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Cycrown Verve Ebike Review

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Cycrown Verve Ebike Review


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By Friend of CleanTechnica Derek Orth

Riding the CycVerve Fat Tire Ebike around the Bay Area, where steep hills and winding streets are part of daily life, gives a good sense of what this bike can really do. It’s a machine built on power and stability, and while it has some shortcomings, it’s an impressive option for anyone looking for a comfortable, confidence-inspiring ride.

The most noticeable strength of the CycVerve is its power. The motor easily pushes you up hills that would normally leave a rider sweating and grinding away in low gears. Even on the steepest stretches, I was still able to manage about 10 miles per hour without having to contribute much pedaling effort. On flat ground, it tops out at 28 miles per hour, which puts it at the upper end of what most commuter e-bikes can handle. In real terms, that means you can cruise along traffic corridors or bike paths at speeds that keep you moving efficiently without ever feeling like the bike is underpowered. For city commuting in hilly areas, this is a major selling point.

That much motor power does come with tradeoffs, and the most obvious one is battery life. The company advertises up to 60 miles on a single charge, but in practice that figure only applies if you use pedal assist conservatively, keep the bike in lower modes, and ride on relatively flat terrain. In my test, I rode for about 15 minutes on the highest speed setting and saw one of the battery bars drop right away. That suggests that under heavy use, especially in hilly terrain, you’ll get far less range. A more realistic estimate for throttle-only or high-assist riding seems closer to 25 to 30 miles. For riders who plan to mix in pedaling and keep the assist levels moderate, 40 to 50 miles is probably achievable, but the “60 miles” figure feels optimistic for most conditions.

The ride quality is one of the more enjoyable aspects of this bike. The wide 26-inch fat tires smooth out cracks, bumps, and rough patches in the road. It feels stable and cushioned, which makes it a pleasure to ride on city streets or light trails. At the same time, those tires make the bike less agile. Quick turns aren’t its strong suit, and you have to lean and steer with more effort compared to a thinner-tired commuter or road bike. Stability is excellent, but nimbleness is not.

The suspension helps on moderate bumps, and the seat is comfortable enough for long rides. Still, if you plan to take it off road, you may want to deflate the tires a bit to soften the ride further. The front suspension fork takes some of the sting out of rough terrain, but rocky or uneven trails still transmit quite a bit of vibration. On paved surfaces, though, the bike feels smooth and solid.

The controls and interface are intuitive and easy to use. The display shows speed, battery level, and assist mode clearly, and it’s simple to switch between modes while riding. There are some thoughtful extras, too. The headlight is bright and practical for evening rides, the small push-button horn is both fun and useful in traffic, and the overall layout of the controls makes it easy to settle into the ride. There’s even a USB port for charging small devices if needed.

Comfort is a mixed bag. The seat and overall suspension setup are good, but the handlebars can be tough on the hands during longer rides. The grips feel stiff, and without added cushioning you’ll notice some hand fatigue if you’re out for more than an hour. That’s something that could easily be improved with aftermarket grips. Otherwise, the ergonomics are fine and the riding position is upright and relaxed.

The braking system is another high point. The hydraulic disc brakes respond quickly and stop the bike with authority. Whether you’re coming to a halt on a downhill slope or needing to brake hard in city traffic, the stopping power feels strong and consistent. Combined with the bike’s heavy, sturdy frame, the braking adds to the overall sense of safety and reliability.

Another benefit is how quiet the motor runs. Unlike some e-bikes that whine noticeably at higher power levels, the CycVerve hums along quietly, which makes the experience more enjoyable. You can hear the environment around you and don’t feel like you’re riding a loud machine.

Taken together, the CycVerve feels safe, solid, and reliable. Its main strengths are the strong motor, the comfortable and stable ride, and the solid braking system. Its main weaknesses are the rapid battery drain in high assist modes, the lack of nimbleness from the fat tires, and the discomfort from the handlebars over long periods. Riders looking for a nimble commuter or a true off-road mountain e-bike might be disappointed, but riders who want comfort, stability, and the ability to tackle hills without breaking a sweat will likely be very satisfied.

I’d recommend this bike to friends who are looking for a smooth, dependable ride and don’t mind trading a little agility for comfort. It could even be a great bike for an environment like Burning Man, where the wide tires would do well on soft or uneven terrain. It’s not perfect, but it offers a fun and powerful riding experience that can make city commutes, neighborhood rides, or festival cruising both practical and enjoyable.


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#Cycrown #Verve #Ebike #Review
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Charge, Route, Report: A 2025 U.S. EV Road-Trip & Fleet Guide

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What Trump’s tariffs mean for the energy transition

Smart Routing, Plug & Charge, Over-the-Air Updates, and Always-On eSIM Data

This article may include affiliate links.

America’s best EV drives don’t begin at the charger—they begin in your planning app and your connectivity plan. Whether you’re crossing Utah’s red rock in a crossover or dispatching a half-dozen light-duty vans across the Gulf Coast, the same trio keeps stress low and miles productive:

  • smart routing,
  • reliable charging handshakes and
  • connectivity that doesn’t flake.

