Washington-based Advanced Electric Machines (AEM), which designs and manufactures sustainable electric motors and powertrain systems and was spun out of Newcastle University, is taking part in the Electrification Skills Training Program.
AEM’s products are used in commercial vehicles, passenger cars, off-highway vehicles, trains and various industrial applications. The company put 25 of its employees through the three-day course, which covers different levels of power electronics, machines and drives (PEMD) expertise. Topics include electronic circuits, high voltage, health and safety, electrical machines, the typology of MOSFETs and IGBTs, inverters, e-motor drives, DC motors and asynchronous/synchronous motors.
The training course, developed in close partnership with Coventry University and the North Warwickshire and South Leicestershire College (NWSL), will fully roll out over the next few months.
“We are in an exciting position, having recently raised £23 million to support our ongoing expansion and meet demand for our electric powertrain solutions that are free from rare earth materials,” James Widmer, co-founder of AEM, said. “Part of this funding will help us recruit many more people over the coming years and this will mean upskilling our own team members, as well as bringing engineers in from other sectors.”
The same point was made by Diego Quevedo, utilities lead and senior charging-infrastructure engineer at Daimler Truck North America (DTNA), which joined fellow electric truck manufacturers Volvo Group North America and Navistar to weigh in on the CPUC proceeding.
“Trucks can be manufactured by OEMs and delivered approximately six months after receiving an order,” Quevedo said in testimony before the CPUC. But fleets won’t order trucks if they lack the confidence the utility grid infrastructure will be built and energized when the trucks are delivered.”
Utilities’ grid-capacity additions are taking from seven to 10 years to “plan, design, budget, construct, and energize,” he said. Unless those capacity expansions can be sped up significantly, “electric trucks become expensive stranded assets that are unable to charge,” he said.
Why it’s so hard to speed up expensive grid upgrades
California’s major utilities have a different perspective. They’ve argued in comments to the CPUC that it may be difficult or impossible to move more quickly on such complicated work.
First, as utilities have pointed out, many of the things that can slow down major grid projects are beyond their control. In a filing with the CPUC, PG&E noted that “one capacity upgrade project may face an extended timeline due to lengthy environmental assessments and permitting processes, and another may encounter challenges in acquiring materials in a timely manner due to manufacturer issues.”
IREC’s Stanfield conceded that equipment backlogs and environmental and permitting reviews are barriers to moving more quickly. “But we have to make it go faster if we want to hit our climate goals, if we want manufacturers to build clean trucks.”
And there’s an even bigger challenge to making major changes to the grid in anticipation of booming demand from EV charging: the cost involved.
“Lack of funding is the big block to meet the anticipated load growth,” Terawatt’s Berry said.
California’s utilities are already spending more than they ever have on their power grids, for myriad reasons. They are passing the costs of grid-hardening investments and integrating new clean energy into the power system on to customers in the form of electricity rates that are now the highest in the continental U.S.
Electricity rate increases are an economic and political crisis in California. Keeping them from rising any further has become the chief focus of lawmakers and regulators in the past several years. Any proposals that could raise customer bills even more face a tough battle — including plans to build grid infrastructure for electric truck-charging hubs.
SB410 does give the CPUC permission to allow utilities to increase their spending in order to meet tighter EV-charger energization timelines. But the bill also calls on regulators to subject these requests to“extremely strict accounting.”
PG&E was the first utility to submit a ratemaking mechanism under SB410 earlier this year. The Utility Reform Network (TURN), a ratepayer advocacy group, quickly filed comments protesting the utility’s plan to create a “balancing account” that would enable it to recover as much as $4 billion in additional energization-related spending from customers — a structure that falls outside the standard three-year “rate case” process for California utilities.
“PG&E’s electric rates and bills are now so high that they threaten both access to the essential energy services that PG&E provides and the achievement of the state’s decarbonization goals, which rely in part on customers choosing to electrify buildings and vehicles,” TURN wrote in its comments.
