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UScale, a market research institute from Stuttgart that specializes in e-mobility, recently presented the results of this year's satisfaction survey among almost 5,000 e-car owners. This yielded some very interesting new findings. For example, there were increased demands in terms of range and charging speed compared to 2023: Although the actual range (in summer) of their BEV has now increased to over 400 km for 38% of all respondents (previous year 27%), only 22% (previous year 31%) described this as "very good". Likewise, only 20% (previous year 28%) see a vehicle's DC charging capacity of 150kW as "very good". It is therefore clear that with the actual improvements in these parameters, users' expectations are also increasing. EV satisfaction study shows: e-car drivers recommend electric vehicles After all, the actual satisfaction of all e-car drivers, 82% of whom purchased the vehicle privately, has continued to rise compared to 2023: Measured by the willingness to recommend, the so-called Net Promoter Score (NPS) has risen from 18 to 24 points, a pleasing result. In relation to individual brands, Tesla is remains at the top, closely followed by Porsche , which impressed with its high charging speed. The last three brands are from the Stellantis Group: Opel , Citroën and Peugeot - there seems to be room for improvement here, despite attractive entry-level prices. The most important issues from the perspective of EV users have been the charging capacity of the vehicles as "the new range" as well as functionality and operation, i.e. of software and apps. Since there is now a dense network of DC or even HPC charging stations, at least along the motorways, that offer charging speeds of up to 350 kW, the vehicles should also be able to use these. To put it simply: What is the point of a "large" battery capacity if you can only recharge it very slowly? That is why more and more manufacturers are also relying on the new 800 volt technology, which almost halves charging times. An excerpt from the results of the EV satisfaction study can be downloaded from UScale or the entire study can be purchased.

Every electric car driver knows it: the search for the next charging station is not always optimal. Not every location is listed, because not every app lists every charging station and the associated charging costs. Once you have found a suitable charging station and are lucky enough to find one that is free and also works, the only question that remains is: What does the electricity cost when I charge here? Are there different prices at different times? Is an additional basic charge necessary to get cheaper pries - and at what point does it pay off? Do I have to pay a blocking fee if I occupy the charging space for too long? Questions upon questions, which unfortunately are often not clearly recognisable on the spot. The lack of transparency in the price structures of the respective providers is anything but optimal. Many an e-car driver longs for the good old petrol station price board again at such moments. The charging infrastructure is growing, but too slowly! The number of charging points is now growing significantly: 28,338 new charging points were added just in 2022, in 2023, a further 36,814. But there is still enormous demand as the number of newly registered e-cars is also increasing. According to the Federal Network Agency, exactly 128,517 publicly accessible charging points for e-cars and plug-in hybrids were officially registered as of 1 March 2024, including 103,226 normal charging points ( AC ) and 25,291 fast charging points (DC). The charging points can simultaneously provide 4.52 GW of charging power. These are all public charging points that have completed the Federal Network Agency's notification procedure and are published on the Internet. In reality, the actual number is somewhat higher, as Tesla's Superchargers, for example, do not usually appear here. Tesla now offers over 55,000 of these Superchargers worldwide. 218 locations are in Germany, many of which are also available to other car brands, according to ‘Teslamag’. Numerous new locations are currently under construction and will be opened this year. Tesla has enormously reduced the charging costs for its customers during off-peak times. In Oberhonnefeld or Hilden, charging outside the peak hours of 4pm-8pm now costs just 40 cents per kilowatt hour (kWh) and is therefore around 25 per cent cheaper than before. For non-members, charging costs are between 51 and 62 cents, depending on the time of day and location. This means that charging with Tesla is cheaper in many locations than with EnBW mobility+, for example, which operates most of the fast-charging stations in Germany. Without a basic fee, charging electricity costs from 59 to 89 cents/kWh with the energy company from Baden-Württemberg. With a monthly subscription for €5.99 (Ledetarif M), you pay from 49 cents/kWh and as little as 39 cents/kWh for frequent drivers (basic fee €17.99). Ionity has also followed suit and adjusted its prices. With the Passport Motion tariff (monthly fee of €5.99), a kilowatt hour now costs just €0.49 instead of €0.69 throughout Germany. The Ionity Passport Power tariff is even cheaper: Here you can charge in Germany for €0.39 / kWh with a monthly subscription for €11.99. ADAC e-Charge with Aral Pulse ADAC members can save. The automobile club provider is ending its collaboration with EnBW and has found ARAL as its new cooperation partner. From 1 August 2024, ADAC members will be able to enter their membership number in the Aral Pulse charging app to receive a special rate (ADAC e-Charge). However, this is only valid for two months. A new pricing model will be introduced from 1 October. On average, only 12 e-cars per 1 public charging station Overall, the expansion of the charging infrastructure is lagging behind the boom in electric cars, but things are improving. The VDA (German Association of the Automotive Industry) recently analysed how the development of the charging infrastructure is progressing. The result proves that there are still too few charging points. This is shown by the recently published VDA e-charging network ranking . There are currently an average of 12 e-cars per publicly accessible charging point in Germany. (In 2023 there were 23, in 2021 just 17.) In June 2024, 43,412 e-cars (BEV) were newly registered. An increase of almost 46% compared to May 2024 (29,708). This gives e-cars a market share of 14.6%, but a loss of 18.1% compared to the previous year. In order to achieve the German government's target of one million charging points by 2030, a further intensive expansion of charging points is necessary. If the current rate of expansion is not increased, there would only be around 310,000 charging points in Germany in 2030 - less than a third of the target. The filling stations of the future look different In an interview with t-online.de , Aral's board member for electromobility Alexander Junge talked about the future of petrol stations on the road to electromobility: "The petrol station will definitely still exist afterwards, but it will have to look different and take on other functions." The concept is more diverse: the petrol station will become a "mobility hub", i.e. a junction where people can change between different means of transport. In the surrounding area, there will still be shopping facilities, snack bars and further services such as car washes. " After all, e-cars also want to be washed. And of course there will be many more charging stations for these e-cars," Junge explained. Shell is also equipping more and more petrol stations with fast-charging stations for electric cars. Especially around Hamburg, the density of available Shell charging points is already quite high. Along the way, they are also expanding the on-site range to include synthetic fuels such as e-fuels. But the company is also expanding in alternative directions. As recently as 2021, Shell bought the Berlin-based start-up Ubitricity, which enables electric cars to be charged at lampposts. We reported on the "Heinz" charging points . But with all the variety of charging options, providers often forget what is really important to users: the charging process should be simple and all information should be immediately recognisable. Some charging stations display a maximum charging time, after which a blocking fee applies. But even if this is not signposted on site, different conditions apply depending on the charging card provider. For example, AC charging with the EnBW mobility+ charging card or charging app generally incurs a blocking fee of up to €12 after 4 hours, even abroad. With Elli, this fee is waived at night between 9 p.m. and 9 a.m., so you can charge comfortably at night. It is also pleasing that most providers adjusted their tariffs in September and October of this year and now offer lower prices. Apps help in the search for the right charging station Almost the most important utensil for an electric car driver is his smartphone. With an app (assuming good network reception and data volume), suitable charging stations can be researched on the road. You can find out the relevant information about prices, charging power and availability via various apps. We present a few helpful applications: Next Plug: over 100,000 charging points at a glance The free app includes more than 100,000 charging points in 48 countries. The application distinguishes between charging stations with a low charging power of up to 10 kW, a medium charging power of up to 40 kW and fast chargers with over 40 kW. If there is a fault, a black symbol appears. Clicking on a specific station lists all information such as the address, charging plug, operator, opening hours and costs. The application has been continuously developed since 2017, taking community feedback into account and adding new features. One negative point: Unfortunately, the app is only available for Android so far. EnBW mobility+: Find a charging point, start the charging process and pay The app offers you an all-round carefree package. It not only helps e-drivers find a suitable charging station, but also handles the payment process after charging in a very uncomplicated way. Over 30,000 charging points in Germany belong to the network of EnBW, Energie Baden-Württemberg, and can be found quickly via the app. To find the right charging station for the vehicle, the results can be filtered by plug type or desired charging power. With EnBW mobility +, charging cards are no longer necessary. Once you have stored your payment methods in the app, you can pay your charging costs quickly and easily with your smartphone after each charging stop. This service is also included with the ADAC charging card. Chargemap: To search for and find charging stations The free "Chargemap" app allows you to find charging stations in your area in seconds. Thanks to practical filter options, you can quickly find out about the charging speed and connection type of the selected charging station. You also receive all relevant data on the respective charging station. With the help of the route function, you can prepare your journey with the e-car and easily find suitable charging stations before you set off - based on a charging infrastructure of more than 166,000 listed charging points worldwide. NextCharge: The digital charging station directory The "NextCharge" app has similar functions to "Next Plug". In addition, it shows you for thousands of charging stations worldwide whether the station you are looking for is actually free - and all this in real time. Reservation of the charging station and charging is very simple via app control. The app also offers an integrated route planner. So you can start your journey relaxed and be sure that there will be enough charging stations along the way. Ladefuchs: Charging costs at a glance When you are standing in front of a charging station, the Ladefuchs app shows you the cheapest charging card you can use on site with a swipe of your finger. Thanks to emobly.com, the app always provides up-to-date data. The app is free of charge, but the Ladefuchs is happy to receive a small donation, which makes it squeal a little with satisfaction. The range of charging options is becoming increasingly diverse, but unfortunately not more uniform, which would be desirable. Electricity charging must be simple: sufficient charging points and a transparent price structure for charging costs with simple payment options. Only when such a comprehensive charging infrastructure is in place will even the last doubters realise how much fun it is to be electrically mobile.

