How Far Can the AnyTerrain 4-Wheel Dual Motor, Dual Battery eBike Go? A 23-Mile Real-World Range Test

Why We Put the AnyTerrain to a Real Range Test

Every electric bike comes with a range estimate, and almost every rider eventually asks the same question: what does that number look like on an actual ride? Not on a flat test loop with no wind, but on a real route with traffic lights, crosswalks, bike lanes full of debris, sandy beach paths and a couple of hills that make you question your route planning.

That was the idea behind this ride. Dustin, who has spent about 20 years in the bike and eBike industry, took the AnyTerrain four-wheel dual motor, dual battery model out of the sixthreezero office in San Clemente with the trip odometer reset to zero and a simple goal: cover at least 20 miles and see how much battery was left at the end. He would switch between throttle and pedal assist as the ride called for it, change assistance levels depending on the terrain, and only turn on the second motor when it was actually needed.

That last part matters. A dual motor bike can drain its batteries fast if you run both motors at full assist everywhere. The more useful question for most riders is how far the bike goes when you ride it the way you normally would: mostly cruising, occasionally climbing, sometimes taking a break from pedaling. That’s the kind of ride this was.

If you’re new to this style of bike, the AnyTerrain sits in our four-wheel eBike collection, alongside the single motor, single battery version and an upright version. All of them share the same basic promise: the stability of four wheels with the feel and legality of a pedal-powered electric bike.

Before getting into the ride, it helps to know what’s under the hood. This version of the AnyTerrain is a recumbent-style four-wheeler with two 750-watt rear motors, for a combined 1,500 watts. It also carries two 48-volt, 20-amp-hour batteries, which is a lot of stored energy for a bike in this category.

The motors can work together or separately. With a press and hold of the plus and minus buttons on the control pad, you switch between single motor and dual motor mode. In single motor mode you’re running one 750-watt motor, which is plenty for flat ground and gentle grades. Dual motor mode wakes up the second motor for steep hills, loose ground, or anywhere you want that extra pull.

You also have options for how you use that power. There’s a throttle, so you can ride without pedaling at all. There are five levels of pedal assist, so the motor adds power as you pedal. And you can switch the assistance off and ride it as a regular pedal bike if you want the workout. Top assisted speed is around 20 mph.

On top of that, the bike comes with a tilting front steering system, a reverse gear, rear turn signals, a front basket, armrests, and a rear seat that can carry a passenger or be swapped out for a rear basket. We’ll get to how each of these held up on the ride.

One thing Dustin pointed out right at the start: range is always going to depend on the rider, the terrain, the weather and how you use the assist. Treat the numbers in this article as one real-world data point, not a guarantee. That said, it’s a pretty useful data point.

The first few minutes of any long ride are mostly about getting comfortable, and this one was no different. After releasing the parking brakes and pulling out, Dustin turned the assist up a notch and then stopped to raise the seat a little. The seat also reclines forward and backward, so you can dial in a more upright or more laid-back position depending on your body and how you like to ride.

Getting the fit right matters more on a recumbent than on an upright bike, because your legs are pushing forward rather than down. If your seat is too close, your knees come up high. Too far, and you’re reaching for the pedals. If you’re not sure where to start, our fitting tool can help match your height and riding style to the right frame before you buy.

Once the seat was set, the early miles were a mix of city streets, sidewalks near intersections and bike lanes. Dustin rode most of this section in pedal assist level three on a single motor, which turned out to be his default for most of the day. It’s a nice middle setting: enough help that you’re cruising comfortably, not so much that you’re burning through the battery for no reason.

The other early observation was the wind. It was a properly windy day along the coast, with gusts strong enough to be heard on the camera mic. Headwinds are one of the biggest hidden range killers on any eBike, especially one with a larger frontal profile, so it’s worth keeping in mind when you look at the final numbers. This wasn’t a calm-day, best-case ride.

If you’ve ridden a three-wheeler or a cargo bike on city bike lanes, you know they’re rarely flat. They slope toward the gutter, they have drainage dips and patched pavement, and they collect every bit of debris the street sweeper missed. On a traditional trike, that slope can leave you feeling like the bike wants to lean somewhere you don’t.

The AnyTerrain handles this with its tilting front end. The two front wheels move independently, so when one rises over a bump or the edge of a sloped lane, the other stays planted. The goal is to keep both front wheels in contact with the ground at all times. Dustin pointed this out repeatedly during the ride, on angled bike lanes, on sloped sections of the beach path and through dips at intersections that he admitted can feel a bit unsettling on a trike.

