I tested a hydrogen-powered bicycle. Is this the future?
This past week, I attended the Micromobility Europe event in Amsterdam, where I saw many familiar company faces and several new ones in the broader micromobility world. One of the most fascinating new startups I saw at the show was Hydroride Europe AG, which showed off several hydrogen-powered bicycles and a small at-home hydrogen generator for “recharging” the bike by producing small bottles of hydrogen gas.
From a distance, the bikes don’t look much different than any other electric bike you’ve probably seen before.
And to be honest, they don’t even look that different from up close, either.
You’ll still spot a hub motor powering the wheel and what looks like a battery holder, either in the downtube or hidden in a rack-mounted unit. But when you turn the key and pop the “battery” lid, you’ll quickly realize it’s hiding a little green bottle instead of a blue shrink-wrapped battery.
Those little hydrogen tanks, around the size of a 500 mL water bottle, hold enough hydrogen for around 60 km or 36 miles of riding. They feed hydrogen into an on-board hydrogen fuel cell, which uses a chemical process to convert the hydrogen into electricity, with the only output being water.
That’s right, if the bottom of your bike wasn’t so filthy, you could probably put your lips up to it and drink.
My first ride on a hydrogen bike
After checking out the exhibit, I took one of the hydrogen bikes out for a test ride in the Amsterdam streets around the trade show.
I’m not sure what I was expecting, but it felt pretty much like…. any other European e-bike I’ve tried. The power was fine, modest but fine. The ride was comfortable. And it felt like a fairly conventional electric bike.
To be honest, I guess that’s the point. Hydrogen isn’t meant to be some revolutionary game changer for performance. At the end of the day, the motor is still a basic 250W e-bike hub motor. And thus, the ride feels like a basic 250W e-bike.
The main difference is where the energy is coming from. In this case, from a little white box that looks like a laser printer, yet is apparently an at-home hydrogen generator.
If anything, the most surprising thing about the ride itself was just how unsurprising it was. I didn’t really have to change anything about my riding since it’s still an electric bike, just not a battery electric bike.
E-bikes are already prolific. Why hydrogen?
It’s true, battery-powered electric bikes are everywhere. If there was ever going to be a hydrogen vs battery e-bike war, you’d think it would be over before it even began.
So why are we even still talking about hydrogen bikes? Well, there are still a few advantages over traditional e-bikes. Almost all electric bicycles these days use lithium-ion batteries, which usually require problematic or otherwise rare materials to produce. As much as battery makers have tried to limit the amount of such minerals, we’re often still beholden to suppliers from a handful of countries using sometimes unethical means to procure the necessary materials to produce these batteries.
Hydrogen, on the other hand, can be produced in your living room or kitchen using a small hydrogen generator. Heck, you can even buy one on Amazon if you want. It still requires electricity to power the electrolysis process, meaning you’re going to lose some energy along the way due to inefficiencies in the process. But just like how a wall charger doesn’t put 100% of the electricity that flows through it into your battery, there are always inefficiencies in energy transfers. And similarly to a wall charger for a battery e-bike, Hydroride’s electrolysis machine can be solar-powered, meaning you’re effectively using free energy from the sun to produce fuel. It’s literally a “just add water” process to generate your own fuel.
Once on the bike, the ride is as zero emissions as a battery-powered bicycle. Or, almost as zero emissions, as long as you don’t count the occasional drops of pure water produced by the hydrogen fuel cell on board the bike.
Who is this for?
It’s true, the company offers an at-home hydrogen generator and that means you could conceivably use a hydrogen bike like this as your daily rider. But as I learned at the booth, they’re more focused on B2B than B2C, with their main goal being bike and scooter sharing companies, not individual consumers like you and me.
And that makes more sense, in my opinion. Yes, I accept that hydrogen has unique advantages that batteries do not. But battery e-bikes have such a hold on the industry that I don’t see major changes coming there anytime soon.
But for sharing companies, those batteries are one of the biggest headaches of their industry. The single largest source of emissions for most scooter and bike-sharing services is the diesel-powered van that has to go around to swap batteries in these things. And so if you could fit larger hydrogen bottles on these bikes to give them more range (the small bottles already give scooters 100 km or 60 miles of range), or you could use local hydrogen generators for on-site bottle swaps, that could make a big impact.
It also removes the issue of charging hundreds of batteries at a storage depot and the resulting fire concerns related to those hundreds of batteries.
