The category includes new furnaces that can use hydrogen instead of coal to produce iron for steelmaking. Green hydrogen made from renewables remained costly and in scarce supply, leading producers like Europe’s ArcelorMittal to delay making planned investments in hydrogen-based projects. Electric arc furnaces — which turn scrap metal and fresh iron into high-strength steel using electricity — are also considered clean steel projects. Mainland China saw a sharp decline in funding for new electric furnaces as steel demand withered among its automotive and construction industries.
Investment held flat in 2024 for new facilities that use “low-emissions hydrogen” instead of fossil gas to produce ammonia, a compound that’s mainly used in fertilizer but could be turned into fuel for cargo ships and heavy-duty machinery. However, funding declined last year for circular economy projects that recycle plastics, paper, and aluminum, as well as for bio-based plastics production.
BNEF found that, unlike in 2023, few developers of new clean steel and ammonia facilities allocated capital for “co-located” hydrogen plants and renewable energy installations. Likewise, fewer commitments were made to install carbon capture and storage units on polluting facilities like cement factories and chemical refineries.
Whether these investment trends will continue in 2025 depends largely “on a few crucial policy developments in key markets,” Allen Tom Abraham, head of sustainable materials research at BNEF, told Canary Media.
In the United States, companies are awaiting more clarity on the future of federal incentives for industrial decarbonization. The Biden administration previously directed billions of dollars in congressionally mandated funding to support cutting-edge manufacturing technologies and boost demand for low-carbon construction materials — money that is now entangled in President Donald Trump’s federal spending freeze.
Investors are also watching to see what unfolds this month in the European Union. Policymakers are poised to adopt a “clean industrial deal” to help the region’s heavily emitting sectors like steel, cement, and chemicals to slash emissions while remaining competitive. And in China, the government is drafting new rules aimed at easing the country’s overcapacity of steel production, which could impact the deployment of new electric arc furnaces.
“Positive developments on these initiatives could boost clean-industry investment commitments in 2025,” Abraham said.
Hyundai and Kia are looking to combine battery-pack cases with vehicle structural components for greater packaging efficiency.
In a patent filing published by the United States Patent and Trademark Office (USPTO) Nov. 14, 2024, and first submitted by the automakers to that agency Oct. 26, 2023, Hyundai and Kia discuss having a vehicle’s floor double as the upper panel of a battery pack case. This would make better use of available space, allowing more modules to be fitted, the automakers argue.
Hyundai and Kia battery case floor patent image
This would more closely integrate the battery pack with the vehicle’s structure, several major components of which would attach to the floor panel that also serves as the upper battery case panel. These include side sills and cross members, with some of the latter potentially blended with the floor panel by using an extrusion fabrication method.
Battery modules would be placed underneath the floor, potentially in voids not occupied by crossmembers, with front and rear barriers protecting the pack and integrated with the side sills, the automakers say in the filing.
Hyundai and Kia battery case floor patent image
Other companies have also explored structural battery packs. Tesla outlined its own design at its 2020 Battery Day, claiming at the time that a structural battery would offer a 10% mass reduction, a potential 14% range increase, and 370 fewer parts with battery cells essentially incorporated as part of a honeycomb against the underside of the vehicle floor. Startup Canoo made structural batteries part of its unique skateboard platform, but retaining modules while still claiming a 90-pound weight reduction.
Last year, Chinese startup Neta Auto said it was working with battery supplier CATL to ditch battery packs and integrates cells directly with a vehicle’s chassis, taking CATL’s cell-to-pack tech one step further. Beyond that, researchers have also looked at using body panels as batteries, although the various structural battery pack concepts are likely closer to production.
Source link by Green Car Reports
Author news@greencarreports.com (Stephen Edelstein)
#Hyundai #Kia #working #structural #battery #packs
Are you thinking about starting a project car? If so, you’ll need to research and plan before you start. In this blog post, we’ll walk you through everything you need to know to get started on your project car. We’ll cover topics such as choosing the right car, gathering parts and tools and making a budget. By the end of this post, you’ll be ready to start your project car confidently!
