Two are in the building — Street trim, new in the crate. A $500 refundable deposit holds one for 24 hours: it comes off the floor, applies to your price if you buy, refunds in full if you don't.
Here is the whole thing in one sentence: a real dirt bike you can legally ride out of your own driveway. VIN, plate, mirrors, signals, DOT tires — it registers like a motorcycle, parks like a bicycle, and costs pennies to run. The trailer, the truck, the staging, the loading ramp arguments: gone. You just… leave.
Powertrain
- Motor
- Mid-drive, 3,500 W nominal
- Peak power
- 8,000 W — 10,800 W with Ultra Boost engaged
- Battery
- 72 V / 32 Ah LG lithium-ion, 21700 cells (≈2,300 Wh)
- Removable
- Yes — seat lifts, pack lifts out, charges indoors
- Charge time
- Roughly 5–5.5 hours on the included 6 A charger
- Range
- 50–55 miles claimed. Real trail riding lands well under that.
- Ride modes
- Eco · Dynamic · Sport · Ultra Boost
- Transmission
- None. Twist and go.
Chassis
- Frame
- Forged aluminum
- Front suspension
- KKE inverted fork, preload and rebound adjustable
- Rear suspension
- KKE linkage shock, compression and rebound adjustable
- Brakes
- 220 mm front / 203 mm rear hydraulic discs
- Tires
- 70/100-19 knobby, front and rear
- Seat height
- 875 mm (≈34.5 in)
- Ground clearance
- 237 mm (≈9.3 in)
- Weight
- 156–168 lb depending on source and trim hardware
- Max load
- Published figures vary between 220 lb and 377 lb — ask us
Electronics
- Display
- Round color TFT
- Unlock
- NFC card, Bluetooth phone proximity, or physical key
- App
- Battery and vehicle status, ride history, settings
- Extras
- Lap timer, route tracking, hands-free calls, USB-C port
- Lighting
- Full LED — headlight, brake and tail
- Safety
- Tip-over kill switch cuts motor power if the bike goes down
Trim
- Top speed
- 30 mph as delivered; unlockable to ≈47 mph
- Street legal
- Yes — DOT tires, VIN, registrable in Utah
- Included hardware
- Mirrors, turn signals, plate holder
And it is easier than any dirt bike you grew up wrestling. Press the button, turn the throttle, and you are riding — no clutch to stall, no gears to hunt, no engine to warm, no noise to apologize for. Ten minutes after your first look at it, you are grinning up a canyon.
Niu put five million electric two-wheelers on city streets before building this — the XQi3 is all of that battery and software know-how pointed at dirt, wearing a license plate.
Twist. Go. Laugh.
Every bit of the torque is there the instant you ask for it. No revs to build, no powerband to wait for — the hit is immediate in a way no gas bike this size can be, and it never stops being funny.
That instant hit is also why beginners love it: the two hardest parts of learning a dirt bike — clutch and gears — simply are not here. Start in Eco, and the same machine that walks a first-timer up a fire road will loft the front wheel for you in Sport once you have earned it.
Ride at 7am. Nobody knows.
Silence changes when and where you get to ride. Early mornings before it gets hot. The lot behind the church on a Tuesday evening. Trailheads where a two-stroke would end the conversation with every neighbor in earshot. You hear your tires, your suspension, and your kid laughing on the bike behind you — that is the whole soundtrack.
The service list fits on a sticky note.
No oil, no filters, no valves, no jetting, no winter carb gunk. Brakes, tires, chain, bearings — done. Lift the seat and the thirty-pound battery comes out and charges from a normal wall outlet, in your kitchen if you want. A second pack turns a half-day into a full one.
It is the dirt bike for people whose garage does not want a project. Charge it like a phone, ride it like a bike.
Underneath the fun: actual hardware.
Forged aluminum frame. KKE suspension that adjusts at both ends — preload and rebound up front, compression and rebound out back — which at this price is genuinely rare, and which means we can set it up for a 130-pound teenager or a 220-pound adult in fifteen minutes at the counter. Hydraulic discs, 220 mm front and 203 mm rear, with real bite.
The software is the Niu part: round color display, NFC card unlock, phone-proximity unlock, lap timer, route history, and a tip-over switch that kills the motor if the bike goes down without you.
Street means no trailer.
VIN, mirrors, turn signals, plate bracket, DOT tires — everything needed to register it and ride out of your own driveway. Commute on it all week, ride it up the canyon on Saturday, ride it home. The trailer stays wherever trailers go.
The honest catch: it leaves the factory capped at 30 mph and unlocks to about 47. We will show you exactly how that works and what it means for where you ride, rather than pretending the limiter is not there.
What we'd tell you in the shop.
- Delivered capped at 30 mph. Unlocking is a settings change — know the posted limits where you ride.
- Not freeway-rated. It is a surface-street and canyon machine.
- Registration, plate and insurance are on you; we will point you at what is needed but we do not file it for you.
- No regenerative braking — on long descents you ride the brakes, and pads wear faster than most people expect. We stock them.
- Claimed range assumes gentle riding. Sport and Ultra Boost cut into it hard; a second battery is the honest answer for a full day out.
- Sport-mode throttle is abrupt off the bottom. New riders start in Eco — we will set it up that way before it leaves.
Questions we actually get.
Do I need a motorcycle endorsement?
Plan on yes at this power level, and confirm your situation with the Utah DLD before you ride it home.
Can I ride it on the freeway?
No. It is not built for sustained freeway speed and should not be treated as though it is.
Is it any good in the dirt with the street hardware?
Yes — same frame, suspension and power as the Wild. People do pull the mirrors for trail days.
How does it compare to a 125 on price?
It undercuts most urban 125s to buy, uses no fuel, and the service list is a rounding error.