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Lucid midsize SUV to cost less than $50,000

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Lucid midsize SUV to cost less than $50,000

Lucid has given the first sneak peek at its upcoming midsize SUV.

On Tuesday at the automaker’s technology and manufacturing day, Lucid revealed on Twitter (now known as X) a teaser image of a midsize SUV. Lucid said production is set for late 2026 and added that the crossover will cost less than $50,000.

Lucid said the crossover SUV will feature “leading technology and efficiency.” The company said the unnamed vehicle will have the same range as competitors while using a smaller battery.

The electric midsize SUV might be named Earth. Lucid filed a trademark for the Earth name with the United States Patent and Trademark Office in January.

Lucid’s CEO Peter Rawlinson said in August it will take the competition years to catch up to the automaker in terms of efficiency.

The teaser image shows a crossover SUV that has a curved roofline akin to the larger Gravity SUV, but in a package sized similar to the Tesla Model Y. The front end shares its core design traits with the Air and Gravity, such as the horizontal headlights and full-width chrome trim with “LUCID” lettering. Unlike the Gravity, the midsize SUV’s hood appears to have scallops on both sides similar to the Air sedan. The fenders are curved, the side mirrors are fender-mounted, and no door handles are visible.

The midsize crossover is reportedly one of three affordable EVs Lucid is developing.

Lucid design boss Derek Jenkins has said the midsize vehicles will focus on efficiency and aerodynamics. The vehicles will be compact and lighter than the Air. A crossover SUV, a sedan, and possibly an affordable sporty hatchback are all possible.

Pre-production units of the Gravity SUV are now rolling off the assembly line with deliveries set to begin later in the year.

Lucid hasn’t said when the formal unveiling of the midsize vehicles will take place.



Source link by Green Car Reports

Author news@greencarreports.com (Joel Feder)


#Lucid #midsize #SUV #cost

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Future Mercedes-Benz EVs May Get Solid-State Batteries With 80% More Range

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Future Mercedes-Benz EVs May Get Solid-State Batteries With 80% More Range

  • Massachusetts-based Factorial has a new solid-state battery named Solstice.
  • Factorial is backed by Mercedes-Benz, which led a $200 million funding round in the company in 2022.
  • Mercedes-Benz is already working on bringing these batteries to market by the end of the decade.

Solid-state batteries are considered the next big thing in battery technology. Several automakers are already working with battery companies to develop solid-state cells, hoping to commercialize them in the future to eliminate range anxiety, improve battery safety and increase charging speeds.

One of the automakers investing in the tech is Mercedes-Benz. The German automaker entered a joint development agreement with Massachusetts-based Factorial Energy to develop next-generation batteries in 2021. Mercedes also led a $200 million funding round in 2022 and today Factorial announced a new solid-state battery named Solstice.

Factorial said the new battery has an energy density of 450-watt hours per kilogram. Tesla’s 4680 nickel cobalt manganese cells installed on the Model Y have an estimated energy density of about 272-296 Wh/kg. The American battery start-up said this can potentially extend the range of an EV by 80% while also reducing the weight of the battery pack. 

Solid-state batteries basically use a solid electrolyte instead of the liquid or gel electrolytes found in traditional lithium-ion batteries. Key benefits include a higher energy density and far less flammability. Plus, they’re faster charging. But so far, they have proven expensive to produce and no one has really figured out scalability.

Motor1

Factorial said this battery uses a proprietary sulfide-based electrolyte that aims to have a high safety rating and operating temperatures of up to 90 degrees Celsius (194F). It also said there’s potential to reduce cooling needs and reduce costs. It also incorporates a “dry coating” process that reduces the environmental impact of producing these batteries.

The announcement states that Mercedes-Benz is already working on integrating these batteries into its future EVs. Factorial would be Mercedes’ second solid-state battery partner after it announced in 2022 that it was investing millions of dollars in Taiwanese solid-state battery maker ProLogium.

With that, the German automaker joins a growing list of brands investing in this tech, including Toyota which is developing solid-state batteries that can deliver over 600 miles of range starting in 2026.



Source link by Battery Tech – News and Trends | InsideEVs

Author


#Future #MercedesBenz #EVs #SolidState #Batteries #Range

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Webinar: Accelerating motor and drive development through advanced analysis

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Webinar: Accelerating motor and drive development through advanced analysis

In the evolving motor and drive technology field, optimizing performance and addressing system inefficiencies are pressing concerns. A better understanding of the key interactions between inverters and motors (with a special focus on torque production and advanced measurement techniques) can help developers and engineers tackle these challenges.

Join this webinar presented by Yokogawa Test & Measurement to learn more about:

  • The role of controls in enhancing motor and drive development from a systems perspective
  • Electrical input and mechanical output interactions in motor systems
  • Effective modeling and control techniques of electric machines to optimize performance
  • Critical measurement methods that advance motor and drive development

Reserve your spot—it’s free!


Other sessions at our Fall Virtual Conference include:

Fast Charging & Lithium-Plating: How to avoid battery fires and non-linear aging with the new anode-potential model

Join us for an insightful webinar, “Fast Charging & Lithium-Plating: How to avoid battery fires and non-linear aging with the new anode-potential model,” where we will explore the groundbreaking advancements in TWAICE’s battery simulation models that empower faster charging while minimizing aging & risks.

Attendees will gain an in-depth understanding of how the new anode-potential simulation model works, enabling you to effectively prevent lithium plating and mitigate non-linear aging in batteries.

In this session, industry experts will demonstrate how this innovative model can be integrated into your battery development process to enhance performance and longevity. By attending, you’ll take away actionable insights on optimizing charging protocols, ensuring battery safety, and extending the lifespan of your battery systems.

Reserve your spot—it’s free!


See the full session list for the Fall Virtual Conference on EV Engineering here.

Broadcast live on September 16-19, 2024, the conference content will span the EV engineering supply chain and ecosystem, including motor and power electronics design and manufacturing, cell development, battery systems, testing, powertrains, thermal management, circuit protection, wire and cable, EMI/EMC and more.


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Source link by Charged EVs
Author Charged EVs

#Webinar #Accelerating #motor #drive #development #advanced #analysis
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A new green aluminum plant could bring jobs — and clean energy — to Kentucky

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Chart: Steelmaking is starting to go electric

The coal-rich state wants to land the first new U.S. smelter in 45 years. But the deal won’t happen unless Kentucky can furnish lots of clean energy.

