EPA finalizes softer exhaust rule to save you billions and Big Auto’s still mad about it
The EPA has finalized its proposed 2027-2032 emissions rule, which is expected to result in a large increase in zero emission vehicle sales as vehicle exhaust limits rise rapidly through the end of the decade, on top of a separate rule yesterday from DoE about EV mpg-equivalents. Both rules were softened from their original proposals just like automakers asked for, but the largest automaker lobbyist is still complaining.
The regulations have been somewhat softened from the original proposal to allow more time for compliance, while maintaining roughly the same targets for 2032.
This softening is in accordance with requests from both the Alliance for Automotive Innovation (AAI), the main auto industry lobby group which has routinely lobbied to torpedo emissions standards in the past, and the United Auto Workers union (UAW), who worried that domestic auto production, which focuses disproportionately on high-polluting trucks and SUVs, would be disproportionately affected by the new rule.
UAW has repeatedly stated its support for a “just transition” to electric vehicles, as long as good-paying manufacturing jobs are retained. EPA projects that these rules will result in an increase in auto manufacturing employment.
The final rule also comes hot on the heels of a false media narrative that EV sales are slowing, which they are not. But this narrative has been seeded in the media over the course of the past few months, likely in an attempt to influence these very regulations. It seems that industry lied hard enough, successfully enough, and media blindly took the bait often enough, to successfully create a false narrative that may have influenced a softening of the regulations.
The rule sets emissions targets that would likely result in a 60% EV new car market share in 2030, rising to 67% in 2032. But the rule did not and does not mandate an EV share – it merely sets emissions targets which would likely necessitate that level of zero emission vehicle penetration to meet.
The rule is “technology neutral” in that those emissions limits can be met with a higher mix of more-efficient hybrid vehicles, or with fuel cell vehicles, or with battery electrics, or with whatever else. It is expected that the vast majority of zero emission vehicle production to help meet the rule will be battery electric, though.
But the proposal included multiple “alternatives” accounting for different adoption scenarios, with some accelerating more quickly in earlier years, and some curving upwards later on. AAI and UAW favored delayed adoption curves, while Volvo, Tesla, Rivian and Lucid all supported stronger alternatives. You can see what each automaker supported here.
And of course, doctors, nurses, scientists, environmental groups, many businesses, people who recognize that they have lungs which they would like to continue using, and so on, generally support the strongest regulation possible. But who listens to those idiots anyway?
EPA has landed roughly on alternative 3, which is the alternative that was requested by AAI, the industry lobby group who has previously utilized lies in the process of lobbying for more death and higher fuel costs for Americans, rather than the alternative requested by public interest organizations who have not tried to kill you.
This alternative means significantly less savings, significantly more pollution and significantly more death than the proposed rule in the short term, but it does still represent enormous progress over the status quo, and even a big improvement from President Biden’s 2021 executive order targeting 50% EV sales by 2030. And the administration says that it still cuts the same amount of emissions in the long term, over 30 years.
This improvement was possible due to the rapid growth in EV sales, availability of EV technology, and widening of available EV models, all of which gave EPA the confidence to offer a reasonably strong tailpipe rule.
And the finalized rule will still save Americans $100 billion dollars in fuel costs and health and climate benefits per year, save some 2,000 lives per year, and cut 7 billion tons of climate pollution in total, among many other benefits. Though the savings per vehicle seems to be down from $12,000, which was the number quoted in the original rule, to $6,000, which is the number quoted by the administration’s press release today (we’re not sure why, if the 2032 regulations are the same as in the proposed rule).
And quite importantly, there is one line in the finalized rule which suggests the EPA understands it has made mistakes in the past by separating emissions regulations for cars and “light trucks” (SUVs). This favorable treatment for light trucks has been credited with helping to cause ballooning vehicle sizes, which has swallowed up any progress we could have made on auto emissions.
By making a rule to “narrow the numerical stringency difference between the car and truck curves,” EPA intends to reduce favorable treatment for light trucks, which means we might actually be able to buy a normal f%&*ing sized vehicle in America again in a decade or two (save us R3, you’re our only hope).
And so, despite the weakening of the rule, it was still praised by the Alliance of Nurses for Healthy Environments, Consumer Reports, the League of Conservation Voters, BlueGreen Alliance, and Ceres, among many other organizations due to the significant health, consumer and environmental benefits it will bring.
