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After starting production in March, Faraday Future has finally launched its FF91 EV, with an eye-watering $309k starting price and first deliveries starting tomorrow, May 31.

Faraday made the announcements in a livestream on its website today. It titled the announcements “FF 91 Final Launch & Faraday Future 2.0,” suggesting an entry into a new phase of life for the company, and describing the new car as a “new species.”

The FF91 was originally unveiled in 2017. At the time, Faraday said that it intended to produce the car in 2018.

But electric car startup observers are no stranger to delays, so that timeline slipped. And slipped, and slipped – until five years later, we are finally here, at the actual start of FF91 production.

Faraday promised the FF91 would have 1,050 horsepower, a 130 kWh battery capable of 381 miles of range, 200 kW charging, and self-driving capability. It also promised a 0-60 time of 2.27 seconds, which was faster than “other benchmark cars” (namely, Tesla) at the time.

These specs were incredible at the time and are still very good, though after five years of delays “other benchmark cars” have caught up and exceeded those numbers. But Faraday has kept the same specs as its original announcement without watering them down in the interim, which is nice. In fact, today’s video claimed the battery will be upped to 142kWh (though this might be nominal pack capacity, as opposed to 130kWh usable).

Faraday received over 64,000 reservations in 36 hours after the original unveiling. But these were unpaid hand-raisers, and on a more recent check-in, the company claimed to have 14,000 unpaid reservations and only 401 paid reservations, though we haven’t heard anything on those numbers in the last year.

Faraday started the stream with a long discussion about its “FF aiHyper 6×4 Architecture 2.0.” Frankly, our eyes glazed over a little bit in this portion, but here’s their slide “explaining” it. Good luck:

The company said that this is all meant to reflect 4 pillars of development – All-AI, All-Hyper, All-ability, and co-creation. As best we can tell, this was all meant to describe the car’s ability as taking advantage of the best strengths of sedans, sportscars and SUVs; comparing its capabilities to million-dollar hypercars; and using AI in its software-defined platform. Until recently, cars have been defined by hardware, but these days, many cars are being defined by software, with common software updates and modern infotainment systems.

With regards to the “co-creation” pillar, Faraday’s “co-creation platform,” which it is calling “The Mission Farad,” is essentially a referral program – refer friends to download Faraday’s app to get points (called Farads, the same name as the SI unit for electrical capacitance), and those points can be used for rewards. Faraday says these rewards “include awesome FPO titles to brag about on the FF App, Growth value and Co-creation points, and even future use of FF vehicles.”

In the future, Faraday seems like it will use this platform to gather customer feedback on its vehicles, and successful feedback/ideas will reward points to those who suggest it. Faraday is planning a “co-creation day” on June 6, which will presumably include more details on this. And we could imagine it turning into a sales referral program in the future.

The software-defined nature of the car enables various computing options, centered around a 27 inch rear screen (the “world’s largest in-car display”) and camera and a “10G in-vehicle network” (which isn’t a real thing) from three 5G antennas each connected to a different mobile carrier. Faraday mentioned that, among other things, this could enable livestreaming from inside the car (look out, INDI), and AI-powered contextual voice commands.

The car will also have an infrared camera in the driver’s seat to enable facial recognition for additional security. Faraday said that the car’s AI technology will enable it to “know you better than you know yourself,” which is frankly a little bit creepy, especially knowing that it has a camera on you at all times.

When you’re tired of all the livestreaming, you can relax in “spa mode” in the FF91’s “Zero G seats” capable of 60º recline.

Faraday now calls its car “the standard of Ultimate AI TechLuxury,” which is a bit of a mouthful. The company is aiming for the “ultra-spire” market, which as far as we can tell is its own term for luxury car customers. Embattled Faraday founder YT Jia compared the car’s level of luxury to that of Ferrari, Rolls-Royce and Maybach, setting quite a high bar.

Since then we’ve learned that Maybach is officially entering the EV market this year, so FF91 will have a direct competitor there. Faraday thinks that one day it will become a leader in the ultra-luxury market, which it says sells around 55,000 units globally per year. Though Jia also said that Faraday will not use the same upscale materials as are included in these other vehicles, and rather focus “silicon-based” luxury which allows owners to better leverage their time.

