Dualtron Ultra vs Inmotion RS JET - Old-School Legend Takes on the New 72V Upstart

Fast Answer for Busy Riders ⚡ (TL;DR)

If you want the more modern, well-rounded package for mostly road use, the INMOTION RS JET edges out as the better overall choice - it rides calmer, feels more sorted out of the box, and gives you 72V punch for noticeably less money. The DUALTRON Ultra still makes sense if you're drawn to its off-road bias, tank-like frame, and the Dualtron badge, and you don't mind a harsher, more old-school experience.

Pick the RS JET if your riding is mainly fast urban and suburban runs with decent tarmac and you like your performance wrapped in tech and creature comforts. Go Ultra if your weekends are more about forest tracks, fire roads, and you value a proven, simple workhorse you can wrench on yourself.

Curious which one will actually fit your roads, your body, and your patience for maintenance? Read on - the devil is in the details.

There was a time when the DUALTRON Ultra was the poster child of "are we really doing this on a scooter?" power. It blew the doors off what people thought a standing scooter could do and earned its legend the hard way: with bruised ankles, stretched arm sockets, and a lot of grinning riders.

The INMOTION RS JET comes from a very different era. It's a 72V "budget hyper" scooter that tries to give you big-boy performance without the big-boy price, plus all the modern niceties - colour touchscreen, proper water resistance, adjustable suspension - that older titans never bothered with.

The Ultra is for riders who love a brutal, mechanical feel and don't mind living with quirks; the RS JET targets those who want speed but also like their wrists, knees, and bank accounts intact. Let's see where each one shines - and where the shine rubs off.

Who Are These For, and Why Compare Them?

Both scooters live in that "this is no longer a toy" segment: heavy dual-motor machines with real-world car-substitute potential. They sit well above commuter-class scooters, yet they're not the insane, money-no-object flagships either. You're paying serious money, but not selling a kidney.

The Ultra is the archetypal high-power trail-capable bruiser: big knobby tyres, tall stance, and a heritage built on raw power more than finesse. Think of it as a dirt-oriented performance scooter that can survive city abuse.

The RS JET, by contrast, is road-focused with light off-road capability. Its 72V system, tubeless street-oriented tyres and adjustable hydraulic suspension make it more of a fast asphalt weapon that can be lowered for stability or raised a bit for rougher paths.

They're competitors because they share similar peak speeds, both promise serious range, and both appeal to riders stepping up from mid-range dual-motor scooters into the "hyper" world - without jumping into the very top tier on price.

Design & Build Quality

Pick up the DUALTRON Ultra (or more realistically, try to tip it onto its stand), and it feels like it escaped a military catalogue. Thick aluminium arms, exposed fasteners, industrial black finish - it's unapologetically utilitarian. The deck is a metal plank with grip tape, not a design statement. You get the distinct feeling it will outlive a couple of owners if you keep rust away and bolts tight.

The INMOTION RS JET comes from a different design school: purposeful, but clearly more modern. The frame still feels solid and overbuilt, yet the cable routing is neater, there's more attention to visual coherence, and that black-yellow colour scheme looks intentionally styled rather than "we had black in stock". Stand next to both and the Ultra looks like a DIY race project; the RS JET looks like a finished product that escaped an automotive design studio.

Build-wise, neither feels cheap in the hand, but the Ultra is the older design and it shows in details. The stem clamp is strong but can develop play if you ignore it; the rubber suspension cartridges look functional but crude. On the RS JET, the adjustable hydraulic suspension, integrated lighting and the big touchscreen give a sense that each part was designed for this chassis rather than scavenged from a generic performance bin.

If you like your machines to feel brutally honest and "all business", the Ultra has its charm. If you prefer your money to show up in refinement and small touches, the RS JET takes the lead.

Ride Comfort & Handling

On the road, the contrast is immediate. The Ultra rides like a stiff sports bike with off-road tyres: planted at speed, but not shy about telling you exactly how bad your city maintenance budget is. That rubber cartridge suspension excels when you slam into bigger hits or go off-road at pace, but over small, constant chatter - broken asphalt, bricks, endless patchwork repairs - your knees and wrists earn their keep. After a handful of kilometres on rough city pavements, you definitely know you're on a "performance first, comfort later" platform.

The RS JET, with its adjustable dual spring-hydraulic suspension, simply feels more civilised. Set it soft and it glides over the same surfaces where the Ultra buzzes. You can dial it stiffer for higher-speed runs, but there's always more initial compliance than the Ultra's rubber blocks can muster. On mixed urban routes - curb drops, tram tracks, speed bumps - the RS JET is kinder to your joints and your confidence.

Handling follows that same pattern. The Ultra's tall stance and wide knobby tyres make it feel very stable in a straight line and surprisingly composed on gravel and dirt. Leaning it into fast tarmac corners, though, you feel that knobby tread squirminess and a bit of "this wants a dirt trail, not a race track". The steering can feel a hair nervous without a damper if you push its upper speed range on imperfect roads.

