Here you will not find the answer to all your questions, but a lot of answers to the questions about TWIKE 5 that we are asked again and again. This list is constantly being extended and if your question is not answered here, please contact us.
Better today than tomorrow. But you always need patience in development. Now we are in the process of building a driver test vehicle. When it's on the road, we can still fine-tune the chassis, drive and controls. At the moment we are still looking for interested people to participate in our Community Funding. If everything goes well, we will have received 2 million euros and at least 200 orders by the end of the optimization phase at the latest. Exactly in this moment we will start the production. So it depends on you!
The exact target price has not yet been determined, as it depends to a large extent on purchase conditions that have not yet been negotiated.
Although we are always trying to reduce costs, the focus - as with the TWIKE 3 - will be more on sustainable quality. We are aiming for a sales price that starts at less than 30,000 € (vehicle without battery) and goes up to 50,000 € (vehicle with maximum battery equipment).
Or in short: half a Tesla with twice the driving fun and half the fuel consumption.
Production in small series has one undeniable disadvantage: the costs are always higher than in large series. On the other hand, there is the advantage of being able to tailor the vehicles much more to the individual needs and wishes of the drivers. The TWIKE 5 will play off this advantage much better than the TWIKE 3. The TWIKE 5 will also be a niche product. However, we want to expand the niche considerably compared to the TWIKE 3. A limited number of 500 pieces is planned.
The TWIKE 5 with its higher performance meets a different demand than the TWIKE 3. The TWIKE 3 will therefore continue to be produced for the time being.
The further development of TWIKE 3 could take place on the basis of the innovations of TWIKE 5. However, this will only be decided after the market launch of the TWIKE 5 and initial practical experience.
We still think about it extensively. We are open for suggestions and opinions.
Every depositor receives an interest rate on his money from the day of deposit that is 5% above the base rate. The interest is not paid out, but additionally saved. Whoever has saved the most interest gets the highest ranking on the list and thus receives his vehicle earlier. When the vehicle is delivered, the loan amount is offset. If a negative difference remains, the remaining amount must be paid upon delivery. If the difference is positive, interest is paid retroactively at 2.5 % above the base rate instead of 5 %. The amount of the down payment is determined by the customer.
According to Wikipedia, "The base interest rate in Germany and Austria is an alternating interest rate that is increased by a fixed margin to give the default interest rate". We use the calculation formula for this default interest rate as well as the fixed spread of 5% to calculate the interest rate of the loan. You can find an online calculator for the calculation here. basiszins.de/zinsrechner
The list of the financially supporting persons is updated monthly by our tax advisor and in the same rhythm also the numberers are informed about the progress of the TWIKE 5 and their list place.
TWIKE has so far spread almost naturally from its country of origin, Switzerland. An intensive market launch in other regions was never carried out. But there are also several partners in the north, e.g. in the Hanover area and in Leipzig.
Since the TWIKE 5 mainly uses components from the automotive industry, a longer service life and lower maintenance costs are to be expected than before. Since the TWIKE 5 is also a completely new development, we will start with the usual maintenance intervals (1,000 km initial service, 1 x annually or every 10,000 km) and reduce them successively.
30,000 to 50,000 km is now realistic and is also aimed at as an interval.
Changing wheels (e.g. on winter wheels) will be possible in the garage at home. Changing tyres, on the other hand, is the same as with a car. Without the appropriate tools, it will not be possible to mount the tyre properly on the rim.
The lamps will be complete LED headlights. It should be assumed that these will not break during the service life of the vehicle or will otherwise be replaced as a complete unit. Oiling or greasing should not be necessary.
The smaller maintenance measures (correct the fill level of the windscreen water, maintain the sealing rubber) can easily be done by yourself.
We also strive to be able to have more demanding service work carried out in generally approved master workshops (car or motorcycle). Various tasks require the qualification of an electrician. However, we assume that this will soon also be common in normal workshops.
Lockable hinged doors are planned. This construction allows access from above without it raining into the vehicle.
The current planning status of the soft top material is convertible soft top fabric, in a slightly lighter version also made of tarpaulin soft top fabric. A hardtop as an option at a later date is conceivable, but currently not planned.
Luggage racks, rear racks, side racks for sports equipment ... are all on the wish list and will be taken into account in the final design. An optional trailer coupling is also planned.
In fact, the TWIKE 5 is supposed to take up the cudgels for the safe driving stability of well-made, light three-wheeled vehicles and will impressively prove this in an open-performance version. The maximum speed of this version will be about 190 km/h. It should be noted that this speed can only be achieved with 3 batteries. With one battery you can reach a speed of 120 km/h, with 2 batteries 170 km/h.
