiddo!
Test ride, if you can
There are lots of gifts that make great surprises. Electric bikes, much like puppies, are not one of them. There are so many different styles of e-bikes out there that it is much better to test the bike out first to make sure it feels right. Try and put your teenager on an e-bike to ensure he or she is comfortable with the size and handling.
This used to be more difficult, but many e-bike companies have expanded their dealer network and put their models in hundreds of brick-and-mortar stores. If you can, take your teen to test them out.
Another option is to borrow an e-bike from a friend or have them test out some of their buddies’ electric bikes.
Going in blind used to be the norm when most electric bikes were ordered sight unseen, but these days you can often find a way to test them out first.
Consider a reasonable budget for a teen’s e-bike
I’m not saying don’t get your teenager a nice e-bike, but consider that depending on how old they are, they might only have it for a year or two before heading off to college. It’s also likely going to be treated somewhat rougher than the way you’d probably handle it. And they’re probably going to be parking all over town, increasing the risk of theft.
For that reason, a teenager’s first e-bike probably shouldn’t be an ultra-premium electric bike. That doesn’t mean cheap out either though. Below $500-$600, you’re usually (but not always) looking at low-quality parts, cheap batteries, and poor construction. There are plenty of good e-bikes in the $1,000 to $1,500 range, and lots of better options under $2,500. If you move up to $3,000-$4,000, you get into some really high-quality stuff, and if you can swing that much on your teen’s e-bike then that’s great. But for many people, $1,000-$2,000 is the sweet spot for a good bang-for-your-buck e-bike that will balance safety and quality with cost.
We’ve got a great breakdown of the best electric bikes in every price range, if you want more guidance on specific models and prices.
Don’t be afraid of reviews
There’s never been a time in history when online reviews were less helpful than right now. What was originally a helpful tool has turned into a manipulated system of spite and revenge. Look no further than online e-bike communities like those on Reddit or Facebook, where you can type in any e-bike company name followed by “nightmare” and find some horror story about something going wrong or some bad customer service experience.
I basically live rent-free in these communities for several hours a day, and I constantly see new horror stories followed by a bunch of replies from people saying they’ve only had an amazing experience with that company. Who do you believe? Is Company XYZ the best or the worst? Many of these reviews are true. Some are from spiteful customers who didn’t get the answer they wanted from a company. Many others are from bots. Some are paid for by the company’s competitors. It’s a clusterduck of unhelpfulness. Well, unless there are several pictures of people’s bikes breaking in half. That’s pretty solid, so to speak.
So try this as an alternative. Instead of being scared off by reviews, look for companies that maintain large US workforces and customer support teams. This isn’t an exhaustive list, but companies like Aventon, Lectric eBikes, Rad Power Bikes, Ride1Up, Super73, and others may all sell Asian-built electric bikes, but they are US-based companies with local support teams. They all surely have horror stories online about “bad service” but also have tens of thousands of happy customers who rely on that local support. Ultimately, put more emphasis on warranty and support options.
There are even some companies that make their e-bikes locally and offer super-long warranties, such as Electric Bike Company, though we don’t have time here to wade into the locally “built” vs. “assembled” argument.
The point is, research a company’s record but also consider their warranty, their local customer support, and other issues beyond just a few nightmarish reviews online, since all companies have them.
In conclusion, buying an e-bike for your teenager can be an empowering decision, fostering independence and environmental responsibility. It’s a great opportunity to teach accountability, timeliness, and personal responsibility to your teen while also freeing up your own schedule instead of being the family chauffeur.
Hopefully by following these tips, parents like you can ensure that you’re making a sound investment for your teen’s mobility needs while also keeping them safe and protected.
Good luck!
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After a sluggish stretch, US wind is heading into a pivotal moment, with a near-term rebound colliding with rising power demand, tariffs, and stubborn permitting bottlenecks.
US wind power: the next five years
The US is expected to add more than 7 gigawatts (GW) of new wind capacity in 2025, a 36% increase from this year, according to the latest US Wind Energy Monitor report from Wood Mackenzie and the American Clean Power Association (ACP).
That matters now because the US power grid is under mounting pressure, just as new generation has become harder to build. Electricity demand is rising for the first time in years, mainly driven by data centers and other large loads, while wind developers are navigating higher turbine costs, tariff uncertainty, and permitting delays. How quickly projects can move from the pipeline to completion over the next few years will shape whether wind can help keep the lights on and power prices in check.
Over the longer term, the outlook is steady but increasingly back‑loaded. The report still sees 46 GW of new wind capacity coming online between 2025 and 2029. What has changed is timing. More projects are now expected to reach completion in the middle of the decade, with 2026 and 2027 shaping up to be especially busy years at 10.7 GW and 12.7 GW, respectively, as projects move through the development pipeline.
