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Halting Revolution Wind could be a disaster for New England’s grid

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What Trump’s tariffs mean for the energy transition

The Trump administration’s latest attack on an offshore wind project could make New England’s electricity less reliable and more expensive.

Late last month, the administration halted work on the nearly complete Revolution Wind project off the coast of Rhode Island and Massachusetts, citing dubious national security” reasons. State governors, labor leaders, and even New England fishermen who voted for Donald Trump oppose the move, which is part of the president’s monthslong assault on an energy source central to the Northeast’s grid and decarbonization plans.

Should Trump tank the project, it would leave a gaping hole in New England’s energy mix, driving up the region’s already-high electricity prices and leaving its grid more vulnerable to collapse during winter storms. New England’s grid operator has already factored the 704-megawatt wind farm into its plans starting next year. Delaying delivery of that power will increase risks to reliability,” ISO New England warned in a statement last week.

That’s not to mention the longer-term disruptions that could stem from killing a project that’s followed all the rules and is already about 80% built.

Unpredictable risks and threats to resources—regardless of technology—that have made significant capital investments, secured necessary permits, and are close to completion will stifle future investments, increase costs to consumers, and undermine the power grid’s reliability and the region’s economy now and in the future,” ISO New England said in the statement.

In the measured world of grid operators, warnings like these are unprecedented,” said Abe Silverman, an attorney, energy consultant, and research scholar at Johns Hopkins University. But so is the threat of the federal government smashing a cornerstone of a region’s energy mix, he said.

We’re talking about a really significant hit to consumers, at a time we’re all hyper-concerned about inflation and energy prices generally,” Silverman said. Losing Revolution Wind’s electricity could cost New England consumers about $500 million a year, he estimated, based on the value the project has secured in ISO New England’s forward capacity market and its potential to supplant costlier power plants used during grid emergencies. 

And we don’t need a bunch of fancy studies to tell us that these units are needed for reliability,” he said. New England has long struggled to meet electricity demand during winter cold snaps and summer heat waves. When temperatures surpassed 100 degrees Fahrenheit for several days in June, they had every single generator on,” he said. Here we have a unit that should be operating as of next summer that is now in doubt.” 

But it’s during the winter months that the loss of Revolution Wind could be most keenly felt, said Susan Muller, a senior energy analyst at the Union of Concerned Scientists. That’s when the region’s limited supply of fossil gas is stretched even thinner, since the fuel is used both for building heating and power generation. ISO New England is banking on offshore wind — which blows most strongly in the winter — to meet energy needs as temperatures plummet.

But as the move to shut down Revolution Wind shows, the Trump administration’s relentless attacks on the offshore wind industry are making the energy source harder to plan around. 

Keeping energy prices down and the grid up

In the winter, we essentially run out of pipeline gas” for the gas-fired power plants that make up New England’s largest single source of power, Muller said. The region is forced to rely on power plants fueled by oil and costly liquefied natural gas to cover the gap. 

That’s an expensive way to keep the lights on. Wholesale power costs from December to February spiked to $4 billion, up from $1.6 billion the previous winter, according to ISO New England data, largely driven by increasing gas costs and a bump in coal- and oil-fired generation. ISO New England reported that total energy costs this spring rose 67% compared to last year, driven primarily by a 112% year-over-year increase in gas prices.

Luckily, strong winter winds make offshore wind farms a great solution to these problems, Muller said — and she has the fancy studies to prove it. 

Muller consulted on a new report from Daymark Energy Advisors that found New England could have saved $400 million in energy costs this past winter if 3.5 gigawatts of offshore wind capacity had been online. That’s roughly the total combined capacity of Revolution, the in-progress Vineyard Wind, and two other yet-to-be-built projects, New England Wind 1 and the first phase of the SouthCoast Wind project. 

A similar analysis Muller worked on last year found that Revolution Wind and Vineyard Wind would have slashed blackout risk had they been available in recent decades. Vineyard Wind is already sending power to the grid from 17 of its 62 turbines, and the entire project is expected to be complete by year’s end. 

The money-saving mechanism is pretty simple, Muller explained. Offshore wind farms are costly to build, and the utilities in Connecticut and Rhode Island that signed long-term contracts with Revolution Wind will be paying prices for that power that are higher than the average prices on ISO New England’s wholesale energy market. But the price is steady and not susceptible to huge swings like that of fossil gas. During wintertime peaks, it costs the same to generate power from offshore wind as it does on a mild day — the same is not true for gas.



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Where Rivian’s CEO Sees EV Batteries Going Next

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Where Rivian’s CEO Sees EV Batteries Going Next

Electric vehicle batteries have gotten remarkably better and cheaper over the last decade as cleaner cars have exploded in popularity. Rivian CEO RJ Scaringe thinks there’s still room for improvement. 

