Canadian silicon anode materials developer NEO Battery Materials has announced that its P-300N silicon battery material has outperformed its target metrics for long-term capacity testing.
The P-300N High-Stability Variant exhibited over 90% capacity retention for 300 cycles in the coin full cell format, exceeding the target set at 80% retention given the same cycle frequency.
The results establish P-300N as one of the most stable silicon battery materials utilizing metallurgical silicon (MG-Si), which is the lowest-cost silicon input available for battery-grade applications, the company said.
The results now allow NEO to proceed toward large-cell format testing. The company has initiated the battery cell design and architecture of single-layer pouch cells, which will involve long-term battery performance tests of 500+ cycles to optimize interactions between P-300N, graphite anodes and various cathode materials.
To prepare concurrently for near-commercial, multi-layer cell testing, NEO is in active discussions with battery prototypers and global manufacturers in South Korea, the US, and Germany.
Multi-layer cell manufacturing will be outsourced due to the need for specialized equipment. To fulfill requests from global downstream partners, NEO has secured all post-treatment equipment and installation is nearing completion at the R&D Scale-Up Centre. It has also decided to add a key manufacturing unit to expand its overall capacity. This high-specification machinery will enhance quality levels as it will enable higher precision control and efficient MG-Si processing.
NEO Battery Materials is working with industrial automation specialist Rockwell Automation to set up a 240-ton facility with the capacity to expand to 5,000 tons of silicon anode material per year, in Windsor, Ontario.
However, the Trump administration has made funding at the federal level difficult for states to access. In February, the Trump administration suspended funding from the $5 billion National Electric Vehicle Infrastructure (NEVI) program. Several states and nonprofit organizations, including Earthjustice, the Sierra Club, and Plug in America, have since sued the government for withholding the funds, which were authorized by Congress in 2021.
On May 22, the Government Accountability Office found that the Department of Transportation, which administers the program under the Federal Highway Administration (FHWA), does not have the authority to suspend NEVI and that the agency must continue to carry out the requirements of the program. The court case brought by states and nonprofits is still pending.
Funding for NEVI is designed to be allocated to states over a five-year period. The FHWA has allocated a total of $3.3 billion of NEVI funding to states through fiscal year 2025. States had awarded or obligated $527 million when the Trump administration suspended the program, and an estimated 57 NEVI-funded charging stations had opened across 15 states.
Of those NEVI-funded charging stations, 19 are in Ohio, where Paren’s chief technology officer, Bill Ferro, said many are in rural areas. This has to do with Ohio’s major interstate highways that run north-south and east-west through rural counties. In November and December 2024, when traffic increased during the holiday season, utilization rates spiked for Ohio’s rural EV chargers. Ferro said the stations are an example of how NEVI projects can be successful in rural areas.
“We would say they were the best use of NEVI funding in that they were outside the major cities, and they were intended to allow that great American road trip to go,” said Ferro.
Another hotspot on the map is in La Paz County, Arizona, where there are 140 ports, more than any other rural county in the country. Like in Ohio, an interstate is responsible for the build-out, Ferro and McDonald said. Interstate 10 connects Los Angeles to Phoenix, and one Tesla Supercharger station right off the highway has 84 ports.
As of early June, states are still waiting to see how the future of NEVI is resolved, and some have paused the application process for the next cycle of funding. While the program’s freeze has been a blow to rural areas looking to build out their charging infrastructure, McDonald stressed that NEVI is not the only source of money available to communities.
“Almost every charging station in America has some type of incentive, grant, or tax credit,” McDonald said. “NEVI gets all the headlines, but there are lots of other sources of incentive and grant money to offset costs.”
Utility companies and states have “make-ready” incentives to prepare sites to power EV charging stations. Some programs will cover the cost of getting sites connected with the utility and any construction that’s needed before the ports go in. Other programs offer rebates for the hardware, helping to facilitate the build-out of EV charging stations in places where private investors would otherwise not be interested in installing charging ports.
McDonald sees the government’s role in funding EV chargers as a way to ensure Americans have access to services regardless of where they live. He compared the current build-out of EV infrastructure to the Rural Electrification Act, which provided federal loans for the installation of rural electrical systems in the 1930s. In that era, the government stepped in to ensure communities had access to electric services in places where private investors didn’t see a way to make a profit.
“There are some things that literally require government help, or otherwise it’s never going to happen,” McDonald said.
Across the U.S., EV sales grew in 2024, increasing the share of EVs among all car sales, according to the International Energy Agency’s annual report released in May. The report projects that the number of EVs on the road is expected to continue growing in the U.S. in 2025 and beyond, despite current political and trade headwinds imposed by the Trump administration.
AESC has stopped construction on two U.S. battery manufacturing facilities.