Maria Gallucci is a senior reporter at Canary Media. She covers emerging clean energy technologies and efforts to electrify transportation and decarbonize heavy industry.

ASHLAND, Kentucky — When John Holbrook first started working as a pipefitter in the early 1990s, jobs were easy to come by in his corner of northeastern Kentucky.

A giant iron and steel mill routinely needed maintenance and repair work, as did the coal coking” ovens next to it. There was also a hulking coal-fired power plant and a bustling petroleum refinery nearby. Fossil fuels extracted from beneath the region’s rugged Appalachian terrain supplied these industrial sites, which sprung up during the 19th and 20th centuries along the yawning Ohio River and its tributary, Big Sandy.

Work was so plentiful,” Holbrook recalled on a scorching August morning in Ashland, a quiet riverfront city of some 21,000 people.

Ashland retains its motto as the place Where Coal Meets Iron,” and railcars still rumble by. But after years of downsizing production, the steel mill’s owner demolished the complex in 2022. A decade ago, the coal plant switched to burning natural gas to generate electricity, which requires less hands-on maintenance. Meanwhile, thousands of jobs vanished from surrounding coalfields as mining became more mechanized, market forces shifted, and clean air policies took hold.

Many families have since moved away. The tradespeople who’ve stayed often drive for hours to work on the new construction projects sprouting up in other places, like the massive factories for making and recycling electric-car batteries in western Kentucky and the electricity-powered steel furnace in neighboring West Virginia. If America is undergoing a manufacturing boom, it hasn’t yet reached this hard-hit stretch of the Bluegrass State.

But that could soon change.

In March, Century Aluminum, the nation’s biggest producer of primary, or virgin, aluminum, announced that it plans to build an enormous plant in the United States — the nation’s first new smelter in 45 years. Jesse Gary, the company’s president and CEO, has pointed to northeastern Kentucky as the project’s preferred location, though he said there were still a myriad of steps” before the company reaches a final decision.

The Chicago-based manufacturer is slated to receive up to $500 million in funding from the U.S. Department of Energy to build the facility, which could emit 75 percent less carbon dioxide than traditional smelters, thanks to its use of carbon-free energy and energy-efficient designs. The award is part of a $6.3 billion federal program — funded by the Inflation Reduction Act and the Bipartisan Infrastructure Law — that aims to sharply reduce greenhouse gas emissions from heavy-industry sectors.

Clockwise from top left: The Ohio River seen from Ashland, Kentucky; John Holbrook at his office in Ashland; the former AK Steel mill, since demolished; Big Sandy Power Plant’s cooling tower, since imploded. (Maria Gallucci/Canary Media; Michael S. Williamson/The Washington Post via Getty Images; Luke Sharrett/Getty Images)

Aluminum demand is set to soar globally by up to 80 percent by 2050 as the world produces more solar panels and other clean energy technologies. The makers of the essential material are now under mounting pressure from policymakers and consumers to clean up their operations. In North America alone, aluminum producers will need to cut carbon emissions by 92 percent from 2021 levels to meet net-zero climate goals.

Century already owns two aging smelters in western Kentucky. The new green smelter” is expected to create over 5,500 construction jobs and more than 1,000 full-time union jobs. If built in eastern Kentucky, the $5 billion project would mark the region’s largest investment on record.

We just need a crumb or two, just a little giant smelter,” Holbrook said with a laugh when we met at his office near Ashland’s historic main street. A short walk away, stones used in the city’s original iron-making furnaces stand as monuments overlooking the Ohio River.

Today, Holbrook heads the Tri-State Building and Construction Trades Council, which represents unions in a cluster of adjoining counties in Kentucky, Ohio, and West Virginia. He’s part of a broad coalition of labor organizers, local officials, environmentalists, and clean energy advocates who are urging Kentucky Governor Andy Beshear (D) to work with Century to secure the smelter and hammer out a long-term deal to provide clean energy for it.

It’d be a godsend for that area,” said Chad Mills, a pipefitter and the director of the Kentucky State Building and Construction Trades Council. The region needs it more than you can imagine.” 

The impact of Century’s new smelter would ripple far beyond this rural stretch of verdant peaks and meandering creeks. 

The planned facility is set to nearly double the amount of primary aluminum that the United States produces — helping to revitalize a domestic industry that has been steadily shrinking for decades owing to spiking power prices and increased competition from China. In 2000, U.S. companies operated 23 aluminum smelters. Today, only four plants are operating, while another two have been indefinitely curtailed. That includes Century’s 55-year-old plant in Hawesville, Kentucky, which has been idle since June 2022.

map visualization

The decline in U.S. production has complicated the country’s efforts to both make and procure lower-carbon aluminum for its supply chains, experts say.

Globally, the aluminum sector contributes around 2 percent of total greenhouse gas emissions every year. Nearly 70 percent of those emissions come from generating high volumes of electricity — often derived from fossil fuels — to power smelters almost around the clock.

As U.S. primary production dwindles, the country is importing more aluminum made in overseas smelters that are powered by dirtier, less efficient electrical grids. Ironically, an increasing share of that aluminum is being used to make solar panels, electric cars, heat pumps, power cables, and many other clean energy components. The metal is lightweight and inexpensive, and it’s a key ingredient in global efforts to electrify and decarbonize the wider economy.

But aluminum is also mind-bogglingly ubiquitous outside the energy sector. The versatile material is found in everything from pots and pans, deodorant, and smartphones to car doors, bridges, and skyscrapers. It’s the second-most-used metal in the world after steel. 

Last year, the U.S. produced around 750,000 metric tons of primary aluminum while importing 4.8 million metric tons of it, according to the U.S. Geological Survey. 

Meanwhile, the country produced 3.3 million metric tons of secondary” aluminum in 2023. Boosting recycling rates is seen as a necessary step for addressing aluminum’s emissions problem, because the recycling process requires about 95 percent less energy than making aluminum from scratch. But even secondary producers need primary aluminum to sweeten” their batches and achieve the right strength and durability, said Annie Sartor, the aluminum campaign director for Industrious Labs, an advocacy organization.

