Austrian solar manufacturer Sonnenkraft has debuted its new “Terracotta” solar panel that matches red-tiled roofs and is historic-building compliant.
Red solar panels
“With our new solar module ‘Terracotta,’ which is produced in Austria, we would like to make a contribution to ensuring that monument protection and sustainable energy production go hand in hand,” said Peter Prasser, managing director of St. Veit an der Glan-based Sonnenkraft. “The terracotta module is also the perfect solution for design-savvy customers with red tiled roofs and contributes to local added value.”
The 400W double-glass solar panels have red frames, and have general building approval from the German Institute for Building Technology (DIBt). They feature TopCon solar cells and have a power conversion efficiency of 20.02%. (Solar panel efficiency – how much sunlight a panel converts to electricity – typically ranges from 15-23%.)
Electrek’s Take
Solar panels are typically blue polycristalline or black monocrystalline, so panels made of “colored encapsulation material [that] achieves a homogeneous red effect,” as Sonnenkraft puts it, is something I’ve not seen before. In 2016, Tesla said it was going to develop red Tuscan Glass Tiles, but never did. (Let me know in the comments below if you have.) If they had lame power conversion efficiency, then it wouldn’t be a story – but they don’t.
These panels open up a new set of possibilities for listed buildings in Austria and beyond. There’s nothing wrong with wanting renewables that are aesthetically pleasing.
I have a brown metal roof. If there were solar panels that had the same efficiency and cost as the panels I have now that matched my roof, I would have gladly chosen them.
Read more: Nevada put big battery energy storage where a coal plant used to be
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Kia on Tuesday confirmed that its compact EV3 electric SUV will go on sale later this year. The production-bound EV3 is due to make its debut on May 23 and will in its shift from a concept vehicle to a production-bound one arrive “comprehensively equipped,” according to Kia, while also offering “outstanding performance through…
Kia has just posted some teaser images of its upcoming EV3 SUV – its latest all-electric model promising to be smaller, more affordable, and more “plant-based” than its current siblings in the “EV” portfolio. To mark the occasion, Kia has also shared the date and time for the global premiere of the new EV3, which will take place later this month.
If you’re reading the headline above and thinking, “Wait, I’ve already seen images of the Kia EV3 plenty of times,” you’re only half correct. We’ve been covering scattered details of Kia’s plans for a new compact SUV called the EV3 since the fall of 2023, when we learned its interior will feature plant-derived materials, including a center console made from mushrooms.
We even snapped some pics of it on display during the LA Auto Show. However, that was the EV3 concept sitting beside a conceptual design version of another potential model to follow, the EV4. Aside from the Concept, we’ve only seen camouflaged images of the Kia EV3 testing in Korea.
Since then, we have reported that Kia’s latest BEV model will also come in a sportier GT Line trim and was expected to debut in July at a starting MSRP under $30,000. Last month, we saw a silhouetted outline of the EV3 cleverly teased by Kia in an ad for the upcoming Disney/Pixar Inside Out 2.
Today’s images of the Kia EV3 still leave plenty to the imagination, but they offer the first genuine look at the compact SUV’s production-ready exterior without any wraps or shadows. Have a look.
Source: Kia
New Kia EV3 images tease global premiere later this month
Kia’s press release, which coincides with the fresh EV3 images, is short and sweet. It reiterates comments on the design cues that make the compact SUV true to the brand. For example, the EV3 borrows much of the same principles as the larger EV9, which has become a hit in the current market.
The EV3 also maintains Kia’s “Opposites United” design philosophy, including its “tiger face” grille and tall wheel arches to match the other BEVs in the portfolio. Per the release:
The teaser images showcase the bold, geometric and robust aspects of the EV3’s exterior design while highlighting its dynamic styling. These qualities are emphasized by the boxy rear fenders and tailgate, as well as the EV3’s signature Star Map lighting, which imbue the vehicle with a strong, futuristic identity.
With the arrival of the smaller and more affordable EV3, Kia believes it will bolster its all-electric offerings for consumers in terms of size and price, all while continuing to deliver performance and advanced technologies.
