American Resources, through its holding in ReElement Technologies, which is developing rare earth element (REE) and critical mineral refining capacity, has agreed to enter a joint venture (JV) with Exigo Battery Solutions to use ReElement’s rare earth oxide refining technologies within the US and India to produce purified rare earth oxides.
Exigo will initially source, process and supply rare earth concentrates to ReElement’s facility in Marion, Indiana to be refined to magnet-grade 99.5%+ neodymium-praseodymium, neodymium, dysprosium and terbium oxides. The goal will be to then expand by deploying ReElement’s technology to India to refine REEs.
The goal of the JV is to produce at least 2,000 metric tons per year from recycled feedstock such as EV motors, hard disk drives, wind turbines, MRI machines and other permanent magnet-containing materials.
ReElement uses its technology for the separation and purification phase of rare earth and critical battery and defense material processing and refining that maximizes the surface area interface by using columns and resins, rather than the toxic acids and solvents typically used in hydrometallurgical processes.
“We believe collaboration and coordination are the key to developing a cost-competitive supply chain in the rare earth industry. The partnership is built to enable the combined JV to be able to compete head-to-head on cost, purity and scalability with the current supply chain. Utilizing ReElement’s technology to refine end-of-life magnets to separated, purified heavy and light rare earth oxides is a relatively straightforward process and something we have been doing in Indiana for over three years,” said Mark Jensen, Chairman of ReElement Technologies.
24M Technologies has announced the development of a new battery electrolyte called Eternalyte that enables faster charging and improved performance in cold temperatures. The company says the technology addresses key […]
Tesla is planning to launch its robotaxi service in Austin, Texas—but is it really ready? While Tesla’s CEO, Elon Musk, says they’re “super paranoid” about safety, many experts believe the company is rushing to impress, instead of focusing on real progress.
A History of Missed Promises
Since 2016, Musk has promised that Teslas would drive themselves across the U.S. without any help from a driver. He predicted a fully self-driving trip from Los Angeles to New York by 2017. It’s now 2025—and that still hasn’t happened. Every year, Musk claims full self-driving is just around the corner. But so far, it hasn’t become reality.
The Austin Robotaxi Launch
Musk says June is the target for Tesla’s robotaxi launch in Austin. But here’s the catch: these cars will only work in certain parts of the city. They’ll avoid tricky intersections, stick to safe routes, and rely on human operators who can take control remotely if needed.
This approach is very different from what Musk once promised—cars that could drive anywhere, anytime, without any help. In fact, Musk used to say that if you need to limit where the car drives (using something called “geofencing”), that means it’s not true self-driving.
Playing Catch-Up
Other companies, like Waymo, are way ahead. Waymo already offers over 200,000 paid rides each week in multiple cities, including Austin. Tesla’s plan looks like an attempt to catch up—and fast.
Is It Really Safe?
Tesla says it’s focused on safety, but details are scarce. Unlike Waymo, which spent a year testing in Austin (six months with safety drivers, six months without), Tesla only tested with safety drivers for a few months before starting driverless tests.
People in Austin have only spotted two driverless Teslas on the road so far. And even those had employees in the passenger seat with a kill switch—ready to stop the car if needed.
We also don’t know how often these cars need human help. Tesla doesn’t share this data, and they’re even fighting in court to keep crash records private. What we do know is that crowdsourced data suggests Tesla’s system may need human intervention about every 444 miles—far from the “solved problem” Musk claims.
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Continued optimization of battery design means addressing thermal runaway and other issues. Pressure-sensitive adhesive (PSA) tapes may be an important part of the solution.
By Max VanRaaphorst—Market Manager, Energy Storage for Avery Dennison North America.
This is a dynamic time for the electric vehicle (EV) marketplace. According to an April 2025 report by Cox Automotive, EV sales rose 11.4% in the first quarter of 2025 compared to the first quarter of 2024. Many long-term forecasts predict continued double-digit growth.
The near-term outlook for the industry, however, is volatility. As of this writing, the Trump administration’s tariff plan remains in flux. Whatever their final form, tariffs seem likely to stir the global supply chains that manufacturers depend on.
Regardless, engineers tasked with making EV batteries safer, more durable, and more energy-dense must remain focused on the task at hand. Truly transformative technologies, such as solid-state batteries, are still years off. So, continued progress means further optimization of current technology platforms. Pressure-sensitive adhesive (PSA) tapes, integrated with functional materials, are a versatile, easy-to-use, and cost-effective material solution for many of today’s EV battery engineering challenges.
The thermal management ecosystem
A key challenge in this story of optimization is that of thermal management.