Here’s a field-tested playbook—road-trip friendly, fleet-manager approved.

Route Like a Pro (SoC, Weather, Elevation and Uptime)

Great routes think like batteries do. Instead of asking “Where’s the closest charger?”, ask “Which stop gives me the highest confidence and shortest total time?”

Build your route with four variables:

  • State of Charge (SoC) buffers: Plan to arrive with 12–20% SoC and depart between 70–85% on most legs. Topping to 100% is slower; let the taper work for you.
  • Elevation & temperature: Mountain climbs and headwinds bite. Preconditioning and a realistic buffer beat white-knuckling to a lonely off-ramp.
  • Historical uptime: A site with eight stalls at 97% reliability is better than a two-post charger that looks “on the way.”
  • Amenities & safety: Night charging next to a bright 24/7 stop lowers stress and keeps drivers alert.

Find a road-trip rhythm that works. Charge every 2–3 hours for 20–35 minutes. Stretch, bio break, grab a snack, and you’re rolling as the curve tapers.

Plug & Charge Without the Drama

A good charging session is a three-part handshake: car ↔ cable ↔ network. When it clicks, you plug in, the screen says “Authorizing,” and electrons flow.

fast charging

Reduce handshake failures with these habits:

  • Activate Plug & Charge (ISO 15118) in your vehicle/app where supported; it saves time and avoids card readers.
  • Carry fallbacks: Add network apps and RFID cards to your kit. If the kiosk UI is sulking, tap the card and go.
  • Cable discipline: Seat the connector fully, then hold steady for the first 3–5 seconds. Wiggling mid-authorization = retries.
  • If a stall misbehaves: Stop, reseat and try another post before you re-route. One faulty dispenser shouldn’t sink your schedule.

Here’s a pricing tip. Networks can price by kWh, minute or session. Reading the label before you plug often saves more than hunting a “cheaper” stop 10 miles off course.

OTA, Apps and Preconditioning (Your Vehicle Is a Computer)

Over-the-Air  (OTA) updates (maps, drive units, infotainment, charging logic) deliver real gains, but timing matters.

  • Schedule OTA during charge stops or overnight at home base. Avoid midday installs that brick your dash for 20 minutes.
  • App stack to keep: First-party nav, at least one independent planner, two major charging-network apps, a tire-pressure monitor, and your expense/telematics tool.
  • Preconditioning the battery en route to DC fast charging can shave minutes off the stop. Accept the few extra kWh burned getting there; the overall trip is quicker.

Connectivity in 3 Minutes (Skip the Dead Zones)

When a station’s Wi-Fi crawls or a kiosk times out, your own mobile data keeps routing, charger apps and payments alive. Solve it before you leave the driveway.

A quick eSIM setup (spare phone or in-car tablet works great):

  1. Buy a travel eSIM and receive a QR code by email.
  2. On the device: Settings → Cellular/Mobile → Add eSIM → scan → label it Road Data.
  3. Set Road Data as the Mobile Data line; keep your primary line for calls/SMS/2FA
  4. Test once at home, then roll.

One route to simple, predictable data is with an eSim. You can get unlimited data with Holafly and make your laptop or dash tablet a hot spot for when public networks are unreliable.

This can make for fast fixes at a charger. If the app hangs, disable the venue Wi-Fi, use your eSIM data, then authorize again. Screenshots of your member IDs help when support asks for validation.

Fleet Corner: The Metrics That Actually Move TCO

For operators and small businesses, reporting is the product. Collect the numbers that change behavior—not just fill spreadsheets.

Track these weekly:

2023 Mercedes-Benz EQE 4matic charging
  • kWh/100 mi (or mi/kWh): Compare by route type and climate. Outliers signal tire pressure, driving style or cargo differences.
  • Charge dwell time: Minutes connected after hitting the planned SoC. Train drivers to unplug and move—time is money.
  • Idle with HVAC: Cabin comfort matters; auditing heavy idle pockets reveals policy tweaks (pre-cool while plugged, not on the curb).
  • Out-of-route events: Quick flags stop small detours from becoming late deliveries.
  • Failed/aborted sessions: Count by site and network; move your preferred stops if the pattern persists.

Driver enablement is important. A laminated card beats a PDF—with QR codes to each charging app, a fleet support number, “what to try next” and the policy for paid parking at busy hubs.

Data Options (Road-Trip & Fleet Compare)

OptionSetupCoverage FlexCost PredictabilityShareableBest For
Carrier hot spot add-onNoneMediumLow (overages)YesSingle-state or short trips
Mi-Fi/puck (carrier-locked)MediumHigh (on that network)MediumYesCrews that rotate vehicles
Pre-installed eSIM~3 minHigh (multi-network options)High (prepaid)YesSolo drivers, families and fleets

Pro move: Mount the hot spot phone/tablet forward in the cabin and power it via USB so the nav and charger apps never lose their connection when passengers step out.

