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Big changes are hitting the US car market this week – but uncertainty bring opportunity, and few companies have less to lose and more to gain from 2025’s automotive turmoil than Nissan. With a new, enthusiastic CEO, interest from Foxconn and Honda, and a number of American manufacturing sites already in operation, Nissan has a chance – but the new LEAF is a snoozer, and they’ll have to do better if they want to survive.

Once upon a time, a new Nissan LEAF would be the biggest news of the day – especially on an EV site. Such is the state of things in 2025, however, that an all-new Nissan LEAF reveal doesn’t even make into the day’s “Featured” stories app.

And, frankly, it’s no wonder. Back in 2021, Nissan showed its Ambition 2030 presentation. TTAC’s Matt Posky called it, “an hour of wishful thinking,” and rightly pointed out that the company had closed out 2020 with a raft of layoffs, billions in losses, and shocking build quality issues. The general consensus at the time was that if a bevy of poorly-conceived, hastily rendered CGI concepts was the best Nissan could put out, it was well and truly lost.

That was then. Now, there’s hope. The brand has nothing left to lose, and Nissan’s incoming CEO, Ivan Espinosa, spent two decades growing the brand in Mexico. And he’s not just a sports car enthusiast – but, crucially, a Nissan sports car enthusiast, with what appears to be a sincere love for classic rides like the OG Sentra SE-R, the J30 Maxima, and every proper Z and GTR that ever rolled off an assembly line.

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But enthusiasts don’t buy cars. Not new ones, anyway. And new enthusiasts aren’t created at auto shows or expos – they’re created in the driver’s seat. Espinosa might understand this. And if he does, he’ll embrace these five ideas, and drive Nissan back to victory lane.

1. Ditch technology

Nissan 240Z interior; via MS Classic Cars.

See that? That’s a beautiful, classic Datsun 240Z interior, filled with character, natural materials, and all manner of buttons, switches, knobs, and levers. Granted, there are a lot of issues with these things, and they’re probably more expensive to produce in 2025 than the now-ubiquitous array of touchscreens, but all this physical interaction created engagement.

This isn’t an old guy waxing nostalgic about the olden days, kids – engagement is what the companies with the most fervent fanbases have, and it’s that push for engagement that has led car companies to examine the object people interact with the most (their phones), and misguidedly do everything they can to either make their cars feel more like peoples’ phones, or build cars that drive people around so they can keep interacting with their phones.

Nissan can’t build phones better than Xiaomi can build phones, Nissan doesn’t have the money to build up advanced ADAS or “self-driving” features like Tesla, and literally no one – not even Honda – has given me a good answer as to why anyone would want an AI like Honda’s new ASIMO OS in their next car.

If Nissan can’t compete, they shouldn’t try. Ditch the tech. Ditch the cost. Ditch the electronic gremlins and J.D. Power hits for glitchy OS integration. Get back to the basics of building great cars. And to build a great car, you must …

2. Simplify, and add lightness

Lotus Elan S4 drop head coupe; by Grenadille under CC BY-SA 4.0 license.

… it was the great Colin Chapman, founder of Lotus Cars, who said that making a great car was easy. “All you have to do,” he explained, “is simplify, and add lightness.”

To be clear, Americans don’t want efficiency. Being efficient in the US, being frugal, being affordable – all of these are “bad” things in America, where bigger is better and being forced to admit that you don’t have the cash to buy a thing you want right. This. Second. is a top 5 fear.

But Lotus’ cars aren’t seen as cheap. They may be simple. They may lack some of the bells and whistles and lots of the sound deadening, ultra-high powered HVAC, and audio features of their peers, but they’ve turned those omissions into strengths, and Nissan can do the same.

After proudly ditching the phone-like tech experience, connectivity, and ADAS features, Nissan’s cars will already be simpler, more physically engaging experiences. The next move is to cut weight (and costs) by cutting features.

Power seats? Gone – replace those with high-quality, multi-adjustable lightweight seats and wrap them in high-quality materials. Massive, 20″ wheels? Get back to 16s. 18″ at the most. Ditch the center screens and radios, but include a high-quality dock for people to add their own devices for navigation and music. Sound insulation? Cut it in half. High-end audio experience? No. Ditch the space heaters and embrace more efficient heated seats and steering wheels in EVs.

Keeping things simple can be easily spun into a marketing plus, and the increased efficiency will pay massive dividends in both vehicle dynamics and range, since it simply takes fewer kW to move fewer kg. Plus: driving lightweight cars is just more fun.

3. Embrace the right to repair

nissan mechanic right to repair service
Nissan express service; via Nissan.

Nissan’s dealers are in revolt – and for good reason: there’s just too many of them. According to some reports, the average Nissan dealer has lost 400 new car sales (annually) per store. That’s significantly higher than the industry average (86), and some 40% of the Nissan dealer body was in the red through the first six months of 2024.