A battery is a complex ecosystem requiring temperature regulation for optimal cell performance during normal use as well as during extreme events. At the most basic level, that means cells should be warmed when they’re too cold and cooled when they’re too warm.
Batteries thus have three types of thermal requirements:
1. Thermal insulation Low thermally conductive (insulating) materials are used to protect normally operating cells from overheating, thus preventing thermal runaway events.
2. Thermal conductivity High thermally conductive materials, such as thermal interface materials (TIMs), are used to connect cells to cooling components and facilitate heat transfer.
3. Venting Venting strategies allow hot gases to escape a malfunctioning cell while protecting adjacent cells. These strategies can incorporate various thermal materials.
To understand thermal conductivity … go for a hike in the woods
Compare the idea of thermal conductivity to a hike in the woods. Imagine trying to bushwhack through a dense forest of trees, low-lying scrub, roots and rocks, and perhaps some mud. It’s difficult, you’re breathing hard, sweating and maybe cursing a bit! Now compare that to a walk on a flat, well-maintained, tree-lined trail. It’s easier and probably more enjoyable. From heat’s perspective, a low conductivity material is like that dense forest — difficult to traverse. A high conductivity material is the gentle trail.
Another important consideration is the length of the hike itself. A short hike through a dense forest may not be much of an obstacle. It’s the long slog that ultimately slows you down.
That brings us to PSA tape solutions for thermal management. Tapes, by design, are very thin. So while they don’t tend to offer high thermal conductivity, they do offer just a short path for heat to travel. But due to their tremendous versatility, tapes can also be integrated with low thermal conductivity materials, thus making them suitable for a wide range of thermal management applications within a battery pack.
Thermal runaway barrier solutions
Thermal runaway starts when an overheating cell combusts. That fire grows to the point at which hot gases and materials burst from the cell. The escaping matter causes other cells to overheat, catch fire and burst in turn. A module-level thermal runaway event can then spread to other modules in a pack, causing complete destruction of the battery pack and likely the vehicle.
Tapes can be used to encapsulate insulating (low heat conductivity) barrier materials, such as mica, ceramic paper or aerogels. These can then be placed between cells, modules, and/or on the inside of the pack lid. Because of tapes’ thin profiles, they’re an ideal choice for these narrow spaces — providing the necessary bond while allowing for the maximum possible thickness of the insulating material given the space constraints.
In some circumstances, these PSA-based solutions can prevent cell- or module-level thermal runaway propagation. But in most cases, they can at least slow the spread of thermal runaway, providing valuable time for passengers to exit the vehicle.
Thermal runaway venting solutions
As noted above, thermal runaway is underway when hot gases and materials erupt from a single cell. Cell manufacturers thus integrate venting strategies into their designs.
A vent is simply a port that allows hot, expanding gases and burning material to escape the cell’s confines, creating a more controlled pressure release. The problem lies in the fact that as those escaped rush through the module, they can infiltrate other cells through their vent ports, and thus initiate a thermal runaway event.
What’s needed is a venting strategy that allows that pressure release while protecting healthy cells from those hot gases and materials. Again, PSA tapes offer an elegant solution: In this case, it’s tapes with an anisotropic carrier—just one side of the tape offers flame resistance.
These PSA tapes are applied to battery cells during assembly, covering the vent ports. The anisotropic carrier then allows flames to escape through the port of a burning cell. But as the flames then circulate through the module, the flame-retardant side of the tape protects the vent ports of healthy cells.
PSA-based anisotropic tapes can help protect healthy cells and inhibit thermal runaway.
Flame retardance isn’t permanent. Eventually, the tape is compromised, and flames can affect healthy cells. But again, this is about mitigating and delaying full thermal runaway, and giving passengers valuable time for a safe escape.
Dielectric protection solutions
Electrical arcing in a high-voltage environment can often lead to fire, and thus is another issue that can affect a battery ecosystem’s thermal management. Again, PSA tapes are stepping up to the challenge.
Polymer film tapes can be used within the pack and module for bonding or to encapsulate critical parts. These tapes offer high dielectric strength per unit thickness and tend to inhibit heat flow, making them a preferred alternative to many traditional dielectric coatings.
A new PSA tape technology is a dielectric tape that can be applied to flat metal blanks prior to stamping and forming. It’s an easy-to-use solution that optimizes both dielectric strength and assembly flows, as it eliminates curing and cleaning, and other processes needed for traditional coatings. Avery Dennison has recently published a whitepaper explaining how stampable dielectric PSA tape technology can benefit manufacturers.
