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Allison Transmission to acquire Dana’s off-highway business, expanding EV and hybrid drivetrain capabilities

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Allison Transmission to acquire Dana’s off-highway business, expanding EV and hybrid drivetrain capabilities

Allison Transmission has announced a definitive agreement to acquire Dana’s Off-Highway business for approximately $2.7 billion. The acquisition, anticipated to close late in the fourth quarter of 2025 pending regulatory approvals, aims to expand Allison’s existing powertrain and electrification product lines, significantly enhancing capabilities in hybrid and electric drivetrain systems for commercial and industrial applications.

Dana’s Off-Highway business develops drivetrain, propulsion and electrified solutions, serving customers across construction, agriculture, forestry, specialty vehicles, aftermarket, industrial, and mining industries. The division operates in over 25 countries, employs approximately 11,000 individuals, and is recognized for its hybrid and electric drive technologies, including axles, drivetrain components and custom propulsion solutions.

According to Allison, the acquired business is expected to generate annual run-rate synergies of approximately $120 million and to be immediately accretive to diluted earnings per share. Allison plans to finance the acquisition through a combination of cash on hand and debt.

“Dana’s off-highway business has long been committed to delivering innovative solutions for off-highway applications, and we are confident that under Allison’s ownership, the team will be well-positioned to continue that legacy,” said R. Bruce McDonald, Dana Chair and CEO. “This agreement represents a strategic opportunity to ensure the ongoing success of the business, while allowing Dana to focus on our core priorities. We look forward to seeing the off-highway business thrive under Allison’s leadership.”

Following the integration, Allison intends to use its broader global presence and bolster its existing product portfolio, catering directly to evolving customer requirements in heavy-duty equipment markets, including electrification trends in commercial vehicles and industrial machinery.

Allison Transmission specializes in propulsion solutions for commercial, defense, and off-highway vehicles, including fully automatic transmissions and electrified systems for on-highway trucks, buses and construction equipment. Headquartered in Indianapolis, Indiana, the company has global manufacturing and electrification engineering centers supporting a range of emerging EV and hybrid applications.

Source: Allison Transmission



Source link by Charged EVs
Author Charged EVs

#Allison #Transmission #acquire #Danas #offhighway #business #expanding #hybrid #drivetrain #capabilities
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These Fiat 500e EVs Can Swap A New Battery In Just Five Minutes

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These Fiat 500e EVs Can Swap A New Battery In Just Five Minutes

  • A fleet of 100 Fiat 500e EVs will get Ample’s battery swap tech.
  • The fleet will be part of Stellantis’ Free2move mobility provider.
  • Ample’s swap stations can put a freshly charged battery in an EV in just five minutes.

Spain’s electric car sharing scene just got a little more interesting thanks to Stellantis and San Francisco-based startup Ample. Using Ample’s modular battery swapping technology, no fewer than 100 Fiat 500e EVs will be able to get a full charge in just five minutes.

Free2move, Stellantis’ mobility solutions company, started with a test fleet of 40 vehicles last year in Madrid, Spain. Now, a year later, the cars were successfully homologated and have been working just fine, so the fleet is set to expand to 100 cars by the middle of 2025.



Fiat 500e on Ample battery swap station

Ample’s battery swap tech is similar to China’s Nio, but with one big difference. Instead of having multiple pack configurations for the myriad of EVs out there, Ample’s approach was to make the swappable packs modular. With each module being roughly the size of a carry-on suitcase, different packs can have different capacities for the same type of vehicle.

So, if you only need to drive 100 miles per charge, you could pay for a single-module pack. If you have to drive a longer route once every month, you could upgrade to a four-module pack just for one time.

What’s more, Ample says its modular batteries were designed as drop-in replacements for original EV batteries, which opens the door to a huge selection of EVs. That said, modern EVs are offering higher and higher charging speeds, which makes range anxiety a thing of the past. Plus, for EV owners who charge at home overnight, battery swapping doesn’t make any sense. But for a company that needs to have its rental cars on the streets as many hours as possible, lengthy charging stops mean lost money, so battery swaps make a lot of sense.

“For car-sharing fleets, every minute spent off the road is lost revenue,” said Khaled Hassounah, CEO of Ample. “We’re deeply committed to making Free2move’s transition to electric seamless—not just in theory, but in daily operations. Our five-minute battery swaps eliminate charging downtime entirely, helping Free2move keep vehicles available, customers moving, and operations running at full speed.”

Ample’s battery swap tech hit the streets in 2021, with the first stations popping up in California. These first-generation stations could change all the retrofitted modules in roughly ten minutes. The second-generation station arrived in 2023. It cut the swap time in half and allowed the driver and passenger to get in and out of the car mid-swap.

