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California’s successful virtual power plant program faces big budget cuts

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When Can Trucking Companies Be Held Liable for Truck Accidents

California’s biggest virtual power plant is facing over $100 million in funding cuts due to the state’s ongoing budget crisis, threatening the long-term viability of a program that can act as a crucial release valve for the state’s overburdened power grid.

The Demand Side Grid Support program pays electric customers who reduce their energy use or who provide power to the larger grid during extreme events that stress the system, like heat waves or wildfires. Going into this summer, the program has hundreds of thousands of smart thermostats, batteries, grid-responsive EV chargers, and other distributed energy resources that participating companies can control remotely with software. It can provide hundreds of megawatts of grid relief to help the state avoid rolling blackouts on the hottest days of the year, when air conditioning use pushes the power system to its limit.

The companies paying customers to commit to making their devices available for this grid service insist DSGS is a good deal for the money — about $17 million in incentives paid to date, and roughly $82 million remaining for future spending, according to Olivine, the energy services company managing the program. It’s certainly a more cost- and climate-friendly approach to mitigating grid emergencies than the billions of dollars the state has spent on fossil-fueled power plants and backup generators over the past few years, they say.

But the program’s future is now uncertain as legislators search for ways to alleviate California’s multi-billion-dollar budget shortfall. The DSGS program already saw much of its state funding cut back last year due to similar budget issues — and now it’s back on the chopping block.

The state Legislature must pass a budget bill by June 15. If left in place in that final budget, these cuts and clawbacks would leave DSGS with about $64 million for the fiscal year that starts in July, according to Olivine. That won’t kill the program immediately: Staff anticipate having sufficient funding for the 2025 program season,” which runs from May through October, Olivine states on its DSGS web page.

But Edson Perez, who leads trade group Advanced Energy United’s legislative and political engagement in California, says funding cuts will severely cloud the outlook for a virtual power plant program that has been a rare success in the state.

DSGS, by contrast, is a very successful program, leading the nation for distributed energy,” Perez said. According to the latest tallies by Advanced Energy United, the program boasts 800 megawatts of capacity ready to participate in reducing peak grid demands this summer, he said, up from more than 500 megawatts enrolled as of last fall. That’s an enormous amount of energy flexibility, comparable to the capacity available from a fossil-gas-fired peaker” plant.

Keeping the program running for the long haul requires having enough money to give participants confidence that it will still exist from one year to the next, Perez said. To be clear, it’s very hard to predict exactly how much money is needed to provide that confidence, because DSGS participants are paid for responding to grid emergencies. If weather conditions are mild and power supplies hold up, they could be called on very rarely, if at all, and money could be left over for next year.

But if lots of emergencies happen, the funds could be depleted quickly. In that event, participating companies will have to come back in January 2026 to plead for more money to keep it going, with no guarantee the funding will be granted. That’s not a sustainable way to do business, Perez said — and it’s not a sustainable way to build a resource that the state’s grid can truly rely on.

Following through on a successful experiment

California’s DSGS program began three years ago not as a virtual power plant but as an experimental response to a grid reliability crisis. The program has grown rapidly since then — largely because the California Energy Commission structured DSGS in a way that avoids the complications of past programs, Perez said. But the growth was also driven by companies that have invested since 2022 to deploy the underlying technologies needed to reliably control thousands of customer-owned devices for up to two hours per day.

Those companies have committed to paying customers both up-front incentives and performance payments” when they follow through on their promises to allow their devices to reduce power use or push power back to the grid. In some cases, companies have offered discounts on smart thermostats and other devices. All of these commitments are based on the expectation that state funding won’t be pulled away, Perez said.

The companies in this space need certainty,” he said.

That’s the argument being made by Sunrun, Generac, Renew Home, and other companies working in the DSGS program, along with community energy providers and trade groups. In a June 3 letter to state lawmakers, they asked for existing funding to be preserved to allow companies to continue investing in market development and customer onboarding,” and to give customers certainty in program length to estimate their returns upon participation.”

Sunrun, the country’s leading residential solar and battery installer, has had its ups and downs with California’s ever-changing virtual power plant policies, said Chris Rauscher, the company’s head of grid services and electrification. It has had to restructure projects as regulators and utilities altered program rules. One of Sunrun’s large-scale pilot projects with utility Pacific Gas & Electric was discontinued last year.

Still, Sunrun has continued to enlist customers in what it calls the CalReady” virtual power plant, which now has about 56,000 customers capable of providing 250 megawatts of electricity from their batteries to relieve statewide grid stress for up to two hours at a time, Rauscher said. While Sunrun is participating in other virtual power plant opportunities, it has centered its efforts on preparing to serve the DSGS program.

