Ford F-150 Lightning Owner Review

May 23, 2025

At the Solar Citizens Election sausage sizzle, I managed to catch up with Jake Whitehead. Adjunct Professor at the University of Sydney, Whitehead is CEO of ODIN and chief scientist at the Electric Vehicle Council. He is the proud owner of a Ford F-150 Lightning. He was kind enough to answer some questions for us about it.

Why did you buy an F-150 Lightning?

Ford F 150 Lightning — Ford F-150 Lightning at Maheno Shipwreck on Fraser Island (K’gari). Photo courtesy of Jake Whitehead.

My wife, Jess and I, in addition to both having careers in sustainable transport policy, are keen 4x4ers. We love going camping off grid, and for many years have dreamt of the possibility to take our family on camping adventures in a zero-emission vehicle.

We try to practice what we preach and so we’ve been fortunate to own seven EVs so far (Mitsubishi Outlander PHEV, 2 x Tesla Model 3’s, Audi e-tron S, Tesla Model Y, F-150 Lightning and currently also a Kia EV9). That first-hand experience, combined with our jobs, has meant that we are very familiar with EV technology, but until the F-150 Lightning, nothing has been seriously capable of off-road trips.

When the F-150 Lightning was unveiled in the US in mid-2021, Jess and I both watched the livestream. We were blown away by the capabilities (which were particularly impressive at that time) and dreamt of what having access to an electric 4×4 like this could mean for our camping adventures, as well as for the many other adventures Australians embark upon every year. What better way to experience nature than not polluting it at the same time!

Having an electric 4×4 also opens up the possibility of kicking gas for cooking and heating, and avoiding all the health hazards associated with burning gas.

Fast forward to 2024, and Brisbane-based AusEV took the bold step to start importing Australia’s first electric 4×4 (and only fully electric 4×4) — the F-150 Lightning. They convert it locally from left-hand drive to right-hand drive, employing Australians and sourcing a significant amount of content locally. I’ve known the team at AusEV for several years and have always been impressed by the quality of their work, and their commitment to supporting local jobs.

In tandem to AusEV making the F-150 Lightning available in Australia, our company ODIN has been exploring opportunities to reduce car dependency and provide alternatives to ownership.

For a long time, I’ve had a vision that Australians could access fleets of electric 4x4s for rent — and this could be an avenue to reduce the need to own larger vehicles full-time. While this may not be a suitable arrangement for all Australians; this model could help to ensure more households could use efficient electric vehicles for everyday trips — particularly in urban areas — and have on-demand access to larger 4×4 rental vehicles for trips away.

In late 2024, ODIN purchased its first F-150 Lightning and is now collecting real-world data to inform the business model for a future fleet of electric 4x4s for hire. While several other companies are already working in this space, our work is in part focussed on what further government policy is required to support this approach, and how it could be delivered as part of a broader mobility as a service offering. This would mean customers could purchase a subscription bundle to access unlimited public transport, shared e-bikes and e-scooters, and a number of rental days every month in an electric 4×4.

As part of our current work, ODIN is also exploring what additional accessories may assist with building confidence in hiring and using an electric 4×4. We are documenting some of this work on my YouTube channel.

One example is our prototype ‘solar jerry can’. This is a portable 1.5-2.0 kW solar + battery system for charging the vehicle off grid, providing redundancy driving range when in remote locations away from grid electricity, and also available for power camping appliances, like induction cooktops.

We are currently using off-the-shelf components to understand the optimum design, and also understand any impact on driving range from aerodynamic/weight effects, with the intention of building a customised product based on the outcomes of these tests. From our initial results so far, the solar jerry can prototype is achieving around 100 km of extra off-road driving range over 2–3 days of camping. This provides just that extra bit confidence when going off the beaten track.

Top likes/dislikes:

Likes

Powered by 100% Australian made energy, supporting local energy jobs + local manufacturing jobs via AusEV
Potential for ZERO running costs for 5 years — vehicle includes 5 years unlimited km warranty and servicing, and we charge primarily off solar and/or a free midday electricity tariff
Highly capable vehicle that makes electric camping dream a reality
Smooth, quiet, comfortable and spacious
Massive towing capabilities
Plenty of extra + secure storage in mega-frunk
Automated driving on highways works really well.

Dislikes

Less visual feedback than others (like Tesla) when driving autonomously on highways (similar to other traditional OEMs)
Ford factory stereo is fine for most, but not one for audiophiles (like most utes); thankfully it’s super easy to install aftermarket components if you want to
No built-in sentry mode (can be addressed via aftermarket dashcams) — similar shortcoming for most other OEMs too.

Overall, we love the truck, and are super excited about all the data we are collecting from it. It’s an exciting few years ahead and we are keen to see how ODIN can play a role in ensuring more Australians can access the F-150 Lightning, and other electric 4x4s like it.

