What China’s electric bike charging stations can teach us all
Electric car charging stations are becoming ubiquitous across many cities in the US. But with electric bikes vastly outnumbering electric cars, should we be considering charging stations for these more popular light EVs? In China, e-bike charging stations are already commonplace. Perhaps we can learn something from them.
In fact, I didn’t know just how common these charging stations were in China until recently. I was talking with William Guo, whose company develops and markets e-bike charging adapters for European and US electric car charging stations. Basically, it’s a device that plugs into a car charging station and converts the J1772 or European Type 2 connector into a typical wall outlet for Level 1 charging. That wall outlet can then be used to plug in any standard home charger, such as for an electric bicycle, e-scooter, e-skateboard, or other device.
It’s a great solution for the Western world, but he mentioned that in China where he lives they tend to prefer just using an e-bike charging station, to which I responded “a what now?”
As it turns out, electric bike charging stations are common in China. William sent me some photos of an e-bike charging station near where he lives in Zhejiang Province, as well as a few others around town.
I actually visited Zhejiang Province in 2019, but I never saw stations like these.
There are a few designs but most are variations of a simple concept: a row of wall outlets connected to some type of payment portal.
Riders generally carry their charger with them so they can plug in at a charging station near work or any other destination. Electric bicycles in China are frequently more of a moped or scooter-style design, meaning they have more storage options on the bike that make it easier to carry the charger with them.
I asked William if riders weren’t worried about someone stealing their charger while they’re charging. “Charger theft isn’t really a problem,” he responded. “They just aren’t worth much.” It makes sense to me, especially considering a new e-bike charger on Amazon can be had for $20-$35. Considering they come from China anyway and who knows what the markup is by US importers, the local price must be pretty darn low.
William also shared with me some screenshots from the charging station app, showing the various charging options and which charging outlets are still available at any moment.
The prices are based on charging time and charging power, but seem quite reasonable. For example, a 240-minute charge at under 300W costs just 1 RMB (US $0.14). For comparison, most e-bike chargers in the US are rated at around 150-250W.
Higher power is available from the station, which would likely be used on heavier moped-style e-bikes than the type of e-bikes we generally see in the US or Europe. A 1.2 kW charger would run for about 144 minutes for the same price. Users can also pay 2 or 3 RMB (US $0.28 or $0.42) for twice or three times the charging time, which would basically cover an all-day charge.
There are other types of e-bike charging stations in China that actually have the chargers built into the machine and are better suited for those that don’t carry their charger with them. Still other designs have several AC power cords that directly plug into the charger, meaning riders can plug their chargers into that cord. That design also likely deters folks who want to use the station to get a quick charge of their phone or laptop from an AC outlet, since you don’t have a typical wall outlet on the face of the machine.
All of this goes to show just how simple electric bike charging stations can truly be. Ultimately, these are just glorified extension cords with a payment portal. That’s all you really need.
And perhaps that’s the biggest lesson of all here. If we want to make it easier for people to commute by electric bike, especially over longer distances, such simple e-bike charging stations can be a great idea. It’s not totally foreign in the US. We’ve seen examples in Oregon and New York. But those are the exception, not the rule.
Today’s throttle-controlled electric bicycles with lithium-ion batteries often have ranges of between 20-30 miles (32-50 km) when new, but that range can drop after several years. Being able to charge up while at work is a great way to avoid needing to replace a functional battery that still has a few years of use left despite not holding as much charge as it used to.
Centralized charging locations can also help combat the issue of e-bike fires in the US. It’s important to point out that e-bike fires are extremely rare. You hear about them often on the news because of the old “if it bleeds, it leads” adage. Every day hundreds of thousand of e-bikes get charged in the US without any fires. But occasionally fires due occur, often during charging, and so it is still an important issue to consider when planning for safe e-bike charging.
Having a centralized charging station for e-bikes that is outside of people’s homes or workplaces helps improve safety. Such stations can even be fitted with an appropriate fire suppression system in the ceiling, just in case.
