
I bought this 5-seater electric boat on Alibaba for $1,080. Am I crazy?
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3 years agoon
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Oops, I did it again. I bought another quirky, cheap, yet kind of awesome-looking electric vehicle on the Chinese mega-shopping site Alibaba. This time it was a five-seater electric boat.
Here’s how it happened.
You may or may not be familiar with my weekly tongue-in-cheek column The Awesomely Weird Alibaba Electric Vehicle of the Week. It’s a chance to take an eye-opening dumpster dive through the weirdest electric vehicles that Chinese engineers dream up and bring to life.
Usually, it’s just a window shopping exercise where I pluck something interesting out of the pile – like a ride-on backyard electric train. But occasionally I find something so fun-looking and so cheap that I just have to have it.
It happened with an awesome little $2,000 electric mini-truck. And now that I’ve found this $1,080 five-seater electric boat, it’s happened again.
This one actually took me a while to pull the trigger. I featured this electric boat in my column well over a year ago, but was trying to justify the purchase for a long time. After my experience with the pickup truck went so well though, I decided it would be worth the risk to give the electric boat a try. And since my family lives in Florida with plenty of river and bay access close by, it would surely get some good use.
It certainly can’t hold a candle to the best premium electric boats on the market, but it will hopefully be good enough for some nice use on the lake and cruising the calm mangrove-lined rivers of Florida.

Designing my electric boat
The first thing to decide on was the model. The factory that I found on Alibaba had a ton of options to choose from.
There were cute little two-seaters, massive 8-10 seaters, and everything in between.
I decided on the 14-foot (4.3 meter) flat-bottom boat you see below due to its compact size (and thus cheaper shipping) and its general utility.
It would be big enough to bring the family on, and also wouldn’t be too cramped if I just wanted to take it out with my wife. The two-seater options seemed like little dinghies, so this felt like the Goldilocks option.

I also really liked the front entry design, since I could just nose it in right on the bank of a lake or river even without a dock, making it easy for everyone to hop on and off. It could also likely serve as a nice swim platform. A short rope ladder mounted on the front cleats would be a great way to get back into the boat after taking a dip.
I spec’ed the boat with the factory, where I was communicating with Frank over the various details. I decided to have them build mine without batteries since I could pick those up stateside and wouldn’t have to worry about international shipping issues with lithium batteries.
The electric boat requires 24V, meaning I could go with a pair of 12V 100Ah LiFePO4 batteries. But to increase my range further and just give me some added peace of mind that I won’t have to use my emergency folding paddle, I plan to use a pair of 12V 200Ah batteries. At 12.8V, that will give me 5.12 kWh of battery.
Theoretically you could save a bit of cash by using lead acid marine batteries, but those are heavy as hell and also don’t last as long. I’d rather have the peace of mind of good-quality LiFePO4 that will surely outlive the boat itself.

The boat comes with a 500W motor, but the thing looks beefier than any 500W motor I’ve ever seen, so I think it should be plenty powerful.
It’s also a belt drive setup with an inboard motor, which is kind of funny because normally inboard motors are found in higher-end boats and sailboats. With an ICE setup, outboards are a simple and easy solution. But since this is an electric boat, I get to brag about my inboard and make it sound like a much fancier boat… until someone actually sees it.
The belt drive setup also means it will be very easy to upgrade in the future, which I plan to do. A larger motor might snag me a bit more speed.
The specs sheet says this electric boat can get up to 10 km/h (6 mph or 5.4 knots), but I think that’s probably with a single occupant. I don’t expect this to be a speed boat by any stretch of the imagination.

There were a number of different cleat options for me to choose from, from traditional to eyes, and several options for their placement.
I decided to delete the eye cleat that was right in the middle of the front entry because it seemed like a trip hazard.
I’ve found that when purchasing from China and designing a product, it helps to be as clear as possible with your instructions. Since they offered so many different cleat styles and placement options, I made the image below to send to the factory so they’d see exactly what I meant.

The last decision was color. Frank told me he could paint it any color I wanted, and could mix it up as well.
I decided on yellow for two reasons: I think it will pop nicely in the eventual YouTube thumbnail, and in the same token, if I ever break down in the middle of the channel, I’ll be nice and visible to oncoming boat traffic. Making it easy for the Coast Guard helicopter to spot me isn’t a bad thing either.
Hopefully that will never be an issue, but if I’m going to be a sitting duck, then I might as well be a yellow duck.

