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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The Dodge Charger Daytona EV made headlines when it rolled out fake engine noises as a way to make the EV appeal to muscle car drivers. As it turns out, they weren’t the right sort of fake engine noises – and now Stellantis has to recall 8,000 of them for a fix.
According to the ChryCo fans at Mopar Insider, Stellantis is recalling ~8,390 examples of its 2024 to 2025 Dodge Charger Daytona EVs because of an exterior amplifier that may be missing critical enabling the amp to emit exterior sounds – including the Federally mandated pedestrian warning sounds designed to keep pedestrians safe.
What’s more, the recall’s “suspect period” reportedly begins on 30APR2024, when the first 2024 Dodge Charger Daytona was produced, and ends 18MAR2025 … when the last Charger EV was produced.
RECALL CHRONOLOGY
- On April 17, 2025, the FCA US LLC (“FCA US”) Technical Safety and Regulatory Compliance (“TSRC”) organization opened an investigation into certain 2024–2025 model year Dodge Charger vehicles that may not emit exterior sound.
- From April 17, 2025, through May 13, 2025, FCA US TSRC met with FCA US Engineering and the supplier to understand all potential failure modes associated with the issue. They also reviewed warranty data, field records, and customer assistance records to determine field occurrences.
- On May 14, 2025, the FCA US TSRC organization determined that a vehicle build issue existed on certain vehicles related to a lack of EV exterior sound, potentially resulting in noncompliance with FMVSS No. 141.
Without the software patch, the vehicles don’t comply with the requirements of Federal Motor Vehicle Safety Standards (FMVSS) No. 141, “Minimum Sound Requirements for Hybrid and Electric Vehicles.” The rule requires noisemakers for EVs and hybrids when operating under 19 mph, the safest speeds for pedestrians.
Basically, if you have a Dodge Charger EV, expect to get a recall notice.
It just keeps getting funnier
If you’re not familiar with the Charger Daytona EV’s “Fratzonic Chambered Exhaust,” it’s a system that employs a combination of digital sound synthesis and a physical tuning chamber (translation: a speaker) to produce a 126 decibel sound that approximately imitates a Hellcat Hemi V8 ICE. That’s loud enough to cause most people physical pain, according to Yale University – putting it somewhere between a loud rock concert and a passenger jet at takeoff.
While you could argue that such noises are part and parcel with powerful combustion, they’re completely irrelevant to an EV, and speak to a particular sort of infantile delusion of masculinity that I, frankly, have never been able to wrap my head around. Something akin to the, “Hey, look at me! I’m a big tough guy!” attention-whoring of a suburban Harley rider in a “Sons of Anarchy” novelty cut, without even enough courage to ride a motorcycle, you know?
You know – and I bet you can help me dial in the the comparison to perfection (and help me explain why the car just isn’t selling) in the comments section at the bottom of the page.
SOURCE: Mopar Insiders; featured image by Stellantis.
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Is it an electric van or a truck? The Kia PV5 might be in a class of its own. Kia’s electric van was recently spotted charging in public with an open bed, and it looks like a real truck.
Kia’s electric van morphs into a truck with an open bed
The PV5 is the first of a series of electric vans as part of Kia’s new Platform Beyond Vehicle business (PBV). Kia claims the PBVs are more than vans, they are “total mobility solutions,” equipped with Hyundai’s advanced software.
Based on the flexible new EV platform, E-GMP.S, Kia has several new variants in the pipeline, including camper vans, refrigerated trucks, luxury “Prime” models for passenger use, and an open bed model.
Kia launched the PV5 Passenger and Cargo in the UK earlier this year for business and personal use. We knew more were coming, but now we are getting a look at a new variant in public.
Although we got a brief glimpse of it earlier this month driving by in Korea, Kia’s electric van was spotted charging in public with an open bed.
The folks at HealerTV found the PV5 variant with an open bed parked in Korea, offering us a good look from all angles.
From the front, it resembles the Passenger and Cargo variants, featuring slim vertical LED headlights. However, from the side, it’s an entirely different vehicle. The truck sits low to the ground, similar to the one captured driving earlier this month.
When you look at it from the back, you can’t even tell it’s the PV5. It looks like any other cargo truck with an open bed.
The PV5 open bed measures 5,000 mm in length, 1,900 mm in width, and 2,000 mm in height, with a wheelbase of 3,000 mm. Although Kia has yet to say how big the bed will be, the reporter mentions it doesn’t look that deep, but it’s wide enough to carry a good load.
The open bed will be one of several PV5 variants that Kia plans to launch in Europe and Korea later this year, alongside the Passenger, Cargo, and Chassis Cab configurations.
In Europe, the PV5 Passenger is available with two battery pack options: 51.5 kWh or 71.2 kWh, providing WLTP ranges of 179 miles and 249 miles, respectively. The Cargo variant is rated with a WLTP range of 181 miles or 247 miles.
Kia will reveal battery specs closer to launch for the open bed variant, but claims it “has the longest driving range among compact commercial EVs in its class.”
In 2027, Kia will launch the larger PV7, followed by an even bigger PV9 in 2029. There’s also a smaller PV1 in the works, which is expected to arrive sometime next year or in 2027.
What do you think of Kia’s electric van? Will it be a game changer? With plenty of variants on the way, it has a good chance. Let us know your thoughts in the comments below.
Source: HealerTV
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