TURN wants the CPUC to limit the scope of SB410’s extra cost-recovery provisions to “specific work needed to complete an individual customer connection request,” rather than the kind of proactive upstream grid investments that truck-charging advocates are calling for. TURN would prefer that those projects remain part of general rate cases, the sprawling proceedings that determine how much utilities spend on their grids.
But those general rate cases can take up to five years to move from identifying the broader, systemwide analyses of how much electricity demand is set to rise to winning regulatory approval in order to build the expensive grid infrastructure needed to actually meet those growing needs. That’s too long to wait to fix the problem, charging advocates say.
At the same time, ratepayer advocates are challenging utility efforts to expand the scope of their larger-scale plans to meet looming EV charging needs. In SCE’s current general rate case, TURN and the CPUC’s Public Advocates Office (PAO), which is tasked with protecting consumers, are protesting that the utility is overestimating how much money it needs to spend to prepare its grid from growing EV-charging needs.
Terawatt and other charging developers and electric truck manufacturers argue just the opposite — that the utility isn’t planning to spend enough over the next three years. In his testimony in the rate case, Terawatt’s Berry complained that TURN and PAO are challenging utility and state forecasts of future charging needs based on outdated data, and that failing to approve the utility’s funding request will “ensure that California fails to achieve its zero-emission vehicle goals.”
Charging advocates have also asked the CPUC to create a separate regulatory process to consider the grid buildout needs spurred by large-scale charging projects. But the CPUC rejected that concept in its decision last week, stating that “preferential treatment based on project type is prohibited by California law.”
Finding a way to plan the grid ahead of big charging needs
All these conflicting imperatives leave the CPUC with tough choices to resolve the gap between charging needs and grid buildout plans, said Cole Jermyn, an attorney at the Environmental Defense Fund (EDF).
The CPUC “can and should do more here. I don’t think the timelines they set here are as strong as they could have been,” Jermyn said.
At the same time, “the commission had an incredibly difficult job here. The targets are not easy to set, and they had a very short timeline to do it.”
That’s why multiple groups have asked the CPUC to focus its next phase of work on implementing SB410 and AB50 on a key issue: aligning grid planning and EV charging needs.
“Part of the work here is figuring out what that proactive planning looks like,” Jermyn said. “The utility cannot wait around for customers to come to them and say, ‘We need 5 megawatts of capacity.’ They need to be looking out into the future to start proactively preparing their distribution grids for all this electrification.”
At the same time, “how do you balance that need for proactive planning and investment with ratepayer investments along the way to make sure this isn’t building assets that won’t be used and end up on someone’s bills?” Jermyn asked. That will be complicated, but, he added, “I think it’s doable — especially for a state that has such clear goals.”
SB410 also specifically called on the CPUC to take California’s decarbonization goals into account in tackling energization delays — but last week’s decision “was relatively silent on that issue,” Jermyn said.
“This is something we think is incredibly important to be in the next phase of this proceeding, because it wasn’t in this one,” he said. “We don’t know if the timelines they set are meeting that goal or not. We should figure out if they are.”
EDF has advocated for years for utilities and regulators to approve grid spending in advance of EV charging needs, noting that such spending will end up reducing costs for utility customers in the long run.
That’s because California’s utilities don’t earn profits directly through electricity sales. Instead, their rates are structured to repay their costs of doing business. More customers buying more electricity can spread out the costs of collecting the money that utilities need to operate and invest in infrastructure, which can reduce the rates per kilowatt-hour that utilities must collect in future years.
This isn’t just a California issue. Nearly a dozen states — including Massachusetts, New Jersey, New York, Oregon, Vermont, and Washington — have adopted advanced clean truck rules. They’re not as aggressive as California’s rules, but meeting them will still require grappling with the same challenges around proactive grid planning.
Voltera’s Ashley worried that the CPUC’s decision may set a bad precedent for other state regulators on this front. “The commission has a really hard job. They’re tasked with a lot of complicated policy and execution,” he said. “And at the end of the day, they have some overarching mandates, including affordability for ratepayers,” that complicate the task.
But California also has “the most aggressive targets, goals, and statutory requirements around not just electrification of transportation but electrification of other segments” of the economy, he said. “If California doesn’t get this right, who will?”
