EbikeIndia Co    

WHAT IS AN E-BIKE

Short answer: a bicycle with an electric motor.  To us that means, it is a bicycle first and foremost, not a moped, scooter, motorcycle or some new concept.

If you want to know the technical definition according to law, it is “a two-or three-wheeled vehicle with fully operable pedals and an electric motor of less than 250 watts (0.33 h.p.), whose maximum speed on a paved level surface, when powered solely by such a motor while ridden by an operator who weighs 70 kgs, is less than 25 kmph.”  If it meets these criteria, it is subject to the same laws as a bicycle that is solely human powered.

BUYING AN E-BIKE

If you have been shopping around for an e-bike, you’ve probably noticed that there are a lot of options. A Kalkhoff might not be the right one for everybody, but here are some factors you should be considering before you make your choice

Style

E-bikes come in a range of frame designs and styles. There are two basic categories: e-bikes that look and ride very much like a conventional bicycle and everything else.

For some, a unique design might be important and there are a number of models, mainly made by smaller producers, that don’t look like any other bike. Several of the larger producers have taken existing bike models and retrofitted them with a hub motor.

For others, they want a bike that looks and feels like a regular bicycle, with an electrical motor and battery that are indiscreet. Many also want a bike that is as fun to ride as a conventional bike when the power is off. Kalkhoff bikes are geared toward this second group.

Quality

Like most things, you will get what you pay for. If the bike is inexpensive, then the motor, the bike or both are low quality. A great bike with a great motor will cost more, but the performance, durability and reliability will pay-off.

Kalkhoffs are 90 years of bicycle design experience applied to an e-bike. Everything about each model from the frame geometry, to the welds to the components and add-ons has been scrutinized to fit to the applications of an e-bike. The company boasts one of the most advanced bicycle quality testing laboratories in the world.

Stability

Because of the added motor and battery, e-bikes are heavier than most conventional bicycles. Make sure you test ride the bike and are comfortable riding on uneven surfaces and in or next to traffic. Retrofitted bikes may be imbalanced since the bikes were not intended to have a motor. If you are looking at a bike with a rear or front hub motor, then the extra weight will be in one of these wheels. Handling and especially turning will feel different than what you are used to with a conventional bike.

Fit

Most people who purchase a bicycle spend a lot of time finding the right fit. An e-bike should be no exception. Make sure the bike you want is available in your frame size. Also, consider your options on frame design. Step-through bikes don’t have the crossbar and are popular with men and women as they are easy to get on and off. You can also choose your posture from a more aggressive forward position to a more upright position. Traditional mountain bike and road bike designs usually offer a very sporty forward position which might not be comfortable for just getting around town.

Components

The right set of components is not only a cost consideration but can affect safety, convenience and performance.

The drive-train (shifters, derailleur) is one of the most important and expensive parts of the bike. An inexpensive drive-train can be a maintenance headache especially with the added torque of an e-bike. Look carefully at the brakes as well. The extra speed and weight (easy to forget with a motor) will require superior stopping power. Bad brakes are a safety issue. The wheels also need to correspond to extra weight as well as the extra force of the brakes. If you are looking at hydraulic rim brakes, make sure the wheel rims are double-walled.

An everyday bike should have the basics such as fenders, chain guard, a strong kickstand, a rack, bell and lights. There are a number of lighting options you can buy but consider getting a bike where this is standard for the bike and runs off the battery or a hub motor so you always have reliable, bright lights. Comfortable components such as a good seat, seat post and fork suspension and ergometric handlebar grips.

If an e-bike doesn’t come with these features, make sure you price out the extras ahead of time and find a reliable mechanic to ensure proper installation. Kalkhoff e-bikes come standard with all of these components and they are assembled and tested in the factory.

Motor

There are two types of power systems on electric-bikes (that we are aware of): pedal assist (Pedelec for short) or throttle-based. The Pedelecs assist your pedaling power and the throttle-based systems will run without pedaling. Some systems offer both. If you don’t want to have to pedal, choose a throttle-based system. Keep in mind, that these generally have a shorter range and might be difficult to pedal if you run out of battery.

The location of the motor on the bike is an important consideration. A hub motor is in either the front or rear wheel. A central motor is right at the crank set where the pedal meets the frame. For Pedelecs, there are a number of advantages of this construction.