Primary aluminum is essential, and we have a primary industry that’s been in decline, is very polluting, and is very high-emitting,” Sartor said. Century’s proposed new smelter could be a turning point for this industry,” she added. We all would like to see it get built and thrive.”

An employee walks by Century Aluminum’s smelter in Hawesville, Kentucky, in a 2017 photo. The smelter has been idle since 2022. (Luke Sharrett for The Washington Post via Getty Images)

A new green smelter wouldn’t just boost supplies of primary aluminum for making clean energy technologies. The facility, with its voracious electricity appetite, is also expected to accelerate the region’s buildout of clean energy capacity, which has lagged behind that of many other states. 

Century expects its planned smelter to produce about 600,000 metric tons of aluminum a year. That means it could need at least a gigawatt’s worth of power to operate annually at full tilt, equal to the yearly demand of roughly 750,000 U.S. homes. By way of comparison, Louisville, Kentucky’s largest city, is home to some 625,000 people.

But Kentucky has very little carbon-free capacity available today. 

About 0.2 percent of the state’s electricity generation came from solar in 2022, while 6 percent was supplied by hydroelectric dams, mainly in the western part of the state. Coal and gas plants produced most of the rest. Still, after decades of clinging tightly to its coal-rich history, Kentucky is seeing a raft of new utility-scale solar installations under development, including atop former coal mines. 

And manufacturers in Kentucky can access the renewable energy being generated in neighboring states as well as regional grid networks like PJM. Swaths of eastern Kentucky are covered by a robust array of high-voltage, long-distance transmission lines operated by Kentucky Power, a subsidiary of the utility giant American Electric Power.

Lane Boldman, executive director of the Kentucky Conservation Committee, said that investing in clean energy and upgrading grid infrastructure would offer a chance to employ more of Kentucky’s skilled workers.

It’s exciting, because it actually modernizes our industry and leverages a local workforce that has a great expertise with energy already,” she said when we met in Lexington, near the rolling green hills and long white fences of the area’s horse farms. There are ways you can create economic development that are not so extractive, that just leave the community bare.”

Lane Boldman says she became an environmental advocate years ago after seeing how coal strip mining, pictured right, was harming Appalachian communities. (Maria Gallucci/Canary Media; Scott Olson/Getty Images)

Northeastern Kentucky isn’t the only location that Century is considering for the smelter. The company is also evaluating sites in the Ohio and Mississippi river basins. The final decision will depend on where there’s a steady supply of affordable power, a Century executive told The Wall Street Journal in early July. (A spokesperson didn’t respond to Canary’s repeated requests for comment.)

Century is aiming to secure a power-supply deal to meet a decade’s worth of electricity demand from the new smelter, according to the Journal. The goal is to finalize plans in the next two years and then begin construction, which could take around three years. In the meantime, the U.S. will continue to see a rapid buildout of solar, wind, and other carbon-free power supplies connecting to the grid.

Governor Beshear has participated in discussions about the smelter’s power supply, in the hopes of landing Century’s megaproject and all of its good-paying jobs.” His administration continues to work with multiple experts to determine a location in northeastern Kentucky that includes a river port and can support workforce training as well as provide the cleanest, most reliable electric service capacity needed,” Crystal Staley, a spokesperson for the governor’s office, said by email. 

Environmental advocates say the aluminum plant represents a chance to reimagine what a major industrial facility can look like: powered by clean energy, equipped with modern pollution controls, and built with local community input from the beginning. Starting sometime this fall, the Sierra Club is planning to host public meetings and distribute flyers in northeastern Kentucky to let residents know about the giant smelter that could potentially be built in their backyards.

It’s an opportunity for us to engage people who might shy away from other aspects of being an environmental activist and say, Hey, this is something that we can embrace, because it’s going to help us create jobs so that people can stay in their region,’” said Julia Finch, the director of Sierra Club’s Kentucky chapter. This is a chance for us to lead on what a green transition looks like for industry.”

Aluminum is the most abundant metal in Earth’s crust. But turning it into a sturdy, usable material is a laborious and dirty process — one that begins with scraping topsoil to extract bauxite, a reddish clay rock that is rich in alumina (also called aluminum oxide). The trickiest part comes next: removing oxygen and other molecules to transform that alumina into aluminum. Until the late 19th century, the methods for accomplishing this were so costly that the tinfoil we now buy at the grocery store was considered a precious metal, like gold, silver, and platinum.

Then in 1886, Charles Martin Hall figured out an inexpensive way to smelt aluminum through electrolysis, a technique that uses electrical energy to drive a chemical reaction. Not long after, he helped launch the Pittsburgh Reduction Company, which went on to become the U.S. aluminum behemoth presently known as Alcoa.

(Binh Nguyen/Canary Media)

Around the same time that Hall was tinkering in his woodshed in Oberlin, Ohio, a French inventor named Paul Louis Touissant Héroult was making a similar discovery in Paris. Modern aluminum smelters now use what’s called the Hall-Héroult process — an effective but also energy-intensive and carbon-intensive way of making primary aluminum metal. 

Smelting involves dissolving alumina in a molten salt called cryolite, which is heated to over 1,700 degrees Fahrenheit. Large carbon blocks, or anodes,” are lowered down into the highly corrosive bath, and electrical currents run through the entire structure. Aluminum then deposits at the bottom as oxygen combines with carbon in the blocks, creating carbon dioxide as a byproduct. 

Today, this electrochemical process contributes about 17 percent of the total CO2 emissions from global aluminum production. It also causes the release of perfluorochemicals (PFCs) — potent and long-lasting greenhouse gases — as well as sulfur dioxide pollution, which can harm people’s respiratory systems and damage trees and crops. In 2021, PFCs accounted for more than half the emissions from Century’s Hawesville smelter and a third of the emissions from its Sebree smelter in Robards, Kentucky, according to the Sierra Club.

(Binh Nguyen/Canary Media)

Newer smelters can dramatically reduce their PFC emissions by using automated control systems, which Century deploys at its smelter in Grundartangi, Iceland. Researchers are also working to slash CO2 by developing carbon-free blocks. The technology involves using chemically inactive, or inert,” metallic alloys in the anodes through which the electrical currents flow. Elysis, a joint venture of Alcoa and the mining giant Rio Tinto, says it is making progress toward the large-scale implementation of its inert anodes and has plans for a demonstration plant in Quebec.