The company was in the process of investing $3.6 billion in the two new factories.
This is seen as a direct result of import tariffs and the cooling of EV demand in the United States.
The Chinese-owned battery manufacturer Automotive Energy Supply Corp. (AESC) had big battery manufacturing plans in the United States. It was building several plants to supply EV batteries, but after last year, it stopped work on one facility, and it has now put construction on hold at a second location.
AESC was in the process of investing $3.6 billion to build the two plants in Kentucky and South Carolina. But after import tariffs were introduced last year, importing the machinery necessary for its factories became much more expensive—machinery imported from China is subject to a 145% tariff. AESC also reportedly rushed construction and then had to implement expensive changes, which was a further setback.
The company has one U.S. battery plant online, in Tennessee. But instead of producing EV battery packs, it was repurposed to make industrial energy solutions instead. This likely came as a direct response to cooling EV demand in the U.S. and policy changes that specifically targeted EVs. The proposed rollback of some emissions standards and goals will further disincentivize the creation of new manufacturing for the EV supply chain.
Despite securing over $150 million in public funding and landing contracts to supply EV battery cells to Mercedes-Benz and BMW, AESC has considerably scaled back its plant-building plans in America. However, the company says it’s still committed to completing these factories and giving manufacturing jobs to thousands of people.
Pivoting to produce industrial energy storage, like it is doing in Tennessee, is a way to bring in some additional funds, which AESC needs in order to finish construction. According to the Wall Street Journal, AESC is also looking to get a loan to finish its South Carolina factory, which is supposed to supply BMW’s Smyrna plant, where it will begin EV manufacturing next year.
The Washington Post says that in the first three months of 2025, some $6 billion in battery manufacturing plans were scrapped across the country. This is at odds with the Republican narrative that the measures being enforced are meant to bring back manufacturing jobs, as it seems to be having the opposite effect.
Oregon Senator Ron Wyden commented on the matter at a news conference, telling the Post: “Hundreds of thousands of manufacturing jobs in the U.S. are now in danger. My own view is that projects all over the country are being canceled as we speak.”
The EV federal tax credit that the Trump administration is looking to abolish, along with other measures that encourage EVs, gave incentive for carmakers to build EVs in the U.S., source their components locally and create a supply chain to sustain the segment, which seemed burgeoning around 2022 when so many of these big battery investments were emphatically announced.
Source link by Battery Tech – News and Trends | InsideEVs
Can a Hot Hatch EV Built For the Track Also Be a Good Everyday Driver?
When Clean Fleet Report had the opportunity in April 2024 to drive the all-new 2025 Hyundai Ioniq 5 N on a race track, we jumped at the chance. Our experience is linked at the end of this story. But how does this beast of a track car do on the highway and in-town on a milk-and-butter run? Quick answer: Very well.
A touch of red-hot
What Is N?
The magic button
The Hyundai sub-brand of high-performance cars gets the N moniker that the company says is about “Having fun and bringing a youthful element and the wild side to Hyundai.”
Hyundai N vehicles are aimed at performance enthusiasts wanting a street-legal car they can take to the limit on and off the track. These vehicles get N exclusive badging, modified engines, custom gearboxes, aerodynamic upgrades and variable suspension systems. Current Hyundai models that have received the N performance treatment are Kona, Elantra and Ioniq 5. Note: Hyundai also has “N-Line” trims that are not to be confused with the N models, as N-Line vehicles primarily are an appearance upgrade from base models.
Taming a Beast
The all-wheel drive (AWD) 2025 Hyundai Ioniq 5N is powered by dual motors that scoot it along 0-60 mph in a seat-pinning 3.4 seconds. We do not recommend or encourage trying this, but the top speed is set at 162 mph. To get these numbers it means horsepower and torque need to be prodigious—and they are!
IONIQ 5 N: Powering-up
Dual Electric Motors
84 kWh Lithium-ion Polymer battery
Base Horsepower: 601
Base Torque: 545 pound-feet
N Grin Boost Horsepower: 641
N Grin Boost Torque: 568 lb.-ft.
All Electric Range (AER): 221
You’ll be grinning; this is all they’ll see
What is N Grin Boost?
The Ioniq 5 N performance numbers above are impressive, but pressing the N Grin Boost button on the right side of the steering wheel adds 40 hp for up-to 10 seconds. Releasing the button for 10 seconds and then hitting it again is very much like the IndyCar system of Push To Pass. The only concern is the more N Grin Boost is used, the quicker the battery is depleted, so use it when absolutely needing a bit more power. Or just use it for the heck of it. Check this video for more info.
Silent Cruising
The Ioniq 5 N was designed to be a fully capable track car, but not surprisingly it is also a fully capable everyday driver that easily handles all daily needs while providing some fun.
