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Some cities and municipalities grant electric drivers advantages in the use of their traffic areas. Some cities set up special lanes or allow free parking. The legal basis for these privileges is regulated by the Electromobility Act (EmoG) of 12 June 2016, which allows municipalities to create privileges for electric vehicles and sets the direction. This is intended to give the population an incentive to purchase electric vehicles. But are the cities really implementing these benefits? We take a closer look to the advantages of electric vehicles. The Electric Mobility Act (EmoG) creates advantages for electric vehicles Drivers of e-vehicles are to receive advantages to make the switch more attractive. Electric vehicles of class M1 (passenger car) and N1 (commercial vehicle up to 3.5 t) are taken into account, provided they can be driven in Germany with a B driving licence. The EmoG entitles municipalities to take measures to give priority to marked electric vehicles in road traffic. According to § 3 para. 4 nos. 1-4 EmoG, these privileges are as follows: the parking on public roads or paths, the use of public roads or paths dedicated to special purposes (special lanes), the authorisation of exceptions to access restrictions or prohibitions of passage, and the (partial) waiving of fees for public parking management. Priority is given to the creation of preferential parking rights at e-charging stations. The EmoG was further supplemented by the subsidies introduced in 2016 for the purchase of electric cars and plug-in hybrids and the exemption from vehicle tax until the end of 2030, provided the vehicle was or will be registered between 18 May 2011 and 31 December 2025. In order to implement and control the special rules for electrically powered vehicles, e-cars are specially marked. They receive a number plate with the additional letter "E". What has emerged? A patchwork of privileges! The implementation of the cities varies greatly. With the EmoG, the municipalities have been given a leeway to be shaped individually, and they are using it. In an interim report from December 2021, 11 % of the 631 municipalities surveyed stated that electromobility was a very high priority. Almost half of the municipalities are currently implementing at least one component of the Electromobility Act. The majority of the municipalities concerned are setting up preferential parking rights for electric vehicles, mostly at charging stations (74 %). A reduction of parking fees for e-vehicles is admitted by 24 %. The release of special lanes or the granting of exceptions to access restrictions or prohibitions of through-traffic only takes place in six and seven municipalities respectively. Each municipality is not only completely free to decide which measures it deems appropriate and correct, but can also impose time limits on them or revoke them at any time. Above all, there is a fear of negative financial effects that could arise from additional signposting or increased control efforts. What applies where? The first cities in Lower Saxony are withdrawing offers of free parking for electric cars. This was the result of a survey conducted by the Deutsche Presse-Agentur among several larger cities. Recently, the city of Göttingen decided that from 1 July 2023, e-cars will also have to pay parking fees in public parking spaces in the city. In Nordhorn, free parking has been history since the beginning of February, in Braunschweig since the beginning of the year. The incentive is simply no longer necessary, according to the city of Braunschweig, where free parking was introduced in 2014. Hannover, on the other hand, allows e-car drivers to park free of charge until the end of 2026. The Free and Hanseatic City of Hamburg has also taken advantage of a legal option that has been in place since 1 November 2015. There, vehicles with e-plates may park free of charge in the area of parking ticket machines up to the respective maximum parking time. Electric vehicles can park for two hours free of charge in all areas managed by the city of Munich. In Dortmund, e-cars with e-licence plates can park for free for an unlimited time in appropriately signposted public parking spaces. Until February 2023, electric vehicles could park free of charge in all parking spaces with parking ticket machines in Düsseldorf for the respective maximum parking period. Before parking free of charge, vehicle owners had to register once by e-mail with the environmental office. The privilege was overturned by the city council on 2 February 2023 with immediate effect. However, the city offers environmental lanes. The special lanes may be used by buses, bicycles, taxis and electrically powered vehicles. Such environmental lanes also exist in Essen, Dortmund and Karlsruhe. Berlin: Here, e-cars are only allowed to park free of charge at charging stations if they are being charged at the same time. However, the city is planning new incentives, such as parking vignettes for cars with e-licence plates. In Stuttgart, battery vehicles, plug-in hybrids and fuel cell vehicles were allowed to park free of charge on public streets and squares until 31.12.2022. However, this privilege was abolished again at the beginning of 2023. Some cities such as Cologne or Bonn limit free parking for e-cars during charging to a certain number of hours. This varies in length depending on the location. After that, blocking fees apply. In many cities, there are now access restrictions in the inner city area, but some municipalities also consider corresponding exceptions for electric cars. New concepts are currently being developed in many places. And what are the benefits for electric vehicles in other European cities? Other countries also offer privileges to users of e-vehicles, but again there are differences. The separate registration plate for electric vehicles is now used in the countries of Austria, Norway and Great Britain for preferential treatment. However, unlike in Germany, PHEVs do not receive an e-licence plate in these countries and are therefore not given preferential treatment for certain aspects of e-mobility. Austria In our neighbouring country Austria, hybrid vehicles do not receive any advantages. Purely electric vehicles are exempt from both the standard consumption tax (NOVA, due when a vehicle is first registered) and the motor-related insurance tax. Advantages: e-licence plate not for PHEV Reduced toll for zero-emission vehicles Speed limits of 100 km/h on some motorway sections due to air pollution control measures do not apply to zero-emission vehicles "Right to Plug" for homeowners Great Britain In the UK, there is an electric vehicle subsidy for the following vehicle categories: e-cars, e-motorcycles and e-mopeds, e-commercial vehicles, electric taxis and e-trucks (between 3.5 t and 12 t) Advantages: Congestion charge exemption for BEVs in London only. Extension of Clean Air Zones Introduction of an e-licence plate Norway Norway is still considered the pioneering country for electric mobility in Europe. Here, approx. 64 % of newly registered vehicles are pure BEVs. Pure diesel and petrol vehicles together account for only 6 % (as of September 2021). Due to this high penetration of electromobility, privileges are slowly being withdrawn. Advantages: VAT exemption for BEVs and FCEVs No privileges for PHEV Netherlands In the Netherlands, there are currently no privileges for electric vehicles comparable to the German electromobility law: for example, free parking has led to increased parking pressure and a violation of the principle of equality and has been abolished again in Amsterdam, among other places. Advantages: Subsidies for used electric vehicles Investments in electric mobility can be partially deducted from corporate and personal income taxes Reduction of energy tax for public charging infrastructure Application portal for public charging infrastructure Zero emission zones for urban distribution transport Information on other European countries can be found at the European Consumer Centre Germany. Conclusion: confusion reigns! The benefits for drivers of electric vehicles have so far been confusing and inconsistently regulated throughout Germany. There is no central source of information. The possibilities are not being exploited enough by the cities. Concepts for restructuring urban traffic flow often fail in the test phase. There is a lack of empirical values. According to § 8 para. 2 EmoG, the EmoG is to expire at the end of 2026. However, it will probably be extended until 30 June 2030 as part of the Climate Protection Programme 2030. By then, electrically powered vehicles should have established themselves in the market. The expansion of a nationwide charging infrastructure is the basic prerequisite for the acceptance and increase of electromobility. To achieve the goals, one million public charging points should be available in 2030 and a nationwide network of fast charging points should be established at 1,000 locations throughout Germany. It is to be hoped that after the current teething troubles, electromobility will get rolling.