During an interview on this week’s Plugged-In Podcast, Scaringe told InsideEVs that his startup’s main focus right now on the battery front is making EVs charge faster without sacrificing range. Shorter public charging stops would make owning an EV far more convenient, especially for road trips and people who can’t charge at home. But it’s a tougher nut to crack than you might think. 

Faster charging generally is at odds with a cell’s energy density, as Scaringe explains. In other words, you can make a battery that charges lightning-quick, but it may not hold very much energy, resulting in an EV that can’t go as far. That’s part of why it takes anywhere from 20 to 40 minutes to add a significant charge to most EVs in America.

“We try to find the right balance on those. But we’re increasingly focusing on fast charging without losing energy density as we’ve known it thus far,” Scaringe said. 

The Plugged-In Podcast drops every Friday.

Find our weekly show about the future of transportation on Spotify, Apple Music, YouTube and wherever you listen to podcasts!

Chinese firms have been at the forefront of fast-charging power. BYD made waves earlier this year when it unveiled cars that can charge at 1,000 kilowatts, 3-4 times the power that most American EVs can accept. What was largely overlooked, though, is that those BYD cars don’t offer much range. 

The other challenge with boosting fast-charging capability, Rivian’s CEO said, is that it deals a blow to a battery’s longevity.

“We can fast-charge really quickly, but you kill the durability of the cell,” he said. “Over the course of, let’s say, 1,000 charge cycles, you could lose 20, 25% of the original capacity of the cell.” 



2025 Rivian R1T Review

Rivian CEO R.J. Scaringe said his company is focusing on making batteries that charge faster, without harming energy capacity.

Photo by: Patrick George

Rivian is exploring chemistry tweaks like silicon anodes and “dialing and targeting those toward fast charge,” Scaringe told us. It’s also implementing packaging improvements that can make its batteries more cost-effective, which is key since batteries are the single most expensive component of any EV.

For example, Rivian’s upcoming R2 crossover uses much larger cells than its first-generation R1S and R1T—and those cells are assembled in a single layer rather than a double-decker stack. The new pack also doubles as a structural part of the car. Scaringe says all of this has cut “a tremendous amount of cost out.”

“Just think about the cost of a battery. Everything other than the chemistry is overhead that’s there to hold the chemistry and connect it all together so it’s not adding value,” he said. 

What about brand-new chemistries like solid state, often hailed as a holy grail battery technology? We asked Scaringe about that too.

“I think there’s a lot of noise in solid state around commercial readiness that’s maybe an exaggeration of reality,” he said. Many battery companies and automakers have been working on solid-state batteries for years—cells that trade a liquid electrolyte for a solid one—but none have achieved full-scale production. 



Rivian R2 Battery Presentation

Rivian’s CEO spoke about advancements to the R2 crossover’s batteries on the Plugged-In Podcast.

Photo by: InsideEVs

And, to Scaringe and his battery team, a new battery technology is only really worth its sodium if it can be mass produced reliably. 

“You’re seeing polymer-based batteries. There’s people that are looking at sodium. So there’s a whole host of different things being looked at, but the question is: Can they get to scale?” Scaringe said. 

For now, Rivian’s CEO thinks the two chemistries that already dominate the EV landscape will remain the most important: Those are high-nickel cells and cheaper lithium-iron phosphate ones, known as LFP. 

Rivian uses both across its EV lineup, and Scaringe lauded LFP for its hardiness and affordability. However, as LFP packs gain share across China and Europe, they probably won’t be much of a factor in the U.S. due to trade barriers, Scaringe said. China controls nearly the entire global supply of LFP. 

“The United States, because of our trade relationships with China, has very, very low LFP penetration,” he said. “I think it will likely stay low in the United States, unless we see a shift in trade policy.”

Contact the author: Tim.Levin@InsideEVs.com

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Livin’ & Drivin’ with the Cannon Alpha PHEV Ute

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Livin’ & Drivin’ with the Cannon Alpha PHEV Ute


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Last Updated on: 30th August 2025, 01:12 am

Three months ago, Great Wall Motors added the Cannon Alpha to the PHEV ute surge. We took one for a drive, and I wondered how it would be received.  Would it be as successful in Australia’s ute-driving community as the BYD Shark PHEV? I was so impressed with the Shark that I wrote a few articles about it — it looks like so far it is a raging success. CleanTechnica also published about the Cannon here.

I thought it was about time I reached out to the Facebook Alpha PHEV community and got feedback from real people who drive real utes all over our wide brown land. These are not tree-hugging greenies, but tradies and travellers. 

Canon Alpha PHEV Ute
Cannon Alpha PHEV Ute charging up for the commute. Photo courtesy Damien Hamilton.

As per 4×4 Australia, “The Cannon Alpha PHEV saw 269 units delivered in its first full month, with GWM stating that PHEV variants represented 45 per cent of total Cannon Alpha sales.” The thrill seekers might like to watch this video of the Alpha PHEV conquering beer o’clock hill.

