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The Chrysler Pacifica lineup will gain an electric variant
Electric Chrysler Pacifica interior will feature flexible interior packaging
Pacifica will be refreshed in 2026 with the electric variant to follow
Chrysler’s inching closer to an electric minivan, and now we know what it will be called.
On Thursday at the 2024 LA Auto Show, Chrysler CEO Christine Feuell confirmed to Green Car Reports that the upcoming electric Chrysler minivan will bear the Pacifica name.
“There’s so much equity in the market, consumers have a favorable opinion about Pacifica and very high awareness. I see no reason at this point to change the name,” Feuell said.
In 2022 at the New York Auto Show, Feuell told GCR the automaker was rethinking the minivan for the electric era. That future is coming quickly.
Chrysler Portal concept, 2017 Consumer Electronics Show
In 2026 the Pacifica will receive a refresh, according to Feuell. The updated design will set the stage for the electric Pacifica that will follow, likely a year later.
Chrysler will not use the design direction set by the Airflow electric SUV concept. Feuell said the brand’s design identity will take design cues from the Halcyon concept shown in February. “Modern” and “futuristic” were the design terms Feuell used for Chrysler’s design direction.
Feuell wouldn’t commit to whether the Pacifica Hybrid with its plug-in hybrid powertrain will coexist alongside the electric Pacifica. The executive also wouldn’t comment on whether an electric Pacifica with a range extender, like the Ram Charger EREV pickup truck, would make sense.
Chrysler Portal concept, 2017 Consumer Electronics Show
Electric Chrysler Pacifica getting flexible seating
Feuell was quick to note that with the VW ID.Buzz–the first electric minivan to hit the U.S. market–you have to remove the seats entirely to create an open space.
The Chrysler team’s been working up creative ways to reimagine the automaker’s patented Stow ‘N Go seating system with a BEV powertrain. Feuell noted one option is pushing the front seats forward to create a clever cargo space under the front seats to store the second row. The executive also mentioned looking at the outboard seating positions in the second row and perhaps putting them on rails to slide sideways.
No final interior configuration for the reconfigurable seating has been locked in yet, according to Feuell. But the planning stages are advanced enough that suppliers are now involved in the discussion to understand what’s possible.
Feuell said the team’s looking at the use cases and how customers will want to use the space. From lounging while waiting for their kid’s soccer practice is done to camping or having a picnic or tailgating, it’s all on the table. There’s also a focus on how to load and unload cargo along with ingress, egress, and cargo liftover height.
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Author news@greencarreports.com (Joel Feder)
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A rumor spreading like wildfire on social media claims BYD will be taking over NIO (NYSE: NIO) as the EV giant gobbles up market share in China. The rumor was posted by a suspected BYD employee, but NIO is denying the claim.
BYD acquiring NIO would be a massive move as China’s leading EV maker continues to dominate the market. But that’s not going to happen.
According to CnEVPost, NIO’s assistant vice president for branding and communications, Ma Lin, denied the rumors that BYD is taking over the company on Friday.
Ma posted a screenshot on social media asking BYD’s general manager of branding and PR, Li Yunfei if the person who posted the fake rumor was an employee.
Earlier today, the suspected employee claimed BYD and NIO were setting up a joint venture. In a Weibo post, the suspect said BYD would have majority control of the partnership with a 51% share while NIO would get the remaining 49% ownership.
Ma told Li that if it was, in fact, a BYD employee, he needed to issue an official clarification and apologize. If not, they can get the police involved together. Li also denied the rumors, saying the claim was seriously untrue.
NIO Onvo L60 electric SUV at the 2024 Guangzhou International Auto Show (Source: NIO Onvo)
NIO denies rumors that BYD is taking over the company
This is not the first time rumors surfaced that BYD will be taking over NIO, but because it is a suspected employee, the post has garnered more attention.
BYD is on a major hiring spree as it ramps up production to meet the higher demand. The EV giant now has over 900,000 employees, making it by far the largest A-share listed company in China.
BYD Dolphin (left) and Atto 3 (right) Source: BYD
After selling over 500,000 vehicles for the first time in a single month in October, BYD’s surge is heating up as the EV giant expands overseas for growth.
October was BYD’s fifth consecutive record sales month as it closes in on auto leaders like Ford in global deliveries.
