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Europe’s first AWD electric pickup is here: It’s from China and it gets +250 miles range

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Europe’s first AWD electric pickup is here: It’s from China and it gets +250 miles range

Chinese automaker Maxus launched Europe’s first AWD electric pickup, beating Toyota, Ford, and several others to the market. The new Maxus eTerron 9 is slightly larger than a Ford Ranger and has up to 267 miles (430 km) range.

Maxus, initially under British van maker LDV Group, was bought out by China’s SAIC Motor in 2010.

The Chinese brand launched the new eTerron 9 EV pickup at the IAA Hanover Auto Show in Germany this week. It follows the Maxus T90EV, the UK’s first electric pickup that was only offered in RWD.

Powered by two electric motors (125 kW/170 hp front and 200 kW/272 hp rear), Maxus’ new eTerron 9 packs a combined output of 325 kW (442 hp). It can also tow up to 7,700 lbs with nearly 1,400 lb (620 kg) max payload.

With a 102 kWh LFP battery, the Maxus eTerron 9 is rated with up to 267 miles (430 km) WLTP driving range. It can also be charged (20% to 80%) in about 40 minutes with up to 115 kW at fast charging stations.

Europe's-first-AWD-electric-pickup-front
Maxus eTerron 9 AWD electric pickup (Source: Maxus)

Meet Europe’s first AWD electric pickup

An included All-Terrain System (ATS) unlocks six driving modes: Normal, Mud, Sand, and others to fine-tune your drive.

Maxus said an optimized venting system and battery design improves range by 18% in cold weather compared to other EVs on the market.

Europe's-first-AWD-electric-pickup
Maxus eTerron 9 AWD electric pickup (Source: Maxus)

The electric pickup also features bi-directional charging to power work sites, camping equipment, tools, or other external electronics.

At 5.5 meters (18 ft) long, the Maxus eTerron 9 is slightly bigger than Ford’s Ranger, which is 5.37 meters long.

Europe's-first-AWD-electric-pickup
Maxus eTerron 9 AWD electric pickup interior (Source: Maxus)

Maxus will open orders for Europe’s first AWD electric pickup in October. Deliveries are scheduled to begin in January 2025.

Although prices have yet to be announced, the new model is expected to sit above the T90EV, which starts at £49,950 ($66,300) in the UK before VAT. Maxus said more details will be revealed shortly.

Source: Top Gear, Maxus

FTC: We use income earning auto affiliate links. More.



Source link by Electrek
Author Peter Johnson

#Europes #AWD #electric #pickup #China #miles #range
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Enteligent raises $6 million to scale commercialization of its solar-powered charger

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Enteligent raises $6 million to scale commercialization of its solar-powered charger

California-based Enteligent, a developer of solar power optimization and solar EV charging technologies, has raised $6 million to scale the commercialization of its photovoltaic module-level power optimizers and its DC-to-DC bidirectional EV chargers. 

The funding round was led by Taronga Ventures, an Australian venture capital firm focused on emerging technologies.

Enteligent is supplying what it says is the world’s first long-dwell-time 25 kW DC-to-DC EV charger to a large logistics company to power its recently electrified delivery fleet. It is also pre-selling its solar-powered TLCEV T1 EVSE, which delivers up to 12.5 kW of direct, on-site DC charging.

The company claims up to 20% energy savings for this and other Enteligent DC-to-DC models that eliminate the DC-to-AC-to-DC conversion losses of AC-powered EVSEs. Enteligent’s NMax PV module power optimizers feature rapid shutdown safety capabilities to ensure maximum continuous output of each panel.

“Our mission is to drive a paradigm shift in energy consumption habits by leveraging abundant solar power and our innovative technology to facilitate society’s transition to electrification,” said Enteligent CEO and co-founder Sean Burke.

Source: Enteligent





Source link by Charged EVs

Author Marilyn Burkley


#Enteligent #raises #million #scale #commercialization #solarpowered #charger

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Under the sea: Running Tide’s ill-fated adventure in ocean carbon removal

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Chart: Steelmaking is starting to go electric

The startup made a big splash, then ran aground this summer. Its story has a lot to teach us about trying to geoengineer our way out of climate change.

For the OK, Bye” climate conference in Reykjavík, Iceland, in May 2023, participants flew in from Silicon Valley, London, Copenhagen, and Berlin. The event’s theme was the ocean, so the stage, decorated to look like a ship, was slung with crates, ropes, and red buoys, and the backdrop an immense fishing net.

For his panel on how private enterprises can fund large-scale carbon removal, Marty Odlin, CEO and founder of Running Tide, wore an orange cap and oatmeal sweater. This led moderator Mark Phillips, McKinsey’s chief marketing officer for sustainability, to joke that Odlin — a fourth-generation Maine commercial fisherman — was the only panelist who hadn’t had to use a mood board to dress in a nautical theme, as participants had been asked to do. The audience of venture capitalists, entrepreneurs, and policymakers leaned forward as Odlin explained his company’s plan to remove carbon dioxide from the atmosphere and sequester it in the ocean by growing and sinking kelp.

Running Tide’s solution is to make little buoys like this,” said Odlin, holding up a patty the size of a hockey puck. We [spray] kelp spores on them and drop them in the ocean, and they float around and then sink to the bottom of the ocean. Pretty simple, right? You make a cookie — millions of them — set them free, they grow a little garden on them, and they sink.” The idea was for all the carbon stored in that freshly grown kelp to sink, too, and remain on the seafloor for hundreds of years. 

“The Dating Game for CDR and Enterprises” panel discussion at OK, Bye 2023, featuring, from left, Mark Phillips of McKinsey & Company, Moran Haviv of Microsoft, Ellen Moeller of Watershed, and Marty Odlin of Running Tide. (Abby Rabinowitz)

Founded in 2017 as an aquaculture company, Running Tide rose to prominence in September 2020, when tech giant Shopify announced that it would be one of five recipients of a $5 million total fund for carbon-removal projects. The startup went on to raise millions of dollars from Silicon Valley funders, with carbon-removal purchases made by Stripe, the Chan Zuckerberg Initiative, and Microsoft. 

Onstage at OK, Bye, Odlin made an exciting announcement: Right now, in real time, we have a deployment going out in the North Atlantic,” he said, reaching into his backpack to reveal a small bundle of electronics — a sensor, he explained, that was part of a suite of monitoring equipment, including camera buoys, so you can actually watch things grow.” 

But Odlin omitted an important detail — Running Tide was sinking wood chips coated with lime-kiln dust, not kelp-laced buoys. In fact, last summer, Running Tide dumped 15 cargo loads of wood chips off the coast of Iceland, to fulfill its contracts with Shopify and then Microsoft.

By April of this year, Running Tide was inviting visitors to its website to purchase carbon-removal credits, promising to remove carbon today through ocean alkalinity enhancement and biomass sinking.” The narrative pivot away from kelp specifically (biomass sinking) to a totally different concept (ocean alkalinity enhancement) was one sign among many that things were not going as planned — that Running Tide’s project had turned out not to be simple at all. 