The RS JET, especially in its lower ride-height setting, feels more like a road machine. The centre of gravity drops, steering feels calmer, and the tubeless tyres give more precise feedback when carving wide bends. It's not a nimble featherweight - far from it - but it tracks predictably and doesn't fight you mid-corner. Over longer, fast rides, that calm steering feel might matter more than a theoretical off-road capability you rarely use.

Performance

Both of these scooters are comically overpowered by commuter standards. You won't be left wondering if they have enough pull - the question is whether you do.

The Ultra is the more "brutal" of the two in character. Its dual motors are capable of frankly silly peak outputs, and when you unleash full power modes, the initial surge feels raw and mechanical. Throttle, whoosh, front wheel getting light - it's very old-school Dualtron. There's a bit of that on/off personality: thrilling on open stretches, slightly annoying when you're trying to creep around pedestrians without looking like a maniac.

The RS JET plays the same game but with a more refined rulebook. Its 72V sine-wave controllers make the power delivery smoother and more predictable. Gentle inputs result in gentle movement, yet when you pin the thumb throttle in higher modes, it rockets forward in a way that will quickly make you question your helmet choice. The "violence" is there, but wrapped in a nicer curve. It's easier to ride slowly without constant micro-adjustments, and it still kicks hard enough that a full-throttle launch remains a deliberate decision.

At the top end, both live in the "well above sane city speed" territory. The Ultra can stretch further on paper, but in real-world riding, traffic, wind, and common sense usually cap you around the RS JET's limit anyway. Unless you're doing long, empty straight-line runs, the extra theoretical headroom of the Ultra feels more like bragging rights than a daily advantage.

Hill climbing? Both mock hills. The Ultra, especially in its higher-voltage versions, marches up savage gradients without breaking a sweat, and heavier riders appreciate how little it bogs down. The RS JET, with its 72V system and fat torque curve, is just as disrespectful towards gravity on typical urban inclines. On truly brutal climbs, the Ultra's peak numbers give it a small edge, but in practice both will annihilate any normal city or suburban hill.

Braking performance is strong on both - hydraulic systems with big rotors and electric assist. The Ultra's braking is powerful but can feel a touch abrupt when combined with the stiff chassis and knobby tyres; the RS JET's setup integrates nicely with its suspension and road tyres, giving a calmer, more progressive feel when you're shedding big speed in a hurry.

Battery & Range

On paper, the Ultra offers the larger "fuel tank". Its top battery options simply carry more watt-hours, and if you ride gently enough to bore yourself, it can cover frankly unnecessary distances on a single charge. Even when you ride with some enthusiasm, it still delivers substantial real-world range - plenty for long weekend sessions or hefty commutes with detours.

The RS JET intentionally trims that capacity to hit a friendlier price and weight. In everyday use, you're looking at a healthy, but clearly smaller, real-world range. For most people doing round-trip commutes or spirited evening rides, it's still comfortably enough; you just can't be as reckless with power for as long as you can on the Ultra.

Interestingly, the RS JET's 72V architecture and efficient controllers help it punch above its battery size in terms of usable kilometres - it doesn't fall off a cliff as quickly as some cheaper 60V machines once the charge drops, and the power feels more consistent through the pack. The Ultra, at least in its higher-voltage variants, also holds speed well deep into the battery, but you pay for that with the size, cost, and charging time of that massive pack.

If you're the type who does one big charge and then rides all week with mixed use, the Ultra is more forgiving. If you're fine plugging in more often or have a predictable daily pattern, the RS JET's smaller pack is often "enough scooter" without carrying around energy you never actually burn.

Portability & Practicality

Let's be clear: neither of these belongs on your shoulder unless you've been training for a strongman competition. These are roll-into-the-lift, roll-into-the-garage machines.

The Ultra is heavy even by performance standards, and the wide off-road tyres, tall stance and chunky stem don't help. Yes, it folds, and yes, you can get it into a car boot with the seats down, but every lift feels like a conscious (and slightly regrettable) choice. On the plus side, when folded it's reasonably "blocky" and self-contained; the stem can be secured enough that it doesn't feel entirely feral when manoeuvring.

The RS JET shaves a bit of weight versus the real tank-class hypers, but at over 40 kg it's still very much a "plan your route around stairs" object. The big irritation is its folding behaviour: when you drop the stem, there's nothing to lock it to the deck. Try to carry it one-handed and the front swings like an angry pendulum. Owners quickly learn the strap trick, or they simply avoid lifting it more than absolutely necessary.

Day-to-day practicality leans slightly towards the RS JET if your life is mostly tarmac and weather is unpredictable. The IP rating, better integrated lighting, clear screen and adjustable suspension make it easier to treat as a daily vehicle. The Ultra, with its dirt-focused tyres, stiff suspension and more basic display, works better if you see it as a toy that also happens to replace some car trips.

Safety

On raw braking hardware, it's almost a draw: both use serious hydraulic systems that will happily haul you down from speeds you probably shouldn't have reached in the first place. The Ultra's electronic ABS can help avoid wheel lock on loose surfaces, but it also introduces a distinct vibration that some love, some hate. The RS JET skips the gimmicks and relies on clean hydraulic feel and traction from its tubeless road tyres.

