Could these tiny, low-cost electric cars help save America’s cities from massive vehicles?
As the cars on US roads grow larger and heavier every year, perhaps going electric simply isn’t enough. To take back our cities from massive trucks and SUVs while simultaneously promoting affordable and efficient electric vehicles, New York-based startup Wink Motors thinks it has the answer.
Wink has just unveiled four new neighborhood electric vehicles (NEVs) designed for American roads.
They are engineered to conform to federal regulations from the National Highway Traffic Safety Administration (NHTSA) and thus are street-legal under low-speed vehicle (LSV) regulations.
Phew, that’s a lot of acronyms!
Basically, LSVs are small electric vehicles that meet a specific set of abbreviated safety regulations and operate at maximum speeds of 25 mph (40 km/h). They’re permitted on US roads with speed limits posted up to 35 mph (56 km/h).
And Wink Motors tells us it has some of the few street-legal options available in the country.
As Wink’s founder and CEO Mark Dweck explained:
We designed these vehicles to be the perfect small-format urban vehicle. They are small and easy to park in tight spaces like an electric bike or motorcycle, yet have fully enclosed seating for four adults and can be driven in rain, snow, or other inclement weather like full-size cars. Since they’re electric, you never have to pay for gas or contribute to harmful emissions. And you can even charge them from the sun with the rooftop solar panels.
I’ve actually had the pleasure of watching Wink Motors grow in stealth mode over the last year and a half while providing technical consulting on the vehicle designs.
The Winks may not be fast, but they max out the legal limit of 25 mph (40 km/h) permitted for LSVs.
That lower speed also makes them safer and more efficient – perfect for city driving in crowded urban areas where speeds rarely exceed LSV limits. In Manhattan, you may never even get up to 25 mph!
Wink offers four models of vehicles, two of which have roof-mounted solar panels to add between 10-15 miles (16-25 km) of extra range per day when parked outside.
All of the vehicles include four seats, AC and heaters, backup cameras, a parking distance sensor, three-point seat belts, dual-circuit hydraulic disc brakes, 7 kW peak-rated motors, safer LiFePO4-chemistry batteries, electric windows and door locks, key fob for remote locking, windshield wipers, and many of the other features we generally associate with cars.
But these aren’t actually “cars,” at least not in a legal sense. They’re motor vehicles, but LSVs are their own classification separate from traditional cars.
Most states still require a driver’s license and insurance, but they usually have relaxed inspection requirements and may even qualify for state tax incentives.
LSVs may not be very common yet, but several companies are already producing interesting models. We’ve seen them built for commercial applications like parcel delivery as well as for both commercial and private use, like the Polaris GEM that was recently spun off into its own company. Unlike the GEM, which is designed as an open-air vehicle similar to a golf cart, Wink’s vehicles are enclosed like conventional cars. And they happen to come in at less than half the price.
Wink expects to begin delivering its first vehicles before the end of the year. The promotional pricing during the current launch starts at $8,995 for the 40-mile-range (64 km) Sprout model and increases up to $11,995 for the 60-mile-range (96 km) Mark 2 Solar model. Considering a new golf cart can easily cost $9K-$10K, that sounds quite reasonable. And I don’t know of any golf carts that come with air conditioning or power windows.
Among the four new Wink NEVs, the Sprout line is the entry-level model. The Sprout and Sprout Solar are both two-door models that are largely identical, save for a larger battery and a solar panel in the Sprout Solar model.
Upgrading to the Mark 1 gets a different body style, also with two doors, but with an included hatchback and a folding rear bench that turns the four-seater vehicle into a two-seater with extra cargo space.
The Mark 2 Solar has a similar body to the Mark 1, yet with four doors and an added solar panel. The Mark 2 Solar has an onboard charger, though the Sprout models come with off-board chargers like an electric bicycle.
Compared to full-size cars, these NEVs lack the higher speed necessary for inter-city travel. No one is going to be hopping on the highway in a Wink. But as a second car for staying in the city or cruising around the suburbs, these might just fit the bill. Considering a new electric car can easily cost $30,000-$40,000, a low-cost electric vehicle like these can offer many of the same benefits without the added expense.
The vehicles get between 40-60 miles (64-96 km) of range, depending on the model.
The solar versions are said to add around a quarter to a third of the battery’s charge per day, depending on available sunlight.
For city residents living in an apartment and parking on the street, the car may never need to be plugged into a wall outlet as long as they only drive on average around 10-15 miles (16-25 km) per day. Considering that my city is about 6 miles (10 km) wide, I can see that being a real possibillity.
As opposed to many electric vehicles today that can weigh between 3,500 to 8,000 pounds (1,500 to 3,600 kg), Wink’s vehicles weigh in the range of 760 to 1,150 pounds (340 to 520 kg), depending on the model. The lightweight vehicles are thus much more efficient, easier to drive, and easier to park.
A 25 mph vehicle may not fit the lives of every American, but it certainly could for some.
LSVs may represent a tiny fraction of the larger electric vehicle market, but their numbers are growing everywhere from cities to beach towns and even retirement communities.