On today’s gigantic episode of Quick Charge, the world’s number 1 electric car brand celebrates its 9 millionth NEV with a new, 1,200 hp hypercar and a massive ocean liner big enough to fit 7,000 new electric cars!
We also cover BYD’s rapid expansion into new markets, Ford’s struggles with overcoming EV myths, and the new Hyundai commercial EV partnership with IVECO that could mean an all-new medium duty Nikola van is coming to the US. All this and more – enjoy!
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New York City is due to get 5,000 new EV chargers through an alliance between a parking operator and charging-infrastructure company.
The Hudson Valley Parking Trust, which recently acquired Icon Parking, New York City’s largest purveyor of parking spots, is working with Invisible Urban Charging (IUC) to install the chargers at parking sites it controls, the organizations jointly revealed earlier this month.
IUC is the same company that in 2022 unveiled a plan to double the number of EV chargers in Florida. That project focused on high-amp Level 2 AC chargers, and that appears to be the case here as well. The company aims to deploy 1 million chargers over the next five years.
IUC EV chargers
Additional chargers will help address surging EV growth in the Big Apple. It saw a 660% increase in EV ownership over the past five years, and it aims to replace 400,000 vehicles with EVs in NYC for carbon neutrality by 2030.
New York City was fairly early in preparing for charging infrastructure, enacting a rule in 2013 that 20% of newly-constructed parking spaces must be charging-ready. That doesn’t cover existing structures, though, or address street parking. Roughly 1 million vehicles are street-parked in New York City, the New York State Energy Research and Development Authority (NYSERDA) estimates, and the city is working on a streetside charging program.
2024 Hyundai Kona Electric
While NYC hasn’t been short on logistical issues, it’s been the place for some charging innovation—like Gravity’s showcase charging station claimed to be the fastest-charging in America.
As an MIT study out last year concluded, more emphasis on daytime and workplace charging could help reduce the need for additional power plants—by soothing peak-time evening demand. This goes hand-in-hand with a longtime argument that while DC fast-charging is great for long road trips, in the broader sense the deployment of smart charging is more important.
Source link by Green Car Reports
Author news@greencarreports.com (Stephen Edelstein)
#chargers #NYC #parking #sites #boost #ownership
Chinese EV automaker Leapmotor is teasing its latest SUV model and the first to arrive on its new “B Platform” architecture. The company posted initial images of its B10 compact SUV before the new EV model makes its debut at the Paris Auto Show alongside joint venture partner Stellantis.
Zhejiang Leapmotor Technology Co., Ltd., better known as Leapmotor is a publicly traded EV automaker in China founded in 2015. During its current run, Leapmotor has brought five New Energy Vehicles (NEVs) to market, including the T03 city car and the C01, C10, C11, and C16 SUVs. The company offers all its models as both (BEV) and extended-range electric vehicle (EREV) variants, except the T03, which is fully electric only.
Leapmotor is unique in that it was one of the first Chinese automakers to establish a strategic partnership with a European automaker in Stellantis. In October 2023, Stellantis took a $1.6 billion stake in the Chinese automaker, forming a joint venture to sell its vehicles in Europe.
By March of this year, the JV was approved as Leapmotor International, giving Stellantis exclusive rights to build and sell its new partner’s EVs outside China. By June, Stellantis had already begun production of the T03 in Europe before officially launching alongside the C10 this week.
Today, Leapmotor began teasing its next generation of SUV, which will make its official debut with Stellantis in Paris next month before entering markets in China and Europe.
Camouflaged image of the new B10 compact SUV / Source: Leapmotor
Leapmotor’s B10 SUV to debut in Paris, launch globally
Leapmotor shared the three images of its new B10 SUV on its Weibo page earlier today, teasing the new model ahead of its debut at the Paris Auto Show, which begins on October 14, 2024.
The B10 will be the first electric model to debut on Leapmotor’s new B Platform. This platform features the automaker’s latest Leap 3.5 Technology Architecture, designed to “provide young people around the world with top-notch new energy products.” The B10 will be the first of several new models on the platform to hit the market by 2025.