Where have you taken the F-150 Lightning to test its 4×4 capabilities and the solar jerry can?

The vehicle is being used in different tests every week, but a few regular spots include:

Noosa North Shore
Double Island Point
K’gari/Fraser Island — see the photos!

We are also commencing a series of towing tests in the coming weeks, starting with an 8 metre caravan. We’re aiming to test both on-road and off-road performance with different tow vehicles.

What else needs to happen to increase access to electric 4x4s in Australia?

First and foremost, we need all electric 4x4s, like the F-150 Lightning, to be included in the New Vehicle Efficiency Standard (NVES). This is the key policy mechanism in Australia for encouraging a greater supply of more efficient vehicles. Thanks to the current federal government’s leadership on this policy, Australia is finally able to start catching up with the rest of the world.

That said, it’s disappointing that the F-150 Lightning is not currently included in the New Vehicle Efficiency Standards. This means that AusEV is supplying the exact type of vehicle many Australians want (and that the NVES is designed to encourage), but due to the company’s exclusion from the NVES, are not only missing out on accruing credits for selling EVs (and reducing the cost), but are at a competitive disadvantage to international car manufacturers that are included in the NVES.

Of course, we have to get the balance right. I personally don’t support the mass import of vehicles under parallel import schemes. However, where there is a local manufacturing component, and a local business — like AusEV — trying to fill a gap in the market, they should be encouraged, not impeded. This view is also consistent with the Electric Vehicle Council’s 2024 response to the NVES.

The good news is, under the NVES legislation, Federal Transport Minister Catherine King has the discretion to include vehicles supplied by Australian businesses, like the F-150 Lightning, in the scheme. I hope that under this re-elected Labor government we will see action on this issue ASAP so that more local companies can be encouraged and rewarded for bringing electric vehicles into Australia, where they include a local manufacturing component and are filling a clear gap for consumers. This will not only increase supply but also reduce costs.

In addition to NVES, unfortunately, many states have walked away from EV incentives in Australia – prematurely and well before the market has hit its tipping point. We need to see state, territory and the newly elected federal government come together to relaunch temporary EV incentives across the country. This will allow more Australians to get access to EVs (including electric 4x4s), drive down the cost of transport, support the use of Australian-made energy to power our transport system, all while ensuring there is a strong supply of second-hand EVs available in the used market by the late 2020s.

Finally, Australia is in a strong position to play an important role in shaping and informing the development of electric 4x4s. AusEV is one example of a local company trying to lead in creating local EV industry jobs. We collectively need to support these kinds of activities further, so that more manufacturing jobs can be created off the back of the transition to EVs, especially for vehicles that must be tailored to meet Australian conditions, including electric 4x4s, trucks, etc.

We won’t see revolutionary change overnight, but we need to start acting today in order to deliver a future where Australia can play a major role in not only supplying the raw minerals to enable global electrification but also be locally manufacturing and assembling both batteries and at least some types of electric vehicles.

As a contrasting bonus, here is a photo of my neighbour’s rusty Holden (GM) ute from the 1960’s. My how things have changed!

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State of the solar industry as GOP eliminates homeowner’s tax credits

Electric Vehicles Magazine

May 20, 2025

State of the solar industry as GOP eliminates homeowner’s tax credits

On today’s sunny side up episode of Quick Charge, we take a look at the latest from the world of solar power, and discuss Congressional Republicans’ plans to limit your energy independence by eliminating a critical tax credit for homeowners nearly ten years early. (!)

We’ve also got a quick review of a massive solar farm powering 200,000 homes in Indiana and the biggest solar project East of the Mississippi – both part of a record 98% of all new power generation and grid capacity introduced in 2025 coming from wind and solar. Those are jobs, those are lower utility rates, those are energy independence … so why are Congressional Republicans working to make that more expensive?

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Your personalized solar quotes are easy to compare online and you’ll get access to unbiased Energy Advisors to help you every step of the way. Get started here.

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John Deere and Kreisel Electric prepare for “a new era in power” as off-highway vehicle electrification accelerates

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May 18, 2025
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John Deere Power Systems used its presence at the 2025 bauma trade show in Munich to usher in what it termed “a new era in power.” The new adage means “developing technologies that not only meet today’s needs but also anticipate the challenges our industry will face in the years to come,” said Nick Block, the company’s Director of Global Marketing and Sales. “We believe the future of power is not defined by a single solution but by a range of options that allow our customers to choose the best fit for their operations.”

To this end, John Deere Power Systems is partnering with the Austrian firm Kreisel Electric on batteries and charging solutions designed to bring battery-powered equipment to key off-highway markets such as the construction, mining and material handling sectors. During the 2025 bauma trade show in Munich, the two unveiled some of the early fruits of their partnership, including the KBE.59.750M battery pack that is slated to enter production in 2026.