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Source link by Battery Tech – News and Trends | InsideEVs

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#Fiat #500e #EVs #Swap #Battery #Minutes

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Tailgating and Other Common Causes of Rear-End Accidents

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What Trump’s tariffs mean for the energy transition

Searching for Ways to Avoid Rear-End Accidents

This article may contain affiliate links.

Charleston, West Virginia, might not be one of the biggest cities in the country, but when it comes to traffic, things can still get pretty hectic. Between the tight city roads, regular commuter rush hours and unpredictable Appalachian weather, it’s no surprise that rear-end collisions happen more often than they should.

Unfortunately, a rear-end car accident in Charleston, WV, isn’t always minor. According to the National Highway Traffic Safety Administration (NHTSA), about one-third of all car accidents in the U.S., nearly 2 million out of 6 million annually, are rear-end collisions. They’re responsible for roughly 2,000 deaths every year.

Even South Carolina, not far from West Virginia, sees over 10,000 wrecks a year just from tailgating, and Charleston, with its own growing population and daily traffic congestion, is no exception.

Considering all of these stats, it would be more than fair to ask what exactly causes a rear-end car accident in Charleston, W.Va., and why they happen so frequently.

Tailgating

Tailgating is one of the most common and dangerous causes of rear-end collisions. It happens when a driver follows the car in front of them too closely, so close that they don’t have enough time or space to stop if that vehicle slows down or stops suddenly.

In West Virginia, drivers are required by law to maintain a safe following distance. But that doesn’t always happen. On highways, drivers often get impatient or overconfident and follow too close behind, especially during rush hour or when they’re in a hurry. All it takes is one quick brake light for a crash to happen.

Floridas comparative negligence law; av
Obstacles to safe driving abound

Distracted and Fatigued Driving

Rear-end crashes are also caused by people who just aren’t paying attention. That could mean texting, looking at GPS directions, talking to passengers, eating or even adjusting the radio. When you’re not fully focused, it takes longer to react.

Fatigue is another major issue. A drowsy driver might not even realize traffic has slowed down ahead. By the time they look up, it’s too late to stop.

Speeding and Reckless Driving

Speeding, whether it’s driving over the posted limit or going too fast for bad road conditions, is another major cause. The faster you go, the longer it takes to stop. 

Reckless behaviors like sudden lane changes, weaving through traffic or slamming the brakes to brake-check a tailgater can also set off a chain reaction of crashes. These aggressive moves don’t just endanger one car, they can lead to multi-vehicle pileups, especially during heavy traffic.

Impaired Driving

Driving under the influence of drugs or alcohol drastically slows a person’s reaction time. Even if a driver notices the brake lights ahead, they might not be physically capable of reacting fast enough. In many rear-end accidents in Charleston, impaired driving is unfortunately a contributing factor.

road signs

Mechanical Failures

Sometimes, it’s not entirely the driver’s fault. Brake failure, worn-out tires or malfunctioning brake lights can also play a role. If the car in front has no functioning brake lights, the driver behind may not realize it’s slowing down until it’s too late.

On the other hand, if the rear car has faulty brakes, stopping in time might not even be physically possible.

Unexpected Stops and Chain Reactions

A sudden, unexpected stop in traffic can trigger a rear-end crash in seconds. Add a few more cars behind that, and you’ve got a chain-reaction pileup.

In Charleston, local roads and interstates intersect more than once, so these types of situations happen very often. One abrupt stop can lead to three or four cars colliding in a row.

Conclusion

Rear-end accidents may be one of the most common types of crashes on Charleston’s roads, but that doesn’t make them any less serious. These collisions often happen in a split second, usually because someone is distracted, following too closely or driving too fast for traffic or weather conditions.

Most of these accidents are preventable. Drivers who maintain safe following distances, stay alert and adjust for weather or traffic conditions dramatically reduce their risk. But not everyone does, and when someone else’s negligence leaves you hurt, overwhelmed or dealing with expensive car repairs and medical bills, it’s only fair to hold them accountable for their actions.

The post Tailgating and Other Common Causes of Rear-End Accidents first appeared on Clean Fleet Report.

Source link by Clean Fleet Report
Author Karthik Kumar

#Tailgating #Common #RearEnd #Accidents
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Cadillac’s new Optiq-V is an entry-level luxury sports EV with a Tesla NACS port

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Cadillac’s new Optiq-V is an entry-level luxury sports EV with a Tesla NACS port

Another Cadillac EV has earned the iconic “V” badge. The 2026 Cadillac Optiq-V is a new entry-level sports electric vehicle (EV) with over 500 horsepower, sporty styling both inside and out, and additional upgrades. It’s also GM’s first vehicle with a built-in NACS port, unlocking access to Tesla Superchargers.