I recently bought an LSV pickup truck, although mine isn’t street legal as I did a private import from China. What was originally marketed as a $2,000 electric mini-truck in China ended up costing me closer to $8,000 after I factored in the larger batteries, upgrades like AC and hydraulic dumping bed, freight (over $3,000 by itself, door to door), and tariffs/customs fees.
Dweck explained that while Wink’s vehicles are also produced in China, Wink had to set up an NHTSA-registered factory and worked with the USDOT throughout the process to ensure full regulatory compliance. They also employ multiple stages of redundant inspections to ensure manufacturing quality and have even exceeded the federal safety requirements for LSVs.
Personally, I’m more of a two-wheeled kind of guy, and you can usually find me commuting on an electric bicycle or e-motorcycle.
But if I was going to need a car for the city, these Winks would definitely have my eye.
They may not hold quite the same charm as some of the European offerings like the Microlino. But you can’t say they aren’t adorable!
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The current EV era is ripe with revered classic car designs and nameplates that are being reborn as battery-powered rides – and the success of cars the Renault 5 proves it can be a winning formula. Today, I’m suggesting another classic that deserves a modern electric update: the OG Ford Taurus.
It might seem old and dated now, but when the original Ford Taurus made its debut in 1985, it was so fresh, so different, so futuristic that it was included, almost unchanged, in Robocop’s sci-fi vision of a dystopian Detroit. Really.
I’d buy that for a dollar
The aerodynamic design of the Ford Taurus wasn’t just futuristic, it was successful – and, from 1992 through 1996, the OG Taurus was not just Ford’s best-selling car, but the best selling car in North America.
The sedan market is very different forty years on – so different, in fact, that Ford doesn’t actually sell any sedans in North America. With the exception of the 2-door ICE Mustang, the Blue Oval brand doesn’t even sell any cars, and operates almost entirely as a truck and SUV brand.
Now, imagine Ford decides to get back into the sedan game. It’s 2025 now, and the Tesla Model 3 has proven that there’s enough demand for at least one successful electric sedan in the US. And, crucially, it seems like most of those buyers won’t be trading their Tesla back in for another one.
If there was ever a time to do it, that time is now – and Ford is perfectly positioned to fast-track a new-age Taurus.
The VW connection
Yes, I know that’s a Volkswagen – but hear me out. Ford and VW have a strong, existing relationship when it comes to EVs, having co-developed the MEB electric skateboard platform that underpins both the high-riding Ford Capri (itself a modern take on a classic Ford) and the Volkswagen ID.7 shown, above.
The ID.7 is an interesting piece, because it was always Volkswagen’s original intention to bring the car to the US, but slowing sedan demand and a dealer body that would rather sell Scout-branded SUVs and pickups than near/entry-luxe sedans killed the car’s chances before before the first one made it over. Now, it’s not coming to the US at all.
That might have been a mistake, since the the midsized ID.7 sedan is currently the best-selling EV in Germany, with sales continuing to accelerate throughout Europe in the wake of Tesla’s catastrophic, politically-fueled decline.
So, VW dealers don’t want a perfectly capable, Ford-developed, aerodynamic midsized sedan to sell in the US? No problem. Ramp up the BlueOval SK battery plant, set off a hiring frenzy at BlueOval City, start building an oval-badged ID.7-based Ford Taurus in the US, and slap a Tesla conquest rebate on the thing to help overcome Tesla buyer’s increasingly negative equity.
It even looks good in 90s Ford Taurus green.
Original content from Electrek; featured image by ChatGPT.
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Aventon has officially announced its latest electric bicycle, the Pace 4, adding advanced smart bike technology and enhanced rider comfort to its popular line of urban-friendly e-bikes. The Pace 4 builds upon Aventon’s successful formula of accessibility and ease of use, now augmented with new connectivity and security features that make it harder to steal and easier to get back.
At the heart of the Pace 4 is Aventon’s latest innovation: the Aventon Control Unit (ACU). The ACU significantly upgrades the bike’s intelligence and security capabilities, bringing GPS tracking, geofencing, and remote locking to the Pace 4.
With the addition of the ACU, riders gain the ability to monitor their bike’s location in real-time, set virtual boundaries that trigger alerts if the bike leaves a specified area, and remotely lock the rear wheel, helping to improve security and peace of mind. A startup passcode can also be enabled to further improve theft deterrence, ensuring the bike can only be activated by authorized users.
The remote locking and passcode can help deter some theft, but the GPS tracking makes it easier to get the bike back if it ever does find itself in the wrong hands. The GPS feature and the 4G data communication both require a 4G data subscription, which is provided complimentary for one year at the time of purchase.
Of course, there’s no such thing as a theft-proof bicycle, but these types of smart features help riders get closer to that goal. Plus, as bike thieves become more aware of which e-bikes include built-in GPS or other theft deterrence features, hopefully those models will become less attractive targets.
The Pace 4 doesn’t only upgrade its intelligence. Its performance and comfort have also received their own improvements.
