Someone in China just sent me an electric micro-car. Here’s what showed up
Believe it or not, a stranger in China sent a massive shipping crate to my house with what supposedly contained an electric micro-car. What would happen next was far from an ordinary Tuesday.
It all started with a strange message from someone in China. “Can we send you an electric car?”
For those who know me, that might not actually sound so strange.
If you don’t already follow my writing, then you might not know that I have two major passions. The first is electric micromobility, which spans everything from electric bikes and e-scooters to electric motorcycles and other rideables. But my other more eccentric passion involves all the weird little electric vehicles produced in China for the local Chinese market. I’m not talking “real” cars. I’m talking about the weirder stuff. I write a weekly column about my interesting window-shopping finds, such as three-wheeled electric RVs and tiger-shaped e-buses.
I’ve even made a bad habit of putting my money where my mouth is, which is how I wound up with such awesome toys as a $2,000 electric mini-truck and a $1,000 five-seater electric boat, among other oddities.
Somehow I’ve become something of the guru for imported weird Chinese EVs, which I guess is how this internet stranger found me.
I’ll call her Katherine because that’s her name, or at least her English name. Katherine explained that she works for a Chinese manufacturer known as Minghong. They make all sorts of small electric vehicles, such as micro-cars, tuk-tuks, mini-trucks and more. They claim an annual production of 120,000 vehicles, so they must not be a small potato in the Chinese mini-EV market. Katherine had seen one of my Chinese micro-vehicle unboxing videos that racked up 10 million views on YouTube, and she asked if I wanted to make a similar video for their electric micro-car to see what kind of quality Minghong can produce.
“Sign me up!” was my response.
Several long weeks later, I watched a box truck roll up to my family’s Florida driveway and unload one of the jankiest-looking shipping crates I’d ever seen.
Armed with a knife and a power drill, I went to work.
After shucking layers of plywood with seemingly unnecessary three-inch staples sticking through into the air, followed by layer after layer of foam wrapping, I finally arrived at the treasure inside: an adorable little white micro-car enclosed in a steel tube cage.
The adorable 7’9” long (236 cm) electrical vehicle, adorned on each side with a big flying Panda in a cape, seemed to have arrived more or less in good shape.
There was some slight body damage at the rear, but considering the vehicle was still protected inside a steel cage, I assume that happened at the factory.
Since I was a few thousand miles from home and using my family’s driveway, I had to knock on the neighbors’ doors and beg my way to a borrowed angle grinder so I could cut the cage away from the car. After a half-hour of delicate, high-speed metalwork later, I had four of the smallest automotive tires I’d ever seen sitting on the pavement. See my full video for the unboxing process in glorious Technicolor.
The battery was unfortunately empty due to the switch being left in the “On” position during its long sea voyage to the US. But luckily, they included an oddly high-powered 1,500W charger, filling the 60V 50Ah lithium battery in around 2.5 hours. Most of these micro-cars come with much weaker chargers, but this one was a beauty.
After an initial charge of the battery, I took the maiden drive solo so I wouldn’t risk anyone else with my silly shenanigans. Unfortunately, that also meant I couldn’t share the joy with any other delighted souls. The accelerator was surprisingly smooth as I blasted through the neighborhood, using all 3,000W of power I had at my disposal. Windows down and wind in my hair, I put that pedal to the plastic and was rewarded with the roaring “whir” of the rear axle-mounted motor.
To be fair, the acceleration may be smooth, but it isn’t particularly quick. But then again, neither is the braking.
There are only two brakes, one on each rear wheel. They’re hydraulic disc brakes, but they still require a bit more leg force than a traditional car to activate. Despite not having as powerful of an effect as modern power brakes, they worked decently well. I never felt like I didn’t have enough braking power; I just knew I had to step on the pedal harder than in a typical car. I’d say that makes sense since this is anything but a typical car.
The sole rear braking feature also meant that later in the day, after a rain, I could power slide around turns by locking the rear wheels up midturn. Several rainy days (and the fact that I had to park outside) also proved that the door weatherstripping worked great, keeping the car bone dry inside.