Cadillac unveils 2026 Optiq-V EV prices and specs

Cadillac is back! The luxury brand is coming off its best quarter since 2008, but with a full lineup of electric vehicles rolling out, Cadillac expects to gain even more traction later this year.

After introducing the Lyriq-V earlier this year, we are now getting a look at Cadillac’s second EV to earn the brand’s performance trademark.

Cadillac revealed the 2026 Optiq-V on Monday, an upgraded, sportier version of the new entry-level electric SUV. The new V model boasts 519 hp and 650 lb-ft of torque in Velocity Max mode, good for a 0 to 60 mph sprint time of 3.5 seconds.

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GM confirmed Cadillac’s new Optiq-V will be its first vehicle with a built-in NACS charging port, enabling access to Tesla’s Supercharger network.

The Optiq-V features a dual-motor AWD powertrain and 85 kWh battery pack, which Cadillac estimates will provide 275 miles range.

Cadillac-Optiq-V-EV
2026 Cadillac Optiq-V (Source: GM)

Like Cadillac’s other performance vehicles, the new EV includes added features and tech, including V-Mode, which GM promises “takes performance customization further” with variant modes and settings.

When using V-Mode, a Launch Control feature is available, designed for straight-line takeoffs. You can also take advantage of GM’s Super Cruise hands-free ADAS system as standard.

The exterior is upgraded with a new front-end design, featuring a V-pattern mesh on the lower grille, a high-gloss black front splitter, and colored trim.

Cadillac-Optiq-V-EV
2026 Cadillac Optiq-V interior (Source: GM)

For the carbon fiber fans out there, GM offers a package that adds a carbon fiber front splitter, rear diffuser, and rear mid-spoiler. Other V-Series badges are added on the rear doors, liftgate, and driver’s side grillette.

The V model will be offered in two new limited-edition colors: Magnus Metal Frost, a matte metallic grey with warm highlights, and Deep Ocean Tintcoat.

A 33″ LED infotainment system sits at the center of the interior with Google built-in. You can choose from two palette options: Noir with Santorini Blue accents, and Noir and Sky Cool Gray with Santorini Blue accents.

Cadillac-Optiq-V-EV
2026 Cadillac Optiq-V interior (Source: GM)

If you really want to get fancy, there’s an optional palette featuring a Santorini Blue seatback panel and Santorini Blue seatbelt.

The Optiq-V features a darker colored pattern with Santorini Blue accent stitching, while V-Series badging is added on the steering wheel, sill plate, and floor mats.

2025 Cadillac Optiq trimStarting Price
(including destination)
Driving Range
(EPA-estimated)
Luxury 1$54,390302 miles
Luxury 2$56,590302 miles
Sport 1$54,990302 miles
Sport 2$57,090302 miles
2025 Cadillac Optiq price and range by trim

Following the 2026 Lyriq-V, the Optiq is the second Cadillac EV to earn the V-series treatment. The Optiq is Cadillac’s new entry-level electric SUV, starting at $54,390 with 302 miles range.

The new 2026 Cadillac Optiq-V model starts at $68,795, including destination. It will be sold in the US, Canada, Mexico, the Middle East, and Israel, with production set to begin in Fall 2025.

Measuring 190″ long, 75″ wide, and 65″ tall, the standard Cadillac Optiq is about the same size as the Tesla Model Y (187″ long x 76″ wide x 64″ tall).

If you can’t wait for the V-Series model, Cadillac is offering some sweet deals on the entry-level Optiq right now with leases starting at just $409 per month. Ready to check it out for yourself? We can help you get started. You can use our link to find 2025 Cadillac Optiq models at the best price at a dealer near you.

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Source link by Electrek
Author Peter Johnson

#Cadillacs #OptiqV #entrylevel #luxury #sports #Tesla #NACS #port
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California’s successful virtual power plant program faces big budget cuts

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When Can Trucking Companies Be Held Liable for Truck Accidents

California’s biggest virtual power plant is facing over $100 million in funding cuts due to the state’s ongoing budget crisis, threatening the long-term viability of a program that can act as a crucial release valve for the state’s overburdened power grid.

The Demand Side Grid Support program pays electric customers who reduce their energy use or who provide power to the larger grid during extreme events that stress the system, like heat waves or wildfires. Going into this summer, the program has hundreds of thousands of smart thermostats, batteries, grid-responsive EV chargers, and other distributed energy resources that participating companies can control remotely with software. It can provide hundreds of megawatts of grid relief to help the state avoid rolling blackouts on the hottest days of the year, when air conditioning use pushes the power system to its limit.

