Rate of acceleration for global EV adoption has slowed, firm suggests focus beyond early adopters
Study relates EV adoption to Strategist, Individualist, Carer, Conservative, and Frugal psychographic profiles
Prior to “reset,” 43% of non-EV drivers are already considering an EV next
Automakers stand to substantially grow global EV sales over the next 10 years, but only if they refocus from tech-savvy early adopters to mainstream buyers, argues a new study from consulting firm Accenture.
The study predicts that 57% of drivers will have switched to EVs within the next 10 years, with 43% of non-EV drivers already considering an EV for their next vehicle purchase. And 47% of drivers “are convinced that the future belongs to electric vehicles,” according to the study. That’s based on a survey of 6,000 car buyers in the U.S., China, Italy, Germany, France, and Japan.
EV sales growth isn’t happening at as steep of a rate. While global EV sales saw a 35% year-on-year increase in 2023, that was down from 55% in 2022 and 121% in 2021, the study noted. That should still be seen as a feat after the pandemic catch-up years of 2021 and 2022, but analysts believe automakers will need a “strategic reset” to generate more EV sales.
2024 Tesla Model S. – Courtesy of Tesla, Inc.
Instead of focusing on tech features, which has been effective in attracting early adopters, Accenture believes automakers should focus on the more practical concerns of mainstream buyers. The majority of car buyers (80%) prioritize reliability, safety, and affordability, so automakers should prioritize those factors as well, the firm argues.
Accenture assembled psychographic profiles of different types of potential EV buyers. While the “Strategist” and “Individualist” value things like luxury and technology features, respectively, the “Carer” views cars merely as tools, the “Conservative” emphasizes reliability, and late-adopting “Frugal” car buyers will only make the switch to an EV once costs reach a certain threshold.
2025 Volkswagen ID.4
Other studies have come back with similar findings on lagging EV interest. A Gallup poll last year underscored that fewer Americans are aspiring to EV ownership than had been the case just a year earlier. And a 2023 J.D. Power study found that U.S. EV adoption is becoming more polarized by state.
More than a decade ago as some paid nearly $40,000 for versions of the Nissan Leaf and other early EVs with sub-100-mile range, it was underscored that those EV pioneers and early adopters are night-and-day different than mainstream auto buyers—in many respects. Focusing on what matters for mainstream shoppers—practicality and cost—may be the obvious direction if automakers truly want to get serious about upping their EV sales.
Source link by Green Car Reports
Author news@greencarreports.com (Stephen Edelstein)
#Study #years #requires #quotstrategic #resetquot #automakers
All-electric aircraft developer BETA Technologies has shared another important milestone in bringing its first two vessels to market. Most recently, BETA’s founder, CEO, and test pilot Kyle Clark took the production version of its ALIA eCTOL up for its first flight, as seen in the video below.
BETA Technologies is a fully integrated electric aircraft and systems developer based in Vermont. Three years ago, it debuted its first electric vertical takeoff and landing (eVTOL) aircraft, the ALIA–250. That BETA vessel has since been renamed the ALIA VTOL and completed a piloted test flight transitioning mid-air this past April.
In addition to the ALIA VTOL, BETA has also been developing an electric conventional takeoff and landing (eCTOL) plane called the ALIA CTOL. To date, it has flown tens of thousands of test miles en route to evaluation flights for FAA certification. That aircraft is targeting full approval for commercial operations by 2025.
As BETA moves closer to bringing the ALIA CTOL to the public, it has completed its first bonafide production build in South Burlington. Following a Special Airworthiness Certificate from the Federal Aviation Administration (FAA), BETA has successfully taken its production-ready ALIA CTOL up for a test flight, piloted by its founder and CEO.
Watch BETA’s founder complete a CTOL test flight
BETA Technologies shared details of its first successful production CTOL test flight today alongside the images above and the full video below.
Once the production-intent build of the ALIA CTOL was complete, the FAA inspected the aircraft for safety and compliance before granting BETA a Multipurpose Special Airworthiness Certificate for Experimental Research & Development, Market Survey, and Crew Training, signing-off approval for test flights.
On November 13, BETA CEO, founder, and test pilot Kyle Clark conducted the first test flight of the ALIA CTOL aircraft, which lasted nearly an hour. The test included a conventional runway takeoff before the aircraft climbed to 7,000 feet.
While in the air, Clark tested the aircraft’s handling qualities, stability, control test points, and initial airspeed expansion before completing several approaches ahead of a normal landing. Clark spoke following the successful flight:
This start of our production CX300 flight test campaign is a result of years of hard work and focus on studying customer requirements, hard engineering, manufacturing, production, quality and test. It represents a significant milestone for BETA, and is the beginning of an exciting new phase for the business. With this, we’re one step closer to putting this technology into the hands of our customers.
We learned a lot from this first production build. We weren’t just building an aircraft company, we were building and refining a system to build high quality aircraft efficiently. This first build allowed the team to collect data and insight on manufacturing labor, tooling design, processes, yields and sequences, all of which are being used to refine our production systems.