This is what enthusiastic Great Wall Motors Cannon Alpha PHEV ute (CAPU) drivers have said:


Damien Hamilton has driven his CAPU Ultra Model for over 10,000 km. He tells me that even if he won the lottery, he would still keep the CAPU as his daily driver. He is hoping that sharing his experience will help the undecided. Damien describes himself: “I’m 53yo, a ‘car’ guy, had all brands and types of cars from ‘15 WRX, 90’s HSV, 200sx, countless Camrys and Aurion’s, Jeep, Navara, Falcon Ute, Amarok, Tiguan R, next gen Ranger.

“I did pretty much 150,000kms in each of them, 190,000 in the WRX. I commute 200kms per day, tow a 2t boat for 300kms/trip around 10 times a year, do a bit of country driving too, camp a bit, so a fair mix to learn the good and bad, I think. I would take this PHEV in a heartbeat over any of the previous cars I’ve had, it’s the best of all of them. I feel so lucky!!! The positives far outweigh the negatives for me, no car is perfect.”

Canon Alpha PHEV Ute
Cannon Alpha PHEV Ute light up the tub.Photo courtesy Damien Hamilton

He goes on to list the positives and the negatives in quite a lot of detail. Here they are for the enthusiasts:

“POSITIVES

  • Smooth as silk tranny
  • Unrivalled ride — handles so well for a Ute, comfortable ride with no chassis shudder in all other Utes I’ve driven.
  • Lined door bins a nice touch.
  • Storage options good.
  • Big Power / crazy efficiency / awesome highway-overtaking speed-power.
  • Drive modes make sense and are very useable.
  • Great 4wd Capability — low range, front / rear lockers
  • Interior trim/ buttons are really metal, not fake (believe it or not)
  • Build quality impressive so far from what I’ve seen/worked on.
  • Towing ride and capabilities fantastic.
  • Split tail gate — use it all the time.
  • Massage and cooled seats — used each day.
  • Soft touch interior — everywhere/nice.
  • Rear seats — recline/heated/cooled
  • Great EV range / battery size
  • Ocam roller shutter being independently controlled is great — in comparison the Ranger factory one can’t be opened or closed on the run.
  • Indicators — hated them at first and wasn’t going to buy due to them, now I’m converted and a big fan!
  • Back slide window / sun roof — great for air movement with no windows open.
  • Front seats comfort and adjustment top level.
  • Handy Pre drilled M8 holes in tub — used them for load restraint and fixing flooring.
  • Heads up display great position, info and adjustment.
  • GWM app connectivity — good features, can even turn on individual seats remotely.
  • Screen processing speed is fast.
  • Rear seat drawers handy instead of having to lift the entire bench.
  • Paint/ trims and seals seem great — like they haven’t cheapened out.
  • I finally got gas struts on a bonnet.
  • Being plug in — you get an option of free juice too, there are free chargers around, there’s Solar too and when I’m camping on a powered site I get a free fill
  • Best for last……..Self charging 12v battery”
Canon Alpha PHEV Ute
Charging port light hack. Photo courtesy Damien Hamilton.

“NEGATIVES

  • Glitch if apple car play connection not 100% — the warning lady is too over the top with all the warnings — eg every highway on ramp is mentioned and radio turned down.
  • Spare tyre — could fix by mounting to my tub rack.
  • No tub power plugs — I’ve fixed with 12v system installed.
  • Brand support unknown for me, couldn’t be as extensive as big brands I believe.
  • Skinny Steering wheel — fixed with wrap cover.
  • No plug cap light — fixed with light installed.
  • Silly looking offset wheels — too inboard, could be fixed with diff wheels.
  • Tow bar height — fixed with multi height hitch — actually works out well in the tailgate can be opened and lowered without dints.
  • No towing cruise control.
  • Confused lane assist system
  • Cruise gap too large — is 3 seconds though which is only useable in outer/ country roads.
  • Radio reception is weak when in non-CBD areas.
  • Driver monitor — fixed with self-adhesive cover.
  • Intrusive Traffic warning ‘lady’ (would like to use a different word) — fixed with Google maps being connected.
  • Throttle response on normal drive mode/EV MODE is too delayed, sport is insanely responsive — could do with a fix/update.
  • Lane keep assist is not like other brands — needs a fix/ update.
  • Low Payload like a Land Cruiser.”

Thank you, Damien.

Canon Alpha PHEV Ute
Cannon Alpha PHEV Ute out in the country. Photo courtesy Damien Hamilton.

Like all other new car launches in Australia, GWM is being given a list of improvements to make. Drivers are informing and educating each other through Facebook and other forums. There are lots of discussions of fuel economy. Damien has chimed in on this issue also, saying he gets 5L per 100 km driven — not bad for this big beast.

One correspondent tells us that his girlfriend is only allowing him to spend the AU$68,000 upfront cost because she wants the massage seats. He informs us that he has driven Rangers, HiLuxes, Dmaxes, and Navaras. “This vehicle is so much nicer to drive and loaded with features.” Another says: “I’m diesel through and through. But the positive feedback has turned me. The drivetrain, tech, comfort and the ability to power our trailer fridges while setting up [our food truck] is a bonus.” This feedback is awesome and valued.

