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Tag: Electric vehicles

  • Hundreds of pagers exploded in Lebanon and Syria in a deadly attack. Here’s what we know.

    Hundreds of pagers exploded in Lebanon and Syria in a deadly attack. Here’s what we know.

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    NEW YORK — In what appears to be a sophisticated, remote attack, pagers used by hundreds of members of Hezbollah exploded almost simultaneously in Lebanon and Syria Tuesday, killing at least nine people — including an 8-year-old girl — and wounding thousands more.

    The Iran-backed militant group blamed Israel for the deadly explosions, which targeted an extraordinary breadth of people and showed signs of being a long-planned operation. How the attack was executed is largely uncertain and investigators have not immediately said how the pagers were detonated. The Israeli military has declined to comment.

    Here’s what we know so far.

    Hezbollah leader Hassan Nasrallah previously warned the group’s members not to carry cellphones, saying they could be used by Israel to track the group’s movements. As a result, the organization uses pagers to communicate.

    A Hezbollah official told The Associated Press the exploded devices were from a new brand the group had not used before. The official, who spoke on condition of anonymity because he was not authorized to talk to the press, did not identify the brand name or supplier.

    Nicholas Reese, adjunct instructor at the Center for Global Affairs in New York University’s School of Professional Studies, explains smart phones carry a higher risk for intercepted communications in contrast to the more simple technology of pagers.

    This type of attack will also force Hezbollah to change their communication strategies, said Reese, who previously worked as an intelligence officer, adding that survivors of Tuesday’s explosions are likely to throw away “not just their pagers, but their phones, and leaving their tablets or any other electronic devices.”

    With little disclosed from investigators so far, multiple theories have emerged Tuesday around how the attack might have been carried out. Several experts who spoke with The Associated Press suggest that the explosions were most likely the result of supply-chain interference.

    Very small explosive devices may have been built into the pagers prior to their delivery to Hezbollah, and then all remotely triggered simultaneously, possibly with a radio signal.

    By the time of the attack, “the battery was probably half-explosive and half-actual battery,” said Carlos Perez, director of security intelligence at TrustedSec.

    A former British Army bomb disposal officer explained that an explosive device has five main components: A container, a battery, a triggering device, a detonator and an explosive charge.

    “A pager has three of those already,” explained the ex-officer, who spoke on condition of anonymity because he now works as a consultant with clients on the Middle East. “You would only need to add the detonator and the charge.”

    After security camera footage appeared on social media Tuesday purporting to show one of the pagers explode on a man’s hip in a Lebanese market, two munitions experts also said that the blast appeared to be the result of a tiny explosive device.

    “Looking at the video, the size of the detonation is similar to that caused by an electric detonator alone or one that incorporates an extremely small, high-explosive charge,” said Sean Moorhouse, a former British Army officer and explosive ordinance disposal expert.

    This signals involvement of a state actor, Moorhouse said. He adds that Israel’s foreign intelligence agency, the Mossad, is the most obvious suspect to have the resources to carry out such an attack.

    N.R. Jenzen-Jones, an expert in military arms who is director of the Australian-based Armament Research Services, agreed that the scale and sophistication of the attack “almost certainly points to a state actor,” and that Israel had been accused of carrying out such operations in the past. Last year, AP reported that Iran accused Israel of trying to sabotage its ballistic missile program through faulty foreign parts that could explode, damaging or destroying the weapons before they could be used.

    It would take a long time to plan an attack of this scale. The exact specifics are still unknown, but experts who spoke with the AP shared estimates ranging anywhere between several months to two years.

    The sophistication of the attack suggests that whoever is behind it has been collecting intelligence for a long time, Reese explained. An attack of this caliber requires building the relationships needed to gain physical access to the pagers before they were sold; developing the technology that would be embedded in the devices; and developing sources who can confirm that the targets were carrying the pagers.

    And it’s likely the compromised pagers seemed normal to their users for some time before the attack. Elijah J. Magnier, a Brussels-based veteran and a senior political risk analyst with over 37 years experience in the region, said he has had conversations with members of Hezbollah and survivors of Tuesday’s pager attack. He said the pagers were procured more than six months ago.

    “The pagers functioned perfectly for six months,” Magnier said. What triggered the explosion, he said, appeared to be an error message sent to all the devices.

    Based on his conversations with Hezbollah members, Magnier also said that many pagers didn’t go off, allowing the group to inspect them. They came to the conclusion that between 3 to 5 grams of a highly explosive material were concealed or embedded in the circuitry, he said.

    Another possibility is that malware could have been inserted into the operating system of the pagers — somehow causing the device batteries to all overload at a specific time, causing them to burst into flame.

    According to a Hezbollah official and Lebanese security officials, the pagers first heated up and then exploded in the pockets, or the hands, of those carrying them Tuesday afternoon.

    These pagers run on lithium ion batteries, the Hezboolah official said, claiming the devices exploded as the result of being targeted from an Israeli “security operation,” without elaborating further.

    When overheated, lithium ion batteries can smoke, melt and even catch on fire. Rechargeable lithium batteries are used in consumer products ranging from cellphones and laptops to electric cars. Lithium battery fires can burn up to 590 C (1,100 F).

    Still, Moorhouse and others noted that images and video footage seen Tuesday more strongly resembled the detonation of small explosive charge, not an overheating battery.

    “A lithium ion battery fire is one thing, but I’ve never seen one explode like that. It looks like a small explosive charge,” said Alex Plitsas, a weapons expert at the Atlantic Council.

    Among those pointing to the likelihood of a supply chain attack is Jenzen-Jones, who adds that “such a large-scale operation also raises questions of targeting” — stressing the number of causalities and enormous impact reported so far.

    “How can the party initiating the explosive be sure that a target’s child, for example, is not playing with the pager at the time it functions?” he said.

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  • Profiles in clean energy: She founded a business to keep EV charging stations up and running

    Profiles in clean energy: She founded a business to keep EV charging stations up and running

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    LOS ANGELES (AP) — Kameale Terry saw it coming before almost anyone else did. She realized the expanding network of electric vehicle charging stations across the U.S. would need a workforce to maintain it.

    The realization came as she found herself back in South Central Los Angeles — where she grew up — taking care of her mom, who was on her third recurrence of cancer. It was 2016 and she had left a job in banking to come home. Now she needed some work flexibility to address her mom’s needs.

    Terry ended up taking a job with EV Connect, a company that made software for electric vehicle charging stations, in a position called “driver support.” When EV drivers found something wasn’t working at a station, they called in and she would talk them through the issue or send out a technician. It made her realize the need.

    “When I saw that the charging experience wasn’t a great experience, I wanted to figure out how could I be helpful in ensuring that it is a great experience,” Terry said.

    So, in 2020 she co-founded the company ChargerHelp! with the aim of training a nationwide workforce of technicians to repair charging stations and reduce the amount of time they are down.

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    EDITOR’S NOTE: This is part of an occasional series of personal stories from the energy transition — the change away from a fossil-fuel based world that largely causes climate change.

    ______

    The calls Terry fielded from frustrated drivers weren’t the only thing that prompted the decision to found ChargerHelp! She now understood the big picture when it came to charging infrastructure, and she rose through several roles to become a director at EV Connect, heading up programs in Australia and Canada, as well as the U.S.

    During the early pandemic lockdowns, it struck her that there were hardly any cars on the roads and suddenly see the Hollywood sign from her home. Usually it was hidden by thick smog. “It really just hit me … if folks drove electric or chose more sustainable transportation, this could be an everyday thing,” she said.

    Terry also had firsthand experience with air pollution, having grown up in South Central Los Angeles.