Research the Car You Are Interested In
Researching the car you are interested in is one of the most important steps when getting started on your project car. Knowing the ins and outs of the make, model, year and features will give you a better understanding of what you are attempting and save you valuable time, money and headaches further down the line. Once you have settled on a single car, to begin with, start familiarizing yourself with all of its components. The more knowledge regarding each part that can be gained, the greater your success in restoration. Research reviews and articles, watch tutorial videos and talk to people who already own or have worked with similar vehicles. This education will be useful when ordering parts or taking your car into the shop for help fixing certain components. With groundwork like this established before diving into your project car adventure, things should go much more smoothly for you– as long as you stay true to your original plan!
It all starts with a vision
Calculate Your Budget
Calculating your budget is vital in getting your project car off the ground. You’ll need to determine how much money you can realistically dedicate to buying and working on the car and future maintenance costs. It’s also important to factor in any additional tools or materials you might need before buying them and keep a running total to know when to re-evaluate and adjust if necessary. Consider long-term costs such as registration, insurance, fuel and oil changes, and keep a close eye on how much it will cost from start to finish so your money will be well-spent. You should also research online forums and read up on different solutions until you have all the information you need to make your budget work for you and your project car.
Find Reliable Sources for Parts
You’ve finally decided to take the plunge and start working on that old car you’ve meant to fix for years. Congratulations! You’re about to embark on a fun and challenging journey. The first step is finding reliable sources for parts.
Here are a few things to remember when looking for parts for your project car. First, the exhaust system is an excellent place to start. You’ll want to find an exhaust system compatible with your car’s make and model and one that fits your budget. You can find exhaust systems at most auto parts stores or online at sites like Amazon or eBay.
Regarding other parts, it’s essential to research and ensure you’re getting the best quality products for your money. Companies like Lily Bearingare great for bearings but you should always do your research for each individual part you need. You need to ensure that you choose the parts that match your car. Talk to friends who have worked on similar projects, or post in forums and ask for recommendations. With a little effort, you’ll be able to find the best sources for parts for your project car.
Create an Organized List of Tasks to Complete
One of the most critical components of completing a project car is to create an organized list of tasks that need to be completed. Tackling a big projectsuch as this can seem daunting at first, but if you take it one step at a time from a detailed plan, you will make sure all bases are covered. To get started on your project car list, begin by writing down everything that needs to be done—all components related to the build and each smaller task that goes into getting there. Once your list is created, prioritize the items so you can start working immediately. Afterward, continuously assess and add new things as needed. With an efficient list like this, you can stay organized and on track toward completing your project car.
Gather the Necessary Tools
Gather the necessary tools to complete your project car transformation quickly and easily. To begin, you will need basic tools like wrenches, pliers and screwdrivers to replace broken parts. Additionally, any specialty tools unique to your car will be required. It is advised to research what these are before beginning the project to be able to handle unexpected delays due to skipped essentials. Finally, ensure that a certain type of material or product is present for specific sections of the project, items such as tires, oil filters and brake pads. These readily available items eliminate all guesswork and allow you to remain focused on transforming your project car!
Some projects will present more challenges than others
Tackling the Easy Jobs First
When restoring a project car, the work ahead can seem daunting. To make the most progress on the project, one of the best starting points is to tackle some of the easier jobs first. This might include interior clean-up and exterior detailing, polishing hardware or replacing gaskets and seals. These easy maintenance tasks may not put you closer to your goal of driving down the road in your classic car, but they give great satisfaction when done. Furthermore, these small projects can be a great platform for getting familiar with your vehicle and all its components. Doing these simpler tasks will give you a basic understanding of how parts fit and work together, preparing you for more complex issues that will inevitably come up down the road.