Importantly, DSGS is also one of the few programs in California that doesn’t bar solar-charged batteries from injecting their power back into the grid — most others allow them only to reduce a household’s grid draw to zero. Allowing the equipment to send power back can roughly double their impact on relieving grid stress.

You can very easily picture that by 2030, we’re operating a nuclear power plant-sized [virtual power plant] in California,” Rauscher said. It sure would be a shame if the rug got pulled out from under this clean, reliable, and resilient resource that’s providing payments to Californians.”

DSGS is also good value for the money, argued Kate Unger, senior policy advisor at the California Solar and Storage Association, a trade group pushing for funding to be restored.

DSGS is providing energy when otherwise it’s going to be at emergency pricing, when it’s about the most expensive energy you can possibly buy,” she said. The most popular option for participants in the DSGS program is its battery storage virtual power plant, in which customers agree to allow companies to dispatch their batteries on days when the day-ahead price of power on the state’s wholesale energy market exceeds $200 per megawatt-hour. That’s a proxy for days when the state’s grid operator has forecasted that demand for power, most often due to air conditioning use during heat waves, will exceed available energy supplies.



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Author Jeff St. John


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EV Batteries Got 20% Cheaper Last Year

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EV Batteries Got 20% Cheaper Last Year

  • Prices for lithium-ion battery packs fell 20% in 2024, the largest drop since 2017, according to a study from the International Energy Agency (IEA).
  • Cheaper batteries mean cheaper EVs, and electric cars and trucks remain the main driver of battery demand.
  • China’s price advantage is widening over the rest of the world. 

The war for a zero-emission future of transportation is really a war for batteries. If battery prices—the biggest single cost of any electric vehicle—remain high, then EVs will stay expensive. But if batteries can be made or secured cheaply and locally, prices will decline.

Tesla figured this out early on with its Gigafactory in Nevada. It’s also why automakers like General Motors, Toyota and Ford are planning battery plants of their own—to varying degrees of success thus far.

But as every automaker, battery supplier and energy provider races toward that future, here’s some good news: global prices for lithium-ion battery packs fell 20% in 2024, according to a new study from the International Energy Agency (IEA). That’s the biggest single price drop since 2017. 

You can thank increased competition, more production and growing demand for this situation. “Lithium prices, in particular, dropped nearly 20% in 2024, reaching similar prices to those at the end of 2015, despite lithium demand in 2024 being about six times bigger than in 2015,” the report said.

The low prices of critical minerals are due to current surpluses, which is good news for EV costs in the near-term but could lead to under-investment in the future. 

Battery Prices (IEA)

Photo by: InsideEVs

Battery pack prices fell in all markets, the report said. But the biggest drops were in—and probably not surprisingly—China. That country has a significant lead in the battery race, both in terms of securing the supply chain and overall technological development.

“China was responsible for 80% of global battery cell production in 2024, while the remainder was produced in the United States, the European Union, Korea and Japan,” the study said. “The faster pace of battery cost reduction and innovation in China has been enabled by fierce competition that has driven down profit margins for most producers (though not all), at the same time as driving up manufacturing efficiency and yields, as well as access to a large, skilled workforce.”

Interestingly, that study also notes that contrary to what you may think, hybrid batteries are more expensive than EV batteries, despite being significantly smaller. “The price of such components is spread across fewer battery cells, increasing the price per kilowatt-hour,” the study said. “In 2024, the average price of a 20 kWh PHEV battery pack—roughly the global sales-weighted average for standard plug-in hybrids—was about the same as a 65 kWh BEV battery pack.”

China’s near-total lead on lithium iron phosphate (LFP) batteries is having a big impact on the market as well. While LFP batteries have long been considered a lower-cost option for EVs, their performance has improved significantly through continued development, making them far more suited for mainstream mass-market car duty than ever. 

LFP batteries made up nearly half of the global EV battery market, the study said, also attributable to China. Their use grew by about 90% in 2024 in the European Union, but remained at only 10% in the United States, due to anti-China tariffs. Meanwhile, LFP batteries are sort of taking over the rest of the world.

“Market penetration of LFP batteries is moving even faster in other markets,” the study said. “In Southeast Asia, Brazil and India, the share of electric car batteries using LFP reached more than 50% in 2024. In Southeast Asia and Brazil, LFP uptake is led by imports from China, mostly by BYD, whereas in India it is driven by cars produced domestically, led by Tata Motors.” Meanwhile, LFP battery development is moving more quickly in South Korea and Japan as well. 

LFP vs NMC battery adoption

Photo by: InsideEVs

Onto more good news and bad news. On the first front, the U.S. is slowly beginning to catch up. “Manufacturing capacity in the United States grew by almost 50%, led by Korean companies attracted by tax credits, which accounted for nearly 70% of the growth in 2024,” the study said. “This led installed capacity in the United States to surpass that in the European Union, which nonetheless increased by 10% in 2024 despite the Northvolt plant in Sweden being halted following its bankruptcy.”

