Aventon has been busy bringing its latest tech upgrades to most of the electric bikes in its lineup. The latest model getting the futuristic treatment is the Aventon Sinch.2 folding fat tire electric bike.
Now on its second generation after launching early last year (or technically the third generation if you count the 2020 Sinch before it became easily step-through-able), the new Aventon Sinch.2 carries a number of key upgrades.
Many of the parts will sound familiar to those that have followed similar upgrades on Aventon’s other refreshes.
One of the flashiest upgrades is the inclusion of new turn signals as part of the frame-embedded tail lights. I’ve been a huge fan of these tail lights as I’ve seen them rolled out on the new Aventon Aventure and Pace 500, as they are equal parts rearward enough and widely spaced enough to actually work well as turn signals – something we don’t often see on other e-bikes with narrowly spaced turn signals.
Aventon Sinch.2 gets a torque sensor
The Sinch.2 also comes with a new torque sensor to give it the most responsive pedal assist possible. The included torque sensor means that when you pedal the bike in one of the four new pedal assist levels, it will provide an intuitive amount of power based on how hard you pedal.
Most electric bikes in this price range still use cadence-based sensors that tend to feel both laggy and lurchy when they finally kick in. Torque sensors are widely praised for a much more natural pedaling experience.
If you only use your throttle, a torque sensor won’t mean much to you. But if you like to pedal your e-bikes – and especially if you like to pedal at a leisurely pace – then you’ll love the benefits of a torque sensor.
There are a number of other upgrades on the bike as well, including smoother welds, a more relaxed handlebar angle with new aluminum riser, a shifter-integrated throttle on the right handlebar, upgraded 300 lumen headlight, updated 3-piece 52t crank, and the bike even comes standard with a fender set as well as a rear rack rated for up to 55 lbs (25 kgs).
All of those fancy accessories like baskets and carriers will cost extra, though the prices appear to be reasonable compared to many other e-bike companies that charge an arm and a leg for a simple basket.
The 68 lb (31 kg) e-bike can support a maximum payload of 300 lb (136 kg). It includes an 8-speed Shimano transmission, mechanical disc brakes, 20″ x 4″ gumwall tires, Velo saddle, and a 3A fast charger.
The 48V 14Ah battery offers 672 Wh of capacity, which Aventon rates for up to 55 miles (88 km) of range on pedal assist or up to 22 miles (35 km) of range on throttle-only operation.
The rear motor is rated for 500W of continuous power and 750W of peak power. Priced at $1,799, the Sinch.2 launched for pre-orders starting today. It is available in two colors of Sapphire and Quicksilver.
Electrek’s Take
Oooh, I love that Sapphire colorway!
I also love most everything about these upgrades. The turn signals, the torque sensor, the included rack/fenders… sing it, sister!
The only head scratcher to me is why Aventon would stick with the mechanical disc brakes? Everything else here is so premium. The mechanical brakes are the one last vestige of early 2020’s e-bikes. Side note: Wow, it’s amazing how much difference a couple years makes in the e-bike industry.
At $1,799, this still feels like a very nice e-bike, but I would have loved to see those juice brakes at this price. Even so, I’m sure this is going to be a hit for those looking for a classier folding fat tire e-bike, which itself is a booming category.
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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.
Fleet electrification expert Tony Nisam took to LinkedIn yesterday to post a deal that he ran across at a Washington State Costco that stacks a $25,500 manufacturer rebate with $3,000 in “regular” Costco Member Savings, $2,750 in “LIMITED-TIME” Manufacturer to Member Incentives, plus an additional $250 for Costco Executive members.
Do a bit of math (add up 25,500 + 3,000 + $2,750 + 250), and you’ll calculate an almost unheard of $31,500 discount on one of the best, most capable commercial vans on the market – ICE or electric. And that’s before you factor in the 0% interest financing (72 mo.) being advertised at Blade Chevrolet, the Mount Vernon, Washington, where VIN 2G58J2TY6S9104313 (the exact van shown, below) is shown as stock number 16757.
If you’re not a Costco member yet and you’re looking for a new truck for your business or even a unique #vanlife ride with zero emissions, modern tech, and a nationwide dealer network, GM makes that $130 Executive membership seem like a no-brainer.
Is a $39,000 price cut enough to get you to take a look at a new Brightdrop? At $45,235 (from a starting price of $84,235), can you afford not to? Head down to the comments and let us know.