The Engine Is the Heart of the Vehicle
The engine of your project car is the most crucial component. Engines come in various shapes and sizes, so it’s vital to do your research and find one that fits your particular vehicle’s requirements. In addition, you will need to source the required parts, such as pistons, bearings, gaskets, etc. Once you have found all the correct components, it’s time to get down to business–time to start assembling! This step requires precision and patience; take your time when putting everything together to avoid issues later.
Think About Aesthetics
When restoring a car, many enthusiasts tend to focus solely on the mechanical aspects of the build. However, aesthetics are just as important when getting your project car to look its best. Whether restoring a classic or creating something new and modern, consider how you want your car to look inside and out. Consider updating the upholstery, replacing rusty partswith chrome pieces or customizing body panels to match your style. Taking the time to give your vehicle an aesthetic makeover will be worth it in the end! Restoring a project car can take months—or even years—to complete. Throughout this process, there will be moments of frustration and confusion as well as moments of joy and satisfaction. During these times, it’s important to practice patience and remember why you started the project in the first place. When things get tough, take a break from the build and recharge before jumping back into it. Most importantly, have fun with your undertaking; what better way to blow off steam than by taking on an ambitious task like this?
Starting a project car can feel like an intimidating task, but many resources are available to help get you started. First, research your car thoroughly and determine what needs to be done to bring it up to speed. Make sure you stick to a budget that fits your needs and will ensure you spend your money wisely. Remember the importance of finding a reliable source for parts and having the right tools and supplies to complete the job correctly. Although it may seem overwhelming initially, remember it is best to start small and work up from there. Doing all this should put you on the road toward success when restoring your dream project car!
[Ed. footnote: While the focus here is on ICE projects, these are great tips for another ambitious project, converting an ICE car to an EV. It’s been going on for decades, so there’s plenty of resources out there. The components are increasing in quantity and quality, too. We’re always looking for fun conversion stories, so send them our way.]
The post How To Get Started on your Project Car first appeared on Clean Fleet Report.
Source link by Clean Fleet Report
Author Aaron Borderman
#Started #Project #Car
The International Energy Agency’s (IEA) newly released “Electricity 2025” report predicts that global power consumption will jump nearly 4% annually through 2027. That’s like adding an entire Japan’s worth of electricity use every year for the next three years.
The report points to a few key drivers behind this surge: industrial expansion, the rising need for air conditioning, the electrification of transportation, and the explosion of data centers. And most of this growth – about 85% – is coming from emerging and developing economies.
China is leading the charge, with electricity demand outpacing its overall economic growth since 2020. In 2024 alone, China’s electricity consumption shot up by 7%, and it’s expected to keep climbing at an average rate of 6% per year through 2027. The country’s booming industrial sector plays a big role, especially in energy-hungry manufacturing like solar panels, EV batteries, and EVs themselves. The rapid adoption of air conditioning, EVs, data centers, and 5G networks is also pushing demand higher.
“The acceleration of global electricity demand highlights the significant changes taking place in energy systems around the world and the approach of a new Age of Electricity. But it also presents evolving challenges for governments in ensuring secure, affordable, and sustainable electricity supply,” said IEA director of energy markets and security Keisuke Sadamori. “While emerging and developing economies are set to drive the large majority of the growth in global electricity demand in the coming years, consumption is also expected to increase in many advanced economies after a period of relative stagnation. Policymakers need to pay close attention to these shifting dynamics.”
In the US, electricity demand is set to grow so much that it will add the equivalent of California’s total power consumption to the grid over the next three years. Europe, on the other hand, will see more modest growth, with demand only returning to 2021 levels by 2027 after significant drops during the energy crisis in 2022 and 2023.
The good news is that renewables and nuclear power are expected to keep up with this rising demand. According to the report, growth in low-emission energy sources should be enough to cover the global increase in electricity use through 2027. Solar power is expected to do the heavy lifting, meeting roughly half of the world’s additional demand, thanks to continued cost drops and strong policy support. In 2024, solar power generation in the EU surpassed coal for the first time, making up over 10% of the region’s electricity mix. China, the U.S., and India are all expected to hit that same 10% solar share milestone by 2027.
