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Scooters are common nowadays, but one with removable batteries is a rarity! TURBOANT’s X7 folding electric scooter ticks almost all boxes when it comes to buying the perfect scooter for your use. It is comfortable, spacious, safe, and built with style in mind. On top of everything, the long life removable batteries add to the charm. Ride on, and let us take a good look at this e-scooter.

TURBOANT X7 Folding Electric Scooter Review

TURBOANT X7 has a robust aluminum alloy frame and solid construction, which makes it capable of supporting a max load of 275 lbs. It has an LED panel where you can see your current speed, the battery level of the scooter, and other settings. It is always great to have these vital and decision making information at an easy glance. As far as braking is concerned, you have electronic throttle control, disc brake, and foot brake.

Cruise Control and Capable Speed

The motor of this scooter is massive 350 W that quickly accelerates the bike up to 20 mph. The competent motor also makes it capable of climbing up to 15 degrees of elevation. Besides, you also have the option to lock in your desired speed and get more personal freedom while traveling. TURBOANT calls it ‘Cruise Control.’ You can do so by merely holding the throttle in the same position for six seconds. How easy can it get!

Compact and Portable Design

TURBOANT X7’s lever-activated folding stem makes the scooter easily carriable, and on top of that, it weighs only 29.7 lbs. This makes it a great companion to commute in combination with public transport. You can cover some distance on this e-bike and then say, for example, hop on a bus. The portable nature of this scooter ensures that you have no problem in doing so. It is a great companion to have and explore the city.

X7’s Large Tires for a Reliable Ride

The bike has large 8.5″ tubeless tires that absorb shock from rough terrains and make the ride pleasurable and comfortable. The anti-slip profile makes sure that your trip is safe and reliable, even on wet and uneven grounds.

Night Mode for Safety

There is no confusion in saying that nightlife is vivid, beautiful, and worth exploring. It is pleasurable to go out, sit in a small cafe, and grab a quick bite to satisfy night cravings. X7’s LED front headlight and taillight make it easy for you to ride it at night. The sharp light exponentially increases safety and provides peace of mind.

The Convenient Removable Battery

The battery on this bike has a range of up to 16 miles, which is impressive. But the icing on the cake is its ability to detach the battery pack. You can effortlessly remove the battery from the stem quickly, and charge it conveniently in your home in 4-6 hours. Isn’t this helpful to have on a scooter? Why aren’t more manufacturers thinking of this?

Final Observations

Most of the things about TURBOANT X7 stand out and make it the right product. I like the clean and straightforward design. It is pleasing and precise. It does not scream attention. It quietly looks beautiful on the eyes. Battery range is good; however, I would have liked the charging time to be around half of what it currently is. If it had been 2-3 hours, it would have been perfect. But again, if you charge it overnight, this is not a big deal at all.

When you add the robust construction, large tires, and compact design, it is hard to say no to it. I think if you need a scooter or had been wanting one, this is the perfect time to own one! Ride safely like a pro on TURBOANT X7. You will enjoy the experience.

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Author Profile


Jignesh Padhiyar is the co-founder of chúng tôi who has a keen eye for news, rumors, and all the unusual stuff around Apple products. During his tight schedule, Jignesh finds some moments of respite to share side-splitting content on social media.

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Reid E4 Electric Scooter Review: A Boy Racer’S Dream

Our Verdict

The Reid E4, though slightly more expensive than the competition, offers a more premium experience throughout, from the ergonomic design of the scooter to the performance on offer. The 250W motor powers the experience, with three modes to choose from, although solid tyres mean you’ll likely feel every bump and dip on the road. 

Electric scooters are quickly becoming the mode of transport of choice for a growing number of people around the world, offering an enjoyable, environmentally-friendly alternative to cars and other forms of public transport.

Reid is the latest brand to throw its hat into the ring with the release of the Reid E4 and E4 Plus in the UK. Previously focused solely on bikes and eBikes, can Reid use its expertise of eBikes to develop a better class of electric scooter? While it’s not perfect, the Reid E4 is certainly a great option for commuters that want to see more of their local area. 

