Electric Bikes in Cumbria Blog

By Paul, Aug 2 2017 03:37PM

Published on July 28, 2017Featured in: Automotive, Big Data, Green Business, Oil & Energy

LikeTesla Batteries Last Forever (Basically)1,480Comment54ShareShare Tesla Batteries Last Forever (Basically)212

Ben Sullins

Ben Sullins

FollowBen Sullins

Data Geek at Teslanomics

New data suggests Tesla batteries last up to 25 years. In this episode, we’ll be diving into this data and seeing how it translates to owners.





Back in April, I shared data on Tesla battery degradation. Since then, Tesla owners have been measuring and sharing their battery degradation data – and the results have been surprising. Tesla owners who contributed to this data first drained their EV batteries down to 0%, then charged fully them to 100%. This is to get a consistent measurement on how much energy a battery can hold.


Despite the data, many people wonder why lithium-ion batteries in phones and laptops can barely hold a charge after a few years, while lithium-ion EV batteries don’t suffer the same fate. Well, according to lithium-ion battery cells studies, after 500-800 charging cycles and 100,000 to 150.000 miles a battery’s charging capacity drops to around 70%. However, most EV owners don’t typical drain their batteries to 0% or 100%. This increases the battery life significantly. Based on study estimates, owners who practice partial charging generally see degradation after 1,200-1,500 charging cycles and 350,000 miles of life.


Because study data on EV battery life is limited, the data provided by real owners, as mentioned above, is much more valuable. It is important to note, charging habits are not the only contributing factors to battery life as factors like temperature and usage patterns also play a role.


As stated, most owners don’t typically run their batteries to 0%, and by default, a Tesla battery stops charging at 80%. This is to reduce battery strain.To even further reduce battery strain, Tesla may limit Fast Charging speeds. All of these factors combined are Tesla’s safeguard to help protect your vehicle, ensure you have a great experience with your luxury EV as well as allow for an expansive lifespan (unlike phone and laptop batteries).


In running some regression analysis on the user-provided data, I found that there was some high volatility. This is likely due to the factor that the data is user-reported, and it is not being measured in a controlled environment.


When Eindhoven University of Technology Systems and Control Professor, Maarten Steinbuch, looked at this data, he found that “on average the batteries have 92% remaining at 240.000 km. If the linear behavior would continue, then the ‘lifetime’ (still 80% capacity left) can be calculated as follows: 92-80 = 12% times 45,000 km = 540,000 km.”


I also looked at another studied from YouTuber and battery aficionado Jehu Garcia. He tested some early Tesla batteries and found that without use, batteries degraded at about .35% per year. Which means, after about 285 years, these batteries will be almost completely dead.


Working with the figure that batteries will retain more than 80% of their capacities for up 310,000 miles and considering that the average US drives about 13,5000 miles, on average, a Tesla battery does not need replacing for around 23 years. This is:


15 more years after the battery warranty runs out


13 years after cars become fully autonomous


4 years after my son can legally drink


and 10 years after the robots take over our world and enslave humanity


Okay, that last one might come sooner, we’ll see…


The point is, by the time your Tesla battery wears out, we’ll be in a totally new world - and likely won’t even be driving ourselves anymore. In fact, Elon Musk recently stated that he thinks in 20 years we won’t even have steering wheels in cars.


So, when it comes to the lifespan of your Tesla battery, rest easy. It will likely outlast the rest of your car.


I compiled my data using the following sources:


https://steinbuch.wordpress.com/2015/01/24/tesla-model-s-battery-degradation-data/


https://www.fhwa.dot.gov/ohim/onh00/bar8.htm


As always, for the latest Tesla news, visit us at Teslanomics.co – and sign-up for our email updates or subscribe on YouTube


Ben Sullins is the host of the weekly show Teslanomics and a Linkedin Learning instructor. You can check out Ben's latest course here: Hadoop for Data Science Tips, Tricks, & Techniques


Ben has nearly 20 years of experience in the field of data science and loves to use his skills to explore technologies changing our world. You can find Ben on twitter at @teslanomicsco

By Paul, Apr 17 2017 05:54PM

Hi Paul,

Jen and I were out for a thirty mile trip today, and it was hugely enjoyable. Jen comments it’s nice not to have me clanking along behind her on my old bike! Thanks again for spending time with us, it does make a big difference to be able to try various e-bikes in a leisurely fashion, and I’m very pleased with the Eljoy.