In a week we put on 434 miles of Southern California freeway driving, taking us from Dana Point to Hollywood to Palm Springs and back. We treated the Ioniq 5 N with great respect by fighting off temptation to press the N Grin Boost button so we could get a read on the all-electric driving efficiency. We were impressed with the results—3.2 miles per kilowatt hour, which is what non-performance EVs get.
One feature we used at all times was the one pedal and i-Pedal driving. Make sure to have the Hyundai dealer sales associate demonstrate how using and setting this regenerative braking technique will increase your electric efficiency, driving range and driving enjoyment.
Highway and Around Town Cruising
The high performance capabilities of the Ioniq 5 N can be dialed back to the point it drives much like its more sedate sibling, the Ioniq 5 which we last tested in 2022. The N, which Hyundai calls an Everyday Sportscar, has drive modes of Eco, Normal, Sport, then three N settings (put these in your back pocket until needed when headed to a track day). The first three are self-explanatory when you will use them for efficient highway cruising, general in-town and highway driving or for the occasional taking twisties. We found Normal to be the best for nearly all of our driving, which was primarily on the highway. A quick blip into Sport made for some spirited on-ramp merging and passing big rigs and slow pokes on the 405, 5 and 15. If you know these SoCal freeways, and how they can become clogged, having a get-up-and-go mode is greatly appreciated.
Ready to stop as well as go
Hyundai engineers had some fun creating software that simulates gear shifts and throttle sounds. One of the inherent benefits of driving an electric car is the quiet and smooth operation. However, many people wanted exhaust sounds and the feeling of transmission gear changes. If you are one of them, when taking an Ioniq 5 N for a test drive, go into the center touch screen and look for the N e-shift and N Active Sound+ settings. They make the IONIQ 5 N sound and feel oh-so like a gasoline-powered car.
For even more fun, press the Boost button and a familiar exhaust crackle is piped through the eight interior speakers and two exterior speakers as the e-shift takes you through the “gears.” Of course, this is not actually happening as EVs have only one gear. Nonetheless, the faux performance sounds are a kick, especially when blipping the paddle shifters. Not that you should, but the electric motors can spin up to 21,000 rpm so the sounds, gear shifts and performance need to be experienced.
It is implied the Ioniq 5 N was designed for handling, which it does with amazing dexterity and crispness. Hyundai calls it a Corner Rascal. The battery placement below the floor makes for as low of a center of gravity possible, allowing the Ioniq 5 N’s 4,861 pounds to hug the ground even when pushing corners hard.
Stopping Prowess
Going fast is great, but slowing is what makes for a fast lap and safe street driving. Hyundai says the “Ioniq 5 N’s specially-tuned brakes are Hyundai’s most powerful braking system to date.”
Regenerative braking on an EV is for efficiency. When coasting or braking, kinetic energy is converted into electric energy and returned to the battery to add driving range. It also adds a level of joy and fun with the one-pedal driving technique. Hyundai reached a balance between the street and track by recalibrating the braking system so strong regeneration along with the mechanical brakes combine for straight and true stops with no brake fading.
Charging is also fast
Charging
The Ioniq 5 N has a 10.9 kW onboard charger and an 800-volt electric system. The 84.0 kWh lithium-ion battery has pre-heating. That adds a heat pump for battery conditioning to improve charging and performance as heating the battery to the optimal charging temperature. Ioniq 5 N owners living where it gets below 40 degrees consistently for months will rely on this feature to obtain a full charge.
The Ioniq 5 N can be trickle charged with a 120V common wall plug, but expect replenish times to be long and slow. The best bet for owners will be to install a Level 2 240V home charger that will take the battery from 10-to-100% in 7.2 hours. Rapid charging with Level 2 at 50 kW and 400 volts will take the battery 10-to-80% in about 70 minutes. DC fast charging at 250 kW and 800 volts, will take you 10-to-80% in 18 minutes.
For even more convenience, the Ioniq 5 has Vehicle-to-Load, or V2L, where power can flow out of the battery and charge e-bikes, tire pumps and outdoor equipment, run your office while traveling and even be a home electricity source during a power outage.
Unique Exterior Design
The 2025 Ioniq 5 N has minimal front and rear overhangs. The seamless clamshell hood closes to a slit where the rectangular projector LED lights peek out from the far edges of the curved nose.
The sides reveal crisp lines and an origami-like crease creating a triangle on the doors that begins at the A pillar and culminates at the 45-degree angled C pillar. The LED tail lights, which replicate the rectangular design of the headlights, have a horizontal light bar with a small square pattern running the full width of the hands-free lift gate.