The alternative anodes may not be ready in time for a project like Century’s planned green U.S. smelter. Previously, large-scale buyers of aluminum, such as automakers and construction companies, had anticipated that inert anodes would help slash CO2 emissions in the aluminum supply chain in time for companies to meet their 2030 climate goals. But now that’s looking less likely.

There’s a feeling now that it’s just taking longer to develop that technology,” said Lachlan Wright, a manager of the climate intelligence program at RMI, a clean energy think tank. One challenge might simply be the limited production capacity for the new anodes, which can’t yet meet the demands of a large aluminum user. Beyond that, It’s not exactly clear what some of the barriers are there,” Wright added.

Still, when it comes to tackling aluminum’s biggest CO2 culprit — all the electricity it takes to run a smelter — the solutions already exist, in the form of renewable energy and other carbon-free sources.

We don’t need a new or emerging technology,” Sartor said. We need huge amounts of existing technology, and it needs to be available in places that work for the industry.”

Deep in the heart of Kentucky’s coal country, the scarred and treeless lands of former surface mines are increasingly being repurposed to supply that clean energy. 

On another sun-blasted day in early August, I met with Mike Smith in Hazard, a city of some 5,300 people that’s enveloped by the Appalachian Mountains and built along the winding curves of the North Fork Kentucky River.

We hopped in his white pickup truck and headed toward his family’s 800-acre property. For years, they leased the land to Pine Branch Mining, which dynamited the mountaintop to reach coal seams buried beneath the surface. I can’t say that I was for it,” Smith told me as we drove past modest homes tucked into creekside hollers and up a bumpy gravel road. Today, he said, the only coal that’s left here is under the river.”

After the mine closed a decade ago, the land was reclaimed: smoothed out, packed down, and covered with vegetation to prevent erosion. Now, the property is about to undergo its latest transformation, as the home of the 80-megawatt Bright Mountain Solar facility.

Landowner Mike Smith and Louise Sizemore of Edelen Renewables surveyed the former mining site that will soon become the Bright Mountain Solar farm during a visit on August 7, 2024. (Maria Gallucci/Canary Media)

Avangrid, the lead developer, plans to begin installing solar panels here next year, according to Edelen Renewables, the project’s local development partner. Edelen is also helping to advance other coal-to-solar” projects in the region, including the 200 MW Martin County Solar Project under construction as well as BrightNights 800 MW Starfire installation. Rivian, the electric-truck maker, has signed on as the anchor customer for the $1 billion Starfire project, which is in the early stages of development. 

Building on old mining sites can be more expensive and logistically trickier than, say, putting panels on flat, solid farmland. For one, hauling equipment to the former mines requires driving big, heavy vehicles up narrow mountain roads. Smith’s site is divided into uneven tiers of unpaved land. On our visit, he expertly accelerated his truck up a steep dirt path. When we reached the top, I audibly exhaled with relief. Smith gently laughed.

Despite the challenges, there’s an obvious poetry to building clean energy in a place that once yielded fossil fuels. Ideally, it can also bring justice to communities that are still hurting economically and spiritually from the coal industry’s inexorable decline. Bright Mountain and other coal-to-solar developments are projected to generate millions of dollars in local tax revenue over their lifetimes, using land that was left unsuitable for anything other than cattle grazing.

You’ve got to reinvent yourself,” Smith told me as we gazed at the empty expanse of land where the solar project will eventually stand. Dragonflies darted by, and a quail called from somewhere on the property. That’s the only way we can survive.”

The next day, I met Adam Edelen, the founder and CEO of Edelen Renewables, at his office in downtown Lexington. Sitting in a wicker rocking chair and sipping a pint glass of sweet tea, Edelen lamented the years of outright hostility” to renewable energy development in the state. However, some Kentucky policymakers are starting to recognize the need to clean up the state’s electricity sector — if not explicitly to tackle climate change, then at least to attract manufacturers like Century Aluminum that want to power their operations with carbon-free energy sources. 

The Martin County Solar Project spans 900 acres on the old Martiki mine site in Pilgrim, Kentucky. (Edelen Renewables)

Now, we’re in this headlong rush to make sure we’ve got a diversified energy portfolio to meet the needs of the private sector,” Edelen said. For Century in particular, he added, The issue is that they need cheap power and they need green energy, neither of which Kentucky has a lot of.” 

Electricity accounts for about 40 percent of a smelter’s total operating expenses. To remain cost competitive, aluminum producers need to hit a magic benchmark” of around $40 per megawatt-hour, said Wright of RMI. Currently, power-purchase agreements for U.S. renewable energy projects are in the range of $50 to $60 per megawatt-hour — a significant difference for facilities that can consume 1 megawatt-hour of electricity just to produce a single metric ton of aluminum.

Provisions in the Inflation Reduction Act could help to narrow that price gap for Century and other primary aluminum makers.

The 45X production tax credit is a keystone of the IRA, which President Joe Biden signed into law two years ago. The incentive allows producers of critical materials, solar panels, batteries, and other types of advanced manufacturing” products to receive a federal tax credit for up to 10 percent of their production costs, including electricity.

The IRA also set aside another $10 billion for the 48C investment tax credit, an Obama-era program that’s now available to help manufacturers install equipment that reduces emissions by 20 percent. Aluminum producers could use the tax credit to cover the cost of technology that improves their operating efficiency while also slashing CO2 pollution.

Edelen Renewables says the 48C tax credit will apply to all the coal-to-solar projects, which the company hopes can supply some of the electricity needed for Century’s green smelter. Under the expanded program, renewable energy projects built in energy communities,” including former coal mine sites, can receive tax credits worth up to 40 percent of project costs, significantly lowering the final cost of electricity associated with the installations.

Eastern Kentucky has played such a vital role in powering the country’s economy for the last 100 years,” Edelen said. Coal communities deserve a place in the newer economy, and they’re hungry for that.” 

