Fat-tire electric bikes are all the rage these days, designed to triumph on the trails but just as often seen conquering the pavement. Now the newly-released Velotric Nomad 2 is here to take a slice of that adventure-ready market. Designed for riders who want a mix of commuting practicality and off-road capability, this e-bike brings a powerful motor, excellent comfort, and a surprising amount of premium features at a relatively affordable price. But how well does it actually perform? I put it to the test to find out.
Velotric Nomad 2 Video Review
Velotric Nomad 2 Tech Specs
Motor: 750W rear hub motor with 90Nm of torque
Top speed: 28 mph (50 km/h) when unlocked to Class 3 mode
Range: Claimed up to 65 miles (up to 105 km)
Battery: 48V 14.7Ah 705Wh
Weight: 75 lb (34 kg)
Load capacity: 505 lb (230 kg)
Frame: Aluminum alloy
Tires: 26×4.0″ puncture-resistant fat tires
Brakes: Dual-piston Tektro hydraulic disc brakes on 203/180mm rotors (front/rear)
Extras: Color LCD display with USB-C phone charging port, 15 pedal assist levels, front and rear LED light with brake light and rear turn signals, 100mm travel hydraulic suspension fork, kickstand, internally routed cables, removable battery, cadence sensor and torque sensor (user selectable to switch back and forth between the two), UL-compliant battery and e-bike system, adjustable stem, and suspension seat post
Big on power, big on tires!
At the heart of the Nomad 2 is a 750-watt rear hub motor cranking out 90 newton-meters of torque. With all the new regulations hitting e-bikes, Velotric seems to be a bit cagier about publishing peak power specs, but the motor feels like it’s one of those 1,300-ish peak watt motors, and the 90 Nm torque spec reveals there’s some serious oomph in that hub motor! That’ll make it strong enough to take on steep hills and power through loose terrain like sand or gravel without breaking a sweat.
I’m glad to see a torque sensor included on the bike for smoother and more responsive pedal assist, but interestingly, riders can toggle between cadence and torque sensing in the settings, which is a unique touch for a bike at this price. The torque sensor offers a more natural pedal feel, responding to how hard you push, while the cadence mode is better suited for those who just want an easy ride with minimal effort. In effect, the cadence sensor basically works like a foot-activated throttle. If your feet are moving, the motor is working.
In practice, both work well, though torque sensing is where you’ll get the best mix of efficiency and responsiveness that makes it feel more like a pedal bike… just a pedal bike being ridden by someone with a professional cyclist’s tree trunk leg muscles.
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Speaking of having the power to handle loose terrain like sand and soil, the Nomad 2 rides on 26-inch fat tires, meaning you get plenty of grip and rollover capability for uneven terrain. It also comes with a 100mm travel front suspension fork, helping to smooth out the bumps. And to add even more comfort, a parallel linkage suspension seat post gives you a nicer ride on your own caboose than the cheaper telescoping suspension seat posts we often see. Velotric spent the extra change necessary to upgrade that component, and it’s one you can really feel when the riding gets bumpy. A quality suspension seat post like this makes a big difference. It’s not the same as true rear suspension, but it goes a lot of the way there for casual riders wanting to take the jolts out of their riding. Combined with that hydraulic suspension fork, the bike rides quite nicely on uneven terrain.
The Nomad 2 ships in 20 mph (32 km/h) top speed mode, but you can go into the settings and unlock a top. speed of 28 mph (45 km/h) on pedal assist. You’re still limited to 20 mph on throttle, but pedaling gets you the higher speed for long straightaways that are more fun at higher speeds.
You can even limit the speed lower if you’d like, down to 12 mph (20 km/h). Basically, you’ve got a lot of room to play around with limits on the bikes.
