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Gogoro CEO resigns amid accusations of subsidy fraud

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Gogoro CEO resigns amid accusations of subsidy fraud

gogoro korea

Horace Luke, the founder and CEO of the world’s leading electric vehicle battery-swapping company Gogoro, just announced his resignation. The move comes during a period of growing financial losses for the company and follows accusations of potential subsidy fraud in its domestic market of Taiwan.

The Taipei Times described the announcement as a bombshell. Luke had built Gogoro largely from the ground up while maintaining major influence over the company’s designs and operations, from minute details to major strategy.

“After much reflection, I have made the difficult decision to step down from my role as CEO and chairman of Gogoro,” Luke explained in the announcement. “This decision has not been easy, but I believe it is the right time for the company and I to transition leadership as we embark on the next phase of growth. My confidence in Gogoro’s bright future remains steadfast. I will always be Gogoro’s biggest advocate, and I look forward to seeing the company continue to grow and succeed from a new vantage point.”

Luke nor the company provided a reason for the departure.

Gogoro’s board appointed Henry Chiang as the interim CEO. Chiang served as the general manager of Gogoro since 2022 and head of the company’s sharing operations GoShare team from 2018 to 2022.

The Board also appointed Tamon Tseng as the new director and Chairman of the Board to replace Luke.

Gogoro’s electric scooters and iconic green-on-black batteries have become famous around the world, demonstrating hundreds of thousands of battery swaps a day from a large user base. The system has been touted as the first practical battery-swapping initiative to demonstrate successful operation on a massive scale, counting hundreds of millions of battery swaps to date.

However, during its period of rapid growth and international expansions over the last several years, the company has seen ballooning financial losses.

Reports also began swirling last week of subsidy fraud, with accusations that Gogoro received subsidies from the Taiwanese government intended for domestic manufacturers while failing to disclose that some of its components were actually produced in China.

Gogoro, which trades on the NASDAQ, filed a Form 6-K report with the SEC after Luke resigned, explaining that the company had conducted an internal investigation into the accusations of subsidy fraud.

“During such investigations, the Company has identified certain irregularities in supply chain which caused the Company to inadvertently incorporate certain imported components in some of its vehicles,” says the filing. “The Company has reported the irregularities in supply chain to the local authorities and is fully cooperating with the local authorities in their investigations, while also continuing with its internal investigations.”

Electrek’s Take

Well, this is not the news I was hoping to cover today.

I’m a Gogoro rider myself (my Gogoro is my and my wife’s daily driver vehicle) and have long been a fan of the company’s technology. Gogoro’s spread around much of Asia and, more recently, into the Middle East and South America speaks to how well the technology works – something I’ve known from using it each day.

But running such a massive operation is not cheap, especially when investing in massive local factories for the scooters and the batteries. Gogoro’s own statement to the SEC describes its use of foreign-made components in some vehicles as “inadvertent,” and we haven’t yet heard from Luke on whether there was any wrongdoing. But as the leader of a company, especially one that proudly involves himself in nearly every aspect and regularly pores over the small details, the buck obviously has to stop with him.

Hopefully, Gogoro can move past this, as the company’s electric scooters and important battery-swapping technology have proven to be such a major weapon in the reduction of emissions in countries all over Asia that are heavily reliant on combustion engine motorcycles for transportation. Many Westerners have asked me when Gogoro would be expanding to Europe and North America, and so the international demand is obviously there. Now we just need to hope Gogoro is able to sort things out and continue on with its important mission of bringing affordable, high-tech electric vehicles and battery-swapping technology to areas of the world where it makes the biggest difference.

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Author Micah Toll

#Gogoro #CEO #resigns #accusations #subsidy #fraud
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Two Years With The Bolt EUV

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Two Years With The Bolt EUV

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I recently got an e-mail from OnStar telling me that I had a diagnostic report to read. But, seeing the date, I remembered that I had picked the Bolt EUV up in September of 2022 and it has now been two years since picking the car up. I figured I’d take this chance to review what the last two years with the vehicle has been like, and what this means not only for people looking at used Bolts, but for people considering newer Ultium-based GMs.

