MyOpinion

Let’s start this one with some good news: the transition toward clean freight is picking up speed. Over the past few years, we’ve started to see more and more zero-emission commercial trucks, delivery vans, and buses hit the road. The much-needed evolution of our on-road freight system to one that’s cleaner and more equitable is gaining momentum — and not a moment too soon.

Medium- and heavy-duty vehicles (MHDVs), like the big rigs on our highways and the vans that deliver our packages, make up just over 1 in 10 of the vehicles on our roads, but are responsible for over half of ozone-forming nitrogen oxide pollution and lung-damaging fine particulate pollution from on-road vehicles. They are also disproportionately responsible for climate-warming emissions, representing around 30 percent of greenhouse gas pollution from vehicles on our roads and highways. Zero-emission trucks and buses eliminate tailpipe emissions and significantly reduce life-cycle pollution.

One indicator of this progress is the growing share of zero-emission truck and bus registrations. This tells us which fleets are deploying electric vehicles, which types of these vehicles are being deployed, and where. Information like this is vital to understanding how the market is developing, but I think it’s equally important to investigate the why as well — this way, we can better understand what’s working and what’s not. After all, these trucks aren’t going to electrify themselves (although this does kind of sound like a superhero blockbuster plot). Such a paradigm shift within our nation’s $400 billion on-road freight industry demands both regulatory forces and economic upsides to be successful and lasting.

More than a year after legacy automakers announced a transition from the CCS charging port to Tesla’s North American Charging Standard (NACS), GM EV customers are finally able to purchase an approved adapter and gain access to hundreds of thousands of Tesla chargers.

Today’s news has been a long time coming for GM-branded EV drivers. It is another massive step in the American auto industry’s adoption of a truly universal charging plug.

In June 2023, GM was one of the first OEMs to announce a transition from the CCS plug to Tesla’s NACS. It shared that future BEV models will feature the port natively, and existing BEVs could access the charging network via an adapter.

Since then, we’ve seen virtually all automakers adopt NACS and begin sourcing approved Tesla adapters, including Ford, Hyundai, BMW, and Lucid Motors, to name a few.

US charging networks like ChargePoint have also begun rolling out solutions to support EVs of all makes and models, helping increase the versatility of local networks and alleviate some of the stressors EV drivers currently face when they need a charge and don’t have the correct plug or aren’t certified to access a specific charging network.

While we await future GM models with Tesla NACS plugs built in, the American automaker has begun selling an approved adapter that gives its EV drivers immediate access to many Level 2 and DC fast chargers on Tesla’s current network.

Hyundai unveiled the Casper Electric in June at the Busan International Mobility Show in South Korea.

The new low-cost EV stole the show with a compact but still functional design. Despite its small size, Hyundai expects it to have a significant impact with its “potential to accelerate the popularization of electric vehicles.”

Hyundai opened Casper EV pre-orders in its home market with starting prices at just $22,800 (31.5 million won).

With government incentives, Hyundai said the entry-level “Inspiration” model can be bought for as little as $14,500 (20 million won).

The new EV is “the most attractive choice” for many buyers looking to go electric, according to Hyundai. With a 49 kWh battery, Hyundai’s Casper Electric has up to 195 miles (315 km) range on a single charge.

Two months ago, James Rapp was driving home at dusk when a deer appeared out of nowhere, straight into the path of his spanking-new Chevrolet Equinox EV.

The software engineer escaped unharmed and the deer bolted into the woods, but the car wasn't so lucky. His car hit the deer when he was going at about 40 mph, so the impact left the fascia mangled but thankfully without structural or powertrain damage. The EV drove just fine, so Rapp dashed to a Chevy dealership the next morning for repairs.

After the incident, the Chevy dealership in Gaithersburg, Maryland identified 26 parts that needed replacement, including the headlamps, front camera, parts of the grille and the bumper, registration plate brackets and more. Now his Equinox EV 2LT, draped in the Riptide Blue Metallic paint, has been lying idle at the dealer's body shop for over 60 days.

“I had the car only for three weeks," Rapp said. "It had 400 miles on it. Now it’s been out for eight weeks and is [just] sitting there."

