‘Electric Evolution’ signifies five pioneering e-motorcycle drive systems.
Boasting 20-years of e-bicycle engineering, Bafang has branched out into what is arguably a logical next step forward, e-motorcycle drive systems. Manufactured in the same R&D location in Suzhou, China, T&D represents another opportunity to embrace greener technologies and a sustainable future.
Why e-motorcycles?
Bafang can contribute to the planet’s electric revolution and joins the e-motorcycle market as it begins to gather some significant pace. With many fans and partners alike, Bafang is set to make a good impression on the market with the new venture.
When quizzed about the inner workings of T&D, Head of T&D, Vice General Manager of Bafang, Sunny He shared, “As a team, we sincerely value the harmonious existence of nature and humanity and are keenly aware of the natural demand for sustainable and intelligent products for our shared future. One way to achieve that coexistence is to follow the natural rhythm of things, and the time of e-motorbikes has truly arrived, the time is rife to go green.”
The name, T&D, originates from Chinese culture; Tian & Di, or heaven and earth. It is reflective of the brand’s harmonious ecosystem outlook and is set to win many fans.
What T&D will offer.
Five e-drive systems have been developed by T&D to deliver electric solutions for every rider. On offer are off-road, sports, touring, urban, and indoor entertainment drive systems, all developed to produce the very best propulsion and riding experiences in accordance with nature and the planet. All the components in each drive system are certified as “green”, an accolade for other manufacturers to follow. More information can be found on the new T&D website and by subscribing to the T&D newsletter.
Product highlights.
FE01 (Storm) Off-Road Drive System: • Compact and lightweight design weighing only 21.66Kg • Vehicle-grade software architecture using the CAN communication protocol • Peak power at 60Kw • Torque exceeds 125N.m • Accomplishes climbing gradients of up to 60% • 0 – 50Km in 2.8s • 90% system efficiency
LI01 (Forest) City Commuting Drive System: • Simple and efficient lightweight structure • Multiple high-precision current and temperature sensor motor • 72V 50Ah imported lithium battery • BMS with 6 major protection functions • 247N.m rear wheel torque • Top speeds of circa 80Km/h • Nimble and manageable handling
Launched at the Mobile World Congress in Barcelona, the new E300SE from LEVA-EU member Segway boasts a top 105km/h speed, range capacity of 130km and all for less than 5,000 €.
Following a range of electric scooters that do not require a license, Segway have now entered the 125 market with the E300SE, based upon the same design as the E110SE but with more advanced engineering.
10 kw maximum power.
Segway’s new electric moped is powered by a rear wheel motor from QS Motor, producing 10 kW of peak power (7.8 kW nominal) via 5 operating modes. The E300SE reaches 50 km/h from a standing start in 2.9 seconds and on to a top speed of 105 km/h, thanks to rear wheel torque of 200 Nm.
Three battery capacity.
Housed on the lower part of the moped, the Segway E300SE has two 2 kWh batteries as standard, 74V – 27 Ah, allowing range between 85km and 130km. An additional battery can be added to bring the total capacity to 6 kWh. This arrangement allows 37 litres and 27 litres of storage respectively. Each battery can be removed and recharged in just three hours from household power supplies.
The Segway E300SE is also equipped with connected functionalities and a remote update device, and showcases ABS disc brakes on the front and rear 12-inch wheels. With this set up, the model can transport two passengers.
Less than 5,000 €.
The E300SE is due for launch on the market in May. The moped is one of the cheapest in its class at only 4,790 € for the two-battery version, or 5,990 € for the version with additional battery. Offered prices may be lower depending on market and national incentives.
New tracker provides accurate information on 400 government incentives and subsidies for small electric vehicles in over 30 countries, allowing users to compare and choose preferences.
A ground-breaking new tool developed by Micromobility Industries and Ride Review, has been launched to aid individuals in the purchase of small electric vehicles, e-bikes, scooters and mopeds, for example. The Micromobility Global Incentives and Subsidy Tracker is a unique database of information on over 400 government directives from over 30 countries, detailing information on relevant regulations and policies, and links to each program on the government’s website. This allows users to compare and choose the best option for them.
With a focus on sustainability, health, enjoyment and cost-effective transport modes, small electric vehicles have surged in popularity in more recent years. The initial outlay remains the primary stumbling block for users, so any information on government incentives and subsidies that will encourage use and promote sustainability are essential.
James Gross, CEO of Micromobility Industries and Ride Review commented, “The first challenge is people don’t know these incentives might be available to them and the second challenge is that many government websites are hard to parse and understand. By providing a centralized database of information on incentives and subsidies for small electric vehicles, the tracker will help individuals make more informed decisions. It will also support policymakers and industry stakeholders in understanding the landscape of incentives and subsidies for small electric vehicles, and how they can be improved to better support sustainable mobility.”
Co-Founder of Micromobility Industries, Horace Dediu, declared, “The launch of the tracker is an important step forward for the micromobility industry as a whole. As more individuals, organizations and governments recognize the benefits of small electric vehicles for sustainable and cost-effective transportation, this tool will play a critical role in supporting their adoption and promoting micromobility around the world.”