The days are getting shorter, the weather uncomfortable and cold. When riding an e-scooter in autumn, there are a few things you should keep in mind. Because even in the darker season, safety comes first. We also provide tips on how to care for your e-scooter so that you can continue to enjoy riding it next spring. In autumn, it gets colder, wetter and more uncomfortable. However, the e-scooter is not only used a lot in summer temperatures. On wet or icy surfaces, an e-scooter quickly starts to slide. A fall is then often almost impossible to avoid. Therefore, it is important to adapt your driving style: Reduce speed in curves, avoid strong steering movements and brake gently. Particular caution is required on damp leaves and wet cobblestones, as well as when it is frosty, slippery or snowy. Because of their small wheels, electric scooters slip particularly quickly in winter. Some manufacturers offer all-weather tyres. This gives the e-scooter more grip on the road in autumn. On uneven surfaces, stability can be increased by changing the driving position. Riders can bend their knees a little and place their feet as far apart as possible. In addition, they should always wear a crash helmet to protect themselves from serious head injuries. Good visibility on the e-scooter offers protection in autumn. In addition to good LED lighting on the e-scooter itself, the rider should ensure that their clothing is bright and reflective. The rear light on an e-scooter is mounted lower than on other vehicles. Therefore, reflective high-visibility waistcoats provide good visibility in road traffic. There are now also helmets with integrated rear lights. Due to the lack of turn signals, the intention to turn is not always recognised early. That's why reflective light bands, which are put on around the sleeves, are a useful addition. Are you riding with a backpack? Reflective rain covers are available here. They not only keep your bag dry, but also ensure good visibility. Gloves are also very useful. They not only warm your fingers. They also protect your hands in the event of a fall. Sturdy shoes give you a secure footing on the footboard. How long does the battery of my e-scooter last in the cold? Battery capacity limitations are quite normal in autumn and winter. This has already been shown by the experience of e-bike suppliers. But an e-scooter can also be used in the cold. When riding, however, heat is always generated by the discharging process, which automatically warms up the battery. In this respect, cold does not pose a risk for e-scooters. Rather, it is important to ensure that both the charger and the battery are never placed on flammable surfaces (e.g. dry leaves) during the charging process. And never cover the e-scooter when charging! Rain or wet ground can lead to short circuits and even fires. It is best to charge the e-scooter in dry rooms. e-Scooters need care and maintenance If you want to enjoy your e-scooter for a long time, it is worth investing some time in cleaning and maintaining your e-vehicle. Electrical connections are best cleaned with a dry cloth or brush. Non-electrical parts - including the control panel with display - can be wiped clean with a damp cloth. After cleaning, preserve the sensitive parts, such as the stand or folding mechanism, with wax or lubricants. Make sure that the products do not get on the brake discs or pads. Correct winter storage If you do not use your e-scooter for a longer period of time, you should observe the following: Remove the battery, if possible Charge the battery to approx. 60 Clean e-Scooter and grease with wax spray Reduce tyre pressure to 1.5 to 2 bar Store the e-Scooter upright Storage temperature between 10 and 15 °C is optimal, not below 5 °C Check the battery charge level from time to time (not below 30 %) and recharge if necessary. (max. 80 %) Follow the instructions in the user manual If you follow the tips and instructions, you will certainly have a lot of fun riding your e-scooter again next spring. You don't have an e-Scooter yet? Then take a look at our e-Shop.

It is immediately recognisable by its typical "eye look". This is because the headlights of the Fiat 500e have an LED arc that is placed in the bonnet and thus completes the circular shape of the headlights - a perfectly drawn eyelid line. In addition, an elegantly curved "e" instead of the last zero nestles in the type lettering underlaid with turquoise paint. But its electric power is also one of the features of the Fiat 500e - simply an overall package of sporty driving dynamics, stylish design and just enough space to get around town. No wonder that last year's registration figures gave the Italian runabout top marks in the small car category. I treated myself to an extensive test drive of the Fiat 500e Cabrio and report on my experiences here. Fiat 500e - hip cult car Fiat 500e is the car with the most new registrations as a small car in 2022 29,635 new Fiat 500e will bring Italian flair to German roads in 2022. So in the meantime you can see them on every corner. There are different body styles: the standard two-door version with a fixed roof, the convertible version with a fabric top that opens automatically in two stages, and the 3+1 with a third side door on the passenger side that opens towards the B-pillar, allowing comfortable entry and exit in the rear. I opted for the convertible version - if you're going to get that Mediterranean feeling, then go for it. In my opinion, the Fiat is without a doubt the prettiest electric car on the market. And it's the only one with a roll-up roof that can be pushed down to the boot lid. A surcharge of 3,000 € has to be paid for the convertible top. Without the subsidy, the Fiat 500e Cabrio with its 42 kWh battery comes to just under €37,990. The engine produces 118 hp / 87 kW maximum rated power and offers 220 Newton metres of torque. The limited top speed is 150 km/h. The manufacturer gives an average consumption of 14.4 kWh and a range of up to 310 km (combined) and 439 km (urban). I'll tell you the real consumption figures from my test drives in winter below From the outside, round shapes emphasise the sweet character of the Italian small car. The love is in the details, such as the circular headlights that stretch across the front apron and bonnet. The radiator design is uncluttered. The door handles are integrated flat into the side. The fabric roof is made of sturdy fabric. The fear from earlier decades that a trip to the car wash would end in a wet or noisy fiasco is unfounded. Precisely because it is not a "real" convertible and the sides retain a sturdy roof rack ensures a high degree of stability. The rear lights again show a typical element, the lights are placed in the shape of an "E", so the person following immediately recognises that this is the electric version of the Fiat 500. The rear window is quite small due to the folding fabric roof, but just adequately sized. The boot (if you can call it that, as a suitcase hardly fits in it) is the smallest I have ever seen in an M1 passenger car. It is just enough for the charging cable, the warning triangle and first-aid kit, as well as 2 shopping bags. A drinks crate for 9 bottles can also be pushed through the narrow opening with a little skill. But that's all. The new model is supposed to have the option of a split and folding rear seat - it's a pity that my vehicle couldn't benefit from this feature yet. Hardly any visibility to the rear and air to the top Right from the moment you get in, you notice a comfortable headroom. Especially in the convertible version, the occupants have a little more room to move upwards - even with the roof closed ;-) The driver and his or her companion have plenty of space at the front. The pinstripe upholstery is modern and particularly sustainable, as it is made of recycled material. The rear bench seat, on the other hand, is only an emergency seat, very uncomfortable. The backrest is steeply angled at 90 degrees to the seat surface, the headrests are upright, so you have to arrange yourself like a jackknife. It's better to sit crosswise. The soft top can be opened electrically in two stages: 1. over the entire roof area and 2. beyond the upper rear area. The second stage gives you that pure convertible feeling. At the same time, the fit of the hairdo is still guaranteed, because the raised side fronts mean that there is hardly any wind turbulence inside. Very practical. Less optimal, however, is the view to the rear. Where the rear window used to be, there is now the folded-up soft top. You can't see anything of the traffic behind, but there's something to be said for an unobstructed view of the sky. The fittings are clearly positioned. The displays can be individually set for the 10.2" touch display. The on-board computer provides all the desired information. The navigation system responds quickly, but the voice control is a little sluggish. The gentleman does not always understand immediately which destination is meant. The USB connection and climate settings are located below the monitor via pushbuttons (down and up). There is also a storage compartment with the silhouette of the city of Turin. If you have the comfort package, you can charge your smartphone here via induction. The volume control, on the other hand, is located elsewhere: in the centre console. There you will also find a rotary wheel for setting the driving mode: Normal, Range or Sherpa. The flattened steering wheel offers a little more legroom. The absence of a centre tunnel gives the interior an enormous lightness. The doors can be opened electrically at the touch of a button. But don't worry: if the battery should run out, there is an emergency lever. A centre armrest is only available if the comfort package is selected in the configuration. The height of the seats can also only be adjusted with the extra chargeable feature. In my opinion, this should be a