Latest news with #electrification
Car and Driver
12 hours ago
- Automotive
- Car and Driver
USPS EV Trucks Are Still Funny-Looking, Now Harder to Kill Off
A new ruling by the U.S. Senate parliamentarian requires a supermajority to scrap existing U.S. Postal Service EV plans. There are 7200 EVs in the USPS fleet, with new replacements for the old fleet coming in at a split of 50/50 for EV and combustion power. The Oshkosh Next Gen delivery van has polarizing styling, but the mail carriers love it. The battle over the U.S. Postal Service's electrification plans had a new front drawn recently, with U.S. Senate parliamentarian Elizabeth MacDonough declaring that a supermajority vote would be required to scrap existing EVs and charging infrastructure. Currently, the USPS has purchased 7200 EVs and spent $500 million on charging infrastructure, and the tax and spending bill before Congress had been looking to overturn the electrification mandate set under the Biden administration. That mandate laid out provisions for a minimum of 45,000 electric delivery vans, with an additional 10,000 Ford E-Transit vans ordered on top of that figure. The USPS fleet of 160,000 delivery vehicles has been being replaced with a near 50/50 split between EVs and combustion-powered machines, and by next year the replacements would be all EVs. The original Grumman LLV delivery vans used by the USPS were an improvement over the buckboard Jeep DJs they replaced, but that replacement dates back to the 1970s. The Oshkosh Next Generation Delivery Vehicles might look like background traffic in a Pixar film, but they are a huge improvement for comfort and safety, and already beloved by mail carriers. Caleb Miller | Car and Driver Politics aside, electrification of mail delivery is one of the more easily planned fleet rollouts. A fire truck, ambulance, or other emergency service vehicle may service a particular area, but it doesn't have a set route. A mail carrier van runs the same path several times a week, so fleet managers can plot out service, charging times, and so on. Further, with all that stopping and starting, battery regeneration saves wear on brakes. Canada Post Canada Post's Morgan Olson C250e electric delivery truck. North of the border, Canada Post has been replacing and supplementing its fleet of hybrid Ford Transit vans with the Morgan Olson C250 (above). Available as the all-electric C250e, with a battery-powered driveline sourced from Rivian, this conventional step van isn't as radical-looking as the USPS Next Gen machine, but it serves the same purpose and is based on the same pragmatic reasoning. With a supermajority requirement in place, the USPS fleet replacement rules will likely generate further legislation around timelines, with more debate to be had. The USPS points out that simply canceling contracts, mothballing existing vehicles, and ripping up infrastructure would create considerable waste, some $1.5 billion lost. Scott Olson via Getty Grumman LLV trucks are outdated. Meanwhile, the era of the Grumman LLV simply can't persist. Especially in these hot summer months, the vans are too hot, too hard on mail carriers, and are built to 1970s safety standards. Whether pure battery EV, hybrid, or small-displacement combustion power, neither rain nor heat nor gloom of night nor political wrangling will stay the USPS fleet from its much needed modernization. Brendan McAleer Contributing Editor Brendan McAleer is a freelance writer and photographer based in North Vancouver, B.C., Canada. He grew up splitting his knuckles on British automobiles, came of age in the golden era of Japanese sport-compact performance, and began writing about cars and people in 2008. His particular interest is the intersection between humanity and machinery, whether it is the racing career of Walter Cronkite or Japanese animator Hayao Miyazaki's half-century obsession with the Citroën 2CV. He has taught both of his young daughters how to shift a manual transmission and is grateful for the excuse they provide to be perpetually buying Hot Wheels. Read full bio
Motor 1
13 hours ago
- Automotive
- Motor 1
You Don't Need a V-12: Why Rolls-Royce's New Performance Car Is Better As an EV