Sierra Club and Public Citizen also recognize the improvement the regulations represent, but point out how intense lobbying from automakers and auto dealers worked to water down the rules at the expense of our climate.
DoE Petroleum Equivalency rule also released, despite auto lobby complaints
In addition to today’s EPA rule, the Department of Energy released a separate rule yesterday, concerning a “Petroleum Equivalency Factor” which decides how EVs are treated in fuel economy calculations. Currently, EVs get a tremendous benefit, meaning that automakers have to make a comparatively low number of EVs to bring their fleet average up to required levels.
The new PEF rules reduce the benefit that EVs get in this calculation. This is not because EVs aren’t clean, but rather so that automakers can’t build a bunch of polluting vehicles and a few clean vehicles just to pump their averages up. The new PEF will ensure that automakers need to make suitable amounts of EVs, instead of just a few compliance cars that give them a lot of bonus points.
This is in contrast to what AAI said about the new PEF rule, suggesting that it is a bad change which will disincentivize EV production because it reduces the benefit EVs get. This is not correct, relies on a misunderstanding of how averages work, and seems simply to be an attempt to get the mathematically-ignorant to go along with AAI’s anti-environment stance. Either that or John “does your head hurt?” Bozzella, president of the AAI, really can’t figure out how to do Junior High-level mathematics.
But the PEF rule, too, was loosened before implementation, reducing EV fuel economy calculations by 65%, rather than the 72% requested by the Natural Resources Defense Council (NRDC) and Sierra Club. This means that EVs will still get probably a little more credit than they deserve, allowing automakers to still make a few more polluting vehicles than they would have with a stricter cut (though EVs will still have enough benefit to encourage their use over, say, gas hybrid vehicles).
Sierra Club and NRDC still praised the new PEF rule even after its weakening. Pete Huffman, senior attorney at NRDC, said “The automakers’ free ride is over. This important update from the Department of Energy will curtail automakers’ use of phantom credits they used to keep selling gas guzzlers. They now need to hit the accelerator on more fuel-efficient vehicles, saving consumers money at the pump.”
There is one more rule still coming, an update to the Corporate Average Fuel Economy (CAFE) rule, which will incorporate the PEF rule into its mileage calculations. We’re not sure quite when that will come out, but it will likely show up by the end of the month, which will help protect it from potential legal challenges should the US elections in November result in a leading party that is hostile to human existence, and wants to continue to force pollution down our throats rather than ensure Americans have the choice to drive better and cleaner vehicles.
Electrek’s Take
I and many other people who have lungs are disappointed by the softening of these regulations today.
These are still very good regulations. After reading the initial proposed rule, I was impressed and refreshed by how exceedingly well-reasoned it was. Especially compared to the previous four years of lying incompetence under former EPA leadership (which is back on the table as a possible option come November, so you might want to get your ballots ready to oppose that). It’s nice to read government speak plainly about the necessity of a regulation, how it will help, how it will be achieved, and that it is achievable, all supported with real science.
And, in particular, I’m over the moon about the inclusion of the part about “narrow[ing] the numerical stringency difference between the car and truck curves.”
But why is it that every single time we have to hear the same story:
- Public interest groups beg for an eminently achievable improvement that will help everyone.
- Industry screams about how impossible that improvement would be (it isn’t) and spends a ridiculous amount of money that only they have in order to influence it.
- Government (at least serious government, which is to say, not the lying incompetents at the helm of the EPA from 2017-2021) examines the two cases and compromises to come up with a rule that is achievable, but isn’t as much in the public interest as it could be since it has been watered down by expensive lobbying efforts by polluting industry.
- Public interest groups still say that it would be nice for everyone if the rule was made a little better.
- Industry says there’s absolutely no way they can possibly do the compromise, and you need to make it “better” (aka, worse for living beings).
- Government compromises again, always away from the direction of public interest groups, and gives industry exactly what they wanted.
- Industry whines anyway and sues to stop the rule entirely, despite already getting two compromises in their favor, because those compromises still don’t kill nearly as many people or cost the public as much money and misery as industry desperately needs. And then begs for a reversal of the rule entirely come the next change in government (again, get your ballots ready for November).
