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Mercedes-Benz gives Pope Francis the first electric Popemobile

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Mercedes-Benz gives Pope Francis the first electric Popemobile

  • The Mercedes G 580 with EQ Technology is the first electric Popemobile
  • Fisker was supposed to supply an Ocean as the first electric Popemobile
  • While the electric G-Class is the first electric Popemobile, it’s not the first EV in the Vatican’s fleet

Mercedes-Benz G-Class Popemobiles have been a fixture of the Vatican vehicle fleet for decades, so with the off-roader now going electric, it’s fitting that the latest Popemobile is doing the same.

Mercedes on Wednesday presented Pope Francis with the first official electric Popemobile, based on the all-electric G 580 with EQ Technology that also reaches U.S. showrooms this year as a 2025 model.

As Mercedes points out, the automaker has a long history supplying cars to the Vatican, starting with a Nürburg 460 Pullman sedan for Pope Pius XI in 1930. The term Popemobile was coined for a series of modified G-Class SUVs, starting with a 460-series model first used by John Paul II in the 1980s and also used by his successors Benedict XVI and Francis, with elevated seating platforms and armored glass enclosures for the pontiff.

Mercedes-Benz G-Class electric Popemobile

Mercedes-Benz G-Class electric Popemobile

That makes the electric G-Class’s designation as the first electric Popemobile historically apt, but it’s also the result of Fisker’s failure to deliver a Popemobile based on its Ocean electric SUV, something the now-bankrupt automaker proposed in 2021.

Mercedes was also slated to supply an M-Class (predecessor to today’s GLE-Class) plug-in hybrid Popemobile for Benedict XVI in 2011. At the time, the Vatican felt electric cars were too slow for this role, but that likely won’t be a concern with the modern G-Class EV.

The lay version of the electric G-Wagen has a quad-motor powertrain producing 579 hp and 859 lb-ft of torque, which Mercedes estimates will get it from 0-62 mph in 4.7 seconds and up to a top speed of 112 mph. The quad motors also enable a G-Turn feature that initiates 360-degre turns on low-friction surfaces, but it’s unclear if the Pope will make use of that feature.

Mercedes-Benz G-Class electric Popemobile

Mercedes-Benz G-Class electric Popemobile

The powertrain was retuned for low-speed driving during papal appearances, such as the 2025 Jubilee in Rome where the Popemobile will make its debut, according to Mercedes. The roof was also cut back to make room for an open seating area, with a cutout where the tailgate would normally be for ingress and egress. The left rear door was also removed, the right rear door given a reverse hinge to act as another entry point, and the vehicle was given a pearl white paint job with matching upholstery.

While it is the first electric Popemobile, the G-Class is not the first EV in the Vatican fleet. General Motors presented Pope Francis with an Opel Ampera-e (the European sibling of the Chevrolet Bolt EV) in 2017, and Benedict XVI received a pair of electric cars from Renault in 2012. But the Mercedes will be the first to be used in an official capacity for public appearances.



Source link by Green Car Reports
Author news@greencarreports.com (Stephen Edelstein)

#MercedesBenz #Pope #Francis #electric #Popemobile
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How one condo complex installed EV charging for just $405 per parking spot

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How one condo complex installed EV charging for just $405 per parking spot

A condo complex in Northern California has installed charging for all of its 90 housing unit with an after-incentive cost of around $405 per unit – solving one of the only real problems with EV charging.

One of the main benefits of an electric vehicle is in the convenience of owning and charging the car. Instead of having to go out of your way to fuel it, you just park it at home, in the same place it spends at least 8 hours a day, and you leave the house every day with a full charge.

But this benefit only applies to those with a consistent parking space which they can easily install charging at. When talking about owners who live in apartment buildings, it can sometimes get more complicated.

While certain states have passed “right to charge” laws to give apartment-dwellers a solution for home charging, apartment charging is nevertheless a bit of a patchwork solution so far.

And so, when we heard about a condo complex that installed EV chargers for all of its units, and at an incredibly low cost of just $405 per space in one of the highest cost-of-living areas in the country, we had to find out more.

The condo complex is Woodland Creek, with 90 units in East Palo Alto, CA, in the heart of SIlicon Valley, the epicenter of electric vehicle adoption in the US.

The project was installed by Pando Electric, an EV charging company that focuses on multifamily and commercial buildings. We spoke with its CEO and founder, Aaron Li, for some insights into the project.

Pando says this is the largest “100% coverage” project in North America, but that it’s not stopping there. It’s the largest project the company has installed yet, but that record won’t stay for long.