Onvo L60 electric SUV models (Source: NIO Onvo)
NIO is also gaining momentum, with sales topping the 20,000 mark for the sixth straight month in October. With output of its new lower-priced Onvo L60 electric SUV ramping up, NIO expects to continue seeing higher demand.
Ma said on Friday that NIO’s “recent situation is quite good.” The company’s head of PR added, “Cash flow turned positive in the third quarter, gross profit improved in October, earning an extra RMB 100 million, and Onvo (deliveries) will exceed 10,000 in December.”
NIO is launching its third brand, Firefly, with deliveries kicking off in the first half of 2025. The company expects sales to double next year as it works to become profitable by 2026.
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Author Peter Johnson
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Testing on food products has shown that the technology can work. Now, researchers need to learn more about how the laser energy affects different materials to ensure the product quality is not compromised during the drying process.
“For paper, it’s important to make sure the tensile strength is not degrading,” Yagoobi said. “For food products, you want to make sure the color and sensory qualities do not degrade.”
Therefore, before the system is ready for a commercial pilot, the team has to gather a lot more data about how much laser energy is present on different parts of the surface and how deeply the energy penetrates different materials. Once gathered, this data will be used to determine what system sizes and operating conditions are best for different materials, and to design laser modules for each intended use.
Once these details are worked out, the laser technology can be installed in new commercial-scale drying equipment or existing systems. “This particular technology will be easy to retrofit,” Yagoobi said.
Industrial sources were responsible for about 1.3 billion metric tons of carbon dioxide emissions in the United States in 2023, about 28% of the country’s overall emissions, according to the U.S. Energy Information Administration. Heating processes, often powered by natural gas or other fossil fuels, are responsible for about half of those emissions, said Evan Gillespie, one of the co-founders of Industrious Labs. Many industrial drying processes require high temperatures that have traditionally been difficult to reach without fossil fuels, giving the sector a reputation as hard to decarbonize, Gillespie said.
“The key challenge here is: How do you remove natural gas as a heating source inside industrial facilities?” said Richard Hart, industry director at the American Council for an Energy-Efficient Economy. “The scale of what is happening in industry is enormous, and the potential for change is very powerful.”
To make the new technology effective, industry leaders and policymakers will need to commit to reinvesting in old facilities, Gillespie noted. And doing so will be well worth it by strengthening an economically important industry, keeping jobs in place, and creating important environmental benefits, he added.
“There’s often this old story of tensions between climate and jobs,” Gillespie said. “But what we’re trying to do is modernize these facilities and stabilize them so they’ll be around for decades to come.”
Leading yard operation 3PL YMX Logistics has announced plans to deploy fully twenty (20) of Orange EV’s fully electric Class 8 terminal trucks at a number of distribution and manufacturing sites across North America.
As the shipping and logistics industries increasingly move to embrace electrification, yard operations have proven to be an almost ideal use case for EVs, enabling companies like Orange EV, which specialize in yard hostlers or terminal tractors, to drive real, impactful change. To that end, companies like YMX are partnering with Orange EV.
“This relationship between YMX and Orange EV is a significant step forward in transforming yard operations across North America,” said Matt Yearling, CEO of YMX Logistics. “Besides the initial benefits of reduction in emissions and carbon footprint, our customers are also seeing improvements in the overall operational efficiency and seeking to expand. Our team members have also been sharing positive feedback about their new equipment and highlighting the positive impact on their health and day-to-day activities.”
This Orange looks good in blue
YMX Logistics electric yard trucks; by Orange EV.
One of the most interesting aspects of this story – beyond the Orange EV HUSK-e XP’s almost unbelievable 180,000 lb. GCWR spec. – is that this isn’t a story about California’s ports, which mandate EVs. Instead, YMX is truly deploying these trucks throughout the country, with at least four currently in Chicago (and more on the way).
“Our collaboration with YMX Logistics represents a powerful stride in delivering sustainable yard solutions at scale for enterprise customers,” explains Wayne Mathisen, CEO of Orange EV. “With rising demand for electric yard trucks, our joint efforts ensure that more companies can access the environmental, financial, and operational benefits of electrification … this is a win for the planet, the workforce, and the bottom line of these organizations.”
We interviewed Orange EV founder Kurt Neutgens on The Heavy Equipment Podcast a few months back, but if you’re not familiar with these purpose-built trucks, it’s worth a listen.
