BASF Battery Materials, through its Chinese joint venture BASF Shanshan Battery Materials, has delivered its first batches of mass-produced cathode active materials for semi-solid-state batteries in collaboration with Beijing WELION New Energy Technology.
WELION New Energy develops solid-state battery technologies that are primarily used in EVs, energy storage, drones and power tools.
The companies have moved from concept to mass production in the year since they started the project in August 2024.
BASF Battery Materials has developed an ultra-high-nickel nickel cobalt manganese (NCM) cathode active material that has a composite coating layer to address interface issues between cathode materials and solid electrolytes. This enhances the energy density owing to higher capacity and lower resistance and improves the cycling performance and calendar life through suppressing side reactions.
“WELION will use BASF’s cathode materials in our new generation of semi-solid-state batteries and look forward to more joint projects both at home and globally,” said Dr. Jin Xiang, General Manager of WELION New Energy.
When Tesla launched the Cybertruck in 2023, many expected it to be packed with futuristic features. Service manuals even hinted at hidden hardware for wireless charging, sparking hope that the truck would one day ditch the cable. But this week, Tesla confirmed the Cybertruck will never get the feature and the reason is surprisingly simple.
Tesla’s Cybertruck lead engineer, Wes Morrill, broke it down in a Discord chat with owners.
“Wireless charging for something as far off the ground as the CT is silly,” Morrill explained, pointing to the physics problem.
Here’s the issue: wireless charging uses inductive coils, one in the vehicle and one in the ground. They have to be tightly aligned to be efficient. If the gap is too big, you waste energy and slow down charging speeds. Even though the Cybertruck’s adaptive air suspension can squat to about eight inches off the ground, that’s still way too tall for reliable wireless charging. A bigger, taller charging pad could solve the distance problem, but that would make installation bulky and awkward.
This decision closes the door on one of the most anticipated convenience features for the Cybertruck. For owners, it means the familiar plug-in routine isn’t going away anytime soon. While cables may not feel futuristic, they remain the fastest and most efficient way to move serious amounts of energy into a battery pack the size of the Cybertruck’s.
That doesn’t mean Tesla has abandoned the idea entirely. Reports suggest Tesla is testing wireless charging with the latest Model X refresh, though there’s no official mention of it in the manuals. And Tesla has promised the upcoming Cybercab — the robotaxi it teased for later this decade — will come equipped with wireless charging as standard. That makes sense for a fleet vehicle, where cars need to charge themselves between rides without human help.
Meanwhile, competitors are pushing forward. Porsche just announced that its upcoming electric Cayenne will launch with optional wireless charging as soon as next year. The German brand has been experimenting with high-power inductive systems capable of charging at rates similar to today’s home wall boxes, closing the gap on efficiency and making it practical for daily use. If they deliver, Porsche could claim bragging rights as the first to bring convenient, reliable wireless charging to the mainstream luxury EV market.
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.”
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.”
QuantumScape Corporation and PowerCo SE have demonstrated the world’s first solid-state lithium-metal batteries powering a live electric vehicle at IAA Mobility in Munich this week. The breakthrough technology was showcased […]
German transit operator Stuttgarter Straßenbahnen (SSB) has energized a new electric bus charging installation at its Stuttgart‑Möhringen bus depot. The entire charging system, which features 28 charging points and a charging capacity of up to 180 kW, was installed by Daimler Buses as general contractor, in cooperation with partners Omexom and Power Electronics.
Daimler Buses has supplied SSB with ten battery‑electric Mercedes‑Benz eCitaro G articulated buses and ten eCitaro G fuel cell buses, all featuring the company’s latest NMC3 battery generation. Daimler will supply SSB with 43 more solo and articulated buses, a mixture of the eCitaro, eCitaro G and eCitaro G fuel cell, by October 2026. SSB is replacing around 80 diesel buses, and plans to operate only electrified models on all city center bus lines by 2027.
At the Stuttgart-Möhringen depot, up to 28 electric buses can be simultaneously charged via the integrated pantographs mounted on the charging system frame, which lower to touch the charging rails on the bus roofs in a charging process known as panto down charging.
Each of SSB’s eCitaro G articulated buses has seven battery packs with a total storage capacity of 686 kWh. Each of the fuel cell buses is equipped with four battery packs with a total capacity of 392 kWh.
Daimler Buses handled the entire charging installation, including the steel work, electrical hardware, and the Sinos charging management system. The company will also provide a three-year service and maintenance contract. As general contractor, Daimler Buses supplies all components of the entire service package from a single source.
“With our complete package of charging points, electric buses and services, we are supporting SSB in advancing the electrification of local public transport in our metropolitan region, and thus becoming a role model for public transport operators in many other cities.” says Till Oberwörder, CEO of Daimler Buses.
