Since the Inflation Reduction Act was signed into law in August 2022, companies have invested a total of about $320 billion into clean energy projects in the U.S. and plan to spend more than $500 billion on top of that to build cleantech factories, low-carbon industrial facilities, and installations of solar, batteries, and other renewables. Nearly 80% of the dollars already spent went to Republican districts, and three-quarters of planned investment will go to those areas.
As law, the Ways and Means proposal could derail a lot of that outstanding spending — and even some of the projects already under construction or operational.
Rhodium’s preliminary analysis found that somewhere between 57% and 72% less clean energy would be added to the grid over the next decade under a repeal scenario, while somewhere between 16% and 38% fewer EVs would be on the road by 2035 than if the law was preserved as is.
Those declines in clean-energy and EV adoption would mean less demand for manufacturers who plan to build factories to produce electric vehicle batteries, solar panels, wind transmission cables, and other cleantech in the States. They would have to reevaluate whether their factories still make sense under an entirely different set of economic conditions — and it’s likely that the answer would be “no” for many.
Already, thanks to the Trump administration’s trade and policy uncertainty, manufacturers of clean energy technology are abandoning projects at a rate not seen in the post-Inflation Reduction Act era. Nearly $7 billion worth of clean-energy manufacturing projects were canceled in the first quarter of the year alone.
Monday’s House Ways and Means proposal may never make it into law as is; some Republican senators and representatives are quickly coming out in opposition to the tax-credit changes. But the aggressive nature of the proposal will do little to restore the confidence of companies already wavering on domestic clean energy projects amid the chaos of the Trump administration.
General Motors on Tuesday said it’s planning to become the world’s first automaker to use lithium-manganese-rich (LMR) batteries in production trucks and full-size SUVs starting in 2028. The new chemistry marks a major pivot, not just from today’s nickel-manganese-cobalt (NMC) and lithium-iron-phosphate (LFP) batteries, but also from pouch cells GM has long relied on.
Going forward, some of GM’s EVs will use LMR cells in a prismatic format. Models using LFP and NMC aren’t going anywhere. The three battery types will continue to co-exist, offering buyers a breadth of options depending on their needs.
What’s The Big Deal With Prismatic LMR Cells?
General Motors LMR Prismatic Cell
Photo by: General Motors
GM says the LMR chemistry is close to LFP when it comes to the cost advantages and closer to NMC in terms of performance and energy density. The LMR chemistry is closely related to NMC, but uses far lower content of the expensive and dirty metals nickel and cobalt, and instead employs a much higher portion of manganese, which GM says is relatively inexpensive and abundant in Earth’s crust.
But it’s not just the chemistry GM is rethinking. The shift to prismatic cells is just as important.
In the battery world, shapes and sizes matter. Prismatic cells are basically square-ish or rectangular, giving them a modular and stackable design that’s easier to integrate into battery packs. In simple terms, a better fit equals less wasted space inside a pack and an overall space-optimized battery design. GM’s pouch cells also fit neatly together, but large format prismatic cells have more advantages.
“Our pouch cells today have a left and a right module which are really hard to connect into one larger module,” Andy Oury, a battery engineer and business planning manager at GM told reporters in a briefing at the automaker’s R&D center in Warren, Michigan last week.
“Fewer larger modules is a cost reduction strategy and having that particular prismatic cell shape is really important to the overall simplification of the module and production,” Oury added.
Development of LMR batteries didn’t happen overnight. GM has been working on it for a decade, but the pandemic kicked things into high gear. The company began in-house materials R&D in 2020, built a demo cathode in 2021 and produced its first full-size batch of LMR cells in 2023. By 2024, it had manufactured over a ton of LMR cathode active material (CAM) and locked in a vehicle application early this year.
About a year and a half ago, the automaker also roped in Kurt Kelty, a battery industry veteran who spent 15 years at Tesla and then joined GM as its new head of battery and propulsion. And he wasn’t immediately sold on the prismatic cell format. GM engineers had to convince their new boss.
“I came in with a bias. I was like of course the answer is cylindrical. It has to be cylindrical,” Kelty said. “But my team pointed out the differences, how we can get a higher energy density at a lower cost,” he added.
Now GM says the prismatic cell format alone is enabling 75% fewer parts than its pouch cells on the module level and 50% fewer parts on the overall pack level. “Hundreds of pounds” of weight savings are expected, too. GM engineers said prismatic LMR cells promise 33% more energy density and costs that are “comparable” in dollars per kilowatt hour compared to LFP batteries.
LFP battery tech is rapidly improving in China, but the country also enjoys a stranglehold on that supply chain. The U.S. needs its own playbook, one that’s tailored to unique American challenges, like making full-size electric trucks and SUVs actually make sense economically.
Currently they don’t exactly do that. I saw the Hummer EV’s 24-module battery pack at the General Motors Technical Center in Michigan last week and it looked about the size of a king-size mattress and the weight of an entire BYD Seagull, nearly 3,000 pounds.
Will It Work? Too Early To Tell
GM Wallace Battery Innovation Center Michigan
Photo by: Suvrat Kothari
Prismatic LMR cells are still far off from mass production. We’re at least three years away from seeing it in a production vehicle. But GM is betting on it and so is Ford.
“The Model 3 and Model Y were developed years ago, and to change them at this point is a huge deal,” Kelty said, referring to why the mass market Teslas have remained largely unchanged in terms of their battery chemistry over the years.
But after several production delays and software headaches in the recent past, GM finally seems to have found a way to cut through its bureaucratic red tape, giving its battery teams the rare, startup-like freedom to innovate and solve problems fast.
“If you’re starting with a blank sheet of paper, you can use anything you want, you can use cylindrical, prismatic, pouch and any chemistry,” Kelty said. “That’s a win for a battery guy. It doesn’t get much better than that.”
Have a tip? Contact the author: suvrat.kothari@insideevs.com
Source link by Battery Tech – News and Trends | InsideEVs
Rivian’s Adventure Network is a public DC fast charging network with locations strategically positioned to enable Rivian owners to go on more adventures in more places.
The Rivian Adventure Network
They’re standing up new charging stations near outdoor meccas like Sedona, Arizona, Bozeman, Montana, Flagstaff, Arizona, and an exciting new Charging Outpost model in Joshua Tree National Park. “We’re building out our charging network to support adventure-oriented locations,” Rivian CEO RJ Scaringe said (YouTube).