And of course, no automotive announcement can go without a discussion of autonomous driving technology, where Faraday made several claims about existing capabilities, and more coming later through over-the-air updates. Faraday calls these “FF aiDriving”:

In addition to these promises of imminent self-driving capability (hmm, where have we heard this before…), Faraday says that the FF 91 will have the ability to create custom and proprietary maps, perhaps in order to help train the car to drive around private grounds that are not captured by public road maps. But the FF91’s FF aiHypercar+ subscription system will set you back $14,900 per year – but hey, at least you’ll get some Farad points thrown in.

And, finally, there’s the price. All of the above will set you back a cool $309k for the limited-edition “FF 91 2.0 Futurist Alliance,” or $249k for the “FF 91 2.0 Futurist.” No news, yet, on what the base price of the standard 2.0 edition will be.

In a show of exceptional grace, the company also guarantees resale price, stating that it will ensure a 60% trade-in price after the first three years (thus only costing $41,200 per year!). But maybe owners should think twice before trading it in, because Jia says that the car will have “irreplaceable collectible value.”

Electrek’s Take

The FF91 was never going to be cheap, given how Faraday has always targeted it as a luxury vehicle, but now that we see the actual price, there’s a certain amount of reality that sets in.

With this pricing, Faraday is stuck between a rock and a hard place. It needs to set the price high in order to make money on a low production luxury vehicle, but a high price is a lot harder to command when there’s more competition in the market than there was 5 years ago, and when economic uncertainty and interest rates make it harder for people to justify these higher prices.

As we mentioned when Faraday started production, this has been a long time coming with lots of delays on the way. And, frankly, we did not expect the company to get this far.

When this car was originally announced, I noted that it seemed like a “kitchen sink” announcement, with a vehicle that included every conceivable concept car feature. In a word, I thought it was unrealistic.

So, it’s quite an accomplishment that they have made it here. Bringing any car to market is incredibly difficult, so they deserve praise for that.

But today’s livestream felt much the same as the original announcement. The original announcement seemed driven by hype buzzwords more than anything, and today is no different. AI is the buzzword of today, and it was mentioned hundreds of times in the ~100-minute livestream. Faraday is even changing its stock ticker to “FFAI” from “FFIE,” according to today’s announcement.

The company couldn’t even keep its own buzzwords straight, simultaneously audibly calling one feature “AI carpet” while subtitles and slides called it “Magic all-in-one” – and then continued into discussions of hyper multi-vectoring, 3rd aiSpace and SynXwap, which is apparently some sort of NFT (that was 2021’s nonsense buzzword, get with the times Faraday).

A tip: jumbled buzzword nonsense doesn’t make you sound accomplished or smarter than the observer, it makes you sound like a grifter. Knock it off, Faraday, if you can.

Despite finally shipping cars, this is only the beginning of the challenges related to building vehicles. Now Faraday has to find customers, and at the price they’re asking, that could be a challenge.

There are already some excellent electric cars on the market, from both mainstream players and upstarts. These span a pretty wide swath of price ranges and levels of luxury. While the FF 91 promises significant luxury and seems to focus on extreme comfort of its riders (and “riders” is the right term here, since the company’s focus on rear seat comfort is aimed at the Chinese market, where it’s common for the wealthy to have personal drivers), it’s not the only startup in the luxury electric car market.

Lucid Motors also occupies that space, and has some very good technology going for it, and a head start on Faraday. And yet, it’s still on rocky ground in this market, and is having some difficulty finding buyers even at the high 5 figure level. The same goes for the behemoth of the EV industry, Tesla, whose Model X accounts for a tiny percentage of the company’s sales – and its base price also has one less digit than the FF91’s.

Since Faraday is aiming well past this high price range, it’s likely to have an even larger struggle finding buyers. Maybe some will come out of the woodwork looking for a luxurious electric crossover from a startup other than Tesla or Lucid at three times the price, but that is a rather small niche at this point.

Especially if Faraday is going to call its own car an “elephant,” which it did not once, but twice during this announcement video.

Here’s the full livestream of the announcement:

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In rare earth metals power struggle with China, old laptops, phones may get a new life

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In rare earth metals power struggle with China, old laptops, phones may get a new life

A stack of old mobile phones are seen before recycling process in Kocaeli, Turkiye on October 14, 2024.

