Even after being discontinued within the US, the Volkswagen Golf is not on the high of the gross sales charts in Europe. Even so, it nonetheless stays a well-liked automobile on condition that 166,304 items have had been offered on the Old Continent within the first eleven months of this yr. Come 2024, a mid-cycle refresh will hit the market.
In an official video highlighting how VW stored busy this yr, CEO Thomas Schäfer appeared again at essential product launches. The checklist of latest automobiles included the next-generation Tiguan and Passat, together with the ID.7 and an up to date ID.3. At the tip of the video, the corporate’s head honcho introduced the Golf facelift can be launched sooner or later in 2024.
Judging by the roof rails, we’re wanting on the not-for-America Golf wagon. It has the brand new headlights, the “unibrow” LED gentle bar, and an illuminated VW badge. When the Touareg facelift debuted earlier this yr in Europe, it too had a backlit badge, however on the rear.
The Golf Mk8 already has a demise sentence even earlier than the Mk8.5’s premiere, which is supposedly taking place early subsequent yr. VW has introduced the electric-only Mk9 is coming in 2028 on the Group’s new SSP platform. Unless the 2 will peacefully coexist for some time, the Golf with a gasoline/diesel engine goes to be retired in roughly 4 years’ time. VW has additionally introduced it’s going to produce only EVs in Europe from 2033, so the writing is on the wall for Wolfsburg’s ICE-powered vehicles.
Meanwhile, it appears unlikely the Mk8.5 will put the Golf again on high of the gross sales charts. The take a look at automobiles spied this yr prompt gentle adjustments to a design many have rightfully labeled as boring. Inside, VW is placing a large touchscreen as a result of that appears to be the norm these days. The Tiguan, Passat, and ID.7 even have big tablets, and the Golf will comply with go well with.
The GTI would possibly maintain the handbook in any case regardless of rumors claiming it might go DSG-only, and there might be extra energy in tow for the recent hatch. VW will even replace the range-topping R, which can be supplied in some components of the world as a extra sensible wagon.
Tesla‘s most inexpensive mannequin and flagship sedan, the Model 3, will now not qualify for the $7,500 U.S. electric vehicle tax credit beginning January 1st. This change applies to the Rear-Wheel Drive and Long Range variants specifically.
The firm had beforehand stated on its web sites that consumers who take supply of their new Model 3 RWD or Long Range variations earlier than December 31 might probably qualify for half of the EV tax credit score (i.e. $3,750.) Things have taken a extra drastic flip, nonetheless, because it now seems the 2 trim ranges will now not be eligible for any portion of the $7,500 tax credit score. To make clear issues, Tesla says the following on its website:
“Customers who take delivery of a qualified new Tesla vehicle and meet all federal requirements are eligible for a tax credit up to $7,500. Tax credit will end for Model 3 Rear-Wheel Drive and Model 3 Long Range on December 31, 2023 based on current view of new IRA guidance. Take delivery by December 31 to qualify for full tax credit.”
In order to provide the most modern and correct info doable, the info used to compile this text was sourced from varied authoritative sources, together with the U.S. Department Of Treasury, Reuters, and SNE Research.
The Tesla Model 3 Performance accelerates into the way forward for electrical driving with a dual-motor setup and a design that cuts by the air.
Understanding The New Tax Credit Requirements
As a buyer, you want to first verify a couple of packing containers to be eligible for the federal incentives. For one, you will need to purchase a car in your personal use, primarily within the United States, and never for resale. Secondly, your modified adjusted gross revenue can’t be over:
$300,000 for married {couples} submitting collectively
$225,000 for heads of households
$150,000 for others
Thirdly, the car’s MSRP can’t exceed $80,000 for vans, utility autos, and electrical pickup vans. The MSRP for the opposite car classes could not exceed $55,000 which disqualifies many EVs, such because the Tesla Model S and the Lucid Air. Electric autos that meet all of the aforementioned circumstances, in addition to one among these two necessities, will qualify for a partial $3,750 federal incentive. Vehicles that qualify for each will get the complete $7,500 tax credit score
Meeting The Mineral Requirements Will Get You Half Of The Tax Incentives
Tesla
To meet the crucial mineral requirement, and qualify for a partial $3,750 credit score, a sure proportion of the crucial minerals (reminiscent of lithium, nickel, cobalt, manganese, and graphite) contained inside the battery have to be extracted or processed within the United States, or one among its free commerce settlement companions.
