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It’s true that prices for many leading full-size electric cars have dropped slightly in the last few months. But even a $50,000 Tesla is still much harder to afford than an electric micro-car that can cost a quarter of the price. Those smaller electric tiny cars, NEVs, and LSVs also come with big advantages over their full-size cousins, saving more than just cash.

Of course, that doesn’t mean that electric tiny cars are for everyone. They’re mostly suited to urban areas, beach communities, planned neighborhoods, and other areas without high-speed roads.

If you regularly use your electric car to drive a few states over, an electric micro-car simply won’t cut it for you. But for people who live in a densely populated area or who drive only a few dozen miles per day (i.e., most people in the US), an electric micro-car could do the trick while saving money, energy, emissions, and more.

My own NEV mini-truck that seats two and hauls 800 pounds (360 kg) in back

What are electric micro-cars?

First of all, there’s no good definition that encompasses all of these small format electric vehicles. There’s not even a single good name. Micro-cars, mini-EVs, tiny cars, NEVs (neighborhood electric vehicles), LSVs (low-speed vehicles), and other names add to the confusion in this burgeoning industry.

At their core, most of these vehicles are technically LSVs, at least in the US. That’s the only federally defined term for the majority of these vehicles. It puts them in a class of smaller vehicles limited to 25 mph (40 km/h), and sets them aside as a street legal class of motor vehicles, at least if they meet a stringent set of production and manufacturing requirements and remain on roads with speed limits at or below 35 mph (56 km/h).

Terms like NEV (neighborhood electric vehicles) isn’t actually an official vehicle class, but rather just a loosely defined colloquial term for smaller and lower-powered EVs.

The Silence S04 is a two-seater (believe it or not) electric micro-car concept designed for European cities

Many people think of golf carts when they think of NEVs, but those technically aren’t LSVs because they usually can’t reach the minimum required 20 mph to fit into the LSVs class, nor are they produced to LSV safety or manufacturing standards, such as having a VIN on file with the NHTSA (National Highway Traffic Safety Administration). Even so, while golf carts are not federally regulated to achieve street legal status, many US cities have created their own local ordinances to allow them to operate on certain roads. Towns such as Peachtree City, Georgia, have become famous for their thousands of golf carts that share the roads with larger vehicles as well as make use of mixed-use paths where cars aren’t allowed.

The European Union has their own set of electric micro-car rules that classify such vehicles into L6e and L7e categories that allow for higher speeds. These vehicles, which are considered either light or heavy quadricycles depending on their class, are already produced and sold by major European car makers like Citroen, Renault, and others.

Why would someone want an electric low-speed vehicle (LSV)

When it comes to LSVs, tiny cars, or whatever you want to call them, their smaller size offers big advantages.

First of all, they are much more affordable than most full-size electric cars, while still offering many of the major benefits of electric cars. Prices can start as low as $10,000 for an electric LSV, compared to most electric cars that cost several times as much.

The Eli Zero mini-EV

The Eli Zero, a crowdfunded micro-electric vehicle coming to both the US and Europe, is expected to begin EU deliveries soon with a price of around US $12,000.

Despite that low purchase price, the Eli Zero still has a surprising number of features that make it feel like a “real” car, not a souped-up golf cart. The Eli Zero’s accoutrement list includes features such as a 70 mile (120 km) range, 2.5 hour charge time with on-board charger, regenerative braking, keyless start, heating & air conditioning, and optional power steering/power brakes.

I’ve driven an Eli Zero in both the US and Europe, and I can tell you firsthand that it feels much more like a “real” car than you’d expect.

You can take a quick look at it from my test ride last year in the roundup video below (start at the 4:00 mark for the Eli Zero).

While the Eli Zero is a two-seater and would be great for single drivers or couples living in cities, many LSVs are oriented toward families.

New LSV startup Wink Motors offers a lineup of four-seater LSVs starting at under US $10,000. With both coupe and four-door options, the small vehicles still provide enough seating for parents and two kids, plus plenty of cargo space in back. Some models have a fold-down rear bench that provides even more cargo space when only traveling with occupants sitting up front.

