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Pronto E1

14 minutes on a public charger.
Then back on the road.

An electric moped that refuels at the Level 2 stations already on your street. No battery to carry upstairs. No overnight wait. No gas.

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The problem

Charging is what breaks electric two-wheelers for work.

A conventional e-bike takes 4–8 hours to charge. You either stop working or you own a second battery.

That ties you to wherever your charger is. You can only go about half your range from home, because you have to get back.

Charging indoors is how e-bike fires start. Most cities are pushing charging out of apartments, and couriers are left with nowhere to plug in.

The zone problem: the battery decides which work you can take.On a home-charged battery, the better the delivery zone, the shorter the shift. Here is the arithmetic.

How it works

Four steps. Nothing new to carry.

  1. Ride until it's low.

    Estimated ~40 miles at 30 mph.

  2. Stop at any public Level 2 station.

    The same posts electric cars use. Most sit empty.

  3. Tap to unlock, plug in.

    One tap starts the session.

  4. 14 minutes later, ride away.

    On a standard 32 A station. A 48 A one takes about the same.

Why LTO

The chemistry does the work.

Most e-bikes use lithium-ion cells built for weight, not for fast charging. Push them hard and they degrade in a few hundred cycles, and the same fast-charge stress is what drives lithium plating — the failure mode behind most e-bike battery fires. The E1 uses lithium titanate oxide (LTO) instead. LTO does not suffer that plating failure mode, and its cells are rated for 20,000+ cycles. In practical terms: the pack is built to go the whole distance with the bike, and charging in 14 minutes stops being a stress test.

Cycle life
20,000+
Manufacturer rating
Charge speed
14 min
On a 32 A station
vs lithium-ion
10x
~1,500 cycles fast-charged

Do the math

Thinking about — or already — commuting by car? Think again.

Take the pack at its rating and ride a 30-mile day on it, over and over. That is 600,000 miles: 3 cars' worth of odometer, or 55 years of charging every single day without a break. This is not a machine you replace in a couple of seasons.

Lifetime distance
600,000 mi
20,000 cycles × 30 miles
What that costs you
~$11,000
The bike, plus every kWh it drinks
Same miles by car
~$420,000
At the IRS rate of $0.70/mile

Ride those miles and they cost you about 1.8¢ each, purchase price included. Drive them and they cost 70¢ — 38× more, or $409,000 you never spend.

Arithmetic: 20,000 rated cycles at a 30-mile day, charged at $0.30/kWh — the US average public Level 2 rate; a home outlet at $0.17/kWh costs about half. Car figures use the IRS 2025 standard mileage rate of $0.70/mile, which covers fuel, insurance, maintenance and depreciation. Cycle life is a cell manufacturer rating, not a warranty, and range is an engineering estimate — both are figures we design to, not field results.

Charge calculator

Pick the charger you'll actually use.

The 32 A public post is the one you'll find on most streets, and a 48 A unit finishes in about the same time — the onboard charger, not the station, sets the pace. A regular 110 V wall outlet is the slow fallback. Pick a starting charge and a target to see the stop.

Where you're plugging in
14min
Miles added28 mi
Delivered5.3 kW

Estimated. Charge times are calculated, not yet measured on a production vehicle.

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Target launch window: March 2027. Pre-production price $2,999.

The problem

Hours on the wall

Three hours is the typical number, not the bad one. The limit is the anode — and the anode is the one part of the battery the E1 does not share with an ordinary e-bike.

0.7–1C
Rate cap on the chemistry in most e-bikes
6 min
To 80% on a shipping LTO cell
20,000+
Cycles under harsh conditions
−30 °C
Still holds 80% of capacity

Every mainstream battery chemistry charges at roughly the same speed, and it is not fast. The reason is the anode. Graphite plates lithium metal when you push current into it hard, so manufacturers cap the rate: Battery University puts NMC, the chemistry in most e-bikes, at 0.7–1C, and warns that anything above 1C shortens the battery's life.1

LTO replaces the graphite. It is a zero-strain material, it forms no SEI film, and it shows no lithium plating when charged fast or charged cold.1 Dendrites are far less likely to form than on a carbon anode, which is what makes fast charging inherently safer rather than merely quicker.4

On a shipping commercial cell that is 80% charge in six minutes, and more than 20,000 cycles.2 Toshiba's datasheet notes that SCiB does not degrade significantly under float charging — a condition that actively harms typical lithium-ion — and that its high-energy cells keep over 70% of capacity after 20,000 cycles under harsh conditions.3

The word that matters is repeatedly. Fast-charging an ordinary pack is a withdrawal against its lifespan. You can do it, and every time you do it costs you cycles. Here it does not.

And it works in winter. LTO holds 80% of its capacity at −30 °C.1 For delivery work in a cold market that is a bigger practical difference than anything else on this page.

Sources

  1. Battery University, BU-205: Types of Lithium-ion
  2. Toshiba, SCiB Cells
  3. Toshiba, SCiB high-energy type cells
  4. Wikipedia, Lithium-titanate battery

The problem

Tied to your outlet

You do not have a range. You have a radius, and it is half of what is on the box.

40 mi
Rated range
20 mi
Operating radius on one home charger
178,936
Public AC Level 2 ports in the US

First, the advertised figure is a best case. Range is rated in eco mode, on flat ground, with a light rider, no cargo, in mild weather. Loaded, in winter, on hills, you see a fraction of it.