Troubleshooting on the Shoulder (30-Second Plays)

  • “Charging failed” after 10 seconds: Reseat connector → try another stall → authorize via RFID → soft reboot the vehicle’s charge screen if available.
  • App won’t sign in: Disable venue Wi-Fi → use your eSIM → force-quit and relaunch.
  • Session is slow: Check SoC (above 80% tapers hard), battery temp (arrived cold/hot) and shared power cabinets; moving one stall over can sometimes double speed.
  • Range anxiety spike: Drop cruising speed by 3–5 mph and set climate to Eco; your arrival SoC climbs within minutes.

Pre-Trip & Daily Checklists

EV Road-Trip (single vehicle)

  • Route planned with two alternates per leg
  • Tire pressures set; adapters/RFID cards packed
  • First two charge stops pinned in maps
  • Road Data eSIM tested; hot spot on
  • Snacks, water, wipes and a headlamp (night charging)
  • Payment cards in apps; receipts auto-forward to your expense tool

The Bottom Line

EV travel in 2025 isn’t about tolerating uncertainty; it’s about engineering it out. Smart routing avoids dead ends. Plug & Charge plus simple fallbacks keep sessions clean. Over-the-air updates make the car better while you eat. A dedicated data line means your apps work when the forecourt Wi-Fi doesn’t. Put those pieces together—whether you’re a solo road-tripper or managing a regional fleet—and your miles turn into momentum.

The post Charge, Route, Report: A 2025 U.S. EV Road-Trip & Fleet Guide first appeared on Clean Fleet Report.

Source link by Clean Fleet Report
Author Abdul Rehman

#Charge #Route #Report #U.S #RoadTrip #amp #Fleet #Guide
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Video: potting vs. foam in EV battery packs

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Video: potting vs. foam in EV battery packs

When it comes to lithium-ion batteries in EVs, the stakes are high. A single malfunctioning cell can trigger thermal runaway—a rapid, uncontrollable rise in temperature and pressure that can result in fires or explosions. For engineers, preventing this isn’t just good design—it’s non-negotiable.

Charged recently chatted with Luka Sovulj from Epic Resins to learn how their epoxy and polyurethane formulations are designed to protect EV battery systems from moisture ingress, vibration, and thermal events. Their products can fully encapsulate battery cells—providing a barrier against environmental stressors while contributing to pack safety and lifespan. The company has over 50 years of experience in electronics and battery applications.

One of the key functions of these potting and coating materials is to manage thermal and mechanical stresses. When a battery is subject to repeated cycling, vibration, or thermal gradients, stress builds up in interfaces and components. By enveloping those components in a stable polymeric matrix, the compounds help dampen shock, reduce micro-cracking, and slow degradation. Luka notes that thermal runaway is a critical safety concern; their formulations are engineered to resist propagation through the pack by absorbing or dissipating heat and preventing expansion into adjacent cells.

Epic also offers custom formulation flexibility. They can tailor viscosity, gel time, filler type, and density to match a customer’s specific design or manufacturing constraints. For instance, a low-density filler could be used for lightweighting, while still maintaining thermal or mechanical performance. Or, faster cure times may align with high-throughput production lines. This alignment between material properties and manufacturing workflow is especially desirable in a field where pack design and assembly constraints vary among OEMs and suppliers.

Luka also contrasts non-cellular elastomers with foam materials. Unlike foams, which are largely composed of air and have limited structural and thermal performance, their elastomeric compounds offer higher tensile strength, better thermal conductivity, and more reliable flame retardancy. Because their materials do not expand or contract during curing, they avoid internal stresses and sensitivity to ambient conditions, such as temperature and humidity. That consistency is a major benefit when scaling from lab samples to large volume production.

Learn more at https://www.epicresins.com/E-Mobility.





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Author Charged EVs


#Video #potting #foam #battery #packs

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This 1,000-Mile EV Battery Rethinks Pack Design From The Ground Up

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This 1,000-Mile EV Battery Rethinks Pack Design From The Ground Up

  • An American battery company wants to completely rethink how lithium-ion batteries are made.
  • The company claims its electrode-to-pack design eliminates waste and boosts energy efficiency.
  • It can accommodate any chemistry and size and suits a variety of applications, according to the company. 

By and large, electric vehicle battery makers are working toward one ultimate goal: making battery packs that supply more range for less money. Better safety, fast charging, durability and recyclability are also worthy aims. But they all revolve around the same north star: maximizing range from a smaller battery at the lowest possible cost.

To do that, battery makers are quickly moving away from traditional pack design. Many now skip the step of battery modules and instead integrate battery cells directly into the larger pack (cell-to-pack), or even into the vehicle body itself (cell-to-body). Massachusetts-based 24M Technologies has taken it a step further, developing a novel electrode-to-pack (ETOP) method to enhance both energy efficiency and cost-effectiveness.

The company says traditional cell-and-module designs contain a large portion of inactive and non-energy-carrying materials, like the cylindrical cell casing, for example. Its ETOP manufacturing platform, on the other hand, integrates electrodes—the components that store and release energy—directly into the pack. This eliminates the need for the plastics and metals used in traditional cell casings.