Buying an electric boat on Alibaba
My boat was now designed, and the last thing to do was pay for it. The boat itself was $1,080, but I nearly keeled over (c’mon, I get one!) when Frank told me the shipping price was over $3,000!
Sea freight ain’t cheap, especially in the waning months of the COVID-19 pandemic when everyone is having supply chain issues and ordering like crazy. He advised me that if I waited a bit, prices would likely come down since that had been the trend in container pricing over the last few months.
I waited and it turned out that Frank was right. Each week the price dropped a bit. After a few months it was around $2,000 and I decided to go for it. That’s still twice the price of the boat itself, but I didn’t want to wait any longer. and I also wanted to make sure the boat arrived for prime boating season in winter (when Florida is actually super nice to be in).
I paid a down payment of 30%, and Frank got to work building my boat. He showed me pictures of the partially assembled boat several weeks later, and eventually the boat was finished. I paid the final 70% of the balance and Frank got my little boat on a bigger boat.

I chose to do LCL shipping (less than a container load) because it was the most economical. Basically, that means my boat goes in a shipping container with everyone else’s stuff that also chose LCL shipping. We all split the price of the container and we actually get a pretty good price because the container is packed efficiently and the cost divvied up among all of us. I had to wait a few more days, but my container was finally packed and it was on a ship.
After my electric boat was ready, but before it was packed though, I had a video call with Frank to see the boat up close. It was great to see a live view of the boat and to get a walk-around with an explanation of the parts.
I also got a little tour of the other awesome boats in Frank’s factory, which include a smattering of weird, silly, normal, and surprisingly high-quality boats. He even has some boats with enclosed cabins. I made a whole video of it if you want to check it out.

What comes next?
Frank packaged up my boat in a massive wooden shipping crate, which I fully expect to be harder to open than I would like.
The boat itself is now on the water, having already passed through the Panama Canal and en route to the US East Coast. For those that live on the US West Coast and are balking at the shipping price I paid, understand that it would have been a good bit cheaper to ship to California since it’s a straight shot from China and you don’t have a couple of continents and one expensive canal in the way.
Now I’m waiting for my boat to arrive so I can get it through customs and then trucked over to my parent’s place in Florida. Customs is always a crapshoot in terms of how quickly it goes through. In this case, the boat is electric and so I don’t have to deal with any EPA certifications on a boat engine. And since I shipped it without batteries, I don’t have to worry about those certifications either. So with any luck, it will slide through fairly smoothly and the duties will be minimal. Even with import taxes, how much can they be on a $1,000 boat?

The last step will be to register it in Florida. I’ll add some life jackets, an emergency paddle or two, navigational lights, and a few other bits and pieces. I’m also planning to put around 500W of solar panels on the canopy too, which should give it nearly as much charging power as it is draining, making it capable of infinite range (when the sun is out, at least).
Meanwhile I’m looking for a used trailer so I can move it around, and I’m still trying to decide on a name for the boat. I’m partial to Current Affair, but if you have any good electric boat puns for the name then I’m all ears. One of my YouTube subscribers suggested Sunny Side Up, so that’s the high point to beat.
Once the boat arrives and I get a chance to test it out, I’ll be sure to update you all on how it looks and, of course, I’ll share the maiden voyage. The first “sea trials” will likely be in a private 1-acre lake, but assuming it stays hull-down and generally above the water then I’ll be taking it to a river that feeds out into a nice little bay with beautiful mangroves and plenty of manatees and dolphins.
I don’t think I’ll plan to take it out of the bay into the Gulf of Mexico. It could do it, but the little boat probably wouldn’t have the power to fight the strong current required to make it back into the bay. I’ve done it in a kayak before and was probably using all of my own 500W of Wheaties power in a much lighter boat to fight the current at the inlet.
But hey, if I do get swept out into the Gulf, then at least I’ll be in a bright yellow boat! Why make the Coast Guard’s job any more difficult?
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Environment
Upcoming electric Bentley blends 1930s style with 2030s tech
Published
2 hours agoon
July 13, 2025By
admin