Two days in the Alps on an e-motorbike - we took on the long-distance test and extensively tested the Energica Experia for range, charging behaviour, comfort and riding characteristics. Auto Thomas from Bonn provided us with the electric motorbike for an extensive test. Matthias, our expert for heavy e-motorcycles over 11 kW, reports here on his experiences on his road trip to the Alps. My test ride with the Energica Experia When I got the news that I could test ride an Energica, I was electrified. Having had the opportunity to test ride an EVA several years ago, I was fascinated by these vehicles. When I was told that I would be getting the Experia, I was briefly disillusioned, as I had always labelled this type of motorbike, à la BMW GS, as an ‘old man's vehicle’. After the first few kilometres, however, I realised that I had rarely been so wrong. And so began five exciting days in which I rode this motorbike for around 2,000 km. Now I must first categorise the vehicle. The Experia is a crossover motorbike that skilfully combines the sporty aspects of a naked bike with the rider position and comfort of a touring enduro. It rides like a dream and the seating position means that you can also ride long distances on the e-motorbike. What can you expect from such an electric motorbike in detail? At first I had to ride with caution, as I didn't yet know how the drive power would unfold. But what was already apparent here was the manoeuvrability of the motorbike. My first destination: the Schladernring, between Sieg- and Brohltal. On the way there, I already had such a big grin under my helmet that you must have seen it from the outside. The Energica Experia follows the finest steering impulses so willingly and precisely that you have the feeling that the e-motorbike is reading your thoughts and then riding exactly the line that you have just imagined to be optimal. In combination with the direct torque and the direct response of the drive, coupled with the controllable motor brake, the result is a riding experience that I have never experienced before. You don't need any familiarisation, it feels as if you've never done anything else before and you don't really want to drive anything else on the country road afterwards. For me, this is a new benchmark. Whether it's fast bends with smooth tarmac and high lean angles, or tight bends with very uneven surfaces - the ZF Sachs suspension elements, paired with the Pirelli tyres, always maintain contact with the road and give you a feeling of pure confidence and safety at all times. With the Experia, Energica has really developed a masterclass electric motorbike. For me, it is currently THE e-motorbike to beat on the country road. Interested in a test ride? Then get in touch with us! Simply select a model and book your personal test ride: First impression: relaxed driving, operation takes some getting used to In terms of ergonomics, inductivity and ease of use, however, I had a rather mixed impression. Starting with the seating position, I can only praise it. You sit upright on the bike and the wide handlebars have the grips in exactly the right place. Your legs are at a relaxed angle on the motorbike and your feet are relaxed on the footrests. However, after a short ride you notice the rather hard saddle, which proves to be a real indicator of your willpower on long tours. The adjustable windshield does a good job of keeping the wind away from your helmet and body, so you can ride in a really relaxed manner. Operating the display using two switches, which have a total of four positions, took some getting used to at first, but its simplicity is impressive. Only the position of the ‘Mode’ switch (there are 4 riding modes Urban, Eco, Rain, Sport) is approx. 5 mm above the indicator, which is operated in the same direction and often leads to double operation. The controls for the heated grips and cruise control are located on the right-hand side next to the start button. Activating the cruise control, which is particularly practical on the motorway, proved to be a challenge because the sensor system of the throttle grip is so wide that there is a considerable gap between the grip and the switch block. As a result, you have to hold the throttle with your little finger and ring finger and then reach over with your thumb and hold the cruise control button for about three seconds - a real challenge, although you also have to keep the speed constant using the throttle grip. The side stand was a bit annoying as it doesn't retract on its own after you give it a push. Switching the display between light and dark mode is also not a good solution. It changes from light to dark as soon as you pass under a bridge. A better hysteresis in the software would be desirable here. A storage compartment that isn't one?! Then there is a watertight storage compartment, where the tank of a motorbike would normally be. Here you can see what happens when unforeseen things get bigger in the late stages of development. The battery (max. 22.5 kWh / nominal 19.6 kWh - lithium polymer) protrudes into the compartment, almost directly under the lid. This results in two small cavities in the front area and on the left-hand side, which can be reached from above. At first I was surprised at what you can store in there: Standard utensils such as charging cards, wallet, spare glasses and sunglasses, tissues and visor cleaner were quickly stowed away. So I packed a second pair of gloves, a 0.5 litre bottle and a few small snacks in the storage compartment. So far, so good. But there comes a point when you want to get to these things again. This proved to be extremely difficult, despite our small hands. Energica could have supplied a removal tool for this. As an option, the Energica Experia can be equipped with voluminous hard-shell side cases and a top case with a total capacity of 112 litres. Then, of course, there are no space problems. The range of the Energica Experia in the test: unexpectedly good After the first 3 hours and almost 200 kilometres, I was surprised that the battery was still not empty and I continued riding, as I actually only wanted to move the bike briefly, drain the battery a little and test the fast charging. Which actually proves that the Experia's range and battery capacity are more than sufficient. Anyway, I then stopped at a charging point and charged the vehicle without any problems. The decision was made to spontaneously drive to the Alps the next day. Day 1: On the motorway heading south We set off ‘early’ at half past 8 in the morning. The destination was the Alps and Lake Constance. The motorbike was fully loaded, the rucksack was packed on my back and I could hardly wait. The journey started through the picturesque low mountain ranges of Germany. Starting in the Siebengebirge, continuing through the Westerwald to the Taunus, before finally charging up for the first time in the Rhine-Neckar plain. In short, once across the A3 and A67 motorways to Mannheim. As the driver of an e-car that comes with a complete charging network, I had no reservations, as I had already tested this the day before. This naivety was about to make me sweat. So, according to my plan, I drove to a rest area with around 50 kilometres of range remaining and wanted to see where the nearest charging station was. Fast charging the electric motorbike thanks to CCS: does it work? To my surprise, there were already two EnBW columns here, but unfortunately they were out of order. So I went in search of the nearest charging point. The charging process started without any problems. The only thing I was surprised about was the decreasing charging speed, as 10% - 80% in a good 30 minutes had been advertised and confirmed by the salesman who handed me the bike. All other parameters, such as range (I had already driven 200 km on the motorway) and acceleration, were in line with the advertised figures. After 45 minutes, I set off again with about 80 % battery power. I travelled as far as Baden-Baden, from where I changed to the Schwarzwaldhöhenstraße. Here I recharged briefly, as there aren't that many charging points up in the Black Forest. The journey up to here on the motorway was rather rough. The suspension is set up quite hard and almost reminds me of my racetrack bike. In combination with the hard saddle, this quickly leads to a sore rear end. The use of an electronic suspension would be appropriate here, so that the vehicle could be softened without losing driving dynamics in the jungle of bends. In the Black Forest, the Experia was back in its element. The only annoying thing here is the constant speed limits. Here you realise that pleasure riders, especially on motorbikes, are not welcome, even if they are quiet. After the rush through the winding roads of the Black Forest, I got hungry in the early afternoon. So, without further ado, I found a charging station and an American fast-food restaurant where I refuelled and charged my e-motorbike at the same time. This demonstrated one of the most important rules of e-mobility: ‘If it stands, it charges.’ After a short break, I continued past Lake Constance to Oberstaufen, where I planned to spend the night. Conclusion of the day: The Energica Experia is simply fantastic to ride, but the saddle is too hard and the German charging network has its pitfalls due to overloading of the charging points and defective columns; but 650 km had been covered. Then I wanted to charge the bike overnight at a socket. I had taken my car's type II socket adapter with me and the hotel had provided me with a socket. Actually a great setting. But then came the disillusionment: after plugging the cable into the motorbike, it reported that it was initialising a DC charging process, but it was supposed to be charging AC. It seemed as if there were problems in the communication between the charger and the motorbike. After several attempts, it was clear that this was not going to work. Fortunately, there was a DC charging station about 300 metres further on, where I recharged the bike during my visit to the Italian restaurant. It seems that the motorbike always has problems connecting to charging stations. Unfortunately, it was not uncommon for charging to work straight away and not only on the 2nd or 3rd attempt or not at all. But it also depends on the available charging points. The 300 kW stations from EnBW in particular are a horror and should be avoided. Unfortunately, the vehicle is also unable to communicate with the Tesla chargers. That would be a huge benefit, in addition to a shorter charging time. Even though there were problems with the charging time and the charging equipment, it was a nice drive and so all that was left for me to do was to relax at the end of the evening and look forward to the next day. Day 2: Pure riding fun. The Energica Experia shows its true strength in the mountains. Experia promised to be a lot better. Yesterday was dominated by a continuous cloud cover and around 20 °C, but I saw bright sunshine and the prospect of 30 degrees in the afternoon from my helmet. We set off early in the morning at twenty past seven. At first, the road wound its way through the Allgäu and into the Alps with the destination Bludenz. This is where the Energica really came into its own. The joy of the first day was back and I thought I had never ridden another motorbike, or at least I shouldn't from now on. From Bludenz, we set off on the first stage of the day. From Montafon, we headed up to the pass of the Silvretta High Alpine Road. Here the Energica was in its element. At some point I stopped counting how many two-wheeled road users I had to leave behind me. This is where the advantage of the combination of an ingenious chassis and a drive that is not reliant on ambient oxygen becomes apparent. I stopped briefly at the top of the pass ridge. It wasn't long before there was a small crowd of people standing around the bike and wanting everything explained in detail. When I had finally finished raving about this motorbike, I continued through the Paznaun valley and through the village where I spent my first 15 skiing holidays. All the memories came flooding back. But as I wanted to be back in Bonn by the evening, I made my way over the Fernpass. When I almost reached Germany on the other side, my stomach started to complain as I had been on the road for five hours and had covered over 260 kilometres. So it was time for a pit and charging stop, the first for the day. This proved the range and suitability of the Energica for country roads. It wasn't empty yet. Quod erat demonstrandum, what had to be proven. That's how it echoed through my head and I hadn't even expected such a high level of performance. Lack of charging infrastructure on motorways The first dampener of the day was the price for a kilowatt hour at the charging point there: €1.90. An absolute cheek. An absolute cheek. So I only charged until I had finished eating and not up to 80%, which turned out to be a mistake. As it was already early afternoon, I wanted to drive back via the motorway from here. So I set the cruise control to 125 km/h and set off. After about 100 kilometres, the Experia wanted energy again. So I looked for a suitable charging station. I was disillusioned to find that one of two charging points was broken and the other could not establish a connection to the motorbike. It then charged at the third charging point, but at a significantly reduced speed. The maximum charging current for fast charging is specified as 80 A. The maximum that could be achieved under ideal conditions was 75 A. Unfortunately, the charging current drops quite quickly and continuously during charging, sometimes even below 40 A. This results in charging times of between 45 minutes and over an hour. As it turned out, the battery cooling simply does not allow a higher charging capacity at high temperatures and driving profiles. At least you could buy refreshments at the station. After what felt like an eternity, the journey continued. I got as far as the area between Mannheim and Darmstadt. The first charging station I approached was again unable to communicate with the vehicle, so I carried on. Then a worrying error message: ‘Limp Mode’ (a protection mode of the motorbike that reduces the motorbike's power when the battery is almost completely discharged or there are problems with the engine temperature or operating voltage). When I arrived at the charging station at a local supermarket, it started charging straight away, even though the speed was very slow. So I used the break to have dinner. I slowly realised that I still had quite a way to go before I got home. With a 60% battery charge, I continued on my way, due to my impatience and with the hope that the falling temperatures would cool the battery in a better window. The next charging stops were very challenging due to the inadequately functioning charging infrastructure. The battery level was increasingly reduced. There were only 45 kilometres to the finish and I had already activated friends to pick me up in case charging was completely hopeless, but sometimes you have to be lucky. Around half past eleven I was back home after 900 kilometres and 16 hours. Conclusion of my test ride with the Energica Experia After two days in the Alps and back, I stood in front of the Energica Experia with very mixed feelings. On the one hand, the riding experience on the country road and in the Alps was simply fantastic and represents a new benchmark for this discipline for me and has inspired me for this motorbike class, even the too hard saddle could not shake it. On the other hand, there was the ordeal of the motorway ride on the second day, which resulted from a mixture of the motorbike's insufficient battery cooling and the desolate state of the public charging network. I therefore thought long and hard about how I could reconcile the two. At the moment, the Energica is an absolute country-road machine. The driving dynamics are unrivalled and the drive, coupled with the long range, make every trip an experience that you don't want to end. Short motorway trips are also no problem, but you shouldn't try to cover longer distances in warm weather. Next time I'll take it on the trailer to the Alps and then just enjoy it there. Interested in a test ride? Write to us and we'll arrange a test drive for you at a qualified Energica dealer, such as Auto Thomas in Bonn. Here you have the opportunity to experience and test each model live. All 4 models Energica Experia, Ego +, EsseEsse9 and Eva Ribelle are available here. Auto Thomas is also passionate about high-performance e-motorcycles, so you will receive sound and comprehensive advice from a qualified team. Technical data Energica Experia Motor TYPE: Permanent magnet synchronous reluctance motor. Liquid-cooled (PMASynRM) VOLTAGE 306V POWER Peak power 102 hp (75 kW); continuous power 80 hp (60 kW) TORQUE 115 Nm / 85 lb-ft – 900 Nm / 664 lb-ft at the wheel SPEED Limited to 180 km/h ACCELERATION 0-100 km/h (0-60 mph): 3,5 sec RANGE City: 420 km - Combined: 256 km - Motorway: 208 km – WMTC: 222 km Elektronics DRIVING MODES Seven profiles: Energica 1-4 (factory setting), Custom 3 (customisable) Four driving modes: Urban, Eco, Rain, Sport Four regenerative modes: Low, Medium, High, Off DASHBOARD COBO 5’ IPS 1000 nits bonded 848×480 TFT colour display; 10 warning lights with coloured LEDs and icons; nambient light sensor; real-time clock. CONTROLLER Dual microcontroller ARM based with an adaptive multi-mapping algorithm for energy and power management TRACTION CONTROL 6 levels of intervention combined with the existing eABS and the Cornering Bosch 9.3 MP TEMPOMAT PARKASSISTENT (forwards/backwards slow drive) Battery CAPACITY Max 22,5 kWh / Nominal 19,6 kWh – Lithium-Polymer LIFETIME 1200 cycles at 80% capacity (100% DOD) CHARGING DC fast charging mode 4: 400 km per hour (max. 24 kW) 0 to 80 % in 40 minutes Slow charging mode 2 or 3: 63.5 km per hour BATTERY CHARGER Onboard, 3,3 kW 90-264 Vac 50/60 Hz [1 kW 90-177 Vac range]. FRONT BRAKE Brembo, double floating discs, Ø330 mm, 4-piston radial brake calliper REAR BRAKE Brembo, single discs, Ø240 mm, 2-piston calliper ABS Cornering Bosch 9.3 MP FRONT SUSPENSION Front fork ZF SACHS Ø43 mm, adjustable rebound damping, spring preload and compression damping; suspension travel 5.90 in. (150mm) REAR INDEPENDENT SUSPENSION Rear ZF SACHS monoshock 55mm, adjustable rebound damping, spring preload; spring travel 5.90 in. (150mm) Dimensions HEIGHT 1461mm (mirrors not included) SEAT HEIGHT 847mm WIDTH 867mm LENGTH 2132mm WHEELBASE 1513mm WEIGHT 260 kg PRICE: from € 28,263 - more product information on the Energica Experia in our e-garage! Did you like our information? Then rate us on Google.

