Connect with us

Published

on

In 2024, the world sold 3.5 million more EVs than it did in the previous year, according to a new report by Rho Motion. This increase is larger than the 3.2 million increase in EV sales from the previous year – meaning that EV sales aren’t just up, but that the rate of growth is itself increasing.

However, an entire year of false political, media and industry statements might have had you thinking otherwise.

You’ve probably heard this lie many times over the course of more than a year: that, supposedly, EV sales are in trouble, and are slowing drastically.

This myth has been pushed by many, in many forms, with varying levels of wrongness. The position has been so pervasive that it might as well be universal – it has been taken as accepted fact that EV sales are down, even though they simply aren’t.

Sometimes it has been an intentional distortion from actors who oppose the growth of clean-air vehicles, but the attitude has become so pervasive that many have repeated it unthinkingly, without actually looking at the data. And thus this misinformation has become oft-repeated common knowledge, despite being incorrect.

But today, Rho Motion, an electric vehicle research consultancy, is out with a new report showing what we knew all along – that EV sales are still growing strongly.

No, EV sales didn’t slow

One form of this misinformation says that EV sales are down – which is to say that fewer people are buying EVs now than were in the past. This is phenomenally untrue – per the data at the end of the year (and quarterly data mid-year as well, as we pointed out), EV sales grew and set records in every territory around the world in 2024 except Europe, where they were down just 3%.

Rho Motion’s report, out today, shows that EV sales increased in all regions other than Europe, and across the globe as a whole. China experienced the largest growth at 40%, with North America growing by 9% and the “rest of the world” growing at 27%.

But even the European numbers are misleading, given that European EV sales were mostly up outside of its largest country Germany, which saw a decrease due to the country ending EV incentives in late 2023, leading to a pull-forward in demand and subsequent drop in sales.

But outside of that one region, driven largely by an end in incentives in one country, the rest of the world’s regions, and the globe itself, saw a drastic increase in EV sales.

This rise happened despite the world’s largest EV maker, Tesla, seeing its first sequential decline in sales since 2011, dragging down a market that may have otherwise risen even faster. Tesla’s sales drop was driven less by overall EV disinterest, as proven by continued EV growth across the world, and more by stale models and an incompetent CEO who has abandoned the mission of the company and cozied up with anti-EV interests, thus turning away customers.

No, EV sales growth didn’t slow, either

Another, lighter form of misinformation repeated throughout the last year stated that EV sales growth has slowed. There’s a difference between this statement and saying that sales are down – many headlines described EV sales as falling, cooling, slowing, etc., but those words would apply to a decrease, when in fact EV sales increased.

EV sales “growth” is different, and after so many people lied saying that EV sales were going down, some instead took the lighter position that EV sales would simply not grow as much in 2024 as they had in 2023. The suggestion here was that the rate of change of EV sales (that is, the second derivative of sales numbers) would reduce, and that that signaled trouble.

But we now know that even that assertion is wrong.

Looking into Rho Motion’s data for the last couple years, the world sold 17.1 million plug-in cars in 2024. In 2023, the world sold 13.6 million, and in 2022, the world sold 10.4 million. Rho Motion’s numbers do include both BEVs and PHEVs, but not cars without a plug.

Let’s look at the difference between those numbers. In 2023, EV sales grew by 3.2 million units across the world. But in 2024, EV sales grew by 3.5 million, which for those in the back is in fact a bigger number than 3.2 million.

This means that not only did EV sales grow in 2024, but the rate of growth even went up on a unit basis.

This rise in growth is obscured by using percentages rather than raw numbers (showing 31% growth in 2023, but 25% in 2024, as these numbers do), because any number that starts small and rapidly grows will inevitably experience lower percentage growth over time.

If, for example, your company sold 100 units in one year, then 1,000 units in the next, then 9,000 units in the next year, you would clearly understand that the third year is your best year in sales, and your biggest year of growth, as you added +8,000 unit sales compared to the previous year’s +900 unit sales growth.

But if you look at it on a percentage basis, your growth just went down from +900% to +800%. Even though your company is clearly doing increasingly better, you’ve added far more employees than ever before, your revenues are at an order of magnitude they’ve never reached before, etc., someone who is looking for impossible, infinitely-continuing exponential growth could try to look at this and claim that your company is doing worse than it was.