Meanwhile, nuclear energy is making a strong comeback, with its generation expected to hit new highs each year from 2025 onward. Thanks to these trends, carbon emissions from global electricity generation are expected to level off in the coming years after rising about 1% in 2024.
The report also dives into the challenges that electricity grids faced in 2024, from winter storms in the US and hurricanes in the Atlantic to blackouts caused by extreme weather in Brazil and Australia. Droughts in Ecuador, Colombia, and Mexico further strained hydropower generation. These events underscore the need for more resilient power grids.
Weather plays a huge role in electricity supply, and the report highlights rising volatility in wholesale electricity prices in some regions. One growing issue is negative wholesale electricity prices, which occur when supply outstrips demand. While still rare, these incidents signal a need for greater grid flexibility – something policymakers and utilities will need to tackle as electricity demand keeps climbing.
Dave Jones, insights director at global energy think tank Ember, said:
The Age of Electricity has to be the Age of Clean Electricity to realize the cost, security, and climate benefits of electrification. Following the IEA’s increased forecast for demand growth, new clean generation is now set only to meet the rise – not exceed it.
More investment in clean electricity is needed; otherwise, coal and gas generation could be at the same record levels in 2027 as they were in 2024.
Read more: IEA: Countries need to ramp up energy efficiency to hit 2030 target
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Author Michelle Lewis
#IEA #power #soar #renewables
What will be one of the world’s greenest airline terminals when it opens in 2026 is about to get a little greener. The New Terminal One at John F. Kennedy International Airport in New York has selected ground support equipment provider TCR to outfit the new terminal with an all-electric ground service fleet.
All ground service equipment at the terminal, including aircraft towing vehicles, passenger boarding stairs, aircraft refueling trucks, cargo handling equipment and baggage loaders, will be powered by electricity.
The shared GSE fleet will support the Port Authority’s goal of achieving net-zero greenhouse gas emissions from the region’s airports by 2050, a spokesman for the New Terminal One said.
John F. Kennedy International Airport is the busiest airport for international traffic in North America. The New Terminal One is being developed as part of an ongoing $19-billion redevelopment project that includes the 2.4-million square-foot (226,967-square-meter), 23-gate terminal. When the new terminal opens, it will be more than twice the size of the current Terminal 1, which opened in 1998.
The New Terminal One will occupy not only the current Terminal 1 site but also the sites of the former Terminals 2 and 3, anchoring the airport’s southern border.
Herbert Muschamp, the New York Times architecture critic, called Terminal 1 “spiffy” when it opened and noted it offered “style and comfort for jaded passengers.” In his review, he wondered out loud, “Why was Kennedy ever allowed to deteriorate to such a scandalously decrepit state?” He also gave it an A+ in wayfinding: “Clarity is the new terminal’s great virtue. You always know where you are and where you’re going.”
Meanwhile, the New Terminal One will—quite appropriately—have what its creators have said is the largest airport solar array at any US airport, one that will provide 50% of the terminal’s electric power.
“This marks the first time that any airport terminal in the world has procured a centralized all-electric GSE fleet,” an airport spokesperson said. “This shared model reduces environmental impact, improves costs and optimizes equipment usage, in contrast to the conventional model where ground handlers individually own or lease their own equipment.”
Electric vehicles improved in the 2025 J.D. Power Vehicle Dependability Study but plug-in hybrids got worse.
Released Thursday, the annual study focuses on the rate of problems with new vehicles, as reported by owners, with scores assigned based on problems per 100 vehicles. The new results are based on problems experienced by the original owners of vehicles going back to the 2022 model year. The sample included 34,175 responses from owners gathered from August through November of 2024.
EVs improved by 33 problems per 100 vehicles compared to the previous year’s study, while plug-in hybrids saw an increase of 26 problems per 100 vehicles compared to last year, when EVs were found to be the most trouble-prone vehicles.
