ReportWire

Tag: Batteries

  • How China’s Chokehold on Drugs, Chips and More Threatens the U.S.

    BEIJING—China has demonstrated it can weaponize its control over global supply chains by constricting the flow of critical rare-earth minerals. President Trump went to the negotiating table when the lack of Chinese materials threatened American production, and he reached a truce last week with Chinese leader Xi Jinping that both sides say will ease the flow of rare earths.

    But Beijing’s tools go beyond these critical minerals. Three other industries where China has a chokehold—lithium-ion batteries, mature chips and pharmaceutical ingredients—give an idea of what the U.S. would need to do to free itself fully from vulnerability. 

    Copyright ©2025 Dow Jones & Company, Inc. All Rights Reserved. 87990cbe856818d5eddac44c7b1cdeb8

    Yoko Kubota

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  • The EV Battery Tech That’s Worth the Hype, According to Experts

    You’ve seen the headlines: This battery breakthrough is going to change the electric vehicle forever. And then … silence. You head to the local showroom, and the cars all kind of look and feel the same.

    WIRED got annoyed about this phenomenon. So we talked to battery technology experts about what’s really going on in electric vehicle batteries. Which technologies are here? Which will be, probably, but aren’t yet, so don’t hold your breath? What’s probably not coming anytime soon?

    “It’s easy to get excited about these things, because batteries are so complex,” says Pranav Jaswani, a technology analyst at IDTechEx, a market intelligence firm. “Many little things are going to have such a big effect.” That’s why so many companies, including automakers, their suppliers, and battery-makers, are experimenting with so many bit parts of the battery. Swap one electrical conductor material for another, and an electric vehicle battery’s range might increase by 50 miles. Rejigger how battery packs are put together, and an automaker might bring down manufacturing costs enough to give consumers a break on the sales lot.

    Still, experts say, it can take a long time to get even small tweaks into production cars—sometimes 10 years or more. “Obviously, we want to make sure that whatever we put in an EV works well and it passes safety standards,” says Evelina Stoikou, who leads the battery technology and supply chain team at BloombergNEF, a research firm. Ensuring that means scientists coming up with new ideas, and suppliers figuring out how to execute them; the automakers, in turn, rigorously test each iteration. All the while, everyone’s asking the most important question: Does this improvement make financial sense?

    So it’s only logical that not every breakthrough in the lab makes it to the road. Here are the ones that really count—and the ones that haven’t quite panned out, at least so far.

    It’s Really Happening

    The big deal battery breakthroughs all have something in common: They’re related to the lithium-ion battery. Other battery chemistries are out there—more on them later—but in the next decade, it’s going to be hard to catch up with the dominant battery form. “Lithium-ion is already very mature,” says Stoikou. Lots of players have invested big money in the technology, so “any new one is going to have to compete with the status quo.”

    Lithium Iron Phosphate

    Why it’s exciting: LFP batteries use iron and phosphate instead of pricier and harder-to-source nickel and cobalt, which are found in conventional lithium-ion batteries. They’re also more stable and slower to degrade after multiple charges. The upshot: LFP batteries can help bring down the cost of manufacturing an EV, an especially important data point while Western electrics struggle to compete, cost-wise, with conventional gas-powered cars. LFP batteries are already common in China, and they’re set to become more popular in European and American electric vehicles in the coming years.

    Why it’s hard: LFP is less energy dense than alternatives, meaning you can’t pack as much charge—or range—into each battery.

    More Nickel

    Why it’s exciting: The increased nickel content in lithium nickel manganese cobalt batteries ups the energy density, meaning more range in a battery pack without much more size or weight. Also, more nickel can mean less cobalt, a metal that’s both expensive and ethically dubious to obtain.

    Why it’s hard: Batteries with higher nickel content are potentially less stable, which means they carry a higher risk of cracking or thermal runaway—fires. This means battery-makers experimenting with different nickel content have to spend more time and energy on the careful design of their products. That extra fussiness means more expense. For this reason, expect to see more nickel use in batteries for higher-end EVs.

    Dry Electrode Process

    Why it’s exciting: Usually, battery electrodes are made by mixing materials into a solvent slurry, which then is applied to a metal current collector foil, dried, and pressed. The dry electrode process cuts down on the solvents by mixing the materials in dry powder form before application and lamination. Less solvent means fewer environmental and health and safety concerns. And getting rid of the drying process can save production time—and up efficiency—while reducing the physical footprint needed to manufacture batteries. This all can lead to cheaper manufacturing, “which should trickle down to make a cheaper car,” says Jaswani. Tesla has already incorporated a dry anode process into its battery-making. (The anode is the negative electrode that stores lithium ions while a battery is charging.) LG and Samsung SGI are also working on pilot production lines.

    Why it’s hard: Using dry powders can be more technically complicated.

    Cell-to-Pack

    Why it’s exciting: In your standard electric vehicle battery, individual battery cells get grouped into modules, which are then assembled into packs. Not so in cell-to-pack, which puts cells directly into a pack structure without the middle module step. This lets battery-makers fit more battery into the same space, and can lead to some 50 additional miles of range and higher top speeds, says Jaswani. It also brings down manufacturing costs, savings that can be passed down to the car buyer. Big-time automakers including Tesla and BYD, plus Chinese battery giant CATL, are already using the tech.

    Why it’s hard: Without modules, it can be harder to control thermal runaway and maintain the battery pack’s structure. Plus, cell-to-pack makes replacing a faulty battery cell much harder, which means smaller flaws can require opening or even replacing the entire pack.

    Silicon Anodes

    Why it’s exciting: Lithium-ion batteries have graphite anodes. Adding silicon to the mix, though, could have huge upsides: more energy storage (meaning longer driving ranges) and faster charging, potentially down to a blazing six to 10 minutes to top up. Tesla already mixes a bit of silicon into its graphite anodes, and other automakers—Mercedes-Benz, General Motors—say they’re getting close to mass production.

    Why it’s hard: Silicon alloyed with lithium expands and contracts as it goes through the charging and discharging cycle, which can cause mechanical stress and even fracturing. Over time, this can lead to more dramatic battery capacity losses. For now, you’re more likely to find silicon anodes in smaller batteries, like those in phones or even motorcycles.

    It’s Kind of Happening

    The battery tech in the more speculative bucket has undergone plenty of testing. But it’s still not quite at a place where most manufacturers are building production lines and putting it into cars.

    Sodium-Ion Batteries

    Why it’s exciting: Sodium—it’s everywhere! Compared to lithium, the element is cheaper and easier to find and process, which means tracking down the materials to build sodium-ion batteries could give automakers a supply chain break. The batteries also seem to perform better in extreme temperatures, and are more stable. Chinese battery-maker CATL says it will start mass production of the batteries next year and that the batteries could eventually cover 40 percent of the Chinese passenger-vehicle market.

    Why it’s hard: Sodium ions are heavier than their lithium counterparts, so they generally store less energy per battery pack. That could make them a better fit for battery storage than for vehicles. It’s also early days for this tech, which means fewer suppliers and fewer time-tested manufacturing processes.

    Solid State Batteries

    Why it’s exciting: Automakers have been promising for years that groundbreaking solid state batteries are right around the corner. That would be great, if true. This tech subs the liquid or gel electrolytes in a conventional li-ion battery for a solid electrolyte. These electrolytes should come in different chemistries, but they all have some big advantages: more energy density, faster charging, more durability, fewer safety risks (no liquid electrolyte means no leaks). Toyota says it will finally launch its first vehicles with solid state batteries in 2027 or 2028. BloombergNEF projects that by 2035, solid state batteries will account for 10 percent of EV and storage production.