Charging at the Rivian Adventure Network in Kingman, Arizona. Image credit: Kyle Field, CleanTechnica
Sustainability is also a key pillar of Rivian’s business, and the Rivian Adventure Network is no exception. “Every kilowatt-hour our chargers deliver is matched with renewable resources like solar and wind, on an annual basis,” Rivian said. It’s great to see Rivian setting a high bar for itself and holding itself to that high standard even as it works to scale and open its public fast charging network.
Rivian has been building out its charging network for a number of years now, but has stepped up the pace of installations in the last two years. The majority of the Rivian Adventure Network is dedicated to Rivian owners only and will not allow any other EV drivers to charge there, whether they be Teslas using an adapter or a Hummer EV with a native CCS port.
Over the last year, Rivian has started introducing a handful of Rivian Adventure Network locations where all EVs are welcome and are able to charge. Rivian’s Joshua Tree Outpost (view on PlugShare) as they call it, was the first of these locations and features 12 x 300 kW CCS1 chargers as well as a lounge where drivers can rest their feet, grab a snack, and use the restroom while they charge.
Rivian’s Joshua Tree Charging Outpost features a store, restrooms, seating, amenities, and an R1T for patrons to explore while their vehicle charges. Image credit: Kyle Field, CleanTechnica
I was excited to try out the Rivian Adventure Network when I took a Rivian R1S loaner I was reviewing on a road trip. The navigation in the Rivian has a built-in rating system that gives stations a “Charging Score” based on data pulled from past charging session experiences from actual Rivian drivers. Factors include things like average top charging speed, payment success, and overall charging session success.
The vehicle then uses these scores as a key factor when mapping out the route and chargers for your journey. It’s a great attempt to integrate real-world charging reliability into the navigation in a meaningful way. In our testing, the navigation did a great job of picking chargers for our journey. Though, congestion in the greater Los Angeles area caused some unexpected delays.
Using The Rivian Adventure Network
I didn’t know what to expect when I pulled up to the first station. Would I need a credit card? Did I need to configure something in the Rivian app? Or was there another quirk that I wasn’t aware of? Rivian uses the Plug&Charge protocol, so as long as the payment method is set up in the car, the experience is seamless.
The RGB lights on the RAN podiums put on a show for the camera in Sedona, Arizona. Image credit: Kyle Field, CleanTechnica
There are so many other charging stations run by the dozens or hundreds of charging network operators sprinkled around the United States. Each seems to require a different app, some are tap to pay, while others seem to require a special dance to unlock the magic juice within.
I pulled up to the first Rivian Adventure Network fast charger and grabbed the CCS adapter. Good so far. I opened the charging port on on the R1S and plugged it in. Much to my delight, it simply started charging the Rivian, making good on the ease promised with Plug&Charge.
It was a beautiful experience and much like the one Tesla drivers have come to enjoy at Tesla Supercharger Network sites around the world. In fact, the Rivian was even able to simply Plug&Charge at Tesla’s NACS-compatible chargers, like the one we charged the Rivian R1S on in Williams, Arizona.
The two chargers I used on the way out to Flagstaff, Arizona, were rated at 300 kW and I was pumped to see what they could push out. At the second station, I arrived with around an 8% state of charge and was a little disappointed that it only ramped up to 195 kilowatts.
I was the only vehicle charging at that location’s eight stalls, and with the state of charge of the R1S on the low side, I was expecting a bit more speed. This is in line with what other users experienced, according to Rivian Roamer, which shows the typical peak charging speed is 192 kW.
Image credit: Kyle Field, CleanTechnica
In terms of building out and optimizing their charging network, it’s early days for Rivian. More importantly, they have already started delivering on the most important pieces of what it takes to operate a reliable charging network.
They’re installing sleek, compact chargers with cables that have good reach and theoretically operate at speeds competitive with the other big players. Most importantly, Rivian is putting a high priority on uptime and high reliability across its charging network. We don’t have any specific uptime or reliability numbers from Rivian, but numerous figures peg it at over 95%.
Open to All
Rivian launched its charging network exclusively for Rivian owners and has slowly been opening up stations one at a time to non-Rivian drivers. As of this writing, 42% (47 out of 112) of Rivian’s Adventure Network locations are open to all NACS-compatible EVs with the appropriate adapter, according to Rivian Roamer.
Rivian’s Joshua Tree Charging Outpost is open for business for all NACS-compatible EVs. Image credit: Kyle Field, CleanTechnica
Rivian has made consistent progress to open up its network to non-Rivian NACS-compatible EVs. This directly supports EV adoption more broadly as well as for Rivian, as those other EVs increase utilization of existing sites, generating more revenue from existing assets.
Future Plans
Looking further into the future, Rivian plans to continue to expand its Adventure Network. “We’re expanding our Rivian Adventure Network, with more than 600 sites expected in the next few years,” Rivian CEO RJ Scaringe said in a recent interview with CNBC.
This is good news for all EV drivers, as high reliability and easy-to-use chargers benefit everyone. All the chargers Rivian has installed to date utilize the CCS1 charging standard. In the future, this will change, as Rivian has committed to installing native NACS charging ports on future vehicles, including the highly anticipated R2 and R3.
Head over to Rivian’s website for more information about its Adventure Network. For a ton of great detail on charging, NACS-compatible sites, and charging scores, check out Rivian Roamer.
The second generation Hyundai Kona EV may be the smallest all-electric SUV offered by Hyundai, but that doesn’t mean it doesn’t hold its own through versatility, performance and driving range.
Kona – Round 2
Choices: 2 Motors, 2 Batteries, 4 Trims
The 2025 Hyundai Kona Electric SE has a 48.6 kWh Standard Range battery and a 99kW electric motor producing 133 horsepower (hp) and 188 pound-feet (lb.-ft.) of torque for a 200 mile all-electric driving range (AER). The N Line, SEL and Limited trims have a 64.8 kWh Long Range battery and a 150kW motor good for 201 hp and 188 lb.-ft. of torque. The N Line gets 230 AER while the SEL and Limited have 261 AER.