As Wink Motors founder Mark Dweck explained to Electrek:

Wink’s vehicles were purpose-built for urban use, meaning that four seats allows an entire family to go out together without needing a much larger car that would be harder to park or even pay for. We made sure to include enough cargo space for grocery shopping or other errands, and we even have solar powered models with roof-mounted solar panels for apartment residents that don’t have a place to plug in to charge at home. In our opinion, Wink’s vehicles are just cuter and more fun than a big car too.

While electric bikes and e-scooters are quickly becoming the dominant alternative personal electric vehicles in cities due to their small size and hyper affordability compared to electric cars, they still have some key drawbacks. Their exposed design means fewer people want to use an e-bike or scooter in the rain or cold weather, and they can be more vulnerable to theft (both the vehicle itself or personal belongings).

LSVs, on the other hand, are usually enclosed and thus can offer heating or air conditioning, and they lock to protect valuables left in the vehicle. It’s also harder to throw an entire LSV in the back of a truck and drive off, unlike an e-bike.

wink motors NEVs
Wink Motors Mark 1 four-seater electric LSV

LSVs offer many other advantages beyond their low purchase price. They use significantly less energy than both electric and combustion engine cars, reducing fuel cost. They take up less space and are easier to park, which is especially important in urban areas with limited parking spaces. They have better visibility and thus make it easier to see pedestrians, curbs, bollards and other obstacles.

And last but not least, they’re often more fun to drive. They easily turn heads due to their novel appearance, and some of the quirkier or wilder designs wouldn’t look out of place at a car show.

microlino electric micro car
The Microlino is a Swiss micro-EV with a single front-opening door that has already entered production

LSVs are great for utility use in addition to personal vehicles

While the Wink vehicles above are more suited for couples or families, some LSV makers are targeting utility industries instead.

Texas-based AYRO recently revealed an electric mini-truck known as the Vanish with the payload capacity of a typical pickup truck, but at a lower cost and easier use for fleet operators.

The company’s CEO Tom Wittenschlaeger explained to Electrek that the Vanish brings the accessibility advantages of LSVs to more work-oriented customers:

AYRO’s latest innovation is built primarily for use in fleets in organizations ranging from university campuses and airports to resorts and golf courses. It is a utility low-speed electric vehicle intended to improve upon the foundation established by other EV-driven products in the fleet management industry today. LSVs, like the AYRO Vanish, are ideal vehicles for supporting last-mile delivery, micro distribution, and other campus or facility needs.

Fleet managers from these types of industries among others are struggling to maintain aging vehicle fleets and manage fuel costs. The AYRO Vanish can replace multiple aging vehicles while also meeting an organization’s sustainability goals. This low-speed electric vehicle fills the gap between full-sized trucks and small utility or golf carts. With the payload capacity of a pickup truck, it’s still compact enough to navigate narrow pathways and double doors. The Vanish also offers multiple payload configurations so not only can it replace aging fleet vehicles, but it also can be a versatile solution for a variety of purposes ranging from flat bed, utility bed, and even van and food box vehicle needs.

ayro vanish lsv mini-truck
The AYRO Vanish electric mini-truck is a US-built LSV

Do electric tiny cars have enough range?

The range of LSVs varies considerably, depending on their battery size and power level.

Generally speaking, most LSVs have a minimum range of at least 30 miles (48 km), though many have 2-3x that range.

According to the DOT, over 50% of personal vehicle trips in the US are less than 3 miles (5 km). That means that a heavy, expensive electric car with 300 miles of range is overkill most of the time.

While a 25 mph (40 km/h) vehicle with 40 miles (64 km) of range probably won’t take you to the next state over (unless you live right on the border), their ranges are usually more than enough for cities and communities where they are designed to operate.

An extension cord from the garage is all I need to charge my electric mini-truck that I keep on my parents’ ranch

Are LSVs and electric micro-cars safe?

Safety is one of the most important aspects of automotive transportation, and rightfully so. Cars are a leading cause of death. Last year 1.35 million people died on roadways worldwide. In the US, cars are often either the first or second leading cause of unintentional injury deaths (when second they come in behind accidental poisonings, be careful out there).

