“There is a huge risk for us to go it alone in this field,” Subaru CEO Atsushi Osaki said during a conference on Monday.

After operating profits climbed 75% this fiscal year, Osaki explained, “At the moment, it is quite difficult to predict how things will go from here with EVs.” Subaru only sold 14,000 units of its sole all-electric car, the Solterra, last year, including 8,872 in the US.

Of the 852,000 vehicles delivered globally in 2023, fully electric vehicles accounted for only 1.6% of total sales.

With Subaru’s EV sales falling in the critical US, the automaker revealed a new strategy to turn things around.

Under Osaki, who took over the reins last April, Subaru is aiming for a 50% EV sales share, or around 600,000 unit sales, by 2030. Although still on the lower side, that’s up significantly from the previous 40% combined hybrid and EV sales target under the last strategy.

The plans call for four fully electric SUVs, including the Solterra, by the end of 2026. By the end of 2028, Subaru will add four new EVs, for a total of eight.

In the US, Subaru aims to sell 400,000 EVs in 2028, up over 4,400% from the 8,872 Soltera models sold last year.

Subaru and Toyota team up for three new EVs

The Subaru Solterra is already built at Toyota’s factory in Japan, but Osaki said the three new EVs will be jointly developed and built with Toyota.

Toyota has a 20% stake in Subaru, but the move will help the smaller Japanese automaker minimize its risk as it transitions to electric. “We have held talks with Toyota and have agreed that it is better to reduce risks through joint development,” Osaki explained (via Automotive News).

Subaru’s leader was also hesitant about plans to develop EVs in-house for the US market. “I have not said that we would do BEV production at our own plant in the US,” Osaki said.

“As the market changes considerably, we will proceed while studying the situation carefully.” With Toyota building its EVs locally, Subaru will gain access to the federal EV tax credit, which could help boost demand.

Subaru also revealed plans to expand its hybrid lineup. “While we have steered toward EVs, we find it important to sell internal combustion products at the same time,” Osaki said.

Subaru will build one of the three new EVs at its Yajima plant in Japan to supply to both automakers. Toyota will manufacture one in the US, also for both companies.

Toyota is expected to build Subaru’s first three-row electric SUV in Kentuck in 2025, shortly after launching its own larger SUV.

Subaru plans to begin in-house EV production in Japan from 2025 with about 200,000 annual capacity. It will add dedicated EV production lines in 2027, which will add an additional 200,000 units.

Electrek’s Take

After falling behind as the market shifts to electric, several Japanese automakers are teaming up. Nissan and Honda confirmed a partnership in March to advance EV and software development.

As Japanese automakers look to keep pace with EV leaders like BYD and Tesla, joint ventures are not surprising. The move allows Subaru to take advantage of Toyota’s network while preparing for its next wave of EVs.

Meanwhile, the companies better get moving. With only a single-digit (and less than 2%) EV sales share, Subaru and Toyota are already behind.

By now, many automakers are already hitting double-digit or even 100% EV sales. With a 50% EV sales goal by 2030, Subaru is still aiming lower than its peers.

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The EV6 is Kia’s first dedicated EV based on Hyundai’s E-GMP platform. After launching the EV6 in August 2021, the electric crossover is due for a facelift three years later.

This will include a sporty new GT version. Kia revealed the EV6 GT in 2022 as its most powerful vehicle yet. With up to 576 hp, the high-performance EV can hit 0 to 60 mph in 3.4 seconds.

To prove its power, Kia put the EV6 GT up against a Ferrari Roma and Lamborghini Hurcan EVO, with the sporty EV out-accelerating both of them. The dual-motor EV6 GT, starting at $61,600, is also quicker than most supercars at more than half the cost.

We’ve seen the EV6 facelift out testing a few times ahead of its debut and caught a glimpse of the GT version earlier this year.

Kia revealed the first teaser images of the upgraded EV6 earlier this month with several new design features. One of the biggest is the new daytime running lights with its “Star Map Signature Lightning” to reflect Kia’s new design theme.