It differs from others in that most multifamily projects will cover some percentage of available spaces, but this one decided to add outlets for every single parking spot on the property – 90 spots, each for one unit, and 2 handicap parking spots.

The chargers are small boxes, equipped with connectivity and a NEMA 14-50 outlet. Each charger doesn’t have a cable connected – that’s for the owner of the car to provide, in the form of a mobile charging connector. Most EVs either come with one of these cables, or one can be purchased separately for a few hundred dollars.

Pando says the benefit of going this route is that in a world with a wide variety of electric cars, OEM-supplied equipment will always be the most reliable, and will often come with a warranty from the vehicle manufacturer.

It also means that each owner is responsible for their own cable, which means you don’t need to have one maintenance guy on the property responsible for keeping all 90 units up and running, or people mistreating attached cables, because each person will take ownership over their own equipment and take better care of it (there’s a similar provision in the new NACS/J3400 spec that should help with public charging). And that there will be no need to update systems if charging standard change – as we’re seeing currently as the industry transitions to NACS.

Instead of adding dedicated service to each spot, Pando’s system shares electricity between all the outlets on the property. In this way, it can use 300 amps of three-phase commercial service to charge all 90 cars overnight – albeit not as quickly as if each vehicle had its own dedicated 7-10kW level 2 charger. And it said installation costs went down by 80% when connecting to communal electricity rather than adding service to each individual unit.

It accomplishes this by implementing a queue through Pando’s charging app. When a car wants to charge, you plug in, initiate a charging session through the app (or through a “tap-to-charge” NFC system), and get added to a queue. If you have a particular need for immediate charging, you can jump to the front of the queue and pay a premium (of around 20%) for faster charging. Charging costs the same amount as electricity would normally cost in the area, and your electricity usage is monitored through the Pando app.

For most owners, this queue won’t really make a difference – most people are driving some ~40 miles per day and would only need an hour or two of charging per night anyway. So the effect is the same: you get home, you plug in, and you wake up to a full charge.

And having centralized control over charging does open up possibilities for grid services. We’ve seen services like virtual power plants that are able to leverage grid-connected storage to feed the grid on demand, and Pando would like to move in that direction eventually – but its current NEMA 14-50 solution is not bidirectional-capable.

However, dynamic load management is still useful, as the system can try to deliver maximum power at times of lower demand, then scale back when demand (and prices, and grid stress) are high. Some utilities have started offering incentives for users to cut back usage at certain times (or asked everyone to cut back on usage to avoid blackouts), so a centralized system can help to manage power automatically in these situations without having to get every resident onboard.

The most impressive part about the project is the price that Pando was able to achieve. It did take advantage of a hefty utility credit from Peninsula Clean Energy, the local electric utility co-operative, which covered $2,000 per unit installed.

After that incentive, the all-in cost including the charging units themselves (~$500 each), project design, installation, conduit, permitting, labor, etc, was only $405 per unit. This is less than a month’s worth of HOA fees at the condo complex, where units cost between $500k-$1m. So, a drop in the bucket, really, in order to add new capability to every unit (and thus, better resale value, especially given the popularity of EVs in the area).

Typically, adding traditional level 2 charging can cost a lot more than that for an apartment complex, especially if there’s a need to pull more capacity from the utility (which takes more time, too, adding further to project costs). So this load-sharing method results in great benefits on cost.

And by covering every unit, residents won’t need to worry about sharing chargers, or needing to wait for upgrades if all of a sudden there are more EVs than there are spots. It future-proofs the complex so that even if everyone gets an EV (it is Silicon Valley, after all), there will still be places for them all to charge.

Electrek’s Take

I’ve long said that the only real problem with EVs is charging for people who don’t have access to their own garage. Whether this be apartment-dwellers, street-parkers or the like, the electric car charging experience is often less-than-ideal outside of single family homes, at least in North America.

There are workarounds available, like charging at work, or using Superchargers in “third places” where you often spend time, but these still aren’t optimal. The best bet is just to charge your car wherever it spends most of its time, which is your home. When you do that, EVs outshine everything in convenience.

So there’s a need for solutions in this space, and Pando’s seems like a pretty good one. There are other companies doing installations for multifamily dwellings, but we haven’t heard of one that was this cheap before. It really makes it seem economical to install these units for every single parking spot, instead of fussing about with some smaller percentage of units and having to do additional upgrades later.

The one problem with it that I see is that it’s attached to an app. While Pando says that it’s worked to ensure the app is reliable even if the system goes down (e.g., it communicates locally instead of needing to connect to the internet at all times), an app is just an unnecessary step after plugging in that I’d like to see removed.