Anadolu | Anadolu | Getty Images

As the U.S. and China vie for economic, technological and geopolitical supremacy, the critical elements and metals embedded in technology from consumer to industrial and military markets have become a pawn in the wider conflict. That’s nowhere more so the case than in China’s leverage over the rare earth metals supply chain. This past week, the Department of Defense took a large equity stake in MP Materials, the company running the only rare earths mining operation in the U.S.

But there’s another option to combat the rare earths shortage that goes back to an older idea: recycling. The business has come a long way from collecting cans, bottles, plastic, newspaper and other consumer disposables, otherwise destined for landfills, to recreate all sorts of new products.

Today, next-generation recyclers — a mix of legacy companies and startups — are innovating ways to gather and process the ever-growing mountains of electronic waste, or e-waste, which comprises end-of-life and discarded computers, smartphones, servers, TVs, appliances, medical devices, and other electronics and IT equipment. And they are doing so in a way that is aligned to the newest critical technologies in society. Most recently, spent EV batteries, wind turbines and solar panels are fostering a burgeoning recycling niche.

The e-waste recycling opportunity isn’t limited to rare earth elements. Any electronics that can’t be wholly refurbished and resold, or cannibalized for replacement parts needed to keep existing electronics up and running, can berecycled to strip out gold, silver, copper, nickel, steel, aluminum, lithium, cobalt and other metals vital to manufacturers in various industries. But increasingly, recyclers are extracting rare-earth elements, such as neodymium, praseodymium, terbium and dysprosium, which are critical in making everything from fighter jets to power tools.

“Recycling [of e-waste] hasn’t been taken too seriously until recently” as a meaningful source of supply, said Kunal Sinha, global head of recycling at Swiss-based Glencore, a major miner, producer and marketer of metals and minerals — and, to a much lesser but growing degree, an e-waste recycler. “A lot of people are still sleeping at the wheel and don’t realize how big this can be,” Sinha said. 

Traditionally, U.S. manufacturers purchase essential metals and rare earths from domestic and foreign producers — an inordinate number based in China — that fabricate mined raw materials, or through commodities traders. But with those supply chains now disrupted by unpredictable tariffs, trade policies and geopolitics, the market for recycled e-waste is gaining importance as a way to feed the insatiable electrification of everything.

“The United States imports a lot of electronics, and all of that is coming with gold and aluminum and steel,” said John Mitchell, president and CEO of the Global Electronics Association, an industry trade group. “So there’s a great opportunity to actually have the tariffs be an impetus for greater recycling in this country for goods that we don’t have, but are buying from other countries.”

With copper, other metals, ‘recycling is going to play huge role’

Although recycling contributes only around $200 million to Glencore’s total EBITDA of nearly $14 billion, the strategic attention and time the business gets from leadership “is much more than that percentage,” Sinha said. “We believe that a lot of mining is necessary to get to all the copper, gold and other metals that are needed, but we also recognize that recycling is going to play a huge role,” he said.

Glencore has operated a huge copper smelter in Quebec, Canada, for almost  20 years on a site that’s nearly 100-years-old. The facility processes mostly mined copper concentrates, though 15% of its feedstock is recyclable materials, such as e-waste that Glencore’s global network of 100-plus suppliers collect and sort. The smelter pioneered the process for recovering copper and precious metals from e-waste in the mid 1980s, making it one of the first and largest of its type in the world. The smelted copper is refined into fresh slabs that are sold to manufacturers and traders. The same facility also produces refined gold, silver, platinum and palladium recovered from recycling feeds. 

The importance of copper to OEMs’ supply chains was magnified in early July, when prices hit an all-time high after President Trump said he would impose a 50% tariff on imports of the metal. The U.S. imports just under half of its copper, and the tariff hike — like other new Trump trade policies — is intended to boost domestic production.

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Price of copper year-to-date 2025.

It takes around three decades for a new mine in the U.S. to move from discovery to production, which makes recycled copper look all the more attractive, especially as demand keeps rising. According to estimates by energy-data firm Wood Mackenzie, 45% of demand will be met with recycled copper by 2050, up from about a third today.

Foreign recycling companies have begun investing in the U.S.-based facilities. In 2022, Germany’s Wieland broke ground on a $100-million copper and copper alloy recycling plant in Shelbyville, Kentucky. Last year, another German firm, Aurubis, started construction on an $800-million multi-metal recycling facility in Augusta, Georgia.

