Why China hopes to dominate Europe’s electric vehicle market

European consumers use Chinese products every day. Will they also embrace cars by companies such as BYD that have their sights set on the European market?

Andreas Wiborg, a product specialist, at the BYD showroom in Copenhagen. (Charlotte de la Fuente for The Washington Post)

COPENHAGEN — Some of the newest, lowest-cost electric vehicles for sale in Europe are showcased on the second floor of a shopping mall here, steps away from H&M, a fitting place for an upstart to go mainstream. The cars’ exteriors had been dusted and buffed. The logo on their grills had three letters, BYD.

“These are Chinese cars?” one mall shopper asked, stopping at the showroom entrance.

“Yes, that’s right,” said Charlotte Ejlertsen, the sales manager.

The shopper, Michael Christiansen, pursed his lips.

Ejlertsen said China already made so many of the products central to his life, including, most likely, the phone chips in his pocket. So what’s one more?

After gaining a dominant hold on the raw materials and batteries necessary for electric vehicles, China is now making a play for the one thing it doesn’t have: cars on roads in the West. Chinese automakers have been pushing into new markets, particularly in Europe, building showrooms and inking deals with existing dealers everywhere from Paris to the northern reaches of Scandinavia. The implicit sales pitch is that those vehicles are an essential part of the world’s clean energy goals.

But in Europe, which aims to ban the sale of traditional petrol cars by 2035, the Chinese EVs are a solution and problem all at once.

The Chinese brands are poised to offer something that Europe’s famed automakers can’t yet match — low-cost EVs for the masses. As in the United States, many climate-attuned European consumers are hungry for a vehicle that helps them cut their dependence on fossil fuels without a premium price tag.

While that makes the Chinese imports attractive, they also pose a clear threat to one of Europe’s biggest industries, which underestimated the speed of the electric revolution. Brussels, amid an investigation into potential subsidies, is weighing whether to raise tariffs on Chinese vehicles. European Commission President Ursula von der Leyen said the global market is now flooded with “cheaper Chinese electric cars.” Auto executives have talked about a period of unprecedented upheaval, influenced in part by one question: How many people are willing to buy a Chinese car?

The underbelly of electric vehicles

That answer is emerging day after day in places such as the Copenhagen showroom of BYD, where three models sit under rectangular lights, with the cheapest — named the Dolphin (starting at $33,000 in Denmark) — closest to the entrance. A sign on the wall says the company’s EVs “are among the best in the world.” The showroom is staffed solely by Danes, including the manager, Ejlertsen, whose parents ran a Peugeot dealership. She said she has “petrol”

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Aniioko Aq177 Pro Max electric bike review – a sweet ride

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REVIEW – I’ve reviewed or purchased several electric bikes over the past few years, and I’m starting to fully comprehend how diverse the market is these days. There are bikes catered to commuters (some needing to carry or pack the bikes into transport or storage areas), delivery drivers, recreational enthusiasts, adventure seekers, and the truly insane. My collection of regularly used bikes has increased for different purposes, like a cargo bike for errands around the town with our child and folding fat tire bikes for fun (or to divide and conquer different errands after an event traveled to with our car). The Aniioko Aq177 Pro Max electric bike caught my eye as a type of bike I hadn’t even considered in my own life yet (though I’d seen similar ones around): a moped-style bike. Add in a massive battery (and therefore a massive range) and decent top speed and I volunteered to check it out.

What is it?

The Aniioko Aq177 Pro Max electric bike is a long range and high powered model (for the price point). It’s among the longest range bikes on the market, and from my market research, you have to double your spend to get significantly more powerful bikes (which are often dangerous for the untrained rider). The bike almost feels like a hybrid between a moped and a bike, putting emphasis on the throttle-only cruising while still being functional as a bike at the same time.

What’s in the box?

  • Aniioko Aq177 Pro Max electric bike
  • Rear cushion
  • Fenders (x2)
  • Battery
  • Battery charger
  • Keys (battery and NFC discs)
  • Set of pedals
  • Front light
  • Tool kit
  • User manual

Hardware specs

  • Battery: 60 Ah @ 48V, Lithium
  • Motor: 48V 750W Brushless motor (1200W peak)
  • Torque: 80 Nm
  • Charger: 54.6V 8A Smart Charger
  • Controller: 48V 25A
  • Charge time: ~8 hours
  • Range (throttle only): 100+ miles
  • Range (pedal assist): 200+ miles
  • Tires: 20″ x 4.0″ fat tires
  • Gear shifter: Shimano 7 speed
  • Max speed: 28 Mph
  • Throttle: Full-twist throttle
  • Lights: Motorcycle style front light / Rear turn signals / rear brake lights
  • Brakes: Hydraulic disks with 180mm rotors (extra thick)
  • Front suspension: Hydraulic suspension front fork
  • Horn: Electric
  • PAS levels: 5
  • Recommended rider height: 5’3″ – 6’5″
  • Bike Weight: 112 lbs (including 33 lbs removable battery)
  • Rear seat/rack load: 55 lbs
  • Dimensions: 68″ x 27″ x 44″
  • E-bike class: Class 3
  • IP level: IPX6

Design and features

The Aniioko Aq177 Pro Max electric bike has a fairly unique design with its square-root sign shaped frame, blending bicycle and moped/motorcycle elements together. The entire construction is sturdy metal, with midrange bike components throughout (and of course that massive battery). The battery is removable, and if you put it on a bike rack you’ll probably want to remove it and STILL make sure your rack can handle the weight of the bike (it was JUST

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Toyota claims battery breakthrough in possible raise for electric powered autos | Automotive marketplace

Toyota says it has created a technological breakthrough that will enable it to halve the body weight, sizing and charge of batteries, in what could herald a main progress for electrical cars.