In June — just a year after the OK, Bye conference — Running Tide announced that it was folding. In a LinkedIn post on June 14, Odlin wrote, Unfortunately, today we are beginning the process of shutting down Running Tide’s global operations because we are unable to secure the right kind of financing to continue our work with the urgency it requires.”

Marty Odlin, founder of Running Tide. (Chris Bentley)

Startups fail all the time, but Running Tide’s demise made waves in the world of carbon dioxide removal. At its height of 140 employees, the company was one of the largest carbon-removal startups operating in the ocean — if not the largest — and the first to sell ocean carbon credits.

A big part of Running Tide’s appeal was its promise to move quickly to meet global climate goals. The U.N.‘s highly influential 2018 International Panel on Climate Change (IPCC) report on the impacts of 1.5 degrees Celsius or more of global warming stated that reducing greenhouse gas emissions will not be enough to maintain stable global temperatures. To prevent the worst effects of climate change, the world must somehow also remove decades’ worth of emissions from the atmosphere — and fast. While some nations have committed to large-scale carbon removal through initiatives such as the U.S. Department of Energy’s Carbon Negative Shot, government funding has lagged behind private capital, which has been essential in jump-starting the field.

But Running Tide’s story also points to the inherent risks of embarking on such a complex task with few if any checks in place, and little transparency about objectives and research methods. By the time of the June announcement, we’d been following Running Tide for nearly two years, and despite numerous interviews and site visits, we struggled to make sense of the company’s constantly shifting plan for removing carbon from the atmosphere. 

There’s no doubt that the world needs to move rapidly to address climate change, but investing millions of dollars in untested, unvetted methods wastes not only resources but also time, when there’s none to spare. It also entrusts the ocean’s intricate, delicate ecosystems to a handful of private investors more familiar with microchips than microorganisms. Should we really try to hack the ocean to save the earth?

The first public indication that Running Tide had hit some snags came in June 2022. The MIT Technology Review published a scathing article by James Temple, whose sources reported that the company’s scientists were leaving in droves.

Running Tide had proposed growing kelp far out in the ocean in part because coastal land tends to be expensive, and the open ocean afforded the space to work at the scale necessary to affect global climate. But the startup had to address a big challenge: No species of nonbuoyant kelp grow in the open ocean. 

Temple interviewed marine geochemist Philip Boyd, who explained that ocean waters far offshore lack the necessary nutrients for kelp farming. (Later, Boyd and a team modeled these nutrient deficiencies, concluding that growing kelp far from the coast was likely impossible for this reason.) Temple also reported that Running Tide had filed a patent for a flotation device whose purpose seemed to be to add nutrients to the ocean to stimulate macroalgae growth. That might help the kelp grow — but it also amounted to a form of ocean fertilization, a practice banned by a 2008 resolution of the London Convention to protect the marine environment.

Even if the startup did get kelp to grow in the deep ocean, nature’s complexities could prevent the system from removing much carbon — or any carbon at all. Temple described a study on natural kelp growth that found feedback systems involving phytoplankton and microorganisms discounted” the carbon a floating kelp garden might remove by 20100 percent. 

In the face of these setbacks, Running Tide was contemplating a pivot, Temple reported: The company was planning to sink wood chips as a faster” path to removing carbon. For his part, Odlin told Temple that there was never a plan” to sink wood on its own, and that Running Tide was continuing to devote considerable time and resources” to growing kelp, with climate-driven haste and ecological care. 

The bad publicity of the MIT Technology Review article didn’t seem to scare off investors — by the spring of 2023, business was booming. That April, Running Tide and Microsoft announced they had signed a contract committing the startup to removing 12,000 tons of carbon to help offset the tech giant’s emissions. Running Tide had opened offices and labs in St. Louis; Portland and New Brunswick, Maine; and three sites in Iceland — all of them financed by investor capital, including $20 million in Series B funding from Lowercarbon Capital, a firm launched by Chris Sacca, a ground-floor investor in Twitter, Uber, and Instagram.

That May, we visited the startup’s headquarters in Portland, Maine, which was housed in the repurposed Odlin family boat-repair shop on the harbor and in the newly built Ocean Hub nearby. Nate Beatty, VP of scientific technology, and Andrew Thompson, senior mechanical engineer, showed us around. 

Andrew Thompson, senior mechanical engineer at Running Tide, in the company’s workshop at Portland’s Fish Pier. (Chris Bentley)

In Ocean Hub’s lobby, a large flatscreen showed a digital map where a cluster of green dots blinked between Greenland and Iceland. This dashboard,” Beatty explained, was delivering real-time location data from 25 trajectory buoys” that Running Tide had just launched. Thompson, a former employee of SpaceX, showed us wiry sensor buoys his team had designed. 

Another room held massive custom-built wave tanks in which straw-colored patties sloshed in gently undulating water. These, Beatty told us, were unseeded buoys being optimized for kelp growth. They needed a certain porosity and density for the kelp to spore and then mature before sinking. They also had to be sturdy enough to withstand North Atlantic Ocean conditions that were, Thompson said, more challenging than those in outer space.

Out back, in two trailers, macroalgae floated under grow lights in pet-store-sized aquariums. Was this nutrient-poor water, like that in the deep ocean? Could this macroalgae grow on the buoys? Thompson couldn’t tell us — the macroalgae experiments were being directed by Rishi Masalia, who was leading the agronomy genetics team in another laboratory, in St. Louis. 

It turned out that Running Tide’s lead scientists were all working remotely: The lead ocean ecologist, Alison Tune, was based in Austin and the lead oceanographer, Anna Savage, in San Francisco. As we conducted our interviews, it became clear that this team, which had tasked itself with overcoming profound interdisciplinary engineering and research challenges, was organized less like a science lab and more like a Silicon Valley startup — loose, fluid, ad hoc, and constantly growing. It was difficult to know who was setting the startup’s research objectives, which seemed to be ever-shifting.

The following month, we traveled to Akranes, Iceland, to visit Running Tide’s lab, which was housed in a former fish-processing plant with ample space to expand. There, we saw sparse green ribbons of kelp wafting in cylindrical tubes taller than we were and tanks of kelp growing beneath infrared lights. The scientists we spoke with described their efforts to get kelp to spore on schedule, but they couldn’t tell us when the kelp would be ready to go out on buoys. 

We would be in a good spot if we were doing [kelp] successfully by 2025,” Jordan Breighner, Running Tide’s strategic and communications lead, told us later that summer. The challenge with biology is that you can’t rush it.” 

A lighthouse in Akranes, Iceland, where Running Tide had a lab housed in a former fish-processing plant. (Daniele Orsi/REDA&CO/Universal Images Group via Getty Images)

In October 2023, Breighner excitedly showed us images of rope furred with green fuzz: The team had launched a few lengths seeded with macroalgae, and several of them had grown at sea. 