I should also mention a note here about street legality: This is absolutely NOT a street-legal vehicle in most of the US. You might be able to get away with it in communities that make exceptions for golf carts. (Think Georgia’s Peachtree City, Florida’s Key Biscayne, or other similar communities where golf carts reign supreme.) You’ll never be able to register this as an LSV (low-speed vehicle) at your local DMV since it doesn’t meet the Federal Motor Vehicle Safety Standards for these types of micro-cars in the US. And so I don’t condone using such nonlegal vehicles on public roads. But for science, I did just that. I stayed on small neighborhood roads where it was difficult to even get up to the MingHong’s 25 mph (40 km/h) limit, so I wasn’t putting myself or anyone else at much risk. But again, I don’t condone using a nonlegal vehicle on public roads.
But after testing it myself and discovering that it actually drives really well, I decided it was time to load up my nieces and nephews and cruise the neighborhood.
The little car, which appears to be the S1 Pro model from Minghong, is set up with a single wide driver’s seat and a rear bench for passengers.
I found that I could fit three kids on the rear bench and that my wife and I could comfortably fit in the driver’s bench at the same time since it was so wide. With five people in the car, performance wasn’t even that hindered, though I was definitely driving more conservatively with that much precious cargo on board.
The steering wheel is set up for center drive and, thus, is in the middle of the car. Strangely though, the pedals are offset to the right, as if the rest of the car was intended to be right-hand drive. It’s not too much of an issue when you’re alone in the cockpit since your right foot controls the pedals, and the car simply isn’t that wide anyway. But when sharing the frontbench, you wind up steering with the wheel slightly off to your left side. I thought it would feel weird, but frankly, the entire vehicle is so weird that the fact that I wasn’t sitting directly behind the steering wheel didn’t strike me as particularly odder than anything else.
The kids definitely enjoyed the rides and had fun waving to their friends and all the onlookers as we cruised the hood. Throughout a week of use, we even managed to fit the Minghong into several local errands, such as taking my nephew to his soccer game at the local community park, hitting up the pool, and other short local trips that didn’t require bringing a “real” car into the mix. When using the Minghong by myself, I made use of the folding feature in the rear bench seat to create more storage space, kind of like a hatchback (just without the hatch in back).
The Minghong has passed most of my tests quite well. It takes some getting used to, and it has some drawbacks.
There’s no air conditioning, though the massive windows and the sunroof with dual ventilation fans help keep plenty of air moving through the vehicle.
The door handles are really far back on the doors, to the point where you have to reach behind your shoulder to grab them, but that seems to be necessitated by the simple door latch design on the long doors that provide access to the rear seat as well.
I wasn’t really digging the panda paint job, though I get that Asian car aesthetics skew more toward cartoons and pastels than the typical American auto fashion. I took some liberties and decided to do a bit of vinyl wrap work to update the appearance to something a little more to my liking. Big thanks to my sister for help there, as she has a lot more vinyl wrap experience than I do. I don’t have the GPS data to prove it, but I feel like the racing stripes added a solid two to three more miles per hour to the top speed.
I’m not exactly sure what Minghong’s play was here, sending me a micro-car. I don’t think they’re expecting a large American market, especially since their vehicles aren’t street-legal in the US (and since you can already buy some awesome street-legal electric micro-cars for reasonable prices in the US). But perhaps they’re hoping to make a name for their factory in order to reach folks in countries where these Chinese micro-cars can be imported and used legally.
And I hope they weren’t counting on me falsely glorifying their vehicle. If so, they’ll be disappointed to hear that I shared how the rear bench literally fell off its hinge the second time I lifted it up, as seen in my video. So I’m not going to sugarcoat this thing: even though it’s super fun and useful, the build quality leaves something to be desired in a few areas.
