Lectric’s CEO answers the most common questions about its shock electric bike launch
Earlier this week, Phoenix-based e-bike maker Lectric Ebikes surprised the industry with the unveiling of a high-end yet low-cost electric bike. The $1,999 Lectric ONE e-bike, which includes components like a Pinion automatic shifting gearbox normally found on models approaching five figures, resulted in a flood of questions. To get to the bottom of the most pressing concerns, we sat down with Lectric’s CEO Levi Conlow to discuss the decisions made in designing and producing the new e-bike.
Question 1: Why does the Lectric ONE use a cadence sensor instead of a torque sensor?
When testing the Lectric ONE with both cadence and torque sensors, we didn’t really feel like the torque sensor added very much to the experience, and would end up costing the consumer a lot more. We spent a lot of time dialing in the power delivery on this bike with PWR so that the experience comes shockingly close to the experience with a torque sensor. There are several settings users can adjust to dial in the way power gets delivered on this bike.
For reference, PWR is Lectric’s own design for more natural feeling pedal assist. Compared to most low-cost electric bikes that feel jumpier and tend to lurch forward when riders begin to pedal, Lectric uses a less common current-based pedal assist system that results in a smoother and more natural feeling ride. Having tested it many times, I can personally say that it still doesn’t feel as responsive as a true torque sensor, but it’s miles more natural feeling than the cheap cadence sensor and speed-based programming on most other e-bikes in this category.
Question 2: Why didn’t you guys include a suspension fork on the Lectric ONE?
We wanted the Lectric ONE to be as light as possible to maximize ease of use for our riders. At 55 pounds, and with a 750w motor, the ONE is light enough to carry up to an apartment and powerful enough to rocket up to 28 mph for a quick, sweat-free commute.
This answer actually surprised me a bit. Sure, it definitely saves weight. But it seems like the Lectric ONE, with its much more sophisticated pedal drivetrain thanks to that Pinion electric-shifting automatic gearbox, is more of a cyclists’ e-bike. That means it is likely going to attract folks who already like to ride a pedal bike and are already bike commuters. Many (if not most) commuter bikes already lack suspension, allowing them to be more robust and longer lasting, not to mention lighter. So while the Lectric ONE is definitely lighter without a suspension fork, I imagine many of the people considering it are already frequent cyclists and likely have gotten used to common rigid bikes.
Question 3: Why the small (20-inch) wheel size on the Lectric ONE?
Putting smaller wheels on the Lectric ONE serves two primary purposes: Number one, weight savings. There really aren’t any advantages to having a commuter bike with a larger wheel diameter, and it adds weight and makes transport bulky. With 20-inch wheels and a foldable stem the ONE can be transported with ease. Number 2, acceleration is vastly improved with smaller diameter tires. It’s hard to put into words just how fast this bike gets moving from a standstill. Being able to accelerate fast adds to the joy of commuting by bike, gets you to your destination faster, and improves safety by enabling riders to maneuver quickly out of potentially dangerous situations.
I know there are some large-diameter wheel purists out there, but I personally agree about the benefits of 20″ wheels. Where I live, probably 80-90% of the commuter bikes seen on the streets and bike lanes are 20″ wheel bikes. It’s just more common around here. Large diameters have their advantages, but in commuting roles, they tend to be more than necessary.
Question 4: Is the Lectric ONE UL compliant? Does that mean Lectric does its own UL testing?
The Lectric ONE is certified to UL 2849 by SGS, a Nationally Recognized Testing Laboratory. SGS is one of the leading global testing, inspection, and certification companies with over 99,600 employees operating a network of 2,600 offices and laboratories around the world.
This is quite common. Underwriter Laboratories is divided into non-profit and for-profit sides, with the former setting the standard and the latter offering its services to test and certify to that standard. While some companies do go straight to UL for their testing, others turn to various laboratories that have received international approval to certify to UL standards.
Question 5: This is a very different type of e-bike than you’ve ever made before. What type of rider does the Lectric ONE target?
The Lectric ONE is a commuting e-bike. With this product we are aiming to get people on a bike that can actually replace car miles. The almost maintenance-free drivetrain and semi-automatic shifting make this product as reliable as a car so you don’t even have to think as you’re riding. This product is also for folks who want to see the most cutting-edge technology the e-bike industry has to offer. Lectric’s scale has enabled us to bring many advanced features to a price point that is actually reachable.
