There’s a good chance that whatever device you’re using to read this story runs off a battery made in China. And until very recently, that was true of a great many electric vehicles as well. That’s because the U.S., Europe, Japan and other parts of the globe spent decades outsourcing batteries and battery production to China for cost reasons. Then that country took this lead and ran with it to the point where it now accounts for more than 80% of battery manufacturing capacity, according to S&P Global.
Lately, the U.S. in particular has been playing catch-up. And the good news is that it seems to be working.
New details compiled last week by economic analyst and data journalist Joey Politano reveal that U.S. lithium-ion battery production has increased significantly in recent years, specifically since the passage of the Inflation Reduction Act (IRA).
Despite that legislation’s clunky name, it’s perhaps the most significant climate- and jobs-focused bills ever passed into law, packed with incentives to develop and manufacture green energy technologies—including batteries for EVs—domestically instead of abroad. In fact, according to Politano’s data, battery production is actually up 25% in the U.S. since 2023.
Politano told InsideEVs that his conclusion comes from two sources: the U.S. Census’ Manufacturers’ Shipments, Inventories, and Orders (M3) survey, and the producer price index for battery manufacturing from the Bureau of Labor Statistics. He tracks trends like these and more on his Substack as well.
His findings track with other studies we’ve seen that confirm this trend. According to International Energy Agency (IEA) data from May, China’s global investments in clean technology manufacturing and control of the battery space is actually down from 2022 and 2023. You can thank the rise in local manufacturing for much of that; investments more than tripled in the U.S. and Europe in 2023. It should also get even better when we can see the full data from this year; a full “40% of investments in clean energy manufacturing in 2023 were in facilities that are due to come online in 2024,” the IEA said in its report. S&P reports the U.S.’ investment in EV battery making was $40 billion between 2020 and the third quarter of 2023 alone.
Photo by: InsideEVs
This is true of battery use in the U.S. for our power grid as well. The Guardian recently reported that America has drastically ramped up the production and installment of huge backup batteries that can be used in power outages this year. “From barely anything just a few years ago, the U.S. is now adding utility-scale batteries at a dizzying pace, having installed more than 20 gigawatts of battery capacity to the electric grid,” the story said. “This means that battery storage equivalent to the output of 20 nuclear reactors has been bolted on to America’s electric grids in barely four years, with the EIA predicting this capacity could double again to 40GW by 2025 if further planned expansions occur.”
People tend to think of lithium-ion batteries purely in a car sense, but that’s only one part of what’s happening in America right now. Yet batteries and battery tech developments spread across the entire power space, and ramping them up here for use in cars is a great way to get things moving. This is how America gets good at doing so. Much of that in recent years has been tied to the IRA, which allowed automakers to offer a tax credit of up to $7,500 to purchase an EV if it, and its batteries, were made in North America. Since no automaker wants to compete against another without that advantage, battery factories are springing up all over the U.S. to support the EV sector—including in red and purple states.
Hyundai Motors Group Metaplant in Savannah, Georgia
That’s noteworthy here because now President-elect Donald Trump has vowed to repeal the provisions of the IRA, get rid of EV tax credits and incentives and claw back unspent funds. Whether he can is a question of open debate; killing all of the IRA would require an act of Congress, and many if not all elected officials would want to keep those EV and battery manufacturing jobs in their districts. Plus, the EV race is now a question of technological competition with America’s toughest geopolitical adversary. The car industry is certainly a big part of that, but it’s just one part; this race goes into almost everything that uses or will use electric power.
It’s true that the battery industry will very likely keep going on its own without subsidies. The demand for battery-powered devices isn’t going anywhere, and in the world of cars, sales of purely internal combustion vehicles peaked globally in 2017 and have been in decline ever since. But China invested a tremendous amount of national and regional funding into batteries, EVs and more; if the U.S. wants to have a shot at competing against such a giant and avoid becoming purely an importer of the world’s next-generation tech, the next occupant of the White House would do well to take note of what’s actually working right now.
Contact the author: patrick.george@insideevs.com
Source link by Battery Tech – News and Trends | InsideEVs
The 2025 Mazda CX-50 Hybrid is the third iteration of this compact crossover utility vehicle (CUV), following turbocharged and non-turbocharged gasoline-only models. The significance of the CX-50 Hybrid is pretty clear. Mazda has been late to electrification, only in the past year or so offering a hybrid and plug-in hybrid in the CX-70 and CX-90. Now with three hybrids in its line-up, Mazda is catching-up fast. Expect more soon.