Suffice it to say that cars are dangerous. But they’re not just dangerous for drivers. They’re also dangerous for passengers and pedestrians too.

When it comes to LSVs and other tiny electric cars, there are safety advantages and disadvantages. LSVs have certain safety requirements such as DOT-approved seat belts, visibility requirements such as lighting, backup cameras, and other mandatory equipment. But they are not held to the same stringent safety requirements as full-size cars, such as not requiring air bags or having to pass crash tests. That’s part of how they can be so much more affordable. Building a car that can protect its occupants driving off a 250 foot cliff is impressive, but it results in a two-and-a-half ton $50,000 tank.

While LSVs are not held to the same stringent safety standards, many LSVs makers go above and beyond the minimum requirements.

I spoke about LSV safety with Paul Vitrano, the SVP and chief legal & policy officer at Waev, the company that manufactures the GEM micro-EV (that you might remember as the Polaris GEM from before it was spun off along with other light EVs into the Waev brand).

As Vitrano explained:

LSVs such as GEM are required to meet a suite of safety standards. When the National Highway Traffic Safety Administration created the LSV class nearly 25 years ago, it recognized both the utility of smaller, lower speed vehicles and the necessity of safety features tailored to the vehicles and use-cases. GEMs are certified to Federal Motor Vehicles Safety standards for lighting, turn signals, mirrors, braking, windshields, rear visibility, seat belts and backup camera.

GEM Neighborhood EV NEV LSV
Waev GEM vehicles in various formats

Perhaps the biggest safety advantage of LSVs though is their speed. Lower-speed travel is safer for vehicle occupants and is significantly safer for pedestrians, which is a major concern in crowded cities that give up most of their public space to cars. According to the United States Department of Transportation (USDOT), “Speeding increases both the frequency and severity of crashes, yet it is both persistent and largely accepted as the norm amongst the traveling public.”

The danger to others is even more pronounced. Figures provided by the USDOT show that a pedestrian hit by a vehicle traveling at 23 mph (37 km/h) has just a 10% risk of death, but that increases to a 50% risk at 42 mph (67 km/h) and 75% at 50 mph (80 km/h).

LSVs that can only reach speeds of up to 25 mph (40 km/h) result in much less energy transfer during a collision, both due to the lower weight of the vehicle and the slower driver speed. That’s safer for both occupants and pedestrians.

Anecdotally, you rarely hear about someone wrapping a golf cart around a tree, but the nightly news is full of grisly-looking car crashes. In fact, every day in the US there are around 7,500 injuries and 100 deaths from car crashes, according to the Insurance Institute for Highway Safety.

So while micro-cars don’t have the same level of safety equipment as larger cars, their inherently safer speeds means that such safety equipment is less likely to be used.

Do LSVs and NEVs qualify for subsidies, rebates, or tax credits?

While electric cars and trucks enjoy several purchase incentives, there are currently no federal subsidies or rebates for LSVs in the US. There are some subsidies for charging equipment that can be used to charge LSVs at home, though most of these LSVs can also plug into a typical electrical outlet in a garage and thus don’t require larger and more powerful chargers for electric cars and trucks.

There has been some effort to include LSVs and NEVs in local or state tax credits and rebate programs, though I’m not aware of any that have been passed so far. But if I’ve missed any, be sure to let me know in the comments section below this article!

As LSVs gain in popularity in the US, it is likely that they could eventually be included in a growing number of local, state, and federal EV incentive packages.

If massive, costly, and less efficient electric cars are incentivized, then perhaps lighter and more efficient LSVs that travel at safer speeds are deserving of their own purchase incentives.

Micro-EVs like the Citroen Ami are already popular in Europe

Are all LSVs and NEVs street legal?

In the US, LSVs are a street-legal federal classification of motor vehicles. However, several unscrupulous sellers have begun marketing foreign imported electric micro-cars as street legal LSVs when they don’t actually meet federal requirements.