Another agrees: “I had a few cars in last few years and this one is the best compared to Ford Wildtrak, Kia Sorrento platinum and a few others I have owned….ride and comfort is excellent….technology inside and out is great, value for money is outstanding! At best I managed to get 102 kms out of the battery….on hybrid mode, it is also great…I cannot fault the car…even the 6 kW wall charger charges the car fully in around 4 and half hour…and 40 mins on DC charger (50kW )…the only downside for me is the spare wheel, but like the dealership said to me… ‘just call the GWM road assistance and they’ll sort it out!’”

We read about the progress of a road trip: “We have done 600km thus far using 9lt/100km at highway speeds. We have also topped up battery twice approximately 40kwh in total. I bought this car as a dedicated interstate travel car as I do this trip for work 7 or 8 times a year. The fuel cost is reasonable but when you consider the performance on tap and the drive ride quality it’s downright amazing!

“We are off to Kangaroo island tomorrow. This car is simply magnificent on the open road and the EV driving at low speeds is something I really enjoy and I didn’t think I would. It’s the sort of car you need to engage with. Work out roughly what sort of trip you are doing and set the modes appropriately…..it’s not rocket science!

“On the open road I’m using smart eco with a 30% battery threshold setting and it works great. It uses the battery first which is what I want it to do. If not, simply go to sport mode and it will save the battery. I love that the heater demister is electric so it’s hot air immediately even without the petrol engine running……very cool….well warm actually.

“This is a very high quality vehicle make zero mistake about that! The auto world has changed and for anyone buying a new ute just drive one of these in your due diligence process. I have had most and drove plenty before I chose this car. After you drive it back to back with the usuals it’s a no contest. I have had a v6 Amarok and a Wildtrack before the Alpha and neither of them is anywhere near in the same league as this car….I’m amazed!” Thanks for sharing your story, Dean.

Canon Alpha PHEV Ute
Cannon Alpha PHEV Ute back home. Photo courtesy Damien Hamilton.

I am eagerly anticipating the sales stats for August and heading towards Christmas as more four-wheel drive enthusiasts discover the Cannon Alpha PHEV Ute. Will it bite into BYD’s Shark sales? What effect will it have on the sales of Australia’s diesel and petrol big sellers: the Ford Ranger, Toyota Hi Lux, Land Cruiser, Isuzu D-Max, Mazda BT-50, and Mitsubishi Triton? I suspect that this is the tech that will open the gateway to a brighter and more electric Australian drive.


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Feature: 2025 Dodge Charger Daytona EV

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When Can Trucking Companies Be Held Liable for Truck Accidents

Dodge Brings Its Heritage into the Electric Age

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Back in 1900, the Dodge Brothers Motor Company was founded. Then, in 1914, they sold their first vehicle. It was only the beginning of the company’s legacy. For 125 years now, Dodge has been building a reputation for style, power and performance. They’ve made cars, trucks, SUVs, minivans and full-size vans. Whether vehicle buyers are looking for workhorses, family vehicles, muscle cars or something sporty, Dodge has something that will meet their needs and exceed their expectations

The Charger first came into play in 1966. Its amazing power, unique design and distinct features ultimately propelled it to fame. It was made from 1966 through 1978. After halting production for a time, Dodge brought it back from 1982 to 1987 and again in 2006 through today. For the 2025 model year, the Charger Daytona is available in an electric version from Chrysler Dodge Jeep Ram San Marcos and other Dodge dealerships. What are its strong suits? Read on to learn more.

Eco-Friendly Power

One of the main pull factors of the latest Charger Daytona EV is its blend of power and eco-friendliness. It offers plenty of horsepower, especially for an electric vehicle. With the Scat Pack trim, it generates an incredible 670 horsepower and 627 pound-feet of torque. It’ll go from 0 to 60 in less than 3.5 seconds.

Even its base R/T trim is extraordinary with 496 horsepower. Many people say it’s every bit as impressive as a conventional ICE V-8. That’s quite a compliment for an electric vehicle, particularly one in the muscle car category.

Exciting Drive Features and Performance Modes

The 2025 Charger Daytona EV also has exciting drive features and performance modes for drivers to have fun with. Its optional PowerShot mode gives it a quick boost of about 40 horsepower. On top of that, its Launch Control, Drift/Donut, Track, Drag and Wet/Snow modes allow drivers to customize its feel and performance to match road conditions or even their moods. Beyond those features, it’s equipped with adaptive suspension and Brembo brakes to add safety and a comfortable ride to its list of benefits.