2024 Chrysler Pacifica Hybrid
The gap between EVs and gasoline vehicles also narrowed significantly, J.D. Power noted, now standing at 223 problems per 100 vehicles and 200 problems per 100 vehicles, respectively. Plug-in hybrids were the most problematic, at 242 reported issues per 100 vehicles. Hybrids fared the best; such models without a plug experienced the fewest problems, at 199 per 100 vehicles.
In a previous study, J.D. Power underscored that the powertrains aren’t to blame for all these issues; rather it’s been all the other tech that debuts in EVs. The 2025 Vehicle Dependability Study indicates that tech-related issues are becoming more prevalent across the auto industry, with software connectivity issues among the most frequent owner complaints, and just 30% of owners saying that they saw improvements after over-the-air updates.
2022 Audi Q5 55 TFSI e plug-in hybrid
That contributed to a worse performance, as averaged across the entire industry, in this year’s study. The industry as a whole saw problems per 100 vehicles increase by 6%, averaging 202 problems per 100 vehicles.
But EVs continue to perform more poorly than other vehicles in these studies. J.D. Power also noted a higher rate of owner-reported problems for EVs, compared to the industry average, in its 2024 Initial Quality Study. Consumer Reports’ annual reliability survey in late 2023 found that vehicles that plug in, overall, are more trouble-prone—and it noted that especially applies to plug-in hybrids.
Source link by Green Car Reports
Author news@greencarreports.com (Stephen Edelstein)
#Study #dependability #improved #PHEVs #problematic
For almost two decades, solid-state batteries have been hailed as the game-changer for electric vehicles. A breakthrough that promises to eliminate range anxiety, slash charging times and make electric cars as practical and convenient as gas-powered ones—without the nasty tailpipe emissions that pollute the air and harm human health.
And yet, solid-state batteries have felt like they’ve been trapped in the lab. So what’s holding them back? How close are they to powering EVs? Are they even real, or will this technology always be science fiction?
Experts told InsideEVs that solid-state battery progress isn’t as sluggish as it seems. Companies are closer than ever to commercialization, but hurdles remain. Just like lithium-ion batteries, their build-out is expected to be slow and gradual. Semi-solid-state batteries are set to hit the market first, serving as a “bridge technology” before fully solid-state packs reach mass production.
“We’re in the mode of trailblazing the breakthroughs to move them closer to automotive applications,” Siyu Huang, the CEO of battery startup Factorial told InsideEVs. “The main challenge for solid-state is scalability,” she added—the ability to produce them in mass quantities.
How This Works
In a traditional lithium-ion cell, the electrolyte—the material that carries the charge-carrying ions between the charging and discharging cycles—is typically a lithium-based liquid chemical. Solid-state batteries swap that out for a solid electrolyte, often made of polymer, sulfides or oxides. The goal remains the same: shuttling electrons between the cathode and anode to power the vehicle.
Research has shown that this switch brings key advantages. Solid-state batteries pack more energy into a smaller space; they’re faster charging while also being safer and delivering better thermal stability than traditional lithium-ion batteries. In theory, this should eliminate many common and troubling problems with EVs: range losses in extreme temperatures, fire risks and more.
Semi-solid state batteries, on the other hand, use a gel-like electrolyte instead of a fully liquid or solid one, offering better energy density and safety. They’re a hybrid solution between conventional lithium-ion and all solid-state batteries.
Now, there’s a massive push to bring both these battery chemistries to life. Huang’s Massachusetts-based Factorial is among the leaders in this space. It has entered into joint development agreements with Mercedes-Benz, Stellantis and the Hyundai Motor Group (which may even reveal its own solid-state prototypes next month, according to reports.)
Several other players are also racing to develop this tech. California-based QuantumScape has an agreement with Volkswagen Group’s battery subsidiary PowerCo to industrialize solid-state batteries. The BMW Group and Ford have invested millions of dollars in Colorado-based Solid Power. And Toyota and Honda are leading their own in-house solid-state battery development efforts in Japan.