A crease in time
The rear bumper, diffuser and air outlet, checkered flag reflectors, unique badging and high-mount brake light are all only found on the IONIQ 5 N.
The Ioniq 5 N comes in one trim and a choice of five exterior colors—Abyss Black, Soultronic Orange ($500 extra), Performance Blue Matte ($1,000 extra), Ecotronic Gray Matte ($1,000 extra) and Atlas White, which was our color.
Spacious and Sporty Interior
Subtle differences
The completely flat floor provides spacious leg, shoulder and head room for all five occupants. The floating bridge console found on the base Ioniq 5, which is moveable and incorporates cup holders and charge ports, has been replaced with a fixed center console.
Covered in Alcantara with H-Tex, Hyundai’s name for synthetic leather, the lightweight front sport bucket seats are heated and ventilated with 6-way manual adjustments. The only interior color is black with blue accents.
The split 60:40 rear bench seat reclines and has 59.3 cubic feet of cargo space when folded down and 26.1 cubic feet with upright. There is no front trunk (frunk).
The low slung dash has dual 12.3-inch horizontal color screens, one for the configurable digital instruments and the other for the infotainment system. Entertainment was through the 8-speaker Bose premium audio system with AM/FM/SiriusXM, wireless Android Auto and Apple CarPlay, with Bluetooth streaming and hands-free telephone. The Bluelink app provides access to vehicle systems including remote start and remote charging, and the Digital Key provides extra convenience and safety.
Practicality along with the fun
Safety
The Ioniq 5 N comes with an extensive list of standard safety features beginning with six airbags: front, side impact and side air curtain with rollover sensors. Hyundai’s SmartSense safety tech is robust with advanced driver assistance systems (ADAS), including 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 hill start assist, Auto Hold, a surround and blind view monitor with parking sensors, and a tire pressure monitoring system.
Pricing
The 2025 Hyundai IONIQ 5 N comes in one trim level—all you choose is the color. The MSRP, including the $1,475 freight charge, is $67,675. The 2025 Ioniq 5 N is available in limited quantities at select dealers in select states, so contact your local Hyundai dealer for availability.
The Ioniq 5 N is an absolute blast to drive on a race track, equaling and bettering many gasoline-powered sports cars, but that isn’t what we are considering here. We are addressing if a blast-to-drive all-electric performance car can be tamed for chauffeuring the kids to soccer practices and making bread-and-milk runs. The clear answer is yes, but with the caveat that very few other drivers will be having as much fun with the mundane driving tasks.
Make sure to opt-in to the Clean Fleet Report newsletter (top right of page) to be notified of all news stories and vehicle reviews.
Story by John Faulkner. Photos and video by John Faulkner and Hyundai.
Other Ioniq 5 reviews from Clean Fleet Report:
Flash Drive: 2022 Hyundai Ioniq 5
Road Test: 2022 Hyundai Ioniq 5
Flash Drive: 2025 Hyundai Ioniq 5 N
[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 Hyundai Ioniq 5 N first appeared on Clean Fleet Report.
Source link by Clean Fleet Report
Author John Faulkner
#Road #Test #Hyundai #Ioniq
China’s EV automakers have surged ahead of the competition in global EV sales, and a new report shows just how far ahead they are.
The International Council on Clean Transportation (ICCT) just dropped its third annual Global Automaker Rating, showing that Chinese carmakers dominate the zero-emission vehicle (ZEV) space. China now accounts for over 11 million EVs sold annually – over half of global EV sales.
Its massive domestic market has helped Chinese automakers build serious momentum. They’ve scaled up, improved tech, and are now setting the pace globally. Companies like Geely and SAIC have already hit 50% EV sales share, meeting their 2025 targets a full year early. In fact, Chinese automakers took the top five spots for ZEV class coverage, and five out of the top six for EV sales share.
Meanwhile, automakers in the US and Europe are trying to catch up. But they’re facing a dual challenge of falling behind on tech while navigating shaky regulatory environments.
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The report also confirmed a big milestone: In 2024, BYD officially surpassed Tesla in global battery electric vehicle (BEV) sales for the first time. BYD’s BEV sales jumped 25%, and its combined BEV and plug-in hybrid sales climbed an impressive 47% year-over-year. Still, both BYD and Tesla remain in the “Leaders” category.
Automakers boosted energy efficiency, charging speed, and driving range thanks to newer, high-performance models.
“Our assessment revealed widespread improvement in BEV technology performance across the industry,” said Zifei Yang, ICCT’s global passenger vehicle lead. “GM and Honda made significant advancements by introducing high-performance models to their previously limited offerings, while companies like Geely, Chang’an, and Chery improved substantially with new high-performance EV lines.”
