To recap our previous coverage, the Podbike is a four-wheeled human/electric-powered vehicle that does have pedals, but they're linked directly to a generator. As the rider pedals, the power that they generate is electrically transferred to a couple of hub motors – one in each of the rear wheels. A removable battery pack adds some additional power, making an electronically-limited top speed of 25 km/h (16 mph) possible.
Battery range sits at an estimated 60 km (37 miles) – or longer, if extra batteries are added in parallel. In its final commercial form, the vehicle should weigh about 40 to 50 kg (88 to 110 lb) with a single battery.

Known as the T0, the prototype that was unveiled on Jan. 26th is the first in a batch of 12 test vehicles (called the 0-series) that are planned to be built within the next three to four months. Ten of those will be taking to Norwegian roads, being evaluated by test riders who will pass their observations along to the development team.
It was last November that we first heard about the Podbike, a dual-motor chainless velomobile being developed by Norwegian firm Elpedal. At the time, it only existed as a rolling chassis – all of the images of the complete vehicle were computer renderings. Recently, however, the first complete prototype was presented at an event in Sandnes, Norway.
The official European launch of the 0-series will take place on April 28th, at Germany's Spezi specialty bike show.
Plans still call for a consumer model to be available in Norway by early 2019, with availability elsewhere in Europe starting in 2020. Pricing is estimated at NOK 50,000 (about US$6,327) in Norway – including VAT and local sales tax –and about €4,500 ($5,515) plus tax and shipping in other European markets. There are currently no plans for a North American release, as American legislation limits e-bikes to having no more than three wheels.
If you're interested in getting one, you can pre-order via the link below.

According to assistant professor Yuan Yang, who led the team of engineers, the prototype boasts among the highest energy densities of flexible battery prototypes developed at 242 Wh/L, achieving around 85 percent of what you'd expect from a non-bendy lithium ion battery available today.
And though it is just a prototype, Yang suggests it shows promise as a commercially-viable product. Columbia's press release cites "smart phones, tablets, and TV – to smart fabrics, smart glass, transdermal patches, sensors, and more" as potential applications. However, the study admits that the complexity of this technology does increase cost while limiting the possible applications.
Further, the team claims that the battery shows "stable capacity" when cycled – in other words, its capacity holds up to being charged, depleted and recharged, even when bent. After 100 charge cycles, the battery retained over 94 percent of its discharge capacity.
It's also claimed it stands up to load tests, lending credence to its wearable viability. Video of the testing shows what appear to be two "vertebrae" being pulled apart and together, accordion-like, over and over. "The battery also shows almost no decay after bending for 10,000 times or twisting for 1,000 times," Yang tells New Atlas.
Apparently Yang came up with the idea for the battery while doing sit-ups at the gym. Whether the battery is prone to aches, pains, creaking and spams isn't on the public record.
The team's study was published in the journal Advanced Materials on January 31.
The video below, complete with sinister blue gloves, shows the prototype powering a Huawei Android Wear smartwatch.

To recreate this effect, researchers from the University of Fribourg, the University of Michigan and the University of California San Diego turned to the difference in salinity between fresh and saltwater. They deposited hydrogel, ion-conducting blobs onto clear plastic sheets and separated them with ion-selective membranes.

Hundreds of blobs containing salt and freshwater were arranged in an alternating pattern. When the team had all these gel compartments make contact with one another, they were able to generate 100 V through what is known as reverse electrodialysis, where energy is generated through differing salt concentrations in the water.

While the eel triggers the simultaneous contact of its electrocytes using a neurotransmitter called acetylcholine as the command signal, the team achieved this by carefully working a special origami pattern – called a Miura-ori fold – into the plastic sheet. This meant that when pressure was applied to the sheet, it quickly snapped together and the cells shifted into exactly the right positions to create the electricity.

The device, which the team calls an artificial electric organ, isn't in the same ball park as an eel in terms of output, but the researchers do have some ideas around how to boost its efficiency. It points to the metabolic energy created by ion differences in the eel's stomach, or the mechanical muscle energy, as some of the possibilities, but does note that recreating these would be a major challenge.

"The electric organs in eels are incredibly sophisticated, they're far better at generating power than we are," Mayer said. "But the important thing for us was to replicate the basics of what's happening."

"The piezoelectric element also powers a Wi-Fi or Bluetooth signal to visitors' smartphones, which can play audio, providing information about their geolocation and for potential wayfinding," says Stern. "The audio provides information such as how much energy is being generated throughout the park during the day."

The system is completely self-powered, but not just by the piezo elements: The solar arrays are constantly absorbing energy from the Sun as well, and it's all stored in a rechargeable lithium battery for nighttime use.

Ultimately, the aim of the project is to showcase "smart city" applications of the technology. Installations like these could be used to power local devices like street lights, guide visitors to points of interest, or collect real-time information about traffic and road surface conditions.

A 48-V setup also allows "stop-start" technology to be fitted and be a lot more durable. This means the engine can be switched off more frequently when it is not required, such as when coasting, decelerating or whenever the throttle is not being applied. Its "soft start" properties also allow the engine to be turned on and off without it being perceptible to the occupants.
One of the biggest advantages of using a 48-V electrical system is that the current draw from electrical components is a quarter of the amount required for a 12-V system, which means that the wiring can be made thinner and lighter to provide better fuel economy. While the 48-V system powers the drivetrain, the remainder of the components, such as the instrumentation and lighting, will be powered by a conventional 12-V system.
As well as the high-output four cylinder, two more frugal engines are now on offer from the E-class sedan – the 2.0-liter turbodiesel four cylinder (143 kW/194 hp) from the E220d and the 2.0-liter turbocharged four-cylinder gasoline engine (135 kW/184 hp) from the E200. The two-door E220d and E200 trim levels are not electrically boosted like the E350, but are available with 4MATIC 4WD. As part of the updates, Mercedes offers new paint finishes as well as an optional Night Package for the Cabriolet, which smartens up the exterior with a redesigned front bumper, diamond grille and 18 inch five-spoke alloy wheels.
Mercedes lists the starting price at €59,738 (US$69,600) for the E350 Coupé and 65,212 (US$75,980) for the E350 Cabriolet.