The companies paying customers to commit to making their devices available for this grid service insist DSGS is a good deal for the money — about $17 million in incentives paid to date, and roughly $82 million remaining for future spending, according to Olivine, the energy services company managing the program. It’s certainly a more cost- and climate-friendly approach to mitigating grid emergencies than the billions of dollars the state has spent on fossil-fueled power plants and backup generators over the past few years, they say.

But the program’s future is now uncertain as legislators search for ways to alleviate California’s multi-billion-dollar budget shortfall. The DSGS program already saw much of its state funding cut back last year due to similar budget issues — and now it’s back on the chopping block.

The state Legislature must pass a budget bill by June 15. If left in place in that final budget, these cuts and clawbacks would leave DSGS with about $64 million for the fiscal year that starts in July, according to Olivine. That won’t kill the program immediately: Staff anticipate having sufficient funding for the 2025 program season,” which runs from May through October, Olivine states on its DSGS web page.

But Edson Perez, who leads trade group Advanced Energy United’s legislative and political engagement in California, says funding cuts will severely cloud the outlook for a virtual power plant program that has been a rare success in the state.

DSGS, by contrast, is a very successful program, leading the nation for distributed energy,” Perez said. According to the latest tallies by Advanced Energy United, the program boasts 800 megawatts of capacity ready to participate in reducing peak grid demands this summer, he said, up from more than 500 megawatts enrolled as of last fall. That’s an enormous amount of energy flexibility, comparable to the capacity available from a fossil-gas-fired peaker” plant.

Keeping the program running for the long haul requires having enough money to give participants confidence that it will still exist from one year to the next, Perez said. To be clear, it’s very hard to predict exactly how much money is needed to provide that confidence, because DSGS participants are paid for responding to grid emergencies. If weather conditions are mild and power supplies hold up, they could be called on very rarely, if at all, and money could be left over for next year.

But if lots of emergencies happen, the funds could be depleted quickly. In that event, participating companies will have to come back in January 2026 to plead for more money to keep it going, with no guarantee the funding will be granted. That’s not a sustainable way to do business, Perez said — and it’s not a sustainable way to build a resource that the state’s grid can truly rely on.

Following through on a successful experiment

California’s DSGS program began three years ago not as a virtual power plant but as an experimental response to a grid reliability crisis. The program has grown rapidly since then — largely because the California Energy Commission structured DSGS in a way that avoids the complications of past programs, Perez said. But the growth was also driven by companies that have invested since 2022 to deploy the underlying technologies needed to reliably control thousands of customer-owned devices for up to two hours per day.

Those companies have committed to paying customers both up-front incentives and performance payments” when they follow through on their promises to allow their devices to reduce power use or push power back to the grid. In some cases, companies have offered discounts on smart thermostats and other devices. All of these commitments are based on the expectation that state funding won’t be pulled away, Perez said.

The companies in this space need certainty,” he said.

That’s the argument being made by Sunrun, Generac, Renew Home, and other companies working in the DSGS program, along with community energy providers and trade groups. In a June 3 letter to state lawmakers, they asked for existing funding to be preserved to allow companies to continue investing in market development and customer onboarding,” and to give customers certainty in program length to estimate their returns upon participation.”

Sunrun, the country’s leading residential solar and battery installer, has had its ups and downs with California’s ever-changing virtual power plant policies, said Chris Rauscher, the company’s head of grid services and electrification. It has had to restructure projects as regulators and utilities altered program rules. One of Sunrun’s large-scale pilot projects with utility Pacific Gas & Electric was discontinued last year.

Still, Sunrun has continued to enlist customers in what it calls the CalReady” virtual power plant, which now has about 56,000 customers capable of providing 250 megawatts of electricity from their batteries to relieve statewide grid stress for up to two hours at a time, Rauscher said. While Sunrun is participating in other virtual power plant opportunities, it has centered its efforts on preparing to serve the DSGS program.

Importantly, DSGS is also one of the few programs in California that doesn’t bar solar-charged batteries from injecting their power back into the grid — most others allow them only to reduce a household’s grid draw to zero. Allowing the equipment to send power back can roughly double their impact on relieving grid stress.

You can very easily picture that by 2030, we’re operating a nuclear power plant-sized [virtual power plant] in California,” Rauscher said. It sure would be a shame if the rug got pulled out from under this clean, reliable, and resilient resource that’s providing payments to Californians.”

DSGS is also good value for the money, argued Kate Unger, senior policy advisor at the California Solar and Storage Association, a trade group pushing for funding to be restored.