We all recognize this pattern, right? This is not the first time it has happened, and it won’t be the last. But I contend that we have to stop negotiating with these environmental terrorists. They’re the ones who led us here, so I see no reason that they should have a greater seat at the table than those of us who have to breathe in the garbage that they keep pumping into the air without consequence. The EPA has made a fundamentally good rule, but watering-down its implementation was not the right choice.
But in the end, maybe it doesn’t matter. The current rise in EV sales has come well in excess of the underlying environmental regulations. This rule sets a floor, not a ceiling (Bozzella, in contrast, characterized the final rule as “a stretch goal” – no it’s not, it’s the rules), and the market can exceed these targets as more and more consumers recognize the superiority of electric vehicles, and that it’s probably a pretty poor idea to buy a gas car when the technology doesn’t have much of a future going for it.
We’ve seen it happen elsewhere, with Norway well above 90% plug-in car sales in advance of its 2025 target, and with China’s EV penetration rising incredibly rapidly, which caught foreign automakers by surprise.
These regulations are important and ensure that everyone gets on the same page – and, frankly, laggard automakers should probably thank the government for encouraging them to get on board. If emissions progress continues to exceed regulatory minimums, as it so far has, laggard companies are going to be left out even more if they just aim for the absolute minimum. And in that respect, weakening of the standards is bad for these laggard companies who lobbied for it, not good.
By raising that minimum, government is giving the likes of Toyota or Stellantis the kick in the pants they might need to get their act in gear. Because the industry is going to be upended, and laggards will be left behind.
Or maybe they’ll just sit on their hands and sue. Again. Oh well. We tried to save you and you just didn’t listen.
Featured Photo by Billy Hathorn
FTC: We use income earning auto affiliate links. More.
The 2025 Can-Am Origin electric motorcycle is the pinnacle of fun, just as long as your good time can fit into 69 miles of riding between charges. What it lacks in long-distance range, it makes up for in versatility, rugged style, and instant torque that’s ready for the road and trail. Each twist of the throttle delivers immediate electric propulsion. Its futuristic design and stealthy motor hum make the Origin a dual-sport machine pulled from tomorrow that wonderfully celebrates Can-Am’s two-wheeled heritage of decades past. I also spent some time on the road with the more approachable Can-Am Pulse, a standard street bike with a slight range advantage.
Can-Am style and comfort through technology
The Can-Am Origin is unlike any electric motorbike that has entered my garage. Its tall stance, 21-inch front and 18-inch rear wheels, and high ground clearance practically beg to be taken off your routine street routes. Can-Am simultaneously delivers an infotainment system on a dual-sport bike that, respectfully, makes much more expensive electric motorcycles look like tech dinosaurs in comparison.
The Origin’s dashboard has specs that every electric motorcycle company should copy. Equipping this system to an electric dual-sport feels like a total luxury. The Origin features a giant 10.25-inch color touchscreen with BRP Connect and a clean user interface that automatically switches between light and dark mode and adjusts brightness. In addition to a digital speedometer, you can quickly switch between ride modes, view battery status, check estimated range, and more.
Ride modes include Normal, Sport, Rain, Eco, two different Off-Road modes. You can toggle traction control and fine-tune front and rear regenerative braking independently, each with Off, Mid, and Max settings. Controls are accessible via the touchscreen when parked or through handlebar-mounted thumb controls while riding.
The UI adapts to show either large gauges or a split between speedometer and infotainment applets. Bluetooth connects the bike and your phone, and Can-Am has included built-in wifi for over-the-air software updates. These are the kinds of features you’d expect on a premium electric motorcycle in 2025, but they’re not guaranteed.
For iPhone users, there’s Apple CarPlay integration. Two caveats: first, the system uses USB-A instead of USB-C, so newer iPhones will require an adapter or a USB-A to USB-C cable that supports data, not just charging. Second, it only supports wired CarPlay, not wireless, despite the bike having both wifi and Bluetooth radios onboard.
Those two complaints aside, the CarPlay integration is next-level. The touchscreen is responsive when parked, and everything remains fully controllable through the handlebar controls while riding. Access to apps like Maps, Music, Messages, and Phone while on the move is a real convenience. There are also motorcycle- and EV-specific apps with CarPlay are right at home on the Can-Am system.