But the questions that Temple’s reporting raised about Running Tide’s or anyone’s ability to grow macroalgae at scale out in the deep ocean — poor in nutrients and light, with its wild waves and complex ecology — remained unresolved.

What does a startup do when it can’t get its signature product to work? In its final years, Running Tide walked an awkward scientific line, with Odlin publicly pitching kelp even as the company was quietly doing something else. When Running Tide announced the deal with Microsoft in April 2023, the word kelp was absent from the press release. At a research talk that June, Chief Technology Officer Max Chalfin asked audience members familiar with Running Tide to approach the startup with a blank slate.”

Later that summer, when the startup serviced contracts for the first ever large-scale marine carbon removal in the open ocean,” it did so, as a press release with funder Shopify announced, with buoys carrying limestone and biomass.” Biomass is a capacious term that encompasses every living and dead thing on earth. In this context, biomass referred not to kelp but to wood chips — or, as Breighner described them to us, micro-buoys.”

For Running Tide, dumping wood chips made out of dead trees was an easier and faster way to fulfill its contracts than the extremely complicated bioengineering project of growing kelp in the open ocean. The idea of storing carbon by sinking wood wasn’t new — researchers had been investigating the approach for at least a decade.

Ning Zeng, a three-time contributor to IPCC reports and an expert in biomass burial and sinking,” holds that burying whole logs from fallen trees in nearby trenches or ponds can effectively sequester carbon. The method, he says, benefits from its simplicity,” locking away carbon while minimizing energy used for transporting and processing.

But Running Tide was trucking and shipping wood over great distances, releasing carbon dioxide along the way. Breighner told us that in the first deployment about half of the carbon in the wood the company sunk had been spent” in operations costs, although he added that the company later became more efficient.

The shipments were also expensive: This past May, two weeks before the company shuttered, Breighner told us that deployments would not be happening again this summer, citing their high cost (ship rental alone had cost the company $20,000 to $50,000 a day) and lack of customer interest.

Despite the deployments’ limited run, the company called them a success, saying it had removed more carbon than any other organization on the planet,” at just over 25,000 tons. We did the thing,” Odlin wrote in his last LinkedIn post on the company. We removed carbon, and we increased the world’s understanding of the ocean.”

In Running Tide’s final months of operation, its website claimed that the company was removing carbon from the atmosphere in two distinct ways: through biomass sinking” and ocean alkalinity enhancement.” Gone were the images of kelp, replaced by aerial shots of a lush forest and bubbles rising through dark waters.

Early on, Running Tide’s researchers had realized that the wood chips they planned to sink into the ocean would leach acid as they decomposed. To mitigate this ecological hazard, they decided to coat the chips with an alkaline layer of lime-kiln dust, which before long they were describing as another method of carbon removal that the company was pursuing.

(Wikimedia Commons)

Ocean alkalinity enhancement, or OAE, has been gaining traction in the carbon-removal field, with several startups dedicated to working on it. In nature, alkaline minerals erode from mountains and wash into the ocean where, under the right circumstances, they bond to carbon dioxide in water, which changes them into stable bicarbonates. This reaction can both deacidify ocean water (it’s often likened to giving the ocean a Tums”) and make it relatively deficient in carbon dioxide compared to the atmosphere. Researchers thus theorize that by adding alkaline materials in bulk, ocean water might be able to draw down more carbon dioxide from the atmosphere. 

But there is a catch: It takes time for the atmosphere and the ocean water to equilibrate and transfer carbon dioxide molecules through a process called air-sea gas exchange.”

For that reason, researchers who study OAE have proposed experimenting with processes relatively easier to trace than dumping alkaline chemicals en masse into the middle of the ocean, such as adding alkalinity to an existing drain pipe that feeds into a bay. They also call for creating predictive ocean models based on observations of how ocean waters rise, sink, mix, and mingle. This way, researchers can be strategic about where to add alkaline chemicals: ideally, in parts of the ocean where currents keep surface waters in contact with the atmosphere. 

Running Tide would have needed to do wildly complicated science to establish that it had removed carbon from the atmosphere using OAE. That’s why, in summer 2023, the startup didn’t charge customers for the carbon that may have been removed with this method. (Breighner called it an add on” and a bonus.”) 

Still, Running Tide did claim on its website and elsewhere to be doing OAE, with Breighner telling us that the summer 2023 deployments had been the largest alkalinity field trials in the world.” What did these field trials teach Running Tide, or anyone else? 

At the lab in Portland, we had seen an early experiment in which a technician measured pH to assess the effect of the limestone coating on wood chips decomposing in flasks of ocean water. In May of this year, Breighner shared with us a report based on these experiments, which the company relied on to conclude that its deployments the previous summer had not leached acid into the open ocean and, further, had added enough alkalinity to draw down carbon from the atmosphere. But to make these claims based on field trials, Running Tide would have had to measure the baseline values of pH and CO2 in the shifting, open waters of the North Atlantic and run models that didn’t yet exist.

Running Tide also didn’t run experiments to determine what the ecological impacts of its 2023 deployments would be in the deep sea either before or at the time it conducted them. It was only in September 2023 that the company announced a partnership with Ocean Networks Canada, to observe the buoys decomposing on the deep sea floor.

Portland, Maine, skyline, seen from from the Bug Light lighthouse. (VW Pics/Universal Images Group via Getty Images)

When the company folded, Brad Ack, CEO of Ocean Visions, a conservation research group that oversaw Running Tide’s science advisory board, co-wrote a rebuttal to critics and investigative journalists who had charged that the company engaged in sloppy science, taking exception to what he called a swirl of speculation, inaccurate statements, and sweeping conclusions” about why Running Tide closed. Central to his defense was that Running Tide’s research methods had been sound. In all our work with Running Tide, their team showed a high commitment to doing the needed science,” Ack wrote. It is simply not accurate to suggest they did not make good faith efforts to do the needed science to support their activities.”

But there was an ocean of distance between what standard scientific research demands — a narrowed objective pursued through honed lab experiments that are progressively scaled up to large field trials — and what Running Tide’s business model called for: that is, to sell a beta, minimum viable product immediately to new customers and demonstrate value to new investors. 

On the day we toured the Portland lab in May 2023, we had lunch with Odlin. He struck us as a man in a hurry. We met him in Running Tide’s airy wooden offices on the harbor. He led us down two flights of stairs at a run, then out to the street, where he delivered a karate kick to activate the pedestrian light. 

Over tacos, Odlin told us about how he’d started Running Tide, a story well documented in various media profiles: Driven by a desire to save his beloved Gulf of Maine, he’d dreamt up a carbon-removal method to which he could apply his expertise with ships and logistics — one that would be big, fast, and scalable. What would success for Running Tide look like?” we asked him. The ocean as it had been in his childhood, he answered, restored for his children. 

