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Surprising that no one, newly slacking U. S. Transportation Secretary Sean Duffy, a former Fox News personality and Wisconsin congressman, has begun a rollback of Biden-era vehicle regulations that have led automakers to make cleaner, more fuel-efficient cars and trucks. Explanation Why he’s really honest: “President Trump announced that it’s the policy of existing management to announce the production, distribution, and use of reliable domestic food, add oil, herbal gas, and biofuels. “
The movement has been promoted as one that will decrease the vehicle and save effective in fuels by cutting “The heavy and too restrictive fuel criteria that have the load of a car to boost a radical agenda of New Deal” unnecessarily greater.
But there’s no data to support that the move will lower new vehicle costs. Price increases are mostly driven by the fact that Americans keep buying pricier large pickups and SUVs and fewer sedans and small cars, rather than more efficient engines or electric powertrains. And of course, the cost of vehicle ownership doesn’t end with the purchase price. Fuel costs for EVs, for example, vary by region but are typically less than half that of gasoline vehicles. One study last year found that Americans who drive 11,000 miles a year would save $1,200 annually by switching to an EV. Even conventional hybrids like Toyota’s stalwart Prius, averaging over 50 miles per gallon, are much cheaper to operate over the long run. (That benefit may get more appealing as Trump’s 25% tariffs on Canadian goods could push up U.S. gas prices.)
That said, the anticipated prices for electric models are definitely higher, so Trump’s plan to tax credits of $7,500 to buy them, and federal budget for EV charging stations, slow purchases. More in 2025, accounting for 10% of all new vehicle sales, compared to about 8% last year.
Automakers, who’ve poured tens of billions of dollars into R&D and new battery and EV production facilities aren’t thrilled with the shift in policy because it not only risks their investments but puts the U.S. at a disadvantage with China, the world’s dominant EV producer and seller.
“The only beneficiaries will be oil leaders and the Chinese automotive industry, which will be satisfied to sell electric cars around the global with little American competition,” said Dan Becker, a long -standing defender of the strictest regulations of the ‘fuel economy and shipping campaign of the weather director.
Tesla CEO Elon Musk introduced the electric car market when he touted the roadster in 2008, but 17 years later, his dominance slipped.
The sales of the company decrease for the first time and with the short attention of the multimillionaire Mercurial fragmented among five other companies, a key role in the new Trump administration and a monomaniac obsession for the property of Libs, is out of its game. And the rivals take note.
Top among them is General Motors. The Detroit-based carmaker, which notoriously killed off its first commercial electric car, the EV1, in 2002–a move that inspired Tesla’s creation in 2003–is positioning itself for major growth in the space.
In 2024, GM electric car sales rose 50% to 114,432, its top never helped through the new EVOX EV, a struggling Model Y Tesla. This made it one of the maximum expansion players of fast electricity. Meanwhile, Tesla, long after its disjointed began, reigned as the dominant electrical signboard, promoting 633,762 electric cars to U. S. buyers, five times the volume of GM. But it is down 5. 6% to 2023, even with the addition of its polarizing cybertruck. Add in CEO Elon Musk’s moot habit and the logo is facing demanding new situations this year, especially in California Folle EV, the peak productive market in the country.
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We have the batteries since the beginning of Tesla. Is an advance close to office or is it a progressive progress?
We do not have Moore’s law in the battery industry. These are progressive innovations, and it is at all levels. It is in the agglutinants that we use, in the copper sheets, as well as in the cathode and anode material. Active materials, yes, there are paintings there and we get innovations, however, those are other things like separators, which make finer separators. The most important thing that happens is relief in their prices, where other people place other tactics to do the same.
For example, we met a business that runs on a cathode material. The result of the finish is the same cathode material, but it uses this completely different procedure to get there, which is a greatly diminishing cost. We have more of this kind of thing.
What is the replacement in the battery landscape since things led in Tesla in 2006?
The number of companies that are in this space and the investment dollars–it’s orders of magnitude greater.
There’s just a lot of companies now, like GM. We’ve invested in over a dozen companies in the battery supply chain. You’re getting companies like us investing, you’re getting companies like us making contracts. And it’s not just investment. The contracts we’re doing with LG Chem, we’re not an investor in LG Chem, but we’re giving them a supply agreement that they can then bring to the bank. There’s so much activity that’s driving these little incremental improvements that keep driving down the cost of batteries.
Along with battery cost, driving range, charging time and access to charging infrastructure remain issues for EVs. How are you trying to solve those?
This is a domain in which our RD team is working because the batteries are a lot of commitments. We can optimize fast charge and get a five -minute load vehicle today, but it would have a decrease range.
These are all those commitments. Which one do we need to pass with him? Ideally, what we need is a battery without obligation. We need to load five minutes to 10 minutes and need the practice of three hundred miles. These are some of the things we are running with our R&D team and we have exclusive technologies, in fact, IP that has GM, which will allow us to get there.
The maximum difficult component is not the battery cell, it is the cargo station. Because at this time, a 350 kilowatt station is the highest you can pass out. What you want is closer to a megavatio for rates stations. But construction is complicated. You want a lot of electricity. These are things we are running.
The United States has received the questionable difference of being the world’s largest waste generator. Despite less than 5% of the world’s population, Statista estimates that Americans produce more than 12% of the planet’s counterfeit waste. In fact, Americans produce 3 times more waste consistent with Capita than Chinese citizens and are the country that generates more waste than it recycles it. (Forbes)
Global investment in low-carbon energy transition exceeded $2 trillion for the first time last year, a report by BloombergNEF showed. Countries around the world are investing in and developing cleaner sources of power and infrastructure to meet climate targets under the Paris Agreement but many experts say the pace is not fast enough. (Reuters)
Scientists are racing to locate what the fatal L. A. has made the sea. Ash from the fires has been spotted a hundred miles offshore and public fitness officials urge others to several miles of beaches as recent rains wash pollutants into the sea (Los Angeles Times)
Global sales of completely electric and plug -in hybrid cars will accumulate through at least 17 % this year to more than 20 million cars, they helped through an expansion of the Chinese subsidies of the automotive industry, according to a prognosis through From the RHO Motion. europe Studies Company, the second largest EV market in the world will return to the expansion of sales as the CO2 emission objectives enter into force and less expensive models available, however, the speed will continue to be slower than in 2023 (Reuters)
Following a spate of fires at battery storage facilities across California, the state’s Public Utilities Commission is establishing new standards for maintaining and operating them. If passed, the proposal also increases oversight for emergency response at energy storage sites that use batteries. (San Diego Union-Tribune)
A third of the tundra, forests and Arctic wetlands have a source of carbon emissions, a new study revealed, while global warming ends thousands of carbon garage years in some parts of the north of frozen. (Le Gardien)
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