Aerodynamically, speed will be a final task in terms of downforce and crosswind susceptibility, and we therefore reserve the right to optimize the outer skin design up to series release. We will ensure that it is easy to drive. And the current status of the design already represents a good starting point.
We are well equipped for emergency braking (even repeated braking manoeuvres) with sufficient dimensioning of the brake components. The low and correctly positioned centre of gravity of the vehicle ensures a high level of tipping stability
According to the law, a new vehicle must be manufactured exclusively from new parts. For used batteries, however, there is usually another useful use (further use in the same vehicle, other used vehicle, house storage, ...).
Whether and how the current batteries of the TWIKE 3 can be further used in the TWIKE 5, we do not want to determine yet conclusively. However, the greatest possible compatibility is striven for and so it remains probable that 2 batteries from the TWIKE 3 could be converted to one in the TWIKE 5. Whether this makes economic sense would then have to be decided on a case-by-case basis.
The TWIKE 5 has a system-integrated charging capacity of 22kW. This is already sufficient for a specific range gain of 5 to 6 km/minute charging time based on an efficient driving style. 1 hour charging at a three-phase 32 A charging connection will therefore correspond to over 300 km range. Whether optional DC charging will also be possible will be decided at a later date. Charging is possible with the following connectors: T13, Schuko, CEE Blue 16A, CEE Red 16A/32A, Type 2.
A solar roof is provided by the electrical system as a possible addition/option. Since the usable area is relatively small, the benefit will only be noticeable after longer periods of use.
The operation of the new TWIKE should also be possible with about 8 kWh/100 km. In our latitudes, a 10 sqm solar plant produces about 800 kWh per year, which is sufficient for an average of about 10,000 km/year. As the solar system is usually operated during the day when it is generating energy, the energy must be stored temporarily (in the grid or in its own buffer storage - such as Tesla Powerwall).
The charging concept currently does not provide for direct charging from a domestic solar system. Here the detour is still via an AC line (230V or 400V), which in our opinion is also safe, standardised and sufficiently efficient. A direct loading from a small PV is optionally possible via the on-board voltage conversion. However, this is only possible in a later development phase, but can also be retrofitted for models delivered to date.
The feedback is already technically possible. The legal situation will be reviewed before series production begins. Storage of the PV yield and subsequent use in the vehicle, however, is already possible.
The TWIKE 5 also has a gearbox and a differential. Specifically, the drive is a double motor, which is housed in a housing. Mechanically it is a motor that transmits its power to the rear wheels via a modern belt drive and a limited slip differential. And yes, various transmissions of the TWIKE 3 are quite audible, earlier types even extremely loud. In the TWIKE 5 the noise development of the belt drive will be noticeable but nevertheless pleasant.
We still shy away from wheel hub motors for reasons of driving dynamics, but also for safety reasons, and do not yet regard them as a good solution. On the one hand, the unsprung masses increase when the vehicle is moved to the wheel, and on the other hand, the possible failure of one drive side must be reliably represented. Electronically this seems possible, but for us it still harbours too high residual risks.
Approx. 320 kg
The TWIKE 3 already shows that it is lighter than 500 kg. However, the TWIKE 5 is intended to bring more power onto the road at higher speeds. Greater mileage is to be expected and the demand for higher operational reliability also requires the use of parts from the automotive industry. Although these were selected on the basis of their weight, in total they weigh slightly more than today's TWIKE 3 parts. In total, however, they should not exceed 500 kg.
The TWIKE is driving fun and training equipment at the same time. It is more of a philosophy of life and gives people the opportunity to exercise on everyday routes. Similar to a bicycle, but over longer distances and in all weather conditions.
The TWIKE 5 cannot be compared to a Zoe simply because of its weight: A Zoe weighs more than three times as much.
The luggage compartment will be at least as large as the TWIKE 3 (250 l) and will be accessible from both the front and the rear of the vehicle via a large tailgate. The planned payload also has a higher reserve than that of the TWIKE 3. However, precise values for volume and weight will only follow with the design freeze of the series model.
The acceleration process in the TWIKE 5 is controlled in a similar way as in the TWIKE 3. The right index finger, however, operates a stepless rocker instead of a two-stage button. This means that the selectable acceleration power can be called up steplessly and the "kick-down" (pressing to the stop) can also be programmed. If the rocker is pulled in the other direction over the zero point with the middle finger, the drive recuperates and decelerates the vehicle. The sensitive slip control prevents electrical over-braking.
