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Believe it or not, there’s nothing new about major automakers and motorcycle companies trying and failing to build and sell electric bicycles. Despite millions upon millions of e-bikes being produced and sold each year by bicycle companies, automotive companies have spent decades failing to convert their design and manufacturing experience into e-bike success.

It might sound strange, especially since electric two-wheelers are the largest category of electric vehicles in the world – and growing quicker than any other type of EV. Even in a year when e-bike sales weren’t able to continue their meteoric growth trend, the e-bike industry still grew to a record size without any indication of stopping.

So you’d think that the automotive world, the very industry that has the most to lose from drivers becoming riders, would have gotten into the game by now.

The truth is that it has, and repeatedly. The problem is that Big Auto just hasn’t succeeded at it yet.

EV Global electric bike, which was the brainchild of Lee Iacocca

Chairman of the Light Electric Vehicle Association, Ed Benjamin, who has worked in the e-bike industry for nearly as long as it has been an industry and who has also advised several automakers on their e-bike projects, recently shared his thoughts on why Big Auto has failed so spectacularly in the e-bike industry.

And he certainly isn’t short on examples.

Legendary American automotive visionary Lee Iacocca was all-in on electric bikes as far back as the 1990s. He pushed for the EV Global electric bicycle (seen above), which was so revolutionary at its time that it had the word “e-bike” emblazoned across the side to let people know what it was. The e-bike started at a modest $995 and could hit 15 mph (25 km/h) all the way back in 1997 – a speed that Europeans still haven’t figured out how to surpass nearly 30 years later.

But as Benjamin explained, even automotive great Lee Iacocca couldn’t make e-bikes work for car companies. As it turned out, the deck was stacked against him. No matter how much he wanted his e-bikes to succeed, it didn’t translate into sales at car dealerships. The $1,000 price meant that car salesmen working on commission couldn’t be bothered to sell them, certainly not when they stood to make a lot more money pushing someone into a Taurus or F150. Dealerships also quickly learned that there wasn’t money to be made in servicing e-bikes when the same car bay could turn over significantly more cash.

Ford continued with global e-bike attempts into the early 2000s but was met with either quick failures or extremely slow, limited sales.

In Asia, giants such as Honda, Panasonic, and Yamaha were also met with limited success, though the limited Japanese market was one area where their early e-bikes did succeed. Panasonic was able to sell its e-bike drive system, but that agreement was largely led by the bicycle company Giant taking the reins and using its bike industry experience to set the partnership up for success.

Yamaha, it should be pointed out, actually created the first production electric bicycle as far back as 1993, though that early model also only took off in Japan while failing to gather meaningful traction in the rest of the world.

Yamaha is one of the few success stories to date, still producing impressive e-bikes, though the company famously spins its non-auto products off into their own companies. I think we can all accept that the engineers designing Yamaha’s motorcycles aren’t heavily involved in Yamaha’s pianos or biomedical products.

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Harley-Davidson shocked the industry back in 2018 with its beautiful electric bike designs. Still, it ultimately spun the project out as an independent company, Serial One, that failed to achieve strong sales. The e-bike company was eventually sold off to another bicycle company, which is currently attempting to revive the Serial One brand.

In many of these cases, the actual product was quite impressive. Harley’s Serial One e-bikes often scored great reviews, despite not sticking the landing with sales.

It’s a tough cycle that has continued to repeat itself, with Benjamin explaining his belief that it comes down to the same root causes, “my opinion: The pain and failure has usually been when an engineering culture, proud of their creation, has turned the bikes over to a sales culture that did not truly understand or believe in the product.”

That might explain why plenty of new e-bikes bearing automotive company names released in the last few years were merely licensing deals, such as Jeep’s e-bike built by Quietkat, Hummer’s e-bike built by Recon Power Bikes, Polestar’s e-bike built by Allebike, Toyota’s e-bike built by DOUZE cycles, and Ducati’s e-bikes built by Thok Bikes, among others.

GM was one of the few companies to build an impressive electric bike entirely in-house, but the project came at the worst possible time as COVID was blamed for killing off the GM e-bike before it could succeed.

GM ARIV electric bike, which was killed off in the first few weeks of the COVID-19 pandemic

With decades of examples, you might think automakers would have given up on the dream of building and selling their own electric bikes. But that doesn’t appear to be the case.

Several major companies are still trying to develop their own models, with some even doubling down on their investments.

Porsche is one example, with the company recently buying e-bike motor manufacturers and entire e-bike companies in an attempt to bring more e-bike expertise under the Porsche nameplate.

Rivian, the US-based electric truck maker, has also significantly expanded its e-bike development team with hires from major bicycle companies. The CEO also explicitly stated the company has its eyes on an e-bike model, though didn’t share any details about the direction Rivian’s e-bike could be headed.