Pando says that it’s working on bringing a “plug-and-charge-like experience” to using its chargers – which I’d imagine would be possible by doing local bluetooth communication with a phone when a charging session is started, much like the phone-as-key system on Teslas and some other EVs these days. You’d still need an app, you just wouldn’t need to open it every time, which would be good enough in my opinion.

But overall, I’m quite excited about this project, because it solves a big problem, and I cant wait to see more multifamily communities install something like this. And, frankly, we also need legislation/building codes to hop in and require this sort of thing, so it becomes the rule rather than the exception and apartment dwellers can feel secure that they’ll be able to find a place to charge – and if install costs can get as low as $405/unit, that makes a regulatory answer much more possible.


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Source link by Electrek
Author Jameson Dow

#condo #complex #installed #charging #parking #spot
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Danfoss Power Solutions launches motor for electric off-highway and marine applications

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Danfoss Power Solutions launches motor for electric off-highway and marine applications

Danfoss Power Solutions has introduced its Editron EM-PMI540B electric motor for electric or hybrid drivetrains in demanding applications such as off-highway machinery and marine vessels.

Based on synchronous reluctance-assisted permanent magnet technology, the EM-PMI540B functions as both a motor and a generator. It offers efficiency of approximately 96% and non-stop continuous power for as long as the duty cycle requires. A high operational altitude of up to 4,000 meters enables expanded use in mining and forestry applications.

The EM-PMI540B is small and light, enabling straightforward machine integration. Its housing has an ingress protection rating of IP67.

The EM-PMI540B has more mounting and shaft options than its predecessor, the EM-PMI540A—such as a flange mount, various foot mountings, through-shaft, and spline—common housing and end shield designs across each size, and modest improvements in motor diameter.

The EM-PMI540B electric motor is available in four sizes to suit a range of torque and power needs—the T1500, T2000, T3000 and T4000 correspond to continuous torque ratings of 1,500 Nm up to 4,000 Nm. The full line of motors has power ranges starting at 119 kW and topping out at 1,000 kW and speed ranges from 0 to 4,000 rpm. The motor is liquid-cooled and features low coolant flow requirements with an allowed coolant temperature of up to 65° C.

“Our new Editron EM-PMI540B electric motor builds on the popularity and market-leading performance of our PMI540A. To our high efficiency ratings and 24/7 continuous power, we’ve added universal mounting options and a higher altitude rating to meet market demands. These combined features are especially beneficial in mining, harbor material handling, and forestry machinery,” said Fredrik Wigh, Senior Product Manager, Electric Machines at Danfoss Power Solutions. “But the motors’ high efficiency and smaller size makes them ideal for many other electric and hybrid machines, particularly those operating in demanding, rough environments.”

Source: Danfoss Power Solutions





Source link by Charged EVs

Author Nicole Willing


#Danfoss #Power #Solutions #launches #motor #electric #offhighway #marine #applications

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Rivians getting native text messaging in 2025, but not via CarPlay

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Rivians getting native text messaging in 2025, but not via CarPlay

  • Rivian’s chief software officer confirmed the company’s EVs will get text messaging capabilities in 2025
  • The text messaging solution will utilize native text-to-speech via a new voice tech stack
  • Google Cast and native YouTube application will come in the next software update

Two years ago, Rivian Chief Software Officer Wassym Bensaid told owners and fans that the automaker was working on text-to-speech text messaging abilities.

Two years later and that functionality hasn’t appeared in any Rivian electric vehicles.

In a fireside chat with media and owners in November at the Rivian Space in Los Angeles, Bensaid said native text messaging abilities will come to Rivians in 2025.

Bensaid admitted Rivian has “made several attempts for text to speech,” but the problem, according to Rivian’s CSO, is the existing solutions available in the industry “are not great.”

A solution was in place and ready to ship, but during final testing Bensaid refused to sign off and said “no, we cannot ship,” because it was “fragmented.” The exec said the issue was especially prevalent for Android users, and the team wants to ensure both iOS and Android—despite most Rivian owners apparently having Apple devices, according to Bensaid—have a seamless experience.

Another issue with previous attempts included missing texts. “Supporting group chat is really a nightmare,” Bensaid said. He noted emojis or reactions are also “really a nightmare.”

The problem with today’s solutions is “it’s not a rich experience,” Bensaid said.

Bensaid said the team’s working on a new voice tech stack that will redefine the experience. Text-to-speech capabilities will come on top of this new software stack, and he’s been testing early prototypes for weeks. “It’s way, way different. I mean, honestly, it’s the type of experience that I want to really have,” Bensaid said.

The new voice tech stack will coexist with today’s Alexa implementation, according to Bensaid. The exec noted he sees the future as everything being accessible through the touchscreen and voice, not just one or the other. Bensaid noted that AI offers a tremendous opportunity in this regard.