There are Fiat, Mini, and Mitsubishi dealers that only do 400 units per year. Lots of ’em, in fact, and the only real way to cut those losses and save the company’s top performers is to shutter the bottom third (frankly, even that might be too many).

I’m not the only one saying this, and the problem isn’t just volume.

But where, then, does that leave Nissan’s established owner base? Not having enough dealers and service centers is a huge problem for trillion-dollar Tesla, so you can be sure that nearly bankrupt Nissan is in no position to solve the same problem.

The solution is to open up, and embrace right to repair.

Nissan, more than any other carmaker, has a huge number of relatively dependable cars already in the market and everything to gain from giving away access to those cars’ technical secrets. With relatively little effort, Nissan could release a series of online technical support materials, technician training, and more. And if Nissan gets really smart, they’ll post those classes on LinkedIn Learning, enabling professionals and hobbyists alike to complete the training and post certificates on their walls.

Imagine what that could do for a young person just getting started. Imagine what that could do for someone who’s looking for a project car. Imagine what Nissan could do for the communities its cars serve by empowering a generation of factory-trained Nissan technicians. Heck, imagine the real cash value it would bring to its entire used car base, if those old Nissans were objectively easier to own and maintain and keep on the road than “brand x.”

For a company that needs to shed dealers but can’t afford to alienate existing customers, this is a no-brainer.

4. Break the addiction to subprime lending

A real ad from a Chicago-area Nissan dealer.

When volume is down, profits are down, and that creates an opportunity for unscrupulous sales and finance managers to push predatory opportunistic business practices up through a chain of command that might otherwise push back on short-term gains at the expense of long term growth.

In other words: UFOs might be real, but rent is still due on the first.

Reducing the number of dealers (see #3, above) and differentiating their product line (#1 and 2) will help Nissan dealers compete on something other than price. Once they can step back from being the cheapest offering in a given segment, they can step back from the “get me done” deals that are putting food on the table today.

Nissan has to be a willing participant, though. It also has to understand that, even if rolling back its subprime lending will upset its broader dealer base, it will be better for the brand and the remaining dealers to break the subprime addiction. In the end, Nissan’s customers will thank them for keeping them out of 19% car loans, and the dealers that wail and moan and protest the loudest will be the ones Nissan should be getting rid of, anyway.

5. Nissan needs to care

2011 Nissan Cube Krom; via Nissan.

Let’s get one thing straight: the Nissan of 2025, the one that’s hemming and hawing about a new GTR and whether or not it should stay committed to EVs or buy a bunch of batteries from Toyota doesn’t really care about its cars. Not really really … but Nissan used to care.

Nissan used to care so much about its product, in fact, that it once did something that seems unthinkable in today’s modular-construction, Ultium electric-skateboard-platform EV age. And what made that “something” all the more astonishing was that they didn’t do this for the six-figure GT-R or some 370Z halo car – they did it for the lowly Nissan Cube.

What is that something? They built an entirely new body for RHD and LHD markets.

That’s right, kids. Where every other car company on earth would be content to just move the car’s controls from one side to the other and do whatever they could to mask the fact that they did so as inexpensively as possible, the Nissan of yore took a lowly subcompact – the Nissan Cube – and built a complete mirror-image of the “home market” RHD model for LHD markets.

That decision speaks to an absolutely massive commitment. A commitment to build two sets of stampings, two sets of expensive window shapes, two sets of stuff I probably haven’t even considered, and it was all done for what? To eliminate a blind spot?

Can you imagine the amount of sheer, epic, truckloads of f*cks you would have to give in order to sit in a boardroom and argue that your company should spend millions of dollars in tooling and certification and assembly line re-jiggering because someone, somewhere else, might have a bit of a blind spot when they look over their right shoulder? (!)

The mere suggestion of such a thing would be a career-ender at GM or, for sure, Stellantis. Nissan didn’t just listen to that unnamed engineer (and it had to be an engineer), they went ahead and did it. They built an entire mirror-image of their home market Cube, and they did it so quietly that I bet more than a few of you reading these words never even realized they’d done it.

Nissan needs that level of caring now, more than ever. And the new LEAF? That weird, high-riding, not-quite a sedan and not-quite a crossover and not-quite attractive and not-quite premium but not-quite cheap EV that’s supposed to represent some kind of turning point for the brand?

That ain’t it.

That’s just my take, though. Head on down to the comments and let me know what you think Nissan needs to do to stage a comeback in the comments.

Original content from Electrek; featured image via Nissan.

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Upcoming electric Bentley blends 1930s style with 2030s tech

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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.”

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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.

SOURCE | IMAGES: Bentley.


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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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