US semiconductor manufacturer Diodes has introduced four new automotive-compliant asynchronous buck converters for 48 V low-voltage rail point-of-load applications.
The AP68255Q/AP68355Q and AP6A255Q/AP6A355Q incorporate 500 mΩ power MOSFETs to deliver high-efficiency step-down DC-DC conversion and up to 3.5 A of continuous output current. The converters cover the full automotive battery range from 5.5 V to 80 V/100 V, including load dump scenarios. They can be used in applications including 48 V motor control, advanced driver assistance systems (ADAS), telematics, infotainment, body control, instrument clusters and lighting systems.
The buck converters employ constant on-time (COT) control to maintain a nearly constant switching frequency of 300 kHz. This technique results in fast load/line transient response, easy loop stabilization and low output voltage ripple, according to the company, making it easier to incorporate the devices by requiring fewer external components.
The gate-driver arrangement in the devices reduces switch node ringing effects without sacrificing the turn-on and turn-off times of the N-channel MOSFET switch. This is designed to help reduce the high-frequency radiated electromagnetic interference noise typically associated with MOSFET switching.
The AP68255Q/355Q and AP6A255Q/355Q asynchronous buck converters are available in the thermally enhanced SO-8EP package and support an operating temperature range of -40° C to 125° C.
Built-in overcurrent protection (OCP) incorporating a frequency foldback mode provides high load-current support while reducing junction temperature under fault conditions. The overtemperature protection (OTP) circuit immediately shuts down the controller’s output voltage at 160° C. The converter automatically restarts when the temperature drops below the 140° C safety threshold to prevent controller damage or malfunction.
ZF has announced the 8HP evo, an updated eight-speed automatic transmission engineered for mild hybrids and plug-in hybrids . The 8HP evo advances its predecessor in multiple technical aspects. The transmission uses fewer components, resulting in reduced weight and assembly complexity. Key technical upgrades focus on the electric motor, power electronics, and mechanical parts to support longer electric range. ZF says that the new model’s control software structure now allows manufacturers to more easily interface with and customize the transmission control architecture. Enhanced processor performance enables a wider array of advanced software features.
The 8HP evo benefits from integration with its SELECT platform, a modular and scalable electrified drivetrain system. In the PHEV configuration, the transmission offers up to 200 kW electrical output and 600 Nm of maximum electrical torque, compared to the previous 160 kW and 500 Nm. Improvements in input shaft design have reduced mechanical losses by approximately 28 percent. These advancements, along with further functional development, deliver up to 10 percent more vehicle range at a given battery capacity versus earlier models, while reducing reliance on heavy rare earth materials.
Applications for the 8HP evo include 48 V mild hybrids 400 V PHEV systems and dedicated full-hybrid platforms.
“The 8HP evo hybrid transmission has a modular design and therefore cost-effectively meets a wide range of requirements – for both mid-range and luxury vehicles,” said Dr. Otmar Scharrer, Head of Development for Electrified Drive Technologies. “This experience has been directly incorporated into the further development of our established benchmark product. In this way, we are ensuring that we can also fully exploit the possibilities of electrification in hybrid drives.”
US-based software provider Epic Charging has migrated 148 smart charging stations at a 401-unit condominium building in Chicago to its charge point management system (CPMS).
Over a quarter of the units opted for an EV charger in their dedicated parking spaces. The migration followed the exit of Enel X Way from the US market.
The integration required custom engineering—particularly for RFID authentication on discontinued Enel X hardware and reconfiguring the network to the Open Charge Point Protocol (OCPP) platform.
Epic enrolled the property in local utility ComEd’s Voluntary Load Reduction (VLR) program, which helps support grid reliability during peak hours while continuing to meet resident charging needs. The program pays participating sites at least $0.25 per curtailed kWh during peak-demand events.
The building’s residents now use Epic’s mobile app and RFID cards with the existing Enel X Way and new Autel chargers to activate, schedule, monitor and pay for their charging sessions. Real-time visibility and analytics enable residents to optimize their electricity usage and schedule charging during off-peak hours, while the building benefits from load-limiting features that reduce infrastructure strain and support future charger expansion.