All-new Dodge Charger Daytona Scat Pack interior

Blending the Past With the Present

Additionally, the Charger Daytona EV has a distinct blend of classic muscle car design and modern touches to truly make it stand out. It features the widebody stance and fastback profile you’d expect from a Charger. It also has extra features like its unique R-Wing to reduce drag and enhance downforce. People are quite impressed with its bold, beefy appearance. Critics and car enthusiasts alike say that it successfully melds the past with the present and even a bit of the future.

Practicality and Family-Friendliness

It’s also worth noting that Dodge stepped outside the box with the design of the latest Charger Daytona EV. It’s essentially a family-friendly hatchback muscle car. It offers plenty of comfort as well as passenger space and cargo capacity. With the rear seats folded down, it has about 38.5 cubic feet of cargo space, which is considerably more than its predecessor. The base model gets about 308 miles of range on a full charge while the Scat Pack trim gets around 241 miles.

Taking the Charger Into the Future

In a nutshell, the 2025 Dodge Charger Daytona EV has a long list of features that people absolutely love. Those mentioned here are only a few of its strong suits. It’s fast, powerful and exciting. It’s also environmentally friendly, great for families and practical. With all that being the case, it may very well take the Dodge legacy and the Charger’s reputation into the future.

The post Feature: 2025 Dodge Charger Daytona EV first appeared on Clean Fleet Report.

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This electric scooter scam turned into an international pyramid scheme

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This electric scooter scam turned into an international pyramid scheme

What seemed like a too-good-to-be-true opportunity in micromobility has turned into a cautionary tale. The Lightning Shared Scooter Company (LSSC) lured investors with promises of leasing scooters in Asia, offering hefty daily returns to Western investors – often average folks instead of seasoned investors. But now regulators and watchdogs warn it was all a well‑orchestrated scam, leaving victims robbed of millions.

The pitch: Easy money, powered by scooters?

From the start, LSSC presented itself as a legitimate shared-scooter rental company with high demand and even higher returns. Investors were told they’d lease scooters, watch them get deployed in bustling Asian cities, and collect reliable daily pay‑outs. The company sold a dream of passive income from a booming market of micromobility. But in reality, it was all smoke and mirrors.

In theory, as the e-scooters were rented and ridden, the investors would earn money from those scooters. In practice, fake revenue stacked up in the app but couldn’t actually be withdrawn. Making matters worse, the scam relied on its victims also roping in friends, family, or other potential “investors”, functioning much like a pyramid scheme.

To appear legitimate, the company circulated an official-looking SEC certificate, though NBC News reported that upon inspection, the document was riddled with typos, grammatical errors, and other flaws that any due diligence process should have caught.

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A notice from the Alberta Securities Commission shows the scam has targeted Canadians, too

Countless Americans fell for it, along with the company’s shiny marketing materials and supposed celebrity endorsements. According to the Better Business Bureau (BBB), LSSC’s victims often invested anywhere between $1,000 to a staggering $55,000. And this devastation wasn’t isolated; claims span at least 17 US states.

With mounting complaints piling up, the BBB has issued public warnings to anyone who might be approached by LSSC or similar schemes masquerading as shared-mobility ventures.

The scooter industry has been both glorified and maligned in recent years, from legitimate startups redefining urban transit to watchdogs cracking down on mismanagement and faulty batteries. What’s particularly concerning here is that LSSC weaponized well-known industry tropes: scooter popularity, micromobility returns, and a “global venture” to build credibility.

Ultimately, the Lightning Shared Scooter fiasco reads like a modern-day cautionary fable for investors: brand new names, global promises, and passive-income allure can be the perfect ingredients for fraud.

Micromobility is a bright, evolving industry, and one worth supporting, innovating, and investing in. But as this shadowy tale shows, even in our electric future, scams still require old-fashioned skepticism. So if you’re ever asked to “invest in scooters” – especially in far-off markets – pause, ask tough questions, and remember: not every opportunity is what it seems. And if a “business opportunity” requires signing up your friends and family, run for the hills. Or better yet, scoot there!

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Webinar: How Henkel performs modeling, simulation and validation of battery systems

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Webinar: How Henkel performs modeling, simulation and validation of battery systems

Discover how Henkel empowers OEMs and battery manufacturers to speed up their development cycles and make smarter material choices through a unique set of capabilities.

In this webinar at our September Virtual Conference on EV Engineering, we will explore:

  • Mechanical modeling & simulation of cell-to-pack designs.
  • Thermal management modeling & simulation for the best choice of thermal interface materials.
  • Material application modeling & simulation for optimized manufacturing processes.

September 15, 2025, 11:00 am EDT
Register now—it’s free!


See the complete session list for the Virtual Conference on EV Engineering here.

Broadcast live from September 15 to 18, 2025, the conference content will encompass the entire EV engineering supply chain and ecosystem, including motor and power electronics design and manufacturing, cell development, battery systems, testing, powertrains, thermal management, circuit protection, wire and cable, EMI/EMC and more.