Powered by a 500W rear hub motor rated for a peak output of 864 watts and 60 Nm of torque, the Pace 4 provides decent power for smooth urban commuting and enjoyable leisure rides. According to Aventon, riders can expect consistent and reliable performance across various terrains and riding conditions.
It may not match the 750W continuous-rated motors we often see in the North American market, which usually output peak power in the low four figures of watts, but it should still provide good power and climbing performance on moderate hills.
The Pace 4 features a 36V 20Ah battery, which Aventon states can deliver a range of up to 70 miles (112 km) when ridden in ECO mode. Of course, few people actually ride solely in the lowest power mode, and so the real-world range is likely to be somewhat lower – especially for riders who make ample use of the throttle. But with just over 720 Wh of battery capacity, the Pace 4 is likely still ideal for extended city commutes, recreational rides, and weekend exploring. And with the included torque sensor, the pedal assist is more responsive, giving riders more reason to let go of the throttle and enjoy the pedal assist performance.
The 27.5×2.1″ urban tires will be most at home on pavement but can likely still handle fairly smooth trails. Whether for daily commuting or leisurely outings, the bike seems outfitted for a variety of use cases.
The Pace 4 lacks traditional suspension but the bike does include a suspension seat post offering 2 inches (50mm) of travel. This feature absorbs shocks and vibrations from rough roads, preventing them from traveling up through the saddle and into the rider’s rear, enhancing the riding experience. Complementing this is an ergonomic handlebar design aimed at promoting a relaxed, upright riding posture, reducing rider fatigue on longer trips and increasing overall comfort.
Neither of these can replace true front or rear suspension, but they go a decent way toward adding more comfort to the ride.
Aventon has also emphasized accessibility with the Pace 4. It features a step-through frame design that makes getting on and off the bike much easier than swinging a leg over the rear, helping the bike cater to riders of all ages and abilities. Available in two frame sizes and three colors of Flint, Mica, and Blue Steel (grey, black, and light blue), the Pace 4 also offers a bit of variation to help riders dial in the size and style closer to their tastes.
Priced at $1,799, the Pace 4 is entering the market at a time when new tariffs are hammering e-bike prices. The model is now available for purchase through Aventon’s official website and Aveneton’s wide network of authorized dealers.
Electrek’s Take
The new Aventon Pace 4 sticks with the company’s recent drive to push the boundaries of e-bike technology, combining smart connectivity, enhanced security features, modest performance, and some nods toward comfort. I’d imagine the bike would appeal to a broad range of riders if it wasn’t for the price, which feels fairly high to me. Plus, the base model doesn’t include a rack, fenders, or other commuter staples that will only elevate the price further. That being said, the Pace 4 launches at a time when e-bike prices are expected to arrive across the board, either slightly for models built in various Asian countries or significantly for models built in China.
But ignoring the price (as hard as that may be), I do like what I see here. It’s hard to compare to Class 3 e-bikes with more powerful 48V systems, but this isn’t designed to compete with those models. It’s a more modest, easier-going model. But for its intended audience, it comes with some nice features that we don’t often see elsewhere.
I really hope features like built-in tracking become more common across the board, as they’re hugely valuable for riders.
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British Columbia got its first 400 kW DC fast charger last week at Canadian C-store chain On The Run, but that’s not the good part. As part of a limited time offer, these chargers are FREE!
The Canadian convenience store chain just took the wraps off its new, ABB-developed, 400 kW chargers earlier this month, but they’re already planning to bring the ultra-fast 400 kW dispensers to at least four more locations in BC this spring, and have them online just in time for the summer road trip season – something On The Run hopes its customers will appreciate.
“The A400 charger delivers an enhanced customer experience, with reliability and performance from a 32-inch screen to higher power charging sessions and power sharing,” reads the company’s official announcement, via LinkedIn. “Download the Journie Rewards app to start the charge – free for a limited time.”
On The Run’s new 400 kW ABB DC fast chargers are compatible with CCS and CHAdeMO plugs, and can accommodate Tesla and other NACS-equipped vehicles with an adapter. That said, the company seems to imply that Tesla drivers in particular will have a maximum charging speed of “just” 50 kW, which feel hilarious (given the current state of affairs between Tesla and the Canadian government), but probably isn’t.
In addition to the ABB A400 400 kW units shown here, On The Run locations also employ the ABB Terra 184 dispensers rated at 180 kW. On The Run plans similar deployments at the four BC locations mentioned above, as well as two more each in Quebec and Ontario slated to go live towards the end of this year.
Electrek’s Take
Tesla’s controversial CEO Elon Musk once mocked 350 kW charging speed as being “for a child’s toy,” despite the fact that, nearly nine years later, his own cars and Superchargers can barely make it to 325 kW while others have sailed right on past. I made fun of that fact on the Quick Charge episode shown, above – and, while I do think it’s funny and relevant, the much more relevant piece of news here is that companies like BP Pulse, Revel, and Wallbox are actively deploying 400 kW solutions, today (while others hit the same mark as far back as 2017).
It’s just a fact: Tesla has fallen way behind.
SOURCE | IMAGES: On The Run, via Electric Autonomy.
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