1.the pedal power is transferred directly to the motor, not through a cable to one of the wheels, so the bike responds like a regular bike.
2.the weight of the motor is in the middle of the bike at its lowest point so the stability and balance are better than if either the front or the back were over weighted.
3.a hub motor has a narrower range of gears since it doesn’t run through a transmission and powers the axel directly. A central drive motor allows for a broader range of gears by powering the chain which can then run through a traditional derailleur.
4.Putting a motor in the hub means taking away a position for either an internal derailleur (in the back) or a dynamo hub (in the front) which is a power source for the lights.
5.If the wheel needs to be fixed, it has to be rebuilt by hand, often a more costly option than just replacing the wheel.
6.Front wheel hubs may overly strain the front fork which aren’t designed to be the source of power – effectively pulling the rider. Be particularly careful with aluminum front forks.
Visit our FAQs for more information on the Kalkhoff e-bike motor.

Weight

Weight is not as important a consideration when choosing an e-bike as it is when choosing a non-powered bike. To not have to worry about the weight of the bike and everything its carrying is one of the luxuries of an e-bike. However, if you have to lift or carry the bike it is a consideration worth paying attention to. Weight can also affect the handling of the bike. Finally, the heavier the bike the sooner the battery will be depleted. Kalkhoffs weigh between 45 and 55 pounds including all the accessories, which isn’t light by non e-bike standards but still significantly lighter than other electric bike models that can weigh 75 pounds or more.

Range

Range refers to how far you can ride on a single battery charge. Range is influenced by a number of factors including power, battery type and size, efficiency of the bike design, weight, terrain and temperature.

Some bikes boast a powerful motor, up to 750 watts to remain legally a bicycle. Bikes that use a throttle need a more powerful motor to propel someone up a hill but these motors drain a battery quickly. A pedal-assist bike provides the greatest control over range as you can add your own power at will. Central-drive motor systems also help with range as they allow for broader gearing and therefore don’t overly rev the motor. Imagine a sports car with only 2 gears and that is what can happen to a hub motor with three gears.

Visit our FAQs for more information on the Kalkhoff e-bike range.

Service, maintenance and warranty

Be sure to ask about maintenance and warranty. Some e-bikes will be more costly to maintain even if the problem is unrelated to the motor. See if the battery can be easily removed for replacement. Warranties on e-bikes often cover the battery and motor for a limited time while covering the frame for a longer time. Labor is typically not covered which can be significant if your local bike shop has to work with the motor and battery. Kalkhoff bikes have a two-year parts and labor, end-to-end warranty. The battery can be easily replaced and the motor is extremely unlikely to need any maintenance. Kalkhoff USA has all the parts available for shipment within a few days.

The four main parts of an ebike are

 1Motor

2 Controller

3 Accelerator/throttle/Pedal sensor

4 Batteries

Export to the Europe, must have EN 15194 and EN14764

EN 14764 City and Trekking bicycles
EN 14765 Bicycles for young children
EN 14766 Mountain bicycles
EN 14781 Racing bicycles
EN 14872 Luggage carriers
EN 15194 Electrical power assisted bicycles -EPAC bicycles
International
ISO 4210
ISO 8098
US
16 CFR 1512
ANSI Z315.1
Japan
JIS 9301

Facts & Figures
EU Regulations
New EPAC Standard for Safe e-Bikes
On April 30, 2009 the EN 15194 standard for ‘Electronically Power Assisted Cycles’ (EPAC) was officially announced by the National Standards Boards (NSB’s) of 30 countries (27 EU member states and Iceland, Norway and Switzerland of the European Free Trade Association). To qualify an e-Bike as ‘perfectly safe’ for the user as well as his surroundings, it has to comply with this new standard.

There is a great interest in this new European Standard, which will influence the booming European e-Bike market substantially. Why? It will change the market for e-Bikes drastically as it will no longer be possible to enter the e-Bike market in Europe by simply importing e-Bikes from China and selling them on.

These days an e-Bike with smooth running pedalling assistance is a sophisticated electric machine. All modern electrical equipment, including the e-Bike, has its own product Directive. These Directives cover product aspects such as the environmental impact of the materials used, product safety, Electro Magnetic Compatibility (EMC) and low voltage characteristics.

