These ‘digital drive’ bikes replace a bicycle chain with software
Ever heard of a “digital drive” bike? It might seem like a strange concept, but several companies are developing commercial offerings that use electronics instead of a bike chain to power a bicycle’s rear wheel.
A digital drive is essentially a form of series hybrid electric bike, unlike a conventional e-bike that is more of a parallel hybrid. On many conventional e-bikes, the rider can either power the bike completely manually with the pedals or completely electronically with the throttle. But in a series hybrid e-bike, which is another term for digital drive, the rider powers the pedals manually that then feed directly into a generator to power the motor in the rear wheel electronically, no chain needed.
The chainring (the big gear by the pedals) is replaced by a generator, and the chain is replaced by software that helps mimic the feeling of a bicycle chain by providing similar resistance.
But without any mechanical power delivery, there’s no chain to rust or gears to adjust. That removes nearly all maintenance associated with a bike’s drivetrain, leaving just the tires and brake pads as the only regular maintenance items.
It also provides a simple form of automatic shifting, though in practice it would be more like an infinitely variable gear range. Software control regulates the pedal resistance, meaning that any gear ratio could be achieved from the same pedal cadence. Riders could even program in their optimal customized pedal cadence based on their own comfort. The problem of getting bogged down on an uphill climb or running out of gears on a downhill would cease to exist.
Gearbox/motor drivetrains exist, but they’re pricey and complex. A digital drive setup like this would be a simpler way to achieve a similar effect.
Digital drivetrains typically still use an e-bike battery as a buffer, allowing for some stored energy to compensate for lower rider input, or storing extra energy when the rider is pedaling hard enough to generate more power than is needed for propulsion. But a lighter and more powerful super-capacitor could also be used in lieu of a battery, shaving many pounds off the weight of a typical e-bike battery.
Companies like Schaeffler have shown off ride-by-wire electric bike drivetrains that use this type of series hybrid approach, though with conventional electric bike batteries.
The Danish company Bike2 is another drive maker that has spent years developing its own digital drive setup, though the technology was taken over this year by the Dutch company Alligt.
Electrek’s Take
The idea of digital drive for e-bikes in interesting and not without several advantages, but it also adds in some unnecessary complication, in my opinion.
For a simple commuter bike, I can understand the argument that the added complexity isn’t worth it. However, I can also see cases where digital drive could be a major advantage.
For cargo bikes, especially larger cargo bikes that have long chain runs, digital drive can clean up the drivetrain and allow designers more freedom in the bike’s geometry. Think of those e-bikes with giant cargo boxes on the rear. There’s usually a long tunnel down the middle at the bottom of the box to allow for the chain to pass through, or the box has to start up much higher. But the lack of a chain could mean the box is mounted much lower, resulting in more cargo space and a lower center of gravity, improving the stability of the bike.
In talking about it with Electrek’s publisher Seth Weintraub, he pointed out that recumbent bikes could also stand to benefit. Many have incredibly long chain runs with long plastic tubes for routing chains around the frame. Digital drive would simplify those complex drivetrains while allowing for an even more stretched geometry.
So while the technology might be a bit overhyped, there appear to be real uses cases that could stand to benefit from digital drive.
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Nexamp just pulled off something that could speed up clean energy deployment across the US – and potentially lower costs for everyone. The Boston-based solar developer just finished building three new solar farms in Maine and Massachusetts. But instead of waiting on the utility to handle all the grid hookup work, Nexamp did it themselves.
That might not sound groundbreaking at first, but in the world of renewable energy, it’s a pretty big deal. Normally, utilities are in charge of any grid upgrades and interconnection work needed before a new solar project can start sending power to homes and businesses. That process can be very slow and expensive.
Nexamp’s new approach, called “self-performance,” flips the script. It lets developers take on some of that work, like ordering and installing equipment, so they don’t have to sit around waiting for the utility to schedule it. That means solar farms can get online faster, which gets clean power to the grid sooner and keeps project costs in check.
The three projects that kicked off this self-performance effort are:
- Hartland Solar – 1.2 MW DC in Hartland, ME
- Barre Road Solar – 1.3 MW DC in New Braintree, MA
- Summit Farm Solar – 2.6 MW DC, also in New Braintree
Nexamp didn’t go rogue – they worked closely with Central Maine Power and National Grid on the interconnection designs, safety standards, and technical specs. But by handling the actual procurement and construction, Nexamp had way more control over cost, timing, and supply chain headaches.
“Self-performance lets us take much greater control over interconnection procurement and construction,” said Daniel Passarello, Nexamp’s lead consulting engineer for grid integration. “We can move much of the interconnection work forward at the same time as the solar farm build instead of treating them as separate. That helps us bring projects online faster and stay closer to budget.”
It also helps that Nexamp already has solid relationships with suppliers. Instead of going through multiple layers of utility procurement, they can go straight to the source, fast.