But I never felt like the mechanics weren’t solid. The suspension is pretty decent; it’s got solid rack and pinion steering, hydraulic disc brakes, a backup camera, auto glass (though only certified to the Chinese standard, not USDOT), full lighting, mirrors, windshield wiper with washer fluid reservoir, Bluetooth music player, etc. It even has machined aluminum wheels instead of cheap steel rims. There are some nice touches here.
I have absolutely no idea what this vehicle costs, though my own experience doing personal imports tells me that the final dent in your American bank account would be around four times the factory price on the window sticker or Alibaba page.
The whole experience basically reinforced two things for me: Electric micro-cars are incredibly fun and convenient vehicles, and that Minghong builds a decent car.
I’ve already been a huge fan of electric micro-cars for years, basically ever since getting my first one. And after testing a couple of micro-car models from New York-based Wink Motors, I can tell that a wave of tiny electric cars is destined to descend on the US. There’s just too much utility here to ignore them. They’re cheap, fun, effective, easy to park, take up a fraction of the garage or parking space, and basically deserve a larger audience than they currently enjoy. But I’m sure that audience will be growing, and quickly.
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Mark Kay’s iconic Pink Cadillac awards are driving into the future for 2025. The company’s first-ever electric Pink Cadillac OPTIQ made its debut during the Mary Kay annual Seminar in Charlotte this weekend, symbolizing a “recharged vision” for the future of the popular brand.
Pioneers in monetizing friendships female empowerment and entrepreneurship, the Pink Cadillac is considered one the most coveted symbols of achievement for Mary Kay sales reps, signifying not just great sales (GM Authority reported that it took ~$102,000 in annual sales to qualify back in 2001), but also leadership, a history of mentoring others, and a sustained reputation of excellence among their peers.
The women you see behind the wheel of the Pink Cadillac are the real deal, in other words, and the big Caddy really does mean something to people in the know.
The iconic pink Cadillac was born in 1968 when Mary Kay Ash purchased a Cadillac Coupe De Ville from a Dallas dealership and promptly had it painted to match the pale pink Mary Kay lip and eye palette. General Motors later named the color Mary Kay Pink Pearl, and the shade is exclusive to Mary Kay.
MARY KAY
Now, the Pink Cadillac is going to stand for environmental sustainability, too, enabling Mary Kay’s top performers to set yet another positive example for anyone aspiring to their success.
“For decades, the Mary Kay pink Cadillac has symbolized accomplishment, aspiration, and the power of recognition,” said Ryan Rogers, Chief Executive Officer of Mary Kay. “With the introduction of the all-electric OPTIQ, we’re honoring that iconic legacy while driving into a transformative future—one grounded in our commitment to sustainability and dedication to inspiring and celebrating the achievements of our independent sales force for generations to come.”
Mary Kay announced its new Pink Cadillac with this video, below.
Same Legacy, New Energy
“The legacy continues with the new, all-electric (and still very pink) Cadillac Otiq [sic],” reads the official Mary Kay copy on YouTube. “The Optiq remains instantly recognizable with the pink pearl exterior, while modernizing with sleek, cutting-edge features. In addition, this vehicle showcases our commitment and dedication to sustainability by reducing our carbon footprint while continuing to inspire.”
Speaking of inspiration, I can’t hardly hear the words “Pink Cadillac” without thinking of the song. But, since “Bruce Springsteen” has become something of a trigger word for the MAGA snowflakes in the audience, I’ll post a different, but similarly great song about rose-tinted GM flagships from Dope Lemon. You can let me know what you think of it in the comments.
As ever, the Cadillac is not a “gift,” per se – but typically takes the form of a two year lease paid for by Mary Kay. No word yet on what the exact shape and form the OPTIQ deal will take.
Electrek’s Take
Whatever you might think of MLMs or businesses like Amway, Avon, or Mary Kay, they play a big part in the social dramas of hundreds (if not thousands) of neighborhoods and online communities. The people at the top are influential, and the people “below” them genuinely try to emulate them and follow their lead.
Thanks to Mary Kay, that might soon mean a decision to buy an electric vehicle – and that result would be a win for everyone.