I Didn’t Take It Easy On The EUV

Most people buying a Bolt EUV (or the non-EUV) probably don’t have a lot of adventure in mind. The slightly bigger Bolt EUV is a little front-drive crossover, while the regular Bolt is a little hatchback. All-wheel-drive wasn’t available for any year or trim level of Bolt. Even the charging, based on older GM technology, is a paltry 55 kW, meaning that most charging stops are at least 35 minutes long on road trips, but only when EV charging stations are ideally spaced. When you have to go too long between charges, you end up spending an hour or perhaps more!

But, if you’re driving around on decent paved or gravel roads and mostly staying within range of a good home charger, none of these disadvantages ever really come into play. For commuting, there’s not a damned thing wrong with a Bolt. It’s got more torque and more horsepower than many turbocharged four-cylinder commuter cars, and the low-end torque from the electric motors makes it feel more like an old V8 in city driving. It’s comfortable, it has plenty of range for nearly all local driving, and depending on the model, it has room for a few passengers, too.

As far as practical commuters and daily driven vehicles go, it’s hard to beat the value of a Bolt, especially with the cheaper used prices for low-mileage examples.

But, I didn’t do the practical thing with my EUV. Sure, I did a lot of local driving and even regional driving and never had a problem. But, I wanted to share some of my more extreme adventures and then explain how they apply to people who aren’t going to push the vehicle as far as I did.

Rural Duty Is Fine With The Right Tires

It didn’t take me long to find the limits of the Bolt EUV wearing its stock shoes. Even with the stock Michelin energy saver tires, I had no problem going on gravel roads, even some fairly crappy ones. But, sand was another matter. Even sandy areas that I had taken my old two-wheel-drive Chevy TrailBlazer two years earlier were enough to quickly fill up the tread and sink the car. On top of that, there were some rocky shale-ridden roads that I was hesitant to go down for fear of puncturing the street-oriented tires.

Because I love exploring forest roads and going to somewhat remote campsites with the aforementioned sharp rocks, I upgraded to Michelin Defender LTX M/S tires. This made things a lot nicer, as the knobbier tires had better grip in nearly all conditions and had been made to handle nasty rocks. But, it came at the cost of going from a 3.5 miles/kWh to about 3.0 using A Better Route Planner’s OBD data collection. That meant losing about 15% of my range on the highway (something I tested on several drives across Texas).

So, if you live out away from the city on a not-so-great dirt road, I wouldn’t hesitate to consider the Bolt, especially the EUV model with the cushier suspension. With the right tires, it’s a good vehicle for people living in most rural areas as long as you have the power to charge it and you’re in reach of places within its range.

Highway Isn’t As Bad As People Say

As I mentioned above, I took the Bolt on several drives across Texas, and I’ve taken it all over New Mexico and parts of Arizona. On these unloaded drives, the experience wasn’t as bad as people claim. While it certainly takes more time than taking a gas-powered car to cover all that ground, I found that it’s reasonable to take on 500-600 miles per day going 80 MPH. Charging stops were about every 1.5-2 hours, and I’d charge for about 45 minutes to have more than enough range to make the next station.

Bolts are supposed to get Tesla Supercharger access soon (we aren’t sure how much Elon’s rage-firing has set that back), but even without access to Tesla’s charging stations, I had almost no problems. I was always able to get a charge and always managed to get where I was going with minimal hassle. The only tip I’d recommend before considering a Bolt for non-local drives is to use trip planning software like ABRP to plan where you’re going and see if it’s going to take too long.

Again, though, if the Bolt could handle long highways drives at high speeds, there’s no reason it can’t handle local freeway commuting.

Pulling A Cargo Trailer 4200 Miles

The toughest thing I’ve done with the Bolt EUV was to pull a custom cargo trailer from New Mexico to North Carolina and back. I originally built it to carry camping gear, including Shiftpod tents, a solar generator, solar panels, and a little slide-out kitchen—all powered from the Bolt’s battery! But, on this trip I was picking up some furniture, and ended up loading it to the roof, bringing the total weight to 1700 pounds.