So, even these arguments focusing on slower sales growth are misleading. EV sales went up in 2024, and they went up by more than they did in the previous year. Some of us thought at the beginning of 2024 that this may end up being the case, even in the face of all this disinformation from anti-EV forces in media, industry and politics. Those of us who predicted that are vindicated, now that all the cards are on the table.

Gas car sales are in long-term decline

Meanwhile, one thing that all of these headlines ignore is that gas car sales are in long-term decline.

Among all the false focus on EV sales throughout the year, relatively fewer headlines have noted that global gas car sales hit their peak in 2017, have not hit that peak again, and likely will never hit that peak again. They’re down about a quarter from that peak, and show no signs of recovering, as it’s likely that any increase in vehicle sales will be taken up by growth in EV sales, not gas car sales.

So the growth in EV sales should look even stronger when compared to the long-term weakness of gas car sales.

This is great news for the world, and for everyone’s health, as gas cars create pollution that damages every organ in the body, kills millions of people per year, and is a primary driver of climate change which is already causing an uptick in natural disasters and threatens to displace over a billion people.

Of course, cars themselves, regardless of powertrain, still have numerous other negative environmental effects, and a shift to micromobility and mass transit would be even more environmentally preferable. But as long as gas cars are unfortunately still being made, seeing them trend downward and be replaced by vehicles that don’t spew poison from their tailpipes during every second of operation should be cause for celebration for all living things on Earth.

But what isn’t great is that, even with today’s news showing how false all of these headlines have been throughout the year, we’re not sure any of this is going to stop in our current post-truth era. The lies have not just been proven wrong today, but were wrong all along – EV sales weren’t down at any point over the course of the last year, but people kept ignoring the data and saying it.

Why does it matter? These lies influence policy – and cause more pollution

All of this matters because these constant incorrect statements have caused changes in plans for both automakers and governments who are pulling back their EV targets, and because it contributes to incorrect consumer perceptions which in turn actually can affect demand, all of which dooms humanity to worse health and climate outcomes.

Early on as this pattern of lies started to show itself in the media, David Reichmuth of the Union of Concerned Scientists suggested that one motivation behind the false headlines could be to influence regulations. The idea goes that, by pretending EV sales were “cooling,” despite that they were not, automakers could convince governments to pull back on their future commitments, thus allowing them to continue business as usual instead of having to put in effort to make actually good cars that don’t poison everything around them.

But those regulations already passed and timelines were loosened after automaker whining, so congratulations, you got what you wanted. You get to do little to change, you left open the door for new entrants to take over your industry, and you get to poison people a bit more for a few more years. You can stop lying now.

And yet, the headlines continued, and so many outlets continued to push the same false narrative that they had for more than a year claiming that EV sales are down. Some number of consumers who hear these constant falsehoods may have their EV buying decisions delayed as a result, which could in turn have suppressed EV sales below the even higher level that they might have been at without so much incorrect reporting.

And yes, higher EV sales growth rates would be preferable to the current status quo and are needed to meet climate targets. Or rather, a faster decline in gas car sales is what’s truly needed – and would be beneficial to all living beings on this planet.

The environment cannot wait, and humans can’t spend the next 10-20 years breathing down the poison coming out of the tailpipe of each gas-powered vehicle sold today. This needs to end and it needs to end now. The faster we act, the easier it will be for the world to reach carbon reductions that are objectively necessary to achieve.

But overall, the point of this article is that media headlines and political statements suggesting a slowdown in EV sales are simply incorrect. And it’s hard to imagine that these headlines, which continued for more than a year, were not intentional.

Each journalist, politician, or auto company CEO who perpetuated the myth of an EV sales slowdown could have read any one of our articles, or googled a single number showing year-over-year EV sales in any region or for most countries and most brands, and found that outside of a few outliers, they are still going up. The information is out there and easy to find.

Today’s report ought to be the final nail in the coffin that gets people to stop repeating this nonsense. Thankfully, we’ve seen it less in the last couple months, so hopefully it’s petering out by now, but we expect this falsehood will still linger on in some realms. But if you hear it, now you know the truth: EV sales are up, and they were up more in 2024 than they were in 2023.