British ultra-luxe brand Bentley is teasing the upcoming, first-ever all electric model that will take it into the 2030s with a new concept car inspired by the iconic 1930 “Blue Train” Speed Six coupe – and it looks fantastic!
More than any other brand, Bentley was defined by its engine. For decades, in fact, the only meaningful mechanical difference between a Rolls-Royce and a Bentley was the 6.75L twin-turbocharged V8 engine under the flying B hood ornament.
That all changed at the dawn of the twenty-first century. Rolls-Royce was acquired by BMW, while Volkswagen took the reins at Bentley, setting both brands on distinct paths. Now, without its own engine, Bentley faces the challenge of proving to discerning buyers that its cars justify a premium over its mechanical cousins at VW, Audi, and Porsche. That’s why the company is looking to it pre-Rolls merger past, all the way back to the legendary 1930 “Blue Train” Speed Six coupe.
Bentley Blue Train EXP 15 concept

“Bentley’s then-chairman Woolf Barnato had a Speed Six four-door Weymann fabric saloon by H J Mulliner, which he used to race the Blue Train in 1930,” explains Darren Day, Bentley’s Head of Interior Design. “Meanwhile, he had a unique one-of-one Speed Six coupe being built, with a body by Gurney Nutting. Even though the coupe wasn’t finished when the race took place, it’s that car (the coupe) that’s become associated with it and has since become an iconic Bentley. What we were influenced by is the idea of a three-seat car with a unique window line and super slick proportions used for grand tours.”
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The EXP 15 concept car features a unique, three-door, three-passenger layout under a sweeping, dramatic roofline lifted from the 1930 tourer. “The seat can rotate and you step out, totally unflustered, not trying to clamber out of the car like you see with some supercars,” continued Day, before dropping the biggest hint yet as to who they’re building the car for. “You just get out with dignity and the Instagram shot is perfect.”
Bentley EXP 15 interior


While almost no technical specs have been revealed other than “full electric,” Bentley says its new concept’s innovative interior layout allows passengers to stretch out in comfort alongside accessible storage compartments that can house a bar, hand luggage, or even pets. The EXP 15 even offers tailgate seating for outdoor parties or suburban soccer games.
But, while the new concept is tall, Bentley hopes it manages to offer the commanding driving position and comfort of an SUV while giving off the “vibe” of a classic grand tourer – something Bentley thinks could be the next wave of the luxury car market.
“The beauty of a concept car is not just to position our new design language, but to test where the market’s going,” offers Robin Page, Bentley Director of Design. “It’s clear that SUVs are a growing segment and we understand the GT market … but the trickiest segment is the sedan because it’s changing. Some customers want a classic ‘three-box’ sedan shape, others a ‘one-box’ design, and others again something more elevated. So this was a chance for us to talk to people and get a feeling.”
As before: no specs, no range estimates, and no promises about if and nothing definitive about when the oft-promised all-electric Bentley will finally bow – but this is certain: when it does arrive, it will be big, brash, and fast.
Electrek’s Take


Now that SUVs are everywhere and in every segment, automakers are desperate to explore or open new niches, hoping to find that next “SUV-like” growth segment. As weird as the three-door, three-seat EXP 15’s interior layout is, you have to admit that it’s different. And, for a vehicle that spends 90% of its time with just one person inside it, it might be more than practical enough.
Let us know if you think Bentley has a winner, or just another concept car gimmick on its hands in the comments.
SOURCE | IMAGES: Bentley.