Construction on the Martin County Solar Project began in 2023 and is slated to be completed later this year. (Edelen Renewables)

Over in Ashland, John Holbrook said he’s anxiously watching to see if northeastern Kentucky will find its place in the nation’s green industrial transition. If Century selects the region to host its new aluminum smelter, the area’s trade councils and union apprenticeship programs will be more than ready to start training and recruiting workers, he said.

But Holbrook and other local labor leaders aren’t holding their breath. Several people I spoke to recalled the elation they felt in 2018 when the company Braidy Industries broke ground near Ashland on a $1.5 billion aluminum rolling mill — and the heartbreak that followed years later when Braidy backtracked on the plant and its promise of hundreds of jobs. Braidy’s former CEO was later accused of misleading the company’s board members, state officials, and journalists about the project’s true financial status.

While the Braidy scandal was a unique affair, the fallout still lingers in discussions about Century’s green smelter. I think they’d have to start moving trailers in before we’d feel confident to start saying, Yeah, this is really happening,’” Holbrook said from behind his wide wooden desk. 

Still, he remains cautiously optimistic” about the prospect of Century building its aluminum plant here. It would be region-changing,” he said. And life-changing.” 



Source link by Canary Media
Author Maria Gallucci

#green #aluminum #plant #bring #jobs #clean #energy #Kentucky
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ChargeGuru x Zeplug partner with AMPECO to accelerate sustainable mobility across Europe

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In a bold move toward shaping the future of sustainable mobility, ChargeGuru x Zeplug, one of Europe’s most innovative EV charging providers, has partnered with AMPECO to power its expanding network of charging stations across the continent. This partnership underscores ChargeGuru x Zeplug’s commitment to making electric vehicle (EV) charging accessible, reliable, and seamlessly integrated into everyday life for millions of Europeans.

With the world rapidly transitioning to electric mobility, ChargeGuru x Zeplug is at the forefront, driven by a vision to empower communities with the infrastructure needed to support a cleaner, greener future. This collaboration with AMPECO is a significant step in realizing this vision, leveraging cutting-edge technology to bring next-generation charging solutions to both urban and rural areas across France, Spain, Portugal, Belgium, Germany, Italy, the United Kingdom, and Ireland.

Uniting Strengths for a Greener Tomorrow

Following their merger in late 2023, ChargeGuru and Zeplug have combined their distinct strengths to create a formidable force in the EV charging industry. ChargeGuru’s unparalleled network of local electricians, spanning across multiple European markets, ensures that each installation is handled with precision, local expertise, and a deep understanding of regional needs. This, combined with Zeplug’s innovative approach to providing affordable and reliable charging solutions for multifamily properties, shared office buildings and fleets, uniquely positions the group as a leader in the transition to electric mobility.

This partnership with AMPECO will enable ChargeGuru x Zeplug to improve further their customer journey and experience by progressively deploying a highly flexible, easily integrated, and fully customizable EV charging management platform. AMPECO’s robust and proven technology not only simplifies the IT landscape for ChargeGuru x Zeplug but also allows them to focus on their core mission: accelerating the shift to sustainable transportation across Europe.

In a bold move toward shaping the future of sustainable mobility, ChargeGuru x Zeplug, one of Europe’s most innovative EV charging providers, has partnered with AMPECO to power its expanding network

A Platform for Growth and Innovation

AMPECO was chosen because of its unparalleled flexibility and scalability, which perfectly align with ChargeGuru x Zeplug’s ambitious plans to deploy 100,000 charge points by 2025. The AMPECO platform will serve as the backbone for this European expansion, supporting the group’s diverse clientele—from individual homes to large-scale industrial sites—by offering a comprehensive, user-friendly charging experience.

“The adoption of AMPECO’s platform marks a new chapter in our journey towards becoming the leading EV charging provider in Europe,” said Gilles Gomis, ChargeGuru x Zeplug Cofounder. “This partnership empowers us to deliver tailored solutions that meet the specific needs of our customers across different markets, all while driving forward our e-mobility adoption goals.”

“We’re thrilled to partner with ChargeGuru x Zeplug as they lead the charge in sustainable mobility across Europe, says Orlin Radev, CEO of AMPECO. “Our platform provides them with a unified solution to manage their diverse charging operations across the continent, enabling them to efficiently scale and adapt to the unique requirements of each market.”

AMPECO’s platform, known for its ability to meet market-specific requirements, will be instrumental as ChargeGuru x Zeplug expands its footprint. The partnership will initially focus on launching the multifamily offer in Spain, with plans to quickly scale to other European markets. Future integrations, such as with Dreev for smart charging and demand response functionalities, demonstrate the group’s forward-thinking approach to EV charging technology.

About ChargeGuru X Zeplug

ChargeGuru x Zeplug are Europe’s electric vehicle charging experts, revolutionizing EV charging accessibility across the continent. Their commitment to providing comprehensive 360° solutions ensures that charging becomes a seamless service accessible to everyone, everywhere.
Specializing in end-to-end installation and management of charging projects, ChargeGuru x Zeplug provides solutions to meet the unique needs of every EV adopter. Their fully-funded apartment block solution, alongside the variety of customizable EV charging options they offer, simplifies the installation of EV chargers in apartments, homes, fleets, and destinations.
ChargeGuru x Zeplug are dedicated to innovation, future-proofing systems, and accelerating the transition to sustainable mobility. Operating across eight countries, including France, Spain, Portugal, Belgium, Germany, Italy, Ireland, and the United Kingdom, they’re leading the charge towards a greener, more accessible mobility future.

About AMPECO
AMPECO enables large-scale EV charging providers to launch and scale their business
operations under their own brand. The company offers a white-label and hardware-agnostic EV charging management platform to cover all business cases – public, private, and home charging.

Advanced remote maintenance, flexible pricing and billing management, powerful energy management, centralized B2B partner management, and multi-country operations setup are some of the platform’s key components. With security and scalability at its core, the platform allows large-scale EV charging operators to achieve quick go-to-market while gaining unmatched flexibility and extensibility via APIs.

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Hyundai Ioniq 5 N gets free charger, or some free charging

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More so than almost any other previous EV, the 2025 Hyundai Ioniq 5 N targets driving enthusiasts. Many of those enthusiasts may also be new to EVs and charging, so Hyundai is offering some options to help get them started.

For customers who purchase or lease a new Ioniq 5 N, Hyundai is providing a ChargePoint Home Flex Level 2 charger for free, or a $450 credit for use at ChargePoint’s public charging stations.