With its production test flight campaign now underway, BETA says it will continue testing the ALIA CTOL aircraft for the standard 50 hours required before qualifying for a Market Survey and Crew Training certificate. That next certificate will enable BETA to fly outside of Burlington and Plattsburgh and continue training additional pilots on the aircraft.
The company shared it will also continue production of additional aircraft, including ALIA CTOL and ALIA VTOL configurations, the latter of which was recently teased in October. You can view footage of BETA’s CTOL flight below.
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Author Scooter Doll
#Beta #Technologies #founder #completes #test #flight #productionintent #eCTOL #Video
Battery materials producer Integrals Power has begun distributing samples of its Lithium Iron Phosphate (LFP) and Lithium Manganese Iron Phosphate (LMFP) battery cathode materials to customers in both Europe and the US. This milestone follows the successful production of these materials at Integrals Power’s UK pilot plant.
The LFP and LMFP cathode materials were fully manufactured in the UK. “This not only underscores Integrals Power’s commitment to advancing domestic manufacturing capabilities but also ensures the highest purity, quality and performance standards,” the company said.
“The fact that these materials were manufactured on our UK pilot line is a proud achievement, and we are excited to see how they perform in the real-world applications of our customers in the EV, battery manufacturing and energy storage sectors,” said Integrals Power founder and CEO Behnam Hormozi.
LFP chemistries are accounting for a growing share of the global battery market, thanks to their safety, long cycle life, low-temperature performance and sustainability benefits. The International Energy Agency reports that in 2023, LFP supplied more than 40 per cent of global EV demand, more than double its share in 2020.
LMFP adds manganese to the mix, which can increase energy density by up to 20% while maintaining the safety and cost-effectiveness of LFP. Integrals Power says it has achieved a manganese content of 80 percent, improving on the 50-70 percent typically found in existing blends. This offers greater performance in EV applications such as EVs, and makes LMFP more competitive with Nickel Manganese Cobalt (NMC) chemistries. (For more information about LFP and LMFP, see our July 2024 feature article on Wildcat Discovery Technologies.)
“By offering these high-quality, UK-manufactured cathode materials, Integrals Power provides its customers with the opportunity to review, test, and ultimately, integrate the materials into their battery and energy storage solutions,” says the company. “This close collaboration will help foster innovations that are essential to meeting the world’s growing demand for clean energy technologies and reduce reliance on China for these strategically important assets.”
That’s bad for biofuels. But it’s also bad for public EV-charging stations that earn LCFS credits for every kilowatt-hour of electricity they sell and for the charging capacity they provide. The drop in credit prices has also depleted an LCFS-funded program administered by California utilities to assist first-time EV purchases.
The amendments CARB approved on Friday aim to address this problem by raising the carbon intensity (CI) values of fossil fuels sold in the state over the coming years. That will require companies that refine and sell those fossil fuels to purchase more credits from LCFS-approved alternative fuels to make up their increasing deficits, driving up credit prices to support investments needed to reach the state’s clean transportation goals, according to CARB staff.
(CARB)
But ratcheting up the demand for credits for fossil fuels without restricting the supply of credits from biofuels and biogas creates several risks, critics say.
The first is that it fails to address the fact that, unlike EVs, vehicles burning biofuels continue to emit carbon and air pollution that are harmful to the environment and to people living in communities with heavy vehicle traffic.
“The LCFS is a failed policy, and the communities most impacted by air pollution in California will be the ones breathing the price for it,” Adrian Martinez, deputy managing attorney at Earthjustice, said in a Friday statement. “Most of the program’s billions will go to combustion fuels.”
Privileging biofuels over electricity also provides fossil-fuel companies a pathway to have their cake and eat it too, so to speak. Fossil-fuel companies happen to be some of the biggest investors in renewable diesel refining and in dairy gas projects eligible for LCFS credits in California and across the country. The more biofuels they produce, the more they can use the credits generated by them to offset the rising costs of continuing to sell fossil fuels in the state.
California already has some of the highest fuel prices in the country, which oil companies blame on state regulations. Today, the role of the LCFS in California’s higher prices is relatively small at about 10 cents per gallon, according to prior CARB analysis. But under the newly approved higher carbon-intensity targets, that impact could quickly escalate, critics say.
“If you approve this measure, California drivers will pay over $2 more a gallon than other drivers across the country,” state Assemblymember Tom Lackey said at Friday’s meeting. Lackey, a Republican, represents a district centered on the city of Palmdale, where many residents commute about 120 miles per day to jobs in the Los Angeles region.
CARB staff have refused to offer projections on the new rules’ potential impact on prices at the pump, despite growing pressure from the media and lawmakers. In an October online press conference, Steven Cliff, CARB’s executive officer, said that agency staff are “not aware of economic models that can accurately predict gas prices with any certainty for many complex reasons.”
CARB board member Florez pushed back against this stance in his op-ed explaining his opposition to the new rule. “One of the most pressing issues is the projected economic impact,” he wrote. “A former CARB branch director has warned that, while program-related costs to consumers are currently modest, they could rise sharply as stricter targets are enforced.”