I personally wouldn’t recommend doing this, though. The Bolt did just fine, but pulling this trailer cut the range down to about 2 miles/kWh, almost cutting the range in half. When there were plenty of charging stations spaced out evenly, I could drive for an hour and charge for 30 minutes. But, when the stations required charging up almost full and arriving with 10% charge, this meant driving for an hour and a half and charging for over an hour. In both cases, this means doing a lot of charging compared to driving.

It some ways, this wasn’t terrible, as I was able to do fun things like set up little picnics. Having a full kitchen, including a microwave and a freezer made that pretty enjoyable and even saved some money along the road trip. It was also good for powering things like air conditioning, heat, and all of the other comforts of home at campsites!

The only hiccup of any kind I experienced along the way, despite doing everything from the Blue Ridge Parkway to driving across the Great Plains, was one minor charging slowdown. It took driving in 103-degree (F) heat on rolling terrain with the battery below 25% before the vehicle’s battery heated up at all. There was no driving power loss like I had experienced with Nissan LEAFs, but it did charge at 20 kW for a bit before the cooling system kicked back in and things went back totally to normal.

Again, this is what it took (1700 lbs of trailer and some small furniture in the car on a 1o3-degree day on rolling hills) to get the vehicle to do anything out of the ordinary, and it wasn’t that bad. If you use the Bolt for things like commuting or even light towing around town, you shouldn’t have any problems at all.

Ultium and “Boltium” Should Be Pretty Good

If you’re looking for something that charges faster and uses newer technology than the Bolt, you’re probably going to be in good shape with vehicles like the Equinox EV, Blazer EV, Silverado EV as well as the upcoming refresh of the Bolt EUV. GM has a lot of experience building drivetrains, and they’ve done pretty good with the Bolt’s setup. Enough extra capacity was built in to do things like tow, drive across the country, etc.

That having been said, we would like to get our hands on some of these newer vehicles for testing, and will definitely put them through some tougher tests like this if we manage to do that!

Featured image (and all other images) by Jennifer Sensiba.

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A 350-mile electricity transmission line in Nevada is now approved

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A 350-mile electricity transmission line in Nevada is now approved

Transmission lines Searchlight, Nevada, March
Transmission lines Searchlight, Nevada, March by U.S. National Archives is licensed under CC-CC0 1.0

The massive Greenlink West Transmission Project in Nevada got the final green light this week by the US Department of the Interior.

The project will create a new 525 kV transmission line that will stretch 350 miles from Las Vegas to Yerington, southwest of Reno, and greatly increase Nevada’s grid capacity. It will cross federal, state, Tribal, and private lands in seven counties.

Once completed, utility NV Energy’s Greenlink West will be able to carry up to 4,000 megawatts (MW) of clean energy – enough to power over 4.8 million homes. Greenlink West is a critical part of Nevada’s push to ramp up renewable energy production and modernize its aging power grid.

Construction is expected to begin early next year, and the goal is to bring it online by May 2027.

Currently, a lot of the solar, geothermal, and wind energy generated in rural parts of the state can’t be efficiently sent to cities like Las Vegas and Reno, where demand is high. Greenlink West will fix that by connecting clean energy sources to urban centers.

Along with the 210-mile-long, 525 kV Greenlink North, which will span from Ely to Yerington and is still under environmental review, the two lines will tie into the existing One Nevada Transmission Line. The entire $4.24 billion transmission project, which is expected to generate $690 million in economic activity and create nearly 4,000 good-paying jobs, will result in a continuous triangle of high-voltage transmission lines in the state, as per the video below:

The project will also include three 345 kV lines from Yerington to the Reno area.

Greenlink North is expected to be in service by December 2028.

Read more: US electricity demand is about to surge – here’s what needs to happen

To limit power outages and make your home more resilient, consider going solar with a battery storage system. In order to 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. They have 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 you share your phone number with them.

Your personalized solar quotes are easy to compare online and you’ll get access to unbiased Energy Advisers to help you every step of the way. Get started here. –trusted affiliate link*

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Author Michelle Lewis

#350mile #electricity #transmission #line #Nevada #approved
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Italy says Europe's 2035 gas-engine ban is "absurd"

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Italy says Europe's 2035 gas-engine ban is "absurd"

Italian officials want the European Union to review a plan to end sales of new internal-combustion cars by 2035 earlier than scheduled.