The world’s 2nd biggest carmaker was previously pursuing a system to roll out autos with state-of-the-art solid-condition batteries, which offer you added benefits compared with liquid-centered batteries, by 2025.

On Tuesday, the Japanese corporation stated it had simplified production of the content employed to make them, hailing the discovery as a sizeable leap ahead that could substantially reduce charging periods and boost driving assortment.

“For both equally our liquid and our reliable-condition batteries, we are aiming to significantly adjust the situation where current batteries are as well major, weighty and highly-priced,” reported Keiji Kaita, president of the Japanese car firm’s investigate and growth centre for carbon neutrality. “In phrases of possible, we will aim to halve all of these elements.”

David Bailey, a professor of small business economics at the University of Birmingham, stated that if Toyota’s promises have been established, it could be a landmark minute for the long run of electrical automobiles.

“Often there are breakthroughs at the prototype stage but then scaling it up is tough,” he said. “If it is a legitimate breakthrough it could be a gamechanger, quite substantially the holy grail of battery automobiles.”

Kaita explained the firm had produced methods to make batteries far more sturdy and thought it could now make a solid-point out battery with a array of 1,200km (745 miles) that could charge in 10 minutes or much less.

The organization expects to be able to manufacture solid-state batteries for use in electric automobiles as shortly as 2027, in accordance to the Financial Occasions, which very first noted on Toyota’s claimed breakthrough.

Solid-condition batteries have been broadly viewed as a possible gamechanger for electric cars, promising to decrease charging instances, enhance capacity and reduce the fire hazard associated with lithium-ion batteries, which use a liquid electrolyte.

Nonetheless, solid-condition batteries have commonly been harder and costlier to make, limiting their commercial software.

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Harley-Davidson’s LiveWire S2 Del Mar remaining specs reveal an electric powered motorcycle with couple programs

While the LiveWire S2 Del Mar has been exposed to the public right before, with some push even obtaining a possibility to take a press device out on a rip through the streets, the Harley-Davidson subdivision has only just offered us a correct glimpse at the requirements and estimated effectiveness of the new electric motorcycle.

The LiveWire S2 Del Mar has a one electric motor that churns out 84 hp and 194 lb-ft of torque, supplying it a giddying -60 mph time of just a few seconds. All that appears completely acceptable, but LiveWire has only managed to cram a 10.5 kWh battery pack into the S2 Del Mar. This tiny battery pack and superior functionality interprets to some rather disappointing array figures.

  • Metropolis selection: 113 miles (181 km)
  • Mixed range (55 mph): 86 miles (138 km)
  • Variety at 55 mph (88.51 km/h) sustained: 70 miles (112 km)
  • Range at 70 mph (112.65 km/h) sustained: 43 miles (69 km)

The array and overall performance figures of the S2 Del Mar make it a little bit of an odd duck when it arrives to use situations. It isn’t going to have pretty adequate variety to reliably use all of its 84 hp carving via nearby canyons, and it arguably has as well considerably ability to shell out all of its time in the town puttering around. Its 103 mph leading speed also falls quick of what a great deal regular bikes have to give. Yamaha’s likewise-sized MT-07 puts out 70 hp and all over 50 lb-ft of torque, but still manages a best pace of 133 mph.

The upside of a comparatively small battery pack is fast charging periods, even with typical in-property chargers. The place an EV could choose shut to 20 hrs to completely demand at Amount 1 charging speeds, the S2 Del Mar can go from -100% in 8.4 hrs on a standard Stage 1 charger. Move issues up to Amount 2 charging, and you might be searching at -100% in just 142 minutes, when topping up from 20-80% will get just 78 minutes.

The LiveWire S2 Del Mar is just not cheap both, with an MSRP of US$15,499, although it is much less costly than the first LiveWire A single. As impressive as some of the S2 Del Mar’s general performance figures are, its limited selection appears to make it finest suited as a entertaining commuter machine relatively than a freeway hog or canyon carver.