“As the first major secondary smelter of its kind in the U.S., Aurubis Richmond will allow us to keep strategically important metals in the economy, making U.S. supply chains more independent,” said Aurubis CEO Toralf Haag.

Massive amounts of e-waste

The proliferation of e-waste can be traced back to the 1990s, when the internet gave birth to the digital economy, spawning exponential growth in electronically enabled products. The trend has been supercharged by the emergence of renewable energy, e-mobility, artificial intelligence and the build-out of data centers. That translates to a constant turnover of devices and equipment, and massive amounts of e-waste.

In 2022, a record 62 million metric tons of e-waste were produced globally, up 82% from 2010, according to the most recent estimates from the United Nations’ International Telecommunications Union and research arm UNITAR. That number is projected to reach 82 million metric tons by 2030.

The U.S., the report said, produced just shy of 8 million tons of e-waste in 2022. Yet only about 15-20% of it is properly recycled, a figure that illustrates the untapped market for e-waste retrievables. The e-waste recycling industry generated $28.1 billion in revenue in 2024, according to IBISWorld, with a projected compound annual growth rate of 8%.

Whether it’s refurbished and resold or recycled for metals and rare-earths, e-waste that stores data — especially smartphones, computers, servers and some medical devices — must be wiped of sensitive information to comply with cybersecurity and environmental regulations. The service, referred to as IT asset disposition (ITAD), is offered by conventional waste and recycling companies, including Waste Management, Republic Services and Clean Harbors, as well as specialists such as Sims Lifecycle Services, Electronic Recyclers International, All Green Electronics Recycling and Full Circle Electronics.

“We’re definitely seeing a bit of an influx of [e-waste] coming into our warehouses,” said Full Circle Electronics CEO Dave Daily, adding, “I think that is due to some early refresh cycles.”

That’s a reference to businesses and consumers choosing to get ahead of the customary three-year time frame for purchasing new electronics, and discarding old stuff, in anticipation of tariff-related price increases.

Daily also is witnessing increased demand among downstream recyclers for e-waste Full Circle Electronics can’t refurbish and sell at wholesale. The company dismantles and separates it into 40 or 50 different types of material, from keyboards and mice to circuit boards, wires and cables. Recyclers harvest those items for metals and rare earths, which continue to go up in price on commodities markets, before reentering the supply chain as core raw materials.

Even before the Trump administration’s efforts to revitalize American manufacturing by reworking trade deals, and recent changes in tax credits key to the industry in Trump’s tax and spending bill, entrepreneurs have been launching e-waste recycling startups and developing technologies to process them for domestic OEMs.

“Many regions of the world have been kind of lazy about processing e-waste, so a lot of it goes offshore,” Sinha said. In response to that imbalance, “There seems to be a trend of nationalizing e-waste, because people suddenly realize that we have the same metals [they’ve] been looking for” from overseas sources, he said. “People have been rethinking the global supply chain, that they’re too long and need to be more localized.” 

China commands 90% of rare earth market

Several startups tend to focus on a particular type of e-waste. Lately, rare earths have garnered tremendous attention, not just because they’re in high demand by U.S. electronics manufacturers but also to lessen dependence on China, which dominates mining, processing and refining of the materials. In the production of rare-earth magnets — used in EVs, drones, consumer electronics, medical devices, wind turbines, military weapons and other products — China commands roughly 90% of the global supply chain.

The lingering U.S.–China trade war has only exacerbated the disparity. In April, China restricted exports of seven rare earths and related magnets in retaliation for U.S. tariffs, a move that forced Ford to shut down factories because of magnet shortages. China, in mid-June, issued temporary six-month licenses to certain major U.S. automaker suppliers and select firms. Exports are flowing again, but with delays and still well below peak levels.

The U.S. is attempting to catch up. Before this past week’s Trump administration deal, the Biden administration awarded $45 million in funding to MP Materials and the nation’s lone rare earths mine, in Mountain Pass, California. Back in April, the Interior Department approved development activities at the Colosseum rare earths project, located within California’s Mojave National Preserve. The project, owned by Australia’s Dateline Resources, will potentially become America’s second rare earth mine after Mountain Pass. 