India’s Tata Motors also hit a turning point. For the first time, it graduated from ICCT’s “laggard” group to “transitioner,” thanks to new EVs and big moves on battery recycling and repurposing. While Japanese and South Korean automakers are still lagging behind, Honda and Nissan are inching forward. Honda launched its first US BEV, and Nissan finally clarified its ZEV targets.
One newer addition to this year’s report: a green steel metric. Since steel is the second-largest source of emissions in vehicle manufacturing (after batteries), ICCT now tracks which automakers are cutting emissions in the supply chain. European brands like Mercedes-Benz, BMW, and VW earned high marks for sourcing renewable-powered green steel.
ICCT’s CEO, Drew Kodjak, summed it up: “The rapid evolution of the EV market in China has created technological and manufacturing advantages for companies there. For the wider global auto industry, this is no longer just about meeting future goals – it’s about remaining competitive today in a market that’s charging up.”
Read more: EV prices dipped in May – and Tesla Model Y led the slide
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Source link by Electrek
Author Michelle Lewis
#BYD #overtakes #Tesla #Chinas #giants #dominate #global #sales
Allison Transmission has announced a definitive agreement to acquire Dana’s Off-Highway business for approximately $2.7 billion. The acquisition, anticipated to close late in the fourth quarter of 2025 pending regulatory approvals, aims to expand Allison’s existing powertrain and electrification product lines, significantly enhancing capabilities in hybrid and electric drivetrain systems for commercial and industrial applications.
Dana’s Off-Highway business develops drivetrain, propulsion and electrified solutions, serving customers across construction, agriculture, forestry, specialty vehicles, aftermarket, industrial, and mining industries. The division operates in over 25 countries, employs approximately 11,000 individuals, and is recognized for its hybrid and electric drive technologies, including axles, drivetrain components and custom propulsion solutions.
According to Allison, the acquired business is expected to generate annual run-rate synergies of approximately $120 million and to be immediately accretive to diluted earnings per share. Allison plans to finance the acquisition through a combination of cash on hand and debt.
“Dana’s off-highway business has long been committed to delivering innovative solutions for off-highway applications, and we are confident that under Allison’s ownership, the team will be well-positioned to continue that legacy,” said R. Bruce McDonald, Dana Chair and CEO. “This agreement represents a strategic opportunity to ensure the ongoing success of the business, while allowing Dana to focus on our core priorities. We look forward to seeing the off-highway business thrive under Allison’s leadership.”
Following the integration, Allison intends to use its broader global presence and bolster its existing product portfolio, catering directly to evolving customer requirements in heavy-duty equipment markets, including electrification trends in commercial vehicles and industrial machinery.
Allison Transmission specializes in propulsion solutions for commercial, defense, and off-highway vehicles, including fully automatic transmissions and electrified systems for on-highway trucks, buses and construction equipment. Headquartered in Indianapolis, Indiana, the company has global manufacturing and electrification engineering centers supporting a range of emerging EV and hybrid applications.
A fleet of 100 Fiat 500e EVs will get Ample’s battery swap tech.
The fleet will be part of Stellantis’ Free2move mobility provider.
Ample’s swap stations can put a freshly charged battery in an EV in just five minutes.
Spain’s electric car sharing scene just got a little more interesting thanks to Stellantis and San Francisco-based startup Ample. Using Ample’s modular battery swapping technology, no fewer than 100 Fiat 500e EVs will be able to get a full charge in just five minutes.
Free2move, Stellantis’ mobility solutions company, started with a test fleet of 40 vehicles last year in Madrid, Spain. Now, a year later, the cars were successfully homologated and have been working just fine, so the fleet is set to expand to 100 cars by the middle of 2025.
Fiat 500e on Ample battery swap station
Ample’s battery swap tech is similar to China’s Nio, but with one big difference. Instead of having multiple pack configurations for the myriad of EVs out there, Ample’s approach was to make the swappable packs modular. With each module being roughly the size of a carry-on suitcase, different packs can have different capacities for the same type of vehicle.
So, if you only need to drive 100 miles per charge, you could pay for a single-module pack. If you have to drive a longer route once every month, you could upgrade to a four-module pack just for one time.
What’s more, Ample says its modular batteries were designed as drop-in replacements for original EV batteries, which opens the door to a huge selection of EVs. That said, modern EVs are offering higher and higher charging speeds, which makes range anxiety a thing of the past. Plus, for EV owners who charge at home overnight, battery swapping doesn’t make any sense. But for a company that needs to have its rental cars on the streets as many hours as possible, lengthy charging stops mean lost money, so battery swaps make a lot of sense.