These teaser EV3 images weren’t the only exciting news from Kia’s latest release. The Korean automaker has confirmed that the global premiere event will take place in Korea on May 23, 2024, at 7 PM KST (6 AM ET) and will be live-streamed on the Kia Worldwide YouTube Channel.
We will be sure to follow up with more details as Kia ultimately unveils the EV3 on the 23rd.
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The Ram ProMaster is a Fiat design dating to 2014, but it now offers an up-to-date electric powertrain.
In January, Stellantis said its Ram truck brand would start selling the ProMaster EV, a battery-electric model of the ProMaster van that it restyled and updated for 2023. That van, launched in 2014 as the Fiat Ducato, is sold under multiple brands in Europe and elsewhere—but in North America, the company’s truck brand is Ram (no, not Dodge). So we’ve had Ram ProMasters since the 2015 model year, replacing the Dodge Sprinter van based on a design from previous owner Mercedes-Benz. Got all that?
It’s long been known that urban and suburban deliveries are one of the best duty cycles for battery-electric vehicles. This reporter recalls a presentation from the long-vanished British firm Modec, a startup making light delivery vans, which said even back in 2009 that fleet managers would see a lifetime payback on what were then very expensive BEV cargo vans.
The Ram ProMaster EV’s per-mile operating costs are undoubtedly just a fraction of those for its siblings powered by the company’s 3.6-liter V6 gasoline engine, but the new EV is still quite pricey. It starts just under $90,000, including the mandatory destination fee, while the cheapest gasoline Cargo Van version costs half that. The gas version wins on payload, too, holding 700 to 1,500 pounds more cargo than the EV’s maximum of up to 3,020 pounds.
Taking their time
It’s taken a while to get electric vans into the US market at all. Ford announced its E-Transit only in November 2020, and deliveries started in February 2022. GM started an entirely new brand—BrightDrop—in 2021 to sell not just EV commercial vans but electric cargo containers that work with them, all based on its new Ultium EV platform. Production of those vans was halted in September 2023 as GM struggled to get its higher-volume Ultium-based passenger vehicles into production, but resumed in April.
That makes Ram’s announcement significant, because Stellantis is the last of the 2.5 Detroit automakers to offer a battery-electric van for the delivery fleets found throughout the US.
None of the “import” brands currently offer light commercial EVs in the US. Nissan never offered its e-NV200 compact electric van here (and the gasoline NV200 itself is now gone too). After an abortive effort to offer a third-party electric conversion of the first-generation Transit Connect, Ford hasn’t done another compact EV delivery van. (Now it’s even withdrawn that compact van from the US market, shortly after Ram itself killed off its ProMaster City counterpart in 2023.)
Ram is importing its ProMaster EVs from Saltillo, Mexico, while Ford builds E-Transit vans at its Kansas City Assembly plant in Missouri. GM’s BrightDrop vans are assembled in Ingersoll, Canada.
Target: Ford E-Transit
The specs on the ProMaster EV seem designed to go head-to-head with the E-Transit, which Ford just updated for 2024. The ProMaster EV’s 110-kilowatt-hour battery pack is larger than the E-Transit’s newly enlarged 89 kWh, and Ram quotes a “targeted range” of up to 162 miles “in city driving” against the Ford’s estimated 159 miles (for low-roof cargo vans).
The ProMaster EV’s 110 kWh battery pack is larger than the Ford E-Transit’s newly enlarged 89 kWh, and Ram quotes a “targeted range” of up to 162 miles “in city driving” against the Ford’s estimated 159 miles (for low-roof cargo vans).
The Ram’s battery powers a 200 kW (268 hp) motor driving the front wheels, rated at 302 lb-ft of torque. All-wheel drive is not offered. The Ford, while almost identical on power, has a rear-mounted motor that’s rated at 198 kW (266 hp) and produces 317 lb-ft of torque.