PSA tape solutions are available now
All of the PSA tape solutions discussed in this article are currently available. In fact, the Avery Dennison EV Battery Portfolio contains a wide range of PSA tape-based solutions engineered to help manufacturers address issues such as thermal runaway and dielectric protection. And these tapes are easy to incorporate into either manual or automated assembly processes, helping EV battery manufacturers optimize both workflow and design.
Tape solutions can be cut and stamped to spec and provided at scale by local converters. These third-party providers work closely with Avery Dennison and the battery manufacturer to ensure the right solutions are provided at the volumes needed, even in a volatile time for the automotive industry.
A bright future for EVs
Whatever volatility the near term might hold, the future is bright for EVs. By using solutions such as PSA tapes, manufacturers can be confident their products will meet consumers’ needs for safety, reliability and durability.
recell.store, a UK online marketplace for used electric vehicle batteries and a subsidiary of Altilium, has launched the All Battery Index (ABI), a monthly benchmark that tracks the market value of end-of-life EV battery packs in the UK. The ABI aims to provide a standardized reference for second-life use and recycling, addressing the lack of transparency and pricing consistency in the growing used battery sector
The May 2025 edition of the index includes data on the 15 top-selling EV models in the UK. According to recell.store, the Audi Q4 e-tron and Polestar 2 held the highest value, based on real-time market data and the company’s proprietary grading and pricing framework. The index is available online at www.recell.store/abi-benchmark-index.
The ABI uses a structured valuation model incorporating parameters such as state of health (SOH), state of charge (SOC), remaining capacity, pack size, and metal recovery potential. Battery packs are assigned R Grades—R1 to R4—based on their suitability for reuse or recycling. For example, R4 batteries with SOH and SOC above 80 percent are considered suitable for second-life use, while R1 batteries are deemed unsuitable for reuse.
“The ABI is a key step toward unlocking the true value of used EV batteries and bringing structure to a fragmented and opaque market,” said Dr Christian Marston, Chief Operating Officer at Altilium. “We believe the ABI will become the go-to benchmark for battery reuse and recycling in the UK.”
Rod Savage, Head of Operations at recell.store, added, “Our vision is to make end-of-life battery trading as transparent and efficient as trading any other commodity. ABI provides the pricing backbone for that ecosystem, helping participants navigate this emerging asset class with confidence.”
The launch of the ABI expands recell.store’s offerings, which already include a wide inventory of used battery packs for sale across the UK. The platform supports transactions between dismantlers, OEMs, insurers, and other stakeholders in the battery reuse and recycling value chain.
Inmotion Technologies, a subsidiary of Italy’s ZAPI GROUP and a supplier of electric motors, motor control units and auxiliary electronic equipment for industrial and commercial vehicles, has released a new DCC3 converter and ACH3 inverter.
The DCC3 is a rugged, compact DC-DC converter engineered for flexibility to support a range of construction applications. It converts input voltages from 250 V to 900 V into a stable, adjustable 12 V or 24 V output, delivering up to 10 kW of power for auxiliary systems in electric or hybrid industrial, commercial and utility vehicles.
The new converter design is available for prototyping now and will go into serial production at the end of 2025.
The new third-generation, high-voltage ACH3 inverters come with customizable control software that integrates functional safety and cybersecurity.
“Historically, inverter power output and efficiency have limited vehicle electrification. The ACH3 addresses these issues. It has a 99% peak efficiency, current ratings from 30 to more than 600 amperes and up to 900-volt bus voltage with full power,” said Martin Wennerblom, Product and Marketing Director at Inmotion Technologies.
The inverter has a minimal environmental impact throughout its production, operational life and end-of-life disposal, according to the company. It has an expected lifespan of 72,000 working hours. The components are sourced from Europe and all units are assembled in Sweden.
Inmotion also offers high-power onboard and off-board battery chargers, electric motors, electric power takeoff (ePTO) and fleet management solutions for the construction and industrial vehicle sectors.
Ucore Rare Metals has reached a firm fixed price agreement for an $18.4-million increase to its current $4-million funding from the US Department of Defense to launch its RapidSX rare earth element separation technology toward full-scale operation.
The funding through the US Army Contracting Command-Orlando will facilitate the construction of a production-ready commercial RapidSX machine and supporting infrastructure in Alexandria, Louisiana.
The additional sum will fund the expansion of the $4-million Department of Defense demonstration project, commercial-scale RapidSX production module construction and operations and system engineering technology transfer from Ucore’s Canadian demonstration facility to its developing US commercial facility. The company is targeting full-scale construction and early production in Louisiana in the second half of 2026.
This involves the pre-planned expansion of Ucore’s existing Rare Earth Element Separation Technology Capabilities Prototype Project, which is soon to conclude at the company’s RapidSX Commercialization and Demonstration Facility (CDF) in Kingston, Ontario.
