Tag Archive: micro cars

  1. Small cars, big gap: LEVA-EU pushes for microcars in EU small-car rules

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    LEVA-EU is campaigning to have electric quadricycles (L6e and L7e) included in the EU’s new support for small electric vehicles. New research from French think tank The Shift Project gives that case a solid evidence base: it finds that microcars could replace millions of second cars in France alone and cut emissions well beyond what small electric cars can achieve.

    A small-car category that leaves out the smallest vehicles

    The European Commission is preparing measures to favour small, affordable electric cars. As proposed, they only cover M1 passenger cars. A car weighing around 1.5 tonnes and up to 4.2 m long can qualify as “small”, while a microcar such as the Microlino, 2.52 m long and weighing around 500 kg, is excluded along with every other L-category vehicle.

    End of August, LEVA-EU raised this inconsistency in an open letter to Executive Vice-President Stéphane Séjourné. The association is calling for the gap to be corrected, and for a dedicated European regulatory framework for all light electric vehicles, built with a specialised expert group.

    The amendments on the table

    The decisive battle is in the European Parliament. The Commission’s revision of CO₂ standards for cars and vans (2025/0420(COD)) creates a new “small electric vehicle” category with super-credits for manufacturers. Italian S&D MEPs Annalisa Corrado, Brando Benifei and Giorgio Gori have tabled Amendments 374, 490, 737 and 899, which would extend it to light and heavy quadricycles (L6e-B and L7e-C). LEVA-EU is urging MEPs across the political groups to back them.

    There is a technical catch. Amendment 490 refers to a “small electric vehicle” sub-category in the L-category type-approval regulation (EU) 168/2013, and that sub-category does not yet exist. It can only be created through a parallel file on simplifying vehicle technical requirements (2025/0422(COD)). LEVA-EU has flagged this drafting gap to the rapporteurs of that file and supplied wording to close it, so the amendment does not end up inoperable.

    Both files are now at the decisive stage. Compromise amendments are expected to be settled in October. The joint ENVI-IMCO-TRAN committee vote on the simplification file is provisionally set for 4 November, and the plenary vote on the CO₂ standards is also expected in November 2026.

    The evidence: The Shift Project’s research on microcars

    In June 2026, The Shift Project and its volunteer network The Shifters published a thematic note on light and heavy electric quadricycles, as part of the think tank’s work on a robust decarbonisation plan for France. Its findings support LEVA-EU’s case on four points.

    Microcars cut emissions further than small electric cars

    The note puts the life-cycle footprint of an L6e/L7e at 25 gCO₂e/km, against 78 g for a small battery-electric car and 199 g for a small petrol car. In its scenario, microcars save close to 5 MtCO₂e a year compared with small petrol cars, and more than 1.3 MtCO₂e a year compared with small electric cars. They also use less than 10 kWh per 100 km, costing €1–2 per 100 km, and charge from a reinforced household socket.

    In other words, rewarding the smallest M1 cars while excluding L-category vehicles rewards the less efficient solution.

    A real market, with room to grow

    Around 60,000 L6e and L7e vehicles were sold in Europe in 2025, half of them in France. The Shift Project sees much larger potential in replacing households’ second and third cars, which make up 35% of the French private car fleet. Trips of 10 to 50 km account for 59% of everyday car emissions, which is the range where a microcar can do the job.

    Assuming microcars replace 30% of second cars and 80% of third cars at renewal, the note projects:

    • about 250,000 sales a year in France once the market matures;
    • a fleet of 2.2 million by 2040 and 3.8 million by 2050.

    Users who try them are ready to switch

    In a trial in Aveyron, a rural department of France, 98 testers used twelve L6e and L7e vehicles for a combined 180 months. Afterwards, one in two said they were ready to replace a car with an intermediate light vehicle. A further trial with ten L7e vehicles started in the Orne department in June 2026.

    Policy is the main barrier

    The note is clear that this potential will not materialise without a fair policy framework. It names the barriers LEVA-EU is working to remove:

    • Subsidies reserved for cars. Since 1 July 2025, France’s main EV incentive has applied only to conventional passenger cars.
    • Competition from the planned M1e small-car category. These cars can still be up to 4.20 m long, heavier and more energy-hungry, yet would receive support that microcars do not.
    • Regulation that does not fit. Separate weight limits for passenger and goods versions force manufacturers to build different chassis.
    • Insurance and awareness. Few insurers cover the category, premiums are close to those for cars, and the vehicles are still little known to policymakers.
    What happens next

    The coming weeks will decide whether L-category vehicles get a place in EU small-car policy or remain outside it. LEVA-EU will keep pressing MEPs and national governments to adopt the amendments and the technical fix before the committee and plenary votes. The Shift Project’s final report, due in February 2027, will add the potential of pedal-assisted light vehicles, industrial and employment prospects, and policy recommendations.