The car may also be eligible if the set proportion of crucial minerals is recycled in North America. And whereas these circumstances, mandated by the Inflation Reduction Act, might sound strict and sophisticated, you’ll be much less happy to know that they’re set to get extra strict over the upcoming years.
For 2023, the relevant proportion is 40-percent.
For 2024, the relevant proportion is 50-percent.
For 2025, the relevant proportion is 60-percent.
For 2026, the relevant proportion is 70-percent.
Beginning in 2027, the relevant proportion is 80-percent.
The Tesla Model 3 Refresh intends to remain forward of the pack as America’s favourite electrical sedan, with new updates and a dedication to excellence.
The Battery Requirements Are More Exigent
If the mineral necessities can appear a bit stern, the battery parts necessities are much more demanding. To meet the requirement for a partial, $3,750 credit score, producers should ensure that an relevant proportion of the worth of the battery parts is both manufactured or assembled in North America. As you’ll be able to see, the standards are set to be more and more extra demanding as effectively.
For 2023, the relevant proportion is 50 %.
For 2024 and 2025, the relevant proportion is 60 %.
For 2026, the relevant proportion is 70 %.
For 2027, the relevant proportion is 80 %.
For 2028, the relevant proportion is 90 %.
Beginning in 2029, the relevant proportion is one hundred pc.
Tesla Model 3 Pricing (Without $7,500 Tax Credit)
Model 3 Rear-Wheel Drive
$38,990
Model 3 Long Range
$45,990
Model 3 Performance
$50,990
(Prices sourced from Tesla)
To high all of it off, the IRA stated that after December 31, 2023, no portion of the EV tax credit score is permitted if any part within the EV battery was sourced from a foreign entity of concern “FEOC”. These overseas entities, specifically, embody Russia, China, Iran, and North Korea.
The Tesla Model 3 is cheaper to keep up than many gas-powered autos, nevertheless it additionally comes with hidden prices of its personal.
Tesla Has Come Under The Scope Due To Its Alleged Ties To CATL
Aditya Chinchure Via Unsplash
The Chinese EV market is currently the biggest on the planet, representing one-third of electrical car gross sales worldwide. Aside from being house to many rising corporations, reminiscent of NIO, the PRC can be populated by a few enterprise moguls, specifically BYD and CATL, who’re recognized for manufacturing lithium-ion batteries for a number of EV-makers, reminiscent of Stellantis, Honda, and BMW.
From January to September 2023, CATL’s global market share reached 36.8-percent, in keeping with a report revealed by SNE Research. This determine represented a 34.6-percent YoY improve, and successfully allowed the Fujian-based big to stay the main battery producer on the planet. In the West, and extra significantly within the United States, the corporate’s lengthy attain has been trigger for concern amongst politicians and lawmakers.
Tesla’s Business Practices Are Being Questioned In Congress
On September nineteenth, 2023, a senior Republican in Congress requested Tesla to supply particulars of its ties with CATL. The request sprung out of issues relating to the improper move of U.S. electrical car subsidies to overseas entities, particularly China.
In his follow-up letter to Tesla CEO Elon Musk
, the chair of the House Ways and Means Committee, Representative Jason Smith, inquired if the Austin-based producer has contracts, or is contemplating contracts with Chinese battery maker CATL, or some other overseas entities of concern.
