MOD Bikes is a bit of a different type of electric bike maker, marching to the beat of its own drum, which helps the company stand out in a sea of newly released e-bikes. Look no further than the company’s popular sidecar electric bike or their own in-house designed street chargers for e-bikes. It’s obvious that MOD isn’t using the same playbook as everyone else.
But when I recently took a trip to Texas to visit the company and see their SXSW unveiling, my focus this time was on one of their more utility-based models: The newly released MOD Cargo electric bike.
Part of the company’s new 2024 launch of e-bikes, first unveiled at this year’s SXSW Festival, the Mod Cargo adds several new features to MOD’s feature list.
Chief among those features are the new color display, torque sensor, vertical parking frame, turn signal helmet integration, and more.
Check out what I mean in my test riding video below, then keep reading for even more!
MOD Cargo test ride video
MOD Cargo tech specs
Motor: 750W (1,000W peak) geared rear hub motor
Top speed: 28 mph (45 km/h)
Range: Claimed up to 90 miles (144 km) with dual batteries
Battery: 48V 15Ah (720 Wh) or dual batteries for 1,440 Wh
Bike Weight: 62 pounds (28 kg)
Battery Weight: 7.5 pounds (3.4 kg)
Bike Max load: 400 pounds (181 kg)
Tires: 20″x3″ semi-fat tires
Brakes: Hydraulic disc brakes, 180mm rotors
Extras: 7-speed Shimano shifter, large color LCD screen, LED headlight and tail/brake light, thumb-throttle, up to two removable batteries, included fenders and built-in long rear rack, snap-on system for accessory mounting, and more.
Testing out the new e-bike
I love e-bikes that can do more than just take you from point A to point B. I prefer e-bikes that can be used for several roles, from mere transportation to utility and even hauling. And the MOD Cargo is definitely one of those multi-role bikes.
The design incorporates a long built-in rear rack, making it an essential part of the frame and ensuring a strong, rigid design. It can handle up to 400 lb (181 kg) of payload distributed around the bike, meaning you can easily carry two kids or some serious gear with you.
The bike also uses a snap-on system to easily mount and remove various attachments such as cargo baskets, child safety seats, and more.
Plus the vertical parking design (which, I should note, is obviously borrowed from Tern’s glorious rear rack design), means you can park the bike vertically in your garage or the corner of your living room, taking up barely more space than a coat rack. Actually, you could probably use it as a coat rack when it’s parked. Those handlebars do double duty!
Speaking of those bars, they also fold down, which is great for loading the bike in the back of a car with step-thru seating like a mini van. You just slide the bike down the center aisle, made possible thanks to the bars dropping down so low.
In addition to the rugged design, I was impressed with the comfort of the ride. Cargo bikes are known for a lot of things, but comfortable riding isn’t usually one of them. They generally use smaller wheels to help increase cargo space, but that can impact their ride quality. With the MOD Cargo though, the combination of 20×3″ semi-fat tires as well as a suspension fork and suspension seat post, I was able to comfortably ride nature trails in the park that include dirt and gravel surfaces.
This definitely isn’t going to be the bike you take on rutted-out single track, but being able to stay in the saddle on dirt roads is still a nice feature to have.
You’re not going to get true rear suspension on a cargo bike unless you’re willing to shell out more than the cost of a decent used car, but seat post suspension helps to complement the suspension fork to give your tush some extra cushioning when you need it.
And the last feature I want to point out regarding the bike design is the inclusion of a super sturdy center kickstand. I’ve noticed that a lot of cargo e-bike makers are cheaping out on kickstands recently, so I’m glad to see that MOD put a serious, heavy-duty center stand on their bike.
This is what you want underneath you when you got kids or heavy cargo on back. You want a wide center stand that keeps the bike parked stably, not precariously pitched over to one side. Side stands work fine on a normal city bike, but a heavy-laden cargo bike needs to stand straight up when carrying that much weight.
I’m also glad to see some key components like hydraulic disc brakes and a torque sensor for better pedal assist.
