Three bikes, one family, three different jobs. The Sting MX3, Sting R MX4 and Sting MX5 Pro share the Sting layout and a great deal of hardware, and the temptation is to read them as three evenly spaced rungs on a ladder. They are not. Two of them are close neighbours on the same 60V platform, and the third moves to 72V and roughly doubles peak output. Choosing between them is less about which is best and more about which one you will be able to use.

Every figure below is the manufacturer specification for the model as we list it. Range figures in particular are quoted at a steady cruising speed, which is not how anyone rides a dirt bike — read them as a ceiling.

Full specification comparison

Specification	Sting MX3	Sting R MX4	Sting MX5 Pro
Model code	TL3000	TL4000	TL5500
Motor	PMSM mid-drive, air-cooled	DC IPM	DC IPM
Nominal / continuous power	3 kW	4 kW	5.5 kW
Peak power	6 kW	8 kW	13.4 kW
Torque	284 N·m at rear wheel (44T)	45 N·m at motor shaft	500 N·m at rear wheel (48T)
Top speed	47+ mph (75+ km/h)	53 mph (85 km/h)	55+ mph (88+ km/h) unrestricted
Battery	60V / 38.4Ah · 2,304 Wh · LG 21700	60V / 45Ah · 2.7 kWh · LG 21700	72V / 40Ah · 2,880 Wh · Samsung 50S
Quoted maximum range	44 mi (70 km) mixed; 62 mi (100 km) at 20 mph	75 mi (120 km) at 16 mph	62 mi (100 km) at 15 mph
Charge time	—	~3 hours	—
Weight	~56 kg (123 lb) without battery; ~68.5 kg (151 lb) total	66 kg (145 lb) curb	76 kg (167 lb) curb
Seat height	~860 mm (33.9 in)	840 mm (33.1 in)	840 mm (33.1 in)
Front suspension	Inverted fork	Adjustable FastAce / Talaria factory fork	Adjustable air + dual spring, 220 mm travel
Rear suspension	DNM mono shock (2024+), adjustable	Adjustable FastAce / HT / Talaria factory shock	Adjustable linkage shock, 85 mm travel
Brakes	4-piston hydraulic disc	4-piston hydraulic, 220 mm rotors	4-piston hydraulic, 220 × 3 mm rotors
Wheels	19″ front · 17″ rear, spoked	19″ spoked aluminium	19″ CNC hubs, reinforced spokes
Display	OLED	Digital dash	Full-colour TFT
Ride modes	—	—	Eco · Sport · Hyper
Regen	4-level adjustable	4-level adjustable	4-level + dedicated regen lever
Built for	Trail; beginner to intermediate	Trail and track; intermediate to advanced	Track and fast trail; advanced

One note on the weight row: the MX3 is quoted with and without its pack, the other two as curb weight. They are not measured on identical bases, so treat small differences between them as noise.

Sting MX3: the one most riders should start on

The MX3 runs a 6 kW peak air-cooled PMSM against a 3 kW nominal rating, fed by a removable 60V / 38.4Ah LG 21700 pack holding 2,304 Wh. Through the internal gearbox and 44T sprocket it puts 284 N·m at the rear wheel, and top speed is electronically limited to 47+ mph (75+ km/h).

Delivery is soft-edged rather than sharp, which is what a developing rider needs: traction is easier to find, mistakes are easier to correct, and the bike does not punish a handful of throttle at the wrong moment. Suspension is an inverted fork over a DNM mono shock with preload and damping adjustment at both ends.

The seat is the tallest of the three at around 860 mm (33.9 in), which is worth checking against your inseam. It is also the cheapest, which leaves budget for the things that genuinely improve a first season: proper protective gear, a spare pack, a faster charger. The 60V platform keeps the aftermarket path open, so a rider who outgrows the standard output can add voltage later rather than replacing the bike.

Sting R MX4: the efficient middle

The MX4 fits a DC IPM motor rated 4,000 W continuous and 8,000 W peak, with 45 N·m at the shaft under FOC control, and a larger 60V / 45Ah pack holding 2.7 kWh that charges in about three hours.