According to an EU resolution, new vehicles are to be emission-free from 2035, with the exception of e-fuels - at the insistence of the German government. The current political debate means that e-fuels are currently on everyone's lips. While some people want to use e-fuels to save the combustion engine in cars for a climate-neutral world, others think this idea is absurd. What are the advantages and disadvantages of e-fuels? Who can use synthetic fuels and are e-fuels the solution for all vehicles? We put the alternative from the petrol pump to the test. What are e-fuels and what happens during production? The term e-Fuel (also known as synfuels or electricity-based synthetic fuels) refers to synthetic fuels that are produced from water and carbon dioxide (CO2) using electrical energy. This process is known as power-to-fuel. The production of e-fuels is very complex, because although hydrogen - an essential component of fuels - is present in large quantities in water, its extraction as a pure gas, e.g. by electrolysis, is very energy-intensive. Extracting CO2 from the air is even more difficult. Although this process requires many times more electrical energy, if this is obtained 100% from renewable, free energy sources, the amount consumed is actually of secondary importance, according to Uniti, the association of medium-sized mineral oil companies. In other words, it shouldn't matter how much energy is consumed if it is generated in countries where solar and wind power are available in virtually unlimited quantities. Are there enough e-fuels for everyone? Falko Ueckerdt from the Potsdam Institute for Climate Impact Research (PIK) is focussing on the production of e-fuels. According to his calculations, climate-neutral e-fuels will hardly be available for years to come. By 2035, around 60 projects have been announced worldwide that will increasingly produce e-fuels on an industrial scale. However, a final investment decision has so far only been made for one per cent of the planned production volume. If we assume that global e-fuel production grows as fast as solar power generation, coverage could rise to 50 per cent - mind you: only of the German aviation, shipping and chemical industry requirements. Therefore, e-fuels are an alternative for existing fleets of combustion engines to make them more climate-friendly. However, the rare stocks should not be planned for newly registered cars and smaller lorries. There are already enough alternative options with electric motors for this. "e-fuels do not belong in the tanks of cars and lorries," says Prof. Dr Martin Wietschel, Head of the Competence Center Energy Technologies and Energy Systems at Fraunhofer ISI, in an interview with VDE. "Not only because they are far too expensive, but also because they are needed elsewhere." A clear prioritisation of possible applications would be desirable. What is the price of e-fuels? e-Fuels from the first demonstration plants are not intended for commercial use. The investments made by Porsche and international partners in the pilot plant in Punta Arenas, Chile (Haru Oni, ~$74 million) would result in costs of around €50.00 per litre of e-fuel. As soon as the production of e-fuels is established on an industrial scale with direct air capture, production costs of around €2.00 per litre may initially be incurred. This corresponds to two and a half times the typical wholesale price of fossil petrol of around €0.76 per litre. In the long term, production costs of less than one euro per litre of e-fuel are likely to be achieved. However, this depends heavily on the speed of the global market ramp-up of e-fuel production. Active policy is therefore needed to boost the ramp-up of e-fuels. Together with international partners, the BMDV is promoting the ramp-up of electricity-based fuels To this end, the Federal Minister for Digital and Transport Affairs, Dr Volker Wissing, the Lithuanian Minister for Transport and Communications, Marius Skuodis, and the Japanese Parliamentary Vice-Minister for Economy, Trade and Industry, Taku Ishii, signed the „Berliner Declaration“ for the ramp-up of e-fuels at the beginning of June 2024. The agreement was reached as part of the International e-Fuels Dialogue 2024, which the Federal Ministry of Digital and Transport hosted in Berlin together with the Lithuanian Ministry of Transport and Communications and the Japanese Ministry of Economy, Trade and Industry. "Alongside battery-electric drive systems and hydrogen, e-fuels are an important option for climate-friendly transport. In the Berlin Declaration, we commit to technological openness and the importance of e-fuels." said Wissing. Advantages and disadvantages of e-fuels e-Fuels are user-friendly and convenient to use. Thanks to e-fuels, there is no need for an expensive change in transport technology. Existing vehicles can continue to be used. e-Fuels can be mixed with conventional fuels and can completely replace them. For consumers, this means: a short refuelling process and the range for further kilometres is restored. Is every car able to run on e-fuels? Any car with a classic combustion engine that is fuelled with petrol or diesel can also be refuelled with the corresponding e-fuel. It cannot be used for hydrogen cars and, of course, not for electric vehicles either. In the case of hybrids, however, synthetic e-fuels can be used. But how far can a combustion engine go on a full tank? "The efficiency of combustion engines is much worse, so an electric vehicle can travel five times further on the same amount of energy than a vehicle fuelled with e-fuels," says sustainability expert Michael Koch from the SRH Fernhochschule in Riedlingen. This means that a lot of electricity is wasted if it is used to produce e-fuels instead of charging electric vehicles. While 13 to 15% of the electricity used for e-fuels ends up at the drive wheel of the vehicle, the figure for electric vehicles is 70 to 75%, write researchers from the Fraunhofer Institute for Systems and Innovation Research (ISI) in Karlsruhe in a discussion essay. If e-fuels are used in aviation, a climate-warming effect occurs even if the electricity used is produced completely CO2-neutrally, as around two thirds of the climate effect of air traffic is not caused by the release of carbon dioxide, but by secondary climate effects. Therefore, switching to e-kerosene, which is produced using 100% green electricity, only reduces the climate impact of air travel by around one third. As e-fuels are indistinguishable from conventional fuels in terms of their properties, it can be assumed that they cannot contribute to an improvement in air quality either, as air pollutants are also released during combustion, according to the German government in a statement in 2019, which refers to a study that states that the demand for liquid fuels will decrease drastically by 2050. By 2050, an almost complete technological shift from classic combustion engines to battery and hydrogen-electric drive concepts will already be complete. What role will e-fuels play in the future? A research project is attempting to increase efficiency in the production of e-fuels. According to a press release from the Karlsruhe Institute of Technology (KIT), up to 60 per cent is possible. In recent years, further progress has been made in the development and technology for the production of synthetic fuels. A haulage company in southern Germany drove over a million test kilometres with a fleet of different types of trucks using the reFuels fuel. For the first time, all relevant factors, from the production process to costs and product properties through to environmental influences, were assessed in their entirety. Porsche was the first car manufacturer to drive forward the development of synthetic fuel with the pilot phase of the plant in Chile. Production capacity there is to be increased to around 55 million litres and to around 550 million litres of PtX per year by 2026. Porsche will be one of the main customers for the green fuel. From this year, 2,500 tonnes of synthetic fuel are to be produced annually at a factory in Frankfurt-Höchst. This will also be used primarily in aviation and shipping. The investing company Ineratec has been subsidised for this purpose. According to ADAC the EU is also working on introducing a mandatory quota of 2.6 to 5.7% green hydrogen and e-fuels in the European transport sector by 2030. If you ask supporters or opponents of e-fuels about the future, you will certainly get different answers. Some see e-fuels as the panacea and solution to all problems, while others see synthetic fuels as a niche product to bridge the gap until battery-electric vehicles are more mature and meet all requirements in terms of range or charging infrastructure. In the end, every user has to decide for themselves which technology they trust and want to use. The main thing is that it is a decision in favour of a sustainable and climate-friendly drive source. Tip: If you want to deal with the topic with a touch of scientific humor, we recommend the knowledge transmission with MAITHINKX Dr. Mai Thi Nguyen-Kim. There, interesting topics from different areas of science are treated with a wink, as well as the efficiency of e-fuels. Find out why, in her opinion, e-fuels in the car sector are "inefficient bullshit with sauce". Did you like our information?   Then rate us on Google.

Micromobility Europe describes itself as the ‘world's largest conference for small vehicles’, together with its sister event Micromobility America in November. A good reason for us to stop by this year. On the way to Amsterdam, I could already see that electric mobility is already much more established in the Netherlands than in Germany. You can find (well signposted!) charging stations at almost every motorway service area, often operated by Fastned or oil companies such as BP. However, these are not hidden in dark corners of car parks, but usually right next to the service stations, covered and with services such as windscreen water. In addition, there are often 8 fast-charging points (4 each with 150 or 300 kW) that are easy to access. That's how you want it! Arriving in Amsterdam and on the way to the event location, you could see many other LEV on the roads in addition to the thousands of bicycles and e-bikes. There were also excellent cycle paths and lanes. As the city of Amsterdam has decided to introduce a 30 km/h speed limit almost everywhere by the end of 2023, traffic of all vehicle categories can flow side by side in a relaxed manner. As a further measure, there are already plans to ban the registration of new mopeds with combustion engines this year. Old vehicles may still be used during a transitional period until 2028. But now to Micromobility Europe: there are more LEVs than cars in front of the event hall 'De Kromhouthal', an old factory, as well as a spacious test area in the car park. In the hall itself, you can then take a look at new and innovative vehicles or service providers in the field of micro-mobility at many stands. The exhibitors Local hero Veloretti, founded in Amsterdam in 2012, has the vision of developing clean and timeless bikes at an affordable price, e.g. the 'Electric Ace Two' or the 'Electric Ivy Two' for women with a low step-through. This can definitely be said for the bikes without additional drive, but the prices for the e-bikes only start at € 2,999. In return, however, you get high-quality bikes from European production with a clean design. The test ride also confirmed the very good impression. Right next door was Voltaire, a start-up from France that was only founded in 2018 and now offers 3 different models from €2,290. This year, the 'Legendre' e-bike was honoured with the Design & Innovation Award. There was another highlight at the joint EIT Urban Mobility stand: the e-Cafe Bike rom the start-up of the same name from Prague. At prices of over €4,000, it's no bargain, but it's a real eye-catcher. 3 different models, e.g. the beach cruiser 'Americano', can be customised in a variety of ways. In addition, 2 trailers are offered, with which every bike becomes a real transporter alternative. Other exhibitors included the well-known manufacturers SEGWAY, OKAI and NAVEE, who primarily presented their vehicles for the sharing market. Unfortunately, no other LEVs such as e-Mopeds, e-Motorräder or e-MicroCars represented, which meant that the exhibition was rather small. I had expected a larger number of exhibitors here. MME – more trade conference than public exhibition But to be fair, the MME calls itself a conference and not a trade fair, so most of the time during the 1.5 days was reserved for the many panels and presentations that were offered on 2 stages and were dedicated to exciting topics. For example, the further development of the e-bike market, which is currently on the upswing again after the boom during the Covid period and a subsequent dip, was discussed intensively. Moderated by Micah Toll from Elektrek, representatives from Cannondale and Riese&Müller, among others, reported on their assessment. There was a consensus that electric bikes have further potential with a share of over 50% of the total European market. Strong growth is expected for e-CargoBikes in particular in this decade. Before making a purchase, you should inform yourself well and ideally arrange a test ride. Of the entire programme, I found the panels on the aftermarket and developments in the Netherlands particularly interesting, as well as the keynote speech by Lucas di Grassi on his involvement in Formula E e-motorsport. The aim of the ‘Federation for Micromobility and Sport’, which he co-founded, is to promote technological development through racing with e-scooters (Electric Scooter Cup) and also to draw attention to the dangers (keyword: compulsory helmet). My summary of Micromobility Europe 2024 in Amsterdam: Was the trip to Amsterdam and the 2 days worth it? For me, the picture is mixed: on the one hand, we need such industry events for a constructive discussion between all micromobility stakeholders. On the other hand, I would like to see greater participation from both manufacturers and the general public. As with other events, not least the IAA Mobility the organisers have not yet succeeded in establishing a clear profile and positioning. Nevertheless, an interesting conference, a few vehicles and an evening networking event were worth the trip for me. Did you like our information? Then rate us on Google.