There are no built-in speakers, so Can-Am relies on Bluetooth audio outputs. The setup is clever, supporting two output channels: one for the rider and one for the passenger helmet comms systems. I experimented by tossing a Bluetooth speaker onto the handlebars and was surprised to find it worked well in sub 50 mph environments as an open-air audio solution.
My only real hardware gripe on a bike that otherwise outshines much of its competition is the lack of self-canceling turn signals. Not every bike has them, but every bike that lacks them is missing out. There’s nothing less cool than riding around with your blinker still flashing. Fortunately, the dash clearly displays active signals. Still, I initially thought the right indicator light on the dash wasn’t working until I realized a single cable runs directly in front of it from my seated position. It’s a small, oddly specific problem that may be specific to my loaner bike, but I can’t quite position the cable differently.
Overall, I give the look and tech a 9.75 out of 10 for delivering both style and features that I actually want and use.
How the Origin feels to ride
At 5’10” with a 30-inch inseam, I find the Origin’s seat height tall yet correct for a dual-sport bike. Throwing a leg over feels a bit like saddling up on a horse, and once I’m on, it’s immediately comfortable. I can straddle the bike confidently, with my left foot planted on the ground and the other hovering around the rear brake. Any taller, and it might feel like a stretch; any shorter, and the ride position wouldn’t feel as commanding. The elevated stance provides a clear, confident view of the road or trail ahead, and the headlight system works adequately. It sets the Origin apart from the lower, more compact feel of traditional street bikes.
With this bike, Can-Am delivers an awesome mix of rugged reality and futuristic aesthetic. The Origin’s angular black-and-white bodywork and tall riding position regularly invokes the feeling of a stormtrooper hovering through the moon forest of Endor on a speeder bike. That particular vibe is especially strong at speed, where the elevated stance and electric torque make it feel like you’re gliding just above the terrain. At lower speeds, the illusion shifts. The stealthy motor hum fades behind the subtle roll of tires on pavement, creating a sensation much like quietly cruising up on a skateboard. It’s stealthy, smooth, and serene.
In terms of performance, the Origin tops out at 79 mph for me, providing plenty of speed for highway rides. Can-Am rates the 0-60 mph acceleration at 4.3 seconds, but frankly this bike feels like it might toss you overboard if you push it that quickly. Can-Am estimates range of up to 90 city miles and 71 mixed environment miles. On one test ride, I ran the battery from 100 percent to 1 percent over the course of 2.3 hours, covering 58.7 miles at an average speed of 24 mph, according to the bike stats.
According to my stats, it was many more hours of fun in the sun with a break for lunch at the park by the water in between riding sessions. That ride was done entirely in Sport mode with regenerative braking turned off, and it returned an average energy consumption of 9 miles per kilowatt-hour. It’s a solid showing for an electric dual-sport, especially considering the aggressive mode and lack of regen for the most reactive and relaxed ride.
Sometimes I love the feel of regenerative braking on electric cars and motorcycles. It can add to the feeling of responsiveness. I found regen on this bike to feel a bit more tight and underpowered for my liking, but it’s there as an option for extending range. With regen turned off entirely, the Origin felt significantly more loose and natural to ride. On the Origin I consistently opted to leave both front and rear regen off. We’ll see how the Pulse feels when I test that model next.
I must have logged over 500 miles across four weeks with the Origin. The lasting impression is that when you gain muscle memory for how the bike responds to throttle spin and body movement, riding the Can-Am Origin feels like playing an amplified electric guitar. Every incremental finger and palm positioning has a result, and when you find your rhythm, suddenly you’re creating music.
The other piece of the Can-Am Origin experience that I didn’t anticipate is the conversational aspect. Electric vehicles are still novel to many, and electric motorcycles are an absolute enigma to most. “Can it get wet?” is still the classic question that many ask. But from day one to day 28 of test riding the Can-Am Origin, it was the brand itself that got people asking me about the bike.
My takeaway is that people have a real affinity for the Can-Am brand as well as a nostalgia for the days of two-wheeled Can-Am motorbikes. When they learn that Can-Am is back on two wheels in the form of a bad-ass looking electric dual-sport motorcycle, people react like they just met a the much younger version of a celebrity in their home town. It’s a fun thing to experience.