Charging
A fast charger
The lithium-ion batteries come with a standard pre-conditioning system to aid faster and more complete charging in cold weather. Charging times vary for the two battery sizes.
48.6 kWh Standard Range battery
Level 2
10-100%: 5 – 6 hours
64.8 kWh Long Range battery
DC Fast Charging
10-80%: 43 minutes
Add approximately 100 miles in 15 minutes
The Kona Electric was easy to charge using the MyHyundai with Bluelink app that offers plug-and-charge at these public charging networks.
IONNA – a high-performance charging network for electric vehicles, established by a joint venture of major automotive companies. The goal is to create 30,000 fast charging points across North America
Tesla Supercharger (Current and new owners get a NACS-North American Charging Standard-adapter for free or can purchase one at a Hyundai dealer for $230)
Hyundai also offers a program to get you started on changing at home through its Home Marketplace. Enter your home address, then available rebates and other benefits appear that are customized to your state and specifically your electric utility.
As of this story being written (May 2025) there is a US government 30% tax credit for homeowners who install an EV charger, with both the charger and installation covered by the rebate.
The Kona Electric does not have complementary charging benefit but does come with a Level 1 charge cable for home charging on 120V household current.
Vehicle-to-Load (V2L)
With a bi-directional onboard charger, theVehicle-to-Load (V2L)function can power devices or charge electrical equipment, such as electric bicycles, scooters, camping equipment or even power necessities during a power outage. From the front charging port, devices and appliances can be plugged in using an available V2L adapter to utilize the Kona Electric’s battery power when it is parked.
EV Purpose-Designed Exterior
Hyundai says the Kona’s “EV-centric exterior” design strategy is opposite of what many car companies have done, which is design first for a gasoline engine and then adapt it to an electric power plant. By starting with the Kona Electric in mind, aerodynamics have benefitted with a drag coefficient of 0.27 from a sleek, aerodynamic nose, active grille shutters, wheel arches, lift gate and integrated rear spoiler.
Character in a line
The 2025 Kona Electric will not be mistaken for the earlier generation as it has a more contemporary look and feel. The nose is smooth and rounded, topped by a single and continuous LED blade for the daytime running lights. Extending the entire width of the hood, it creates a luminous signature with a single light. Sitting on the far edges of the fascia, which also has the chargeport door, are the LED projector headlights.
The rear is equally smooth, echoing the front blade design with LED accent light and the tail lights housed in the far outer lower corners. Especially interesting is how the lift gate glass and the small glass window behind the rear doors intersect at a point.
Four alloy wheel designs in either 17” or 19” sizes, and eight exterior colors offer stylings options. Neoteric Yellow, Ultimate Red Metallic and Cyber Gray Metallic exterior colors are a $500 premium. The no additional cost colors are Abyss Black Pearl, Mirage Green, Meta Blue Pearl, Ecotronic Gray Pearl or Atlas White, with the last being what adorned our Kona Electric.
Interior
Hyundai says the Kona has a “driver-centric” interior with dual 12.3-inch panoramic display screens that add a premium touch. The left screen houses the digital meter and gauge cluster display, while the right side screen is home to the infotainment system. The base sound system has six speakers, but our Limited trim had the Bose premium audio set-up with an external amp, tweeters and eight speakers. All sound systems get AM/FM/SiriusXM/HD Radio, wireless Apple CarPlay and Android Auto, dual USB-C outlets, 12V outlet, WiFi hotspot and Bluetooth for streaming music.
Driver-centric screens
The seats in our Kona Electric Limited were covered in H-Tex leatherette, with the other trims getting either black Alcantara (N Line) or cloth (SE and SEL). Alcantara is suede-like synthetic textile made from a blend of polyester and polyurethane. Interior color choices are Black or Sage Green with Lime accents, which gave some pizzaz to our test car.
The front seats had 8-way power adjustments, heat and ventilation with the driver seat having lumbar support. The rear bench seat, with a folding armrest with cup holders, reclines and comfortably seats two adults with a flat floor giving room to stretch.
The rear cargo space, with a dual level floor, lights and package anchors, is 25.5 cubic feet with the rear seat upright, but grows to a very useable 63.7 cubic feet when the 60:40 rear seat is folded. The hands-free power lift gate opens to a low lift-over for the rear storage area. The front trunk (frunk) measures one cubic foot, so fit for small packages only.
Additional convenience features include a power sunroof, rear view monitor with parking guidance lines, soft-touch materials on the dash and door panels, dual automatic temperature controls, cabin air filter, heated, leather-wrapped tilt-and-telescopic steering wheel with audio and advanced cruise controls, wireless phone charger, auto-dimming rear view mirror with Homelink, LED interior lights, adjustable 64-color ambient lighting and an illuminated glovebox.
Hitting the Road
As with all EVs, the acceleration was smooth and quiet with instant torque at any speed. Scooting 0-60 mph is about 7.2 seconds, which is plenty fast for merging onto highways. The top speed is set at 104 mph, but we highly recommend not pushing it that high.
The right tires
Handling was crisp and direct with motor-driven power steering that whipped us 360º in a 34.8 foot turning diameter. The 17-inch alloy wheels (19-inch are optional) were shod with EV-specific Kuhmo Solus 215/60 all-season tires, which are rated highest for rolling resistance, comfort and noise. This fits perfectly with how Hyundai wants the Kona Electric to be used—freeway commuting and for in-town errands, but also capable of a weekend road trip.
In 226 miles cruising around Southern California we found the ride to be comfortable and pretty fun to mildly toss around at times. Stopping was excellent with ABS for the ventilated front and solid rear discs.
The regenerative braking, which is actually the motor slowing when coming off the accelerator pedal, was controlled by steering wheel mounted paddles. There are four regen levels that can be set by pulling on the left side paddle or on a setting in the center screen. The right side paddle reduces the regen level while the left side increase it. The ultimate setting isi-PEDAL MAX, where it is possible (and our favorite way to drive the Kona Electric) to do most driving with your fingertips doing the slowing.
When coasting or braking, kinetic energy is converted into electric energy and returned to the battery to add driving range, but it also adds a level of joy and fun with the one-pedal driving technique.
An unexpected technology for a car at this price is the Remote Smart Parking Assist. Using the Smart Key, the Kona Electric can be remotely moved in or out of a tight parking space. This is a handy feature to park the car where it might be difficult to open the doors.
