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After having previously tested out Tenways’ first single-speed electric bicycle last year, I was excited to give the brand’s newest model a try. Now that I’ve spent some good saddle time on the Tenways CGO800S, here’s what I think about this new ride.

First of all, there’s definitely a lot to like in the Tenways CGO800S. It’s not all perfect, and there were a few misses, but it’s largely a very nice offering.

This is absolutely an urban-oriented e-bike though, so don’t expect to turn this into your hybrid trail rider or anything like that.

It’s also a pedal-assist e-bike fitting in the Class 1 designation in the US, so you’ve got to go into this review knowing that this is an e-bike made for cyclists. This is not a motorcycle with pedals.

With that frame of mind in place, let’s dive in here. You can start with my brief video review below, then keep reading for the rest of my thoughts.

Tenways CGO800S video review

Tenways CGO800S tech specs

  • Motor: 250W rear hub motor
  • Top speed: 20 mph (32 km/h) in US, 15.5 mph (25 km/h) in Europe
  • Range: Claimed up to 62 miles (100 km)
  • Battery: 36V 10.4Ah (375Wh)
  • Weight: 50.7 lb (23 kg)
  • Frame: Aluminum alloy 6061
  • Suspension: Front suspension fork
  • Brakes: Tektro hydraulic disc brakes
  • Extras: Gates carbon belt drive, color LCD display including speedometer, battery gauge and PAS level indicator, front and rear LED lights, torque sensor, included rack and fenders, three color options
  • Price: $1,999

Great for the city

As I mentioned, this isn’t one of those “motorcycle with pedals” types of electric bicycles. This is a relaxed e-bike that feels much more like a standard city bicycle, albeit one that doesn’t make you work very hard if you don’t want to.

The upright ride with tall handlebars gives a comfortable body position and the modest 250W motor doesn’t feel overpowered. It still has some nice acceleration in higher-power pedal assist modes, but no one will accuse the Tenways CGO800S of being too much bike to handle. It just isn’t going to knock anyone’s cycling socks off, so to speak.

That means it is better suited for someone who already enjoys cycling, but wants a nice boost added to their usual ride. And perhaps they also want the other advantages that come with nicer e-bikes.

For example, the included torque sensor makes the pedal assist smooth and intuitive feeling. When you press harder on the pedals, you get more power from the motor. It’s as simple as that.

There’s no throttle to feather; everything is foot-controlled.

Well, not everything. You’ve still got those hydraulic disc brakes at your fingertips. But there’s no shifter to mess with, since this is a single speed. That can go in either the pros or cons column, depending on whether you like the simplicity of a single-speed or prefer the gear ratios that come with a multi-speed transmission.

tenways cgo800s belt drive electric bike

For me, single-speeds are great, lightweight, and simple solutions. But I also live in a flat city, and so your mileage may vary.

Speaking of mileage, the company says you’ll get up to 100 km (62 miles) of range from the Tenways CGO800S. That’s probably a bit higher than most people will get, but it really depends on what pedal assist level you keep it in.

If you’re blasting around in the highest power level, you’ll be lucky to see 35-40 miles. If you keep it in level 1 all the time, you could realistically reach 62 miles of range.

But since most people don’t have the self-control to only use the lowest (and slowest) power level, don’t expect to ever really see 62 miles of range.

Even so, the rest of the promises check out. The speed really gets up to 20 mph (32 km/h). The bike comes with included accessories like a rear rack and a fender set. The LED lights work and they work well. Though on that note I’ll say that the turn signals feel a bit gimmicky to me.

They’re barely distinguishable on the rear of the bike since they are built into the single tail light. You’ve got to be really close to make out that one turn signal is on and realize what it is.

Sure, having turn signals is a nice addition. And I may use them from time to time. But I’m definitely still going to use hand signals too. I wouldn’t rely on those little rear turn signals – and of course the lack of front turn signals also makes hand signaling a necessity.

Another nice addition that is almost a bit overkill is the screen. Don’t get me wrong, it’s beautiful. But there’s just so much going on, especially when you get into the settings. I turned off the password feature since it was a bit annoying to me. But password protecting your e-bike is a neat idea, and some riders might enjoy the extra security. I’ll go with a beefy lock any day of the week, but the feature is still a nice addition, in theory.