Florez was referring to Jim Duffy, a 13-year veteran of the agency who submitted a letter to CARB last month. Duffy served as branch chief of the LCFS program from 2019 to 2020 and retired in 2022.
“Claims that the regulation does not and/or will not increase the cost of gasoline are, in my opinion, absurd,” Duffy wrote. In his letter, he provided his own estimate, using a “reasonable bound for future credit prices” from “a low of $60 to a high at the current program price cap, which is approximately $260.”
“Using this credit price range and the minimum targets to be set by the proposed amendments,” he continued, “I estimate pass-through ranges of $0.15 to $0.64 in 2025, $0.19 to $0.84 in 2030, and $0.34 to $1.47 in 2035.” An adjustment mechanism built into the new rule, which Duffy described as “both poorly written and poorly designed,” could trigger even higher increases. “Under such a scenario, pass-through costs near $1.50 per gallon by 2032 are quite possible.”
Danny Cullenward, a climate economist and lawyer and senior fellow at the University of Pennsylvania who serves as vice chair of California’s carbon market advisory committee, wrote in an Oct. 30 op-ed that state legislators “should be particularly concerned that CARB staff are being dishonest about LCFS costs.”
“So are biofuel subsidies really a top state priority, and how many billions of dollars should California drivers be asked to pay for them?” Cullenward wrote. “According to the staff of the Air Resources Board, no one can tell you.”
The road not taken
CARB had other options. Last year, CARB’s Environmental Justice Advisory Committee (EJAC), a group created to advise the board on environmental-justice issues, laid out an alternative proposal that would cap the amount of crop-based renewable diesel eligible for credits, and end the negative-carbon-intensity treatment provided to dairy biogas.
By reducing the expansion of credits from these fuels, this alternative approach could restrict supply, and thus increase prices for credits from other sources such as EV-charging stations and renewable diesel made from waste oils and non-food crops, according to analysis from a team of climate scientists led by Michael Wara, director of Stanford University’s Climate and Energy Policy Program. That analysis also found the EJAC plan would drive greater reductions than the CARB staff proposal of harmful local air pollution from large-scale dairy farms and refineries that produce renewable diesel.
CARB staff rejected the EJAC proposal, saying it would lead to higher price spikes and fail to achieve equivalent carbon reductions. Wara and colleagues involved in the EJAC analysis challenged that finding in comments submitted to CARB in February, and Wara told Canary Media in March that CARB staff have refused to provide information necessary to conduct an independent analysis.
Florez brought up that point as well in his Nov. 7 op-ed, noting that EJAC has “raised strong objections, pointing to CARB’s refusal to conduct a comprehensive assessment of emissions. Without transparent analysis, the air board cannot assure the public that its policies will protect California’s most vulnerable residents.”
(CARB)
Environmental and energy experts say the flawed LCFS program could have ramifications beyond California. Today, two other states — Oregon and Washington — have adopted clean fuel standards largely based on LCFS. New Mexico passed a law this year to establish a clean-fuels program, and eight other states are considering similar legislation. LCFS critics fear those programs will mimic CARB’s problematic biofuels policies.
Source link by Canary Media
Author Jeff St. John
#Californias #cleanfuel #plan #problems #worse
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Losses at Hyzon narrowed in the third quarter of 2024, but the hydrogen fuel cell electric truck maker’s cash reserves continue to erode rapidly.
Hyzon posted a loss of $41.32 million, or $7.74 per diluted share in Q3, down 6.2% from $44.06 million, $8.99, in the year-ago period.
Bolingbrook, Ill.-based Hyzon’s cash, cash equivalents and short-term investments on hand at the end of the most recent quarter totaled $30.4 million, compared with $55.1 million three months earlier and $112.3 million at the start of the year.
As a result, the company’s executives said during a Q3 earnings presentation to analysts that they are looking to raise more funds through the capital markets or obtaining strategic investments.
Hyzon is revolutionizing industries with hydrogen fuel cell technology! We deliver zero-emissions power for tough jobs, starting with commercial trucking. Hydrogen is powerful, accessible, and found everywhere—from water to waste. Refuel in the same time as diesel! pic.twitter.com/unxh6XhgD9
— Hyzon (@hyzon) November 8, 2024
Hyzon raised $4.5 million in working capital in July, but the company’s financial straits have become more dire since then, when it warned that layoffs and filing for bankruptcy protection were possibilities.
In late June, Hyzon hired investment house PJT Partners to carry out an operational review, raise funds and explore the sale of all or part of its assets as it sought to cut costs and slow its cash drain. PJT’s first conclusions from the review emerged in early July, with Hyzon announcing July 8 the shuttering of operations in the Netherlands and Australia.
When releasing its Q3 earnings Nov. 13, Hyzon said the winding down of its Australian and Dutch operations was largely complete.
Company officials remain optimistic publicly.