UK eScooter law separately. 

A stylish eScooter with all the trimmings

Reid’s E4 electric scooter looks different from most of the competition, both in terms of design and the accompanying app which, surprisingly, is pretty handy. While the majority of eScooters sport the same general design, Reid has taken things a step further to make sure you’ve got the best experience possible.

It has all the standard features of an electric scooter, including a headlight, side reflectors, a brake light (although this one lights up!) and a kickstand, but what you won’t find elsewhere is the sheer number of customisable LEDs embedded in the aluminium body.

Like the boy racers of the early noughties, the E4 sports downward-facing LEDs that’ll light the road around you, along with an ambient LED that surrounds the headlight. These are customisable, of course, and can be tweaked both in terms of colour and brightness via the accompanying Reid Mobility app for iOS and Android. 

Along with customising the LED array via the app, it’s where you can also look at previous trips on a map overlay, get an idea of total trip distance on a single charge, lock and unlock the scooter (it can’t be turned on but it can be wheeled away, so don’t leave it unlocked regardless!) and more. Most of the features, like switching between riding modes and toggling the headlights, can be done via the scooter itself, but there are a few settings you can only access via the app. 

It’s the small details that complete the high-end look Reid is going for, like the comfortable rubber grips on the handlebars – complete with a mirror-like metal finish – and unique display, although the clean look is slightly let down by a couple of cables that run along the exterior of the scooter. 

The slightly tilted 76.5-degree angle of the handlebar provides a more comfortable ride over longer journeys compared to generic scooters that sit at, or close to, 90 degrees. Not reaching so far forward to hold the handlebars when riding means you can relax your shoulders a little more, and the comfort is further aided by the seemingly perfect height of the handlebar and the large deck. For reference, I’m 6ft1, so it might not be perfect for everyone. The height of the handlebar isn’t adjustable, but that’s not really a surprise – none offer that ability right now. 

You’ll find a custom-shaped display on the handlebar that displays useful information including battery level, power mode, Bluetooth status (for the accompanying app) and, crucially, the ability to display speed in both km/h and mp/h – music to my ears in the UK, as just about every other scooter deals exclusively in km/h. 

It’s also IPX4 water-resistant according to Reid, so you shouldn’t worry about the occasional splash of rain, but I wouldn’t recommend riding this, nor any electric scooter, in more than light drizzle. 

Like most electric scooters, the Reid E4 folds down within a few seconds, making the transition from eScooter to public transport easy enough, and the folding mechanism is made from stainless steel, so it should be pretty durable. It’s not the lightest bit of kit at 13.1kg though, and although it can be folded down, it’s still a bit bulky to carry by hand.  

It’s fun, but bumpy

Featuring a 250W motor, the Reid eScooter is capable of speeds up to 25km/h, or 15.5mph to those of us in the UK. That may not sound like a lot but it’ll get you from A to B pretty quickly, and it’ll likely be road legal when the UK Government gives eScooters the thumbs up, with a rumoured cap of 15.5mph.

There are three driving modes, switched via a press of the centrally-located power button. You’ll find a pedestrian mode for weaving through busy pavements capped at 4.3mph, a standard mode that’ll gradually take you to a max of 9.3mph, and a speed mode that’ll take you up to the maximum speed of 15.5mph pretty quickly. The latter is unsurprisingly the fastest, most responsive mode, and while it’s not quite as nippy as the acceleration of the Ninebot Max G30’s upgraded 350W motor, it’s still responsive enough for the stop-start of city commuting.

The only issue is that the button is hard to reach while keeping both hands on the handlebars, making it difficult to switch modes on-the-fly while riding. 

Just as important as speed is stopping power, and the Reid E4 has that covered. You’ll find a mechanical disc brake in the front wheel, and the brake lever integrated into the handlebar alongside a charming little bell offers automatic motor cut off. In layman’s terms, the scooter stops very quickly when you hit the brakes – surprisingly quickly, in fact.