Daimler Buses is currently building another charging installation for SSB in Stuttgart-Gaisburg, with 37 charging points, 33 of which are designed for charging by inverted pantographs and 4 for CCS2 plug-in charging. The first stage of construction is to start in autumn 2025.
Designing high-performance, durable, and safe batteries requires a detailed understanding of battery technology and the underlying physical processes. Modeling and simulation software helps designers look inside the battery in a way that is not possible using physical experiments.
In this webinar at our September Virtual Conference, we will cover the modeling capabilities offered with the COMSOL Multiphysics® software to simulate batteries across different scales, from the microscale to battery packs. We will also discuss the available functionality for modeling a range of battery chemistries at varying levels of complexity, analyzing degradation and aging, managing thermal effects, performing virtual characterization tests, and simulating battery behavior under real-world operating conditions.
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.
If you’ve been waiting for a Model Y that feels like a true performance machine, Tesla just delivered. The new Model Y Performance was revealed in Europe, and it’s packing the kind of upgrades that make the already popular crossover feel like a whole new beast.
The headline grabber is speed. Tesla says the Performance trim will hit 62 mph in just 3.5 seconds and top out at 155 mph. For context, that’s 1.3 seconds quicker to 62 mph than the Euro-spec Long Range AWD and 30 mph faster at the top end. That kind of bump makes a noticeable difference for anyone who wants an SUV that can push into sports car territory.
It isn’t just about the numbers, though. Tesla gave this version real hardware improvements. One of the biggest is the adaptive suspension system.
“The new Model Y Performance is fitted with an adaptive suspension system that continuously changes the response depending on the road conditions and the driving style.”
Drivers also get multiple driving modes, something missing on the other Model Y trims. Combine that with a new high-voltage battery pack offering up to 360 miles of WLTP range, and the package balances both power and practicality. InsideEVs notes that this new pack uses higher-capacity cells, which helps the Performance stay close to the Long Range AWD’s efficiency even with its extra speed.
Visually, the Performance makes its intentions clear. It wears a more aggressive body kit with a rear spoiler, rides on massive 21-inch Arachnid 2.0 wheels, and sits slightly lower than the Long Range AWD for a sharper stance. Inside, Tesla upgraded the details that matter: a 16-inch UHD center screen, carbon fiber accents, cooled and heated sports seats with thigh extensions, and a premium 16-speaker sound system. This refresh feels less like a trim tweak and more like a full performance package designed to elevate the Model Y’s identity.
Pricing in Europe starts at about $72,000 (€61,990), which is roughly $10,500 more than the Long Range AWD. Deliveries begin next month. There’s no U.S. launch date yet, but given Tesla’s global strategy, enthusiasts stateside are watching closely to see when this version makes the jump.
For now, the Model Y Performance stands as one of Tesla’s strongest plays for drivers who want crossover practicality without giving up the thrill of raw speed.
Iconic equipment maker John Deere serves many categories of off-road vehicles, and the company is gradually introducing electric models in each segment.
Every John Deere electric product is designed to match the performance of its ICE counterpart, and customers report substantial savings on fuel and maintenance costs.
We tested John Deere’s Z380R electric zero-turn residential mower, and found it to be highly capable, customizable, feature-packed and fun.
As regular Charged readers know, the makers of off-highway vehicles and equipment are steadily electrifying their products. John Deere is no exception.
The company was started in 1837 when a blacksmith named (you guessed it) John Deere invented a new type of steel plow that made it easier to till prairie soil—his innovation is said to have accelerated migration to the American Great Plains in the 19th and early 20th centuries.
Today, the company makes a vast variety of vehicles and equipment aimed at many market segments, and it’s gradually introducing electric models into each segment. Most of these are variants closely modeled on the legacy ICE products that they replace. Or, perhaps we shouldn’t use that term—like every company that caters to a conservative customer base, Deere wants to make it crystal clear that its electric offerings are alternatives, not replacements, and that it will continue to offer dinosaur-burners for those who want them. “Diesel engines will continue to be a top choice for many customers,” I was told.
On the other hand, the company isn’t afraid to tout the benefits of its flagship E-Power tractor: “While diesel tractors will remain core to our equipment line-up, the E-Power is an additional option fit for a variety of work…the prototypes are being tested throughout 2025 to ensure the tractor meets the demands customers require. The results so far have been surprising to some.”
It’s not surprising to us. Like all of John Deere’s electric products, the E-Power is designed to match the performance of its diesel counterpart, and the company quotes customers who have found that the electric tractor offers lower total cost of ownership and reduced maintenance. Some have noted that it’s also easier for drivers to learn to operate.
