Source: Micromobility Industries

Wim Ouboter, founder and CEO of LEVA-EU member Micro Mobility Systems Ltd, is viewed by many as a pioneer in modern micromobility, having innovated the Micro Scooter in the 90s. He was interviewed by the Micromobility podcast, where he outlined the journey from the Micro Scooter to the Microlino and discussed regulation, manufacturing, pod cars, and why LEVs are the future of urban mobility.

Micro Mobility Ltd’s scooters

In the latest episode of the Micromobility Podcast, Ouboter was interviewed by Prabin Joel Jones, where he spoke about the modern kick scooter he invented in 1997, from needing transportation to try and find a late night bratwurst, with him thinking the car or bicycle would not be suitable for his mission, but rather a more compact transportation mode that’s agile for getting around.

The Micro Scooter sold 80,000 units a day at its peak, and the Razor scooter sold 5 million units in 6 months in the USA. Then when the kick scooter boom collapsed, with more than 300 manufacturers also producing kick scooters, Ouboter started to produce more scooters, with the company diversifying across 7 categories in 80 countries, which gave him a revenue base for the innovation of another groundbreaking micromobility solution, the Microlino, which has since been a key reference point for serious conversations about microcars.

The Microlino

Inspired by the fun and compact bubble cars from the 1950s, Ouboter wanted to involve his sons Oliver and Merlin in his next micromobility venture.

From innovating the Microlino, Ouboter believes that 95% of urban trips can be completed with microcars instead of full-sized cars.

He deliberately choose to create a L7 quadricycle category vehicle instead of the L6 lighter version, as an L7 light electric vehicle can replace the conventional car for most trips, with its ability to travel up to 90 km per hour. However, the Microlino can be sold as an L6 that’s converted to L7 specification with a new number plate, and a software update, thanks to Ouboter carrying the logic of needing long-lasting upgradeable hardware for his products.

The reasons behind the cost of a Microlino

Ouboter explains that the light electric vehicle uses the same production method used for conventional cars, unibody stamped steel construction, which is in contrast to Microlino’s nearest competitors in the L6 category who adopt tubular frames with plastic bodywork which is normally manufactured in lower-cost locations. The base structure cost difference is approximately 2,500 euros before the addition of a battery or electric component.

Its battery options offered across three different sizes add more to the cost.

The company offers a full in-house painting line, which can produce any colour a customer requires, a service which carries higher operational costs than a one-coloured plastic shell design.

Ouboter states that its design concept is targeted at those wanting to make a good “bella figura” impression, and are willing to the pay the cost of the unique cutting-edge sustainable design that it represents.

What’s next for the Microlino design

Ouboter shared that there is a new hybrid version being developed in China, with costs for components such as motors, gearboxes and drivetrain elements being approximately half the equivalent in Europe.

In the Microlino factory in Turin, Italy, there are limited edition and co-branded versions being produced (including automotive partners), as well as more affordable Chinese-manufactured versions that will be sold alongside them. Assembly will be done in target markets, which may include the United States, allowing local assembly to manage tariff exposure.

Ouboter’s proposed solution to microcar regulatory hurdles

In terms of vehicle categories, the microcar sits inside the L vehicle category which also comprises of vastly different vehicles such as two-wheeled mopeds and heavy quadricycles. These implications are practical and commercially damaging.

• For example, in Brussels, L6-category vehicles are banned from tunnels, because mopeds are banned.

Rewards frameworks are available for conventional low-emission passenger vehicles, but not the smaller, more sustainable microcar models

• For example, the Swiss CO2 law gives emissions credits to passenger cars, but the microcar is not included.

Ouboter is challenging this legally with a renowned Swiss lawyer, emphasising that microcars like Microlino are passenger cars, so should be provided access to these credits.

Ouboter’s proposal to officials is to introduce regulatory changes on a trial of 5 years, and if any problems arise, the changes could be revised or withdrawn. He explains that waiting for the full cycle for accommodating new vehicle categories, results in the market moving without clarity that could accelerate it.

A global overview and what’s next on the horizon for Micro Mobility Systems Ltd

Its customer base is mainly European, but its scooter business is operating in 80 countries and has microcar markets emerging outside of Europe, with 10 vehicles operating in the Middle East, and the addition of a customer in Uruguay. The company is also currently evaluating the Indian market by testing components there.

The company is developing a new Microlino vehicle platform that carries SUV visual references, while remaining true to the microcar’s size and weight. The next micro pod car is being engineered to be used as a golf cart, delivery or short-range military-use vehicle.

The Microlino Turin factory of 80-90 employees is already working as a contract manufacturer for other companies requiring production runs of 500-1,000 vehicles.

It has also been announced that the Co-Founder of Tesla, Martin Eberhard, will join the Microlino team.

In regards to the scooter business, after self-funding the development of the Microlino, the company is looking for external investment for its next phase.

Ouboter ends the podcast episode by highlighting the need for the microcar to receive more government support as a sustainable mobility option, emphasising that they use approximately 60% less material in production than a standard vehicle and consume proportionally less energy per kilometre, when being used.

As well as tackling the regulatory hurdles from vehicle categorisation, Ouboter explains that government support for improving city infrastructure to make light electric vehicles more accessible to society is needed, with the inclusion of small parking spaces, simple and flexible charging, and park-and-ride spaces at train stations.

“There is no Planet B” warns Ouboter.

Read more and listen to the full episode on the Micromobility website.