“I am pleased with the significant commercial and operational progress we have made this year while simultaneously reducing our [spending],” Chief Financial Officer Stephen Weiland said.
Meet the Hyzon HYHD8 200kW – redefining heavy-duty with zero-emission power! Delivering up to 200kW of hydrogen fuel cell energy, this truck is built to perform sustainably and tackle the toughest jobs. Learn more: https://t.co/RvvafpdHQs #Hyzon #CleanEnergy #ZeroEmissions pic.twitter.com/CiNucUN4cM
— Hyzon (@hyzon) November 5, 2024
“We began 2023 with an average monthly net cash burn in excess of $15 million, and through intentional, strategic actions we now have line of sight to a $6.5 million monthly cash burn by year-end. This was enabled through operational efficiencies, footprint rationalization and cost take-outs,” he added.
On the other side of the balance sheet, Hyzon’s revenue pipeline is starting to show signs of increasing flows.
Host Seth Clevenger and Features Coordinator Mike Senatore take you behind the scenes to unveil the 2024 Top 50 Global Freight Companies. Tune in above or by going to RoadSigns.ttnews.com.
Trials of prototypes of the company’s 200-kilowatt Class 8 tractor and refuse truck began in July. Thus far, 10 trials have been completed, and Hyzon is in commercial negotiations with the majority of these parties for potential orders, the company said.
The trial program will continue to expand, Hyzon said, with more than 30 fleets scheduled to carry out testing through February.
Hyzon secured a purchase agreement for 12 refuse trucks from GreenWaste in October, although the order is contingent upon Hyzon meeting certain commercial terms and specifications. Hyzon said the trucks could be delivered as early as the fourth quarter of 2025.
“The third quarter marked the next inflection point in Hyzon’s evolution, completing significant milestones that we previously committed to on the commercial, technical and financial front,” CEO Parker Meeks said. “These achievements mark a pivotal moment in Hyzon’s journey and the broader transition to zero-emission transportation, which is now in active commercialization.”
Hyzon began series production of its 200-kW Class 8 tractor Sept. 16. Production initially will take place at a Fontaine Modification facility in Charlotte, N.C.
The company intends to provide Fontaine with kits for the fuel cell system, battery packs and hydrogen storage systems. Fontaine adds these onto vehicle chassis. The current base chassis for Hyzon’s truck is a Freightliner Cascadia in two day-cab variants.
Hyzon’s milestones continued into the current quarter. On Oct. 8, the company began series production in Bolingbrook of the 200-kW fuel cell system set to power its trucks. The Bolingbrook facility will be able to produce 700 fuel cell systems a year on a three-shift basis.
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Chines battery supplier CATL could build a plant in the U.S.
The decision would hinge on whether Trump’s administration allows the Chinese to enter the market
CATL wanted to invest in the U.S. but to date the government’s said no
Chinese battery supplier CATL is open to building a U.S. factory if the incoming Trump administration allows it, the company’s founder said in a recent interview.
“Originally, when we wanted to invest in the U.S., the U.S. government said no,” Robin Zeng said in an interview with Reuters published Wednesday. “For me, I’m really open-minded.”
CATL has so far limited its U.S. presence to licensing deals with automakers. Ford in 2023 announced a Michigan battery plant to build lithium iron phosphate (LFP) batteries, which the automaker has said are a key to EV affordability. The battery cells produced there would be based on CATL tech, but the factory itself would be owned by Ford. An April report said General Motors may be seeking a similar deal with CATL.
Ford Mustang Mach-E, F-150 Lightning getting CATL LFP batteries
Even before Trump, who launched a trade war with China during his first term in 2017, was elected to a second term as president, that arrangement was already under threat.
Under existing Biden administration policy, vehicles with Chinese-made batteries do not qualify for a federal EV tax credit, nor do vehicles manufactured by entities in whose parent companies the Chinese government has a stake. A Republican bill, opposed by the current administration, would also eliminate tax credits for EVs making use of Chinese battery tech licensed by U.S. automakers.
Yet while Trump wants to prevent imports of cars from Chinese automakers—even if they’re assembled in other countries like Mexico—Reuters notes that in an August interview he was open to Chinese firms building cars in the U.S.
CATL Freevoy plug-in hybrid battery pack
“We’re going to give incentives, and if China and other countries want to come here and sell cars, they’re going to build plants here, and they’re going to hire our workers,” Trump said in August. Zeng appears optimistic that this policy will apply to batteries as well, telling Reuters that “I do hope that in the future they are open to investments.”
It remains to be seen what batteries CATL would produce in the U.S., but the company is currently expanding its commercial-vehicle battery-supply business in its home market, and recently launched a mixed-chemistry battery pack designed for plug-in hybrids.
Source link by Green Car Reports
Author news@greencarreports.com (Stephen Edelstein)
#China039s #CATL #open #building #battery #plant #Trump
There’s a good chance that whatever device you’re using to read this story runs off a battery made in China. And until very recently, that was true of a great many electric vehicles as well. That’s because the U.S., Europe, Japan and other parts of the globe spent decades outsourcing batteries and battery production to China for cost reasons. Then that country took this lead and ran with it to the point where it now accounts for more than 80% of battery manufacturing capacity, according to S&P Global.