Loaded with safety tech
Technology and Safety
The Kona comes with an extensive list of standard safety features, beginning with front, side impact and side air curtain airbags. Hyundai’s SmartSense safety tech is robust with advanced driver assistance systems (ADAS), including a surround-view camera, lane keeping assist, blind spot detection, forward collision avoidance and rear cross-traffic avoidance assist. Click the above link to learn about the Hyundai safety suite. Other features are auto hold, a surround and blind view monitor with parking sensors and a tire pressure monitoring system.
The Hyundai Blue Link telematics app provides access to vehicle systems, including remote starting, and the Digital Key provides extra convenience and safety.
Pricing
Room in the rear
These 2025 Kona Electric prices include the $1,450 freight charge.
SE $34,425
SEL $38,425
N-Line $38,825
Limited $42,600
It is unknown at the time this story was written (May 2025) if the federal tax incentives will be extended by the Trump administration. Individual states and local electric utilities may have purchase incentive programs that would not be affected by any federal actions. The Kona EV may also qualify for an HOV sticker, which allows only the driver to use the carpool lanes.
The Kona Electric, built in Korea and not using batteries made in the U.S., will be subject to tariffs. The additional amount, when this story was written, is unknown.
Warranty
New Vehicle – Five years/60,000 miles
Powertrain – 10 years/100,000miles
Electric Battery – 10 years/100,000 miles
Anti-perforation – Seven years/Unlimited miles
Maintenance – Three years/36,000 miles
Roadside Assistance – Five years/Unlimited Miles
Observations: 2025 Hyundai Kona Electric Limited
The four Kona Electric trim levels—SE, N Line, SEL and Limited—offer choices in performance and driving range. While is it larger in all dimensions than the outgoing model, it is still classified as a small or subompact SUV.
Ready to get active
Hyundai positions the Kona Electric for active and diverse lifestyles. Considering its size, that would mean families with small children, singles or couples without children will all be attracted to this compact SUV. We foresee laying-down the second row seat and filling the cargo space with outdoor adventure gear or beach toys.
Other EVs such as the Kia Niro, Chevrolet Equinox, Nissan Leaf, Honda Prologue, Mini Countryman EV or Tesla Model 3 are alternatives to consider. If doing so, make sure to compare the size, range and design, not just the price.
Make sure to opt-in to the Clean Fleet Report newsletter (top right of page) to be notified of all new stories and vehicle reviews.
Story and photos by John Faulkner.
Disclosure
Clean Fleet Report is loaned free test vehicles from automakers to evaluate, typically for a week at a time. Our road tests are based on this one-week drive of a new vehicle. Because of this we don’t address issues such as long-term reliability or total cost of ownership. In addition, we are often invited to manufacturer events highlighting new vehicles or technology. As part of these events we may be offered free transportation, lodging or meals. We do our best to present our unvarnished evaluations of vehicles and news irrespective of these inducements.
Our focus is on vehicles that offer the best fuel economy in their class, which leads us to emphasize electric cars, plug-in hybrids, hybrids and other efficient powertrains. We also feature those efficient gas-powered vehicles that are among the top mpg vehicles in their class. In addition, we aim to offer reviews and news on advanced technology and the alternative fuel vehicle market. We welcome any feedback from vehicle owners and are dedicated to providing a forum for alternative viewpoints. Please let us know your views at publisher@cleanfleetreport.com.
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Author John Faulkner
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Electrovaya, a developer and manufacturer of industry-specific lithium-ion batteries, has received a new order from a longtime repeat buyer.
The order, valued at $4.2 million, is for batteries for use in cold-storage warehouses operated by the customer, which has placed orders in excess of $13 million over the course of its relationship with Electrovaya.
The new battery system will be used to power material-handling electric vehicles in the cold-storage warehouses.
The customer currently operates six warehouses that use Electrovaya’s Infinity Battery Technology, a battery management system that was developed in-house and is now in its fifth generation. This allows the Toronto, Ontario-based company to further customize the BMS to the specific application requirements and the Electrovaya batteries’ unique attributes.
It’s important to note that the operating environment of this particular customer is a particularly harsh and frigid one. The cold temperatures found in refrigerated warehouses reduce the running time of electric forklifts using standard lead-acid batteries.
A cold storage warehouse is a large refrigerated building designed for the storage of goods in an environment below the ambient outdoor temperature. Companies that sell and distribute fruit, vegetables, meat, fish and dairy goods require cold storage facilities, and most transport these items in refrigerated trucks as well. Cool stores have been an essential component of the shipping industry since the late 1800s, and the industry’s origins can be traced back to Christian Salvesen, the operator of a modest Scottish whaling company who expanded his business to include a cool store in Grimsby, then a major port.
Advocates say community solar is in line with the conservative principles of free markets and individual property rights — and a recent survey out of deep-red Texas seems to agree. The poll, commissioned by Conservative Texans for Energy Innovation, found more than 90% support protecting property owners’ rights to produce electricity on their land, including with wind turbines or solar panels, and say they should be allowed to lease their land out for power generation too.
Could Spain’s massive blackouts happen in the U.S.?
Spain and Portugal suffered one of Europe’s worst power outages ever on Monday. About 55 million people lost power, sidelining hospitals, disrupting cell signals, and halting digital payments. The massive outage on a usually stable grid stirred up accusations — including from U.S. Energy Secretary Chris Wright — that renewable power was to blame.
Spain’s grid operator hasn’t yet disclosed what caused the outages, but the country’s environmental minister said Wednesday that renewables weren’t responsible. Nearly 55% of Spain’s electricity on Monday came from solar, with another 10% each from wind, nuclear, and hydropower — a similar mix to what’s powered the country’s grid in the past, without problems. Still, experts say the outages highlight stability challenges that renewables can pose during power disruptions, and show that grid operators need to implement new technologies to better manage increasing amounts of wind and solar.
