In recent months, we’ve seen the automotive industry pivot away from a focus on battery electric vehicles (BEVs). Now, the EV movement faces a unique set of challenges that could come after the rise of plug-in hybrid electric vehicles (PHEVs). If people get hooked on PHEVs, we could find ourselves having a tough time getting car buyers to want to move on from “the best of both worlds.” In this article, I want to talk about what some of those challenges are and what we can do to get past them.

The Challenges PHEV Dominance Could Pose First, we need to talk about infrastructure. The cold hard fact is that the federal government simply can’t fund all of the charging stations we’d need for everyone to be able to go electric. The government theoretically could afford it, but the kind of spending that would be needed would fail to get past political hurdles.

The funding for EV charging stations in the Infrastructure Bill wasn’t meant to solve the problem entirely. It was meant to break the Catch-22 where people don’t want EVs because there aren’t enough charging stations, allowing more early mainstream adoption, which in turn would lead to more demand for charging stations. This, it was thought, would lead to more private investment to meet the new demand.

In other words, the Biden folks don’t want to fuel the car. They only want to jump-start it. If the next generation of mainstream electrified vehicles doesn’t need the infrastructure, that could cause the growth of EV infrastructure and BEVs to sputter.

It's hard to know who or what to believe when it comes to the auto industry eventually going all-electric.

Lots of other media outlets, political pundits and EV detractors alike will say that EV sales have completely nose-dives, and the whole attempt at a zero-emission transition was a waste of time. Others say that EV sales are better than ever; a fact backed up with data. A recent study from J.D Power affirms the latter rather than the former—EV sales are definitely up. But interest in, and adoption of, the technology are both slower than expected.

DETROIT -- Jaguar is telling owners of about 3,000 electric SUVs to park them outdoors and away from structures due to the risk of battery fires.

The British automaker is recalling I-Pace SUVs from the 2019 model year, but has not yet developed a final remedy.

As an interim fix, dealers will update the battery energy control computer to limit battery charging to 80% of capacity. The company has issued three previous recalls for the same problem, and all of the SUVs will need the new remedy. The previous recalls updated diagnostic software.

The automaker says in documents posted Thursday by U.S. safety regulators that there have been three fires in the U.S. after previous software updates on the vehicles. No injuries were reported.

“Owners who have previously had their vehicle updated with the improved diagnostic software are under the impression that their vehicle is protected from thermal overload which, for 2019 MY (model year) vehicles, may not be the case,” the documents say.

cross-posted from: https://lemm.ee/post/41051882

cross-posted from: https://lemm.ee/post/41021578

cross-posted from: https://lemm.ee/post/41019548

cross-posted from: https://lemm.ee/post/41003005

The share of electric and hybrid vehicle sales in the United States increased in the second quarter of 2024 (2Q24) after a slight decline in 1Q24. Combined U.S. sales of hybrid vehicles, plug-in hybrid electric vehicles, and battery electric vehicles (BEVs) increased from 17.8% of total new light-duty vehicle (LDV) sales in 1Q24 to 18.7% in 2Q24, according to estimates from Wards Intelligence.

cross-posted from: https://lemm.ee/post/40937926

cross-posted from: https://lemm.ee/post/40937338

cross-posted from: https://lemm.ee/post/40937126

cross-posted from: https://lemm.ee/post/40928730

cross-posted from: https://lemm.ee/post/40919680

BEIJING, Aug 28 (Reuters) - Chinese electric vehicle maker BYD (002594.SZ), opens new tab reported improved net profits in the second quarter thanks to its extended market leadership, even though it led a protracted price war with aggressive discounts on its best-selling models. BYD's net profit hit 9.1 billion yuan ($1.3 billion) in the April-June quarter, up 32.8% from a year earlier and its fastest growth since end-2023, while revenue grew 25.9% to 176.2 billion yuan, it said in a stock exchange filing.

Sales of autos and related products accounted for 75.8% of BYD's overall revenue and their gross margin rose to 23.9% in the first half of 2024, up 3.3 percentage points from the same period last year. Gross margin fell to 18.69% in the second quarter from 21.88% the first quarter, per Reuters' calculations based on its fiscal disclosure. BYD has taken a significant lead in the Chinese electric and plug-in hybrid vehicle sector, leveraging its vertical integration strategy by using key components such as batteries made by the company.

It has also expanded its international presence, such as in Europe and Mexico, where it has plans to set up manufacturing. The company is facing a 17% additional tariff for exporting EVs from China to countries in the European Union. "For vehicles priced (in China) under 150,000 yuan ($21,046), BYD holds absolute pricing power because, aside from glass and tires, it manufactures almost everything in-house," said Rosalie Chen, analyst at Third Bridge.

Krista Cortese, her husband and their toddler were making due with the 2003 Mazda hatchback that they got years ago from a neighbor. But the Seattle family was spending $230 a month on average for gas and maintenance. It was costly and Cortese didn’t like using fossil fuels to get around.