Then you halve what is left. If your only charger is at home, every mile out is a mile you have to hold in reserve to get back. A 40-mile pack is a 20-mile operating radius — before the first haircut.

Nobody computes a return trip on a tank of gas, because refuelling is ambient. It is wherever you already are. That is the property the E1 gives back.

The stations are already there. The E1 charges on AC Level 2 — the J1772 posts electric cars use for overnight top-ups. There are 178,936 public Level 2 ports in the United States.1 It does not use DC fast charging, and it does not need to. Against one outlet at home, that is not a close comparison.

Sources

  1. US Reaches 250,000 Public EV Charging Ports (AFDC data)

The problem

Fires start indoors

What makes a charging battery dangerous in housing is where it sits, not only what is inside it. A pack charging in a hallway is a fire between the residents and the exit.

292
Battery fires investigated by FDNY in 2025
12,000+
Swaps at New York's public charging pilot
35%
Drop in at-home charging during the pilot
0
Safety incidents or 311 complaints at pilot sites

London Fire Brigade puts it precisely: many of these fires happen in homes and communal areas during charging, and when batteries are charged in corridors or stairwells the fire can quickly block the escape route.10

Read the numbers correctly. FDNY recorded 268 fires and 18 deaths in 2023, and 277 fires and 6 deaths in 2024.3 In 2025 it investigated 292 fires, causing 51 injuries and one death.4 In London, the brigade attended 407 e-bike and e-scooter fires in 2024, more than four times the 2020 figure,11 and by 2026 was attending one every other day on average.9 Incidents keep climbing. Deaths are falling sharply. What tightens every year is the regulation.

Councils are closing the buildings. Shetland Islands Council banned indoor storage and charging at every building it owns, manages or occupies, including schools — and said plainly that it has no facilities designed to store and charge these devices safely, and will explore external charging infrastructure where a need is identified.8 That is a government naming the gap.

And a ban hits couriers first. NYCHA barred e-bikes and batteries from apartments and common areas in 2022,6 then reversed it after agreement that a blanket prohibition would disproportionately impact residents whose livelihoods depend on e-bikes.7 The restriction most riders actually hit is not a city, though — it is a landlord. Many buildings have imposed outright bans on storage and charging; others require registration, restrict charging hours, or mandate dedicated fire-safe rooms.18 In the UK a landlord cannot ban the device, but can require charging to happen in a designated outdoor area.17 Restrict the location, not the vehicle. That is the whole opening.

New York already ran the experiment. Over six months, delivery workers made more than 12,000 battery swaps at on-street cabinets and cut at-home charging by 35%, with zero safety incidents or 311 complaints at any pilot location.12 More than half of focus-group participants stopped charging at home entirely,13 from a baseline where 84% had been doing it.14 And they made more deliveries.13 Moving charging outdoors did not cost them working time. It bought them some.

The pilot's limit is infrastructure. Five sites cost roughly $950,000 in city funding,15 the programme is only now scaling to 25 more locations from 2027,5 and Shetland said outright that it has nowhere to put any of it.8 The E1 needs none of it. The Level 2 network is already built and already paid for.

Ours is a lithium battery too. So the argument has to stand on two legs. The evidence attributes these fires to product quality, not to lithium as such: LFB states that batteries fail when poorly built, counterfeit, damaged, overcharged, or used with an incorrect charger,9 and analysis of UK, US and Canadian data finds aftermarket packs, conversions and mismatched chargers dominate, not factory-integrated systems.16 The E1 answers both halves. LTO removes the plating and dendrite failure modes that drive thermal runaway in graphite-anode cells,12 and charging on a public post removes the indoor charging event entirely. Even a perfect battery charging in a stairwell is still a battery in a stairwell.

Sources

  1. Battery University, BU-205: Types of Lithium-ion
  2. Wikipedia, Lithium-titanate battery
  3. FDNY, Significant Progress in the Battle Against Lithium-Ion Battery Fires
  4. Gothamist, FDNY data shows lithium-ion battery fires on track to surpass last year's totals
  5. UL Standards & Engagement, Deaths From NYC E-Bike Fires Fell to One in 2025
  6. NYCHA, Notice of Prohibition on E-bikes and Batteries
  7. Norris McLaughlin, E-bikes: Safety Standards for New York City Apartments
  8. Shetland Islands Council, Storage and charging of e-bikes banned on Council premises
  9. London Fire Brigade, Record number of e-bike and e-scooter fires in 2025
  10. London Fire Brigade, Guidance for Responsible Persons
  11. Metrostor, Lithium-Ion Battery Fires: Can London Learn from New York?
  12. NYC DOT, Report Hails Success of Public E-Bike Battery Charging Pilot
  13. NYC DOT, Public E-Bike Charging Pilot Highly Successful Over First Five Months
  14. CleanTechnica, E-Bike Battery Swapping Expands In New York City
  15. EV Grieve, City's first public e-bike charging site unveiled on Cooper Square
  16. eBikeBC, E-Bike Battery Safety: The Complete Data-Driven Guide
  17. Landlord Handbook, E-Bikes, E-Scooters & E-Cigarettes in Rented Property
  18. Yeo Real Estate, E-Bikes and Apartment Rules in NYC