The hydro brakes are important on heavy bikes that need more stopping power when loaded down, especially if trying to come to a quick stop on a downhill. And the torque sensor simply provides nicer, smoother pedal assist than a cadence sensor. There’s nothing wrong with cadence sensors, but torque sensors generally just give a nicer experience.
The inclusion of both parts helps differentiate the bike further from the lower-tier competition out there.
So the bike’s design is impressive already, but then the electronics sweeten the pot even further.
The rear motor is rated at 750W of continuous power, maxing out the legal limit in the US for street-legal e-bikes. But the peak power is even higher at 1,000W. I was able to easily hit speeds of up to 28 mph (45 km/h), though you can also limit the bike to 20 mph (32 km/h) if you want to keep it in Class 2 settings.
The motor also claims a torque rating of 69 Nm. Nice!
The bike’s single battery is a 48V 15Ah (720 Wh) unit, but you can double it to a maximum of 1,440 Wh. Depending on whether you double up, you’ll have 45 or 90 miles (72 or 144 km) of range. I tested the dual battery version, and if you use the throttle a lot or just want to have extra range, I’d recommend the second battery.
Rounding out the electronics are the new LED color display with USB charge port to charge your phone, LED headlight and tail light, and that torque sensor I mentioned above.
The last cool electronics feature is that they’ve designed the bike to work with the Lumos LED helmet, meaning you get wireless turn signals built right in. You can connect your helmet over Bluetooth in the bike’s display, and then your turn signal buttons on the bike control the helmet’s turn signals. They even power down together, so when you turn off the bike, the helmet’s lights turn off too. That’s pretty cool, and I definitely haven’t seen this feature on any other bikes in this class!
What are the downsides?
I’m a pretty positive guy, so I always have to remind myself to look for the downsides on e-bikes as well. And in this case, I have to look pretty hard. There’s not much to dislike here. Even the 70 lb weight with a single battery isn’t that bad, considering that many cargo e-bikes these days are between 80-90 lbs).
The main downside I keep coming back to is just the price, starting at $2,590. And that’s before adding all the fun accessories that make use of the cool Snap-On mounting system.
That’s a serious price tag for a direct-to-consumer electric bike. But then again, you’re getting a lot for it, including a premium design. The bike also comes with a much longer warranty period than most, offering a five-year limited warranty and free returns.
But that’s still quite expensive compared to other direct-to-consumer electric cargo bikes out there. I’d argue that you get features you don’t find elsewhere (or that you do find on e-bikes that are twice this price like Tern’s vertical parking), but you’re still paying some top dollar here. I believe the price is worth it if you’re using the bike as a car replacer for your family, or perhaps to replace a second car. But it’s the one thing that keeps coming back to me when I think about what would give me pause here, when considering the more affordable cargo e-bikes out there.
Wrap it up
So there’s what we’re working with, the MOD Cargo is a well designed e-bike with a very nice loadout of parts and features.
It’s a bit pricey, but I do believe you’re getting a heck of a lot of features and a great design for the price. There are cheaper ways to get your cargo solution solved, but they won’t do a lot of what this bike can.
So I recommend it, but only if you’ve got the extra cash to spend.
FTC: We use income earning auto affiliate links.More.
The off-highway equipment experts at Perkins and McElroy have teamed up to develop a plug-and-play battery electric power unit designed to help equipment OEMs and upfitters to seamlessly transition from diesel to battery electric power.
Designed to occupy the same space as the companies’ diesel-engined power units, Perkins dropped its new battery power unit into the similarly new McElroy TracStar 900i pipe fusion machine (specialized equipment used to join thermoplastic pipes like HDPE or polypropylene by heat-welding them end-to-end to form a continuous length pf pipe).
Perkins’ battery electric power unit replaces the company’s proprietary 134 hp, 3.6 liter 904 Series Tier V diesel engine, enabling units that are already deployed to be quickly upgraded to electric power – and helping trade allies and development partners to easily retrofit existing equipment in order to add zero-emission options to their operational fleet.