Can-Am has earned its place as an electric motorcycle brand to consider
The Can-Am Origin is an incredibly thoughtful and fun take on what an electric dual-sport can be. It pairs rugged styling with a high-tech, feature-rich interface, offers plenty of real-world performance, and never stops turning heads while doing it without trying. From its futuristic design and surprisingly refined touchscreen to the tall, confident riding position and intuitive handling, the Origin is a complete package, so long as your expectations around electric motorcycle range are in check.
Priced starting at $14,999, the Origin slots in competitively against other premium electric motorcycles, though it leans more toward adventure and off-road versatility than urban street performance. It doesn’t quite reach the power or fast-charging capability of more premium priced machines, yet it undercuts in price and adds very useful touches like Apple CarPlay, OTA updates, and dual regen tuning.
If money were no object, I’d gladly keep one in the garage. It’s just flat-out fun to ride. From quick errands and joyrides to weekend backroad escapes, the Origin is a thrill machine that leaves you smiling between rides. Can-Am has a huge selection of first-party accessories to customize your bike as well. This configuration above makes me drool.
Range will be the limiter on machines like this for a while, and while around 70 miles between charges is enough for plenty of use cases, it still has to be a part of the conversation when talking recommendations. But here’s the thing: despite that limitation, electric motorcycles are a ton of fun right now. And if you’ve got either a high pain tolerance for early adoption or healthy access to good charging infrastructure, you can absolutely push them further.
The Origin is compatible with both Level 1 (standard wall outlet) and Level 2 (240V) charging, but not Level 3 DC fast charging. Can-Am rates Level 2 charging at 0 to 80% in 1.5 hours and 0 to 100% in 3.5 hours. In practice, that translates to plugging in and waiting a few hours between fun sessions. For some riders, that’s no big deal, especially if spending time at your destination is part of the trip.
I certainly don’t live along the great electric freeway of California, but my coastal stretch of highway in South Mississippi is populated with electric charging stops.
In my testing, I used the Can-Am Origin for a roundtrip airport commute from home in Ocean Springs, MS to Gulfport, MS, and back. The airport was outside of the travel-there-and-back-without-charging range, but free charging infrastructure at the airport parking garage made it no problem. I rode there, parked, charged during my trip, and returned from the other side of the country to a full battery. So yes, it’s capable of handling local duties. But if long range is central to your riding lifestyle, it’s something to plan around. I think lower speeds and paid charging solutions along the way would allow me to reach New Orleans and return home, but I haven’t set out on that path with this bike.
The Origin isn’t perfect, but it’s arguably best in its category, well-executed, and just damn cool to experience. Can-Am absolutely executed on creating a great electric motorcycle experience despite not being solely focused on EVs or two-wheeled machines.
Can-Am Pulse experience
After 600+ miles on the Can-Am Origin, I had the chance to put some miles on a 2025 Can-Am Pulse electric motorcycle. My key takeaways? Both are excellent electric motorcycles with equally great CarPlay integration. The Pulse is more approachable with a low riding position and slightly more range. The larger storage capacity is also appreciated compared to the somewhat tight space on the Origin.
If I were choosing which to purchase without extensive riding experience, the Can-Am Pulse is absolutely the bike I would gravitate toward. It’s just a great standard street bike with awesome technology at a competitive price.
Above is a look at the redesigned CarPlay experience coming in September 2025 to iPhone in iOS 26, as seen on the Can-Am Pulse display. The new design flexibility makes CarPlay look more at home next to Can-Am’s UI that always appears on a third of the display. Since Can-Am supports CarPlay, the infotainment system will receive free upgrades as Apple enhances the iPhone-powered feature.
Can-Am also supports free over-the-air software updates to the bike itself. Updates are downloaded over wifi and installed using the built-in system on the bike. No visits to the dealership or firmware updates over USB drives required.
Here’s how both bikes compare on paper:
| Feature | Can‑Am Origin | Can‑Am Pulse |
|---|---|---|
| Starting MSRP | $14,499 | $13,999 |
| 0–60 mph | 4.3 sec | 3.8 sec |
| City range | 90 miles | 100 miles |
| Combined range (WMTC) | 71 miles | 80 miles |
| Charging (20→80 %) | 50 min (Level 2) | 50 min (Level 2) |
| Peak power | 47 hp (35 kW) | 47 hp (35 kW) |
| Continuous power | 27 hp (20 kW) | 27 hp (20 kW) |
| Torque | 53 lb‑ft (72 Nm) | 53 lb‑ft (72 Nm) |
| Dry weight | 412 lb (187 kg) | 390 lb (177 kg) |
| Seat height | 34 in (865 mm) | 30.86 in (784 mm) |
| Suspension travel | Front/rear 10 in (255 mm) | Front/rear 5.5 in (140 mm) |
| Drive modes | 6 modes (Normal, ECO, Rain, Sport, Off‑Road, Off‑Road+) | 4 modes (Normal, ECO, Rain, Sport+) |
Find more about Can-Am Origin and Pulse electric motorcycles here.