LSVs and micro-EVs are much more popular in Asia, and so there are a growing number of Chinese-produced models popping up in the US. I even bought one myself by ordering it straight from China.

However, these Chinese market vehicles don’t meet US regulations and thus aren’t street legal in most of the US (though they may be legal in certain cities that create more lax restrictions). I bought my electric mini-truck knowing this and use it off-road as a work vehicle on my parents’ ranch. But don’t be fooled by importers offering bargain basement prices on LSVs and claiming that they are “street legal” imports. Truly street-legal LSVs will be registered with the NHTSA and feature approved VINs, not Chinese VINs that can’t be registered in the US.

Golf carts are usually not street-legal as LSVs, though many golf cart makers have produced LSV versions that are essentially golf carts with upgraded parts like mirrors, back up cameras, turn signals, seat belts and other necessary equipment. Golf cart makers like Club Car have popularized this style of street-legal LSV golf cart, though Club Car has also unveiled a GEM-like vehicle that looks even nicer than an upgraded golf cart.

Respected companies like those covered in this article such as Waev, AYRO, Eli, Wink, Club Car, and others have followed NHTSA guidelines to create truly street-legal LSVs for the US market, and others are expected to follow soon.

club car cru LSV NEV
The Club Car Cru is a new luxury take on the golf cart-turned-LSV model of micro-EV

Will electric micro-cars catch on?

It’s not a matter of if these tiny EVs will catch on, but rather when. Electric quadricycles are already popular in many European cities where their numbers are growing each year.

In the US, LSV numbers have only recently started to grow. The two biggest impediments to LSV adoption in the US seem to be a combination of availability and US driving mindset.

I spoke to Eli founder and CEO Marcus Li about what it will take to accelerate this shift toward smaller EVs in the US.

As he explained, changing drivers’ mindsets about the value of size is part of the equation:

Within the different avenues of transportation, micro-EVs should not be a niche. They should be the norm in high-density cities where urban space is limited, and where being convenient, agile and efficient are important to the health of the urban system as a whole. Facing increasing urban environmental challenges, we believe a mindset shift is long overdue. A shift to where the consumer perspective of being bigger and faster might one day no longer equate to being better. Instead, being compact, energy-efficient, easy to park will be the decision-making factors on choosing a vehicle for cities and communities.

And that shift couldn’t come quickly enough. Some studies that have followed the size of cars in the US are projecting that US parking spaces could need to grow in just a year and a half to accommodate the new, larger vehicles hitting the road.

Combined with the safety impacts of massive cars and the environmental ramifications of such inefficient forms of transportation, small LSVs and micro-EVs could be the best alternative for drivers that can’t depend entirely on public transit, walking, or cycling.

And they’ll be a heck of a lot easier on their wallets, too.

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Delhi-ghtful! India mulls 2035 ICE ban, blocks fuel sales to older vehicles

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Delhi-ghtful! India mulls 2035 ICE ban, blocks fuel sales to older vehicles

In a bold bid to combat the crippling air pollution crisis in its capital, Delhi, Indian lawmakers have begun high-level discussions about a plan to phase out gas and diesel combustion vehicles by 2035 – a move that could cause a seismic shift in the global EV space and provide a cleaner, greener future for India’s capital.

Long considered one of the world’s most polluted capital cities, Indian capital Delhi is taking drastic steps to cut back pollution with a gas and diesel engine ban coming soon – but they want results faster than that. As such, Delhi is starting with a city-wide ban on refueling vehicles more than 15 years old, and it went into effect earlier this week. (!)

“We are installing gadgets at petrol pumps which will identify vehicles older than 15 years, and no fuel will be provided to them,” said Delhi Environment Minister Manjinder Singh Sirsa … but they’re not stopping there. “Additionally, we will intensify scrutiny of heavy vehicles entering Delhi to ensure they meet prescribed environmental standards before being allowed entry.”

Making it prohibitively difficult for Dehli’s residents to own and operate older, presumably more polluting vehicles is one way to reduce harmful emissions and air pollution, but Sirsa’s team isn’t just targeting newer vehicles. They’re also planning to deploy more than 900 electric transit buses, part of a larger plan to replace 5,000 of the city’s 7,500 total bus with lower- or zero-emission options this year alone.