standard feature in every car. In my case, the rear-view mirror is below eye level, which makes my view to the front quite uncomfortable. So comfortable is a different matter ... The halogen headlights in the basic package are also warm white and hardly have any strength. LED lighting should definitely be upgraded here. Unfortunately, the Fiat 500e also lacks the ideal solution for storing cargo equipment: the frunk. This would be a real relief, especially in view of the small boot. Fiat 500e in the test: charging & consumption According to the manufacturer, the Fiat 500e can charge at up to 85 kW at the DC charging point. Our best peak in the charging curve was at 71 kW. With fast charging, I charged from 15 to 80 per cent in 25 minutes. At some public charging stations, the Fiat 500e automatically stops charging at 80 %. At the wallbox at home, 100 % is reached in just under 4 hours. There are 3 driving modes: In normal mode, the Fiat 500e runs smoothly and stably, just as you would expect from a combustion engine. Acceleration is impressive: from 0 to 100 km/h in 9 seconds, from 0 to 50 km/h in 3 seconds - that's decent. The range mode includes automatic recuperation. This is where the one-pedal driving comes into play. I quickly get the hang of it and can leave the brake pedal to the left. The Italian small car brakes so well just by letting off the accelerator that you come to a standstill on your own after a few metres. From time to time, however, you should brake, otherwise the brake discs will rust ;-). In sherpa mode, the recuperation is even greater. However, the maximum speed is then limited to 80 km/h (instead of 150 km/h). However, driving is no longer fun. I switch between Range and Normal, especially the latter is useful when reversing, which the Range mode stops too much. The convertible is only delivered with the "big" battery: 87 kW / 118 hp engine power. After prolonged observation, consumption is roughly the same in both driving modes and settles at around 19 to 23 kW in city traffic during the cold season. On longer journeys, the consumption can be reduced better and I manage between 16 and 22 kW. For long distances, however, the range is rather insufficient. Instead of the promised 310 km (combined), the vehicle only shows me a maximum range of 260 km with a 100 % charge. Realistically, it is only about 180 km, and then I have to recharge. I hope for higher temperatures and thus significantly better results. Because the Fiat 500e is really not a winter car. It does get warm quickly in the interior thanks to the air conditioning, but as we all know, that also drives up power consumption. In addition, due to the fabric top, the car's interior is not completely airtight. As a result, the noise level is somewhat higher and the humidity is increased. When it's freezing, you sometimes have to scratch from the inside. Conclusion The Fiat 500e is fun, a lot of fun in fact. Thanks to 220 Nm, it is lively and receives admiring glances everywhere. However, the Italian design icon is not practical. If you want to be beautiful, you have to suffer. And that comes at the expense of comfort. The space on offer is only moderate, especially in the convertible version, where the boot only has a volume of approx. 185 litres. The vehicle offers nice features; registration in the app, for which the dealer has to activate you, is a must. This way you are always informed about your vehicle. It's very practical, for example, when I'm informed when my charging process is finished. Unfortunately, some of the must-haves are missing in the slimmed-down version. Therefore, only the full version makes sense for me. The lack of range, especially in winter, is a shortcoming. That's why I consider the Fiat 500e to be a summer car. In winter, an alternative should be available. In summary, I can say that the Fiat 500e Convertible is a city car for singles with little luggage on short journeys. It's a fun car that is particularly enjoyable in the warmer months. I am looking forward to the summer! More details and ordering options for the Fiat 500e can be found in our e-shop!

The battery technology of electric vehicles is a much-discussed topic. Performance - and thus range - but also sustainable components are meaningful quality characteristics. Vehicle manufacturers are constantly trying to improve the performance of electricity storage systems and are using the latest technology. Currently, nickel-cobalt-manganese cell chemistry (NMC) still dominates, but in the future more and more carmakers will rely on lithium-iron phosphate batteries. The advantages are obvious: lower costs of the materials, better availability, environmentally friendly and faster charging. We present the green battery of the future. From an ecological point of view, lithium iron phosphate is non-toxic and harmless. This is the conclusion of a study by the German Electrical and Electronic Manufacturers' Association (VDE). The lithium iron phosphate battery, also abbreviated as LFP or LiFePO4 battery, is a form of lithium ion battery that consists only of battery material that also occurs in its chemical composition as a natural mineral. A battery has two electrodes. One of them consists of graphite, the other of a lithium iron phosphate mixture. These batteries therefore contain neither cobalt nor nickel, both of which are considered toxic heavy metals. The first iron phosphate cell was developed in the late 1990s. The nominal voltage of iron phosphate cells is 3.2 to 3.3 volts, which is lower than that of other lithium-ion batteries. The energy density of a classic lithium-ion battery is around 180 Wh/kg, that of a lithium iron phosphate battery only 90 to 110 Wh/kg. This lower energy density is currently still the biggest disadvantage of the lithium iron phosphate battery. To achieve the same performance as a conventional Li-ion battery, more cells are needed. The battery therefore requires more space and is initially more expensive. When it comes to recycling, on the other hand, the lithium iron phosphate battery scores points compared to other material combinations, because all the metals used can be recycled up to 100 %. More than 90 % of the electrode materials and the polymer separator can also be recycled. Only the other materials, such as the electrolyte, can no longer be recycled. The LFP batteries are extremely safe Lithium iron phosphate cells are considered robust. They are not flammable or explosive, and can withstand even extreme temperatures and damage. This distinguishes them from conventional lithium-ion batteries, which have the risk of ignition if overheated or exposed to external factors. This also has a positive effect on effectiveness under extreme temperature fluctuations. A significant loss of range in winter is therefore not to be feared. The lithium iron phosphate batterie (LFP) guarantee numerous fast charging cycles Lithium iron phosphate batteries are extremely durable: even after 10,000 charging cycles, they still have a remaining capacity of well over 75 percent in some cases. This makes them enormously cycle-resistant. Moreover, lithium iron phosphate batteries can be charged and discharged faster than other batteries. This significantly minimises the standby time during fast charging processes. These advantages make LFP batteries interesting not only for the automotive industry. They can also be used as stationary batteries, in e-bikes and e-scooters. More and more manufacturers are relying on lithium iron phosphate as battery components. Pioneers in the use of LFP batteries are Tesla (in the Model 3 and Model Y) and BYD, which source the advanced battery technology from Chinese manufacturer CATL. China almost completely dominates the LFP cell market and will produce 99.5% of the global market share this year. CATL is also expanding into Europe, however, and pre-production began at a plant in Erfurt last year. Ford follows suit and invests 3.5 billion US dollars in the construction of an LFP battery plant in Michigan/USA. "We will use LFP batteries in the Mustang Mach-E as early as this spring," said Group CEO Jim Farley at the presentation of the new e-car strategy in the USA. The company announced its intention to equip both its next-generation electric cars and commercial vehicles already in development with lithium iron phosphate batteries. This means that the new batteries should also be used in European models. In addition to savings of 10 to 15 %, Ford expects a faster increase in production numbers and thus shorter delivery times. From the end of 2023, the customer will be able to choose between the installation of a conventional NCM or an LFP battery in a Ford Mustang Mach-E. Charles Poon, Global Director of Electric System Engineering at Ford, explains the difference between the two variants in his "Batterie Show". The technology is also used by premium Chinese brands Xpeng and Nio, as well as growing volume brand MG. MG, owned by China's SAIC, is using LFP batteries in the entry-level versions of its new MG4 compact car, which competes with the VW ID.3 and Peugeot e-208. In order to be able to maintain or reduce prices, Stellantis (Peugeot, Citroen, Opel, Fiat) is now also relying on the cheaper cells. In future, vehicles up to the middle class will be equipped with LFP cells. "We need LFP and we will have LFP because it is a competitive cost position to make affordable cars for the middle class," Carlos Tavares, CEO of Stellantis, said at an accounting conference in February. Car buying of tomorrow will change In the past, the question was whether to drive a diesel or a petrol car. The annual KM performance played the decisive factor. In the future, new cars will be reclassified. Then it will no longer be about the energy that is charged, which will undoubtedly be electricity. Then it will only be a matter of distinguishing the type of battery: lithium-ion or lithium-iron phosphate battery?

