The Volkswagen Group presented ten new models from its various brands at Auto Shanghai 2025, including five world premieres that highlight the company’s focus on the Chinese market. Volkswagen’s three […]
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Germany-based Daimler Buses, a segment of Daimler Truck, is introducing measures to extend the useful life of electric buses, including the remanufacturing of electric bus batteries and expansion of its product range in 2026 to include a latest-generation battery replacement with longer range.
The new services will be offered initially for the Mercedes-Benz eCitaro city bus; it will be equipped in 2026 with the significantly improved next-generation NMC4 lithium-nickel-manganese-cobalt battery, which will be manufactured by BMZ Poland. The services may also be offered in the future for the Mercedes-Benz eIntouro intercity bus. This model is projected to be available in 2026 and will be equipped with the same lithium iron phosphate batteries as the Mercedes-Benz eActros 600 long-haul truck.
Daimler’s battery maker is now remanufacturing first-generation NMC1 batteries, and in the future, the “reworked” range will be extended to NMC2 and NMC3 batteries. Starting in 2026, Daimler Buses will also replace previous generation NMC1 to NMC3 batteries—depending on the customer’s planned duration of use—with the latest NMC4 models, which offer increased capacity and range.
Remanufacturing and battery replacement will also apply to the new NMC4 generation for its used vehicle range in the BusStore. Customers can also purchase used e-buses with high battery capacity or the latest battery technology.
“Our first-generation Mercedes-Benz eCitaro buses are still in successful use today,” said Daimler Buses CEO Till Oberwörder. “The new e-services will help to ensure that this remains the case for many years to come.”
Source: Daimler
Hypercharge, a Canadian EV charging equipment provider and network operator, has delivered 500 Level 2 charging stations to the 28-acre Oakridge Park redevelopment project in Vancouver, BC.
The property includes a mix of residential, retail, office and community spaces. The project is being co-developed by QuadReal Property Group and Westbank. Toronto-based parking services company Precise ParkLink will manage Oakridge Park’s parking lot operations.
Hypercharge’s installation, which will integrate with Eevion, the company’s proprietary charging platform, comprises 300 wall-mounted single-port Level 2 chargers deployed throughout the property and 200 overhead single-port Level 2 chargers designed to serve the project’s high-density valet parking facilities.
“With a unique parking model, the project demands a smart, space-saving charging setup that maximizes efficiency while maintaining seamless accessibility,” said Hypercharge President and CEO David Bibby. “To solve this, Hypercharge’s mix of overhead and wall-mounted stations optimizes every inch of available space, while Eevion seamlessly integrates with Oakridge Park’s integrated building management platform for real-time monitoring and smart management.”
Source: Hypercharge
Horse Powertrain has revealed its new Future Hybrid Concept at Auto Shanghai 2025, presenting a compact hybrid powertrain designed to fit within existing EV platforms. The system integrates an internal […]
The post Horse Powertrain unveils hybrid system for EV platforms at Shanghai auto show appeared first on Electric & Hybrid Vehicle Technology International.
Taking delivery of a new Tesla isn’t your typical dealership experience. There are no drawn-out price negotiations, no salesperson hovering, and no finance office to sit through. For some, that’s a dream. For others—especially first-time EV buyers—it can feel a bit overwhelming.
And recently, one Tesla delivery didn’t go so smoothly.
A Tesla owner on X (formerly Twitter), @jonbbc, shared his mom’s frustrating delivery experience at the Grand Rapids, Michigan delivery center. She was picking up her first-ever Tesla — a new Model Y — and arrived early, excited but nervous.
She asked for help. She let the staff know she was new to EVs and needed a walkthrough. Instead, they told her to inspect the car by herself and come back once she was ready to sign.
That moment, which should’ve felt like a big milestone, turned into an anxious, disappointing experience.
Thankfully, a technician eventually stepped in to help. But let’s be honest — that level of support should’ve been there from the start.
After the story made the rounds, Tesla staff reached out and apologized. More importantly, they said changes are on the way.
