After riding the Can-Am Pulse for a total of 570 kilometers, including city streets and faster roads, in rain and hot weather, both at night and during the day, Electrek’s review concluded that the motorcycle clearly succeeds at the task for which it was designed: daily urban commuting. However, it neither attempts nor can realistically serve as a motorcycle suitable for long trips.
A Small System with Practical Capabilities
The Pulse uses a Rotax E-Power electric motor with a peak output of 47 horsepower (35 kilowatts), continuous power of 27 horsepower (20 kilowatts), and 53 pound-feet (72 newton-meters) of torque available from zero to 4,600 rpm. The motor connects directly to the rear wheel through a single-speed transmission without a clutch.
The motorcycle weighs 390 pounds (177 kilograms) and reaches a top speed of 129 kilometers per hour, while it requires 3.8 seconds to accelerate from zero to 100 kilometers per hour. Placing the battery inside the motorcycle’s frame helps keep the center of gravity low, which, according to the review, translated into easy balancing and a quick adjustment period with the motorcycle.
The motorcycle uses an 8.9-kilowatt-hour liquid-cooled battery, the same battery used in the Can-Am Outlander Electric and Origin. The review notes that the battery is integrated with the onboard charger and inverter into a compact assembly. The possibility that it uses 2170-format cylindrical cells, based on BRP patent WO2023073665A1, remains an unconfirmed inference, as the review did not establish the cell specifications through direct disassembly.
Range and Charging Define Its Usage
Can-Am claims a range of up to 160 kilometers in the city and approximately 130 kilometers according to the combined WMTC cycle. During testing, the actual urban range reached 140 kilometers when riding on roads with speed limits no higher than 70 kilometers per hour. However, the figure fell to approximately 80 kilometers on the highway at 100 kilometers per hour.
Efficiency varies substantially depending on the road: the reviewer recorded 53.4 watt-hours per kilometer on city streets, 112 watt-hours per kilometer on the highway, and 70.2 watt-hours per kilometer on secondary roads. The Pulse uses a J1772 connector and a 6.6-kilowatt onboard charger, allowing the battery to charge from 20% to 80% in approximately 50 minutes, or to charge fully in about 90 minutes through Level 2. Level 1 requires up to five hours.
These figures suit an urban-commuting motorcycle, but they make long trips impractical. The absence of DC fast charging is the motorcycle’s biggest technical shortcoming from the reviewer’s perspective; the ability to charge from zero to 80% in 20 to 25 minutes would have expanded its use to weekend trips and reduced the impact of a workplace charger being unavailable or occupied.
Riding Experience and Safety
The reviewer praised the powertrain’s responsiveness, the motorcycle’s agility, and its ease of control. The rotary handle allows the rider to increase acceleration when turned in one direction and increase regeneration when turned in the other, with three levels of regeneration when pressure is released from the accelerator: Off, Standard, and High.
The motorcycle has four riding modes: ECO, Normal, Rain, and Sport+. Rain mode reduces acceleration response and enhances traction control in slippery conditions. The reviewer also described the traction-control system as quick to respond on uneven surfaces and wet roads. The braking system received a positive assessment, with the ABS system and motorcycle traction control, MTC, working together to provide improved stability.
The mirrors were large and clear, and the display was easy to read even while riding at night. The horn also largely compensated for the reduced sound of the electric motor when alerting pedestrians. On the other hand, the seat was not entirely suitable for long trips; after a ride lasting four hours, the reviewer was ready to get off.
Software and Everyday Comfort
The display offers several layouts, and the range estimate was reliable enough for daily planning, but the reviewer would have preferred to see the battery charge percentage directly instead of relying only on the range estimate. The reviewer also noticed relatively slow interface response, which became more apparent when Apple CarPlay was running.
CarPlay provides real value for navigating within the city, but it requires connecting the phone through USB and pairing a Bluetooth headset with the motorcycle before launching, even when the user only wants to display the map. Its interface is also difficult to control through the handlebar buttons, while touching the screen while riding, especially when wearing gloves, is impractical.
Storage space is limited, with a small compartment that includes a USB-A port. Bags, a top box, a second seat, and a tank bag can be added through Can-Am’s proprietary LinQ system. The review also noted a minor issue involving the difficulty of opening and closing the storage-compartment lock.
Why Does This Assessment Matter?
The Pulse’s value begins with the clarity of its specialization. Priced at $10,999 in the United States ($14,299 in Canada) for the standard version, the article says it is slightly cheaper than the Zero S, which starts at $13,495 ($20,395 Canadian), and the LiveWire S2 Del Mar, priced at $11,999 ($16,799 Canadian). The 2026 model’s price was also reduced by as much as $3,000 in the United States ($4,000 in Canada), according to the text.
However, the price comparison does not erase the differences in category: the Pulse is smaller and has less power and capacity than its competitors, in exchange for lower weight and a stronger focus on the city. It also features a liquid-cooled battery and powertrain, as well as a chain enclosed in an oil-filled housing instead of a drive belt. However, the review raises a legitimate question about the value of bearing the cost of liquid cooling if DC fast charging is unavailable to take full advantage of it.
The final assessment here is the reviewer’s opinion, not a universal judgment: the Pulse is a strong option for someone who wants an agile electric motorcycle for regular urban commuting, but it is not a comprehensive solution. Its commercial success will depend on whether its target buyers accept this specialization and whether Can-Am later adds an NACS port and fast charging to ease the product’s biggest limitation.