The new European standard EN 15194, aimed at safety and reliability, will classify all Directives and become the new standard for all e-Bikes. To qualify an e-Bike as ‘perfectly safe’ for the user as well as his surroundings, it has to comply with this new standard.

Self-certification
In this new standard the CEN (European Committee for Standardisation) has drawn up the technical, environmental and safety requirements to qualify an e-Bike. In a very comprehensive test program an e-Bike is examined mechanically as well as electronically to the interest of the environment, health and safety of the user and his surroundings.

The self-certification within the industry is not foolproof and does not give the owner the guarantee he is entitled to. With that the image and the healthy future of the e-Bike are at stake. In order to guarantee a reliable product and the provision of correct information to the consumer, it is up to the e-Bike industry to implement this new EN 15194 as the standard.

The standard has to imply quality, reliability and safety. For the consumer this should be all well and good. But the reality with e-Bikes is far more complicated. Electric bikes contain a complex system of several electronic parts and components forming a drive system. The various parts each have to have their own CE-mark and be integrated with each other and similar equipment. For example like battery chargers for mobile phones and iPods. Mixing different components from several brands might lead to short-circuiting or worse.

Complicated
The same problem is lurking for e-Bikes. Putting all the components together does not guarantee high quality and maximum safety of the final product. An e-Bike can lay a claim to a CE-mark only if the final product, including all the individual electronic components has been produced according to the EN standard.

The EPAC standard is far more complicated than the CEN standard we know for bicycles. Manufacturers can do the CEN testing for standard bikes themselves. That is not possible for EPAC. It is too complicated as it is not about testing separate components. To meet the EPAC/EMC standard you have to test the whole system or sub-assemblies and you have to do that again and again after each minor adjustment.

EMC
Electro Magnetic Compatibility (EMC) is a good example of the importance of the new EN standard. Although the consequences are not fully realized throughout the market, EMC requirements are already applied throughout Europe to all kinds of electric appliances and vehicles including e-Bikes. EMC is one out of many parts of the CE test procedure. By the way, the EMC requirements are already in force throughout Europe, including all the e-Bikes that are currently on the market.

Electro Magnetic Compatibility requirements are designed, for instance, to ensure the safety of people who use a pacemaker or hearing-aid when driving cars or e-Bikes. In our world full of electronic equipment it is of utmost importance that any interference between electric equipment is limited. Everybody knows that you have to switch off your mobile phone in an airplane during take-off and landing. Can you imagine what will happen if a non-certified e-Bike interferes with a passer-by's pacemaker? A non-certified e-Bike is not only dangerous for the driver, but also for his environment.

The future for the e-Bike is looking bright. The industry will benefit from stable quality and a positive image that comes with the EPAC standard. However, at the same time it will only work as everybody and every e-Bike supplier will comply to it.

The complete document with all the technical requirements as well as all the test procedures of this new standard is now available at the National Standards Boards of the following countries: Estonia, Latvia, Malta, Ireland, Austria, Sweden and Slovenia. The price for the complete document stands at about €70.

The National Standards Boards of the other 20 member states of the 27 countries that form the European Union, as well as the three European Free Trade Association countries will have the EN 15194 document available before July 31st 2009.

As it stands now the EPAC standard will, contrary to the CEN Safety Standards for bicycles, not be published in the Official Journal of the European Union and with that come into force. The EPAC standard comes into force with the publication by the National Standards Boards. This means that the EPAC standard is now already in force in Estonia, Latvia, Malta, Ireland, Austria, Sweden and Slovenia where the National Standards Boards have published them. At all other countries the EPAC standard come it force when the National Standards Boards publishes it. As said that publication must take place before July 31st 2009.

According to Chairman Siegfried Neuberger of the CEN Technical Committee 333 that next to standards for bicycles also handled the EPAC standard, the legal status of EN 15194 is a bit lower compared to the CEN standards for bicycles in reference to the General Product Safety Directive (GPSD) of the European Union.
This Directive says that: “Producers shall be obliged to place only safe products on the market.” Paragraph 2 of article 3 of the GPSD describes the legal status of EN 15194. It states that: “The conformity of a product to the general safety requirement shall be assessed by taking voluntary national standards transposing relevant European standards into account.”