According to @jonbbc, Tesla plans to roll out updates to its mobile app and website in the next few weeks. These updates are meant to improve the delivery experience specifically for first-time Tesla owners.
What does that mean?
We’re expecting:
Clearer step-by-step instructions in the Tesla app
Easier ways to request help from Tesla staff during delivery
More visibility into tutorials and walkthrough options ahead of time
Tesla’s whole approach is about efficiency. You order online, handle most of the paperwork through the app, and show up to pick up your car. But not every buyer fits that model, especially if they’ve never owned an EV.
Some delivery centers go all out — we’ve seen setups with balloons, group tutorials, and team members walking you through the basics. But that’s not consistent everywhere.
And because Tesla owns all its delivery centers (unlike traditional car brands that rely on dealerships), it’s up to corporate to make sure every location delivers a great experience.
If Tesla really wants to fix this, here’s what would go a long way:
A simple pre-delivery checklist in the app with optional videos
A clear button to request staff assistance before pickup
A viewing area with Tesla feature tutorials playing on loop
At the end of the day, not everyone needs a full walkaround — but when someone asks for help, it should be there.
EV charging stations: more plugs, standardized pricing, and reliability rises a little.
The whole topic of charging an electric vehicle remains a mystery to EV-curious car shoppers. Dealership sales staff often know little more than their customers. YouTube videos with horror stories about dead public charging stations, long lines, and slow charging—not to mention outright misinformation—don’t help.
But a new report from data analytics firm Paren, looking at data on EV charging sites from the first quarter of this year, suggests the public-charging picture is slowly improving. Called the State of the Industry Report: U.S. EV Fast Charging — Q1 2025, it’s the first of what the company says will be a regular quarterly series of reports on EV charging as it evolves.
Paren says it sees 2024 as “a year of mixed news in the US DC fast charging (DCFC) industry”, but that “we believe that it will be remembered as a pivotal turn to a new era known as ‘Charging 2.0.’“
The report offers the following trends and data.
RELIABILITY RISES, SLOWLY: The firm’s U.S. Reliability Index for non-Tesla charging stations rose to 82.6 points for Q1 vs 81.2 points for Q4-2024. While 2 percent is hardly staggering, it likely means one or two more sessions out of every hundred will actually result in a charged EV. Among the causes: older hardware has been replaced or decommissioned, boosting uptime. And newer entrants into the field—including Ionna—now opt for proven hardware with known reliability.
PORTS, SITES BOTH INCREASE: The number of U.S. (non-Tesla) ports, or charging cables, totaled 55,580 at the end of Q1, an increase of 3,667. The total number of sites (or stations) grew to 10,839, an increase of 794. While that’s fewer than were added in the prior quarter, Paren notes this is an expected seasonal effect due to winter weather slowing Q1 construction—as well as a year-end rush to open new sites by the end of 2024.
MORE CABLES PER SITE: Tesla has always had the highest number of cables at its Supercharger sites: 13.0 per station, per the most recent data. But the number is rising among non-Tesla networks too, with a healthy jump to 3.9 from 2.7 a year ago. Note the National Electric Vehicle Infrastructure (NEVI) program mandates at least four ports per station.
PRICING by kWh NOW STANDARD: Back in September 2020, when Electrify America moved to pricing by the kilowatt-hour (where allowed), EV drivers faced a confusing array of pricing structures at EV charging stations in different states. Now, however, EV drivers pay for fully 80 percent of their public charging sessions by the kWh. Those per-kWh prices may vary with the time of day for another 16 percent, but just 4 percent of sessions are now charged by time spent plugged in (whether by the minute or hour).
NACS TRANSITION STILL TO COME: Non-Tesla EVs with NACS charging ports are now appearing at dealers, e.g. U.S.-built 2025 Hyundai Ioniq 5. On the charging side, 59 percent of new ports in Q1 were CCS-enabled, 31 percent used a NACS connector, and 10 percent were (still!) CHAdeMO. But only 104 new NACS charging ports were installed outside Tesla’s Supercharger network, meaning we’re still in the early stages of the years-long transition to the J3400 connector standard. Drivers of those early NACS-equipped non-Tesla cars will likely have to rely on CCS-to-NACS adapters for a while.