The result is a ride that feels more settled than you might expect from something this wide. Steering is light and predictable. It isn’t twitchy or overly sensitive, and Dustin spent long stretches steering with one hand while resting his other arm on the armrest. He could switch hands whenever he wanted, which is a small thing that matters a lot on longer rides.

Width is the other question people ask about. The AnyTerrain fit comfortably in the standard bike lanes along the route, including the protected lane on the coast. On one stretch of path, both Dustin and his riding partner noticed it felt narrower than they remembered, possibly from a recent repave, but the bike still fit through fine. In tight spots, like squeezing past a dumpster near the Ocean Institute, it just took a little patience.

A few features on the AnyTerrain don’t get much attention in spec lists but turn out to be really handy on a real ride. The reverse is one of them. A four-wheeler can’t just be hopped and pivoted like a light bicycle, so being able to roll backward under power makes it much easier to reposition at a crosswalk, back out of a tight spot or straighten up when you’ve pulled in at an awkward angle. Dustin used it several times during the ride, including while waiting at lights.

The rear turn signals got plenty of use too. On sections where he moved across lanes or turned into bike paths, Dustin flicked them on to let drivers know what he was doing. They don’t replace hand signals or good judgment, but on a bike this size, any extra visibility is welcome. He did confess to leaving a blinker on for an entire stretch after one turn, so it’s worth glancing down once in a while.

Curbs and sidewalk transitions are another common question. You can’t make a 90-degree turn up onto a curb cut the way you might on a narrow bicycle, so you need to approach at a bit of an angle and take it slow. Once you get the hang of it, though, getting from street to sidewalk or onto a path is straightforward. Dustin demonstrated it a few times along the route without any drama.

Turning radius is wider than a two-wheeler, as you’d expect, but not bad for a four-wheeler. In a parking lot near the base of one of the hills, he made a full turn without needing to stop and reverse.

For a lot of riders, a four-wheel eBike isn’t just about stability. It’s about being able to carry things. The AnyTerrain comes with a front basket, and the version Dustin rode had a rear passenger seat installed. That seat can be swapped out for a rear basket if you’d rather have cargo space than a second rider.

If you do keep the seat, there’s a storage compartment underneath it. About a mile into the ride, Dustin realized his phone was about to slide out of his pocket, so he lifted the compartment lid, dropped the phone inside and was on his way. It’s a good spot for a phone, keys, a small pump or a patch kit, which, as you’ll see later, is something we should have packed.

If carrying a passenger is part of your plan, our passenger-ready eTrikes are worth a look, and there are extra seats and bags and panniers if you want to customize your setup. For heavier riders or riders carrying a lot of gear, it’s also worth browsing models with a high weight capacity.

One practical note from the ride: Dustin was carrying a spare battery for a different eBike in the rear area, and on rougher sections you could hear it bouncing around. If you carry heavy or hard items in the back, it’s worth securing them so they don’t rattle or shift, especially on dirt trails or sand.

This is one of the most common questions we get about the AnyTerrain, so Dustin addressed it during the ride. A lot of people assume that because it has four wheels, it must be some kind of quad or golf cart and can’t be ridden in a bike lane. The key difference is the pedals.

The AnyTerrain is a quadricycle. It has working pedals and functions the same way as any other eBike or eTrike: you can pedal it, you can use pedal assist, and you can use the throttle. That puts it in a very different category from motorized quads without pedals.

Motor power and speed matter too. During most of the ride, Dustin was running a single 750-watt motor with a top assisted speed of 20 mph, which lines up with how many areas classify electric bikes. The dual motor mode is a different story. With 1,500 watts available, there are places where running both motors on public roads or paths isn’t allowed. That’s exactly why the bike lets you switch between modes, so you can stay within local rules where you ride and save the second motor for private property, trails where it’s permitted or situations where the rules allow it.

eBike regulations vary by state, county and city, and they change. Before you ride, check the rules for your area, especially if you plan to use dual motor mode in shared spaces. And wherever you ride, Dustin’s advice holds up: be respectful of other people, obey speed limits and ride appropriately for the space you’re in. On the Dana Point section of the route, there were posted speed restrictions, and he turned his assist down to stay within them.