Kreisel Electric’s KBE.59.750M battery pack

The KBE.59.750M features Dynamic Performance Management, which utilizes patented cell immersion cooling technology and advanced software systems, JDPS said, adding that “this technology is engineered to optimize daily performance, life performance and performance at extreme temperatures, all while meeting or exceeding industry safety standards.”

The partnership with Kreisel will enable John Deere to offer charging solutions for off-road electric construction vehicles where typical grid infrastructure won’t suffice.

John Deere also showcased its Next Generation Engines—the JD4, JD14, and JD9 engines provide more power than the existing John Deere PSS 9.0L engine and offer streamlined integration for a wide range of construction applications. The optimized JD9 builds on the performance of the existing 9.0L engine to offer lower complexity and installation costs, the company said.

To support the transition to electric-powered off-highway machinery effectively, John Deere said that it will provide “charging solutions that are as versatile and adaptable as the job sites they serve,” explaining that it will develop both stationary and mobile charging options with varying power outputs and charge times that can be scaled.

Source: John Deere Power Systems

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Author Jonathan Spira

#John #Deere #Kreisel #Electric #prepare #era #power #offhighway #vehicle #electrification #accelerates
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Chart: Republicans take aim at clean energy boom benefiting GOP most

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Electric Vehicles Magazine
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May 16, 2025
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Since the Inflation Reduction Act was signed into law in August 2022, companies have invested a total of about $320 billion into clean energy projects in the U.S. and plan to spend more than $500 billion on top of that to build cleantech factories, low-carbon industrial facilities, and installations of solar, batteries, and other renewables. Nearly 80% of the dollars already spent went to Republican districts, and three-quarters of planned investment will go to those areas.

As law, the Ways and Means proposal could derail a lot of that outstanding spending — and even some of the projects already under construction or operational.

Rhodium’s preliminary analysis found that somewhere between 57% and 72% less clean energy would be added to the grid over the next decade under a repeal scenario, while somewhere between 16% and 38% fewer EVs would be on the road by 2035 than if the law was preserved as is.

Those declines in clean-energy and EV adoption would mean less demand for manufacturers who plan to build factories to produce electric vehicle batteries, solar panels, wind transmission cables, and other cleantech in the States. They would have to reevaluate whether their factories still make sense under an entirely different set of economic conditions — and it’s likely that the answer would be “no” for many.

Already, thanks to the Trump administration’s trade and policy uncertainty, manufacturers of clean energy technology are abandoning projects at a rate not seen in the post-Inflation Reduction Act era. Nearly $7 billion worth of clean-energy manufacturing projects were canceled in the first quarter of the year alone.

Monday’s House Ways and Means proposal may never make it into law as is; some Republican senators and representatives are quickly coming out in opposition to the tax-credit changes. But the aggressive nature of the proposal will do little to restore the confidence of companies already wavering on domestic clean energy projects amid the chaos of the Trump administration.

Source link by Canary Media

Author Dan McCarthy

#Chart #Republicans #aim #clean #energy #boom #benefiting #GOP

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GM Says These EV Batteries Are 'Critical' For Its Future

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Electric Vehicles Magazine
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May 14, 2025
0

General Motors on Tuesday said it’s planning to become the world’s first automaker to use lithium-manganese-rich (LMR) batteries in production trucks and full-size SUVs starting in 2028. The new chemistry marks a major pivot, not just from today’s nickel-manganese-cobalt (NMC) and lithium-iron-phosphate (LFP) batteries, but also from pouch cells GM has long relied on.

Going forward, some of GM’s EVs will use LMR cells in a prismatic format. Models using LFP and NMC aren’t going anywhere. The three battery types will continue to co-exist, offering buyers a breadth of options depending on their needs.

What’s The Big Deal With Prismatic LMR Cells?

General Motors LMR Prismatic Cell

Photo by: General Motors

GM says the LMR chemistry is close to LFP when it comes to the cost advantages and closer to NMC in terms of performance and energy density. The LMR chemistry is closely related to NMC, but uses far lower content of the expensive and dirty metals nickel and cobalt, and instead employs a much higher portion of manganese, which GM says is relatively inexpensive and abundant in Earth’s crust.

But it’s not just the chemistry GM is rethinking. The shift to prismatic cells is just as important.

In the battery world, shapes and sizes matter. Prismatic cells are basically square-ish or rectangular, giving them a modular and stackable design that’s easier to integrate into battery packs. In simple terms, a better fit equals less wasted space inside a pack and an overall space-optimized battery design. GM’s pouch cells also fit neatly together, but large format prismatic cells have more advantages.

“Our pouch cells today have a left and a right module which are really hard to connect into one larger module,” Andy Oury, a battery engineer and business planning manager at GM told reporters in a briefing at the automaker’s R&D center in Warren, Michigan last week.