But Odlin wasn’t proposing to make the ocean what it was before, but something altogether different. For Running Tide, the sheer quantity of material — whether kelp or wood chips — that it would need to add into the oceans to remove 1 gigaton of carbon, the threshold that investors like Bill Gates and Elon Musk are interested in funding, is staggering. Per our back-of-the-envelope calculations, it would require sinking wood chips ground from several billion mature trees a year. Now imagine doing this enough to remove 5 to 10 gigatons of CO2 equivalent from the atmosphere each year, the amount suggested by the IPCC’s 2018 1.5 Celsius report. To achieve this, Running Tide, or any other startup trying to hack natural processes for carbon removal, would need to alter whole ecosystems, which amounts to geoengineering. 

At OK, Bye, Ocean Vision’s Ack gave a talk in which he likened the ocean — acidic, microplastic-laden, warming-damaged — to a patient dying on the operating table. The night before that, Running Tide’s Icelandic site manager Kiddi Hróbjartsson had spoken at an ocean cooperative event, saying, more or less, who cares about dumping a few wood chips in the ocean, when ships literally dump shit there? It drew rueful laughs. It’s so easy to see the ocean as beyond repair.

But for Craig Smith, a professor emeritus at the University of Hawai‘i at Mānoa who specializes in seafloor ecosystems, the ocean’s benthic floor isn’t ruined or a desert but a huge reservoir of biodiversity and evolutionary novelty,” one whose very remoteness has protected it from human activity. According to Smith, The depth of 1,600 meters” — how deep the ocean was at the site where Running Tide’s summer deployment took place — is typically within a sweet spot for biodiversity,” where there are deep sea ecosystems full of life that ranges from microbes to megafauna.” He warned that sunken wood can quickly become colonized by boring bivalves, which can lead to organic enrichment and oxygen depletion in the sediment, creating local faunal dead zones that can last for years. 

It’s frightening to think that if something goes wrong in this lightly regulated space invisible to us, we may never know it, let alone be able to correct it. Projects like Running Tide proposing to engineer natural ecosystems to remove carbon — whether it’s by growing algae ponds on 480,000 square kilometers of pristine desert coastline or covering beaches with olivine rock — require special scrutiny. Unlike a direct-air-capture machine, you can’t turn off these experiments with the flick of a switch.

But Odlin believes that solutions to climate change that don’t engage natural systems will not be sufficient. They’re just not going to be big,” he said when we reached him one last time, in early September. We can’t build them fast enough.” 

He spoke of the incredible harms already done to ocean systems, including almost 70 percent die-off of phytoplankton in the Gulf of Maine. If the ecosystem is your guide, there is no justification for not doing massive scale OAE or iron fertilization,” concepts that he told us were catching on. Geoengineers have won the war of ideas,” he said. 

But who should get to decide whether or when to geoengineer the ocean? Considering the potential consequences, what the world needs, at this stage, is trusted science accompanied by peer review and largely conducted in government or publicly funded labs. That would be a slow process in contrast to the rush of typical startup culture, but it would yield papers that could be read, reviewed, and shared publicly to inform collective decision-making about if, when, and how to reengineer the oceans to save ourselves.

I think carbon removal is a tool for the future,” David Ho, a climate scientist and cofounder of the nonprofit C-Worthy, told us. Now is the time we figure out what works and what doesn’t work. It’s almost an obligation to future generations to give them tools to remove the CO₂ that we’re leaving them and let them decide whether to deploy these tools or not — it’s not for today.”

Before hanging up, Odlin told us he had been able to buy back what remained of the company from investors and would continue working with four employees in Portland. He wasn’t sure of the exact method they would pursue, but knew what the company would do: carry the mission forward.” 



Source link by Canary Media
Author Amanda Simson, Abby Rabinowitz

#sea #Running #Tides #illfated #adventure #ocean #carbon #removal
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Trump plans to gut EV policy: What it might mean for jobs, auto industry, made in America

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Trump plans to gut EV policy: What it might mean for jobs, auto industry, made in America

  • Trump promises stiff tariffs vs. China and Mexico, may nix federal funding behind U.S. EV plants
  • Tens of thousands more U.S. auto jobs now vs. 2019, pre-COVID
  • Anti-EV talk may be bluster, but the poison pill is whether it becomes part of MAGA platform
  • First-term flashback: Coal lobbyist in charge of EPA, hobbled EV tax credit, mpg fines frozen

Former President Donald Trump once owned a Tesla Model S, and in the course of this year’s campaign has made plenty of disparaging comments about EVs at rallies in the run-up to the 2024 elections.

Yet he has a fan base inside the world of electric cars. Tesla CEO Elon Musk endorsed Trump for president in July. In turn, in August, Trump called Musk “a brilliant guy” and first said that he would consider naming him to an advisory role or cabinet job. 

Trump may see Musk, who has been highly successful in creating a global automaker by making EVs, as an ally in a future administration—specifically as the leader of a commission on government efficiency.

Giga Texas opening - Elon Musk

Giga Texas opening – Elon Musk

Perhaps that’s been inspired by Musk’s massive job cuts at X (formerly Twitter), and at Tesla, where Musk nearly fired the entire Supercharger team earlier this year. Trump has called Musk “the greatest cutter.” 

But it sows confusion among some who wonder how the former president stands on the future of the EV industry. With statements and actions often in conflict with one another, what will a second Trump presidency actually mean for EVs?

What Trump has said and done about EVs in the past

Trump’s first term corresponded with a time in which most U.S. and European automakers were pivoting from initial “compliance car” EV efforts to serious long-range EVs that cast a much wider net. Meanwhile many Chinese automakers were pivoting to EVs, and China made no secret about nurturing strong global automakers while building out a supporting clean-energy infrastructure. 

Trump hasn’t had a well-defined platform—then or now—regarding clean energy, transportation, or the auto industry in the same way as President Joe Biden (or, by extension, Vice President and current presidential candidate Kamala Harris). Trump has insisted that there is a “much smaller market” for EVs and plug-in hybrids than what’s been projected, because of these vehicles’ cost and range. He’s been critical of legacy automakers pivoting to EVs—including sharp criticism of GM’s plan to go all-electric, with claims that going all-EV is “not going to work.”

GM CEO Mary Barra - Photo by Steve Fecht for General Motors

GM CEO Mary Barra – Photo by Steve Fecht for General Motors

In late 2019 Trump effectively nixed an extension of the tax credit for Tesla and GM, which had already reached their 200,000-vehicle caps under the former framework. Trump also froze fines for fleet fuel-economy violators, after his administration lost a court battle to roll the fine amounts back—another move that indirectly likely suppressed the EV market. 

There’s been no about-face to a clean-energy economy. In July, Trump reportedly asked oil and gas CEOs for a $1 billion campaign donation in exchange for scrapping EV policies, halting wind energy expansion, and derailing other clean-energy policies that the industry opposes. 