Today, there are still numerous myths about e-mobility popular. The arguments are often outdated. Advocates of the proven andeconomically and economically successful combustion heated discussions with the lobbyists e-mobility lobbyists. We get to the get to the bottom of the matter. What is true and what not? The following myths about e-mobility still persist: 1. e-Vehicles are too expensive. One of the currently often quoted myths of e-mobility is that hardly anyone can afford expensive e-vehicles. Yes, at first glance, e-vehicles are more expensive to buy. But if you take into account the government subsidies, the final price is quickly reduced. New e-vehicles are subsidised up to 9,000 € (until 2025). Numerous federal states and municipalities support the purchase of two-wheeled e-vehicles. Baden-Württemberg pays a "scrapping premium" for old class L1e and L3e vehicles that are replaced by a new electric two-wheeler (e.g. e-moped, s-pedelec or e-motorcycle) are replaced. Marburg subsidises the purchase of an e-bike with €100.00. Regensburg provides a subsidy for the purchase of a new two-wheeled vehicle (vehicle class L1e to L4e) of 25% of the net purchase price up to €1,000.00, pedelecs up to €600.00. In addition, there are significantly lower maintenance costs: no or reduced vehicle tax, lower service and consumption costs. So the longer you drive an e-vehicle, the more it pays off. 2. there are hardly any charging possibilities and charging takes far too long anyway. One of the widespread myths of e-mobility is the alleged lack of charging lack of charging infrastructure. Yes, the number of new of new registrations of e-vehicles are currently higher than the new installations of charging stations. But these are also becoming more and more. I hear more and more complaints about about public parking space being taken away because parking spaces at charging points are are reserved for electric cars. As of 1 July 2021, there are the following in Germany 38,876 normal charging points and 6,493 fast charging points (source: Federal Network Agency). An up-to-date overview of all e-charging stations can be found in the Ladesäulenverzeichnis des BDEW. But you can also charge conveniently and inexpensively at home. Up to 22 kW can be charged at the home wallbox. But the required power can also be drawn from a normal household socket. The charging time depends on the battery power and charging technology. As a rule, vehicles are sufficiently charged from the domestic grid after about 4 to 5 hours. Here, too, there are subsidies for installing your own wallbox. 3. e-vehicles offer too little range. On average, e-cars offered in Germany in 2020 travelled 352 kilometres. An e-moped manages 50 to 70 km. We need an average range of 50 km per day. So we usually manage our daily requirements. And should we drive further distances, then it certainly makes sense to take a break where the driver and the vehicle can refuel with power. There are now numerous apps that enable route planning for e-vehicles. In this case, suitable charging stations are displayed on the route according to the vehicle. Manufacturers are working hard on the issue of range and there are already a number of new e-vehicles with sufficient range. 4. quiet e-vehicles are a danger to pedestrians. Unlike conventional cars, electric vehicles have no combustion engine and are therefore quiet on the road. In principle, however, low noise is an advantage. However, the vehicles are not silent and therefore the statement "e-vehicles are a danger to pedestrians" is one of the outdated myths of e-mobility. At higher speeds, the rolling noise of the tyres is enough to make the vehicles noticeable. Below 20 km/h, other measures have recently taken effect. The Acoustic Vehicle Alerting System (AVAS) makes e-cars louder again. Due to legal requirements, from July 2021 all newly registered electric cars will have to produce artificial sounds to better protect pedestrians and cyclists. Manufacturers are very creative in developing a suitable sound design. Together with the band "Linkin Park", AMG, the performance department of Mercedes, developed its own sound concept for all vehicles. That's why it's worth taking a closer look! 5. e-vehicles are not environmentally friendly and have a poor carbon footprint. One of the most discussed myths of e-mobility is the allegedly bad CO2 balance of an e-vehicle. The production of the battery has the largest share in the CO2 balance of an e-vehicle. For a common battery with a capacity of about 65 kWh, this comes to about ten tonnes of greenhouse gases per battery. Including the other emissions for the production, you end up with 15 to 17 tonnes per e-car. Petrol or diesel cars, on the other hand, produce "only" 6 to 7 tonnes. Another factor in the CO2 balance is the lifetime of the batteries. Although the current lithium-ion batteries are usually used up as car batteries after eight years, they can then be used for another ten years, e.g. as industrial intermediate storage for solar or wind energy or as private electricity storage. This "second life" extends the service life to up to 18 years, which of course also has a positive effect on the CO2 balance. The CO2 balance of an e-car with the above-mentioned values will be better than that of a petrol car from about 50,000 km onwards - the necessary share of about 30 percent renewable energies is easily achieved today. A study published in July 2021 by the International Council on Clean Transportation (ICCT) analyses the entire life cycle of a compact car class, from production and the required charging current to the disposal of the vehicle. The result: an electric compact car in Europe already produces 66 to 69 percent less CO2 emissions than a comparable new petrol vehicle. If the expansion of renewable energies continues to accelerate due to increasingly strict EU regulations, the emission advantage will even rise to 77 percent by 2030. 6. There are not enough raw materials and the mining of lithium and cobalt pollutes the environment. Germany has so far covered its lithium needs entirely through imports. Australia is currently the most important supplier. There, the coveted raw materials lithium and cobalt are available in sufficient quantities. Only the extraction possibilities need to be adapted to the demand. There are numerous deposits. In this country, lithium is found in some regions in so-called thermal water at depths of thousands of metres. Bruchsal, for example, could soon establish itself as a new production site. With about 8,000 operating hours per year, the geothermal plant in Bruchsal can extract enough lithium to produce about 20,000 batteries for electric cars. The batteries will continue to be developed further. For example, the proportion of cobalt in a car battery is to be reduced from about twelve to six per cent in the medium term. In addition, there is the secondary use from the recycling of old batteries, which will further reduce the need for imported raw materials. 7. e-mobility costs jobs. An electric car can be produced with about 30 percent less effort than a combustion car. So in the long run, there could be fewer jobs in the automotive industry. This makes it all the more important to establish a good market position in e-mobility right from the start. Because the more successfully a company markets the e-car, the more secure its jobs. In addition, there are numerous new subject areas, e.g. charging infrastructure. Many new fields of activity are just emerging that are looking for good employees in the long term. 8. Hydrogen is much better and will prevail. Many critics of e-mobility hope for better hydrogen technology. But hydrogen-powered vehicles also have their shortcomings. The biggest problem of hydrogen propulsion is its poor overall efficiency. Fuel cells today achieve an efficiency of up to 70 percent. However, 70 percent of the energy is lost in the production and processing of the hydrogen for the fuel cell. With electric cars, on the other hand, it is not even 30 per cent. Or to put it another way: with the same energy that a hydrogen car uses to travel 100 kilometres, a battery-electric car can travel almost 250 kilometres. As it looks today, the electric car will prevail in passenger cars with a range of up to about 500 kilometres, while the fuel cell will prevail mainly in the transport and logistics sector, in trucks, buses and ships. 9. e-Scooters pollute the environment. Whether from Lime, Tier or Bird: German cities are full of e-scooters parked criss-cross on the pavements. The lifespan of the vehicles is short and recycling the batteries is costly. Sometimes the entire vehicles end up in the Rhine or in the bushes. In the meantime, the large sharing providers have switched to a battery exchange system. This means that the entire vehicles no longer have to be transported to large charging halls. The fresh batteries are delivered to the vehicles, and the best way to do that is with electrically powered cargo bikes. Another issue is the handling of the vehicles, and here the responsibility clearly lies with the people and not with the technology used. What is needed here is a rethink by users about value and respect. But perhaps even a simple measure would promote a more careful handling of the vehicles: buy your own e-scooter, e.g. on voylt! 10. e-Vehicles are no fun to drive. By far the most false statement in the series of e-mobility myths! This statement can only come from people who have not yet driven an electric vehicle. Driving an electric vehicle is fun! Especially when accelerating, the e-motor shows that it has a lot of power. From 0 to top speed, the driver almost feels like he is in an aeroplane. Because: electric motors have full torque right from the start. Once you have experienced this feeling live, you won't want to miss it again. When will you become part of the e-Community? If you still need help deciding, our e-finder will help you find the right e-vehicle for you.