DSGS is providing energy when otherwise it’s going to be at emergency pricing, when it’s about the most expensive energy you can possibly buy,” she said. The most popular option for participants in the DSGS program is its battery storage virtual power plant, in which customers agree to allow companies to dispatch their batteries on days when the day-ahead price of power on the state’s wholesale energy market exceeds $200 per megawatt-hour. That’s a proxy for days when the state’s grid operator has forecasted that demand for power, most often due to air conditioning use during heat waves, will exceed available energy supplies.



Source link by Canary Media

Author Jeff St. John


#Californias #successful #virtual #power #plant #program #faces #big #budget #cuts

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EV Batteries Got 20% Cheaper Last Year

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EV Batteries Got 20% Cheaper Last Year

  • Prices for lithium-ion battery packs fell 20% in 2024, the largest drop since 2017, according to a study from the International Energy Agency (IEA).
  • Cheaper batteries mean cheaper EVs, and electric cars and trucks remain the main driver of battery demand.
  • China’s price advantage is widening over the rest of the world. 

The war for a zero-emission future of transportation is really a war for batteries. If battery prices—the biggest single cost of any electric vehicle—remain high, then EVs will stay expensive. But if batteries can be made or secured cheaply and locally, prices will decline.

Tesla figured this out early on with its Gigafactory in Nevada. It’s also why automakers like General Motors, Toyota and Ford are planning battery plants of their own—to varying degrees of success thus far.

But as every automaker, battery supplier and energy provider races toward that future, here’s some good news: global prices for lithium-ion battery packs fell 20% in 2024, according to a new study from the International Energy Agency (IEA). That’s the biggest single price drop since 2017. 

You can thank increased competition, more production and growing demand for this situation. “Lithium prices, in particular, dropped nearly 20% in 2024, reaching similar prices to those at the end of 2015, despite lithium demand in 2024 being about six times bigger than in 2015,” the report said.

The low prices of critical minerals are due to current surpluses, which is good news for EV costs in the near-term but could lead to under-investment in the future. 

Battery Prices (IEA)

Photo by: InsideEVs

Battery pack prices fell in all markets, the report said. But the biggest drops were in—and probably not surprisingly—China. That country has a significant lead in the battery race, both in terms of securing the supply chain and overall technological development.

“China was responsible for 80% of global battery cell production in 2024, while the remainder was produced in the United States, the European Union, Korea and Japan,” the study said. “The faster pace of battery cost reduction and innovation in China has been enabled by fierce competition that has driven down profit margins for most producers (though not all), at the same time as driving up manufacturing efficiency and yields, as well as access to a large, skilled workforce.”

Interestingly, that study also notes that contrary to what you may think, hybrid batteries are more expensive than EV batteries, despite being significantly smaller. “The price of such components is spread across fewer battery cells, increasing the price per kilowatt-hour,” the study said. “In 2024, the average price of a 20 kWh PHEV battery pack—roughly the global sales-weighted average for standard plug-in hybrids—was about the same as a 65 kWh BEV battery pack.”

China’s near-total lead on lithium iron phosphate (LFP) batteries is having a big impact on the market as well. While LFP batteries have long been considered a lower-cost option for EVs, their performance has improved significantly through continued development, making them far more suited for mainstream mass-market car duty than ever. 

LFP batteries made up nearly half of the global EV battery market, the study said, also attributable to China. Their use grew by about 90% in 2024 in the European Union, but remained at only 10% in the United States, due to anti-China tariffs. Meanwhile, LFP batteries are sort of taking over the rest of the world.

“Market penetration of LFP batteries is moving even faster in other markets,” the study said. “In Southeast Asia, Brazil and India, the share of electric car batteries using LFP reached more than 50% in 2024. In Southeast Asia and Brazil, LFP uptake is led by imports from China, mostly by BYD, whereas in India it is driven by cars produced domestically, led by Tata Motors.” Meanwhile, LFP battery development is moving more quickly in South Korea and Japan as well. 

LFP vs NMC battery adoption

Photo by: InsideEVs

Onto more good news and bad news. On the first front, the U.S. is slowly beginning to catch up. “Manufacturing capacity in the United States grew by almost 50%, led by Korean companies attracted by tax credits, which accounted for nearly 70% of the growth in 2024,” the study said. “This led installed capacity in the United States to surpass that in the European Union, which nonetheless increased by 10% in 2024 despite the Northvolt plant in Sweden being halted following its bankruptcy.”

However, those tax credits could very likely go away soon if President Donald Trump’s budget bill is signed into law. The so-called Big, Beautiful Bill is poised to eliminate both EV tax credits and tax incentives for domestic battery manufacturing. A current version passed by the U.S. House of Representatives cuts both; it is now working its way through the Senate. 

Ultimately, the global battery boom isn’t going anywhere. But whether America wants to have a place in it remains to be seen.

Check out the full study here.