The off-highway equipment industry is undergoing a significant transformation, with electrification taking center stage. Bobcat, a leading innovator in this space, has introduced its all-electric platform, the T7X. Unlike a common approach of simply replacing diesel engines with batteries and electric motors, Bobcat’s engineers embraced a holistic redesign, using the unique advantages of electrification to enhance both performance and productivity.
Charged recently chatted with Bobcat Company’s Vice President of Global Innovation Joel Honeyman to learn more about the design of the T7X Platform.
Central to Bobcat’s electrification strategy is the removal of hydraulic systems, which are replaced by electric actuators. This shift allows precise control through software. For instance, electric machines can instantly adjust current levels to optimize power delivery, enabling features like real-time damage prevention and increased lifting capacity. Honeyman explains that T7X loader shows the potential for electrified products to outperform their diesel counterparts, offering more torque, quieter operation and other unique features.
Adopting electrification comes with challenges, especially for a company with over six decades of expertise in diesel and hydraulics. Early internal skepticism was overcome through rapid prototyping, with engineers building a functional electric concept machine in just six weeks. Demonstrating this machine to executives was pivotal in showcasing the potential of electrified equipment. The result was a commitment to innovation, culminating in the T7X and additional products like electric excavators and zero-turn mowers.
Looking forward, Bobcat is optimistic about the future of electric construction equipment. With advancements in charging technology and software capabilities, these machines can be designed to meet the evolving needs of operators and fleets.
Watch the full interview to learn about the evolution of electric construction equipment, understand the advantages of electrification, and discover the best real-world applications.
The electric sedan now has NACS ports for easy access to Tesla Superchargers
The base EV6 has a 68.0-kwh battery pack, up from 63.0 kwh last year
The top-rated models have an 84.0-kwh pack, up from 77.4 kwh last year
The 2025 Kia EV6 made its U.S. debut Thursday at the 2024 Los Angeles auto show with updated styling, bigger battery packs, and confirmation of U.S. assembly.
Unveiled earlier this year in Kia’s home market of South Korea, the exterior gets a mild refresh with new headlights and more subtle changes in other areas, including a new graphic for the curved bar of the taillights. Kia says these changes were made to keep the EV6 more in line with its other models stylistically.
The standard battery pack has also been enlarged to 63.0 kwh, from 68.0 kwh currently, while an 84.0-kwh pack replaces the 77.4-kwh pack that has been the largest available since the EV6’s 2022 model year launch. Kia is targeting 319 miles of EPA range with the larger battery in single-motor rear-wheel-drive Light Long Range, Wind, and GT-Line models—a bit higher than the current peak of 303 EPA miles.
Rear-wheel-drive models are still rated at 167 hp and 258 lb-ft of torque with the smaller pack and 225 hp and 258 lb-ft of torque with the larger pack. A dual-motor all-wheel-drive powertrain also remains available with the bigger pack, delivering 320 hp and 446 lb-ft.
The sporty EV6 GT returns as well, but now makes 601 hp, compared to 576 hp before, while torque remains unchanged at 545 lb-ft. A standard GT mode provides a temporary boost to 641 hp and 568 lb-ft.
Like the related Hyundai Ioniq 5, the EV6 also receives a North American Charging Standard (NACS) port with this update. The charge port was also moved to the left rear fender on all models expect the GT. Kia didn’t say whether it will provide adapters for continued use of Combined Charging Standard (CCS) charging stations, as Hyundai is doing, or discuss how fast the EV6 will charge at Tesla Supercharger stations owners will now have access to.
Kia also implemented a new operating system that offers fast processing and enables over-the-air (OTA) updates, as well as digital key functionality that allows drivers to use a smartphone in place of the key fob. Automatically-deploying flush door handles are now standard on all models as well.
The 2025 Kia EV6 is expected to go on sale in the first half of 2025, with pricing to be announced closer to that time. Assembly will move to Kia’s West Point, Georgia, plant, which also started building the three-row Kia EV9 earlier this year. The U.S.-built EV9 still only qualifies for a $3,750 federal tax credit—half the full amount—because its batteries aren’t sourced from the U.S., and that could be the case for the EV6 as well.
Honda wants to be a player in the solid-state battery game.
The Japanese automaker built a demonstration line to figure out how to lower costs and increase output.
The first samples will roll off the assembly line in January 2025.
All-solid-state batteries promise more driving range, faster charging speeds and potentially lower costs. They have been promised by battery manufacturers and automakers alike for at least a decade, but as it stands today, you still can’t walk into a showroom that sells electric vehicles and buy a car with a solid-state battery.