That shift helps explain why installations lagged earlier this year. Wind additions in Q3 came in at 932 megawatts (MW), about 23% below forecasts. But activity is picking up fast. Developers have about 3.8 GW queued for Q4 2025 alone, which would account for 52% of the year’s total expected capacity. That kind of late-year rush is typical for wind projects, which tend to reach completion toward the end of the calendar year.
There are also signs of life on the manufacturing side. US turbine order intake rebounded in Q3 to pre–Trump’s big bill act levels, with more than 2 GW of firm commitments, the strongest quarter in the past nine months, and a 79% jump from the previous quarter. But you wouldn’t know it, because turbine makers are increasingly keeping project details close to their chests, and much of the qualifying “start-of-construction” activity is happening off-site through component manufacturing.
Looking further out, the report flags a noticeable slowdown toward the end of the decade. Capacity additions in 2029 are expected to drop sharply following project cancellations and inactive designations, largely due to permitting challenges and broader development constraints.
Power demand takes off
At the same time, the need for new power is growing fast.
After a decade of mostly flat electricity demand, US power demand is now expected to grow by around 3% per year through 2029, compared to just 0.7% over the previous decade. Data centers alone are expected to drive about 59 GW of the roughly 90 GW increase in peak demand. That kind of round-the-clock load makes more wind power a necessity.
“The US power market is facing mounting strain after a decade of flat demand, with utilities committing to 160 GW of large-load additions,” said Leila Garcia da Fonseca, Wood Mackenzie’s director of research. “This represents a significant opportunity for wind energy, which benefits from strengthened economic fundamentals and a compelling business case driven by its competitively low LCOE.”
But she also warned that higher turbine costs and policy uncertainty could slow down progress in the middle of the decade.
Onshore wind: Western states lead
Onshore wind continues to do the heavy lifting. The five-year onshore outlook remains unchanged at 39.8 GW of new capacity, and the 2025–2027 pipeline already has turbine orders in place for every project. More than 60% of that three-year capacity has either been commissioned or is already under construction.
Western states are leading the charge. Wyoming, New Mexico, and neighboring states are expected to account for about 34% of onshore activity over that period. Big projects are driving the numbers, including Pattern Energy’s 3.5 GW SunZia project in New Mexico, which is set to make the company the top wind installer in 2026, and Invenergy’s 998 MW Towner Energy Center in Colorado, the single largest project expected to come online in 2027.
Wind is also spreading into new territory. Arkansas recently brought its first utility-scale onshore wind farm online with Cordelio’s Crossover Wind (pictured).
Repowering older wind farms remains another bright spot. Wood Mackenzie expects 18 repowering projects to add about 2.5 GW of capacity over the next three years.
Offshore wind: progress, but pressure
Offshore wind is a different story. Wood Mackenzie expects offshore installations to slow in Q4 2025 due to harsh winter weather, pushing some capacity into 2026. Still, projects already under construction are making progress. Vineyard Wind connected 15 turbines in Q3 and delivered 200 gigawatt-hours (GWh) of electricity over the first nine months of the year.
“US offshore wind shows diverging momentum,” Garcia da Fonseca said. “Projects under construction with commercial operation dates in 2026 continue to hit key milestones, but post-2027 developments face potential delays amid constrained wind turbine installation vessel capacity, driving delays and contract terminations.”
The offshore sector is also under growing financial strain – and let’s not forget political attack from the Trump administration – with delays and contract terminations weighing on late-decade projects.
Tariffs are making turbines more expensive
Tariffs remain one of the biggest wild cards for the US wind industry. Wood Mackenzie expects tariffs to push turbine costs higher in 2026 before easing in later years. Overall, US onshore wind capital spending is projected to rise by about 5% through 2029.
“US wind turbine pricing is experiencing unprecedented uncertainty as conflicting market and regulatory forces interact,” said Garcia da Fonseca. While domestic manufacturing capacity could eventually bring prices down, tariffs on raw materials and key components are expected to keep costs elevated in the near term.
Read more: Federal judge rules Trump’s offshore wind ban illegal
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After Lucid Group’s (LCID) stock price reached a new all-time low this week, the company’s communication boss is out to set the record straight.
Lucid stock hits a new low as investors wait
Lucid is facing new headwinds in the US at a critical time as the EV maker looks to enter its next growth phase. It’s ramping up output of its first electric SUV, the Gravity, and is set to launch its midsize platform in late 2026.
Like all automakers, the company is facing new headwinds in the US under the Trump administration, but that isn’t stopping Lucid from continuing on its mission of “changing the world through innovation and efficiency.”