“Fewer larger modules is a cost reduction strategy and having that particular prismatic cell shape is really important to the overall simplification of the module and production,” Oury added.

Development of LMR batteries didn’t happen overnight. GM has been working on it for a decade, but the pandemic kicked things into high gear. The company began in-house materials R&D in 2020, built a demo cathode in 2021 and produced its first full-size batch of LMR cells in 2023. By 2024, it had manufactured over a ton of LMR cathode active material (CAM) and locked in a vehicle application early this year.

About a year and a half ago, the automaker also roped in Kurt Kelty, a battery industry veteran who spent 15 years at Tesla and then joined GM as its new head of battery and propulsion. And he wasn’t immediately sold on the prismatic cell format. GM engineers had to convince their new boss.

“I came in with a bias. I was like of course the answer is cylindrical. It has to be cylindrical,” Kelty said. “But my team pointed out the differences, how we can get a higher energy density at a lower cost,” he added.

Now GM says the prismatic cell format alone is enabling 75% fewer parts than its pouch cells on the module level and 50% fewer parts on the overall pack level. “Hundreds of pounds” of weight savings are expected, too. GM engineers said prismatic LMR cells promise 33% more energy density and costs that are “comparable” in dollars per kilowatt hour compared to LFP batteries.

LFP battery tech is rapidly improving in China, but the country also enjoys a stranglehold on that supply chain. The U.S. needs its own playbook, one that’s tailored to unique American challenges, like making full-size electric trucks and SUVs actually make sense economically.

Currently they don’t exactly do that. I saw the Hummer EV’s 24-module battery pack at the General Motors Technical Center in Michigan last week and it looked about the size of a king-size mattress and the weight of an entire BYD Seagull, nearly 3,000 pounds.

Will It Work? Too Early To Tell

GM Wallace Battery Innovation Center Michigan

Photo by: Suvrat Kothari

Prismatic LMR cells are still far off from mass production. We’re at least three years away from seeing it in a production vehicle. But GM is betting on it and so is Ford.

“The Model 3 and Model Y were developed years ago, and to change them at this point is a huge deal,” Kelty said, referring to why the mass market Teslas have remained largely unchanged in terms of their battery chemistry over the years.

But after several production delays and software headaches in the recent past, GM finally seems to have found a way to cut through its bureaucratic red tape, giving its battery teams the rare, startup-like freedom to innovate and solve problems fast.

“If you’re starting with a blank sheet of paper, you can use anything you want, you can use cylindrical, prismatic, pouch and any chemistry,” Kelty said. “That’s a win for a battery guy. It doesn’t get much better than that.”

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#Batteries #039Critical039 #Future

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Charging Up On the Rivian Adventure Network

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Electric Vehicles Magazine
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May 12, 2025
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Rivian’s Adventure Network is a public DC fast charging network with locations strategically positioned to enable Rivian owners to go on more adventures in more places.

The Rivian Adventure Network

They’re standing up new charging stations near outdoor meccas like Sedona, Arizona, Bozeman, Montana, Flagstaff, Arizona, and an exciting new Charging Outpost model in Joshua Tree National Park. “We’re building out our charging network to support adventure-oriented locations,” Rivian CEO RJ Scaringe said (YouTube).

Charging at the Rivian Adventure Network in Kingman, Arizona. Image credit: Kyle Field, CleanTechnica

Sustainability is also a key pillar of Rivian’s business, and the Rivian Adventure Network is no exception. “Every kilowatt-hour our chargers deliver is matched with renewable resources like solar and wind, on an annual basis,” Rivian said. It’s great to see Rivian setting a high bar for itself and holding itself to that high standard even as it works to scale and open its public fast charging network.

Rivian has been building out its charging network for a number of years now, but has stepped up the pace of installations in the last two years. The majority of the Rivian Adventure Network is dedicated to Rivian owners only and will not allow any other EV drivers to charge there, whether they be Teslas using an adapter or a Hummer EV with a native CCS port.

Over the last year, Rivian has started introducing a handful of Rivian Adventure Network locations where all EVs are welcome and are able to charge. Rivian’s Joshua Tree Outpost (view on PlugShare) as they call it, was the first of these locations and features 12 x 300 kW CCS1 chargers as well as a lounge where drivers can rest their feet, grab a snack, and use the restroom while they charge.

Rivian’s Joshua Tree Charging Outpost features a store, restrooms, seating, amenities, and an R1T for patrons to explore while their vehicle charges. Image credit: Kyle Field, CleanTechnica

I was excited to try out the Rivian Adventure Network when I took a Rivian R1S loaner I was reviewing on a road trip. The navigation in the Rivian has a built-in rating system that gives stations a “Charging Score” based on data pulled from past charging session experiences from actual Rivian drivers. Factors include things like average top charging speed, payment success, and overall charging session success.