UTILIZATION RATES KEY: Most EV charging networks today lose money, because they’ve built out infrastructure on the promise of future traffic in years to come. Only higher utilization (the amount of time a station is actually charging an EV and earning money) can change that equation. While utilization is trending up, especially in dense urban coastal markets with lots of EVs and high proportions of both EV rideshare users and apartment renters who depend on public charging, the path is lumpy. Utilization rates in Q1 fell slightly to 16.2 percent from 16.6 percent in Q4 2024. Paren suggests the decline is a result of the typical Q4 bump from more EV travel during Thanksgiving and Christmas holidays.
HINTERLANDS LEFT BEHIND? The now-paused National Electric Vehicle Infrastructure (NEVI) program was designed specifically to fund charging infrastructure in rural and low-income communities where for-profit charging networks typically don’t build new charging stations. “Our data is a harbinger of less expansion in rural and lower-income markets,” said Loren McDonald, chief analyst at Paren. Charging networks “will increasingly focus on urban markets seeing high utilization, often north of 30 percent, versus markets with less than 5 percent utilization.”
The granular data offered in Paren’s various charts and tables offers a few gems for the detail-obsessed EV observer. One example is the state of Florida. Despite its current governor’s often-expressed disdain for electric cars and anything involving EV charging—especially the NEVI program, which it has declined to distribute—the state recorded the fourth-highest rate of charger utilization in the country.
The report joins a handful of other analyses of EV public charging, but its quarterly nature suggests it could become a reliable bellwether for the state of charging in these evolving times. Its creator, Paren, says it “aggregates, enriches, and serves the most comprehensive data on the essential aspects of EV charging.” The full 28-page report can be downloaded via this link.
Leak detection systems provider INFICON has highlighted the urgent need for comprehensive testing of all EV battery cells, modules and packs.
North American EV battery manufacturers currently do not test 100% of individual cells assembled into battery packs for electrolyte leakage, leading to missed defects and possible battery fires, higher warranty costs and potential reputational damage.
The introduction of SAE testing standard J3277 establishes a method for ensuring battery pack integrity, including methods for water ingress and coolant ingress testing. This testing ensures that battery packs are leak-free at the time of inspection, but it does not guarantee the long-term safety of individual cells or modules within the pack.
“Every battery cell, prior to assembly into a module and again after module fabrication, should be leak tested,” said Thomas Parker, automotive market sales manager at INFICON. “Cells and modules require testing at multiple stages. Once a battery pack is completed, internal battery cooling circuits also become part of the leakage requirements. Leaking cooling circuits may rapidly degrade battery performance and safety.”
“There is a critical need for more thorough testing of individual cells before they are assembled into packs,” Parker added. “Each metal-ion cell now preferred for EV propulsion must be leak-free to prevent liquid or atmospheric moisture from causing dangerous degradation over time.”
“The lifetime of a battery strongly depends on the tightness of the cell housing, because of the harmful effects caused by the interaction between the electrolyte and water vapor,” Parker said. “Rapid detection of leaks in the production of battery cells is absolutely essential to achieving necessary service life and safety requirements.”
Source: INFICON
The “Ford Power Promise” focuses on drivers who can most easily charge at home—still the low-hanging fruit for EV sales. It’s working.
Selling electric vehicles was always going to be a challenge, especially for established U.S. brands like Ford and Chevrolet. They require a lot of explanation by salespeople unfamiliar with EVs; not every shopper lives where charging will be easy and convenient; and misperceptions and myths abound.
Last summer, Ford research found intenders’ perceptions of EV driving were more demanding than those of EV owners—and both were more demanding than the actual realities of EV use.
To address these challenges, last year Ford launched its “Ford Power Promise,” a marketing and support package to ease EV-curious shoppers (“intenders”) over the hump to buying and driving an electric vehicle.
The Power Promise program was first announced in September 2024, and Ford attributed its best-ever quarterly EV sales in Q4-2024 to awareness of the plan. Ford has extended the plan several times, most recently through June 30, 2025. In early April 2025, it launched the plan in Great Britain and Northern Ireland as well.