That kind of streamlining is exactly what the solar industry needs right now. Community solar is booming – as of the end of 2024, nearly 8 gigawatts of it have been installed across the US, according to the the Solar Energy Industries Association (SEIA), and that number is expected to almost double by 2030. But bottlenecks in the interconnection process slow things down.
Sara Birmingham, VP of state affairs at SEIA, called Nexamp’s move a step in the right direction. “We must modernize and streamline the interconnection process to keep pace with fast-growing demand,” she said. “Self-performance is one of several innovative approaches that can accelerate project timelines and lower costs, which benefits all ratepayers.”
Read more: Walmart and Nexamp are rolling out 31 solar farms in 5 states
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When Genesis first previewed its full-size electric SUV, the coach doors were one of the biggest highlights. It looks like it will actually make its way into the production vehicle. A Genesis GV90 model was spotted in the US for the first time with coach doors, offering a glimpse of the upcoming ultra-luxury SUV.
Genesis GV90 spotted with coach doors in California
We got our first look at the full-size luxury SUV after Genesis unveiled the Neolun concept at the NY Auto Show last March.
Genesis said the concept was its “ultra-luxe vision of luxury SUVs,” and it wasn’t kidding. When it arrives, it will be sold as the GV90 as the brand’s new flagship vehicle.
The GV90 is not just a pretty-looking luxury SUV. It’s also loaded with Hyundai’s most advanced software and tech. According to Luc Donckerwolke, Genesis’ head of creative design, “it’s the epitome of timeless design and sophisticated craftsmanship.
Last month, we got a sneak peek of the interior after a production-ready GV90 was caught in California. Although somewhat toned down from the original concept, the cabin still featured many of the same elements.
Another Genesis GV90 was recently spotted in California, with actual coach doors. The new images from KindelAuto (via TheKoreanCarBlog) show a camouflaged vehicle with a hinge at the rear, where the coach doors will open.
Genesis said that B-pillarless coach doors are now feasible in production vehicles, like the GV90. However, don’t expect it to come standard on all models.
The feature will likely be reserved for higher-priced trims. We’ve seen other variants, featuring traditional doors, that are being tested in the US and Korea.
Genesis is expected to launch the GV90 in mid-2026. We will learn prices and final specs closer to launch, but the flagship electric SUV is set to debut on Hyundai’s new eM platform.
Hyundai said the platform is designed for EVs across all segments and will “provide a 50 percent improvement in driving range” compared to current EVs. It will also support Level 3 or higher autonomous driving capabilities and OTA software updates.
Source: KindelAuto, TheKoreanCarBlog
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Elon Musk has finally confirmed that Tesla’s new ‘affordable’ electric car is just going to be the Model Y in a cheaper format.
Musk has ended months of speculations and misinformation, which he partly created, about Tesla’s upcoming cheaper electric vehicle model.
Since last year, Tesla has guided “launching new affordable models” in the first half of 2025.
We are past the first half of 2025, but Tesla confirmed yesterday that the “first build” of the new model was produced in June, and it will launch later this year.
During the shareholders’ call following the earnings results yesterday, Tesla was asked about what the new affordable model would look like. Tesla’s CFO, Vaibhav Taneja, initially stated that they wouldn’t disclose details about the design, but then Musk interrupted him and said, “It’s a Model Y.”
It’s hard to hear exactly on the call because he talked over Taneja, but he said, “the cat is out of the bag” and confirmed that the new vehicle is simply a Model Y.
Electrek has been reporting on this fact all year. We have known for months that Tesla’s upcoming “new affordable models” are Model 3 and Model Y with a stripped-down interior with fewer features, like no rear screen, and cheaper materials:
However, this fact was not accepted in the Tesla community because CEO Elon Musk falsely denied a report last year about Tesla’s “$25,000” EV model being canceled.
The facts are that Musk canceled two cheaper vehicles that Tesla was working on, commonly referred as “the $25,000 Tesla” in early 2024. Those vehicles were codenamed NV91 and NV92, and they were based on the new vehicle platform that Tesla is now reserving for the Cybercab.
Instead, Musk noticed that Tesla’s Model 3 and Model Y production lines were starting to be underutilized as the Company faced demand issues. Therefore, Tesla canceled the vehicle programs based on the new platform and decided to build new vehicles on Model 3/Y platform using the same production lines.
Now, only the new Cybercab is going to be based on the new unboxed platform.
During the conference call last night, Musk stated that the primary goal of the more affordable Model Y is to expand the market by making the vehicle more accessible to a broader audience. He suggested that it will go on sale in Q4.
Electrek’s Take
Finally, we can put this to rest. I think we can expect something similar to what Tesla did with the Model 3 in Mexico.
I think we can expect changes, such as using cloth materials instead of vegan leather, no rear display, no ambient lighting, and a lesser audio system.
In the case of the Model Y, Tesla may consider dropping some exterior lighting features, such as the light bars.
I wouldn’t be surprised also to see some powertrain changes. Maybe a less powerful RWD motor.
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