Ian & Jen

By Paul, Mar 1 2017 02:05PM

Electric Bike Motor Comparison: Hub, Mid Drive, & Friction Drive

HTTP://ELECTRICBIKEREPORT.COM/ELECTRIC-BIKE-MOTOR-COMPARISON

Here is a comparison of the different electric bike motor systems to help you determine which configuration is best for your riding needs.

In this article there are the pros and cons of each system: the hub motors (front and rear), the mid drive motor, the friction drive motor, and the rocket drive!

First of all, let’s take a look at the popular hub motors.

Hub Motors

Hub motors are electric motors that are housed inside the hub of either the front or rear wheel.

These are the most common motor that you will find on an electric bike (although mid drives are becoming very popular in certain markets).

There are direct drive hub motors that use the whole hub shell as the electric motor. And there are geared hub motors that have a smaller internal motor with planetary gears that drive the hub shell. Here is a comparison of direct drive and geared hub motors.

In addition, there is an emerging number of all-in-one hub or wheel systems that house all of the e-bike components (motor, battery, controller) in the hub or wheel.

Here is an overview of front hub, rear hub, and all-in-one hub motors with their pros & cons.





Front Hub Motors

.

In general a front hub motor pulls you and it creates an all wheel drive e-bike.

Pros

• It creates an all wheel drive bike because the motor drives the front wheel and you can power the rear wheel with your pedal power. This can be advantageous for riding in snow or in sand. Some fat e-bikes are coming with front hub motors to create this all wheel drive system.

Any type of bike drivetrain (gears) can be used: traditional gears with cogs, chain and derailleurs or internal geared hubs (IGH) with a chain or belt drive.

• Front hub motor systems are easy to install or remove from the bike because there are no gear systems to deal with (chain, derailleur, etc.) when compared to a rear hub motor. This is handy for fixing a flat tire or adding/removing electric assist from a conventional bike.

• Front hub motors can provide for a more balanced bike weight distribution if the battery is mounted in the middle or back part of the bike. This helps when lifting the bike onto a car rack or carrying the bike up stairs.

Cons

• Some riders do not like the feeling of being “pulled” by the motor.

• Since there is much less weight over the front wheel there is a tendency for the wheel to spin when accelerating on roads that have a layer of loose material (dirt, sand, snow, etc.) or when climbing a steep hill. This is more noticeable on the powerful and torquey front hub motors. I have found that after some time spent riding a front hub motor, you get used to this characteristic and adjust the assist and/or place more weight over the front wheel to work with these conditions.

• Front hub motors generally have a throttle and/or a cadence sensor pedal assist. It is rare to find a torque sensor based pedal assist system for a front hub motor.

• The front hub motors generally are focused on the lower power range (250 watts to 350 watts). There are higher powered front hub motors but they are not as common because the front fork of the bike does not provide as much of structural platform when compared the frame of the bike (rear hub motors).

• Front hub motors generally need a sturdy fork, especially for the higher powered motors. This is very important if you are installing a front hub motor kit on a conventional bike. Check with the kit company for their recommendations on what is required for the front fork. If you are buying a complete e-bike with a front hub motor, then the company selling the complete e-bike has most likely done their homework and supplied an adequate front fork to handle the motor’s power.

• They have a tendency to “bog down” on long steep climbs. See mid drive motors for climbing long and steep hills.

• The higher torque hub motors (generally the more powerful) need larger spokes and sturdy rims.

Rear Hub Motors


In general rear hub motors push you and they offer a wide range of power level options.

Pros

• Most people are familiar with the rear wheel driving the bike forward because that is the way 99.99% of bikes are built.

• There is significantly less tendency for the rear wheel to spin on loose road conditions because the majority of the riders weight is over the rear wheel.

• There is a wide range of power options (250 watts to 750 watts and beyond) because the bike’s frame provides a good structural platform to handle high torque from the motor.

• Rear hub motors can provide assist with a throttle and/or cadence or torque sensor pedal assist.

• Some direct drive rear hub motors provide regenerative braking.

Cons

• Rear hub motors are a little more cumbersome to install or remove because the gears (chain, derailleur, etc.) need to be worked around.

• They have a tendency to “bog down” on long steep climbs. See mid drive motors for climbing long and steep hills.

• Bikes that have a rear hub motor with a rear rack battery are back heavy and that can affect the handling of the bike. Some riders may not notice this if they are riding in a more cautious manner vs. a performance riding style. Back heavy e-bikes can be hard to handle while lifting onto a car rack or carrying the bike up stairs. Removing the battery can help with this.