Once the busy city section was behind him, the ride opened up. The route headed north from San Clemente through Capistrano Beach and toward Dana Point, mostly on a protected bike path running along the coast. It was the day after Memorial Day, and the trail was almost empty, which made for an easy, relaxed cruise with the ocean on one side.

This is where you get a real sense of how the AnyTerrain rides over distance. Dustin settled into pedal assist level three, still on a single motor, and was cruising at roughly 17 to 18.5 mph while pedaling. That’s a very comfortable pace for a long ride. At one point he bumped it up to level five to show how quickly it picks up toward 20 mph, then dropped it back down because, as he put it, there’s no need to go 20 the whole way.

He also gave the throttle a turn on this stretch, taking a short break from pedaling and holding the same speed on throttle alone. That flexibility is one of the nicer things about a bike like this. If your legs get tired, or you just want a minute to enjoy the view, you can let the motor do the work and pick up pedaling again when you’re ready.

Comfort-wise, this section was all good news. The seat is angled forward slightly so the back of your legs isn’t pushing against it while you pedal. The armrests let you ride with your shoulders relaxed. And the pedal position felt natural over the miles. Five miles in, Dustin said he felt great and the bike felt solid, which is about as much as you can ask for at that point in a long ride.

Near Doheny State Beach, Dustin pulled off the path to tackle another question we hear a lot: can you ride the AnyTerrain on sand? The honest answer is that it depends heavily on the sand.

For this demo, he switched to dual motor mode, turned the assist up to level five and headed onto a stretch of medium-packed sand. On firmer, more compact sand, the bike moved along fine. The extra power from the second motor really helps here, since you’re fighting a lot more rolling resistance than you would on pavement.

As the sand got looser and the ruts got deeper, things became more challenging. At one point he backed out of a section because it was getting too soft. In other spots, he pushed through and the bike bounced around enough that the spare battery and phone in the back started to rattle. His takeaway was clear: you can ride hard-packed and medium-packed sand, but loose, deeply rutted sand is going to be tough for any eBike. This is an eBike, not an off-road quad, and it should be treated that way.

If beach riding is a big part of how you plan to use your bike, wider tires make a noticeable difference. Take a look at our fat tire eTrikes if soft surfaces are a regular part of your routes.

After the sand demo, he switched back to single motor mode with the same press-and-hold of the plus and minus buttons and carried on. There was no reason to keep both motors running on flat pavement.

The sand stop was also a good moment to check the numbers. At 6.1 miles, the battery display had dropped one bar, leaving four of five bars showing. That included the dual motor sand riding, a headwind and a fair amount of stop-and-go at the start of the ride.

At the turnaround point near the Ocean Institute in Dana Point Harbor, the bike’s odometer read 7.4 miles. Dustin had a hunch the odometer was reading a bit low, based on an earlier ride on a different bike, so he checked the route on Google Maps. The driving route came up at about 8 miles and the cycling route at about 8.1 miles. So the bike’s odometer was in the right ballpark but running slightly under, which means the true distance for the whole ride was likely a bit higher than the display showed.

That’s worth knowing if you’re tracking your rides for range planning. A phone app or GPS tracker gives you a second reference point, and if you ever need a replacement, we carry eBike displays as well.

With the first half of the ride done, the plan was to head back by a longer route to push the total past 20 miles. As it turned out, the return trip had a lot more going on than the ride out: a big climb, some trail riding, a detour or two, and the kind of real-world problem nobody plans for.

On the way back, Dustin found the hill he wanted to show off. It was a winding road climbing up from the harbor area, with a grade that got steeper the higher it went. Before starting up, he switched to dual motor mode and set the assist to level five.

Partway up, he also shifted down a few gears, which is a good habit even on a powerful eBike. Lower gears let the motors and your legs work more efficiently on steep grades and reduce strain on the drivetrain. Even in third gear, he was slowing down as the grade peaked, but the bike kept climbing steadily all the way to the top.

His verdict was direct: there was zero chance of making that climb on a single motor. That’s the real value of the dual motor setup. It isn’t about going faster on flat ground, since the assisted top speed is still around 20 mph either way. It’s about being able to go places you otherwise couldn’t, and being able to get up hills without stalling out or having to get off and push.

The reward at the top was a great view out over the coast. Once he reached the top, he switched back to single motor mode for the next section. He also made a good point about lighter hills: on moderate grades, single motor mode with a higher assist level is often plenty. Earlier in the ride, he’d climbed a smaller hill in single motor without any trouble. The second motor is there for the steep stuff, and saving it for those moments is a big part of why the range held up so well.