“We’re actively helping customers navigate the shift in power system requirements, with a range of advanced power systems including electric, diesel-electric and alternative fuel compatible engines,” says Jaz Gill, vice president, global sales, marketing at Perkins. “When it comes to the innovative fully integrated battery electric power unit, it can be ‘dropped in’ to a machine to replace a diesel engine. The system consists of a Perkins battery along with inverters, motors and on-board chargers – all packaged up into a compact drop-in system to support seamless transition from diesel to electric for our customers looking to make that move.”
Advertisement – scroll for more content
McElroy believes that an electric, emissions-free power unit like this one will open new opportunities and applications for its customers.
“Their team has done a phenomenal job of integrating their battery electric system into our TracStar 900i,” explains McElroy President and CEO Chip McElroy. “We’re really excited to see what the market thinks about this concept.”
Development of the battery electric powered pipe fusion machine was completed in about nine months. Future Perkins-powered electric equipment running the 904 diesel (small excavators, telehandlers, pumps, and gensets) could be developed even more quickly. You can find out more in the company’s promo video, below.
British ultra-luxe brand Bentley is teasing the upcoming, first-ever all electric model that will take it into the 2030s with a new concept car inspired by the iconic 1930 “Blue Train” Speed Six coupe – and it looks fantastic!
More than any other brand, Bentley was defined by its engine. For decades, in fact, the only meaningful mechanical difference between a Rolls-Royce and a Bentley was the 6.75L twin-turbocharged V8 engine under the flying B hood ornament.
That all changed at the dawn of the twenty-first century. Rolls-Royce was acquired by BMW, while Volkswagen took the reins at Bentley, setting both brands on distinct paths. Now, without its own engine, Bentley faces the challenge of proving to discerning buyers that its cars justify a premium over its mechanical cousins at VW, Audi, and Porsche. That’s why the company is looking to it pre-Rolls merger past, all the way back to the legendary 1930 “Blue Train” Speed Six coupe.
Bentley Blue Train EXP 15 concept
EXP 15 concept and 1930 Blue Train; via Bentley.
“Bentley’s then-chairman Woolf Barnato had a Speed Six four-door Weymann fabric saloon by H J Mulliner, which he used to race the Blue Train in 1930,” explains Darren Day, Bentley’s Head of Interior Design. “Meanwhile, he had a unique one-of-one Speed Six coupe being built, with a body by Gurney Nutting. Even though the coupe wasn’t finished when the race took place, it’s that car (the coupe) that’s become associated with it and has since become an iconic Bentley. What we were influenced by is the idea of a three-seat car with a unique window line and super slick proportions used for grand tours.”
Advertisement – scroll for more content
The EXP 15 concept car features a unique, three-door, three-passenger layout under a sweeping, dramatic roofline lifted from the 1930 tourer. “The seat can rotate and you step out, totally unflustered, not trying to clamber out of the car like you see with some supercars,” continued Day, before dropping the biggest hint yet as to who they’re building the car for. “You just get out with dignity and the Instagram shot is perfect.”
Bentley EXP 15 interior
While almost no technical specs have been revealed other than “full electric,” Bentley says its new concept’s innovative interior layout allows passengers to stretch out in comfort alongside accessible storage compartments that can house a bar, hand luggage, or even pets. The EXP 15 even offers tailgate seating for outdoor parties or suburban soccer games.
But, while the new concept is tall, Bentley hopes it manages to offer the commanding driving position and comfort of an SUV while giving off the “vibe” of a classic grand tourer – something Bentley thinks could be the next wave of the luxury car market.
“The beauty of a concept car is not just to position our new design language, but to test where the market’s going,” offers Robin Page, Bentley Director of Design. “It’s clear that SUVs are a growing segment and we understand the GT market … but the trickiest segment is the sedan because it’s changing. Some customers want a classic ‘three-box’ sedan shape, others a ‘one-box’ design, and others again something more elevated. So this was a chance for us to talk to people and get a feeling.”
As before: no specs, no range estimates, and no promises about if and nothing definitive about when the oft-promised all-electric Bentley will finally bow – but this is certain: when it does arrive, it will be big, brash, and fast.
