A ’90% chance of theft’ causes insurer to cancel plans for one type of e-bike
The Royal Dutch Touring Club (ANWB), the largest cycling association in the Netherlands, has announced that it will no longer insure fat tire bikes due to their extremely high chance of theft.
The Netherlands is seen as the bicycling capital of the world, not just due to the high rate of cycling but also thanks to the country’s bike-first legislation and city design. There are more bicycles than people in the Netherlands, and cycling in cities is much more common than driving cars.
While typical Dutch-style bikes with upright designs and narrow yet large diameter tires have long been the most common type of bicycle in the Netherlands, fat tires have become much more popular as e-bike sales have soared.
The problem is that fat tire e-bikes have also turned into prime targets for bike theft. According to the ANWB, “In Amsterdam, the chance of your fat bike being stolen is 90 percent.”
ANWB currently insures around 10,000 fat tire bikes and claims that the damages for fat tire bikes have risen to 800% of the premiums. In order to prevent bike insurance from also soaring, the decision has been made to no longer insure fat tire bikes. Existing policies will continue through their present term but won’t be renewed.
I spotted the RadRunner above on a trip to Amsterdam earlier this year, where it was one of just a few fat tire e-bikes among a sea of Dutch bikes. But on a second trip to Amsterdam later in the year, I could already see a higher number of fat tire e-bikes zipping around.
The popularity of plus-size tires in the Netherlands has grown due to the increased usage of e-bikes, which reduces the effort required to pedal those big tires. Another contributing factor is that new helmet laws have recently been imposed on mopeds. But since electric fat tire bikes don’t require helmets, many moped riders are making the switch to fat tire e-bikes.
Many riders, like the two riding on one bike below, now essentially treat fat tire e-bikes much like mopeds. The fact that these e-bikes are often fitted with throttles – an illegal modification in the Netherlands – makes them that much more desirable for those using them like mopeds for a quick way to navigate the city pedal-free.
Electrek’s Take
While this, of course, only directly impacts our Dutch readers, the trend might be an interesting one to watch. In fact, it speaks to multiple trends. One is the popularity of these moped-style electric bikes that have even managed to penetrate Dutch culture, which has long been staunchly in favor of Dutch bikes. The second is the high desirability of these specific bikes among thieves.
Bike insurance is much less common in North America, though it does exist. Many people can use their homeowner’s or renter’s insurance to cover their bike. More worrisome could be just how prevalent that bike theft is turning out to be. A 90% chance of theft is mind-blowing. I’m not sure over what period of time that is considered, but either way, it makes you think about carrying a second lock and throwing a tracker on your bike. I know I’m more careful after my last e-bike was stolen.
via NOS.nl
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Last week, we reported that the e-bike world had a new motor claiming to be the lightest and most efficient. Now, we’re already seeing TQ’s new TQHPR40 motor proliferate on more road and gravel e-bikes, including the recently announced E-ASTR from Ridely.
Ridley’s new E‑ASTR brings lightweight electric assistance to its already impressive ASTR gravel platform, powered by the cutting-edge TQ HPR40 mid-drive system. Unlike bulkier e‑bike setups, this system adds just 1.17 kg (2.6 lb) at the crank and a discreet 1.46 kg (3.2 lb) and 290 Wh battery hidden within the downtube, keeping the frame’s silhouette nearly identical to the non-electric version of the same bike. According to BikeRumor, riders looking closely might spot only a slightly fatter downtube, internal cable routing, and a handlebar-end LED indicator, giving visual clues without shouting “electric bike.”
What the E‑ASTR gives up in sheer power from the petite motor, it gains in ride feel. The HPR40 is said to deliver a modest 40 Nm of torque and up to 200W of assist, or enough to smooth out climbs or offer a tailwind on gravel without overpowering the rider. With support cut off at 25 km/h (15.5 mph), pedal responsiveness remains natural and fluid. Combined with the ASTR’s race-inspired geometry, the bike looks to offer sharp handling and comfort suited to the rigors of modern gravel routes.
