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As American cars and trucks continue to bloat, growing longer and wider decade over decade while roads and parking spaces stay the same size, there may be hope glimmering on the horizon: tiny electric vehicles. I’m not talking about small cars. I’m talking about tiny ones – micro-cars, if you will.

They’re a small but growing category of motor vehicles in the US, and they may just save us from a future of massive, energy-guzzling vehicles that can somehow plow through a playground without noticing yet still struggle to wiggle into a parking spot.

This is Part 1 of a three-part series on these useful little vehicles. In today’s segment, we’ll dive into the “what” and “why” of electric micro-cars.

From the definitions (which have so far eluded most of the industry) to the use cases (which have so far eluded most Americans), we’ll set the stage for what could be the next big wave of tiny cars. In Parts 2 and 3 we’ll cover the legality of such vehicles and the options currently on the road.

What is an electric micro-car?

Let’s start off with a few definitions to set the record straight about these tiny vehicles.

There are three commonly used terms for describing these little runabouts: micro-cars, NEVs (neighborhood electric vehicles), and LSVs (low-speed vehicles). And they’re all wrong in one way or another. Let’s explore each, below.

Low-speed vehicles (LSVs)

The term LSVs is currently the least commonly used term for these, but it’s actually the most correct. That’s because it’s the only legally defined category. LSVs are a federally mandated class of motor vehicles in the US.

They’re more or less equivalent to what are known as “quadricycles” in Europe, with the exception that European quadricycles are allowed to reach speeds of up to 80-100 km/h (50-62 mph), depending on the country, while LSVs in the US are limited to just 25 mph (40 km/h).

microlino electric micro car
The Microlino is a European Quadricycle that reaches speeds far faster than allowed for LSVs in the US

It is a common misunderstanding that all that is required for a vehicle to be considered an LSV is for it to have a maximum speed of 25 mph (40 km/h). In fact, that is only one of many requirements. Federal Motor Vehicle Safety Standards for LSVs have laid out around a dozen standards that mostly cover speed and required safety equipment, but that also include requirements for the manufacturer’s factory to be federally approved by the National Highway Traffic Safety Administration (as well as the factories that produce key components like the auto glass, seat belts and other important components). That’s why it isn’t enough for a small vehicle to simply have seat belts and not exceed 25 mph.

For this reason, it is actually quite difficult for new manufacturers to receive street-legal status for LSVs, though we’ll dive into the legality of these vehicles in much more detail in Part 2 of this series. It’s an important issue since many of the supposed “street legal” LSVs now being offered for sale in the US are far from actually being street legal.

For now though, suffice it to say that LSVs are a federally mandated category of vehicles that are allowed to reach speeds of up to 25 mph (40 km/h) and are allowed to drive on roads with speed limits posted up to 35 mph (56 km/h).

The Wink Sprout above is one of a growing number of street-legal LSVs in the US

LSVs are not required to be electric vehicles, and many low-production-volume combustion engine models have existed over the past two decades, similar to the phenomenon of “kei cars” in Japan. But these days nearly all LSVs in the US are also electric vehicles, largely due to the simplification of manufacturing/maintenance as well as reduced regulatory hurdles associated with emissions testing.

The term LSV is really the only important term for this industry because it is the only one that is clearly defined. That brings us to… NEVs.

Neighborhood electric vehicles (NEVs)

The term NEV is probably the most commonly used term in this industry, which is problematic because it doesn’t mean anything. There is no clearly defined boundary for what makes up an NEV.

The term originated before the LSV category was created by the federal government, and it largely referred to small, slower-moving electric vehicles that were similar in appearance to golf carts, yet were designed for traveling on roads and around neighborhoods instead of across the golf course. The most famous example of an NEV is likely the GEM, which started out under the Chrysler umbrella before moving to Polaris and finally to its current owner, WAEV.

The GEM popularized the concept of an NEV before the US government had created an LSV category, and thus the term NEV stuck.

The problem is that despite everyday usage, there’s no clear line drawn to determine what is and what isn’t an NEV. It’s similar to the word “truck” in its vaguery. Is an F-150 a truck? What about an 18-wheeler semi-trailer? Or a U-Haul? They’re all called trucks in common parlance, yet the Department of Transportation would beg to differ.

The other issue with the term NEV is that it implies a purely neighborhood use for these vehicles. While neighborhood and local community use is a common application, densely populated cities are quickly becoming another major market for these tiny electric vehicles.

An LSV could easily drive from Battery Park on the southern tip of Manhattan up to Washington Heights, a 13-mile (21 km) commute covering dozens of neighborhoods. In fact, I drove an LSV across the Brooklyn Bridge earlier this year as I travelled around NYC, highlighting the urban appeal of such small electric vehicles.

I drove an LSV from Wink Motors across the Brooklyn Bridge on a day trip through NYC

What are micro-cars?

The term micro-car has become something of a catchall. Similarly to NEVs though, there is no clear definition for the term. It is generally used more for fully enclosed LSVs than for open golf cart-style buggies like the GEM vehicles (though GEMs do have optional hard doors that make them fit better into the loosely defined micro-car category).