In other words: By eliminating any hardware that isn’t actively involved in storing energy, you can pack more energy into a given space. And that improves energy density and range. This is the thinking behind cell-to-body and cell-to-pack designs too, but 24M is getting rid of the cell too. 



24M’s sealed electrode-to-pack battery design.

Photo by: 24M

24M said its novel platform uses a sealed anode and cathode pair that’s integrated directly into the battery pack, eliminating the need for individual cells or modules. In theory, the vast majority of the battery volume would consist of active energy-carrying components, which would increase energy density and boost range.

In traditional lithium-ion batteries, the electrodes comprise about 30% to 60% of a battery’s volume, according to the company. The rest is taken up by inactive materials, which include structural and supporting components that do not store energy but are still essential to making the battery work safely. With an electrode-to-pack design, the active electrode materials can account for up to 80% of the battery’s volume, the company claims.

That could apparently allow a range of 1,000 miles per charge, 24M Technologies says. That’s about double the range of today’s very best EVs. 

“The pressure to compete on price, design and performance is mounting for American industries that are heavily reliant on imported batteries,” 24M President and CEO Naoki Ota said in a statement. “The U.S. must advance battery innovation, not just scale production to close the gap with competitors overseas.” The company is betting on technology and innovation to stay competitive, since matching Chinese battery makers on scale and commercialization remains an uphill battle.

These batteries are well-suited for electric vertical takeoff and landing (eVTOL) aircraft, 24M said. But the inherent design flexibility and ability to integrate any battery chemistry, size, or voltage means they could be developed for everything from grid batteries to electric vehicles.

While it sounds promising on paper, launching this at scale won’t be easy or straightforward. The existing battery supply chain and infrastructure are already built around conventional cell formats. Retooling factories for a fundamentally different process would likely be capital-intensive.

Plus, it’s unclear how 24M plans to address design defects. In modern batteries, defects can often be isolated to a single cell without jeopardizing the entire pack. In a fully sealed electrode pack, how would defects be diagnosed? Additionally, the inactive materials in traditional batteries also provide room for thermal management, as temperature regulation is crucial to performance and longevity.

Still, the company’s strategy of competing with China through innovation and disruptive technology makes sense. Asian companies are far ahead in both battery technology and the supply chains that support it. For the U.S. to gain any meaningful edge in competitiveness, it would need methods designed, developed and manufactured domestically at scale, tailored for American consumers. Without that, competition with companies like CATL and BYD would forever be out of reach.

Have a tip? Contact the author: suvrat.kothari@insideevs.com



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Cadillac’s quiet coup: nearly HALF of all Caddies sold in Q3 were electric

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Cadillac’s quiet coup: nearly HALF of all Caddies sold in Q3 were electric

There’s a quiet revolution underway in Cadillac showrooms across America. The brand’s renewed “Standard of the World” ambitions are now matched by sleek, statement-making electric vehicles. And, thanks to a little help from Federal tax credit FOMO, more than 40% of new Cadillacs sold in Q3 were 100% electric.

GM’s overall EV sales numbers were up 110% last quarter, climbing to 66,501 units in the US alone on the back of the affordable, 300+ mile Chevy Equinox and 1,000-mile capable (sort of) Silverado EV – but it was Cadillac dealers that saw the biggest growth in EV sales.

As buyers poured into Cadillac dealerships in the last days of the $7,500 Federal EV tax credit, GM’s luxury arm was ready with stylish, new-for-2025 electric vehicles like the Optiq, Vistiq, and Escalade IQ* waiting for them alongside the Lyriq. The result wasn’t just Cadillac’s best third quarter in more than a decade – Cadillac (and GM) is having one of its best sales year, period.

Here’s what the quarter looked like, by the recently-released GM sales numbers.

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EV MODEL   Q3 25/Q3 24   Q3 25 Q3 24  YTD 25/YTD 24   YTD 25 YTD 24
Chevrolet Equinox EV+156.70%25,0859,772+389.88%52,83410,785
Chevrolet Blazer EV+1.14%8,0897,998+36.72%20,82515,232
Chevrolet Silverado EV+97.49%3,9401,995+78.58%9,3795,252
Chevrolet BrightDrop*2,384**3,9760
GMC Hummer EV Pickup+21.86%5,2464,305+48.65%13,2338,902
GMC Sierra EV+771.84%3,374387+1,488.37%6,147387
Cadillac Optiq*4,886**9,8260
Cadillac Lyriq+1.18%7,3097,224-18.17%16,62620,318
Cadillac Vistiq*3,924**5,6690
Cadillac Escalade IQ*2,264**6,0300
Total +109.91% 66,501 31,681 +137.44% 144,545 60,876

Source: GM Authority / GM Q3 2025 sales report.

That asterisk up there next to the high-rolling Escalade IQ that sold more than 3,900 examples is because, at well over $80,000 even for the most basic model it never qualified for the $7,500 Federal EV tax credit to begin with (nor did the people destined to buy it, who almost certainly make too much to qualify).

