NIU XQi3 Review: Electric Enduro for Urban and Off-Road Adventures

Our 1000PS outpost garage in Barcelona serves as the perfect testing ground for the NIU XQi3. Here, dense traffic, beachside promenades, narrow streets, and the hills of Garraf converge. It's the ideal setting to determine whether this lightweight electric two-wheeler is just an attention-grabbing toy or a versatile machine. I approach the XQi3 with the fundamental question: Is it a viable light enduro alternative, a nippy urban e-scooter, or simply an overhyped gadget? During the test, various 1000PS protagonists put the vehicle through its paces in different scenarios. I handle the technical assessment and the playful off-road approach, while Supermoto World Champion Bernd Hiemer evaluates the XQi3 on light trails from a sporty perspective. Meanwhile, Horvath focuses on urban day-to-day use and conducts a range test in the mountainous Garraf National Park. This results in a comprehensive, practical overview rather than a single viewpoint.

The NIU XQi3 is an exceptionally lightweight electric two-wheeler, tipping the scales at just 76 kilograms. With a seat height of 875 millimeters, it might not sound particularly low on paper. However, I must emphasize its narrow and light build, which makes it significantly more accessible during maneuvering, slow riding, and handling than the seat height might suggest. I categorize the riding experience as playful since it's rare to encounter such little mass beneath you in the motorized two-wheeler realm. The XQi3 rolls on 19-inch wheels front and rear, fitted with narrow 70/100 tires. Combined with its off-road-ready stance and knobby tires, this creates a unique hybrid of a lightweight motorcycle, e-moped, and trail toy. The maximum output is 8 kW, with a rated power of 3.5 kW. In its street-legal version, the XQi3 is capped at 45 km/h, fitting it into the AM category. However, it's worth noting that its electric thrust feels significantly more robust than the raw power figures might suggest.

NIU employs multiple solutions for operating the XQi3. It can be unlocked with an NFC card but also offers a traditional key. Additionally, there's a magnetic safety switch reminiscent of a jet-ski emergency shut-off. The vehicle is only ready to go once this switch is correctly engaged. I note that this starting procedure requires some getting used to initially. However, it's practical since the vehicle can automatically deactivate in the event of a fall. Riding modes are selected via a distinctly tactile switch. In the street version, Eco and Sport modes are capped at 45 km/h but noticeably differ in their throttle response. There's also an Overboost button, providing a temporary power surge, which I find perfectly complements the XQi3's playful nature. The battery is located under the seat, is removable, weighs 15.4 kilograms, and operates at 72 volts and 32 Ah. Charging is said to take about 5.3 hours. For urban use, it's noteworthy that the battery is heavy enough to be felt but light enough to carry into an apartment for charging.

A key highlight is the announced OTA update for the XQi3 Wild version. This update, delivered via over-the-air firmware without hardware changes, promises a significant power boost. In Sport mode, continuous power increases by 28%, allowing the XQi3 to accelerate faster and respond more directly. The Boost mode also gets an upgrade, with 36% more power available, particularly beneficial for acceleration and tackling inclines. According to NIU, peak power rises from 8 kW to 10.6 kW, and post-update, the top speed is raised to nearly 80 km/h. Acceleration sees a marked improvement too, with the 0 to 75 km/h sprint taking 6.3 seconds with the OTA update, compared to 8.4 seconds without it. It's important to note that this performance enhancement is exclusive to the XQi3 Wild version. The street version remains within the legal boundaries of local regulations. NIU also cautions that the enhanced performance may reduce range by up to 20% depending on usage and conditions.

I see a major advantage of the XQi3 in its inconspicuousness. With a combustion-engine enduro, it would be unthinkable to play around, even briefly, near the beach or on sensitive paths in a densely populated area like Barcelona. The NIU is quiet, small, and comes across as less intimidating than a traditional motorcycle. Of course, courtesy is essential, and the goal is not to act like a hooligan on the beach or in the city. However, the test shows that the electric concept opens up areas of use where a combustion engine would immediately be disruptive. You can play around in the sand, gain experience in light terrain, and try new maneuvers thanks to its low weight. What stands out to me is the ease of lifting the front wheel. While a heavy enduro requires clutch control, timing, and power, with the XQi3, a simple tug on the handlebars and a twist of the throttle are enough. This makes it accessible for playful practice, but it also requires a gentle touch, as the motor can be quite responsive in sport mode.