According to Leapmotor, the B10 is classified as a compact SUV similar in size to the BMW X1. It is expected to compete against other BEV models like the Onvo L60 from NIO.
Leapmotor’s JV partner Stellantis will also have a prominent presence at the Paris Auto Show next month, and a recent release detailing its premieres included a blurb about its Chinese partner and the new B10 SUV:
Leapmotor will present its tech-centric, affordable electric mobility solutions. Leapmotor Founder, Chairman and CEO Zhu Jiangming, together with Stellantis CEO Carlos Tavares, will unveil the all-new B10, a C-segment SUV, expanding its product line-up in Europe’s core segment through this unique partnership in the automotive industry. This highly anticipated model is the first global model based on Leapmotor’s new B platform, marking a significant step in Leapmotor’s strategic growth in the region by bringing its advanced technology to an even broader audience.
Leapmotor will also present the C10, a fully equipped, family-oriented D-segment electric SUV, and the Leapmotor T03, a compact A-segment urban EV with B-segment interior space. The Leapmotor C10, built on the LEAP3.0 technology architecture, features central integrated electronic and electrical architecture, cell-to-chassis (CTC) technology, and a flagship intelligent cockpit.
Per Stellantis, Leapmotor International is launching operations in Europe now, beginning with T03 and C10 models through 350 sales points globally by the year’s end. The Leapmotor B10 SUV will follow after it makes its official debut in Paris.
We will be sure to report back when we learn more about the B10’s specs and pricing.
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Source link by Electrek
Author Scooter Doll
#Stellantisbacked #Leapmotor #teases #B10 #SUV #launches #markets
Fisker EV owners have a list of confirmed service points
Bankruptcy continues, production or brand restart looking unlikely
Owners will have to pay for some recall repairs, Fisker again says
Fisker owners in North America can rest a little easier this week knowing that they’ll have access to a network of approved service centers for their Ocean EVs.
The news comes Tuesday from the Fisker Owners Association (FOA) after months of “working to identify shops interested in providing service for previously stranded Ocean owners.”
Initially, the list of Fisker service points that can handle repairs, including recalls, includes 20 locations in the U.S. and three in Canada. The above link, which will be kept updated, notes that a list of service points in Europe is “in progress.”
One key to that, according to the FOA, was access to Fisker’s proprietary diagnostic tool, termed FAST, required to service the vehicles.
2023 Fisker Ocean One
It’s an uplifting piece of news that may help assure Fisker owners have usable EVs for years—with a little extra perseverance.
What’s still unclear is how deep owners will have to dig in for repairs—especially for safety recall repairs that are the manufacturer’s responsibility under federal law. Earlier this month a notice on the bankrupt automaker’s website suggested that owners would have to pay for recall repairs. After some pointed out the legal issues in that, Fisker quietly modified its language to again provide labor. Yet in another, more recent update of the same page, made on Sept. 23, Fisker now says that for the water pump issue and door handle safety recall “the customer will be responsible for the labor costs incurred to complete the repair(s).”
Although based in California, Fisker filed for bankruptcy protection in Delaware in June. It’s now well underway as a Chapter 11 bankruptcy, which was relatively good news for owners as it requires the company to keep operating in some capacity through the process, with a plan to repay creditors. In recent weeks there’s been a flurry of court documents as creditors request money owed, and as those Fisker assets that are free of liens and claims are approved for liquidation.
2023 Fisker Ocean One
The chances that we’ll ever again see production of the brand’s promising Ocean EV look very slim, given the nature of the EV’s birth, development, and production. It depended on Austria’s Magna Steyr as a contract manufacturer, though recall documents revealed Magna’s engineering bills weren’t fully paid. Fisker was in charge of coordinating software and various vehicle integration aspects. At the time of its bankruptcy, Fisker estimated liabilities at up to $500 million.
According to an Automotive News report last month, more than 800 owners have also retained Hagens Berman, the same firm that represented VW TDI owners and dealers in that automaker’s diesel emissions scandal.