2023 Tesla Model 3 Performance Specs
Model 3 Long Range
Model 3 Rear-Wheel Drive
Electric Layout
Dual-motor setup
Rear-electric motor
Horsepower
435 horses
271 horses
Torque
363 pound-feet
310 pound-feet
0-60 mph
4.2 seconds
5.8 seconds
Top Speed
145 mph
140 mph
Electric Range
333 miles
272 miles
Charging Time
147 miles in quarter-hour @250 kW
147 miles in quarter-hour @250 kW
(Specs sourced from Tesla)
Fast-forward a few months later, and it now seems the Model 3 Long Range and Model 3 Rear-Wheel Drive will probably be utterly disqualified from receiving any tax credit score come January 1, 2024. The timing is sort of unlucky since Tesla is ready to introduce a revamped version of its flagship sedan, the Model 3 Highland, by subsequent 12 months.
Tax Credits Could Benefit CATL, To The Detriment Of Local Interests
Similarly, Ford has additionally fallen underneath scrutiny on account of its relationship with CATL. In February, the corporate introduced its plans to spend $3.5 billion to construct a battery plant in Michigan using technology sourced directly from CATL. This led to Jason Smith and Mike Gallagher, Republican chairs of the House Ways and Means Committee and the Select Committee on China, seeking answers from Ford relating to their take care of Contemporary Amperex Technology Co. Limited (CATL)
“We are concerned that the deal could simply facilitate the partial onshoring of PRC-controlled battery technology, raw materials, and employees while collecting tax credits and flowing funds back to CATL through the licensing agreement,” the House letter stated.
Amid the current price-reductions and in mild of the upcoming Highland model, this is likely to be one of the best time to purchase a Tesla Model 3.
EVs Are Growing At An Unsatisfying Pace, And The New Regulations Won’t Help
Tesla
The upcoming tax credit score necessities that take impact on January 1st, 2024 have the potential to shake up the EV business, which remains to be going through some challenges because it tries to draw extra customers. Nonetheless, a couple of fashions stay eligible for a full tax credit score of $7,500.
EVs Are Not As Popular As They Should Be
Although EV gross sales proceed to develop strongly, and topped 300,000 examples in the United States for the first time in September, they nonetheless solely account for lower than eight-percent of recent car gross sales, in keeping with Cox Automotive. This unsatisfying progress in shopper curiosity is going on regardless of a noticeable lower in EV costs. The common price for an EV dropped to $50,683 in September, marking a noticeable step down from $52,212 in August and $65,295 a 12 months earlier. Nonetheless, EVs remained 28% costlier than ICE autos on common, according to a report revealed by CarGurus in October.
Dealerships are additionally reporting longer backlogs, with EVs sitting available on the market for a median 82 days versus 64 days for ICE autos, in keeping with CarGurus’ report. Thus, it looks as if tightening the rope on EV makers and making tax credit much less accessible might additional irritate these points, within the quick time period not less than.
Knowing Which EVs Qualify For The Tax Credit
According to the IRS and Consumer Reports, the next EV and Plug-in hybrid (PHEV) producers indicated they’re presently eligible for a full tax credit score of $7,500. As you’ll be able to see, a number of the autos on this record aren’t more likely to be eligible for the federal incentives beginning subsequent 12 months.
Tatra, a Czech automotive producer that now not builds automobiles, has a wealthy historical past courting again to the late nineteenth century. Known for its distinctive and unconventional designs, the corporate gained fame for producing strong, rear-engined automobiles that defied conventional automotive norms. The Tatra 613 Mi Long Electronic, a variant of the Tatra 613, emerged as a pinnacle of the corporate’s engineering prowess within the late twentieth century.
The unconventionally formed sedan was launched in 1975 as a luxurious sedan with a modern and aerodynamic design that set it aside from its contemporaries. While based mostly on a mannequin from the mid-Seventies designed by Vignale, the Tatra 613 Mi Long Electronic featured within the video on the prime of this web page had a closely modernized inside in comparison with its predecessors. It was launched to compete with the best German luxurious sedans on the time and got here outfitted from the manufacturing unit with a voice notification system, which reported automobile faults and different vital messages.
One of essentially the most distinctive options of the automotive was its fuel-injected air-cooled V8 sitting on the rear axle. This explicit automobile was assembled in 1993 and includes a 3.5-liter model of the V8 engine with an output of round 200 horsepower. Interestingly, the very same Tatra was listed for sale at $110,000 (2,500,000 Czech Koruna) earlier this yr.