The third CX-50 model
The CX-50 Hybrid is part of Mazda’s SUV/CUV quiver, smallest to largest, of the CX-30, CX-5, CX-50, CX-70 and CX-90.
Hybrid vs. Other Models
Going hybrid enters Mazda into the conversation of now having a more efficient compact CUV that will fill the needs of owners looking to drive cleaner and go further on a tank of gasoline.
Power, but more mpg
The CX-50 Hybrid has a 2.5-liter non-turbo engine mated to three electric motors. That package produces 219 horsepower (hp) and 163 pound-feet (lb.-ft.) of torque. The fuel economy is rated at 39 mpg city/37 highway/38 combined. The base price is $33,970.
In 242 miles driving in California’s Orange and San Diego counties we averaged 39.9 mpg. Fuel economy numbers reported by Clean Fleet Report are non-scientific and represent the reviewer’s driving experience using the dash gauge computer. Your numbers may differ.
For comparison, Clean Fleet Report has reviewed the previously-released CX-50 models with these engines, performance and fuel economy numbers, and base trim price.
The fuel economy increase in the hybrid is significant, and the price difference between the 2.5-liter gasoline-only model and the hybrid is reasonable at $2,320. Compare the fuel economy between these models, and then calculate the number of miles driven annually to see how many months it would take to match the price premium for the hybrid.
The Mazda CX-50 Hybrid comes standard with an electronically controlled continuously variable transmission (eCVT) and electronic all-wheel drive (e-AWD). The Mi-Drive has driver-selectable modes of Normal, Power and Trail, combined with a manual shift mode. The CX-50 Hybrid’s tow rating is 1,500 pounds.
The smooth shifting e-CVT instantaneously uses driving data, based on the selected drive mode, to deliver the best fuel economy as it seamlessly moves between running on electricity or the efficient hybrid engine. A helpful green EV light appears whenever it is running solely on electricity.
Drive Time
Mazda consistently produces the best-handling cars and SUVs that are not sold as a sport or performance model. Its engineers know how to design a chassis that produces high quality driving dynamics. The CX-50 Hybrid continues this long tradition as the ride was smooth and confident at highway speeds while agile when cornering. This is not surprising coming from a company that makes the fantastic handling MX-5 Miata.
A little more traction to go with the fuel economy
Adapting the gasoline CX-50 to a hybrid began with Mazda utilizing the Toyota Hybrid System that includes a gasoline engine, three motors, the e-CVT and standard e-AWD. The gasoline engine powers the front wheels while there are two electric motors in the front (a starter motor and a limited drive motor) joined by the more powerful traction motor on the rear axle. To accommodate the front motors, the transaxle was widened and the rear had to be redesigned to accommodate the e-axle. The 105-pound nickel-metal hydride hybrid battery, positioned beneath the rear seats, improved the front-to-rear weight distribution and lowered the center of gravity, which is always a plus for handling.
The suspension and chassis technology from the gasoline CX-50 models have not changed, which means the G-Vectoring Control system is carried over. Mazda’s G-Vectoring system adjusts engine torque, shifts weight to the front wheels in response to the steering wheel motion, increases steering response and applies a bit of the anti-lock brakes to ease cornering. The 4,008-pound curb weight felt solid, safe and confident in all driving conditions.
The feedback between the driver’s input and the car’s response is what makes a Mazda so easy to drive. When diving into a tight corner the CX-50 Hybrid dug in nicely with control by the dynamic stability and traction controls, G-Vectoring, and the 225/55 Goodyear Eagle Touring all-season tires on 19-inch machined alloy wheels with black metallic paint. On a continuing arc radius or a double apex, there was little steering input needed to correct and stay planted. The power-assisted ventilated front disc and rear solid disc brakes stopped well, but could have a bit more feel to them.
Jay Chen, powertrain performance manager, told us: “(With the) CX-50 Hybrid focusing on responsiveness, directness and liveliness, we feel it provides a harmonious driving experience.”
Soul of Motion Exterior Design
It’s all about the motion
In the past few years, Mazda has been positioning itself to be more upscale, hoping to become a near-premium brand. Employing its Kodo: Soul of Motion design theme, the CX-50 Hybrid has a slim front grille, narrow LED head and daytime running lights that take up as little real estate as possible on the front fenders. The turn signals are mere slits sitting just above the body-color lower fascia.
The long hood, laid-back windshield, short front and rear overhangs and the wide rear fenders give a commanding look. The black body cladding wraps completely around the CX-50 Hybrid, but can be a bit much, so it looks better against dark paint. Our tester was painted in Machine Gray Metallic that carried a $595 premium.