It’ll be interesting to see if the loss of that tax credit will do much to negatively impact EV sales in Q4. And that’ll get doubly interesting thanks to the creative accounting team at GM that figured out how to extend that $7,500 tax credit for existing dealer inventory (for a few more months) and that its biggest EV rivals at Hyundai are slashing prices on popular IONIQ models.

You can check out our EIC Fred Lambert’s full review of the new electric Cadillac Escalade in the video, below, and use the following links to find great Cadillac deals near you while that cleverly extended tax credit is still a thing.


Cadillac Escalade IQ review


SOURCE | IMAGES: GM, via GM Authority.


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Ready to charge smarter? Get started today with Qmerit.

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WATTALPS immersion cooling battery system is validated by Bureau Veritas for marine use

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WATTALPS immersion cooling battery system is  validated by Bureau Veritas for marine use

French battery systems manufacturer WATTALPS has been evaluated by French testing, inspection and certification firm Bureau Veritas as part of the Marine Type Approval process for its advanced immersion cooling battery systems.

The audit included a detailed review of the company’s quality management system and supporting documentation, as well as the product quality control procedures and operational management processes at its production site.

Bureau Veritas confirmed that WATTALPS’s quality management system meets its rigorous standards, marking a key step in the certification journey for maritime deployment.

WATTALPS already supplies batteries with immersion cooling for commercial EVs.

“This successful audit underscores our commitment to excellence and reliability in battery manufacturing for demanding applications,” said WATTALPS CEO Matthieu Desbois-Renaudin.

Source: WATTALPS



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Author Nicole Willing

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US hydropower is at a make-or-break moment

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When Can Trucking Companies Be Held Liable for Truck Accidents

While renewables face ongoing opposition from the Trump administration, the president specifically named hydropower as a key priority in his Day 1 executive orders on energy. In July, Donald Trump signed the One Big Beautiful Bill Act, preserving hydropower’s access to key federal tax credits for the next eight years. If a hydro project is built in a designated energy community” and uses domestically manufactured equipment, the tax credit can cover as much as half the investment.

A fishy problem 

Providing safe passage for fish through dams is a perpetual challenge, especially at older facilities that lack proper infrastructure. But dams that have been updated with newer, thinner turbine blades are also an issue, as the blades become guillotines for trout and salmon navigating through. American eels pose an even greater problem, as the snake-like fish — which can make up as much as half the biomass in rivers across the country — migrate downstream to spawn as breeding-age adults.

One of the simplest and most widely used tools to prevent fish from being killed in a dam’s turbines is a screen that blocks them from entering the plant’s water intake. Other methods include fish ladders or elevators that allow wildlife to ascend rising water to reach the other side. Less practical are trap-and-haul systems where fish are manually captured and set free above the dam.

Fish-passage solutions can be extraordinarily expensive,” said Jennifer Garson, the former director of the Department of Energy’s Water Power Technologies Office. The problem is the burden falls completely on hydropower operators to make these upgrades.”

The key to overcoming the issue may be marrying the refurbishment of hydropower stations with environmental upgrades. In 2019, the startup Natel Energy, which designs fish-safe hydropower turbines, installed its pilot project in Maine, then another in Oregon the following year. Natel’s technology — based on thicker blades that don’t sever fish as they move through the dam — was validated by the Pacific Northwest National Laboratory. The company won $9 million from the Energy Department to scale up its supply chain.

While the fish-safe blades are thicker than traditional turbine blades, Natel claims that its equipment is more efficient than the older equipment it’s replacing. Compared with turbines that are nearly 40 years old, CEO Gia Schneider said, the new Natel units produce more electricity per spin on average.

They’re going to modernize, get fish-safe turbines that will safely pass eel, salmon, and herring that need to go through the plant, and they’ll get 5% more energy,” Schneider said.

Even replacing newer blades comes with little loss in efficiency. 

At another plant where we’re working on the design, the turbines are pretty young – only installed 10 years ago,” she said. There, we’re going to get maybe 0.2% less energy out.”

On balance, Schneider noted, plant owners get more out of the facility, because even with new traditional turbines, dams require very fine exclusion screens and other equipment that restrict water flow enough to reduce energy output by anywhere from 5% to 15%.

You’re losing a lot more from these bolt-on solutions,” she said. At the end of the day, if you get 0.2% less on the turbine side, … on the whole-plant level, you’re coming out ahead.”

Old hydropower, new opportunities

At the moment, hydropower finds itself in a similar position to that of nuclear energy a few years ago, where existing facilities risk closure due to relicensing costs amid competition from cheaper newcomers. The U.S. is now actively looking to restart its nuclear program, with the once far-fetched prospect of new large-scale reactors under serious consideration. Even if hydropower can similarly flip its fortunes, few in the industry anticipate an appetite in the U.S. for a Hoover Dam–size project. Still, there is ample opportunity for new hydroelectric capacity.