This door quasi-requirement is likely due to the fact that many people think of micro-cars as looking more like a conventional car, but simply scaled down into a smaller (and often cuter) vehicle.

Micro-cars can be as small as single-seaters or can even fit a family of five. I’ve driven a Chinese micro-car around Florida with my wife and our three nieces and nephews, showcasing the family-friendly nature of electric micro-cars.

Micro-cars, just like NEVs, are not a federally defined class of vehicle, and thus the term is limited largely to everyday language. For legal use, LSV is the only federally defined category of motor vehicle.

Believe it or not, I’ve had five people in this micro-car

Golf carts

Golf carts are perhaps the most commonly understood of all of these categories due to their ubiquitous use on golf courses around the country.

While they can be powered by a combustion engine or by an electric motor, most golf carts produced today are electric.

They generally reach speeds of up to 20 mph (32 km/h), though can often be modified to reach speeds of closer to 30 mph. Some come with seat belts, radios, and other fancier features, but many are bare-bones vehicles designed for basic transportation.

golf cart on the street

Traditional golf carts are not street legal, though many small communities have created local golf cart ordinances to allow for their use on low-traffic roads.

Several large golf cart manufacturers have begun to produce LSV versions of their carts that have been homologated for street use. These versions, if produced to meet the LSV regulations laid out in the Federal Motor Vehicle Safety Standards, can be used like any other LSV on public roads that have posted speed limits of 35 mph (56 km/h) or less.

Golf carts are generally open-air vehicles that lack doors or locking storage. This is one of their main downsides compared to micro-cars, which generally have locking doors that can provide security as well as an all-weather ride.

Use cases for electric micro-cars and small vehicles

LSVs have two main uses in the US: transportation and utility use.

For transportation, LSVs have several advantages. Many owners prefer their small size that makes them nimbler in traffic and easier to park. They can often even be parked in small spots or psuedo-spots on the edges of parking areas that a traditional car couldn’t fit into.

Their simpler design and smaller size also means that they generally cost much less than a traditional electric car, both to purchase and to charge. Some new LSVs can start at below $10,000, compared to much more expensive electric family cars.

For some people, they’re also more fun to drive due to the novelty and go-kart feel that the small size offers. The 25 mph (40 km/h) top speed can be appropriate in many cities and communities, and the slower pace is often more fun for folks that enjoy cruising around their community and seeing the smiles on faces from onlookers. This is especially true in beach communities, older resident villages, and other planned communities.

electric mini-truck
My mini-truck may be small but it carries quite a load!

For utility, LSVs can offer many of the same benefits. Electric mini-trucks are becoming more popular in the cargo and delivery fields, especially in crowded cities that can be difficult to navigate with a larger box truck.

These vehicles can often offer similar bed sizes compared to traditional pickup trucks or small flatbed trucks, yet the entire vehicle is much smaller.

The increase in demand for electric mini-trucks has even spawned a new US-produced vehicle known as the AYRO Vanish.

Which LSVs and NEVs are street legal?

Street-legality is perhaps the most important aspect of electric micro-cars, especially as new importers and manufacturers begin to crop up.

We’ll cover this issue in-depth in Part 2 of this series, which will return this Wednesday. Stay tuned!

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Daily EV Recap: March 18, 2024

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Listen to a recap of the top stories of the day from Electrek. Quick Charge is now available on Apple PodcastsSpotifyTuneIn and our RSS feed for Overcast and other podcast players.

New episodes of Quick Charge are recorded Monday through Thursday and again on Saturday. Subscribe to our podcast in Apple Podcast or your favorite podcast player to guarantee new episodes are delivered as soon as they’re available.

Stories we discuss in this episode (with links):

Audi unveils Q6 e-tron: a new standard for next-gen premium EVs

Rivian gains access to Tesla’s Supercharger network, free adapter coming

Mercedes-AMG teases first look at its sporty electric supercar poised to rival Porsche, Lucid

Tesla Roadster won’t really be a car, says Elon Musk

VinFast to invest hundreds of millions to implement own global line of branded EV chargers

Why you might be charging your EV wrong – and what to do instead

Listen & Subscribe:

Share your thoughts!

Drop us a line at tips@electrek.co. You can also rate us in Apple Podcasts or recommend us in Overcast to help more people discover the show!

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You’re reading Electrek— experts who break news about Tesla, electric vehicles, and green energy, day after day. Be sure to check out our homepage for all the latest news, and follow Electrek on Twitter, Facebook, and LinkedIn to stay in the loop. Don’t know where to start? Check out our YouTube channel for the latest reviews.

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Tesla helps cancer patient get a Cybertruck sooner

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Tesla helps cancer patient get a Cybertruck sooner

Tesla has helped a cancer patient and Cybertruck reservation holder get his electric pickup sooner – going against its own policy.

According to Elon Musk, Tesla has a strict policy of not giving people preferential treatment when it comes to delivering new models sooner or at a discount.