Last year, Factorial revealed its Solstice all-solid-state battery. It uses a sulfide-based electrolyte claimed to achieve a breakthrough energy density of 450 watt-hours per kilogram. Most lithium-ion cells currently used in EVs have an energy density of well under 300 Wh/kg. A higher energy density means an EV battery can store more power without getting bigger or heavier, leading to longer driving range.
However, mass-manufacturing solid-state batteries is a big hurdle. “Part of the timeline issue is that you can’t use the same manufacturing plants and processes for SSBs,” said Liz Najman, the director of market insights at battery health and data start-up Recurrent. “You need to build everything new, which requires money and time.”
Why Is It So Hard?
The U.S. government’s National Science Foundation explains in great detail the manufacturing requirements for solid-state batteries and how different they are from lithium-ion batteries. Simply put, battery manufacturing requires three main processes: electrode production, cell production, and cell conditioning.
These processes and the related supply chain is heavily optimized for the production of lithium-ion batteries. Now the challenge lies in reconfiguring those for solid-state batteries. That shift is akin to the transition from ink to laser printing, or replacing copper wires to fiber optic cables. It needs a redesign and rethink of the entire infrastructure. And since the technology is still new, researchers are working to overcome these hurdles to achieve consistent performance and reliability.
“All of these processes will be altered for solid-state batteries and are highly dependent on the material properties of the solid electrolyte,” the paper says, before concluding that the near-term solution to fast-track commercialization would likely “be a hybrid approach which adopts processes from both conventional LIBs and solid oxide fuel cell communities.”
Factorial is doing just that, incorporating its proprietary processes while carrying over some of the proven techniques used to make lithium-ion batteries.
Last year, it opened what’s claimed to be the largest solid-state battery manufacturing line in the U.S. in Methuen, Massachusetts. The 200 megawatt-hour line seems small compared to the giant battery plants being erected across the U.S. with hundreds of gigawatt-hours of capacity. But Factorial’s line is still a big milestone.
It has already sent a “B-sample” to Mercedes-Benz for testing, claiming to be the first battery company to send a sample of an all-solid-state battery to a global automaker. B-sample refers to a near-production prototype of a battery. It’s used for more advanced testing, such as performance validation, safety assessments and integration into EVs.
Building these cells without defects on an assembly line is also a challenge. “We’re able to get an 85% yield for the pilot line,” Huang said, referring to the rate of cells produced that meet quality standards and are considered usable. “Usually, in a big manufacturing line, you need to have more than 95% yield,” she said. So, there’s still some refinement and scalability left to achieve.
The 40Ah Solstice cells also use a novel production process called dry cathode coating—a process Tesla has also been reported to have been exploring for its next-generation cells.
According to the Oak Ridge National Laboratory, the electrodes in traditional lithium-ion batteries use a wet slurry that’s expensive, harmful to the environment and takes up a lot of space on the factory floor. The dry process eliminates this toxic slurry by mixing “dry powders with a binder,” which can cut costs, slash energy use, and shrink the environmental footprint of battery production.
Over 600 Miles Of Range?
The result? Factorial claims its energy-dense packs can deliver a driving range of over 600 miles. That’s more than double the average EPA-rated driving range in the U.S., which according to the Department of Energy was 283 miles. That in itself is a feat because it has tripled over the last decade. Factorial also claims operating temperatures of over 90 degrees Celsius and a 40% weight reduction over traditional batteries.
However, Factorial’s quasi-solid-state battery is a near-term solution that can also deliver a high performance and also easily scale up.It uses a gel-like material for the electrolyte along with a lithium metal anode and a high-capacity cathode. This combines the advantages of solid-state electrolytes with the manufacturability of conventional lithium-ion batteries, the company claims.
Semi-solid state batteries have already entered the Chinese market. Last year, a Nio ET7 owner achieved 554 miles (892 km) of range on a single charge, thanks to its 150-kilowatt-hour semi-solid state pack.
They’re soon coming to the U.S., too. Stellantis has promised to launch a demonstration fleet of the Dodge Charger Daytona equipped with Factorial’s quasi-solid-state batteries next year. It is claimed to have an energy density of 390 Wh/kg, much higher than the current industry standards of around 250-300 Wh/kg.