Reid claims you’ll get around 28km of range from the E4 with a single charge, which equates to 17.4 miles for those of us in the UK. Unfortunately due to the lockdown measures currently in place in the UK, it’s impossible for me to put that claim to the test, but it’s worth noting that as with any electric scooter, the range depends on a number of variables like weight, speed, acceleration and more. 

But while the eScooter is a lot of fun to ride around, there is one complaint: it’s bumpy, thanks to the solid 8.5in tyres. While there are various benefits to the solid tyre design, including being puncture-proof and being able to last much longer than standard tyres, but it also means there’s no ‘give’ when riding over bumps and uneven terrain. You’ll likely feel every bump and dip in the road, and it’ll even vibrate a bit on rough tarmac surfaces. 

A premium price

With an RRP of £499.99 in the UK, the Reid E4 isn’t among the cheapest on the market – you can buy the likes of the Xiaomi Mi M365 for £399 and you can find generic electric scooters even cheaper – but it does offer a largely more premium experience compared to the competition. The build quality is high, there are a number of unique features including a suite of customisable LED lights and a well-built app, and crucially, it’s a joy to ride, if not slightly bumpy.

So yes, while you can get cheaper electric scooters, you probably won’t find the same quality on offer. It’s available from online retailers including Cyclehouse for £499.99, although you can pick it up much cheaper – £429.99 – at Pure Electric at the time of writing. 

For other options, I recommend taking a look at Tech Advisor’s selection of the best electric scooters. 


The Reid E4 electric scooter is a great bit of kit overall, offering a slightly more premium experience than what you’ll get from the likes of Xiaomi, although you are paying a little extra for the pleasure.

The E4 doesn’t look like the majority of scooters you’re likely to see on the road, sporting a distinct shape – especially around the handlebars – along with a large display, tilted handlebars and more customisable LEDs than you can shake a stick at. If you’re looking to stand out, the E4 allows you to do that.

The 250W motor provides decent torque, especially in the dedicated sport mode with quick acceleration and max speeds of 15.5mph. The only real complaint is the fact that it uses solid tyres; while it means you won’t get any punctures when riding, it also means you’ll feel every lump and bump in the road. 

Overall, though, I’d say the Reid E4 is well worth investing in if you’re looking for something a little more premium than the swathe of generic electric scooters I’ve seen appear in the UK recently.

Specs Reid E4: Specs

Dimensions (unfolded): 120 x 120 x 55cm

Dimensions (folded): 120 x 51 x 55cm


High-beam LED front light

LED-powered brake light

8.5in puncture-proof tyres

250W motor

Up to 15.5mph, split across three modes

Up to 17.4 mile (28km) range

4-5 hour charge time

Mechanical disk brake with motor cut-off

Aluminium body

IPX4 water resistant casing for battery and controller

Reid Mobility app

Customisable LED lights

Samsung Galaxy Fold Review: A Solid Folding Experience, If Too Expensive

160.9 x 62.8 x 15.7mm (closed)

160.9 x 117.9 x 6.9mm (open)


Aluminum chassis

Speaking of which, Samsung went through a number of steps to reinforce the device after the first units failed in spectacular fashion. Compared to what I remember about the first generation of the Fold, this version feels more significant, stronger, and legitimate. I wouldn’t give the strength of the hinge a second thought. It’s clearly over-engineered to withstand thousands upon thousands of open-and-close actions.

None of this means the Fold is rugged, not at all. It’s not IP rated, and Samsung basically warns against ever dropping it. In fact, at least one review unit has already failed, which is a troubling development. Believe it or not, Samsung is offering a one-time screen replacement for $149 during the first year of ownership in order to put owners at ease. After that, uh, it’s going to cost a lot more.

The included case, which looks like it’s made from carbon fiber, will keep the phone safe from scratches, but nothing more.

Overall, the design is something to behold. Sure it’s bulky and awkward to use, and I’m not sure it feels like I’ve entered “the future” when opening and closing this phone, but it’s hella fun. Just be prepared to talk to everyone who sees it.

