Wired Freedom Review: 100 Miles on One Charge

The Wired Freedom electric bike arrived in a huge shipping box that immediately hinted at how serious this machine is. The moment I lifted it out, the weight told the whole story — this isn’t a flimsy, budget e-bike. It feels like a heavy-duty, cruiser-style electric bike built with real strength and durability, more like a small motorcycle than a bicycle.

If you have been hunting for a fast, 60‑volt, dual‑battery fat tire bike that can actually do big miles and still stop when it matters, this one sits in a pretty wild sweet spot. I put it through street pulls, sand, ruts, bad ideas, and a very long range ride, then found out if the hype and price tag actually match.

Unboxing the Wired Freedom: First Impressions

Unboxing was equal parts exciting and annoying. The frame feels premium, the paint looks great, and the whole bike screams “overbuilt,” but the company used what felt like 6,000 zip ties. I am not exaggerating when I say it took close to 35 minutes just to cut all of them off.

Once you get past the plastic jungle, the details are solid. The screws come in labeled bags for pedals, headlight, fender, and rack, which makes assembly way easier than guessing. You even get a little bottle of touch‑up paint that looks like nail polish, so if you chip the frame you can fix it instead of staring at bare metal every ride.

Batteries and Chargers Included

This is where the wired freedom starts to separate from normal e‑bikes.

You get dual batteries for extended range:

Rear battery: 60 V, 15 Ah, roughly a 5‑hour charge from dead
Main mid‑frame battery: 60 V, 20 Ah, about 6 to 7 hours to full

They also ship two 3‑amp chargers, so you can charge each pack individually and get back on the road quicker.

Assembly: Heavier Bike, Simple Build

Building the bike is not hard, but it is a little twitchy just because of the size and weight. The frame is big, the rear rack and metal fenders need a bit of patience, and there are more steps than on a small city bike.

A couple of notes from the build:

The 203 mm brake rotors already had light marks, which tells me the bike was test ridden. I am fine with that. I would rather know the brakes actually worked at the factory.
The kickstand drove me crazy at first. The bike kept wanting to fall over. Turned out the rear tire was nearly flat and there is an adjustment screw on the back of the stand that changes the lean angle.

Small Setup Quirks and Fixes

Do these before your first real ride:

Inflate both tires to your preferred pressure.
Adjust the kickstand screw so the bike leans but feels stable.
Check the rear derailleur limit screws so the chain does not walk off the cassette.

Display and Settings: Surprisingly Polished

Once you power it up, the display looks more like something from a higher‑end moto than a budget e‑bike. Bright, clean layout, and a menu system that is actually logical.

You get things like:

Speed in mph, plus a live voltage readout (it showed 68 V when I rolled out)
Cruise control that lets you “set” a speed in a way I almost never see on e‑bikes
Class 2 lock and unlock, where you can open it up to a 99 km/h limit in the advanced settings
PWM tuning, so you can change how hard each pedal assist level hits
Brightness, password options, and an info screen for nerds who like data

Unlocking Full Speed Mode

To open it up, hold the power button, head into the advanced settings, switch the speed limit from “yes” to “no,” and the cap jumps up to that 99 km/h setting. What you do with that is entirely on you.

First Ride: Power, Speed, and That Seat

The first time you swing a leg over, you feel how tall and long the bike is. It is not some tiny folding thing. The stock seat is oddly “gooey” and has a center cutout you can actually feel, so there is a little relief where it counts, but it is also on the narrow side. Bigger riders will probably want to swap it.

In pedal assist 1, I was already seeing around 19 mph without trying, which is wild for the lowest level. PAS 2 bumps up to about 25 mph and you really start to feel the motor. Hit the throttle in the higher levels and the front wheel feels light, and the display showed peaks over 3,300 watts.