“Multifamily units account for about 31% of housing in the US, and as most charging happens at home, it’s critical for multifamily property owners to begin deploying EV charging infrastructure,” said Michael Bakunin, co-founder and CEO of Epic. “The multifamily market is the fastest-growing segment in the US for Level 2 charging.”
Anyone who’s taken a road trip in an EV knows the drill: pull into a non-Tesla fast charger, open an unfamiliar app, sign up for yet another account, and hope it all works before your coffee gets cold. Tesla’s new feature, MultiPass, is designed to cut through that mess.
MultiPass takes the clutter out of charging by letting you use your Tesla key card or the Tesla app to start a session at different charging networks, not just Superchargers. No more juggling passwords, cards, or scanning QR codes in the rain. The service just went live in the Netherlands, and Tesla says more countries are on the way. The name, a nod to The Fifth Element, might be playful, but the feature is practical.
“This takes away the hassle of having multiple accounts and cards for various operators, but a big question remains regarding price.”
And that’s the sticking point. Roaming services usually tack on an extra fee for convenience, and it’s unclear how Tesla plans to handle costs as MultiPass grows. But for now, the simplicity outweighs the speculation. In Europe, where most Tesla Superchargers already welcome non-Tesla EVs, plugging this feature directly into the app feels like a logical next step.
North America could benefit even more. Over 23,500 Superchargers are already open to non-Tesla vehicles, and many Porsche, Audi, and other EV owners already have the Tesla app installed. Adding MultiPass would make charging on road trips far less confusing, especially with more automakers adopting Tesla’s NACS connector.
For Tesla owners, this means smoother travel and fewer interruptions. For non-Tesla drivers, it’s another reason to keep Tesla’s app close at hand. MultiPass won’t fix every challenge in the charging world, but it pushes things in the right direction. Anything that makes charging easier is good news, and this could be one of those small features that makes a big difference on the road.
It’s also a smart move for Tesla’s ecosystem. The more drivers who rely on its app, the more central Tesla becomes to the charging experience, no matter what badge is on the hood. MultiPass doesn’t just make life easier for Tesla drivers, it positions Tesla as the backbone of public charging in markets where confusion is still a major barrier.
Residue-free pastes provide tackiness and printability, and do not leave residues behind after reflow. The advantage is a noticeable cost saving, as there is no need to clean the substrates after soldering.
Residue-free pastes do not contain any activators. Therefore, formic acid must be used to deoxidize the solder powder and the interconnect surfaces for successful soldering. Residue-free pastes also release significantly more volatiles than resin-based solder pastes, which require special handling of the volatiles in the oven, e.g., to avoid frequent maintenance.
Join this webinar at next week’s Virtual Conference, presented by PINK GmbH Thermosysteme, where we will discuss the properties of residue-free pastes and technical solutions for vacuum reflow equipment.
Broadcast live from September 15 to 18, 2025, the conference content will encompass the entire EV engineering supply chain and ecosystem, including motor and power electronics design and manufacturing, cell development, battery systems, testing, powertrains, thermal management, circuit protection, wire and cable, EMI/EMC and more.
Dow has launched DOWSIL EG-4175 Silicone Gel, a protective material designed to support next-generation insulated gate bipolar transistor (IGBT) modules operating at higher voltages. This new gel withstands temperatures up to 180°C and is targeted at power electronics in electric vehicle batteries and main inverters, as well as inverters used in photovoltaic panels and wind turbines.
According to Dow, DOWSIL EG-4175 Silicone Gel is formulated to handle the elevated temperatures found in seventh-generation IGBT modules as battery voltages in EVs increase from 400 V to 800 V to improve inverter performance and enable faster charging. The gel is engineered for enhanced dielectric strength and thermal resistance, supporting higher power densities and enabling the handling of greater electrical loads.
The gel features self-healing properties to repair small cracks, vibration absorption, and self-priming adhesion to protect delicate electronics. It cures at room temperature for energy-efficient manufacturing, but the process can be accelerated with heat to reduce production cycle times. Dow also notes that this gel exhibits low levels of silicone oil bleed and adheres to substrates without the need for a primer.
The product builds on Dow’s existing portfolio of silicone-based dielectric gels that offer electrical insulation, encapsulation, mechanical stress relief, and environmental protection. DOWSIL EG-4175 Silicone Gel is complemented by DOWSIL EA-7158 Adhesive—also formulated for IGBT modules—which offers one-part, high-strength performance, rapid heat curing and translucent color for easier inspection.