Electrek’s Take
I still think the Can-Am Pulse is the easier recommendation for most people, and you can kit it out as much as the Origin. Yet after around a month with each bike, I can’t help but think more about the Pulse. Can-Am really built a fun machine with that bike, especially with its commanding riding position and rugged style.
I would love to see a version with Level 3 charging speeds and greater range to expand the road trip potential, but both machines are super if your commute or leisure route works with the specs.
For now, Can-Am has delivered more than any other electric motorcycle maker when it comes to a giant display with CarPlay integration, attention-grabbing style, and options for two different riding preferences.
Want to learn more about the world of electric motorcycles and other two-wheeled EVs? Catch up on expert Micah Toll’s constant coverage, and subscribe to Electrek’s Wheel-E podcast for weekly updates.
FTC: We use income earning auto affiliate links. More.
There’s something about the joy of playing around with Tonka trucks in a sandbox that men really never grow out of. Sure, we grow up, get real jobs, and most of us never take the toys back out of the dusty, long-forgotten box. But the desire is still there. And if you gave just about any former boy and reluctant adult the option, I’d be dollars to donuts they’d gladly play around with the life-sized version of their childhood construction toys in a heartbeat.
If that sounds like fun, then I’ve got good news for you. I just found the coolest grown-up toy construction vehicle and it’s unlike anything you’ve seen before. I’d argue that it slots in nicely as a perfect example of some of the coolest and weirdest things you can find from China’s endless supply of innovative EVs. So, for your viewing pleasure, I submit this week’s Awesomely Weird Alibaba Electric Vehicle of the Week: the Octo-dumper!
I really don’t know how to describe this vehicle. I’ve been at a loss for words before in this column, but at least there’s usually a general class of vehicle that these things fit into.
In this case, I’m hesitant to call it a dump truck – partly because it appears to be all dump and no truck.
It’s remote-controlled, so you could call it an RC vehicle, but the fact that I’ve seen cars smaller than this rig makes me hesitant to lump it in with the remote-controlled toys.
Then there’s the 8×8 setup here. The last time I saw an eight-wheeled vehicle like this was, ironically, it was a mobile crane that was unloading one of my containers full of fun Alibaba construction equipment. Wow, I didn’t expect to come full circle there so quickly.
But despite being unable to quite classify this dumper, I still love everything about it, and I kind of want one.
Measuring around six feet long (197 cm), it seems capable of carrying a fairly large load. They rate it for 2,200 lb (1,000 kg) of cargo, and it looks every bit ready for it.
The top speed of 9 mph (15 km/h) might not hold up when fully laden, but this isn’t exactly a vehicle built for speed. Or comfort, for that matter. It’s built for by-god gettin’ stuff done! And with a claimed 5.4 kWh of battery capacity, it’s going to be quietly hauling your junk around for a good long time before it needs a recharge.
The cargo bed appears to have the classic pickup truck tailgate in the rear, though it also adds a pair of side gates like an old Corvair 95 Rampside pickup, except that the side gates run the full length. Finally, the front also has a tailgate–err, frontgate? Basically, it’s gates all around to turn this thing into a rolling flatbed capable of carrying just about any oversized junk you can think of!
Just don’t start tipping it up while you’ve got all those gates down or you might lose your load. That’s right, don’t forget that this is also a dumper! Not just a transporter around a job site, you can unload your dirt, mulch, gravel, friends, or whatever you carry in here with the push of a button.
Now I’m not exactly sure what I’d do with one of these if I owned one, but I’m sure I could find plenty of uses. You never realize what you can do with an octo-dumper until you own one, and then it’s suddenly like, “How did I ever manage without this thing!?”