To be fair, a quick check of the periodic table reminds me that hydrogen isn’t exactly the most inert of the gases, either. But we’ve come a long way from the days of the Hindenburg and are pretty good about safely controlling the storage and transfer of hydrogen, especially in small water bottle-sized packages.
What’s my verdict?
To be honest, I used to think hydrogen was dead on arrival for e-bikes. And I still am not very bullish on it gaining much market share. But now I at least see that it has real potential for certain specific niches.
Sharing and other fleet usage seems to be the best use case, since I don’t see it taking off for average consumers. I definitely see the advantages of hydrogen for a pizza shop with a fleet of delivery e-bikes that doesn’t want to deal with a tabletop full of charging batteries, or for a scooter sharing operation that doesn’t want the logistical nightmare of hundreds or thousands of volatile batteries in their warehouse.
But let’s just say I don’t think I’ll be riding a hydrogen-powered Trek or Gazelle bike soon.
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President Trump has nominated Jonathan Morrison to lead the National Highway Traffic Safety Administration (NHTSA). Morrison has previously criticized and tussled with Tesla in his previous role at NHTSA.
Morrison is now Trump’s nominee to head the National Highway Traffic Safety Administration, which is in charge of regulating the auto industry in the US.
The attorney was the agency’s Chief Counsel during Trump’s first term, and he had a few disputes with Tesla during that time.
In September 2018, the US National Highway Traffic Safety Administration (NHTSA) released its Tesla Model 3 crash test results, and the EV got five-star safety ratings in every category.
Tesla interpreted the data from the test and claimed that Model 3 achieved “the lowest probability of injury of any vehicle ever tested by NHTSA“.
Morrison sent Tesla a cease-and-desist letter over the claim, arguing that it was misleading.
The lawyers also subpoenaed Tesla to get data about a specific crash in 2019.
Next week, Morrison is expected to have his confirmation hearing in the Senate and could take up his role shortly after.
The nomination is significant in the context of the current feud between Tesla CEO Elon Musk and President Trump.
Musk has been criticizing Trump and his allies over their recently passed budget and tax bill, which is expected to significantly increase the federal government’s debt and eliminate virtually all subsidies to electric vehicles and renewable energy, potentially harming Tesla.
Trump has warned Musk that he could go directly after his companies and NHTSA would be the top vehicle for that when it comes to Tesla.
The agency had already launched several investigations into Tesla over the years, with the largest one examining Tesla’s Full Self-Driving program and several fatal crashes related to the ADAS system.
Electrek’s Take
Most NHTSA probes into Tesla have resulted in slaps on the wrist at best, but this FSD probe involves several fatal crashes, and even though it started under the Biden administration, it could potentially ramp up under Trump, especially amid his feud with Musk.
On the one hand, it’s disheartening to see the US reach this point, where feuds between billionaires and elected officials are settled through regulatory agencies. Still, at the same time, Musk did buy the election for Trump, so he created this situation in the first place, and there are serious concerns about how safe FSD is.
At the very least, I would hope that NHTSA will start to force Tesla to release all its FSD crash and disengagement data.
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You might remember the GEM as a quirky little electric microcar that’s been cruising through campuses, resorts, and planned communities for years. But now, it’s taking on a more serious job – saving lives. Waev Inc., the maker behind the long-running GEM electric vehicle line, has just unveiled the GEM Ambulance, a purpose-built, all-electric, street-legal low-speed vehicle (LSV) designed specifically for emergency medical services.
While it might not replace a full-size ambulance on high-speed highways, this new electric responder is tailor-made for the dense environments where conventional ambulances often struggle: college campuses, sporting events, entertainment venues, airports, and more. With a top speed of 25 mph, it’s built for maneuverability, safety, and zero-emission performance in pedestrian-heavy areas.
“The GEM Ambulance fills a critical gap in medical response – delivering the ideal balance of agility and safety EMS teams need in crowded settings,” said Byron Dudley, Vice President at Waev Inc.
The new GEM Ambulance is built on the same proven electric platform that has powered GEM vehicles for over 25 years. It’s a highly refined LSV that combines practical engineering with professional-grade EMS functionality. In partnership with emergency equipment supplier QTAC, Waev integrated a skid-mounted EMS system that includes secure patient transport, attendant seating, optional oxygen and IV mounts, and rugged PolyTough™ construction designed to handle demanding conditions.