“For car-sharing fleets, every minute spent off the road is lost revenue,” said Khaled Hassounah, CEO of Ample. “We’re deeply committed to making Free2move’s transition to electric seamless—not just in theory, but in daily operations. Our five-minute battery swaps eliminate charging downtime entirely, helping Free2move keep vehicles available, customers moving, and operations running at full speed.”
Ample’s battery swap tech hit the streets in 2021, with the first stations popping up in California. These first-generation stations could change all the retrofitted modules in roughly ten minutes. The second-generation station arrived in 2023. It cut the swap time in half and allowed the driver and passenger to get in and out of the car mid-swap.
Source link by Battery Tech – News and Trends | InsideEVs
Charleston, West Virginia, might not be one of the biggest cities in the country, but when it comes to traffic, things can still get pretty hectic. Between the tight city roads, regular commuter rush hours and unpredictable Appalachian weather, it’s no surprise that rear-end collisions happen more often than they should.
Unfortunately, a rear-end car accident in Charleston, WV, isn’t always minor. According to the National Highway Traffic Safety Administration (NHTSA), about one-third of all car accidents in the U.S., nearly 2 million out of 6 million annually, are rear-end collisions. They’re responsible for roughly 2,000 deaths every year.
Even South Carolina, not far from West Virginia, sees over 10,000 wrecks a year just from tailgating, and Charleston, with its own growing population and daily traffic congestion, is no exception.
Considering all of these stats, it would be more than fair to ask what exactly causes a rear-end car accident in Charleston, W.Va., and why they happen so frequently.
Tailgating
Tailgating is one of the most common and dangerous causes of rear-end collisions. It happens when a driver follows the car in front of them too closely, so close that they don’t have enough time or space to stop if that vehicle slows down or stops suddenly.
In West Virginia, drivers are required by law to maintain a safe following distance. But that doesn’t always happen. On highways, drivers often get impatient or overconfident and follow too close behind, especially during rush hour or when they’re in a hurry. All it takes is one quick brake light for a crash to happen.
Obstacles to safe driving abound
Distracted and Fatigued Driving
Rear-end crashes are also caused by people who just aren’t paying attention. That could mean texting, looking at GPS directions, talking to passengers, eating or even adjusting the radio. When you’re not fully focused, it takes longer to react.
Fatigue is another major issue. A drowsy driver might not even realize traffic has slowed down ahead. By the time they look up, it’s too late to stop.
Speeding and Reckless Driving
Speeding, whether it’s driving over the posted limit or going too fast for bad road conditions, is another major cause. The faster you go, the longer it takes to stop.
Reckless behaviors like sudden lane changes, weaving through traffic or slamming the brakes to brake-check a tailgater can also set off a chain reaction of crashes. These aggressive moves don’t just endanger one car, they can lead to multi-vehicle pileups, especially during heavy traffic.
Impaired Driving
Driving under the influence of drugs or alcohol drastically slows a person’s reaction time. Even if a driver notices the brake lights ahead, they might not be physically capable of reacting fast enough. In many rear-end accidents in Charleston, impaired driving is unfortunately a contributing factor.
Mechanical Failures
Sometimes, it’s not entirely the driver’s fault. Brake failure, worn-out tires or malfunctioning brake lights can also play a role. If the car in front has no functioning brake lights, the driver behind may not realize it’s slowing down until it’s too late.
On the other hand, if the rear car has faulty brakes, stopping in time might not even be physically possible.
Unexpected Stops and Chain Reactions
A sudden, unexpected stop in traffic can trigger a rear-end crash in seconds. Add a few more cars behind that, and you’ve got a chain-reaction pileup.
In Charleston, local roads and interstates intersect more than once, so these types of situations happen very often. One abrupt stop can lead to three or four cars colliding in a row.
Conclusion
Rear-end accidents may be one of the most common types of crashes on Charleston’s roads, but that doesn’t make them any less serious. These collisions often happen in a split second, usually because someone is distracted, following too closely or driving too fast for traffic or weather conditions.
Most of these accidents are preventable. Drivers who maintain safe following distances, stay alert and adjust for weather or traffic conditions dramatically reduce their risk. But not everyone does, and when someone else’s negligence leaves you hurt, overwhelmed or dealing with expensive car repairs and medical bills, it’s only fair to hold them accountable for their actions.
The post Tailgating and Other Common Causes of Rear-End Accidents first appeared on Clean Fleet Report.
Source link by Clean Fleet Report
Author Karthik Kumar
#Tailgating #Common #RearEnd #Accidents
Another Cadillac EV has earned the iconic “V” badge. The 2026 Cadillac Optiq-V is a new entry-level sports electric vehicle (EV) with over 500 horsepower, sporty styling both inside and out, and additional upgrades. It’s also GM’s first vehicle with a built-in NACS port, unlocking access to Tesla Superchargers.