A wheel loader takes ore to a crusher at the MP Materials rare earth mine in Mountain Pass, California, U.S. January 30, 2020. Picture taken January 30, 2020.

Steve Marcus | Reuters

Meanwhile, several recycling startups are extracting rare earths from e-waste. Illumynt has an advanced process for recovering them from decommissioned hard drives procured from data centers. In April, hard drive manufacturer Western Digital announced a collaboration with Microsoft, Critical Materials Recycling and PedalPoint Recycling to pull rare earths, as well as copper, gold, aluminum and steel, from end-of-life drives.

Canadian-based Cyclic Materials invented a process that recovers rare-earths and other metals from EV motors, wind turbines, MRI machines and data-center e-scrap. The company is investing more than $20 million to build its first U.S.-based facility in Mesa, Arizona. Late last year, Glencore signed a multiyear agreement with Cyclic to provide recycled copper for its smelting and refining operations.

Another hot feedstock for e-waste recyclers is end-of-life lithium-ion batteries, a source of not only lithium but also copper, cobalt, nickel, manganese and aluminum. Those materials are essential for manufacturing new EV batteries, which the Big Three automakers are heavily invested in. Their projects, however, are threatened by possible reductions in the Biden-era 45X production tax credit, featured in the new federal spending bill.

It’s too soon to know how that might impact battery recyclers — including Ascend Elements, American Battery Technology, Cirba Solutions and Redwood Materials — who themselves qualify for the 45X and other tax credits. They might actually be aided by other provisions in the budget bill that benefit a domestic supply chain of critical minerals as a way to undercut China’s dominance of the global market.

Nonetheless, that looming uncertainty should be a warning sign for e-waste recyclers, said Sinha. “Be careful not to build a recycling company on the back of one tax credit,” he said, “because it can be short-lived.”

Investing in recyclers can be precarious, too, Sinha said. While he’s happy to see recycling getting its due as a meaningful source of supply, he cautions people to be careful when investing in this space. Startups may have developed new technologies, but lack good enough business fundamentals. “Don’t invest on the hype,” he said, “but on the fundamentals.”

Glencore, ironically enough, is a case in point. It has invested $327.5 million in convertible notes in battery recycler Li-Cycle to provide feedstock for its smelter. The Toronto-based startup had broken ground on a new facility in Rochester, New York, but ran into financial difficulties and filed for Chapter 15 bankruptcy protection in May, prompting Glencore to submit a “stalking horse” credit bid of at least $40 million for the stalled project and other assets.

Even so, “the current environment will lead to more startups and investments” in e-waste recycling, Sinha said. “We are investing ourselves.”

MP Materials CEO on deal with the Defense Department

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LiveWire gives surprise unveil of two smaller, lower-cost electric motorcycles

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LiveWire gives surprise unveil of two smaller, lower-cost electric motorcycles

LiveWire, the electric motorcycle company that was spun out of Harley-Davidson several years ago, has just shown off two fun-sized electric motorcycles designed to make powered two-wheelers more accessible to new riders, both physically and financially.

The company took to HD Homecoming, a motorcycle festival in Milwaukee, to give a surprise unveiling of the new bikes.

The bikes, which wear what look to be smaller 12″ tires and offer a barely 30″ (76 cm) seat height, are smaller and nimbler than anything we’ve seen from LiveWire before.

But that doesn’t mean they can’t perform. These aren’t some 30 mph (48 km/h) mopeds. LiveWire confirmed that early testing shows respectable performance figures of around 53 mph (85 km/h) speeds and 100 miles (160 km) of range from the pair of removable batteries.

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I’m assuming that range is measured at a lower urban speed, but these appear to be purpose-built to give riders the capability to ride where and how they want at a much more affordable price than LiveWire has ever offered.

Showing off both a trail and a street version, the LiveWire seems to be covering all of its bases.

“The trail model is intended for riding backyards, pump tracks, or even out on the ranch or campgrounds,” the brand explained. “The street model is perfect for urban errands, new riders, mini-moto fans, and anyone looking for a new hobby in the form of a readily customizable, approachable electric moto experience.”

LiveWire hasn’t shared any pricing details yet, and the two models are understood to still be in their development phase, but the advanced stages of the designs mean we likely won’t have to wait too much longer.

And with most of LiveWire’s current electric motorcycle models in the $16k- $17k, these bikes could conceivably cost less than half of that figure, changing the equation for young riders who can’t afford a luxury ride.