• The higher torque hub motors (generally the more powerful) need larger spokes and sturdy rims.




Mid Drive Motors

In general a mid drive motor powers through the drivetrain (transmission) of the bike which enables the motor to help with long & steep climbs and power up to high speeds on flat roads.

Pros

• Mid drive systems are known for being able to climb long steep hills because they can leverage the lower gears of the bike and keep their rpm’s in an efficient range without getting “bogged down” like a hub motor. This is a good feature if you ride in areas that have consistently long and steep climbs.

• These motors can also leverage the higher gears of the drivetrain to cruise along at high speeds on the flat or inclined roads.

• Since the motor is at the cranks of the bike it provides for a low and centered weight distribution. If the battery is mounted in the center of the bike that further adds to great weight distribution which is good for the handling of the bike as well as making it easier to lift onto a car rack or carry up stairs.

• Removing the front or rear wheel is easy because there are no motor wires or hardware to remove (compared to hub motors). The bike can use almost any wheel type along with quick releases front and rear.

• Most mid drive systems use a chain, cogs, and derailleur drivetrain. Some systems are compatible with internally geared hubs and belt drives. The E2 Drives combines the mid drive motor with a “gearbox” at the cranks.

• There is the ability for a mid drive system to use a throttle and/or cadence or torque sensor pedal assist. Some mid drives are pretty sophisticated with sensors that measure the pedal power, wheels speed, and crank speed to provide assist that blends with the riders power to create a very intuitive ride feel. There are also sensors that will reduce power when the system senses that the rider is going to shift gears to make the shift smoother. In addition there are some mid drives that are integrating with electronic shifting systems.

Cons

• Since the power is being transferred through the drivetrain of the bike there can be more wear applied to the drivetrain components (chain, cogs, derailleur, etc.). The higher power systems will add significantly more wear and those components may need to be replaced on a more frequent basis.

• To keep the mid drive motor operating efficiently you need to be shifting the gears properly for climbing hills or cruising along the flats. If you are used to shifting the gears properly on a conventional bike then this is nothing new.

• Some mid drive systems can sense when you are going to shift the gears and they will reduce the power for a smoother shift. There are some systems that don’t have these sensors and that can lead to abrupt shifts when the motor is applying full power.

• A majority of mid drives have a single chainring which limits the gear range to a rear cogset or to the gear range of an internally geared hub. For most riding conditions this is okay because the motor makes up for the gear range that is missing and the gear range of a rear cogset or IGH is pretty wide these days.

• Most of the popular mid drives systems are only available on complete e-bikes with specific frame mounts. There are not many retro-fit mid drive kits to choose from right now but it seems that there may be more on the horizon.


By Paul, Feb 26 2017 02:56PM



I first met Paul from Eden-e-Motion last October when he gave a talk on the subject of Electric Cycles. Buying an electric bike has been something Ive considered purchasing for a long time. I saw it as a route back into cycling and something that would keep me fit and healthy. To be frank before talking to Paul I found the whole subject of Electric Bikes a bit of a 'mine field' and it seemed to me that your choice of bike, once purchased, may easily be regretted later. With Paul's friendly and detailed knowledge this was not an issue it became easy to firstly work out what your requirements are and then, best of all, test out the bike suitable for your requirements. I have to say that the ''Batribike Storm'' I eventually purchased has proved to be perfect for me. Paul's after sale service too has also been great and additionally he has been able to pass on advice enabling me to get the maximum performance out of my bike. Id have no hesitation in recommending Eden-e-Motion to anyone who maybe thinking of buying an electric bike, its certainly worth calling into the shop on the edge of Kirkby Stephen for a chat with Paul.


Roger Heeley

Barnard Castle

Feb 2017


By Paul, Feb 9 2017 04:53PM

Blow away the winter blues with a new e-bike that you will love to ride whatever the weather (instead of leaving in the shed until......... err......... when?)

If it gets cold you can get home easily and quickly or keep warm and pedal more yourself.... You choose how much help you get from the motor. Come and have a go, a smile is guaranteed!

All our bikes are high quality from European / British based manufacturers and can be used all year round even in Cumbria!


By Paul, Jan 27 2017 05:26PM

The sun came out today! so I decided to take the two new KTM's (that came in over Christmas!) out of the shop for the first time.

I rode the Force (MTB) first and as soon as the pedals started to turn, I was impressed. This bike has the CX PERFORMANCE-LINE motor from BOSCH and yep. . . . . it does. It made the hill by the shop so easy, I had to come back and try another bike in case I just ate too many Weetabix this morning . . . . I hadn't!