To get the EPAC standard on the same harmonised European Norm level as with the standards for bicycles, committee chairman Neuberger says the European Committee for Standardization entered into discussions with the European Commission. With that the publication in the Official Journal of the European Union could follow on a later date.

Sixth months after the EPAC standard announcement all the European and EFTA National Standards Bodies will have implemented the EPAC standard as national standard and any previous national standards shall be withdrawn before this date. This date is July 31st 2009. The implementation of the EPAC standard varies by country. In some European countries it is compulsory by law. These countries are (as far as Bike Europe knows at this moment) France and the UK. In other countries it is part of the European product safety ruling.

Time Table for EPAC Standard Implementation
•January 14th, 2009 was the date when the definitive text for EN 15194 was sent to all European and EFTA National Standards Bodies and was accepted by them.
•Sixth month after the acceptance of the definitive text all European National Standards Bodies will have implemented the standard as national standard and any previous national standards shall be withdrawn before this date. This date is July 31st 2009.
•The date of announcement for the standard is April 30th, 2009. The standard will be announced by the European National Standards Bodies and the text of the complete EN 15194 standard for ‘Electronically Power Assisted Cycles’ (EPAC) will be available at the National Standards Bodies in the various European countries.
•The implementation of the CE standard varies by country. The EPAC standard comes into force when the National Standards Boards publishes it. As said that publication must take place before July 31st 2009. In some European countries the CE standard is compulsory by law, while in other countries it is just a part of the European product safety ruling.
•The electronics of an uncertified e-Bike have the potential to harm the driver as well as other electronic equipment.
•Each separate component of an e-Bike has to comply with the CE-standard and has to carry a CE mark.
•The fulfilment of the CE standard and using the CE marking is the responsibility of the manufacturer and/or the importer.

Facts & Figures
EU Regulations
EU Regulations for e-Bikes (Part 3) Electromagnetic Compatibility
The battery and the motor in an e-Bike result in a number of risks that do not exist in a conventional bicycle. In five chapters you can find information on the set of European rules and regulations that apply in all 27 member states regarding e-Bikes. Companies active in producing, distributing and selling electric bicycles or components of electric bicycles need to be aware of these rules and regulations and should observe them.

Directive 2004/108/EC limits electromagnetic emissions of equipment in order to make sure that this equipment does not disturb other equipment such as radio, television, mobiles, washing machines, electrical power lines, ….

The Directive is also intended to ensure that the equipment itself is not disturbed by radio emissions of other equipment. Pedelecs with a maximum continous rated motor output of 0.25 kW and assistance up to 25 km/h must comply with Directive 2004/108/EC. For other pedelecs and E-bikes there are electromagnetic compatibility requirements in the type-approval procedure.

Most of the electromagnetic compatibility requirements are covered by EN 15194. However, CEN TC333 should also review EN 15194 to ensure that all obligations resulting from the Directive are covered by the standard. Upon this procedure, a reference to EN 15194 will be published in the Official Journal of the EU.

This will turn EN 15194 into a harmonised standard under the Machinery Directive. Consequently, a pedelec that complies with EN 15194 will be presumed to comply with Directive 2004/108/EC.
In expectation of such a harmonised standard, the manufacturer has to apply his own methodology for the electromagnetic compatibility assessment. He has to have technical documentation available to prove compliance. He may involve a Notified Body for the conformity assessment procedure. These are organisations accredited by the EU to assess conformity with the Electromagnetic Compatibility Directive.

A list of Notified Bodies is here:
http://ec.europa.eu/enterprise/newapproach/nando/index.cfm?fuseaction=directive.notifiedbody&dir_id=129141&type_dir=NO CPD&pro_id=99999&prc_id=99999&ann_id=99999&prc_anx=99999.

The manufacturer is required to supply the pedelec with an EC Declaration of Conformity. Also, the pedelec must be identified by type, batch, serial number or any other information allowing for the identification. It should be possible to trace the actual manufacturer; therefore he or his representative needs to be identified by name and address. This information has to accompany the pedelec. Finally the CE marking has to be affixed as shown above, but as explained, this cannot be done unless the product also complies with the Machinery Directive.