Electrek’s Take

Of course, they had to do this unveiling at the exact time that I was banging out a multi-thousand-word treatise bemoaning the fact that LiveWire hadn’t launched any smaller models yet. Hmmm, maybe it’s time for an article about how the e-bike industry needs a single battery standard.

Anyway, I’m all-in on this! I can’t even describe how excited this news makes me! This is an important step for LiveWire’s growth because the kind of folks who are drawn to electric motorcycles are often a different market than that sought by traditional legacy motorcycle manufacturers. LiveWire’s existing models are impressive, both in their extreme performance and their design, but they’re still powerhouses that provide more kick than most riders probably need.

These new mini e-motos could be exactly what new riders are looking for. Consider all the teens and young adults ripping it up on Sur Rons in towns across the US right now. Those Sur Rons aren’t street-legal bikes and they were never meant for the riding they’re most commonly being used for. But a street bike in a fun little Grom form factor like LiveWire is showing off? It could scratch that itch and also provide riders with the safety and support of a motorcycle company that comes from a storied history of over 100 years of motorcycle design, all from a new brand like LiveWire that speaks young riders’ language.

And that trail version – same thing. It’s going to offer the fun off-road riding that so many are looking for, yet do it in a well-designed package that isn’t just produced by some nameless factory in China trying to eke out the best profit margin.

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This new wireless e-bike charger wants to be the future of electric bikes

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This new wireless e-bike charger wants to be the future of electric bikes

Forget fumbling with cables or hunting for batteries – TILER is making electric bike charging as seamless as parking your ride. The Dutch startup recently introduced its much-anticipated TILER Compact system, a plug-and-play wireless charger engineered to transform the user experience for e-bike riders.

At the heart of the new system is a clever combo: a charging kickstand that mounts directly to almost any e‑bike, and a thin charging mat that you simply park over. Once you drop the kickstand and it lands on the mat, the bike begins charging automatically via inductive transfer – no cable required. According to TILER, a 500 Wh battery will fully charge in about 3.5 hours, delivering comparable performance to traditional wired chargers.

It’s an elegantly simple concept (albeit a bit chunky) with a convenient upside: less clutter, fewer broken cables, and no more need to bend over while feeling around for a dark little hole.

TILER claims its system works with about 75% of existing e‑bike platforms, including those from Bosch, Yamaha, Bafang, and other big bames. The kit uses a modest 150 W wireless power output, which means charging speeds remain practical while keeping the system lightweight (the tile weighs just 2 kg, and it’s also stationary).

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TILER has already deployed over 200 charging points across Western Europe, primarily serving bike-share, delivery, hospitality, and hotel fleets. A recent case study in Munich showed how a cargo-bike operator saved approximately €1,250 per month in labor costs, avoided thousands in spare batteries, and cut battery damage by 20%. The takeaway? Less maintenance, more uptime.

Now shifting to prosumer markets, TILER says the Compact system will hit pre-orders soon, with a €250 price tag (roughly US $290) for the kickstand plus tile bundle. To get in line, a €29 refundable deposit is currently required, though they say it is refundable at any point until you receive your charger. Don’t get too excited just yet though, there’s a bit of a wait. Deliveries are expected in summer 2026, and for now are covering mostly European markets.

The concept isn’t entirely new. We’ve seen the idea pop up before, including in a patent from BMW for charging electric motorcycles. And the efficacy is there. Skeptics may wonder if wireless charging is slower or less efficient, but TILER says no. Its system retains over 85% efficiency, nearly matching wired charging speeds, and even pauses at 80% to protect battery health, then resumes as needed. The tile is even IP67-rated, safe for outdoor use, and about as bulky as a thick magazine.

Electrek’s Take

I love the concept. It makes perfect sense for shared e-bikes, especially since they’re often returning to a dock anyway. As long as people can be trained to park with the kickstand on the tile, it seems like a no-brainer.

And to be honest, I even like the idea for consumers. I know it sounds like a first-world problem, but bending over to plug something in at floor height is pretty annoying, not to mention a great way to throw out your back if you’re not exactly a spring chicken anymore. Having your e-bike start charging simply by parking it in the right place is a really cool feature! I don’t know if it’s $300 cool, but it’s pretty cool!

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