Source link by Green Car Reports
Author news@greencarreports.com (Bengt Halvorson)
#Heres #Fisker #Ocean #serviced #fixed
Battle Motors announces the launch of the Striker, a Non-CDL Class 6 truck. Engineered for superior comfort, safety, durability, and advanced technology, the Striker is poised to set a new benchmark in the medium-duty truck market. It also promises to elevate fleet operations, making urban and regional logistics more efficient while prioritizing driver well-being.
The Striker combines industry-leading design with advanced technology to deliver optimal performance for inner-city routes and diverse vocational applications. Fleet managers and drivers will appreciate its durability, reliability, and ease of use, while its features enhance fleet efficiency and safety. Available in medium-duty configurations with a GVWR of 25,999 to 33,000 pounds, the Class 6 Striker is powered by a Cummins 6.7L diesel engine, paired with two Allison transmissions. The Striker can also be configured as a Class 7 or 8 truck with a Cummins 9L diesel or CNG engine and is offered in several battery-electric configurations. Built tough for multi-vocational use, the Striker ensures long-term reliability and reduced maintenance costs.
“The Striker represents innovation and performance in the medium-duty truck market. We’ve designed it to meet the demanding needs of fleet managers and drivers by integrating technology with rugged durability. Whether it’s diesel, CNG, or electric, the Striker is built to deliver exceptional performance, reduce operating costs, and contribute to a more sustainable future.” – Mike Patterson, CEO of Battle Motors
Built with the challenges of refuse management in mind, the Striker’s narrow 82-inch cab provides exceptional maneuverability and visibility, allowing drivers to navigate crowded urban streets and tight spaces with ease. This makes it an ideal solution for refuse and recycling collection, where precision and safety are paramount. While our narrow cab offers unmatched agility, the Striker cab also sets the standard for best-in-class spaciousness. Engineered with a focus on comfort, productivity, and safety, it provides drivers with the room they need to perform at their best, mile after mile.
Additionally, the Striker’s ergonomic design and advanced safety features help reduce work-related injuries, such as slips, falls, and repetitive strain. These enhancements not only improve driver comfort but also reduce overall fleet costs through fewer injury claims and less downtime.
Key Benefits • Superior Maneuverability: The Striker boasts a best-in-class turning radius, making it ideal for navigating tight spaces and congested urban environments. Whether collecting waste from residential neighborhoods or servicing commercial routes, the Striker offers unmatched agility. • Increased Driver Visibility: Equipped with a low-entry cab and large in-door windows, the Striker enhances curbside and pedestrian visibility, reducing blind spots and making the truck safer for both drivers and the communities they serve. • Advanced Technology for Efficiency: Battle Motors’ proprietary RevolutionOS™ Command Control Dashboard integrates real-time data, enabling fleet managers to monitor and optimize routes, track safety performance, and improve compliance. With over-the-air updates and fleet-wide connectivity, the Striker ensures seamless operations and reduced downtime. • Reduced Maintenance Costs: The Striker is designed for long-term reliability, with features such as a 2-piece windshield for easy replacement and robust components like piano-style hinges, ensuring the truck remains in service longer with fewer repairs. • Environmentally Friendly Power Options: In addition to diesel and CNG engine configurations, the Striker is available in fully electric models, offering zero-emission options for environmentally conscious fleet operators. • Durable and Driver-Friendly Design: The Striker’s all-steel cab, air-ride rear suspension, and back-of-cab radiator combine to provide a cooler, more comfortable environment for drivers, even in demanding working conditions. The 18-inch step-in height minimizes slips and falls, and the spacious cab comfortably seats up to three people, providing flexibility for various crew configurations. Test Drive the Future of Refuse Management Battle Motors invites waste and refuse management professionals to experience the Striker firsthand. Customers and dealers are welcome to tour the Battle Motors factory in Ohio, participate in live demonstrations, and test drive the Striker themselves.
The Battle Motors Striker Non-CDL Class 6 is the truck that works as hard as your business. Designed for operators who demand more from their vehicles, the Striker sets a new standard in medium-duty trucking by seamlessly blending advanced features with proven reliability.