About Micromoblity Industries and Ride Review
Micromobility Industries is a leading research and advisory firm focused on the micromobility industry. This includes ebikes, mopeds, scooters and other small electric vehicles. Micromobility is the fastest growing mode of transportation and the company organises large events and supplies media products like The Micromobility Landscape to the market. Tactical consulting, research and analysis are also offered to governments and organisations looking to explore the rapidly growing sector. See more at https://micromobility.io/ Ride Review is the largest collection of reviews from independent experts on small electric vehicles. You can see more at https://ridereview.com/https://ridereview.com/
Comments Off on LEVA-EU member THOR AVAS publishes market research findings on non-commercial vehicles
THOR AVAS, innovators of acoustic alerting systems for EVs, have conducted a study into the European electric transport sector, divided into vehicle types and uses.
The sound of an EV is important to end-users, most notably for safety and personal preference of the noise that they expect their vehicle(s) to make. The survey concentrated on personal use vehicles, omitting commercial and construction vehicles and delivery transportation, instead concentrating on electric cars, scooters, motorcycles and bicycles.
Safety and personal preference were most important for scooter and bicycle users. Car users, meanwhile, were more resolute that noise was for personal value. Motorcyclists and moped users were less enthusiastic about noise additions, the consensus being that they already had the sound of the high-speed wind. This group of EV users was the smallest, however.
35 million personal vehicles are observed in Europe, of which 7 million (21%) are electric. As Europe’s 2035 ban on manufacturing new ICE cars nears, this number is continually increasing, amplified by a rise in gas and oil pricing. The data of Thor Avas’s research relates well to the current market. Comprehensive and thought-provoking details can be located here.
Although many cities regard electric scooters as somewhat of a nuisance, police in Copenhagen are becoming quite accustomed to the two-wheeled vehicles.
Initially celebrated by cities and deemed a solution for sustainability and clean, urban mobility, e-scooters have progressively become less-favoured. Problems caused by irresponsible parking and perception of the vehicles a danger to other road users and pedestrians alike have been particularly significant. However, police in Denmark’s capital have welcomed e-scooters into their expanding fleet, and celebrate the local benefits.
The western suburbs of Høje Gladsaxe and Ishøj have been targeted by the police units and the adoption has already been hailed a success. The e-scooters have enabled mobility where it might otherwise not have been possible by way of historical four wheeled transportation. This has allowed the police to give a better service to the community.
What’s more, the new transportation vehicles have created a closer bond with the public. Inspector Allan Nyring from Copenhagen Vestegns Police commented, “Police on scooters elicit more smiles and pleasant comments than the bicycle, and the officers feel that they get closer to the citizens than in a patrol car.”
Being more welcoming and more accessible are regular interests for many police forces, and the adoption of e-scooters certainly aids in this pursuit.
Comments Off on Podbike officially delivers the first FRIKAR
After battling engineering challenges, a global pandemic, and a shortage of computer chips, LEVA-EU member Podbike has triumphantly announced its first FRIKAR delivery.
On February 1 2023, the very first of Podbike’s innovative FRIKAR was delivered. Podbike co-founder Per Hassel Sørensen embarked on his journey to build a better bike in 2015 after being hurt in a bike/car collision. After eight years of development, the first model is now complete.
Despite facing many challenges throughout the production and development process, the vehicle is officially on the road. Instead of customers cancelling pre-orders over the last two years as Podbike wrestled with design and supply chain challenges, the vehicle actually received more purchase requests than could be handled. Podbike shared, “This enthusiasm sustained us because it showed there is a sizeable and committed market for green mobility. Here it is: the final product! And we are stoked!!!”
Individuals who pre-ordered the FRIKAR will now be contacted with further details on their purchases.
A new large-scale study by E-bike Monitor estimates 14.2 billion euros worth of light electric vehicles, including e-bikes and e-scooters, are currently owned by the Dutch.
The study concluded that 42 percent of Dutch individuals over the age of 18 own one or more light electric vehicles, equating to 6 million LEV riders and 6.2 million vehicles. The study had a sample size of 5,000.
Within this bracket, electrical bicycles hold the largest share, with the number of owners growing from 4.6 million to 5.5 million in the last year alone. This equates to an €11.8 billion market value, with the total LEV market growing 24% to reach a value of €12.4 billion.
Alongside a growing market share, the price of electric vehicles also rose in the last year, with the average cost for a city e-bike rising from €1,876 to €2,036.
In response to the energy crisis and rising fuel-import costs, the Government of Pakistan has given a briefing on national initiatives to lower fuel consumption. This includes the significant promotion of LEVs such as electric motorcycles.
At the National Energy Conservation Policy conference, Pakistan’s Defence Minister, Khawaja Asif, proposed the shift away from conventional combustion engine motorcycles. He suggested that the change would benefit individuals, the economy, and the environment, plus reduce the country’s annual petrol spending – currently Pakistan spends 3 billion USD on petrol to power motorcycles each year. The new initiative aims to gradually phase out petrol-powered motorcycles completely.