The 705 Wh battery is UL-certified and claims a range of up to 65 miles (105 km), though that’s in ideal conditions with pedal assist. In the real world, they claim a throttle range of 45 miles (72 km) on throttle when riding on flat ground. If you’re a heavier rider or have less-than-ideal conditions, you’ll get a bit less. But with a big 700+ Wh battery, there’s still plenty of energy in there for long rides, especially since few of us spend more than 40 miles in a row in the saddle on any single ride.
Charging is relatively fast, taking about five hours from empty thanks to the 3A charger. The battery is removable, so you can bring it inside to charge instead of hauling the whole bike to an outlet. At 75 lb (34 kg), hauling the entire bike around is a bit of a chore, so removable batteries are a must for many people who don’t have easy access to an outlet, such as in a garage. Apartment dwellers with bike rooms on the ground floor, I see you because I am one of you.
With hydraulic disc brakes on 203mm front and 180mm rear rotors, the Nomad 2 has plenty of stopping power. The brake levers feel solid, and there’s no mushy response when grabbing a handful of brake at speed.
Quality brakes are a must for a powerful, fast, and heavy electric bike. Velotric definitely delivered there.
Handling is predictable and stable, thanks in part to Velotric’s frame geometry, which helps the bike feel planted at higher speeds. Even with the bulk of a fat-tire bike, it never felt too unwieldy.
There are even two sizes available so riders can choose a frame closer to their ideal size. That also helps out shorter and taller riders who tend to find themselves at the extreme ends of the size spectrum on one-size-fits-all electric bikes. With multiple sizes, plus options for step-over and step-thru frames, riders have a lot of fitment choices.
Velotric packed in a surprising amount of tech for a bike in this price range. The 2.4-inch color display is bright and easy to read, offering all the ride stats you’d expect. The bike is also Apple Find My compatible, meaning if someone swipes it, you’ll have a shot at tracking it down, as long as you have an iPhone. I LOVE when companies incorporate this technology because it gives me added peace of mind knowing there’s some hope of finding my bike if it ever walks off.
Other notable features include an AirLock system for keyless unlocking via the Velotric app, a 360-degree lighting setup, including an automatic headlight that adjusts brightness based on surroundings, and integrated rear turn signals. I often ridicule e-bike makers for including turn signals that are unclear and a waste of space. In this case, Velotric’s are actually decent, though still not idea. They’re pretty close to the centerline of the bike making it a bit hard to tell that they are directional signals, but the amber color instead of red does help somewhat distinguish them. These have a prayer of being understood to be directional indicators, though I definitely still signal with my arms when I want to be more confident that drivers understand what I’m about to do. I know some of them will still be oblivious, but I want to give myself the best odds possible.
Overall, I’d say the lighting features are a welcome upgrade in the commuter-friendly category. Adding in the included rear rack and fender set, which both come standard, makes this fat tire adventure bike equally read for on-road commuting adventures.
Closing thoughts
I think it is fair to say that the Velotric Nomad 2 isn’t a hardcore trail bike, but it’s also not just a casual cruiser. It hits a nice middle ground for riders who want an all-terrain e-bike that’s just as comfortable on pavement as it is on dirt trails.
At $1,999, it’s not the cheapest fat-tire e-bike out there, but for the build quality and features, it puts up a good fight. You can definitely get your off-roading rocks off for less money elsewhere, but the added features like solid lighting, UL certification, submersible battery, location tracking, cadence/torque sensor selection, and more all combine to add some real value here that you don’t find from many other brands. It’s also backed by a solid company with many years of solid reputation building, which is becoming more important in an industry flooded with questionable brands still popping up all over the place.
I’d say that the Nomad 2 delivers a lot for the money, especially when you factor in its power, range, hydraulic brakes, and premium tech features. It’s smooth, fast, and versatile enough to handle commuting, off-road riding, and everything in between.
Velotric clearly put effort into refining the ride experience, and it shows. While it doesn’t reinvent the fat-tire e-bike, it does a lot of things right—and that’s exactly what most riders need.
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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.”
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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.”
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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.
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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.
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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.”