For fleet managers and operators looking to schedule a demo or learn more, visit www.battlemotors.com or contact your local Battle Motors dealer to see how the Striker can fuel your momentum.
Polestar has released three models in America, beginning with their last gasoline-propelled car, the sublime limited production 2021 Polestar 1 plug-in hybrid coupe. All following models were 100% electric. Next came the efficient all-electric sedan, the 2022 Polestar 2 Single Motor (rear-wheel drive); followed by the 2023 Polestar 2 Dual Motor Performance Plus with all-wheel drive (AWD); then the 2024 Polestar 2 single and dual motor AWD. Yep, one new model a year!
This week the 2025 Polestar 3 SUV made its North American debut and once again they have delivered a highly developed electric vehicle with the latest technology and high performance.
Batting third for Polestar
Who/What is Polestar?
Another game of “what is it”
Polestar and Volvo were acquired by Geeley, a Chinese automobile company, in 2010. Polestar was founded in 1995 to develop performance-tuned Volvos. Volvo brought them in-house in 2015 when Polestar badging appeared on Volvos designating performance. A few years later (2018) Polestar became a stand-alone car company.
So, what is a Polestar 3? Polestar says it offers “precise steering and a sporty driving position, creating a more sports car-like experience than can be expected from a large SUV.” What we found was an all-electric five-passenger midsize SUV with eye-catching looks that was comfortable and enjoyable to drive.
This Flash Drive is an introduction to the 2025 Polestar 3 Pilot & Plus and Performance. When Clean Fleet Report has the opportunity to drive the Polestar 3 for a week, as opposed to a couple hours as we did for this review, we will report in detail on the features, performance, efficiency and real world driving range.
Power and Range
The 2025 Polestar 3 initially is being launched in two versions—Pilot & Plus and Performance.
Packing power
Pilot & Plus Long Range
Dual Motor, AWD
489 hp and 620 lb.-ft. torque
0-60: 4.8 seconds
Top Speed: 130 mph
Energy Consumption: 38.9 kWh/100 miles
All-Electric Driving Range: 315 miles
Performance
Dual Motor, AWD
517 hp and 671 lb.-ft. torque
0-60: 4.5 seconds
Top Speed: 130 mph
Energy Consumption: 43.2 kWh/100 miles
All-Electric Driving Range: 279 miles
A Polestar 3 single motor, with rear wheel drive, is scheduled to be released in early 2025.
All Polestar 3 models sold in the US and Canada are built in Volvo’s manufacturing plant in Ridgeville, South Carolina.
You may not need the brakes as much as you’d think
Battery and Charging
When slowing or stopping regenerative brakingconverts kinetic energy into electric energy and stores it in the battery. The level of regeneration—Off, Low and Standard—can be set on the touchscreen. We selected the latter for One Pedal Driving with the Creep mode turned off. This combination resulted in strong recharging and a fun way to drive with limited touching of the brake pedal.
The 111 kWh liquid cooled lithium-ion battery is charged through an 11.0 kW onboard charger. These are the estimated charging times.
240V (Level 2) – 11 hours (0-100%)
480V DC Fast Charging – 30 minutes at 250 kW (10-80%)
It is important to note cold weather can affect the charging time and driving range. Polestar addresses this by including a heat pump that warms the battery to a temperature that will take a faster and higher charge.
Out on the Road
Polestar invited automotive journalists to Jackson Hole, Wyoming, to drive the all-new 2025 Polestar 3, the company’s first SUV. We drove both the Pilot & Plus Long Range and Performance iterations, from Jackson, Wyoming, over the 8,431-foot summit of Teton Pass into Idaho and back.
The 3 performed exceptionally well with quick throttle response, smooth acceleration and EV instant torque that was far more than enough to climb the mountain with ease. When descending we relied nearly completely on the regenerative braking which meant only occasionally touching the brake pedal as we glided from the summit towards our host hotel, The Cloudveil, in Jackson at 6,237-feet.
