Beyond the Review: Inside the Onyx RCR 80V

Joseph Maldonado

The first thing people ask about the Onyx RCR 80V is how fast it goes. After hundreds of miles around New York City, I’m more interested in what it’s like to live with.

The acceleration certainly gets your attention. But so do the compact proportions, CarPlay, cruise control and little design decisions that become more noticeable the longer you ride. Then there are the bigger questions: Can you repair it? Will parts still be available? What happens when the technology gets old?

My impression is that Onyx is trying to build a compact electric motorbike with BMX-inspired maneuverability and modern electronics, while leaving owners room to customize it and keep it running. Riding the RCR and talking with founder Tim Seward helped me understand that approach. Whether it holds up over years of ownership is a question a few hundred miles can’t answer.

Joseph Kaminski

Onyx RCR 80V GeekBox

Manufacturer figures below are advertised specifications, not independently measured performance results. Prices checked Oct. 14, 2026.

Specification	Onyx RCR 80V
Starting price	$4,699 Street / $4,899 Dual Sport
Motor	Rear hub; advertised 8kW nominal
Battery	Removable 80V, 45Ah / 3.6kWh
Claimed top speed	65–75 mph, depending on configuration; advertised for off-road use
Claimed maximum range	140 miles; current table associates this with Cruise Tune Eco at 15 mph
Claimed acceleration	0–30 mph in 1.7 seconds
Ride modes tested	Eco, Normal, Sport and Hyper
Wheels	17-inch tubeless
Brakes	Hydraulic discs with 220mm rotors
Display	TFT touchscreen
Phone integration	Apple CarPlay / Android Auto
Other features	Reverse, cruise control, regenerative braking, turn signals and alarm/key fob
Advertised ready-to-ride weight	Approximately 155 pounds

Sources: Onyx model and pricing overview⁠, RCR product page⁠, RCR feature page⁠ and Onyx’s brake and wheel description⁠.

Joseph Maldonado

Street, Dual Sport and getting it home

The Street and Dual Sport share the advertised motor and battery ratings. Their clearest hardware differences are the tires and fenders: Street has 4-inch street tires with optional fenders; Dual Sport has 4.5-inch tires with a more aggressive tread and fenders included. See the Onyx model comparison⁠

Neither arrives like a lightweight bicycle. The RCR is a heavy freight delivery that still needs final assembly, and I wouldn’t recommend unpacking it alone. At roughly 155 pounds ready to ride, it also demands some thought about storage before you order.

I live in a three-flight walk-up. That matters more to my daily experience than another few miles per hour at the top end.

Yes, the RCR has pedals. I doubt many people are spending nearly $5,000 because they’re looking forward to using them.

Joseph Maldonado

Small bike, serious performance

I’m 6 feet tall, around 260 pounds and usually carrying a backpack. The RCR has had no trouble moving me around.

Most of my riding has been between 15 and 35 mph, with plenty of time in Normal. I haven’t often felt the need for more. What I appreciate is the reserve power for acceleration and hills, rather than having to ask the bike for everything just to carry a heavier rider.

Seward made a similar point when we talked about the RCR’s development around San Francisco. Steep hills help explain why usable power matters beyond a top-speed claim.

His background also helps explain the bike. An industrial designer whose portfolio includes projects for Sonos and Bird, Seward founded Onyx to bring classic motorbike character to an electric machine. ⁠

He described a combination of motorcycle performance and BMX-style maneuverability. I grew up racing BMX, and I can relate to that influence. The RCR’s compact dimensions make it easy to move around underneath me and maneuver in tighter spaces. Its size is part of its appeal, although the weight is a reminder that this is a very different machine from a BMX bike.

“It’s like a blank canvas that you can customize… It’s not a BMX at all, but it definitely has some influence from when I was a kid,” says Seward.

Joseph Maldonado

The throttle changes the experience

With this much power, how it arrives matters.

On my test bike, Eco and Normal feel smoother and more forgiving. Sport and Hyper respond more immediately to wrist movement. Switching modes changes more than the available speed; it changes how carefully I need to feed in the throttle.

I like having that choice. Sometimes I want an easy cruise. Other times, I appreciate a quicker response. A gentler mode doesn’t eliminate the need for careful throttle control, but it makes the bike’s delivery better suited to how I want to ride.

These impressions apply to the software on my test bike. They aren’t a comparison of Onyx’s newer Cruise and Thrill tunes.

What I can say about range

I haven’t completed a controlled range test, so I don’t have a measured full-charge figure to give you.

What I do have is several hundred miles of use without range anxiety. On one ride from around 151st Street in Harlem to East 26th Street, the display showed a drop of about nine percentage points. My ride took me through Central Park, so we’re looking at about 9 miles. After longer outings through Queens and Brooklyn, I’ve returned with roughly 60% to 70% of the indicated charge remaining.

My much lighter teenage son also rode the RCR on an outing through those boroughs. I recall the indicated charge dropping by 17%, although that wasn’t a controlled comparison with my own riding.