Contact the author: patrick.george@insideevs.com



Source link by Battery Tech – News and Trends | InsideEVs
Author

#Batteries #Cheaper #Year
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$14B in EV, renewable projects scrapped as tax credit fears grow

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$14B in EV, renewable projects scrapped as tax credit fears grow

More than $14 billion in US renewable and EV investments and 10,000 new jobs have been scrapped or put on hold since January, according to a new analysis from E2 and the Clean Economy Tracker. The reason: growing fears that the Republican-majority Congress will pull the plug on federal clean energy tax credits.

In April alone, companies backed out of $4.5 billion in battery, EV, and wind projects right before the House passed a sweeping tax and spending bill that would gut the federal tax incentives fueling the clean energy boom. E2 also found another $1.5 billion in previously unreported project cancellations from earlier in the year.

Now, with the Senate preparing to take up the so-called “One Big Beautiful Bill Act,” E2 says over 10,000 clean energy jobs have already vanished.

“If the tax plan passed by the House last week becomes law, expect to see construction and investments stopping in states across the country as more projects and jobs are cancelled,” said Michael Timberlake, E2’s communications director. “Businesses are now counting on Congress to come to its senses and stop this costly attack on an industry that is essential to meeting America’s growing energy demand and that’s driving unprecedented economic growth in every part of the country.”

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Ironically, it’s Republican-led congressional districts – the biggest beneficiaries of the Biden administration’s clean energy tax credits passed in 2022 – that are feeling the most pain. So far, more than $12 billion in investments and over 13,000 jobs have been canceled in GOP districts.

Through April, 61% of all clean energy projects, 72% of jobs, and 82% of investments have been in Republican districts.

Despite the rising number of cancellations, some companies are still forging ahead. In April, businesses announced nearly $500 million in new clean energy investments across six states. That includes a $400 million expansion by Corning in Michigan to make solar wafers, which is expected to create at least 400 jobs, and a $9.3 million investment from a Canadian solar equipment company in North Carolina.

If completed, the seven projects announced last month could create nearly 3,000 permanent jobs.

To date, E2 has tracked 390 major clean energy projects across 42 states and Puerto Rico since the Inflation Reduction Act passed in August 2022. In total, companies plan to invest $132 billion and hire 123,000 permanent workers.

But the report warns that momentum could grind to a halt if the House tax plan becomes law. Since the clean energy tax credits were signed into law, 45 announced projects have been canceled, downsized, or closed entirely, wiping out nearly 20,000 jobs and $16.7 billion in investments.

What’s more, Trump’s Department of Energy announced today that it was killing more than $3.7 billion in funding for carbon capture and sequestration (CCS) and decarbonization initiatives. Eighteen out of 24 projects were awarded through DOE’s Industrial Demonstrations Program (IDP), which was made law in the Inflation Reduction Act. It aimed to strengthen the economic competitiveness of US manufacturers in global markets demanding lower carbon emissions, while supporting US manufacturing jobs and communities.

Executive Director Jason Walsh of the BlueGreen Alliance said in a statement in response to today’s DOE announcement:   

The awarded projects that DOE is seeking to kill are concentrated in rural areas and red states. American manufacturers are hungry to partner with the federal government to bolster US industry. The IDP saw $60 billion worth of applications during the program selection process, a ten-times oversubscription. 

President Trump claims to be a champion of American manufacturing, but today’s announcement is further evidence that he and his Secretary of Energy are liars.

Read more: Global energy giant RWE halts US offshore wind because of Trump


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Source link by Electrek
Author Michelle Lewis

#14B #renewable #projects #scrapped #tax #credit #fears #grow
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LiuGong introduces five electric construction machines

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LiuGong introduces five electric construction machines

Chinese multinational construction machinery manufacturing company LiuGong has introduced five new electric vehicles.

The EVs include the 870HE wheel loader, 924FE and 9018FE excavators, DR50CE rigid mining truck and the 4280DE motor grader, which the company termed “the world’s first 24-tonne electric grader.”

The company’s vision is to lead in sustainable solutions by “challenging the status quo and pushing the boundaries of possibility in BEV, automation and innovation.”

The 870HE wheel loader has an operating weight of 54,322 pounds (24,640 kg), rated power of 210 kW, and a rated load capacity of 16,535 pounds (7,500 kg).

The 924FE is a special tunnel electric excavator built on Liugong’s newest electric excavator platform. It uses an LFP battery with rated power of 165 kW and rated storage capacity of 423 kWh, delivering 7-10  hours of power per charge. It has an operating weight of 61,950 lbs (28,100 kg) and is equipped with a high-lift cab.