Click here for more on: New EPAC Standard for Safe e-Bikes

Facts & Figures
EU Regulations
EU Regulations for e-Bikes (Part 1) Type-approval legislation and CEN standards
The battery and the motor in an e-Bike result in a number of risks that do not exist in a conventional bicycle. In five chapters you can find information on the set of European rules and regulations that apply in all 27 member states regarding e-Bikes.

Companies active in producing, distributing and selling electric bicycles or components of electric bicycles need to be aware of these rules and regulations and should observe them.

The legal status of electric bicycles is slightly complicated. The word ‘electric bicycle’ covers two different concepts of vehicles with an auxiliary electric motor:

•cycles equipped with an auxiliary motor that cannot be exclusively propelled by that motor. Only when the cyclist pedals, does the motor assist. These vehicles are generally called ‘pedelecs’ and they are today the most popular in the EU;
•cycles equipped with an auxiliary electric motor that can be exclusively propelled by that motor. The cyclist is not necessarily required to pedal. These vehicles are generally called ‘E-bikes’.
Pedelecs with a maximum continuous rated power of 0.25 kW and assistance of the motor up to 25 km/h are classified as bicycles. They fall under the European standard EN 15194 and must comply with the Machinery and EMC Directive. Most EU member states allow for self-certification. This means that the manufacturer himself can ensure that the pedelec complies with EN 15194 and the Directives mentioned or he can ask a test lab of his choice to do the necessary tests.

EN 15194 only concerns the electric part of the vehicle, whereas for the bicycle part EN 14764 applies. As a result of these standards pedelecs have to be accompanied by a whole list of instructions for the user of the vehicle. This list is in the text of EN 15194. Furthermore, the pedelec has to be marked with a serial number, with the name of the manufacturer or his representative, with EN 14764 and with the words “EPAC according to EN 15194”.

Pedelecs with a maximum continuous rated power of more than 0.25 kW and/or assistance above 25 km/h and E-bikes that can be exclusively propelled by the motor are classified as mopeds. They fall under the European type-approval legislation for two- or three-wheel motor vehicles, governed by Directive 2002/24/EC. Compliance must be certified by an accredited test lab, but type-approval in 1 European member state is valid in all member states.

The difference between classification as bicycle or as moped is very important. Whereas bicycles can be ridden without any further obligations, there are many constraints to the use of a moped. There is mandatory wear of a helmet, insurance, a number plate, a driver’s license and an age limit. For a lot of people, these are too many obligations. This explains why pedelecs with a motor output of 0.25 kW and assistance up to 25 km/h are the most popular type in Europe.

Review type-approval legislation
The European Commission is currently reviewing the type-approval legislation in Directive 2002/24/EC. In close consultation with a large number of manufacturers, The European Two-Wheeler Retailers Association (ETRA) has developed a proposal for the European Commission, aimed at improving the rules for electric bicycles in this Directive. The proposal holds two important elements.

For pedelecs classified as bicycles, ETRA suggests to increase the motor output limit from 0.25 kW to 0.50 kW. The current limit of 0.25 kW proves to be insufficient for instance for pedelecs used in hilly areas, for obese people, for three-wheelers, cargo bikes, etc.

If people in these cases need a more powerful pedelec, it is today classified as a moped, so it has to be type-approved and the driver must wear a helmet, have an insurance, etc. If these pedelecs are classified as bicycles, people will be able to use the vehicle without all these obligations and that will open up the market.

Secondly, the type-approval procedure has originally been developed for traditional mopeds, long before pedelecs and E-bikes were on the market. As a result, the technical procedure is not well adapted to pedelecs and E-bikes. Therefore, ETRA proposes to the European Commission a type-approval procedure that is more suitable for electric bicycles. The European Commission is expected to present a proposal for the review in the second half of 2010.

Click here for more on:

•EU Regulations for e-Bikes (Part 1) Type-approval legislation and CEN standards
•EU Regulations for e-Bikes (Part 2) Machinery Directive
•EU Regulations for e-Bikes (Part 3) Electromagnetic Compatibility
•EU Regulations for e-Bikes (Part 4) Battery Transportation
•EU Regulations for e-Bikes (Part 5) Battery Directive

Facts & Figures
EU Regulations
EU Regulations for e-Bikes (Part 4) Battery Transportation
The battery and the motor in an e-Bike result in a number of risks that do not exist in a conventional bicycle. In five chapters you can find information on the set of European rules and regulations that apply in all 27 member states regarding e-Bikes.

