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On my most recent trip to China, I had the pleasure of visiting NIU’s factory and showroom to see the wide range of electric mopeds, scooters, e-bikes, and more produced by one of the world’s leading smart electric mobility companies. As an electric mobility journalist and enthusiast (and as an owner of my own NIU e-moped since 2020), it was a once-in-a-lifetime chance to peek behind the curtain and see where the magic happens.

And now after such an eye-opening visit, I’m even more excited to share that experience with you!

My visit included a full day at NIU’s factory, starting in the showroom to see a range of the company’s products. NIU essentially has two main markets: the local Chinese market and everywhere else in the world.

China is the company’s largest market, not only because of the home-field advantage but because no other place in the world has jumped into electric mopeds and scooters with both feet like China has.

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To get a sense of the breadth of NIU’s vehicles, and to see deep inside the production floor, check out my video tour below. Or keep reading for the written version of my trip!

Walking through the showroom revealed that reality firsthand, with so many models I’d never seen before. As it turns out, as wide-ranging as the international lineup we’ve come to know is, NIU’s domestic lineup is even wider!

Because of local regulations that encourage people to commute by e-bike, the mopeds are true mopeds, as in they have actual pedals. I doubt many people use the pedals, but you’ll find these cute little pedals on most of the models. Many are single-seaters, but you’ll also see plenty of pillion seats as rack add-ons. These are popular with parents who carry their children on the back for school drop-offs.

Many of these domestic scooters use lead acid batteries, which are more cost-effective for budget-minded riders, but I learned something new about those batteries.

While we often think of lead acid batteries as older technology, NIU has brought a lot of its technology for battery monitoring and BMSs (battery management systems) from its lithium battery models over to its lead acid battery models.

This means the batteries are smarter, better protected, last longer, and generally provide better performance than what many of us are used to from older-style lead acid batteries.

In addition to the many domestic market models, NIU also has plenty of larger models with higher performance, many meant for the international market, ranging from their seated electric scooters to fully-fledged electric motorcycles.

The company even has a new electric dirt bike, full-size electric bicycles, and standing electric scooters, though those are primarily designed for the European and North American markets.

As a special treat, I even got to see the sole NIU TQi still remaining. It was a leaning, covered, three-wheeler concept that never quite made it to production – perhaps as a casualty of the pandemic years that shook up the industry. But with any luck, it could be eclipsed by a new four-wheeled concept that the company seems pretty gung-ho about.

Like any self-respecting vehicle maker, NIU performs all of its own R&D, developing its products and testing their components to ensure they can meet the demanding specifications required by long-life on-road vehicles.

The R&D center I explored had everything from underwater button-mashing machines (in case you want to know if your hazard lights button can be pressed tens of thousands of times while your scooter is submerged in a tank of water) to rapid temperature-changing machines and UV aging apparatuses.

Full-size test benches vigorously shake scooters and mopeds with weight plates attached to them, simulating the weight of a rider and the violence of real-world commuting on less-than-perfect roads. If something is going to break, this is the test that would tell you. It looks pretty aggresive and makes me feel a lot better about the scooter that I ride nearly every day on the highway.

From there, we moved to the sprawling factory floor. The process begins with the inspection area, where orange-clad employees go through all the incoming components to perform quality inspections and ensure the subcontractors are producing the components properly to NIU’s specs.

The walls are covered with detailed images and diagrams reminding the employees of what to keep an eye out for, often with examples of what would disqualify a component from progressing to the assembly lines.

Just like the components that checked all the boxes, we passed along to the assembly line area too. We began in the pre-assembly area. Here, hanging racks are pre-loaded with various components that will be needed at various stages of moped assembly. These racks are carried off on a flying conveyor system and then lowered down next to workers on the assembly lines at the correct point for each component’s assembly stage.

I had to take the non-flying route, walking from the pre-assembly area to one of the many assembly lines. Here I got to see those racks dropping down as employees plucked off key switches, handlebars, wiring harnesses, body panels, fenders, and other parts like they were eating at a revolving sushi conveyor belt restaurant. It was really neat to see how each part landed in the right spot of the assembly line at the right time, like an engineering ballet all coming together.