The V-12 is dying. Apart from a few holdouts endeavoring to keep the monstrous motor alive, most companies have downsized or electrified as The Man cracks down on emissions-spewing, fuel-thirsty engines. Rolls-Royce is one of the few remaining dreamers. Its 6.75-liter V-12 is ubiquitous—a monument to luxury and performance that has somehow stood the test of time in an era of downsizing. But, not even Rolls-Royce is immune to electrification. In 2023, the company released the Spectre —a slinky replacement to the discontinued Wraith. But in this case, the Spectre eschewed its iconic V-12 for a massive battery pack and two electric motors. A risk for a brand so synonymous with big engines. But that risk paid off; the Spectre has been a smash hit. It was the single best-selling Rolls-Royce in Europe last year, and it's even pulling in an entirely new, younger audience. More than 40 percent of Spectre buyers are brand new to Rolls-Royce, the company announced recently, and those buyers average around 35 years of age. The median age of Rolls-Royce buyers as a whole, meanwhile, has plummeted to 42 years—a far cry from the median of about 60 years old from a decade ago. Photo by: Jeff Perez / Motor1 Now there's a Black Badge variant, which should only improve those figures. In Rolls-Royce speak, "Black Badge" means "performance." That same nameplate dons the Cullinan and Ghost, giving each model a bit of extra boost and some aggro black accents. In this case, the Spectre's output jumps from an already impressive 584 horsepower and 664 pound-feet of torque in the standard variant to 659 horsepower and 792 pound-feet of torque on the Black Badge model. Even though it's powered by the same 102.0-kilowatt-hour lithium-ion battery pack and two electric motors, that marks an increase of 82 hp and 128 lb-ft. Thanks to that bit of extra oomph, the Spectre Black Badge races to 60 miles per hour in 4.1 seconds (instead of 4.4 seconds) and onto a top speed of… fast enough (or, electronically limited to 155 miles per hour). Photo by: Jeff Perez / Motor1 Rolls-Royce also tweaked the dampers to reduce squat under hard acceleration and less body roll in corners. The steering also gets heavier and more feelsome for extra responsiveness. But it's not just performance that makes the Spectre Black Badge stand out. Hearty 23-inch wheels give it a distinctive stance, while a high-gloss black chrome finish coats nearly all of the exterior trim pieces—including the Spirit of Ecstasy badge on the hood. No, it's not paint. The interior is rich with carbon-fiber accents alongside, in this case, an absolutely lovely Peony Pink leather—a perfectly shouty hue to match the subtlety of the Tempest Grey exterior. And of course, the signature Starlight Headliner comes standard (as it should on all Rolls-Royce models). Photo by: Jeff Perez / Motor1 Photo by: Jeff Perez / Motor1 Photo by: Jeff Perez / Motor1 But as the so-called "performance" model of the group, does the Spectre do its Black Badge siblings justice with an electric powertrain? Or does it long for the V-12? Initially, you might crave the subtle rumble and charming character of a 12-cylinder engine, especially in a beautiful performance coupe such as this. But as I pedal the Spectre Black Badge harder, I'm less interested in what's under the hood—blasphemous as that may sound—and more impressed with how the electric powertrain performs. Dipping into the accelerator yields an endless wave of electric torque; a whopping 792 lb-ft shoves me square into the seatback. For something that weighs more than 6,300 pounds, this car is brutally, addictively quick. More so than the Ghost or Cullinan before it. Photo by: Jeff Perez / Motor1 I work the steering wheel more aggressively as the road gets twistier, and believe it or not, the Spectre Black Badge actually turns—a novel concept. It's no McLaren, mind you, but this car is far more confidence-inspiring than it has any right to be. Rolls-Royce tweaked the suspension just enough so that it's as capable as it is refined. The steering, meanwhile, is light but more responsive. Body roll—well, there's still plenty of it. But at least it feels more eager to go 'round corners. Activate the aptly named "Rolls-Royce Sound," and a subtle futuristic whoosh fills the cabin as you accelerate harder. It's no V-12 rumble, but it does the job. Even without it, the Spectre Black Badge still bombs down the road, just… more silently. Photo by: Jeff Perez / Motor1 Photo by: Jeff Perez / Motor1 And for all the carbon fiber within eyeshot, the interior doesn't go too far on the boy racer accents, either. It's every bit as comfy and posh as a proper Rolls-Royce. Just a bit quicker. That, in large part, is why the Spectre Black Badge makes the most sense as an EV. It's quiet, refined, and comfortable, yet still quick as hell. As history tells us, a Rolls-Royce shouldn't be shouty. It shouldn't be loud. Even the V-12 models can be a bit too rumbly at low speeds. How uncouth . For all the doom and gloom surrounding downsizing and electrification, Rolls-Royce is one of the few luxury brands actually doing it right—V-12 be damned. More From Rolls-Royce The Rolls-Royce Cullinan Is Even Better As a Black Badge: Video Review Rolls-Royce Spectre Black Badge: This Is It Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
News.com.au
4 days ago
- Automotive
- News.com.au
Review: 2025 Ford Ranger Stormtrak PHEV