Just 3% of the nation’s 80,000 dams generate electricity. In 2012, an Energy Department report found that the U.S. could add 12 gigawatts of new power by overhauling those facilities to produce electricity. More than a decade later, none of it was built,” Woolf said.

There are plenty of hydropower critics who welcome that stagnation. The history of damming rivers is rife with ecological destruction that fish-passage routes don’t entirely solve, as well as social upheaval from land seizures that uprooted poor, Black, and Indigenous communities from their homes to make way for new reservoirs.

And in parts of the U.S. where water is growing more scarce as the climate warms, reservoirs are drying up. Hydropower output in the American West hit a 22-year low last year after below-average snowfall, according to analysis by the Energy Information Administration. Yet other parts of the U.S., such as the Northeast, are getting wetter as the planet heats up.

While debate over hydropower continues in the U.S., nations overseas are moving ahead with new dam projects. In July, China started construction on what will, upon completion, be the world’s largest power station, a giant hydroelectric facility in Tibet. Last month, Brazil held its first auctions for new small- and medium-size dams with hopes of turning $1 billion in investments into more hydroelectricity. And Ethiopia just opened its megadam project meant to alleviate electricity issues in the country, despite pushback from Egyptians who say the facility could negatively impact the flow of water on the Nile. 

Ethiopia’s prime minister, Abiy Ahmed, delivers remarks at the inauguration ceremony for the Grand Ethiopian Renaissance Dam on Sept. 9, 2025. (Luis Tato/AFP via Getty Images)

The U.S. could get in on the game, or at least work to clear away hurdles preventing the country from taking advantage of the infrastructure that already exists. As the Trump administration looks to re-shore heavy industry through tariffs, Woolf said, hydropower is a great resource for colocating manufacturing because you’ve got energy infrastructure and you’re typically in fairly rural areas where land is less expensive.” For data centers, reservoirs could offer the additional service of providing water for cooling hot computer servers, along with electricity. And when the U.S. still had 33 operating aluminum smelters in 1980, many of them relied on publicly owned hydropower facilities to provide cheap power. These plants could, in theory, play that role again as new demand for domestically produced aluminum — to manufacture electric vehicles and clean-energy equipment — puts strain on the remaining six smelters.

We know we’ve got load growth. We know we’ve got grid variability from renewables and extreme weather. The flexibility of hydropower offers clean, firm generation that is unique,” Woolf said. At the same time — through quirk of history — we’ve got so much of the fleet at relicensing and at risk of surrendering permits. This could be an amazing opportunity.” 

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Author Alexander Kaufman


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Why The Volvo EX60 Will Take Volvo's Battery Game To The Next Level

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Why The Volvo EX60 Will Take Volvo's Battery Game To The Next Level

Volvo’s turnaround plan includes not only improving its software, but also equipping its future electric vehicles with some of the most advanced battery technology available outside China.

The EX60 mid-size electric SUV will go on sale in the U.S. and global markets next year, and it will have battery options with two different chemistries, Anders Bell, Volvo’s Chief Technology Officer, told InsideEVs in an interview at the brand’s U.S. manufacturing plant in Ridgeville, South Carolina.

Bell did not confirm the exact battery chemistry on the EX60, but suggested that lithium-iron phosphate (LFP) batteries are “absolutely” on the table for the next-generation SPA3 platform that the EV will ride on.

Volvo’s two major battery suppliers are China’s CATL and Korea’s LG Energy Solution. CATL manufactures both LFP and traditional nickel-manganese-cobalt (NMC) batteries, whereas LGES primarily makes high-nickel cells. 

The Volvo EX30 already gets two battery options in Europe, a 51-kilowatt-hour LFP pack and a 69-kWh NMC variant. Only the latter is available in the U.S. Volvo might follow a similar strategy with the EX60. The bigger news, however, is the shift to prismatic cells.

“We have standardized a form factor of cells, large prismatic, which will then allow us to be cell omnivores as much as possible,” Bell said, referring to the shape of the cell allowing it to accommodate any battery chemistry.



BMW round battery cells and prismatic battery cells.

BMW’s round battery cells and prismatic battery cells.

Prismatic cells are common in China and are now gaining popularity in the West. Volkswagen plans to use prismatic cells for its affordable EVs starting next year. General Motors will also use large-format prismatic batteries in its full-size SUVs and trucks starting in 2028, featuring lithium-manganese-rich (LMR) batteries. “It’s like a VHS cassette, but slightly bigger,” Bell said.

He added that the prismatic cells allow cost and weight savings while also making the body stiffer. Moreover, the EX60 will use a cell-to-body approach, meaning that the battery will be structural to the SPA3 platform, not a bolt-on addition—this allows automakers to simplify the batteries and pack more energy inside.

The EX60 will also feature other big upgrades, such as Nvidia’s Drive Thor computer, capable of 1,000 trillion operations per second. It will also get the third generation of Volvo’s drive units with 93% efficiency, the automaker said during its Capital Markets Day in Sweden last year.