    Why it’s hard: Some solid electrolytes have a hard time at low temperatures. The biggest issues, however, have to do with manufacturing. Putting together these new batteries requires new equipment. It’s really hard to build defect-free layers of electrolyte. And the industry hasn’t come to an agreement about which solid electrolyte to use, which makes it hard to create supply chains.

    Maybe It’ll Happen

    Good ideas don’t always make a ton of sense in the real world.

    Wireless Charging

    Why it’s exciting: Park your car, get out, and have it charge up while you wait—no plugs required. Wireless charging could be the peak of convenience, and some automakers insist it’s coming. Porsche, for example, is showing off a prototype, with plans to roll out the real thing next year.

    Why it’s hard: The issue, says Jaswani, is that the tech underlying the chargers we have right now works perfectly well and is much cheaper to install. He expects that eventually, wireless charging will show up in some restricted use cases—maybe in buses, for example, that could charge up throughout their routes if they stop on top of a charging pad. But this tech may never go truly mainstream, he says.

    Aarian Marshall

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  • We’ve Been Using Lithium-Ion Batteries for Decades. Now We Know More About How They Work

    In science, there is a surprisingly long list of things we still haven’t exactly figured out yet but still use because they work. This unexpectedly has been the case for lithium-ion batteries—a power source for electric vehicles and various portable electronics—where scientists knew what the mechanism was but weren’t sure exactly how it worked.

    Fortunately, MIT scientists have found the answer. For a Science paper published October 2, researchers describe a model that illustrates how coupled ion-electron transfer (CIET), a process in which an electron travels to the electrode with an ion, in this case a lithium ion, may explain the life source of a lithium-ion battery. The insight could “guide the design of more powerful and faster charging lithium-ion batteries,” according to the researchers.

    A cascade of molecules

    A typical lithium-ion battery works via a chemical mechanism called intercalation. Essentially, during battery discharge, lithium ions dissolved in an electrolyte solution insert themselves inside of a solid electrode. When the ions “de-intercalate” and return to the electrolyte, the battery charges.

    The rate of intercalation governs everything from a battery’s net power to its charging speed—the reason the researchers found it imperative to better understand the underlying mechanisms, the paper explained.

    Previously, scientists believed that lithium intercalation in a battery electrode was driven by a model describing how quickly lithium ions could diffuse between the electrolyte and the electrode. However, actual experiments hadn’t quite matched what that model predicted, suggesting to researchers that there may be another option.

    A traveling pair

    For the new study, the researchers prepared more than 50 combinations of electrolytes and electrodes to straighten things out once and for all. Like previous experiments, they found sizable inconsistencies between actual data and the model. So instead, the team came up with several alternatives that could explain what they were seeing.

    Finally, they decided on a model based on the assumption that a lithium ion could only enter an electrode if it travels with an electron from an electrolyte solution—coupled ion-electron transfer. This electrochemical pairing makes it easier for intercalation to occur, the researchers explained, and the mathematics behind CIET fits the data well.

    “The electrochemical step is not lithium insertion, which you might think is the main thing, but it’s actually electron transfer to reduce the solid material that is hosting the lithium,” Martin Bazant, study co-author and a mathematician at MIT, told MIT News. “Lithium is intercalated at the same time that the electron is transferred, and they facilitate one another.”

    Not only that, but the researchers also accidentally discovered that switching up the composition of electrolytes influenced intercalation rates. Follow-up investigations could uncover more efficient ways for creating stronger, faster batteries, they explained.

    “What we hope is enabled by this work is to get the reactions to be faster and more controlled, which can speed up charging and discharging,” Bazant said.

    Gayoung Lee

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  • Exxon Says It Invented a New Graphite That Could Boost EV Batteries

    ExxonMobil, the country’s largest oil and gas company, says it has developed a more advanced form of graphite that could help extend the lifespan of electric vehicle (EV) batteries.

    CEO Darren Woods called the technology a “revolutionary step change in battery performance” at the University of Texas at Austin’s Energy Symposium on Friday. He said it’s already being tested by several EV manufacturers, Bloomberg reports.

    This new synthetic graphite is used on a battery’s anode, its negative electrode that discharges electrons. It could allow EVs to charge faster and travel farther on a single charge.

    “We’ve invented a new carbon molecule that will extend the life of the battery by 30%,” Woods said at the symposium.

    It seems a bit ironic that Exxon, which has long been criticized for contributing to climate change and faces several state lawsuits for allegedly misleading the public about fossil fuel risks, is now moving into EV tech. But it’s not entirely surprising. The company has a long history of researching and advancing fossil fuel alternatives. For instance, it actually invented the lithium-ion battery in the early 1970s.

    “We don’t do wind and solar, we have no issues with wind and solar, but we don’t have capability in that space,” Woods told symposium attendees. “But we do have capability of transforming molecules, and there are enormous opportunities in that space to use hydrogen and carbon molecules to meet the growing demand.”

    But the company usually only pursues such projects if they make sense for its bottom line. In August, Exxon said it might delay a low-carbon hydrogen and ammonia project due to limited customer interest.

    Conversely, Exxon is betting that EV batteries could be a good long-term investment. U.S. EV sales may have dipped recently, but Exxon expects demand to rise over time.

    “Like in any market, there are fluctuations in the near term,” Dave Andrew, Exxon’s vice president of new market development, told The New York Times. “But we fundamentally see the demand for batteries, electric vehicles, and increasingly large-scale energy storage solutions increasing over the longer term.”

    Most of the material used in batteries today comes from China. Producing graphite for batteries in the U.S. could provide both political and financial advantages for Exxon, especially under Trump-era tariffs.

    This week, Exxon announced it acquired several production and tech assets from Chicago-based Superior Graphite. Exxon aims to scale up manufacturing, with commercial production targeted for 2029.

    “Synthetic graphite can play a critical role in the energy transition. It’s a key component in electric vehicles and battery energy stationary storage solutions,” Exxon said in a press release. “We anticipate the demand for higher performance batteries will continue to grow, therefore also increasing demand for higher performance graphite materials.”

    Bruce Gil

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  • Automakers Are Hot for Extended-Range EVs. They Hope Buyers Like Them Too

    Automakers Are Hot for Extended-Range EVs. They Hope Buyers Like Them Too

    EREVs have some manufacturing advantages, too, says Steven Ewing, who directs editorial content at Edmunds. Specifics on Scout production are scant, but at least the Ramcharger is using components and technology that Stellantis already puts in other cars. “You’re not introducing this giant new propulsion system,” Ewing says. On the EREV (and PHEV) con side: It’s always going to be expensive to put two powertrains into one vehicle.

    An Emissions Win?

    Some climate advocates, who hope the world transitions quickly to battery electric vehicles to stave off the worst of climate change, say EREVs could be part of a cleaner transportation system, even if the design still uses gasoline.

    “The future is fully electric,” says Kathy Harris, who directs the clean vehicles policy program at the Natural Resources Defense Council, an environmental advocacy group. “But many drivers are worried about going fully electric. While the country continues to build out a robust charging network, EREVs can be a good choice for some of them.”

    EREVs might prove less emissions-intensive than their PHEV cousins because drivers cannot simply choose to skip charging and drive on gasoline alone, a phenomenon that some researchers worry is degrading the real-life emissions output of many plug-ins.

    Other researchers are less convinced by automakers’ “bridge technology” arguments but say EREVs might be helpful anyway. EREVs are showing up on heavy vehicles like trucks and SUVs because those need more battery power to move, especially when they’re hauling or towing. The tech might obviate the complaints of, say, some Ford F-150 Lightning owners, who say they want to use their all-electric trucks to do work and charge tools but can’t get enough done on one charge. Full battery electric might never be a fit for every person.