Unusually, Ram offers a choice of no less than four DC fast charging speeds: 50 kW, 85 kW, 125 kW and 150 kW. (In comparison, the Ford E-Transit added a second onboard charger for 2024, boosting its peak charging power to 176 kW from the previous 115 kW peak.) We’re not aware of any other maker with the variety of charging speeds offered by Ram. Ram also offers a Level 2 wall charging station capable of delivering up to 11 kW.
Specs for commercial users
The ProMaster EV comes in two versions: the Delivery model, with a “super-high” roof and an aluminum roll-up rear door, and two Cargo models with conventional rear “church doors,” one with a 12-foot cargo length and one with 13 feet. The Delivery model also eliminates the side cargo doors and even the passenger seat, but has a right front “pocket door” for easier access. All three versions ride on the same 159-inch wheelbase. The Delivery model can be ordered now, while the two Cargo versions will be available for order later this year, though Stellantis did not specify when. Ultimately, Ram says, five models will be available, spanning two roof heights, two cargo lengths (12 feet and 13.5 feet), and two body styles.
Ultimately, Ram says, five models will be available, spanning two roof heights, two cargo lengths (12 feet and 13.5 feet), and two body styles.
The Delivery configuration, the first to go on sale, has a higher roof and offers up to 2,030 pounds of payload—perhaps suited to Amazon cartons, though maybe not to an entire load of industrial components or heavier goods. The two Cargo models’ payload is higher, rated at 3,020 pounds.
Ram says the ProMaster EV has the most vertical side walls of any available cargo van, and that its cargo height and width are best-in-class 86 inches and 75.6 inches respectively. Total cargo volume is 524 cubic feet, identical to that of the gasoline ProMaster.
Telematics key for fleets
Crosstown competitor Ford has split out its commercial vehicles and data services into the Ford Pro unit, which it expects to be a major profit center for the company as it transitions to EVs over the next 15 years. Ram, too, offers a suite of telematics services to let fleet managers monitor their vehicles, oversee driver behavior, and maximize the efficiency of routing, usage and in the case of EVs, charging.
Fleet-friendly features include Ram Telematics, which tracks vehicle locations, provides real-time diagnostics and performance data, and offers driving insights to optimize route efficiency, promote safer driving and cut energy usage. Last-mile navigation features offer drivers instructions to get from the van’s parking spot to their final delivery destination, via the company’s UConnect infotainment interface and its companion smartphone app.
A crucial feature for fleets will be the Charging Station Locator, for drivers whose routes exceed the van’s rated range. EV Dynamic Trip Prediction keeps an eye on remaining range, modeling it against the predicted energy use.
Another crucial feature for fleets will be the Charging Station Locator, for drivers whose routes exceed the van’s rated range. EV Dynamic Trip Prediction keeps an eye on remaining range, modeling it against predicted energy use. Operating information appears inside the vehicle on a reconfigurable 10.1-inch Uconnect touchscreen in the center of the dash. Android Auto and Apple CarPlay are standard.
Automated driver assistance for safety
While delivery vans were once spartan, basic vehicles, they now come equipped with standard and optional features that rival any passenger car on the market. The Ram ProMaster EV comes with forward-collision alert, crosswind assist, post-crash braking, driver-drowsiness detection, traffic-sign information and automatic high beams—all as standard equipment.
Because the most requested feature for large-van buyers is better visibility around the entire vehicle, the ProMaster EV includes a high-resolution backup camera with dynamic grid lines that show the vehicle’s trajectory as it backs up. A video rear-view mirror that shows an unobstructed view from a rear-facing camera is optional, as is Surround View 360-degree camera display.
Active Driving Assist comprises adaptive cruise control with lane centering, which Stellantis terms an SAE Level 2 automated driving system. It requires not only that the driver keep eyes on the road, but also hands on the wheel—unlike GM’s Super Cruise, Ford’s BlueCruise, or the Mercedes-Benz Drive Pilot, all of which allow hands-off operation as long as the driver watches the road. That said, neither the Ford E-Transit nor GM’s BrightDrop electric vans offer hands-off adaptive cruise control either.