Main display

7.3 inches

2,153 x 1,536 resolution

4.2:3 aspect ratio


Cover display

4.6 inches

1,680 x 720 resolution

21:9 aspect ratio


Qualcomm Snapdragon 855

12GB of RAM

Adreno 640 GPU

512GB UFS 3.0 storage

Perhaps what I found most interesting is that the Fold only bested 87% of other devices in the AnTuTu CPU score. Moreover, it was slower in the UX and memory portions of the test. The new OnePlus 7T (Snapdragon 855 Plus), by way of comparison, reached the 99th percentile for nearly every aspect of AnTuTu.

Further reading: OnePlus 7T review: The pro you always wanted

Right now, the experience is more important to me than these numbers, and the experience doesn’t quite match that of Samsung’s own Note 10 series.

4,380mAh battery

Wireless charging

Rapid charging

Wireless Power Share


Standard: 12MP, f/1.5-f/2.4, OIS, 77-degree FoV

Wide-angle: 16MP, f/2.2, 123-degree FoV

3x telephoto: 12MP, f/2.1, OIS, 45-degree FoV

Outer selfie:

10MP, f/2.2, 80-degree FoV

Inner selfie:

10MP, f/2.2, 80-degree FoV

8MP depth, f/1.9, 85-degree FoV

The Galaxy Fold carries over the exact camera setup seen on the Galaxy Note 10. That means a three-camera system with standard, wide-angle, and telephoto lenses. One camera on the front helps with quick selfies, and two cameras above the inner screen allow for standard and wide-angle selfies. Yes, the Galaxy Fold has six cameras.

Galaxy Note 10 Plus camera review: At this price it should be better


Usability is a bit of an issue as far as I am concerned. The app is, of course, the same as that of the Note 10 series. You can take selfies and photos with the main cameras when the Fold is closed. The 4.9-inch Cover Display is your viewfinder. It’s super wide, thanks to the 21:9 aspect ratio of the screen — and so are the images.

By default, all the cameras are set to the “full” aspect ratio. In this case, “full” means full screen, not the actual full resolution of the sensor. What’s doubly confusing is that this applies to the outer screen as well. Unless you actively change the aspect ratio from “full” to 4:3 in both the outer and inner viewfinders, you’re going to get oddly cropped photos. You can also set the aspect ratio to 16:9 and 1:1 if you wish.

A quick double-press of the screen lock button launches the camera. The Fold provides full access to all the camera’s features whether it is open or closed. It is a bit harder to navigate the controls on the Cover Display thanks to the smaller size. While it is easier to take pix when the Fold is closed, you have a better view of the subject when shooting with the Fold open. Conversely, shooting with the Fold open feels stupid and is confusing. For example, you need to rotate the Fold sideways — just as you do a regular phone — if you want pictures with a landscape viewpoint rather than portrait.

How are the photos? In a word: good. The daytime shots I took in New York City are fantastic across the board. The color and white balance are accurate, exposure is perfect, and focus is tack sharp. I have absolutely no complaints about the images.

Things change a bit indoors. In some of the shots you’ll see more grain, and the focus isn’t as crisp as I’d like. This was the case no matter which of the three lenses I chose. You can see this in the Penn Station tunnel and Qualcomm lab shots below.

The external selfie camera does an acceptable job. Some shots I took indoors looked decent, though color and dynamic range were a little flat. The inner selfie cameras are more fun, as they include the ability to take super wide-angle selfies. This is great when you need to fit more people in the shot, or when you want to capture more of the scene behind you. Results are on par with the outer camera.

Video options are plenty. You can record at resolutions up to 4K at 60fps, which is all you can ask for at the moment. That’s the rear camera. The front camera can capture 4K at 30fps. The device also includes slow-motion, super slow-mo, and hyperlapse for those who like to time-shift their video. The snippets I recorded looked and sounded good. I think most people will be satisfied with the video they capture with the Fold.

Full resolution samples are available here.

Android 9 Pie

One UI 1.5

The larger display affords users to spend a lot more time with the Galaxy Fold, or at least to spend more time with their favorite apps. After several days’ use, I began to feel the Fold a familiar contraption. Sorting between messaging, calendaring, and other tasks felt natural enough that I didn’t need to think extra about them.