Photo by: InsideEVs
They also bring huge weight advantages. Huang added that solid-state batteries can save up to 200-300 pounds on the pack level. “On the vehicle level, SSBs can even save up to 1,000 pounds,” she said. “If we reduce the pack weight, we can also reduce the supporting structures.” Weight saving is directly tied to cost saving. With every pound eliminated, battery makers can save $5, Huang said. If they can slice 1,000 pounds, that’s a big cost differentiator.
“The U.S. loves really big, non-aerodynamic SUVs and trucks,” Recurrent’s Najman said. “These require huge batteries to compensate for their poor physics, and they get really heavy. SSBs can offer more power in a much lighter package, so they may find use in the SUV/truck segment,” she added. However, automakers are moving towards extended-range powertrains for larger vehicles, which have backup gas generators to charge the battery.
All said solid-state batteries are primed to live up to the hype, Najman added. “The hype is part of what has made manufacturers extra cautious,” she said. “With all the promise of SSBs, you don’t want to release one that flops.”
Have a tip? Contact the author: suvrat.kothari@insideevs.com
Source link by Battery Tech – News and Trends | InsideEVs
It’s official. We will finally get to see the new Kia EV2 and EV4 later this month for the first time. Kia just previewed several new models from its affordable EV series for the first time ahead of their big debut later this month. The teaser gives us a closer look at what to expect from the new Kia EV2 and EV4. Check out the images below.
Kia previews first look at the new EV4, EV2, and PV5
Kia unveiled the EV4 concept during its first “EV Day” event in 2023. The EV4 was showcased alongside the EV3 and EV5, both of which are already on the market.
Although the EV2 didn’t make an appearance, Kia confirmed at the event that an even smaller, more affordable electric car was in the works.
Later this month, we will finally get our first look at the new model. Kia will unveil the EV2 concept during its second EV Day coming up on February 27, 2025.
During the event, Kia will also reveal its updated electrification strategy, which is “set to transform the global EV market,” the company claimed. Three new models will be presented, representing Kia’s “bold new strategy,” including the EV2 concept, EV4, and PV5 electric van.
Kia previews new EV2 and EV4 ahead of their debut (Source: Kia)
Kia teased the new EV models for the first time with a few close-up images. As expected, the EV4 maintains its distinct fastback, almost sports-car-like rear end.
Although we’ve seen the electric sedan a few times after it was spotted in public testing, this is the closest look Kia has given us.
Kia will unveil the EV2 concept during the event, a compact electric crossover SUV that will sit below the EV3. Although Kia has yet to reveal prices, CEO Ho-Sung Song told Autocar during its 2023 EV Day that the EV2 would go on sale in Europe with a target price of around £25,000 ($30,000). In Korea, prices could start as low as KRW 20 million ($20,000).
Ahead of its debut, the EV2 has also been caught out in the wild with a Kia Soul-like design. However, the compact EV is expected to have a sportier, smoother design.
The PV5, Kia’s first electric Platform Beyond Vehicle (PBV), will make its global debut during the event. Kia’s “game-changing” PBV platform can be modified for different uses, such as delivery or starting a business. The PV5, a mid-size model, is expected to challenge Volkswagen’s ID.Buzz in the electric van market
Kia teases EV2, EV4, and PV5 ahead of their debut (Source: Kia)
It will be available in different configurations, such as basic (for passengers), van (for delivery/ transport), or chassis cab (like a pickup truck bed).
Check back for more info leading up to their big debut later this month. We’ll keep you updated with the latest.
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Source link by Electrek
Author Peter Johnson
#Kia #teases #revealing #EV2 #EV4 #images #time #ahead #big #debut #month
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Under the Biden administration, the U.S. Energy Department’s Loan Programs Office became a powerful force for funding clean energy projects, including factories. A Ford EV battery plant in Tennessee, a Qcells solar panel factory in Georgia, and Eos Energy’s battery factory in Pennsylvania — they’re among the 53 projects issued a total of more than $107 billion by Biden’s LPO.