“We’ve definitely been thinking about getting an electric car for two years now, but we’re pretty low income,” she said. “We’re both artists.”

There was a state sales tax break and a federal tax credit to cut the price, but electric vehicles were still out of reach.

Then came this summer’s launch of the Washington EV Instant Rebates Program, a first-of-its kind program nationally that provides rebates at the time of purchase for income-eligible consumers who buy or lease a new or used EV.

The Corteses were at the Campbell Nissan lot in nearby Edmonds at 9 a.m. on Aug. 1, the first day the program took effect. After all of the discounts were factored in, they drove away with a black, new 2024 Nissan Leaf SV Plus for $102 per month under a three-year lease.

“It’s so cute!” Cortese enthused.

Nineteen days into the effort, lower-income residents in Washington had bought or leased more than 1,000 EVs and roughly $8 million of the $45 million available for rebates had been issued. About 70% of the deals have been three-year leases — which is the most cost-effective option for consumers.

“We’ve had an overwhelmingly positive response,” said Steven Hershkowitz, clean transportation managing director for the Washington State Department of Commerce, which is administering the program. “This is having its intended effect so far.”

Washington leaders have been strong proponents of the shift to electric vehicles. Following California’s lead, the state is requiring all new vehicles sold here to be zero carbon emissions by 2035, including passenger cars, light-duty vehicles, and medium-duty vehicles such as larger pick-up trucks and SUVs. Last month, 16% of new vehicle registrations in the state were EVs and plug-in hybrid vehicles.

The fraction of EV sales have been climbing in the state over time, but the purchases have largely been Teslas bought by more affluent consumers. There are now more affordable EVs available, and the new rebate aims for more equitable access.

After unveiling its new “Hyundai Way” strategy on Wednesday, Hyundai confirmed its highly anticipated three-row electric SUV, the IONIQ 9, will be built in the US. Hyundai also revealed plans to launch EREVs with over 550 miles (900 km) range. Here’s what else you can expect from Hyundai over the next few years.

“In the era of electrification, Hyundai Motor Company is an unrivaled company that has introduced the entire electric vehicle lineup, from mass-market brands to luxury and high-performance models, the fastest,” Hyundai’s CEO Jang Jae-hoon said at the event.

Hyundai revealed its new mid-to-long-term strategy during its 2024 CEO Investor Day. As part of the new “Hyundai Way,” the company aims to sell 5.55 million vehicles globally by 2030.

BEIJING, Aug 27 (Reuters) - Chinese electric vehicle maker Xpeng (9868.HK), opens new tab priced the first model of its budget sub-brand MONA from $16,813 on Tuesday, wedging into the mainstream but highly competitive segment of the world's largest auto market. The MONA M03 electric hatchback coupe is Xpeng's most affordable model and will compete with other EVs priced in the 100,000-150,000 yuan ($14,035-$21,052) range, which accounts for a third of total car sales in China.

There will be two versions of the MONA M03: an entry-level one without advanced autonomous driving technology available from $16,813, and the M03 Max that uses Tesla-like technology and is priced from $21,866. Both are cheaper than the lowest priced Xpeng-branded EV, the P5 sedan, which is priced from $22,000. Deliveries of the M03 Max, "the only car with advanced autonomous driving at less than 200,000 yuan ($28,068)", will start early next year, said He Xiaopeng, co-founder and CEO of XPeng Motors. He was speaking at a launch gala in Beijing that also celebrated the Guangzhou-based carmaker's 10th anniversary.

Ford Motor Co. appointed Todd Willing the new Global Design Director for Ford and Lincoln brands worldwide. Willing was formerly the Global Design Director for Ford’s electric vehicle (EV) division, the Model e. Willing’s promotion leaves a gap in the Model e division’s team.

Electric vehicle sales have been on a decline this year for most EV automakers. Earlier this month, Ford suggested that it would focus less on pure EV production and shift plans to hybrid-electric vehicles. Willing’s promotion supports Ford’s upcoming plans.

“We’re committed to creating long-term value by building a competitive and profitable business. With pricing and margin compression, we’ve made the decision to adjust our product and technology roadmap and industrial footprint to meet our goal of reaching positive EBIT within the first 12 months of launch for all new models,” said Ford Vice Chair and CFO John Lawler.

DETROIT -- Production at an electric vehicle battery cell plant jointly run by General Motors and Samsung SDI has been delayed as EV sales have slowed in the U.S.

The companies finalized their agreement Tuesday to jointly run the new factory in New Carlisle, Indiana, near South Bend, but said production would not start until 2027. Previously the plant was expected to start making cells in 2026.

The delay will be less than a year, due to market conditions and working out contract details, GM said. Construction of the factory is already under way.

Electric vehicle sales in the U.S. 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.