Ready to roll
The unseasonably early rain and snow made driving the 3 Performance, with staggered (265/40 front and 295/35 rear) Pirelli P-Zero summer tires, mounted on 22-inch forged alloy wheels, an adventure. The active (Light, Standard, Firm) adjustable air suspension dampers, and adjustable steering (Standard, Nimble, Firm) and torque vectoring made handling sweeping corners and tight twisties enjoyable. Even better was the 50:50 weight distribution and low center of gravity (from the batteries placed below the floor), helping the 3 to handle flat around corners.
When we got onto dry pavement, the summer tires were grippy and, when braking, were a good match for the gold caliper, four-piston ventilated and cross-drilled aluminum Brembo brakes.
A small trailer, for camping, a canoe, kayak or bicycles, can be towed if under 3,500 pounds.
Fastback styling
Familiar Polestar Design
Christian Samson, product development at Polestar, told us the “Polestar 3 has attributes of chassis, propulsion and design that form its product identity.” The 3 has a swept-back silhouette, with a low roofline making for a five-door fastback style. The clean design is void of cladding, has minimal chrome accents, no design gimmicks and nothing radical going on. There is a reassuring feeling of a tasteful, practical midsize SUV that will become a favorite as a daily driver.
Premium Interior
The standard ventilated Nappa leather seats begins the list of interior premium features. The front passengers get power adjustments, including lumbar and heat, with the rear outbound passengers also getting heat. The Performance model has bright gold-colored seatbelts that offer a sharp contrast to the black or gray seats. Of note: Polestar says “over 85% of the Polestar 3 is recyclable, and several components can be reused or remanufactured.”
Scandinavian clean
Access was good through the wide-opening front doors, while the tallest will need to duck just a bit getting into the rear due to the fastback design. The rear seat comfortably welcomes two adults that sit a bit higher than the front occupants. The rear 60:40 folding seat that has a ski pass-through and 17.1 cubic feet of cargo space behind that increases to 49.8 cubic feet when the seats are folded-down. Without an engine up front there is a 1.13-cubic foot frunk (front trunk) for stashing small items such as the charging cable.
The wide console intersects the low slung dash at the vertical 14.5-inch color touchscreen. This screen is where the heart of the Polestar 3 lives: the Google Android Automotiveoperating system. This allows the driver to operate many functions through voice commands for navigation, apps and Google Assistant. These voice commands are a good thing since, except for the limited controls on the steering wheel, there are few buttons or knobs on the dash. The clean Scandinavian design theme thrives in the cockpit.
The Bowers & Wilkins 25-speaker premium audio system, with 1,610 watts, has Spotify, SiriusXM and FM radio along with Apple Car Play and Android Auto. Google assistant is always ready to help with calls and vehicle functions. In addition to the infotainment screen there is a 9.5-inch configurable head-up display and a 9-inch driver display for the digital gauges.
Pricing
The 2025 Polestar 3 models we drove had these prices, which included the mandatory $1,400 destination fee. Speak with your tax advisor or dealer for any available federal or state tax credits that could reduce the price you pay. We’ve also included some of the advertised prices of available (or soon to be available) models.
Ready for performance driving
Pilot & Plus $82,600
Pilot, Plus & Performance $93,100
——————————————————————–
Pilot & Plus Launch Edition $80,300
Long Range Dual Motor $74,800
Long Range Duel Motor Performance $80,800
Warranty
Basic – Four years/50,000 miles
Battery – Eight years/100,000 miles
Roadside Assistance – Four years/Unlimited miles
Corrosion Protection – 12 years/Unlimited miles
Scheduled Maintenance – Three years/30,000 miles
Observations: 2025 Polestar 3 Pilot & Plus, and Performance
The importance of the Polestar 3 to the company cannot be overstated. The Polestar 3 Dual Motor Pilot & Plus, and Performance, are the most sophisticated cars ever made by Polestar.
Performance EV/SUV in the house
Christian Samson, Polestar product development, said “The Polestar 3 is incredibly important. It marks our territory and to be a relevant player. Where the Polestar 2 had one offer, the 3 shows the full band from performance to everyday comfort.” He continued, “As the product guy it is my job to make everyone that comes in contact with it, like it, and hopefully loves it. The design, being able to drive it, and swept away with the characteristic with the car.”