Small runs of prototype cells are already rolling off production lines across the world, but mass production is where things get complicated. That said, technology is moving at breakneck speed and several companies are promising we’ll be able to buy and drive an EV with solid-state batteries by the decade’s end.
One of those companies is Honda. The maker of the Prologue–which, admittedly, is made by General Motors–has built a life-size factory to demonstrate how it can manufacture all-solid-state batteries.
With a floor area of nearly 300,000 square feet, the demo line is located on Honda’s property in Sakura City, Tochigi Prefecture, Japan. It has all the equipment needed to start the verification phase of each production process in preparation for the big leap.
That will happen sooner rather than later, which is excellent news. Honda says it will begin making actual batteries on this demo line in January 2025. However, these won’t make it into any EV; instead, these will be used to figure out what needs fixing before moving on to full-scale manufacturing in the following years.
Honda claims its first all-solid-state EVs will hit the market in the second half of the 2020s–that’s just one to four years away. The Japanese automaker’s might coincide with Stellantis’ plan to launch a demonstration fleet of Dodge Charger EVs with Factorial’s semi-solid-state batteries by 2026. Other companies like QuantumScape, Nissan and even Toyota are also working hard to bring solid-state batteries to mass production.
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Honda’s approach to the potentially groundbreaking battery tech is to use conventional production processes that were originally designed for liquid lithium-ion batteries. However, the automaker’s research and development team adopted a roll-pressing technique which will help to achieve denser solid electrolyte layers. It also enables Honda to deploy continuous pressing rather than making solid electrolytes in smaller batches.
“The all-solid-state battery is an innovative technology that will be a game changer in this EV era,” said Keiji Otsu, President and Representative Director of Honda R&D. “Replacing engines that have been supporting the advancements of automobiles to date, batteries will be the key factor of electrification. We believe that [the] advancement of batteries will be a driving force in the transformation of Honda. Now, the start of operation of our demonstration production line for our all-solid-state batteries is in sight, and we can say that we have reached an important milestone for Honda and the country of Japan.”
Honda’s EV plans in the United States have already started with GM’s help, and the Prologue is doing quite well here, but the long game includes several self-developed models part of a new line known as the Honda 0 Series. At least two new EVs will hit the streets starting in 2026, including an angular flagship sedan that was previewed by the rather lovely 0 Series Saloon Concept.
Source link by Battery Tech – News and Trends | InsideEVs
Candela, the Swedish electric boat maker known for its hydrofoil recreational boats and commercial ferries, is grabbing headlines yet again. This time the company is announcing a new C-series funding round and the first P-12 electric ferry headed to the US.
The P-12 is the company’s first operational hydrofoil electric ferry, and it builds upon the success of the C-7 and C-8 recreational speedboats.
All three employ Candela’s sophisticated computer-controlled hydrofoil technology that allows the boats to quite literally fly several feet above the water. Traveling at 25 knots (30 mph), the P-12 is the fastest electric ferry in operation, all while using a fraction of the same energy.
The hydrofoil flight results in a much smoother ride and dramatically improved efficiency. The fast-charging electric boats can thus carry much smaller batteries, making them lighter and more cost-effective. They can then quickly recharge at the dock in a matter of minutes.
We recently saw the first P-12 enter service as a commercial ferry in Stockholm, and now Lake Tahoe is getting into the fly electric ferry business as well.
The interior of a Candela P-12 ferry currently in operation. Each client can customize the ferry’s interior for local needs
The P12 hydrofoiling ferry will reduce travel times for Tahoe locals and visitors, providing a much-needed north-south connection across the lake, while also helping to cut emissions and mitigate road sediment that threatens the lake’s famous cobalt-blue clarity.
Lake Tahoe boasts over 15 million outdoor enthusiasts year-round, which has often led to severe road, especially during the winter months. The implementation of a fast and efficient new electric ferry will help avoid long car lines from snow-induced road closures, as well as grid-lock traffic during the summer months of popular biking and hiking destinations.
A local company, FlyTahoe, will offer a new 30-minute cross-lake ferry service, cutting the travel time in half compared to the daily 20,000 car trips along the same route.
In the winter, that same trip can often take over two hours due to heavy snowfall and road limitations. FlyTahoe will create a vital link to the 14 world-class ski resorts encircling the lake, making it an ideal option for both tourists and locals.
