Rattan’s newest electric bike has a name you can’t say in polite company
Rattan, a long-time player now seeing increased penetration in the entry-level e-bike market, has rolled out new electric bicycle models for the 2024 riding season. And believe it or not, it’s the little guy that’s getting most of the attention. That’s right, it’s time to check out the company’s latest small format 20″ folding e-bike. Say “Hello” to Rattan’s new Pinus.
Sure, it’s a bit of a unique name, the Pinus. Chinese e-bike companies operating in the US are known for occasionally choosing quirky monikers, often creating a bit of a letter jumble that helps avoid copyright infringement in a field crowded with competition and already-taken names. But Pinus certainly stands tall among the unique names.
I’m not even sure if that’s how you pronounce it. Maybe it’s a long ‘i’? But then it just sounds like a southern belle, “I believe it’s time for my afternoon Pinus ride, I do declare…“.
Though ultimately, what’s in a name? Wouldn’t a Pinus by any other name ride as well? In this case, I have to imagine it would. So let’s cut it with the jokes and move on. Take my hand as we enter into the specs together.
The Pinus has a form most of us are quite familiar with by now, featuring thick 4″ tires and a step-through frame. With its unisex design, hopping on a Pinus is sure to be a fun experience for men and women alike.
While some might be surprised by the frame’s significant girth, it won’t come as a shock to those who have spent years in the industry. That’s because the removable battery is inserted from below the downtube, slipping inside the frame for a smoother and sleeker appearance.
There’s no word on any UL certification for that battery, and so while it’s always advisable to use protection, that might be doubly so here for overnight charging. In fact, it’s usually considered better to charge during the day when riders are more attentive—a little afternoon delight, if you will.
That 48V 20Ah battery is significantly larger than average, providing 960Wh of capacity. I know everyone claims theirs is bigger, but I can actually confirm for Rattan on this one. Most other batteries in this size class are closer to the 600-700Wh ballpark, for comparison, meaning Rattan’s Pinus is packing around 50% more. But hey, who’s counting?
And for any of the more seasoned riders out there who want the biggest option they can fit, they’re in luck. There’s actually a double battery version available that provides 1,920 Wh of capacity.
That second battery can piggyback on the downtube, allowing the bike to simultaneously take one from underneath and another one from on top. Doubling the capacity also doubles the range, meaning the Pinus can probably go for longer than you can. Rattan tells us the dual battery option has a maximum range of 150 miles (241 km), though that number seems a bit lofty.
Look, we get it Rattan. It’s already huge. You don’t have to exaggerate even further.
Equipped with a torque sensor instead of a less responsive cadence sensor, the Pinus can sense how hard you’re pushing it and respond instantly, delivering more power the harder you ride. For those who prefer it slow and easy, the torque sensor also means that a gentle push of the pedals results in a softer and less dynamic experience, unlike cadence sensors that can sometimes result in a less comfortable lurching or jerky ride. With a torque sensor, a slow push gets an easy response and a hard push gets the full monty.
Of course, most riders like the extra vigor, and the Pinus doesn’t disappoint. The 750W rear hub motor actually packs more heat than it first appears, offering 1,200W of peak performance. That translates into a top speed of 28 mph (45 km/h), the highest allowable by law on public roads in most states. Of course, what you do in the privacy of your own property is no one’s business but your own.
Though don’t let today’s media fool you; it’s not all about pushing hard and going fast. Slowing down sometimes is important too, and the Pinus comes with hydraulic disc brakes that allow riders to pull back in an instant. As any seasoned rider will tell you, going fast is fun but knowing when to stop is every bit as important.
Weighing in at 83 lb (37.6 kg), the Pinus is significantly heavier than most others in its class. But that extra bulk does come with a serious advantage.
Rattan tells us that the Pinus can support smaller and larger riders alike, claiming a maximum operating capacity of up to 400 lb (181 kg) on it at any one time.
In fact, speaking of its impressive rigidity, Rattan tells us that the frame on the Pinus is twice as thick as others, as seen in the entirely real graphic below from the sales page.
Other nice-to-see additions include the rear rack, LED lighting with turn signals, wide saddle, 8-speed transmission, color LCD display, and USB charging for your devices on the handlebars. With the Pinus going for as long as this, your phone definitely might start running low partway through the ride, especially if you like to film during it.