GM and Samsung announced the joint venture in June of last year. The $3.5 billion plant is being built on a 680-acre site and is expected to employ 1,600 workers. It will make nickel-rich prismatic batteries that store more energy than other chemistries, lowering costs and improving driving range, the companies said.

The plant also will help Samsung get into the North American EV market, selling cells to other companies.

The project is GM’s fourth joint venture battery cell factory. It has announced three others with South Korea’s LG Energy Solution. A 900-worker factory near Warren, Ohio, already is making cells, as is a plant in Spring Hill, Tennessee. Another in Lansing, Michigan, is being built.

GM switched to Samsung after several recalls of Chevrolet Bolt electric vehicles equipped with LG batteries due to manufacturing defects that could cause fires.

Automakers mainly in the U.S. and Europe have delayed battery and electric vehicle production as sales have slowed. Last week, Ford announced it would postpone a new big electric pickup truck by 18 months and scrub a new large electric SUV with three rows of seats. Instead it will focus on electric midsize pickups and a commercial van, as well as gas-electric hybrids.

There’s not much special about the Kona’s guts. Take away its Robocop-esque styling, and you’ll find the same small car and crossover platform that underpins the Kia Niro and Hyundai Elantra. It doesn't even look radically different from the regular Kona, which is powered by a choice of four-cylinder gas engines.

Take a look underneath and it will resemble any small crossover made in the past 15 years, save for the big boxy battery that sits in front of the multi-link independent rear suspension setup. The Kona is front-motor, front-wheel-drive, and is set up in a way that’s similar to the small four-cylinder engines that would have sat in the motor’s place in the car’s ICE version.

To some, that’s a huge step back from the skateboard-like chassis and tiny rear-mounted, RWD motors found on modern EV platforms. But, in practice, the Kona’s conventional guts make for a conventional driving experience—and that's not a bad thing. Consumers buy crossovers because they’re easy to drive and comfortable.

By and large, the Kona Electric keeps that same standard crossover energy going. On the road, the crossover is comfy, quiet and easy to drive.

Like all EVs, the Kona Electric is naturally heavier than its gas-powered sibling. Yet, Hyundai kept that weight gain in check. On average, the Kona Electric is only about 500 pounds heavier than the ICE model and about 150 lbs heavier than its predecessor.

If you’ve driven the old Kona Electric, you’ll find the 201-horsepower motor and 64.8 kWh familiar, but there are a few changes this time around. It might have the same power, but it lost more than 100 lb-ft of torque, from 291 lb-ft to merely 188 lb-ft.

On paper, the lack of torque shows. The Kona Electric is slower this time around. Its 0-60 mph time grew from 6.2 seconds to 7.0 seconds flat. Yet, in practice, I actually prefer the reduced torque of the new model. Despite being numerically slower than its predecessor, I never felt like Kona Electric was ever out of its depth.

Like most EVs, throttle response is instant, so the Kona still feels swift, albeit not fast. To me, the car never felt like it needed more power, but if you’re searching for the neck-jerking acceleration of other EV crossovers, then look elsewhere

cross-posted from: https://lemm.ee/post/40831953

Tesla uberbulls often like to say that Tesla is the leader in self-driving because while it doesn’t have a commercially available autonomous ride-hailing service like Waymo, it doesn’t rely on geo-fencing and mapping like Waymo.

They argue that if Tesla wanted to do that it could, but it prefers to focus on an autonomous system that could drive anywhere, anytime, without mapping.

However, it is questionable that they could do it if they wanted to because they still haven’t done it on a project much simpler than Waymo’s operations in Pheonix and other cities: the tunnels under Las Vegas.

The Las Vegas Convention Center Loop is The Boring Company’s first full-scale loop project currently in commercial use.

Elon Musk’s tunneling start-up completed the $50 million project in just over a year.

A Boring Company Loop system consists of tunnels in which Tesla electric vehicles travel at high speeds between stations to transport people within a city. The Boring Company said that it was working with Tesla to use its self-driving system inside those tunnels, which would enables to get rid of the current drivers and lower the cost of operation.

However, 2 years and several more tunnels connected to the Loop later, The Boring Company is still using drivers in the tunnels.

In 2024, a small electric SUV with a range of 300 miles produces 52% fewer life cycle greenhouse gas (GHG) emissions than a comparable gasoline vehicle. Electric vehicles (EVs) have no tailpipe emissions, but nearly three quarters of the GHG emissions for a gasoline vehicle come from the tailpipe (vehicle operation). Although GHG emissions from the production and distribution of electricity is about double that of gasoline production and distribution (149 vs. 75 gCO2e/mile), that difference is more than offset by the tailpipe GHG emissions from the gasoline vehicle. Battery production adds an additional 30 gCO2e/mile over the life of the EV but is negligible for the gasoline vehicle. Increasing efficiencies for battery and vehicle production will lower GHG emissions in the future. Also, GHG emissions from electricity production are projected to be lower as the United States moves toward decarbonization of the grid.