This article first appeared in Issue 67: January-March 2024 – Subscribe now.
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The Solar Scooters Solar E-Clipse 2.0 packs a lot of power into a lightweight package, making for a quick and nimble ride both on- and off-road. With a top speed of up to 60 mph capable from its 10kW (peak) motor, and a potential range of up to 70 miles per charge when driven tamely, this light e-moto is ridiculously fun to ride.
The light e-moto scene is heating up, and we’re starting to see a lot more entries in this segment of the e-mobility market, which bridges the gap between electric bicycles and electric cars. Advancements in electric motor and battery technology have made it possible to build powerful electric 2-wheelers with loads of torque, paired with a good-sized battery and a lightweight frame, at a price point that doesn’t require taking out a loan to pay for one. They do tend to cost more than your average e-bike, but then again, so does a conventional motorcycle, and with an e-moto like the Solar E-Clipse, you don’t even have to learn how to shift gears, making it a great entry-level motorcycle.
Assembly
The Solar E-Clipse came in a box not that much bigger than most of the e-bikes I’ve received over the years, and while it was delivered via a semi and weighed about twice as much as an e-bike in a box, it was easy enough to move around with a handtruck to get it where I needed in order to start assembling it. And the assembly, once all the parts were separated and laid out, was a simple affair, as it mostly consisted of installing the front wheel and handlebar, and because all the required tools were included and the assembly video walks you through it, it took less than an hour. A second pair of hands could have been helpful when putting it together, but even without a motorcycle stand, the assembly was a piece of cake.
Once the E-Clipse was fully assembled and the battery connected, I took it for a brief shake-down ride to make sure everything was in order, and then hooked it to its charger and let it get a full charge. Later that day, I spent some time dialing in the front and rear suspension for off-road riding, and getting familiar with all of its functions and how it handled at low speeds, and then took off for an afternoon of trail-riding.
First Impressions
The E-Clipse has a key fob to turn the bike on and disarm the alarm, and once the bike powers up, there is a safety feature that essentially puts it into “Park” until the kickstand is up and a power level is selected. Because of that feature, it’s much less likely that a rider will accidentally twist the throttle and have the bike take off before they’re ready. With a gas motorcycle, when the engine is on, you can hear it, but because electric motorcycles don’t make a noise when they are on, and because they don’t have a transmission with a Neutral setting, it’s quite possible to inadvertently blip the throttle and have an embarrassing (and maybe dangerous) accident. That said, like with most electric 2-wheelers, when the brakes are applied, the motor cuts out, so the E-Clipse won’t throw you if you twist the throttle while one or both brake levers are pulled.
There are two power modes — Eco and Sport — and while the Eco mode has plenty of oomph and decent acceleration, it doesn’t overwhelm the rider, which means that it’s really easy to get started riding even as a beginner, as it doesn’t feel like it’s going to buck you off when accelerating. It’s still quick when ridden in Eco mode, but not too torquey, and the throttle offers a smooth response, which goes a long way toward rideability when getting used to a new bike.
Sport mode, however, is a whole ‘nother animal. This is where the E-Clipse really shines, in my opinion, as the full power of the bike’s controller, motor, and battery are unleashed in Sport mode. The throttle still has a smooth response, but it feels much more sensitive to rider input than when in Eco mode, and goosing the throttle from a full stop will spin the rear wheel and then rocket you down the road, so it can take a little getting used to. Sport mode also makes short work of steep hills, even from a dead stop, whereas getting started from a standstill on at least one steep hill in Eco mode was a little underwhelming.
The Solar E-Clipse has dual disc brakes that are plenty grabby for most purposes, but the bike also has regenerative braking, which adds to the stopping power when pulling the brake levers, and a separate regen thumb lever on the handlebar enables the E-Clipse to slow itself without wearing down the brake pads while adding electrons back to the battery at the same time. I really liked the regen feature, and although I didn’t use it much when riding off-road, I found myself using it quite a bit when riding in and around town. The regen lever is located on the right grip, next to the throttle, which felt weird at first, but which quickly became second nature when slowing down.