In the meantime, Rapp is back behind the wheel of his 2006 gas-powered Equinox. “What should have been a three-day repair, eight weeks later there's no indication when it’ll be done," he said. "It’s frustrating."

Rapp’s case isn’t unique. A number of Equinox EV owners have posted online or told InsideEVs that they are facing similar delays after relatively minor incidents where gas-powered General Motors cars might've been repaired in days or weeks at most. For Equinox EV owners, repairs are dragging on for months.

Several owners told InsideEVs that they have been left in the dark with no official estimated time of arrival for several collision replacement parts. They added that the dealerships had no clue either, as they await a fix from GM.

Good old GM doing their normal shitty job of taking care of EV drivers.

Following its resounding success in Vietnam, VinFast Auto has officially opened pre-orders for the VF 3 in the Philippines. This marks the first time VinFast is launching its stylish mini electric SUV in an international market.

From September 19 to 30, early customers who reserve the VF 3 will enjoy several attractive incentives and privileges, including a special price of 605,000 pesos (battery subscription) or 705,000 pesos (battery included). After this period, the prices will revert to the MSRP of 645,000 pesos (battery subscription) and 745,000 pesos (battery included).

Additionally, early VF 3 customers will have the privilege of choosing from nine striking exterior paint colors, including four base colors and five premium options, free of charge. Premium paint colors will cost an additional 20,000 pesos after this period.

Moreover, from September 19 to 30, for only 40,000 pesos, early customers can customize their car’s paint beyond the nine available colors. This will be the only time VinFast offers this exclusive privilege for the VF 3.

VinFast is accepting deposits of 5,000 pesos through its official website or at authorized dealerships (refundable under VinFast’s terms).

VF 3 customers who opt for the battery subscription can choose from a flexible list of subscription plans starting at just 2,800 pesos per month, allowing for cost optimization based on travel needs.

The VF 3 boasts a compact design with dimensions of 3,190 x 1,679 x 1,622 mm and a wheelbase of 2,075 mm, perfectly suited for city roads in the Philippines. It is equipped with 16-inch wheels, providing an impressive ground clearance of 191 mm, allowing for smooth navigation across various terrains.

Despite its small size, the VF 3 is powered by a 32 kW electric motor, providing a maximum torque of 110 Nm. With an 18.64 kWh lithium-ion battery, the VF 3 can travel up to 210 km on a full charge, fully meeting the needs of city driving. Fast charging from 10% to 70% in just 36 minutes adds convenience by saving time.

The VF 3 stands out with its youthful and dynamic design, offering nine exterior color options, making it an ideal choice for young individuals to express their personality. The interior is optimized for four passengers, with foldable rear seats that can expand the cargo space to 285 liters. A large 10-inch infotainment screen ensures that every journey in the VF 3 is enjoyable.

Even as the most affordable model in VinFast’s lineup, the VF 3 comes equipped with a full range of essential features, including safety and driver-assist technologies, providing a smooth and convenient driving experience, even for first-time drivers. Each VF 3 comes with a portable charger, ensuring peace of mind for customers when it comes to battery concerns.

Even with the new 100% tariff on electric vehicles imported from China, BYD would still have the cheapest EV in the US. According to a new report, BYD’s lowest-priced EV would still undercut all US automakers at under $25,000.

After discontinuing the production of vehicles powered entirely by internal combustion engines in March 2022, BYD has been at the forefront of the industry’s shift to EVs.

Honestly in my opinion it is time to remove all tariffs on EVs under 25k and let anyone who wants to fill that slot in. American car manufacturers refuse to fill the market need.

When there’s just the slightest dip in electric vehicle growth, we get to see the spiders come out of the baseboards. We’re not even talking about EV sales decline. We’re just talking slower EV sales growth. Nonetheless, a handful of legacy automakers have taken the opportunity to poo-poo the transition to EVs and even cut back on their EV transition plans. Two popped up in recent weeks who I have to admit do not surprise me at all.

Honda has been in contention for the “Biggest EV Laggard Award” for years. It has taken slow-walking to an all new level, like the sloth in Zootopia. And it apparently has no shame in that regard. In fact, the company may still be doing its best to win that award.

