If there’s two cool pieces of green technology that have greatly improved my day-to-day life, they’re probably electric bikes and solar-powered portable power stations. I’ve reviewed plenty of both, and they’re even better when you combine them. Take the case of the Mokwheel Scoria, which straps an inverter onto an e-bike to create a mobile power station.
The Mokwheel Scoria looks like a typical step-through fat tire e-bike. And in many ways, that’s just what it is.
But what really sets this thing apart is the optional inverter and solar panel combination that turns it into a rolling battery that can be recharged from the sun.
To see what I mean, check out my video review below. But don’t stop there! Keep scrolling for the rest of my review.
Mokwheel Scoria video review
Mokwheel Scoria tech specs
Motor: 750W rear hub motor
Top speed: 35 km/h (22 mph)
Range: Claimed up to 96 km (60 mi)
Battery: 48 V 19.6 Ah (940 Wh)
Weight: 36 kg (79 lb)
Max load: 181 kg (400 lb)
Frame: 6061 aluminum
Suspension: Front suspension fork
Brakes: Hydraulic disc brakes
Tires: 20″ x 4″ fat tires
Extras: Color display with speedometer, wattmeter, battery gauge, PAS level indicator, 7-speed Shimano shifter, odometer, tripmeter, front and rear LED lights, half-twist throttle, includes rear rack (with wooden surface) and front/rear fenders, kick stand, front of bike has mount for optional rack
The base model of the Scoria, which is priced at $1,999, doesn’t come with the extra goodies. You can fork over $2,398 to get the version with the add-on inverter, or $2,997 to get that bundle plus a folding 200W solar panel.
The inverter has a cable that allows it to plug directly into the e-bike, sharing power between the two.
On the power station, you’ll find a pair of 120VAC outlets as well as several USB-A and USB-C outlets. There’s even a full power 100W USB-C outlet.
This would be the perfect setup for bikepacking or camping, since you could run appliances off the AC outlet and keep your USB devices charged up as well. When you come to a rest, you can recharge the bike via the folding solar panel, or use it on multi-day camping trips as you begin to drain the bike’s battery over time. With a 960Wh battery on the bike, you’ve got a lot of capacity to draw from.
But what about the e-bike?
The inverter is obviously the major draw here that separates the Mokwheel Scoria from other e-bikes. But even by itself, this e-bike is pretty nice in its own right.
It’s a moped-style electric bike, meaning it’s got smaller diameter fat tires that give it a lower ride and more motorbike-like handling. The front suspension and the fat tires make for a nicer ride over pot holes or nature trails, and the rear rack gives some classy wood-lined storage.
Hydraulic disc brakes help bring this heavy 79 lb (36 kg) e-bike to a quick stop, and are important features on a bike that is supposedly capable of supporting a payload of up to 400 lb (181 kg).
And since the bike edges over Class 2 speeds to max out at around 22 mph (35 km/h), strong stoppers are a nice addition.
The 48V and 19.6Ah battery offers 940 Wh of capacity, which is especially important if you plan on draining the battery through the inverter in addition to through the wheels. The company claims a max range of 60 miles (96 km) from the large battery, though that seems fairly optimistic to me unless you’re in the lowest power pedal assist level.
Achieving 22 mph (35 km/h) on throttle-only made the bike feel fun to ride on the road and on the trails, but it definitely won’t last for 60 miles at those speeds on throttle-only riding.
That 750W motor is battery-hungry as well, so keep that in mind if you plan to use the inverter for a while and then go for a ride. You’ll want to make sure you leave yourself with plenty of battery.
At a price of $1,999, the bike seems a bit overpriced compared to other similarly-designed e-bikes in this class. Perhaps the company is banking on the fact that you can’t really use many other e-bikes – or perhaps any other e-bikes – in this type of rolling powerstation capacity.
Don’t get me wrong, it’s a great bike that rides well, has plenty of power and is comfortable to boot. And the inverter add-on is a really cool feature. There are some nice features like mag wheels instead of spoked wheels, but does that justify the price? I’m not sure the cost is in line with the value.
But then again, if this type of functionality is something you really want or need, then I guess the value is for you to decide.
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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.”
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
Xpeng EV with Turing AI and Bulletproof battery; via XPeng.
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
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.
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.
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.