The headline is range. At a 16 mph cruise the MX4 is quoted at up to 75 mi (120 km), comfortably the longest of the three, and it does that while raising top speed to 53 mph (85 km/h). The frame is forged 6061-T6, curb weight is 66 kg (145 lb), and the seat drops to 840 mm (33.1 in) — lower than the MX3, which surprises people.

That combination makes the MX4 the sensible pick for a rider who splits time between trail and track, or who has a season or two behind them and knows they will use the extra output. The MX Expert Edition takes the same chassis further with a Manitou Dorado Expert air fork, a Magura MT-5 four-piston front brake, red CNC hardware and a motor quoted at roughly 8.8 kW peak, a 10% increase over the standard MX4.

Sting MX5 Pro: the 72V step

The MX5 Pro is where the platform changes rather than incrementing. Its DC IPM motor is rated 5.5 kW continuous and 13.4 kW peak on a 72V / 40Ah Samsung 50S pack holding 2,880 Wh, delivering 500 N·m at the rear wheel through a 48T sprocket. Unrestricted top speed is 55+ mph (88+ km/h), with Eco, Sport and Hyper modes.

The suspension is where the money shows: an adjustable air-plus-dual-spring fork with 220 mm of travel over an adjustable linkage shock with 85 mm of travel, on 19-inch wheels with CNC hubs and reinforced spokes. Brakes are 4-piston hydraulic on 220 × 3 mm rotors, the dash is full-colour TFT, and regen gets its own dedicated lever alongside the four adjustable levels.

Curb weight is 76 kg (167 lb), about 10 kg more than the MX4. That weight is manageable at speed and noticeable at walking pace, which is a fair summary of the bike generally. It is offered in off-road and road-legal trim; confirm registration requirements with your local authority before choosing the latter.

Reading the differences

The steps are not even

MX3 to MX4 is a 2 kW step in peak output. MX4 to MX5 Pro is 5.4 kW, nearly a 70% increase, and it comes with a voltage change. Riders comparing spec sheets often read the three as evenly spaced. The MX3 and MX4 are neighbours; the MX5 Pro is a different proposition.

Range does not follow power

The longest-range bike of the three is the middle one. The MX4’s 45Ah pack at a modest cruise outlasts both the smaller MX3 pack and the higher-output MX5 Pro, which spends its larger energy budget on performance. If range is your priority rather than pace, the MX4 is the answer.

Voltage is the dividing line for upgrades

The MX3 and MX4 share the 60V platform and therefore the same aftermarket ecosystem: 72V conversion kits, EBMX and KO Moto controllers, high-capacity packs and heat sinks. The MX5 Pro arrives at 72V from the factory as a matched package, and it is not the same upgrade path.

Above the MX5 Pro

If the MX5 Pro is still not enough, the next step is not a bigger conversion — it is the Competizione builds, which run 82V systems making 21 kW (Competizione 50s, 220 Samsung 50S cells, 4,060 Wh, 400A peak) and 23 kW (Competizione 45B, 220 Molicel P45B cells, 3,645 Wh, 450A peak), both around 70 mph and roughly 50 kg. These are purpose-built competition machines with build-specific terms rather than the standard warranty.

Which one to buy

New to dirt bikes: Sting MX3. Lower commitment, room to grow into, and an open upgrade path if riding sticks.
Want the most range: Sting R MX4. The 45Ah pack is the longest-legged option in the range.
Intermediate, mixed trail and track: Sting R MX4, or the MX Expert Edition if you want the Dorado fork and Magura front brake from the outset.
Advanced, track-focused: Sting MX5 Pro, with the suspension and TFT dash to match the output.
Competition: a Competizione build rather than a converted trail bike.
Road registration required: the road-legal trims — Sting Road Legal L1E or Sting L3E Road Legal — and confirm requirements with your local authority before purchase.

Ordering and support

All models ship from China with regional warehouse support, with typical delivery in 3-5 business days, and carry a 12-month manufacturer warranty. Unused, unmodified items can be returned within 30 days.

One final point in favour of buying below your ceiling: the shared 60V platform under the MX3 and MX4 means a rider who wants more later has a defined route to it. Buying the fastest bike first is the most expensive way to discover that the limiting factor was never the bike.

Talaria Sting MX3 vs Sting R MX4 vs MX5 Pro: Full Spec Comparison