“The ban must be changed,” Italian energy minister Gilberto Pichetto Fratin told Automotive News Europe last week on the sidelines of the TEHA business forum in Cernobbio, on the shores of Italy’s Lake Como, calling it “absurd” and dictated by an “ideological vision” and saying changes were required to address different market realities created by a slowdown of the European auto industry.

Ferrari e-building

Ferrari e-building

Adolfo Urso, Italy’s industry minister, said a planned intermediate assessment of progress toward meeting the stricter emissions rules that underpin the internal-combustion ban should be moved forward from 2026 to next year, declaring that the EU needs a “pragmatic vision” for the future of the auto industry.

The current right-wing Italian government of Giorgia Meloni wants EU member states to have more freedom in the technologies used to meet emissions-reduction goals, as well as a more gradual shift away from combustion engines, Automotive News Europe notes. Some markets in Northern Europe and Scandinavia don’t need more time for the transition, though, as they’re already at very high rates of plug-in vehicles.

Ferrari e-building

Ferrari e-building

The 2035 end date for internal combustion was first proposed in 2021, with steep cuts in emissions on the way toward that goal. But that policy was softened in 2023 after Germany successfully lobbied for a loophole for vehicles burning e-fuels. These synthetic fuels are billed as having lower overall carbon emissions than gasoline or diesel, and are viewed by some automakers—including Italy’s Ferrari—as a savior for internal-combustion cars.

The U.S. has no national plan for phasing out combustion engines. Current emissions rules could lead to 67% EV sales by 2032, regulators estimate, but they could also be overturned if the Republican Party seizes power in the upcoming election. California has enacted its own strict 2035 emissions rules that would end sales of most combustion-engine vehicles, with an exception for 50-mile plug-in hybrids.



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Author news@greencarreports.com (Stephen Edelstein)

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Virginia’s bold plan to turn old coal mines into clean data centers

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The climate law is helping bring solar to more apartment buildings

Loudoun County and surrounding Northern Virginia are home to almost 300 data centers, the biggest concentration of such campuses in the world. It’s the crossroads for roughly 70% of global internet traffic.

Prolific construction of the mega-buildings that make cloud computing possible — combined with the accompanying need for transmission lines for electricity and water for cooling — has caused an uproar among community activists alarmed about their impact on local infrastructure and the environment.

Such large-scale growth prompted a tongue-in-cheek comment from Democratic state Sen. Danica Roem about exporting data centers from Prince William, the county she represents, to Tazewell County, just east of the proposed Data Center Ridge.

In an interview with the Energy News Network, Roem said she would only support siting data centers in Southwest Virginia if the projects have widespread community buy-in, are powered with renewable energy, and are built on reclaimed coal mines that don’t require clearcutting of forests, which serve as carbon dioxide sinks. Utility customers shouldn’t be saddled with paying for the expensive buildout of transmission infrastructure, she added.

“I don’t want to simply shift the problems we’re having here to Southwest Virginia and create problems for the residents there,” Roem said. ​“If they’re building data centers there, are they going to stop digging in my district?”

Roem has joined other legislators introducing bills aimed at reining in data center growth and controlling the resources the buildings require. For instance, compared with a typical office building, the U.S. Energy Department estimates one data center needs 50 times more electricity.

“A lot of potential hurdles”

David Porter, vice president of electrification and sustainable energy strategy for the Palo Alto, Calif.-based Electric Power Research Institute, said there are numerous challenges and opportunities when it comes to coordinating data centers’ power needs with utilities.

“These data centers could be a really neat idea if they can work around a lot of potential hurdles.” High on his checklist of limiting factors in Southwest Virginia are access to a reliable electric grid connection, battery storage to fill gaps, and ​“major league” fiber-optic cable for communications.

He emphasized that even a modest number of data centers can’t rely on renewable energy 24/7. Backup power, typically provided by diesel-powered generators, is needed to keep the centers operating when the wind isn’t blowing and the sun isn’t shining.

As well, he said, even larger data centers in the gigawatt range generate far fewer jobs than a manufacturing center. 