It will be made at Volvo’s main plant in Gothenburg, Sweden, and go on sale sometime next year. It will lock horns with the Tesla Model Y, BMW iX3 and the new electric Mercedes GLC, among others. In other words, expect it to be Volvo’s most important EV yet. 

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The Anker SOLIX C1000 Gen 2 Portable Power Station (CleanTechnica Tested)

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The Anker SOLIX C1000 Gen 2 Portable Power Station (CleanTechnica Tested)


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Anker is one of the most trusted names in consumer electronics, and has made a massive push into the portable power station business over the last few years. Over the last few weeks, I’ve upgraded all of our home chargers to Anker’s 47-watt wall connectors, their 100-watt charging blocks, and picked up a five-pack of their 100-watt USB-C cables. These are items I purchased with my own money, and I have been buying them for years because, in my experience, they are some of the best on the market.

Anker reached out about a new addition to their family — a compact, 1 kilowatt-hour portable power station called the Anker SOLIX C1000 Gen 2. As the name implies, this is the second iteration of the SOLIX C1000 and it has a number of improvements that it’s bringing forward in this new version.

Right out of the gate, this portable power station is a great size. At just 24.9 lb, it’s one of the more portable units we’ve tested while still maintaining a hefty power output capability of 2,000 watts. It’s easy to lift up with one hand, and it’s compact size makes it easy to bring along on your latest adventure.

Impressively, the unit is also able to charge from an AC wall outlet at just over 1,200 watts in normal mode. That means you can recharge it in around an hour, with charging speeds being higher at low state of charge and slowing down as the unit fills up.

Image credit: Kyle Field, CleanTechnica

Anker wasn’t satisfied with normal wall charging and offers a 1,600 watt and an 1,800 watt ultra fast charging option. That translates to a full charge from 0 to 100 in 49 minutes, which borders on ridiculous. In reality, though, this is fantastic, as you can stop off at a coffee shop and recharge the unit while you enjoy your favorite hot beverage before hitting the road again.

When it’s charging at such a high rate, the Anker SOLIX C1000 has integrated fans that kick on and make it sound like the unit is going to take flight. Similarly, it can gulp down the solar power with a maximum solar input of 600 watts.

When it comes time to use your stored power, you can use one of the four 15 amp AC outlets on the front of the unit or the single 20 amp AC outlet. It also features three USB-C outlets and one USB-A outlet on the front of the unit. They are conveniently located next to the beautiful integrated color display and the power button.

The front of the unit features 4 USB outlets, the power button, and an easy-to-read color display. App connectivity makes it easy to keep the unit up to date with firmware updates, as shown here. Image credit: Kyle Field, CleanTechnica

On top of the unit, two handles stick out on either side which provide a secure place to pick up the unit and can also serve double duty if you need to tie the unit down to a molle panel or to the bed of a truck.

On the right side of the unit, a 12-volt automotive outlet allows you to push out 12 volts to any automotive appliances you want to run off of the battery. On the left side of the unit, you can find the AC input which charges via the included standard three-wire AC cable as well as an XC60 input where you can charge it up from DC sources.

Image credit: Kyle Field, CleanTechnica

The Anker SOLIX C1000 comes with a 12-volt automotive adapter with an XC60 on the other side that can plug directly into the unit. To use solar panels to charge the Anker SOLIX C1000, you’ll need to purchase an adapter from the pair of mc4 connectors on a standard solar panel to the DC power XC60 input on the C1000. This is very common and allows A wide range of solar panels to be used with the unit.

The Anker SOLIX C1000 Gen 2 uses next-generation iron-phosphate, aka LFP, chemistry. This is the most stable battery chemistry being used at scale today and also supports a very large number of charge cycles. Specifically, this unit can support 4,000 charge cycles, which is excellent. That’s the equivalent of nearly daily charging for 12 full years.

Testing

We put the Anker SOLIX C1000 to the test around the house and found that its 2,000 watt power output capability was more than sufficient.

Modern portable power station hardware like this unit has such fast charging and discharging rates that the capacity really becomes the constraint. To test cycling, we got out for a 4-day overlanding trip from our home base in Southern California up into the mountains of Utah above Cedar City.

The inverter in the Cybertruck is not terribly efficient, so using it to power overlanding gear like refrigerators that need to run 24/7 is a waste of power. Using a compact efficient portable power station like the Anker SOLIX C1000 as a buffer lets you charge up the unit when you’re supercharging the truck and then run the refrigerator directly off of the portable power station for the rest of the time.

Over the 4 days of traveling from Southern California up into Utah back west into eastern Nevada and then up into the mountains above Cedar City, the Anker SOLIX C1000 performed flawlessly. The bright screen made it easy to check the charge status in person, while the app made it an easy task from the front seat.

Using a portable power station like this is not traditional but solves a very real problem. It’s compact size made it an easy tool to add to the kit, and improved my overall efficiency in the Cybertruck for the duration of the adventure.

Overall

The Anker SOLIX C1000 packs a ton of power output and energy storage into a compact lightweight unit. It’s a great size to use as a backup power source for your internet and some lights if the power goes out at home.