The double-button control known from the TWIKE 3 moves to the left handle in the TWIKE 5 and serves there as cruise control. Its familiar functionality (setting the cruise control by pressing the button briefly, changing the speed by pressing it for a long time) is retained. This means that you can only drive "with the left hand side". In addition, the acceleration power that can be called up with the cruise control button takes into account the system-related limits of efficiency. Even inexperienced pilots will be able to accelerate economically and achieve optimum ranges.
For the time being, we would like to answer statements on the maximum acceleration value itself as elegantly as RollsRoyce did at the time: "Sufficient" :-)
Yes, a smooth start is a matter of course. Start-up will work smoothly and very impressively. Both the hardware (sensor technology of the scanning, computer performance and speed) and the software have developed enormously in recent years. In addition, the TWIKE 5 has a speed sensor on each wheel, which enables a high-precision and powerful slip control (deltaV < 0.1 km/h with e.g. ice, snow, rain, split).
Yes, the pedals make perfect sense. At speeds higher than about 45 km/h, the TWIKE 5 can be moved even more efficiently than the TWIKE 3. In contrast to the previous purely mechanical chain system, the TWIKE 5 has a sensitive, adjustable generator that generates electricity when pedaling. The heart rate display allows optimal cardiovascular training while simultaneously extending the range of the TWIKE.
The ride comfort will no longer be comparable to that of a TWIKE 3. The chassis will become a force.
The choice of tyres for the TWIKE 5 was made taking various requirements into account. The main requirement was the ability to absorb lateral guiding forces. The previous tires of the TWIKE 3 are only suitable to a limited extent, since its original motorcycle tires are designed for the radial forces usual with motorcycles. Due to the not so high lateral forces of the TWIKE 3 (top speed 85 km/h, nominal power 3kW) motorcycle tires are borderline but still applicable.
The TWIKE 5 no longer permits this type of motorcycle tyre at speeds well over 100 km/h and the possible lateral accelerations. The obvious and consistent alternative are the lightest passenger car tyres with low rolling resistance and sustained high availability (the TWIKE 5 should also be able to be operated for more than 20 years) as summer and winter tyres (the winter tyre regulation also applies to three-wheel motor vehicles such as the TWIKE).
However much TWIKE 5 tyres are perceived as wide tyres, they have been deliberately selected as the lightest and narrowest tyres possible within the framework of the required properties.
It is the rear axle that guides the vehicle and keeps it on track. If there is only one wheel driving the vehicle, the failure of one wheel (blowout, black ice, aquaplaning) inevitably makes the vehicle turning around the vertical axis uncontrollable. With 2 wheels on the rear axle, if one wheel fails, the vehicle remains controllable by steering. With this concept (2 rear wheels, 1 front wheel), if the front wheel loses air or gets lateral slip in the event of ice or aquaplaning, the lateral guidance force is noticeably reduced, but controllable steerability remains.
To make vehicles fall over during braking manoeuvres in bends: A tricycle with a wheel at the front actually has a poorer basis for support at first glance. However, the TWIKE 3 has already taken this into account by lowering the centre of gravity and positioning it spatially in relation to the rear axle.
The TWIKE 5 will not yet have airbags, but with its safety belts and roll cage it will be considerably safer than a motorcycle.
During the digital design of the frame structure, various crash tests (roof indentation test, frontal crash rigid wall, side crash with deformable barrier car, side crash with pile, rear crash with rigid barrier car) are already taken as a basis and optimised with regard to maximum fulfilment of the requirements in CAD. A practical test is not required by the legislator for this vehicle class, but is aimed at in the following by us.
Yes, a remote controlled heating of the interior as well as the windscreen will be possible before starting the journey.
The TWIKE 5 has sufficient ground clearance of 13cm. The height of the front spoiler will be adjusted to practical requirements during the test drive. However, it will also be designed as a cost-effective, easily exchangeable spare part.
The pedal generator will have about 300 W rated power.
The pedal power required by the pedal generator is selected with an interface to be defined. We will compare buttons, rotary potentiometers and also an optional app control when selecting for the series start. In principle, a control via the heart rate of the user should be possible later. However, we would like to make the further development in this direction in close cooperation with the users and then deliberately disclose the interface.
In contrast to the chain drive of the TWIKE 3, the pedal generator and its transmission in the TWIKE 5 can be easily confined in space and also encapsulated relatively well (structure-borne sound, airborne sound). For this reason alone, the pedal drive of the generator system will be much quieter.
It is possible to pedal and charge the battery even when the vehicle is stationary, both during the red phase and in the garage. The rated power of the system is 300 W in both stationary and driving mode.