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EV Battery Production Is Going Ballistic

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EV Battery Production Is Going Ballistic

The global battery boom is running hot. Battery production for EVs and energy storage has surged so far ahead that supply now outstrips demand by a factor of three. Chinese manufacturers are fueling much of this overcapacity and aren’t tapping the brakes anytime soon, even as demand slows.

Welcome to the Friday edition of Critical Materials, your daily round-up of news shaping up the world of electric cars and technology.

Also on my lidar today: Japanese automakers have started passing the cost of U.S. tariffs onto American consumers. And the European Union and the U.S. are trying to become friends again, with reduced tariffs expected for cars exported from both regions.

30%: Global Battery Production Keeps Skyrocketing



About five years ago, there was no such thing as “too many batteries.” Now the world’s battery production capacity is badly out of sync with demand. Chinese manufacturers are part of the story, but so is the deliberate throttling of EV sales in North America after favorable policies were rolled back.

Here are some numbers. The global EV battery production capacity is expected to hit 3,930 gigawatt hours this year, while demand is forecast at just 1,161 GWh, according to S&P Mobility data cited by Nikkei. And that figure doesn’t even include under-construction Chinese plants, whose capacity remains undisclosed.

The production surge is led by Contemporary Amperex Technology Limited (CATL), the world’s biggest battery maker, followed by BYD, the largest EV and plug-in hybrid manufacturer, according to Korea’s SNE Research. Japanese and Korean players that once dominated lithium-ion cell production are losing their global share.

An EV battery has anodes, cathodes, separators and electrolytes. The anode stores ions when charging; the cathode receives them when discharging and dictates much of the battery’s performance, capacity, voltage, density and lifespan. Separators keep the two apart (No touching!), while electrolytes shuttle ions between them.



CATL battery cells

Photo by: CATL

Believe it or not, but each requires its own suppliers and facilities. Much of the recent capacity boom has come from scaling production of these materials, too. Some giants, like CATL, BYD and LG Energy Solution, are vertically integrating to make more of these components in-house. But most still rely on specialized suppliers for each of these materials.

Now due to the overcapacity, battery makers are delaying or shelving projects. Panasonic won’t reach peak output at its new Kansas plant until 2027, Nikkei reported. Weakening demand from Tesla, Panasonic’s main customer, is part of the reason. Although the refreshed Model Ys have flooded New York City streets—I see them everywhere, everyday—nationwide sales have been slow so far this year. And LGES last year slowed down the construction of its battery plant in Michigan.

Longer term, though, overcapacity could choke off raw material extraction, slowing the supply chain just as EV demand is projected to surge again after 2030.

60%: Japanese Automakers Pass Tariff Costs To Consumers



2026 Toyota bZ exterior2

Photo by: Suvrat Kothari

The initial response from many foreign automakers to the Trump administration’s tariffs was to wait and watch, hold prices steady and absorb the added costs. But no business can shoulder those expenses indefinitely. That breaking point has now arrived.

Here’s what Nikkei reported on Thursday:

Japanese automakers first responded by lowering export prices to keep U.S. retail prices steady. The fall in average prices also was influenced by a shift in the product mix—fewer expensive large vehicles and a higher share of small and midsize cars.

But there were doubts about the sustainability of this approach. Automakers cannot keep swallowing tariff costs without hurting their profitability.

Now, more automakers are passing on some of the tariff cost to retail prices. Toyota Motor raised prices in the U.S. in July. The average increase for Toyota-brand models was $270, less than the full cost of the tariff. 

The tariff on Japanese auto imports has been cut from 27.5% to 15%, though it’s still unclear when the lower rate will actually take effect. Once it does, automakers will be hoping for some consistency after what has been a turbulent year.

90%: Lower U.S. Tariffs On European Carmakers Are Coming



2025 BMW i4 M50 xDrive

Photo by: BMW

The current 27.5% tariff on European car imports is hitting automakers hard and threatening to push up prices for U.S. buyers. But Washington and Brussels are now working on a deal to reduce that rate to 15%, mirroring the proposed cut on Japanese imports.

In return, the EU would drop its own tariffs on certain U.S. industrial goods and grant “preferential market access” to a wide range of American seafood and agricultural exports. Both sides aim to have the new rates take effect by August 1, according to Reuters.

Even at 15%, the tariffs would still cost automakers billions, but the cut would soften the blow. The stakes are particularly high in the luxury segment, where brands such as BMW, Mercedes-Benz, Volvo and Audi ship the bulk of their U.S.-bound vehicles directly from Europe.

100%: What Happens During Battery Oversupply?



Tesla Megapack energy storage system

Tesla Megapack energy storage system

We’re already seeing this play out in the U.S. Demand is expected to slow after the end of the federal tax credits, but battery production won’t slow with the switch of a flip.

LG Energy Solution, for example, is shifting its focus towards making lithium-iron phosphate (LFP) batteries domestically for grid-scale utility storage. These massive packs—often sized in megawatt-hours—are meant to support transmission grids and AI data centers.