SOURCE | IMAGES: Mary Kay.
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RBW, a British handcrafted electric car manufacturer, brought its cute little Roadster out to Santa Monica and invited us up for a drive.
RBW has built cars in the UK for a few years now, but is about to set up US manufacturing in Virginia. Along with that comes a version of its Roadster modified for the US market, and we got a sneak peek with a short drive in Santa Monica.
The RBW Roadster is a small, hand-built, retro-style EV, meant as a modern take on British classics. But it’s not an actual classic itself – it’s a newly-built vehicle, with a new body, modern safety features, and even some electronics, like CarPlay and Android Auto (but not much else – there’s no huge, cockpit-defining screen, just a 9″ one, with retro gauges in front of the driver. But it does have a backup camera!).
Our drive was short, just a quick trip up and down the most trafficky part of Pacific Coast Highway in Santa Monica, without much chance to really stretch the vehicle’s legs. So we can’t verify range or tell you how it handles on the limits, but we can tell you about the basic controls and feel of the vehicle.
On a mostly smooth road, the car offered a comfortable ride dynamic. We didn’t get a sense of chassis noise because the top was down (which I surmised was an intentional effort by the company – I’ve used the same trick when showing off my car before).
The steering is tight and has a good weight to it, and the retro-style steering wheel felt great in my hands.
Of particular interest to me, as a long-time EV driver, is how the throttle pedal is tuned. Lots of EVs add some intentional delay or smoothing to throttle inputs, which ends up making the pedal feel mushy and indirect, reducing the control you have over the vehicle.
For reference, the cars I drive most often are the Tesla Roadster and Model 3, which both have excellent direct pedal feel.
And I’m happy to report that the RBW Roadster’s throttle pedal feels very similar to the cars I love to drive. The car feels quick, and responds exactly to what I want it to do, when I want it to do it. But it’s not excessively “punchy” like some of the more absurdly-powered EVs can be (like the Tesla Model S Plaid or the Macan Turbo S).
It does not, however, have off-throttle regenerative braking, aka one-pedal driving. Pressing the brake pedal engages regen, but letting off the throttle lets you simply coast. I personally prefer one-pedal driving, but one consideration RBW had is that since the car does not have traction control, regenerative braking on the rear axle (where the motor is) could potentially present a safety issue on slippery roads. So, fair enough I guess, but I still do prefer one pedal.
Speaking of pedals, the brake pedal was placed quite far from the accelerator. This is a plus and a minus – a minus because it’s quite different from most vehicles these days, where the pedals are placed closer, for ease of reaching them with your right foot. A plus because higher separation might reduce the chance of “crossing the pedals” and accidentally pressing both with the same foot in an emergency situation, and because it enables left-foot braking, which is generally better for performance driving… in the hands of a trained driver, anyway.
That said, this isn’t exactly a performance car. It’s fun, it’s responsive, but it’s not powerful. The version we tested had a 0-60 time of only around 9 seconds, so it didn’t give you the “throw your head back” feeling that so many EVs on the road these days do. It’s responsive, but not fast.
RBW says the American version will have more motor power than the UK version, but it’s still trying to figure out exactly how to tune it. This should bring 0-60 times down by about a second. But we can’t help but think that it would be nice with even a little more power than that, which we think should be possible given the car’s 50kWh battery and ~2,900lb weight, specs that are similar to my similarly-sized Tesla Roadster (as you can see below – along with the GT version of the RBW, on the right).
Here’s an issue: all the specs we were given seem extremely fluid. While talking to the company, I got several different numbers for any given specification. It seems to me like the company is still figuring out exactly what changes it will make for its US models.
This is somewhat to be expected of a small, hand-built manufacturer, especially since buyers can ask for certain modifications or personalizations (seat height, for example, which is important in a small car like this). But it does make it tough to write an article about it.
Nevertheless, the car drives well, and RBW seems to have gotten a lot right about the dynamics of the vehicle. It executes well on its goal – a fun, small British-style roadster, a great weekend car for those who have the means.