One thing that continues to impress me about the Onyx RCR 80V is just how quiet its motor is. There’s none of that high-pitched whining or wheezing you sometimes hear from electric motors. Power delivery is equally impressive, remaining smooth and consistent whether I’m accelerating from a standstill or riding at higher speeds. I’ve also noticed how much the route itself can affect battery consumption. On a recent commute from 151st Street to East 26th Street, I took a different route instead of traveling entirely through Central Park and used just 6% of the battery compared with 9% on a previous ride. It’s a good reminder that real-world range isn’t simply about distance. Terrain, elevation changes, traffic, speed and riding conditions all influence how efficiently the bike uses energy.

Joseph Maldonado

Those readings describe what I saw on the display. They don’t establish that each percentage point equals a mile, or that the bike will travel 100 miles on a charge. Without recorded distances, consistent conditions and a fuller discharge test, that would be an extrapolation.

Rider weight, speed, acceleration and terrain all matter. My conclusion is narrower: the battery has comfortably covered the rides I’ve taken. Someone spending more time at high speed should expect a different experience.

Onyx itself recommends watching battery voltage for a better indication of remaining charge and range. That’s another reason to treat my percentage readings as observations rather than precision measurements. See ONYX battery guidance⁠

Joseph Maldonado

Comfortable suspension, with limits at the seat

The RCR fits me surprisingly well, and the suspension has done a good job taking the edge off New York’s potholes and broken pavement.

The seat is comfortable with good cushioning for shorter rides. After about 90 minutes, though, I start shifting around. The suspension helps with the road underneath me, but it doesn’t eliminate the discomfort that builds during a longer ride. That also could be due to my size; I’m far from a lightweight.

The brakes have also felt consistently strong. After a few hundred miles, lever travel still feels close to how it did at the start, and I haven’t noticed a meaningful decline in stopping performance. That’s a riding impression, not a measured stopping-distance or brake-wear test.

Cruise control and reverse were pleasant surprises

Cruise control sounded like a minor convenience until I used it. On the inclines I’ve encountered with it engaged, the RCR has held the selected speed even with my weight aboard. That has been a more useful demonstration of its available power than a top-speed run.

Discovering that it could also reverse was another pleasant surprise. On a machine this heavy, powered reverse is a feature I’m glad to have. Onyx documents both functions in its advanced controls guide.

Joseph Maldonado

CarPlay is a favorite feature — and a frustration

I didn’t expect to care this much about CarPlay. Having navigation and audio controls on the built-in display means I can leave my phone put away.

My main complaint is what happens to the motorbike’s own information. While using CarPlay, especially during a call, I want speed and battery status to remain easy to see. On my test bike, they aren’t presented as conveniently as I’d like.

Onyx told me it intends to address the display issue through a software update.

Navigation brings up another issue. I’d like routing that better reflects the vehicle I’m riding. Because it uses CarPlay, it offers driving directions. However, I would like the option to choose a different route if I choose to.

“Having Android Auto and CarPlay in the bike makes me want to ride more… Part of the new update will show stats like battery level and mode on the side while using it,” says Seward, who is also Onyx’s chief design officer.

Joseph Maldonado

Signals, lights and wet pavement

The turn signals sit close to the body, with less protruding hardware to catch on something. I like that design, but in sunny settings, the signals may not be as visible.

They don’t self-cancel. The display indicators help, but I’d prefer automatic cancellation to discovering I’ve announced a left turn for the last 20 blocks (minor complaint). The Bluetooth connection indicator is another small, useful display detail.

The headlight has worked well for the nighttime riding I’ve done. The halo running light and main beam give the bike a distinctive look, with high beam available when needed.

Joseph Maldonado

I’ve also ridden in the rain and on wet pavement without noticing handling problems. That’s limited experience, not a comprehensive wet-weather test. The more immediate issue is spray, as my bike doesn’t have the optional fenders installed, and New York street water gets everywhere.

Fenders are high on my list before doing more wet-weather riding.

Tubeless tires and everyday maintenance

The tubeless setup matters to me because removing a motorized rear wheel to deal with a flat tube can become a project. I’d rather avoid that extra complication where possible.

Tubeless doesn’t mean puncture-proof, and I wouldn’t assume any roadside plug is a permanent repair suitable for motorcycle speeds. But it’s a great go-to when in a pinch. Not having to remove the wheel to make it to your destination is clutch.

“These are basically motorcycle wheels and tires, so if you get a nail, you can patch or plug it without taking the wheel off and replacing the whole tube,” says Seward.

Joseph Kaminski

Forget the fob and the bike stays put

I’ve kept the RCR in storage at my partner’s apartment because she has an elevator. I sometimes forget to leave the key fob with it, which works well until I arrive without the fob.

That experience made phone or NFC access more appealing. Seward told me Onyx is developing app-based diagnostics, firmware updates and service support, and we discussed possible phone access. I’d welcome it, along with integrated tracking or movement alerts.