As rolling chassis were slowly moved down the assembly line, they were transformed in a matter of minutes from bare tubular frames to shiny, sleek-looking electric mopeds. If you walked too quickly down the line, you’d have missed major steps completely. That’s how fast the ballet comes together as the skilled employees work together like a well-oiled machine.

Each assembly line saw a different model of moped rolling down the ending ramp towards a waiting group of inspectors. The inspection checkpoint is manned by quality verification employees who run through a many-point checklist in a well-lit tunnel to find imperfections or assembly mistakes.

Once the bikes pass those checks, they move on to the riding test, where still more employees take a hot lap around the factory before handing the moped off to the next stage. Some scooters even go through water testing with a rain simulator, though it seems like this is part of the R&D verification stage – not something that gets performed on every scooter. And based on how well my own NIU has held up when I’ve had to leave it out in pouring rain from time to time, those rain tests at the factory that help NIU’s engineers ensure good water protection seem to be working!

From here, the mopeds are rolled off to the warehouse, where they’re organized by model and prepared for trucks that will either deliver them to shops and dealers around the country or be prepped for international customers who distribute them all over the world.

But just one assembly area wouldn’t be enough to get a true sense of the scale at NIU, especially since the company makes so many unique products. Next, we headed to the standing electric scooter assembly area. These smaller rides have shorter assembly lines thanks to the generally more simple design and reduced number of components.

The test area seems to be a bit more varied though, including sections of rocks and gravel as well as ramps and bumpers. The testing takes place right next to the assembly area, with a custom designed test track right there on the factory floor.

Once the scooters pass their inspection station and fly through the test track, they’re sent off for packaging. Because these are largely built for export, the scooters are individually packaged instead of being bulk-loaded onto trucks. The packaging line prepares each scooter, folds it, surrounds it in protective foam, and seals its box. When you buy a NIU scooter online, these are the last hands to touch it before yours when you pop open the box.

Similarly, I also saw how the packaging is performed for the NIU XQi3 electric dirt bike. Since this model is also designed for export, these are individually packaged as well. But instead of a simple cardboard box, they get a steel frame for better protection of the heavy bikes. The models I saw were being packaged for the Canadian dealer who is probably receiving them around the time that this article is being published.

After getting the chance to tour many different areas of the production floor, we visited the test-riding area of the complex. Here, a team of riders performs long-term testing of different models. While every NIU product gets a cursory ride before its final inspection sheet can be completed, the company ensures that several of each model undergo long-term testing with tens of thousands of actual road kilometers. There are NIU employees whose job is simply to ride all day and look for issues. It’s that kind of testing that truly reveals anything that could be a hidden systematic issue, the types of things that wouldn’t show up on a five-minute end-of-line test ride.

While I wasn’t going to be doing anywhere near that level of riding, I still got a partial experience by getting to borrow several of those vehicles for my own short test rides. From cute little low-power electric mopeds to the highest-power and fastest models in the company’s lineup, I spent the next hour or two throwing my leg over (or through) them all. This was also my first chance to ride the RQi electric motorcycle, which is a real, honest-to-goodness electric motorcycle. It won’t nearly throw you off like a Zero or Energica (RIP), but it has some fun power that I’m not used to getting out of usually tamer NIU mopeds.

The same could be said for the XQi3 electric dirt bike, which is a major upgrade over something like a Sur Ron. In fact, the bike is even street-legal as an electric motorcycle in North America, where it can be registered for on-road use, too! And with its high torque letting me pop the front wheel up even accidentally, this is definitely a model that you can have some serious fun with just about anywhere.

As an added treat, at the end of the day, they let me explore the engineering area upstairs, though I had to be specially key-swiped into those floors.

I wasn’t allowed to film or take photos in the engineering area. There were dozens upon dozens of test mule scooters and bikes scattered throughout the floors, most with a team of engineers huddled around them with diagnostic tools and armfuls of scooter components. The whole place had a real “senior design project” feel to it that I remember vividly from engineering school.

I also noted what looked like a few models that had quite obviously been covered by black sheets before I was invited in. Despite my questions, the NIU team was valiantly tight-lipped about those. It certainly makes me wonder what could be coming next. Based on the high-energy feeling of the engineering department, like standing in the middle of a beehive with hyper-focused worker bees all buzzing around you, the engineering team seems hard at work on some interesting new models for the next few years.