But it won’t only be text-to-speech. There will be a physical interface on the screen to interact with text messages. Bernsaid wouldn’t elaborate on what that might look like or how it’ll operate aside from noting “it’s really a nice interface”

“So my message is, please be patient with us,” Bensaid asked of owners. He went on to say Rivian’s implementation will be better than anything else in the industry today.

2025 Rivian R1S

But that’s all to come. The next software update, according to Bensaid, will enable Google Cast along with native YouTube implementation. Google Cast will come with the support of more than 3,000 applications, except Netflix, which Rivian is still working with Google on, according to the software exec. Dolby Surround Sound is in the cards, but no timeline was given. Rivians already feature Dolby Atmos when using the new Apple Music app.

For the time being, Google Cast will only be on the front screen, but Bensaid said the team’s looking at how to enable it for rear screens. Today, the only rear screen Rivian offers is a small screen mounted on the back of the center console, like in Teslas. Bensaid said enabling Google Cast for the rear seats would make it so the feature could be used by passengers while driving.



Source link by Green Car Reports

Author news@greencarreports.com (Joel Feder)


#Rivians #native #text #messaging #CarPlay

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Electrogenic is giving Mazda Miata fans an EV version with its ‘Plug-and-Play’ conversion kit

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Electrogenic is giving Mazda Miata fans an EV version with its ‘Plug-and-Play’ conversion kit

Mazda Miata fans rejoice! EV conversion specialist Electrogenic has introduced a new “plug-and-play” conversion kit for the Mazda MX-5 that makes the original model all-electric. This EV conversion kit keeps the soul of the beloved Mazda Miata, but adds more performance and playfulness to a car that is already renowned for being a joy to drive.

The Mazda MX-5, known by many in North America as the Miata, is a two-door, RWD roadster introduced by the Japanese automaker in 1989. Since then, the Mazda Miata has seen four design generations and has become one of the best selling two-door sports cars of all time.

Over the past 35 years, the Miata has sold over one million units, and although production has ceased to make way for a fifth generation model, sales continue for the previous versions. The MX-5 has garnered a loyal fanbase of owners who recognize the value and performance the two-door brings and as much of the industry goes electric, many of those fans have been wondering when Mazda will deliver a Miata EV.

In 2023, the automaker shared the next generation of the Miata would be electrified, but has not specified whether that means hybrid, PHEV, or BEV. Regardless, that model is expected to debut in 2026 as a completely new take on the MX-5. For those traditionalists who love the original Mazda Miata, who can now convert it to an EV using Electrogenic’s new conversion kit.

Electrogenic future-proofs first-gen Mazda Miata as EV

The first-generation Mazda Miata (MX-5) is the latest vehicle to receive Electrogenic’s “plug-and-play” EV capabilities from a conversion kit that contains proprietary powertrain technology and an integration software suite.

We’ve previously seen Electrogenic adapt its EV conversion technology in a 1960s Jaguar E-Type, a 1929 Rolls-Royce Phantom II, and most recently, the DeLorean DMC-12 from Back to the Future. Now, Electreogenic has delivered the potential for a Mazda Miata EV—something many in the MX-5 community have pined for.

Electrogenic’s drop-in kit creates an EV version of the original Mazda Miata, a model that remains quite beloved despite being over 30 years old. Electrogenic CEO Steve Drummond elaborated:

We’re delighted to introduce the latest addition to our world-leading range of ‘plug-and-play’, EV conversion kits. We’ve long been intrigued by the concept of a light, well-balanced, rear-wheel-drive electrified modern-classic, one that truly delivers when it comes to the old-school thrill of driving. It seems we weren’t alone, as we’ve received a great deal of interest in the idea of an MX-5 conversion over the years. It’s exciting to finally reveal our creation to the world and give MX-5 fans the chance to electrify one of the most popular sports cars in history.

To enable Mazda Miata EV conversions, Electrogenic created a package that is straightforward to install and can be fitted by a trained mechanic in just a few days. To accomplish this, the MX-5 was 3D scanned so the EV 42 kWh OEM-grade battery assembly could be placed precisely under the hood where the 1.8-liter four-cylinder engine was. Batteries were also installed in the rear, in place of the fuel tank, but Electrogenic was able to leave the trunk space untouched, so luggage capacity remains the same.

Per Electrogenic, the Mazda Miata EV conversion only weighs 100kg (221 lbs) more than the original ICE version (1,100kg). As such, the Miata EV’s weight distribution remains identical, while its power-to-weight ratio has been improved by 21%.