Meanwhile, the 9018FE excavator, which features a cobalt-free lithium iron phosphate battery, has an operating weight of 4,542 pounds (2,060 kg), an interior permanent magnet synchronous machine (IPMSM) battery, net power of 17 kW, and a rated storage capacity of 20.6 kWh.

The new all-electric DR50CE mining truck boasts a loaded gross weight of 85 tonnes, rated power of 671 hp, peak power of 1,609 hp, rated speed of 1,050 rpm, peak speed of 3,000 rpm, and net machine weight of 84,878 pounds (38,500 kg).

The 26.6-ton (24-tonne) 428DE motor grader features an “ultra-large capacity” lithium iron phosphate battery, “ultra-long life” battery life, fast charging of 1.6 hours and “normal working conditions” of up to 6 to 10 hours.

LiuGong is also showcasing the 90017F DM as a concept machine to gauge customer feedback. It is designed to gauge market interest in an electric solution for remote control demolition and hazardous environments.

Source: LiuGong


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Source link by Charged EVs
Author Jonathan Spira

#LiuGong #introduces #electric #construction #machines
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‘I’ll drive what she’s driving’: This campaign wants more women to try EVs

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When Can Trucking Companies Be Held Liable for Truck Accidents

Brooke Canova was nervous after she and her husband bought their Ford F-150 Lightning, the electric version of the enormous, classic pickup truck.

She wasn’t worried about running out of charge and being stranded on the road, or whether the truck would have enough oomph to merge onto a speeding highway. Canova, a health and physical education teacher and mother of a preteen son in Charlottesville, Virginia, fretted about the vehicle’s size.

I’m not going to be able to drive this!” she recalled thinking. It’s too big. How will I park it?”

The purchase was a sort of compromise: Her husband had long wanted a truck, and she finally agreed to go along if it was electric.

As it turns out, the vehicle has enough cameras to help Canova manage its girth. It can parallel park itself in self-driving mode. What’s more, she can drive to Richmond, Virginia, and back on one 320-mile charge. And since her rooftop is equipped with 27 solar panels, it costs her family less than $6 a month to charge the truck at home.

It has been a lot of fun,” Canova said, especially as a woman driving a big truck that’s electric to boot. It’s sort of a conversation piece. People are like, Wow, look at you in that thing!’”

That’s just the reaction Generation180 is hoping to provoke. Headquartered in Charlottesville, the nonprofit has recruited Canova and some 7,000 other EV ambassadors” nationwide to spread the word about their experiences online and in person.

While the group supports policies to speed the clean energy transition, its core mission is to inspire and equip” people to adopt clean energy in their own lives, said Executive Director Stuart Gardner. EV ownership, he said, is a vital stepping stone” to other clean energy actions.

Gardner’s team has long encouraged people to drive electric. But last year, their research found remarkable gender disparities among the EV curious” in Virginia. Women said helping the environment was a top reason to drive electric, tied with saving money. Yet just a quarter of women had heard a lot” about EVs, compared to nearly half of men.

The Virginia survey was backed up by other studies, which showed just 30% of women had some familiarity with EVs, compared to over half of men. In all, more than 70% of EV owners are men.

The initiative is focused on reaching women in the suburbs — auto-dependent areas where electric vehicles are ideal for short trips and where many new-car buyers live, said Gardner. Suburbs also tend to be evenly split Democrat and Republican,” he said, So, they [offer] a great opportunity to say, Hey, EVs are for everyone.’”

At the crux of the effort is the belief that people in general and women in particular are skeptical of the increasingly polarized information landscape and are looking for reliable messengers.

The women EV owners Generation180 has identified did a lot of research first, said Shakaya Cooper, program manager with the group. Much of that homework involved talking to friends and colleagues, she said. They’re intentional in their research, and they are going to people that are trusted sources, for sure.”

How EV perks — like frunks” — can win over consumers

That’s where volunteer ambassadors like Canova come in. Last fall, she brought her F-150 Lightning to a car show tied to a downtown Charlottesville event, where various EV makes and models were on display. A graduate of the University of Virginia, she’s also attended college basketball games with a suite of other women to talk about going electric.

It was just a really nice vibe — talking to people about their cars, what they like, what they don’t like,” she said, having those really approachable conversations between moms.” 

Beyond official functions organized by Generation180, Canova and her family undoubtedly pique EV curiosity in their community by milking all the Lightning’s bells and whistles in their daily lives.

One popular feature is the frunk,” a trunk in the front where a combustion engine would normally go. With a drainage hole and light insulation, it can act as a cooler. Plus, the entire vehicle is equipped with outlets — making it perfect for tailgating.

One of our favorite things to do with the truck is tailgate because we plug in an [electric] pellet grill and a griddle and a TV — all into the truck bed, which has been a lot of fun,” she said. We tailgated for a Little League game the other day; the whole team was there.”