The whole experience was eye-opening from several angles. As someone who has ridden an NIU electric moped for years, often as my wife and I’s daily driver, I never knew how much went into its design and production. I always felt good about it from the consumer side, but now I know just how much effort goes into the safety and longevity aspect of the design, which is all the more comforting.

At the same time, I gained insight into the factory that I wouldn’t have ever known. While the repetitive work of an assembly line is probably not the most exciting job ever, many of the employees seemed to actually be having fun. I’d often see them chatting and laughing together while assembling different components. There may have been a language barrier, but some things are universal. I’ve worked enough service and labor jobs to know what bantering with your coworkers looks like, and laughter doesn’t even have an accent.

So for me, the experience was illuminating and informative, opening a window into a world I never get to see. For most of us, our experience with the micromobility products we ride each day starts at purchase. But the story really begins much earlier, with years of design work culminating in many skilled hands bringing those ideas and materials to life in the form of something that helps us navigate our world. It’s a reminder that every scooter, bike, or board carries not just its rider, but the work and vision of countless people who made it possible.

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

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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.

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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.”

MP Materials CEO on deal with the Defense Department

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

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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.

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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.

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This new wireless e-bike charger wants to be the future of electric bikes

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This new wireless e-bike charger wants to be the future of electric bikes

Forget fumbling with cables or hunting for batteries – TILER is making electric bike charging as seamless as parking your ride. The Dutch startup recently introduced its much-anticipated TILER Compact system, a plug-and-play wireless charger engineered to transform the user experience for e-bike riders.

At the heart of the new system is a clever combo: a charging kickstand that mounts directly to almost any e‑bike, and a thin charging mat that you simply park over. Once you drop the kickstand and it lands on the mat, the bike begins charging automatically via inductive transfer – no cable required. According to TILER, a 500 Wh battery will fully charge in about 3.5 hours, delivering comparable performance to traditional wired chargers.

It’s an elegantly simple concept (albeit a bit chunky) with a convenient upside: less clutter, fewer broken cables, and no more need to bend over while feeling around for a dark little hole.

TILER claims its system works with about 75% of existing e‑bike platforms, including those from Bosch, Yamaha, Bafang, and other big bames. The kit uses a modest 150 W wireless power output, which means charging speeds remain practical while keeping the system lightweight (the tile weighs just 2 kg, and it’s also stationary).

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TILER has already deployed over 200 charging points across Western Europe, primarily serving bike-share, delivery, hospitality, and hotel fleets. A recent case study in Munich showed how a cargo-bike operator saved approximately €1,250 per month in labor costs, avoided thousands in spare batteries, and cut battery damage by 20%. The takeaway? Less maintenance, more uptime.

Now shifting to prosumer markets, TILER says the Compact system will hit pre-orders soon, with a €250 price tag (roughly US $290) for the kickstand plus tile bundle. To get in line, a €29 refundable deposit is currently required, though they say it is refundable at any point until you receive your charger. Don’t get too excited just yet though, there’s a bit of a wait. Deliveries are expected in summer 2026, and for now are covering mostly European markets.

The concept isn’t entirely new. We’ve seen the idea pop up before, including in a patent from BMW for charging electric motorcycles. And the efficacy is there. Skeptics may wonder if wireless charging is slower or less efficient, but TILER says no. Its system retains over 85% efficiency, nearly matching wired charging speeds, and even pauses at 80% to protect battery health, then resumes as needed. The tile is even IP67-rated, safe for outdoor use, and about as bulky as a thick magazine.

Electrek’s Take

I love the concept. It makes perfect sense for shared e-bikes, especially since they’re often returning to a dock anyway. As long as people can be trained to park with the kickstand on the tile, it seems like a no-brainer.

And to be honest, I even like the idea for consumers. I know it sounds like a first-world problem, but bending over to plug something in at floor height is pretty annoying, not to mention a great way to throw out your back if you’re not exactly a spring chicken anymore. Having your e-bike start charging simply by parking it in the right place is a really cool feature! I don’t know if it’s $300 cool, but it’s pretty cool!

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