The 42 kWh battery pack powers an electric motor that sends 160 hp (120kW) into a single-speed, fixed-ratio gearbox, delivering 2,500Nm of torque to the Miata’s rear wheels. That EV power jumps from 116 hp in the original gas Miata and can propel the all-electric Mazda from 0 to 60 mph in six seconds. Like the original, the converted MX-5 can reach a top speed of 115 mph.

Additionally, the Mazda Miata EV conversion delivers 150+ miles of range in real-world driving and can fast charge in one hour using a CCS plug.

The EV conversion can be applied to both manual and automatic MX-5s. As with all Electrogenic conversions, the Miata’s original structure is entirely preserved; nothing is cut or drilled, and the installation is entirely reversible.

The kit has been designed specifically for Mk1 MX-5/Miatas and is now available globally via Electrogenic’s network of vetted installer partners. Learn more here.

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Source link by Electrek
Author Scooter Doll

#Electrogenic #giving #Mazda #Miata #fans #version #PlugandPlay #conversion #kit
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2026 BMW iX bridges the Neue Klasse EV current

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2026 BMW iX bridges the Neue Klasse EV current

  • Refreshed iX electric crossover gets 10% more efficient
  • 2026 iX will have three new model designations
  • BMW refined the suspension tuning

If you’ve been following EVs, then BMW’s Neue Klasse (noo-ay class-eh) should sound familiar. Even though the “new class” sounds as French as it does German to this anglophone, BMW uses it to classify its generation of electric vehicles that launches with the iX3 crossover later this year, followed by an iteration of the 3-Series sedan.

Meanwhile, the refreshed 2026 BMW iX makes a half-step to this new class of EVs. Launched in 2022, BMW’s electric crossover arrives with significant improvements to its battery packs, propulsion systems, and other internals, though much of what we know we can’t say until late January for its global reveal. 

In a brief drive outside of BMW’s Spartanburg, South Carolina, factory, the new iX rode with more comfort and seemed to have a greater range between its firm sport and soft comfort settings. There appeared to be changes to its polarizing exterior design that bridged the quirky eco-style of the discontinued i3 hatch with some of the more bold if not brash styling elements of BMW’s crossover SUVs. 

It was covered in camo and the interior dash and panels were covered in the kind of thin carpet you’d find in a cargo floor. Our impressions were limited to a 15-minute test drive, and many of the mechanical details are in another kind of camouflage from BMW. Here’s what we know and what’s been leaked, and what we might expect for this iteration of the iX. 

Spartanburg is BMW’s largest factory in the world, and while it makes the X3 and nearly every larger crossover SUV that BMW ships to the world, the iX will continue to be made in Plant Dingolfing, in Lower Bavaria, Germany.  

The 2026 iX arrives in the second quarter of 2025 with a reported three models to choose from, each representing a different performance level, in the BMW way. 

no title

2026 BMW iX battery and motor unit improvements

All three models will have dual-motor all-wheel drive, but the new base model will be the iX xDrive45, instead of the 40, according to a leaked Bimmerpost cited by several automotive outlets. Based on EPA listings, the entry point to the 2025 BMW iX will be the xDrive40 that hasn’t been offered in the U.S. yet; it has a 71-kwh battery pack (usable) and a max range of 219 miles, according to the EPA.

Expect a larger pack and increased range at the entry point of the 2026 iX xDrive45. 

It’s rumored that this year’s iX xDrive50 morphs into the iX xDrive60 in 2026, and this year’s M60 becomes the M70 in 2026. It’s expected to have a larger battery pack than the existing 105.2-kwh battery pack, but it will probably stick with the prismatic cells instead of switching over to more energy-dense cylindrical cells that will underpin the Neue Klasse generation of electric vehicles. Consider this the fifth-and-a-half—not sixth—generation of BMW’s EV battery and propulsion system. 

Neue Klasse vehicles will utilize an 800-volt architecture, but the iX will keep its 400-volt architecture, albeit with efficiency improvements to increase charging times. How much we don’t know. On a DC fast-charger maxing out at 195 kw, the 2025 BMW iX could charge from 10-80% in 40 minutes.

Like the Neue Klasse vehicles, however, the 2026 BMW iX may use silicon anodes instead of graphite in the cells, resulting in greater energy density and faster charging speeds. More density means more energy stored, so it should translate to greater range, though that hasn’t been confirmed by BMW and likely won’t be certified by the EPA until early next year. 