Otherwise, it’s a basic Android experience — just more of it. Some apps really shine on the larger display, such as Gmail, Twitter, and Instagram. Everything on the Android 9-based One UI functions as it does on Samsung’s Note and S series devices.

I believe the basic usability concept of the convertible phone/tablet could use some rudimentary work, but the basics are in place.

See also: Samsung Galaxy Tab S6 review


Stereo speakers

Bluetooth 5 with aptX HD

Dolby Atmos

No 3.5mm headphone jack

Samsung Galaxy Fold: 12GB RAM, 512GB storage — $1,980

This concludes our Samsung Galaxy Fold review. What do you think? Do you plan to drop some serious cash on this phone? Let us know!

You Built What?!: An Electric

Cat Woodmansee didn’t want to commute by car or train, but the 50-year-old Silicon Valley software engineer wasn’t up to pedaling his bicycle 60 miles a day either. So, using a kit, he added an electric-assist motor and battery pack to his Electra Cruiser 7D, a standard bike.

Power Hog

Woodmansee—who says he changed his name from Brad to Cat to stay in better touch with his inner animal being—conceived the new bike while reclining in a lawn chair in his garage shop. The ergonomics suited him, so he opted for a chopper-style recumbent design with the front wheel far ahead of the seat. Because the combined weight of the kit’s powerful electric motor, the lithium-iron-phosphate battery and the rider himself was too great for the Electra Cruiser’s frame and rear wheel, he built both of those parts from scratch. Using steel bolts and 0.5-inch-wide iron bars, he welded nearly indestructible spokes for the wheel.

Shop Talk

Woodmansee says he named the bike the Blackbird, after the 1960s stealth aircraft, because it’s similarly ahead of its time.

Gearing Up

Other parts of the chopper, which he named the Blackbird, required even more tinkering. The steering column had been made for a bicycle about a quarter the size. “Essentially, it just destroyed itself,” he says. In fact, he thought the bike was unsalvageable until he saw an old jogging stroller at a thrift store. The wide-set wheels, he figured, would be perfect as outriggers to absorb some of the weight when he turns and would take the stress off the steering column. He was partially right: The bike busted the stroller’s axle, but he built a new one with reinforced wheels, and it worked perfectly. The handling isn’t quite as smooth as it had been, but Woodmansee isn’t complaining. He can ride the Blackbird 25 miles on a charge without pedaling. (The engine does less work when he does pedal, giving an active rider 60 miles per charge.) He has now been commuting on his bike for five months, pedaling along at an easy 15 miles per hour.

(See more awesome bike projects on the next page)


Brad Graham, the Ontario-based leader of online DIY bike community Atomic Zombie and a former record holder for making the world’s tallest bicycle, may create more strange rides than any other amateur builder. Here are two of his latest.



Time: 1 week

Tomahawk Lowracer


Graham designed the recumbent Tomahawk purely for speed. He angled the seat back to make bike and rider more aerodynamic. By shortening the wheelbase and situating the rider between the wheels with the pedals out front, he improved the distribution of weight on the frame. To make the bike adjustable to riders of different heights, he built a sliding bracket that extends or shortens the steel boom that holds the cranks.

Time: 1 week

Jaguar Land Rover’s Future Electric

Jaguar Land Rover battery-electric concept

With European prestige-car makers scrambling to respond to the unexpected and disruptive arrival of electric-car company Tesla Motors, a host of luxury car brands have been showing off their electric concepts.

The coming Frankfurt Motor Show will see design studies by Audi and Porsche, possibly others, that point toward future all-electric vehicles with ranges of 250 miles or more.

And British maker Jaguar Land Rover is determined to keep up with its higher-volume German competitors.

So the company–which sells both Jaguar sport sedans and much higher-volume luxury SUVs under both the Land Rover and Range Rover brands–has revealed significant details of its own electrified technologies.

It’s clear that JLR plans to embrace electric-drive and plug-in technology whole-heartedly, while giving a miss to the hydrogen fuel-cell powertrains promoted by Toyota, Honda, and other makers.