As I write this, it's 3am, the sun is piercingly bright and our Ford Ranger is being refuelled via hot water and steam from deep below the earth's surface. What madness is this? It's mid-June in Iceland — Land of the Midnight Sun — and I'm on this frozen island in the new plug-in version of Ford's Ranger, driving up a volcano on battery power alone. Why? Firstly, to display the benefits of electrification without compromising a hairy-chested Ranger's abilities. Yes, it's a plug-in hybrid (PHEV) able to travel over 40km in e-motor silence, but like its diesel-drinking stablemates, these greener pick-ups still tow 3.5 tonnes, haul up to 973kg, cross 800mm-deep waters and handle gnarly off-road trails. In the PHEV ute playground, that's a two-fingered Ford salute to flavour-of-the-month BYD Shark. Secondly, it's a celebration of Australia's best-selling vehicle. These Rangers saw much of their design and engineering happen on our patch, so we must take patriotic pride they're sold in over 180 countries, including Iceland. Fun fact, cost of a Ranger Wildtrak in this land of ice and fire is $155,000. When the Ford PHEV arrives, local Vikings won't see much change from $200k. The Ranger boasts 44 per cent of the European market share, and is the best-selling pick-up in the UK, Germany, France, Italy, Norway, Finland, Vietnam and New Zealand. But it must evolve amid ever-stricter global emissions rules. Hence the PHEV's arrival, and a price jump: roughly $10,000 over four-cylinder Rangers, and $5000 above the V6. We may pay half as much as Icelanders, but they're not cheap in Aussie terms. A cloth-trimmed Ranger PHEV XLT's $71,990; the fancier Sport's $75,990; a Wildtrak $79,990; and loaded launch edition Stormtrak $86,990. But there's no shortage of Aussies willing to drop almost $100k to drive-away luxurious, go-anywhere dual cabs: plenty of tradies with plenty of disposable. But will they embrace this greener version, which allies a 2.3-litre four-cylinder turbo petrol with an e-motor and battery? A combined 207kW and 697Nm is a decent start, even if Chinese rivals like the Shark and GWM Cannon outgun our Ranger's numbers. Performance is more than ample as we roll out of Reykjavik — the world's northernmost capital — towards distant snow-capped mountains. The petrol-electric is surprisingly smooth; the absence of diesel rattle and roll bringing a new refined high-point in a Ranger. The driver's in control of what turns the wheels. I select Auto EV and the system chooses between petrol or battery (or a combo) — my right foot dictating if power or efficiency is prioritised. Impressively, we return 3L/100km this way. I want to electrically off-road, so I select EV Later to maintain our near-full battery while highway cruising. If you forget, an EV Charge mode uses the petrol engine to (slowly) recharge the battery. Handy, as this Ranger's plug-in stats aren't great. It can't DC fast charge, and a domestic 10 amp socket takes seven hours to brim the 11.8kWh unit. That's a titchy battery, hence an EV-only range of 43km (WLTP), or about 40km in our real-world test. A BYD Shark packs 29.6kWh, but Ford couldn't compromise its Ranger with that sort of extra weight and towing/payload penalties. We pick our electric moment well. The lava plateau of Hellisheidi is lunar landscape-like, and home to one of the world's largest geothermal power stations. This ensures bargain electricity for locals, and that last night our Ranger was charged with zero environmental impact. Into EV Now mode and the only sounds are rocks moving and rivers parting under our General Grabber all-terrain tyres. These PHEVs lose nothing of the Ranger's impressive ride comfort and control (for a ute), but the electric drive adds a special something. More mature, modern and eco responsible. I'm not about to go all Greta Thunberg, but Iceland being voted both greenest and most peaceful nation on earth is rubbing off on me. A Ranger PHEV feels a positive change. The 800 metre mountain ahead is classified an active volcano, despite not erupting for 2000 years. Happily – if a dash disappointingly – there's no lava show today, but our Ranger makes short work on Hengill volcano's loose, steep sides. A Slippery mode lets us competently climb in EV silence, but Low Range for the treacherous stuff fires up the petrol to ensure maximum available wheel torque. Safety first. Our volcano-top vista reveals the vast steam-spouting geothermal setup, and I get the fuzzies thinking we've climbed here with probably zero carbon footprint. Still not convinced? As we lunch on fresh fish by a sparkling river, the electrified Ranger reveals its party trick. The PHEV bit allows Ford's 6.9kW Pro Power Onboard; a high output system with 10-amp 2.3kW socket in the cabin and twin 15-amp 3.45kW sockets in the tray. I feel very Viking testing a circular saw powered by PHEV alone. Or it could handle a log splitter, spotlights, small cement mixer or charging all your tools. See it as a mobile generator for powering remote work sites all day, or an off-grid powered camping site. It takes a lot to drain the battery, but if you do, the petrol engine fires to give it juice. As the sun goes down (although not literally) on our adventure, this Ranger PHEV's advantages appear as clear as the pollution-free chilly Icelandic skies. 2025 Ford Ranger Stormtrak PHEV ENGINE 2.3L four-cylinder turbo petrol hybrid, 207kW/697Nm ELECTRIC RANGE 43km (WLTP) THIRST 2.9L/100km