The Pinus is priced at US $1,699 and available in two colorways of Lava Red and Sky Blue. There’s no word from the company on whether Eggplant Purple was considered.
Electrek’s Take
Thank you, I’ll be here all week! [angry audience members proceed to throw objects at stage]
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Last week, Parker Hannifin launched what they’re calling the industry’s first certified Mobile Electrification Technology Center to train mobile equipment technicians make the transition from conventional diesel engines to modern electric motors.
The electrification of mobile equipment is opening new doors for construction and engineering companies working in indoor, environmentally sensitive, or noise-regulated urban environments – but it also poses a new set of challenges that, while they mirror some of the challenges internal combustion faced a century ago, aren’t yet fully solved. These go beyond just getting energy to the equipment assets’ batteries, and include the integration of hydraulic implements, electronic controls, and the myriad of upfit accessories that have been developed over the last five decades to operate on 12V power.
At the same time, manufacturers and dealers have to ensure the safety of their technicians, which includes providing comprehensive training on the intricacies of high-voltage electric vehicle repair and maintenance – and that’s where Parker’s new mobile equipment training program comes in, helping to accelerate the shift to EVs.
“We are excited to partner with these outstanding distributors at a higher level. Their commitment to designing innovative mobile electrification systems aligns perfectly with our vision to empower machine manufacturers in reducing their environmental footprint while enhancing operational efficiency,” explains Mark Schoessler, VP of sales for Parker’s Motion Systems Group. “Their expertise in designing mobile electrification systems and their capability to deliver integrated solutions will help to maximize the impact of Parker’s expanding METC network.”
The manufacturing equipment experts at Nott Company were among the first to go through the Parker Hannifin training program, certifying their technicians on Parker’s electric motors, drives, coolers, controllers and control systems.
“We are proud to be recognized for our unwavering dedication to advancing mobile electrification technologies and delivering cutting-edge solutions,” says Nott CEO, Markus Rauchhaus. “This milestone would not have been possible without our incredible partners, customers and the team at Nott Company.”
In addition to Nott, two other North American distributors (Depatie Fluid Power in Portage, Michigan, and Hydradyne in Fort Worth, Texas) have completed the Parker certification.
Electrek’s Take
With the rise of electric equipment assets like Bobcat’s T7X compact track loader and E10e electric excavator that eliminate traditional hydraulics and rely on high-voltage battery systems, specialized electrical systems training is becoming increasingly important. Seasoned, steady hands with decades of diesel and hydraulic systems experience are obsolete, and they’ll need to learn new skills to stay relevant.
Certification programs like Parker’s are working to bridge that skills gap, equipping technicians with the skills to maximize performance while mitigating risks associated with high-voltage systems. Here’s hoping more of these start popping up sooner than later.
SOURCE | IMAGES: Parker Hannifin.
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Based on a Peterbilt 579 commercial semi truck, the ReVolt EREV hybrid electric semi truck promises 40% better fuel economy and more than twice the torque of a conventional, diesel-powered semi. The concept has promise – and now, it has customers.
Austin, Texas-based ReVolt Motors scored its first win with specialist carrier Page Trucking, who’s rolling the dice on five of the Peterbilt 579-based hybrid big rigs — with another order for 15 more of the modified Petes waiting in the wings if the initial five work out.
The deal will see ReVolt’s “dual-power system” put to the test in real-world conditions, pairing its e-axles’ battery-electric torque with up to 1,200 miles of diesel-extended range.
ReVolt Motors team
The ReVolt team starts off with a Peterbilt, then removes the transmission and drive axle, replacing them with a large genhead and batteries. As the big Pete’s diesel engine runs (that’s right, kids – the engine stays in place), it creates electrical energy that’s stored in the trucks’ batteries. Those electrons then flow to the truck’s 670 hp e-axles, putting down a massive, 3500 lb-ft of Earth-moving torque to the ground at 0 rpm.
The result is an electrically-driven semi truck that works like a big BMW i3 or other EREV, and packs enough battery capacity to operate as a ZEV (sorry, ZET) in ports and urban clean zones. And, more importantly, allows over-the-road drivers to hotel for up to 34 hours without idling the engine or requiring a grid connection.