The oil industry was reportedly not as excited about this as the campaign had anticipated. If Trump were seeing the industry as it were decades ago, he might have been startled to be reminded that today it’s complicated. Today’s diversified multinational energy companies have invested deeply in solar panels, energy storage, and charging networks, with wells and refineries and combustion only part of the business. 

Uber and BYD

Uber and BYD

Trump promises tariffs on China and Mexico

One thing Trump stands for once again—and his administration is likely to follow through on—is tariffs. Trump in March promised a 100% tariff on Mexico-built Chinese cars, whether they were EVs or not, and he said that if Chinese automakers decide to build their vehicles in the U.S., “they can’t send Chinese workers over here.” 

Since originally announcing that, the Biden administration has stepped up with sweeping tariff hikes to Chinese EVs, batteries, steel, and more—including a 100% tariff on EVs, although gasoline vehicles aren’t covered. Canada followed with a 100% tariff on Chinese-made EVs, calling them an “extraordinary threat.” 

China aside, Trump has clearly reiterated that his administration will have policies that “punish” companies that ship jobs to Mexico—indicating he may seek a further dismantling of what was originally known as NAFTA. Under that policy signed into law by President Clinton and started by President George H.W. Bush with a push by the Reagan administration, automakers have over the past 30 years set up shop in Mexico to take advantage of lower labor costs to build vehicles and parts for the U.S. market. 

BMW Group Plant San Luis Potosí in Mexico

BMW Group Plant San Luis Potosí in Mexico

Jobs: Would Trump maintain Biden gains?

First, let’s take a look at how Trump policy affected the auto industry in the previous term. According to Harvard University data, the U.S. lost about 75,000 manufacturing jobs during the Trump administration. 

Trump has repeatedly claimed that during his term auto sales, manufacturing, and manufacturing were at record levels. According to the U.S. Bureau of Labor Statistics (chart below), motor-vehicle-related manufacturing employment and earnings gained slightly during his administration, but in looking at the broader trendline they signaled a leveling-off after a steady, strong recovery that had persisted since the 2008-2010 auto industry financial crisis. 

It’s not all bright and shiny for the Harris campaign. The same federal agency did, this past week, point to a sharp loss of manufacturing jobs, with 24,000 lost in August. But it’s unclear how many of those are related to the auto industry. 

By annual averages, again according to the federal government itself, there were 993,500 people directly employed by the industry in 2019—the last full year before the arrival of what Trump termed in formal White House releases “the China Virus,” COVID-19. In 2023, that number was 1,040,500, and it’s set to be significantly higher in 2024. 

Auto industry employment over time - federal government

Auto industry employment over time – federal government

China’s significant gains in the auto industry on the global stage, and especially the EV sector, happened during the Trump Presidency. But the Biden administration has acted to catch up; an analysis from EDF in March found that U.S. EV manufacturing investments are outpacing those made in China in the period of 2021 to present.

According to a new report from the Environmental Defense Fund (EDF) out last month to coincide with the second anniversary of Inflation Reduction Act passage, U.S. investments in EV manufacturing have reached $199 billion, with 63% of that coming since the 2022 law. That’s brought 201,900 EV-related U.S. jobs, with 931,000 more jobs for the broader economy. 

The investment hasn’t entirely been for new plants either. The DOE in July announced that $1.7 billion is going “to support the conversion of 11 shuttered or at-risk auto manufacturing and assembly facilities across eight states.”

According to the political organization Climate Power, Biden administration policies have directly created tens of thousands of jobs beyond automakers and battery firms and includes $100 million for small- and medium-sized auto parts makers, as part of a grant program enabled by the Infrastructure Law.

ExxonMobil oil refinery, Baton Rouge, Louisiana, by WClarke [CC BY-SA 4.0]

ExxonMobil oil refinery, Baton Rouge, Louisiana, by WClarke [CC BY-SA 4.0]

Climate change: Drill, baby, drill

Trump made climate-change denial a core 2016 facet of many policy decisions. He made a pledge to “bring back coal,” and he has suggested that climate change itself is a hoax created by China to hurt U.S. businesses.

Once in office, Trump could appoint another coal lobbyist to head the EPA, and make decisions that make the EPA more vulnerable to a challenge of its ability to regulate EVs as part of fleet emissions rules. 

That said, coal is no longer specifically one of Trump’s crusades in 2024. But as experts have recently summed, a Trump administration means rules and regulations that will keep coal plants online longer. Trump has recently ranted about how much land solar farms occupy, and has for years expressed a strong dislike of wind power, at some points participating in misinformation campaigns that appear to have been started by opposing interests. He claimed, for instance, that offshore wind farms kill whales and drive them “crazy”—which brought fisheries specialists at the federal government’s NOAA to issue a fact sheet stating there is “no scientific evidence” whatsoever behind this. 

Per capita global warming emissions by country [Global Climate Budget 2018]

Per capita global warming emissions by country [Global Climate Budget 2018]

But opinions among the electorate are evolving. Trump is also going to need to listen to an electorate on climate-based policies, which are becoming increasingly popular—even with those in his own party. According to a December 2023 CNN poll, nearly two-thirds of U.S. adults say they’re worried about the threat of climate change and 73% favor climate policies. The same poll found that 50% of Republicans think the U.S. “should design federal policies to cut greenhouse gas emissions in half by 2030.”

That’s not how the Republican party has acted in Congress; but it may require some harsh recalibration, as Boomers continue to write policy while more EV-savvy Gen X and Millennials gain more buying power. Last year House Republicans made a symbolic vote to gut the Clean Air Act, while it supported several court cases challenging the EPA and the Department of Transportation over pollution rules. It’s likely yet another challenge to California policy is just around the corner. 

A paper from the political organization Climate Power, updated on August 9, found that across the economy, 334,565 jobs were potentially at risk from Trump and an alliance with Big Oil interests.

According to the U.S. Energy and Employment report from the Department of Energy, released last week, clean energy jobs grew at double the rate of overall jobs in 2023. About 75% of these jobs don’t require a four-year degree and, according to data from the Brookings Institution, clean-energy-related jobs can bring an 8-19% income boost. 

Climate Power says that about 134,000 of those jobs are in low-income communities and about 52,000 of them are in rural communities. Two-thirds of those jobs are related to batteries, wind, solar, and grids—potentially direct targets that wouldn’t see subsidies with another Trump term. 

EV tax credit on shaky ground

Trump said on August 19 that he would consider ending the $7,500 EV tax credit for purchases, but is “not making any final decisions on it,” according to Reuters. Trump also at that time emphasized that “tax credits and tax incentives are not generally a very good thing.” 

When he was in office as President, Trump attempted to repeal the EV tax credit or let it lapse, although he didn’t have the support of Congress—and it may take that even to pull back on the more controversial pieces like the EV leasing loophole that subsidizes imported vehicles and luxury EV leases. 