That has been questioned lately as a bunch of celebrities were spotted in early Cybertrucks, but now we get a confirmed example of Tesla accelerating a delivery for a customer – though I don’t think anyone is going to criticize that one, and for good reasons.

A Cybertruck reservation holder going by Michael posted on the Cybertruck Owners Club about his unfortunate situation. He is a self-described “Tesla loyalist” who was diagnosed with stage 4 cancer, and he was concerned that he could die before getting his Cybertruck.

He posted about his situation on the forum in the hope that someone could help him accelerate his delivery:

I am rn 112956xxxx. (Vista) CA. Diagnosed with stage 4 cancer last year. In a clinical trial which is helping. Be nice if I could move up to even a FS order. Hoping to experience the CT in case I don’t hang around long enough for the delivery projection. Tesla loyalist with M3, Solar and 2 Powerwalls customer. Sometimes making requests can help.

Michael received many different messages from forum members offering help or encouragement, and eventually, word got to Tesla.

He shared this update:

To all the super kind Cybertruckers. I want to share that Tesla stepped up incredibly well for me. Without sharing too much I will soon have a purchased delivery of my own.

That was on March 1st.

Yesterday, Michael confirmed that Tesla delivered his Cybertruck, and the automaker not only accelerated the delivery, but made quite a nice event out of it – bringing three other Cybertrucks to the delivery:

“Our new beast arrived, plus support from a Rose Gold, a Black, and another Stainless Cybertruck. They made a grand entrance, filled the driveway, and were there to address any new needs or concerns questions for as long as we wished.”

He shared a few pictures of the delivery:

Kudos to Tesla for breaking the rule for the best reason possible.

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Ford plans affordable small electric pickup and SUV, starting around $25,000

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Ford plans affordable small electric pickup and SUV, starting around ,000

Amid a flood of new competition, Ford is shifting plans to build more affordable electric vehicles. Ford is developing a new low-cost EV platform to power a small electric pickup and SUV, with starting prices around $25,000. However, due to the pivot, plans for its three-row electric SUV have been put on the back burner.

Shifting to low-cost EVs

Although low-cost Chinese passenger EVs, like BYD, are not sold in the US, they are having a big impact on domestic automakers.

Ford’s CEO Jim Farley reiterated his concerns over the low-cost overseas rivals during a Wolfe Research conference last month. Farley explained that if you cannot compete with Chinese automakers, “20% to 30% of your revenue is at risk.”

“As the CEO of a company that had trouble competing with the Japanese and the South Koreans, we have to fix this problem,” Farley said.

Ford learned “pretty quickly to bet on a smaller EV platform.” The American automaker’s leader admitted larger EVs, like the F-150 Lightning, are expensive to build.

Farley said anything “larger than the Escape” better be functional or a work vehicle. Meanwhile, smaller electric cars are different. An Escape-sized EV or smaller “completely works,” Ford’s leader explained.

Ford-affordable-EV-pickup
2024 Ford F-150 Flash (Source: Ford)

Not only does it work, but “It’s dramatically better operating cost than a (Toyota) Corolla or a (Honda) Civic or even a (Ford) Maverick.”

Ford plans smaller affordable EV pickup and SUV

During an investor call last month, Farley revealed the company had been “secretly” working on a low-cost EV platform.

Ford put together a “super-talented skunk works team” to create it with “some of the best EV engineers in the world.” The team is led by Alan Clarke, who led the engineering on Tesla’s best-selling Model Y.

Ford-affordable-electric-SUV
Ford electric Explorer SUV for Europe (Source: Ford)

According to Bloomberg Businessweek, the team (less than 100 people) is developing a new affordable EV platform to power a new small, more affordable Ford electric pickup and SUV.

Sources familiar with the matter say the first model will launch in 2026, with starting prices around $25,000. It will rival the low-cost EV Tesla is working on.

The platform will first feature LFP batteries, which are about 30% cheaper than traditional lithium-ion. However, it’s also exploring other EV battery tech.

Ford-Mustang-Mach-E
Ford Mustang Mach-E (Source: Ford)

Amid the shift, Ford is delaying plans for a larger three-row electric, according to the sources.

Ford’s move comes as several automakers aim to take on low-cost EVs from China. After topping Tesla in the last three months of 2023 to become the largest global EV maker, BYD is upping the competition this year.

The Chinese automaker declared a “liberation battle” on gas-powered vehicles after launching a series of low-cost electric vehicles.

BYD-cheapest-EV-South-America
BYD Seagull (Source: BYD)

Its cheapest, the new Seagull, starts at around $9,700 in China. Farley called BYD’s Seagull “pretty damn good,” as he warned other automakers.

Although BYD currently has no plans to sell passenger EVs in the US, it is “just getting started” in other markets like Europe. BYD’s first cargo transport ship, carrying 3,000 vehicles, landed in Germany last month as it expands overseas.

Ford is not the only one watching. Stellantis CEO Carlos Tavares told reporters last month, “The Chinese offensive is possibly the biggest risk that companies like Tesla and ourselves are facing right now.”

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