Daily Mail
4 days ago
- Business
- Daily Mail
Victoria backflips on hated ban set to affect millions of households
The Victorian government has backflipped on its plans to force homeowners to phase out gas heating appliances amid falling support for the state's electrification plans. Premier Jacinta Allan on Tuesday unveiled a significantly scaled-down set of regulations, abandoning earlier proposals for widespread enforcement of a switch to electric appliances. Under the revised rules, homeowners will be required to replace gas hot water systems with electric models by March 1, 2027. Landlords will also need to install reverse-cycle air conditioners when existing gas heaters reach the end of their mechanical life. However, unlike previous versions of the policy, homeowners will not be forced to replace expired gas cooktops or other appliances with electric options. Exemptions will apply where transitioning to electricity is considered too costly or complex. Victoria's backflip coincides with a newly announced ban on gas appliances being pushed ahead with by the City of Sydney from January next year. Victoria's decision to walk back the plans follows decreasing support for the phasing out of residential gas connections among local residents. A Redbridge poll, published in The Herald Sun, found only a quarter of people supported efforts to phase out gas connections in existing Victorian properties. Net support among Labor voters was also in the negative having fallen from -1 to -9 since February with the lowest support across the board in outer suburban areas. Ms Allan said the changes aimed to help families reduce their energy bills while easing pressure on the state's gas network. 'Families will pay less on their energy bills, industry will get the gas it needs - and Victorian jobs are protected,' Ms Allan said. Newly built homes in Victoria will still be required to be all-electric in a move the government says could save owners up to $880 per year, or $1,820 with solar. According to government estimates, switching to electric hot water systems could save households about $330 annually, or $520 for those with solar panels. This is the second major revision to the Allan government's 2023 net zero roadmap, following a decision to exclude gas stovetops from the phase-out in September. That move came after strong backlash from industry and consumer groups, who urged the government to reconsider the scope of the plan. Victoria remains the country's biggest user of residential gas, with around 80 per cent of homes connected to the network. The City of Sydney council recently came under fire for its own ban on gas appliances for all new homes and businesses built from January next year. It joined six other NSW councils that have already banned indoor gas appliances in new builds in doing so. The Victorian household electrification policy was initially developed to mitigate rising prices and avoid disruption from a projected gas shortfall by 2029. 'We know we need to continue to work hard in the energy space to both secure energy supply and also drive down bills,' Ms Allan said. 'That is about securing our gas supply into the future for the industry that needs it but at the same time looking at how we can protect local jobs and slash household bills.' Peter Kos, Victorian director of Australian Energy Producers, welcomed the revised approach but urged further action to address looming gas shortages. 'This is a welcome and pragmatic shift from the wider gas appliance ban the Victorian Government proposed earlier this year, which would have increased costs for households and businesses, stifled crucial gas investment and left Victorians facing higher energy bills and reduced energy security,' Mr Kos said. 'It shows the government has heard the clear message from households and industry that gas remains vital to Victoria's energy security and that Victorians want to keep using gas. 'However, the plan to force homes off gas hot water and banning gas connections in new commercial developments further adds to the government's mixed messages on gas and does not address the urgent need for more gas supply to avoid structural shortfalls forecast for Victoria from 2029.