ChargePoint Home Flex Level 2 home charger for 2025 Hyundai Ioniq 5 N

ChargePoint Home Flex Level 2 home charger for 2025 Hyundai Ioniq 5 N

The home charger is the same unit Hyundai began offering to other EV customers last year, and the automaker is once again providing both the charger and installation through its Hyundai Home service. Launched in 2022, this aggregates home-charging possibilities for EV owners, as well as solar and energy storage options and provides bids for installation.

Hardwired installation through a Hyundai Home service provider is required, but Hyundai isn’t covering installation costs or any associated taxes and fees. Customers have 90 days from the date of vehicle purchase or lease to redeem the charger offer, and 180 days from that date to have installation completed. Customers who bought or leased an Ioniq 5 N prior to Jul. 16, 2024, must redeem by Oct. 14, 2024, and have installation completed through Hyundai Home by Jan. 12, 2025.

2025 Hyundai Ioniq 5 N

2025 Hyundai Ioniq 5 N

Customers who opt for the public-charging credit also have 90 days from the time of their purchase or lease of an Ioniq 5 N to redeem the credit, and two years to use it.

The Ioniq 5 N itself resets expectations for enthusiast EVs, adding genuine track capability to the incredible straight-line acceleration and accessible power many EVs already offer. While charging at racetracks still requires a bit of sorting, Ioniq 5 N owners now at least have more options for charging before and after track days.


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Cross-Canada Road Trip in 2019 Hyundai Kona EV

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Cross-Canada Road Trip in 2019 Hyundai Kona EV

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“We think you’re crazy!”  “Wow, we’d never try that!”  “What are you going to do if you get stranded?”

Almost every time we broached the idea of driving our 2019 Kona EV across Canada, we got these responses in return. Except once. “You’re really worried about climate change, and you want to do something about it, right?” said my brother. “So if you decide to drive your gas car to visit us, what message does that give? Go for it!”

So we did. On May 28, we (my wife, our poodle, and I) boarded the early ferry from our home on Vancouver Island, BC, and drove to spend time with family in southern Ontario. In US terms, that’s equivalent to leaving San Juan Island, Washington, and going to see family in New York. And after 56 days and 10,358 kilometres (6,436 miles), I’ve learned quite a bit about long-distance EV travel.

For the purposes of this article, it’s important for American readers to understand two things about Canada. Both countries are big, but unlike traveling across the States, Canada has huge expanses of, well, nothing except wilderness — no towns, no accommodation, no restaurants, just the occasional gas station. Second, there is a lot of political division from one province to the next. Some have quite progressive provincial governments, like our province of British Columbia or Quebec, which recognize that climate change is real and have implemented policies to mitigate it. Others like Alberta believe that the entire economy is linked to oil and gas, and therefore tend to be less sympathetic towards solutions like electric vehicles. Finally, there are provinces like Ontario, simply conservative by nature, where financial incentives to create social change are viewed with suspicion, regardless of how important those changes may be.

Why are these political differences important here? Because infrastructure like public charging stations needs to be ahead of the demand curve. Why would anyone consider purchasing an electric vehicle if there are no places to charge it beyond their home? And why would any for-profit corporation go to the expense of installing and maintaining public charging stations if there were few if any electric vehicles to use them? EVs (along with electric heat pumps and rooftop solar) might be a great climate solution, but what’s the chicken and what’s the egg? Voters determine that by choosing what kind of government they want in power.

With these facts in mind, here are the main takeaways from our nearly two month trip across three time zones:

  1. With a few exceptions detailed below, level 3 fast charging stations were readily available all the way, and only once did we have to wait for another vehicle to finish charging. One exception was in a major city where someone is going around cutting the cables — probably for the value of the copper wire. By the time I found a charger that was working, we were down below 50 km of range (a level that would put my wife into heart attack mode, but luckily she wasn’t in the car at the time). Another exception was in a small Ontario town where the entire station had been removed, but still showed on the app.
  2. Then come the ones that are supposed to be working, but when you get there, are not. Range anxiety comes from situations where you simply don’t know. Maybe the territory is new, you haven’t experienced it, and you are counting on and trusting the information available to you on your phone. Or maybe you’ve used the station before and are counting on it again. In our case, where much of our return trip was on the same road as our eastbound portion, we knew where the stations were located and had used them only a few weeks earlier. Twice on our return trip we arrived and discovered that no stations were working, and the result ranged from panic to significant disruption of plans. Luckily, with some research, level 2 stations were available, but the time delay was rather inconvenient.
  3. Some stations charge by the hour, others by kWh consumed. Older vehicles like ours cannot accept charge greater than 70–75 kW, so we are penalized at hourly stations with capacities up to 350 kW.
  4. The cost of power for EVs varies widely across the country and seems not to bear a relationship to residential electricity rates. For example, British Columbia and Ontario have roughly similar residential electricity rates, at about $0.12/kWh. BC level 3 stations sell power between $0.34.8 and $0.39/kWh, or at about three times the residential rate. (Some still sell by the hour, but at a 50 kW station, the cost per kWh is about the same). Ontario is a different story. If sold by power used, the cost there is $0.62/kWh, about five times the residential rate. The hourly rate is $30 at 100 kW stations, competitive to BC if your vehicle can absorb that level of charge, but punitive for those of us who cannot. For us, the cost of charging in Ontario was nearly double that in British Columbia.

The bottom line is that with enough time, planning and patience, a lengthy cross-country trip by EV is not only possible, but is also fun and rewarding. We all need bathroom, lunch, and coffee breaks, and the dog has his own set of reasons to stop. With a bit of advance planning, most if not all stops to charge can be tied into other activities — sometimes to the place where we wished we had longer to charge, not chomping at the bit to get going. On unfamiliar roads, our rule was to never pass up a charging station. This meant that we were stopping every couple of hours, but it avoided the risk of the one we really needed being either in use or inoperative.