After unveiling three new EVs during its first annual EV day in October, it was clear the EV6 was the odd one out based on lighting alone.

Kia’s new EV6 GT show in new 360-degree video

Kia plans to release additional info on the new EV6 later this month, which will include a GT version.

Ahead of its official debut, a new 360-degree video from ShortsCar gives us our closest look yet at the new electric sports car.

You can see Kia improved the new electric cars’ silhouette and rear and front map designs. After completing its certification in South Korea, new info revealed the EV6 refresh will feature an 84 kWh battery pack, similar to the upgraded Hyundai IONIQ 5.

According to TheKoreanCarBlog, the new battery pack is good for up to 505 km (313 miles) range in Korea, a 24 km (15 miles) improvement over the current generation.

When it launches in the US, the EV6 could reach up to 370 miles EPA range, up from the current 310 miles on the long-range models. In Europe, around 600 km WLTP range is expected.

Kia also confirmed plans to launch its EV9 GT in January with “enormous power” and several other upgrades. Meanwhile, leaked images from China last month revealed the EV5 GT for the first time.

To clear inventory, Kia is offering up to $9,000 in Customer Cash on the 2024 EV6. With the $7,500 EV lease bonus included, leases start as low as $229 per month (for 24 months). Kia is also offering other incentives like 0% APR for 60 months and owner loyalty bonuses.

Ready to drive off in a new EV6 at some of the lowest prices yet? We can help you get started. You can use our link to find deals on the 2024 Kia EV6 (and GT models) at a dealer near you.

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Over the last month, Tesla has been conducting several major waves of layoffs across its entire organization.

At least 10% of the workforce has been let go, but Electrek has heard that as much as 20% of the entire headcount could be gone by the time everything is said and done.

Tesla’s automotive business, including charging and manufacturing, as well as new product launches, took the biggest hit as Elon Musk appears to be transitioning Tesla away from its EV manufacturing roots to focus on autonomous driving products.

Now, the latest Tesla executive to leave is Renjie Zhu, director of manufacturing in charge of Cybertruck production. He announced on LinkedIn:

After triumphing the epic launch of Cybertruck program and ramping the volume production line to the steady 1K/W throughput orbit for the past 16 months in GFTX, also 7 weeks after the 5th Tesla-versary, my adventure with this great company has come to an end.

Zhu was in charge of manufacturing operations for Tesla’s highly succesful Model 3 and Model Y production lines at Gigafactory Shanghai.

In 2023, he came to Gigafactory Austin after Tom Zhu, then the head of Tesla’s operations in China, was placed in charge of roughly Tesla’s entire automotive operations with the goal of replicating Tesla’s success in Shanghai at its North American factories.

As we reported, Tom Zhu recently went back to China, leading the company’s effort there, and gave up his responsibilities in North America.

As for Renjie Zhu, it’s unclear if he left Tesla of his own accord or if he was let go as part of the layoffs.

We recently reported that some Tesla employees are leaving the company due to low morale at the company amid the layoffs.

The Tesla Cybertruck production ramp has been going about as expected, with Tesla achieving a production rate of 1,000 units in a week last month. The goal is 5,000 a week in the first half of next year.

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After announcing plans to delay around $12 billion in EV spending last year, Ford has continued to push back EV initiatives, citing slower-than-expected market demand.

After cutting F-150 Lightning production again earlier this year (for the second time in less than five months), Ford trimmed the workforce at its Rouge EV plant, where the electric truck is built.

Ford revealed the plans in January, claiming EV demand was slowing. According to Ford spokesperson Jessica Enoch (via The Detroit Free Press), one-third of the 2,100 workers remained at the plant starting April 1, 2024.

Meanwhile, 700 workers have been transferred to its Michigan Assembly plant, while the other 700 were offered a $50,000 retirement package or reassignment to the MI facility.

The move didn’t result in job losses. Instead, workers were offered reassignments or retirement. Now, it looks like Ford is throttling back on more EV plans.