“Dow is upgrading our IGBT materials portfolio to address the emerging trend toward achieving higher power densities,” said Cathy Chu, global strategic marketing director, Consumer and Electronics, Dow. “With its higher-temperature resistance compared to incumbent materials, this new silicone gel will enable our customers to design and manufacture higher-density IGBT modules with greater power system efficiency.”
Both silicone-based products for IGBT modules are now available globally, according to Dow.
The NEVI Formula Program, established as part of the Inflation Reduction Act, provided $5 billion in funding that states could use to build EV charging infrastructure if certain conditions were met. In February, the DOT suspended the program, and rescinded prior approval of states’ spending plans. In June, a federal judge temporarily blocked the US administration from withholding funds awarded to 14 states. In August, the DOT issued revised guidance which appears to clear the way for some or all of the NEVI Formula projects in the pipeline to proceed.
What happens now? It will take some time, and some work by regulators and lawyers, to answer that question. The only thing we can say for certain is that what’s going on is the opposite of the clear and consistent government policy that everyone agrees is necessary to support EV adoption (or any new technology that governments actually want to encourage).
We asked Arcady Sosinov, the founder of FreeWire and the new CEO of Tritium, to make an educated prediction about the future of NEVI. (Watch for my in-depth interview with Mr. Sosinov in the next print issue of Charged.)
“I think the real answer is that we don’t know yet,” Sosinov told Charged. “But put yourself in the shoes of network operators or retailers who won NEVI funding a couple of years ago. They spun up a small team to try to capture some NEVI dollars, they won some funding, they got some handshakes and some pats on the back. Now the team’s been disbanded. Those people went back to doing their regular jobs or moved on. Likewise, the network operators, some of which were very small, and were banking on capturing a lot of grant funding to grow their business, a lot of them don’t exist anymore. So there’s a lot of projects issued to companies that no longer exist. We’ve seen a lot of that.”
Margo Oge is the former Director of the EPA’s Office of Transportation and Air Quality, author of the book Driving the Future, and a dedicated activist for clean air. We asked her how she thought things might shake out. “The pause from DOT last February was very disappointing,” she told us. “It forced all states to stop obligating funds, even if they were ready to proceed. This delay came at a critical time, potentially raising costs as companies and states were moving forward to build. I hope the new guidance will allow many NEVI projects to proceed. However, we may see uneven progress—some states moving ahead, while others lag or even cancel.”
Sosinov also predicts delays and increased costs for taxpayers and companies: “There are some network operators that will continue those projects, but it’s not going to be fast. In most cases, they now need to submit new permits, new drawings…they probably need to go back to some of the site hosts and sign new lease agreements.”
As I’ve written so many times, the electric genie isn’t going back into its bottle. The administration may have kneecapped NEVI, but the nationwide rollout of EV charging infrastructure has continued.
“There’s just over a hundred NEVI-funded sites that are now live,” Sosinov told us. “But, while those hundred sites have gone live, we’ve had a thousand others that went live privately funded.”
Does this mean we no longer need the NEVI funding? Have we reached the point where the industry can finance charging infrastructure on its own, without government support?
“Despite private investment, government support is absolutely vital to ensure access to charging,” Margo Oge told us.
“I’m going to take the contrarian position, and say that NEVI should have stayed dead,” said Sosinov. “It created market distortions, and personally, it led to Tritium’s downfall. [The company won a lot of NEVI contracts, invested heavily, and got into financial trouble when the program collapsed. Tritium has since been resurrected, with Sosinov at the helm.] I worry that it’s going to create another market distortion, and the industry does not need any more of that. We need consolidation to happen, and I worry that this is only going to get in the way of that and cause another few years of turmoil.”
Israel-based Epsilor Electric Fuel, which produces smart lithium-ion batteries, chargers and mobile power management systems for defense, transportation and other applications, has developed its COMBATT 6T Li-Ion battery for military vehicles.
The 25.2 V battery delivers 4,400 Wh and 174 Ah, demonstrating capacity that is six times higher than similar lead-acid batteries and 50% higher than other 6T lithium batteries, according to the company. Epsilor is part of Michigan-based defense and security company Arotech.