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In a joint statement, French and German economists have called on governments to adopt “a common approach” to decarbonize European trucking fleets – and they’re calling for a focus on fully electric trucks, not hydrogen.
France and Germany are the two largest economies in the EU, and they share similar challenges when it comes to freight decarbonization. The two countries also share a border, and the traffic between the two nations generates major cross-border flows that create common externalities between the two countries.
At the same time, the EU’s transport sector has struggled to reduce emissions at the same rate as other industries – and road freight in particular is a major contributor to harmful carbon emissions issue due to that industry’s heavy reliance on diesel-powered trucks.
And for once, it seems like rail isn’t a viable option:
While rail remains competitive mainly for heavy, homogeneous goods over long distances. Most freight in Europe is indeed transported over distances of less than 200 km and involves consignment weights of up to 30 tonnes (GCEE, 2024) In most such cases, transportation by rail instead of truck is not possible or not competitive. Moreover, taking into account the goods currently transported in intermodal transport units over distances of more than 300 km, the modal shift potential from road to rail would be only 6% in Germany and less than 2% in France.
That leaves trucks – and, while numerous government incentives currently exist to promote the parallel development of both hydrogen and battery electric vehicle infrastructures, the study is clear in picking a winner.
“Policies should focus on battery-electric trucks (BET) as these represent the most mature and market-ready technology for road freight transport,” reads the the FGCEE statement. “Hence, to ramp-up usage of BET public funding should be used to accelerate the roll-out of fast-charging networks along major corridors and in private depots.”
The appeal was signed by the co-chair of the advisory body on the German side is the chairwoman of the German Council of Economic Experts, Monika Schnitzer. Camille Landais co-chairs the French side. On the German side, the appeal was signed by four of the five experts; Nuremberg-based energy economist Veronika Grimm (who also sits on the National Hydrogen Council, which is committed to promoting H2 trucks and filling stations) did not sign.
You can read an English version of the CAE FGCEE joint statement here.
Electrek’s Take
MAN Trucks’ CEO famously said that it was “impossible” for hydrogen to compete with BEVs, and even committed to building 200 hydrogen-powered semi truck to prove out that hypothesis.
He’s not alone. MAN’s board member for research and development, Frederik Zohm, said that the company is the one saying hydrogen still has years to go. “(MAN) continues to research fuel cell technology based on battery electrics,” he said, in a statement quoted by Hydrogen Insight, before another board member added that, “we (MAN) expect that, in the future, we will be able to best serve the vast majority of our customers’ transport applications with battery-electric trucks.”
With companies like Volvo and Renault and now Mercedes racking up millions of miles on their respective battery electric semi truck fleets, it’s no longer even close. EV is the way.
SOURCE | IMAGES: CAE FGCEE; via Electrive.
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GE Vernova has produced over half the turbines needed for SunZia Wind, which will be the largest wind farm in the Western Hemisphere when it comes online in 2026.
GE Vernova has manufactured enough turbines at its Pensacola, Florida, factory to supply over 1.2 gigawatts (GW) of the turbines needed for the $5 billion, 2.4 GW SunZia Wind, a project milestone. The wind farm will be sited in Lincoln, Torrance, and San Miguel counties in New Mexico.
At a ribbon-cutting event for Pensacola’s new customer experience center, GE Vernova CEO Scott Strazik noted that since 2023, the company has invested around $70 million in the Pensacola factory.
The Pensacola investments are part of the announcement GE Vernova made in January that it will invest nearly $600 million in its US factories and facilities over the next two years to help meet the surging electricity demands globally. GE Vernova says it’s expecting its investments to create more than 1,500 new US jobs.
Vic Abate, CEO of GE Vernova Wind, said, “Our dedicated employees in Pensacola are working to address increasing energy demands for the US. The workhorse turbines manufactured at this world-class factory are engineered for reliability and scalability, ensuring our customers can meet growing energy demand.”
SunZia Wind and Transmission will create US history’s largest clean energy infrastructure project.
Read more: The largest clean energy project in US history closes $11B, starts full construction
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