Electrek’s Take
Now that SUVs are everywhere and in every segment, automakers are desperate to explore or open new niches, hoping to find that next “SUV-like” growth segment. As weird as the three-door, three-seat EXP 15’s interior layout is, you have to admit that it’s different. And, for a vehicle that spends 90% of its time with just one person inside it, it might be more than practical enough.
Let us know if you think Bentley has a winner, or just another concept car gimmick on its hands in the comments.
he 30% federal solar tax credit is ending this year. If you’ve ever considered going solar, now’s the time to act. To make sure you find a trusted, reliable solar installer near you that offers competitive pricing, check out EnergySage, a free service that makes it easy for you to go solar. It has hundreds of pre-vetted solar installers competing for your business, ensuring you get high-quality solutions and save 20-30% compared to going it alone. Plus, it’s free to use, and you won’t get sales calls until you select an installer and share your phone number with them.
Your personalized solar quotes are easy to compare online and you’ll get access to unbiased Energy Advisors to help you every step of the way. Get started here.
FTC: We use income earning auto affiliate links.More.
A stack of old mobile phones are seen before recycling process in Kocaeli, Turkiye on October 14, 2024.
Anadolu | Anadolu | Getty Images
As the U.S. and China vie for economic, technological and geopolitical supremacy, the critical elements and metals embedded in technology from consumer to industrial and military markets have become a pawn in the wider conflict. That’s nowhere more so the case than in China’s leverage over the rare earth metals supply chain. This past week, the Department of Defense took a large equity stake in MP Materials, the company running the only rare earths mining operation in the U.S.
But there’s another option to combat the rare earths shortage that goes back to an older idea: recycling. The business has come a long way from collecting cans, bottles, plastic, newspaper and other consumer disposables, otherwise destined for landfills, to recreate all sorts of new products.
Today, next-generation recyclers — a mix of legacy companies and startups — are innovating ways to gather and process the ever-growing mountains of electronic waste, or e-waste, which comprises end-of-life and discarded computers, smartphones, servers, TVs, appliances, medical devices, and other electronics and IT equipment. And they are doing so in a way that is aligned to the newest critical technologies in society. Most recently, spent EV batteries, wind turbines and solar panels are fostering a burgeoning recycling niche.
The e-waste recycling opportunity isn’t limited to rare earth elements. Any electronics that can’t be wholly refurbished and resold, or cannibalized for replacement parts needed to keep existing electronics up and running, can berecycled to strip out gold, silver, copper, nickel, steel, aluminum, lithium, cobalt and other metals vital to manufacturers in various industries. But increasingly, recyclers are extracting rare-earth elements, such as neodymium, praseodymium, terbium and dysprosium, which are critical in making everything from fighter jets to power tools.
“Recycling [of e-waste] hasn’t been taken too seriouslyuntil recently” as a meaningful source of supply, said Kunal Sinha, global head of recycling at Swiss-based Glencore, a major miner, producer and marketer of metals and minerals — and, to a much lesser but growing degree, an e-waste recycler. “A lot of people are still sleeping at the wheel and don’t realize how big this can be,” Sinha said.
Traditionally, U.S. manufacturers purchase essential metals and rare earths from domestic and foreign producers — an inordinate number based in China — that fabricate mined raw materials, or through commodities traders. But with those supply chains now disrupted by unpredictable tariffs, trade policies and geopolitics, the market for recycled e-waste is gaining importance as a way to feed the insatiable electrification of everything.
“The United States imports a lot of electronics, and all of that is coming with gold and aluminum and steel,” said John Mitchell, president and CEO of the Global Electronics Association, an industry trade group. “So there’s a great opportunity to actually have the tariffs be an impetus for greater recycling in this country for goods that we don’t have, but are buying from other countries.”
With copper, other metals, ‘recycling is going to play huge role’
Although recycling contributes only around $200 million to Glencore’s total EBITDA of nearly $14 billion, the strategic attention and time the business gets from leadership “is much more than that percentage,” Sinha said. “We believe that a lot of mining is necessary to get to all the copper, gold and other metals that are needed, but we also recognize that recycling is going to play a huge role,” he said.