    “I am in a community that’s near like three freeways,” she said. It wasn’t until the work at EV Connect that she made the link between that and air pollution and health effects. “That’s really where I started to dive in, to understand how the air, you know, in the community was really like killing folks.”

    The cancer ended up taking her mom, and Terry believes pollution played a role. A growing number of studies indicate that air pollution can be related to breast cancer.

    These experiences, plus the desire to provide job opportunities for communities like hers, forged her entrepreneurial idea.

    Now 35, Terry is an expert in the new field of EV charger maintenance. She’s found that her best technicians often come from careers in oil and gas, or in sales. One of her most highly-requested techs is a former furniture salesperson.

    “It is the coolest thing seeing a group of folks that may not have fully known about this space prior to, but are so bought in to the idea of pushing forward massive EV adoption. That to me brings me so much joy,” Terry said.

    The case for creating the company has only strengthened since it was launched.

    One study found that nearly a quarter of the fast-charge EV stations in the San Francisco were broken. Data analytics company J.D. Power found that 21% of EV drivers in the U.S. have rolled up to a public charger that wasn’t working. Not all studies have found the issue to be that grave. Last fall, the federal government found far fewer chargers down, about 4.1%

    This is how ChargerHelp! works: When an EV charging port has a mechanical or electronics problem, the manager of the gas station or business where it’s located submits a request via the company app, and a technician remotely provides quick assistance for things that can be fixed on the spot. For problems that require help in person, the company sends out a technician.

    Clyde Ellis is a field service manager with the company in Los Angeles. He’s seen all sorts of damage to EV chargers —- a site where a car plowed into one, copper cables cut out by thieves and infestations of squirrels, frogs, ants, and other insects.

    “There was once a honeycomb with honey dripping out of the side of the station,” he recalled.

    Ellis came to the electric vehicle business from the oil and gas industry, where his work ranged from permitting to putting out fires sparked by welders working on pipelines. It was a stable job but eventually he chose to leave.

    “I realized that I was in an industry that wasn’t beneficial to our environment,” Ellis said, remembering the air pollution generated at his former plant. “I had to take a step back and really look at what was going on around me … and I just thought, how could I make a change? How could I be a part of something bigger?”

    Now he is.

    “That is the pride and joy of my day every day and definitely at the end of the week,” he said.

    Scientists say cars and other machines and activities that pollute, like power plants, must ramp down their exhaust sharply to preserve a livable climate. Yet instead of declining, global emissions continue to rise. Electric vehicles have no exhaust or tailpipe.

    The Biden-Harris administration has a goal for 50% of all new cars and trucks in the U.S. to be electric by 2030. Some states like Washington aim to transition even faster, requiring all new vehicles be electric or non-polluting by 2030.

    Terry said that in order for that to happen, people need to be able to trust EV charging infrastructure. The current mistrust, due to broken chargers, is a problem that can be solved, she said.

    ChargerHelp! currently operates in 17 states.

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    O’Malley reported from Philadelphia, Fauria and Garcia from Los Angeles.

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    The Associated Press’ climate and environmental coverage receives financial support from multiple private foundations. AP is solely responsible for all content. Find AP’s standards for working with philanthropies, a list of supporters and funded coverage areas at AP.org.

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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

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    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.

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    Aarian Marshall

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  • European business confidence in China is at an all-time low, report says

    European business confidence in China is at an all-time low, report says

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    HONG KONG — China must reprioritize economic growth and reforms and boost investor confidence by leveling the playing field for all companies in the country, a European business group said Wednesday.

    With “business confidence now at an all-time low” over lagging domestic demand and overcapacity in certain industries, the annual European Business in China Position Paper called on China to open its economy and allow a more free market to determine resource allocation. It also recommended introducing policies to boost domestic demand.

    Profit margins in China are at or below the global average for two-thirds of the companies surveyed earlier in the year, according to the paper published Wednesday by the European Chamber of Commerce in China.

    In August, China filed a complaint with the World Trade Organization over European Union tariffs on electric vehicles made in China. It also launched anti-dumping and subsidies investigations of European dairy products, brandy and pork exports. The tit-for-tat actions have raised fears that a trade war may break out.

    Many European businesses are deciding that the returns on investments in the world’s second-largest economy are not worth the risks, due to issues including China’s economic slowdown and a politicized business environment.

    “For some European headquarters and shareholders, the risks of investing in China are beginning to outright the returns, a trend that will only intensify if key business concerns are left unaddressed,” Jens Eskelund, president of China’s European Union Chamber of Commerce, said in a message at the beginning of the paper.

    The European Chamber’s paper proposes over 1,000 recommendations for China to resolve challenges and problems faced by European businesses operating in the country and boost investor confidence. Among them are calls for China to refrain from punishing companies for the actions of their home governments. Others include ensuring that policy packages for attracting foreign investment are followed by implementation, and refraining from “erratic policy shifts.”

    The report also recommended that the EU proactively engage with China and keep its responses “measured and proportionate” when disagreements arise.

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  • Environment solution: New metals refinery for nickel and cobalt opens in Ohio

    Environment solution: New metals refinery for nickel and cobalt opens in Ohio

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    In a step forward for efforts to acquire the metals crucial to addressing climate change, on Monday a new plant that can extract nickel and cobalt from scrap material opens in Fairfield, Ohio. The resulting metals will be used in new batteries and other clean energy markets.

    Extracting metals out of old material avoids the environmental damage of open pit mining and prevents the metals from ending up in the landfill. Many see this as the future, even if it takes decades to become reality.

    Climate change is largely caused by burning dirty fuels for two broad purposes: to make electricity and to move vehicles. Batteries can substitute for both much of the time, but this changeover is still in its infancy and the need for more minerals is great.

    The metals refining company Nth Cycle builds systems that yield nickel and cobalt from a form of shredded lithium ion batteries and nickel scrap from electric vehicles and consumer electronics. There are a growing number of companies, including Redwood Materials and Li-Cycle, that are expanding the young U.S. battery recycling industry.

    Currently, even when battery materials are collected for recycling in the U.S., they’re mostly shipped overseas to be refined. Building a traditional metals refinery in the U.S. could cost upward of $1 billion, but Nth Cycle uses a modular design it says is ideal because it can be added onto existing manufacturing facilities.

    “We have no refining capacity in the U.S. at all for these types of materials,” said Megan O’Connor, CEO of Nth Cycle. “We will be the first commercial cobalt nickel refinery in the U.S., which we’re very excited about.”

    Some experts heralded the development.

    “I think it’s very encouraging to hear the scaling has reached a stage where this is a possible revenue-making business,” said Shirley Meng, a professor at the University of Chicago’s Pritzker School of Molecular Engineering.

    Craig Arnold, engineering professor and university innovation officer at Princeton University, said this type of advancement is “huge” for the industry. “If we had a stronger domestic supply of these critical materials, it would absolutely benefit the battery industry,” he said.

    Right now the only U.S. source of nickel is the Eagle Mine in Michigan. Ore mined there is shipped internationally for refining.

    The demand for critical minerals for battery usage is surging as the world becomes more electrified. The need for nickel for electric vehicles grew nearly 30% in 2023 over the year before, according to the International Energy Agency. EV battery demand for cobalt increased 15% in the same period.

    Critical minerals are currently extracted from the Earth from mines in Australia, Indonesia, Congo and Brazil, among other countries. The supply chain is complex, involving an international matrix of labor rights concerns, tribal land conflicts and environmental damage. China is the dominant player in minerals crucial to the energy transition and also leads in battery recycling.