However, those tax credits could very likely go away soon if President Donald Trump’s budget bill is signed into law. The so-called Big, Beautiful Bill is poised to eliminate both EV tax credits and tax incentives for domestic battery manufacturing. A current version passed by the U.S. House of Representatives cuts both; it is now working its way through the Senate. 

Ultimately, the global battery boom isn’t going anywhere. But whether America wants to have a place in it remains to be seen.

Check out the full study here.

Contact the author: patrick.george@insideevs.com



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$14B in EV, renewable projects scrapped as tax credit fears grow

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$14B in EV, renewable projects scrapped as tax credit fears grow

More than $14 billion in US renewable and EV investments and 10,000 new jobs have been scrapped or put on hold since January, according to a new analysis from E2 and the Clean Economy Tracker. The reason: growing fears that the Republican-majority Congress will pull the plug on federal clean energy tax credits.

In April alone, companies backed out of $4.5 billion in battery, EV, and wind projects right before the House passed a sweeping tax and spending bill that would gut the federal tax incentives fueling the clean energy boom. E2 also found another $1.5 billion in previously unreported project cancellations from earlier in the year.

Now, with the Senate preparing to take up the so-called “One Big Beautiful Bill Act,” E2 says over 10,000 clean energy jobs have already vanished.

“If the tax plan passed by the House last week becomes law, expect to see construction and investments stopping in states across the country as more projects and jobs are cancelled,” said Michael Timberlake, E2’s communications director. “Businesses are now counting on Congress to come to its senses and stop this costly attack on an industry that is essential to meeting America’s growing energy demand and that’s driving unprecedented economic growth in every part of the country.”

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Ironically, it’s Republican-led congressional districts – the biggest beneficiaries of the Biden administration’s clean energy tax credits passed in 2022 – that are feeling the most pain. So far, more than $12 billion in investments and over 13,000 jobs have been canceled in GOP districts.

Through April, 61% of all clean energy projects, 72% of jobs, and 82% of investments have been in Republican districts.

Despite the rising number of cancellations, some companies are still forging ahead. In April, businesses announced nearly $500 million in new clean energy investments across six states. That includes a $400 million expansion by Corning in Michigan to make solar wafers, which is expected to create at least 400 jobs, and a $9.3 million investment from a Canadian solar equipment company in North Carolina.

If completed, the seven projects announced last month could create nearly 3,000 permanent jobs.

To date, E2 has tracked 390 major clean energy projects across 42 states and Puerto Rico since the Inflation Reduction Act passed in August 2022. In total, companies plan to invest $132 billion and hire 123,000 permanent workers.

But the report warns that momentum could grind to a halt if the House tax plan becomes law. Since the clean energy tax credits were signed into law, 45 announced projects have been canceled, downsized, or closed entirely, wiping out nearly 20,000 jobs and $16.7 billion in investments.

What’s more, Trump’s Department of Energy announced today that it was killing more than $3.7 billion in funding for carbon capture and sequestration (CCS) and decarbonization initiatives. Eighteen out of 24 projects were awarded through DOE’s Industrial Demonstrations Program (IDP), which was made law in the Inflation Reduction Act. It aimed to strengthen the economic competitiveness of US manufacturers in global markets demanding lower carbon emissions, while supporting US manufacturing jobs and communities.

Executive Director Jason Walsh of the BlueGreen Alliance said in a statement in response to today’s DOE announcement:   

The awarded projects that DOE is seeking to kill are concentrated in rural areas and red states. American manufacturers are hungry to partner with the federal government to bolster US industry. The IDP saw $60 billion worth of applications during the program selection process, a ten-times oversubscription. 

President Trump claims to be a champion of American manufacturing, but today’s announcement is further evidence that he and his Secretary of Energy are liars.

Read more: Global energy giant RWE halts US offshore wind because of Trump


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Author Michelle Lewis

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LiuGong introduces five electric construction machines

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LiuGong introduces five electric construction machines

Chinese multinational construction machinery manufacturing company LiuGong has introduced five new electric vehicles.

The EVs include the 870HE wheel loader, 924FE and 9018FE excavators, DR50CE rigid mining truck and the 4280DE motor grader, which the company termed “the world’s first 24-tonne electric grader.”

The company’s vision is to lead in sustainable solutions by “challenging the status quo and pushing the boundaries of possibility in BEV, automation and innovation.”

The 870HE wheel loader has an operating weight of 54,322 pounds (24,640 kg), rated power of 210 kW, and a rated load capacity of 16,535 pounds (7,500 kg).