The Ford Power Promise in the U.S. has four main features:
“Home is where the charge is”
Because car shoppers don’t have a gas pump in their garage, the idea of recharging an EV at home isn’t always intuitive. Yet roughly 80% of EV miles come from charging at home or work—not from public charging stations, whether 240-volt AC Level 2 cables or DC fast-charging for road trips.
For Ford, new-car buyers who can charge at home are the low-hanging fruit among EV shoppers. With sales-weighted new-vehicle transaction prices hovering around $47,000, only a minority of households now has enough income to afford a new car in the first place.
Of households that can afford a new vehicle, Escalent’s 2021 ‘EV Forward’ study found fully four out of five have dedicated off-street parking. That parking is likely no more than 100 feet from some form of electrical supply, usually much closer. That makes installation of a Level 2 home charging station possible, although the details of each installation will vary considerably.
Ford won’t cover every circumstance; a “standard” installation might include adding a breaker into the home panel for a dedicated 240-volt circuit. It won’t cover running a higher-amperage power line from the curb to the house, for instance. But tens of millions of homes should be able to take advantage of that standard installation, whatever it may entail.
Focus on overnight recharge
In a December media presentation on the Ford Power Promise, Martin Delonis, the company’s senior manager of strategy for EVs, said half of all new-car shoppers are well-suited to home EV charging. “Home is where the charge is,” he said, citing it as a mantra to help hesitant shoppers understand that more often than not, they won’t have to hunt for public charging stations.
Delonis said the company’s dealers, in particular their salespeople, are encouraged to stress the pluses of overnight recharging. Those include reduced off-peak or dedicated EV-charging rates; less load on the household (and parenthetically the electric grid) during sleep hours; and the advantage of having “a full tank” every morning.
The charge rates for the Ford electric vehicles covered by the program are a maximum of 11.3 kW for the Mach-E crossover utility and e-Transit delivery van, and 19.2 kW for the F-150 Lightning full-size pickup truck.
For apartment-dwelling buyers of Ford EVs who can’t take advantage of the free home charger and installation, a cash rebate is offered instead—initially $2,000, now $1,000. Delonis noted that all the other elements of the plan (BlueCharge Network, 24/7 help line, battery warranty, etc.) still apply to those buyers. Still, the free charging station is clearly the biggest lure for the program.
It’s worth noting Ford is not the only maker offering a free charging station and standard installation. For its 2024 and (U.S.-built) 2025 Ioniq 5 hatchback utilities and both model years of Ioniq 6 sedans, Hyundai will provide buyers with a free ChargePoint Home Flex Level 2 charging station and hardwired installation—though not any other installation costs, taxes, or fees.
Buyers who can’t install a charging station at home can opt for a $400 public-charging credit good for two years at ChargePoint network stations. The offer is similar to one it ran at the end of 2023 for three different models.
Strong sales showing
After canceling a planned battery-electric 3-row SUV in August 2024, Ford’s lineup of EVs is now well-established in the market. That’s another way of saying it hasn’t launched any new vehicles for a while. But its EV sales have grown steadily, and the company says the Power Promise is a major driver for those increases. It explicitly attributed its highest-ever EV sales in Q4 last year to growing awareness of the program, launched just weeks earlier.
Ford sold 30,176 EVs that quarter, out of a total of 97,865 sold throughout 2024. The first quarter of 2025 saw sales of 22,550 EVs; Ford noted 11,607 Mach-Es were sold “despite limited inventory.” But, it said, “2025 model year Mustang Mach-E SUVs are now in transit and will make their way to dealer lots in April.”
The Ford Power Promise is offered to all U.S. retail buyers of 2024 and 2025 Ford Mustang Mach-E crossover SUVs, F-150 Lightning full-size pickups, and e-Transit delivery vans. It does not apply to purchases of the small number of plug-in hybrids Ford makes. Details differ slightly in Great Britain and in Northern Ireland; there, Ford sells Mach-E and e-Transit models, but also two Europe-only SUVs developed on the Volkswagen MEB platform, the (European) Explorer and the Capri.