On the trails around Barcelona, it becomes apparent to me where the limitations lie. While the XQi3 offers 200 millimeters of front travel and 176 millimeters at the rear, the suspension feels soft, in line with the vehicle's light weight. It doesn't operate like a full-fledged, progressively damping enduro suspension, so traversing stones and rough terrain introduces more movement into the vehicle. Due to its lightness, the front wheel is more easily displaced when hitting a rock from the side. The standing position is another concern for me. I'm positioned high above the narrow vehicle and have to lean significantly down to reach the handlebars. This makes the XQi3 feel more tippy and unstable on rough ground than its initial playful impression suggests. Additionally, the direct electric drive demands focus. In sport mode, a small throttle input is enough to lift the front wheel. I find the ride enjoyable but also tiring. While it works well for short playful sessions, the XQi3 doesn't replace a full-fledged off-road machine for demanding enduro passages, in my opinion.

Bernd Hiemer evaluates the XQi3 from a different perspective. As a Supermoto World Champion, he brings extensive experience in sporty riding and vehicle control. On the mountain bike-like trails, he describes the NIU as very accessible. When seated, it allows for relaxed wandering through light terrain. As things get sportier, Bernd prefers to stand, and this generally works well for him too. However, he also notes that the handlebars are positioned quite low. For riders over about 1.75 meters, higher handlebars might be beneficial for adopting a more active and natural stance. In terms of its purpose, Bernd also considers young riders. Those aged 15 or 16 riding such a machine can have fun off-road while simultaneously developing a feel for motorcycling. He views this positively: the XQi3 can introduce young people to motorized two-wheelers in a low-threshold manner. He finds the performance absolutely adequate for light terrain. However, for hard enduro or demanding off-road use, more engine power, better suspension, and greater ground clearance would be needed.

In the test, Horvath takes on the role of assessing the XQi3's urban everyday use. For him, the NIU XQi3 fits remarkably well with the summer, sun, and palms of Barcelona. However, he immediately points out that the vehicle is designed for short distances. The seat comfort is a clear indicator: he describes the seat as very hard, offering him little in terms of true comfort. At the same time, the XQi3 pleasantly surprises him with its handling of speed bumps and uneven surfaces. The off-road-oriented suspension works well in the city, allowing you to roll over many bumps without having to brake hard. Especially in places where cars slow down considerably before bumps, the XQi3 feels superior. Horvath is also surprised by the tires. He initially expects a wobbly, unstable ride, particularly in roundabouts. In reality, the NIU can be steered smoothly through the city. Its light weight aids in maneuvering, parking, and generally in all situations where moving a stationary vehicle is required. For Horvath, this is a definite advantage in everyday use.

Horvath primarily sees the XQi3 as a city vehicle but nonetheless ventures out of Barcelona to Garraf to test its uphill performance. He starts with a 96 percent battery charge and deliberately doesn't drive conservatively. He finds the Eco mode impractical for city traffic, as the 25 km/h limit would make it more of a hindrance. So, he stays in Sport mode, using the 45 km/h where possible. At the base of Garraf, the display still shows 92 percent. Uphill, the XQi3 initially maintains 45 km/h well, which is important for Horvath, as a noticeable speed drop on an already limited machine would be undesirable. Later, the speed briefly dips to about 41 km/h but recovers. He notes no critical overheating. After several hairpin turns and about eleven minutes of full-throttle ascent, he reaches the top with 76 percent battery remaining. A consumption of around 20 percent for this effort is better than he expected. The little NIU has to work hard but handles the challenge solidly.

In the end, a clear picture emerges from the three perspectives. I see the XQi3 as a vehicle that's hard to categorize, but that's precisely its charm. It's neither a classic enduro, nor a scooter, nor a bicycle. Bernd Hiemer views it as an accessible machine for light terrain, short trips, and an introduction to motorized off-road experiences. Horvath identifies its place primarily in the city, as long as one is covering short distances and doesn't expect the high comfort or utility of a classic scooter. So, the XQi3 doesn't replace a hard enduro or a full-fledged urban scooter. Instead, it offers its own character: light, electric, quiet, direct, and playful. Those who seek exactly this will likely grasp its intended use immediately. Those expecting a practical everyday vehicle for all occasions might encounter limitations. The XQi3 thrives on connecting short commutes, small adventures, and playful riding moments. It can do more than one might assume at first glance, yet it remains deliberately a niche vehicle.