Having said that, the EV infrastructure has a long way to go if range anxiety is to be eliminated. I had to download 10 apps on my phone, either to find or to activate charging stations. No single app showed all the stations, let alone provided a way to activate the stations or pay for the power used. On top of that, unless I was willing to scroll across the map, discovering stations along the way, I had to enter the name of a town or city to find them. The problem is that the ones we really needed were often nowhere close to any population centre at all — certainly no population centre that I ever knew existed. It would have been much more convenient to simply enter the highway number we planned to travel that day, and have it show every level 2 and level 3 charger within × kilometres of that route. I did find Google Maps to be of some help in this regard, but considering the distances involved compared to the size of the phone screen, they were easy to miss even if they did show up at higher zooms.

In one province, but one province only, many Tesla stations were required to include at least one CCS and CHAdeMO unit. We found these stations to be extremely helpful, mainly because of the sheer number of Tesla stations there are, and how they fill in locations not adequately served by other providers. The problem is that on a national level, Tesla stations don’t have CCS plugs to fit our Kona. There they are, six bright red and white chargers all in a row, and they’re totally useless to the rest of us. That has to change.

Finally, there is an imperative for stations to be monitored and maintained so that they are operative 100% of the time. There are too many locations across the country where a single charger or pair of chargers is the only option — absolutely critical, not only to the journey, but also to the comfort and safety of the people involved. It’s one thing to search for and then drive to a Level 2 charger a few kilometres away and be forced to wait up to four hours to get a sufficient charge. But it’s another much scarier scenario to find that charger in the middle of nowhere inoperative, but then with no alternative for charging, no accommodation to stay in, no restaurant for a meal, and no easy way to get help. There aren’t many of these across Canada, and fortunately for us, they were working. But like airplanes, 99% isn’t good enough. It’s got to be 100% or another airplane close by could cause a disaster.

So, would we do it again? You bet we would! Awesome scenery, wonderful people, great food, and lots of adventure. There’s also the satisfaction of travelling without all those emissions contributing to the climate crisis. But here’s the best news that I’ve saved to the end. Our total electricity charging cost was C$757.68. The gas mileage on an ICE Kona is rated at 31 miles/US gallon, or 7.6 litres/100 km. At an average price across the country of C$1.56/litre, it’s an easy calculation to show that if we had driven a gas Kona, our cost would have been C$1,228. For bragging rights and nearly $500 in my pocket, I’d do this every time.

By John Laing


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Kia wants a bigger slice of the US EV market with new discounts to win over rivals

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Kia wants a bigger slice of the US EV market with new discounts to win over rivals

Are you seeing more Kia electric cars on the road? It’s not just you. Kia’s EVs, including the EV6 and new EV9, have helped push the brand to two consecutive record-breaking sales months in the US. With its new conquest cash incentive, Kia is now taking aim at Tesla drivers as it looks to win over owners.

Kia sold more cars in the US last month than it ever has. With over 75,000 vehicles sold in August, the Korean automaker broke its US sales record for the second straight month.

According to Kia, the growth was due to higher demand for SUVs and electric models. One of the biggest bright spots is Kia’s first three-row electric SUV, the EV9.

After launching it in the US last December, Kia sold nearly 14,000 EV9s through the first eight months of 2024.

Although sales of Kia’s first electric car fell last month (-27% YOY), they are still up 13% year-to-date. Kia has sold 14,373 EV6 models in the US through August.

With long-range, fast charging and some of the most affordable electric models on the market, Kia is confident in the brand’s direction in the US.

Kia-EV-discounts-US
2024 Kia EV9 GT-Line (Source: Kia)

Kia targets Tesla with new conquest EV discounts

Despite this, Kia has introduced significant incentives to keep pace with rivals in the US. As recent Motor Intelligence research points out, the EV9 sold with an average discount of over $18,000 in June.

Kia is now targeting Tesla with new EV discounts. According to online car research firm CarsDirect, Kia introduced a new Tesla Competitive Bonus Program with up to $1,500 in savings for current Tesla owners or lessees.

Kia-EV-discounts-US
2024 Kia EV9 GT-Line (Source: Kia)

The conquest cash discount offers $1,000 on the 2024 Kia EV6 and $1,500 on the EV9. Even better, it can be combined with other offers.

With $7,500 in Customer Cash, Tesla drivers can save up to $9,000 on the EV9. Kia is also offering 0% APR for 72 months, its best rate so far.

Kia-EV9-GT-Line-interior
Kia EV9 GT-Line interior (Source: Kia)

Starting at $56,395, Kia’s EV9 is already reasonably priced for an all-electric three-row SUV. At 197.2″, the EV9 is even longer than the Kia Telluride. It also has more rear-seat legroom than a Cadillac Escalade and more shoulder and hip room than the Tesla Model X.

Tesla’s Model X starts at $65,990 and has a 335-mile range. The 2024 Kia EV9 has up to 105.7 cu ft total cargo space, while the Model X has up to 92 cu ft. Tesla’s Model X does qualify for the $7,500 EV tax credit.

Kia-EV9-interior
2024 Kia EV9 GT-Line interior (Source: Kia)

Meanwhile, the Kia EV6 Light Long Range RWD (with up to 310 miles range) is available to lease for $179 per month for 24 months. That’s with $3,999 due at signing and available on the West Coast.

Kia EV9 TrimMSRP
(including $1,495
destination fee)
EPA Est. Range
(miles)
Light RWD$56,395230
Light Long
Range RWD
$60,695304
Wind e-AWD$65,395280
Land e-AWD$71,395280
GT-Line e-AWD$73,900270
2024 Kia EV9 prices and range by trim

What do you think of Kia’s three-row electric SUV? What about the EV6? Are they worth trading in your Tesla? Let us know your thoughts below.

The discounts won’t last long. Kia’s new Tesla Competitive Bonus Program is only available until September 30.

Ready to take advantage of the savings? We can help you find offers in your area. Check out our links below to view deals on the Kia EV9 and EV6 near you.

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



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Greenlane Lands $15M for California Zero-Emission Truck Hub

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Greenlane Lands $15M for California Zero-Emission Truck Hub

Greenlane’s Colton, Calif., site will offer charging stations for more than 60 heavy-, medium- and light-duty zero-emission vehicles. (Greenlane)

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Truck refueling specialist Greenlane won a $15 million grant from the South Coast Air Quality Management District to expedite construction of its flagship Colton, Calif., facility.

The battery-electric truck charging facility is expected to be commissioned by the end of the year, the Daimler Truck North America-led developer said Sept. 9.