Glencore has operated a huge copper smelter in Quebec, Canada, for almost 20 years on a site that’s nearly 100-years-old. The facility processes mostly mined copper concentrates, though 15% of its feedstock is recyclable materials, such as e-waste that Glencore’s global network of 100-plus suppliers collect and sort. The smelter pioneered the process for recovering copper and precious metals from e-waste in the mid 1980s, making it one of the first and largest of its type in the world. The smelted copper is refined into fresh slabs that are sold to manufacturers and traders. The same facility also produces refined gold, silver, platinum and palladium recovered from recycling feeds.
The importance of copper to OEMs’ supply chains was magnified in early July, when prices hit an all-time high after President Trump said he would impose a 50% tariff on imports of the metal. The U.S. imports just under half of its copper, and the tariff hike — like other new Trump trade policies — is intended to boost domestic production.
Stock Chart IconStock chart icon
Price of copper year-to-date 2025.
It takes around three decades for a new mine in the U.S. to move from discovery to production, which makes recycled copper look all the more attractive, especially as demand keeps rising. According to estimates by energy-data firm Wood Mackenzie, 45% of demand will be met with recycled copper by 2050, up from about a third today.
Foreign recycling companies have begun investing in the U.S.-based facilities. In 2022, Germany’s Wieland broke ground on a $100-million copper and copper alloy recycling plant in Shelbyville, Kentucky. Last year, another German firm, Aurubis, started construction on an $800-million multi-metal recycling facility in Augusta, Georgia.
“As the first major secondary smelter of its kind in the U.S., Aurubis Richmond will allow us to keep strategically important metals in the economy, making U.S. supply chains more independent,” said Aurubis CEO Toralf Haag.
Massive amounts of e-waste
The proliferation of e-waste can be traced back to the 1990s, when the internet gave birth to the digital economy, spawning exponential growth in electronically enabled products. The trend has been supercharged by the emergence of renewable energy, e-mobility, artificial intelligence and the build-out of data centers. That translates to a constant turnover of devices and equipment, and massive amounts of e-waste.
In 2022, a record 62 million metric tons of e-waste were produced globally, up 82% from 2010, according to the most recent estimates from the United Nations’ International Telecommunications Union and research arm UNITAR. That number is projected to reach 82 million metric tons by 2030.
The U.S., the report said, produced just shy of 8 million tons of e-waste in 2022. Yet only about 15-20% of it is properly recycled, a figure that illustrates the untapped market for e-waste retrievables. The e-waste recycling industry generated $28.1 billion in revenue in 2024, according to IBISWorld, with a projected compound annual growth rate of 8%.
Whether it’s refurbished and resold or recycled for metals and rare-earths, e-waste that stores data — especially smartphones, computers, servers and some medical devices — must be wiped of sensitive information to comply with cybersecurity and environmental regulations. The service, referred to as IT asset disposition (ITAD), is offered by conventional waste and recycling companies, including Waste Management, Republic Services and Clean Harbors, as well as specialists such as Sims Lifecycle Services, Electronic Recyclers International, All Green Electronics Recycling and Full Circle Electronics.
“We’re definitely seeing a bit of an influx of [e-waste] coming into our warehouses,” said Full Circle Electronics CEO Dave Daily, adding, “I think that is due to some early refresh cycles.”
That’s a reference to businesses and consumers choosing to get ahead of the customary three-year time frame for purchasing new electronics, and discarding old stuff, in anticipation of tariff-related price increases.
Daily also is witnessing increased demand among downstream recyclers for e-waste Full Circle Electronics can’t refurbish and sell at wholesale. The company dismantles and separates it into 40 or 50 different types of material, from keyboards and mice to circuit boards, wires and cables. Recyclers harvest those items for metals and rare earths, which continue to go up in price on commodities markets, before reentering the supply chain as core raw materials.
Even before the Trump administration’s efforts to revitalize American manufacturing by reworking trade deals, and recent changes in tax credits key to the industry in Trump’s tax and spending bill, entrepreneurs have been launching e-waste recycling startups and developing technologies to process them for domestic OEMs.