    The supply chain can be shaken by geopolitical conflict and also emits carbon emissions as materials are transported from country to country. This puts U.S. battery ambitions at risk, which is why experts say carrying out more of these processes domestically will make it easier to reach sustainability goals.

    The Inflation Reduction Act is incentivizing the expansion of the battery supply chain in the U.S. and Nth Cycle received $7.2 million under the law’s Advanced Energy Project Tax Credit (48C) program. The IRA also offers credits for EV’s containing battery materials and components from the U.S. or a country that has a free trade agreement with the U.S.

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    The Associated Press’ climate and environmental coverage receives financial support from multiple private foundations. AP is solely responsible for all content. Find AP’s standards for working with philanthropies, a list of supporters and funded coverage areas at AP.org.

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  • How Do You Solve a Problem Like Polestar?

    How Do You Solve a Problem Like Polestar?

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    The all-electric sibling of Volvo has a new CEO, new models landing, and a new plant in South Carolina—but will this be enough to stop the EV brand’s decline?

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    Carlton Reid

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  • Volkswagen says it could close plant in Germany for the first time ever

    Volkswagen says it could close plant in Germany for the first time ever

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    Are fewer people buying electric vehicles?


    Are fewer people buying electric vehicles?

    05:45

    Volkswagen says auto industry headwinds mean the German automaker can’t rule out plant closings in its home country, while the company is also dropping a longstanding job protection pledge that would have barred layoffs through 2029.

    “The European automotive industry is in a very demanding and serious situation,” Oliver Blume, Volkswagen Group CEO, said in a statement Monday.

    He cited new competitors entering the European markets, Germany’s deteriorating position as a manufacturing location and the need to “act decisively.”

    A Volkwagen plant closure in Germany would mark the first time the automaker, which was formed in 1937, had closed a domestic factory, according to Bloomberg News. It would also be the first time the company had shuttered any of its manufacturing plants since its U.S. facility in Westmoreland, Pennsylvania, closed in 1988, the dpa news agency reported.

    Thomas Schaefer, the CEO of the Volkswagen Passenger Cars division, said efforts to reduce costs were “yielding results” but that the “headwinds have become significantly stronger.”

    Mounting competition from China

    European automakers are facing increased competition from inexpensive Chinese electric cars. Volkswagen’s half-year results indicate it will not achieve its target for 10 billion euros ($11 billion) in cost savings by 2026, the company said.

    The discussion around closures and layoffs is for the company’s core Volkswagen brand. The brand saw operating earnings sag to 966 million euros ($1.1 billion) from 1.64 billion euros in the year-earlier period.

    The group also includes luxury makes Audi and Porsche, which have higher profit margins than the mass-market vehicles made by Volkswagen, as well as SEAT and Skoda.

    The company has sought to cut costs through early retirements and buyouts that avoid forced layoffs, but is now saying those measures may not be enough. Volkswagen has some 120,000 workers in Germany.

    Union officials and worker representatives attacked the idea of closings or layoffs. Management’s approach is “not only shortsighted, but dangerous, as it risks destroying the heart of Volkswagen,” Thorsten Groeger, chief negotiator with VW for the IG Metall industrial union, said on the union’s website.

    Top employee representative Daniela Cavallo said that “management has failed… The consequence is an attack on our employees, our locations and our labor agreements. There will be no plant closings with us.”

    The governor of Germany’s Lower Saxony region, Stephan Weil, who sits on the company’s board of directors, agreed the company needed to take action but called on Volkswagen to avoid plant closings by relying on alternative ways to reduce costs: “The state government will pay particularly close attention to that,” he said in a statement reported by the dpa news agency.


    What to know about Biden’s new China tariffs

    05:21

    The European Union in July moved to impose provisional tariffs on Chinese EVs, although the EU will only collect the levies if talks with Beijing fail to yield a trade deal. The levies would consist of 17.4% on cars from BYD, 19.9% from Geely and 37.6% for vehicles exported by China’s state-owned SAIC. Geely’s brands include Polestar and Sweden’s Volvo, while SAIC owns Britain’s MG.

    President Joe Biden in May announced tariffs of up to 100% on Chinese EVs, quadrupling the current tariff of 25%. 

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  • Sports boats set out on a voyage to electrify the waters in the same way Tesla electrified the roads

    Sports boats set out on a voyage to electrify the waters in the same way Tesla electrified the roads

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    AFLOAT THE SAN JOAQUIN RIVER — Grant Jeide looked like another dude riding the rollicking waves left in the wake of a 23-foot (7-meter) boat ripping through the water at speeds of up to 40 miles per hour on a river in Northern California’s Delta earlier this summer.

    But Jeide was performing his aquatic acrobatics behind a different breed of boat — one powered by electricity instead of gasoline. Unencumbered by the din and acrid smell of a combustion engine, the boat’s passengers could chat with Jeide as he surfed behind them while they savored the afternoon breeze wafting along the river.

    “It’s like a playground back there, you feel like you could just ride all day,” exclaimed Jeide, part of the sales team at Arc Boats, a 3-year-old startup embarking on a voyage to electrify the waters in the same way that Tesla led the charge to electrify the roads.

    As Tesla did with its first car 16 years ago, Arc Boats is starting with luxurious vessels likely to appeal to a small and affluent audience that isn’t reluctant to spend large sums of money to own the latest advances in technology.

    They’re people like Jonathan Coon, a self-proclaimed geek who got rich after starting 1-800 Contacts in his college dorm room back in the 1990s and can afford to splurge on the sleek, high-powered vessels that Arc Boats is designing and building.

    After spending more than $300,000 on a luxury cruiser called Arc One a couple of years ago, Coon is forking over another $258,000 to become the first customer in line to get Arc Sport — a model made for popular aquatic pastimes such as wakeboarding and water skiing.

    It’s something that Coon wouldn’t have considered buying just a few years ago after renting gas-powered boats and riding on the gas-powered boats of friends and hearing about all the hassles that went into maintaining them, along with the cost to fuel up vessels that usually only get a few miles per gallon.

    “My view on boats had always been that the best kind of boat is someone else’s boat because they can be such nightmares,” Coon, 54, said during an interview from Austin, Texas, where he is overseeing the development of a lakeside community. “But that’s not the case now. These guys just nailed every little detail on an electric boat that’s just fun to use.”

    Arc Boats CEO Mitch Lee is a long-time nerd, too. He grew up in San Jose, California — the cradle of Silicon Valley — where he began trading in currency exchanges when he was just 8 years old. After moving on to Northwestern University to study mechanical engineering, Lee created a personal finance app called Penny that he sold in 2018 to Credit Karma, which is now owned by Intuit.

    That deal helped provide Lee with the money to start Arc Boats in Southern California with Ryan Cook, a friend he met at Northwestern. Electrifying boats has been in the back of Lee’s mind since Tesla rolled out its first car — the Roadster — in 2008 and he wondered if the technology would eventually work on the boats he grew to love as the son of parents who loved to water ski.

    The success of Tesla’s expanding line-up of vehicles and the electric cars made by other automakers finally created a supply chain of batteries and other parts needed to electrify boats, too. Arc Boats, founded in 2021, now employs more than 100 employees, including former engineers who worked for Elon Musk at two of his breakthrough companies — Tesla and rocket ship maker SpaceX.

    After selling only a handful of the Arc One luxury cruisers, Lee foresees being able to ramp up production to sell hundreds of the Arc Sport model across the U.S. annually.

    Besides its home state of California, Arc Boats is targeting other water-loving hot spots such as Texas, Idaho, Minnesota, Michigan and other parts of the country with lots of lakes and people who want to have fun on them. The first Arc Sport is supposed to be delivered to Coon before the end of this year.