And I can’t deny that the screen is quite attractive. It’s nicely designed and the colors pop. So nice work there, Tenways.

For $1,999, you’re getting a lot of nice parts like those hydraulic brakes and Gates carbon belt drive.

Even so, the lower power and limited top speed don’t quite match the price, if you’re looking for bang-for-your-buck performance-wise.

So in this case, I’d say that it’s worth it if your main requirements are the quality construction and easygoing ride. But if performance is more your thing, you can find bikes with bigger motors and batteries for less cash.

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Stanford scientists figured out why lithium metal batteries fail




Stanford scientists figured out why lithium metal batteries fail

Researchers at Stanford University and the US Department of Energy’s SLAC National Accelerator Laboratory have identified what causes lithium metal batteries to short-circuit and fail – and this could help avoid the problem in future battery production.

As a result of this discovery, energy-dense, fast-charging, nonflammable lithium metal batteries that last a long time could overcome the main barriers to their use in EVs, among other benefits.

Lithium metal batteries with solid electrolytes are lightweight, inflammable, pack a lot of energy, and can be recharged very quickly. There’s just been a short-circuiting problem that causes them to fail.

But researchers appear to have pinpointed the problem. In a paper published in the journal Nature Energy, titled, “Mechanical regulation of lithium intrusion probability in garnet solid electrolytes,” researchers cited mechanical stress, especially during potent recharging, to be the cause of failure.

Senior author William Chueh explains:

Just modest indentation, bending or twisting of the batteries can cause nanoscopic fissures in the materials to open and lithium to intrude into the solid electrolyte, causing it to short circuit.

Even dust or other impurities introduced in manufacturing can generate enough stress to cause failure.

This artist’s rendition shows one probe bending from applied pressure, causing a fracture in the solid electrolyte, which is filling with lithium. On the right, the probe is not pressing against the electrolyte and the lithium plates on the ceramic surface, as desired. (Image credit: Cube3D)

Colead author Xin Xu likened it to the way a pothole appears in pavement. Through rain and snow, car tires pound water into the tiny, preexisting imperfections in the pavement, producing ever-widening cracks that grow over time.

Xu said:

Lithium is actually a soft material, but, like the water in the pothole analogy, all it takes is pressure to widen the gap and cause a failure.

So the researchers are now looking at ways to use these very same mechanical forces to toughen the material during manufacturing, much like a blacksmith anneals a blade during production. They’re also looking at ways to coat the electrolyte surface to prevent cracks or repair them if they emerge.

Scientists around the world working to develop new solid electrolyte rechargeable batteries can design around the problem, or even turn the discovery to their advantage, as scientists at Stanford are now researching. 

Main image section: Cube3D

Read more: Porsche to design 3D-printed battery gigafactories for Sakuu

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Arrival (ARVL) names new CEO but cuts staff in half as it fights to reach Van production in US




Arrival (ARVL) names new CEO but cuts staff in half as it fights to reach Van production in US

The woes continue for commercial EV start-up Arrival, which hopes an internal promotion of a new CEO can help get its all-electric Van into US production as part of a business strategy pivot to cut costs. Arrival is still struggling with capital, however, as it also shared plans to reduce its current staff by 50% to further cut costs and stay afloat. Here’s the latest.

Arrival ($ARVL) is an EV start-up focused on delivering urban-centric mobility, particularly its last-mile Arrival Van, although the start-up was originally also developing an all-electric passenger bus and a rideshare-specific Arrival Car designed alongside Uber.

Since going public via an SPAC merger in March of 2021, the start-up’s stock value has dwindled, leading to an announcement last summer that it would be reorganizing its business to focus solely on Arrival Van production, halting Bus and Car development.

By October, Arrival announced it was pivoting its EV business once again, shifting its focus to US production after citing significant costs to scale overseas and a less-than-stellar at-the-market (ATM) platform.

What was more concerning was Arrival’s cutting of “cash-intensive activities,” which included staff salaries. With a refocused aim on US Van production, Arrival shared that its new strategy would, unfortunately, have “a sizable impact on the company’s global workforce, predominantly in the UK.”

By November, Arrival president and chief of strategy Avinash Rugoobur resigned for personal reasons, and CEO Denis Sverdlov stepped down into a new role as chair of the board. Peter Cuneo has been in place as Arrival’s interim CEO since.