IRA EV investment focused in 10 states

IRA EV investment focused in 10 states

Turning Red over the EV future

Trump’s plan to dismantle Biden’s EV-focused policy may be a hard pill to swallow for the Southeastern U.S., as the manufacturing push and corresponding buildout of the supply chain to create jobs making electric vehicles has especially benefited “red” states. 

As EDF pointed out, 84% of the announced investment has been made in 10 states, from the traditional heart of the auto industry in Detroit down to the new one closer to Atlanta—including Georgia, North Carolina, South Carolina, Tennessee, Kentucky, Ohio, Illinois, Indiana, and Michigan, as well as Nevada. Climate Power also points to Texas as a hub for investment. 

By 2027 U.S. facilities will be able to make 5.8 million new EVs annually, roughly equating to about 36% of all new vehicles made in 2023. Many of those can be exported, too. 

What happens to America’s EV transformation if Trump wins?

If Trump wins, the IRA spigot won’t instantly get shut off, and Republican politicians in states that have gained billions from EV development and jobs won’t suddenly start playing along with everything Trump wants. They won’t refuse approved federal economic investment in their states. A second Trump term may instead become an antagonistic chipping-away of federal funding and programs that started with the infrastructure bill and IRA, rebranding what’s left and trying to save face with red-state governors.

Mike Murphy, a Republican political consultant who has studied attitudes toward EVs by political affiliation, is part of an effort to try to sway Republicans back toward EVs, and as a new campaign of his focusing on Michigan points out (below), it’s about jobs. 

As Murphy points out, without help from Congress—which in this case would likely take a landslide toward Republicans with allegiance to Trump—there’s not anything the President could do to go after ongoing policy like tax credits, or to repeal the massive manufacturing spending that’s part of the infrastructure bill. But it likely would mean a slow dissolution of the most future-proof auto industry jobs. 

“He could try to repeal some stuff, and that would be a big fight in Congress on party lines,” said Murphy. And even then, he says, some of the Republican governors in states that have benefitted big from the policy might stand up against dismantling it. 

More likely, a Trump administration could simply stand in the way. 

“While a lot of the money that’s been appropriated is already in the pipeline, one thing you can do when you’re the administration, you control personnel,” he said. “So there are people at the Department of Energy and the Department of Transportation who review and give grants…. He could not fill those jobs or fill them with hostiles so it sits there in a zombie state, which is not infrequent in the policy debate.”

In that case, state applications for National Electric Vehicle Infrastructure (NEVI) funding—toward Biden’s national EV charging network—might, for instance, stack up and not be acted on.

Murphy also points out that California in 2026 is the other wildcard, and California’s electric vehicle mandate, imposed since outgoing governor Gavin Newsom has been in office, might become a potential liability in a race. 

Meanwhile, Trump’s eagerness to weaken EPA authority might effectively give automakers a “gift” they didn’t want, interfering with long-term competitiveness on a global stage and versus China. 

President Donald Trump (Photo courtesy DoD)

President Donald Trump (Photo courtesy DoD)

The MAGA EV “poison pill”

Which brings the story back to Elon Musk, who has been mooted as a member of a future Trump administration.

Musk is the CEO of a company that has benefited handsomely from the EV tax credit, its domestic assembly requirements, and Biden EV policy. Trump has repeatedly said in the past that EVs “are all made in China,” omitting that Tesla makes hundreds of thousands of EVs in the U.S., including many for export.

Murphy called polling on Musk “fascinating,” and notes that while Musk leads an automaker that sells the most EVs in the world, he’s “well-liked by EV skeptics on the right.” 

“So he could be Nixon to China and he could really open up Republican minds to EVs, which is the number you have to move more than any other if you want to get to 50% EVs.” 

Elon Musk at Tesla Model 3 reveal

Elon Musk at Tesla Model 3 reveal

Musk has in several different contexts, in recent years, questioned the role of EV subsidies, and more recently said that he doesn’t want them. 

Murphy sees that as clever and likens it a bit to when Philip Morris had the majority of the market share and argued to Congress in favor of a ban on tobacco advertising. Tesla still had more than 55% of the U.S. EV market in 2023, although it’s been losing ground each year. Meanwhile, Tesla does rely on subsidies for revenue, especially in Europe, in the form of traded carbon credits. 

Musk, too, has sullied his reputation as an EV innovator with often ill-advised statements—particularly on X, which has become a gathering place for the far right and a megaphone for Musk’s own theories about citizenship, reproductive rights, gender, and gender equality. Sales of EVs in California have dropped markedly in the period since Musk took over X, and it is clear from posts on his own social media site that many former Tesla fans have dumped the brand because of his politics.

Earlier this year, the marketing analysis firm Caliber noted that Tesla’s “consideration score” had fallen to less than half its November 2021 high, citing Musk’s reputation as having a significant impact. July polling results from CivicScience suggested that consumers’ opinion of Musk was directly affecting vehicle purchases, with significantly more within the EV base choosing not to buy a Tesla as a result—versus those who decided to buy one because of Musk. 

Despite those indicators piling up, in June, Tesla shareholders solidly approved a pay package for Musk expected to amount to $56 billion.

Given Musk’s involvement in the industry and social-media chumminess with the candidate, Trump might choose to tone it down. Or he may not.

Teaser for Trumpchi GA4 debuting at 2018 North American International Auto Show

Teaser for Trumpchi GA4 debuting at 2018 North American International Auto Show

Because of that and how transactional Trump is, Murphy argues, the rhetoric isn’t always going to be the policy and Murphy does suspect Trump is bluffing with some of the EV bluster.

“The other thing is Trump could keep railing about EVs and have copycat Republican politicians rail about them, and that has a poisoning effect on the market—if you convince that plurality of the market that electric vehicles are never to be bought,” Murphy said. At that point, Musk might have little recourse for signing on. 

Murphy recently did a poll of American voters with a household income of $50,000 a year or higher—representing about 99% of potential new-car shoppers and two-thirds of the Presidential year electorate. Of those, 40% identified as Republican; 36% identified as Democrat, and more than 20% independent. 

“So Trump could keep fanning that fire,” he summed. “That’s bad news for people who want to make EVs and sell them in North America.”

Factory Zero - GM Detroit-Hamtramck revamped for EVs

Factory Zero – GM Detroit-Hamtramck revamped for EVs

A choice: The EV economy or the ICE one?

If Trump follows anywhere close to the same playbook, he will eliminate or obscure policy that incentivizes EVs while providing talking points that dissuade and disincentivize. 

Despite all the talk about imports, exports, and making products in the U.S., that may lead to more EV production being pushed elsewhere. 

Green Car Reports has attempted to get executives to comment on whether such Trump policy may actually lower vehicle prices, as the campaign has claimed in the past, but multiple executives we’ve spoken with on the matter in recent weeks have summed, off the record, that it amounts to wild speculation and there isn’t currently a Plan B if manufacturing locations suddenly need to be shifted again. 