Unlike golf carts or UTV-based setups that have been DIYed into emergency vehicles, the GEM Ambulance offers a more stable, comfortable, and professional platform. The EMS skid is positioned between the wheels for better weight distribution, and the vehicle’s low deck height and rear step-up provide easy access for patients and personnel alike.
The GEM Ambulance doesn’t skimp on emergency essentials either. It’s equipped with a 360-degree red emergency lighting system, an SAE Class 1-compliant siren with multiple sound patterns, a public address system, turn signals, LED headlights and taillights, and even a pedestrian noise emitter for quiet zones. A backup camera and full 360° sightlines give drivers added confidence when navigating tight environments.
And since it’s 100% electric, there’s no tailpipe emissions to worry about when operating indoors or in crowded spaces. Maintenance is minimal thanks to GEM’s maintenance-free batteries, regenerative braking, and corrosion-resistant aluminum frame. There’s even a seven-year warranty on the lithium-ion battery option.
The biggest surprise might be the price. According to Waev, the GEM Ambulance can cost up to 80% less than a traditional ambulance and 50% less than electric trucks or UTV-based alternatives. Plus, with operating costs of just $0.03 per mile, it promises long-term savings with no fuel, no fluids, and no downtime from engine servicing.
With applications ranging from college campuses and amusement parks to military installations and warehouse sites, the GEM Ambulance could be a game-changer for localized EMS response. It’s available now through GEM’s nationwide dealer network and can also be purchased through government contracts like Sourcewell, Texas BuyBoard, and GSA procurement channels.
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The Kia EV5 is officially heading to North America in early 2026, paving the way for a potential US launch. If so, it could go head-to-head with the Tesla Model Y.
Is Kia launching the EV5 in the US?
On Tuesday, Kia unveiled the new EV5, a global version of its electric SUV that has been sold in China since 2023.
Starting at around $20,000 (149,800 yuan), the EV5 is leading Kia’s comeback in China. It’s also a top-selling EV in Australia, where it’s exported from Kia’s Chinese joint venture, Yueda Kia.
The global version will be made in Korea with a few slight upgrades. For one, it’s powered by an 81.4 kWh nickel-manganese-cobalt (NMC) battery pack, rather than the BYD LFP Blade battery used in the version sold in China.
In Europe, the EV5 will be initially available in two variants: a baseline model and a GT-Line model. Both are powered by front-wheel drive (FWD) with up to 215 hp (160 kW) and 218 lb-ft (295 Nm) of torque.
The global version is 4,610 mm long, 1,875 mm wide, and 1,675 mm tall, or a bit smaller than the Tesla Model Y. It’s about the size of the Hyundai IONIQ 5.
Inside, you’ll find a setup similar to the EV9 and EV3, featuring Kia’s new ccNC (connected car Navigation Cockpit) infotainment system. The setup features a 12.3″ instrument cluster and a 12.3″ infotainment display in a panoramic format. There’s also an added 5.3″ climate control screen.
During the launch event, Kia said the “rollout begins” in Korea and Europe in the second half of 2025, adding North American sales will start in early 2026.
Does that include the US? I wouldn’t get my hopes up. In January, Kia announced the EV5 will be “exclusive to the Canadian market in North America.” It will begin arriving at dealerships in 2026.
However, it might make sense. The EV5 for North America will have a built-in NACS port, unlocking access to Tesla Superchargers. It will be available in both AWD and FWD powertrains. Two battery sizes will be offered, 60.3 kWh and 81.4 kWh, offering a range of up to 310 miles (500 km).
With sales of the EV6 and EV9 slipping nearly 50% each through the first half of the year in the US, the EV5 could complement the two.
Electrek’s Take
Although it’s still unlikely, the EV5 could serve as a potential electric alternative to the Sportage, Kia’s top-selling vehicle in the US.
Through June, Kia has sold over 87,000 Sportage models in the US. In comparison, it’s only sold 4,938 EV9s and 5,875 EV6 models.
Kia is launching the EV4, its first electric sedan, in the US early next year. However, a smaller compact electric SUV may be an even better fit.
It already builds the EV9 and EV6 in Georgia, so it could produce the EV5 in the US to avoid extra tariff costs. Or, it could even potentially be built at Hyundai’s new EV plant in Georgia. However, nothing is confirmed.
Would you buy the Kia EV5 in the US? Prices would likely start at around $50,000. Drop us a comment below and let us know your thoughts.
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