The body-color shark fin antenna, bright roof rails, panoramic moonroof, integrated spoiler over the raked power lift gate, bright twin exhaust ports and LED tail lights finish off the design. Had the rear wiper been tucked under the spoiler, it would have taken Mazda a step closer to near-premium.
Subtle “HYBRID” badges are found on the front fenders and lift gate.
Class-Above Interior
The driver’s in control
The interior is driver-centric with a bit higher seating position than the gasoline CX-50 due to the 35mm lift in body height. The CX-50 Hybrid Premium Plus, which we drove, was fully loaded with the hybrid-exclusive red leather interior that included front seats with top stitching. The driver gets 8-way power adjustments with lumbar and memory and the passenger 6-way power adjustments; both are heated and ventilated.
The rear seat comfortably holds two adults, three for short distances, and comes with a center folding armrest with cup holders and two USB-C ports.
The CX-50 Hybrid has ample leg and head room, with the cargo area measuring 43.1-cublic inches with the rear 60:40 seat upright; 75.4 inches when lowered. Mazda has targeted the CX-50 Hybrid, with seating for five, for people with active and outdoor lifestyles.
Rom for three; comfortable to two
The dash has a simple and clean, logical layout with plenty of soft touch materials. Three easy-to-read round gauges with black faces and white letters are part of a 7-inch TFT (Thin Film Transfer) LCD multi-information display for the speedometer, odometer, tachometer, average fuel economy, and exclusive to the hybrid, a power meter showing when the battery is charging or the amount of electricity or gasoline being used when running.
The center display, which is not a touch screen, measures 10.25-inches for the 12-speaker Bose Centerpoint premium sound system with AM/FM HD radio, SiriusXM, Bluetooth hands-free telephone and audio controls, Alexa Built-in, and wireless Apple Car Play and Android Auto. On some trims the Mazda sound system has eight speakers, but still comes with the same size screen.
The Commander wheel located on the center console controls the system. Alternately, you can use the controls on the leather-wrapped and heated steering wheel. The Mazda controller system has improved greatly over the years, but is still unique to those we find on other cars. With repetition, the Mazda system becomes comfortable to use, and you can negotiate most tasks without removing your eyes from the road.
Safety and Warranties
Ample room
The 2025 CX-50 Hybrid comes with i-Activesense that offers an extensive list of standard and optional safety features including front, side, and air curtain airbags, four-wheel power disc ABS braking system, dynamic stability control, traction control, adaptive cruise control, rear view camera, tire pressure monitoring system, blind spot monitoring, lane departure warning and lane keep assist, rear cross traffic alert, rear parking sensors, and an anti-theft alarm and engine immobilizer.
The 2025 CX-50 Hybrid comes with these warranties:
Hybrid/Electric Battery – Eight years/100,000 miles
Powertrain – Five years/60,000 miles
Basic – Three years/36,000 miles
Roadside Assistance – Three years/Unlimited miles
Corrosion – Five years/Unlimited miles
Pricing
The 2025 Mazda CX-50 Hybrid comes in three trims with these prices, including the $1,420 delivery, processing and handling fee.
Preferred $35,390
Premium $38,820
Premium Plus $41,470
Observations: 2025 Mazda CX-50 Hybrid
Zoom-Zoom may no longer be the company slogan, but fun-to-drive is the DNA that comes with the Mazda name. The CX-50 Hybrid is not marketed as a sport compact crossover, but is being positioned to families for errands, commuting and the occasional weekend adventure.
Designed for efficient fun
John Leverett, launch strategy manager, said: “The CX-50 Hybrid offers customers an option between the two gasoline-only CX-50 models with greater fuel efficiency and driving range. It is for customers that want a capable CUV with an efficient hybrid powertrain.”
Assembled in Huntsville, Alabama, Tom Donnelly, president and CEO of Mazda North America, told us the “CX-50 Hybrid comes at the right time as customers are looking for hybrid powertrains. We have seen strong demand for our CX-70 and CX-90 hybrid models.” Donnelly went on, saying: “We know the CX-50 Hybrid has the qualities to encourage owners to go on more road trips and engage in more outdoor activities.”
Mazda wants you to strap into the car seats and have fun with the kids on a family vacation, or grab your friends and take off for a few days to the mountains or beach. Visit your local Mazda dealer and take an extended test drive to see for yourself.
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Story by John Faulkner. Photos by John Faulkner and Mazda.