But with oversupply hitting the market, questions remain: Will the excess simply sit in factories or warehouses? How will unsold batteries age over time? And what capacity fade concerns need to be addressed as these overproduced batteries sit idle?

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Kia is launching all the cool new EVs in Europe, while the US gets put on the back burner

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Kia is launching all the cool new EVs in Europe, while the US gets put on the back burner

Why is Europe getting all the fun new electric vehicles? After its electric SUV, the EV3, has already become a top seller in Europe, Kia is doubling down with new models, like the EV5 and EV4. Thanks to the new tariffs, Kia is pushing for EVs in Europe while the US gets left on the back burner.

Which EVs is Kia launching in Europe and the US?

After launching the EV3 in late 2024, Kia’s compact electric SUV “started with a bang,” as the most popular retail EV in the UK in January.

Through the first half of the year, the Kia EV3 has remained the UK’s best-selling EV among retail customers, with nearly 6,300 registrations. Including commercial vehicles, it was the fourth most popular EV overall.

Kia looks to build on its success with a flurry of new EVs on the way. After opening orders for the EV4 hatchback in June, its first all-electric hatch, Kia introduced the Fastback version, or sedan model, less than two weeks later.

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And then, last month, we got our first look at the upgraded EV5, the European version of Kia’s Tesla Model Y-sized electric SUV, which has been on sale in China since 2023.

Kia-EVs-Europe-US
Kia EV6 (right), EV3 (middle), and EV9 (right) Source: Kia

Kia plans to begin EV4 deliveries in Europe in September. The hatchback will be the first EV Kia builds in Europe at its Zilina plant in Slovakia. Kia said the move will speed up deliveries. However, the sedan will still be built in South Korea.

The EV5 will arrive in Europe later this year. Kia is launching the EV5 in North America in early 2026, but it will be “exclusive to the Canadian market.”

Kia-midsize-electric-SUV
Kia EV5 GT-Line (Source: Kia)

Next year, Kia will introduce the smaller, more affordable EV2. The EV2 will sit underneath the EV3 as Kia’s new entry-level electric vehicle.

Outside of the EV4, which Kia will launch in the US in early 2026, no other models have been confirmed for the US. Although it was spotted testing in the US again this week, the last official release from Kia specifically said the EV5 will be exclusive to the Canadian market in North America.

Kia-EVs-Europe-US
Kia Concept EV2 (Source: Kia)

The EV4 will arrive, but only as a sedan. It will feature up to 330 miles of driving range and a built-in NACS port for charging at Tesla Superchargers.

Kia has yet to reveal prices, but the EV4 is expected to start at around $35,000. In the UK, the hatch starts at £34,695 ($47,700) with up to 388 miles WLTP driving range. The Fastback, or sedan variant, is priced from £40,895 ($55,000) with a driving range of up to 380 miles.

Kia-EVs-Europe-US
Kia EV4 models during safety testing in Europe (Source: Kia UK)

And that’s not even touching the PV5, Kia’s first electric van. Kia is launching the PV5 Passenger and Cargo models across Europe, but whether it will arrive in the US is still up in the air.

Electrek’s Take

Kia’s decision to prioritize Europe over the US is thanks to the Trump Administration’s new tariffs on vehicle imports. Imported vehicles from South Korea are subject to a 15% tariff.

On top of this, the $7,500 federal tax credit is set to expire at the end of September, which will make the US EV market even more competitive.

Kia’s electric vehicle sales are already down significantly this year. Through July, Kia has sold nearly half as many EV9 and EV6 models as it did in 2024. The Korean auto giant is expected to offset slower EV sales in the US with new models arriving in Europe.

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Webinar: Power loss analysis and efficiency mapping for EV motors

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Webinar: Power loss analysis and efficiency mapping for EV motors

This webinar will introduce a method for evaluating EV motor efficiency by separating electrical losses using the Hioki PW8001 power analyzer. Focusing on Permanent Magnet Synchronous Motors (PMSMs) under real operating conditions, the method analyzes copper and iron losses based on fundamental and harmonic power components. It reveals how increased inverter switching frequency leads to higher iron losses within the motor.

Join this webinar at our September Virtual Conference on EV Engineering, presented by Hioki USA, to learn how, with wideband accuracy and User Defined Function (UDF) support, the PW8001 enables automated, real-time loss analysis. Efficiency and loss maps across torque-speed ranges support informed motor design decisions.

September 17, 2025, 1:15 pm EDT

Register now—it’s free!


See the complete session list for the Virtual Conference on EV Engineering here.

Broadcast live from September 15 to 18, 2025, the conference content will encompass the entire EV engineering supply chain and ecosystem, including motor and power electronics design and manufacturing, cell development, battery systems, testing, powertrains, thermal management, circuit protection, wire and cable, EMI/EMC and more.