Lucid’s head of communications, Nick Twork, reassured investors on Thursday that while others are pulling back, the company is still plowing ahead.
“We know it’s been a challenging period for our long-term holders,” Twork said, adding, “We are focused on execution and being transparent.” Twork reaffirmed investors that Lucid has “a strong liquidity runway,” including a $2 billion PIF credit facility, and another $2 billion in refinanced convertible notes that now mature in 2030/31.
$LCID investors: we know it’s been a challenging period for our long-term holders. We are focused on execution and being transparent. As our CFO Taoufiq has said, we have a strong liquidity runway, including an undrawn $2B PIF credit facility, and we refinanced $2B of converts… pic.twitter.com/4gvzFqmpLj
— Nick Twork (@ntwork) December 18, 2025
While other automakers are scaling back EV plans, including Ford most recently, “we’re building through it and ramping,” Lucid’s communications boss said.
After a magnet shortage and other supply chain constraints hampered Gravity production early on, Lucid now expects the electric SUV to make up the majority of production and deliveries in the fourth quarter.
Speaking at the 53rd Annual Nasdaq Investor Conference last week, Lucid’s interim CEO, Marc Winterhoff, said the company “is on track” to hit its guidance of producing 18,000 vehicles this year. That’s at the lower end of its initial 20,000 to 18,000 target, but Winterhoff said output is picking up and Lucid now has “weeks where we are producing 1,000 vehicles” in a single week.”
Hitting that 18,000 target won’t be easy. Through the third quarter, Lucid produced 9,966 EVs, meaning it will need to build over 8,000 more in Q4. That’s more than double the 3,891 it made in the third quarter.
Lucid had about $4.2 billion in liquidity at the end of Q3, but after agreeing with PIF to increase the delayed draw term loan credit facility (DDTL), the company said total liquidity would have been around $5.5 billion.
The capital is enough to fund it through the first half of 2027, Lucid said. Later next year, Lucid will begin production of its midsize platform, which will underpin at least three new vehicles priced around $50,000.
Lucid’s first midsize model will be an electric crossover SUV, followed by a more rugged version inspired by the Gravity X concept. The third is rumoured to be a midsize sedan that will compete with the Tesla Model 3.
During a fireside chat at the UBS Global Industrials and Transportation Conference earlier this month, Lucid’s CFO, Taoufiq Boussaid, said the midsize EVs will be positioned in “the heart of the market,” starting at around $50,000.
While Rivian (RIVN) and Tesla (TSLA) shares are trading up by over 50% and 27%, respectively, since the beginning of 2025, Lucid’s stock price has fallen by over 60%. Earlier this week, Lucid’s stock touched an all-time low of $11.09 per share.
Twork said Lucid will share more information about its growth plans during its Capital Market Day in the first quarter.
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Like a 90s “gifted” kid that was supposed to be a lot of things, the electric Jeep Wagoneer S was supposed to be sporty, luxurious, and appeal to a whole new Jeep buyer. Despite being a decent vehicle, it never really found its place — but now that Jeep is offering nearly $17,000 off select models, it might be time to give the go-fast Wagoneer S a second look.
Whether we’re talking about Mercedes-Benz, Cerberus, Fiat, or even Enzo Ferrari, there have been no shortage of corporate outsiders have labeled Jeep as a potentially premium brand that could, “if managed properly,” command luxury-level prices all over the globe. That hasn’t happened, and Stellantis is just the latest in a long line of companies to sink massive capital into the brand only to realize that people will not, in fact, spend Mercedes money on a Jeep.
“Stellantis bet big on electric versions of iconic American brands like Jeep and Dodge, but consumers aren’t buying the premise,” wrote CDG’s Marcus Amick, back in June. “(Stellantis’ dealer body) is now stuck with expensive EVs that need huge discounts to move, eating into already thin margins while competitors focus on [more] profitable gas-powered vehicles.”
To get its prices back in line with the market’s expectations, Jeep is slashing prices with lots of cash on the hood. That includes a hefty $15,250 incentive on select Wagoneer S trims listed as a “2025 National EV Credit Select Inventory Retail Bonus Cash” offer by Greenville Chrysler in Greenville, Texas — which seems like it would be stackable with $1,500 in National Stellantis Loyalty Retail Bonus Cash as well, for a total of $16,750 in incentives before any additional dealer discounts come into play.
All of which is to say: if you’ve found yourself drawn to the Jeep Wagoneer S, but couldn’t quite stomach the $70,000+ window stickers, you might want to check in with your local Jeep dealer and see how you feel about it at a JCPenneys-like 30% off!
Original content from Electrek.
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