For now, I keep an AirTag hidden in the bike. I’ve also found the rear-wheel locking behavior reassuring when the bike is secured, although that isn’t a substitute for a physical lock.

Onyx already links a Superpower BMS app for battery monitoring. That should be distinguished from the broader app and unlocking features we discussed; I haven’t established that those proposed functions are available. See the Onyx product page

Joseph Maldonado

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The pedals don’t settle the legal question

I think of the RCR as a compact electric motorcycle. That description doesn’t, by itself, establish whether a particular example can be registered for road use. But it can be insured.

New York’s legal definition of an electric-assist bicycle includes a motor below 750 watts and specified assistance-speed limits. The RCR’s advertised power and performance exceed those limits. Buyers shouldn’t assume that pedals or a lower-speed setting make it a legal e-bike. See New York DMV definitions⁠

I haven’t verified New York registration eligibility for this exact model and configuration. That needs to be resolved with the DMV and the manufacturer before it can be presented as a straightforward street-legal commuting option. Bicycle lanes and walking routes should not be assumed available to it.

Joseph Maldonado

Beyond the ride: A conversation with Tim Seward

Seward’s explanation of Onyx starts with the products he no longer wanted to design. During our conversation, he described working on consumer electronics for brands including Sonos, HP and Samsung, only to watch products become disposable shortly after reaching the market. His experiences with furniture and old gas-powered mopeds suggested a different approach.

The following excerpts are edited for length and clarity from the interview transcript. Questions have been shortened, and the discussion has been reordered by topic. Future features are plans described during the interview, not confirmation that they are available today.

Joseph Maldonado

Question: Is there anything about your background or the bike that people might not know?

Seward: Before Onyx, I was a big consumer-electronics designer. I worked on Sonos, HP, Samsung, and all sorts of products you would see at Best Buy. While I liked that job, I didn’t like that people were throwing away their products.

When I was customizing gas-powered mopeds, I realized I was working on vehicles 30 to 50 years old. Who knows how many hands it went through until it got to me? I was like, I need to make products like this. I need to make products that, even if Onyx dies tomorrow, the products will live on. I didn’t want to continue to create landfill.

Joseph Maldonado

Question: If an owner keeps this bike for five years, what can they realistically expect for battery health?

Seward: With our extra layer of health protections, we are confident our battery pack will show only a 10% degradation in 10 years. So, at the five-year mark, you won’t even notice much of a difference, if any, in performance.

(That’s an ambitious prediction. Seward’s response didn’t include the testing, charging habits or usage conditions behind it, so I wouldn’t treat it as a guaranteed outcome or a warranty. It does give me something specific to follow up on as the bike ages.)

Question: How committed is Onyx to supporting owners with replacement parts years down the road?

Seward: We strive to offer hard-to-find parts even for discontinued products that are 5 to 6 years old. Also, our newest model, the RCR 80V, uses many parts that are compatible with aftermarket upgrades, so you can modify or maintain it for decades to come.

(That gets to one of my biggest questions about an expensive electric vehicle: What happens when something breaks after the model is no longer current? Aftermarket compatibility could help keep the RCR running, although it isn’t a guarantee that every component will remain available.)

Joseph Maldonado

Question: What sets Onyx apart from the growing number of electric motorcycle companies?

Seward: We are not just building a bike. We are building a community of riders who support each other across the globe.

(That connects with how I found my way to Onyx. I met John Angel while testing another bike, and he kept encouraging me to try an RCR. Before I spoke with the company, another rider had already shared his experience and got me interested.

The community side matters most when it becomes useful: Someone helping you understand a feature, troubleshoot a problem or figure out a modification. That’s the kind of owner involvement I’d like to see continue as Onyx grows.

Onyx also brings its community together through events like Onyx Week, where owners and enthusiasts participate in organized rides, meet members of the Onyx team, exchange ideas, and connect with other riders. Events have been organized in Los Angeles and New York, giving owners an opportunity to experience the community beyond online discussions and social media.)

Joseph Maldonado

What stays with me

The RCR has more power than I usually need and has covered my outings without battery anxiety. CarPlay and cruise control have become features I actually value. The seat can become less comfortable on longer rides, and the display should show the current speed and battery level while on a call.

Talking with Seward gave me a clearer understanding of the decisions behind those experiences. Customer feedback helped shape the 80V, while his experience with disposable electronics explains why he wants owners to keep these bikes running.

It’s nice to hear a company talk about making something you can keep for years instead of pushing you to buy a new model every year. That intention still has to be backed by replacement parts, documentation and service. Onyx’s published guidance says it doesn’t repair, refurbish or rebalance batteries, so long-term battery support remains an important question. See Onyx’s battery support policy⁠

For me, that’s what makes this worth looking at beyond the review — understanding why the RCR was built this way, how owners influence what comes next and whether the support can live up to the design. Would I recommend getting one? Heck yeah!

Joseph Maldonado