Payne and Clear responded that they are far from naive about the difficulty of solving grid and broadband issues, which they know will take years, not months, to remedy.

However, both took umbrage with Porter’s remarks about the relative impact of data centers in a region where the average annual income is $42,000.

“We’ve heard similar pushback from people in Northern Virginia and Charlottesville who don’t know what’s at stake,” Payne said. ​“That’s a myopic way to view this situation. 

“In Southwest Virginia, we’ve seen plenty of manufacturers pick up and leave, and that wouldn’t be the case with wind turbines and data centers.”

Their models show that one 36 MW data center, considered to be a midsize project, would generate about 50 jobs paying $134,300 a year. In an ideal scenario, the size of Data Center Ridge would eventually expand more than 25-fold to 1,000 MW.

DELTA Lab recently collaborated with a local industrial facilities authority to offer a financial incentive for data center developers, Clear noted. It translates to Wise, Lee, Scott, and Dickenson counties and the city of Norton offering a tax rate on data center equipment of 24 cents per $100 of assessed value. By far, it’s the lowest such rate in the state.

“The more persuasive argument for data centers here is about sustainability for local governments and their citizens,” Clear said. ​“This creates a new trajectory for tax collections for the next 50 years.”

Water source easy, electricity not so much 

The sites they’re eyeing for data centers are atop an estimated 6 billion to 10 billion gallons of underground 55-degree mine water, which offers a less costly method for cooling the hot air generated by hundreds of servers.

It’s not an aquifer. Over the years, rainwater has been filtered by the limestone and sandstone as has it trickled through fissures and cracks and landed in cavities created as coal deposits were removed. The pools of water are as deep as 1,000 feet below the surface.

Four years before ushering in DELTA Lab, Payne and Clear had procured a state grant to study the water supply. Since then, they have been collaborating with engineers to devise a closed-loop water system that could chill the centers and eventually pump the water back underground to be reused after the Earth removes the heat it absorbed.

Drilling of test wells by a geotechnical company is scheduled to begin this fall. That exploration is funded by the federal government and managed by the U.S. Department of Energy.

In the meantime, a looming challenge is securing the flow of electricity to and from Data Center Ridge. Even if on-site solar arrays with backup battery storage are the initial power source, the project needs to have sufficient substations, transmission lines, and other infrastructure to tie into the grid. That way, excess electricity can be shipped out and ​“imported” electrons can fill any deficits.

Payne and Clear are talking with Kentucky Utilities — which does business in Wise and four other Virginia counties as Old Dominion Power — about upgrading and adding infrastructure. That analysis is part of a larger effort spearheaded by county officials to meet long-term energy demand in Southwest Virginia.

One plus, Clear said, is that siting the buildout of substations and transmission lines will be less difficult on property with one landowner. However, he also knows investor-owned utilities often aren’t keen on asking ratepayers to fund infrastructure built to serve one distant customer.

Davis said his agency would likely pursue federal Energy Department money to construct transmission infrastructure. 

Data Center Ridge has the potential to boost the utility’s renewable energy portfolio, which is 1% of a generation energy mix that is heavy on coal, 84%, and natural gas, 15%. 

Although every component of their blueprint presents a separate set of obstacles, the entrepreneurs say outsiders’ perception of Appalachia is the chief hindrance.

“Even after making our case since 2019, dispelling myths about the region is our first challenge in getting developers down here,” Payne said. ​“They think everybody is on meth and lives in shanties.”

They persist to prove their doubters wrong. 

“Everything is teed up here to be executed,” Clear said. ​“It’s getting that first domino to drop that’s really important.”

Correction: David Porter, vice president of electrification and sustainable energy strategy at EPRI, spoke generally about the challenges and opportunities of constructing data centers and coordinating with utilities. He did not speak specifically about the Southwest Virginia project.



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Author Elizabeth McGowan


#Virginias #bold #plan #turn #coal #mines #clean #data #centers

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NTSB Describes Effort to Douse Tesla Semi Fire

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NTSB Describes Effort to Douse Tesla Semi Fire

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WASHINGTON — California firefighters had to douse a flaming battery in a Tesla Semi with about 50,000 gallons of water to extinguish flames after a crash, the National Transportation Safety Board said Sept. 12.