The 924FE is a special tunnel electric excavator built on Liugong’s newest electric excavator platform. It uses an LFP battery with rated power of 165 kW and rated storage capacity of 423 kWh, delivering 7-10  hours of power per charge. It has an operating weight of 61,950 lbs (28,100 kg) and is equipped with a high-lift cab.

Meanwhile, the 9018FE excavator, which features a cobalt-free lithium iron phosphate battery, has an operating weight of 4,542 pounds (2,060 kg), an interior permanent magnet synchronous machine (IPMSM) battery, net power of 17 kW, and a rated storage capacity of 20.6 kWh.

The new all-electric DR50CE mining truck boasts a loaded gross weight of 85 tonnes, rated power of 671 hp, peak power of 1,609 hp, rated speed of 1,050 rpm, peak speed of 3,000 rpm, and net machine weight of 84,878 pounds (38,500 kg).

The 26.6-ton (24-tonne) 428DE motor grader features an “ultra-large capacity” lithium iron phosphate battery, “ultra-long life” battery life, fast charging of 1.6 hours and “normal working conditions” of up to 6 to 10 hours.

LiuGong is also showcasing the 90017F DM as a concept machine to gauge customer feedback. It is designed to gauge market interest in an electric solution for remote control demolition and hazardous environments.

Source: LiuGong



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Author Jonathan Spira

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‘I’ll drive what she’s driving’: This campaign wants more women to try EVs

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When Can Trucking Companies Be Held Liable for Truck Accidents

Brooke Canova was nervous after she and her husband bought their Ford F-150 Lightning, the electric version of the enormous, classic pickup truck.

She wasn’t worried about running out of charge and being stranded on the road, or whether the truck would have enough oomph to merge onto a speeding highway. Canova, a health and physical education teacher and mother of a preteen son in Charlottesville, Virginia, fretted about the vehicle’s size.

I’m not going to be able to drive this!” she recalled thinking. It’s too big. How will I park it?”

The purchase was a sort of compromise: Her husband had long wanted a truck, and she finally agreed to go along if it was electric.

As it turns out, the vehicle has enough cameras to help Canova manage its girth. It can parallel park itself in self-driving mode. What’s more, she can drive to Richmond, Virginia, and back on one 320-mile charge. And since her rooftop is equipped with 27 solar panels, it costs her family less than $6 a month to charge the truck at home.

It has been a lot of fun,” Canova said, especially as a woman driving a big truck that’s electric to boot. It’s sort of a conversation piece. People are like, Wow, look at you in that thing!’”

That’s just the reaction Generation180 is hoping to provoke. Headquartered in Charlottesville, the nonprofit has recruited Canova and some 7,000 other EV ambassadors” nationwide to spread the word about their experiences online and in person.

While the group supports policies to speed the clean energy transition, its core mission is to inspire and equip” people to adopt clean energy in their own lives, said Executive Director Stuart Gardner. EV ownership, he said, is a vital stepping stone” to other clean energy actions.

Gardner’s team has long encouraged people to drive electric. But last year, their research found remarkable gender disparities among the EV curious” in Virginia. Women said helping the environment was a top reason to drive electric, tied with saving money. Yet just a quarter of women had heard a lot” about EVs, compared to nearly half of men.

The Virginia survey was backed up by other studies, which showed just 30% of women had some familiarity with EVs, compared to over half of men. In all, more than 70% of EV owners are men.

The initiative is focused on reaching women in the suburbs — auto-dependent areas where electric vehicles are ideal for short trips and where many new-car buyers live, said Gardner. Suburbs also tend to be evenly split Democrat and Republican,” he said, So, they [offer] a great opportunity to say, Hey, EVs are for everyone.’”

At the crux of the effort is the belief that people in general and women in particular are skeptical of the increasingly polarized information landscape and are looking for reliable messengers.

The women EV owners Generation180 has identified did a lot of research first, said Shakaya Cooper, program manager with the group. Much of that homework involved talking to friends and colleagues, she said. They’re intentional in their research, and they are going to people that are trusted sources, for sure.”

How EV perks — like frunks” — can win over consumers

That’s where volunteer ambassadors like Canova come in. Last fall, she brought her F-150 Lightning to a car show tied to a downtown Charlottesville event, where various EV makes and models were on display. A graduate of the University of Virginia, she’s also attended college basketball games with a suite of other women to talk about going electric.

It was just a really nice vibe — talking to people about their cars, what they like, what they don’t like,” she said, having those really approachable conversations between moms.” 

Beyond official functions organized by Generation180, Canova and her family undoubtedly pique EV curiosity in their community by milking all the Lightning’s bells and whistles in their daily lives.