Lately, the U.S. in particular has been playing catch-up. And the good news is that it seems to be working.
New details compiled last week by economic analyst and data journalist Joey Politano reveal that U.S. lithium-ion battery production has increased significantly in recent years, specifically since the passage of the Inflation Reduction Act (IRA).
Despite that legislation’s clunky name, it’s perhaps the most significant climate- and jobs-focused bills ever passed into law, packed with incentives to develop and manufacture green energy technologies—including batteries for EVs—domestically instead of abroad. In fact, according to Politano’s data, battery production is actually up 25% in the U.S. since 2023.
Politano told InsideEVs that his conclusion comes from two sources: the U.S. Census’ Manufacturers’ Shipments, Inventories, and Orders (M3) survey, and the producer price index for battery manufacturing from the Bureau of Labor Statistics. He tracks trends like these and more on his Substack as well.
His findings track with other studies we’ve seen that confirm this trend. According to International Energy Agency (IEA) data from May, China’s global investments in clean technology manufacturing and control of the battery space is actually down from 2022 and 2023. You can thank the rise in local manufacturing for much of that; investments more than tripled in the U.S. and Europe in 2023. It should also get even better when we can see the full data from this year; a full “40% of investments in clean energy manufacturing in 2023 were in facilities that are due to come online in 2024,” the IEA said in its report. S&P reports the U.S.’ investment in EV battery making was $40 billion between 2020 and the third quarter of 2023 alone.
Photo by: InsideEVs
This is true of battery use in the U.S. for our power grid as well. The Guardian recently reported that America has drastically ramped up the production and installment of huge backup batteries that can be used in power outages this year. “From barely anything just a few years ago, the U.S. is now adding utility-scale batteries at a dizzying pace, having installed more than 20 gigawatts of battery capacity to the electric grid,” the story said. “This means that battery storage equivalent to the output of 20 nuclear reactors has been bolted on to America’s electric grids in barely four years, with the EIA predicting this capacity could double again to 40GW by 2025 if further planned expansions occur.”
People tend to think of lithium-ion batteries purely in a car sense, but that’s only one part of what’s happening in America right now. Yet batteries and battery tech developments spread across the entire power space, and ramping them up here for use in cars is a great way to get things moving. This is how America gets good at doing so. Much of that in recent years has been tied to the IRA, which allowed automakers to offer a tax credit of up to $7,500 to purchase an EV if it, and its batteries, were made in North America. Since no automaker wants to compete against another without that advantage, battery factories are springing up all over the U.S. to support the EV sector—including in red and purple states.
Hyundai Motors Group Metaplant in Savannah, Georgia
That’s noteworthy here because now President-elect Donald Trump has vowed to repeal the provisions of the IRA, get rid of EV tax credits and incentives and claw back unspent funds. Whether he can is a question of open debate; killing all of the IRA would require an act of Congress, and many if not all elected officials would want to keep those EV and battery manufacturing jobs in their districts. Plus, the EV race is now a question of technological competition with America’s toughest geopolitical adversary. The car industry is certainly a big part of that, but it’s just one part; this race goes into almost everything that uses or will use electric power.
It’s true that the battery industry will very likely keep going on its own without subsidies. The demand for battery-powered devices isn’t going anywhere, and in the world of cars, sales of purely internal combustion vehicles peaked globally in 2017 and have been in decline ever since. But China invested a tremendous amount of national and regional funding into batteries, EVs and more; if the U.S. wants to have a shot at competing against such a giant and avoid becoming purely an importer of the world’s next-generation tech, the next occupant of the White House would do well to take note of what’s actually working right now.
Contact the author: patrick.george@insideevs.com
Source link by Battery Tech – News and Trends | InsideEVs
The 2025 Mazda CX-50 Hybrid is the third iteration of this compact crossover utility vehicle (CUV), following turbocharged and non-turbocharged gasoline-only models. The significance of the CX-50 Hybrid is pretty clear. Mazda has been late to electrification, only in the past year or so offering a hybrid and plug-in hybrid in the CX-70 and CX-90. Now with three hybrids in its line-up, Mazda is catching-up fast. Expect more soon.
The third CX-50 model
The CX-50 Hybrid is part of Mazda’s SUV/CUV quiver, smallest to largest, of the CX-30, CX-5, CX-50, CX-70 and CX-90.
Hybrid vs. Other Models
Going hybrid enters Mazda into the conversation of now having a more efficient compact CUV that will fill the needs of owners looking to drive cleaner and go further on a tank of gasoline.
Power, but more mpg
The CX-50 Hybrid has a 2.5-liter non-turbo engine mated to three electric motors. That package produces 219 horsepower (hp) and 163 pound-feet (lb.-ft.) of torque. The fuel economy is rated at 39 mpg city/37 highway/38 combined. The base price is $33,970.