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Author Elizabeth Ouzts


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The Best Explanation Yet For Why America Is Giving Up On EVs

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The Best Explanation Yet For Why America Is Giving Up On EVs

For a while, it all seemed like it might just work out.

By one estimate, about 130,000 American jobs were said to be riding on the electric-vehicle boom sparked by the Inflation Reduction Act. Other estimates put that number around 160,000; if you include indirect but related fields, it may be closer to half a million. 

Regardless, it’s clear that the Biden-era legislation that laid out incentives to manufacture EVs and batteries domestically, along with penalties if automakers don’t, was set to drive a lot of employment. Add in the potential to catch up to China’s decades-long lead on battery technology and the potential for less air pollution, and America’s EV race seems like a win for all involved. 

So why would President Donald Trump and a Republican-controlled Congress be so dead-set on scrapping all of that, especially when bringing manufacturing jobs back to America is supposedly one of their top priorities? 

That question has been on a lot of people’s minds this week as the U.S. House of Representatives’ finalized version of Trump’s budget bill not only kills the EV tax credit and EV manufacturing incentives, but also makes EV ownership itself more expensive through new taxes. This, despite record EV sales in America in 2024 and nearly every automaker announcing huge EV investments—including domestic manufacturing, disproportionally focused in red and purple states. 

The answer comes down to three things: climate change, oil and gas, and China. 

The first part of that is no secret: Trump and much of the rest of the Republican Party do not believe in the reality of climate change, despite an overwhelming abundance of scientific evidence. The second and third parts of that are intertwined and a little more complicated. 

But the best explanation I’ve seen yet for why the Trump White House and a GOP-controlled Congress are so determined to dismantle EV growth comes from Politico this week. That story describes a kind of schism within the Republican party at the moment.

On one side, you have politicians who may be more climate-skeptical but want to protect jobs in their districts. That side wants America to more directly compete with China on technologies where the country has gained a commanding lead, like batteries, EVs, solar panels and energy storage.

And then there’s this side, to quote that story:

The other side says China has already won the clean energy race, due in part to practices such as forced labor, massive subsidies and intellectual property theft — and playing in that game would make the United States the loser. They want the U.S. to focus on energy sources it already dominates, including oil, natural gas and coal.

When it comes to winning on clean energy, Trump just isn’t interested.

Trump’s Energy Department confirmed as much in a statement to POLITICO that focused largely on oil — an energy source that the U.S. produces more of than any other country.

“Thanks to President Trump, America is leading the way in lowering costs by removing red tape and unleashing affordable, abundant, and reliable American energy,” the department said Friday, adding: “As the world’s largest oil producer, the United States welcomes a secure and stable global supply of oil that promotes economic prosperity at home and promotes peace and stability around the world.” 

In other words, America is to be an oil-and-gas country. Let China have its EVs and battery power and renewables. The United States is going to walk away and focus on petroleum, coal and other fossil-fuel sources. 

One policy source quoted in that story said he long feared a day when “a U.S. president would ask: If China’s lead is so big, ‘then why do we play the game?'”

It is perhaps the simplest, clearest and best way to explain America’s looming retreat from clean energy—including battery-powered cars—as a matter of industrial policy. Climate change isn’t real, and China’s got the market cornered on this stuff, so we’re going to do our own thing. And our own thing is oil and gas. Apparently, that will be the case even if it means sacrificing American jobs.

The risks to this approach are obvious. Besides the climate crisis in the U.S. feeling more palpable than ever, it’s a fallacy to believe that American consumers simply won’t want transportation that is cleaner, more powerful and offers a better experience overall than what they have access to now. It is also a fallacy to believe that some other country’s more advanced technology won’t make its way to our shores somehow, especially after Trump is done serving his (presumable) four years in office. 

Moreover, the risks to the automotive industry in America, from its domestic car companies to foreign-born ones with sprawling factories and tens of thousands of stateside jobs, are readily apparent. Without incentives to spur EV purchasing, it’s unlikely that billions of dollars in existing investments will ever pay off.

It’s similarly unlikely that the price of batteries, the largest single cost center on an EV, will go down quickly here without substantial investments—or that America will ever be able to build up a battery supply chain robust enough to not depend on China or even Japan and Korea for power sources. (An iPhone, even one made in America, does not run on diesel, after all.) 

It is a vision of the future that depends entirely on an inherently finite resource, condemns millions of American kids to childhood asthma and is out of step with the way the rest of the world is moving

But it’s a future that the oil and gas industry is willing to pay for, because it’s seeing what’s happening in China and other parts of the world. The only problem is that the rest of us are being asked to pay for it, too.

Contact the author: patrick.george@insideevs.com



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