Niu has just presented the NIU KQI AIR X, an e-scooter made of carbon that weighs only 11.7 kg and promises a range of 50 km. Such an e-scooter is practical for short distances. Ideally, it serves as a supplement to cover the last metres from the track to the destination quickly and comfortably. Or you can use it as a complement to your car: "Park & Ride an e-Scooter! In order to be able to use an e-scooter universally, one feature is particularly important: the weight. We introduce you to lightweight e-scooters that are particularly versatile. e-Scooters as a complement to urban mobility Since 2019, electric scooters have been approved for use on the road. In the meantime, it is hard to imagine cities without e-scooters. They are an environmentally friendly link in individual transport, a great addition to the car or local public transport. They are manoeuvrable and emit no pollutants. But disadvantages are becoming increasingly apparent in large cities, often mainly due to the improper use of small electric vehicles. Wild parking or driving in pairs is not only prohibited, it also poses dangers for those driving themselves or other road users. Even e-scooters are subject to the road traffic regulations and some traffic rules such as the per mile limits must be observed. In addition, there is uncertainty and ignorance when it comes to the topic of electromobility. Now Hamburg has imposed a ban on the transport of e-scooters in the city's underground system, effective since 24 August 2023. "With this decision, Hamburger Hochbahn AG is reacting to internationally documented cases in which fires have occurred from batteries on e-scooters with heavy smoke development," the municipal transport company announced. Both Barcelona and London have now banned the use of e-scooters. The e-scooters show their advantages especially in the inner-city area, on the short distances. Riders are manoeuvrable and can always find a parking space. e-Scooters are foldable and light, so they are easy to transport. They are therefore also a good alternative for car drivers if the parking space is further away from the next train stop. The scooter is then quickly taken out of the boot, folded up and driven to the stop, and the e-scooter is then carried on the train. This is how e-mobility works, as it is in Germany and also in most European countries. The manufacturers of high-quality e-scooters meet all safety standards and are so technically advanced that the danger of a battery rupture can be largely ruled out when used properly. They also attach importance to a high degree of practicability. To carry an e-scooter well over the shoulder or to stow it in the boot, a weight of approx. 10 to13 kg is required; anything over that is difficult to handle. Lightweight e-scooters with high safety standards Moovi Pro Comfort The Moovi Pro Comfort comes with a 7.8 Ah battery that promises a 22 km/h ride and delivers a range of up to 30 km. The battery takes 3.5 hours to charge. The permissible total weight is 142 kg. The tyres have a diameter of 7.9 inches. There is a pneumatic tyre at the front and a Honeycomb tyre at the rear. Thanks to these tyres and a highly vibration-reducing mat on the footboard, the Moovi Pro Comfort offers a high level of riding comfort. The scooter has three brakes. The front wheel has a drum brake and an electronic brake. The rear wheel has a mechanical brake. The foldable electric scooter weighs only 12.8 kg and is easy to store in the boot. Streetbooster One The electric scooter from the German manufacturer in Herborn has a road permit and reaches a top speed of 22 km/h. The range is up to 26 km. The range is 26 km. The lithium-ion battery with 7.5 Ah / 270 Wh is charged from 0 to 100 % in 5 hours. Air-filled tyres with inner tube from CST guarantee comfortable riding. With a frame made of aluminium and a base part made of one piece, the Streetbooster One weighs approx. 13 kg. A payload of up to 106 kg is no problem. With a length of only 103 cm, transporting the street-legal e-scooter in a car, bus or train is particularly easy. The Streetbooster One is the predecessor of the now very popular Streetbooster Two. Xiaomi 3 The e-scooter can reach a top speed of 20 km/h and has a gradient capacity of 16%. The frame is made of a very strong aluminium alloy and is equipped with practical pneumatic tyres. The range of the 7.65 Ah battery promises 30 km of riding fun. The pneumatic tyres guarantee riding comfort. The specified climbing ability of 16 % is very good. The Xiaomi Electric Scooter 3* can be folded within 3 seconds and then measures 108 cm in length and 49 cm in height. The total weight is only 13 kg, so you can easily take the scooter with you on trips. Soflow SO1 The SO1 is the manufacturer's entry-level model. It convinces with a powerful 300 watt motor and a compact lithium battery that provides a range of around 12 kilometres. The battery can be recharged within 5 hours. The maximum speed is 20 km/h. The SoFlow app offers even more useful functions for the scooter. A display on the handlebar provides the usual information on battery capacity, speed, Bluetooth and light. A toggle switch controls the throttle and brake. The SO1 even weighs only 11.2 kg and is foldable, which makes it a practical companion for everyday use. The load capacity is 100 kg. SXT Light Plus V eKFV When folded, the dimensions of the SXT Light Plus V* with road approval are 37 x 97 x 39 cm, making it ideal for transporting in the boot. At just under 12 kg, it is also light and can be loaded with 125 kg. The top speed is up to just under 22 km/h and the range even 30 km. The lithium battery charges in a good four hours. The two 8" solid rubber tyres are puncture-proof, but also spoil the ride comfort due to the poorer suspension. The handlebar height is variably adjustable up to one metre. However, due to the small dimensions, the handlebar width is also only 38.5 cm, which can be a bit wobbly. NIU KQI AIR X and NIU KQI AIR NIU presents its lightest e-scooters, which can be pre-ordered now, in a limited edition. The weight of 11.7 and 11.9 kg is very low, especially with the promised range of 50 km. The frame is made of carbon. This brings a weight saving of up to 40 %. The motor has a peak power of 700W. The handlebar width is 54 cm, the footboard 19 cm. The e.Scooter has 9.5" tubeless tyres. The braking system is hydraulic and recuperative. The NIU Smart App enables some features, such as unlocking the vehicle. In addition, the new generation of NIU scooters offers an electric horn, turn signals and ambient light on the footboard. The price of the NIU KQI AIR X is €1,799.00. Until 19 September, you can benefit from the super early bird price of €949 on the NIU website. The links marked with an asterisk (*) are so-called commission links. If you click on such a link and place an order via this link, voylt will receive a commission from your purchase.

19 July is World Simson Day. The motorbikes with cult status have even made it into the World Action Day calendar. The motorbike achieved great fame because it was produced in high numbers in the former GDR and availability was comparatively high. Simsons were ubiquitous in the GDR. With a total of almost 6 million motorbikes produced, Simson was the largest two-wheeler manufacturer in Germany. Two well-known cult models are still very popular today: the Simson S50/51 and the famous Simson Schwalbe KR51/2. The young start-up Second Ride from Berlin is now offering a second chance for these two models: thanks to a sophisticated conversion kit, they electrify the moped so that the former combustion bike into a cool electric vehicle. "Second Ride" develops retrofit for Simson S50, S51 and KR51/2 models. From a project workshop at the TU Berlin, founders Carlo Schmid and Sebastian Marten developed a company specialising in the electrification of cult motorbikes. Why should e-vehicles always be built from scratch? The number of vehicles on the roads increases many times over, because what happens to the existing vehicles, which are often still in good condition? Why should bodies that are still worth preserving be thrown on the scrap heap? The conversion kit transforms the combustion engine vehicle into a climate-friendly electric version within just two hours. Sustainability is thus doubly implemented here, as existing old vehicles are thus preserved and Simsons are given a second chance. Even inexperienced people should find the conversion easy. What does the conversion kit change? The conversion kit for the Simson consists of three modules: the drive with electric motor and control unit, the seat with the built-in 1.8 kWh Li-Ion battery and a new throttle twist grip with an associated speedometer and ignition lock. The vehicle's registration-related maximum speed of 60 km/h remains unchanged. Range up to 50 km. The mid-engine has an output of up to 4 kW, putting a whopping 5.4 hp on the road instead of the previous 3.6 hp. It only takes 2-3 hours to charge the battery. The seat is only slightly harder than on the predecessor. The ride comfort is definitely there, the acceleration is impressive. Pure riding pleasure! With a sample certificate supplied, you can have the conversion inspected by the TÜV, Dekra or other technical service and have the conversion registered. If you want to restore the original condition at a later date, you can, because the conversion does not destroy any parts and is therefore reversible. The conversion kit also works for the 2-seater swallow, only the seat mounting is slightly modified. Conclusion: We think that the young company Second Ride has created a great solution to preserve the cult Simson bikes and thus gives the Simsons a second chance to participate in the transport revolution. This is sustainability at its most efficient. More conversion kits for other models are to follow in the next few years. You can reserve your own conversion kit via a crowdfunding campaign. More information can be found on the Second Ride website.