Braking Power Test

None of that speed matters if you cannot stop, and the wired freedom does stop. It runs 203 mm rotors with 4‑piston hydraulic calipers, so when they bite, they bite hard. You get about a 1‑second delay from pedaling to power cut, but once you pull those levers it feels closer to a small dirt bike than a cheap e‑bike.

If you want to see what I consider “max speed insanity,” you can compare it mentally to the Anoki A9 Pro Max performance and specs, which I have had up to 44 mph.

Suspension: Dialing It In

Front and rear, you get air suspension with rebound and compression adjustments. Out of the box it felt decent, but with my weight at around 241 lb, I wanted more support.

On the rear shock I:

Set rebound one click away from the firmest setting
Pumped it from about 100 psi up to roughly 168–170 psi

After that, the bike stopped pogoing and started feeling planted. You can hear the suspension working over bumps, but in a good way, like it is actually doing its job instead of just clanking.

Off‑Road Abuse: Sand, Hills, and Bad Choices

This is a single‑motor bike with a 3,200‑watt peak rear hub, and it feels like it. You can hear the torque when it loads up, and you can feel it in your arms when you lean into it.

I took it into soft Florida sand, up a pretty steep loose hill, through ruts and a small ditch. Even in that mess, the fat tires hooked up better than I expected from a street‑focused frame. It is not dual motor, but it did not care about moderate grades or soft patches, it just dug in and climbed.

The only downside off‑road is those metal fenders. They are strong and they protect you, but you will hear dirt and rocks pinging them when you start getting dumb in the rough stuff.

Real‑World Problems: Chain and Drivetrain

Pushing it hard did expose one weak spot. The chain popped off twice.

Both times, it jumped toward the frame side, which told me the derailleur limit needed a micro adjustment and the chainring design did not help. If the front ring was a proper double‑wall style, it would probably hang in there better on big hits. Once I backed the limit screw off and re‑seated the chain, it behaved, but it is something I would check early.

Battery Range: The 100‑Mile Question

Range numbers are always messy because everyone rides different. Speed, throttle use, hills, rider weight, wind, all of it changes the result.

What I can say is this: I rode well past the 60‑mile figure they list and cleared somewhere north of 80 miles on one charge, using the 60 V 15 Ah rear and 60 V 20 Ah main battery together. That was not at full blast the whole time, but it was not some slow 10 mph eco crawl either.

15 Ah rear plus 20 Ah mid really does feel like a marathon setup when you are used to smaller 48 V packs.

Customer Service and Why It Matters

One of the biggest surprises with the wired freedom was not on the bike at all, it was the company. When I had the kickstand issue and a couple of nitpicky questions, I got fast replies from actual humans in the U.S., not a mystery inbox on the other side of the planet.

As a veteran, I appreciate any company that hires here and actually answers the phone.

Pros, Cons, and Who This Bike Is For

Here is the honest breakdown after living with it:

Pros

Serious power for a single rear hub, with quick acceleration
60 V dual‑battery setup and real long‑range potential
203 mm 4‑piston hydraulic brakes that actually match the speed
Fully adjustable air suspension front and rear
Metal fenders, BMX‑style bars, and overall tank‑like frame feel
Price around $1,999, which undercuts a lot of bikes with weaker parts

Cons

Stock seat is on the narrow side, especially for bigger riders
Chain can pop if the derailleur is not dialed in perfectly
Assembly takes a good amount of time
Metal fenders can get noisy in rough terrain

Final Thoughts: Is the Wired Freedom Worth It?

If you want a light little commuter you can carry up three flights of stairs, this is not your bike. If you want a fast, heavy, moto‑inspired e‑bike that actually uses the power it claims, stops like it should, and can knock out close to 100 miles on one charge, the wired freedom makes a strong case for itself.

The value lands in that rare spot where the spec sheet, the ride feel, and the price all line up instead of fighting each other. Swap the seat, fine‑tune the derailleur, dial your suspension, and you have a machine that hits way above its price tag.

Ride it smart, respect the power, and it will put a stupid grin on your face for a very long time.