    Read the full note (in French): L’automobile et les mobilités routières – Les véhicules légers intermédiaires, The Shift Project, June 2026

  2. Micro Mobility Systems publishes its position on the EU’s sustainable mobility transition

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    LEVA-EU member Micro Mobility Systems has issued a press release addressing the lack of support for microcars in the L7e category, entitled Stop the SUV Pandemic –The Mobility Transition Is Going Completely Wrong!

    The Micro Mobility Systems press release in full:

    The EU set out to drive a sustainable mobility transition—but reality paints a different picture. Massive electric SUVs with oversized batteries dominate the market, pocketing subsidies, while small, efficient electric vehicles are left behind. The result?High costs, unnecessary resource consumption, and declining consumer acceptance.Yet the solution is already on Europe’s streets: Microcars in the L7e category, such as the Microlino, which has just won the prestigious “BEST IN CLASS” Award 2025 for Best Electric Light Vehicle. But instead of supporting real game-changers, the EU continues to encourage excessive resource consumption.

    The Problem: A Mobility Transition Gone Off Track

    •SUVs instead of smart mobility: The EU hands out subsidies for oversized electric SUVs, despite their inefficiency and massive carbon footprint.
    •Wrong incentives, wrong results: The average EU citizen drives just 30 km per day, mostly alone. Yet, 2.5-ton SUVs are subsidized instead of efficient, resource-saving vehicles. Studies show that vehicles like the Microlino are not only more space-and energy-efficient but also produce 90% less fine dust pollution than an urban SUV.
    •China is taking the lead: While EU regulations stifle European innovation, Chinese manufacturers dominate the market for compact EVs. Europe is losing its auto industry—are we really just going to watch it happen?

    The Solution: Targeted Support for Microcars (L7e)

    •Include Microcars (L7e) in CO₂ fleet accounting:While massive electric SUVs receive double benefits, efficient microcars are completely excluded. This absurd disparity must be corrected immediately.
    •Strengthen European industry and jobs: The L7e category is a uniquely European vehicle class—a huge opportunity to support domestic businesses and innovation. Microcars produced in Europe must be given greater weight in CO₂ fleet calculations to protect European industry competitiveness.
    •A practical, realistic mobility strategy: Not everyone can immediately switch to a fully electric vehicle. However, a smart combination of an electric microcar for everyday use and a combustion car for occasional long distances drastically reduces CO₂ emissions from day one—without compromise, but with maximum efficiency.

    Why now?

    On March 5, 2025, the European Commission will present its Automotive Industry Action Plan—a decision that will shape the future of the mobility transition.Will the EU continue backing oversized, inefficient electric SUVs that are just expensive greenwashing—or will it finally recognize the reality and support smart, practical solutions like the Microlino?As part of the Microcar Coalition, Micro is calling for an immediate policy shift in its official position paper: Instead of subsidizing multi-ton electric tanks, the EU must finally support small, efficient electric vehicles that deliver real sustainability.If the EU fails to rethink its strategy on March 5, Europe’s mobility future is headed for disaster.

    Since its founding by Wim Ouboter in 1999, Micro has been a pioneer of urban mobility. By inventing the original kick scooter, Micro defined the term “micromobility.”In 2013, Micro expanded into electric mobility, launching its first e-scooter. The development of the Microlino began in 2015, led by Wim’s sons, Merlin and Oliver Ouboter. As a 100% family-owned business, Micro stands for innovation, quality, and sustainability.www.microlino-car.com

    Press Contact

    Merlin Ouboter, Co-Founder
    merlin.ouboter@micro.ms
    +41 79 837 38 66
    Press Kit

  3. Why are U.S. regulators against tiny cars?

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    Source: Bloomberg

    Bloomberg considers how European and Asian cities have found a place for small urban vehicles, while U.S. regulators seem keen to keep these small cars at bay

    The tiny car is not unusual on the streets of Europe, as a Bloomberg reporter recently observed in Northern Italy, finding neighborhoods filled with compact vehicles commonly discussed in the U.S. but rarely seen in person.

    Some notable sightings: In Turin, a Microlino, an electric revival of the 1950s “bubble car,” was spotted. Shortly after, a photo was taken of the Citroën Ami, a cube-shaped vehicle with a devoted following in Paris. In Milan, a sleek, two-tone Smart ForTwo zipped by, easily fitting into a tight parking space next to a Fiat Topolino and a motorcycle. Also spotted was the Biro, a vehicle so small it can be driven in Amsterdam’s bike lanes.