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Environment
In rare earth metals power struggle with China, old laptops, phones may get a new life
Published
6 hours agoon
July 13, 2025By
admin
A stack of old mobile phones are seen before recycling process in Kocaeli, Turkiye on October 14, 2024.
Anadolu | Anadolu | Getty Images
As the U.S. and China vie for economic, technological and geopolitical supremacy, the critical elements and metals embedded in technology from consumer to industrial and military markets have become a pawn in the wider conflict. That’s nowhere more so the case than in China’s leverage over the rare earth metals supply chain. This past week, the Department of Defense took a large equity stake in MP Materials, the company running the only rare earths mining operation in the U.S.
But there’s another option to combat the rare earths shortage that goes back to an older idea: recycling. The business has come a long way from collecting cans, bottles, plastic, newspaper and other consumer disposables, otherwise destined for landfills, to recreate all sorts of new products.
Today, next-generation recyclers — a mix of legacy companies and startups — are innovating ways to gather and process the ever-growing mountains of electronic waste, or e-waste, which comprises end-of-life and discarded computers, smartphones, servers, TVs, appliances, medical devices, and other electronics and IT equipment. And they are doing so in a way that is aligned to the newest critical technologies in society. Most recently, spent EV batteries, wind turbines and solar panels are fostering a burgeoning recycling niche.
The e-waste recycling opportunity isn’t limited to rare earth elements. Any electronics that can’t be wholly refurbished and resold, or cannibalized for replacement parts needed to keep existing electronics up and running, can berecycled to strip out gold, silver, copper, nickel, steel, aluminum, lithium, cobalt and other metals vital to manufacturers in various industries. But increasingly, recyclers are extracting rare-earth elements, such as neodymium, praseodymium, terbium and dysprosium, which are critical in making everything from fighter jets to power tools.
“Recycling [of e-waste] hasn’t been taken too seriously until recently” as a meaningful source of supply, said Kunal Sinha, global head of recycling at Swiss-based Glencore, a major miner, producer and marketer of metals and minerals — and, to a much lesser but growing degree, an e-waste recycler. “A lot of people are still sleeping at the wheel and don’t realize how big this can be,” Sinha said.
Traditionally, U.S. manufacturers purchase essential metals and rare earths from domestic and foreign producers — an inordinate number based in China — that fabricate mined raw materials, or through commodities traders. But with those supply chains now disrupted by unpredictable tariffs, trade policies and geopolitics, the market for recycled e-waste is gaining importance as a way to feed the insatiable electrification of everything.
“The United States imports a lot of electronics, and all of that is coming with gold and aluminum and steel,” said John Mitchell, president and CEO of the Global Electronics Association, an industry trade group. “So there’s a great opportunity to actually have the tariffs be an impetus for greater recycling in this country for goods that we don’t have, but are buying from other countries.”
With copper, other metals, ‘recycling is going to play huge role’
Although recycling contributes only around $200 million to Glencore’s total EBITDA of nearly $14 billion, the strategic attention and time the business gets from leadership “is much more than that percentage,” Sinha said. “We believe that a lot of mining is necessary to get to all the copper, gold and other metals that are needed, but we also recognize that recycling is going to play a huge role,” he said.
Glencore has operated a huge copper smelter in Quebec, Canada, for almost 20 years on a site that’s nearly 100-years-old. The facility processes mostly mined copper concentrates, though 15% of its feedstock is recyclable materials, such as e-waste that Glencore’s global network of 100-plus suppliers collect and sort. The smelter pioneered the process for recovering copper and precious metals from e-waste in the mid 1980s, making it one of the first and largest of its type in the world. The smelted copper is refined into fresh slabs that are sold to manufacturers and traders. The same facility also produces refined gold, silver, platinum and palladium recovered from recycling feeds.
The importance of copper to OEMs’ supply chains was magnified in early July, when prices hit an all-time high after President Trump said he would impose a 50% tariff on imports of the metal. The U.S. imports just under half of its copper, and the tariff hike — like other new Trump trade policies — is intended to boost domestic production.
Price of copper year-to-date 2025.
It takes around three decades for a new mine in the U.S. to move from discovery to production, which makes recycled copper look all the more attractive, especially as demand keeps rising. According to estimates by energy-data firm Wood Mackenzie, 45% of demand will be met with recycled copper by 2050, up from about a third today.
Foreign recycling companies have begun investing in the U.S.-based facilities. In 2022, Germany’s Wieland broke ground on a $100-million copper and copper alloy recycling plant in Shelbyville, Kentucky. Last year, another German firm, Aurubis, started construction on an $800-million multi-metal recycling facility in Augusta, Georgia.
“As the first major secondary smelter of its kind in the U.S., Aurubis Richmond will allow us to keep strategically important metals in the economy, making U.S. supply chains more independent,” said Aurubis CEO Toralf Haag.
Massive amounts of e-waste
The proliferation of e-waste can be traced back to the 1990s, when the internet gave birth to the digital economy, spawning exponential growth in electronically enabled products. The trend has been supercharged by the emergence of renewable energy, e-mobility, artificial intelligence and the build-out of data centers. That translates to a constant turnover of devices and equipment, and massive amounts of e-waste.
In 2022, a record 62 million metric tons of e-waste were produced globally, up 82% from 2010, according to the most recent estimates from the United Nations’ International Telecommunications Union and research arm UNITAR. That number is projected to reach 82 million metric tons by 2030.
The U.S., the report said, produced just shy of 8 million tons of e-waste in 2022. Yet only about 15-20% of it is properly recycled, a figure that illustrates the untapped market for e-waste retrievables. The e-waste recycling industry generated $28.1 billion in revenue in 2024, according to IBISWorld, with a projected compound annual growth rate of 8%.
