1. About the Reviewer
The host is Matt, and the channel is TailHappyTV—currently about 155K subscribers and 600+ videos. He films real-world e-bike tests along the Southern California coast. The channel bio is straightforward: I’m Matt, I make ebike reviews. Electric bikes are fun and good for the soul.
The style is performance-first: unboxing and specs, weigh-ins, speed unlocks, hill climbs, acceleration, beach/off-road, braking, and range—then a verdict on whether the bike is worth the money. In this episode, the Burchda Y3 is framed as a cheap, quick dual-motor fat-tire bike—list price around $1,399, 52V AWD, 26×4 full suspension. On test day the rider was about 6′5″ (≈196 cm) and 194 lb (≈88 kg); the results should be read with that body size in mind.
2. Unboxing & Specs
Powertrain & Battery
The Y3 uses front and rear hub motors, each stamped 52V / 1,500W nominal. Matt is careful to separate “on-paper peak” from what the battery and controller can actually feed the motors. After checking the controller, he estimates about 25A (±1A) per motor, or roughly 52A combined. At a full-charge ~58V, theoretical peak sits around 3,000W—not the 5,000W figure that often shows up in marketing talk. He treats that as a plus: the pack and controller are unlikely to cook the motors.
The battery is 52V / 30Ah (about 1,560Wh), externally mounted and removable, about 15.2 lb. The bike is about 90 lb without the battery and 105 lb with it. The stock charger is about 2.8A, so a full charge from empty takes a little over 10 hours. The external pack has a practical upside: if you ever need a replacement, you are not locked into one in-frame shape—another 52V pack is easier to swap on.
Frame & Suspension
It is a 26×4 fat-tire full-suspension high-step bike. The frame feels stiffer than a step-through, but you do have to swing a leg over. The rear shock is a basic air unit (marked FA 688) with almost no tuning; the fork has a simple open/lock. A rear rack comes installed. Fit and finish match the discount price: not fancy, but the essentials are there.
Brakes, Drivetrain & Cockpit
Hydraulic brakes with 180mm rotors (Logan hydraulics). 7-speed Shimano TZ-level shifting. Right-hand quarter-twist throttle, color display, five assist levels; a long-press toggles front / dual / rear motor. A sizable headlight, plus a rear light that brightens on the brake lever. Tires are 26×4 knobbies (Mstone), max about 20 PSI. It also ships with basic plastic pedals and a few small parts to install.
Fit & Feel
With the seat post fully extended, 196 cm Matt still finds the bike a bit small (most bikes are, for him), though the post also drops quite low, so the size range is usable. Grips are entry-level ergonomic. Overall impression: well equipped, rideable, cargo-ready—materials and suspension clearly leave budget for the motors and battery.
3. On-Road & Off-Road Testing
Speed Limit, Assist & Ride Feel
Stock, it is capped around 28 mph; a menu setting can raise the limit (the UI goes as high as 62). After unlocking, launch power does not suddenly explode, and the front wheel is not eager to spin—power on in a turn is easy to manage. Matt’s take: it does not feel like 5,000W, not even close—but it is clearly faster than what you would typically get at a local shop for this money.
Assist is a cadence sensor, not torque—pedal pressure barely changes output; each level more or less sets a speed/power ceiling. Unlocked, roughly: PAS 1 ≈ 20 mph, PAS 2 ≈ 24 mph, PAS 3 ≈ 27 mph, PAS 5 is full juice. Throttle is tied to the same assist level. Rear-only is noticeably gentler for easy cruising; front-only works, but traction and efficiency trail rear/dual. One small habit: after power-off it often returns to single motor, so you switch back to dual when you want it.
Climbing & Acceleration
On a roughly 20% grade, dual motor, no pedaling: plenty of torque. Unlocked 0–20 launch feels similar to the 28 mph cap, but it no longer cuts at 28. With a tailwind, a ~200 lb rider, and almost no pedaling, it reaches about 37 mph easily; tucked, about 39–40 mph. Splitting load across two hubs also helps hold speed into a headwind—something he likes a lot.
California Incline (about 12%, ~85 ft of climb): smooth, predictable launch, only a slight front-wheel chirp; about 20 mph in 10 seconds, 26 mph easily, peak around 28 mph, whole climb about 31 seconds. He describes it as pulling like a tank, without so much front-wheel power that it tries to throw you off.
Off-Road & Beach
26×4 + dual motor is where this bike is most fun. The knobby tread bites into soft sand and side slopes, with strong thrust and traction. Splitting power across two motors also makes a long sand cruise less likely to overheat one hub. Suspension is budget: fine on soft sand, still harsh on choppy sections—good for light off-road “just for fun,” not serious trail riding. The metal fender rubbed the tire slightly; a small adjustment fixed it. Versus 20″ dual-motor bikes, the 26″ wheels roll over ruts more calmly, with a bit less agility.
Lights & Braking
The headlight is usable; the rear light brightens on braking, which is more reassuring at night than a reflector alone. From about 25 mph downhill, the hydraulics will stop the bike; you feel the weight, and knobbies don’t stick to concrete like street tread. He does not love the lever shape, but power is “fine”—at this price, he says, it is hard to be mad.
Range Sample
A mostly-throttle, fast day: about 17.43 miles in 58 minutes, average speed near 18 mph, still about 3/5 bars left. At that pace he is roughly near 1 Ah per mile. The 100-mile claim is a theoretical single-motor, low-assist figure—possible, but slow and not much fun. For dual-motor full-throttle riding, he treats 30–40 miles as a solid real-world result. The big pack’s job is letting you ride hard for a while without going empty.
4. Pros & What to Keep in Mind
Strengths (per the reviewer)
- Around $1,399, 52V dual motor that can reach about 40 mph—strong performance per dollar
- Controllable launch, front wheel not eager to spin, confident dual-motor climbs and headwind speed
- 26×4 + dual motor is a real strength on beach and soft ground
- 1,560Wh pack still has reserve after a hard ride
- External battery is easier to replace; rack, lights, hydraulics, and a color display are all there
- Controller current limits make peak power more honest, and the motors less likely to get overfed
Worth knowing up front
- Relatively heavy (about 105 lb), less agile than smaller-wheel bikes
- Suspension and component quality are budget, not premium kits
- Cadence assist feels like set speed bands; a torque sensor would feel more natural
- High-step is less convenient than a step-through for taller riders; the frame still runs a bit small for 196 cm
- After shutdown it often returns to single motor, so dual drive needs another toggle
5. Overall Take
In TailHappyTV’s framing, the Y3 is not a bike built for refined road feel or high-end suspension. It is a very 2026 example of the trend: use dual motors and a large battery to deliver speed and capability that are hard to refuse at this price. Matt’s wrap-up is blunt—no part of the bike screams “premium build,” but the power you get for the money is hard to beat.
A good fit if you want dual-motor fat tires, beach/light off-road use, and that ~40 mph feeling, and you can live with the weight and basic suspension.
A weaker fit if you care most about light, quick steering, foldability, torque-sensor road feel, or serious trail riding.
At roughly $1,399, the reviewer sees the Y3 as cheap power—fast, controllable, capable in sand, with the budget spent where the ride is most fun.