Changing the oil and filter, replacing spark plugs, checking the exhaust system - these costly maintenance tasks are not necessary with an electric vehicle. So the question arises: Does an e-car need to be inspected? And if so, who offers this service? Not all manufacturers have their own nationwide network of workshops. ATU now offers a manufacturer-independent all-round service for e-cars. What maintenance work is necessary for fully electric vehicles? Although the typical maintenance tasks of an internal combustion engine are not required, a few essential components of an e-car should not be neglected. Wear parts such as tyres, brakes and windscreen wipers, as well as operating fluids such as brake fluid and coolant, should also be checked regularly in vehicles with alternative drives. The 12V on-board battery is and remains the number one cause of breakdowns. To prevent defects, it is advisable to have the vehicle inspected and checked regularly. As a rule, maintenance is less frequent than for conventional combustion engines. The respective manufacturer gives recommendations here. With the Hyundai Kona Electric, for example, the vehicle is called into the workshop after the first 15,000 km. With other brands, this is much later; VW and Tesla want to see their customers again after 2 years. The Aiways U5 only needs to be inspected after 100,000 km or three years. Does the inspection of an e-car have to be done at an authorised workshop? No. Independent workshops such as ATU* are also allowed to carry out inspections and maintenance on your e-vehicle. There is no need to fear a loss of warranty. The prerequisite for this is that the motor vehicle mechatronics technicians are trained for high-voltage work. Only with this qualification may repairs be carried out on e-cars. In addition, it should be ensured that work is only carried out according to the manufacturer's specifications and that original-quality parts are used. We present the service offer for electric vehicles by ATU in more detail in our e-Services. In the case of car leasing or car subscription, however, the small print in the contract counts. Under certain circumstances, a workshop obligation may be stipulated. If the journey to the nearest specialist workshop is too far, some manufacturers, such as Tesla, offer the option of using a mobile workshop service. The desired appointment can be conveniently booked via the vehicle app and a service vehicle will then come to your home or office. After all, electric two-wheelers also require regular care and maintenance. Not all independent workshops offer service for e-vehicles Providers of services for e-cars and the like must be able to prove that they have certain qualifications. However, this effort is too high for some workshops. 20 % of the participants in a survey by the initiative "Quality is added value" are not yet planning to expand their service in terms of electro mobility. The reasons for this would be the limited working time or the below-average market share of e-vehicles. Some consider e-mobility to be only a temporary phenomenon because electric drives would not become established anyway – probably more of a fallacy, as it was 100 years ago on the part of the horse-drawn carriages. Inspections for e-cars are cheaper. Since there is less work involved in maintaining an e-vehicle, according to the Institute of the Automotive Industry (IFA), the overall costs are about 35% less than for a petrol or diesel car. Thus, one can expect costs of about €150 for the first inspection. The second service is somewhat more expensive due to the materials required. The brakes last a long time thanks to recuperation and are not broken even after three years and 55,000 kilometres driven, but rather rusting. How often does an electric car have to go to the main inspection? However, certain important dates should not be forgotten: The intervals of the statutory general inspection (HU) remain unchanged, but the exhaust emission test (AU) and its costs of around 40 € are of course omitted. Not only vehicles with combustion engines, but also electric cars, must be inspected by TÜV & Co. 36 months after initial registration. After that, the MOT for e-cars is due every 24 months. In principle, there are no differences between the inspection of an e-vehicle and an internal combustion vehicle Only the different components require a different inspection. While the engine management and exhaust gas purification systems of combustion engines are inspected, the high-voltage system of purely electric vehicles is inspected extensively. In addition, the inspectors check the condition of the insulation, cables, connections and plugs. The insertion and removal of the plug from the charging connection is also subjected to an inspection. Overall, the focus of the inspection is mainly on safety-relevant aspects. The lithium-ion battery in particular is examined intensively during the main inspection of an electric vehicle. Ultimately, it should be noted that the maintenance costs for an electric vehicle are also lower and the effort is considerably less than for a conventional combustion engine. Nevertheless, your garage will certainly be happy about regular visits – even if it's only for a seasonal tyre change. The links marked with an asterisk (*) are so-called commission links. If you click on such a link and place an order via this link, voylt will receive a commission from your purchase.

You have to like sushi - or not. While tastes differ when it comes to the Asian speciality, the vote is clear when it comes to the attractively priced e-bikes from the Munich forge: Sushi bikes are a worthwhile investment for both the eye and the wallet. The Munich start-up has made a tremendous development and presents with the new Sushi Maki 3.0* an e-bike for the city as it should be: functional, modern, affordable and above all: with a lot of drive! Sushi Mobility GmbH was founded in Munich in 2019 by Andreas Weinzierl and Joko Winterscheid, who was the face of the brand in the early days. This has since been taken over by the founder with heart and soul Andy Weinzierl himself and embodies the Sushi brand like no other. The goal of the product development was to develop an e-bike that is good in quality but costs under 1,000 €. The founding team achieved this with the Maki 1.0 in 2019. In the meantime, a lot of tinkering has been done, improvements have been made, production has been moved from Asia to Portugal, all of which has made the entire production and functionality of the Sushi bikes more sustainable and comfortable overall. Electrically mobile in the city with the Sushi Maki 3.0 e-bike. The slim yet sporty look is convincing. There are no unnecessary bells and whistles. The latest version, the Sushi Maki 3.0, has been equipped with several features that make the Sushi e-bike even more attractive for the city. As an e-bike, the Sushi is a real lightweight with a total weight of just 17 kilograms. The aluminium frame construction has three different frame sizes (S, M and L) to suit almost all body sizes, there is a hydraulic disc brake system, tyres have puncture protection and the handlebar grips are ergonomically shaped. The lighting consists of high-quality LED lights. Mudguards are optionally available. On the handlebars there is an LC display as standard, which serves as a display and control unit for the e-drive. However, there are no connectivity features or app connections. A 200 W hub motor is installed in the rear wheel. The 230 Wh battery, weighing only 1.3 kg, is mounted on the frame and is removable. Visually, it is almost reminiscent of a rocket engine. In addition, it has a USB port as a charging option for the mobile phone. The pedelec's pedal assistance can be activated on a small display and individually adjusted to 5 different levels. If you select the strongest support, a range of up to 40 km in urban areas is realistic, and even up to 75 km if you ride economically. And it is precisely for urban use that the Sushi Maki 3.0 is ideal. The electric drive assistance makes the ride easier even on small inclines. Big hills and long rides, on the other hand, are a little less comfortable to manage, as there is only one fixed gear ratio - there is little room for adjustment. The e-bike is delivered directly to your home or, if you wish, to a partner workshop, which will then carry out the final assembly for a small flat-rate assembly fee. Optional accessories can also be purchased directly from the manufacturer. These include a luggage rack (front or rear), an Abus folding lock, helmet, bike care set, backpack or a removable mudguard. Conclusion: The Sushi Maki 3.0 is not a high-tech designer e-bike with pages of operating instructions. There are certainly a few drawbacks with regard to the components installed. However, with the Sushi bike you get a modern and functional city bike for little money - just get on and ride. You can find the Sushi Maki 3.0 and other stylish e-bikes in our e-shop. The links marked with an asterisk (*) are so-called commission links. If you click on such a link and place an order via this link, voylt will receive a commission from your purchase.