What’s it wish to drive? From the video, you’ll be able to inform the transmission isn’t precisely easy as the driving force struggles to seek out the proper gear, particularly when the engine and gearbox are nonetheless chilly. The sound of the V8 on the again is in contrast to the rest although, creating a really distinctive expertise behind the wheel. The suspension is smooth however the automotive doesn’t bend a lot in corners.
Only 17 models have been ever produced from this explicit model of the automotive. It might be protected to imagine just some of them are nonetheless alive and, because the reviewer mentions, this may very well be one of many final Tatra automobiles ever constructed. Count us enormous followers of air-cooled V8s (pun supposed) to any extent further.
Lamborghini has completed the production run for the Huracan, with all units sold out. Despite this, Lamborghini has unveiled a special edition to celebrate a decade of their Squadra Corse motorsport department. The one-off STO has been customized by Ad Personam, the in-house personalization division.
The special edition features a two-tone livery in Verde Mantis (green) and Nero Noctis (black), drawing inspiration from the SC63, Lamborghini’s new endurance race car. Additionally, the car is adorned with anniversary logos on the doors and a Squadra Corse motif on the rear fin above the engine cover.
The new Ram 1500 no longer comes with the iconic Hemi V-8 engine, instead featuring twin-turbocharged inline-six power units for improved performance.
The most powerful engine option for the Ram 1500 is the high-output Hurricane inline-six, producing 540 horsepower and 521 pound-feet, with impressive towing and payload capacities.
The new Ram 1500 offers a tech-filled cabin and an improved infotainment system, boasting over 50 inches of combined display viewing area, along with over 100 safety and driver assist features.
The talk about the new Ram 1500 electrified offerings, known as the Ramcharger and the REV, has overshadowed the concerns of ICE enthusiasts about the discontinuation of the Hemi V-8. Ram will offer ICE variants of the 1500, but not with the legendary V-8. Whether Ram’s decision will affect its market share remains to be seen. The automaker has introduced a high-tech truck with multiple engine options in an attempt to appeal to a wide range of buyers.
The new Ram 1500 retains its familiar look with minor revisions, including a larger, more forward-leaning grille, a sleeker body, and a larger RAM badge on the grille. However, the changes under the surface are more significant. Here’s all you need to know about the 2025 Ram 1500.
In order to provide the most current and accurate information possible, the data used for this article was gathered from various manufacturer websites and other authoritative sources, including Car and Driver and MotorTrend.
Two Turbocharged Inline Sixes Replace The Hemi V-8
Stellantis
Ram 1500 trucks will no longer come with Hemi eight-cylinder engines. Instead, they will feature Hurricane twin-turbocharged inline-six power units. An eight-speed automatic transmission will transfer power to the rear axle or all wheels, depending on the configuration you choose.
The High-Output Hurricane Inline-Six Produces 540 Horsepower
The most powerful Ram 1500 engine will be a high-output Hurricane inline-six producing 540 horsepower and 521 pound-feet. Trucks equipped with this engine will have a tow limit of 10,740 pounds and a payload capacity of 1,370 pounds. Pickups using the standard inline six, rated at 420 horsepower and 469 pound-feet, will have higher towing and payload capacities, 11,560 pounds and 1,910 pounds, respectively.
The Ram 1500’s five-link solid axle rear and double wishbone front suspension will provide a smooth ride and decent off-road performance. To improve ride quality, you can opt for four-corner air suspension, which can be used in five modes: normal, aero, entry/exit, off-road 1, and off-road 2. The Ram truck will feature a limited-slip or open differential, with an electronically locking rear differential offered as an option.
Ram Retains The Pentastar V-6 As The Third Engine Option
Stellantis
Ram continues to offer the Pentastar V-6 from the previous generation as the base engine. It’s expected to be the most fuel-efficient engine in the lineup; the automaker estimates it will consume a gallon of fuel every 24 highway miles. Producing 305 horsepower and 269 pound-feet, it has a tow rating of 8,100 pounds and a payload capacity of 2,300 pounds.