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The Economic Times is reporting that discussions are underway to pass laws requiring that all future bus purchases will be required to be electric or “clean fuel” (read: CNG or hydrogen) by the end of this year, with a gas/diesel ban on “three-wheelers and light goods vehicles,” (commercial tuk-tuks and delivery mopeds) potentially coming 2026 to 2027 and a similar ban privately owned and operated cars and bikes coming “between 2030 and 2035.”

Electrek’s Take

2025 Xpeng G6 all-electric SUV with 5C ultra-fast charging “AI batteries” launched in China
Xpeng EV with Turing AI and Bulletproof battery; via XPeng.

After a Chinese government study linked air pollution caused by automotive exhausts and coal-fired power plants to more than 1.1 million deaths per year in 2013, the nation’s government took serious action, shuttering older coal plants and imposing strict emissions standards. The country also incentivized EV adoption through license-plate lotteries favoring electric cars and a nationwide EV mandate set to kick in by 2030.

The results were astounding, and the technological innovations that have come from an entire nation of talented engineers all “pulling in the same direction” have put the West to shame, with Western auto executives repeatedly sounding the alarm and lobbying for tariffs and other protectionist policies on both sides of the Atlantic.

To see India make move towards a gas and diesel ban like this, and on such an aggressive timeline, can only mean that they’ve been paying attention … and America is about to fall even further behind.

SOURCE: India Times; featured image by Sumita Roy Dutta.

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Parker launches Mobile Electrification Technology Center training program

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Parker launches Mobile Electrification Technology Center training program

Last week, Parker Hannifin launched what they’re calling the industry’s first certified Mobile Electrification Technology Center to train mobile equipment technicians make the transition from conventional diesel engines to modern electric motors.

The electrification of mobile equipment is opening new doors for construction and engineering companies working in indoor, environmentally sensitive, or noise-regulated urban environments – but it also poses a new set of challenges that, while they mirror some of the challenges internal combustion faced a century ago, aren’t yet fully solved. These go beyond just getting energy to the equipment assets’ batteries, and include the integration of hydraulic implements, electronic controls, and the myriad of upfit accessories that have been developed over the last five decades to operate on 12V power.

At the same time, manufacturers and dealers have to ensure the safety of their technicians, which includes providing comprehensive training on the intricacies of high-voltage electric vehicle repair and maintenance – and that’s where Parker’s new mobile equipment training program comes in, helping to accelerate the shift to EVs.

“We are excited to partner with these outstanding distributors at a higher level. Their commitment to designing innovative mobile electrification systems aligns perfectly with our vision to empower machine manufacturers in reducing their environmental footprint while enhancing operational efficiency,” explains Mark Schoessler, VP of sales for Parker’s Motion Systems Group. “Their expertise in designing mobile electrification systems and their capability to deliver integrated solutions will help to maximize the impact of Parker’s expanding METC network.”

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The manufacturing equipment experts at Nott Company were among the first to go through the Parker Hannifin training program, certifying their technicians on Parker’s electric motors, drives, coolers, controllers and control systems.

“We are proud to be recognized for our unwavering dedication to advancing mobile electrification technologies and delivering cutting-edge solutions,” says Nott CEO, Markus Rauchhaus. “This milestone would not have been possible without our incredible partners, customers and the team at Nott Company.”

In addition to Nott, two other North American distributors (Depatie Fluid Power in Portage, Michigan, and Hydradyne in Fort Worth, Texas) have completed the Parker certification.

Electrek’s Take

electric bobcat track loader
T7X all-electric track loader at CES 2022; via Doosan Bobcat.

With the rise of electric equipment assets like Bobcat’s T7X compact track loader and E10e electric excavator that eliminate traditional hydraulics and rely on high-voltage battery systems, specialized electrical systems training is becoming increasingly important. Seasoned, steady hands with decades of diesel and hydraulic systems experience are obsolete, and they’ll need to learn new skills to stay relevant.