The office finalized about half of those deals before President Donald Trump stepped in, according to a comprehensive list published by Canary Media last week. The rest remain stuck in conditional status.
But Trump’s new LPO head is reportedly searching for a way to nix these already-issued loans, generating deep — and consequential — uncertainty for the companies banking on that money.
Take battery manufacturer Kore Power as an example. The firm spent several years and millions of dollars trying to secure funding from the LPO for a planned $1.2 billion facility. In 2023, it paid off, and Kore Power landed an $850 million loan to build a Phoenix-area factory.
But the possibility of the LPO rescinding the loan contributed to Kore Power’s decision to cancel its factory plans, announced last week alongside news that its CEO is departing. The company is now searching for an existing factory to outfit to make batteries in hopes of cutting project costs, new CEO Jay Bellows told Canary Media’s Julian Spector.
Also at risk: Any clean energy manufacturing investment spurred by the Inflation Reduction Act, given the Trump administration’s ongoing pause on IRA funds and looming efforts to further dismantle the law. Beyond battery firms like Kore Power, U.S. solar manufacturers and wind industry suppliers have also suffered setbacks, per reporting from Canary’s Julian Spector and Clare Fieseler.
Trump pauses EV charger funding, leaving state projects uncertain
The Trump administration last week moved to halt the disbursal of funding for NEVI — the $5 billion program launched under the 2021 bipartisan infrastructure law to build out EV chargers across the country. Echoing ongoing questions about Trump’s broader funding freeze, state leaders told The New York Times they’re unsure if the move applies only to unallocated money or if ongoing projects are at risk. Some states are already pausing charger construction projects out of fear they’ll lose funding, while others are pressing on.
Clean energy–essential metals are caught up in trade wars
Stellantis is now taking orders for all three versions of the Ram ProMaster EV electric van family, with deliveries to begin in the second quarter of this year.
When it announced the ProMaster EV just over a year ago, Ram said it would be offered in a delivery van configuration and two cargo van options. The delivery van went on sale as a 2024 model; now the two cargo options are arriving for the 2025 model year.
The cargo models include a standard 12-foot cargo length with an extended 13-foot length optional, both with a 159-inch wheelbase. This front-wheel-drive van has a single electric motor producing 268 hp and 302 lb-ft of torque in both cargo models, as well as the delivery van.
2025 Ram ProMaster EV Cargo Van
A 110-kwh battery pack, below the center of the vehicle to maintain a flat cargo floor, delivers an estimated 164 miles of range in the cargo vans and 180 miles in the delivery van. Ram also claims a maximum payload of 3,020 pounds for cargo vans and 2,876 pounds for the delivery van, with volume unchanged versus equivalent internal-combustion models.
Prices start at $58,490 for the cargo models and $71,990 for the delivery van. That means the 2025 Ford E-Transit remains the lowest-priced electric van, at a starting price of $53,095. But at only slightly more for more range and battery flexibility, the ProMaster also appeals on value.
And it significantly undercuts the $82,900 base price of the Rivian Commercial Van 500 recently announced, with similar range. That van is similar in design to the one Rivian once sold exclusively to Amazon; following the end of that exclusivity deal, Rivian is now opening electric van sales to all fleets.
2025 Ram ProMaster EV Cargo Van
2025 Ram ProMaster EV Cargo Van
2025 Ram ProMaster EV Cargo Van
The Rivian is based on an EV-specific platform, but the ProMaster EV and gasoline ProMaster share underpinnings. That’s also the case for the Ford E-Transit and current Mercedes-Benz eSprinter—although a family of standalone Mercedes electric vans is on the way within two years. General Motors has also designed electric vans from scratch, even marketing them under the separate BrightDrop brand for some time, before folding it into Chevrolet.
Source link by Green Car Reports
Author news@greencarreports.com (Stephen Edelstein)
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