Goodbye TRX: Ram Introduces One New 1500 Model In Its Place
Stellantis
A new Ram 1500 model called the Tungsten is added to the lineup; the high-powered TRX, with its monstrous 702-horsepower engine, is discontinued. The automaker will offer the following Ram 1500 trims:
Tradesman
Big Horn/Lone Star
Laramie
Rebel
Longhorn
Limited
Tungsten
RHO
The Tungsten Will Be The Most Luxurious Trim
Stellantis
For 2025, the Tungsten surpasses the Limited as the most luxurious Ram 1500 trim. Inside the model’s Indigo/Sea Salt interior, the front-row occupants will sit on 24-way power, leather-wrapped heated seats with a massage function and memory settings. Other luxury options on the Tungsten include:
A crystal Tungsten badge on the center console displaying the vehicle’s VIN
Klipsch audio system with 23 speakers
Two wireless phone charging pads
Stainless steel speaker covers
A metal pedal kit
Luxury increases with each model. The Bighorn and Laramie get interior decorative trim accents; the Longhorn features Barn Wood veneer and is available with massaging front seats; the Limited gets Black Ebony veneer and a black monochromatic interior.
The RHO Variant Replaces The TRX
Ram has replaced the TRX with the RHO variant, which will feature the high-output Hurricane inline-six. The RHO is expected to retain the features that made its predecessor an off-roading powerhouse, such as chunky tires, a wider body, and a reinforced frame. Though the RHO has less horsepower than the discontinued TRX, it is expected to be an accomplished off-roader. The RHO will arrive in Q3 2024.
The New Ram Features a Tech Filled Cabin And A Functional Exterior
Ram has made significant strides in incorporating the latest tech into the new Ram. The truck boasts a combined display viewing area of over 50 inches when fully equipped.
Mahindra’s elongated Thar will not only have extra doors and a longer wheelbase, but will also be more feature-rich
The 5-door Mahindra Thar has a muscular rear profile with sleeker light elements.
It is expected to come with a new cabin theme and a few new features including a sunroof.
The 5-door Thar is likely to get 2-litre petrol and 2.2-litre diesel engines.
The launch is scheduled for next year with an expected starting price of Rs 15 lakh (ex-showroom).
The 5-door Mahindra Thar is currently undergoing extensive testing before its launch next year. New spy shots of the off-roader keep surfacing online, with the latest images revealing the rear profile of the car. Let’s take a closer look at the bigger Mahindra Thar.
Beefier Design
The 5-door Mahindra Thar features a rugged and muscular design, characteristic of an off-roader. The rear profile showcases sleeker LED tail lights that differ from the standard 3-door version. Additionally, the car sports production-ready 5-spoke alloy wheels.
The side profile of the 5-door Thar remains more or less the same, but with a longer wheelbase and two additional doors. The front fascia is more muscular, featuring a 6-slat grille and circular LED lighting setup. This version of the Thar will also come equipped with a single-pane sunroof.
Inside The Bigger Thar
Changes are not limited to the exterior design; the interior of the Mahindra Thar is also getting an upgrade. Recent spy shots reveal a larger touchscreen in the center console, suggesting a new cabin theme as well.
In terms of features, the 5-door Thar is expected to offer a larger touchscreen infotainment system, a sunroof, dual-zone climate control, rear AC vents, and even up to 6 airbags for passenger safety. Other safety features could include ABS with EBD, electronic stability control (ESC), tyre pressure monitoring system (TPMS), hill hold and descent control, and a rear parking camera.
What Will Power It?
The 5-door Thar is likely to be powered by the same 2-litre petrol and 2.2-litre diesel engines found in the 3-door version. These engines are expected to be in a higher stage of tune and can be paired with either a 6-speed manual or a 6-speed automatic transmission. The 5-door Thar may also be offered with both rear-wheel-drive (RWD) and 4-wheel-drive (4WD) setups, similar to the standard Thar.
The specific launch date for the 5-door Mahindra Thar is yet to be announced, but it is expected to be available by March 2024. The 5-door variant will come at a premium over the 3-door version, with an expected starting price of Rs 15 lakh (ex-showroom). It will compete with the Maruti Jimny and the 5-door Force Gurkha.