In 242 miles driving in California’s Orange and San Diego counties we averaged 39.9 mpg. Fuel economy numbers reported by Clean Fleet Report are non-scientific and represent the reviewer’s driving experience using the dash gauge computer. Your numbers may differ.
For comparison, Clean Fleet Report has reviewed the previously-released CX-50 models with these engines, performance and fuel economy numbers, and base trim price.
The fuel economy increase in the hybrid is significant, and the price difference between the 2.5-liter gasoline-only model and the hybrid is reasonable at $2,320. Compare the fuel economy between these models, and then calculate the number of miles driven annually to see how many months it would take to match the price premium for the hybrid.
The Mazda CX-50 Hybrid comes standard with an electronically controlled continuously variable transmission (eCVT) and electronic all-wheel drive (e-AWD). The Mi-Drive has driver-selectable modes of Normal, Power and Trail, combined with a manual shift mode. The CX-50 Hybrid’s tow rating is 1,500 pounds.
The smooth shifting e-CVT instantaneously uses driving data, based on the selected drive mode, to deliver the best fuel economy as it seamlessly moves between running on electricity or the efficient hybrid engine. A helpful green EV light appears whenever it is running solely on electricity.
Drive Time
Mazda consistently produces the best-handling cars and SUVs that are not sold as a sport or performance model. Its engineers know how to design a chassis that produces high quality driving dynamics. The CX-50 Hybrid continues this long tradition as the ride was smooth and confident at highway speeds while agile when cornering. This is not surprising coming from a company that makes the fantastic handling MX-5 Miata.
A little more traction to go with the fuel economy
Adapting the gasoline CX-50 to a hybrid began with Mazda utilizing the Toyota Hybrid System that includes a gasoline engine, three motors, the e-CVT and standard e-AWD. The gasoline engine powers the front wheels while there are two electric motors in the front (a starter motor and a limited drive motor) joined by the more powerful traction motor on the rear axle. To accommodate the front motors, the transaxle was widened and the rear had to be redesigned to accommodate the e-axle. The 105-pound nickel-metal hydride hybrid battery, positioned beneath the rear seats, improved the front-to-rear weight distribution and lowered the center of gravity, which is always a plus for handling.
The suspension and chassis technology from the gasoline CX-50 models have not changed, which means the G-Vectoring Control system is carried over. Mazda’s G-Vectoring system adjusts engine torque, shifts weight to the front wheels in response to the steering wheel motion, increases steering response and applies a bit of the anti-lock brakes to ease cornering. The 4,008-pound curb weight felt solid, safe and confident in all driving conditions.
The feedback between the driver’s input and the car’s response is what makes a Mazda so easy to drive. When diving into a tight corner the CX-50 Hybrid dug in nicely with control by the dynamic stability and traction controls, G-Vectoring, and the 225/55 Goodyear Eagle Touring all-season tires on 19-inch machined alloy wheels with black metallic paint. On a continuing arc radius or a double apex, there was little steering input needed to correct and stay planted. The power-assisted ventilated front disc and rear solid disc brakes stopped well, but could have a bit more feel to them.
Jay Chen, powertrain performance manager, told us: “(With the) CX-50 Hybrid focusing on responsiveness, directness and liveliness, we feel it provides a harmonious driving experience.”
Soul of Motion Exterior Design
It’s all about the motion
In the past few years, Mazda has been positioning itself to be more upscale, hoping to become a near-premium brand. Employing its Kodo: Soul of Motion design theme, the CX-50 Hybrid has a slim front grille, narrow LED head and daytime running lights that take up as little real estate as possible on the front fenders. The turn signals are mere slits sitting just above the body-color lower fascia.
The long hood, laid-back windshield, short front and rear overhangs and the wide rear fenders give a commanding look. The black body cladding wraps completely around the CX-50 Hybrid, but can be a bit much, so it looks better against dark paint. Our tester was painted in Machine Gray Metallic that carried a $595 premium.
The body-color shark fin antenna, bright roof rails, panoramic moonroof, integrated spoiler over the raked power lift gate, bright twin exhaust ports and LED tail lights finish off the design. Had the rear wiper been tucked under the spoiler, it would have taken Mazda a step closer to near-premium.
Subtle “HYBRID” badges are found on the front fenders and lift gate.
Class-Above Interior
The driver’s in control
The interior is driver-centric with a bit higher seating position than the gasoline CX-50 due to the 35mm lift in body height. The CX-50 Hybrid Premium Plus, which we drove, was fully loaded with the hybrid-exclusive red leather interior that included front seats with top stitching. The driver gets 8-way power adjustments with lumbar and memory and the passenger 6-way power adjustments; both are heated and ventilated.
The rear seat comfortably holds two adults, three for short distances, and comes with a center folding armrest with cup holders and two USB-C ports.
The CX-50 Hybrid has ample leg and head room, with the cargo area measuring 43.1-cublic inches with the rear 60:40 seat upright; 75.4 inches when lowered. Mazda has targeted the CX-50 Hybrid, with seating for five, for people with active and outdoor lifestyles.