One popular feature is the frunk,” a trunk in the front where a combustion engine would normally go. With a drainage hole and light insulation, it can act as a cooler. Plus, the entire vehicle is equipped with outlets — making it perfect for tailgating.

One of our favorite things to do with the truck is tailgate because we plug in an [electric] pellet grill and a griddle and a TV — all into the truck bed, which has been a lot of fun,” she said. We tailgated for a Little League game the other day; the whole team was there.”

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Author Elizabeth Ouzts


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The Best Explanation Yet For Why America Is Giving Up On EVs

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The Best Explanation Yet For Why America Is Giving Up On EVs

For a while, it all seemed like it might just work out.

By one estimate, about 130,000 American jobs were said to be riding on the electric-vehicle boom sparked by the Inflation Reduction Act. Other estimates put that number around 160,000; if you include indirect but related fields, it may be closer to half a million. 

Regardless, it’s clear that the Biden-era legislation that laid out incentives to manufacture EVs and batteries domestically, along with penalties if automakers don’t, was set to drive a lot of employment. Add in the potential to catch up to China’s decades-long lead on battery technology and the potential for less air pollution, and America’s EV race seems like a win for all involved. 

So why would President Donald Trump and a Republican-controlled Congress be so dead-set on scrapping all of that, especially when bringing manufacturing jobs back to America is supposedly one of their top priorities? 

That question has been on a lot of people’s minds this week as the U.S. House of Representatives’ finalized version of Trump’s budget bill not only kills the EV tax credit and EV manufacturing incentives, but also makes EV ownership itself more expensive through new taxes. This, despite record EV sales in America in 2024 and nearly every automaker announcing huge EV investments—including domestic manufacturing, disproportionally focused in red and purple states. 

The answer comes down to three things: climate change, oil and gas, and China. 

The first part of that is no secret: Trump and much of the rest of the Republican Party do not believe in the reality of climate change, despite an overwhelming abundance of scientific evidence. The second and third parts of that are intertwined and a little more complicated. 

But the best explanation I’ve seen yet for why the Trump White House and a GOP-controlled Congress are so determined to dismantle EV growth comes from Politico this week. That story describes a kind of schism within the Republican party at the moment.

On one side, you have politicians who may be more climate-skeptical but want to protect jobs in their districts. That side wants America to more directly compete with China on technologies where the country has gained a commanding lead, like batteries, EVs, solar panels and energy storage.

And then there’s this side, to quote that story:

The other side says China has already won the clean energy race, due in part to practices such as forced labor, massive subsidies and intellectual property theft — and playing in that game would make the United States the loser. They want the U.S. to focus on energy sources it already dominates, including oil, natural gas and coal.

When it comes to winning on clean energy, Trump just isn’t interested.

Trump’s Energy Department confirmed as much in a statement to POLITICO that focused largely on oil — an energy source that the U.S. produces more of than any other country.

“Thanks to President Trump, America is leading the way in lowering costs by removing red tape and unleashing affordable, abundant, and reliable American energy,” the department said Friday, adding: “As the world’s largest oil producer, the United States welcomes a secure and stable global supply of oil that promotes economic prosperity at home and promotes peace and stability around the world.” 

In other words, America is to be an oil-and-gas country. Let China have its EVs and battery power and renewables. The United States is going to walk away and focus on petroleum, coal and other fossil-fuel sources. 

One policy source quoted in that story said he long feared a day when “a U.S. president would ask: If China’s lead is so big, ‘then why do we play the game?'”

It is perhaps the simplest, clearest and best way to explain America’s looming retreat from clean energy—including battery-powered cars—as a matter of industrial policy. Climate change isn’t real, and China’s got the market cornered on this stuff, so we’re going to do our own thing. And our own thing is oil and gas. Apparently, that will be the case even if it means sacrificing American jobs.

The risks to this approach are obvious. Besides the climate crisis in the U.S. feeling more palpable than ever, it’s a fallacy to believe that American consumers simply won’t want transportation that is cleaner, more powerful and offers a better experience overall than what they have access to now. It is also a fallacy to believe that some other country’s more advanced technology won’t make its way to our shores somehow, especially after Trump is done serving his (presumable) four years in office. 

Moreover, the risks to the automotive industry in America, from its domestic car companies to foreign-born ones with sprawling factories and tens of thousands of stateside jobs, are readily apparent. Without incentives to spur EV purchasing, it’s unlikely that billions of dollars in existing investments will ever pay off.

It’s similarly unlikely that the price of batteries, the largest single cost center on an EV, will go down quickly here without substantial investments—or that America will ever be able to build up a battery supply chain robust enough to not depend on China or even Japan and Korea for power sources. (An iPhone, even one made in America, does not run on diesel, after all.) 