Ford cuts battery orders as losses top 100K per EV

According to people with knowledge of the matter, Ford is cutting battery orders from suppliers with growing EV losses.

The move comes after Ford slashed prices, creating even larger EV losses. In a new Bloomberg report, one source said Ford lost over $100,000 for every EV built in the first quarter—more than double the amount lost a year ago.

Despite cutting orders, Ford is maintaining partnerships with its battery suppliers including SK, LG Energy Solution, and CATL.

CATL said its “cooperation with Ford is moving forward as normal,” while SK and LG said their contracts with Ford remain. Meanwhile, a Ford spokesperson said the company doesn’t typically comment on supplier relationships.

Ford projects Model e losses to reach $5.5 billion this year after a $1.3 billion EBIT loss in Q1. Although Ford expects EV costs to improve, the company expects this will be offset by top-line pressure.

Electrek’s Take

If the report is accurate, this could be the latest setback in Ford’s EV plans. The automaker is already pushing back around $12 billion in EV spending, slashing prices, and delaying new model launches.

Ford is shifting to smaller, more profitable EVs with plans to delay its three-row electric SUV in the US.

Although Ford is improving EV costs, it’s also cutting prices to keep pace with Tesla and others like Hyundai, which have introduced significant price cuts.

A separate Bloomberg report noted that Ford is accelerating the development of smaller electric vehicles, which are expected to debut in 2026. The first models are expected to be a smaller electric truck and SUV with a starting price of around $25,000.

In the meantime, Ford is following Toyota and other legacy automakers with plans to introduce more hybrids as a bridge to its next-gen EVs.

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It’s been just over three years since Chinese electronics manufacturer Xiaomi announced a new EV-focused arm called Xiaomi Automobile. During that time, we followed much of the smartphone developer’s transition into automotive manufacturing, which ended up progressing faster than even it had anticipated.

Those efforts culminated in Xiaomi’s first model – the SU7 sedan, which gained some serious clout when it debuted this spring, garnering over 50,000 orders in the first 27 minutes of going on sale in China.

With its SU7 order books now sitting at over 100,000 units, Xiaomi has begun wielding its production expertise to ramp up its output to meet demand. In the first 32 days of SU7 production, the new automaker reported that it had already built 10,000 units en route to 90,000 more targeted before the end of the year.

While the SU7 continues to make its mark on the EV market, Xiaomi is reportedly already deep into developing a second model to compete against the global EV market’s current best-seller, the Tesla Model Y.

Xiaomi gets rolling in China, sets its sights on Tesla

Per a report by Bloomberg, Xiaomi’s second all-electric model will be a compact SUV similar to the ever-popular Tesla Model Y. A person familiar with the matter said that Xiaomi was already benchmarking the Model Y during the incoming SUV’s development, setting the stage for s showdown between the smartphone specialist and the American automaker in China.

When Xiaomi began brainstorming its new EV arm three years ago, an SUV was part of the initial plans, but ultimately, it decided to focus on the SU7 sedan first, which remains its priority at the moment.

That being said, the Tesla Model Y competitor is already in the works, and Xiaomi is reportedly targeting a start of production by late 2025 once the second phase of its EV production facility in Yizhuang, Beijing, is completed.

That facility is expected to reach an annual production capacity of 300,000 units annually. Phase one is expected to be completed next month, offering Xiaomi a capacity of about 150,000 EVs annually. Phase two is scheduled to begin expansion sometime in 2024.

According to Chinese media outlet 36kr, Xiaomi also plans to launch a third, lower-priced EV model after the SU7 sedan and SUV to compete against Tesla, but the automaker has not confirmed those plans.

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E-bike battery fires, while exceedingly rare, have become a major concern in the US with significant news coverage. NYC is often seen as the epicenter of e-bike battery fires due largely to the large population of e-bike delivery riders and the low-quality Chinese batteries used on such bikes. Delivery riders’ e-bikes usually feature inferior-quality batteries in order to reduce costs to their owners, who use them to perform low-wage delivery jobs.