Rom for three; comfortable to two
The dash has a simple and clean, logical layout with plenty of soft touch materials. Three easy-to-read round gauges with black faces and white letters are part of a 7-inch TFT (Thin Film Transfer) LCD multi-information display for the speedometer, odometer, tachometer, average fuel economy, and exclusive to the hybrid, a power meter showing when the battery is charging or the amount of electricity or gasoline being used when running.
The center display, which is not a touch screen, measures 10.25-inches for the 12-speaker Bose Centerpoint premium sound system with AM/FM HD radio, SiriusXM, Bluetooth hands-free telephone and audio controls, Alexa Built-in, and wireless Apple Car Play and Android Auto. On some trims the Mazda sound system has eight speakers, but still comes with the same size screen.
The Commander wheel located on the center console controls the system. Alternately, you can use the controls on the leather-wrapped and heated steering wheel. The Mazda controller system has improved greatly over the years, but is still unique to those we find on other cars. With repetition, the Mazda system becomes comfortable to use, and you can negotiate most tasks without removing your eyes from the road.
Safety and Warranties
Ample room
The 2025 CX-50 Hybrid comes with i-Activesense that offers an extensive list of standard and optional safety features including front, side, and air curtain airbags, four-wheel power disc ABS braking system, dynamic stability control, traction control, adaptive cruise control, rear view camera, tire pressure monitoring system, blind spot monitoring, lane departure warning and lane keep assist, rear cross traffic alert, rear parking sensors, and an anti-theft alarm and engine immobilizer.
The 2025 CX-50 Hybrid comes with these warranties:
Hybrid/Electric Battery – Eight years/100,000 miles
Powertrain – Five years/60,000 miles
Basic – Three years/36,000 miles
Roadside Assistance – Three years/Unlimited miles
Corrosion – Five years/Unlimited miles
Pricing
The 2025 Mazda CX-50 Hybrid comes in three trims with these prices, including the $1,420 delivery, processing and handling fee.
Preferred $35,390
Premium $38,820
Premium Plus $41,470
Observations: 2025 Mazda CX-50 Hybrid
Zoom-Zoom may no longer be the company slogan, but fun-to-drive is the DNA that comes with the Mazda name. The CX-50 Hybrid is not marketed as a sport compact crossover, but is being positioned to families for errands, commuting and the occasional weekend adventure.
Designed for efficient fun
John Leverett, launch strategy manager, said: “The CX-50 Hybrid offers customers an option between the two gasoline-only CX-50 models with greater fuel efficiency and driving range. It is for customers that want a capable CUV with an efficient hybrid powertrain.”
Assembled in Huntsville, Alabama, Tom Donnelly, president and CEO of Mazda North America, told us the “CX-50 Hybrid comes at the right time as customers are looking for hybrid powertrains. We have seen strong demand for our CX-70 and CX-90 hybrid models.” Donnelly went on, saying: “We know the CX-50 Hybrid has the qualities to encourage owners to go on more road trips and engage in more outdoor activities.”
Mazda wants you to strap into the car seats and have fun with the kids on a family vacation, or grab your friends and take off for a few days to the mountains or beach. Visit your local Mazda dealer and take an extended test drive to see for yourself.
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Story by John Faulkner. Photos by John Faulkner and Mazda.
[See image gallery at cleanfleetreport.com]
Disclosure
Clean Fleet Report is loaned free test vehicles from automakers to evaluate, typically for a week at a time. Our road tests are based on this one-week drive of a new vehicle. Because of this we don’t address issues such as long-term reliability or total cost of ownership. In addition, we are often invited to manufacturer events highlighting new vehicles or technology. As part of these events we may be offered free transportation, lodging or meals. We do our best to present our unvarnished evaluations of vehicles and news irrespective of these inducements.
Our focus is on vehicles that offer the best fuel economy in their class, which leads us to emphasize electric cars, plug-in hybrids, hybrids and other efficient powertrains. We also feature those efficient gas-powered vehicles that are among the top mpg vehicles in their class. In addition, we aim to offer reviews and news on advanced technology and the alternative fuel vehicle market. We welcome any feedback from vehicle owners and are dedicated to providing a forum for alternative viewpoints. Please let us know your views at publisher@cleanfleetreport.com.
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Author John Faulkner
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When X Shore first followed up its flagship Eelex 8000 electric boat with the smaller and more accessible X Shore 1, the move proved to be an effective path to bring electric boating to more people. Now the company is building upon that same platform with the new X Shore 1 Bowrider.
To be clear, electric boats are far from becoming an impulse purchase. Well, at least outside of the most extremely low-cost models.
But compared to the Eelex 8000’s price tag of US $300,000, the comparatively more affordable Bowrider 1 at US $139,000 is solidly in the “Yes, I’m a dentist, but I don’t own my own practice” territory.
The point is, these boats aren’t cheap but they’re certainly getting closer to the budget of the kind of folks with boat money. And while they might not have reached cost parity with typical combustion engine-powered day cruisers, there are a lot of other major advantages to vessels like the X Shore 1 Bowrider.