While the US use case for e-bikes isn’t quite the same as in China where e-bikes are used by a huge swath of the population as primary vehicles, there are still plenty of people in the US that could make use of e-bike charging stations.
And when they’re this simple to set up, perhaps it’s something more places should be considering. They’d be useful for more than just electric bikes, but also Vespa-style electric scooters and even electric motorcycles that don’t have typical charging station connectors.
Just for fun, I’ll leave you with an image from 2015 when I did a 500-mile (800 km) trip on a DIY electric bike and I had to find places to charge along the way (despite having a massive 2.8 kWh of battery on the bike).
Pro tip: look for vending machines and ice machines. In a pinch, they’ll lead you to an outlet. Buying something from the place you “borrow” $0.30 of electricity from is a nice gesture, too.
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The 2025 Hyundai IONIQ 5 got a major glow up with extra driving range, a sleek interior and exterior facelift, and even Tesla Supercharger access with an added NACS port. With leases starting at just $179 per month, the Hyundai IONIQ 5 might be your best bet to get into an EV right now.
How much does the 2025 Hyundai IONIQ 5 cost to lease?
Hyundai upgraded its best-selling electric SUV in every way possible for the 2025 model year. The 2025 IONIQ 5 can drive up to 318 miles on a single charge, recharge from 10% to 80% in under 20 minutes, and is available starting at just $42,500.
After cutting lease prices last month, the 2025 Hyundai IONIQ 5 was available to lease for as low as $179 per month.
The offer was set to end on July 7, but Hyundai extended it through its new “Hyundai Getaway Sales Event.” The 2025 Hyundai IONIQ 5 SE Standard Range model is still available for lease, starting at just $179 per month.
That’s for the base version, which has a range of up to 245 miles. The offer is for a 24-month lease with $3,999 due at signing.
The long-range SE RWD variant, with a driving range of up to 318 miles, can be leased for as little as $199 per month. Upgrading to the AWD model will cost $249 per month. You can even snag the off-road XRT variant for $299 a month right now.
Hyundai upgraded the IONIQ 5 with a sleek facelift, adding to its already bold design. Inside, the 2025 IONIQ 5 features a redesigned center console, steering wheel, and HVAC control system based on driver feedback.
It also features a more powerful, next-gen infotainment system. The setup includes dual 12.3″ driver display and infotainment screens with standard wireless Apple CarPlay and Android Auto, voice-recognition, and more.
If you’re looking for something a little bigger, Hyundai’s three-row electric SUV, the IONIQ 9 (Check out our review), is listed for lease starting at just $419 per month.
| 2025 Hyundai IONIQ 5 Trim | EV Powertrain | Driving Range (miles) | Starting Price* | Monthly lease price July 2025 |
| IONIQ 5 SE RWD Standard Range | 168-horsepower rear motor | 245 | $42,500 | $179 |
| IONIQ 5 SE RWD | 225-horsepower rear motor | 318 | $46,550 | $199 |
| IONIQ 5 SEL RWD | 225-horsepower rear motor | 318 | $49,500 | $209 |
| IONIQ 5 Limited RWD | 225-horsepower rear motor | 318 | $54,200 | $309 |
| IONIQ 5 SE Dual Motor AWD | 320-horsepower dual motor | 290 | $50,050 | $249 |
| IONIQ 5 SEL Dual Motor AWD | 320-horsepower dual motor | 290 | $53,000 | $259 |
| IONIQ 5 XRT Dual Motor AWD | 320 horsepower dual motor | 259 | $55,400 | $359 |
| IONIQ 5 Limited Dual Motor AWD | 320-horsepower dual motor | 269 | $58,100 | $299 |
To sweeten the deal, Hyundai is throwing in a free ChargePoint Level 2 home charger with the purchase or lease of a new 2025 IONIQ 5 or 2026 IONIQ 9.
Both the 2025 IONIQ 5 and 2026 IONIQ 9 are built at Hyundai’s new EV plant in Georgia. The current lease offers include the $7,500 federal EV tax credit, which is set to expire at the end of September. Hyundai’s new deals are available through September 2, 2025.