Other improvements to boost range include new “friction-optimized” wheel bearings, according to BMW, and more efficient headlights that consume less energy. New inverter technology increases the drive power energy for more burst, and the transfer of energy from the battery to the motor is more dense and efficient.

no title

2026 BMW iX estimated with 10% more efficiency 

The 2025 iX xDrive50 has an EPA-rated range of 309 miles when equipped with 20-inch wheels. BMW cited a 10% increase in efficiency for the new model, so that could boost the range to 340 miles for the 2026 BMW xDrive60, when equipped with the most fuel-efficient wheels wrapped in low-rolling resistance tires.

The 2025 M60 tops out at 285 miles, while the 2026 M70 could get somewhere in the 310- to 315-mile range, based on my crude calculation. It’s much harder to speculate on the xDrive45 because BMW wouldn’t release the battery size.

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How the 2026 BMW iX drives

We don’t know if the M70 will improve on the 2025 M60’s 610-hp, 749 lb-ft of torque output and 0-60 mph time of 3.6 second, or if the iX xDrive60 will improve on the 2025 xDrive50’s 516 hp, 564 lb-ft and its 0-60 mph time of 4.4 seconds. 

In my brief drive, the iX xDrive60 had gobs of power off the line, and slight toe-taps opened up bursts of acceleration at speed. It was quick enough to slap a grin on my face, but not so stark as to upset unsuspecting passengers. Eco mode predictably mushed the throttle response. Sport mode mostly deactivated the stability control system to allow for some kind of drifting, I was told, but I didn’t have the space or lack of passengers to test it. The B mode in the shifter remains for max regenerative braking that brings the iX nearly to a stop without the brake pedal. The brakes remain the same. 

The 2024 iX xDrive50 I tested last year had wobbly handling and prodigious weight, making it something of an outlier in BMW’s electroverse, but BMW has worked to improve that across the iX range. I tested the iX xDrive60 with the steel-spring suspension. BMW retuned the hydraulic dampers for a calmer ride while cruising, and on the stretch of state highway I tested at about 70 mph, it made good on that promise. With the exception of the expected tire noise endemic to EVs, it was notably quiet in the cabin, even with the prototype seemingly unfinished. 

The lack of steering feel in Sport mode was one of our editor’s complaints about the 2023 BMW iX. Improvements to the steering have also been made, with a more pronounced feeling between sport and comfort settings, according to BMW, but I didn’t have enough space to test that out. 

The M70, like the M60 before it, will likely have a two-axle air suspension with adaptive dampers. It appears that the iron butterfly grille—one of the gaudiest takes on the kidney grille this side of the i4 electric sedan—carries over, as does the alleged self-healing grille that erases or at least blends in scratches.  

New this year is an M Sport package, as requested by customers. The cosmetic Sport package on the 2025 xDrive50 might not have had enough M. It comes with blue brake calipers, whereas the M Sport Package Pro standard on the M70 gets red calipers. Maybe it’ll make M posers see red.

On the inside, the package means new M power seats with more side bolstering and a longer seat bottom by nearly two inches. Leather upholstery remains an option with the M Sport Package, but it comes with a leather-wrapped steering wheel, M pedals, and M badging. 

Standard features across the lineup include adaptive cruise control up to 85 mph, welcome lighting, heated front seats and a heated steering wheel, as well as a Harman Kardon sound system. 

Options include a glass roof, automatic soft-close doors, and the latest in BMW’s iDrive operating system integrated into a digital instrument cluster and touchscreen of undisclosed size. Driver-assist options include a limited hands-free driving system with automatic lane changes and a remote parking system.  

The 2026 iX adds some newness to this class of BMW electric vehicle, but what future will it hold in the Neue Klasse school? We’ll find out more late in January.   

BMW paid for airfare and lodging for Green Car Reports to attend its brand overview.


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Source link by Green Car Reports
Author news@greencarreports.com (Robert Duffer)

#BMW #bridges #Neue #Klasse #current
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Tesla loses out to EVgo in Oklahoma’s NEVI EV charger rollout

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Tesla loses out to EVgo in Oklahoma’s NEVI EV charger rollout

“Tesla could not meet program standards” on Oklahoma’s NEVI EV charger installation program, so EVgo took over.

As Electrek originally reported in April, Oklahoma approved more than $8 million in federal funds for Tesla, Love’s Travel Stops, and Francis Energy to build DC fast chargers along its interstates.

The three companies were to provide a combined $7 million in private funding match to build 13 DC fast charging stations. The first round of awards would complete the buildout of I-35, I-40, and I-44 as Alternative Fuel Corridors.

Tesla was supposed to install three Superchargers at the I-44 exit 240 in Catoosa, the I-40 exit 240B in Henryetta, and the I-44 exit 125B in Oklahoma City. In order to qualify for National Electric Vehicle Infrastructure (NEVI) Formula Program funding, they had to be equipped with Magic Docks – that is, CCS compatibility.