Clean energy news to know this week
Tesla turmoil: Elon Musk and Tesla’s board chair deny a report suggesting the EV maker is seeking a new CEO amid Musk’s increasing political activity and the company’s sinking finances. (Axios, Wall Street Journal)
Gutting grants: The U.S. EPA indicates in a court filing that it intends to cancel 781 grants issued under the Biden administration, most of them tied to environmental justice, and has already notified about half of those recipients of the looming cuts. (Washington Post)
100 days of climate demolition: President Donald Trump has signed 20 climate-related executive orders in his first 100 days in office, and his term has so far been marked by stock market uncertainty, clean-manufacturing project cancellations, and tariffs that are set to hurt the fossil-fuel industry. (Heatmap)
Burgum’s energy pivot: Now largely focused on oil and gas development, Interior Secretary Doug Burgum has taken a sharp turn since supporting an “all of the above” energy strategy that included clean energy while serving as North Dakota’s governor. (E&E News)
A second life for coal plants: Former coal-fired power plants are becoming in-demand properties as developers look to re-use the facilities’ existing power lines for gas-fired power plants, battery storage sites, or offshore wind connections. (Associated Press)
First Solar’s fortunes fall: American manufacturer First Solar, which saw a stock bump in the wake of Trump’s tariffs, has since reported lower-than-expected first quarter earnings and reduced its expected revenue and profit for the rest of the year. (Heatmap)
EV education at risk: Programs that train students to work in EV manufacturing, which arose to supply the growing industry with workers, could peter out amid the Trump administration’s continued attacks on the sector. (Hechinger Report)
Slate dropped a bombshell this week when it revealed both itself and its first model: a utilitarian electric pickup truck expected to cost under $20,000 after factoring in the federal tax credit for plug-in cars.
Cheap electric vehicles have been elusive for years, in part because EV batteries have historically been so expensive. So this truck could be a very big deal once production starts in late 2026—if Slate can avoid the pitfalls that tanked other EV startups.
Given the whole battery-cost hurdle, you might expect the startup’s pickup to use lithium-iron-phosphate (LFP) cells, a chemistry that’s gaining traction worldwide thanks to its lower cost. You’d be wrong. Slate is going with pricier and more typical nickel-manganese-cobalt (NMC) batteries.
Photo by: Slate
Chris Barman, Slate’s CEO, told InsideEVs it came down to where the supply chains for these two chemistries are located. She explained it would’ve been challenging to comply with the EV tax credit’s battery-sourcing requirements while using LFP.
“We’ve gone with more of what’s in the mainstream right now and that many others in the industry are using. So we’re using more of what’s been scaled within the U.S.,” she said. “For LFP, most of those materials would come out of China or elsewhere.”
The $7,500 federal rebate for EV buyers is a key driver of Slate’s price proposition, especially given how bare-bones its truck is before options. (It sports crank windows, no radio and a 150-mile range.) But the incentive isn’t available for buyers of just any vehicle. EVs need to be produced in North America. Slate’s got that covered with a factory opening up somewhere in the Midwest.
Photo by: Slate
And the battery pack that powers a qualifying vehicle can’t use components or critical minerals that come from a “foreign entity of concern,” which is government-speak for adversaries like China. The rules, passed during the Biden administration, aim to spur more domestic EV and battery manufacturing, while also making the car industry less reliant on China. That country has a stranglehold on global battery production. By some estimates, it’s responsible for 98% of the world’s supply of active materials for LFP batteries.
On top of that, battery cells need to meet requirements for both their components and raw materials that get stricter each year throughout this decade. By 2029, 100% of a qualifying vehicle’s battery components must be made in North America. By 2027, 80% of an EV battery’s critical minerals must be recycled in North America, come from the U.S. or come from a country the U.S. has a free-trade agreement with.
Photo by: Tim Levin/InsideEVs
It’s a lot to deal with. But Slate has the advantage of being able to spin up its supply chains with these rules already in place. As the requirements have tightened up, manufacturers with EVs already on the road have had to scramble to remain compliant, with some models losing tax-credit eligibility altogether.
Of course, there’s also no guarantee the EV tax credit will remain on the books much longer. President Trump and his allies in Congress have proposed killing the subsidy.
At the end of the day, Slate went with U.S.-made NMC cells from the South Korean battery manufacturer SK On. The automaker inked an initial deal to purchase 20 gigawatt-hours of battery cells through 2031. That adds up to around 380,000 of its 52.7-kilowatt-hour packs. (Slate will also offer a larger 84.3-kWh pack with extra range.)
Photo by: InsideEVs
Another reason Slate went with NMC was its superior energy density. LFP packs are durable, known for their fast-charging abilities and use cheaper raw materials. But an NMC pack that takes up the same amount of space will generally deliver more range.
Eric Keipper, Slate’s head of engineering, said the automaker could’ve managed the 150-mile range of its base vehicle with LFP cells. But energy density would’ve been a problem for the longer-range, 240-mile version. That makes sense, given that the Slate truck is pretty tiny and there’s only so much space in the floor for battery cells.
“We wouldn’t have necessarily been able to get the energy density with LFP. So that was one of the factors,” he told InsideEVs, when asked about the decision between the two chemistries. “But really it’s the availability in the United States.”
Got a tip about the EV world? Contact the author: Tim.Levin@InsideEVs.com
Source link by Battery Tech – News and Trends | InsideEVs
Front shot of the Blazer EV SS in Radiant Red driving on a scenic road.
Chevrolet invited me to Charlotte to drive the new Blazer SS and tour some of their facilities in the area (they paid for my flights and hotel and food). I don’t accept invites for every car (since I just write part time), but since I was so impressed with the Equinox last year, as I wrote about here and here, I decided to go. I wasn’t disappointed.
Chevrolet has long been a name synonymous with American muscle and innovation in the automotive world. With the introduction of the 2025 Blazer EV SS, it seems they’re doubling down on that reputation, but this time, with a fully electric twist. As someone who’s been tracking the evolution of electric vehicles for years — ever since gas prices started pinching my wallet back in 2010 — I was eager to see if Chevy could bring the same level of excitement and performance to the EV space that they’ve brought to their gas-powered counterparts. The Blazer EV SS isn’t just another electric SUV; it’s a statement that Chevrolet is serious about competing in the high-performance EV segment.