The company neatly pre-empted German rivals by announcing details of three different platforms that point the way toward technologies JLR believes will keep it competitive in an environment of lower carbon-emission limits and more stringent fuel-economy rules in markets around the world.

And it did so just before the Frankfurt Motor Show where Audi, Porsche, and others are expected to reveal concepts for their future electric luxury vehicles.

“This is a long-term Jaguar Land Rover research project exploring all aspects of future hybrid and battery electric vehicle technology,” said R&D chief Wolfgang Epple this week in statement released by Jaguar Land Rover.

“The three Concept_e vehicles will allow us to test and develop exciting new potential technologies that could form part of our low and zero emissions vision beyond 2023.”

Jaguar Land Rover plug-in hybrid concept

Briefly, the three concepts span the gamut from minimal electrification to full battery-electric power. They are:

Concept_e MHEV: A mild-hybrid system comprising an electric motor-generator that converts wasted brake energy to electricity that can be stored in a battery and later reused to power ancillary features: a starter motor, air conditioner, or other electric accessories. The Concept_e MHEV system consists of a hybrid module sandwiched between the transmission and internal combustion engine, in this case a downsized diesel unit, of a Range Rover Evoque.

Concept_e PHEV: This plug-in hybrid concept pairs a gasoline engine with a larger, more powerful electric motor. In this case, the motor–still sandwiched between the engine and transmission–can power the wheels, either by itself for short distances or together with the engine. The Range Rover Sport used to show off this system houses its lithium-ion battery under the load bay.

Concept_e BEV: This all-electric powertrain has been designed to fit Jaguar Land Rover’s lightweight aluminum platform, which underpins its latest vehicles, including the Range Rover and the Jaguar XF and XE. The Concept_e BEV uses a 70-kilowatt-hour lithium-ion battery pack, located in the vehicle floor, to power one electric motor on each axle–a similar setup to the Tesla “D” all-wheel drive system offered in the Model S and standard in the Model X.

JLR also discussed future technologies for reducing the energy consumed by heating and air-conditioning system, which can consume 20 percent of the fuel used in internal-combustion vehicles, and as much as 40 percent of the battery energy used in an all-electric vehicle.

Those range from simply recirculating heated air to small infrared panels that produce the sensation of warmth in passengers while requiring far less energy than heating all the cabin air to a given temperature.

Weight reduction also gets its due, with the company’s new aluminum architecture supplemented by experiments in carbon-fiber and polymer structures.

Finally, the weight of a traditional wiring harness–with copper wires–could be reduced with printed electronic circuits to carry electricity around the car for lower-power components like instruments and switches, JLR says.

BMW i8 Vs. Tesla Model S: Compare Cars

Archive Gallery: The Electric Car, 1916

It’s shaping up to be a big year for electric cars, with Chevrolet’s Volt and Nissan’s Leaf due before 2010 draws to a close.

Which makes it as good a time as ever to remind ourselves that the idea of an electric car is far from novel; in fact, it’s been a persistent, tantalizing puzzle for automotive engineers hoping to eliminate gasoline from the equation for over a century. And there’s no better place to track the history of the electric car than in the complete [

The First Hybrid: August 1916

August of 1916 was our first issue to cover a hybrid gasoline-electric automobile. The car combines the “utility of both a gasoline and an electric automobile”. In lieu of pedals, a lever was used to control the throttle. The result was a dual-passenger car that was, even in 1916, marketed for its fuel-efficiency. Read the full story: A Gasoline-Electric Automobile

Recharging On-The-Go: January 1920

In 1920, we looked at a New Jersey inventor’s innovative early hybrid. The electric motor was mounted directly on the rear axle, and a generator charges the batteries while coasting. An optional four-cylinder gas engine up front can kick in for more charging on the road. Read the full story: Go Jaunting in an Electric

A Cheap Alternative: August 1920

The electric car circa 1920 is small and lightweight to make the most of its electric motor. The cost of operating the car is claimed to be cheaper than the high cost of gasoline. In fact, rising gas prices after World War I caused “…electric cars [to] have increased eight hundred percent in England” making the electric car a practical alternative to trolley rides. Read the full story: Motoring May Be Cheaper than Trolleying