Keeping the issue in perspective, more deaths in NYC are attributed to space heater fires each year than e-bike battery fires, but the rapid growth of e-bike use in the US means that fire safety will continue to be a growing concern.

With the vast majority of battery fires originating from poorly produced Chinese batteries designed for ultra-cheap e-bikes and e-scooters, it appears the Chinese government is attempting to address the issue head-on. The country just passed new technical standards for the production of lithium-ion batteries like those used in micromobility devices.

Known as the “Safety Technical Specification for Lithium-ion Batteries Used in Electric Bicycles,” the standards regulate the design, production, and sale of lithium-ion batteries for e-bikes.

The regulations specifically address technical concerns relating to production quality and fire risk, and cover 22 specific aspects of the batteries’ design and manufacturing. Issues addressed include battery over-charging and over-discharging, external short circuits, thermal abuse, battery punctures, and several more key areas.

Enforcement of the new standard is expected to begin on November 1, 2024. After that date, no lithium-ion batteries for electric bicycles will be permitted for sale in the country without conforming to the new standard.

The standard currently only addresses the domestic market, which is much larger than China’s e-bike battery export market. There are an estimated 350 million e-bikes on the roads in China, with tens of millions produced each year. In fact, some major Chinese manufacturers alone produce tens of millions of e-bikes and e-scooters each year.

How could the Chinese standard impact US e-bikes?

The vast majority of US-based electric bicycles and their components originate in China. I’ve personally visited several such Chinese factories to see the scale of production that many of these massive suppliers have achieved.

The new Chinese e-bike battery standards are expected to change how electric bicycle batteries are produced in China. Many of the major suppliers of higher-quality batteries likely already meet or exceed the new standards, but the budget-priced batteries known for cutting corners in pursuit of lower costs will likely be weeded out by the regulations.

Unlike in the West, where penalties for breaching standards are often less severe, the Chinese government is more heavy-handed with its control over both private and state-related manufacturing businesses. While that comes with its own litany of issues, it also has the advantage of companies generally respecting and conforming to regulatory standards. That means it likely won’t take very long for battery manufacturers not already meeting these new safety standards to either upgrade their designs and manufacturing or else close down production and switch industries.

Importantly, it appears that the regulations will only apply to China’s domestic market, not products intended for export. However, with China’s market for e-bike batteries dwarfing the rest of the world, it likely won’t make sense for factories to maintain separate production lines and designs for a much smaller export market. Instead, this could very well be a case of a rising tide lifting all ships, where an increase in the manufacturing standards for local e-bike batteries means that export batteries will also come from the same improved production lines.

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The Metacycle was the first motorcycle built and sold by SONDORS, a company that had previously built budget-priced electric bicycles.

The Metacycle made waves upon its unveiling in early 2021, both for its novel design and the shockingly low price for a supposedly highway-capable electric motorcycle at just US $5,000.

However, after a series of mismanagement issues and amid accusations of fraudulent business practices, the company was effectively closed and forced into receivership in late 2023. The closure occurred shortly after Electrek exposed the first images of warehouses full of thousands of SONDORS Metacycles sitting unpaid at the Chinese factory that had been contracted to build the bikes.

It is unclear how many Metacycles were delivered to customers, but import records put the number at likely between 1,400 to 1,500 units. At multiple points, SONDORS had claimed to have deposits or full pre-payments from customers for several thousand more Metacycle orders.

Former SONDORS Director of Project Management and Engineering Bill Ruehl recently shared a number of alarming revelations about both the bike and the company during an appearance on The ITC Show podcast.

Bill joined SONDORS after spending nearly 8 years at Zero Motorcycles, where he served as Director of Prototype and Test. His hiring came as SONDORS added several key additions from the automotive and motorcycling industries, including from companies such as Zero, Ducati, and Tesla.