From the top of the climb, the route wound through downtown Dana Point, where a lot of new restaurants and shops are going in alongside the harbor renovation. There was a bike lane through much of this stretch, which made it an easy ride.

After that, the return trip got a bit more adventurous. Looking for a longer route to push the mileage up, Dustin and his riding partner took a few turns that didn’t go quite where they expected. There was a stretch near a railway crossing where he switched to dual motor to get across quickly, a short ride past some horses and a couple of moments of checking the map and doubling back. At around 13.8 to 14 miles in, they were back on track.

The detours turned into a good test of the bike’s versatility. At one point, they cut through a park to reach a trail on the other side. There was no smooth entry, so Dustin had to lift the wheels over an edge to get in. Once on the dirt, he opened it up, and with pedal assist he briefly pushed past 20 mph. It wasn’t a technical trail, but it showed the AnyTerrain is comfortable on packed dirt and gravel as well as pavement.

The trail section also included a long stretch of equestrian trail with horses out getting their exercise, some bumpy patches and a quick ride along a golf cart path to get around a freeway crossing. It also included one unpleasant encounter with a prickly tree that left Dustin pulling thorns out of his arm, which turned out to be a hint of what was coming for the tires.

At 15.5 miles, the battery display dropped another bar, leaving three of five. That second bar lasted much longer than the first, which makes sense. The first bar covered the busy city start, the windiest part of the ride out and the dual motor sand riding. The second bar covered a lot of steady cruising in pedal assist level three with only occasional dual motor use.

At 16.1 miles, after a quick pit stop at a park restroom, the display still showed three bars. That’s more than half the battery left with more than 16 miles on the odometer, including a steep dual motor climb, sand riding, trail riding and a stiff headwind on the coast.

By 17.5 miles, which Dustin estimated was probably closer to 18 based on the odometer reading low, it was still three bars. Not bad going into the final stretch, which happened to be the hilliest part of the route.

Battery displays measure voltage, which can shift a bit under load, so the bars aren’t a perfectly precise fuel gauge. But they do give a good sense of trend, and the trend here was clear: two 48V 20Ah batteries give you a lot of range to work with. If you want to extend your range even further or keep a spare on hand, you can find batteries and chargers in our parts section.

The last leg back toward the office was mostly uphill, with a strong headwind blowing straight in Dustin’s face. This is exactly the situation the dual motor was built for. He pulled over, switched into dual motor and set the assist to level five for the climbs.

His comment was that this is where you really get your money’s worth out of the dual motor version. On the steeper sections, he was able to keep moving at a solid pace, and when he tried the throttle on its own, the bike pulled away from his riding partner on her bike, so he eased off to let her catch up.

That points to another benefit of the second motor that’s easy to overlook. It’s not only about whether you can get up a hill. It’s about how fast. With both motors working, Dustin was able to climb at close to 20 mph, rather than grinding up at a crawl. On a long ride with a lot of hills, that makes a real difference in how tired you feel and how long the ride takes.

At 18 miles, he noted the hill getting steeper and the wind picking up. The battery was holding steady. Everything was on track for a strong finish, until it wasn’t.

A little past 18 miles, Dustin felt the ride change. He’d picked up a flat. Thinking back, he remembered running over a piece of metal in the bike lane, and it had sliced right through the tire. It’s the same issue he’d mentioned at the start of the ride: bike lanes tend to collect a lot of debris.

He hadn’t brought a pump, a spare tube or any tire sealant, which he was quick to call his own mistake. So with no other option, he kept riding on it. One advantage of having four wheels is that each tire carries less of the total weight, and he was able to lean and shift his weight to the other side to take some of the load off the flat tire. He was also still climbing hills on it, which says something about how much power the bike has. That said, riding on a flat isn’t something we recommend. It can damage the tire, the tube and the rim.

Eventually the tire came off the rim entirely, in about the least convenient spot possible on a busy road. After trying to get it back on and making it a little further, Dustin stopped at 19.3 miles. The battery still showed three of five bars, and the phone being used to film was down to about 20 percent. They were about to take on one more big hill.

After getting the tire fixed, he finished the ride back to the office, bringing the total to about 23 miles round trip. The camera had died by then, and on the way back they rode through a serious thorn patch and picked up more flats. It wasn’t the ending anyone planned, but it was honest. This is the kind of thing that can happen on any long ride, on any bike.