    “For those drivers who live in rural areas or who have driving patterns where they go long distances every day, a range extender with a very efficient generator may be a great technology,” says Gil Tal, who directs the Electric Vehicle Research Center at UC Davis. “I think that will be the way we get to 100 percent electric.”

    Older Tech, New Interest

    Technically, the Chevrolet Volt, which in 2010 represented General Motors’ first modern foray into EV tech, was an EREV, though it was marketed as a PHEV. Jaguar intended a 2010 concept car, the C-X75, to go into limited production in 2013 but canceled the project amidt the Great Recession. (A C-X75 appeared in the James Bond film Spectre, and a design firm turned out a gas-powered conversion, but otherwise the car never saw the light of day). A few years later, the BMW i3 EV came with a range-extender option, with a very small generator giving drivers a few extra miles to get to a charger, stat. But that choice didn’t prove popular with buyers, according to Edmunds data.

    The EREV story began to change in China. The Chinese automaker Li Auto was a global outlier in 2019 when it unveiled its first model, the Li One, a range-extended SUV. That year, EREVs accounted for 1 percent of all PHEV sales, according to the research firm BloombergNEF. But by 2023, Li Auto had led EREVs to a 28 percent share of PHEV sales—accounting for 9 percent of all electric vehicle sales in China. That’s not a huge share, but the tech has “been transformative in a pretty short amount of time,” says Corey Cantor, an analyst with BloombergNEF who covers electric vehicles. The world might be learning from that experience.

    Aarian Marshall

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  • The Auto Industry Finally Has a Plan to Stop Electric Vehicle Fires

    The Auto Industry Finally Has a Plan to Stop Electric Vehicle Fires

    Last month, a Mercedes Benz EQE 350 electric vehicle caught fire in a South Korean apartment building’s underground parking garage. Reportedly, 23 people were sent to the hospital and approximately 900 cars were damaged. The fire reached temperatures of more than 2,700 degrees Fahrenheit (1,500 degrees Celsius), and took firefighters almost eight hours to extinguish.

    The incident led to a series of swift policy changes in the country, including the acceleration of a planned EV battery certification program and new rules in Seoul that should prevent owners from “overcharging” their vehicles in underground parking garages. It has also pushed automakers to do something they wouldn’t normally: reveal who makes the batteries inside their electric cars. (In early September, the South Korean government said it would require automakers to disclose this often secret information.)

    Data from the National Transportation Safety Board, the US’s independent federal investigation agency, shows that the risks of electric vehicle battery fires are low. In fact, very low. An analysis of that data by one insurance company suggested that more than 1,500 gas cars catch on fire per 100,000 sales, compared to just 25 electric vehicles.

    On some level, fire is a risk of any kind of battery technology. Professionals talk about the “fire triangle”—the three-ingredient recipe for ignition. Fire needs oxygen, a spark, and fuel. Because the point of a lithium-ion electric vehicle is to store energy, the fuel is always there. EV batteries are meant to be tightly packed and isolated from other parts of the car, but an incident like a catastrophic crash might quickly introduce oxygen and heat to the brew.

    Building a Fire-Proof(ish) Battery

    Some battery makers have taken steps to reduce the risk of their batteries catching fire. The first is to create stringent manufacturing processes and standards. This is important because any sort of flaw in a battery could lead to an inferno, says Venkat Srinivasan, who studies batteries and directs the Argonne Collaborative Center for Energy Storage Science at the US’s Argonne National Laboratory.

    To understand why battery manufacturing matters to fire risk, you have to understand the basics of lithium-ion batteries. The battery’s anode and cathode store lithium, and they are connected by an electrolyte, a liquid chemical that passes lithium ions between the two to store or release energy. If, say, a tiny particle of metal gets into that electrolyte through an unclean manufacturing process, and it keeps getting electrified as the battery charges up and down, it could create a spark, open the battery cell, and allow oxygen to come rushing in and possibly expose the entire battery pack to fire.

    These sorts of battery-making screw-ups do happen. In August, Jaguar told some 3,000 owners of its 2019 I-Pace SUV to park their vehicles outside because of fire risk, which was linked to three fires. The manufacturer behind those vehicles’ packs, the South Korean firm LG Energy Solution, has been subject to a US road safety probe since 2022. BMW, General Motors, Hyundai, Stellantis, and Volkswagen have all recalled vehicles over battery risks (some of them in hybrid rather than all-electric vehicles). But these situations are rare. Through solid manufacturing processes, “one can never make the risk of fire absolutely zero, but good companies have minimized the risk,” says Srinivasan.

    Less Fire-y Chemistries

    The good news is that less-fire-prone batteries are already rolling around in cars, thanks to specific battery chemistries that are harder to ignite. Since the first Tesla hit the road in 2008, the standard electric vehicle battery has been made primarily from nickel and cobalt. Batteries with this makeup charge quickly and hold lots of energy, which is great for EV use because drivers of vehicles that use them enjoy longer ranges and faster top-ups. They’re also more likely to enter “thermal runaway” at lower temperatures, in the 400- to 300-degrees Fahrenheit (210 to 150 degrees Celsius) range.

    Thermal runaway is a state in which lithium-ion batteries enter a kind of fire doom loop: A damaged battery cell produces heat and flammable gases, which in turn produces more heat and flammable gases, which begins to heat nearby battery cells, which release more heat and gas. The fire then becomes self-sustaining and hard to put out.

    Aarian Marshall

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  • How Electric-Vehicle Battery Fires Happen—and How You Should React

    How Electric-Vehicle Battery Fires Happen—and How You Should React

    Lithium-ion battery fires can be intense and frightening. As someone who used to repair second-hand smartphones, I’ve extinguished my fair share of flaming iPhones with punctured lithium-ion batteries. And the type of smartphone battery in your pocket right now, is similar to what’s inside of electric vehicles. Except, the EV battery stores way more energy—so much energy that some firefighters are receiving special training to extinguish the extra-intense EV flames that are emitted by burning EV batteries after road accidents.

    If you’ve been reading the news about EVs, you’ve likely encountered plenty of scary articles about battery fires on the rise. Recently, the US National Transportation Safety Board and the California Highway Patrol announced they are investigating a Tesla semi truck fire that ignited after the vehicle struck a tree. The lithium-ion battery burned for around four hours.

    Does this mean that you should worry about your personal electric vehicle as a potential fire hazard? Not really. It makes more sense to worry about a gas-powered vehicle going up in flames than an electric vehicle, since EVs are less likely to catch fire than their more traditional transportation counterparts.

    “Fires because of battery manufacturing defects are really very rare,” says Matthew McDowell, a codirector of Georgia Tech’s Advanced Battery Center. “Especially in electric vehicles, because they also have battery management systems.” The software keeps tabs on the different cells that comprise an EV’s battery and can help prevent the battery from being pushed beyond its limits.

    How Do Electric Vehicle Fires Happen?

    During a crash that damages the EV battery, a fire may start with what’s called thermal runaway. EV batteries aren’t one solid brick. Rather, think of these batteries as a collection of many smaller batteries, called cells, pressed up against each other. With thermal runaway, a chemical reaction located in one of the cells lights an initial fire, and the heat soon spreads to each adjacent cell until the entire EV battery is burning.

    Greg Less, director of the University of Michigan’s Battery Lab, breaks down EV battery fires into two, distinct categories: accidents and manufacturing defects. He considers accidents to be everything from a collision that punctures the battery to a charging mishap. “Let’s take those off the table,” says Less. “Because, I think people understand that, regardless of the vehicle type, if you’re in an accident, there could be a fire.”

    While all EV battery fires are hard to put out, fires from manufacturing defects are likely more concerning to consumers, due to their seeming randomness. (Think back to when all those Samsung phones had to be recalled because battery issues made them fire hazards.) How do these rare issues with EV batteries manufacturing cause fires, at what may feel like random moments?