For example, one major update on the Bowrider 1 is the conversion of the boat’s bow into a spacious seating area offering more relaxed riding. For anyone trying to carry on a conversation on a boat, you’ll know that trying to shout over the loud outboard engines can really put a damper on the day. That’s not a concern with electric boats, which are much quieter and allow the sounds of the water on the hull to take center stage.
And with more lakes and waterways moving toward zero emissions regulations, à la Italy’s Lake Como and Amsterdam’s famous canals, electric boats like these are in more demand than ever. The 63 kWh on-board battery offering up to 50 nautical miles of range makes the boat great for those relaxing weekends on the lake, and the 30-knot top speed opens the door to fun excursions, especially in the world of watersports.
“Our mission is to make boating one with nature by advancing sustainable performance, seamless technology, and functional design,” said X Shore CEO René Hansen. “The Bowrider meets the growing demand for recreation, high performance, and sustainability, setting new standards in electric boating.”
The open transom provides easy access as a swim deck, while the rest of the adjustable deck space and open passage toward the bow let owners customize the type of social experience they’re looking for.
The 6.5 meter (21 ft) boat’s hull is constructed using advanced materials, including glass fiber and carbon fiber, at the company’s Swedish factory. The boat also features smart tech, including integrating Garmin’s advanced marine technology with a 19-inch display for precise, real- time data on navigation, depth, and temperature.
With featured compatibility between X Shore’s app and Garmin smartwatches, owners can even monitor and control their boat remotely.
Electrek’s Take
I love seeing new models like this, especially when they can use existing platforms like X Shore did with its popular X Shore 1, helping to reduce the length and cost of development cycles. It’s still a little rich for my blood, but I’m also the guy who bought a $1,000 five-seater electric boat from China, so I’m probably not the target market for X Shore.
But I do think the future is bright for electric boats. It’s obvious that the recreational electric boating market is experiencing increasing growth as more enthusiasts look for sustainable, quieter, and lower-maintenance alternatives to traditional gasoline-powered boats. The numbers certainly aren’t huge yet, but they’re growing.
Advances in battery technology, alongside ever-shifting environmental regulations and the flow of consumer preferences, have opened up new possibilities like these for electric propulsion on the water. As more manufacturers continue expanding their lineups to include electric pontoons, fishing boats, and even larger solar-powered vessels, electric boating is set to become a mainstream option, reshaping the future of recreational boating. How long it takes until it’s truly mainstream though, only time will tell.
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Author Micah Toll
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The assessment evaluated 13 companies operating in at least two major regions worldwide, with requirements including hardware-agnostic, OCPP-compliant charge management systems. Vendors were assessed on their ability to deliver at least four core functionalities, including charge point management, energy management and smart charging, driver and fleet management, revenue management and billing, roaming support, white-label driver mobile app, and admin portal capabilities.
“As the EV charging market matures, charge point operators need solutions that combine comprehensive functionality with the flexibility to create differentiated offerings. We believe being recognized by IDC MarketScape validates our approach to enabling large-scale charging providers across global markets,” said Orlin Radev, CEO of AMPECO.
AMPECO’s charging management platform currently serves over 160 charge point operators and eMobility service providers across six continents, managing over 120,000 charging points worldwide. Through its comprehensive feature set and API-first approach, the platform supports diverse charging scenarios, including residential, destination, fleet, and high-speed charging networks.
The white-label, hardware-agnostic platform enables charging providers to maintain full control of their operations while leveraging enterprise-grade capabilities for charging station management, smart energy management, automated monitoring, and revenue optimization.
About IDC MarketScape IDC MarketScape vendor assessment model is designed to provide an overview of the competitive fitness of ICT (information and communications technology) suppliers in a given market. The research methodology utilizes a rigorous scoring methodology based on both qualitative and quantitative criteria that results in a single graphical illustration of each vendor’s position within a given market. IDC MarketScape provides a clear framework in which the product and service offerings, capabilities and strategies, and current and future market success factors of IT and telecommunications vendors can be meaningfully compared. The framework also provides technology buyers with a 360-degree assessment of the strengths and weaknesses of current and prospective vendors.
About AMPECO AMPECO enables large-scale EV charging providers to launch and scale their business operations under their brand. The company offers a white-label and hardware-agnostic EV charging management platform to cover all EV charging business cases. It has a comprehensive out-of-the-box feature set that allows quick go-to-market while providing unmatched flexibility and extensibility via API to enable businesses to build their differentiators. AMPECO supports more than 160 charging network operators in over 60 countries. It has been globally recognized by Frost & Sullivan, Financial Times, Forbes, Deloitte, and PwC for its technological product innovation and strategic business development.
![Beta Technologies founder completes first test flight in its production-intent eCTOL [Video]](https://ev-magazine.com/media/2024/11/1731593578_Beta-Technologies-founder-completes-first-test-flight-in-its-production-intent-696x364.jpg "Beta Technologies founder completes first test flight in its production-intent")