2025 Polestar 3 production at Volvo plant near Charleston, South Carolina - Aug. 2024

2025 Polestar 3 production at Volvo plant near Charleston, South Carolina – Aug. 2024

Meanwhile, there are few if any auto industry executives who will argue that the ICE market is anything but a legacy business—and that it’s not a matter of if new gasoline vehicle sales will be phased out, but when. If states are no longer sitting on piles of IRA cash and plants ready to ramp up EVs are shuttered, what incentive is there for automakers to spend hundreds of millions each to repurpose them for ICE production for only a few years? 

So effectively, under Trump, companies might get caught in an inefficient, unproductive, frustrating space—in which it would be too expensive and impractical to revamp plants to make internal combustion models again for a few years, and too expensive to import many types of vehicles from elsewhere. 

Will Trump policies lead to lower-priced vehicles and more choices, or will it lead to an uneasy state of the industry with higher price fluctuations? 

Partly, with Trump, it may be a matter of seeing through the screen, in delivering what he thinks his base wants to hear versus what he will choose under advisors and a cabinet who wish not to be “fired.”

Although it’s still unconfirmed how deeply Vice President Harris plans to stand behind Biden’s manufacturing-focused clean energy policy, Americans have a choice, and that choice is increasingly looking like two different economies that couldn’t be more different. 



Source link by Green Car Reports
Author news@greencarreports.com (Bengt Halvorson)

#Trump #plans #gut #policy #jobs #auto #industry #America
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Here’s how to find all the free money you qualify for when you buy an EV

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Here’s how to find all the free money you qualify for when you buy an EV

A new tool is out that lets you search for EV incentives in your area, covering not just the federal $7,500 incentive, but any other local incentives to help you save money when buying an EV.

The incentive tool is available at ElectricForAll.org, and is powered by Veloz, an EV advocacy nonprofit.

It’s simple enough – you just put in your zip code and it tells you all the incentives that you might qualify for.

The site covers incentives for 49 states, every metro area with a population of 50k or more, and all the Justice40 communities identified by the Biden administration. The one state that has no available incentives other than the national one is Montana.

And it’s not just the federal EV tax credit, but state, regional, local, utility, and other regulatory incentives like those that might be granted by your local air quality management district.

The site also has a shopping tool to filter through available EV brands and see what’s available, in case there might be a model out there you aren’t aware of. The site gives price estimates for each car, but the price estimates are post-incentive – and you can click through to see which incentives are being applied in the site’s calculations.

You can even learn more about used EVs and some of the best places to find them. Some incentives apply to used EVs as well.

In testing out the tool for my own area, I found a number of incentives that even I didn’t know existed. Which is interesting, given that I report on these types of incentives.

For example, in Southern California where I live, the South Coast Air Quality Management district has an income-dependent incentive of up to $12k for replacing dirty old vehicles, California has a similar $12k incentive to replace old vehicles for low-income drivers in certain counties, and Southern California Edison has a $1k-$4k rebate for pre-owned EVs.

There are also a number of incentives for home charger installs, including the federal tax credit of 30% up to $1k, a $500 EV charger rebate from Southern California Edison, and an up to $4,200 rebate for upgrading your home’s electrical panel, also from SCE.

I live in a spot where lots of incentives are available, but there are likely to be incentives you don’t know about in the area you live as well. So put your zip code into the website’s incentive search page and have a look at the money you can get back for buying an EV.


After you get all that money back, why not charge your electric vehicle at home using rooftop solar panels? Find a reliable and competitively priced solar installer near you on EnergySage, for free. They have pre-vetted installers competing for your business, ensuring high-quality solutions and 20-30% savings. It’s free, with no sales calls until you choose an installer. Compare personalized solar quotes online and receive guidance from unbiased Energy Advisers. Get started here. – ad*

FTC: We use income earning auto affiliate links. More.


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Author Jameson Dow

#Heres #find #free #money #qualify #buy
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Webinar: Accelerating material development for high performance battery systems

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Webinar: Accelerating material development for high performance battery systems

As a leading provider of advanced materials for EV battery systems, Henkel has taken a pioneering role in utilizing advanced modelling and simulation to develop materials for its e-mobility portfolio. In this webinar, we will highlight the importance of simulation in improving materials and achieving better designs for innovative EV battery systems. We will explore Henkel’s range of solutions for creating safe, sustainable, and high-performing battery designs, with real-life examples that showcase improvements in structure, thermal management, and safety.

Key takeaways:

  • The contribution of Henkel’s advanced modeling, simulation, and testing in the early design phase of battery systems
  • Validating the performance of multi-functional materials in the battery systems before physical testing via simulation
  • The aid of simulation to the enhancement of the safety aspects in battery systems

This webinar will be hosted by CHARGED on Wednesday, October 30th, at 11 am US EDT.

Register now, it’s free!

 





Source link by Charged EVs

Author Chloe Theobald


#Webinar #Accelerating #material #development #high #performance #battery #systems

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Air Company raises $69M to convert CO2 into jet fuel

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Chart: Steelmaking is starting to go electric

Investors are betting big on Air Company’s efforts to cut carbon emissions from planes.

The New York–based startup announced today that it raised $69 million in a Series B funding round led by Avfuel, an aviation fuel supplier, along with Lowercarbon Capital, IQT, Alaska Airlines, and other investors. That money will go toward building commercial production facilities for sustainable aviation fuel — a move that could help expand production of SAF, which remains limited in supply and expensive.

The key impact Air Company can have toward fighting climate change is we eliminate the need for crude oil,” Stafford Sheehan, Air Company’s co-founder and chief technology officer, told Canary Media.

The company — and the SAF industry in general — has a long way to go before realizing that vision.

Jet fuel combustion is responsible for 2 percent of global CO2 emissions linked to energy use. If the aviation sector transitions to using SAF, total flight emissions could fall by up to 80 percent.

But widespread adoption of SAF, an umbrella term for lower-carbon fuels, has been slow. In 2023, 24.5 million gallons of SAF were used to fuel U.S. flights. That’s a fraction of the roughly 69 million gallons of fossil jet fuel the country burns every day. As climate regulation and voluntary corporate commitments push airlines to cut emissions, the demand for SAF is expected to grow quickly, according to McKinsey.

Air Company makes its SAF using a proprietary system that involves capturing carbon dioxide directly from the atmosphere and combining the CO2 with hydrogen to create paraffins — colorless, oily liquids that it says can be dropped into conventional jet engines. Companies such as Twelve and LanzaTech are also vying to repurpose CO2 into sustainable jet fuels.

Right now, Air Company operates two pilot facilities in the Brooklyn neighborhood of Bushwick, both of which produce small batches of CO2-derived fuel for test flights. The startup plans to use its new investment to build an undisclosed number of mini refineries,” which it aims to complete within the next two or three years, according to the founders. These refineries will collect data” to try to prove that its technology can work for large-scale SAF production.

In order to really fight climate change, we need to build plants that are the size of refineries,” Sheehan said in reference to oil plants, which can occupy up to several hundred football fields’ worth of land. Getting up to that level of scale is what a lot of this funding is going toward.”