Ready to test one out for yourself? We can help you get started. You can use our links below to find deals on the Hyundai IONIQ 5 and IONIQ 9 near you.
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Environment
Tesla Semi efficiency improves in real-world trucking test covering 4,494 miles over 3 weeks
The Tesla Semi, Tesla’s electric Class 8 semi-truck, saw its efficiency improve in a new real-world trucking test covering 4,494 miles over three weeks.
The Tesla Semi underwent significant changes over the years of delays.
Tesla officially unveiled the “production version” in 2022, but the vehicle never entered volume production. It is expected to finally happen at the end of the year at a new factory in Nevada.
When unveiling the “production version”, which turned out not to be the final production version, Elon Musk said that the Tesla Semi has an efficiency of 1.7 kWh per mile.
In September 2024, Tesla reported improvements in its own fleet after covering 250,000 miles. It claimed to be achieving 1.6 kWh per mile.
Last year, two Tesla Semi customers got closer to what Musk claimed in 2022. DHL got 1.72 kWh per mile in their own test, and Saia got 1.73 kWh per mile.
Now, Tesla Semi appears to have improved quite a bit in a new real-world test by logistics company ArcBest.
The company claims to have put Tesla Semi through regular operations, varying from lane dispatch to regional runs over three weeks:
Over a three-week period, ABF operated a Tesla Semi across typical dispatch lanes, including over-the-road routes between service centers in Reno, Nevada and Sacramento, California. The pilot also included regional runs in the Bay Area and rail shuttle operations.
ArcBest claims that Tesla Semi averaged 1.55 kWh per mile during the three weeks:
The electric Semi logged 4,494 miles, averaging 321 miles per day with an overall energy efficiency of 1.55 kWh per mile.
Efficiency in the trucking business varies considerably based on several factors, including the load, but it is nonetheless an impressive performance.
Dennis Anderson, ArcBest chief innovation officer, commented on the test program:
“Freight transportation is a vital part of the global economy, and we know it also plays a significant role in overall greenhouse gas emissions. While the path to decarbonization presents complex challenges — such as infrastructure needs and alternative fuel development — it also opens the door to innovation. Vehicles like the Tesla Semi highlight the progress being made and expand the boundaries of what’s possible as we work toward a more sustainable future for freight.”
Tesla says that the truck should enter volume production toward the end of the year and customer deliveries are expected to start next year.
While the efficiency of the electric truck has improved, we previously reported that its price has increased significantly.
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Range Rover now has its own logo for the first time. The luxury automaker is unveiling a sleek new look as it gears up to launch its first electric SUV later this year.
Range Rover introduces its first logo
Since it launched its first vehicle in 1970, the Range Rover badge has become an iconic status symbol. You can’t miss the classic Range Rover look.
With its first EV due out later this year, the luxury automaker is preparing for a new era. JLR revealed the new Range Rover logo, a first for the luxury automaker, during an investor presentation.
The new logo is a stark contrast to the “Range Rover” badge we are accustomed to seeing, featuring a minimalist design similar to the Rolls-Royce emblem.
JLR told Autocar that the new logo won’t replace the signature Range Rover badge at the front or rear. Instead, it will be used to complement it.
“The Range Rover Motif has been developed as a smaller symbol for where our familiar Range Rover device mark does not fit, such as on a label or as part of a repeating pattern, and within event spaces where an emblem is more appropriate,” the company said.
With Range Rover’s first electric SUV set to hit showrooms later this year, will we see it featured on the new EV? JLR confirmed in May that the Range Rover Electric now has over 61,000 clients on the waitlist.
The company claims the new EV is undergoing “the most intensive testing any Range Rover vehicle has ever endured” ahead of its big debut later this year.
According to Thomas Müller, Range Rover’s executive director of product engineering, the electric SUV is already outperforming some of its top gas-powered models.
JLR has already begun testing new EV production lines at its Solihull, UK, plant in preparation for the new Range Rover model. Next year, the luxury brand is expected to introduce the smaller Sport and Velar EV models.
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