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Electric Motor vehicle Income in Q2 Strike Another File, but Advancement Ahead Will Be Difficult Fought

Virtually 300,000 new electrical autos (EVs) – total battery-electric powered autos – were sold in the U.S. in Q2, a document for any quarter and an increase of 48.4% from Q2 2022. Tesla, yet again, was the major seller of EVs in the U.S., with extra than 175,000 sold, an enhance of 34.8% quarter about quarter. Product sales advancement at Tesla, and the EV segment general, was aided by sizeable price cuts by some automakers (Tesla, really) and incentive concentrations perfectly higher than the sector ordinary. In June, the regular rate compensated for an EV was down almost 20% calendar year about calendar year. EV share of the U.S. marketplace in Q2 was 7.2%, up from 5.7% a yr in the past and down from the superior in Q1 of an upwardly revised 7.3%.

Tesla is the No. 1 seller of luxury motor vehicles in the U.S., but its share of EV product sales proceeds to fizzle. In Q2, Tesla’s share fell underneath 60% for the to start with time, but the No. 2 vendor of EVs in the U.S. – Chevrolet – is a distant 2nd. Tesla outsold Chevrolet 10 to 1 in Q2. Ford and Hyundai are 3rd and fourth powering Chevrolet. Newcomer Rivian experienced a good quarter, with more than 20,000 units bought. Tesla’s achievements, in numerous approaches, is the Product Y, the primary EV in The usa. 1 of every a few EVs bought previous quarter was a Tesla Model Y. Include in the similar-sized Product 3, and people two products are 50 percent the electric car or truck company. The when-leading Design S is no for a longer period the ideal-offering higher-stop EV. Gross sales final quarter have been believed at 5,257, down more than 40% calendar year above calendar year and nicely powering the newcomer: BMW i4 EV sedan, with 6,777 product sales in Q2, the new boss when it will come to super-lux EV sedans.

EV profits development and filling the gaps in infrastructure to assistance EV mobility continue on to be the industry’s primary story. Cox Automotive expects the region to welcome 1 million new EVs to its streets in 2023, which will gas the budding used EV current market even further. Sparked in element by govt incentives, new battery production services are cropping up about the state, and factories are being retooled and rethought to support EV manufacturing. This tumble, the United Automobile Staff are negotiating their labor contracts with lots of automakers, and a person subject is front and centre: EVs. Even car or truck transportation and logistics – the trucking of EVs – is staying redesigned in some portion, as the existing crop of EVs is heavier and more durable to shift than their ICE brethren.

And EV revenue retain developing.

In a latest Cox Automotive study, more than 50% of buyers ended up interested in introducing an EV to their steady. Currently being interested is effortless, of class, but significantly less folks truly acquire. And in the exact

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‘We’re going all in’: how France raced ahead of UK on electric car batteries | Automotive industry

Forty miles from the coast of Britain, where the government was again told this week that without urgent action it risks losing the electric vehicle race, “Battery Valley” is taking shape in northern France.

Emmanuel Macron’s announcement last week that the Taiwanese battery maker ProLogium had chosen Dunkirk for its first foreign facility brings to four the number of gigafactories planned in a corridor stretching about 60 miles inland from the port.

“We’re going all in on this,” said Xavier Bertrand, the head of the Hauts-de-France region, once home to many of France’s coalmines and much of its steel industry, which has spent more than €200m (£174m) – on top of huge state subsidies – ensuring the investments came its way rather than to rival sites in Poland, the Netherlands and Germany.

“We’re in advanced talks with other major players in the sector, too – graphite processing, recycling,” Bertrand told AFP. “The aim is to have the whole chain here; it’s a strategic choice. This is a decade of transformation and we absolutely need to be in the vanguard.”

Gigafactories in France map

Battery Valley has the enthusiastic support of the French president, who this week unveiled a raft of green measures and tax credits – including electric vehicle (EV) subsidies – aimed at attracting billions of euros in new investment to “reindustrialise” France, create jobs and increase manufacturing from 10% of the country’s economic output to 15%.

“There’s obviously a deep-rooted tradition in France of using a combination of hard money and soft support for industry in this way – far more so, generally speaking, than there is in Britain,” said a UK-based expert on the European automotive industry, who asked not to be named.

“It’s just particularly apparent at times like these,” said the insider. “France is developing a proper, thought-through industrial policy for the green transition. If it all plays out as planned, its EV battery cluster in northern France should be one of Europe’s biggest.”

By 2030, the European Commission estimates, between 33m and 40m electric cars will be on the EU’s roads. Five years later, the bloc will ban the sale of new petrol and diesel vehicles. In France, sales of EVs already account for 15% of the market.

A Renault 5 prototype electric compact concept car.
A Renault 5 prototype electric compact concept car. Sales of electric vehicles account for 15% of the French market. Photograph: Sjoerd van der Wal/Getty images

The country’s carmakers, Renault and Stellantis – which owns Peugeot and Citroën, as well as Vauxhall (known on the continent as Opel) and Fiat – have promised to build at least 2m EVs in France before 2030, and they will all need batteries.

ProLogium’s plant, the largest of the four northern gigafactories announced to date, represents an investment of €5.2bn. By 2030, a planned workforce of 3,000 should be producing about 48 gigawatt hours (GWh) of batteries on its 180-hectare brownfield site in Dunkirk, enough to power between 500,000 and 750,000 cars a year.

Also based near the port is

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