Zero Motorcycles has now revised its range of e-motorcycles up to 11 kW for bikers who have an A1 or B196 driving license. The new Zero S has just arrived at dealers in Germany and I was one of the first to test drive the sporty electric motorcycle. Zero is the market leader in electric motorcycles Zero Motorbikes have been pioneers in two-wheeled e-mobility for many years. Zero has also been selling electric motorbikes in Europe since 2010, serving a very exquisite clientele. This is because the competition from renowned motorbike manufacturers, such as BMW, prefer to wait and take their time with their own electric bikes. Zero is thus positioning itself as the market leader among electric motorbikes. A good decision for the future, because according to the McKinsey Centre for Future Mobility, it is predicted that over 30% of two-wheelers worldwide will be purely electric by 2030. There is now also an electric light motorcycle offer for novice drivers with an A1 driving license or car drivers with the B196 extension. Anyone who has held a car driving license for five years and is at least 25 years old can get the extension (key number 196) by completing a total of 18 training hours of 45 minutes each. The Zero S, Zero DS and Zero FXE offer the most exceptional driving experience in their class and an absolute thrill, because the driving experience is (almost) like that of the big ones. All three models are based on the new third-generation FST platform. This offers a Bosch ABS system, traction control, a stability program and a Type 2 charging socket as standard. Brakes: a 320 double disc brake is installed at the front and a 4-piston brake system at the rear. The Zero S electric motorcycle in detail: Zero Model S: The look is identical to the "big" SRF or SR models, only the colour scheme in cool white reveals that it is the little sister. This is characterized by the following features: The cheapest model of the new motorcycles for 2024 is completely new and is powered by the new Z-Force 75-7 engine with max. 60 hp in combination with a 14.4 kWh "+" battery. The 600 amp controller is slightly smaller than the 900 amp controller of the larger machines. All of the roadster's electronics are controlled by the Zero Cypher III+ operating system. The Model S features Bosch motorcycle stability control with cornering ABS and traction control, five driving modes, Showa chassis elements and a Gates belt drive. Comparison Zero S 2021 vs. Zero S 2024 The newly launched Zero S 2024 model offers a maximum output of 60 hp, comparable to the S 2021 with 59 hp. The maximum torque of the S 2024 of 132 Newton meters offers slightly more thrust than the 92 Nm torque of the previous model S 2021. In order to dissipate heat particularly quickly, the 2024 Z-Force 75-7 has the external engine hardware of the powerful SR/F. The internal design of the engine has been optimized for maximum performance with significantly reduced weight. Overall, however, the new Zero S now weighs a little more at 223 kg. The new Zero S's Bosch Motorcycle Stability Control (MSC) optimally combines performance with intelligent and intuitive control. It is pleasing to see a price reduction to just €17,4000, which is around €1,000 less than the previous model. How do I book a test ride on the Zero S? Booking a test drive is easy and can be requested online, for example via our e-Garage , where we present numerous e-vehicles across categories. On the product details page there is information about the vehicle and the option to request a test drive. You will then receive the information and a voucher by email. I drive to the dealer at the agreed time. I have the appropriate protective clothing with me: a safe helmet, motorcycle jacket with protectors, gloves. I quickly sign the liability waiver, show my driver's license, leave my ID card and off I go. The Zero S looks stylish. Sharp edges, sporty lines. I receive detailed instructions and tips on the best places to ride so that I can try out the Zero S on country roads too. And then it starts. My driving experience on the test drive The first impression: Wow, the driving experience is like that of a "big one", the performance even in Eco mode is hardly comparable to conventional 125cc machines. The continuous rated power of 11 kW is relevant for classification as an A1 machine, but the peak power is not limited and here Zero really shows what is possible. The power really shows itself when accelerating on country roads. Oncoming bikers greet me - I feel like I'm being taken seriously, like with a powerful A2 machine and the famous permanent grin sets in. The machine is comfortable to hold, I sit in a compact and sporty position. The driving experience is good. It runs smoothly, there is no fluttering and even the bumps in the rural asphalt do not disturb the vehicle. The cornering in the roundabout is stable. The machine responds easily and quickly to the instructions I give. After a while, however, I notice a feeling of pressure on my hands due to the low handlebar position. One thing bothered me a little: the position of the footrests. At every traffic light they get in the way and my calf gets caught in them. The result: a bruise that reminds me of the great riding experience for a few days. But otherwise the ergonomics of the Zero S are just right for my height of 1.70 m, which would probably not be the case with a DS, for example, as I noticed when I tried out a DSR. I probably wouldn't have realized this without visiting the local dealer. So overall I can say that the test drive and the personal experience on the road was well worth it. You get a feel for the unique driving experience with an electric motorcycle, you can see whether the ergonomics suit you and you understand the differences to other vehicles. Conclusion: everyone should treat themselves to this driving pleasure, because a test drive is not only very informative, it is also a lot of fun! Did you like our information? Then rate us on Google.

Ein Kommentar Digitalisation, autonomous driving, sharing and electromobility - what has for some time been referred to under the acronym CASE[1] as the 4 main topic areas and challenges of the automotive industry were presented last week in Munich. And it was clear to see: The entire industry, and thus also the trade fair itself, is undergoing an all-encompassing transformation process. It is just not yet foreseeable where this will lead for the IAA and the various players. After 2021, the whole of Munich will once again become a showroom for the mobility of the future. For many years I have been fascinated by mobility in all its facets and I have already been to several IAAs, including again this year in Munich. As well as at the Intermot in Cologne, the Eurobike in Frankfurt or the e4-Testival at the Hockenheimring. Based on my impressions on site and after following the various media reports (TV, print and social) of the past few days, I would like to make a personal comment on the current situation in Germany below. (Almost) everyone knows the established car brands of the western world, first and foremost the German manufacturers BMW, Mercedes and VW with Audi and Porsche. Fiat, Peugeot, Renault, Seat, Skoda and Volvo have also been household names for many years. So have Ford and General Motors with their various brands and, more recently, perhaps the Japanese and Korean representatives such as Toyota/Lexus, Honda, Mitsubishi, Nissan, Kia and Hyundai/Genesis. But who knows about the multitude of new players? Aiways, AVATR, BYD, GWM, Maxus, MG Motor, Nio, Ssangyong, XEV, Xpeng, Zeekr. Or Lucid, Polestar, Rimac? And then there is the almost daily growing number of (still) small start-ups from the micromobility and LEV sectors: ARI, CityTransformer, eGO and Microlino as well as the countless e-moped, e-bike and e-scooter manufacturers. This list shows that the world of mobility is in the middle of an all-encompassing and global process that will dramatically change our cities, our locomotion, and indeed our entire daily lives in the coming years and decades. Against the backdrop of unmistakable climate change, this is also urgently needed and often still too slow. This year's "late summer" even during the IAA may have been nice, but against the background of the many climate catastrophes in Southern Europe and on other continents it was rather a warning signal - we have to do something! At this point also a sentence on the various actions of the so-called "climate activists": Does it really make sense to block an event at which 98% emission-free vehicles were presented? And shouldn't they have followed the offer to participate in discussion rounds? Even though I share the goals of the groups, I consider the chosen forms of protest of the last months to be ineffective and even harmful to the cause. IAA MOBILITY - opportunity or challenge? So these general conditions are actually a huge opportunity for a "mobility fair" to get people in the mood for change and to bring them along. But they are also a huge challenge due to the complexity and diversity that the organisers of the IAA Mobility have created for themselves. One problem here is that the IAA was and is organised by the VDA, the (German) Association of the Automotive Industry, which is not a "neutral" institution per se. This is because "the central commitment of the VDA is to the interests of the entire German automotive industry at national and international level". This is why many representatives of public mobility services were absent, who met at the same time in Berlin at the "Zukunft Nahverkehr" event organised by Deutsche Bahn. Coincidence, intention or simply a planning mishap? Personally, my visit to the IAA Mobility 2023 left me a little perplexed - despite the bright sunshine and many visitors on all days. Do we need an event at which the exhibitors set up partly double stands - in the exhibition halls as well as in the city centre - at immense cost (and with little sustainability?)? Do we need shows, laser effects, music events and "key notes" (often with little content) around them to attract attention? Maybe we do. But maybe we should rather think about what really helps people in their everyday lives in this transformation. Because in reality, we often still experience a frightening lack of interest or even rejection of e-mobility in car dealerships. The "petrol-heads", from the top of the company to the salesman, continue to dominate and try to hold on to the old familiar (diesel engines, SUVs, horsepower show-offs, ...). However, a few seem to have discovered an opportunity for themselves and are also putting two-wheelers, from e-bikes to high-performance e-motorcycles, and other LEVs in their showrooms. If there is to be a future for the IAA Mobility, then it would have to be designed even more in cooperation with other industry associations and also show the seamless linking of different mobility offerings. Because one thing became clear in Munich: People are still very interested in innovative mobility offers and are willing to try them out and use them in everyday life. If - as propagated by the traffic light government - Germany is to become the "lead market" for electromobility, then this must also be recognisable at the leading trade fairs and in the trade. The opportunity is there - it should be used courageously and without reservations! [1] CASE stands for Connected, Autonomous, Sharing and Electrification.