    It all comes down to how the batteries are engineered. “There’s some level of the engineering that has gone wrong and caused the cell to short, which then starts generating heat,” says Less. “Heat causes the liquid electrolyte to evaporate, creating a gas inside the cell. When the heat gets high enough, it catches fire, explodes, and then propagates to other cells.” These kinds of defects are likely what caused the highly publicized recent EV fires in South Korea, one of which damaged over a hundred vehicles in a parking lot.

    How to React if Your EV Catches Fire

    According to the National Fire Prevention Agency, if an EV ever catches fire while you’re behind the wheel, immediately find a safe way to pull over and get the car away from the main road. Then, turn off the engine and make sure everyone leaves the vehicle immediately. Don’t delay things by grabbing personal belongings, just get out. Remain over 100 feet away from the burning car as you call 911 and request the fire department.

    Also, you shouldn’t attempt to put out the flame yourself. This is a chemical fire, so a couple buckets of water won’t sufficiently smother the flames. EV battery fires can take first responders around ten times more water to extinguish than a fire in a gas-powered vehicle. Sometimes the firefighters may decide to let the battery just burn itself out, rather than dousing it with water.

    Reece Rogers

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  • The Mysterious Discovery of ‘Dark Oxygen’ on the Ocean Floor

    The Mysterious Discovery of ‘Dark Oxygen’ on the Ocean Floor

    This story originally appeared on WIRED Italia and has been translated from Italian.

    For more than 10 years, Andrew Sweetman and his colleagues have been studying the ocean floor and its ecosystems, particularly in the Pacific’s Clarion-Clipperton Zone, an area littered with polymetallic nodules. As big as potatoes, these rocks contain valuable metals—lithium, copper, cobalt, manganese, and nickel—that are used to make batteries. They are a tempting bounty for deep-sea mining companies, which are developing technologies to bring them to the surface.

    The nodules may be a prospective source of battery ingredients, but Sweetman believes they could already be producing something quite different: oxygen. Typically, the element is generated when organisms photosynthesize, but light doesn’t reach 4,000 meters below the ocean’s surface. Rather, as Sweetman and his team at the Scottish Association for Marine Science suggest in a new paper, the nodules could be driving a reaction that produces this “dark” oxygen from seawater.

    Sweetman first noticed something strange in 2013. With his team, he’d been working to measure oxygen flow in confined areas within nodule-rich areas of the seabed. The flow of oxygen seemed to increase at the seafloor, despite the fact that there were no photosynthesizing organisms nearby, so much so that the researchers thought it was an instrumental anomaly.

    The same finding, however, was repeated in 2021, albeit using a different measurement approach. The scientists were assessing changes in oxygen levels inside a benthic chamber, an instrument that collects sediment and seawater to create enclosed samples of the seabed environment. The instrument allowed them to analyze, among other things, how oxygen was being consumed by microorganisms within the sample environment. Oxygen trapped in the chamber should have decreased over time as organisms in the water and sediment consumed it, but it did the opposite: Despite the dark conditions preventing any photosynthetic reactions, oxygen levels in the benthic chamber increased.

    The issue needed to be investigated. First, the team ascertained with certainty that any microorganisms capable of producing oxygen weren’t present. Once they were sure, the scientists hypothesized that polymetallic nodules captured in the benthic chamber might be involved. After several laboratory tests, Sweetman says, they found that the nodules act like a geobattery: They generate a small electric current (about 1 volt each) that splits water molecules into their two components, hydrogen and oxygen, in a process called electrolysis.

    How the nodules produce oxygen, however, is not entirely clear: It’s not known what generates the electric current, whether the reaction is continuous, and crucially, whether the oxygen production is significant enough to sustain an ecosystem.

    Then there’s an even bigger question: What if the electrolysis induced by the polymetallic nodules was the spark that started life on Earth? According to Sweetman, this is an exciting hypothesis that should be explored further. It might even be possible that this could take place on other worlds, and be a potential source of alien life.

    These possibilities add weight to the argument that the deep seabed is a delicate environment that needs to be protected from industrial exploitation. (There is already a petition, signed by more than 800 marine scientists from 44 different countries, that highlights the broader environmental risks of deep sea mining and calls for a pause on its development.)

    But with many questions unanswered, some are casting doubt on the findings. The biggest criticisms have come from within the seabed-mining world: Patrick Downes of the Metals Company, a seabed-mining company that works in deep water—the same waters Sweetman studied and that partly funded Sweetman’s research—says the results are the result of oxygen contamination from outside sources, and that his company will soon produce a paper refuting the thesis put forward by Sweetman’s group.

    Mara Magistroni

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  • It Will Soon Be Easier for Americans to Recycle Batteries

    It Will Soon Be Easier for Americans to Recycle Batteries

    Do you have a collection of old cell phones in a desk drawer somewhere because you don’t know what to do with them? A new US initiative aims to make it easier for people to recycle phones, computers, and other battery-powered electronics.

    This month, the US Department of Energy announced a $14 million program that will fund more than 1,000 consumer battery collection sites across the country at Staples and Battery Plus stores. It’s part of a larger $62 million effort announced by the Biden administration in April to boost battery recycling.

    The average lifespan of a smartphone is just two to three years, resulting in billions of discarded phones every year that are adding to the world’s alarming electronic waste problem.

    Smartphones can’t be discarded in household garbage or recycling bins. They contain lithium-ion batteries that can leak toxic chemicals into the environment or spark dangerous fires if damaged, punctured, or exposed to excessive heat.

    And disposing of batteries improperly isn’t just an environmental problem. The Department of Energy sees it as an economic problem as well. Many rechargeable batteries contain lithium, nickel, cobalt, graphite, and manganese—critical materials needed to make clean energy technologies, including wind turbines and electric vehicles. With EV sales growing in the US, more of these materials will be needed.

    “Up to now, China has largely cornered the market on processing those, and in many cases on extracting them as well,” US Secretary of Energy Jennifer Granholm told WIRED in an interview. “We want to be able to create multiple ways for us to access those critical materials in the United States, and recycling is one component of that.” She added that US battery recycling capacity has been “very underutilized.”

    When batteries are thrown away, those materials can’t be recovered. If they’re recycled, these resources can be used over and over again—and research has found that recycled battery materials can work as well as new ones.

    “What we don’t want is to be losing critical minerals from the supply chain,” says Martin Bazant, a professor of chemical engineering at MIT who leads the Center for Battery Sustainability, a joint effort of MIT and Northeastern University. “We have to be able to recycle them.”

    Bazant says it makes sense for the government to work with retail stores that sell consumer electronics and batteries to increase the recovery of these materials. “These companies are very visible,” he says. But he acknowledges that it could be a challenge to get people to recognize not only the importance of preserving these materials, but also the environmental damage they can do if not disposed of properly.

    Even if the collection sites are successful, there’s still a question of who’s going to process the batteries, says Doug Kobold, executive director of the California Product Stewardship Council, which has sponsored legislation on battery recycling. The problem, he says, is that extracting critical materials from recycled batteries is complex and costly. In fact, processing these materials can be more expensive than mining them fresh. And lithium is especially dangerous to handle because of its reactive properties. Only about 5 percent of lithium-ion batteries are thought to be recycled, according to the American Chemical Society.

    “Every facility that is processing those is taking them at a cost,” Kobold says. “We need to figure out how to fund the cost of processing.”

    California tacks on a visible fee to certain electronic devices to help fund recycling them. It’s similar to how states charge a tire recycling fee up front when you purchase a new set of tires. “Propping up collection networks in other states may still be problematic, because once you collect it, who’s paying for it to be processed?” Kobold says.