“Many regions of the world have been kind of lazy about processing e-waste, so a lot of it goes offshore,” Sinha said. In response to that imbalance, “There seems to be a trend of nationalizing e-waste, because people suddenly realize that we have the same metals [they’ve] been looking for” from overseas sources, he said. “People have been rethinking the global supply chain, that they’re too long and need to be more localized.”
China commands 90% of rare earth market
Several startups tend to focus on a particular type of e-waste. Lately, rare earths have garnered tremendous attention, not just because they’re in high demand by U.S. electronics manufacturers but also to lessen dependence on China, which dominates mining, processing and refining of the materials. In the production of rare-earth magnets — used in EVs, drones, consumer electronics, medical devices, wind turbines, military weapons and other products — China commands roughly 90% of the global supply chain.
The lingering U.S.–China trade war has only exacerbated the disparity. In April, China restricted exports of seven rare earths and related magnets in retaliation for U.S. tariffs, a move that forced Ford to shut down factories because of magnet shortages. China, in mid-June, issued temporary six-month licenses to certain major U.S. automaker suppliers and select firms. Exports are flowing again, but with delays and still well below peak levels.
The U.S. is attempting to catch up. Before this past week’s Trump administration deal, the Biden administration awarded $45 million in funding to MP Materials and the nation’s lone rare earths mine, in Mountain Pass, California. Back in April, the Interior Department approved development activities at the Colosseum rare earths project, located within California’s Mojave National Preserve. The project, owned by Australia’s Dateline Resources, will potentially become America’s second rare earth mine after Mountain Pass.
A wheel loader takes ore to a crusher at the MP Materials rare earth mine in Mountain Pass, California, U.S. January 30, 2020. Picture taken January 30, 2020.
Steve Marcus | Reuters
Meanwhile, several recycling startups are extracting rare earths from e-waste. Illumynt has an advanced process for recovering them from decommissioned hard drives procured from data centers. In April, hard drive manufacturer Western Digital announced a collaboration with Microsoft, Critical Materials Recycling and PedalPoint Recycling to pull rare earths, as well as copper, gold, aluminum and steel, from end-of-life drives.
Canadian-based Cyclic Materials invented a process that recovers rare-earths and other metals from EV motors, wind turbines, MRI machines and data-center e-scrap. The company is investing more than $20 million to build its first U.S.-based facility in Mesa, Arizona. Late last year, Glencore signed a multiyear agreement with Cyclic to provide recycled copper for its smelting and refining operations.
Another hot feedstock for e-waste recyclers is end-of-life lithium-ion batteries, a source of not only lithium but also copper, cobalt, nickel, manganese and aluminum. Those materials are essential for manufacturing new EV batteries, which the Big Three automakers are heavily invested in. Their projects, however, are threatened by possible reductions in the Biden-era 45X production tax credit, featured in the new federal spending bill.
It’s too soon to know how that might impact battery recyclers — including Ascend Elements, American Battery Technology, Cirba Solutions and Redwood Materials — who themselves qualify for the 45X and other tax credits. They might actually be aided by other provisions in the budget bill that benefit a domestic supply chain of critical minerals as a way to undercut China’s dominance of the global market.
Nonetheless, that looming uncertainty should be a warning sign for e-waste recyclers, said Sinha. “Be careful not to build a recycling company on the back of one tax credit,” he said, “because it can be short-lived.”
Investing in recyclers can be precarious, too, Sinha said. While he’s happy to see recycling getting its due as a meaningful source of supply, he cautions people to be careful when investing in this space. Startups may have developed new technologies, but lack good enough business fundamentals. “Don’t invest on the hype,” he said, “but on the fundamentals.”
Glencore, ironically enough, is a case in point. It has invested $327.5 million in convertible notes in battery recycler Li-Cycle to provide feedstock for its smelter. The Toronto-based startup had broken ground on a new facility in Rochester, New York, but ran into financial difficulties and filed for Chapter 15 bankruptcy protection in May, prompting Glencore to submit a “stalking horse” credit bid of at least $40 million for the stalled project and other assets.
Even so, “the current environment will lead to more startups and investments” in e-waste recycling, Sinha said. “We are investing ourselves.”