The front suspension fork, which has 203 mm of travel and both preload and rebound adjustability, allows the front end of the E-Clipse to be quickly adjusted to handle well both off-road and on pavement, and the rear adjustable shock does the same for the back of the bike. The E-Clipse just floated over all the bumps and roots and rocks on trails with the suspension set as soft as it would go, while tightening up both the front and rear for road riding kept the E-Clipse nimble and stable while on pavement. The only less than optimal comfort feature for me was the seat, which isn’t so much uncomfortable, per se, but which could probably benefit from more padding on longer rides.
The bike came with some passenger foot-pegs, and I was able to convince a friend to be a passenger, you know, “for testing purposes,” so it’s definitely possible to carry another person, as the E-Clipse has plenty of power and the suspension had no problem with the added weight. However, seeing as how the Solar E-Clipse is a lightweight motorcycle at just 138 pounds, which makes it a good candidate for a beginner bike, riding with a passenger means having nearly double the weight of the machine (at least) on the seat, which felt fine at lower speeds scooting around town, but I was wary of going full-out with a passenger onboard on roads with a lot of twisty bits, just out of an abundance of caution. A seasoned rider with a lot more hours on the E-Clipse may have no problem, so your mileage may vary.
The E-Clipse has a 72v 45Ah battery pack with a stated range of up to 70 miles in Eco mode going about 30 mph, with Sport mode and higher speeds lowering that range to around 40 miles or so. That seems accurate in my experience with the bike, and I found that frequent use of the regenerative braking feature when slowing down went a long way toward maximizing range. The 10A charger was able to ‘fill’ the battery in just a few hours — the product page states “3-4 hours,” but I didn’t ever fully drain the battery and then charge it to full again, so while I can’t verify that exact figure, it seems about right to me.
Final Thoughts
The Solar E-Clipse 2.0 is a heckuva lot of fun to ride off-road, and can definitely handle just about any terrain, but I drew the line at jumping it and catching big air, partly because I didn’t have protective gear for my lower body in the event of a wipeout, and partly because the user manual specifically states that it is “not designed for extreme driving! Do not jump or use for unintended purposes!” That being said, the E-Clipse felt like it could handle a bit of rough stuff, especially with a light rider (such as my 130-ish pounds), but I didn’t feel comfortable testing that assumption on anything other than mild bumps and jumps. Over time and with more familiarity with the bike, I’m sure that I’d be OK pushing the edges a bit on the E-Clipse, and that the limiting factor is most likely to be my own skills rather than the build of the bike.
One noticeable difference between a gas-powered motorcycle and the E-Clipse is the lack of a transmission, so there’s no clutch to manage and no shifting required, and that makes for a very approachable bike for new riders. Another difference, which most likely will only affect experienced riders, is that applying either brake lever makes the motor cut out, so it’s not possible to do standing burnouts or to drift around corners — or at least I haven’t figured that out yet. There might be a workaround or a way to jailbreak the controller to allow it if that’s your thing, but I didn’t attempt it.
The E-Clipse has a VIN and can be configured to be street legal with the addition of mirrors and a rear license plate holder (included), as the bike has turn signals, a headlight and tail/brake light, and a horn, so it can be registered and insured for on-road use with a motorcycle license. For personal transportation for commuting, errand-running, and the like, the E-Clipse can be a fun zero emission ride with very low ‘fuel’ costs, and in my opinion, the only serious limitation(s) might be the lack of on-board carrying capacity (the company does show a dual storage box option on the product page, but has no other info on that on the site) and maybe the range if you have a long commute. The unit I received has knobby 19″ enduro tires/wheels on it, which is great for off-road riding, but if the E-Clipse will be ridden mostly on pavement, there is also the option to have it fitted with 16″ street tires/wheels instead.