President and CEO of American Honda Kazuhiro Takizawa told The Drive last month that “You can’t force the customer to change their mind [and] we just can’t force the people living in, say, the Midwest, with no charging stations.” First of all, there are charging stations in the Midwest, a lot of them. Secondly, Honda isn’t anywhere close to forcing anyone. The company wouldn’t build a real electric car for years upon years, even as EVs rose to a major portion of auto sales. Honda finally has a decent EV for sale, but it was basically built by GM and has a Honda shell on top. In other words, Honda still isn’t really trying. Or, to be more business-y about it, Honda’s IP and auto development is tied up in non-electric automobiles and the company is far behind other automakers in trying to develop EVs. So, yes, naturally, they don’t want the EV transition to speed up, or to happen at all.

Any of our readers who have been following my reports know that Latin America’s EV sales are rising. In some countries, they may not be growing as fast as we would wish; in others, they’re faster than we ever expected; but the trend remains clear regardless.

Latin America’s* market amounts to some 5 million vehicles a year, 70% of which corresponds to only two countries (Brazil and Mexico), with another 20% belonging to four countries (Argentina, Chile, Colombia, and Peru). The remaining 10% is left to another dozen countries or so. (*Minus the Caribbean, which isn’t a big market in any case.)

The region is also known for being highly protectionist, with tariffs to promote local industry, be it by pressure from the US (as is the case of Mexico) or because of a regional interest (as is the case in Brazil, Argentina, Uruguay, Ecuador, Colombia, and Peru). This means that local production is imperative if the EV revolution is to succeed. So, how are things going on that front?

It should come as no surprise that the two largest markets, and two largest producers, are also the two pioneers in EV production in Latin America: Mexico and Brazil. Together, these two countries account for at least five plants already producing EVs, and at least six coming up with production planned prior to 2027.

Electric vehicle (EV) registrations surged 18% in July compared to the same month last year, driven by the success of newer models like the Tesla Cybertruck and the Honda Prologue, according to the latest data from S&P Global Mobility. Tesla, the EV market leader, ended a five-month slump with a 1.2% increase in registrations, bolstered by 5,175 deliveries of the highly anticipated Cybertruck launched in November. Other EV pickups combined sold just 5,546 units during the same period.

The surge in registrations reflects the growing appeal of EVs, aided by substantial incentives. For example, according to Motor Intelligence, consumers received $19,703 in discounts on the Kia EV9, $13,015 on the Volkswagen ID.4, and $7,035 on the Honda Prologue. Despite their typically higher retail prices, these factory and government incentives have helped make electric vehicles more competitive with their gasoline and hybrid counterparts.

However, analyst Tom Libby of S&P Global Mobility cautioned that the current sales boom heavily relies on these incentives. “At full MSRP, these EV products would not sell. They are being heavily incentivized to compete with internal combustion vehicles, and if these incentives were pulled, sales would drop dramatically,” Libby said.

Tesla maintained its dominance in the electric vehicle (EV) market, but its Model 3 sedan experienced a significant 31% drop in registrations. This decline was primarily attributed to the base model being ineligible for federal EV tax credits due to stricter battery-sourcing regulations implemented earlier in the year.

Despite Tesla’s dominance, non-Tesla EV registrations surged 38% year-over-year as competitors gained momentum. Hyundai Motor Group, which includes the Hyundai, Kia, and Genesis brands, secured second place with 10,846 EV registrations. General Motors followed in third with 9,767 registrations across its Chevrolet, Cadillac, GMC, and BrightDrop brands, while Ford Motor Co. ranked fourth with 9,504 registrations.

“This is the second wave of competitor vehicles,” Libby said. “These are very solid and competitive products affecting Tesla’s position.”

Nonetheless, total EV registrations for July reached 118,273, up from 100,620 in the previous year. EVs now represent 8.5% of the overall U.S. light-vehicle market, an increase from 7.6% a year earlier. In the first seven months of 2024, EV registrations grew by 8.7%, capturing a 7.6% market share, compared to 7.2% in the same period last year.