The 27 kg COMBATT ELI-52526-GM is designed for use in defense vehicles, deployable weapon systems and naval applications.
Epsilor offers a range of NATO standard 6T lithium batteries, optimized for various defense systems. They have undergone tests by US-based laboratories over the past year as part of the company’s certification campaign to obtain US Army Military Performance Specification Compliance (MIL-PRF-32565C – TYPE 2).
The tests include bullet penetration, heat tolerance up to 500° C, performance in high and low temperatures, long cycle life and communication with client platforms.
The series includes three variants:
The COMBATT ELI-52526-DM/GM delivers 3.6-4.4 kWh and 144-174 Ah, complying with MIL-PRF-32565C (Type 2).
The COMBATT ELP-02426-M uses an LFP chemistry. It offers 2.56 kWh and 100 Ah, which complies with the safety requirements of MIL-PRF-32565C (Type 1).
The COMBATT ELI-52526-C delivers 4.2 kWh and 166 Ah, and is optimized for robotics, tactical energy storage and micro-grid applications.
“With our new COMBATT battery we overcame the lithium battery safety issue, which is considered a significant challenge,” said Ronen Badichi, Epsilor President and General Manager. “By using a unique energy absorbing design, we are offering the highest energy capacity in the 6T category, while staying within the demanding safety requirements of the US ARMY standard.”
The board of Drive Electric, a not-for-profit with a mission to accelerate the uptake of e-mobility in Aotearoa, announced the appointment of two new board members, Anthony MacLean and Fabian Lloyd.
Board Chair Kirsten Corson says, “We are delighted to welcome Anthony MacLean (BoostAuto) and Fabian Lloyd (Fonterra) to the board. The added skills sets of Heavy transport, Commercial and OEM will add significant value. Our volunteer board work exceptionally hard and we feel fortunate to have Anthony and Fabian join us.”
About the New Officers
Anthony MacLean, Director at BoostAuto.
Anthony has extensive OEM experience in Aotearoa New Zealand and overseas, having led the Vans team at Mercedes-Benz, and more recently was responsible for introducing the first truly affordable EV when he bought the MG brand back to life in locally. He also runs a micro mobility business and BoostAuto, an automotive consultancy working with local dealers, and distributors as well as emerging brands.
Fabian Lloyd, Decarbonisation Manager – National Transport & Logistics at Fonterra Co-operative Group Limited.
Fabian brings valuable, hands-on experience from playing a key role in Fonterra’s electrification of six milk tankers. He has strong relationships across the commercial and heavy transport ecosystem, and offers practical insight into the challenges and opportunities of decarbonising large fleets.
Reappointments
At Drive Electric’s AGM on 10 September 2025, the following incumbent officers were reappointed for two year terms: Kirsten Corson, Annette Azuma, Tim Calder, Eric Pellicer and Dennis Kelly.
At that meeting, outgoing board member Sam Steel and long-serving former events manager Hannah Henderson were awarded a Lifetime Membership of Drive Electric.
The new officers join the current board, which includes:
Lectron’s DC fast charging adapters for the North American Charging Standard (NACS or SAE J3400) and Combined Charging System (CCS) have successfully passed UL 2252 testing. Both adapters were tested and certified by SGS, a Nationally Recognized Testing Laboratory (NRTL). This certification confirms that both adapters meet rigorous benchmarks for electrical safety, thermal performance and mechanical durability.
The Lectron Vortex Plus is an NACS-to-CCS adapter that enables non-Tesla EVs to fast charge at Tesla Supercharger locations in the US. The Lectron CCS-to-NACS adapter performs the trick in reverse, enabling Tesla and other NACS-equipped vehicles to connect to any CCS fast charger.
“UL 2252 certification confirms what our customers expect from Lectron: safe, reliable and future-ready technology,” said Christopher Maiwald, CEO of Lectron. “These adapters demonstrate our commitment to performance and quality across all charging standards.”
Tesla’s opening up of its Supercharger network to EVs from other brands was a huge step forward for the EV industry, and Lectron’s adapters make it work. Your correspondent recently tested the Lectron Vortex Plus at two Superchargers in Florida, and can report that the whole process worked flawlessly.