As for the means, the RBW Roadster will start in the $140-150k range, so it’s not cheap. But if you’re looking for something like this, it’s just about the only game in town, and it’s a good execution of the feel of a nimble roadster for weekend cruising.
RBW is currently taking $1,000 reservations for 2026 builds, and you can have a look at configurations (paint, roof, interior, wheels) over on its website.
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Canadian startup Beachman has just unveiled its latest electric two-wheeler, the ’64, a vintage-styled electric motorcycle that looks like it rolled straight out of the 1960s. With throwback café racer design and a respectable top speed of 45 mph (72 km/h), it’s a slick little ride with a curious twist: it calls itself an e-bike.
It’s not just a casual reference, but it’s baked into the name. The full model name on Beachman’s website is the ’64 E-Bike.
While I’d generally be inclined to give them the benefit of the doubt, since many motorcyclists refer to electric motorcycles as “e-bikes” and the term has a broad definition in colloquial usage, the company is obviously casting more in the “electric bicycle” end of the spectrum. They even say on their website that it is “rideable as either a Class II E-Bike or a Registered Moped (in most states).”
Despite lacking pedals entirely – and clearly designed more like a lightweight electric motorcycle – the Beachman ’64 comes with a selectable “E-Bike Mode” that limits it to 20 mph (32 km/h). The implication? That riders can use this obvious motorcycle in bike lanes like a Class 2 e-bike. Legally speaking, that’s a stretch, to put it mildly. In fact, I’m not currently aware of any state where that’s explicitly legal, though it could probably pass in many states due to the current state of enforcement we usually see.
According to Beachman, the ’64 has three ride modes:
- E-Bike Mode: 20 mph (32 km/h) top speed, which the company says is “perfect for bike lanes.”
- Moped Mode: 30 mph (48 km/h) top speed, which does match legal definitions for mopeds in some jurisdictions, even without pedals.
- Off-Road Mode: 45 mph (72 km/h) top speed, no pretense – just a motorcycle.
In practice, I don’t think it’s a stretch of the imagination to assume that most riders will likely keep it in Off-Road Mode, where the bike delivers its full 3,000W performance and offers the most fun. And specced with decently large batteries, it could actually do some modest commuting, even at higher speeds. The ’64 comes with a removable 2.88 kWh battery (or optional 3.6 kWh upgrade), and range is estimated at 55–70 miles, depending on configuration. It charges to 80% in three hours and even features regenerative braking.
The company leans heavily on its “timeless design” messaging, and to their credit, the ’64 nails the aesthetic. It looks great. The frame, tank, and seat all channel classic motorcycle vibes while skipping the modern digital overload – no apps or touchscreens here. Just a clean, simple throttle and some retro charm.
But for all the cool factor, the classification confusion raises eyebrows. Calling a 45 mph, pedal-less motorcycle an “e-bike” in any meaningful legal sense is a misfire. Some states allow low-speed mopeds in bike lanes, but others draw the line at motorized vehicles without pedals. The ’64 might get away with it in limited cases, but most jurisdictions will (rightfully) require it to be registered and insured as a motor vehicle. And it’s unclear if explaining to the officer, “But I had it in 20 mph mode…” will help much on the side of the road.
Still, Beachman is aiming at a particular rider who wants motorcycle style and speed without all the baggage. With a starting price of $4,800, the ’64 could be an appealing step-up for e-bike riders looking to graduate into something faster without committing to a full-sized gas bike.
Just don’t expect to blend in on the bike path.
Electrek’s Take
Look: The bike looks fantastic and probably rides well, but come on, it’s a 230 lb (105 kg) motorcycle.
Let’s stop calling every throttle-only EV an e-bike just because it’s got two wheels, a battery, and a button that neuters it to 20 mph. This has gotten silly. You built a great-looking bike. But it’s a bike in the way a motorcycle rider refers to his “bike.” It’s not a bicycle, and it’s not a bike lane vehicle any more than a Sur Ron is. At least not if you respect your fellow two-wheel riders around you.
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