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Author Aaron Mok


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GM opens Tesla Supercharger access, makes customers pay for adapters

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GM opens Tesla Supercharger access, makes customers pay for adapters

  • GM EVs can now charge at over 17,800 Tesla Superchargers
  • Most Superchargers will require an adapter
  • Unlike Ford and Rivian, GM charges $225 for the adapter

General Motors on Wednesday announced that it will begin shipping North American Charging Standard (NACS) adapters that will give its EV owners access to more than 17,800 Tesla Supercharger DC fast-charging stations.

The automaker follows Ford and Rivian, which began shipping free adapters to customers this past spring. But GM will charge its customers $225 for adapters, which the automaker said will first be made available in the U.S., followed by Canada later this year. GM noted that it’s “leveraging multiple suppliers” to produce adapters, helping to ensure no supply bottlenecks occur.

GM EVs get Tesla Supercharger access in 2024

GM EVs get Tesla Supercharger access in 2024

Superchargers will also be integrated with GM’s in-vehicle charging apps, allowing drivers to use those same apps to locate a charger, check its status, and initiate and pay for charging, according to GM. With compatible Superchargers, GM claims its customers will have access to 321,800 DC fast-charging and Level 2 AC public chargers in North America. That includes a number of road-trip fast-charging stops co-branded with EVgo.

GM announced that it would adopt NACS in June 2023 in what turned out to be the second of a series of announcements by automakers planning to use the Tesla charge port. At the time, GM said it would begin adding NACS ports to future EVs in 2025. Hyundai, meanwhile, has already added an NACS port to the Ioniq 5 for the 2025 model year.

2025 Chevrolet Equinox EV

2025 Chevrolet Equinox EV

The arrival of adapters marks the first step in GM’s move away from a charging standard it helped establish. GM was one of a coalition of automakers that helped bring about the Combined Charging Standard (CCS) in 2011, and was the first to install a CCS port in a production vehicle—the 2014 Chevrolet Spark EV.

The NACS port may give GM customers access to more stations, but it won’t solve all charging problems. As of June 2023, when GM made its NACS announcement, there were actually more CCS connectors in the U.S. than NACS ones. And while the Tesla Supercharger network continues to get high marks for reliability, that will only extend to non-Tesla EVs if automakers and hardware suppliers can ensure interoperability between a wider array of vehicles and charging stations.


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Author news@greencarreports.com (Stephen Edelstein)

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How To Choose The Right Vehicle for your Fleet

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How To Choose The Right Vehicle for your Fleet

Compromises May Be Ahead

This article may contain affiliate links.

It can be a hard task to ensure you choose the right vehicle for your business fleet. You will need to assess all the different criteria of your business and check that the vehicles you opt for tick all the boxes. In some cases, this might mean some compromises, and it’s crucial to know what areas you can and cannot compromise on.

Other things you’ll need to think about include your budget, whether you intend to buy or lease, and how competent the team is to drive the vehicles you are considering. With all this in mind, it can be hard to know where to start. Read on for some tips about how to choose the right business fleet vehicles.

Use and Operation

Ford E-Transit Penske Truck Leasing
You business may need to room to haul stuff–like this Ford E-Transit

The first thing to think about is what the vehicles will be used for. No matter whether you own or lease, no matter whether you buy used or new, no matter–to some extent, at least–what your budget is, the one thing that you need to understand right from the start is what the vehicle will be used for. A car used to attend business meetings and see clients will be an entirely different prospect than a truck used to haul goods across the country, for example.

When you have the right vehicles, not only will your business look more professional, but you’ll be a lot more productive. Giving your employees the right tools to do their jobs is also important. It will help them feel valued. When they feel valued, they will work harder.

Focus on the size, style, and capabilities of the vehicle rather than having a specific make and model in mind. Remember that you can make some modifications and add things to your vehicles to increase their functionality. Many businesses with large hauls will need to purchase an artic lorry trailer for their articulated lorries, so don’t worry about running out of space. You’ll find it’s much easier to choose well if you give yourself flexibility. 

vehicle option
The optional equipment your fleet vehicle may make it more popular

Additional Extras

Once you have determined the right kind of vehicle for your business needs, you can start looking more in-depth at the exact vehicle you might want. Of course, you’ll still benefit from being flexible at this point, but you can start to narrow your ideas down. After all, you’ll have to decide on your ideal vehicle at some point.

Somethings that you can consider at this stage are any additional extras that might be useful. A GPS system could be ideal for tracking vehicle use, for example, or perhaps heated seats if you work in a cold climate. Maybe you need a vehicle that can tow heavy loads, or perhaps a DAB or satellite radio would be a great option to make your team happy. What will fit with your budget? What will benefit your business the most?

Safety, Insurance and Accidents

Choosing the right fleet vehicles must also be linked to safety. It would be terrible to pick a car or truck without having reviewed its safety record or understanding its accident history (assuming you’re buying a used vehicle).

It’s wise to ask as many questions as possible about the safety of the vehicle and speak to your insurance company to get a quote before committing to buying anything. In some cases, the cost of insurance will be very high, and it might be better to pick a different vehicle to save money.

When it comes to safety, you can never be too careful. Do your homework, have insurance in place, know the contact details of a truck accident attorney, and check your team’s driving ability on a regular basis to keep everyone safe.

The post How To Choose The Right Vehicle for your Fleet first appeared on Clean Fleet Report.
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Author Aaron Borderman

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E-Scooter Tuning Gutschein Ralley: 50 Codes for 10 Euro!

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E-Scooter Tuning Gutschein Ralley: 50 Codes for 10 Euro!

We hope you have a great deal for all E-Scooter enthusiasts! Would you like to have an upgrade for your E-Scooter or would you like to add a new Edison Evo? Then we will take care of the guidelines for this: Exclusive 10 Euro Gift Certificatewhich can be ordered later in the future!

Diese Gutscheine sind gültig für Produkte von EdisonEvo and up to 31.12.2024 infinitely accessible.

Since the Gutschein z utzen, you are bound to spend 10 Euro on the ordering process. Schnell sein sich, denn die Anzahl der Gutscheine is limitiert!

Here are the exclusive Gutschein codes:

  • “0A05CD”
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Who loses ihr de Gutschein ein?

  1. Beware of the Website of EBikeTuningShop and lays hours EdisonEvo or another product in the warehouse.
  2. In order to find the best way to do it, I have a clear understanding of the situation.
  3. If the code is used, the payment of 10 euros will automatically be withdrawn from the euro.

Hint: Jeder Gutschein is now the last time to be able to finish the job and be ready until December 31, 2024. Also schnappt euch schnell euren Code und profitiert von der Rabattaktion!

The post E-Scooter Tuning Gutschein Ralley: 50 Codes for 10 Euro! appeared first on E-Scooter Blog. E-Scooter Blog – About E-Scooter – Test, News and Community!



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Author EBT

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