“Our goal with the E-Power tractor is to ensure it performs the same jobs as its diesel counterparts and works with the same implements, while unlocking incremental value,” said Derek Muller, Business Manager for Battery Electric Vehicle Systems. “Through our electric lineup, we’ll look to reduce operational and maintenance costs, and to deliver powerful and reliable performance and intuitive operation.”
John Deere has partnered with the Austrian firm Kreisel Electric to develop batteries and charging technology. The E-Power tractor uses multiple Kreisel battery packs (up to five), and is charged with a standard Level 2 J1772 connector.
Kreisel Electric’s KBE.59.750M battery pack
At the 2025 bauma trade show in Munich, Deere and Kreisel unveiled several new products, including the next-generation KBE.59.750M battery pack, which uses patented cell immersion cooling technology, and is slated to enter production in 2026. The two companies plan to supply battery tech for the construction, mining and material handling sectors.
Other electric irons in the fire
Subsidiary John Deere Electronic Solutions (JDES) builds EV components, including traction motors, inverters and cooling systems. Its JDES PD400 inverter is used in some of John Deere’s off-road vehicles, as well as the Fuso eCanter light-duty electric truck, sold in Europe and Japan.
Moving down the hierarchy from the E-Power, we find that John Deere is steadily introducing electric options into its many product lines, from construction to agriculture to forestry.
In the Golf Products segment, it offers the 2775 E-Cut Electric Triplex Mower, Gator GS Electric, and 225 E-Cut Electric. It turns out that golf courses are a good use case for EVs. As Product Manager Eric Halfman explained to Charged, “There are a lot of communities that don’t allow mowing on golf courses until a certain time in the morning. We’ve got some electric greens mowers that can get ‘em out on the golf course mowing much earlier than what that local requirement might be.”
In the Electric Turf & Utility Equipment segment, Deere offers two electric options in its Z300 series of residential zero-turn mowers: the Z370R and Z380R Residential ZTraks. Another electric offering is the TE 4×2 Electric utility vehicle.
John Deere provided Charged with a Z380R mower for testing.
Zero turning radius, 100 percent more fun
The zero-turn mower was actually invented in 1949, and the first electric model, the Hustler Zeon (which used four 12-volt lead-acid batteries), appeared in 2009. Today, electric zero-turns are available from all the major mower-makers, plus a couple of electric-only outfits, and the old-fashioned tractor-style mowers are becoming rare sights.
Unlike a traditional tractor or riding mower (but like a skid steer), a zero-turn mower maneuvers not by steering the front wheels, but by separately controlling the speed and direction of each drive wheel. A gas zero-turn uses hydraulics to control each drive wheel, but a battery-powered model like the Z380R simply uses two electric motors.
The difference between using a zero-turn and using a traditional tractor-style riding mower is akin to the difference between driving a BMW and, well, driving a lawn mower. Faster and much more maneuverable, the zero-turn makes mowing fun (at least the first couple of times). And the electric zero-turn takes things a step further. The Z has just as much power as JD’s equivalent gas zero-turn, and the same maximum speed (7 mph) and cut quality. However, it’s quieter, and it delivers a smoother ride.
There is one drawback, and you’ve probably guessed what it is—zero-turns are pricier than their poor, neglected tractor-style forebears, and the electric zero-turn is pricier still. The Z370R lists for $6,399, whereas John Deere can put you into a Z300 gas-powered zero-turn for $3,499. (These are the official list prices, but Deere recommends that buyers always check with their local dealers for the best prices in their areas.)
Expanding the electric offerings
The Z370R and Z380R are the newest members of JD’s broad Z300 zero-turn mower lineup.
“We introduced our Z370R electric with a 42-inch mower deck a few years ago, and in response to growing demand for [alternative] power sources, we talked with customers and added a 48-inch deck to that offering,” Product Manager Eric Halfman told me. “Then we released the Z380R, which expanded the mower deck size to 54 inches, but a bigger mower draws more battery power, so we increased battery capacity by adding an additional battery, which enables it to operate longer as well.”
Z370R Electric
“It’s all about putting the customer in the right machine for the right size property,” said Halfman. The electric models are “not for everyone, but we’re about choice, right? We’re going to follow where our customers want to go, and we have a following out there now that’s very interested in battery-electric power.”
The performance of the electrics is “just as good, if not better than” that of their gas-powered siblings. “In many cases we’ve been better. And it’s definitely a better maintenance story.” There’s basically no maintenance required, other than sharpening the blades—there’s no oil to change, and all the lubrication points are sealed (though I think I would have a dealer look the machine over every couple of years).