[See image gallery at cleanfleetreport.com]
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 Mazda CX-50 Hybrid AWD first appeared on Clean Fleet Report.
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Author John Faulkner
#Road #Test #Mazda #CX50 #Hybrid #AWD
When X Shore first followed up its flagship Eelex 8000 electric boat with the smaller and more accessible X Shore 1, the move proved to be an effective path to bring electric boating to more people. Now the company is building upon that same platform with the new X Shore 1 Bowrider.
To be clear, electric boats are far from becoming an impulse purchase. Well, at least outside of the most extremely low-cost models.
But compared to the Eelex 8000’s price tag of US $300,000, the comparatively more affordable Bowrider 1 at US $139,000 is solidly in the “Yes, I’m a dentist, but I don’t own my own practice” territory.
The point is, these boats aren’t cheap but they’re certainly getting closer to the budget of the kind of folks with boat money. And while they might not have reached cost parity with typical combustion engine-powered day cruisers, there are a lot of other major advantages to vessels like the X Shore 1 Bowrider.
For example, one major update on the Bowrider 1 is the conversion of the boat’s bow into a spacious seating area offering more relaxed riding. For anyone trying to carry on a conversation on a boat, you’ll know that trying to shout over the loud outboard engines can really put a damper on the day. That’s not a concern with electric boats, which are much quieter and allow the sounds of the water on the hull to take center stage.
And with more lakes and waterways moving toward zero emissions regulations, à la Italy’s Lake Como and Amsterdam’s famous canals, electric boats like these are in more demand than ever. The 63 kWh on-board battery offering up to 50 nautical miles of range makes the boat great for those relaxing weekends on the lake, and the 30-knot top speed opens the door to fun excursions, especially in the world of watersports.
“Our mission is to make boating one with nature by advancing sustainable performance, seamless technology, and functional design,” said X Shore CEO René Hansen. “The Bowrider meets the growing demand for recreation, high performance, and sustainability, setting new standards in electric boating.”
The open transom provides easy access as a swim deck, while the rest of the adjustable deck space and open passage toward the bow let owners customize the type of social experience they’re looking for.
The 6.5 meter (21 ft) boat’s hull is constructed using advanced materials, including glass fiber and carbon fiber, at the company’s Swedish factory. The boat also features smart tech, including integrating Garmin’s advanced marine technology with a 19-inch display for precise, real- time data on navigation, depth, and temperature.
With featured compatibility between X Shore’s app and Garmin smartwatches, owners can even monitor and control their boat remotely.
Electrek’s Take
I love seeing new models like this, especially when they can use existing platforms like X Shore did with its popular X Shore 1, helping to reduce the length and cost of development cycles. It’s still a little rich for my blood, but I’m also the guy who bought a $1,000 five-seater electric boat from China, so I’m probably not the target market for X Shore.
But I do think the future is bright for electric boats. It’s obvious that the recreational electric boating market is experiencing increasing growth as more enthusiasts look for sustainable, quieter, and lower-maintenance alternatives to traditional gasoline-powered boats. The numbers certainly aren’t huge yet, but they’re growing.
Advances in battery technology, alongside ever-shifting environmental regulations and the flow of consumer preferences, have opened up new possibilities like these for electric propulsion on the water. As more manufacturers continue expanding their lineups to include electric pontoons, fishing boats, and even larger solar-powered vessels, electric boating is set to become a mainstream option, reshaping the future of recreational boating. How long it takes until it’s truly mainstream though, only time will tell.
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Author Micah Toll
#Shore #Bowrider #launched #affordableish #recreational #electric #boat
The assessment evaluated 13 companies operating in at least two major regions worldwide, with requirements including hardware-agnostic, OCPP-compliant charge management systems. Vendors were assessed on their ability to deliver at least four core functionalities, including charge point management, energy management and smart charging, driver and fleet management, revenue management and billing, roaming support, white-label driver mobile app, and admin portal capabilities.
“As the EV charging market matures, charge point operators need solutions that combine comprehensive functionality with the flexibility to create differentiated offerings. We believe being recognized by IDC MarketScape validates our approach to enabling large-scale charging providers across global markets,” said Orlin Radev, CEO of AMPECO.
AMPECO’s charging management platform currently serves over 160 charge point operators and eMobility service providers across six continents, managing over 120,000 charging points worldwide. Through its comprehensive feature set and API-first approach, the platform supports diverse charging scenarios, including residential, destination, fleet, and high-speed charging networks.