It is a vision of the future that depends entirely on an inherently finite resource, condemns millions of American kids to childhood asthma and is out of step with the way the rest of the world is moving

But it’s a future that the oil and gas industry is willing to pay for, because it’s seeing what’s happening in China and other parts of the world. The only problem is that the rest of us are being asked to pay for it, too.

Contact the author: patrick.george@insideevs.com

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Ford F-150 Lightning Owner Review

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Ford F-150 Lightning Owner Review



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

Why did you buy an F-150 Lightning?

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

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

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

Ford F 150 Lightning
Central Station Fraser Island. Photo courtesy of Jake Whitehead.

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

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

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

Ford F 150 Lightning
Double Island Point. Photo courtesy of Jake Whitehead.

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

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

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

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

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

Ford F 150 Lightning
Camping at Eli Creek Fraser Island. Photo courtesy of Jake Whitehead.

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

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Likes

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

Dislikes

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

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

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

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

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

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

Ford F 150 Lightning
Preparing for towing. Photo courtesy of Jake Whitehead.

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

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

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

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

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

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

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

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

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

Ford F 150 Lightning
Rusty 1960’s Holden ute. Photo by David Waterworth.
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Source link by CleanTechnica Reviews Archives
Author David Waterworth

#Ford #F150 #Lightning #Owner #Review
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Flash Drive: 2026 Hyundai Ioniq 9 EV

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What Trump’s tariffs mean for the energy transition

All-New Flagship 3-Row SUV

The all-new, all-electric 2026 Hyundai Ioniq 9 is the new flagship for the brand. The flagship tag can mean any number of things to the different manufacturers, but in its purest form it means the Ioniq 9 is to be looked at as the ultimate model coming from Hyundai.

Hyundai hosted the automotive media in Savannah, Georgia, (more later on why there other than it is a cool city) in the second week of May where we drove the two top trims of Performance Calligraphy AWD and the Performance Calligraphy Design AWD. This Flash Drive gives a quick look at the Ioniq 9, with a more detailed Road Test review when Clean Fleet Report has the Ioniq 9 for a week or more.

2026 Hyundai Ioniq 9

What Is the Ioniq 9?

The Ioniq 9 moves to the top of Hyundai’s family of SUVs with by size. The group now runs, from small-to-large—Venue, Kona, Nexo, Tucson, Santa Fe and Palisade. A variety of propulsion options are offered, but the all-electric Ioniq 9 has three rows, making it the largest emissions-free SUV from Hyundai.

2026 Hyundai Ioniq 9
Hyundai’s new flagship

Ioniq 9: Power Options

  • Rear-wheel drive (RWD)
  • Single electric motor
  • 110 kWh lithium-ion polymer battery
  • Horsepower: 215
  • Torque: 258
  • All-electric range (AER): 335 miles (Long Range trim)
  • Towing, with trailer brakes: 3,500 pounds
  • All-wheel drive (AWD)
  • Dual electric motors
  • 110 kWh lithium-ion polymer battery
  • Horsepower: 422
  • Torque: 516
  • 0-60 mph, estimated 4.9 seconds
  • All-electric range (AER): 311 – 320
  • Towing, with trailer brakes: 5,000 pounds

Charging

The 2026 Hyundai Ioniq 9 comes standard with a NACS (nee: Tesla) charging port and an adapter (included with new vehicle purchase) allowing owners the option of using CCS chargers.

2026 Hyundai Ioniq 9
Several charging options

The Ioinq 9 has a battery conditioner to improve charging performance by heating or cooling the battery to the optimal charging temperature. The SUV can be trickle charged with a 120V common wall plug, but expect replenish times to be long and slow. The best bet for owners will be to install a Level 2 240V home charger that will take the battery from 10-100% in 9.4 hours, or approximately overnight.

DC fast charging, at a NACS V3 Supercharger takes 41 minutes. Using the CCS adapter at a 50 kW public charger will take 109 minutes and at 350 kW adds 10-80% in 24 minutes.

The Ioniq 9 has Vehicle-to-Load (V2L), where power can flow out of the battery and charge e-bikes, tire pumps and outdoor equipment, run your office while traveling, or even be an electricity source for a home during a power outage.

Complimentary Home Charger or Charging Credit

Customers who purchase or lease a new 2026 Hyundai Ioniq 9 are eligible for their choice of a ChargePoint Home Flex Level 2 residential charging station or a $400 charging credit.

The charging credit can be used through Hyundai Pay at participating stations, which currently includes ChargePoint, EVgo and Parkopedia.

Hyundai will provide the home charger through its Hyundai Home Marketplace, which will also assist customers with scheduling professional installation.