Certification programs like Parker’s are working to bridge that skills gap, equipping technicians with the skills to maximize performance while mitigating risks associated with high-voltage systems. Here’s hoping more of these start popping up sooner than later.

SOURCE | IMAGES: Parker Hannifin.

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ReVolt extended range electric semi trucks score their first customer

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ReVolt extended range electric semi trucks score their first customer

Based on a Peterbilt 579 commercial semi truck, the ReVolt EREV hybrid electric semi truck promises 40% better fuel economy and more than twice the torque of a conventional, diesel-powered semi. The concept has promise – and now, it has customers.

Austin, Texas-based ReVolt Motors scored its first win with specialist carrier Page Trucking, who’s rolling the dice on five of the Peterbilt 579-based hybrid big rigs — with another order for 15 more of the modified Petes waiting in the wings if the initial five work out.

The deal will see ReVolt’s “dual-power system” put to the test in real-world conditions, pairing its e-axles’ battery-electric torque with up to 1,200 miles of diesel-extended range.

ReVolt Motors team

ReVolt Motors team; via ReVolt.

The ReVolt team starts off with a Peterbilt, then removes the transmission and drive axle, replacing them with a large genhead and batteries. As the big Pete’s diesel engine runs (that’s right, kids – the engine stays in place), it creates electrical energy that’s stored in the trucks’ batteries. Those electrons then flow to the truck’s 670 hp e-axles, putting down a massive, 3500 lb-ft of Earth-moving torque to the ground at 0 rpm.

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The result is an electrically-driven semi truck that works like a big BMW i3 or other EREV, and packs enough battery capacity to operate as a ZEV (sorry, ZET) in ports and urban clean zones. And, more importantly, allows over-the-road drivers to hotel for up to 34 hours without idling the engine or requiring a grid connection.

That ability to “hotel” in the cab is incredibly important, especially as the national shortage of semi truck parking continues to worsen and the number of goods shipped across America’s roads continues to increase.

And, because the ReVolt trucks can hotel without the noise and emissions of diesel or the loss of range of pure electric, they can immediately “plug in” to existing long-haul routes without the need to wait for a commercial truck charging infrastructure to materialize.

“Drivers should not have to choose between losing their longtime routes because of changing regulatory environments or losing the truck in which they have already made significant investments,” explains Gus Gardner, ReVolt founder and CEO. “American truckers want their trucks to reflect their identity, and our retrofit technology allows them to continue driving the trucks they love while still making a living.”

If all of that sounds familiar, it’s probably because you’ve heard of Hyliion.

Hyliion electric semi truck

Hyliion Hypertruck ERX; via Hyliion.

Before it changed its focus to develop Carnot-cycle generators and gensets, Austin-based Hyliion built a number of EREV Peterbilts using the then-new 15L Cummins diesel as a generator and employing the same sort of battery and e-axle-arrangement as ReVolt.

In addition to being located in the same town and employing the same idea in the same Peterbilt 579 tractor, ReVolt even employs some of the same key players as Hyliion: both the company’s CTO, Chandra Patil, and its Director of Engineering, Blake Witchie, previously worked at Hyliion’s truck works.

Still, Hyliion made their choice when they shut down their truck business. ReVolt seems to have picked up the ball – and their first customer is eager to run with it.

“Our industry is undergoing a major transition, and fleet owners need practical solutions that make financial sense while reducing our environmental impact,” said Dan Titus, CEO of Page Trucking. “ReVolt’s hybrid drivetrain lowers our fuel costs, providing our drivers with a powerful and efficient truck, all without the need for expensive charging infrastructure or worrying about state compliance mandates. The reduced emissions also enable our customers to reduce their Scope 2 emissions.”

Page Trucking has a fleet of approximately 500 trucks in service, serving the agriculture, hazardous materials, and bulk commodities industries throughout Texas. And, if ReVolt’s EREV semis live up to their promise, expect them to operate a lot more than 20 of ’em.

SOURCES | IMAGES: ReVolt; via Power Progress, TTNews.

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