The white-label, hardware-agnostic platform enables charging providers to maintain full control of their operations while leveraging enterprise-grade capabilities for charging station management, smart energy management, automated monitoring, and revenue optimization.
About IDC MarketScape IDC MarketScape vendor assessment model is designed to provide an overview of the competitive fitness of ICT (information and communications technology) suppliers in a given market. The research methodology utilizes a rigorous scoring methodology based on both qualitative and quantitative criteria that results in a single graphical illustration of each vendor’s position within a given market. IDC MarketScape provides a clear framework in which the product and service offerings, capabilities and strategies, and current and future market success factors of IT and telecommunications vendors can be meaningfully compared. The framework also provides technology buyers with a 360-degree assessment of the strengths and weaknesses of current and prospective vendors.
About AMPECO AMPECO enables large-scale EV charging providers to launch and scale their business operations under their brand. The company offers a white-label and hardware-agnostic EV charging management platform to cover all EV charging business cases. It has a comprehensive out-of-the-box feature set that allows quick go-to-market while providing unmatched flexibility and extensibility via API to enable businesses to build their differentiators. AMPECO supports more than 160 charging network operators in over 60 countries. It has been globally recognized by Frost & Sullivan, Financial Times, Forbes, Deloitte, and PwC for its technological product innovation and strategic business development.
Collaboration, future-focused learning and creating more inspirational role models were the key messages from the second Electric Revolution Skills (ERS) Hub annual conference.
Hundreds of delegates from the electrification community and industry in general attended over the two days, with the event choosing to co-locate with the Advanced Engineering Show for the first time.
They heard from 17 industry experts, were captivated by keynote speeches, debated industry trends as part of panel discussions and took part in interactive workshops.
Specialists presented from some of the sector’s main players, including JLR, Ricardo, Contechs, Page Group, Advanced Electric Machines and E.ON, with British racing driver and transgender activist Charlie Martin kicking the conference off in her usual passionate style.
“Many of the people who attended were new faces and this was important. If our rapidly emerging sector is going to hit the workforce and talent requirement we need to lead the world, then we need to open it up to the masses,” explained Deepak Farmah, Commercial Director at ERS Hub.
“This includes the next generation of workers, this includes people thinking of switching careers, this includes those in hard-to-reach groups, and it includes existing engineers looking to retrain.”
He continued: “This four-strand approach was reiterated throughout many of the sessions, whether it was Advanced Propulsion Centre’s Philippa Oldham emphasising the importance of partnerships to bring fresh talent into electrification or LaRaine Foden of Advanced Electric Machines exploring strategies to attract, retain and upskill.
“There’s definitely a conviction to develop more cross-industry partnership, signalling a collaborative drive to innovate and support SMEs.”
Evident across the two days was a palpable excitement around what the Electric Revolution Skills Hub is achieving.
In less than eighteen months, it has gone from a high-profile launch and exciting concept to the go-to place for careers and skills development in UK electrification.
More than 180,000 unique visits have been made to ershub.co.uk in that time, either to search for one of the thousands of jobs listed, the hundreds of training programmes uploaded or to access the PEMD Body of Knowledge – the holy grail for defining competences and career paths. The Electrification Self-Assessment Tool is also providing a valuable benchmark for identifying skills gaps.
“One of the best attended sessions was the Panel Session on Pragmatic Approaches to Electrification Skills Shortages,” added Deepak “The common thread was the need for multi-faceted training and to look past the sector just being about batteries, a point made by E.ON’s Sean Holgate in his passionate explanation of the firm’s Net Zero Academy and how it is looking to broaden the talent pipeline.
“Professor Spencer Salter, Director of Research and Innovation at JLR, later told the audience: “Electrification involves more than just “putting a battery in a car”. The shift requires extensive upskilling within the workforce, and moving forward, it’s about driving efficiency and refining skills for better results.”
An exciting development to address this train of thought was announced on Day 2, with Ian Trueman lifting the lid on Contech’s bespoke High Voltage Training Programme.
This 22-week course, which has been developed in partnership with OEMs and tier 1s, is open to anyone and will bridge the gap between academia in the workplace, allowing candidates to transition quickly into our industry.
Deepak concluded: “I’m genuinely humbled to see a concept we once envisioned not only deliver significant impact but also bring together people and organisations in a unified effort to grow this community. A massive thank you to the ERS Hub team, our advisory board and everyone who has been on this vital journey with us so far.”