Lighting is where the generational gap shows. The Ultra technically has lights - including the famous Dualtron stem LED strip - but in stock form, the main headlight is more "be seen" than "see far at 60 km/h". Most owners bolt on aftermarket solutions if they ride at night with any real speed. The RS JET's lighting package is far more thought out from the factory: a stronger forward beam placed to actually illuminate the road texture, functional indicators, and deck lighting that improves visibility without descending into a light show.

Stability at speed favours the RS JET. The adjustable ride height lets you drop the deck and centre of gravity, which does wonders for calming high-speed wobbles. The chassis feels tight out of the box, and there's no chronic community story about stem play. The Ultra can be very stable when properly maintained and, ideally, damper-equipped, but that's the point: you're leaning more on your own maintenance discipline and aftermarket tweaking to keep it at its best.

In the wet, the RS JET's IP rating and road-biased tubeless tyres inspire more confidence than the Ultra's knobbies and more modest water protection. The Ultra's big knobbly contact patch on mud and dirt, however, gives it the advantage when your "road" is suddenly a forest path after heavy rain.

Community Feedback

Price & Value

This is where the RS JET lands its cleanest punch. It costs notably less than a big-battery Ultra while still delivering full-fat 72V thrills, hydraulic suspension, a premium display and good weather protection. In raw "euros per grin" terms, it's hard to argue against.

The Ultra, by comparison, feels like you're paying partly for its name and its oversized battery. The pack quality is high, and the frame has a long track record, but you're not getting much in the way of modern electronics, comfort, or water protection upgrades for your money. If you genuinely need its larger battery and are married to the Dualtron ecosystem, the price can be justified. If not, the RS JET simply does more for less in today's market.

Service & Parts Availability

Dualtron has been around for a long time, and it shows. In Europe, you can find parts, third-party upgrades, and independent mechanics who know the Ultra almost by heart. There are countless guides for everything from tightening the stem to swapping tyres and cartridges.

Inmotion is catching up fast, but it doesn't yet enjoy quite the same saturation in service networks or aftermarket options. Official distributors usually carry spares, and the company itself has a better reputation than many anonymous Chinese brands, but you may wait longer for specific components compared with mainstream Dualtron bits sitting on shelves all over the continent.

If you like to tinker and want easy access to parts and community hacks, the Ultra ecosystem still has the edge. If you prefer to rely more on official support and a younger, tech-savvy community, the RS JET holds its own reasonably well - just not quite as omnipresent.

Pros & Cons Summary

Parameters Comparison

Final Verdict - Which Should You Choose?

If I strip away nostalgia and look at them as tools for today's rider, the INMOTION RS JET comes out as the more rounded scooter for most people. It offers serious performance, more comfort, better safety features out of the box, and does it all for noticeably less money. Its biggest sins - weight and that annoying floppy stem when folded - are shared in spirit by the Ultra anyway, just in different flavours.

The DUALTRON Ultra still has a place, especially if you genuinely use its strengths. If your riding involves a lot of unpaved tracks, you're heavier and want the security of a big battery, or you like owning something with a huge, established ecosystem, the Ultra remains a valid - if slightly ageing - choice. You just have to accept its harsher ride, maintenance quirks, and relatively high price in a market that's moved on.

For a predominantly road-based European rider who wants fast, fun, and reasonably civilised daily performance without venturing all the way into flagship price brackets, the RS JET is the one I'd personally live with. The Ultra is more of a character piece: fun for the right kind of enthusiast, but harder to justify as an all-rounder in 2025.

Numbers Freaks Corner

These metrics help you see how efficiently each scooter converts weight, price and energy into useful performance. Lower values in the "per Wh" and "per km" rows indicate better efficiency or value; lower weight-related ratios show which scooter gives you more performance for less mass. The power-to-speed ratio highlights raw muscle relative to top speed, while average charging speed tells you how quickly each battery typically refills on the stock charger.

Author's Category Battle

Overall Winner Declaration

In the Numbers Freaks Corner, the DUALTRON Ultra scores 5 points against the INMOTION RS JET's 5. In the Author's Category Battle, the DUALTRON Ultra gets 21 ✅ versus 25 ✅ for INMOTION RS JET (with a few ties sprinkled in).

Totals: DUALTRON Ultra scores 26, INMOTION RS JET scores 30.

Based on the scoring, the INMOTION RS JET is our overall winner. Riding both back-to-back, the RS JET simply feels like the more complete package for today: fast enough to scare you a little, refined enough to ride every day, and priced where it doesn't feel like a bad life decision. The Ultra still has its charm - that raw, slightly unruly surge and "built from armour plate" vibe - but it's harder to ignore how much the market has caught up and passed it on comfort and features. If you want something that feels current and will make each fast run feel joyful rather than like a small battle, the RS JET is the scooter you'll reach for more often. The Ultra remains the choice if you're drawn to its cult status and don't mind living with its quirks for the sake of that old-school Dualtron punch.

That's our verdict when we try to stay objective – but hey, riding is mostly about emotions anyway, so pick the one that will make you look forward to your commute every single day.