Bill has a long history as an engineer working with electric motorcycle designs and a rider himself. While the Metacycle was already designed and had begun making deliveries before Bill joined the company, he explained that he quickly assumed a role that dealt in large part with solving the rapidly increasing issues discovered in the motorcycle.

“I took it upon myself to learn the nuances of this vehicle as quickly as I could,” Bill explained. “So it was regular calls with the factory. It was regular involvement in doing forensic involvement on failures, going to customers and looking at their problems.”

According to Bill, the issues proved to be widespread, covering everything from technical concerns to business practices and even road legality. On the technical side, the bike’s speed controller, which is essentially the brain of an electric motorcycle responsible for delivering power from the battery to the motor, would often fail due to poor components and construction. On the business side, the company had a tendency to skirt importation tariffs through improper classifications. And during homologation, major issues were overlooked that would render the bike non-street legal.

In the US, all motor vehicles operated on public roads must conform to regulations compiled in the Federal Motor Vehicle Safety Standards (FMVSS). Motorcycles have specific design requirements relating to their design, operation, and manufacturing.

The process of homologation refers to preparing and approving a vehicle to meet applicable regulations for sale in a certain market.

Unlike in Europe, the US does not have type approval, where the government or an appointed body inspects and certifies vehicles as road-worthy. Instead, the US uses a system known as self-certification, in which manufacturers are responsible for verifying that they have indeed met or exceeded federal regulations for homologation.

“If you don’t meet those requirements, basically you can’t sell your product for use on US roads, so it becomes unregisterable,” Bill explained. “And there were a lot of issues with the Metacycle. In fact, if you were to hold a gun to my head and ask me if it was legitimately homologated, it was not. There were shortcuts that were taken. The biggest one of these is that the braking system, by FMVSS definition, is not suitable for a vehicle called a ‘motorcycle’ on US roads.”

Bill explained that each time he attempted to raise these concerns, he was pushed aside. “I was told to be quiet, and not repeat this anymore.”

While many riders were able to register their Metacycles at their local DMVs, this was not always straightforward or even possible. Several states would not allow the motorcycles to be registered. And even for those that were registered successfully, the registration is not an indication that the vehicle is actually street legal, but merely that the DMV permitted the application to be processed. Several riders reported having to make multiple attempts on successive days before a DMV worker accepted and filed their registration application.

Another key issue the Metacycle encountered was a high controller failure rate due to poor MOSFET selection and implementation, which Bill attributed to cost-saving measures at the controller manufacturer. The failure tends to occur under heavy loading, such as hill climbing and other high-power scenarios.

The problem doesn’t affect all Metacycles and depends on how well the multiple MOSFET chips in the controller are paired to each other, which is essentially random luck without a process for evaluation during the controller manufacturing stage.

“There are good Metacycles out there. I’m not trying to say that all Metacycles are bad and all Metacycles have this controller issue, but many of them do,” he added.

Bill had choice words for several other components on the bike, including the Metacycle’s security system.

“Honestly, I believe that the security system they used on the Metacycle was probably the worst thing ever unleashed on the American public.”

Bill attributed the many problems at SONDORS to its leadership, namely the company’s founder and CEO Storm Sondors.

“I will say there were a lot of people behind the scenes at SONDORS who were really trying hard to make a difference. They were not all Storm. But the problem is when you have an individual like Storm at the head of a company like that, the lies and the BS trickle down.”

Storm Sondors did not immediately respond to a request for comment regarding the claims covered in this story.

After SONDORS closed and the company entered receivership, Bill decided to put his experience with the bike to use in helping owners who need support or spare parts. He now consults by appointment and is currently working with the former Metacycle factory in China to hopefully provide original Metacycle equipment to owners.

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Velotric gets UL certification for the battery and bike

This is incredibly important because UL certification is the gold standard for e-bike safety these days. Not only does Velotric go directly to Underwriter Laboratories for the testing and certification, unlike others that often use third-party tests, but both the battery and the entire e-bike received separate testing and UL certifications. You can actually look it up and find their published UL certifications, which can’t be said for most e-bike companies.