    Scientists are working on ways to recycle lithium-ion batteries more sustainably and cost-effectively, but those methods could take years to become profitable.

    James Tour, a chemist at Rice University who studies methods to recycle batteries, says one way the US could improve its battery recycling ecosystem is to standardize battery designs with new regulations, which could help streamline processing. “These metals are infinitely recyclable,” he says. “We need better designs that make it easier to get into the batteries.”

    Rechargeable batteries, cell phones, laptops, vacuums, and smartwatches are among the items that will be collected at the new sites. EV batteries will not be accepted.

    Emily Mullin

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  • The 18 Best Portable Chargers for All of Your Devices

    The 18 Best Portable Chargers for All of Your Devices

    There are a few things worth thinking about when you’re shopping for a portable charger.

    Capacity: The capacity of a power bank is measured in milliampere-hours (mAh), but this can be a little misleading because the amount of power you get out depends on the cable you use, the device you’re charging, and the charging method (Qi wireless charging is less efficient). You will never get the maximum capacity. We try to provide an estimate of what you’ll get in terms of charges for devices.

    Charging speeds and standards: The charging rate for devices like smartphones is measured in watts (W), but most power banks list the voltage (V) and the amperage (A). Thankfully, you can calculate the wattage yourself simply by multiplying the voltage and amperage. Unfortunately, getting that maximum rate also depends on your device, the standards it supports, and the charging cable you use. Many smartphones, including Apple’s iPhones, support the power delivery standard, meaning you can use higher-power power banks to recharge the device with no issues. A few phones, such as Samsung’s Galaxy S range, support a supplementary PD protocol called PPS (Programmable Power Supply) that goes up to 45 W. Many phones also support Qualcomm’s proprietary Quick Charge (QC) standard. There are also other proprietary fast-charging standards, but you won’t generally find power banks that support them unless they come from the smartphone manufacturer.

    Pass-through: If you want to charge your power bank and use it to charge another device simultaneously, it will need pass-through support. The Nimble, GoalZero, Biolite, Mophie, Zendure, and Sharge portable chargers listed support pass-through charging. Anker discontinued support for pass-through in some of its products because it found that differences between the output of the wall charger and the input of the device charging can cause the power bank to cycle on and off rapidly and shorten its lifespan. Monoprice does not support pass-through charging, either. We would advise caution when using pass-through, as it can also cause portable chargers to heat up.

    Travel: It’s safe to travel with a power bank, but there are two restrictions to keep in mind when you board a flight: You must have the portable charger in your carry-on luggage (it cannot be checked), and it must not exceed 100 Wh (watt-hours). If your power bank has a larger capacity than 27,000 mAh, you should check with the airline. Below that should not be a problem.

    Simon Hill, Scott Gilbertson

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  • Raycon Made My New Favorite Power Bank

    Raycon Made My New Favorite Power Bank

    I’m picky when it comes to portable chargers. There are plenty of power banks out there with built-in cables and wall plugs, but in a crowded market, it takes a lot more than a 10,000-mAh capacity to catch my eye. That’s why I was shocked that Raycon’s Magic Power Bank not only did everything I ever wanted but also some things I didn’t know I could want from a portable battery. And then I discovered the built-in phone stand.

    This power bank’s 10,000-mAh capacity is enough to charge your phone around two times. It also has two charging cables built in—one USB-C and one Lightning cable for older iPhones and Apple devices. Additionally, it has two USB ports (one USB-A and one USB-C) on the front where you can connect additional cables.

    Raycon calls this a 5-in-1 power bank, but you might’ve noticed those cables and ports only account for four charging options. The fifth sits atop the power bank: a MagSafe-compatible 15-watt wireless charging pad. While only certain iPhones support Apple’s magnetic accessory system, the wireless charger will work for any phone that supports the Qi standard. It’s worth noting that since this is not Made-for-iPhone-certified, MagSafe iPhones will only be able to take advantage of 7.5-watt charging speeds from the magnetic interface, which essentially means it’ll charge slowly.

    Still, the battery can use all five charging methods simultaneously. (You might need to press the button beneath the digital display to activate the wireless charging for some phones.) If that was all this power bank did, it would be enough to be my new everyday carry battery. But there’s more.

    Extras on Extras

    Recharging the Magic Power Bank is super simple. It has a two-prong wall plug you can plug directly into any typical wall socket (in North America). It can also be recharged via the USB-C port on the front if you don’t have a convenient wall outlet nearby.

    Photograph: Eric Ravenscraft

    A rubber loop sits in one corner of the power bank, which makes it easy to latch onto a bag or belt. I often find myself at conventions or festivals where I expect my phone to die more often than usual, and carrying a giant battery in my pocket is cumbersome. This loop is a welcome addition. Even if I don’t want to carry around a bag, I can use a carabiner to latch it to one of my belt loops.

    On the front of the battery, a digital readout shows the power bank’s current charge. This feature is mercifully becoming more standard on power banks, but it still feels like a nice-to-have. I’ve owned dozens of portable batteries, but only a few that can show me how full they are with this level of accuracy. Once you’ve had that convenience, it’s hard to go back.

    And a Phone Stand

    With the wireless charger, digital readout, and built-in cables/wall plug, I was ready to call this my new favorite portable battery. But I noticed an odd little plastic slider on the bottom. It has a couple of ridges; when I slid it out, it clicked into place. I hadn’t read everything about this battery before I started fiddling with it, so the surprise I felt when I realized what it was for brought me the kind of joy that gadget nerds live for.

    It was a phone stand. A phone stand! I set the battery on my desk, laid my phone on it sideways, and it rested, tilted up at a slight angle to make it easy to watch a video. I could also prop the phone up in portrait mode to keep an eye on my notifications while my phone was on my desk (or for watching vertical videos).

    Eric Ravenscraft

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  • How Many Charging Stations Would We Need to Totally Replace Gas Stations?

    How Many Charging Stations Would We Need to Totally Replace Gas Stations?

    Buyers curious about making the switch to electric vehicles have made it clear in survey after survey after survey: Charging kind of freaks them out.

    In many ways, drivers report, owning an EV is the same if not better than owning a gas-powered car. But fueling an electric vehicle is different, and can be inconvenient depending on where you live, and is therefore sometimes scary to even those interested in buying electric.

    The majority of today’s American EV owners charge at home, but more than 20 percent of US households don’t have access to consistent off-street parking where they can plug in overnight. The public charging network, meanwhile, can be spotty, and drivers have complained that chargers aren’t always well maintained or even functioning.

    The good news is that automakers, governments, and other policy players realize the US has a charging problem. They want more people in electric cars. Automakers are scaling up EV production and want people to buy them, and legislators realize that nixing gas-powered cars in favor of zero-emissions electrics will be an important part of staving off the worst effects of climate change.

    As a result of the early efforts to make the switch to EVs, the US currently has 188,600 public and private charging ports, and 67,900 charging stations, according to data collected by the US Department of Energy—figures that have more than doubled since 2020. Another 240 stations are currently planned. Compare that to today’s gas infrastructure: The country has about 145,000 gas fueling stations, according to the American Petroleum Institute.

    At WIRED, the whole situation got us interested in a thought experiment: If we could magically snap our fingers and turn every auto electric, how many charging stations would the US need to add?

    Number-crunchers at Coltura, an alternative fuel research and advocacy group, crunched the numbers:

    The upshot? The nation needs to build lots and lots more chargers before it gets to full electrification, a point experts suggest should come in the 2040s. But the task may not be as insurmountable as it looks.

    The number of public chargers will have to grow by a factor of six, as estimated by Matthew Metz, Coltura’s executive director, and Ron Barzilay, its data and policy associate. “We’re not necessarily off-track,” says Metz.