Companies active in producing, distributing and selling electric bicycles or components of electric bicycles need to be aware of these rules and regulations and should observe them.

One of the major risks involved in the transport of batteries and equipment with batteries is short-circuit as a result of battery terminals coming into contact with other batteries, metal objects, or conductive surfaces. Therefore, their transport has to comply with very strict rules, which have been internationally harmonised.

Any Lithium-Ion battery over 100 Wh is classified as CLASS 9 - MISCELLANEOUS DANGEROUS GOODS under the dangerous good regulations for transport by road (ADR) and by air (IATA & IACO). Lithium-Ion batteries for pedelecs and E-bikes are more than 100 Watt-hours. So, their transport has to comply with these regulations. The UN number for Lithium-Ion batteries is 3480, if the batteries are contained in or packed with equipment the UN number is 3481. These numbers identify hazardous substances and articles in the framework of international transport.

To ship goods in the CLASS 9 category means that the battery needs to be tested in accordance with the UN Manual of tests and criteria, Part III, subsection 38.3. Furthermore, specific procedures related to handling, packing, labelling and shipping have to be followed.

If a company handles and packs dangerous goods at its own premises, a trained “Dangerous Goods Advisor” is required onsite to oversee that the goods are packed in the correct materials and to declare the goods safe to travel. It is also possible to hire a specialist company to pack the goods and to fill out a ‘Dangerous Goods Note’. It is compulsory for Dangerous Goods shipments to be accompanied by this document.

The regulations regarding the road and airfreight of Lithium-Ion batteries are very similar. The same Wh ruling, documentation and labeling requirements that apply to airfreight also apply to goods transported via road freight. The regulations do not only concern transport of batteries from manufacturer to distributor, but all transport including for instance the return of a defective battery by the consumer to the dealer or by the dealer to his supplier.

Click here for more on:

•EU Regulations for e-Bikes (Part 1) Type-approval legislation and CEN standards
•EU Regulations for e-Bikes (Part 2) Machinery Directive
•EU Regulations for e-Bikes (Part 3) Electromagnetic Compatibility
•EU Regulations for e-Bikes (Part 4) Battery Transportation
•EU Regulations for e-Bikes (Part 5) Battery Directive

Facts & Figures
EU Regulations
EU Regulations for e-Bikes (Part 4) Battery Transportation
The battery and the motor in an e-Bike result in a number of risks that do not exist in a conventional bicycle. In five chapters you can find information on the set of European rules and regulations that apply in all 27 member states regarding e-Bikes.

Companies active in producing, distributing and selling electric bicycles or components of electric bicycles need to be aware of these rules and regulations and should observe them.

One of the major risks involved in the transport of batteries and equipment with batteries is short-circuit as a result of battery terminals coming into contact with other batteries, metal objects, or conductive surfaces. Therefore, their transport has to comply with very strict rules, which have been internationally harmonised.

Any Lithium-Ion battery over 100 Wh is classified as CLASS 9 - MISCELLANEOUS DANGEROUS GOODS under the dangerous good regulations for transport by road (ADR) and by air (IATA & IACO). Lithium-Ion batteries for pedelecs and E-bikes are more than 100 Watt-hours. So, their transport has to comply with these regulations. The UN number for Lithium-Ion batteries is 3480, if the batteries are contained in or packed with equipment the UN number is 3481. These numbers identify hazardous substances and articles in the framework of international transport.

To ship goods in the CLASS 9 category means that the battery needs to be tested in accordance with the UN Manual of tests and criteria, Part III, subsection 38.3. Furthermore, specific procedures related to handling, packing, labelling and shipping have to be followed.

If a company handles and packs dangerous goods at its own premises, a trained “Dangerous Goods Advisor” is required onsite to oversee that the goods are packed in the correct materials and to declare the goods safe to travel. It is also possible to hire a specialist company to pack the goods and to fill out a ‘Dangerous Goods Note’. It is compulsory for Dangerous Goods shipments to be accompanied by this document.

The regulations regarding the road and airfreight of Lithium-Ion batteries are very similar. The same Wh ruling, documentation and labeling requirements that apply to airfreight also apply to goods transported via road freight. The regulations do not only concern transport of batteries from manufacturer to distributor, but all transport including for instance the return of a defective battery by the consumer to the dealer or by the dealer to his supplier.