My experience with the E-Clipse 2.0 so far has been ridiculously fun, as it has loads of torque to get up and moving very quickly — even on steeper grades — and its top speed of 60-ish mph is plenty fast for a bike this size. It is capable of carrying a passenger, and it can be made road-legal and registered for street riding. The E-Clipse is also a nimble bike that handles well both on- and off-road, and it’s light enough to be able to be loaded in the back of a pickup (or even a large SUV maybe) to transport it for riding on trails or dirt tracks. Solar Scooters has the E-Clipse 2.0 priced starting at $5995, with free shipping in the US.
Disclosure: Solar Scooters sent the E-Clipse to the author for review purposes.
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Head below for other New Green Deals we’ve found today and, of course, Electrek’s best EV buying and leasing deals. Also, check out the new Electrek Tesla Shop for the best deals on Tesla accessories.
Juiced Bikes Mother’s Day sale takes $100 off e-bikes
Juiced Bikes has launched a Mother’s Day sale that is taking $100 off all purchases of $500 or more – including most of the brand’s e-bike models, with all discounts being automatically applied at checkout. The most affordable amongst the bunch is the RipRacer Fun-Sized Fat-Tire e-bike for $1,049 shipped. Already down from its usual $1,499 price tag, this e-bike was featured in many holiday and flash sales throughout 2023, often landing between $1,099 and $999. Since the new year began we’ve seen a few discounts, with February seeing the biggest drops, first to the $899 low and then later to $949. Today’s deal comes in as a combined 27% markdown off the going rate, giving you a solid $400 in savings and landing at the third-lowest price we have tracked. Currently the blue and black models are sold out, with only the green colorway available.
Juiced’s RipRacer e-bike comes equipped with a 750W motor and an upgraded G2 52V lithium-ion battery allowing it to reach top speeds of 20 to 28 MPH depending on your throttle and pedal assist usage, while also offering a range of 35 to 55+ miles. It features five levels of pedal assistance alongside a standard cadence sensor. You’ll also receive a more humble collection of accessories than some of the brand’s other models like hydaulic disc brakes, a 1,050-lumen headlight paired with a 2-mode taillight, knobby fat-tires for smoother off-road joyrides, and a back-lit LCD display that keeps you informed of real-time metrics as well as allowing you to adjust riding settings.
Jackery flash sale takes up to 42% off power stations, bundles, and accessories
Jackery has a short-term flash sale currently going through tomorrow, May 8, that is taking up to 42% off a selection of power stations and bundles. One of the notable standouts among the offers is the Explorer 2000 Pro with two 200W Solar Panels for $1,899 shipped, after using the on-page coupon/promo code MAY1400 at checkout for $1,400 off. Down from $3,299, this particular combo usually only sees discounts on occasion during big sales and holiday events, with 2023 never seeing it fall below $2,000. In the new year we’ve seen prices fall lower, first to $1,999 in January and February and then to $1,899 since March. Today’s deal comes in as a repeat 42% markdown off the going rate and lands as a return to the all-time lowest price we have tracked.
The Explorer 2000 Pro offers a 2,160Wh capacity that can provide a 2,200W max power output. It is able to fully charge from 0 to 100% in just two hours via a wall outlet or in less than three hours via six Jackery SolarSaga 200W solar panels. It offers eight ports to cover all your device’s charging needs: three ACs, two USB-As, two USB-Cs, and one car port. You’ll also be able to sync your smartphone with the power station in order to monitor and adjust settings in real-time via the app, allowing you to see remaining battery levels, customize settings and manage power consumption wherever you roam.
Explorer 2000 Plus with two extra batteries and two 200W solar panels: $4,369 (Reg. $6,499)
Jackery accessory discounts:
Greenworks 3,000 PSI Electric Pressure Washer Combo Kit returns to $429 for today only
For today only, Best Buy is offering the Greenworks 3,000 PSI Electric Pressure Washer Combo Kit for $429 shipped. Normally fetching $679, this particular combo kit has spent most of this year regularly bouncing between its all-time low of $310 and its MSRP – at less frequent rates than you’ll find on the other more simplified kits for the same model. It only matched its lowest markdown twice, during July’s Prime Deal days and September’s Labor Day sales. Today’s deal comes in as a repeat 37% markdown off the going rate and lands among some of the lowest prices we’ve seen. While it’s not necessarily at some of the lowest rates that is has been in the past, this is still a solid $250 discount that gives you excellent equipment for your tool arsenal at an affordable price.