It's that time again: The Caravan Salon 2023 in Düsseldorf opens its doors once more. At the world's largest trade fair for mobile travel, 750 exhibitors in 16 halls will present trends and useful information about caravanning. We were on site and look for innovations in e-mobility: Are there further developments in electric drives? How do electric vehicles complement the overall "sustainable travel" package? What role does e-mobility play in caravans and the like? We took a look around. Electric drives are no longer a topic at the Caravan Salon Last year we still saw a few studies full of electric touring campers that were supposed to point the way to an electrified future of the motorhome landscape. This year, most manufacturers have left even these studies at home and are monotonously proclaiming that electrification of drives is not feasible. The reasons: 1. the increased weight of the vehicles due to the batteries to be installed lead to several problems that do not seem to be solvable even in the near future. due to the higher weight of the vehicles, the existing driving licence is often no longer sufficient for many users. Drivers who obtained their Class B driving licence after 1 January 1999 may only drive motor vehicles up to a maximum permissible mass of 3.5 tonnes. However, this limit is to be raised to 4.25 tonnes this autumn. 2. purely electric vehicles have too short a range for holiday trips. Batteries that would provide acceptable range performance would be far too large. 3. and lastly: The vehicles would be too expensive. They would no longer be attractive in terms of price as a motorhome for the holiday season. This means that the topic of purely electric drives is over for the manufacturers. And no VW ID. Buzz in which you put a mattress. Even the presentation of a plug-in study of the popular VW T7 California Concept does not convince the true e-mobilist. Knaus did bring its test vehicle, but parked it far away in the back corner of the exhibition hall. The project of purely electric drives will not be pursued further. But at least Knaus is presenting a world first: the Yaseo is the caravan of e-mobility. The YASEO offers gas-free electrical appliances as standard, such as an induction hob, air conditioning and refrigerator. Thanks to standard E.POWER technology, all appliances can be powered by shore power or from an electric towing vehicle with V2L technology. Simply plug in the charging cable in the towing vehicle and in the YASEO, and you have the perfect connection for energy exchange. In addition, the newly designed, narrow body reduces the frontal area by 14 % compared to conventional caravans. This ensures significantly reduced air resistance. This and the remarkable lightness of the trailer offer decisive range advantages with e-vehicles. The trend is towards urban campers and microcamping Campers love freedom, nature and the opportunity to move around as freely as possible even with their vehicle. And now they have the opportunity to upgrade their individual dream vehicle to a purely electric version for their own travel needs. There are numerous design options here and so the e-mobilist can configure his vehicle individually. At the Caravan Salon 2023, Nissan will present the all-electric Nissan Townstar EV station wagon with camping extension for the first time. In addition to a practical kitchen module, the family electric vehicle also comes with a practical roof tent. In addition to a two-burner gas hob and a sink with water connection, a cool box with a capacity of fourteen litres is also installed. Drawers for kitchen accessories and a drawer with knives and work surface are also included. The Maggiolina Airlander Plus Black roof tent has a lying area of 130 x 210 cm and can be raised with a crank. A height-adjustable aluminium ladder provides access to the inside of the roof tent via one of the two entrances. Two adults can fit comfortably inside. Among other things, it is equipped with mosquito nets at all openings, a sound-absorbing interior canopy and a practical ceiling lamp. The electric motor has an output of 90 kW (122 hp). The 45 kWh battery can accept AC charging up to 22 kW or DC via the CCS connection. The latter allows charging from 15 to 80 percent in just 37 minutes. In addition, the e-car is equipped with a heat pump that efficiently heats the vehicle interior. But also a battery cooling system that optimises the life of the drive battery is on board. In addition, there were numerous exhibitors who also offer individual vehicle conversions. Here, interested campers see all the possibilities: from purist variants to original vehicle concepts. A lot of emphasis is also placed on optimal transport options for light vehicles, which may then also be electric. For the safe transport of the e-moped in the rear garage, Camp&Bike now offers a scooter holder system including a drive-on rail called Moto. With the modular construction principle of BOBs Garage, fixing is now easy and flexible to implement in the motorhome garage. e-mobility as complementary vehicles On the open-air site, micromobility suppliers present their e-vehicles. Although there were fewer exhibitors overall than in previous years, I met our tried and tested partners here who made their e-scooters and e-bikes available for test drives. In addition to the tried and tested scuddy Premium, Scuddy is also showing the new scuddy Quad, a four-wheeled variant with a rigid rear axle. The configuration possibilities of the saddle, battery, handlebar and other vehicle parts are manifold. Almost anything is possible! The vehicle can be pre-ordered now. Steereon presents part of the colour variety of its vehicles, as the Steereon is available in up to 25 colours. New: The permissible total weight of the hybrid vehicle consisting of e-bike and e-scooter could be increased from 135 to 150 kg. And there is now the option of ordering a luggage rack. Additional baskets for the luggage carrier and handlebars expand the carry options for shopping trips and larger tours. Moovi has a patented load carrier system, which allows a high payload. New here is the offer of a large cool box. This makes the Moovi e-Scoooter particularly interesting for delivery services and parcel delivery companies. The manufacturer announces that it will soon be possible to attach additional batteries to the back of the transport plate. Then one can briefly change the battery connections and continue the journey. A sensible extension for even more range. Egret has arrived with the entire product range. Among them are the Egret One Limited Edition, which won the Eurobike Awards 2023, the Egret Pro and the Egret X. In just a few days there will be a new addition to the latter model: Colour will come into play. The Hamburg-based manufacturer will tell us more shortly. My personal highlight: the SpaceCamper Bike Finally, I enjoyed a private presentation of the SpaceCamper Bike by the co-founder and CEO of Spacecamper, Ben Wawra. Together with his colleague, he travelled from Darmstadt with the self-developed conversion of the electric "Load" cargo bike from Riese&Müller, which he also uses as an overnight accommodation in Düsseldorf. Five years ago, together with Markus Riese, the idea was born to turn a "normal e-cargo bike" into a multifunctional electric cargo bike on two wheels that can be used universally in everyday life, but is also suitable for leisure and holidays. The SpaceCamper Bike offers a bed, a table, numerous storage options and a roof over your head. It is made for digital nomads, leisure-hungry city dwellers, bicycle travellers and all other people in search of the right work-life balance. Home office in the middle of nature? No problem with the SpaceCamper Bike! "This bike is a real alternative that meets the essential needs of people. It allows you to be closer to nature and yourself, to just get down," Ben enthuses. And then I get to see it live and even try it out, because it's right behind the Spacecamper stand. And yes, it is very relaxing to lie on the variable lying surface. Tickets for the CARAVAN SALON 2023: The CARAVAN SALON in Düsseldorf is open to trade visitors and interested parties until 03 September from 10 a.m. to 6 p.m. each day. A day ticket costs €17 during the week, €19 at the weekend, reduced tickets (now also for ADAC members) cost €14 on weekdays, €16 on Saturdays and Sundays. Afternoon tickets (Mon. - Fri., 2-6pm) are charged at just €10. A children's ticket (6-12 years) is available for €6 to €8. Tickets can only be ordered online via the ticket shop.