RIDING TO THE RESCUE

Drawing on his personal frustrations, one Londoner set out to design the e-bike...

Except for the intriguing red button on the handlebar, the Gocycle looks and feels like a conventional bicycle, albeit a curvy, minimalist one produced in white or black for the iPeddle generation. It is certainly not obvious why its South African-born British designer Richard Thorpe (pictured) needed eight years and several million euros to develop it.

You only find this out when you hold down the red button. After a pause there’s a growing tug of power from the 250-watt motor mounted inside the front wheel, like an invisible elastic band pulling you strongly towards the horizon. It’s completely mesmerising, and is accompanied by an audible and rather cool-sounding whirring. Release the button and you coast.

To start off the Gocycle has to be pedalled, but Thorpe claims that beyond 3km/h it can go for 30kms on battery power alone. It takes three hours to charge fully and costs less than a euro cent. BMX tyres offer a magic-carpet-ride quality. It weighs less than many German or Dutch sit-up-and-begs and can be easily carried. Like countless urban bikes before it, the Gocycle has three gears.

Thorpe, 41, designed the Gocycle in 2002 at his London flat to address all the issues that had frustrated him as a cyclist: “Arriving at the office sweaty; having to

change in the toilets; getting chain grease on smart clothing; combining smart clothing and riding.”

Drawing on his experience as a race-car engineer steeped in composite technology (hence the name of his company, Karbon Kinetics), he initially designed the Gocycle to be made from feather-light carbon fibre, compensating for a heavy battery. The penalty was very high cost. He later found a cheaper alternative: an injection-moulded magnesium frame. Wheels were created using thixomolding, where instead of melting the metal, pellets are thrown together under pressure until they meld. This uses far less energy and the resulting material is as light as carbon fibre. The Gocycle is very strong but light and “breaks traditional value-cost trade-offs”. Nevertheless, the Gocycle still carries a €1,800 price tag. So far 3,000 have been made at a UK facility, half of them snapped up by tech-savvy Germans.

Thorpe says that most e-bikes are regular cycles with a motor slapped on, and are often ugly. The Gocycle is clean-sheet design: its chain is completely hidden; it can be adjusted to suit a wide variety of riders; there is an integrated cable lock; the battery slips out of the frame easily for recharging and the rear wheel absorbs bumps via a suspension resting on three spherical elastomer cylinders. Finally, it can be dismantled rapidly and stowed in a large bag.

Thorpe says higher production volumes will slash manufacturing costs and that a second-generation version should be available for less than $1,000 by 2015. But his horizons are much wider than pedelecs (the technical term for an electrically assisted pedal bike). He says only the uneven global regulatory environment for e-transport is holding him back from developing e-scooters with much longer ranges. He believes he is competing with the likes of Daimler Smart, VW or BMW, who have all unveiled e-bikes, and says he would welcome the free publicity he may receive indirectly from these lifestyle branding exertions.

Whether these machines are the future of urban transport partly depends on how many governments will treat powered bicycles as mopeds, with all the burden of registration, tax and insurance. For now though, if you think of the Gocycle as a moped without costs, it’s a bargain.

TECH SPEC GOCYCLE

History Available since April 2010
Cost €1,800
Colour White or black
Frame and wheels Moulded magnesium
Engine 250-watt electric motor Recharge time  3.5 hours at the mains
Range 30km/h Top speed 24 km/h EU; (29km/h UK)

POWER CYCLES

SMART e-Bike
History Launched September 2010
Cost: TBC
Colour As shown
Frame and wheels Unknown
Engine 250-watt electric motor
Recharge time Three hours
Range 90km
Top speed 25 km/h EU

VOLKSWAGEN Micro Mobility Concept
History Launched in Beijing last April at Auto China 2010
Cost TBC
Colour White
Frame and wheels Composite
Engine Unknown
Recharge time Unknown
Range 20km
Top speed 20km/h EU

BMW Mini Scooter E
History Just unveiled but not yet for sale
Cost €6,000 (estimated)
Colour Custom
Frame and wheels Unknown
Engine Electric motor, power unknown
Recharge time TBC
Range TBC
Top speed TBC