The vehicle then uses these scores as a key factor when mapping out the route and chargers for your journey. It’s a great attempt to integrate real-world charging reliability into the navigation in a meaningful way. In our testing, the navigation did a great job of picking chargers for our journey. Though, congestion in the greater Los Angeles area caused some unexpected delays.

Using The Rivian Adventure Network

I didn’t know what to expect when I pulled up to the first station. Would I need a credit card? Did I need to configure something in the Rivian app? Or was there another quirk that I wasn’t aware of? Rivian uses the Plug&Charge protocol, so as long as the payment method is set up in the car, the experience is seamless.

The RGB lights on the RAN podiums put on a show for the camera in Sedona, Arizona. Image credit: Kyle Field, CleanTechnica

There are so many other charging stations run by the dozens or hundreds of charging network operators sprinkled around the United States. Each seems to require a different app, some are tap to pay, while others seem to require a special dance to unlock the magic juice within.

I pulled up to the first Rivian Adventure Network fast charger and grabbed the CCS adapter. Good so far. I opened the charging port on on the R1S and plugged it in. Much to my delight, it simply started charging the Rivian, making good on the ease promised with Plug&Charge.

It was a beautiful experience and much like the one Tesla drivers have come to enjoy at Tesla Supercharger Network sites around the world. In fact, the Rivian was even able to simply Plug&Charge at Tesla’s NACS-compatible chargers, like the one we charged the Rivian R1S on in Williams, Arizona.

The two chargers I used on the way out to Flagstaff, Arizona, were rated at 300 kW and I was pumped to see what they could push out. At the second station, I arrived with around an 8% state of charge and was a little disappointed that it only ramped up to 195 kilowatts.

I was the only vehicle charging at that location’s eight stalls, and with the state of charge of the R1S on the low side, I was expecting a bit more speed. This is in line with what other users experienced, according to Rivian Roamer, which shows the typical peak charging speed is 192 kW.

Image credit: Kyle Field, CleanTechnica

In terms of building out and optimizing their charging network, it’s early days for Rivian. More importantly, they have already started delivering on the most important pieces of what it takes to operate a reliable charging network.

They’re installing sleek, compact chargers with cables that have good reach and theoretically operate at speeds competitive with the other big players. Most importantly, Rivian is putting a high priority on uptime and high reliability across its charging network. We don’t have any specific uptime or reliability numbers from Rivian, but numerous figures peg it at over 95%.

Open to All

Rivian launched its charging network exclusively for Rivian owners and has slowly been opening up stations one at a time to non-Rivian drivers. As of this writing, 42% (47 out of 112) of Rivian’s Adventure Network locations are open to all NACS-compatible EVs with the appropriate adapter, according to Rivian Roamer.

Rivian’s Joshua Tree Charging Outpost is open for business for all NACS-compatible EVs. Image credit: Kyle Field, CleanTechnica

Rivian has made consistent progress to open up its network to non-Rivian NACS-compatible EVs. This directly supports EV adoption more broadly as well as for Rivian, as those other EVs increase utilization of existing sites, generating more revenue from existing assets.

Future Plans

Looking further into the future, Rivian plans to continue to expand its Adventure Network. “We’re expanding our Rivian Adventure Network, with more than 600 sites expected in the next few years,” Rivian CEO RJ Scaringe said in a recent interview with CNBC.

This is good news for all EV drivers, as high reliability and easy-to-use chargers benefit everyone. All the chargers Rivian has installed to date utilize the CCS1 charging standard. In the future, this will change, as Rivian has committed to installing native NACS charging ports on future vehicles, including the highly anticipated R2 and R3.

Head over to Rivian’s website for more information about its Adventure Network. For a ton of great detail on charging, NACS-compatible sites, and charging scores, check out Rivian Roamer.

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Road Test: 2025 Hyundai Kona Electric

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Electric Vehicles Magazine
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May 10, 2025
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Small with Versatility and Performance

The second generation Hyundai Kona EV may be the smallest all-electric SUV offered by Hyundai, but that doesn’t mean it doesn’t hold its own through versatility, performance and driving range.

Kona – Round 2

Choices: 2 Motors, 2 Batteries, 4 Trims

The 2025 Hyundai Kona Electric SE has a 48.6 kWh Standard Range battery and a 99kW electric motor producing 133 horsepower (hp) and 188 pound-feet (lb.-ft.) of torque for a 200 mile all-electric driving range (AER). The N Line, SEL and Limited trims have a 64.8 kWh Long Range battery and a 150kW motor good for 201 hp and 188 lb.-ft. of torque. The N Line gets 230 AER while the SEL and Limited have 261 AER.

Charging

A fast charger

The lithium-ion batteries come with a standard pre-conditioning system to aid faster and more complete charging in cold weather. Charging times vary for the two battery sizes.