The Electric Street-Car: October 1921

As the focus on gas prices intensified, an electric car became an ideal candidate for the American family’s second car. The main selling point for the car was its comfort, small size and simplicity to operate due to the absence of gears and pedals. The costs are also minimized by the availability of electricity and the low repair and garaging costs. Read the full story: This Electric Automobile Has Sixty Mile Radius with Low Operating Cost

The First DIY Electric Car: August 1937

Behold, the first DIY electric car. It was built for a five-year-old girl out of used car parts, paving the way for future experiments. Check out the initial plans and read the full story: Miniature Auto With Electric Drive

The Charles Town-About: February 1959

Skip forward to 1959, and the Charles Town-About—a car we hailed to be the next installment in the history of electric vehicles finds its way to print. With its attractive design, eighty-mile driving range, seven-hour recharging time–all on “18 cents’ current,” it was easy for us to get excited. Read the full story: New Small Car Runs on Electricity

GM Hybrid Stirling Engine: December 1968

In 1968, a promising GM hybrid combined a Stirling engine with 14 automotive 12-volt batteries. The car introduces the idea of “break-even” speed, meaning, at 30 miles per hour, the car drains no electric power since the Stirling engine is constantly recharging it. But startup and shutdown took upwards of twenty seconds and was described even then as a “procedure”. Read the full story: Test Driving GM’s

The ElectroBus and Wood Paneled Car: April 1973

1973 presented several electric automobile alternatives, including an electrobus, and car with an entirely wooden body. The wooden body never caught on, and the problems with battery life persisted. The general public waited for a breakthrough that would solve the problem of charging the automobile. Read the full story: Electric Vehicles

Fiat X1/23: June 1974

As gasoline prices soared in the early 1970s after the OPEC oil embargo crisis, interest in electrics surged. Here we see a concept from Fiat, weighing in at a trim 1,760 pounds with batteries, but with a top speed of just 40mph over its 65-mile range. Read the full story: Clever engineering brings the electric car closer to our driveway

South Australian Concepts: November 1974

The Turbine Electric Car: September 1975

This turbine-electric car we looked at in 1975 has the power of two unconventional drivetrains: a gas turbine and an electric motor. Read the full story: Turbine Electric Car

The Generator Towing Luxury Car: November 1975

The Transformer 1 was introduced as the first luxury, long-haul electric car on the market—but there’s a bit of a catch: a tow-behind trailer housing a gasoline powered generator is necessary for longer trips. But with it, the car could cover 1,100 miles at 50 mph. Read the full story: First Luxury Electric Car

GM Impact: April 1990

L.A’s Electric Car Initiative: May 1991

To fight a growing smog problem in the early 1990s, Los Angeles looked to the electric car. The L.A Electric Car Initiative asked sought designs for a contract for up to 10,000 electric vehicles. Audi submitted a finalist with its “Duo”, a hybrid car that used only electricity for the back axle and gasoline for the front wheels. An even more radical idea was the road-powered infrastructure system. These road-powered cars would be constantly charged via an electrical road infrastructure. Read the full story: Electric Vehicles Only

BMW’s E1: December 1991

BMW unveiled the E1 at the 1991 Frankfurt auto show. The electric concept car boasts a skin of recyclable plastic, a weight of less than 2,000 pounds and a 170-mile range on a single charge with a top speed of 80mph. Read the full story: BMW’s Electric Debut

Test-Driving the EV1, The World’s Best Electric Car: January 1994

Four years later, the GM Impact concept is still alive and kicking, and we had a chance to drive one. It was the car that many hoped would launch a viable electric car industry, and by 1996 GM had begun to manufacture and sell it as the EV1—making it the first modern mass-produced electric car from a major manufacturer. If the name sounds familiar, the EV1 was the subject of the 2006 documentary “Who Killed The Electric Car”, which shed new light on the theory that GM intentionally failed to promote and sell their new electric car in collusion with the petroleum industry. Read the full story: We Drive the World’s Best Electric Car

The Rebirth of the Electric Car: November 2008

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