    “There’s a lot of enthusiasm for a product like this, because it solves all these core pain points that gas boat owners have today,” Lee, 35, said while piloting an Arc Sport on the San Joaquin River near Bethel Island, California. “It’s quieter. It’s far more reliable. It’s way cheaper to operate. You’re not inhaling fumes off of the back of the boat. And we’re doing an interview on a boat where all you hear is the sound of the water.”

    A wide range of other boat makers trying to shift away from gas-combustion engines and fuel tanks that can easily cost $300 to $600 to fill for a day traversing a lake or river are making similar arguments. Some, like Sweden’s Candela and another California startup, Navier, are selling electric-powered hydrofoil speedboats that probably wouldn’t work as well for water skiing or wakeboarding.

    A variety of other electric boats, in a range of different styles, are being made by a list of others, including Vision Marine, Ingenity, RS Electric, Duffy Boats and Rand Boats.

    Compared to electric cars, the market for electric boats is a drop in the bucket. Worldwide sales of electric boats stood at just $5 billion in 2021, and even with steady double-digit annual growth, are only projected to reach roughly $17 billion by 2031, according to Allied Market Research. In contrast, global sales of electric automobiles surpassed $250 billion last year.

    Lee is trying to steer Arc Boats in the same direction that Tesla followed after barely making a dent in the auto market during its formative years. Just like Tesla’s vehicles, the Arc Sport will be equipped with a variety of technology that will make the boat akin to a floating computer.

    The boat comes with display screens, sensors, Wifi, a hydraulic system for raising and lowering the roof, a 226-kilowatt battery and software that can be updated over the air. Lee envisions those software updates making it possible to provide people who own the Arc Sport with upgrades as the technology improves and potentially makes it possible for the boat to autonomously dock.

    The Arc Sport’s hefty price tag is also an echo of the Tesla Roadster, which sold for $80,000 to $125,000. Now Tesla sells sedans in the $40,000 range, with ambitions to lower the price even more.

    “Over time, we expect our technology to get less expensive,” Lee said of the Arc Sport as he prepared to show off the boat’s 500-horsepower motor. “There are a lot of tailwinds here.”

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  • China Conquers Mexico’s Automotive Market, and the US Is Worried

    China Conquers Mexico’s Automotive Market, and the US Is Worried

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    This story originally appeared on WIRED en Español and has been translated from Spanish.

    China has positioned itself as the main car supplier in Mexico, with exports reaching $4.6 billion in 2023, according to data from Mexico’s Secretariat of Economy.

    The Chinese automaker BYD surpassed Honda and Nissan to position itself as the seventh largest automaker in the world by number of units sold during the April to June quarter. This growth was driven by increased demand for its affordable electric vehicles, according to data from automakers and research firm MarkLines.

    The company’s new vehicle sales rose 40 percent year over year to 980,000 units in the quarter—the same quarter wherein most major automakers, including Toyota and Volkswagen, experienced a decline in sales. Much of BYD’s growth is attributed to its overseas sales, which nearly tripled in the past year to 105,000 units. Now BYD is considering locating its new auto plant in three Mexican states: Durango, Jalisco, and Nuevo Leon.

    Foreign investment would be an economic boost for Mexico. The company has claimed that a plant there would create about 10,000 jobs. A Tesla competitor, BYD markets its Dolphin Mini model in Mexico for about 398,800 pesos—about $21,300 dollars—a little more than half the price of the cheapest Tesla model.

    Prevented from selling their wares to the United States due to tariffs, Chinese EV manufacturers have explored other markets to sell their high-tech cars. However, as Mexico establishes itself as a key market for Chinese electric vehicles, officials in Washington fear that Mexico could be used as a “back door” to access the US market.

    That tariff-free access is part of the US-Mexico-Canada Agreement (T-MEC), an updated version of the North American Free Trade Agreement that, as of 2018, eliminated tariffs on many products traded between the North American countries. Under the treaty, if a foreign automotive company that manufactures vehicles in Canada or Mexico can demonstrate that the materials used are locally sourced, its products can be exported to the United States virtually duty-free.

    According to official figures, 20 percent of light vehicles sold last year in Mexico were imported from China, representing 273,592 units and a 50 percent increase compared to 2022. Currently, most of the vehicles imported from China come from Western brands that have established manufacturing plants in that country, such as General Motors, Ford, Chrysler, BMW, and Renault.

    Mexico is the second largest market for Chinese automobiles worldwide, behind only Russia, according to data from Linked Global Solutions, a company specializing in business between China and Latin American countries.

    A Trade War Against China

    Both the United States and the European Union have intensified a trade war against China, focusing on automobiles and semiconductor chip production, which have been the subject of investigations for predatory practices, tariffs, and restrictions. This new geopolitical strategy is prompting Western companies to look for alternatives to relocate their factories outside of China, a trend known as “nearshoring.”

    Concerned about the potential impact on domestic automakers, the US has raised tariffs on Chinese-made electric vehicles to 100 percent. Canada is also considering implementing its own tariffs on Chinese-made vehicles.

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    Anna Lagos

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  • US agency to reexamine permit for Hyundai’s $7.6B EV plant in Georgia

    US agency to reexamine permit for Hyundai’s $7.6B EV plant in Georgia

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    SAVANNAH, Ga. — A federal agency plans to reassess its environmental permit for Hyundai’s $7.6 billion electric vehicle plant in Georgia after a conservation group complained that regulators failed to properly examine the sprawling factory’s potential impacts on the area’s water supply.

    The Army Corps of Engineers said in a letter Friday that state and local economic development agencies that applied for the project’s 2022 permit never mentioned Hyundai wanted to withdraw up to 6.6 million gallons (25 million liters) per day from the underground aquifer that’s a major regional source of drinking water.

    Details of the plant’s needs came out earlier this year as the Georgia Environmental Protection Division considered a proposal for four new wells to supply water to the auto factory. As a result, the Army Corps said it will revisit its finding that the project would have “negligible impacts.”

    The Army Corps sent a similar letter to the Ogeechee Riverkeeper conservation group, which gave notice in June that it planned to sue if the agency refused to revisit the permit issued for the Hyundai project in October 2022.

    “The concentration of that pumping in one area is going to have some impacts locally, such as on domestic and agricultural wells,” said Ben Kirsch, the riverkeeper group’s legal director. “The big question we’ve had throughout all this is what impact will it have on other resources resources — natural springs in the area, wetlands, tributaries and streams.”

    The Army Corps’ decision comes as Hyundai pushes to start production before the end of the year at its 2,900-acre (1,170-hectare) plant in Bryan County west of Savannah. The site will produce EVs and the batteries that power them. The South Korean automaker plans to employee 8,000 workers at the plant, making it the largest economic development project Georgia has ever tackled.

    The Army Corps ordered no delays or disruptions to construction at the plant site as a result of its permit reassessment.

    “At this time the permit is still valid and we have not requested that the permittee stop work,” Cheri Dragos-Pritchard, a spokesperson for the Army Corps’ Savannah District, said by email Monday. She said it wasn’t known how long the additional review might take.

    Hyundai Motor Group Metaplant America, the automaker’s name for its Georgia factory, said in a statement Monday that it will assist as needed to ensure the Army Corps gets the information it needs.

    “Hyundai has worked tirelessly with the relevant authorities to ensure we are good neighbors to those in the region and that our operations do not negatively impact the community’s water resources,” the company’s statement said.

    The extra scrutiny by the federal government is “unlikely to impact or delay” a final decision by Georgia regulators on whether to permit wells for the Hyundai project, said Sara Lips, a spokesperson for the state Environmental Protection Division.