This pressure washer comes equipped with a 14A TruBrushless motor that generates 3,000 PSI at a 2.0 GPM flow rate. It sports an onboard one-gallon detergent tank and features a wide array of accessories: 25 feet of non-marring, high-pressure hose, a surface cleaner attachment, one turbo nozzle, one soap nozzle, one 15-degree nozzle, one 25-degree nozzle, and one 45-degree nozzle – it even has on-board space for all these attachments for easy storage, convenient transportation, and quicker applications. You’ll also be getting the additional accessories of a short gun kit, microfiber mitts, and a 15-inch surface cleaner. Like most Greenworks pressure washers, it also features a Total Stop System, which automatically shuts off the pump when the trigger is not engaged, saving you energy, money, and extending your pump’s life.
The savings this week are also continuing to a collection of other markdowns. To the same tune as the offers above, these all help you take a more energy-conscious approach to your routine. Winter means you can lock in even better off-season price cuts on electric tools for the lawn while saving on EVs and tons of other gear.
Two battery-electric trucks charging at WattEV’s Bakersfield, Calif., charging facility. (WattEV)
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WattEV opened a battery-electric charging depot in Bakersfield, Calif., on May 6, its largest yet, the company said.
The Bakersfield depot, WattEV’s fourth facility, offers charging on lanes connecting the San Joaquin Valley’s agricultural sector and growing warehousing complexes to ports and other inland destinations, the Long Beach, Calif.-based company said.
California is the top state in the United States by agricultural output, according to federal data. The San Joaquin Valley includes all or part of eight California counties: San Joaquin, Stanislaus, Merced, Fresno, Madera, Kings, Tulare and Kern. Seven of those counties are in the top eight by agricultural production, according to state data.
A 119-acre site, the truck stop includes a solar-powered microgrid with a battery energy storage system and offers megawatt charging capabilities. The size of the facility will allow WattEV to test a lot of technology, according to the company. The site took three years to build at a cost of $20 million.
The Bakersfield site operates 5 MW of solar capacity, and there is space to expand that total to 25 MW, WattEV CEO Salim Youssefzadeh told Transport Topics. The site uses 25 MW from the grid and on-site power generation when operating at capacity.
Drivers can use 16 dual-cord 360-kW chargers connected to the grid as well as 15 single-cord 240-kW combined charging system chargers and three 1,200-kW chargers drawing power from the site’s solar array. Dwell time while refueling using the megawatt charging system connectors is set to be less than 30 minutes, the company said. MCS connections are key to what WattEV wants to do for longhaul freight, Youssefzadeh said.
Charging with a CCS-1 connector takes two or three hours, which is fine for drayage or middle-mile trucks, he said, while longhaul freight needs minimal dwell time.
The layout of WattEV’s Bakersfield, Calif., charging facility. (WattEV)
All of WattEV’s sites will offer CCS and MCS, said Youssefzadeh. WattEV’s two existing sites are to set introduce MCS connectors within the next 12 months, he added.
WattEV has a pipeline of at least 15 facilities as it looks to build out a West Coast charging network. Youssefzadeh expects all 15 sites to be operational within the next two years.
RELATED: FHWA Releases Grants for Electric Truck Chargers
Over the past month, WattEV opened three charging facilities in California, adding to the Port of Long Beach depot that began operations in July 2023. The other locations are San Bernardino and Gardena.
All future WattEV depots will include MCS charging. “Reducing the charge time to less than 30 minutes for a 300-mile range will be a game changer in the adoption of electric trucks,” Youssefzadeh said.
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International EV charging network Allego, headquartered in the Netherlands, plans to supply high-power EV chargers with capacities of up to 400 kW to hundreds of Ford dealerships across Europe.