As part of its Phase 2 project, the company will install a complete full-scale RapidSX separation machine at the Louisiana Strategic Metals Complex (SMC) capable of demonstrating commercial scale production of six of the seven rare earth elements that China has listed for export licensing restrictions.
Ucore aims to initially process hundreds of tonnes of total rare earth oxide (TREO) and upon successful completion of the project, the company will continue to construct RapidSX machines to complete its planned 2,000-tonne-per-annum TREO Phase 1 construction. The modular nature of the technology platform enables these concurrent construction and production efforts, the company said.
“Ucore’s business model is founded on collaboration with an array of like-minded upstream and downstream commercial and governmental partners and the implementation of the next logical leap in commercial critical metals separation technology resulting from Western innovation,” said Pat Ryan, Ucore’s Chairman and CEO.
Renault Group, MyWheels and We Drive Solar have partnered to create a V2G-enabled car‑sharing service in the Dutch city of Utrecht.
The Utrecht Energized project is now live with 50 Renault 5 E‑Tech electric cars, and will eventually include a total of 500 V2G-capable EVs. Thanks to Vehicle‑to‑Grid (V2G) technology, the EVs can store energy and feed it back to the local grid during peak periods, making renewable power available around the clock, while helping to balance the city’s electricity network.
Utrecht ranks among Europe’s most progressively-powered cities—some 35% of its roofs are equipped with solar panels. Such a widespread use of renewables presents challenges for the grid, requiring a system that quickly adapts to changes in energy generation and consumption levels. V2G technology provides a way to balance solar‑ and wind‑generated electricity with demand at peak times.
Available via a car‑sharing service managed by MyWheels, the vehicles use bidirectional charging technology developed by the Renault Group’s Mobilize brand. We Drive Solar provides bidirectional public AC chargers and aggregation technology that supports Mobilize’s V2G toolkit.
The Renault Group explains that successfully implementing V2G at scale requires a harmonized approach across the energy ecosystem, bringing together vehicles, charging infrastructure, energy providers and grid operators.
“To unlock the full potential of V2G, we need to break down existing barriers—from adapting fiscal rules and grid fees to promoting interoperability and simplifying certification processes,” said Jérôme Faton, Mobilize Energy Director. “With the right alignment, V2G can become a cornerstone of tomorrow’s grid.”
Tesla has rolled out refreshed versions of its flagship Model S and Model X. While the updates are real, they’re more of a minor tune-up than a major overhaul, with the most noticeable change being a $5,000 price increase.
What’s New with the Model S and Model X?
Let’s break down the updates by category:
1. A New Look (Sort of)
Frost Blue Paint: A fresh paint option priced at $2,500.
New Wheels:
Model S: 19-inch Magnetite wheels or optional 21-inch Velarium wheels ($4,500 upgrade).
Model X: New 20-inch Perihelix and 22-inch Machina wheels.
Minor Styling Tweaks: A matte (not chrome) front badge and a slightly revised rear diffuser on the Plaid Model S.
2. Tech & Comfort Updates
Front Bumper Camera: Helps detect road conditions for ADAS systems.
Dynamic Ambient Lighting: Now includes entry animations on the dash and doors.
Adaptive Driving Beams: Already seen in other Tesla models, now added to S and X.
Improved Cabin Sound: Tesla claims less wind and road noise, but didn’t share data.
3. Performance & Ride
Range Gains:
Model S Long Range: Now rated at 410 miles — a 5-mile bump thanks to the new wheel design.
On 21-inch wheels: Actually drops 2 miles in range to 380.
Smoother Ride: Thanks to updated suspension and new bushings, according to Tesla.
Plaid Model S Enhancements: Slight changes to the front end and rear diffuser for better high-speed stability.
4. Interior Space (for Model X)
Tesla says there’s “more space for third-row occupants and cargo,” though exact figures weren’t shared.
The Biggest Change: Price
Despite the modest updates, both vehicles now cost $5,000 more across the board:
Model S
Long Range: $84,990
Plaid: $99,990
Model X
Long Range: $89,990
Plaid: $104,990
That’s a significant price jump for what are mostly subtle updates, especially as newer tech features like ambient lighting have already been available in the more affordable Model 3 and Y.
Is It Worth It?
If you’re already planning to buy a Model S or X, the updates might feel like a bonus. But if you’re comparing across Tesla’s lineup, the value gap between the flagship models and the more budget-friendly Model 3 and Model Y just got wider.
Tesla’s 2025 Model S and X updates are more refinement than revolution. You’ll get a smoother ride, minor style changes, and new tech perks, but you’ll also need to shell out an extra $5K.