However, OK Energy Today reports that Oklahoma Transportation Commissioners unanimously approved replacing Tesla with second-place EVgo yesterday.

Jared Schennesen, multi-modal division manager to the nine commissioners, said:

Tesla could not meet program standards for the gap awarded along I-44 in Oklahoma City.

Due to not meeting the program requirements, ODOT required that the award be revoked from Tesla as direct[ed] by state procurement rules and awarded to second-place finisher EVgo for this gap.

Schennesen didn’t specify exactly how Tesla couldn’t meet the program standards, but the article goes on to note that EVgo reduced its costs considerably compared to what Tesla’s project costs were:

EVgo won the award for a total of $519,740, and Schennesen said it reduced the total project cost by $317,932. The federal share of the project will increase by $201,781 bringing the final total to $801,780.

EVgo has more than 1,000 DC fast charging locations in 40 states and serves over 65 metropolitan areas.

Oklahoma’s NEVI EV charger installation program, EVOK, is responsible for spending $66 million from 2022-27 in NEVI Formula Program funds to create a state EV charging network. The federal NEVI program allocates $5 billion over five years to help US states create a network of EV charging stations. The funding comes from the Bipartisan Infrastructure Law.

The NEVI program requires EV charging stations to be available every 50 miles and within one travel mile of the Alternative Fuel Corridor. EV charging stations must include at least four ports with connectors capable of simultaneously charging four EVs at 150 kilowatts (kW) each, with a total station power capacity of 600 kW or more.

The charging stations must have 24-hour public accessibility and provide amenities like restrooms, food and beverage, and shelter.


If you live in an area that has frequent natural disaster events, and are interested in making your home more resilient to power outages, consider going solar and adding a battery storage system. To make sure you find a trusted, reliable solar installer near you that offers competitive pricing, check out EnergySage, a free service that makes it easy for you to go solar. They have hundreds of pre-vetted solar installers competing for your business, ensuring you get high quality solutions and save 20-30% compared to going it alone. Plus, it’s free to use and you won’t get sales calls until you select an installer and share your phone number with them.

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Author Michelle Lewis

#Tesla #loses #EVgo #Oklahomas #NEVI #charger #rollout
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Advancing total-cost-of-ownership parity of electric heavy-duty long-distance trucking (Webinar)

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Advancing total-cost-of-ownership parity of electric heavy-duty long-distance trucking (Webinar)

Electric long-distance heavy-duty trucking is uneconomical compared to diesel trucks in terms of total cost of ownership (TCO), measured in $/mile. TCO parity is expected to be quite far out in the future, closer to 2030, in the current scenario.

Join this webinar, where we will discuss a novel approach to lower the TCO for long-haul electric trucks meaningfully, thereby advancing TCO parity much sooner.

Reserve your spot—it’s free!


See the full session list for the December Virtual Conference here.

Broadcast live on December 10-12, 2024. This virtual event will span all things EV charging in two main tracks:

  • Track 1: Deploying EV Infrastructure & Fleets
    Content for fleet/facility managers, charging network operators, public transport planners, etc.
  • Track 2: Design & Manufacturing of Charging Systems
    Content for engineers who are building, testing, and manufacturing charging systems.

The free-to-attend conference will feature live presentations, interactive Q&As, on-demand webinars, and whitepaper downloads. All live webcast sessions are free to attend and will be recorded and available to watch on-demand after the event. Register to reserve your spot to watch it live or on-demand.



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Author Charged EVs

#Advancing #totalcostofownership #parity #electric #heavyduty #longdistance #trucking #Webinar
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Duke Energy to knock down coal plant and build its biggest battery yet

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Chart: Steelmaking is starting to go electric

Mega-utility Duke Energy is about to knock down a coal plant that has run west of Charlotte, North Carolina, since 1957. Soon the company will build its largest grid battery on that spot, part of an unprecedented energy-storage construction spree.

The Allen Steam Station used to generate 1,155 megawatts of coal-fired electricity. But four of its five units have been shut down already, leaving just the last 167 megawatts online. Duke plans to shutter that last unit by the end of this month in favor of cleaner, more efficient power sources. At that point, only five coal plants will be left operating in the state, but they’re beefy enough to produce 8,400 megawatts collectively.

The retirement of a coal plant is not, in itself, surprising — that’s been happening across the country since the shale revolution made gas radically cheaper, and this shift has done a lot to clean up the power sector. Almost always, though, fossil gas plants have stepped in to provide on-demand power in place of the outgoing coal. This time, in a first for the region, Duke is investing in batteries to pick up some of the slack.