Yahoo
4 days ago
- Business
- Yahoo
Echandia Secures Financing from S2G Investments, Increasing Funding Round to SEK 325 Million
New funding supports Echandia's North American expansion and growing demand for zero-emission marine vessels STOCKHOLM, June 24, 2025 /PRNewswire/ -- Echandia, the leading Swedish maritime battery system supplier, today announced new long-term financing from S2G Investments ("S2G"), a multi-stage firm with a dedicated oceans strategy. The investment is made as part of Echandia's most recent funding round, announced in March 2025, and brings the total funding round to SEK 325 million (USD $34 million). It marks a major milestone in the company's mission to accelerate maritime electrification worldwide. S2G is Echandia's first U.S.-based investor, aligning with the company's growing presence in North America, including its new production facility in Marysville, Washington. The investment will fund the scale-up of Echandia's production capacity, accelerate its U.S. market presence, and advance R&D initiatives aimed at extending the performance and durability of its technology. "This is a major milestone for Echandia and we are excited to accelerate our global expansion with S2G on board," said Torbjörn Bäck, CEO of Echandia. "S2G brings deep experience in maritime and energy system transitions, and we're proud to have a mission-aligned partner supporting our growth. With North America serving as a critical growth region, we believe we're well-positioned to help operators cut emissions and hedge against fuel price volatility, while enhancing vessel performance." Echandia's advanced Lithium Titanate Oxide (LTO) battery systems are purpose-built for the unique demands of maritime operations, offering high safety, long lifespan, and low maintenance performance in heavy-duty environments where today's conventional lithium-ion or diesel systems often fall short. Its technology powers a range of vessel types, including ferries, tugboats, RoRo/RoPax ships, and offshore workboats, enabling both fully electric and hybrid propulsion. Its customers include global system integrators like Siemens and ABB, as well as operators such as Molslinjen (Denmark) and WETA San Francisco. Echandia's revenue quadrupled in 2024 and is projected to triple again in 2025, driven by strong market demand and an expanding order pipeline. With pressure mounting from international regulations, such as the IMO's carbon intensity targets, the EU Emissions Trading System, and tax reforms affecting maritime fuels, battery solutions like Echandia's are increasingly seen as critical for achieving compliance and boosting vessel efficiency. Echandia's momentum in North America continues to grow. In 2024, the company was selected to supply battery systems for the San Francisco Bay Ferry's REEF (Rapid Electric Emission Free) Program, which will deploy the first high-speed, zero-emission ferries in the U.S. Battery deliveries are scheduled to begin in 2026. "At S2G, we view electrification as one of the most immediate and scalable pathways to decarbonize a significant portion of the 100,000+ vessels that make up the global maritime fleet," said Kate Danaher, Managing Director of S2G's oceans strategy and member of Echandia's board of directors. "Their team understands the complexities of the sector and is delivering practical, durable solutions at scale. We've seen that their technology is already proving itself in the field, and their growth trajectory reflects the urgency and opportunity in this space. We're proud to support their expansion and help accelerate the transition to zero-emission maritime transport." The announcement coincides with the start of the Electric & Hybrid Marine Expo Europe, where Echandia is exhibiting at Hall 8, Stand 5020. Attendees are invited to meet the team and learn more about the next generation of marine battery systems. About Echandia Echandia is challenging the maritime industry with safer electrification. Since its founding in 2018, Echandia has rapidly become a global leader in maritime battery systems, with delivery and orders of over 90 systems for electrification projects worldwide. Our systems are tailored to optimize energy efficiency and reduce environmental impact, supporting the maritime industry's transition towards sustainable operations. Based in Stockholm, we serve customers across the globe. Learn more at About S2G Investments S2G is a multi-stage investment firm focused on venture and growth-stage businesses across food & agriculture, oceans, and energy. The firm provides capital and value-added resources to companies and leadership teams pursuing market-based solutions designed to deliver greater value, improved outcomes, and enhanced performance over traditional alternatives. With a commitment to creating long-term, measurable outcomes, S2G structures flexible capital solutions that can range from venture funding through growth equity to debt and infrastructure financing. For more information about S2G, visit or connect with us on LinkedIn. Media Contact:Johan Winlund, Marketing & Communication Manager at Echandia+46 76 117 55 This information was brought to you by Cision View original content: SOURCE Echandia Group