In addition to the huge amount of water, firefighters used an aircraft to drop fire retardant on the “immediate area” of the electric truck as a precautionary measure, the agency said in a preliminary report.

Firefighters said previously that the battery reached temperatures of 1,000 degrees Fahrenheit while it was in flames.

The NTSB sent investigators to the Aug. 19 crash along Interstate 80 near Emigrant Gap, about 70 miles northeast of Sacramento. The agency said it would look into fire risks posed by the truck’s large lithium-ion battery.

The agency also found that the truck was not operating on one of Tesla’s partially automated driving systems at the time of the crash, the report said. The systems weren’t operational and “could not be engaged,” according to the agency.

The crash happened about 3:13 a.m. as the tractor-trailer was being driven by a Tesla employee from Livermore, Calif., to a Tesla facility in Sparks, Nevada. The Semi left the road while going around a curve to the right and hit a tree, the report said. It went down a slope and came to rest against several trees. The driver was not hurt.

After the crash, the Semi’s lithium-ion battery ignited. Firefighters used water to put out flames and keep the batteries cool. The freeway was closed for about 15 hours as firefighters made sure the batteries were cool enough to recover the truck.

Authorities took the truck to an open-air facility and monitored it for 24 hours. The battery did not reignite.

The NTSB said all aspects of the crash are under investigation as it determines the cause. The agency said it intends to issue safety recommendations to prevent similar incidents.

A message was left Sept. 12 seeking comment from Tesla, which is based in Austin, Texas.

After an investigation that ended in 2021, the NTSB determined that high-voltage electric vehicle battery fires pose risks to first responders and that guidelines from manufacturers about how to deal with them were inadequate.

The agency, which has no enforcement powers and can only make recommendations, called for manufacturers to write vehicle-specific response guides for fighting battery fires and limiting chemical thermal runaway and reignition. The guidelines also should include information on how to safely store vehicles with damaged lithium-ion batteries, the agency said.

Tesla began delivering the electric Semis in December 2022, more than three years after CEO Elon Musk said his company would start making the trucks. Musk has said the Semi has a range per charge of 500 miles when pulling an 82,000-pound load.



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Solar-powered curbside EV charging concept taps streetlights

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Solar-powered curbside EV charging concept taps streetlights

A California-based company aims to add curbside EV charging and solar and wind power to streetlights.

Beam Global’s BeamSpot incorporates solar panels and small wind turbines to generate some of its own energy, with built-in battery storage to maximize use of it. While normal streetlights generally have only enough power for illumination, the renewable-energy additions provide the power for “meaningful” EV charging, Beam Global said.

Standing 40 feet tall (30 feet without the wind option), the BeamSpot streetlight charger can generate 1 kw each from solar and wind if both are specified. Battery capacity is 15 kwh. Beam Global claims charging output of up to 5.76 kw. Altogether, the company estimates the BeamSpot can add 220 miles of range after a day of charging.

Beam Global claims the BeamSpot can be installed in existing streetlight foundations while avoiding the more complex construction and permitting processes for conventional EV chargers. That could allow for quicker expansion of EV charging infrastructure in urban areas without taking up precious sidewalk space—all while giving apartment dwellers a place to charge.

Proposed streetlight charging station for Kansas City (via Kansas City MEC)

Some municipalities in the U.S. have shown interest in streetlight EV chargers, to varying degrees. Two companies—AmpUp and EVSE—announced recently that they had been contracted by the Los Angeles Bureau of Street Lighting to add 150 chargers to streetlight poles in the city. That’s part of a mayoral target to add 10,000 streetlight EV chargers throughout the City of Angels.

Seattle in 2022 announced plans to install curbside EV chargers, albeit only by request. Kansas City and New York began testing the concept in 2021, with the latter reporting high utilization rates.

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Hyundai Brand News for 2024 and 2025

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Hyundai Brand News for 2024 and 2025

Not Sitting Still

Something it seems is always happening in Fountain Valley, California, at the U.S. headquarters for the Hyundai Motor Group. Here is look at a few of what the company has planned for the Hyundai brand in the coming year.