Despite the positive trend, there were signs of weakness in the broader EV market. Rivian, a major player in the EV space, saw a 0.3% decline in combined registrations for its R1S and R1T models in July. Rivian’s R1S crossover, the brand’s top-selling vehicle, saw an 18% drop in registrations as it faced competition from Kia’s EV9, which registered 1,960 units in July, surpassing the R1S.

Amid these challenges, Tesla’s overall growth and the strong performance of new entrants like the Honda Prologue and Kia EV9 suggest that the EV market continues to evolve, with fierce competition ahead as more automakers vie for leadership in this rapidly expanding segment.

In a bit of a leak, we’ve caught word that Hyundai and IVECO Group are aiming to feature a “revolutionary electric commercial vehicle” at the coming IAA 2024 show in Hannover, Germany.

We don’t have details yet, but we’ve got these summary points:

Hyundai Motor Company leverages its global eLCV platform for IVECO-badged ‘eMoovy’ debut in Europe
Hyundai’s advanced EV technology includes proven PE system for ultra-fast charging and smart battery management
Hyundai’s eLCV platform features a low-floor access for increased cargo capacity and improved operator mobility
Hyundai and IVECO partnership aims to accelerate eco-friendly commercial vehicle transition and expand sustainable mobility future across Europe

In March, Hyundai and IVECO noted that they’d be partnering up for commercial vehicle development. They noted that they’d be working on “electric heavy-duty truck solutions, including both battery electric trucks and fuel cell electric trucks,” together. These are targeted for the European market, where regulations on trucking are strengthening.

We’ll have to wait a week or so to find out what this new “revolutionary electric commercial vehicle” is. Stay tuned.

Tesla’s rollout of Full Self-Driving v12.5 has failed so far, and owners want to know what happens next?

In 2016, Elon Musk announced that all future Tesla vehicles would come equipped with the necessary hardware for self-driving capabilities, even specifying “level 5 self-driving,” which implies the ability to operate autonomously under any conditions. However, shortly after, Musk acknowledged that Tesla might require more onboard computing power than initially thought, leading to the introduction of Hardware 3 (HW3).

Musk assured that HW3 would enable full self-driving (FSD) capabilities, promising retrofits for earlier models that had purchased the FSD package. Following this, Tesla introduced Hardware 4 (HW4), a more advanced onboard computer system, but did not offer retrofits for older models with HW3, maintaining that HW3 was sufficient for achieving self-driving through software updates.

Initially, Musk claimed that FSD improvements would first be optimized for HW3, suggesting that HW4 might lag behind by at least six months. However, Tesla reversed this approach with the release of FSD version 12.5, which was first deployed to HW4 vehicles. Musk explained that optimizing the software for the less powerful HW3 would take additional time, hinting at the limitations of HW3 in handling the latest software advancements towards unsupervised self-driving, a capability Tesla promised to HW3 owners since 2016.

This rewrite aims to streamline the narrative, focusing on the evolution of Tesla’s self-driving hardware and software, and the strategic shifts in deployment and optimization of FSD capabilities between HW3 and HW4.

Musk said that it would take ten days to adapt v12.5 to HW3.

In late August, about two weeks after Musk’s “10 days” had passed, we reported that Tesla started to push v12.5 to HW3 vehicles.

Not only was the update to HW3 late, but Tesla also confirmed that it was running a smaller model than on HW4.

On top of all that, now three weeks later, Tesla has yet to push v12.5 to the vast majority of FSD vehicles with HW3. Tesla appears to only have pushed v12.5.1.5 to some Tesla HW3 owners and it is now moving HW4 cars to v12.5.2.

GM and EVgo are collaborating to build “flagship” EV charging stations at urban sites with a total of 400 EV charging stalls.

The flagship stations are cobranded by GM Energy, the automaker’s battery and charging division, and EVgo. The stations will be located in Arizona, California, Florida, Georgia, Michigan, New York, and Texas at places with shopping, food, coffee shops, and other amenities.

Each station will include 20 fast charging stalls with units supporting up to 350kW speeds, pull-through stations, security cameras, and gas station-style canopies with ample lighting. The first locations featuring EVgo’s latest easy-deploying and modular prefabricated charging stations will open in 2025.