Cadillac unveils 2026 Optiq-V EV prices and specs
Cadillac is back! The luxury brand is coming off its best quarter since 2008, but with a full lineup of electric vehicles rolling out, Cadillac expects to gain even more traction later this year.
After introducing the Lyriq-V earlier this year, we are now getting a look at Cadillac’s second EV to earn the brand’s performance trademark.
Cadillac revealed the 2026 Optiq-V on Monday, an upgraded, sportier version of the new entry-level electric SUV. The new V model boasts 519 hp and 650 lb-ft of torque in Velocity Max mode, good for a 0 to 60 mph sprint time of 3.5 seconds.
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GM confirmed Cadillac’s new Optiq-V will be its first vehicle with a built-in NACS charging port, enabling access to Tesla’s Supercharger network.
The Optiq-V features a dual-motor AWD powertrain and 85 kWh battery pack, which Cadillac estimates will provide 275 miles range.
2026 Cadillac Optiq-V (Source: GM)
Like Cadillac’s other performance vehicles, the new EV includes added features and tech, including V-Mode, which GM promises “takes performance customization further” with variant modes and settings.
When using V-Mode, a Launch Control feature is available, designed for straight-line takeoffs. You can also take advantage of GM’s Super Cruise hands-free ADAS system as standard.
The exterior is upgraded with a new front-end design, featuring a V-pattern mesh on the lower grille, a high-gloss black front splitter, and colored trim.
2026 Cadillac Optiq-V interior (Source: GM)
For the carbon fiber fans out there, GM offers a package that adds a carbon fiber front splitter, rear diffuser, and rear mid-spoiler. Other V-Series badges are added on the rear doors, liftgate, and driver’s side grillette.
The V model will be offered in two new limited-edition colors: Magnus Metal Frost, a matte metallic grey with warm highlights, and Deep Ocean Tintcoat.
A 33″ LED infotainment system sits at the center of the interior with Google built-in. You can choose from two palette options: Noir with Santorini Blue accents, and Noir and Sky Cool Gray with Santorini Blue accents.
2026 Cadillac Optiq-V interior (Source: GM)
If you really want to get fancy, there’s an optional palette featuring a Santorini Blue seatback panel and Santorini Blue seatbelt.
The Optiq-V features a darker colored pattern with Santorini Blue accent stitching, while V-Series badging is added on the steering wheel, sill plate, and floor mats.
2025 Cadillac Optiq trim
Starting Price (including destination)
Driving Range (EPA-estimated)
Luxury 1
$54,390
302 miles
Luxury 2
$56,590
302 miles
Sport 1
$54,990
302 miles
Sport 2
$57,090
302 miles
2025 Cadillac Optiq price and range by trim
Following the 2026 Lyriq-V, the Optiq is the second Cadillac EV to earn the V-series treatment. The Optiq is Cadillac’s new entry-level electric SUV, starting at $54,390 with 302 miles range.
The new 2026 Cadillac Optiq-V model starts at $68,795, including destination. It will be sold in the US, Canada, Mexico, the Middle East, and Israel, with production set to begin in Fall 2025.
Measuring 190″ long, 75″ wide, and 65″ tall, the standard Cadillac Optiq is about the same size as the Tesla Model Y (187″ long x 76″ wide x 64″ tall).
If you can’t wait for the V-Series model, Cadillac is offering some sweet deals on the entry-level Optiq right now with leases starting at just $409 per month. Ready to check it out for yourself? We can help you get started. You can use our link to find 2025 Cadillac Optiq models at the best price at a dealer near you.
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Author Peter Johnson
#Cadillacs #OptiqV #entrylevel #luxury #sports #Tesla #NACS #port
California’s biggest virtual power plant is facing over $100 million in funding cuts due to the state’s ongoing budget crisis, threatening the long-term viability of a program that can act as a crucial release valve for the state’s overburdened power grid.
The Demand Side Grid Support program pays electric customers who reduce their energy use or who provide power to the larger grid during extreme events that stress the system, like heat waves or wildfires. Going into this summer, the program has hundreds of thousands of smart thermostats, batteries, grid-responsive EV chargers, and other distributed energy resources that participating companies can control remotely with software. It can provide hundreds of megawatts of grid relief to help the state avoid rolling blackouts on the hottest days of the year, when air conditioning use pushes the power system to its limit.
The companies paying customers to commit to making their devices available for this grid service insist DSGS is a good deal for the money — about $17 million in incentives paid to date, and roughly $82 million remaining for future spending, according to Olivine, the energy services company managing the program. It’s certainly a more cost- and climate-friendly approach to mitigating grid emergencies than the billions of dollars the state has spent on fossil-fueled power plants and backup generators over the past few years, they say.