The Hyundai Ioniq 9 will debut at the LA auto show on Nov. 21
The Ioniq 9 will be an electric three-row crossover SUV built in Georgia
The Ioniq 9 will share its underpinnings with the Kia EV9 and arrive in 2025
Hyundai on Wednesday released the another teaser for the Ioniq 9, a three-row electric SUV the automaker will unveil at the 2024 Los Angeles auto show on November 21.
Judging by the teaser images, the Ioniq 9 will have the upright profile of a traditional SUV, albeit with a raked-back roofline that’s likely a concession to aerodynamics. It will be based on the same E-GMP dedicated EV platform as the current Hyundai Ioniq 5 and Ioniq 6.
2025 Hyundai Ioniq 9 teaser
Hyundai has been teasing this model for some time. It was announced along with the Ioniq EV sub-brand in 2020, and then previewed with the Hyundai Seven concept at the 2021 Los Angeles auto show. Expect the production Ioniq 9 to make its debut in L.A. as well.
In July of this year, Hyundai confirmed that an electric three-row SUV would arrive as a 2025 model, but is only now officially attaching the Ioniq 9 name to that model. While the use of Hyundai Seven for the concept version indicated the production model would be named Ioniq 7, the Ioniq 9 aligns the Hyundai with similar EVs from sibling brands Kia and Genesis.
Hyundai Ioniq 9 interior teaser
Inside the Ioniq 9 is expected to, and looks to have based on the latest teaser image, a lounge-like interior. The Seven concept featured a lounge-like interior filled with copper accents and reconfigurable seating.
2025 Hyundai Ioniq 9 teaser
The Ioniq 9 is likely to share some specs with the Kia EV9, which we named Green Car Reports Best Car To Buy 2024. Hyundai’s Genesis luxury brand will also launch its own “super-large GV90” electric SUV, likely in 2026. The GV90 is expected to take cues from the Genesis Neolun concept unveiled ahead of the 2024 New York auto show.
One big question mark over the Ioniq 9 is its production site. The GV90 will reportedly be built in South Korea, while EV9 production for the U.S. was recently shifted to Kia’s West Point, Georgia, plant. Hyundai has its own Georgia EV “Metaplant” that’s slated to build 2025 Ioniq 5 models, but Hyundai will also have to make room for the Ioniq 9 to make that model tax-credit eligible.
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Author news@greencarreports.com (Stephen Edelstein)
#Hyundai #Ioniq #3row #SUV #teased #debuts #Nov
Forum Mobility Volvo VNR electric trucks at a charging station. (Forum Mobility)
A nonprofit coalition plans to buy as many as 500 Class 8 battery-electric trucks and lease them to smaller drayage fleets and owner-operators.
The first customers are set to be carriers operating at the ports of Los Angeles and Long Beach — the largest two ports in the U.S. by import volume.
Climate United Fund intends to spend up to $250 million to purchase the Class 8 trucks, it said. On Oct. 29, the nonprofit issued a request for proposals to truck makers interested in selling it battery-electric trucks.
An announcement on the identity of the original equipment manufacturers participating in the program is expected in January or February, a Climate United spokeswoman said Nov. 12. The trucks must be bought and built within three years of the RFP being issued.
The nonprofit, which received a $6.97 billion award from the Environmental Protection Agency’s National Clean Investment Fund, said it will be prioritizing vehicles with domestically made parts and assembled in the U.S.
Among the trucks that could fit that remit are Freightliner’s eCascadia; Volvo Trucks North America’s VNR Electric and upcoming battery-electric configurations of the redesigned flagship VNL semi; Kenworth’s T680E; Peterbilt’s Model 579EV; and Tesla’s Semi — all of which are or will be built in the U.S.
All of California’s drayage fleet of about 33,000 trucks must be zero-emission by 2035.
“Electric drayage trucks cost less to operate, but high upfront costs make it difficult for independent owner-operators and small fleets to transition to all-electric,” said Beth Bafford, CEO of Climate United.
“Through tax credits, incentives and attractive financing, we are significantly reducing a cost barrier to sustain small businesses and help them lead the transition to electric vehicles,” added Bafford.
Drayage fleets’ ability to afford investments in battery-electric trucks or their hydrogen fuel-cell electric counterparts is also being hampered by a hyper-competitive truck marketplace keeping a cap on rates, according to a study by transportation management solutions software provider PortPro.
Competition is also growing from on-dock railroads at a time when rates could be finding support from record import volumes, especially at the ports of Los Angeles and Long Beach, noted PortPro’s second State of Drayage study, released Nov. 12.