To begin with, Duke will install a 50 megawatt/​200 megawatt-hour battery on 7.5 acres next to a substation across the street from Allen, with the goal of completing construction by the end of 2025. Once the old coal buildings are demolished, a 167 MW/668 MWh system will spring up where the coal plant flue-gas desulfurization system stands today. That installation, expected by October 2027, will match the instantaneous capacity of Allen Unit 1, though the battery will be able to maintain that power for only four hours straight. Duke could also add more battery storage onsite later.

These plans, which Duke first discussed with local reporters in late November, mean one of the biggest legacy utilities in the country is embracing the large-scale grid battery trend that has already swept through solar-heavy markets like California, Texas, and the desert Southwest. North Carolina, notably, ranks fourth in the nation for installed solar capacity, with nearly 10 gigawatts operating. But Duke dabbled in batteries for years before choosing to deploy them at scale.

The utility’s deregulated subsidiary built a big grid battery in Texas back in 2013 with grant money from the Department of Energy, but the company never pursued other projects like that. Duke engineers tested various battery technologies in their laboratories, and they installed small systems for particular challenges, like an unusual zinc-air battery to power an off-grid station in the Great Smoky Mountains. But while utilities in California and Arizona were signing contracts for 100 MW systems as cost-effective peak power sources, Duke resisted the urge. Last year it touted the start of operations at its biggest North Carolina battery at the time, just 11 MW at Camp Lejeune.

Now, though, big batteries have arrived in North Carolina.

Duke recently asked for and received regulators’ approval to construct 2,700 megawatts of energy storage by 2031. That’s a massive acceleration from basically zero — more capacity than Duke expects to build for any other resources besides solar and combined-cycle gas plants. It’s a big lift, but locating installations at legacy power plants comes with a host of practical benefits.

Repurposing Allen’s existing transmission system and infrastructure enables a more efficient clean energy transition and lowers the cost for our customers, while maintaining our long-term commitment to Gaston County,” spokesperson Bill Norton told Canary Media.



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Author Julian Spector


#Duke #Energy #knock #coal #plant #build #biggest #battery

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Jaguar Type 00 concept previews 1,000 hp, 430-mile range GT future

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Jaguar Type 00 concept previews 1,000 hp, 430-mile range GT future

  • The Jaguar Type OO concept previews the automaker’s four-door GT that debuts in 2025
  • The upcoming EV will have up to 1,000 hp and is targeting 430 miles range
  • The new electric GT is expected to cost about $163,000

A concept car previewing the design direction of Jaguar’s upcoming electric-vehicle lineup debuted Monday at Miami Art Week.

Powertrain details for the concept weren’t discussed, but Jaguar said the production car will have as much as 1,000 hp. Powertrain layouts and battery sizes haven’t been disclosed, but Jaguar said the production GT will target about 430 miles of EPA-rated range and be capable of adding 200 miles of range with 15 minutes of charging when hooked to a DC fast charger.

Jaguar Type 00 concept

Jaguar Type 00 concept

Dubbed the Jaguar Type 00 concept, the two-door fastback coupe features a more angular appearance than current Jaguar models, but with a long hood and short rear end that nods to classic Jag sports cars like the E-Type.

The concept lacks a rear window, like the Polestar 4, with a camera system likely aiding rear vision. A slat motif is repeated at the front and back, and even the roof.

New, simplified, Jaguar logos adorn the front and rear of the concept along with the front fenders. The design is simple, and a bit brutish, but rolls on huge 23-inch wheels.

Jaguar Type 00 concept

Jaguar Type 00 concept

The interior features an oval steering wheel and a floating divider between the seats. The lack of screens is deceiving. Floating digital screens span the dashboard and then tuck away when not in use for a cleaner look.

Many of the Design Vision concept’s features are expected to show up on the first of Jaguar’s upcoming EVs, a a low-slung grand tourer the automaker has already shown testing with camouflage. The production version, which will have four doors instead of two, is scheduled to debut in 2025 sporting a six-figure price tag of about 100,000 British pounds (approximately $163,000). Two other EV models are planned, which are thought to be a large SUV and a sedan.

The grand tourer will be one of three models comprising Jaguar’s electric reboot, announced in 2021. A large SUV and sedan are believed to be in the works following the four-door GT.

In the meantime, Jaguar has been discontinuing most of its current gasoline models, as well as its first EV, the I-Pace, leaving only the F-Pace SUV in showrooms until the new electric models arrive. An SUV and a more traditional-looking sedan are expected to follow the first model.

All three will be based on a new platform called JEA (Jaguar Electrified Architecture) and will feature North American Charging Standard (NACS) ports to give drivers access to Tesla Supercharger stations.


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