If there’s one lesson from this ride beyond the range numbers, it’s this: be prepared for flats, especially on long rides. Dustin’s advice afterward was straightforward, and it applies to any bike, trike or four-wheeler.

First, put tire sealant in your tubes before you head out. Products like Slime or Flat Out stay liquid inside the tube and seal small punctures from thorns, glass and wire as they happen, often before you even notice. On a route with goathead thorns or a lot of bike lane debris, it can save your ride.

Second, carry a small pump. A compact hand pump fits easily in the storage compartment under the rear seat or in a bag or pannier. Even if sealant plugs a hole, the tire may lose some pressure and need topping up.

Third, bring a spare tube and the tools to change it. Some punctures are too big for sealant, like the metal shard that took out Dustin’s tire. A spare tube lets you swap it out on the spot and keep going. You can find replacement tubes and tires in our parts section, and it’s a good idea to practice a tube change at home before you need to do it on the side of the road.

Finally, keep an eye on your tire pressure and tread before long rides. Properly inflated tires roll more efficiently, which helps range, and they’re less likely to pinch flat on bumps and potholes.

Watching how the battery held up over this ride offers a few simple habits anyone can use. The biggest one is matching the motor to the terrain. Dustin spent most of the day on a single motor and only switched to dual motor for steep climbs, sand and the final hills. Running both motors on flat ground doesn’t make the bike go faster than its assisted top speed, but it does use more energy.

Second, pick a middle assist level for cruising. Level three kept him rolling at 17 to 18 mph with steady pedaling, which is quick enough to cover ground without pushing the battery hard. Save level five for climbs and starts, and use the throttle to get moving off the line, where it helps the most.

Third, use your gears. Shifting down on hills lets you keep a comfortable cadence and takes load off the motors. Fourth, keep your tires properly inflated, since soft tires add rolling resistance you pay for in battery. And finally, plan around the wind when you can. A headwind on the way home is one of the hardest things on range, so if you know the afternoon breeze picks up in one direction, it can be worth riding into it first while the battery is full.

So how far can the AnyTerrain four-wheel dual motor, dual battery go? On this ride, Dustin covered about 23 miles round trip and finished with three of five battery bars remaining. That’s more than half the battery left after a ride that included:

• Mostly pedal assist level three on a single 750-watt motor
• Dual motor mode with level five assist on the steepest climbs and the sand
• Some throttle-only riding
• A strong headwind along the coast and on the final climbs
• Pavement, protected bike paths, sand, dirt trails and equestrian paths
• Several miles on a flat tire

Based on that, Dustin estimated that at the same riding style, the range could easily be 50 miles or more. And remember that the bike’s odometer was reading slightly low compared to Google Maps, so the true distance may have been a little higher than 23 miles.

Your own range will depend on your weight, how much you pedal, which assist level you use, how often you run both motors, the terrain, the temperature, the wind and how much cargo you’re carrying. If you lean on the throttle and dual motor mode the whole way, expect less. If you pedal more and keep the assist lower, expect more. But for riders who want to cover real distances, the dual battery setup gives you a lot of breathing room.

After a full day of riding, a few things stand out. The dual battery setup is the headline for range. Two 48V 20Ah batteries mean you can head out on a long day ride without constantly checking the display, and you’ll likely come home with plenty left over.

The dual motor is the headline for capability. If your area has steep hills, or you want to ride packed sand, dirt trails or long climbs with a headwind, the second motor opens up routes you simply couldn’t do on a single 750-watt motor. If you live somewhere flat and stick to paved paths, the single motor, single battery AnyTerrain may be all you need. The best choice really comes down to where you ride.

Beyond the power, the AnyTerrain’s biggest strength is how settled it feels. The tilting front end keeps both front wheels planted on uneven, sloped bike lanes. The steering is easy enough to manage with one hand. The armrests and reclining seat make long rides comfortable. And practical features like reverse, turn signals, under-seat storage and a swappable rear seat or basket make it useful for more than just weekend cruising.

If you’re weighing your options, browse the full four-wheel eBike lineup and our wider range of electric trikes. Our buyer’s guide covers the questions most riders ask, and our 30-day test ride and warranty pages explain how we support you after purchase. For more ride tests and how-tos, head over to our Bike Advice blog.

And whichever bike you choose, take Dustin’s hard-earned advice: put sealant in your tires, carry a pump and pack a spare tube. Your range might be 50 miles, but it won’t matter much if a piece of metal in the bike lane ends your day at mile 18.