The battery is certified to UL 2849 and the entire e-bike’s drive system is certified to UL 2271. That means the motor, controller, charger, electrical system, and battery pack are all UL-certified.

As more cities and states require UL certification for e-bikes to be legally sold, having this important level of testing already secured is a major advantage.

Proprietary drive system – investing where it matters

A lot of e-bike makers simply pull various components off a shelf and assemble them onto a frame selected from a catalog. Velotric is different.

The company builds its e-bikes using proprietary systems like the powertrain to ensure that it is the highest quality and offers the best performance possible. That’s not something you can get when simply selecting parts à la carte like many others.

Velotric has its own manufacturing team and has 42 utility patents and counting (plus more design patents and software copyrights), meaning they develop their own gear to ensure it all works together properly and provides the performance that riders demand. That’s a big part of the secret behind how Velotric’s Discover 2 and other e-bikes in its lineup can offer more torque and longer range compared to other electric bikes with the same specs.

It’s also an important aspect to ensure timely deliveries. By controlling its own supply chain, Velotric averages just 85 days total compared to the industry average of 150-180 days. That means you get better-designed e-bikes delivered more quickly! And with over 500 partner stores, those bikes show up where you can actually test ride them or return for support when you need it.

Bead welded frame that is hand-finished

When you see as many electric bike frames as we do each week, you notice the small details and differences that might slip by an untrained eye. Welding quality is one of them, and it’s an area where Velotric excels.

On the Discover 2’s own in-house designed frame, the Velotric team uses quality hand-finished bead welding for smooth and strong construction.

We’ve seen some shady weld jobs on other e-bikes, and we’ve even seen multiple e-bikes break in half under normal commuter usage. So Velotric’s assistance on quality welding on a purpose-designed frame is a major safety benefit that will ensure long-lasting, good-looking e-bikes that can withstand the test of time.

The attention to detail in quality manufacturing might also explain how they can offer a two-year warranty when many e-bike companies offer just half of that.

Included battery handle

This might sound like a small feature, but it makes a big difference. When you carry an e-bike battery around, having a convenient and secure handle is about more than comfort, it’s also a safety feature. Most e-bikes have bulky batteries without any good way to carry it other than gripping around the entire chunky battery shell. But the Velotric Discover 2 has a built in handle that folds away when you battery is installed but lifts up to give you a convenient way to carry it with just a few lazy fingers.

It’s another great example of taking the time to design and include small but important features that help differentiate the bike from others that haven’t been able to match Velotric’s attention to detail.

The Velotric Discover 2 is surprisingly waterproof!

This might sound strange, but you can actually toss the Velotric Discover 2 battery into a tub of water and it will be fine! The battery is IPX7 rated, which means it can withstand being submerged in over three feet of water!

In fact, the company demonstrated that feature by putting the battery in a washing machine for an entire cycle!

The rest of the bike is nearly as waterproof, carrying an IPX6 rating. That means you can pressure wash it without any issues.

If you read the fine print on most e-bikes, they explicitly warn against pressure washing and may even void your warranty if you use a pressure washer. But Velotric actually encourages it because the Discover 2 is designed to withstand high pressure water jets, making it easier to clean it after a dirty ride. And even if you never plan to pressure wash your e-bike, it sure does give us some nice peace of mind to know that getting caught in a rain storm won’t have any negative effects on the bike!

Peak performance that you can really feel

A lot of electric bikes claim to have 750W motors, but that’s often a “peak rating”, meaning the motor is actually more like a 500W motor that is capable of short bursts of 750W. But with the Velotric Discover 2, you’re getting a true 750W continuous-rated motor. That means the peak rating is actually much higher, allowing the motor to do bursts of power up to 1,100W. For anyone who enjoys strong acceleration or needs to climb big hills, that’s the kind of power you want!

And speaking of hill climbing, the 75Nm of torque found in the motor is a big part of flattening those hills. While many electric bikes struggle to climb steeper hills, the Velotric Discover 2’s torquey motor eats hills for breakfast.