48.6 kWh Standard Range battery

Level 2

10-100%: 5 – 6 hours

64.8 kWh Long Range battery

DC Fast Charging

10-80%: 43 minutes

Add approximately 100 miles in 15 minutes

The Kona Electric was easy to charge using the MyHyundai with Bluelink app that offers plug-and-charge at these public charging networks.

IONNA – a high-performance charging network for electric vehicles, established by a joint venture of major automotive companies. The goal is to create 30,000 fast charging points across North America

ChargePoint (including roaming partners)

Tesla Supercharger (Current and new owners get a NACS-North American Charging Standard-adapter for free or can purchase one at a Hyundai dealer for $230)

EVgo

Charging data displayed

Hyundai also offers a program to get you started on changing at home through its Home Marketplace. Enter your home address, then available rebates and other benefits appear that are customized to your state and specifically your electric utility.

As of this story being written (May 2025) there is a US government 30% tax credit for homeowners who install an EV charger, with both the charger and installation covered by the rebate.

The Kona Electric does not have complementary charging benefit but does come with a Level 1 charge cable for home charging on 120V household current.

Vehicle-to-Load (V2L)

With a bi-directional onboard charger, the Vehicle-to-Load (V2L) function can power devices or charge electrical equipment, such as electric bicycles, scooters, camping equipment or even power necessities during a power outage. From the front charging port, devices and appliances can be plugged in using an available V2L adapter to utilize the Kona Electric’s battery power when it is parked.

EV Purpose-Designed Exterior

Hyundai says the Kona’s “EV-centric exterior” design strategy is opposite of what many car companies have done, which is design first for a gasoline engine and then adapt it to an electric power plant. By starting with the Kona Electric in mind, aerodynamics have benefitted with a drag coefficient of 0.27 from a sleek, aerodynamic nose, active grille shutters, wheel arches, lift gate and integrated rear spoiler.

Character in a line

The 2025 Kona Electric will not be mistaken for the earlier generation as it has a more contemporary look and feel. The nose is smooth and rounded, topped by a single and continuous LED blade for the daytime running lights. Extending the entire width of the hood, it creates a luminous signature with a single light. Sitting on the far edges of the fascia, which also has the chargeport door, are the LED projector headlights.

The rear is equally smooth, echoing the front blade design with LED accent light and the tail lights housed in the far outer lower corners. Especially interesting is how the lift gate glass and the small glass window behind the rear doors intersect at a point.

Four alloy wheel designs in either 17” or 19” sizes, and eight exterior colors offer stylings options. Neoteric Yellow, Ultimate Red Metallic and Cyber Gray Metallic exterior colors are a $500 premium. The no additional cost colors are Abyss Black Pearl, Mirage Green, Meta Blue Pearl, Ecotronic Gray Pearl or Atlas White, with the last being what adorned our Kona Electric.

Interior

Hyundai says the Kona has a “driver-centric” interior with dual 12.3-inch panoramic display screens that add a premium touch. The left screen houses the digital meter and gauge cluster display, while the right side screen is home to the infotainment system. The base sound system has six speakers, but our Limited trim had the Bose premium audio set-up with an external amp, tweeters and eight speakers. All sound systems get AM/FM/SiriusXM/HD Radio, wireless Apple CarPlay and Android Auto, dual USB-C outlets, 12V outlet, WiFi hotspot and Bluetooth for streaming music.

Driver-centric screens

The seats in our Kona Electric Limited were covered in H-Tex leatherette, with the other trims getting either black Alcantara (N Line) or cloth (SE and SEL). Alcantara is suede-like synthetic textile made from a blend of polyester and polyurethane. Interior color choices are Black or Sage Green with Lime accents, which gave some pizzaz to our test car.

The front seats had 8-way power adjustments, heat and ventilation with the driver seat having lumbar support. The rear bench seat, with a folding armrest with cup holders, reclines and comfortably seats two adults with a flat floor giving room to stretch.

The rear cargo space, with a dual level floor, lights and package anchors, is 25.5 cubic feet with the rear seat upright, but grows to a very useable 63.7 cubic feet when the 60:40 rear seat is folded. The hands-free power lift gate opens to a low lift-over for the rear storage area. The front trunk (frunk) measures one cubic foot, so fit for small packages only.

Additional convenience features include a power sunroof, rear view monitor with parking guidance lines, soft-touch materials on the dash and door panels, dual automatic temperature controls, cabin air filter, heated, leather-wrapped tilt-and-telescopic steering wheel with audio and advanced cruise controls, wireless phone charger, auto-dimming rear view mirror with Homelink, LED interior lights, adjustable 64-color ambient lighting and an illuminated glovebox.

Hitting the Road

As with all EVs, the acceleration was smooth and quiet with instant torque at any speed. Scooting 0-60 mph is about 7.2 seconds, which is plenty fast for merging onto highways. The top speed is set at 104 mph, but we highly recommend not pushing it that high.