Today, Arrival has announced a new chief taking the reins, but with even more job cuts to follow as the start-up looks to further lean down in order to reach a start of US Van production.

Arrival Van
The Arrival Van, which will (hopefully) be manufactured at the start-up’s North Carolina microfactory / Source: Arrival

Arrival Van to arrive in 2024 but will need additional capital

This morning, Arrival shared that its former EVP of digital Igor Torgov will take over as company CEO today, following a unanimous vote from the board. In addition to his time at Arrival, Torgov has held leadership positions at Atol, Bitfury, and Microsoft. He commented on his new role:

Accepting this important role at a critical point in Arrival’s journey is a significant responsibility. Arrival has developed unique technologies in a market that has huge growth potential and can play a key role in addressing climate change. To unlock these opportunities, we need to make difficult decisions and to take swift action. Following a detailed evaluation of Arrival and the wider EV market during the past two months, the leadership team and the Board have taken decisive action to ensure the most effective use of our current resources and optimize the efficiency of the business. The actions support our journey to become a champion in innovative products and new, more efficient methods of vehicle production, particularly in the important US market for commercial electric vehicles. We are keenly aware that these decisions, while necessary, will have a profound impact on a significant number of our colleagues. We are 100% committed to supporting our employees during this difficult process.

A difficult process indeed.

As the new CEO, Torgov’s first task following the aforementioned company evaluation is to cut its current staff of 1,600 by half. By combining those significant job cuts with “reductions in real estate and third-party spending,” Arrival expects to also halve its operational costs down to about $30 million per quarter as it continues to try and begin scaled Van production.

As of December 31, 2022, Arrival had just $205 million in cash on hand. Arrival’s stock has sat well below $1 per share for months now, triggering a noncompliance letter from the Nasdaq Stock Market LLC this past November. Arrival has until May to once again eclipse $1 per share, or it will be delisted.

Arrival said it will share more details of its 2023 business plan during its 2022 full-year business update in March, including its financial outlook and product milestones for the Arrival Van. The start-up reiterated that it intends to start Van production in Charlotte, North Carolina, in 2024 but admits that goal remains subject to raising additional capital.

It’s hard out here for an EV start-up these days, and Mr. Torgov certainly has his work cut out for him.

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World’s first semi-submersible floating offshore wind farm blows past expectations




World's first semi-submersible floating offshore wind farm blows past expectations

WindFloat Atlantic – the world’s first semi-submersible floating offshore wind farm – has been online for two years, and it’s far exceeding power output expectations.

The 25 megawatt (MW) WindFloat Atlantic project ended 2022 with an electricity production of 78 gigawatt hours (GWh) – 5% more output than its first year. It supplies power to more than 25,000 households and avoids 33,000 tonnes of carbon dioxide. Its annual availability was between 93-94%.

The offshore wind farm sits 20 km off the coast of Portugal in the municipality of Viana do Castelo, north of Porto. It’s made up of three 8.4 MW Vestas wind turbines that sit on semi-submersible, three-column floating platforms anchored by chains to the seabed. A 20 km long (12.4 mile long) cable connects it to an onshore substation.

WindFloat Atlantic was connected to the grid at the end of 2019 and commissioned in 2020, and it’s now finished its full second year in operation. It has an operations and maintenance base in the port of Viana do Castelo, where the team receives the wind farm’s information in real time so can address any issues that arise in real time. Onsite intervention can be complex, due to adverse weather and sea conditions in the area where it’s sited.

It’s a joint venture between Spanish renewable company EDPR, global energy firm ENGIE, Spanish energy firm Repsol, and California-headquartered floating offshore wind firm Principle Power.

Principle Power, which also worked on Scotland’s Kincardine, the world’s largest floating offshore wind farm, says on its website that the “WindFloat” technology is compatible with any standard offshore wind turbine and can be deployed in waters deeper than 40 m (131 feet).

So, what makes semi-submersible floating offshore wind unique? Here’s what Principle Power says:

The WindFloat has been developed specifically to achieve exceptional stability performance, while reducing structural weight, and simplifying logistics during installation and operation.

The virtual pitch- and yaw-free performance in the offshore environment allows the use of existing commercial offshore wind turbines, located at one of the columns, with only minor modifications to control software. 

Photo: Principle Power

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