So how does the Polestar 3 stack-up against it’s competition? The Porsche Cayenne, BMW iX and the Audi Q8 E-tron are all fine premium electric SUVs. Polestar tunes their cars as well, if not better, than any of their competitors, so the only way for you to become familiar with the Polestar 3 is to visit one of their “spaces” and go for a lengthy test drive.
Though currently in only 31 locations in North America, if there isn’t a retail space near you, don’t worry. Polestar says anyone in the country can take delivery of a Polestar, and their local Volvo dealer can provide any assistance or service.
The Polestar 3 is the latest of a full line-up of all-electric vehicles coming from the Swedish/Chinese company. Next up is the smaller Polestar 4 SUV, the Polestar 5 luxury GT sedan and, we are very hopeful, the stunning and sexy Polestar 6 hard-top convertible.
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, including when we have had the Polestar 3 for a full week and will provide additional information.
Story by John Faulkner. Photos by John Faulkner and Polestar.
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.
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Author John Faulkner
#Flash #Drive #Polestar
Kia issued a recall for 12,400 EV9 models due to a software glitch that could cause the remote smart parking feature to fail to stop as intended.
Kia will recall 12,400 EV9 models over a software glitch
The Remote Smart Parking Assist (RSPA) feature is designed to park your EV9 or summon it when parked with the press of a button (learn more in the video below).
Kia’s RSPA uses sensors to remotely control the vehicle’s steering wheel, speed, and gearshifts to maneuver it to and from a parking space. However, a recently discovered error with the Integrated Electronic Brake (IEB) software can cause a glitch.
As a result, the system may fail to apply enough brake pressure during frequent stops or traveling at less than 2 mph.
Kia first noticed the issue earlier this month after an EV9 model in Korea using the feature collided with a parked car. Kia notified the NHTSA of the recall on September 17, 2024, which potentially affects 12,400 2024 EV9 models.
Owner notification letters are expected to be mailed out on October 18, 2024. Kia dealers will update the IEB software with “improved logic” free of charge.
Kia EV9 Remote Smart Parking Assist feature (Source: Kia)
You can contact Kia’s customer service at 1-800-333-4542 with questions. Kia’s recall number is SC324. EV9 owners can also contact the NHTSA Vehicle Safety Hotline at 1-888-327-4236 or visit the website for more information. The NHTSA campaign number is 24V693000.
2024 Kia EV9 GT-Line (Source: Kia)
Kia’s first three-row electric SUV has helped it achieve back-to-back record US sales months. Through the first eight months of 2024, nearly 13,900 EV9s have been sold in the US.
Starting at $56,395, Kia calls the electric SUV’s price tag a “wake-up call to the industry.” Although the first EV9 rolled off the production line at Kia’s GA plant, the company may wait until next year to scale production.
Kia EV9 Trim
MSRP (including $1,495 destination fee)
EPA Est. Range (miles)
Light RWD
$56,395
230
Light Long Range RWD
$60,695
304
Wind e-AWD
$65,395
280
Land e-AWD
$71,395
280
GT-Line e-AWD
$73,900
270
2024 Kia EV9 trim prices and range
Kia America COO and executive vice president Steven Center told Automotive News that the decision comes as Kia awaits US-assembled batteries to unlock access to the $7,500 federal tax credit.
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Author Peter Johnson
#Kia #recalling #EV9 #SUVs #faulty #remote #parking #assist #stop
Adoption of electric vehicles is accelerating rapidly, posing challenges to aging distribution infrastructure. Fortunately, managed charging offers a compelling solution.
In this eBook, EnergyHub explores how growing residential EV load affects utility power distribution networks, and how utilities can use managed charging programs to both delight customers and defer or defray the cost of infrastructure upgrades. Key points include:
How EVs will affect distribution systems
The critical role of EV managed charging
How to achieve reliability goals at a reduced total cost
The bottom line? EV growth will require utilities to upgrade some grid infrastructure, but managed charging programs can enable them to do so more strategically and affordably. Download the eBook to learn more.