Know what else is growing? Home solar! Find a reliable and competitively priced solar installer near you on EnergySage, for free. They have pre-vetted installers competing for your business, ensuring high-quality solutions and 20-30% savings. It’s free, with no sales calls until you choose an installer. Compare personalized solar quotes online and receive guidance from unbiased Energy Advisers. Get started here. – ad*

FTC: We use income earning auto affiliate links. More.

Continue Reading

Environment

Upcoming electric Bentley blends 1930s style with 2030s tech

Published

on

By

Upcoming electric Bentley blends 1930s style with 2030s tech

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.

SOURCE | IMAGES: Bentley.


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.

Continue Reading

Environment

In rare earth metals power struggle with China, old laptops, phones may get a new life

Published

on

By

In rare earth metals power struggle with China, old laptops, phones may get a new life

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 seriously until 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

hide content

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.”

MP Materials CEO on deal with the Defense Department

Continue Reading

Environment

LiveWire gives surprise unveil of two smaller, lower-cost electric motorcycles

Published

on

By

LiveWire gives surprise unveil of two smaller, lower-cost electric motorcycles

LiveWire, the electric motorcycle company that was spun out of Harley-Davidson several years ago, has just shown off two fun-sized electric motorcycles designed to make powered two-wheelers more accessible to new riders, both physically and financially.

The company took to HD Homecoming, a motorcycle festival in Milwaukee, to give a surprise unveiling of the new bikes.

The bikes, which wear what look to be smaller 12″ tires and offer a barely 30″ (76 cm) seat height, are smaller and nimbler than anything we’ve seen from LiveWire before.

But that doesn’t mean they can’t perform. These aren’t some 30 mph (48 km/h) mopeds. LiveWire confirmed that early testing shows respectable performance figures of around 53 mph (85 km/h) speeds and 100 miles (160 km) of range from the pair of removable batteries.

Advertisement – scroll for more content

I’m assuming that range is measured at a lower urban speed, but these appear to be purpose-built to give riders the capability to ride where and how they want at a much more affordable price than LiveWire has ever offered.

Showing off both a trail and a street version, the LiveWire seems to be covering all of its bases.

“The trail model is intended for riding backyards, pump tracks, or even out on the ranch or campgrounds,” the brand explained. “The street model is perfect for urban errands, new riders, mini-moto fans, and anyone looking for a new hobby in the form of a readily customizable, approachable electric moto experience.”

LiveWire hasn’t shared any pricing details yet, and the two models are understood to still be in their development phase, but the advanced stages of the designs mean we likely won’t have to wait too much longer.

And with most of LiveWire’s current electric motorcycle models in the $16k- $17k, these bikes could conceivably cost less than half of that figure, changing the equation for young riders who can’t afford a luxury ride.

Electrek’s Take

Of course, they had to do this unveiling at the exact time that I was banging out a multi-thousand-word treatise bemoaning the fact that LiveWire hadn’t launched any smaller models yet. Hmmm, maybe it’s time for an article about how the e-bike industry needs a single battery standard.

Anyway, I’m all-in on this! I can’t even describe how excited this news makes me! This is an important step for LiveWire’s growth because the kind of folks who are drawn to electric motorcycles are often a different market than that sought by traditional legacy motorcycle manufacturers. LiveWire’s existing models are impressive, both in their extreme performance and their design, but they’re still powerhouses that provide more kick than most riders probably need.

These new mini e-motos could be exactly what new riders are looking for. Consider all the teens and young adults ripping it up on Sur Rons in towns across the US right now. Those Sur Rons aren’t street-legal bikes and they were never meant for the riding they’re most commonly being used for. But a street bike in a fun little Grom form factor like LiveWire is showing off? It could scratch that itch and also provide riders with the safety and support of a motorcycle company that comes from a storied history of over 100 years of motorcycle design, all from a new brand like LiveWire that speaks young riders’ language.

And that trail version – same thing. It’s going to offer the fun off-road riding that so many are looking for, yet do it in a well-designed package that isn’t just produced by some nameless factory in China trying to eke out the best profit margin.

FTC: We use income earning auto affiliate links. More.

Continue Reading

Trending