This article draws on material from an earlier piece by the same author for the Electric Power Research Institute, or EPRI, an independent, nonprofit research organization for the U.S. electric utility industry.
ADDITIONAL SOURCES:
Charged recently chatted with Fredrik Tjernström from Volvo Construction Equipment (Volvo CE) to learn about the OEM’s electrification journey. Tjernström detailed Volvo CE’s gradual and strategic progression in electrifying its equipment lineup, starting four years ago with compact machines such as fully electric compact excavators and wheel loaders. He highlighted recent advancements, including launching electric excavators above 10 tons, specifically the significant introduction of their 23-ton fully electric excavator, underscoring Volvo’s proactive expansion into larger machinery segments.
Tjernström emphasized the multifaceted motivations behind Volvo CE’s electrification efforts. While reducing carbon dioxide emissions remains a primary driver, he stressed the immediate local environmental benefits, notably the drastic reduction in nitrogen oxides and particulate emissions. These benefits significantly enhance air quality, positively affecting operator health and the well-being of surrounding communities.
Additionally, electric machinery substantially reduces noise and vibrations, improving operator comfort, reducing fatigue, and increasing overall productivity on construction sites.
The conversation explored Volvo CE’s innovative approach toward electrification. Besides battery-electric solutions, Volvo is actively investigating alternative technologies such as fuel-cell electric machinery and grid-connected systems, which are especially valuable in stationary construction scenarios. Fredrik highlighted the importance of tailoring electrification strategies to diverse operational contexts, emphasizing flexibility and adaptation based on available infrastructure and specific site requirements.
Tjernström also addressed customer challenges and common concerns regarding electrification. He candidly discussed the practical considerations construction companies must navigate when adopting electric machinery. The company recommends starting electrification efforts in locations with existing infrastructure and noted that in many cases, electricity is more readily available than perceived. He further emphasized the importance of careful project planning, potentially adjusting operational behaviors to accommodate and optimize new electric technologies.
Another intriguing aspect Tjernström covered in the interview was Volvo’s experience and findings regarding electric machinery performance in extreme climates. He shared successful case studies where electric equipment was effectively operated in challenging temperatures ranging from the extreme cold (-30°C) to intense heat (+40°C). Such examples alleviate common misconceptions about battery performance under varying environmental conditions, reinforcing the reliability and practicality of electric solutions.
Discussing Volvo CE’s product development strategy, Fredrik explained that significant components such as electric motors, batteries, and power electronics are primarily developed in-house. This approach facilitates better quality control, integration across various product lines—including trucks—and helps streamline costs and improve efficiency. He highlighted the importance of modular design in achieving flexibility and ease of adaptation across different machine sizes and applications, enhancing overall operational and economic effectiveness.
Tjernström detailed Volvo CE’s ongoing commitment to further expanding its electrification portfolio, introducing increasingly larger and more diverse electric construction machines. He stressed the collaborative nature of this transition, underscoring the need for industry-wide cooperation involving competitors, energy suppliers, contractors, and regulators to accelerate progress. Fredrik concluded by reinforcing Volvo’s dedication to continuously innovating and supporting the broader adoption of sustainable practices across the construction industry.
Chinese battery manufacturer CATL has signed a strategic cooperation agreement with EV manufacturer NIO to jointly build a battery swap network and promote the unification of industry technical standards.
The companies aim to build a battery swap network for passenger cars and promote the popularization and upgrading of battery swap services. CATL will support the development of NIO’s battery swap network, and new models subsequently developed by NIO’s Firefly brand will be introduced into CATL’s chocolate battery swap standards.
Both companies will adopt a “dual-network parallel” model to jointly provide battery swap owners with a more convenient and efficient battery swap experience.
The companies said they will also jointly promote the formulation and promotion of national standards for battery swapping technology, promote cross-brand and cross-model battery compatibility and jointly build a full life cycle closed loop of battery research and development, battery swapping services, battery asset management, cascade utilization and material recycling to help the EV industry reduce costs and increase efficiency.
Source: CATL