Deployment of the technology to Ford’s public BlueOval Charge Network, which includes 600,000 charging points across 36 European countries, is expected to begin this year. Ford customers will benefit from preferential rates when paying for charging using their FordPass Charging Card, the FordPass app or Plug & Charge, while other drivers will be able to pay using debit or credit cards.
Ford aims to have a 100% electric line-up of passenger and commercial vehicles in Europe by 2035.
“Ford believes charging infrastructure is one of the keys to giving consumers the confidence to make the switch to electric,” said Joerg Hofmeister, Ford’s European Head of Charging & Energy, Ford Model e. “Our new partnership with Allego is going to make the charging experience faster and more convenient for our customers.”
Tesla Semi is getting into the hands of two more big customers as the program finally appears to be ramping up.
There’s no sugarcoating it. The Tesla Semi program has seen some fairly serious delays.
It was first unveiled in 2017 and it was supposed to come to production in 2019. Instead, it came to production in late 2022 and it has been in extremely limited production since.
For over a year, Tesla Semi was only used internally and by Pepsico.
However, we have seen the electric vehicle in the hands of several more customers recently.
We reported on a Tesla Semi being spotted used by Martin Brower and one by food distribution giant Sysco.
Now, Tesla Semi has been spotted being used by a few other customers. A TEsla Semi was seen pulling a Walmart trailer:
Walmart holds one of the biggest reservations for Tesla Semi with 130 units pre-ordered.
Furthermore, a Tesla Semi was also spotted pulling a Costco trailer this week:
Unlike Walmart, Costco hasn’t announced ordering the Tesla Semi.
Nonetheless, that’s four new customers using the electric truck in about a month, while only one has been using it for a year.
Tesla recently said that it now plans for the electric truck to enter volume production late next year and start wider customer deliveries in 2026.
The Tesla Semi is capable of traveling 500 miles on a single charge with a full load, according to Tesla.
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More local governments across Michigan see EV charging as a relevant issue, but the number is still fairly low, according to a new University of Michigan survey, and those interested in EV charging see cost as a barrier.
While the survey is Michigan-specific, it’s the traditional hub of the auto industry and probably represents a greater awareness in rural areas of EV tech versus other states. Conducted last fall, it increased interest from local governments compared to a previous study conducted in 2019, but still leaves some room for improvement.
Just under 40% of local leaders surveyed said EV infrastructure planning is somewhat or very relevant—a 23% increase from 2019. Just over a quarter said EV charging isn’t relevant in their jurisdictions, compared to 40% in 2019.
2022 GMC Hummer EV pre-production at Factory Zero plant in Detroit, Michigan
Over a third of respondents (34%) said their community had too few public charging stations, up from 29% in 2019. A majority of those surveyed (53%) pointed to the cost of adding EV charging stations or lack of interest among residents (51%) as major barriers to further infrastructure expansion.
The survey also found an urban/rural divide, with village and township officials less likely to say that planning for EV charging is very relevant to their jurisdictions (at 14% and 10%, respectively) compared to officials of cities and counties (32% and 30%).
Rivian Waypoints chargers at Holland State Park, MI – Photo by Diane Dawson Wilks, c/o Michigan DNR
On the federal level, the Biden administration’s 500,000-charger national network will be laid out across some rural regions and small towns, but it depends on designated alternative fuel corridors. The administration has provided additional funds focused on rural areas—called out ambiguously as “low-income communities and non-urban areas” and depending on statistical designations.
Some smaller California cities and rural counties have been very eager to share their success with EVs and charging, but that was at the early adopter stage and at a time when EVs were less politically polarizing. Meanwhile, installing Level 2 chargers for commuters, shoppers, and more will definitely help in rural areas, too. And they don’t cost much.
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Kia on Tuesday confirmed that its compact EV3 electric SUV will go on sale later this year. The production-bound EV3 is due to make its debut on May 23 and will in its shift from a concept vehicle to a production-bound one arrive “comprehensively equipped,” according to Kia, while also offering “outstanding performance through…