Whether it’s refurbished and resold or recycled for metals and rare-earths, e-waste that stores data — especially smartphones, computers, servers and some medical devices — must be wiped of sensitive information to comply with cybersecurity and environmental regulations. The service, referred to as IT asset disposition (ITAD), is offered by conventional waste and recycling companies, including Waste Management, Republic Services and Clean Harbors, as well as specialists such as Sims Lifecycle Services, Electronic Recyclers International, All Green Electronics Recycling and Full Circle Electronics.
“We’re definitely seeing a bit of an influx of [e-waste] coming into our warehouses,” said Full Circle Electronics CEO Dave Daily, adding, “I think that is due to some early refresh cycles.”
That’s a reference to businesses and consumers choosing to get ahead of the customary three-year time frame for purchasing new electronics, and discarding old stuff, in anticipation of tariff-related price increases.
Daily also is witnessing increased demand among downstream recyclers for e-waste Full Circle Electronics can’t refurbish and sell at wholesale. The company dismantles and separates it into 40 or 50 different types of material, from keyboards and mice to circuit boards, wires and cables. Recyclers harvest those items for metals and rare earths, which continue to go up in price on commodities markets, before reentering the supply chain as core raw materials.
Even before the Trump administration’s efforts to revitalize American manufacturing by reworking trade deals, and recent changes in tax credits key to the industry in Trump’s tax and spending bill, entrepreneurs have been launching e-waste recycling startups and developing technologies to process them for domestic OEMs.
“Many regions of the world have been kind of lazy about processing e-waste, so a lot of it goes offshore,” Sinha said. In response to that imbalance, “There seems to be a trend of nationalizing e-waste, because people suddenly realize that we have the same metals [they’ve] been looking for” from overseas sources, he said. “People have been rethinking the global supply chain, that they’re too long and need to be more localized.”
China commands 90% of rare earth market
Several startups tend to focus on a particular type of e-waste. Lately, rare earths have garnered tremendous attention, not just because they’re in high demand by U.S. electronics manufacturers but also to lessen dependence on China, which dominates mining, processing and refining of the materials. In the production of rare-earth magnets — used in EVs, drones, consumer electronics, medical devices, wind turbines, military weapons and other products — China commands roughly 90% of the global supply chain.
The lingering U.S.–China trade war has only exacerbated the disparity. In April, China restricted exports of seven rare earths and related magnets in retaliation for U.S. tariffs, a move that forced Ford to shut down factories because of magnet shortages. China, in mid-June, issued temporary six-month licenses to certain major U.S. automaker suppliers and select firms. Exports are flowing again, but with delays and still well below peak levels.
The U.S. is attempting to catch up. Before this past week’s Trump administration deal, the Biden administration awarded $45 million in funding to MP Materials and the nation’s lone rare earths mine, in Mountain Pass, California. Back in April, the Interior Department approved development activities at the Colosseum rare earths project, located within California’s Mojave National Preserve. The project, owned by Australia’s Dateline Resources, will potentially become America’s second rare earth mine after Mountain Pass.
A wheel loader takes ore to a crusher at the MP Materials rare earth mine in Mountain Pass, California, U.S. January 30, 2020. Picture taken January 30, 2020.
Steve Marcus | Reuters
Meanwhile, several recycling startups are extracting rare earths from e-waste. Illumynt has an advanced process for recovering them from decommissioned hard drives procured from data centers. In April, hard drive manufacturer Western Digital announced a collaboration with Microsoft, Critical Materials Recycling and PedalPoint Recycling to pull rare earths, as well as copper, gold, aluminum and steel, from end-of-life drives.
Canadian-based Cyclic Materials invented a process that recovers rare-earths and other metals from EV motors, wind turbines, MRI machines and data-center e-scrap. The company is investing more than $20 million to build its first U.S.-based facility in Mesa, Arizona. Late last year, Glencore signed a multiyear agreement with Cyclic to provide recycled copper for its smelting and refining operations.
Another hot feedstock for e-waste recyclers is end-of-life lithium-ion batteries, a source of not only lithium but also copper, cobalt, nickel, manganese and aluminum. Those materials are essential for manufacturing new EV batteries, which the Big Three automakers are heavily invested in. Their projects, however, are threatened by possible reductions in the Biden-era 45X production tax credit, featured in the new federal spending bill.
It’s too soon to know how that might impact battery recyclers — including Ascend Elements, American Battery Technology, Cirba Solutions and Redwood Materials — who themselves qualify for the 45X and other tax credits. They might actually be aided by other provisions in the budget bill that benefit a domestic supply chain of critical minerals as a way to undercut China’s dominance of the global market.
Nonetheless, that looming uncertainty should be a warning sign for e-waste recyclers, said Sinha. “Be careful not to build a recycling company on the back of one tax credit,” he said, “because it can be short-lived.”
Investing in recyclers can be precarious, too, Sinha said. While he’s happy to see recycling getting its due as a meaningful source of supply, he cautions people to be careful when investing in this space. Startups may have developed new technologies, but lack good enough business fundamentals. “Don’t invest on the hype,” he said, “but on the fundamentals.”
Glencore, ironically enough, is a case in point. It has invested $327.5 million in convertible notes in battery recycler Li-Cycle to provide feedstock for its smelter. The Toronto-based startup had broken ground on a new facility in Rochester, New York, but ran into financial difficulties and filed for Chapter 15 bankruptcy protection in May, prompting Glencore to submit a “stalking horse” credit bid of at least $40 million for the stalled project and other assets.
Even so, “the current environment will lead to more startups and investments” in e-waste recycling, Sinha said. “We are investing ourselves.”