While the initial purchase point is higher, the government of Pakistan has outlined how the bikes can be more cost-effective throughout the product’s lifetime. Financial aid to promote the shift to electric power is currently under consideration.
Comments Off on New Machinery Regulation: adverse effects on Light Electric Vehicles Business
End of last year, the European Parliament, Council and Commission reached an agreement on the future Machinery Regulation. Parliament and Council went against the Commission’s proposal to exclude all vehicles from the future legislation. That will have particularly adverse effects on electric cycles, e-scooters and self-balancing vehicles.
Originally, the Commission proposed to exclude all “vehicles which have as their only objective the transport of goods or persons by road, air, water of rail (…).” The justification was that Machinery legislation was “not meant to regulate risks other than those stemming from the machinery function (such as sawing, excavating, etc.) and not the risks exclusively relating to its transport function of persons or goods.” If they had been excluded, they would have come under the General Product Safety Directive (GPSD), just like conventional cycles. More importantly, this would only have been a temporary solution in anticipation of a specific Regulation for Light Electric Vehicles.
Unnecessary Machinery Directive
The intermediate solution of the GPSD would have been so much better for LEVs because this Directive only has very general requirements. In addition, there are already several European standards with specific technical safety requirements in place, i.e. the EN 15194 for EPACs, the EN 17128 for PLEVs (e-scooters & self-balancing vehicles) and the EN 17404 for EPAC mountain bikes. The fact that these vehicles present no structural safety risks shows that the standards offer adequate technical requirements and that the Machinery Directive is unnecessary to ensure that safety.
On the contrary, in recent years, in standardisation it has become increasingly clear how much the current Machinery Directive is an obstacle to Light Electric Vehicles (LEVs). The Directive contains hazards that are totally irrelevant to LEVs, for instance noise, vibrations or protection against risks from moving parts.
HAS consultants
Originally, there were in-house CEN consultants, who worked together with the technical committees to ensure that the draft standards met the requirements of the Machinery Directive in the best possible way to maximize the chances of harmonization. The harmonization of standards under the Machinery Directive offers manufacturers presumption of conformity in case of a dispute, or worse, a court-case. This presumption of conformity is an important guarantee of legal certainty.
With these in-house consultants, there was room to negotiate which requirements were relevant or not. One very important agreement for the EN 15194 (EPACs) for instance was that the requirements for moving parts were not relevant for cycle wheels. Without that agreement, the standard would have required all wheels to be covered.
Since, the Commission has changed the system. They replaced the in-house consultants by so-called Harmonised Standards (HAS) consultants. The contract was outsourced to a private company, i.e. Ernst & Young. The task of these consultants is to support the Commission to verify whether the requirements for harmonisation are met. However, HAS consultants are no longer involved in the actual drafting processes and therefore technical committees can no longer make use of HAS consultants services to fill any potential gaps in the technical or legal expertise, nor to negotiate.
Harmonisation impossible
What’s worse for LEVs, HAS consultants make all Machinery Directive requirements applicable to LEVs, whether relevant are not. As a result, in the new system none of the LEV- standards has achieved harmonisation. To this end, nonsensical tests should be introduced such as on the noise level the vehicles produce or on vibrations, which for LEVs obviously come from the road surface not from the vehicle itself. As for the future standards for electric cargocycles, it is already clear that no harmonisation will be requested because it is simply not feasible.
The new Machinery Regulation will only exacerbate these issues. Indeed, the new legal text will now explicitly state that the Regulation applies only to risks arising from the machinery function, not the transport function. However, who will determine what is a machinery function and what is a transport function? In our view, LEVs don’t have machinery functions, only transport functions. That is exactly why the Commission thought it necessary to exclude them. Unfortunately, the European Parliament and Council literally twisted the Commission’s words, the result being an unworkable mess.
Disastrous impact
One party that argued hard to keep LEVs, more specifically electric bikes, in the new legal text was CONEBI, the trade association for the (electric) bike industry. We quote from their position paper: “The EU Machinery Directive is of high importance to the EU Bicycle Industry as it legislates the essential health and safety requirements relating to the design and construction of electrically power assisted cycles (EPACs).The fact that EPACs are within the scope of the Machinery Directive was officially acknowledged in the first Edition of the Guide to Application of the Machinery Directive 2006/42/EC of December 2009.”
CONEBI clearly does not question the adequacy of the essential health and safety machinery requirements for EPACs. Also, the CONEBI memory is somewhat lacking here. in 2006, yours truly and a representative of CONEBI (called COLIBI at that time) had a meeting with the Commission to ask if there was still any chance of avoiding the Machinery Directive for electric bicycles excluded from type-approval. In other words, originally CONEBI was not in favour of having electric bikes in the Machinery Directive. Their current efforts to keep EPACs in the new Machinery Regulation clearly shows that the association has no understanding of the impact on standardisation for EPACs AND for other light, electric vehicles, nor of the consequences for the businesses concerned. Hopefully their understanding will grow as the disastrous impact of the new legislation on LEVs becomes a reality. In the meantime, LEVA-EU will continue its efforts for a specific LEV-Regulation designed in consultation with the LEV-business for the LEV-business.