Silent and Smooth Cruising

I spent a few hours in-and-around Savannah, Georgia, (a brief time in South Carolina too) driving the 2026 Ioniq 9 Performance Calligraphy AWD. The 422 horsepower and 516 pound-feet of torque were more than plenty to move the 6,008-pound, seven-passenger SUV. As with all EVs, the torque comes on instantly and made for an enjoyable drive. If you have never driven an electric car, put it on your to-do list for next week.

2026 Hyundai Ioniq 9
A smooth & silent runner

The weather conditions were such that I only used the Eco, Normal and Sport drive modes, leaving Snow and the customizable My Mode for another day. Eco is best for maximizing fuel economy when on the open road, but Sport gave the Ioniq 9 more spirit by changing the transmission shift points, the throttle response, and steering sensitivity. Normal is the happy medium mode.

The AWD system, dynamic torque vectoring and lateral wind stability control delivered excellent handling for a vehicle that feels smaller than it looks. It was nimble with no hint of tire slippage, body roll or any lack of control when pushing hard around tight or sweeping corners. The under floor batteries dropped the center of gravity, making for sure-footed handling.

Two technologies that Hyundai does as good or better than any brand are paddle shifter-operated regenerative braking and one pedal and i-Pedal driving. After mastering them (a very short learning curve), in our opinion, creates the easiest and most enjoyable way to drive an electric car. Make sure to have the Hyundai dealer sales associate demonstrate how using and setting this regenerative braking technique will increase your electric efficiency, driving range and driving enjoyment.

Having reviewed all the electric Hyundai models, the Ioniq 9 proves Hyundai—and this extends to the sister brands Genesis and Kia—knows electric vehicles and knows what drivers will like in an EV.

Head-Turning Exterior Design

Hyundai placed an emphasis on interior space, which means the exterior design needed to be maximized at all four corners. The minimal front and rear overhangs, a long wheelbase and flat floor create maximum passenger space.

2026 Hyundai Ioniq 9
Aero outside; space inside

The gently sloping roof and an abrupt, near vertical rear end give a boxy look. But the soft edges, flush power door handles and active air shutters in the lower front fascia aid the coefficient of drag, which is a very respectable 0.269. Another design tool to create interior space is, when the Ioniq 9 is viewed from above, the ‘Boat-tail’ design. It has a front fender width narrower than the rears, with the hips being the widest point. The look is similar to a sleek sailboat.

The head and tail lights, with a parametric pixel design, have become a Hyundai trademark. There are four aerodynamic alloy wheel designs in 19, 20 and 21 inches.

The Ioniq 9 has nine exterior colors—Abyss Black Pearl, Cyber Gray Metallic, Snow White Pearl, Ecotronic Gray Matte, Gravity Gray Matte, Ionosphere Green Pearl, Ultimate Red Metallic, Cosmic Blue Pearl or Sage Silver Matte.

Spacious and Premium Interior

The term spacious sometimes is used loosely when describing interior space. Hyundai was easy on the hyperbole even when saying the Ioniq 9 interior “is a space where life happens.” What we found was a completely flat floor providing spacious leg, shoulder and head room for up to seven occupants. The floating bridge console is moveable and incorporates cup holders and charge ports. There is an ellipse design theme reoccurring on the dash and door panels.

2026 Hyundai Ioniq 9
A Hyundai big screen

With an eye on sustainability, the seats are covered in either stain-resistant bio-material cloth or H-Tex synthetic. The Ioniq 9 Performance Calligraphy AWD we drove had heated and ventilated H-Tex-covered 8-way power driver and passenger seats with power lumbar. The driver’s seat has a memory setting.

The ventilated second-row Captain’s Chairs swivel and recline. They were power-operated to slide and fold to accommodate easy access to the third row. Second-row occupants get manual window shades, ventilation controls, USB-C charge ports and power leg extensions. The third-row bench seat power folds to expand the generous cargo capacity. Additional small item storage in the front trunk (frunk) is found by popping the hood.

2026 Hyundai Ioniq 9
Up for passengers, down for cargo

There are three screens inside, beginning with the 10-inch configurable head-up display projected on the windshield. The 12.3-inch digital instrument cluster, which is fully configurable with an assortment of important vehicle information, is connected to the 12.3-inch horizontal color infotainment screen. Entertainment was through the 14-speaker Bose premium audio system with AM/FM/SiriusXM, wireless Android Auto, Apple CarPlay and Bluetooth for streaming and hands-free telephone. The Bluelink app provides access to vehicle systems, including remote start and remote charging, and the Digital Key provides extra convenience and safety.

Additional interior features are front and third row USB-C media and charge ports, changeable ambient lighting, wireless phone charging, dual automatic temperature control with second and third row vents, power or manual tilt & telescoping leather steering wheel, cruise control with limited hands-free driving, power windows and rear lift gate, and many more conveniences.