As you would expect from KTM, the [100% Austrian] build quality is superb, the setup gives excellent feedback to the rider and the head display is comprehensive as it stands and can be upgraded with all the latest toys like fitness functions, GPS mapping and smartphone integration.

The same system is fitted to the KTM JOY (hybrid type) although not the performance motor, however the the low and solid ladies model here was super comfy to ride and gives you the feeling that you could take on almost any riding conditions on this bike. Both have ample size batteries for their designated use giving a comfortable 60 mile range under varying riding conditions.

They both look good but KTM have thought of everything, with a range of styles, colours and choice of FRAME TYPE (mens/ladies/step through) and SIZE in all models.

I'll be getting more KTM's in different styles as they roll off the production line in Austria and can order eveything from their catalogue. There are literally thousands of variations!

Check them all out at: http://www.ktm-bikes.at/en/bikes/e-bike.html

Prices start at around £2000.

By Paul, Dec 15 2016 04:13PM


Sport Marketing Surveys Inc asked the question and below are their results. These numbers come from the SMS INC. International Cycling Behaviour Programme.

Of those surveyed 43% said they were likely or very likely to buy an e-bike in the next 2 years.

According to the poll, a third of UK cyclists like the idea of e-bikes, but are unlikely to consider buying one themselves, whilst around a quarter would consider owning one and 15% like the idea of e-bikes and would definitely be interested in buying one.


By Paul, Dec 9 2016 06:20PM

Posted on 1 Dec 2016 in Business News , Cycles News , Creative News, Outdoor News

UK consumers show their loyalty to independent businesses in miles, says American Express research.

Research released by American Express ahead of Small Business Saturday shows the extent of consumer loyalty to small businesses, with UK consumers willing to make a 36 mile round-trip to visit their favourite independent businesses, and 85% willing to go out of their way to return to a small business.

The research found that the personal service and knowledge offered by independent business owners is key when winning customer loyalty. When consumers were asked why they are prepared to make a special trip, over half cited the personal service (59%) and the specialist knowledge (49%) they receive from small business owners as the main reasons. A third (33%) of people questioned said they know the staff by name.

Over half of those surveyed (56%) said they would continue to use a small business even if they moved location - such is their loyalty to their much-loved stores. And 47% would travel to another town or city to go to a small shop they like.


Couldn't agree more!

PLEASE LIKE MY PAGE IN FACEBOOK IF YOU HAVE HAD GOOD SERVICE FROM ME. Or send me feedback here if not!

This will give others a chance to benefit and make it easier for me to compete with Tesco and Halfords!



By Paul, Nov 17 2016 12:43PM

Posted on 15 Nov 2016 in Cycles News , Political News

New report by British Cycling suggests tax incentives for employees and businesses, to encourage bike commuting.

People should receive £250 a year in tax breaks if they cycle to work, according to a proposal to improve public health and business productivity backed by some of the UK's biggest companies and Olympians.

According to a report published by British Cycling, as well as individual cyclists claiming a tax break, businesses should be able to claim back in tax up to £100,000 in construction works such as bike parking, showers or other cyclist facilities.

The study, written by tax barrister Jolyon Maugham QC, was produced for British Cycling's Choose Cycling network of businesses, whose supporters include Tesco, GSK, Santander and Coca-Cola.

The campaign has received support from Paralympic cyclist Dame Sarah Storey, who commented "Britain's businesses have woken up to the benefits that cycling can bring to their employees and it's about time that the government followed suit.

"It's only right that if a company invests heavily in providing high quality changing and bike storage facilities - things that will help our nation become healthier and fitter - that they should get a tax incentive for it."

Under the proposal, employees who mostly cycle to work for a period of at least 10 months a year (monitored by a downloadable phone app), would be able to claim a £250 tax rebate.

The report estimates the plan would initially cost the Treasury about £120m a year.

Companies which install bike parking or other facilities would be able to claim 100% of the costs of up to £100,000 in the first year they were built. This expenditure was calculated to about £50m a year.

Chris Boardman, the Olympic and Tour de France cyclist who is now British Cycling's policy adviser, said measures to get more people on bikes would more than pay for themselves. "If more people cycled to work regularly, the government would save millions on squeezed NHS budgets and our roads would be much less congested.

"That in itself would more than pay for a £250 tax break and would provide a real incentive for people to live more active lives."