Across much of Africa, motorcycles are not leisure vehicles. They are workhorses. They carry commuters, schoolchildren, goods, medicines and deliveries. For millions of people, they provide the most affordable and accessible form of transport, while also creating livelihoods for riders and small businesses.
In many places, they fill the gap left by limited public transport. Kenya alone has about 1.5 million riders.
Of the 27 million motorbikes in sub-Saharan Africa, only about 0.1% are electric, running on clean and low-cost energy.
As part of a team of electrical and industrial engineers at Stellenbosch University, I work (and go on adventures!) to see if that share can be increased.
When our team rode a locally manufactured electric motorbike from Kenya to South Africa in 2024, charging it with only solar power and battery storage along the way, we were not only testing a vehicle. We were testing whether Africa could build and power its own electric mobility future.
The journey covered roughly 6 000km via cities, rural roads and border posts, showing that electric two-wheelers are not a distant dream for sub-Saharan Africa. They are already practical, and they point to a much bigger opportunity.
Feasible
Electric motorcycles with battery swapping fit the realities of mobility demand in African countries: relatively short daily trips, constant use, tight operating margins and the need for low-cost transport. It’s already been estimated that electrifying this segment will reduce total cost of ownership for riders by 35-40%, improve urban air quality, cut greenhouse gas emissions and lower dependence on imported fuel.
Our own research suggests this transition is both technically and economically feasible.
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We found that electrifying Nairobi’s boda bodas could cut carbon emissions by about 85%, and that solar-powered systems would be better suited to battery swapping than home charging.
Our modelling of 39 005 delivery trips in Cape Town showed that electrification works even better when fleets are right-sized and charging aligned with solar cycles.
Together these findings suggest that electric micromobility in Africa is not only technically viable, but can be paired with local solar systems in ways that improve affordability, resilience and access.
Africa should not simply become a market for electric vehicles designed and manufactured elsewhere. It should become a place where they are built, adapted and improved for African conditions. The continent’s mobility needs are specific. Vehicles must cope with rough roads, heavier loads, long operating hours and uneven access to charging. A motorcycle designed for Europe or Asia is not always right for a boda boda rider in Kenya or a delivery rider in South Africa.
In one study, we developed and validated a physics-based model twin of an electric motorcycle under African operating conditions, showing that energy use can be predicted with good accuracy from real trips, terrain and payload. This digital twin can be used in virtual assessments of electric fleet deployments.
Local production would also create local jobs. It can create opportunities in assembly, fabrication, battery integration, electronics, software, data analytics, servicing and charging infrastructure. It would give young engineers, technicians and entrepreneurs a foothold in an industry that is already growing quickly.
But that growth will not happen on its own. It needs policy support. Ethiopia banned imports of internal combustion engine vehicles in 2024. This rapidly accelerated EV adoption and altered the economics of vehicle imports. South Africa’s belated 150% tax incentive for local electric vehicle production is a step in the right direction.
Sub-Saharan Africa has some of the best solar resources in the world. At the same time, many communities still face unreliable grid electricity or no access at all. That may sound like a barrier to electrified transport, but it is also an opportunity.
Compared with large cars or buses, small vehicle batteries are far easier to charge from decentralised solar systems. Solar-powered charging points, battery swap stations, mini-grids and storage systems can all support electric motorcycles where conventional infrastructure is weak.
Decentralised
Charging has already been demonstrated on solar-hybrid mini-grids, particularly for rural electric two-wheelers, with documented cases in Nigeria and operator-led deployments in Sierra Leone.
Our research has found that decentralised solar can help power this transition: a school-centred solar trading model serving households and electric motorbikes achieved payback periods of under five years in favourable cases and improved supply reliability for external users by about 60%.
This matters especially in rural and peri-urban areas, where mobility poverty is often most severe. A locally manufactured electric motorcycle charged with solar power is more than a cleaner vehicle. It is a tool for inclusion. It can improve access to jobs, education, healthcare and markets while reducing exposure to fuel price shocks.
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That is why this transition should not be framed only as a climate issue. It is a development issue.
African governments must make it easier to produce and sell electric vehicles locally. At present, many local manufacturers face the strange situation where importing a finished vehicle is cheaper and simpler than building one domestically. High duties on components, inconsistent regulations, costly certification, weak access to finance and uncertain policy signals all work against local industry.
If governments are serious about industrial development, electric micromobility is a practical place to start. Support could include lower tariffs on components for local assembly, tax incentives for domestic manufacturing, development finance, clear technical standards and public procurement policies that create dependable demand. The aim should not be permanent protection, but smart support that helps African firms scale and compete.
Governments must support cross-border collaboration. Africa’s challenges are shared, but our responses are often fragmented. Countries create separate standards, separate pilot projects and separate industrial plans, even when their transport needs and energy constraints are remarkably similar. This duplication makes progress slower and more expensive.
Many African borders were imposed in colonial times. They do not reflect the deeper connections between economies, people or problems. Fuel insecurity, unemployment, poor public transport, congestion and unreliable electricity are not isolated national problems. They are regional realities. The response should therefore also be regional.
That means harmonised standards, easier trade in locally made vehicles and components, shared research platforms and coordinated industrial policy. A larger, more integrated African market would help manufacturers scale up, reduce costs and justify investment in skills and supply chains. It would also allow innovations developed in one country to spread more quickly across the continent.
Electric mobility policy must be linked to energy policy, especially solar energy.
Our journey from Nairobi to Stellenbosch, now told in our seven-episode documentary series, Recharging Hope, was not a publicity stunt. It was a practical demonstration that locally made electric motorbikes, powered by solar energy, can work across African roads and real African conditions. The question is no longer whether this future is possible. It is whether policy and investment will help Africa build it for itself.
Mobility future
With the right policies, partnerships and investment, electric micromobility can help the region move people more affordably, build local industry more confidently and use the power of the African sun more fully.
Africa’s mobility future should be built in Africa and powered by its own abundant renewable energy.
- The author, Thinus Booysen, is professor in engineering at Stellenbosch University
- This article is republished from under a Creative Commons licence