In Plauen, Saxony, the mobility start-up VoWag, a subsidiary of the Sächsische Automobil Manufaktur SAM, has been building heavy e-cargo bikes for several years. Electric cargo bikes are the vehicle of the moment for many people - both for transporting their own children to kindergarten or school and for commercial use. With its CARGO M model, VoWag is drawing on experience from rally sport. The declared goal: to position one of the most robust electric bikes for commercial customers on the rapidly growing market. The VoWag CARGO M is considered a solid all-rounder that can be used for a variety of applications in commercial use due to its robustness. In doing so, the manufacturer relies on a modular approach. With its large capacity of max. 745 kg (incl. driver), the large loading area of 1.27m x 0.98m and a considerable range, the Cargo M becomes a real alternative for the electric transporter. Depending on the battery, load, temperature, driving style or topography, the CARGO M cargo bike can achieve a range of up to 200km. The loading area is designed for transporting a Euro pallet or correspondingly wide bodies. According to the manufacturer, the loading volume is approx. 1.60m³ with a loading height of 1.30m (up to 2.00m³ with a higher container). The CARGO M from VoWag relies on modular equipment The robustness of the e-Cargobike from Plauen is based on the selected components (rims, chassis, frame and drive). This makes it possible to transport enormous loads like a whole pallet with the CARGO M. Options include a container with wheels, a universal loading area with screen-printed floor or a railing as well as a "caretaker's box". Lighting, rear-view mirror, horn and splash guard, an optional mobile phone holder or a spare wheel including "jack" are part of the equipment - partly at extra cost. Thanks to this enormous loading capacity and the large loading area, a wide range of commercial applications can be found for the Cargobike from Saxony. VoWag defines its core areas of application as urban logistics, facility management and internal company use. Due to the robustness of the bike, the use of the CARGO M for rental and sharing providers is also interesting, because it is precisely here that electric vehicles are not always handled very carefully. And so we now see the CARGO M cargo bikes in many cities as logistical helpers for urban transport, as food trucks or even as promotional stands at events and conferences. This is where the many (partly optional) superstructures pay off. An e-Cargobike from urban transport helper to eye-catcher as a marketing tool - this is how electric, sustainable mobility works today.

The annual highlight for electromobility fans took place last sunny September weekend in Bad Griesbach / Rottal: the E-Cannonball 2023. This is a car rally of purely electrically powered vehicles. The participants drove a good 400 km through the most beautiful areas of Bavaria and the Salzkammergut in Austria. On the route, there were sophisticated challenges that the drivers had to master. The field of participants was a colourful mix. From e-mobility-enthusiastic families to the "Who's Who" of the electric industry, everything was there, including the team Ove Kröger and Alexander Bloch in the Lucid Air battling it out with the brothers Albert & Alex Bangula („Elektrisiert“) in the Tesla Model S Plaid. Also present were Dirk Kunde (Drehmoment) and the ADAC Youtube channel team Marie and Matthias. We from Team voylt were also able to take part this year. Already on Saturday, the 73 teams presented their vehicles in the Parc Fermé. Numerous interested people came by and so an informative exchange about e-mobility topics took place. Even many doubters of the electrified future stopped by and could convince themselves of the diversity of electromobility. The vehicles were marvelled at and one or two people were able to try them out. In addition, sponsors such as Ionity, Maingau and Technagon presented themselves with information stands. Thanks to these sponsors, all participating teams were supplied with sufficient electricity free of charge during the event and also on the journey home. Many thanks for that! From small to large - the E-Cannonball presents the diversity of e-cars The starting vehicles were divided into 4 categories, based on battery size. However, one group of vehicles was very special and, as every year, marvelled at by numerous people: the Heros! These are converted or self-built vehicles, of course with road registration and TÜV, of which one would never have thought that they could cover the distance of over 400 km purely electrically. For example, a Land Cruiser FJ40, the solar-powered BoSolarCar of Bochum University or a converted VW Derby2. Nevertheless, they all made it to the finish line. The challenges were commented on by well-known Youtubers from the e-mobility scene. In the studio, Arnie Kröger, Oliver Krüger (163 Grad) and Mathias "Mate" Gruber ("Instadriver") hosted the exciting livestream from 6:30 in the morning until 19:00. On the way, they had to complete the precisely specified driving route with predefined route points. Selfies had to be taken at hotspots in the area, coins had to be minted, the longest golf swing counted, expert knowledge counted in the Ionity knowledge quiz and of course the drivers had to prove their driving skills in skill tests. The evening was concluded with a festive gala where the award ceremony for the participating teams took place. For us, it was enough for 10th place in Group 2 with our Polestar 2. Overall, the E-Cannonball was a perfectly organised e-mobility event. The community proved its cohesion: everyone helped each other and all participants were mega-sympathetic. There was a lot of laughter and everyone had a lot of fun. The only thing we were missing this year were the two-wheeled vehicles. E-mobility doesn't just mean driving an e-car. We would have liked to see more e-motorbikes, e-bikes, electric utility vehicles or e-microcars. But who knows - maybe next year we will see a Microlino, an ARI or an eRockit at the start. After all, after the E-Cannonball is before the E-Cannonball! Information about the event can be found on the E-Cannonball website.

Microcars are small speedsters that are now very popular with modern city dwellers, but there is also interest among young drivers. After all, the small e-cars in the L6e vehicle class can be driven from the age of 15. Manufacturers are reacting and releasing new models at attractive prices. We present the new products and compare them with the well-known light vehicles. Peel P50 is the smallest The first minicar on the European market was the Peel P50. The cute single-seater with a length of 1.34m is the smallest car in the world and was built in Great Britain between 1962 and 1965. There were 120 examples of this light vehicle with a body made of fiberglass plastic at the time. Production has since resumed and is even available as an electric version powered by four 12-volt batteries. The maximum speed is 16 km/h. This means that the Peel P50 can even drive on the sidewalk in its home country. Price: from €15,500. Opel Rocks-e: The short-distance electric car The Opel Rocks-e is a "Sustainable Urban Mobility" (SUM) – a sustainable city car. With a length of just 2.41 meters, a width of 1.39 meters (without exterior mirrors) and a weight of just 471 kilograms (including drive battery), the Opel Rocks-e the entry card into electromobility. The range is up to 75 kilometers (WLTP). Starting price from €7,990 including VAT Its French brother from the Stellantis family is the CITROËN MY AMI. In addition to the basic versions Pop, Vibe and Tonic, the series now also offers an open-air off-road variant, the BUGGY . The target group is young, cheeky and dynamic, which is also reflected in the design of the microcars. The little Frenchman is available in neighboring countries from around €9,400. Fiat Topolino provides Italian flair. Fiat has just presented its new models in a double launch. With the Topolino, the Italian manufacturer is releasing a sister model to the Citroën Ami and Opel Rocks-E. One of two soon-to-be-available variants, the Topolino Dolcevita, has now been presented. The "beautiful life" is reflected in the nice little things that the mini car has to offer: a roll-up top made of fabric, ropes instead of doors, a retro box at the rear for luggage, a fan with a USB port or beach towels and, if desired, even your own shower head. You quickly forget that the 8 hp is only enough for a top speed of 45 km/h. On the other hand, the original Topolino with its 14 hp wasn't much faster back then. Price from €7,500. By the way: From September the “SUV” will be available. Fiat 600e at the start - and here the Italians promise more space and more range. 68 years after the first 600, the Italians are relaunching the Seicento as an electric car. While the original could carry four people with an external length of just 3.29 meters, the modern 600e is almost a meter longer at 4.17 meters and offers space for five people. The manufacturer promises up to 360 liters of trunk space. We already know the look of the LED headlights from the Fiat 500e, but the entire front section is something narrower and looks like a mouth. The Fiat 600e is available in two equipment lines: RED and La Prima. Prices start at €36,490 for the 600e RED, the 600e La Prima costs at least €42,490. Renault Twizy: The microcar that didn't want to be a car. The Renault Twizy was built for twelve years. But the manufacturer is now ending production of the small electric car, which conquered the streets as a pioneer of electromobility when Tesla was still in its infancy. The design is eye-catching. The minicar doesn't have real doors and the window panes are missing - rather suboptimal in the rain and in winter. The Twizy offers something that not all moped cars have: a standard airbag for the driver. The passenger, who is positioned behind the driver, does not have this safety equipment. The Cargo version eliminates the rear seat in favor of a small trunk. The microcar promises a range of up to 100 km. The charging speed to 100% on a normal household socket is 3.5 hours. This means that the Twizy is ready for use again a little quicker than the Opel Rocks-e. There is also a faster 80 km/h version that can be driven by those aged 18 and over. However, you need a car driving license for this. The last little French is still available cheaply: price from €11,450 Microlino: the Swiss cult car aims high The cute Microlino with its retro look is finally available to order. With a rated output of 12.5 kW, a trunk volume of 230 l and a range of up to 230 km, the Microlino is, according to the manufacturer, the best in class in the European vehicle categories L7e and L6e. Its USP: the self-supporting body, which improves the quality, durability and safety compared to traditional tubular frames normally used in the L7e/L6e class. The Swiss company Micro has the attractive snog ball produced in Italy. The first deliveries of what is perhaps the most beautiful microcar on the market have already begun. An order can be placed via Microlino website possible from 21,190 €. Smart EQ fortwo Production of the electric Smart EQ has finally stopped. The two-seater model failed to establish itself. Interested parties have to hope for existing vehicles. All upcoming Smart models will be built in China / Ningbo, a metropolis about 150 kilometers from Shanghai. There Mercedes formed the 50:50 company Smart Automobile