All of this is to say that despite automakers consistently trying and failing to bring their own e-bikes to market, one thing is crystal clear: they sure aren’t giving up.

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Oil giant BP to sell 65% stake in $10 billion Castrol unit

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Oil giant BP to sell 65% stake in  billion Castrol unit

Britain’s BP has agreed to sell a 65% shareholding in lubricants business Castrol to Stonepeak for $6 billion, months on from the oil giant seeking a buyer for the unit.

The deal comes as the company looks to launch a strategic reset, including a green strategy U-turn and the divestment of $20 billion of assets by the end of 2027. The sale values Castrol at $10.1 billion.

Energy companies, including India’s Reliance Industries and Saudi Arabia’s oil behemoth Aramco, as well as private equity firms Apollo Global Management and Lone Star Funds, had all been touted as suitors for BP’s Castrol unit in May, according to Bloomberg, citing people familiar with the matter.

“With this, we have now completed or announced over half of our targeted $20bn divestment programme, with proceeds to significantly strengthen bp’s balance sheet,” interim CEO Carol Howle said in a statement.

“The sale marks an important milestone in the ongoing delivery of our reset strategy. We are reducing complexity, focusing the downstream on our leading integrated businesses, and accelerating delivery of our plan.”

BP has the option to sell its remaining 35% stake in Castrol after a two-year lock-up period.

Strategy reset

The Castrol majority stake sale comes days on from the oil giant announcing it was appointing a new CEO — it’s fourth in six years.

Woodside Energy boss Meg O’Neill will take up the role on April 1, replacing Murray Auchincloss, who lasted less than two years in the role.

Stephen Isaacs, strategic advisor at Alvine Capital, which holds a position in BP, told CNBC’s “Squawk Box Europe” last week that while BP has been “a very poor performer for a long, long time,” the CEO change could be “the last piece of the jigsaw” in getting its house in order.

“I think there’ll be further stake sales of different parts of BP” going forward, Dan Boardman-Weston, CEO at BRI Wealth Management, told CNBC on Wednesday. The shift will see the company “getting back to their bread and butter of focusing on oil and gas exploration and development.”

The London-listed company has underperformed compared with its peers in recent times, having reported declining annual profits in both 2023 and 2024.

BP’s shares opened at 1.3% on Wednesday before paring gains slightly to last trade 0.9% higher. Its share price is up around 9% so far this year, following a 15.7% drop in 2024. Pressure on the stock eased in 2025 following a leadership shakeup, a cost-cutting program, and a string of oil discoveries.

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China’s mineral dominance gives Western magnet makers a moment in the sun

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China’s mineral dominance gives Western magnet makers a moment in the sun

Annealed neodymium iron boron magnets sit in a barrel at a Neo Material Technologies Inc. factory in Tianjin, China on June 11, 2010.

Bloomberg | Bloomberg | Getty Images

Rare earth magnet makers are having a moment as Western nations scramble to build domestic “mine-to-magnet” supply chains and reduce their dependence on China.

A turbulent year of supply restrictions and tariff threats has thrust the strategic importance of magnet manufacturers firmly into the spotlight, with rare earths surging toward the top of the agenda amid the U.S. and China’s ongoing geopolitical rivalry.

Magnets made from rare earths are vital components for everything from electric vehicles, wind turbines, and smartphones to medical equipment, artificial intelligence applications, and precision weaponry.

It’s in this context that the U.S., European Union and Australia, among others, have sought to break China’s mineral dominance by taking a series of strategic measures to support magnet makers, including heavily investing in factories, supporting the buildout of new plants, and boosting processing capacity.

The U.S. and Europe, in particular, are expected to emerge as key growth markets for rare earth magnet production over the next decade. Analysts, however, remain skeptical that Western nations will be able to escape China’s mineral orbit anytime soon.

“Frankly, we were the solution to the problem that the world didn’t know it had,” Rahim Suleman, CEO of Canadian group Neo Performance Materials, told CNBC by video call.

Photo taken on Sept. 19, 2025 shows rare-earth magnetic bars at NEO magnetic plant in Narva, a city in northeastern Estonia.

Xinhua News Agency | Xinhua News Agency | Getty Images

“The end-market is growing from the point of physics, not software, so therefore it has to grow in this way,” he continued. “And it’s not dependent on any single end market, so it’s not dependent on automotive or battery electric vehicles or drones or wind farms. It’s any energy-efficient motor across the spectrum,” Suleman said, referring to the demand for magnets from fast-growing industries such as robotics.

His comments came around three months after Neo launched the grand opening of its rare earth magnet factory in Narva, Estonia.

Situated directly on Russia’s doorstep, the facility is widely expected to play an integral role in Europe’s plan to reduce its dependence on China. European Union industry chief Stéphane Séjourné, for example, lauded the plant’s strategic importance, saying at an event in early December that the project marked “a high point of Europe’s sovereignty.”