    The Army Corps permit obtained by state and local economic developers authorized the filling or dredging of 221 acres (89 hectares) of wetlands at the plant site just a few months after Hyundai announced plans to build its EV factory in May 2022.

    The Army Corps concluded then that the project would have “negligible impacts on municipal and private water supplies.” Its Friday letter said the agency relied on information provided by economic developers.

    “We never purposefully withheld anything,” said Trip Tollison, president and CEO of the Savannah Area Economic Development Authority, one of the local agencies that worked with state officials to bring Hyundai to Georgia.

    Tollison said he expected the updated information requested by the Army Corps to be submitted within 10 days. The federal agency would typically complete its review within a month, he said, adding that he’s confident the reevaluation won’t hold up the project.

    “There’s enough water for everyone,” Tollison said. “We feel really good about where we are.”

    Georgia’s environmental agency issued draft permits in July for the four wells to supply Hyundai. It’s now evaluating public comments before reaching a final decision. The wells would be drilled in neighboring Bulloch County, where some farmers and rural residents have said they worry the auto plant will siphon water away from their crops and homes.

    State regulators concluded that water withdrawals by the Hyundai plant would lower water levels in the aquifer up to 19 feet (5.8 meters) for private wells within 5 miles (8 kilometers). They said most wells won’t see any impacts because they reach deeper into the ground.

    The state agency has also said that nearby rivers and streams won’t be affected because dense layers of rock seal off the aquifer from water at the surface.

    Kirsch with the Ogeechee Riverkeeper said he hopes a second look by the Army Corps will provide more details on how state regulators reached those conclusions.

    “We definitely want to see the Corps independently evaluate this,” Kirsch said. “This should have been all considered before the wetlands were filled and buildings went up.”

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  • Canada imposes a 100% tariff on Chinese-made electric vehicles

    Canada imposes a 100% tariff on Chinese-made electric vehicles

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    TORONTO — Canada announced Monday it is launching a 100% tariff on imports of Chinese-made electric vehicles, matching U.S. tariffs imposed over what Western governments say are China’s subsidies that give its industry an unfair advantage.

    The announcement came after encouragement by U.S. national security advisor Jake Sullivan during a meeting with Canadian Prime Minister Justin Trudeau and Cabinet ministers Sunday. Sullivan is making his first visit to Beijing on Tuesday.

    Trudeau said Canada also will impose a 25% tariff on Chinese steel and aluminum “Actors like China have chosen to give themselves an unfair advantage in the global marketplace,” he said.

    There was no immediate response from China.

    The only Chinese-made EVs currently imported into Canada are from Tesla, made at the company’s Shanghai factory, though the U.S. company could avoid the tariff by switching to supplying Canada from factories in the U.S. or Germany.

    Chinese brands are not yet a player in Canada. However, Chinese EV giant BYD established a Canadian corporate entity last spring and has indicated it intends to try and enter the Canadian market as early as next year.

    Chinese officials are likely to raise concerns about the American tariffs with Sullivan as Beijing continues to repair its economy after the COVID-19 pandemic. U.S. President Joe Biden in May slapped major new tariffs on Chinese electric vehicles, advanced batteries, solar cells, steel, aluminum and medical equipment.

    “The U.S. does believe that a united front, a coordinated approach on these issues benefits all of us,” Sullivan told reporters on Sunday.

    Biden has said Chinese government subsidies for EVs and other consumer goods ensure that Chinese companies don’t have to turn a profit, giving them an unfair advantage in global trade.

    Chinese firms can sell EVs for as little as $12,000. China’s solar cell plants and steel and aluminum mills have enough capacity to meet much of the world’s demand. Chinese officials argue their production keeps prices low and would aid a transition to the green economy.

    “We’re doing it in alignment, in parallel, with other economies around the world that recognize that this is a challenge that we are all facing,” Trudeau said of the new tariffs. “Unless we all want to get to a race to the bottom, we have to stand up.”

    Deputy Prime Minister Chrystia Freeland said Canada also will launch a 30-day consultation about possible tariffs on Chinese batteries, battery parts, semiconductors, critical minerals, metals and solar panels.

    “China has an intentional state-directed policy of overcapacity and oversupply designed to cripple our own industry,” Freeland said. “We simply will not allow that to happen to our EV sector, which has shown such promise.”

    The only Chinese-made EVs currently imported into Canada are from Tesla, made at the company’s Shanghai factory.

    Canada “had to go with the U.S. position, when you think about the economic integration that we have with the U.S. More than 75% of our exports go to the U.S.,” said a former Canadian ambassador to China, Guy Saint-Jacques.

    Saint-Jacques said Canada can expect retaliation from China in other industries, adding that barley and pork are candidates because the Chinese can get it from other countries.

    “China will want to send a message,” he said.

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  • Canada imposes a 100% tariff on imports of Chinese-made electric vehicles, matching the US

    Canada imposes a 100% tariff on imports of Chinese-made electric vehicles, matching the US

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    TORONTO (AP) — Canada announced Monday it is launching a 100% tariff on imports of Chinese-made electric vehicles, matching U.S. tariffs imposed over what Western governments say are China’s subsidies that give its industry an unfair advantage.

    The announcement came after encouragement by U.S. national security advisor Jake Sullivan during a meeting with Canadian Prime Minister Justin Trudeau and Cabinet ministers Sunday. Sullivan is making his first visit to Beijing on Tuesday.

    Trudeau said Canada also will impose a 25% tariff on Chinese steel and aluminum. “Actors like China have chosen to give themselves an unfair advantage in the global marketplace,” he said.

    One of the Chinese-made EVs imported into Canada is from Tesla, made at the company’s Shanghai factory, though the U.S. company could avoid the tariff by switching to supplying Canada from factories in the U.S. or Germany.

    Chinese brands are not yet a player in Canada. However, Chinese EV giant BYD established a Canadian corporate entity last spring and has indicated it intends to try and enter the Canadian market as early as next year.

    Chinese officials are likely to raise concerns about the American tariffs with Sullivan as Beijing continues to repair its economy after the COVID-19 pandemic. U.S. President Joe Biden in May slapped major new tariffs on Chinese electric vehicles, advanced batteries, solar cells, steel, aluminum and medical equipment.

    “The U.S. does believe that a united front, a coordinated approach on these issues benefits all of us,” Sullivan told reporters on Sunday.

    Biden has said Chinese government subsidies for EVs and other consumer goods ensure that Chinese companies don’t have to turn a profit, giving them an unfair advantage in global trade.

    Chinese firms can sell EVs for as little as $12,000. China’s solar cell plants and steel and aluminum mills have enough capacity to meet much of the world’s demand. Chinese officials argue their production keeps prices low and would aid a transition to the green economy.

    “We’re doing it in alignment, in parallel, with other economies around the world that recognize that this is a challenge that we are all facing,” Trudeau said of the new tariffs. “Unless we all want to get to a race to the bottom, we have to stand up.”

    Deputy Prime Minister Chrystia Freeland said Canada also will launch a 30-day consultation about possible tariffs on Chinese batteries, battery parts, semiconductors, critical minerals, metals and solar panels.

    “China has an intentional state-directed policy of overcapacity and oversupply designed to cripple our own industry,” Freeland said. “We simply will not allow that to happen to our EV sector, which has shown such promise.”

    The Chinese Embassy said Ottawa disregarded Beijing’s repeated objections and said the move will damage trade and economic cooperation.

    “This move is typical trade protectionism and politically-motivated decision, which violates the World Trade Organization(WTO) rules and goes against Canada’s traditional image as a global champion for free trade and climate change mitigation,” the embassy said in an emailed statement. “China will take all necessary measures to safeguard the legitimate rights and interests of Chinese enterprises.”