Host Seth Clevenger and Features Coordinator Mike Senatore take you behind the scenes to unveil the 2024 Top 50 Global Freight Companies. Tune in above or by going to RoadSigns.ttnews.com.
California trucking advocates have bemoaned both the cost of the trucks and a paucity of charging options if the state’s electrification goals are to be met, but this latest initiative is being welcomed.
“For zero-emission battery-electric truck deployments to scale, cost has to be at the forefront of any discussion,” said Matt Schrap, Harbor Trucking Association CEO.
“HTA appreciates innovative solutions that can help support fleets in this push for zero-emission. It is always encouraging to see a program that reduces upfront costs by pairing both infrastructure and the truck together. They are inexorably intertwined, you can’t have one without the other and when the two are combined, it solves a lot of challenges for carriers,” he added.
Climate United is teaming up with heavy-duty truck charging specialist Forum Mobility to offer charging meeting the needs of smaller fleet operators.
Forum is building a network of staffed and secure electric truck charging depots at California ports and along common freight routes.
“80% of California’s drayage registry is comprised of small fleets, and it’s our job to make sure the transition to zero-emissions leaves no one behind, that fleets of all sizes have the opportunity to prosper,” said Forum CEO Matt LeDucq.
In May, Forum began construction of a charging depot at the Port of Long Beach that will be able to service up to 200 battery-electric drayage trucks a day.
Construction of the facility — which will have 19 dual-port 360 kW chargers and six 360 kW single-dispenser chargers, and be able to charge 44 trucks simultaneously — is expected to be completed by the end of 2024.
The ports of Los Angeles and Long Beach account for more than 30% of all container imports to the U.S.
On today’s exciting episode of Quick Charge, we’ve got the Vistiq! It’s all-new, three row SUV from Cadillac that packs 650 hp and can go from 0-60 mph in under 3.5 seconds, a serious word from Rivian, and something fishy at Tesla.
We’ve also got word that Hertz is selling off even more of its Tesla and Polestar electric vehicle fleet due to the collapsing resale value of Tesla’s cars, and I share some of my experiences at this past weekend’s Electrify Expo in Austin.
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Brian Fitzsimons, CEO of GridUnity, doesn’t think his company alone can solve the grid interconnection backlog that’s holding back the U.S. energy transition. But he’s sure that its software is a lot better than the combination of paper, spreadsheets, and email that most grid operators use right now.
In fact, he claims his firm’s software can shave about a year or more from the average time new energy projects spend waiting in line to connect to the grid. Right now, the hundreds of gigawatts of clean energy projects seeking to plug into the grid can face wait times as high as three years.
Last month, GridUnity received a $49.5 million grant from the U.S. Department of Energy to put these claims to the test. That money will help fund the rollout of the firm’s Interconnection Life Cycle Management software with utilities and grid operators in Arkansas, California, Connecticut, Indiana, Massachusetts, Minnesota, New Jersey, and Ohio.
That’s a big expansion from GridUnity’s current roster of utilities and independent system operators (ISOs) — the entities that manage transmission grids and energy markets for about two-thirds of the U.S. population.
Utilities such as Entergy, Hawaiian Electric, Pacific Gas & Electric, and Southern California Edison are already using Grid Unity’s software to increase the speed and efficiency of connecting solar, wind, and battery systems to their grids. Its customer list also includes two ISOs„ Midcontinent Independent System Operator and Southwest Power Pool, which collectively manage transmission grids and energy markets across dozens of states in the U.S. Midwest, as well as the California Independent System Operator — all of which have years-long interconnection backlogs.
According to Lawrence Berkeley National Laboratory’s 2024 Queued Up report, these wait times have made it such that a typical project took nearly five years from application to completion in 2023, up from three years as of 2015.
Though construction delays and supply-chain bottlenecks also slow things down, the main reason the interconnection queue is jammed up is that it takes a long time to figure out if the grid can handle new energy sources — and how to upgrade it if it can’t.
At a time when demand for electricity is booming, the “combination of spreadsheets, databases, workflow tools, and emails” that ISOs and utilities are using today just can’t handle the complexity of the necessary tasks, Fitzsimons said. Techniques meant to handle scores of projects per year aren’t able to keep up with the hundreds of projects grid operators now face.
To solve this problem, GridUnity “drives standardization across all parties,” he said — “not only standardization of process, but standardization of data structures, standardization of communications, standardization in the cost-estimation and cost-allocation process.”