New Charging Standard

Hyundai opens up to Tesla NACS charging
Hyundai adds NACS

Beginning in Q4 2024, all Hyundai electric models will use the North American Charging Standard (NACS) that will give Hyundai owners access to more than 17,000 Tesla Superchargers in North America. Existing and new Genesis EV models with the current Combined Charging System (CCS) will have access to the Tesla Supercharging network starting in Q1 2025 with a Hyundai-provided adapter.

Ioniq 5 N Charging Update

For purchased or leased new Ioniq 5 N customers, Hyundai is providing a ChargePoint Home Flex Level 2 charger for free, or a $450 credit for use at ChargePoint’s public charging stations. This includes 2024 models and all 2025 and later EVs.

Safety

Nine Hyundai models have been recognized by the Insurance Institute of Highway Safety (IIHS) with its highest ratings of Top Safety Pick and Top Safety Pick+. The 2024 models are: Elantra, Ioniq 5, Ioniq 6, Kona, Palisade, Santa Fe, Santa Cruz, Sonata and Tucson.

Hyundai Ioniq 5

2025 Ioniq 5 XRT Announced

The 2025 Ioniq 5 XRT brings modest off-road capability and a bolder, more rugged appearance to this Hyundai EV for the first time. The XRT joins the Ioniq 5 N performance EV, creating a third Ioniq 5 variant. The XRT will be built in the new Hyundai Motor Group Metaplant America (HMGMA) facility in Savannah, Georgia.

Scheduled to be in dealers in fall 2024, it will be eligible for a $3,750 U.S. tax credit at start of sale. If leasing, all Ioniq 5 models qualify for the $7,500 credit that Hyundai passes on to consumers.

2025 Hyundai Santa Cruz
2025 Hyundai Santa Cruz

2025 Santa Cruz Redesign

The 2025 Santa Cruz compact pickup has gone through a mild redesign with a bolder front end and a wider stance. It also now comes in the XRT trim. The interior has been completely redesigned to match its sibling 2025 Tucson SUV. A small but important change for the new model is that the infotainment and HVAC systems are now controlled by physical buttons and knobs.

2025 Tucson Redesign

The best-selling vehicle in the Hyundai line-up has gone through an exterior refresh and received the same complete interior redesign as the Santa Fe pickup that shares the same chassis. Here is a detailed review of the 2025 Tucson Hybrid.

Hyundai Ioniq 9
The Ioniq 9 is coming

Ioniq Seven EV

First shown at the 2021 Los Angeles Auto Show as the Seven Concept, the retitled Hyundai Ioniq 9 is expected to go on sale sometime in 2025. This three-row SUV, with fast charging and a minimum all-electric driving range of 300+ miles, will enter the Hyundai line-up similar in size to the gasoline-powered Palisade. While we don’t expect the coach doors and furniture-like seats to make the final design, the Ioniq 9 will look like no other SUV on the road.

Observations

The Hyundai Group (Hyundai, Kia and Genesis brands) continues to be a design leader and a major player in bringing electrified vehicles to market. The announcements for 2024 and 2025 are only the beginning for this vital company that is always pushing the boundaries on style and technology.

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

The post Hyundai Brand News for 2024 and 2025 first appeared on Clean Fleet Report.

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Author John Faulkner

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Massive, 400 tonne electric cranes arrive at the Port of San Diego

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Electric Vehicles Magazine
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Massive, 400 tonne electric cranes arrive at the Port of San Diego

Port of San Diego receives North America's first electric harbour cranes

The Port of San Diego has received a pair of 400 tonne (440 ton) electric Konecranes. The port now boasts the highest lifting capacity of any crane system on the West Coast with a dramatic upgrade from the 100 tonne lifting capacity of the diesel cranes they replace!

The Port spent nearly $14 million on a pair of all-electric Gottwald Generation 6 mobile harbor cranes from Konecranes, plus an additional $8.9 million to make the necessary electrical infrastructure improvements to support their operation. Those make-ready upgrades were enabled by $2.7 million in grants from the San Diego County Air Pollution Control District (SDAPCD), part of a larger initiative to decarbonize the Port of San Diego’s operations and reduce air pollution throughout the community.