A year ago, I wondered if Chevy was really committed to build EVs in volume, but the last year has convinced me they have the capacity to build a lot of EVs. Of course, Trump’s tariffs or a repeal of the federal tax credit could significantly hurt demand, but I can’t fault Chevrolet for Trump’s actions. Let’s dive into what makes this vehicle stand out, and why it might just be the SUV that gets traditional automakers back in the EV game, especially as many electric car fans have soured on Tesla due to Elon’s recent political involvement. I’m not upset with Elon’s DOGE work to reduce government waste, but I can see a lot of other people (rightly or wrongly) are very upset with Elon’s actions.
Performance: A New Benchmark for Chevy
Front 3/4 view of a Blazer EV SS in Radiant Red on a track.
Let’s start with the numbers, because when it comes to performance, numbers tell the story. The Blazer EV SS boasts an impressive 615 horsepower and 650 lb-ft of torque, thanks to its dual-motor all-wheel-drive system (Chevrolet). This allows it to sprint from 0 to 60 mph in just 3.4 seconds (I bested that as I will explain below), making it the quickest SS model Chevy has ever produced and besting the market leader Tesla Model Y performance by a tenth of a second. For context, that’s faster than many sports cars on the market today, let alone SUVs. It’s a staggering achievement for a vehicle that also offers practicality and comfort.
But performance isn’t just about straight-line speed. The Blazer EV SS also delivers on handling and agility. With features like six available driving modes, including Sport and Snow, drivers can tailor the vehicle’s behavior to suit their needs. The Wide Open Watts (WOW) mode, exclusive to the SS trim, unlocks the full potential of the powertrain, delivering that exhilarating acceleration that EV enthusiasts crave. It’s clear that Chevy has taken notes from Tesla’s playbook, focusing on instant torque and seamless power delivery. I’ve argued before that legacy automakers need to step up their game to match Tesla’s performance edge , and it looks like Chevy is listening.
Range & Charging: Practicality Meets Performance
This is how I judge luggage room. I also like camping in EVs.
Despite its performance credentials, the Blazer EV SS doesn’t skimp on range. It offers an EPA-estimated 303 miles on a single charge, which is more than sufficient for most daily commutes and even longer trips, provided you plan your charging stops (GM Authority). For those who need to recharge quickly, the Blazer EV SS supports Level 2 fast charging at up to 11.5 kW, allowing for a full charge in just a few hours. Additionally, it has access to over 250,000 public chargers, including more than 20,000 Tesla Superchargers, thanks to Chevy’s partnership with Tesla. This is a game-changer for EV owners, as it provides a vast network of fast chargers that can significantly reduce range anxiety.
Another innovative feature is bidirectional charging, which allows the vehicle to act as a power source for your home or other devices. With the GM Energy PowerShift Charger and Vehicle-to-Home Enablement kit, you can use the Blazer EV SS to power your home during outages or even sell energy back to the grid, depending on your local regulations. This is especially appealing to me since I live in an area that loses power due to hurricanes every few years and this is much cheaper and better than buying a home battery. This not only adds practicality but also positions the Blazer EV SS as a forward-thinking vehicle for the future of energy. I’ve written before about this technology last year when I went to Detroit, and Chevy’s approach here is a step in the right direction.
Design & Features: Style Meets Substance
Close-up shot of the Blazer EV SS wheel.
Design-wise, the Blazer EV SS cuts a striking figure. It features a bold front fascia with eye-catching headlamps and a sleek profile that hints at its performance intentions. The SS trim adds unique touches like blacked-out accents and 22-inch wheels, giving it a sporty yet sophisticated look. Inside, it’s equipped with a 17.7-inch HD color touch-screen, Google built-in for a seamless infotainment experience, and Super Cruise driver assistance, which allows for hands-free driving on compatible roads.
The interior is spacious and well-appointed, with plenty of room for passengers and cargo. The second row can accommodate three passengers comfortably, and the cargo space is generous, with 64.2 cubic feet available when the rear seats are folded down. The materials used are of high quality, and the overall fit and finish are excellent, giving it a premium feel that rivals more expensive luxury SUVs. Special editions like the Midnight Edition and Sport Edition add further customization options, allowing buyers to personalize their Blazer EV SS to their taste.
Safety: A Top Priority
Front 3/4 view of the Blazer EV SS in Radiant Red parked on a track.
Safety is a top priority for any vehicle, and the Blazer EV SS doesn’t disappoint. It comes with over 15 standard safety features, including Chevy Safety Assist, which bundles Forward Collision Alert, Automatic Emergency Braking, Front Pedestrian Braking, Lane Keep Assist, and more. These features help to prevent accidents and protect occupants, making it one of the safest vehicles in its class. Additionally, the vehicle’s robust construction and advanced driver assistance systems provide peace of mind for drivers and passengers alike. In my review of the Chevy Equinox EV, I noted how its safety features set a high standard, and the Blazer EV SS appears to follow suit.
Pricing & Value: Competitive In A Crowded Market
Pricing for the Blazer EV SS starts at $61,095, which might seem steep at first glance. However, when you consider the performance, features, and technology on offer, it’s competitively priced against other high-performance EVs. For comparison, the Tesla Model Y Performance was a great value at around $50,000 but isn’t available anymore. This new Model Y doesn’t yet offer a performance trim. The Ford Mustang Mach-E GT which we have written about here, another strong contender, starts at $59,995 but falls short in terms of size, power, and torque compared to the Blazer EV SS.
Moreover, the Blazer EV SS qualifies for a federal tax credit of up to $7,500 for eligible buyers, bringing the effective price down to around $53,595. This makes it more accessible to a wider range of consumers, especially those looking for a high-performance EV without breaking the bank. When you factor in the long-term savings on fuel and maintenance — EVs can save thousands over their lifetime, as I’ve noted in past articles like this one — the Blazer EV SS represents excellent value for money.
Market Context: Chevy’s Bold Move
It has the power! From Chevy’s Engineering PresentationIt can stop! From Chevy’s Engineering PresentationIt can turn! From Chevy’s Engineering PresentationI enjoyed the easy access to customize the power, feel, sound and stability control of the car. From Chevy’s Engineering PresentationI can confirm that you can get the tail to swag! From Chevy’s Engineering Presentation
In the crowded EV SUV market, the Blazer EV SS stands out for its blend of performance and practicality. Tesla’s Model Y Performance has been discontinued in the US, offering Chevy a market opportunity. On the other hand, the Ford Mustang Mach-E GT is another strong contender, but the Blazer EV SS edges it out with more room, power, and torque. Chevrolet is positioning this vehicle not just as another EV, but as a performance icon, and that’s a bold move that could pay off.