    Aarian Marshall

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  • Biden’s New Import Rules Will Hit Ebike Batteries Too

    Biden’s New Import Rules Will Hit Ebike Batteries Too

    Last week, the Biden administration announced it would levy dramatic new tariffs on electric vehicles, electric vehicle batteries, and battery components imported into the United States from China. The move kicked off another round of global debate on how best to push the transportation industry toward an emissions-free future, and how global automotive manufacturers outside of China should compete with the Asian country’s well-engineered and low-cost car options.

    But what is an electric vehicle exactly? China has dominated bicycle manufacturing, too; it was responsible for some 80 percent of US bicycle imports in 2021, according to one report. In cycling circles, the US’s new trade policies have raised questions about how much bicycle companies will have to pay to get Chinese-made bicycles and components into the US, and whether any new costs will get passed on to US customers.

    On Wednesday, the Office of the United States Trade Representative—the US agency that creates trade policy—clarified that ebike batteries would be affected by the new policy, too.

    In a written statement, Angela Perez, a spokesperson for the USTR, said that ebike batteries imported from China on their own will be subject to new tariffs of 25 percent in 2026, up from 7.5 percent.

    But it’s unclear whether imported complete ebikes, as well as other cycling products including children’s bicycles and bicycle trailers, might be affected by new US trade policies. These products have technically been subject to 25 percent tariffs since the Trump administration. But US trade officials have consistently used exclusions to waive tariffs for many of those cycling products. The latest round of exclusions are set to expire at the end of this month.

    Perez, the USTR spokesperson, said the future of tariff exclusions related to bicycles would be “addressed in the coming days.”

    If the administration does not extend tariff exclusions for some Chinese-made bicycle products, “it will not help adoption” of ebikes, says Matt Moore, the head of policy at the bicycle advocacy group PeopleForBikes. Following the announcement of additional tariffs on Chinese products earlier this month, PeopleForBikes urged its members to contact local representatives and advocate for an extension of the tariff exclusions. The group estimates tariff exclusions have saved the bike industry more than $130 million since 2018. It’s hard to pinpoint how much this has saved bicycle buyers, but in general, Moore says, companies that pay higher “landed costs”—that is, the cost of the product to get from the factory floor to an owner’s home—raise prices to cover their margins.

    The tariff tussle comes as the US is in the midst of an extended electric bicycle boom. US sales of ebikes peaked in 2022 at $903 million, up from $240 million in 2019, according to Circana’s Retail Tracking Service. Sales spiked as Americans looked for ways to get active and take advantage of the pandemic era’s empty streets. Ebike sales fell last year, but have ticked up by 4 percent since the start of 2024, according to Circana.

    In the US, climate-conscious state and local governments have started to think more seriously about subsidizing electric bicycles in the way they have electric autos. States including Colorado and Hawaii give rebates to income-qualified residents. Ebike rebate programs in Denver and Connecticut were so popular among cyclists that they ran out of funding in days.

    A paper published last year by researchers with the University of California, Davis, suggests these sorts of programs might work. It found that people who used local and state rebate programs to buy ebikes reported bicycling more after their purchases. Almost 40 percent of respondents said they replaced at least one weekly car trip with their ebike in the long-term—the kind of shift that could put a noticeable dent in carbon emissions.

    Aarian Marshall

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  • Tesla’s Controversial Factory Expansion Is Approved

    Tesla’s Controversial Factory Expansion Is Approved

    The controversial expansion of Tesla’s only European Gigafactory was approved on Thursday, as the local council in the German municipality of Grünheide voted in favor of the carmaker’s plans to grow its facility near Berlin.

    The majority of 19 council representatives supported Tesla’s plans to expand the factory. Eleven councilors voted in favor of the expansion, six voted against, while two abstained. The vote improves Tesla’s chances of being able to build more space for logistics, including a train station, although the company still has to secure the approval of local environment authorities. In July, Tesla announced plans to build 1 million electric cars per year at the site.

    Around 50 protesters gathered outside the local government building as the result was announced, according to local reports. “It’s pretty disappointing,” says Esther Kamm, spokesperson for the anti-Tesla protest group, Turn Off the Tap on Tesla (TDHA), who watched the vote take place. She said the group would still try to stop the expansion by continuing to hold protests while exploring their legal options.

    “It was a bad decision today, and this makes things harder, but it’s definitely not the end of the story.”

    TDHA is just one of a wide alliance of environmental groups who oppose the expansion, claiming that the factory’s presence threatens to pollute local water supplies and describing the carmaker’s reputation as an environmentally friendly company as misleading.

    “I’m pissed,” says Manu Hoyer, spokesperson for the Citizens Initiative Grünheide (Bürgerinitiative Grünheide), which represents local residents who oppose the factory, in a statement. “Today the local council ignored the vote of me and my fellow citizens.” In February, 65 percent of locals voted against the expansion plan in a nonbinding poll.

    Last week, during a demonstration against the expansion, hundreds of protesters attempted to storm the factory, amid clashes with police. As part of a five-day protest, police said 23 demonstrators were detained and 27 officers injured.

    Anti-Tesla protesters say they want to draw attention to the mineral mining necessary to build electric car batteries and the problems that can pose to local communities. Compared to conventional cars, electric car batteries require 170 kilograms more minerals such as lithium, nickel, and cobalt, according to 2021 figures published by the International Energy Agency.

    Since February, a handful of protesters have been living in treehouses in the forest, just footsteps away from the Tesla factory, in another attempt to stop the site’s expansion. They currently have permission to stay until May 20. An attempt by police to force the camp to leave before that date was rejected today by a German court.

    Morgan Meaker

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  • These Electric School Buses Are on Their Way to Save the Grid

    These Electric School Buses Are on Their Way to Save the Grid

    The school bus is in many ways ideal for V2G. “There’s no uncertainty in terms of the use of the bus,” says Patricia Hidalgo-Gonzalez, director of the Renewable Energy and Advanced Mathematics Lab at UC San Diego, who studies the grid but wasn’t involved in the project. “Having that clarity on what the transportation needs are—that makes it much easier for the grid to know when they can make use of that asset.”

    Zum’s buses start operating at 6 or 6:30 am, drive kids to school, and finish up by 9 or 9:30 am. While the kids are in class—when there’s the most solar energy flowing into the grid—Zum’s buses plug into fast-chargers. The buses then unplug and drive the kids home in the afternoon. “They have large batteries, typically four to six times a Tesla battery, and they drive very few miles,” says Vivek Garg, cofounder and COO of Zum. “So there’s a lot of battery left by end of the day.”

    After the kids are dropped off, the buses plug in again, just as demand is spiking on the grid. But instead of further increasing that demand by charging, the buses send their surplus power back to the grid. Once demand has waned, around 10 pm, the buses start charging, topping themselves up with electricity from nonsolar sources, so they’re ready to pick up kids in the morning. Zum’s system decides when to charge or discharge depending on the time of day, so the driver just has to plug in their bus and walk away.

    On weekends, holidays, or over the summer, the buses will spend even more time sitting unused—a whole fleet of batteries that might otherwise be idle. Given the resources needed to make batteries and the need for more grid storage, it makes sense to use what batteries are available as much as possible. “It’s not like you’re placing a battery somewhere and then you’re only using them for energy,” says Garg. “You’re using that battery for transportation, and in the evening you’re using the same battery during the peak hour for stabilizing the grid.”

    Get ready to see more of these electric buses—if your kid isn’t already riding in one. Between 2022 and 2026, the EPA’s Clean School Bus Program is providing $5 billion to swap out gas-powered school buses for zero-emission and low-emission ones. States like California are providing additional funding to make the switch.

