The KuKirin G3 Pro, the newest electric scooter from Kugoo, has arrived and has an unusual name to Hungarian ears. The scooter is a more powerful and substantial variation of the recently announced KugooKirin G2 Pro of the latest generation.
Overall, this doesn’t seem too bad, but the key is how the KuKirin G3 Pro functions in real-world situations. We will try to answer this below.
|Rated Power & Voltage:||1200W, 52V|
|Uphill:||35(Dual Drive), 25(Single Drive)|
|Max Speed:||65 km/h|
|Max Range:||80 km|
|Tire:||10" Off-Road Pneumatic Rubber Tires|
|Net Weight:||39.6 kg|
|Unfolded Size:||1295x630x1360 mm|
|Folded Size:||1295x630x595 mm|
|Max Load:||120 kg|
KuKirin G3 Pro: Unboxing and Design
The G3 Pro came in a sizable box that was adequately packed with Styrofoam as it is, as its name implies, a larger scooter.
The scooter arrived nearly fully assembled and ready for use; after unpacking, it may be operated in a few minutes with the exception of securing the steering wheel, and of course, checking the tire pressure.
Among the accessories are the following:
- EU power adapter
- Seat (frame, seat and screws for attaching) (frame, seat and screws for fixing)
- Set of Allen keys
- User’s Manual
The KuKirin G3 Pro’s design is already well known; it is quite similar to the G2 Pro model, which was also produced in 2023, with the exception that it is now bigger and stronger. Even though the design is already eye-catching, the black and orange color scheme enhances its appeal.
The huge battery is entirely to blame for the 39.6 kg overall weight, which is not much but is still not worrisome. The construction is made entirely of a solid aluminum alloy, which prevents any creaking, and the welds look beautiful as well.
Even though the steering wheel’s height can be changed, it does not wobble in the slightest. The design is foldable, and the screw-on solution worked out fairly well.
The steering wheel’s 59.5 cm width may be a little bit larger, but overall there isn’t much of an issue. The display in the middle is quite large, and the rubber grips are comfy.
In addition to some other icons, it displays the current speed, distance traveled, selected gear, battery charge, and voltage. It is plainly visible even in direct sunshine, so you can’t really complain about its brightness.
On the left side, there are a few controls that allow us to operate the illumination, the turn signal, and the horn. The turn signal icons’ painting is off, which is a little mistake, but we won’t be focusing on it while we’re driving.
A key starter, a thumb throttle, and a power button are all located on the right side.
Of course, there are also two brake levers, which operate the mechanical disc brakes. In addition, there is a hook in the center, beneath the display, which, when folded, hooks into the rear footrest.
Large 10-inch off-road rubber wheels are used. They can be utilized throughout the city as well, although they can also be replaced for a different kind if necessary. There are both front and rear mechanical disc brakes, which have already been noted. Regarding the suspension, a telescopic spring dampens bumps in the front and back, and there have been no complaints.
The leg-specific portion is long and wide enough, and the cover is composed of rubber, which sticks exceptionally well and is simple to clean. Mudguards are already standard, and there is an extra footrest at the back, which is quite solid and has a nice angle, unlike, for example, the Kirin G3, which was very steep.
There is also illumination, of course, but not just any lighting. The front has a powerful LED light with cooling fins, while the sides each have two white lights that face forward. Three red lights were put at the back, with these they addressed the usual lighting, the brake light function and the turn signal.
Since the handlebar’s height is adjustable in three stages, it may be used by practically anyone who is between 160 cm and 200 cm tall. The load capacity is 120 kg, and the grade is IP54 for splash and dust resistance.
KuKirin G3 Pro: Motor and Driving
By holding down the button under the throttle for a lengthy period of time after turning the key, we can start the scooter. By default, speed mode 1 with a top speed of 15 km/h is started. The same button allows us to move up; in the second level, the car speeds up to 30 km/h, and in the third mode, it theoretically reaches 65 km/h.
Despite not having a twin motor, the scooter accelerates fairly well up to about 40 km/h and has no issues going uphill thanks to the dual 1200W motor in the back wheel. On the other hand, my peak speed on a straight road was between 45 and 65 km/h, which is generally more than adequate, but I did not attain the factory-specified amount. There was no rain at all, and the scooter is totally steady even when being driven.
The spring-loaded telescopes perform admirably, effectively absorbing larger bumps, but because of their relative hardness, they are unable to withstand minor shocks. The scooter handles well in grass, on dirt roads, and even on country roads with potholes, so you can easily go even on softer terrain. However, a more potent machine with a dual motor is advised for rougher terrain and extremely steep climbs.
You don’t have to be afraid of off-road tires anyhow, they can be used on smooth asphalt without substantial compromises, although of course if you only travel on good roads, then you may put on other types of tires.
The brakes are entirely standard; the front and rear have been equipped with a typical mechanical solution. These work nicely and require little maintenance. However, there is no electronic braking and recharge, at least we could not discover any information about this.
The seat can be a valuable addition for some people, but in my opinion, only those who find it difficult to drive while standing should utilize it (e.g. due to health reasons). We can’t really complain about it because it can be installed quite quickly, has a really firm grip, and can be adjusted in height. However, I think it looks odd with a scooter seat, and anyone who can use it regularly should do so while standing.
KuKirin G3 Pro: Battery and Range
The company claims that the KuKirin G3 Pro’s full-sized 23.3Ah battery can travel up to 80 km on a single charge. Of course, this is only feasible in the most ideal circumstances, but even with typical use, the car has a respectable range. Depending on the conditions, we can expect to go 50-60 km if we continuously push it without stopping, but if we move more slowly, at a pace of about 25 km/h, we may even go 60-70 km. In this range of prices and sizes, these are unquestionably excellent buys.
The charging period, which is around 10 to 11 hours, won’t be an issue if you do it at night or, say, when you’re at work (by the way, you don’t have to charge it completely all the time). Under a plastic cover tab on the front of the footrest is where the charging connector is situated. No converter is required because the adaptor is EU standard.
KuKirin G3 Pro: Conclusions
The KuKirin G3 Pro resembles both the Kirin G3 and G2 Pro in general, but happily, the best aspects of both scooters have been combined. The G2 Pro’s more functional design and comfy seat are combined with the larger dimensions, bigger wheels, and powerful engine of the G3. The G3 Pro outperforms both of them in terms of range, so altogether it appears to be a well-built device. The G3’s career was destroyed by the scraping controls, and with the G2 Pro, the difficult-to-reach rear valve and the initially creaky front wheel decreased our excitement. Based on the experience thus far, it was also possible to erase the prior type errors.
Overall, we were able to create a scooter that was sufficiently sturdy, quick, and large enough to be used off-road. The brakes are average but effective, and the suspension is a little harsh but competent. The exhibit is adequately large and stunning, and the lighting is especially strong. The handlebars should have been a bit wider, but it won’t be obvious to someone switching from a smaller scooter or who has never had a scooter. The stand is comfy.