Co. Ltd. with Geely. founded that exclusively builds electric cars. The first vehicle to roll off the assembly line there is the Smart # 1. However, it belongs in a different size and price class. e.Go brings the X version: e.GO e.wave X The e.Go Life, which has been produced in Aachen since 2019, is 3.35 meters long. The new version, the e.wave X, is intended to boost sales. The Microcar is based on the 'next generation of the e.Wave electric car platform'. The look is very similar to that of the e.Go Life, but some additional parts have apparently been added to give the microcar a touch of SUV. The following variants are available: "Native" from €24,990, "Urban" from €27,990 and "Metropolitan" from €29,790. ARI 902: the microcar at a bargain price The Borna-based company ARI Motors is presenting the ARI 902 at a much cheaper price perfect solution for delivery services, small businesses and private individuals interested in an environmentally friendly mobility solution. The smart two-seater accelerates quickly up to 90 km/h and transports the driver through city traffic in a relaxed and lively manner (at an electricity price of 34 cents) for 2.99 euros per 100 km. It does not cause any direct emissions and is very economical with a consumption of just 8.8 kWh (in urban areas) or 10.0 kWh (out of urban areas). The ARI 902 is available in the “Pure”, “Cargo” and “Comfort” versions starting at €13,990 net. Elaris has modernized its small electric car The ELARIS DYO is just big enough to transport the essentials: shopping, luggage and companions - on two or four legs. But the DYO is also so small that it can go anywhere and fit anywhere. This car has no parking problems. In terms of design, the small car looks much more modern than its predecessors PIO or FINN. With its 32 kWh battery capacity, the two-seater reaches a top speed of 110 km/h. The range is an impressive 265 km (WLPT), consumption is 11.9 kWh/100 km. The luggage compartment volume is 229 l. Dimensions: 2.87 m length, 1.56 m width, 1.57 m height and 1.76 m wheelbase. The safety features that complement the range include: ABS, anti-theft alarm system, electric parking brake, electronic power steering (EPS), airbags, reversing camera and tire pressure monitoring (TPMS) provide a safe driving experience. Price: from €17,722.50, available from October 2023. The City Transformer wants to conquer the world The City Transformer CT-1, which belongs to the L7e vehicle class, can now be pre-ordered at a special price of €16,000. The highlight: The tires can be extended or retracted laterally as required (performance or city mode), thus offering an adjustable track width. Its dimensions are therefore record-breaking: 2.50 m long, 1.00 to 1.40 m wide, 1.57 m high and 1.80 m wheelbase. The mini speedster truly deserves the name Microcar. The 14 kWh battery under the vehicle floor and two 7.5 kW electric motors deliver an impressive range of 120 to 180 km and a maximum speed of 90 km/h. The battery can be fully charged again using a household socket in 3.5 hours; using a quick charger it only takes 20 minutes. With over 2,000 pre-orders and 20 million euros in financing, the electric car startup from Israel is ready to revolutionize urban mobility. XBUS - if it can be a little more The XBUS is a small electric bus in class L7e. And this microbus is rightly called a light vehicle: in fact, it only weighs 450 kg. Dimensions: 3.96 m length, 1.64 m width, 1.96 m height and 2.20 m wheelbase. The XBUS is powered by four wheel-integrated electric motors. The vehicle also has integrated solar modules to increase the range to up to 600 km. The batteries are located in "battery drawers" in the middle or at the rear. Another special feature is that there are numerous modules with which the XBUS can be individually configured, for example as a pick-up or camping bus. VDL Nedcar, one of the largest European contract manufacturers from the Netherlands, will produce the XBUS for ElectricBrands. This means the start of series production for the start-up is secured. Deliveries are scheduled to take place in 2025. Price from €18,070 Conclusion: The development of new microcars has experienced remarkable momentum in recent years. The compact vehicles have a promising future. They offer a cost-effective option for mobility, especially in densely populated cities where parking space is scarce and expensive. The low maintenance costs and economical consumption make them attractive to many consumers. They are also easy to maneuver and can weave through city traffic with ease. This saves time and stress. Performance such as consumption and range increase. In addition, the demand for sustainable means of transport is increasing. Microcars are the answer to that. With their small space requirements and environmentally friendly properties, they have the potential to sustainably revolutionize mobility in urban areas.

The world's largest trade fair for consumer electronics takes place annually in January at the Las Vegas Convention Centre in Winchester. With more than 4,300 exhibitors, including a record number of more than 1,400 start-ups from around the world at Eureka Park®, CES in Las Vegas showcased the innovative trends that are shaping the future and solving the world's most pressing challenges. Artificial intelligence (AI) was the main topic at CES 2024. Companies emphasised the enormous potential of AI to improve our world with innovative applications that will change the way we communicate, do business and take care of each other. This was also evident in the mobility sector. With over 600 exhibitors from the mobility sector, CES is one of the world's largest and fastest growing events in the automotive, mobility and transport sectors. Exhibitors showcased the mobility ecosystem, with new tech highlights addressing the future of autonomous vehicles, electric vehicles, micro-mobility, software-defined vehicles and flying cars, as well as the future of assistive mobility and safety systems. Exhibitors included BMW, Honda, Hyundai, Kia, Magna, Mercedes, Paccar, Recaro, Sony, Supernal, Togg and Vinfast. Volkswagen has also focussed on integrating artificial intelligence to improve the comfort and safety features of its vehicles. The car manufacturer announced that it was working with its partner Cerence ChatGPT to integrate AI into the IDA voice assistant in various models, such as the ID.7 and the new Golf. Mercedes-Benz will be presenting the MBUX Virtual Assistant at CES 2024. With high-resolution game engine graphics from Unity, the "Hey Mercedes" voice assistant sets itself apart from previous systems as a visual companion. The AI-supported assistant combines the intelligent MBUX systems into a single unit and presents a new design. KIA presented a new modular van concept with a wide range of possibilities: The "Platform Beyond Vehicle" (PBV) should make it possible to take all-electric vehicles to a new level in terms of modularisation. The main body module is interchangeable and non-welded so that a vehicle can be used as a taxi, large saloon or van, for example. As a customisable platform, Kia PBVs are designed to realise the possibility of new business and lifestyles: through advanced, tailor-made interiors that offer freedom and flexibility, KIA enables unprecedented variability. But how does this work? The electromagnetic and mechanical connections can be easily detached and are to be delivered in standardised kits. KIA is starting with the PV 5, which will be available in four variants. These include a basic people carrier, a van, a high-roof variant and the chassis, which can be converted into a motorhome, for example. A robotaxi version is to follow in the future. New brands from other countries presented their sustainably orientated electric vehicles. So-called "software-defined vehicles" took centre stage, such as the Turkish manufacturer Togg with the T10F or Vinfast from Vietnam with the five models VF5, VF6, VF7, VF8 and VF9. Mobis, a subsidiary of Hyundai, is presenting Mobion, an e-car that can turn on the spot thanks to a 90-degree rotation of the wheels and enables diagonal driving - a dream for tight parking spaces. The US vehicle manufacturer Nikola Motor Company presented the new H₂ truck model "Nikola Tre FCEV", a fuel water cell truck that roars quietly over the roads and offers a range of up to 800 km. This makes it one of the longest-range, low-emission lorries in the world. BMW offered its visitors the opportunity to discover the potential of augmented reality glasses as a virtual passenger and thus experience the performance of BMW's Intelligent Personal Assistant as a vehicle expert with generative artificial intelligence. In cooperation with Valeo, BMW also presented Teleoperatet Valet Parking, which enables remote-controlled driving of the car. The "driver" sits in an external simulator and carries out the steering and drive movements there, which are then transferred to the real vehicle in real time. This enables remote-controlled parking, for example, an interesting solution for car parks. New legal framework conditions for driver monitoring systems and GSR and Euro NCAP requirements will make sensor functions mandatory in new vehicles in Europe from summer 2024. Car manufacturers must therefore use safe DMS software solutions in their vehicles. For this reason, Smart Eye and Green Hills Software have entered into a partnership. The companies offer a DMS platform that combines Smart Eye's core DMS software with Green Hills' ASIL-certified Integrity RTOS. The platform detects driver distraction and drowsiness by analysing facial expressions and eye blinks in real time. At CES 2024, Green Hills demonstrated this solution on an AM62A Sitara SoC from Texas Instruments. Magna also presented a prototype of a breath and camera-based technology. The new safety technology quickly and reliably determines whether a driver is under the influence of alcohol or not. A camera not only records pupil signals for distraction and drowsiness, but the system also recognises whether the driver has drunk too much alcohol or taken drugs. In addition, sensors are used on the steering wheel to determine the quantified alcohol and carbon dioxide content in the driver's diluted exhaled breath using built-in measuring points. The data can then be further processed and, depending on the legal situation, restrict or even prevent the driver from continuing to drive. CES Innovation Award 2024 in the Vehicle Tech & Advanced Mobility product category Continental wins the CES Innovation Award for the eighth time in a row with its "Radar Vision" parking solution. By combining high-resolution surround radars with high-resolution cameras, Continental enables parking applications that allow very precise measurements around the vehicle. The early detection of parking spaces, for example, enables the vehicle to be parked without having to drive past the space. The radar units can be mounted "invisibly" behind bumpers. Thanks to additional cameras, they offer a comprehensive 360° view around the vehicle. Conclusion of the CES Las Vegas 2024 Overall, the CES once again showed which forward-looking trends are having a decisive influence on the development of the modern vehicle industry. Even flying cars could be admired as studies in the exhibition halls. It was a pity that only three German car manufacturers - BMW, Mercedes and Volkswagen - were represented at the event. A visible presence of German solutions would certainly be desirable. Did you like our information? Then rate us on Google.