Traditional automakers like Chevy have often been criticized for being slow to embrace EVs, but the Blazer EV SS shows that they’re catching up quickly. By electrifying the SS badge, Chevy is sending a message that electric vehicles can be just as exciting and capable as their gas-powered counterparts, if not more so. It’s exciting to see the EV landscape becoming more diverse and competitive, as it ultimately benefits consumers with more choices and better technology. I’ve written before about how legacy automakers need to innovate to stay relevant (CleanTechnica Toyota article), and Chevy’s efforts here are a step in the right direction.
Potential Drawbacks
Of course, no vehicle is perfect, and the Blazer EV SS has a few areas where it might fall short. One is its range compared to some competitors. While 303 miles is respectable, it’s less than what you get with the Tesla Model Y Long Range or the Lucid Air, which offer over 300 miles. However, for most buyers, 303 miles should be more than sufficient, especially since the vast majority of daily drives are well under that distance. Another consideration is the availability of charging stations in different regions, but with access to Tesla’s Supercharger network, this issue is largely mitigated.
While I was impressed with the driving of GM’s Super Cruise on the highways that you can use it, it still lags both Tesla’s standard autopilot and optional Full Self Driving (FSD), both in where it can be used and in what it does for you.
Another potential concern is reliability. GM faced software issues with the Blazer EV’s launch in 2023, which led to a stop-sale order as we detailed here. While they’ve since addressed these problems, it’s something to keep in mind. As with any new EV, long-term reliability will be critical, and Chevy will need to prove that the Blazer EV SS can stand the test of time.
Driving Impressions
I got to test the New Chevrolet Blazer SS with the Performance Pack (available at an amazingly inexpensive $400 upgrade) at some dedicated time on the private Charlotte Motor Speedway.
I started out testing the Wide Open Watts and Launch Mode and was able to beat the 3.4 second zero to 60 with a 3.2 second run! I’ve been in faster and slower EVs, but it was well controlled with no drama. Next, I was able to do several laps on the closed track (in Competitive Mode which means stability control is greatly reduced to allow more fun) following a lead car. I went into one hairpin turn a little too fast and the rear end came out a bit. Had I not corrected quickly, I would have spun out into the grass. That is a positive, not a negative. Way too many cars these days won’t let you have any fun. I haven’t turned off stability control in a Tesla, but without doing that or getting a model with Track Mode, you can’t really get them to oversteer.
I also got to test a Blazer SS without the Performance Pack for 2 hours on 3 different public environments.
On the interstate, I loved using the Super Cruise to just sit back and relax as the car drove me to the next turn.
In the city, I used the great acceleration, easy to use navigation, and good visibility to easily navigate the urban jungle of downtown Charlotte.
On the winding roads surrounding the city, I was able to enjoy the well-tuned handling and evaluate the ride on several different roads. I found the steering to be nimble and quick, but not so quick that it felt like a go kart (sometimes my Tesla Model Y steering feels a little too quick for a daily driver). On the rougher roads, the ride was well controlled and provided good feedback to the driver, but was a little noisier than I would like.
Conclusion
In conclusion, the 2025 Chevrolet Blazer EV SS is a bold statement from Chevrolet. It shows that they’re serious about competing in the EV space, not just with economy models, but with high-performance vehicles that can rival the best in the business. From its blistering acceleration to its impressive range and advanced features, the Blazer EV SS ticks all the boxes for what modern EV buyers are looking for. I loved the chance to test in on the track — it was an exciting experience! It was equally competent in everyday driving. It looks like it could be a winner. It’s clear that Chevy is making a strong case for itself in the EV market, and the Blazer EV SS might just be the vehicle that puts them on the map.
Disclosure: I am a shareholder in Tesla [TSLA], BYD [BYDDY], Nio [NIO], XPeng [XPEV], NextEra Energy [NEP], and several ARK ETFs. But I offer no investment advice of any sort here.
Failing to Yield and Other Reasons Why Motorcycle Accidents Happen
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Motorcycle accidents often result in severe injuries and sometimes fatalities. Although measures have been taken by the authorities in Phoenix and other big cities to improve road safety, motorcyclists are still in peril from careless drivers and dangerous road conditions.
Recovering damages for the victims of motorcycle accidents in Phoenix, for example, can become a complex legal battle. A skilled motorcycle accident lawyer in Phoenix is crucial for those seeking fair compensation. These legal professionals establish liability, gather evidence and negotiate with the insurance company for fair compensation.
Educating motorcyclists about some of the common causes of motorcycle accidents can help avoid accidents.
Failure to Yield to Motorcycles
Not yielding the right-of-way is one of the most common causes of motorcycle accidents. Drivers often do not spot motorcycles due to their small size, resulting in fatal collisions at intersections or when changing lanes. This mistake is particularly dangerous during heavy traffic hours or while making left turns or corner-turning on an oncoming motorcycle.
Distracted Driving
Driving while using smartphones, laptops, or in-car entertainment systems has become a major cause of accidents. An individual who is texting, adjusting the GPS, or being preoccupied with something else will not note the approaching motorcyclist, resulting in devastating collisions.
Lane Splitting
Lane splitting, or riding between lanes, is a contentious topic. Although some states do not consider it illegal, it is risky as the motorcyclists are close to the larger vehicles. The slightest movement by the distracted driver can cause a serious accident.
Speeding and Reckless Driving
Speeding can result in reduced reaction time and increased severity of crashes. High-speed collisions result in life-threatening injuries, irrespective of whether it is a motorcyclist or another vehicle traveling.
Driving Under the Influence
Driving under the influence of alcohol or drugs remains the foremost factor in many accidents. Substance abuse results in impaired judgment and reduced reaction times, resulting in accidents.
Poor Road Conditions
Poor road conditions like uneven pavement, potholes and debris also pose risks to motorcyclists when compared to larger vehicles. Motorcycles lack stability and are highly prone to losing control from hazardous road conditions.
Sudden Stops
Sudden stops cause deadly collisions for motorcyclists as they are not equipped with any safety harness or seat belts, and are likely to be thrown into the oncoming traffic.