    Canada “had to go with the U.S. position, when you think about the economic integration that we have with the U.S. More than 75% of our exports go to the U.S.,” said a former Canadian ambassador to China, Guy Saint-Jacques.

    Saint-Jacques said Canada can expect retaliation from China in other industries, adding that barley and pork are candidates because the Chinese can get it from other countries.

    “China will want to send a message,” he said.

    ___

    This story has been corrected to say Tesla is one of the Chinese-made EVs imported into Canada, not the only one.

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  • Canada imposes a 100% tariff on imports of Chinese-made electric vehicles, matching the US

    Canada imposes a 100% tariff on imports of Chinese-made electric vehicles, matching the US

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    TORONTO — Canada’s government on Monday announced it is imposing a 100% tariff on imports of Chinese-made electric vehicles that matches U.S. tariffs and follows similar plans announced by the European Commission.

    The announcement followed encouragement by U.S. national security advisor Jake Sullivan during a meeting with Canadian Prime Minister Justin Trudeau and cabinet ministers on Sunday. Sullivan is set to make his first visit to Beijing on Tuesday.

    Trudeau said Canada also will impose a 25% tariff on Chinese steel and aluminum.

    “Actors like China have chosen to give themselves an unfair advantage in the global marketplace,” he said.

    There was no immediate response from China.

    Chinese officials are likely to raise concerns about American tariffs with Sullivan as Beijing continues to repair its economy after the COVID-19 pandemic. U.S. President Joe Biden in May slapped major new tariffs on Chinese electric vehicles, advanced batteries, solar cells, steel, aluminum and medical equipment.

    “The U.S. does believe that a united front, a coordinated approach on these issues benefits all of us,” Sullivan told reporters on Sunday.

    Biden has said Chinese government subsidies for EVs and other consumer goods ensure that Chinese companies don’t have to turn a profit, giving them an unfair advantage in global trade.

    Chinese firms can sell EVs for as little as $12,000. China’s solar cell plants and steel and aluminum mills have enough capacity to meet much of the world’s demand. Chinese officials argue their production keeps prices low and would aid a transition to the green economy.

    “We’re doing it in alignment, in parallel, with other economies around the world that recognize that this is a challenge that we are all facing,” Trudeau said of the new tariffs. “Unless we all want to get to a race to the bottom, we have to stand up.”

    The only Chinese-made EVs currently imported into Canada are from Tesla, made at the company’s Shanghai factory.

    Canada “had to go with the U.S. position, when you think about the economic integration that we have with the U.S. More than 75% of our exports go to the U.S.,” said a former Canadian ambassador to China, Guy Saint-Jacques. “This reflects the fear that the next president of the United States might be Donald Trump, and so they know we have to be pretty much aligned in all of this.”

    Saint-Jacques said Canada can expect retaliation from China in other industries, adding that barley and pork are candidates because the Chinese can get it from other countries.

    “China will want to send a message,” he said.

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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

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    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.

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    Reece Rogers

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  • Ford to shift electric vehicle strategy by building new lower-cost pickups and a commercial van

    Ford to shift electric vehicle strategy by building new lower-cost pickups and a commercial van

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    DETROIT — Facing competition from automakers with lower costs, Ford Motor Co. is shifting its electric vehicle strategy and now will focus on making two new electric pickup trucks and a new commercial van. The company says all will cost less, have longer range and be profitable before taxes within a year of reaching showrooms.

    Ford, which is losing millions on its current EVs, gave few details about the new products. But it said production of its next generation full-size electric pickup truck in Tennessee will be delayed 18 months, until 2027.

    The company also says it won’t build fully electric three-row SUVs due to high battery costs, but instead will focus on making those vehicles as gas-electric hybrids.

    The other new pickup will be mid-sized, based on new underpinnings developed by a small team in California. It also will go on sale in 2027. Production of the unspecified van will start at an assembly plant west of Cleveland in 2026.

    The changes will force Ford to write down $400 million of its current assets for big electric SUVs, and it also expects to have additional expenses of up to $1.5 billion.

    “We’re committed to creating long-term value by building a competitive and profitable business,” Chief Financial Officer John Lawler said in a statement.

    The company also said it will cut capital spending on EVs. It now will spend 30% of its annual capital budget to develop them rather than the current 40%.

    Ford, which has long been talking about making profitable EVs, lost $2.46 billion on them in the first half of the year, dragging down profits from its gas-powered and commercial units.

    The company said in a prepared statement that the global EV market is changing rapidly, and it must evolve to compete with Chinese automakers that have lower production and engineering costs. At the same time, current buyers are more cost-conscious than early adopters, and automakers are introducing more EVs.

    “These dynamics underscore the necessity of a globally competitive cost structure while being selective about customer and product segments to ensure profitable growth and capital efficiency,” the company said.

    Ford also said it will build more commercial and consumer vehicles off of new, more affordable EV underpinnings. More details will be released at an event in the first half of next year.

    Electric vehicle sales in the U.S., Ford’s most profitable market, are still growing but have slowed as more practical consumers worry about range and the ability to recharge while traveling. Market leader Tesla Inc. has cut prices, forcing others to follow.

    U.S. electric vehicle sales overall rose about 7% during the first half of the year to 599,134, Motorintelligence.com reported. EVs accounted for 7.6% of the U.S. new vehicle market, about the same as it was for all of last year. Lease deals, which include federal tax credits, helped to boost sales.

    Sales of gas-electric hybrids skyrocketed 35.3% from January through June to 715,768, eclipsing electric vehicle sales.

    That was part of the reason Ford changed strategy to go with hybrids on the big SUVs. Hybrids, the company said, have profitability that is similar to gas vehicles, which Ford will continue building.

    Shares of Ford rose 2.1% in trading Wednesday.

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  • What the Electric Fiat 500e Is Like—From a Fiat 500 Owner

    What the Electric Fiat 500e Is Like—From a Fiat 500 Owner

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    It’s also nice to use a car with modern amenities like lane guidance and auto braking when it detects a pedestrian. Heck, even having a reversing camera is nice. However, the Fiat 500e constantly warns me about “emergency vehicles” in front on the display (it plays a scarily loud sound, too), but it’s unfortunately wrong 80 percent of the time. Stop giving me a heart attack!

    The Old Range-and-Charging Problem

    You’re getting a roughy 150-mile range on the Fiat 500e, which is OK for how often I drive. I don’t commute for work, so most of my trips are for leisure. I did drive the 500e more often than I probably would in a normal week, but after four days, I went from 96 to 41 percent after around 53 miles. This poses a problem when I need to make the occasional longer jaunt, like when visiting my in-laws or going on a road trip.

    Photograph: Julian Chokkattu

    An exterior photograph of the Fiat 500e

    Photograph: Julian Chokkattu

    I have a house with a parking spot in New York City, which makes me very privileged and lucky to be able to charge from home—however, the charger Fiat includes was just a smidge too short to reach the charging outlet at the back of my house. Regardless, many folks are not going to have a luxury like that and will have to use charging stations. When I tried looking for charging stations near me, almost all were described as “slow.” Thankfully, there was just one marked as “fast.”

    But before that, earlier in the week I found myself near WIRED’s Manhattan office, and I figured I’d find a spot to park and charge the car while I sat in the office for two hours. The first parking garage I went to was full, so they turned me away. The second I went to said it’d cost $60 to charge and park for two hours because, in New York City, you’re not paying only for electricity but also real estate. Sixty dollars boosted my battery from 41 to 77 percent. It’s worth noting that I regularly pay around $35 every two weeks to refuel my gas Fiat 500 (and it takes a few minutes).