The Cologne-based start-up PLEV Technologies GmbH has achieved a lot since it was founded in 2018. The idea for the STEEREON, a handy lifestyle electric vehicle for the city that is fun to drive and can be transported anywhere, emerged from a study project. The three founders from Cologne laid the foundation for their success story. We visited PLEV Technologies in Cologne and were able to extensively test a STEEREON C30 for a fortnight. Electric mobility - Made in Cologne The company's headquarters are inconspicuously hidden in a backyard in the Kalk district of Cologne. But once you enter the halls, the world of STEEREON opens up to you. Vehicles in all variants are ready for collection. A small showroom in one corner, the office area with the creative minds in another. You can tell straight away that this is all about the essentials - the STEEREON. Production takes place in another hall. The STEEREON is manufactured by hand - Made in Cologne. Every move is perfect. And this is reflected in the quality and high value of the vehicle. On site, we get an impression of the many development stages of the STEEREON. The guys are constantly working on improvements and optimisations in order to fulfil the wishes of the customers. There are now numerous features that can be considered in the customised configuration. An extensive range of accessories completes the multifunctional e-vehicle. But more on this later in the practical test. We then receive our test vehicle, a fully equipped STEEREON C30 Long Range, and are given a detailed introduction to the vehicle. Incidentally, this is a service that everyone who collects a STEEREON receives. This ensures that every vehicle is ideally adjusted to the new owner's body size and driving behaviour. We can take a first spin in the backyard and realise that driving a STEEREON C30 is child's play. The controls are intuitive and leave nothing to be desired. Then we stow the handy vehicle and its accessories in the boot and say goodbye to the 2-week test phase. Would you also like to test drive the STEEREON C30? Arrange your test drive with STEEREON now. Our STEEREON C30 in detail: Pro version Motor: 48 volt motor with planetary gearbox (Bafang) 500 W continuous rated power / peak approx. 900 W Torque: 65 Nm Climbing ability: ~20 % Battery: 2 lithium-ion batteries with 556 Wh each (1 active and 1 range extender attached to the frame), both lockable Frame attachment for the range extender Nominal battery voltage: 48V Charging time: approx. 4 hours per battery Range: up to 2x 40 km, 80 km in total Folding mechanism rear wheel Suspension seat post Frame lock from Abus incl. textile-coated chain and bag Colour: grey Weight: 22.0 kg incl. 1 battery Permissible total weight: 150 kg Tyre size: front 18", rear 14" Pneumatic tyres front + rear with puncture protection Hydraulic disc brakes front + rear LED headlights front + rear with brake light indicators Control unit: LED display with USB port, code immobiliser and horn Luggage carrier Klickfix adapter for baskets Basket for luggage carrier and basket for handlebars from Reisenthel Mobile phone holder Rear-view mirror, mudguards and kick plates for standing up are included as standard What exactly is a STEEREON C30? The design is quite extraordinary. And the longer I look at the vehicle, the more difficult I find it to answer the question: What is the STEEREON actually? An e-bike without pedals or an e-scooter with a seat? Or a lightweight moped with a folding mechanism? Somehow the STEEREON C30 is everything in one, a hybrid with the best features of all light vehicle classes combined. We put the STEEREON C30 through its paces in dry and cool 9 degree autumn weather. The first impression is positive. The seating position is upright, the sprung seat module and the ergonomic handles are comfortable. All switches are clearly visible. The cables are textile-covered and securely packaged, so nothing flutters around loosely. The components used make a very high-quality impression. Established brand manufacturers supply various components: Selle Royal seat, Abus lock, Racktime pannier rack, Klick-Fix luggage mounts - that speaks for quality. Extensive and well thought-out accessories available Many components are already included as standard in the basic version, such as the footrests, mudguards or the colour display with extensive setting options and information, including the time - not everyone has that! STEEREON also offers a wide range of optional features that can be customised. The add-ons are not a must, but they perfect the electric multifunctional vehicle into a real all-rounder for every situation. Indicators Rear-view mirror Twist grip Mobile phone holder Abus lock alarm system Suspension seat Luggage carrier with 25 kg load capacity Panniers & baskets twist throttle The Steereon is fun to ride with power and vigour on short journeys When I first set off, I intuitively want to put my feet on the pedals - but there are none. You simply rest your feet on the pedal plates - very relaxed, very easy. The drive is controlled via the thumb throttle. The modes can be set individually and the rider decides on the colour display in the basic settings whether they want to choose between 3, 5 or 9 different power levels. We opted for 5 levels. Acceleration is comfortable at the lowest level, with a top speed of 15 km/h. This then increases with each level and in level 5 you reach 30 km/h, or even up to a maximum of 32 km/h, which is permitted by law. This is a top speed for the city, as more and more local authorities are now introducing 30 km/h zones. A STEEREON is right up there at the front. The speed shown on the display is very accurate. The GPS measurement only shows a minimal deviation of 1 to 2 km/h. The torque is particularly powerful at the highest level, almost lifting the front wheel where the hub motor is located. This creates a wow effect! On wet roads, the front wheel can spin, but you quickly get the hang of adjusting the throttle correctly. If you prefer to operate the drive with a twist grip, you can configure alternative handlebar grips as an option. The STEEREON C30 can be ridden sitting down or standing up - depending on your preference. It is extremely smooth-running and the lightness emphasises the lively riding character. It is silent on the road. The ride is very comfortable on flat stretches of road. A slalom course can be driven smoothly in small bends. The STEEREON is characterised by its amazing manoeuvrability. However, on gravel or cobbled paths, the relatively small wheels mean that the vibrations are transferred to the handlebars and rider via the frame, which can be a little bumpy. The maximum climbing ability is 20%, even with a maximum load the STEEREON still manages 15%. Although the speed then slows down a little, we always maintained the 20 km/h uphill. That's a top value! About the range: You have the choice between two different battery strengths - 556 Wh and 655 Wh. According to the WLPT, this gives you a range of up to 40 km or 50 km. However, this is under optimum conditions: flat asphalt road, no additional load, rider weight up to 70 kg, optimum tyre pressure, warm temperatures and sunshine. We tested the STEEREON C30 in the cool autumn and did not go easy on it. Our test routes included a few inclines and we maxed out the permissible total weight. The 556 Wh battery lasted for just under 20 kilometres. Thanks to the second battery, however, we always made it to our destination. Would you like to test ride the STEEREON C30? Book your free test ride with STEEREON now. Easy to stow away in just 3 easy steps The patented folding mechanism is well thought out from front to back. The handlebar is folded down to the side and the rear wheel is folded under the frame. The seat post can also be removed. This means that the STEEREON C30 can be easily transported in the boot. We didn't even have to fold down the rear seat of the BYD Atto 3. This is a huge advantage, as it makes it easy to take the STEEREON with you when travelling or on public transport. As soon as the handlebars are folded down, the vehicle is no longer considered ready to drive and is therefore classed as luggage. New: purchase the STEEREON C30 as a job scooter A brand new offer is now also available for STEEREON vehicles: purchase your STEEREON via salary conversion and save up to 46% compared to a normal purchase. You can drive a STEEREON from around €50 per month. At the end of the leasing period, you can purchase the vehicle for a small residual amount. Fully comprehensive insurance and a service package are also included. The purchase process is completed quickly and only requires the approval of your employer. Cooperation with our partner Eleasa is possible here. Who is the STEEREON C30 suitable for? The Steereon C30 is an extraordinary means of transport and a real eye-catcher and fun vehicle. This makes the e-vehicle suitable for anyone who is looking for something special and wants to travel sustainably and electrically. Anyone who values high-quality workmanship made in Germany and wants a vehicle that cuts a fine figure in any situation is well advised to opt for a Steereon. The STEEREON C30 is an urban mobility marvel, ideal for the city and short trips. On longer tours, the seating comfort suffers somewhat, but that is certainly a matter of getting used to. The STEEREON C30 is ideal as a mobility aid or as an additional vehicle when camping. It is small and light, but guarantees reliable travelling from A to B without much effort. With its numerous accessories, the STEEREON C30 is ideal for commuting to work or for daily shopping. You can even transport a crate of drinks on the carrier. Häufig gestellte Fragen zum STEEREON C30 The Steereon C30 is of course also available in our e-shop. You can get a personalised offer there. Now in the big winter sale, attractive discounts are available until the end of the year. Save up to €747. It's worth it.