“These all-electric mobile harbour cranes are a game changer for public health, the environment and our regional economy. It’s win, win, win,” explains Chairman Rafael Castellanos of the Board of Harbour Commissioners of the Port of San Diego. “By replacing our diesel-powered cargo handling equipment with electric equipment, such as these cranes, we continue to ensure that the air in and around the terminal is cleaner to breathe, reduce our environmental impacts and fulfil our responsibility to support commerce and jobs. in our region.”

The cranes arrived at the Tenth Avenue Marine Terminal (TAMT) earlier this month, and are expected to be operational later this year. TAMT operates as an omni-directional cargo terminal consisting of a 38.85-hectare facility and handles breakbulk, bulk, and container cargo.

Electrek’s Take

Gottwald Generation 6 Mobile Harbor Crane; via Konecranes.

Whenever you have a jaw-droppingly huge electric vehicle moving thousands of tons of material and cargo a day, you can be sure every stevedore, dock worker, and equipment operator involved is going to be impressed. Especially when they find out the big electric crane pack four times the power of the diesel it replaces.

That’s how you move the adoption needle, kids.

SOURCE | IMAGES: Konecranes; Port of San Diego, via Seatrade Maritime News.

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Author Jo Borrás

#Massive #tonne #electric #cranes #arrive #Port #San #Diego
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These EVs are top-rated for safety by the IIHS

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These EVs are top-rated for safety by the IIHS

The 2024 Subaru Solterra joins a handful of other electric vehicles in earning the industry’s toughest safety award with a Top Safety Pick+ recognition, the IIHS revealed Thursday. 

The IIHS toughened requirements to earn its highest Top Safety Pick+ and second-tier Top Safety Pick awards for 2024. Some 91 models still qualified for at least one of the awards, with 38 earning the Top Safety Pick+ award. That compares to 65 models which earned one of the IIHS awards for 2023, when the agency also updated its criteria to make its awards tougher to obtain.

The following electric vehicles earned a TSP+:

  • Genesis Electrified G80
  • Genesis GV60
  • Genesis Electrified GV70
  • Hyundai Ioniq 5
  • Hyundai Ioniq 6
  • Rivian R1T
  • Subaru Solterra
  • Tesla Model Y RWD

A handful of models earned the lower Top Safety Pick award. That list includes:

  • Audi Q4 E-Tron and Q4 Sportback
  • Audi Q8 E-Tron and Q8 Sportback
  • Lexus RZ
  • Kia EV9
  • Nissan Ariya
  • Rivian R1S
  • Tesla Model Y AWD
  • Toyota Prius Prime
  • Volkswagen ID.4

2024 Tesla Model Y. – Courtesy of Tesla, Inc.

The IIHS introduced a tougher side crash test for 2023, using a heavier barrier traveling at a higher speed when impacting a car. An “Acceptable” or “Good” score was sufficient to earn a Top Safety Pick award last year, but for 2024 only the top “Good” score qualifies vehicles for an award.

Vehicles also needed an “Acceptable” or “Good” rating in the updated pedestrian front-crash prevention test for 2024. This test combines daytime and nighttime scenarios, which were previously scored separately.

The IIHS also introduced an updated moderate front-overlap test for 2024, which adds a second crash test dummy behind the driver and looks closer at rear seat safety. An “Acceptable” or “Good” score on this test was needed for the Top Safety Pick+ award, while a “Good” rating on the old test was needed for a Top Safety Pick award.

As before, vehicles also needed a “Good” score in the IIHS’ small-overlap front crash tests and “Good” or “Acceptable” headlights on all trim levels to earn either award.

There’s been a lot of talk about EV safety, although not necessarily related to crash performance. The IIHS warned last year that fires aren’t an EV safety concern, but weight is. That was backed up by a recent study, which found that EVs may be too heavy for U.S. highway guardrails.

Meanwhile, the CEO of Stellantis recently argued that quicker acceleration is an EV safety asset—although that’s debatable. Don’t expect the IIHS to incorporate that into its safety evaluations.

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Author news@greencarreports.com (Stephen Edelstein)


#EVs #toprated #safety #IIHS

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