    These mini cars come with various advantages. They easily fit into parking spaces that regular sedans and SUVs struggle with and are significantly cheaper. For instance, the Ami is priced at approximately €6,000 ($6,600), a fraction of the cost of a standard car. They are also lighter, have smaller blind spots, and pose less risk to pedestrians and cyclists. Their environmental impact is reduced as most of them are electric.

    Aside from practicality, minicars are fun to drive. A Microlino review in The Verge referred to it as “urban delight,” and another headline praised the Fiat Topolino as “heart-melting.”

    However, these minicars are not available in the U.S. The primary obstacle is not a lack of consumer interest, but rather restrictive regulations preventing the introduction of these innovative and practical urban vehicles. The term “minicar” generally refers to a range of vehicles that are larger than bicycles but smaller and slower than standard cars. Most are electric and designed for short trips, with modest battery ranges of about 50 miles.

    Japan has embraced minicars for decades, with kei cars making up a significant portion of their new car sales. These small vehicles are cheaper and more manoeuvrable than full-sized cars. Similarly, in Asia and Europe, minicars thrive in urban areas where parking is scarce, and streets are narrow. European cities like Paris and Amsterdam have promoted their use by converting parking spaces into bike lanes and public areas, further encouraging the adoption of small, eco-friendly vehicles.

    In contrast, the U.S. has not been as accommodating. The National Highway Traffic Safety Administration (NHTSA) requires all cars to meet stringent safety standards, leaving little flexibility compared to Europe. In the U.S., minicars fall under the Low-Speed Vehicle (LSV) category, which restricts their maximum speed to 25 mph. This limitation reduces their practicality, especially in areas where other cars move much faster.

    There is, however, a workaround for U.S. minicar enthusiasts: vehicles more than 25 years old can be imported without having to comply with federal safety regulations. This loophole has sparked growing interest in vintage Japanese kei cars, especially among those seeking compact, practical trucks.

    Recently, state-level crackdowns on kei cars have jeopardized this market. Several states, including Massachusetts, Michigan, and Texas, have refused to register kei cars, deeming them unsafe. Despite efforts to reverse these decisions, it highlights the rigid nature of U.S. automotive policies, which prioritize the safety of car occupants over the safety of pedestrians and cyclists.

    While minicars may seem less safe on highways, the real danger comes from the oversized SUVs and trucks dominating American roads. These large vehicles pose significant risks to pedestrians, cyclists, and smaller cars, yet continue to be sold without much concern for their impact on road safety.

    Ironically, minicars are considered unsafe, while enormous vehicles like Hummers, which can weigh up to 9,600 pounds, are deemed acceptable. Meanwhile, pedestrian and cyclist fatalities in the U.S. have reached a 40-year high, partly due to the growing size of American cars.

    This contradiction reveals a major flaw in U.S. car regulations, which focus on vehicle occupant safety rather than the overall dangers posed by larger vehicles. Unfortunately, Americans are missing out on the many benefits minicars provide to urban residents in Europe and Asia.

  4. Japanese micro Kei cars banned in multiple US states

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    Safety concerns stemming from the size and age of the small vehicles have led to individual states imposing restrictions

    Source: ars technica

    Japanese Kei cars, known for their compact size and efficiency, are a real contrast to the large SUVs that dominate American roads. These small vehicles, governed by strict regulations in Japan that limit their size, weight, and power, have become a popular option for those seeking affordable and simplistic alternatives to modern cars. Their appeal in Japan as low-cost, efficient vehicles has extended beyond the country’s borders, leading to a significant interest in importing these cars into the United States.

    Kei cars have gained a niche following in the U.S., particularly among enthusiasts who appreciate their minimalistic design and practicality. However, despite their popularity, these vehicles have come under increasing scrutiny from state authorities, resulting in a growing number of bans that restrict their use on American roads.

    At the federal level, U.S. regulations allow the importing of vehicles that are over 25 years old without requiring them to meet modern federal motor vehicle safety or fuel economy standards. This loophole has made it possible for Kei cars to be imported and used in the U.S., provided all import duties are paid. However, it is the responsibility of individual states to regulate the use of these vehicles on public roads, and many states are beginning to take a hard stance against them.