How Europe is scrambling to reduce dependence on China’s rare earths

Neo’s Suleman said the Estonian facility is on track to produce 2,000 metric tons of rare earth magnets this year, before scaling up to 5,000 tons and beyond.

“Globally, the market is 250,000 tons and going to 600,000 tons, so more than doubling in ten years,” Suleman said. “And more importantly, our concentration is 93% in a single jurisdiction, so when you put those two factors together, I think you’ll find an enormously quick growing market.”

‘Skyrocketing demand’

To be sure, the global supply of rare earths has long been dominated by Beijing. China is responsible for nearly 60% of the world’s rare earths mining and more than 90% of magnet manufacturing, according to the International Energy Agency.

A recent report from consultancy IDTechEx estimated that rare earth magnet capacity in the U.S. is on track to grow nearly six times by 2036, with the expansion driven by strategic support and funding from the Department of Defense, as well as increasing midstream activity.

Magnet production in Europe, meanwhile, was forecast to grow 3.1 times over the same time period, bolstered by the EU’s Critical Raw Materials Act, which aims for domestic production to satisfy 40% of the region’s demand by 2030.

Regional composition of rare earths and permanent magnet production in 2024, according to data compiled by the International Energy Agency.

IEA

John Maslin, CEO of Vulcan Elements, a North Carolina-based rare earth magnet producer, told CNBC that the company is seeking to scale up as fast as possible “so that this fundamental supply chain doesn’t hold America back.”

Vulcan Elements is one of the companies to have received direct funding from the Trump administration. The magnet maker received a $620 million direct federal loan last month from the Department of Defense to support domestic magnet production.

“Rare earth magnets convert electricity into motion, which means that virtually all advanced machines and technologies—the innovations that shape our daily lives and keep us safe—require them in order to be operational,” Maslin told CNBC by email.

“The need for high-performance magnets is accelerating exponentially amid a surge in demand and production of advanced technologies, including hard disk drives, semiconductor fabrication equipment, hybrid/electric motors, satellites, aircraft, drones, and almost every military capability,” he added.

Separately, Wade Senti, president of Florida-based magnet maker Advanced Magnet Lab, said the only way to deliver on alternative supply chains is to be innovative.

“The demand for non-China sourced rare earth permanent magnets is skyrocketing,” Senti told CNBC by email.

“The challenge is can United States magnet producers create a fully domestic (non-China) supply chain for these magnets. This requires the magnet manufacturer to take the lead and bring the supply chain together – from mine to magnet to customers,” he added.

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Watch BYD’s insanely fast EV charger add nearly 250 miles range in 5 minutes [Video]

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Watch BYD's insanely fast EV charger add nearly 250 miles range in 5 minutes [Video]

BYD is closing the gap between gas pumps and EV chargers. A new video shows one of its EVs gaining nearly 250 miles (400 km) of range in just five minutes.

BYD’s 5-minute EV charging matches refuel speeds

“The ultimate solution is to make charging as quick as refueling a gasoline car,” BYD’s CEO, Wang Chuanfu, said after unveiling its new Super e-Platform in March.

Chuanfu was referring to the so-called “charging anxiety” that’s holding some drivers back from going electric. BYD’s Super e-Platform is the first mass-produced “full-domain 1000V high-voltage architecture” for passenger vehicles.

BYD also launched its Flash Charging Battery during the event, with charging currents of 1000A and a charging rate of 10C, both new records.

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The ultra-fast charging battery can deliver 1 megawatt (1,000 kW) of charging power, which BYD claims enables EVs equipped with the setup to regain 400 km (248 miles) of CLTC driving range in just 5 minutes of charging.

BYD-EV-charger-5-minutes
BYD CEO Wang Chuanfu unveils Super e-Platform with Flash Charging Battery enabling EVs to add 400 km of range in 5 minutes (Source: BYD)

BYD launched its first vehicles based on the Super e-Platform, the Han L and Tang L, a month later, starting at just 219,800 yuan ($30,000).

With the new models rolling out across China, we are getting a look at the ultra-fast charging speeds in action. A video posted on X by user Dominic Lee shows BYD’s EV charging at up to 746 kW, with an estimated charging time to 70% of around 4 minutes and 40 seconds.

In just six minutes, BYD said the Han L, based on its Super e-Platform, can recharge from 10% to 70%, and in 20 minutes, the battery can be fully charged.

The Tang L SUV, also based on BYD’s 1000V architecture, can add 370 km (230 miles) of range in 5 minutes, while a full charge takes about 30 minutes.

BYD said its Flash Charging Battery enables EVs to gain the same range as a gas-powered vehicle would at the pump, “ultimately making the charging time as short as refueling time.”

Although 400 km (250 miles) is more than enough range for most drivers, BYD is out to make gas stations a thing of the past. And it’s not just in China, BYD plans to bring its Flash Charging system to Europe and likely other overseas markets.

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