That ability to “hotel” in the cab is incredibly important, especially as the national shortage of semi truck parking continues to worsen and the number of goods shipped across America’s roads continues to increase.
And, because the ReVolt trucks can hotel without the noise and emissions of diesel or the loss of range of pure electric, they can immediately “plug in” to existing long-haul routes without the need to wait for a commercial truck charging infrastructure to materialize.
“Drivers should not have to choose between losing their longtime routes because of changing regulatory environments or losing the truck in which they have already made significant investments,” explains Gus Gardner, ReVolt founder and CEO. “American truckers want their trucks to reflect their identity, and our retrofit technology allows them to continue driving the trucks they love while still making a living.”
If all of that sounds familiar, it’s probably because you’ve heard of Hyliion.
Hyliion electric semi truck
Before it changed its focus to develop Carnot-cycle generators and gensets, Austin-based Hyliion built a number of EREV Peterbilts using the then-new 15L Cummins diesel as a generator and employing the same sort of battery and e-axle-arrangement as ReVolt.
In addition to being located in the same town and employing the same idea in the same Peterbilt 579 tractor, ReVolt even employs some of the same key players as Hyliion: both the company’s CTO, Chandra Patil, and its Director of Engineering, Blake Witchie, previously worked at Hyliion’s truck works.
Still, Hyliion made their choice when they shut down their truck business. ReVolt seems to have picked up the ball – and their first customer is eager to run with it.
“Our industry is undergoing a major transition, and fleet owners need practical solutions that make financial sense while reducing our environmental impact,” said Dan Titus, CEO of Page Trucking. “ReVolt’s hybrid drivetrain lowers our fuel costs, providing our drivers with a powerful and efficient truck, all without the need for expensive charging infrastructure or worrying about state compliance mandates. The reduced emissions also enable our customers to reduce their Scope 2 emissions.”
Page Trucking has a fleet of approximately 500 trucks in service, serving the agriculture, hazardous materials, and bulk commodities industries throughout Texas. And, if ReVolt’s EREV semis live up to their promise, expect them to operate a lot more than 20 of ’em.
SOURCES | IMAGES: ReVolt; via Power Progress, TTNews.
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With 272 miles of range and more room inside its walls than your first apartment, GM’s Chevy Brightdrop electric van is one of the best commercial EVs you can buy. And if you’re a Costco Executive member, you can get one for yourself or your business with an absolutely incredible $31,500 discount. (!)
Fleet electrification expert Tony Nisam took to LinkedIn yesterday to post a deal that he ran across at a Washington State Costco that stacks a $25,500 manufacturer rebate with $3,000 in “regular” Costco Member Savings, $2,750 in “LIMITED-TIME” Manufacturer to Member Incentives, plus an additional $250 for Costco Executive members.
Do a bit of math (add up 25,500 + 3,000 + $2,750 + 250), and you’ll calculate an almost unheard of $31,500 discount on one of the best, most capable commercial vans on the market – ICE or electric. And that’s before you factor in the 0% interest financing (72 mo.) being advertised at Blade Chevrolet, the Mount Vernon, Washington, where VIN 2G58J2TY6S9104313 (the exact van shown, below) is shown as stock number 16757.
If you’re not a Costco member yet and you’re looking for a new truck for your business or even a unique #vanlife ride with zero emissions, modern tech, and a nationwide dealer network, GM makes that $130 Executive membership seem like a no-brainer.
Kind of a big deal
“But wait,” says the floating, disembodied ghost of the great Billy Mays. “There’s more!” In addition to the $31,500 worth of discounts Costco Executive members get, there are deals to be had on chargers AND a number of other state and local utility incentives your business might qualify for, bringing the cost of adding a new Chevy Brightdrop to your fleet even lower. In northern Illinois, for example, ComEd commercial customers can get up to $7,500 in rebates for a new Brightdrop Zevo van.
Is a $39,000 price cut enough to get you to take a look at a new Brightdrop? At $45,235 (from a starting price of $84,235), can you afford not to? Head down to the comments and let us know.
SOURCE | IMAGES: Tony Nisam.
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