    Finding the right fast-charging station is important. The one near my home that had plenty of spots available (on a Thursday evening), and I watched many EV drivers passing the time in their cars as they charged, watching videos on their phones. I pulled up, plugged the car in, and after roughly 20 minutes I had gained 20 percent, which cost me roughly $4. Now I can get used to that.

    I didn’t get to test drive the Fiat 500e on a longer trip, though I imagine I’d have to be a bit more meticulous about making sure there are fast chargers on my route and time it so that a 30-minute recharge could perhaps fall right during a lunch or bathroom break. It’s more involved, and this is arguably the biggest pause I’d have about buying an EV if I frequently make long trips (but I don’t).

    Let’s Talk Money

    While I was researching a car to buy, I frequently saw the backronym for Fiat: Fix It Again Tony. These cars seem to have earned a poor reputation for reliability and maintenance over the years. I had the 500 I bought inspected, and it was in fair condition, though the previous owner did tell me they had to replace the car’s door handles after they broke off. I have never heard of a car’s door handles just breaking off, but apparently it’s a common problem among Fiats. I can’t say much about the reliability of the Fiat 500e in the US, but I’m hoping it’s improved.

    The elephant in the room is the $32,500 starting price (the model I tested starts at $36,000). You have tons of EV options with more room and better range, like the Nissan Leaf, Hyundai Kona Electric, and the Tesla Model 3.

    However, if you’re after a small car, there really aren’t many options in the US, save the new Mini Cooper SE, which has a $30,900 starting price. I’m consistently envious watching my UK counterparts enjoying a suite of tiny and affordable electric cars—we need them here, too. (I would totally drive the Microlino.)

    The Fiat 500e is too expensive, but we’re starved for choice in the US, especially for small EVs that look great. The Fiat 500e is just that. I’d easily choose to drive it over my gas model; too bad it’s out of my budget. It also doesn’t come in yellow (boo!). If Fiat could solve those two problems, I’d happily open my wallet.

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    Julian Chokkattu

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  • Indians wanting their money back for undelivered Teslas shows how drastically the EV market changed

    Indians wanting their money back for undelivered Teslas shows how drastically the EV market changed

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    HANOI, Vietnam — In April 2016, Elon Musk invited Indians to preorder the upcoming Tesla Model 3. Vishal Gondal was one of the first to sign up, paying a $1,000 deposit for a car that never arrived.

    The founder and CEO of a health-tech startup called GOQii in India’s financial capital Mumbai, Gondal wasn’t sure when the automaker would launch in India or how much the car would eventually cost. But the Elon Musk fan was excited about the Model 3 and willing to wait.

    In the eight years since Tesla’s initial promise to sell cars in India, other automakers have launched their own EVs. But the American automaker has failed to follow through, apparently because of concerns that taxes would make the cars too expensive in India, combined with the difficulties of building an Indian factory if it decided to shift production away from China.

    After six years without a Tesla or a clear explanation about the company’s plans for India, Gondal bought an electric SUV made by German automaker Audi. He got his $1,000 back in January 2023 with the help of a friend who helped him track down a Tesla sales manager in India.

    India is the world’s third-largest auto market after China and the United States. But it’s unique. The average price of cars sold in India in 2023 was $14,000, compared with $47,000 in the United States. An American can buy a new Tesla 3 for about $40,000. That’s the price of a luxury car in India, and buyers would demand excellent after-sales service.

    “I think Tesla may be a great tech company. But they just don’t know how to sell luxury cars,” Gondal said.

    Since then, other automakers who have been selling luxury cars in India have also started selling EVs. Hemant Suthar, a Mumbai-based director of a design studio who had also prebooked a Tesla in 2016 before finally getting his money back in 2023, said that he didn’t think the minimalistic Tesla could compete with some of the more luxurious EVs now on Indian roads.

    To woo automakers like Tesla while also protecting domestic carmakers like Mahindra and Maruti Suzuki, India reduced its import duties to 15% from 70%-100% in March 2024 for EVs cheaper than $35,000 — as long the automaker commits to building a factory in the country within three years.

    Despite his earlier enthusiasm, in 2019 Musk expressed concern that import duties could double prices of Teslas made in India, making them “unaffordable.” Many in India expected Musk to announce plans for a factory there in April, but he canceled an expected trip at the last minute, citing “very heavy Tesla obligations.”

    Tesla didn’t respond to an emailed request for comment.

    The EV market has changed drastically in India and elsewhere in the past five years and Tesla’s own position has evolved since it built giant factories in China, Germany and the U.S. Sales are slowing and its only new product, the Cybertruck EV, lacks much of a market outside the U.S., so global sales have fallen year over year for two straight quarters.

    According to a filing to the U.S. Securities and Exchange Commission, it can build 2.3 million cars annually. Production in 2023 grew by 35% to 1.85 million cars. In the first half of 2024, Tesla sold 831,000 vehicles worldwide, far short of the more than 1.8 million for the full year that Musk had forecast.

    The novelty of EVs has been wearing off, said Tu Le, founder of the consultancy Sino Auto Insights.

    “What was a huge opportunity five years ago is now almost a weight around their neck,” he said.

    To keep a leading position among global automakers, Tesla needs new, more affordable cars for emerging markets like India, Tu said. Even a car priced at $25,000 is not competitive in China given the dominance of Chinese EV makers like BYD. They’re expanding overseas with both cheap and premium cars, wiping out Tesla’s first-mover advantage in a place like India.

    “Every market they (Tesla) enter from now on, BYD is going to be looking at their watch and saying: What took you so long?” Tu said.

    India’s growing auto market is dominated by its largest carmaker Maruti Suzuki, followed by South Korea’s Hyundai Motors and India’s Tata Motors. Electric vehicle sales doubled in 2023 but still made up just 2% of total car sales, according to market research firm Counterpoint Research. Of this, Tata Motors held more than two-thirds of the market, with Indian automaker Mahindra & Mahindra and China’s BYD shares growing.

    BYD started making batteries in India in 2008. It was one of the top five EV brands in India in 2023 despite selling only two models — the six-seater e6 MPV and the Atto 3 SUV, Counterpoint said. It launched the BYD Seal in India in March 2024.

    Many in India, a relatively small and crowded EV market, are skeptical about EVs. Ishan Raghav, the managing editor of the Indian car magazine autoX, said that to win over customers with an affordable EV for mass sales, Tesla would need to price its cars at a “sweet spot” of roughly $30,000.

    “The only way to do that is if they build that car in India,” he said.

    India says it does not restrict imports of Chinese EVs. But ties between China and India deteriorated after a military clash in July 2020, Raghav noted, and protections for domestic automakers will create other obstacles.

    Even if Tesla were to sell cars in India after agreeing to build a factory within three years, most imported Teslas would sell for what luxury cars made by established players like Mercedes Benz and Audi cost. Those automakers have been in India for decades and already have extensive dealership and service networks.

    Tesla has sold cars directly to American customers, but dealerships play a vital role in enticing customers with a luxury experience, said Matthew Degen of Cox Automotive, an American car research company.

    “You go into an actual location, you meet with people, there are nice lounges. Now Tesla has showrooms, but that is different from dealerships,” he said.

    Tesla also would also have to build a charging network in India, given the relatively small number of EVs already in the market.

    Musk said in a July earnings conference call that Tesla is boosting capacity at its factories and that its affordable car — a small model expected to cost around $25,000 using new generation vehicle underpinnings and some features of current Tesla models — was “on track” for delivery in the first half of 2025.

    The company’s plans for India remain unclear.