    One hurdle is the significant upfront cost for a school district, as an electric bus costs several times more than an old-school gas-guzzler. But if the bus can do V2G, the excess battery power at the end of the day can be traded as energy back to the grid during peak hours to offset the cost difference. “We have used the V2G revenue to bring this transportation cost at par with the diesel buses,” says Garg.

    For the Oakland schools project, Zum has been working with the local utility, Pacific Gas and Electric, to pilot how this works in practice. PG&E is testing out an adaptable system: Depending on the time of day and the supply and demand on the grid, a V2G participant pays a dynamic rate for energy use and gets paid based on the same dynamic rate for the energy they send back to the system. “Having a fleet of 74 buses—to be followed by other fleets, with more buses with Zum—is perfect for this, because we really want something that’s going to scale and make an impact,” says Rudi Halbright, product manager of vehicle-grid-integration pilots and analysis at PG&E.

    Matt Simon

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  • Biden Is Trying to Buy EVs Time With New Tariffs on China. It Might Not Work

    Biden Is Trying to Buy EVs Time With New Tariffs on China. It Might Not Work

    Today, the Biden administration announced a near-unprecedented 100 percent tariff on Chinese-made electric vehicles, a move the White House said would protect the American industry from “unfairly priced Chinese imports.” Previously, tariffs on Chinese EVs sat at 25 percent.

    Electric vehicle batteries and battery components will also be subject to new tariffs—Chinese lithium-ion battery tariffs rise from 7.5 percent to 25 percent, and rates for Chinese critical minerals, including manganese and cobalt, will move from 0 percent to 25 percent.

    The move, just the latest in a flurry of actions taken by the Biden administration against Chinese vehicles and their components, comes at a delicate time for the US electric vehicle industry, which lags behind China not only in vehicle price but quality.

    China’s lead in electrics, experts say, stems from years of investment in vehicle software, battery, and, critically, supply chain development. BYD, which briefly overtook Tesla as the world’s top EV seller last fall, has been manufacturing electric vehicles since 2003.

    Meanwhile, the prospect of catastrophic global climate change hangs not only over the US auto industry, but the entire world. Motor and diesel fuel consumption in the US transportation sector accounted for nearly a third of the country’s energy-related carbon dioxide emissions last year, according to the US Energy Information Administration.

    The tariffs reflect the US government’s unfortunate bind: It hopes to rev up sustainable energy sources while tamping down on imports from a country that happens to produce sustainable energy sources very well.

    The tariffs are also meant to start the clock on the US’s own domestic electric vehicle development, which will need more and cheaper electric cars, but also the batteries and battery supply chains to make them go.

    Or, maybe not start it. “The clock started 10 years ago, and we’re behind. We’re way behind,” says John Helveston, an assistant professor in engineering management and systems engineering at George Washington University who studies electric vehicle development and policy. The tariffs, he says, will not insulate the US against competition from Chinese cars forever. “They’re not going to make us better at making things.”

    Will the effort work? In a written statement, John Bozzella, president and CEO of the US’s main auto lobbying group, the Alliance for Automotive Innovation, was sanguine: “US automakers can outcompete and out innovate anyone on the EV transition,” he said. “No doubt about that. The issue at this moment isn’t the will … the issue is time.”

    But even with more time, the future will be complicated. Automakers and auto suppliers selling in the US will have to figure out how to stay afloat even as they continue to pour billions into electric vehicle and battery development. And while US electric vehicle sales are going up, their growth has slowed.

    Meanwhile, another influential US policy, the Inflation Reduction Act, directs billions to building up domestic supply chains for electric vehicles and other renewable energy sources. But those efforts could take years.

    “The administration is trying to walk a line,” says Susan Helper, a professor of economics at Case Western Reserve University, who worked on electric vehicle policy in the Biden administration. “One goal is a strong auto industry with good jobs and clean production methods, and the other is fast action on climate change. In the long-term, they’re consistent with each other. In the short term, there’s conflict.”

    Aarian Marshall

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  • An Innovative EV Motor Used by Lamborghini, McLaren, and Ferrari Is Being Mass-Produced by Mercedes

    An Innovative EV Motor Used by Lamborghini, McLaren, and Ferrari Is Being Mass-Produced by Mercedes

    Car enthusiasts mourn the commoditization of propulsion. Once petrolheads would have chosen a BMW for its sonorous straight-six or a Mercedes-AMG for its thunderous V8. Now many believe that distinctiveness is rapidly diminishing. Electric cars might provide mad, silent thrust, but a common complaint is they are mostly indistinguishable for the character of their drivetrains.

    Carmakers worry about this too. Their engineering DNA is less apparent in the EV age, leaving them more reliant on design, brand power, and other types of technology to differentiate their cars and keep their customers. There’s no point trying to trump the competition on power when the quickest Teslas and Lucids already have far more than you can ever deploy on the public road. More isn’t better when you already have too much.

    But soon there’ll be a choice again: between the conventional radial-flux motors that have powered almost every EV until now and something radically different.

    Axial-flux motors won’t necessarily offer more power, but they are so much lighter and smaller that their proponents say they have the potential to transform almost every other key measure of an EV’s performance—and the entire architecture of a car designed around them.

    By fitting axial flux motors into the wheels, the spaces in a car’s body currently occupied by motors could be largely vacated, clearing the way for more batteries, people, or stuff, and permitting the sort of design exuberance that EVs have long promised but never quite delivered.

    More importantly, this new design of motor might help address the growing public backlash against overweight, expensive EVs. They might reduce the weight of a typical EV by around 200 kilograms (440 pounds)—half in the motors themselves, and half from the mass-compounding effect which allows you to reduce the weight of other systems such as batteries and brakes as a result.

    By sending mass into a virtuous downward spiral, carmakers could increase range, decrease cost, and perhaps even preserve the agile handling of lightweight cars, which enthusiasts also worry might disappear with the advent of the EV.

    Flux Capacity

    The principle isn’t new. The axial-flux motor was first demonstrated by Michael Faraday in 1821, but in the intervening two centuries nobody had figured out how to mass-produce one reliably.

    British academic Tim Woolmer, however, likes a challenge. He devoted his Oxford PhD to designing the optimum motor for an electric car. An axial-flux motor would make more sense than the almost ubiquitous and easily mass-manufactured radial flux design, he decided. But not only had his chosen design barely made it out of the lab in nearly 200 years, there simply wasn’t a market for it when he started in 2005: GM’s EV1 had long been canned, and the Tesla Roadster was still three years away.

    In an axial-flux “pancake” motor, the stator (the stationary part of an electric motor) and rotors are discs, sitting alongside each other less than a millimeter apart, the flux flowing through the stator axially or parallel with the shaft, and acting on the permanent magnets in the rotors on either side to turn them.

    Ben Oliver

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  • The Best Portable Power Stations

    The Best Portable Power Stations

    We have a few tips and pointers on what to think about before you shop for a portable power station.

    Price: Portable power stations can be very expensive, but discounts, sales, and deals are common. If you can afford to wait, you can very likely get your chosen power station for less.

    Capacity: Figure out how much power you need. The capacity is listed in watt-hours (Wh) or sometimes kilowatt-hours (kWh). If you think about the devices you want to run from it and how long you need to run them, you can start to calculate the capacity you need. Manufacturers will often display stuff like 12 hours of TV or 30 minutes of electric chain saw use, but consider that not all TVs draw the same amount of power. You must calculate how much the gadgets you own actually use.

    Portability: The term “portable” is stretching it sometimes. Batteries are heavy. The larger-capacity power stations are typically on wheels and have telescopic handles, and they are still tough to cart around. If you’re looking for something you can actually carry on foot for a distance, you may need to temper your expectations on capacity.