Speeding and streamlining these processes — without sacrificing the accuracy and rigor required when dealing with gigawatts of electricity flowing across transmission grids — could be the most important near-term step that utilities and grid operators can take to alleviate wait times.
That’s crucial: These backlogs have become one of the biggest barriers to the construction of new cheap, clean energy — and, therefore, the phasing out of expensive, polluting fossil fuels.
What can software do?
Software that helps utilities and grid operators streamline grid interconnection hasn’t taken off as quickly as, say, software to streamline financial services or customer relationship management. But the complexity of the work involved has made it a must for the energy sector, Fitzsimons said.
GridUnity isn’t the only software developer taking on these complexities. Grid-control software providers like Siemens, GE, Schneider Electric, and Hitachi are adding more features to their platforms to help utilities manage increasingly complex interconnection challenges. Big software conglomerates such as Oracle and SAS offer a wide array of utility software capabilities. And startups such as Neara, Nira Energy, and Pearl Street Technologies are providing interconnection-analysis and -assistance software to energy project developers, utilities, and grid operators.
“This class of automation platforms is getting good reviews thus far from grid planners and interconnection customers,” said Rob Gramlich, president of consultancy Grid Strategies and an expert on transmission-grid policy. “Automation is an especially helpful thing when human resources are scarce, as they are right now with interconnection engineers.”
In many cases, multiple software platforms are working together, Fitzsimons said. He gave the example of GridUnity porting data into the Pearl Street power-flow modeling software being used by MISO and SPP.
To be clear, streamlining interconnection isn’t the only thing that needs to happen to unclog U.S. interconnection queues, Gramlich said. Importantly, it doesn’t address the underlying problem causing interconnection backlogs — the transmission grid isn’t growing fast enough to handle all the new clean energy resources seeking to connect to it.
In a landmark Federal Energy Regulatory Commission order issued this year, the agency mandated long-term planning to grow the grid — but that will take years to lead to major on-the-ground changes. Grid operators need to move more quickly on “proactive planning to prepare zones of the grid to quickly integrate new requests,” Gramlich said.
Software can’t build power lines — but it can help grid operators, utilities, and energy-project developers share data, streamline work processes, discover where information is missing or incorrect, and otherwise help smooth the way to completing vital steps on the way to interconnection.
How CAISO is using GridUnity to unsnarl its interconnection process
Thanks to another recent landmark ruling by FERC, speeding up the interconnection queue is not only a climate imperative but a federal requirement.
Complying with that rule, called FERC Order 2023, is what led the California Independent System Operator (CAISO) to restructure its interconnection process using GridUnity’s tools. The FERC rule mandates a sprawling range of interconnection reforms, and last month CAISO announced that FERC had approved the reforms it proposed to bring itself into compliance with the order.
CAISO and GridUnity were then able to move from launch to completion of their software deployment in about five months, Fitzsimons said.
The new system is a big and welcome change from how CAISO has historically managed its interconnection process, said Deb Le Vine, the grid operator’s director of infrastructure contracts and management.
Lucid Motors is pitching its Air electric sedan as a potential police cruiser.
On Sunday the automaker posted photos of an Air decked out in police equipment on X (formerly Twitter). Lucid said the car had recently participated in California Highway Patrol testing, but did not provide any other details. We’ve reached out to Lucid with questions and will update this story if and when we hear back.
Lucid Air police car
While Lucid has submitted the Air to the California Highway Patrol for testing, it wouldn’t be surprising to see the electric sedan enter service with Saudi Arabian police forces in the future. Saudi Arabia’s sovereign wealth fund is Lucid’s largest shareholder, and in 2022 the country’s government agreed to buy up to 100,000 Lucid EVs. That same year, Lucid announced plans to open a factory in Saudi Arabia in 2025.
Several California police departments already roster electric cars, including some Teslas modified by the UP.FIT division of tuner Unplugged Performance. The company recently unveiled a police version of the Tesla Model S Plaid, and has performed similar work on at least one Cybertruck as well as Model 3 and Model Y electric vehicles.
Lucid Air police car
However, some California police departments have criticized these Tesla conversions for maintenance difficulties, as well as the lack of space in the smaller Model 3 and Model Y.
Aside from Unplugged Performance’s Tesla conversions, police departments looking to go electric generally haven’t had many options. That’s starting to change, with Ford and General Motors introducing police versions of the F-150 Lightning and Chevrolet Blazer EV, respectively. Stellantis has also teased a police version of the upcoming Dodge Charger Daytona.
Source link by Green Car Reports
Author news@greencarreports.com (Stephen Edelstein)
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