The right tires

Handling was crisp and direct with motor-driven power steering that whipped us 360º in a 34.8 foot turning diameter. The 17-inch alloy wheels (19-inch are optional) were shod with EV-specific Kuhmo Solus 215/60 all-season tires, which are rated highest for rolling resistance, comfort and noise. This fits perfectly with how Hyundai wants the Kona Electric to be used—freeway commuting and for in-town errands, but also capable of a weekend road trip.

In 226 miles cruising around Southern California we found the ride to be comfortable and pretty fun to mildly toss around at times. Stopping was excellent with ABS for the ventilated front and solid rear discs.

The regenerative braking, which is actually the motor slowing when coming off the accelerator pedal, was controlled by steering wheel mounted paddles. There are four regen levels that can be set by pulling on the left side paddle or on a setting in the center screen. The right side paddle reduces the regen level while the left side increase it. The ultimate setting is i-PEDAL MAX, where it is possible (and our favorite way to drive the Kona Electric) to do most driving with your fingertips doing the slowing.

When coasting or braking, kinetic energy is converted into electric energy and returned to the battery to add driving range, but it also adds a level of joy and fun with the one-pedal driving technique.

An unexpected technology for a car at this price is the Remote Smart Parking Assist. Using the Smart Key, the Kona Electric can be remotely moved in or out of a tight parking space. This is a handy feature to park the car where it might be difficult to open the doors.

Loaded with safety tech

Technology and Safety

The Kona comes with an extensive list of standard safety features, beginning with front, side impact and side air curtain airbags. Hyundai’s SmartSense safety tech is robust with advanced driver assistance systems (ADAS), including a surround-view camera, lane keeping assist, blind spot detection, forward collision avoidance and rear cross-traffic avoidance assist. Click the above link to learn about the Hyundai safety suite. Other features are auto hold, a surround and blind view monitor with parking sensors and a tire pressure monitoring system.

The Hyundai Blue Link telematics app provides access to vehicle systems, including remote starting, and the Digital Key provides extra convenience and safety.

Pricing

Room in the rear

These 2025 Kona Electric prices include the $1,450 freight charge.

SE                $34,425

SEL             $38,425

N-Line         $38,825

Limited       $42,600

It is unknown at the time this story was written (May 2025) if the federal tax incentives will be extended by the Trump administration. Individual states and local electric utilities may have purchase incentive programs that would not be affected by any federal actions. The Kona EV may also qualify for an HOV sticker, which allows only the driver to use the carpool lanes.

The Kona Electric, built in Korea and not using batteries made in the U.S., will be subject to tariffs. The additional amount, when this story was written, is unknown.

Warranty

New Vehicle – Five years/60,000 miles

Powertrain – 10 years/100,000miles

Electric Battery – 10 years/100,000 miles

Anti-perforation – Seven years/Unlimited miles

Maintenance – Three years/36,000 miles

Roadside Assistance – Five years/Unlimited Miles

Observations: 2025 Hyundai Kona Electric Limited

The four Kona Electric trim levels—SE, N Line, SEL and Limited—offer choices in performance and driving range. While is it larger in all dimensions than the outgoing model, it is still classified as a small or subompact SUV.

Ready to get active

Hyundai positions the Kona Electric for active and diverse lifestyles. Considering its size, that would mean families with small children, singles or couples without children will all be attracted to this compact SUV. We foresee laying-down the second row seat and filling the cargo space with outdoor adventure gear or beach toys.

Other EVs such as the Kia Niro, Chevrolet Equinox, Nissan Leaf, Honda Prologue, Mini Countryman EV or Tesla Model 3 are alternatives to consider. If doing so, make sure to compare the size, range and design, not just the price.

Make sure to opt-in to the Clean Fleet Report newsletter (top right of page) to be notified of all new stories and vehicle reviews.

Story and photos by John Faulkner.

Disclosure

Clean Fleet Report is loaned free test vehicles from automakers to evaluate, typically for a week at a time. Our road tests are based on this one-week drive of a new  vehicle. Because of this we don’t address issues such as long-term reliability or total cost of ownership. In addition, we are often invited to manufacturer events highlighting new vehicles or technology. As part of these events we may be offered free transportation, lodging or meals. We do our best to present our unvarnished evaluations of  vehicles and news irrespective of these inducements.

Our focus is on vehicles that offer the best fuel economy in their class, which leads us to emphasize electric cars, plug-in hybrids, hybrids and other efficient powertrains. We also feature those efficient gas-powered vehicles that are among the top mpg vehicles in their class. In addition, we aim to offer reviews and news on advanced technology and the alternative fuel vehicle market. We welcome any feedback from vehicle owners and are dedicated to providing a forum for alternative viewpoints. Please let us know your views at publisher@cleanfleetreport.com.
The post Road Test: 2025 Hyundai Kona Electric first appeared on Clean Fleet Report.