Don’t believe me? Consider that the Discover 2 is rated to tow 880 lb (400 kg) of weight, showcasing just how powerful it truly is!

Tested tougher than necessary

Standard e-bike torture tests usually involve loading a bike with a certain amount of weight on a test machine and then running it for a certain number of miles. But Velotric prefers to exceed those standards so that they know the bike can truly last longer than the competition.

The standard ISO-4210 testing protocol provides a series of tests to confirm the safety and robustness of a bike, but Velotric doesn’t use the normal values for the test. Instead, they increase them to 150% of the test standards, turning the torture test into an even more torturous test.

While nearly every other company settles for the minimum standard, Velotric voluntarily raises the bar to test their e-bikes at 50% tougher conditions. Not only does it result in stronger bikes designed to handle anything thrown their way, but it also speaks to the company’s ethos, designing and building e-bikes that riders can trust to overcome the unexpected.

More PAS levels for more pedaling options

Having a torque sensor is a nice feature, and the Discover 2’s torque sensor provides comfortable, responsive, and natural feeling pedal assist for riders who enjoy feeling like they’re part of the pedaling experience. But Velotric goes beyond merely including a torque sensor, and has included an unprecedented 15 levels of PAS (pedal assist system) settings, meaning riders will have a lot more variation to choose from. It’s all right there on the brightly-lit color LCD screen, making it easy to choose your optimum assist level.

Whether you’re looking for a relaxing and easy cruise along the beach or you want a fast workout ride that has you sweating by the end, you can find it in the Discover 2’s wide range of PAS levels. There are even other nice features like the included cruise control so you can set your desired speed and then forget about it!

Sure, it’s nice to have the throttle there for times when you just want to fly along without pedaling and quickly increase speed at a moment’s notice. But for the other times when an easy-going pedal ride is what you’re after, that torque sensor combined with the unprecedented 15 levels of pedal assist settings make the pedal experience so much nicer than any other commuter or recreational e-bike on the market.

Serious suspension designed with quality in mind

Quality suspension makes a major difference. If you’ve ever tested a budget bike with a loud, clickity-clackity front fork, you’ve experience cheap suspension. It doesn’t feel very good because it isn’t designed to truly absorb bumps and road vibration the way a true hydraulic suspension fork does.

The Velotric Discover 2 features a quality hydraulic suspension fork with 80 mm (over three inches) of travel. Whether you’re staring down a speed bump, pot hole, branch across the road, or any other obstacle in your path, this is the kind of suspension you want to actually protect your bike and body from the bruising bumps along the way.

Apple FindMy integration

In a perfect world, we’ve never need to worry about protecting our e-bikes from going missing. But until then, having a built-in tracking device is the best chance you’ll ever have of getting your e-bike back in a case of theft.

Apple’s FindMy technology is the leading low-cost tracking solution that uses a network of hundreds of millions of phones, computers, and other Apple products to wireless transmit AirTag tracker locations. Devices like the Velotric Discover 2, which have the hardware found in AirTags built into their own design, make use of that network to protect the device with constant tracking ability. We still recommend a good lock, but if your e-bike some how goes missing, the Apple FindMy technology included in Velotric’s e-bikes can show you or the police exactly where it’s now sitting.

Or, you know, you can also use it if you forget where you parked!

Attention to detail makes the difference

There is so much about an e-bike that impacts its ride and ownership experience. Power and speed are nice, but all the other little things truly affect how the bike feels, rides, and fits into your life.

Velotric obviously took the time to consider those important differences and design them into the Discover 2 and many of the company’s other new models of e-bikes. In the end, that makes a huge difference when comparison shopping between a field of electric bikes that all claim to offer similar speeds, power levels, and prices.

When it comes time to make a decision, the bikes that offer all the other features that improve longevity, comfort, safety, and security, those are the ones that truly stand out!

You can learn more at the company’s website and use the promo code electrekv1rv60 to get $60 off your new e-bike!

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