Now it will set you back more than a Tonka truck. But I’d argue that the sticker price of $2,482 is a small price to pay in order to have the coolest vehicle in the neighborhood! Just try not to think yet about the thousands and thousands of dollars in fees, import charges, shipping, and other expenses of actually receiving one of these in the West. Instead, think of the fun hayrides you could give the neighborhood kids, at least assuming their parents signed the extensive liability waiver that this thing would probably require.
Speaking of liability though, before any of you get the bright idea to try one of these, please be warned that I’m telling you that’s a bad idea. As I always try to remind my readers during these fun tongue-in-cheek Alibaba articles: don’t actually try to buy one of these things. Seriously. These wild-looking Chinese EVs may be fun to look at, but this is just a lighthearted weekend column where I dig through Alibaba’s bizarre and fascinating collection of electric vehicles. While I’ve had a few successful (and fun) purchases from the site, I’ve also been burned more than once – so it’s definitely not for the faint of heart or anyone on a tight budget.
That’s not to say some brave (or stubborn) readers haven’t taken the plunge anyway, ignoring my caution and venturing into the unknown. But please don’t be the one who gambles and ends up with empty hands and a lighter wallet. Consider this your official heads-up – I’ve warned you!
For now, let’s enjoy how awesome it is that something like this octo-dumper exists, and leave it at that. Until next time, and until the next weird Alibaba EV, this is Micah signing off.
FTC: We use income earning auto affiliate links. More.
Italian electric motorcycle manufacturer Energica has just been handed a lifeline. Previously owned by US company Ideanomics, the famed motorcycle brand entered insolvency late last year after a period of financial duress prevented it from making payroll and continuing production.
Now, a new group of investors from Singapore has stepped in to take over.
The news was shared on Energica’s YouTube channel, and the company confirmed on LinkedIn that “The judicial process undergoing the sale of Energica has received an offer with a significant deposit from investors based in Singapore.” Energica says that the investors, who so far remain unnamed, “are enthusiasts that believe in, and share the common values of Energica.”
While it’s not certain how the buyout and revival will unfold, it appears that Energica is planning on getting the band back together. “If the process comes through successfully,” the company explained, “the same team behind Energica will be entrusted to run the operations, and we will continue creating cutting-edge technologies for our customers.”
With many of Energica’s impressive electric motorcycles already in circulation from years of sales leading up to the 2024 bankruptcy, the company seems focused on starting by supporting those riders. ” Our first order of business is to support the customers and community. The judicial process will be completed in 60 days, and we will continue to share updates during the time.”
Energica rose to fame by building high-performance electric motorcycles in Modena, Italy, and was one of the early pioneers in the premium electric two-wheeler space. Its lineup includes models like the Experia electric touring bike and the Ego sportbike. The company previously supplied race bikes for the MotoE World Cup until Ducati took over the role in 2023.
After being acquired by US-based Ideanomics in 2021, Energica initially benefited from an injection of capital that helped expand production and dealer networks. But Ideanomics itself has faced serious financial trouble, becoming unable to invest in the future of Energica.
Energica’s future prospects seemed dim at the time of its insolvency in 2024, but the uncertainty appears to be clearing with the hope that new owners can breathe fresh life into the company.
Even so, Energica’s core competency is building the fastest, most powerful, and longest range production electric motorcycles the world has ever seen, and that’s not exactly an inexpensive enterprise. Combined with current market trends that favor smaller, lighter, and less expensive commuter-spec electric motorcycles, it begs the question of whether or not a newly revived Energica will find a receptive market, or whether the company will be forced to expand the scope of its products to match better the type of electric motorcycles that are selling today.
FTC: We use income earning auto affiliate links. More.
-
Sports3 years ago‘Storybook stuff’: Inside the night Bryce Harper sent the Phillies to the World Series
-
Sports1 year agoStory injured on diving stop, exits Red Sox game
-
Sports2 years agoGame 1 of WS least-watched in recorded history
-
Sports2 years agoMLB Rank 2023: Ranking baseball’s top 100 players
-
Sports4 years ago
Team Europe easily wins 4th straight Laver Cup
-
Sports2 years agoButton battles heat exhaustion in NASCAR debut
-
Environment2 years agoJapan and South Korea have a lot at stake in a free and open South China Sea
-
Environment2 years agoGame-changing Lectric XPedition launched as affordable electric cargo bike