Ridley is currently offering the E‑ASTR in three spec levels: a value SRAM Apex XPLR AXS build €7,199 (or approximately US $8,500), a mid-range SRAM Rival XPLR AXS 1×13 version for €8,199 (or approximately US $9,700), and a top-tier Shimano GRX 2×12 Di2 model for €8,899 (or approximately US $10,500). Each features high-end drivetrains, integrated cockpit options, carbon wheels, and industry-standard gravel brakes and tires. With its race-ready frame and stealthy, lightweight e‑assistance, the E‑ASTR is positioning itself as a high-performance gravel machine that stays true to its roots, delivering help when needed, without overshadowing the rider.
Ultra-lightweight motors like the TQHPR40 are quietly reshaping the e-bike industry by making electric assistance almost invisible, both in looks and in feel. As systems shrink and integrate more seamlessly into traditional bike frames, they’re opening the door to new categories of performance-oriented e-bikes that preserve the ride dynamics of analog bikes while offering just enough support when it counts.
For riders who value a natural pedaling experience but still want a little help on climbs or longer days, and especially for aging riders who want to maintain their riding habits despite father time taking an impact on joints and muscles, these minimalist systems are proving that you don’t need a bulky battery or a massive motor to get the benefits of going electric. The result is a wave of stealthy, high-performance e-bikes that are less about replacing effort and more about enhancing the ride.
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After a month off trying to wrap our heads around all the chaos surrounding EVs, solar, and everything else in Washington, we’re back with the biggest EV news stories of the day from Tesla, Ford, Volvo, and everyone else on today’s hiatus-busting episode of Quick Charge!
It just gets worse and worse for the Tesla true believers – especially those willing to put their money where Elon’s mouth is! One believer is set to lose nearly $50,000 betting on Tesla’s ability to deliver a Robotaxi service by the end of June (didn’t happen), and the controversial CEO’s most recent spat with President Trump had TSLA down nearly 5% in pre-morning trading.
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Hyundai is getting ready to shake things up. A new electric crossover SUV, likely the Hyundai IONIQ 2, is set to debut in the coming months. It will sit below the Kona Electric as Hyundai expands its entry-level EV lineup.
Is Hyundai launching the IONIQ 2 in 2026?
After launching the Inster late last year, Hyundai is already preparing to introduce a new entry-level EV in Europe.
Xavier Martinet, President and CEO of Hyundai Europe, confirmed that the new EV will be revealed “in the next few months.” It will be built in Europe and scheduled to go on sale in mid-2026.
Hyundai’s new electric crossover is expected to be a twin to the Kia EV2, which will likely arrive just ahead of it next year.
It will be underpinned by the same E-GMP platform, which powers all IONIQ and Kia EV models (EV3, EV4, EV5, EV6, and EV9).
Like the Kia EV3, it will likely be available with either a 58.3 kWh or 81.4 kWh battery pack option. The former provides a WLTP range of 267 miles while the latter is rated with up to 372 miles. All trims are powered by a single electric motor at the front, producing 201 hp and 209 lb-ft of torque.
Although it may share the same underpinnings as the EV2, Hyundai’s new entry-level EV will feature an advanced new software and infotainment system.
According to Autocar, the interior will represent a “step change” in terms of usability and features. The new system enables new functions, such as ambient lighting and sounds that adjust depending on the drive mode.
It’s expected to showcase Hyundai’s powerful new Pleos software and infotainment system. As an end-to-end software platform, Pleos connects everything from the infotainment system (Pleos Connect) to the Vehicle Operating System (OS) and the cloud.
Pleos is set to power Hyundai’s upcoming software-defined vehicles (SDVs) with new features like autonomous driving and real-time data analysis.
As an Android-based system, Pleos Connect features a “smartphone-like UI” with new functions including multi-window viewing and an AI voice assistant.
The new electric crossover is expected to start at around €30,000 ($35,400), or slightly less than the Kia EV3, priced from €35,990 ($42,500). It will sit between the Inster and Kona Electric in Hyundai’s lineup.
Hyundai said that it would launch the first EV with its next-gen infotainment system in Q2 2026. Will it be the IONIQ 2? Hyundai is expected to unveil the new entry-level EV at IAA Mobility in September. Stay tuned for more info. We’ll keep you updated with the latest.
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