    Several states have imposed restrictions on Kei cars, particularly Kei trucks, often limiting their use to farm work or prohibiting them from being driven on highways. For instance, states like Alabama and Arkansas allow these vehicles under certain conditions, such as enforcing speed restrictions or banning highway usage. On the other hand, states like Georgia, Maine, and New York have implemented outright bans, refusing to register Kei cars for road use. Recently, Massachusetts joined this trend, going as far as publishing a list of specific Kei models that are no longer eligible for registration.

    The primary concern driving these bans is safety. Some states classify Kei cars as “off-road vehicles,” arguing that they are unsuitable for public roadways. Others cite the vehicles’ non-compliance with federal safety standards as justification for their exclusion from state roads. These concerns are not unfounded. Kei cars are significantly smaller than even the smallest cars commonly seen on U.S. roads, such as the Mini Cooper or Fiat 500e. Their diminutive size raises serious questions about their crashworthiness, particularly in collisions with the much larger vehicles prevalent in America, such as full-size SUVs and trucks.

    The safety risks associated with Kei cars are compounded by the fact that many of these vehicles are at least 25 years old, meaning they lack the advanced safety features found in modern cars. While these cars may perform adequately in the congested and narrow streets of urban Japan, their small size and outdated safety measures make them vulnerable on the vast and high-speed roads of the U.S.

    The Insurance Institute for Highway Safety (IIHS), a leading vehicle safety testing organization, has expressed concerns about the use of small, light vehicles like Kei cars on busy public roads. Although the IIHS has not crash-tested Kei cars specifically, its stance is clear: vehicles that do not conform to the Federal Motor Vehicle Safety Standards (FMVSS) should not be allowed to mix with regular traffic, as they pose significant safety risks.

    While Kei cars offer an intriguing alternative for those seeking simplicity and efficiency, their growing popularity in the U.S. is being met with increasing resistance from state regulators. The safety concerns surrounding these vehicles, coupled with their non-compliance with modern standards, have led to a wave of state-level bans. As more states move to restrict or outright prohibit Kei cars, the future of these unique imports on American roads appears increasingly uncertain.

  5. Microlino launch in Sweden: The next era of micromobility

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    Source: Micro

    The launch of the Microlino in Sweden, facilitated by Louwman Sverige AB, marks the beginning of a new era in micromobility, offering a climate-smart and stylish transportation alternative designed for urban living.

    A perfect urban companion

    The Microlino, a compact electric vehicle with room for two, achieves a top speed of 90 km/h and boasts an impressive range of up to 228 km. Classified under the EU’s L7e vehicle category as a four-wheeled motorcycle, it offers significant advantages including access to specific bus lanes and exemption from congestion charges. Additionally, it can be driven with a regular B driver’s license, making it highly accessible for urban dwellers.

    Meeting the needs of modern cities

    As urban areas face challenges like noise, pollution, and congestion, the Microlino is designed to address these issues by providing a silent, climate-smart, and space-efficient mode of transportation. The goal is to improve urban living and make commuting not just bearable, but enjoyable.

    A vision for sustainable urban mobility

    “The Microlino is our contribution to functional sustainability solutions for urban areas, and we are happy to now offer the Microlino to the Swedish market together with Louwman Sverige. Our vision is to replace every second long-distance car in a household with a Microlino, and we are convinced that the need for eco-friendly and weather-protected micromobility will continue to grow in Stockholm and other Swedish cities,” say Merlin and Oliver Ouboter, founders of Microlino AG.

    Louwman Sverige AB: Expanding the horizons of individual mobility

    Louwman Sverige AB, known for its direct sales approach and tailored customer service, has successfully sold Suzuki passenger cars directly to customers for several years. Now, they introduce the ground breaking Microlino to the Swedish market. “Here, Microlino fits perfectly,” says Sandra Hilton, brand manager at Louwman Sverige AB. “It is light, energy-efficient, has plenty of space for two plus a couple of weekend bags – or the week’s grocery shopping. With a width of just under 1.5 meters and a length of 2.5 meters, you can drive right into any small space and step out directly onto the sidewalk. It’s hard to imagine a smarter city vehicle!“

    Launch details

    The Swedish sales launch for Microlino is set for June 1, 2024, with prices starting at 269,900 SEK. Orders and test drive bookings can be made at www.microlino.se. Initially, test drives and deliveries will be available in the Stockholm area, with plans to expand to more of Sweden’s major cities over time.

    Louwman Sverige AB is located at Vretenvägen 10, 171 54 Solna. Service will be provided by Mechanum Sverige AB in Skarpnäck, a workshop entirely focused on electric vehicles, ensuring top-notch quality and customer satisfaction. Soon, advantageous financing solutions will also be offered through Louwman Sverige’s new partner in vehicle financing, Toyota Kreditbank GmbH, Sweden Branch, with insurance provided by Länsförsäkringar.