But the program’s future is now uncertain as legislators search for ways to alleviate California’s multi-billion-dollar budget shortfall. The DSGS program already saw much of its state funding cut back last year due to similar budget issues — and now it’s back on the chopping block.
The state Legislature must pass a budget bill by June 15. If left in place in that final budget, these cuts and clawbacks would leave DSGS with about $64 million for the fiscal year that starts in July, according to Olivine. That won’t kill the program immediately: “Staff anticipate having sufficient funding for the 2025 program season,” which runs from May through October, Olivine states on its DSGS web page.
But Edson Perez, who leads trade group Advanced Energy United’s legislative and political engagement in California, says funding cuts will severely cloud the outlook for a virtual power plant program that has been a rare success in the state.
DSGS, by contrast, is “a very successful program, leading the nation for distributed energy,” Perez said. According to the latest tallies by Advanced Energy United, the program boasts 800 megawatts of capacity ready to participate in reducing peak grid demands this summer, he said, up from more than 500 megawatts enrolled as of last fall. That’s an enormous amount of energy flexibility, comparable to the capacity available from a fossil-gas-fired “peaker” plant.
Keeping the program running for the long haul requires having enough money to give participants confidence that it will still exist from one year to the next, Perez said. To be clear, it’s very hard to predict exactly how much money is needed to provide that confidence, because DSGS participants are paid for responding to grid emergencies. If weather conditions are mild and power supplies hold up, they could be called on very rarely, if at all, and money could be left over for next year.
But if lots of emergencies happen, the funds could be depleted quickly. In that event, participating companies will have to come back in January 2026 to plead for more money to keep it going, with no guarantee the funding will be granted. That’s not a sustainable way to do business, Perez said — and it’s not a sustainable way to build a resource that the state’s grid can truly rely on.
Following through on a successful experiment
California’s DSGS program began three years ago not as a virtual power plant but as an experimental response to a grid reliability crisis. The program has grown rapidly since then — largely because the California Energy Commission structured DSGS in a way that avoids the complications of past programs, Perez said. But the growth was also driven by companies that have invested since 2022 to deploy the underlying technologies needed to reliably control thousands of customer-owned devices for up to two hours per day.
Those companies have committed to paying customers both up-front incentives and “performance payments” when they follow through on their promises to allow their devices to reduce power use or push power back to the grid. In some cases, companies have offered discounts on smart thermostats and other devices. All of these commitments are based on the expectation that state funding won’t be pulled away, Perez said.
“The companies in this space need certainty,” he said.
That’s the argument being made by Sunrun, Generac, Renew Home, and other companies working in the DSGS program, along with community energy providers and trade groups. In a June 3 letter to state lawmakers, they asked for existing funding to be preserved to allow companies “to continue investing in market development and customer onboarding,” and to give customers “certainty in program length to estimate their returns upon participation.”
Sunrun, the country’s leading residential solar and battery installer, has had its ups and downs with California’s ever-changing virtual power plant policies, said Chris Rauscher, the company’s head of grid services and electrification. It has had to restructure projects as regulators and utilities altered program rules. One of Sunrun’s large-scale pilot projects with utility Pacific Gas & Electric was discontinued last year.
Still, Sunrun has continued to enlist customers in what it calls the “CalReady” virtual power plant, which now has about 56,000 customers capable of providing 250 megawatts of electricity from their batteries to relieve statewide grid stress for up to two hours at a time, Rauscher said. While Sunrun is participating in other virtual power plant opportunities, it has centered its efforts on preparing to serve the DSGS program.
Importantly, DSGS is also one of the few programs in California that doesn’t bar solar-charged batteries from injecting their power back into the grid — most others allow them only to reduce a household’s grid draw to zero. Allowing the equipment to send power back can roughly double their impact on relieving grid stress.
“You can very easily picture that by 2030, we’re operating a nuclear power plant-sized [virtual power plant] in California,” Rauscher said. “It sure would be a shame if the rug got pulled out from under this clean, reliable, and resilient resource that’s providing payments to Californians.”
DSGS is also good value for the money, argued Kate Unger, senior policy advisor at the California Solar and Storage Association, a trade group pushing for funding to be restored.
“DSGS is providing energy when otherwise it’s going to be at emergency pricing, when it’s about the most expensive energy you can possibly buy,” she said. The most popular option for participants in the DSGS program is its battery storage virtual power plant, in which customers agree to allow companies to dispatch their batteries on days when the day-ahead price of power on the state’s wholesale energy market exceeds $200 per megawatt-hour. That’s a proxy for days when the state’s grid operator has forecasted that demand for power, most often due to air conditioning use during heat waves, will exceed available energy supplies.