Unlike an electric passenger car, the Z is not noise-free, except when the mower blade is disengaged. Once you put the blades into gear, there’s an inevitable amount of noise and vibration (although still considerably less than an ICE mower makes).
Each battery pack has a capacity of 3.56 kWh (3.2 usable), and the system runs at 58 volts. The Z370R has one battery pack, and the Z380R has two (for a total of 6.4 kWh usable capacity). Both models come with a 5-year/200-hour battery warranty.
The Z380R is billed as having enough battery capacity to “confidently” mow up to 3.5 acres, depending on the landscape (slopes, obstructions) and grass conditions (length, thickness). I mowed about an acre of complex terrain—lots of trees, slight slopes and tight turns—in less than an hour, and used less than a third of the battery.
The 700-watt onboard charger plugs into a plain old 120-volt 3-prong extension cord. I didn’t attempt to measure the charging time, Deere didn’t provide an estimate, and it doesn’t really matter. You’ll be drinking a cold one in the shade while the Z charges, and the battery will be topped up and ready to mow your neighbor’s yard the next morning. These are residential mowers—they aren’t designed for a commercial lawn service, which may need to mow a dozen yards between sunup and beer-thirty.
Capabilities, customization and comfort
This is a feature-packed and customizable vehicle. The seat, the control levers, the wheels—all can be adjusted for your lawn conditions and your personal ergonomics. To make your mowing experience more comfortable, there’s a cup holder and a USB port for your personal devices.
There’s a parking brake for extra safety, and a push mode that allows you to move the mower by hand if necessary. There are two speeds—turtle and jackrabbit (which is pretty darn fast), as well as a special towing mode. Towing capacity is rated at 250 pounds. LED lights enable you to finish your mowing even after sundown.
Depending on the nature of your lawn and your personal preferences, you may opt to simply discharge the cut grass, to mulch it or to bag it. There’s a special bagging mode and optional mulching and rear bagging attachments. There’s also an optional selection of different blades optimized for side discharge, mulching or bagging.
The mower features heavy-duty ingress protection (IP) to protect the internal components from water and dust. It’s perfectly safe to wash the whole vehicle down—in fact, there’s a washing port that allows you to connect a hose and wash the blades as they rotate.
“The rating of IP66 means it is watertight and sealed from dirt and debris,” says Halfman. “You can feel confident if it rains, and we have no restrictions on taking a hose and washing the back of the mower, which is close to where the battery is. It’s a fixed battery, which allows us to have that type of IP rating.”
This strong ingress protection may be part of the reason John Deere decided not to go with a swappable battery system, as some of its competitors have. “We started with a fixed battery solution just because it fit in with the rest of our Z300 line,” Halfman told me. “That doesn’t mean that we’re opposed to swappable or that we wouldn’t do something like that in the future.”
The electric future
The Z300 line, as cool as it is, is aimed at the consumer market. Are there any plans for electric commercial mowers? “We’ve shown some prototypes, some limited builds of some commercial machines,” Halfman told me. “We definitely are interested in what our professional landscape contractor [PLC] customers are interested in. We know that if we develop a product for a PLC, that machine is going to have to have a runtime that’s a lot longer than a residential piece of equipment, and have a quicker charging time. We’re doing research with customers to see if that could be something that we would do in the future, but there’s no target date for a commercial mower as yet.”
Of course, pros and consumers alike are sensitive to pricing, and, just as with on-road EVs, electric tractors and mowers are likely to remain niche products until the price premium over gas-burners is substantially reduced. Does Halfman see any technical advances in the pipeline that might bring prices down over the next couple of years?
“I’d have to have a crystal ball in front of me to figure out what pricing is going to do,” he told me. “The industry would love for electric products to be more price-competitive versus their gas or diesel counterparts, but that’s the nature of this technology right now.” Customers will realize some savings on fuel and maintenance, but “there is a little bit of a premium right now when it comes to buying electric mowers.”
Join us for an insightful webinar focused on the innovative BES LITE sensor, Battery Safety Electrolyte Detector, where we will delve into its myriad benefits, particularly in in-pack monitoring, testing methods, and seamless integration features tailored for non-EV applications. BES LITE can be integrated into Battery Energy Storage Systems, UAV/UVM, 2-wheel and 3-wheel vehicles, and portable lithium-ion battery packs.
We’ll discuss how BES LITE’s small footprint and simple electronics enable in-pack monitoring, resulting in optimized space utilization and earlier detection of battery failure. You’ll also gain insights into thermal runaway testing guidelines that demonstrate the reliability and accuracy of BES LITE under varying conditions.
Join this webinar at our September Virtual Conference on EV Engineering to engage with Honeywell experts and uncover how BES LITE can enhance your battery safety strategies.
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.