  6. How compact electric vehicles could challenge the dominance of SUVs

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    Source: The Guardian

    The Guardian reports on driving through the streets of central London in a diminutive Microlino electric car, as its petite frame contrasts sharply with the towering SUVs, it draws an unexpected amount of attention. Passersby cheerfully nicknamed the vehicle “Lego car.”

    A quirky innovation from Micro

    Made by Micro, the Swiss family-owned company renowned for its mini-micro kick scooters, the Microlino embodies the retro charm of 1950s bubble cars. Measuring a mere 2.5 meters in length—just marginally smaller than a Smart car—it boasts a unique front door and a rear hatch for accessing the boot. Its innovative design, with the windscreen and bonnet swinging open, facilitates seamless entry and exit.

    Challenging the dominance of SUVs

    As the Microlino makes its debut in the UK market, it defies the prevailing trend favouring larger vehicles, particularly SUVs. Despite environmental concerns and warnings from experts, SUVs accounted for nearly half of global car sales in 2023, marking a significant shift towards larger, heavier automobiles.

    In the congested streets of London, the Microlino stands out, attracting countless double takes, waves, and laughter. Cyclists engage in conversations at traffic lights, while even bus drivers pause to offer enthusiastic gestures of approval. Its manoeuvrability makes it ideal for urban navigation, although its range of 136 miles and top speed of 56mph allow for occasional longer trips.

    Parking snugly between luxury vehicles like Bentleys and Land Rover Defenders in affluent London districts exemplifies the Microlino’s adaptability. Despite the prevalence of SUVs, in these areas including Chelsea, a posh area of London that gave name to the “Chelsea tractors”, compact cars like the Microlino find their place.

    Factors driving the trend towards larger cars

    The reach of SUV’s go far beyond affluent areas. David Bailey, a professor of business economics at the University of Birmingham, explored the various factors contribute to the proliferation of larger vehicles, including customer demand for spacious interiors and a commanding view of the road. Regulatory requirements, such as safety features and emissions control systems, also influence car sizes, with smaller vehicles facing higher production costs.

    Environmental implications of car size

    The expansion of car sizes poses significant environmental challenges, with larger vehicles consuming more fossil fuels and emitting higher levels of carbon dioxide. Additionally, the production of electric SUVs requires substantial quantities of minerals, hindering decarbonization efforts. Moreover, larger vehicles contribute to increased tire pollution and pedestrian fatalities, particularly among women and children.

    Trends towards smaller electric vehicles

    The imminent launch of smaller, more affordable electric models, such as the Renault 5 and the Dacia Spring, offers promise for accelerating the transition away from fossil fuels. However, limited offerings from major manufacturers hinder progress, with only a few ventures into the realm of truly compact electric cars.

    China emerges as a dominant force in the market for tiny electric cars, leveraging cheap lithium iron phosphate batteries to produce affordable models like the Geometry Panda, Mini EV, and Baojun Yep. These compact vehicles offer SUV styling in a compact package, reflecting a growing trend towards smaller, more efficient transportation solutions.

    Microlino’s vision

    Merlin Ouboter, the driving force behind the Microlino project, envisions a future where compact, efficient vehicles like the Microlino revolutionize urban transportation. Designed for short-distance travel, the Microlino aims to address the majority of daily commuting needs while promoting shared mobility solutions for longer journeys.

    Policy interventions for sustainable transport

    Advocates like James Nix emphasize the need for policy interventions to promote sustainable transportation practices. Measures such as higher parking fees for large vehicles and increased sales taxes can help mitigate the growing size of cars and encourage the adoption of more environmentally friendly alternatives. Emulating successful initiatives implemented in countries like France could pave the way for a more sustainable evolution of the European car fleet.

  7. INVERS publishes white paper: Microcars in European Carsharing

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    The car share hardware and software company has released a white paper billed as an intro to the world of light electric vehicles and mini-mobility in carsharing.

    INVERS is a German company that develops and runs integrated hardware and software solutions for car sharing and car rental operators worldwide to launch and operate fleets at scale. The white paper focusing specifically on microcars features 5 countries and 17 operators, with commentary from 5 expert interviews. The company cite the lack of information specifically on microcars as their motivation for this publication. The focus of this white paper is to identify current examples of carsharing services with microcars and other light electric vehicles as of January 2024, and the content builds on existing insights by providing industry interviews and an analysis of the current market.

    Interested readers can visit the INVERS landing page to download the white paper.