A luxury touch

Safety

2026 Hyundai Ioniq 9
A functional 3rd row

The IONIQ 9 comes with an extensive list of standard safety features, beginning with 10 airbags. Hyundai’s safety tech is robust with advanced driver assistance systems (ADAS), including lane keep assist, blind spot detection, forward collision avoidance and rear cross-traffic avoidance assist. Other features are hill start assist, auto hold, a surround and blind view monitor with parking sensors, and a tire pressure monitoring system.

Pricing

The 2026 Hyundai Ioniq 9 comes in six trim levels These prices include the $1,600 freight charge

Even with the Ioniq 9 being built in America, it is unknown when this story was written (May 2025), if federal tax incentives will be extended by the Trump administration. Individual states may have purchase incentive programs that would not be affected by any federal actions. The Ioniq 9 may also qualify for an HOV sticker, which allows a solo driver to use the carpool lanes.

  • S RWD                                               $60,595
  • SE AWD                                             $64,365
  • SEL AWD                                            $67,920
  • Performance Limited AWD                  $72,850
  • Performance Calligraphy AWD            $76,590
  • Performance Calligraphy Design AWD          $78,090

Availability

The 2026 Hyundai Ioniq 9 will be produced at the massive Hyundai Motor Group Metaplant America (HMGMA) in Ellabell, Georgia, which is near Savannah. This is why the media drive was held in Savannah as Hyundai took us through the plant. They will be offering public tours, so if you are the area take the time to see what a modern, technologically-advanced auto manufacturing facility looks like. It will be well worth your time.

The vehicle will go on sale in Q2 2025 as a 2026 model year.

A quick look at the Megaplant at work

Observations: 2026 Hyundai Ioniq 9

This is an easy one to summarize. If you are in the market for a large, premium SUV that seats up to seven in true comfort and style, and are ready to make the move to electrification, then the all-electric 2026 Hyundai Ioniq 9 should be high on your shopping list.

2026 Hyundai Ioniq 9
Hyundai’s on to something big

With fast charging and a minimum 300-mile all-electric driving range, the Ioniq 9 will easily handle all your family in-town errands and make taking a longer road trip very doable, all while eliminating the need to ever stop at a gasoline station again.

Hyundai is proud of the Ioniq 9. It grows the brand’s offerings to large families as an alternative to the popular gasoline-powered Palisade SUV.

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

Story by John Faulkner. Photos by John Faulkner and Hyundai.

Disclosure

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

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

The post Flash Drive: 2026 Hyundai Ioniq 9 EV first appeared on Clean Fleet Report.

Source link by Clean Fleet Report
Author John Faulkner

#Flash #Drive #Hyundai #Ioniq
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State of the solar industry as GOP eliminates homeowner’s tax credits

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

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

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

If you want to read that EnergySage report on the state of the home solar industry, including news about battery energy storage system and V2H/V2G prices and financing trends, you can check it out for yourself, below, then let us know what you think in the comments.

Prefer listening to your podcasts? Audio-only versions of Quick Charge are now available on Apple PodcastsSpotifyTuneIn, and our RSS feed for Overcast and other podcast players.

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New episodes of Quick Charge are recorded, usually, Monday through Thursday (and sometimes Sunday). We’ll be posting bonus audio content from time to time as well, so be sure to follow and subscribe so you don’t miss a minute of Electrek’s high-voltage daily news.

Got news? Let us know!
Drop us a line at tips@electrek.co. You can also rate us on Apple Podcasts and Spotify, or recommend us in Overcast to help more people discover the show.


If you’re considering going solar, it’s always a good idea to get quotes from a few installers. To make sure you find a trusted, reliable solar installer near you that offers competitive pricing, check out EnergySage, a free service that makes it easy for you to go solar. It has hundreds of pre-vetted solar installers competing for your business, ensuring you get high-quality solutions and save 20-30% compared to going it alone. Plus, it’s free to use, and you won’t get sales calls until you select an installer and share your phone number with them. 

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

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Source link by Electrek

Author Jo Borrás


#State #solar #industry #GOP #eliminates #homeowners #tax #credits

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

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

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

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

Kreisel Electric’s KBE.59.750M battery pack

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

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

John Deere also showcased its Next Generation Engines—the JD4JD14, and JD9 engines provide more power than the existing John Deere PSS 9.0L engine and offer streamlined integration for a wide range of construction applications. The optimized JD9 builds on the performance of the existing 9.0L engine to offer lower complexity and installation costs, the company said.

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

Source: John Deere Power Systems



Source link by Charged EVs
Author Jonathan Spira

#John #Deere #Kreisel #Electric #prepare #era #power #offhighway #vehicle #electrification #accelerates
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