“It’s ironic that while millions, myself included, drive around Lake Tahoe to admire its beauty, the road sediment we generate contributes to the largest threat to the lake’s famous cobalt blue clarity. Our service will provide a faster transport than cars or buses, while keeping Tahoe blue,” says Ryan Meinzer, Founder & CEO of FlyTahoe.
A Candela C-8 and P-12 at cruising speed near Stockholm
Simultaneously, Candela is also celebrating another major milestone back home in Sweden, announcing an additional US $14M raised in its Series C round. That puts Candela’s total secured funding in 2024 at over $40 million. The investment will enable Candela to meet the soaring demand for its groundbreaking zero-emission vessels as it ramps up production of its various models now in service around the world.
“This is the dawn of a zero-emission revival in waterborne transportation,” says Gustav Hasselskog, Candela’s founder and CEO.
The new $14 million investment is led by SEB Private Equity, a global Private Equity investor, with additional participation of existing investors EQT Ventures and KanDela AB.
“This investment, made during a challenging time for many companies, is a testament to Candela’s technology and its unique ability to solve the pressing issue of decarbonizing transport,” added Hasselskog.
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Author Micah Toll
#Lake #Tahoe #hydrofoil #electric #ferry #Candela #lands #major #deal
Texas project installed, manufacturing in the works
When we first spoke in late 2022, Stratakos planned to build the Texas plant in 2023 and start shipping the remainder of its battery stockpile in 2024.
The actual installation process turned out to be “a learning experience,” Stratakos told me last week, meaning it took longer and cost more than initially planned — “but it was worth it.” The company honed its technique for integrating the batteries into large-scale power plants, and improved its enclosure design along the way. Now it’s getting real-world data from daily plant operations in the ERCOT energy markets.
“There is a lot of talk in this category,” said Tim Woodward, who invested in Element as managing director at Prelude Ventures. This project shows Element can operate at the scale necessary “to get the big guys,” — in other words, large, sophisticated clean energy developers.
Onsite learning now informs Element’s plans for large-scale manufacturing: The company is in early stage site selection to build a factory capable of assembling multiple gigawatt-hours of used battery enclosures per year, Stratakos said. That kicks off a race of sorts to determine who builds the first large-scale factory of this kind — fellow startup Moment Energy is in the early stages of building a 1 gigawatt-hour factory for second-life enclosures in Texas.
In the meantime, Stratakos is working to close a number of deals with the 2 gigawatt-hours of second-life capacity Element has stockpiled in a warehouse in Kentucky.
Element has not confirmed where this windfall came from. Incidentally, its backer LG had a major EV battery recall for the Chevy Bolt, which would have freed up a bounty of lightly used battery modules, once technicians fished out the defective cells. In any case, that in-house supply is a major differentiator at a time when second life batteries are still not widely available for bulk purchase.
“I don’t think anyone has that volume [of second-life batteries] sitting there, ready to be deployed,” Woodward said. “Batteries are lasting longer in the field than anticipated. It’s not that common that you’re seeing batteries pulled out of even the earliest Teslas.”
Further success will involve winning over grid storage developers, who currently buy new batteries basically 100 percent of the time. Those are high-tech, uniform, and come with a warranty from an established manufacturer, while second-life batteries are unpredictable, potentially dangerous, and a total wild west in terms of quality guarantees (hence the potency of Element’s backing from LG).
Second-life startups typically tout the sustainability angle to attract first-time customers: Used batteries can reduce the environmental costs of the energy transition and keep valuable battery materials out of the proverbial landfill.
When it comes to actually closing a deal, though, “The number one issue is cost,” Stratakos said. Sustainability and circularity are definitely factors that customers consider, but ultimately that’s “more of a bonus.”
Second-life batteries don’t come free, and operating them safely requires time and money spent grading, evaluating, and monitoring the systems. All told, specialists like B2U Storage Solutions and Moment Energy say they can shave about a third off the cost of a utility-scale battery installation by picking used instead of new batteries. Element says it can cut 30 to 50 percent off the cost on a fully installed basis.
The grid desperately needs more very cheap batteries, especially in places where solar power is maxing out its usefulness during sunny hours and demand surges to lucrative heights at night. Now Element Energy has a live showcase for what it can do in the rough-and-tumble Texas energy market. If they can make it work there, they can surely make it happen elsewhere, too.