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From Ethiopia To Nepal: The EV Boom You Didn’t See Coming

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From Ethiopia To Nepal: The EV Boom You Didn’t See Coming

  • EVs hit 76% of Nepal’s new car market as it taxes gas cars out of the market.
  • EVs start taking over in Ethiopia after it became the world’s first country to ban the import of ICE cars.
  • China’s cheap, plentiful EVs fuel fast EV adoption in many ‘developing’ nations.

Norway, which is one of the world’s richest countries per capita, has the highest electric-vehicle adoption rate in the world. It’s also a country that ranks very highly in terms of per capita income. But those two factors alone don’t tell the whole story about why a country might flock to EVs.

Nearly 90% of new cars bought in Norway in 2024 were electric, but do you know who came next? No, it’s not another rich European nation. It was followed by Singapore, Ethiopia and then Nepal, according to data provided by Bloomberg.

Singapore’s pivot to electric vehicles is well documented and not surprising, given its high average income, combined with government incentives and an ever-increasing charging network that makes it easy to own and top up an EV. (There’s also the fact that the Atlanta-sized city-state is pretty perfect for shorter-distance driving.)

But you wouldn’t think Ethiopia and Nepal would be EV adoption leaders. The latter recorded a share of 76% of all new passenger vehicles, and almost half of all commercial vehicles purchased were electric. Nepal’s EV market was basically nonexistent five years ago, according to The New York Times.

After importing oil from India became tricky after its southern neighbor imposed a blockade in 2015, the Nepalese government was forced to shift its focus to expanding the country’s hydroelectric generation capability to keep up with its growing power demands. It also imposed much higher import duties on combustion cars and reduced them for electric models, making EVs cheaper to buy in many cases than their ICE equivalent.



This came alongside a considerable expansion of the country’s EV charging network, both in the country’s capital and largest city, Kathmandu, as well as along busy roads. The country also started encouraging third parties to build EV chargers and even gave preferential electricity rates for EV charging, making it far cheaper than refueling an ICE vehicle.

Even though the history of Nepal’s relationship with China is checkered, the tiny mountain nation is now taking full advantage of its proximity to the world’s largest manufacturer of electric vehicles, EV batteries and chargers. The vast majority of Nepal’s citizens don’t own a car—most get around on two wheels, another vehicle segment that’s seeing electrification—but there’s a very high chance that their first will be an EV.

In Nepal, taxis, police, and some government services are going electric. China even offered to give Nepal 100 electric buses for free to help clean the rather polluted atmosphere in Kathmandu, where combustion-powered mopeds, motorbikes, cars and vans still dominate the landscape. For now, at least.

Ethiopia also deserves a mention in this context. In 2024, it was the world’s first country to enforce an outright ban on the import of combustion engine vehicles. Just two years in, this has had a profound effect on its pool of 1.3 million vehicles. Now, around 8.3%, roughly 100,000 vehicles, are pure electric, which puts it far ahead of any other African nation, at least according to the official figures from its government.

The plan is to have 500,000 EVs on its roads by 2030, and it seems well on its way to achieving it. A total ban on the sale of combustion cars is what the U.S. and the European Union were planning to enforce come 2035, but now that doesn’t seem like it’s going to happen anymore, at least not as quickly as initially announced.

Even if EV adoption rates for both are going up, there’s also a growing movement against offering incentives for the manufacturing and purchase of EVs.

But the rest of the world needs to take notice of one key concept here: China is the world’s biggest promoter and producer of electric vehicles. And it’s where the vast majority of the EVs sold in places like Nepal and Ethiopia are coming from.

It all seems heavily dependent on China and its EV industry, which are being shunned by the West and are also facing an internal crisis caused by the aggressive price wars that local manufacturers have been fighting for the last few years.

Another example of rapid EV adoption growth is Vietnam, where EVs from local brand VinFast accounted for 30% of the entire new car market in the first half of 2025, according to one industry analyst who posted on LinkedIn. That’s 67,569 EVs delivered in six months in a country that had fewer than a few hundred EVs registered in 2018. Vietnam has exempted EVs from having to pay a registration fee, and other taxes are also lower for EVs specifically to spur adoption.

At the end of the day, buyers will choose EVs over gas cars if it makes financial sense to them. If an EV is more expensive than a gas car, they will naturally prefer the latter. You can incentivize the purchase of EVs while taxing ICE vehicles extra to such an extent that going electric ends up being cheaper, like they’re doing in Nepal.

This was also the case in the European Union, where some nations offered EV incentives of up to €10,000. That used to be the case here in Romania, too, but now that has been cut in half, and it will likely be abolished altogether soon. There’s a similar trend across the EU to cut or stop a wide range of EV incentives and tax breaks, just as these vehicles were starting to win favor with buyers. It’s already showing in many countries’ falling adoption rates.

All of this means that many ‘developing’ countries will surpass the ‘developed’ West in EVs per capita way before their statistical prosperity comes anywhere near matching the West’s, with the help of China, which is more than happy to open new markets where it can sell its plentiful and very keenly priced EVs.

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