The McKinsey Center for Future Mobility has predicted the future of two-wheeled e-mobility in an article published in August entitled "The true global EV buzz comes on two wheels". The authors of the article conclude that by 2030, over 30 % of two-wheelers worldwide will be pure electric. Are we witnessing a real trend reversal or is the wishful thinking of e-mobilists playing too big a role here? Electrification of two-wheelers on the rise The share of purely electric vehicles in road traffic is rising, that is obvious. But the trend of e-mobility does not only include the now well-known and much observed e-cars. Two-wheeled BEVs are also gaining in importance. Electrification could also revolutionise the two-wheeled market - mopeds, scooters, motorbikes and motorbikes, which account for about 30% of global mobility. These vehicles are a vital link in the transport network, especially in China, South Asia and Southeast Asia, with about 45 million units sold in 2021. Currently, the share of e-two-wheelers is still small, but more and more new brands have recently entered the international market. The trend of new suppliers for electric vehicles is therefore not limited to passenger cars. For the two-wheeler market, an annual growth rate of 8.7 % is forecast until 2029, and by 2030, one third of all two-wheelers worldwide are expected to be electrically powered. Unfortunately, the ban on the sale of vehicles with internal combustion engines from 2035 as decided in the EU does not (yet) apply to two-wheelers - politicians have probably not thought far enough here. While China and developing countries focus on smaller, typically commercial or transport-oriented vehicles, interest in North America and Europe is higher in premium brands with more than 500 cubic capacity. Use for recreational and sporting purposes is the main focus here. China, for example, is leading the world in electric vehicle penetration because the government has strongly supported electrification. Europe still has some catching up to do. Why are electric two-wheelers not moving forward? There are several reasons why electric e-mopeds or e-motorcycles still attract little attention in this country. Higher purchase costs Currently, the purchase prices of electric two-wheelers are still in the upper price segments. This initially deters potential buyers, even if the follow-up costs are significantly lower and an e-vehicle is cheaper to drive overall. Subsidies also available for light electric vehicles Legislators and municipalities offer financial incentives for the purchase of e-cargo bikes or e-cars - the vehicle categories in between are left empty-handed. This is why the Federal Association for eMobility appeals to the government to improve the conditions for purchasing an e-two-wheeler. Short ranges The distances that electric two-wheelers can cover without recharging are usually relatively short. While they are sufficient for daily errands and trips into the surrounding area, many electric alternatives still reach their limits on long journeys. Lack of charging infrastructure Charging is usually done via normal household sockets. Public charging stations, however, offer the usual AC or DC charging options for e-cars. However, not every electric two-wheeler has the possibility to charge with a Type2 charging plug. Here, an expansion of the charging infrastructure is needed. A look into the future Battery technology for electric two-wheelers will continue to develop rapidly and significantly. Thanks to considerable progress in the development of batteries, electric two-wheelers will soon no longer be limited by their range. The current energy density of lithium-iron-phosphate (LFP) and nickel-manganese-cobalt (NMC) batteries is already 180 and 250 Wh/kg, respectively, allowing a range of 80 to 120 km per charge. Sodium-ion batteries will expand the range in the future. To this end, battery manufacturers will make production more efficient and cheaper in the long run, which will have an impact on the price. Subsidies for other energy sources will be reduced in the future, oil prices will rise and thus the consumption figures will become even more attractive compared to a combustion engine vehicle. Manufacturers can benefit from the upswing in electric two-wheelers if they consider the following factors. Know the market: Manufacturers must know the needs of their customers and offer appropriate solutions. Only products that generate high customer satisfaction will succeed. Cost control: Procurement costs must be in relation to manufacturing costs and the subsequent RRP, so that cost-covering production is guaranteed in the long term. This is especially true for batteries. On the one hand, in-house developments are popular, but it may be more interesting, especially for new brands, to fall back on well-known standard batteries. Establish presence: A brand needs to be known in order to be found and to build trust. A product should inspire the prospective buyer. This starts with the research, through the buying process, to the customer service after the purchase of a vehicle, which includes comprehensive customer support. Make EV ownership easy: OEMs should actively promote the development of charging or exchange infrastructures and ensure that users can recharge their batteries on the go as easily as combustion engine users fill up their tanks. This should be complemented by offering attractive financing options to purchase the vehicle, such as leasing offers or job vehicles. Take the leading role: Manufacturers should take their customers' feedback seriously and learn from it to make product and service improvements. This enables them to develop innovative and modern vehicles that stand out from the comparable combustion variants. Scaling sustainability: CO₂-reducing aspects of product manufacturing should be taken into account right from the start-up phase of the company. Sustainable procurement strategies with short supply chains, environmentally friendly materials, well-recyclable batteries and the use of renewable energies are just a few features. Precaution: Government support for electrification can be a temporarily helpful measure to push electric two-wheelers in the market. However, they may be reduced again at a later stage and then manufacturers should be prepared for higher manufacturing costs. 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With the increase in electric cars on European roads, the question arises whether the number of charging stations in summer is sufficient to handle holiday traffic without disruption. Anyone who follows the problems at European airports will avoid traveling by plane this year if possible. International travel by train remains, but that's not for everyone. 55 percent of all fast European charging stations are located in three countries: Germany, the Netherlands and France. These fast chargers are publicly accessible charging stations with at least 150 kW of charging capacity. Here, the electric vehicle usually charges enough electricity in 10-20 minutes to ensure continued travel for several hundred kilometers. The expansion of fast chargers in Europe is growing Anyone who knows the situation on Germany's motorways knows that things can get tight here too. As of April 2023, according to statistics from the Federal Network Agency, the provider Tesla is one of the top 5 operators among the almost 16,000 fast chargers in Germany with almost 2,000 fast chargers, but their access is by no means open to drivers of all electric car brands everywhere. With EnBW, Pulse (Aral / BP) and Ionity, other providers are expanding quite aggressively, especially on the highways. They are struggling with the sometimes absurd complexities of expanding the charging infrastructure in Germany. The quasi-monopoly of refueling and resting on German motorways has so far proven to be more of a brake than a driver when it comes to expanding the charging infrastructure on German motorways. In Europe, Ionity (more than 2,500 fast chargers) and Fastned are setting the pace, but here too it is primarily the existing network of stations that is being expanded. What makes matters worse is that the map systems in the vehicles do not always clearly show the route to the nearest fast charger. An example: when I wanted to drive my Tesla to an Ionity fast charger in the south of France at night, my navigation system led me down a side street to the charging station, which was located in a motorway rest area. The gate to the rest area was locked, no chance of getting to the charging stations. The reason for this was the lack of access to the French motorways from outside, as there was a fear that people would want to avoid paying the fee (Péage). My Tesla showed me the way to most of the Ionity stations via external roads, the whole thing was quite laborious. European charging during the summer holidays: good to sufficient In Spain, on the other hand, there are no charging stations at motorway service stations and so the smallest villages suddenly become a charging hotspot for EV drivers. Unfortunately, in Spain, fast chargers are systems with a charging power of 50 kW or more - unfortunately, rapid charging is not really possible with this. Most charging stations in the country are operated by Endesa and Iberdrola, which work quite well in roaming with well-known apps and charging cards such as EnBW and Shell (Recharge). In Italy, the economic disparity is also reflected in the availability of fast chargers. And while the supply along the Brenner motorway down to Milan is really first-class, things get downright adventurous with the charging stations south of Rome. This turns loading into a scavenger hunt during the summer holidays. But a remedy is in sight: The large Italian energy supplier Enel X announced that it would continue to build up the fast-charging network on Italy's highways. In the neighboring country of Croatia, users of the Ionity app/maps in particular are well served, and it is easy to recharge along the motorways here. And if you're traveling towards Northern Europe, you won't have any problems finding a fast charger anyway. There are plenty of fast-charging stations in Denmark, Sweden and Norway, the model country for electric vehicles. Only the now very high proportion of electric cars makes it necessary to wait for a space at a station in some places. But here too, thanks to good waiting places and regulated queues, this time flies. No question - there is still a lot to do when it comes to the Europe-wide, comprehensive supply of fast chargers. But progress has been noticeable since last year. Unfortunately, the number of charging points is currently not increasing at the same rate as new registrations of electric vehicles.