The function of the pedal generator corresponds to that of an ergometer, but the energy generated can also be used for the ride. The sports programme can therefore be used while driving or standing still.
The passenger side should be "easy" in the standard version, i.e. without pedal generator. This is due to weight, costs and user reasons (some users pedal predominantly alone). However, the pedal generator can optionally be added on the passenger side.
The driver's side already has the pedal generator as standard. But the same applies as before: you don't have to pedal, and even those who don't pedal sit very ergonomically and healthy thanks to the even support against the pedals.
The TWIKE 5 will offer both good radio reception and good interior acoustics. By the way, the noise level of the older TWIKE 3 can also be significantly improved. If necessary, please contact a service partner.
Driving licence holders of class A1 (moped, from 16 years of age), who have obtained this driving licence after 19.01.2013, are allowed to drive both TWIKE 3 and TWIKE 5, as long as they have less than 15 kW nominal power.
Driving licence holders of class A (motorcycle, from 21 years of age), who have obtained this driving licence after 19.01.2013, may also drive TWIKE 5 with more than 15 kW nominal power.
Driving licence holders of category B (passenger cars) who have obtained this driving licence before 19.01.2013 may drive any TWIKE (TW3, TW5 < 15 kW and TW5 > 15 kW).
(Supplement: Whether the TWIKE 5 will be rated below 15 kW or above 15 kW has not yet been finally decided).
The child seat admission on the passenger seat is on the wish list. The economic feasibility is still being clarified.
The previous market study shows that you are looking for a 2-seater or a 4-seater. A 3-seater was hardly marked with a cross in the questionnaire despite the possibility of selection. However, we take up the requirement of "additional child seat" again in the specifications as a wish and check it out.
The trailer hitch for a light trailer should be optional.
The tyre pressure can be displayed.
The TWIKE 5 does not have a chassis like any other small car. As in the TWIKE 3, the frame is an aluminum space frame, but with a lower center of gravity and a higher degree of integration. The lightweight construction of the frame construction is even better than that of the TWIKE 3, since the profile cross-sections are more load-bearing (e.g. longitudinal profiles as rectangular tubes, transverse profiles as round tubes).
The specifications provide for operation in the temperature range from -20° C to +40° C, the wish being to extend this range to loading from -35° C ("Death Valley") to 45° C and driving to 50° C.
The TWIKE 5 is water-cooled and the low but nevertheless generated heat loss of the drive system can be used optimally. The use of the heat loss is also supplemented by an appropriately powerful ventilation and heating system.
The nominal power of the drive is significantly higher than that of the TWIKE 3 and allows a top speed of up to 190 km/h. The TWIKE 3 has a maximum speed of up to 1,000 mph.
Yes, the fresh air supply can be regulated in its quantity and also heated in a controlled manner. The waste heat from the electrical system is transported via the water cooling circuit and used at the required points. If required, it can also be heated electrically and optionally via an ethanol heating system. The interior should therefore remain dry and the windows free of fogging.
The current planning status is a single-arm wiper.
The TWIKE 3 has been extremely optimized for lightweight construction. The shock absorbers are borrowed from the two-wheeler and are not actually wheel-guiding due to their design. Nevertheless, they can withstand the loads for a relatively long time. The suspension struts of the TWIKE 5 are inherently "automotive" and therefore sufficiently robust. (By the way: An upgrade is also planned for the TWIKE 3 with regard to the chassis, including a wheel-guiding strut).
Protection against rainwater is already a must with the TWIKE 3. For lightweight reasons, however, the electronics are not 100% waterproof. In contrast, the housing of the drive electronics of the TWIKE 5, for example, will already have the highest possible protection class IP6K9K (and thus also survive diving trips).
The TWIKE 5 has automotive wheel bearings. The bearings were originally designed for a light, low-consumption passenger car of a German mass-produced manufacturer and more than adequately withstand the loads in the TWIKE 5 (both radial and axial forces, but also service life, tightness, shocks, etc.).
Wind susceptibility is caused on the one hand by the aerodynamic quality of the vehicle body (resulting lateral forces from wind direction change) and on the other hand by the chassis design (self-steering reactions to changing lateral forces). Both will differ strikingly positively from the previous TWIKE 3. The achievable speed of the TWIKE 5 corresponds to that of a sporty mid-range car. The wind stability will be trimmed accordingly. By the way, the wind stability of the TWIKE 3 can also be significantly improved by correct adjustment of the chassis geometry and suspension.
The side windows consist of "correct" panes (planning status: polycarbonate) and can also be opened from the inside while driving.