    Battery technology: There are various battery technologies, but the main ones used in portable power stations today are types of lithium-ion (Li-ion) batteries, often lithium nickel manganese cobalt oxide (Li-NMC) or lithium iron phosphate (LiFePO4 or LFP). The latter is safer (less prone to combustion) and tends to last longer (more cycles) before it starts to degrade. Overheating can be an issue for Li-NMC batteries and they degrade faster, but they do have a higher energy density. Zendure also offers semi-solid-state batteries in its top-of-the-line SuperBase listed above, which it promises are more stable and resilient, therefore safer, and have a higher energy density.

    Ports: While you will find certain ports across the board with portable power stations, from AC outlets to USB-A, it is crucial to check the maximum charging rate and supported charging standards to avoid disappointment. You might find USB-C ports, car ports, barrel ports, and maybe inputs for solar, but assume nothing. Check the specs before you buy.

    Charging speed: Large-capacity power stations can take a long time to recharge. Ensure you understand how quickly your chosen power station can charge from the mains and from other sources if you plan to use solar panels, a car battery, or another power source for top-ups. Some power stations enable you to fast-charge from two or more inputs.

    Heat and noise: Batteries generate heat. If you are charging your power station up in a hurry or have a half dozen things plugged into it, things will heat up fast. Every power station we tested has fans to keep the temperature down, and these things can get surprisingly loud even under a relatively low load, especially if you have it in an enclosed space with you. Unfortunately, there is not much you can do about this.

    Maximum output: If you want to use power tools, an AC unit, or in the UK, a kettle, you need to be able to draw thousands of watts. Power stations all state the maximum output, but often they will have a surge function that enables them to go higher for a short period of time. Sometimes they give it a silly name. For example, Zendure calls this “AmpUp,” and EcoFlow calls it “X-Boost.” Make sure your chosen power station can handle the wattage you need.

    UPS and EPS: Some power stations can act as an uninterruptible power supply (UPS); others are classed as an emergency power supply (EPS). If you have your power station plugged into the mains and then devices plugged into it, they will work from the mains, but if there is a power outage, a UPS will switch to battery power instantly (under 10 milliseconds). An EPS will also switch when there’s a blackout but may take a bit longer (30 milliseconds or so).

    Simon Hill, Scott Gilbertson

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  • We Tested the BYD Seal—the Car That Explains Why Tesla Just Cut Its Prices

    We Tested the BYD Seal—the Car That Explains Why Tesla Just Cut Its Prices

    A compact, family-size car, the BYD Seal is unapologetically aimed at taking on the Tesla Model 3. That said, it’s bigger than the American in every dimension, most notably in both length (4,800 millimeters versus 4,694 millimeters for the Model 3) and wheelbase (2,920 millimeters versus 2,875 millimeters). The result is a roomier car with interior space similar to that of a vehicle in a class above.

    Sleek, and with a Model 3–beating drag coefficient of just 0.219 Cd, the Seal is the production version of the Ocean-X concept from 2021. That concept is where BYD revealed the eplatform 3.0 that underpins all of its current cars.

    Better Blades

    As we wrote about in our review of the BYD Atto 3, the company’s patented “blade battery” pack design aims to set it apart from other manufacturers. It’s a key component of the Seal’s platform and arranges lithium iron-phosphate (LFP) batteries in a bladelike design.

    BYD claims its use of LFP as the cathode material makes for a safer battery than conventional lithium-ion alternatives. It also boasts of improved thermal stability and a higher energy density than its rivals. The Blade design also means that puncture damage to the battery pack in a collision is less likely to cause thermal runaway and the potential for fire, BYD says.

    Also featured in the Seal is what BYD claims to be the world’s first 8-in-1 electric powertrain system, with an overall efficiency of 89 percent. This combines the drive motor, inverter, transmission, onboard charger, AC/DC, power distribution unit, vehicle control unit, and battery management system. The platform is also capable of 800-volt charging (like Kia and Hyundai), but while in other EVs this often means the possibility for ultrafast DC charging, the Seal is limited to a middling 150 kW.

    There’s also a direct heating and cooling system for the battery, which increases thermal efficiency by up to a claimed 20 percent. BYD also says improved thermal efficiency can mean a 20 percent improvement to range in cold weather, too.

    Interestingly, the Seal’s blade battery forms an integral part of the Seal’s eplatform 3.0 architecture and allows for a cell-to-body (CTB) construction, where the battery pack itself is incorporated within the vehicle structure, improving rigidity.

    CTB means that the batteries are no longer a dead weight in the car, and now form part of the load-bearing structure, with the top of the battery pack effectively being the floor of the car. This means torsional rigidity can be 40,500 Nm/degree, which is about the level of a luxury car.

    Refined Ride

    Low-speed ride quality can be a touch lacking, but once up to speed the Seal is fun to drive.

    PHOTOGRAPH: BYD

    All this translates into good handling with a comfortable, somewhat refined ride at speed. Those fairly conventional but not unattractive looks are somewhat beguiling, since there’s 50/50 weight distribution and double wishbone suspension at the front to give a sporty setup.

    Mark Andrews

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  • Here Comes the Flood of Plug-In Hybrids

    Here Comes the Flood of Plug-In Hybrids

    Last week, the Biden administration made it official: American cars are really going electric.

    The US Environmental Protection Agency finalized a rule, long in the works, that will require automakers selling in the United States to dramatically boost the number of battery-powered vehicles sold this decade, putting a serious dent in the country’s carbon emissions in the process. By 2032, more than half of new cars sold must be electric.

    Automakers will have more leeway in choosing how to reach the government’s new tailpipe emissions goals, thanks to changes made between when the rules were first introduced in draft form nearly a year ago and now. One big, important shift: Plug-in hybrids are part of the picture.

    In the draft of the rule, auto companies could only meet the gradually ratcheting zero-emissions goals by selling more battery-electric cars. But after lobbying from automakers and unions, which both argued that the EPA’s proposals were unrealistic, manufacturers will now be allowed to use plug-in hybrids to meet the standards.

    This means that now carmakers can satisfy federal rules by ensuring that two-thirds of their 2032 sales are battery electric—or that battery-electric vehicles are just over half of their sales, and plug-in hybrids account for 13 percent.

    Expect automakers to take advantage of these types of hybrid vehicles—which are powered primarily by electric batteries but supplemented by a gas-powered engine once the batteries deplete—as they race to meet the nation’s most ambitious climate goals yet.

    There will be a lot of these things on the road. But the technology has a climate hitch: It’s only as emission-free as its drivers choose to be.

    Gateway EV Drug

    In recent months, executives for manufacturers including Audi, BMW, the Chinese EV-maker BYD, General Motors, Mercedes, and Volvo have suggested that the “compromise” cars could be a springboard that launches more cars and customers into the electric transition. And the policy shift could be vindication for Toyota, which has bet that customers will flock to gas-electric hybrids and plug-in hybrids rather than following Tesla down a fully electric path.

    Globally, sales of plug-in hybrids are growing faster than battery-electrics (though this is partly because the hybrids have further to climb). Sales of plug-in hybrids jumped by 43 percent between 2022 and 2023, to almost 4.2 million, according to figures provided by BloombergNEF, a market research firm. Sales of battery-electric vehicles increased by 28 percent in the same period, to nearly 9.6 million.

    The tech has some powerful upsides. The average US driver only puts in about 30 miles of driving each day, meaning most could get by most days using only a plug-in hybrid’s electric battery, and only using gas on longer trips.

    Plug-in hybrids also make some automakers less nervous, manufacturing-wise: They’re more expensive to build than pure battery electrics (the whole two-motor thing), but the tech can sometimes be retrofitted into existing, gas-powered cars. This means less work, short-term, an exciting prospect for an industry that has to rejigger both how it builds its cars and how it sources the materials that will make their batteries go in the next few decades, as they move towards electrics.

    Aarian Marshall

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