Environment
LiveWire gives surprise unveil of two smaller, lower-cost electric motorcycles
Published
7 hours agoon
July 13, 2025By
admin

LiveWire, the electric motorcycle company that was spun out of Harley-Davidson several years ago, has just shown off two fun-sized electric motorcycles designed to make powered two-wheelers more accessible to new riders, both physically and financially.
The company took to HD Homecoming, a motorcycle festival in Milwaukee, to give a surprise unveiling of the new bikes.
The bikes, which wear what look to be smaller 12″ tires and offer a barely 30″ (76 cm) seat height, are smaller and nimbler than anything we’ve seen from LiveWire before.
But that doesn’t mean they can’t perform. These aren’t some 30 mph (48 km/h) mopeds. LiveWire confirmed that early testing shows respectable performance figures of around 53 mph (85 km/h) speeds and 100 miles (160 km) of range from the pair of removable batteries.
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I’m assuming that range is measured at a lower urban speed, but these appear to be purpose-built to give riders the capability to ride where and how they want at a much more affordable price than LiveWire has ever offered.


Showing off both a trail and a street version, the LiveWire seems to be covering all of its bases.
“The trail model is intended for riding backyards, pump tracks, or even out on the ranch or campgrounds,” the brand explained. “The street model is perfect for urban errands, new riders, mini-moto fans, and anyone looking for a new hobby in the form of a readily customizable, approachable electric moto experience.”
LiveWire hasn’t shared any pricing details yet, and the two models are understood to still be in their development phase, but the advanced stages of the designs mean we likely won’t have to wait too much longer.
And with most of LiveWire’s current electric motorcycle models in the $16k- $17k, these bikes could conceivably cost less than half of that figure, changing the equation for young riders who can’t afford a luxury ride.




Electrek’s Take
Of course, they had to do this unveiling at the exact time that I was banging out a multi-thousand-word treatise bemoaning the fact that LiveWire hadn’t launched any smaller models yet. Hmmm, maybe it’s time for an article about how the e-bike industry needs a single battery standard.
Anyway, I’m all-in on this! I can’t even describe how excited this news makes me! This is an important step for LiveWire’s growth because the kind of folks who are drawn to electric motorcycles are often a different market than that sought by traditional legacy motorcycle manufacturers. LiveWire’s existing models are impressive, both in their extreme performance and their design, but they’re still powerhouses that provide more kick than most riders probably need.
These new mini e-motos could be exactly what new riders are looking for. Consider all the teens and young adults ripping it up on Sur Rons in towns across the US right now. Those Sur Rons aren’t street-legal bikes and they were never meant for the riding they’re most commonly being used for. But a street bike in a fun little Grom form factor like LiveWire is showing off? It could scratch that itch and also provide riders with the safety and support of a motorcycle company that comes from a storied history of over 100 years of motorcycle design, all from a new brand like LiveWire that speaks young riders’ language.
And that trail version – same thing. It’s going to offer the fun off-road riding that so many are looking for, yet do it in a well-designed package that isn’t just produced by some nameless factory in China trying to eke out the best profit margin.

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