Source link by Clean Fleet Report
Author John Faulkner

#Road #Test #Hyundai #Kona #Electric
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Electrovaya receives $4.2-million Li-ion battery order for use in cold-storage warehouses

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Electric Vehicles Magazine
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May 6, 2025
0

Electrovaya, a developer and manufacturer of industry-specific lithium-ion batteries, has received a new order from a longtime repeat buyer.

The order, valued at $4.2 million, is for batteries for use in cold-storage warehouses operated by the customer, which has placed orders in excess of $13 million over the course of its relationship with Electrovaya.

The new battery system will be used to power material-handling electric vehicles in the cold-storage warehouses.

The customer currently operates six warehouses that use Electrovaya’s Infinity Battery Technology, a battery management system that was developed in-house and is now in its fifth generation. This allows the Toronto, Ontario-based company to further customize the BMS to the specific application requirements and the Electrovaya batteries’ unique attributes.

It’s important to note that the operating environment of this particular customer is a particularly harsh and frigid one. The cold temperatures found in refrigerated warehouses reduce the running time of electric forklifts using standard lead-acid batteries.

A cold storage warehouse is a large refrigerated building designed for the storage of goods in an environment below the ambient outdoor temperature. Companies that sell and distribute fruit, vegetables, meat, fish and dairy goods require cold storage facilities, and most transport these items in refrigerated trucks as well. Cool stores have been an essential component of the shipping industry since the late 1800s, and the industry’s origins can be traced back to Christian Salvesen, the operator of a modest Scottish whaling company who expanded his business to include a cool store in Grimsby, then a major port.

Source: Electrovaya

Source link by Charged EVs

Author Jonathan Spira

#Electrovaya #receives #4.2million #Liion #battery #order #coldstorage #warehouses

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As clean vehicle rules face repeal, advocates urge states to stay strong

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Electric Vehicles Magazine
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May 5, 2025
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Advocates say community solar is in line with the conservative principles of free markets and individual property rights — and a recent survey out of deep-red Texas seems to agree. The poll, commissioned by Conservative Texans for Energy Innovation, found more than 90% support protecting property owners’ rights to produce electricity on their land, including with wind turbines or solar panels, and say they should be allowed to lease their land out for power generation too.

Could Spain’s massive blackouts happen in the U.S.?

Spain and Portugal suffered one of Europe’s worst power outages ever on Monday. About 55 million people lost power, sidelining hospitals, disrupting cell signals, and halting digital payments. The massive outage on a usually stable grid stirred up accusations — including from U.S. Energy Secretary Chris Wright — that renewable power was to blame.

Spain’s grid operator hasn’t yet disclosed what caused the outages, but the country’s environmental minister said Wednesday that renewables weren’t responsible. Nearly 55% of Spain’s electricity on Monday came from solar, with another 10% each from wind, nuclear, and hydropower — a similar mix to what’s powered the country’s grid in the past, without problems. Still, experts say the outages highlight stability challenges that renewables can pose during power disruptions, and show that grid operators need to implement new technologies to better manage increasing amounts of wind and solar.

Clean energy news to know this week

Tesla turmoil: Elon Musk and Tesla’s board chair deny a report suggesting the EV maker is seeking a new CEO amid Musk’s increasing political activity and the company’s sinking finances. (Axios, Wall Street Journal)

Gutting grants: The U.S. EPA indicates in a court filing that it intends to cancel 781 grants issued under the Biden administration, most of them tied to environmental justice, and has already notified about half of those recipients of the looming cuts. (Washington Post)

100 days of climate demolition: President Donald Trump has signed 20 climate-related executive orders in his first 100 days in office, and his term has so far been marked by stock market uncertainty, clean-manufacturing project cancellations, and tariffs that are set to hurt the fossil-fuel industry. (Heatmap)

Burgum’s energy pivot: Now largely focused on oil and gas development, Interior Secretary Doug Burgum has taken a sharp turn since supporting an “all of the above” energy strategy that included clean energy while serving as North Dakota’s governor. (E&E News)

A second life for coal plants: Former coal-fired power plants are becoming in-demand properties as developers look to re-use the facilities’ existing power lines for gas-fired power plants, battery storage sites, or offshore wind connections. (Associated Press)

First Solar’s fortunes fall: American manufacturer First Solar, which saw a stock bump in the wake of Trump’s tariffs, has since reported lower-than-expected first quarter earnings and reduced its expected revenue and profit for the rest of the year. (Heatmap)

EV education at risk: Programs that train students to work in EV manufacturing, which arose to supply the growing industry with workers, could peter out amid the Trump administration’s continued attacks on the sector. (Hechinger Report)

Source link by Canary Media

Author Kathryn Krawczyk

#clean #vehicle #rules #face #repeal #advocates #urge #states #stay #strong

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