Inexperience
Inexperience riding or lack of familiarity with a road are additional reasons for accidents. Some riders hop on their bikes with very little understanding or experience with the motorcycle or route.
Weather
Weather can cause accidents, and planning your commute to counter that would help in reducing the risks from reduced visibility, decreased road grip or icy roads.
Motorcycle Safety Measures
Precautions motorcyclists can take to prevent or reduce accidents are:
Protective Gears: Wearing helmets, gloves, jackets and protective pants helps reduce the severity of injuries in accidents.
Defensive Riding: Vigilant riders anticipate potential hazards such as a lack of visibility and drive correspondingly.
Following Traffic Laws: Following speed limits, using signals, and avoiding aggressive driving can help avoid collisions.
Using Reflective Clothing and Headlights: Enhanced visibility helps reduce the risk of being unnoticed.
Legal Rights of Motorcycle Accident Victims
Motorcyclists are entitled to compensation from accidents where they are not at fault, such as medical bills, lost wages, rehabilitation, pain and suffering and numerous other losses. A motorcycle accident claim helps victims recover damages and hold negligent drivers accountable for their actions.
Understanding the underlying causes of the accident and being proactive in taking measures can help motorcyclists and other drivers reduce accidents and create a safe road for everyone.
The post Two-Wheel Tips: Know What Can Cause Motorcycle Accidents first appeared on Clean Fleet Report.
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Author Karthik Kumar
#TwoWheel #Tips #Motorcycle #Accidents
Capable of delivering up to 1,200 kW of power to get electric commercial trucks back on the road in minutes, the new ABB MCS1200 Megawatt Charging System is part of an ecosystem of electric vehicle supply equipment (EVSE) that ABB’s bringing to this year’s ACT Expo.
ABB E-mobility is using the annual clean trucking conference to showcase the expansion of its EVSE portfolio with three all-new charger families: the field-upgradable A200/300 All-in-One chargers, the MCS1200 Megawatt Charging System for heavy-duty vehicles shown (above), and the ChargeDock Dispenser for flexible depot charging.
The company said its new product platform was built by applying a computer system-style domain separation to charger design, fundamentally improving subsystem development and creating a clear path forward for site and system expansion. In other words, ABB is selling a system with both future-proofing and enhanced dependability baked in.
“We have built a system by logically separating a charger into four distinct subsystems … each functioning as an independent subsystem,” explains Michael Halbherr, CEO of ABB E-mobility. “Unlike conventional chargers, where a user interface failure can disable the entire system, our architecture ensures charging continues even if the screen or payment system encounters issues. Moreover, we can improve each subsystem at its own pace without having to change the entire system.”
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The parts of ABB’s new EVSE portfolio that have been made public so far have already been recognized for design excellence, with the A400 winning the iF Gold Award and both the A400 and C50 receiving Red Dot Design Awards.
New ABB chargers seem pretty, good
ABB’s good-looking family; via ABB.
ABB says the systemic separation of its EVSE enhances both reliability and quality, while making deployed chargers easier to diagnose and repair, in less time. Each of the chargers’ subsystems can be tested, diagnosed, and replaced independently, allowing for quick on-site repairs and update cycles tailored to the speed of each systems’ innovation. The result is 99% uptime and a more future-proof product.
“The EV charging landscape is evolving beyond point products for specific use cases,” continued Halbherr. “By implementing this modular approach with the majority of our R&D focused on modular platforms rather than one-off products … it reduces supply chain risks, while accelerating development cycles and enabling deeper collaboration with critical suppliers.”
Key markets ABB is chasing
HVC 360 Charge Dock Dispenser depot deployment; via ABB.
PUBLIC CHARGING – with the award winning A400 being the optimal fit for high power charging from highway corridors to urban locations, the latest additions to the A-Series All-in-One chargers offer a field-upgradable architecture allowing operators to start with the A200 (200kW) with the option to upgrade to 300kW or 400kW as demand grows. This approach offers scalability and protects customer investment, leading to Total Cost of Ownership (TCO) savings over 10 years.
PUBLIC TRANSIT AND FLEET – the new Charge Dock Dispenser – in combination with the already in market available HVC 360 – simplifies depot charging with a versatile solution that supports pantograph-, roof-, and pedestal charging options with up to 360kW of shared power and 150m/490 ft installation flexibility between cabinet and dispensers. The dispenser maintains up to 500A output.
HEAVY TRUCKS – building the matching charging infrastructure for commercial vehicles and fleets represents a critical innovation frontier on our journey to electrify transportation. Following extensive collaboration with industry-leading truck OEMs, the MCS1200 Megawatt Charging System delivers up to 1,200kW of continuous power — 20% more energy transfer than 1MW systems — providing heavy-duty vehicles with purpose-built single-outlet design for the energy they need during mandatory driver breaks. To support other use cases, such as CCS truck charging, a dual CCS and MCS option will also be available.
RETAIL – the award winning C50 Compact Charger complements the family as the slimmest charger in its category at just 9.3 inches depth, optimized for convenient charging during typical one-hour retail experiences. With its large touch display, the C50 takes the award-winning A400 experience even further — setting a new standard for consumer experience and very neatly echoing our own take on that “Goldilocks” timing zone for commercial charging.
ABB says that the result of its new approach are chargers that offer 99% plus uptime — a crucial statistic for commercial charging operations and a key factor to ensuring customer satisfaction. The new ABB E-mobility EVSE product family will be on display for the first time at the Advanced Clean Transportation Expo (ACT Expo) in Anaheim, California next week, then again at Power2Drive in Munich, Germany, from May 7-9.
Electrek’s Take
ACT Expo test drives; by the author.
The ACT Expo is one of – if not the most important sustainable trucking event in North America, featuring all the big names in heavy trucks, construction equipment, material handling, infrastructure – even Tier 1 suppliers. Mostly, though, it’s many fleet buyers’ only chance to test drive these zero emission trucks before writing a big PO (which just makes it even more important).
Electrek will be there again this year, and we’ll be bringing you all the latest news from press events and product reveals as it happens.
SOURCE | IMAGES: ABB E-mobility.
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Source link by Electrek
Author Jo Borrás
#ABB #bringing #modular #truck #chargers #ACT #Expo