Colton will offer charging stations for more than 60 heavy-, medium- and light-duty zero-emission vehicles.

The grant for the project, located at the intersection of interstates 215 and 10, will fund 41 charging pedestals and 53 connectors.

South Coast Air Quality Management District is the air pollution control agency for a 10,743-acre segment of the Golden State that includes Los Angeles and is home to about half California’s population. It is the second-most populated urban area in the U.S. A groundbreaking was held Sept. 9.

The #CarlMoyer Program is now accepting applications! Funds are available to replace/repower off-road heavy-duty equipment and engines with zero-emission technology. Deadline for applications is October 15 or when funds are depleted, whichever comes first: https://t.co/xRpb95tHoa pic.twitter.com/1PBgwSx6qn

— South Coast AQMD (@SouthCoastAQMD) August 20, 2024

Greenlane — a joint venture that also includes Florida-based renewable power developer NextEra Energy Resources and BlackRock Alternatives — aims to develop a network of commercial battery-electric and hydrogen-powered heavy-duty truck refueling infrastructure locations across the U.S. and Canada.

BlackRock Alternatives is a subsidiary of financial services giant BlackRock Inc., the world’s largest investment firm.

“We are grateful to the South Coast Air Quality Management District for recognizing and championing our visionary plans to develop this critical infrastructure that will revolutionize and energize the trucking industry,” Greenlane CEO Patrick Macdonald-King said.

“By establishing corridors and deploying a nationwide network of public charging stations, we’re not only meeting the pressing demand for accessible infrastructure for commercial vehicles but also pioneering a transformative model for the future of commercial EV charging and, eventually, hydrogen refueling,” he added.

 

An aerial version of the rendering of Greenlane’s Colton, Calif., facility. (Greenlane) 

The Colton site will be part of a charging network running the length of I-15 in Southern California. The first three facilities will be in Colton, Barstow and Baker, Calif. Eventually, the corridor will run 280 miles from southern Nevada to Los Angeles.

Barstow and Baker are set to open next year, Macdonald-King told Transport Topics in May. Greenlane expects to have up to 20 sites lined up for development by the end of 2025, he told TT on the sidelines of ACT Expo 2024 in Las Vegas.

Macdonald-King said Greenlane will have three facility categories:

Greenlane’s biggest stand-alone facilities with 40 to 60 charging stations.
Bolt-on sites at existing truck stops.
Snap-on facilities at dealerships or convenience stores.

Ideally, the partnership expects 60 to 90 miles between each Greenlane site, Macdonald-King said. However, hydrogen refueling opportunities will not be available at every site, he noted.

Truck makers, including DTNA and parent company Daimler Truck, are in various stages of development for both hydrogen fuel cell and hydrogen internal combustion power options. DTNA is the parent company of the Freightliner and Western Star truck brands.

Transtex CEO Mathieu Boivin discusses the environmental sustainability of auxiliary power units. Tune in above or by going to RoadSigns.ttnews.com.  

A not-so-coincidental push is coming from truck manufacturers to build out zero-emissions infrastructure, which carriers say is the biggest hurdle to persuading them to order and buy alternative fuel trucks.

In January, DTNA teamed up with rival Class 8 truck makers Navistar Inc. and Volvo Group North America to launch a zero-emission infrastructure lobbying coalition — Powering America’s Commercial Transportation.

The coalition includes some of the largest carriers in the U.S. alongside the truck makers; Amazon.com Inc., J.B. Hunt Transport Services and Penske Truck Leasing are PACT founder members.

Amazon ranks No. 1 on the Transport Topics Top 100 list of the largest logistics companies in North America, J.B. Hunt is No. 3 on the TT Top 100 list of the largest for-hire carriers in North America and No. 3 on the logistics TT100.

Penske operates and maintains a fleet of more than 448,000 vehicles across its businesses in North America on behalf of itself and its customers. Penske Logistics ranks No. 13 on the for-hire TT100 and No. 16 on the logistics TT100.

Across the Atlantic, Daimler Truck teamed up with Navistar parent company Traton and Volvo Group to form charging infrastructure developer Milence. The joint venture is developing charging hubs in the Benelux region, France, Germany, Italy, Sweden and the U.K.

In July, the JV completed testing of a megawatt charging system (MCS) facility alongside Power Electronics. The testing involved the Mercedes-Benz eActros 600 heavy-duty truck and further testing will be carried out with several other models, Milence said July 16.

Milence said the facility could reduce charging times for battery-electric vehicles by 90%, allowing a full charge to take just 30 minutes.

Initially, Greenlane’s charging stations are likely to be 400-kilowatt pull-through direct current fast chargers, but each facility will be ready to offer MCS when the trucks and hardware are ready, Macdonald-King told TT.

“MCS is core to Greenlane’s business plan,” he said. MCS charging stations will be closest to the rest facilities at each site, with premium access, he added.



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Considerations for applying electric-PTOs units on commercial vehicles: Watch Now

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Considerations for applying electric-PTOs units on commercial vehicles: Watch Now

Sponsored by Parker.

Much of the focus on electrifying commercial trucks has been on optimizing electric powertrains and solving challenges like battery capacity, maximum battery voltage, eAxles and safety considerations. Long haul trucks present significant challenges to electrification due to battery size & cost and charging infrastructure.

A quicker path to electrification is often for work trucks – commonly Class 5-8 vehicles that utilize hydraulics, pneumatics, vacuum, water pumps, etc. to perform vocational work off of the truck chassis.

Commercial work trucks have historically utilized mechanical Power Take Off units (PTOs) to transfer power from the diesel engine and transmission to operate hydraulic, water, vacuum pumps, pneumatic compressors, etc. An ePTO replaces the traditional mechanical PTO for electrified vehicles. ePTOs are a broad term and represent many implementations and form factors, which can be confusing, but the benefits include reduced engine runtime, lower emissions and fuel and maintenance savings. 

During this webinar, you will learn more about:

  • The various types of ePTOs and the rationale when considering which ePTO to specify
  • The advantages of using ePTOs in vehicles with and without an ICE engine
  • Typical power requirements, safety issues, and integration considerations
  • Architecture considerations to maximize efficiency and battery power conservation    





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