    Rajesh Kumar Singh, a federal bureaucrat who heads the Indian agency for promoting industrial growth, said in a TV interview that the Tesla executive who Indian officials had been talking with “got fired” and that India didn’t know what the company intended to do.

    “We really don’t know,” he said.

    ___

    The Associated Press’ climate and environmental coverage receives financial support from multiple private foundations. AP is solely responsible for all content. Find AP’s standards for working with philanthropies, a list of supporters and funded coverage areas at AP.org.

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  • Japan’s Nissan is developing ‘cool paint’ for cars to keep drivers cooler

    Japan’s Nissan is developing ‘cool paint’ for cars to keep drivers cooler

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    TOKYO (AP) — Nissan showed Tuesday what it called a “cool paint” to keep people inside vehicles cooler, although the coating is six times thicker, making commercialization still a challenge.

    The company’s announcement Tuesday was timely, coming as Japan was enduring record sweltering temperatures.

    Nissan Motor Co. tested the paint on vehicles scuttling around Tokyo’s Haneda airport, where there are plenty of unshaded areas that make it a good place to assess the technology.

    The vehicles with the special paint looked like ordinary cars, but felt much cooler to the touch.

    The cool paint lowered the cars’ roof-panel temperature by 12 degrees Celsius (22 degrees Fahrenheit) and the interiors by 5 C (9 F), according to Nissan.

    Cooling materials already are widely used in buildings and other items. Cooler cars can reduce use of air-conditioning and relieve the toll from heat on engines and electric vehicle batteries.

    Toyota Motor Corp. has also been experimenting with paint that delivers lower cabin temperatures, mostly focusing on colors that refract the sun’s rays.

    Nissan’s cool paint reflects sunlight better and also creates electromagnetic waves that block the rays, redirecting energy away from vehicles.

    Nissan’s paint was developed with Radi-Cool of China, which developed a film, fabric and coating that cut heat. Radi-Cool works with various other Japanese companies, offering cooler-feeling hats and sun parasols. Nissan is the only Japanese automaker partnering with Radi-Cool.

    Susumu Miura, a Nissan Research Center manager, said there were no discernable negative effects to people’s health from the electromagnetic waves emitted by the paint. Such waves are all around us, he said.

    “My dream is to create coolers cars without consuming energy,” he said.

    ___

    Yuri Kageyama is on X: https://X.com/yurikageyama

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  • Japan’s Nissan is developing ‘cool paint’ for cars to keep drivers cooler

    Japan’s Nissan is developing ‘cool paint’ for cars to keep drivers cooler

    [ad_1]

    TOKYO — Nissan showed Tuesday what it called a “cool paint” to keep people inside vehicles cooler, although the coating is six times thicker, making commercialization still a challenge.

    The company’s announcement Tuesday was timely, coming as Japan was enduring record sweltering temperatures.

    Nissan Motor Co. tested the paint on vehicles scuttling around Tokyo’s Haneda airport, where there are plenty of unshaded areas that make it a good place to assess the technology.

    The vehicles with the special paint looked like ordinary cars, but felt much cooler to the touch.

    The cool paint lowered the cars’ roof-panel temperature by 12 degrees Celsius (22 degrees Fahrenheit) and the interiors by 5 C (9 F), according to Nissan.

    Cooling materials already are widely used in buildings and other items. Cooler cars can reduce use of air-conditioning and relieve the toll from heat on engines and electric vehicle batteries.

    Toyota Motor Corp. has also been experimenting with paint that delivers lower cabin temperatures, mostly focusing on colors that refract the sun’s rays.

    Nissan’s cool paint reflects sunlight better and also creates electromagnetic waves that block the rays, redirecting energy away from vehicles.

    Nissan’s paint was developed with Radi-Cool of China, which developed a film, fabric and coating that cut heat. Radi-Cool works with various other Japanese companies, offering cooler-feeling hats and sun parasols. Nissan is the only Japanese automaker partnering with Radi-Cool.

    Susumu Miura, a Nissan Research Center manager, said there were no discernable negative effects to people’s health from the electromagnetic waves emitted by the paint. Such waves are all around us, he said.

    “My dream is to create coolers cars without consuming energy,” he said.

    ___

    Yuri Kageyama is on X: https://X.com/yurikageyama

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  • Donald Trump admits EV flip-flop was a quid-pro-quo to secure Elon Musk’s support: ‘I have no choice’

    Donald Trump admits EV flip-flop was a quid-pro-quo to secure Elon Musk’s support: ‘I have no choice’

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    Republican presidential nominee Donald Trump admitted to tempering his strident opposition to electric vehicles in order to gain the endorsement of billionaire Elon Musk, the CEO of Tesla.

    The former president, well known for the transactional nature of his politics, has championed an economic agenda relying heavily on cheap, plentiful energy through fracking and mining of U.S. fossil fuel deposits that drive climate change. Tesla’s stated mission however is to accelerate the world’s transition to sustainable energy.

    Speaking to supporters in Atlanta, Trump now said EVs aren’t all that bad, adding they could continue being a small slice of the U.S. car market should he retake the White House. 

    “I’m for electric cars. I have to be, you know, because Elon Musk endorsed me very strongly,” he said in comments shared widely throughout Musk’s fanbase by accounts like John Stringer’s Tesla Owners Silicon Valley and blogsite Teslarati. “So I have no choice.”

    Last month the New York real estate mogul pledged to roll back President Biden’s EV subsidies, which he labelled a “green new scam,” on day one of a second Trump administration.

    Speaking to Maria Bartiromo on Thursday, Trump explained all the electric cars in the future will be made in China, since the United States doesn’t have the mineral resources of its rival, the world market leader in processing battery-grade lithium.

    “They don’t go far [and] they cost too much,” he said, referring to EVs. “I like Tesla, but you know what? It’s limited.”

    His vice presidential pick, J.D. Vance, meanwhile has pushed a bill called the “Drive American Act” that would repeal Biden’s $7,500 federal tax credit for EVs and hand them instead to conventional combustion engine cars.

    This has put Musk on the backfoot, forcing the EV champion to claim late last month Trump’s hostility to EVs would harm his competition more than it would Tesla itself.

    Musk’s brand sells roughly as many EVs in the U.S. as all its other competitors combined. Along with China’s BYD, it is one of the only two carmakers in the world to build EVs profitably at scale.

    Consumers fleeing brand in Europe

    Nevertheless, Elon Musk’s brand of right-wing politics, increasingly ardent since he acquired Twitter at the end of October 2022, has fractured the Tesla community into those that support its mission to phase out fossil fuels and tech enthusiasts that back Musk first and foremost.

    Anecdotal and empirical evidence suggests this has contributed to a small but growing number of customers abandoning the brand for competitors like Rivian, especially in Tesla’s own stronghold of California

    Europe, whose EV market is 60% larger than the U.S., has seen a plunge in Tesla demand as the tycoon embraced the continent’s far right, an ally of Trump, who is highly controversial on the continent. As president, Trump cozied up to Russia’s Vladimir Putin while branding European Union as America’s real “foe” in the region.

    Musk’s engagement with political fringe parties like the AfD, under official observation by Germany’s domestic intelligence service as a danger to democracy, has soured support for the brand in an EV-friendly market where consumers are already spoiled for choice.

    On Monday, registration data published for Germany, the UK and France—the three largest EV markets in Europe—showed Tesla sales in the first seven months drop 41%, 13% and 28%, respectively, over the previous year’s period.

    By comparison the most recent continent-wide data showed EV sales edged 1.6% higher in the first half of this year, implying all other brands dramatically outperformed Tesla.

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    Christiaan Hetzner

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