Similarly, it’s a great size and capacity to use as a primary battery for a small trailer or camping expedition. It can easily push out enough power to keep your laptop, drones, cameras, and phones charged up as well as running a few high-powered devices for a very short amount of time if that’s what you need to do.

Disclaimer: Anker provided the SOLIX C1000 Gen 2 to the author for the purposes of this review.

For more information about the Anker SOLIX C1000 Gen 2, head over to the official website.

Specs

INPUT

  • AC Voltage: 120V~ 12A Max, 60Hz
  • AC Power (Charging): 1,200W Max
  • AC (Bypass): 1,800W Max
  • AC Power (UltraFast Charging): 1,600W
  • MPPT: 11-165V⎓17A Max, 1,600W

OUTPUT

  • Car Charger: 12V⎓ 10A, 120W
  • AC Power: 120V~ 15A, 120V~ 16.66A, 60Hz, 2,000W Max, L+N+PE
  • USB-A: 5V⎓2.4A (12W Max)
  • USB-A and USB-C1 Total: 20W Max
  • USB-C 2: 5V~ 3V, 9V~ 3A, 15V~ 3A, 20V~ 3A, 20V~ 5A, 28V~ 5A (140W Max)

GENERAL

  • Capacity: 1,024Wh
  • UPS Response Time: 10 ms
  • Discharging Temperature: -4°F to 104°F
  • Charging Temperature: 32°F – 104°F
  • Dimensions: 15.12 × 8.19 × 9.61″
  • Net Weight: 24.9 lb / 11.3 kg

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Author Kyle Field

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The Driver’s Guide to Understanding Hit-and-Runs

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What Trump’s tariffs mean for the energy transition

Definitions and Plans of Action

Hit-and-runs are more common than many drivers realize. These types of crashes can leave victims confused, injured or worse. On the other hand, drivers face heavy legal consequences.   Understanding what a hit-and-run is and how to respond can help you stay prepared and protected. This article breaks down everything you need to know.

What Counts as a Hit-and-Run?

Nearly one out of every four pedestrians killed in traffic crashes in 2022 was hit by a hit-and-run driver. That is about 24% of pedestrian fatalities. A hit-and-run happens when a driver leaves the scene of an accident without stopping to share their information or help the victim. It can involve:

  • Hitting another car and driving away
  • Damaging property such as mailboxes, fences or parked cars
  • Striking a pedestrian, cyclist or motorcyclist

Legal Penalties for Hit-and-Runs

Not every hit-and-run accident is the same. The consequences depend on the severity of the crash:

  • Property damage only: Misdemeanor charges, fines, points on your license, and possible license suspension
  • Injury or death: Felony charges, large fines, prison sentences, and permanent license revocation.

Why Drivers Flee the Scene

People often wonder why a driver would flee instead of stopping after an accident. The reasons can differ, but some of the most common include:

  • Fear of arrest or DUI charges
  • Driving without a license or insurance
  • Panic and poor judgment in the moment
  • Having a prior criminal history
  • Outstanding warrants.

What to Do if You’re the Victim

Being the victim of a hit-and-run is overwhelming and confusing. In such situations, staying calm makes a big difference. Your first step is to move to a safe location and call 911. Reporting the accident right away ensures that emergency help arrives quickly if you or anyone else is injured. While waiting, try to gather as many details as you can about the vehicle that fled, including the:

  • Make
  • Model
  • Color
  • Nearby camera or CCTV footage
  • License plate number, if possible.

Witnesses can be a valuable source of information, so speak with bystanders and collect their contact details. Document the scene by taking photos of your injuries, the damage to your car and the surrounding area. Some states require filing a police report, even for small crashes, so that’s something to keep in mind as well.

Next, notify your insurance company. Many policies include uninsured motorist coverage that can apply in these cases. Once that’s done, your next step is to seek hit-and-run legal representation to build your case. Acting fast and carefully increases your chances of finding the driver and receiving the compensation you deserve.

Preventing Hit-and-Runs

Drivers can’t control other people’s actions, but you can reduce your own risk:

  • Park in well-lit, busy areas to deter vandals or careless drivers
  • Install a dashcam to record evidence in case of an incident
  • Stay alert on the road, especially near intersections and crosswalks
  • Always carry a valid insurance and license

Endnote

Hit-and-runs leave behind more than damaged vehicles and broken laws. They cause lasting harm to victims and create serious legal problems for drivers who fail to take responsibility. However, not every hit-and-run happens due to malicious or selfish intentions. Most drivers aren’t even aware that they’ve become part of such a crash.

Knowing what counts as a hit-and-run, the penalties involved and the steps to take can make a real difference in how you handle such a stressful situation. By staying alert, following the rules of the road and being prepared to act responsibly, drivers and pedestrians alike can help reduce the toll these incidents take on communities.

The post The Driver’s Guide to Understanding Hit-and-Runs first appeared on Clean Fleet Report.

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Author Patricia Lee


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