The GMC Acadia has been redesigned to be longer, taller, and wider, offering more space in its third row and a more modern exterior.
The Acadia now features a 2.5-liter inline-four cylinder engine with a turbocharger, producing more power than its previous V-6 engine.
The interior of the Acadia has seen significant upgrades, including a customizable 15-inch touchscreen and advanced driver-assistance technology such as Super Cruise2.
One of the reveals that has hit the stage today at the Detroit Auto Show is the brand-new reshaping of the GMC Acadia. If your main problem with the midsize SUV in the past was that it was just a little bit too small then your prayers have been answered. GMC has rehauled the Acadia, and it is now longer, taller, and wider and boasts much more space in its third row.
Space isn’t the only upgrade though and GMC claims to have made a ton of updates to the Acadia to convince new buyers of its merit. This includes a plethora of tech enhancements including upgrades to the infotainment system, new driver-assist technology, and new integration with Google.
The Acadia is up against big competition in the mid-size three-row segment and it questions whether it’ll be up to the challenge. The Ford Explorer, Kia Telluride, and Volkswagen Atlas have all solidified themselves as leaders and it’ll be hard for GMC to convince buyers that the Acadia is the way to go.
GMC has definitely shaken things up with the exterior of their three-row SUV, with the Acadia taking on a much more modern persona. It definitely looks sleeker than the current generation, but it also looks better put together. We definitely give GMC points for making the next generation of the Acadia look like it actually belongs in this decade.
GMC Follows Powertrain Trends And The Acadia Ditches The V-6
GMC
Back in the day people would have scoffed at an all-American company dropping the V-6 engine for an inline-four. People still scoff at the idea. However, it has become a growing trend to ditch displacement for more efficient and more reliable boost. Such is the path that the Acadia has followed. Across all trims the Acadia now hosts a 2.5-liter inline-four cylinder with a turbocharger that helps it achieve a fairly impressive 328 horsepower and 326 pound-feet of torque.
Despite the swap from a much bigger engine, the Acadia produces more power than it used to which will definitely help it deal with the added weight. Its V-6 was also fairly unimpressive in the past, so hopefully this new powertrain will shake things up. The most capable of the Acadia trims, the AT4, comes with all those off-roading extras including lifted ride height, Active Torque Control AWD system, and off-road suspension.
AT4 Exluisive Features
Front fascia accented with signature AT4 red tow hooks and integrated skid plates
Exclusive AT4 interior elements featuring Forest Storm interior with Mahogany stitching and additional chrome-metallic trim
A 1.0-inch taller ride height and a wider track, coupled with 18-inch AT tires enhancing stability, handling and capability when driving off road
Off-road-tuned suspension with hydraulic rebound control
AT4-exclusive Active Torque Control all-wheel-drive system with twin-clutch rear differentials for optimal traction and control in demanding scenarios
Selectable drive modes including Terrain mode and Hill Descent Control
The Acadia Now Shares A Platform With The Traverse
GMC
GMC didn’t simply make the Acadia a little bit roomier, they have completely shifted it to a new platform. Where it used to share its platform with the Chevrolet Blazer, it now sits on the same platform as the 2024 Chevy Traverse. This comes with a ton of benefits, including the fact that its towing package now boosts its capacity to 5,000 pounds.
Its improvements in space are also nothing to scoff at, with the GMC boasting that the new Acadia is 10.6 inches longer and 3.2 inches taller. Huge improvements to cargo space have also been made with there being 80 percent more space behind the third row and 36 percent more behind the second row. The all-new model brings all-new styling with a bold new front facia and the Denali trim gets a signature grille. Upto 22-inch wheels are available
The Interior Of The New Acadia Boasts A Ton Of User Focused Technology
The exterior of the new Acadia has definitely undergone some changes but its most impressive advancements lie within the cockpit, with upgraded tech just about everywhere. A new portrait-oriented 15-inch touchscreen sits as the focal point in the SUV and boasts Google built-in compatibility. The touchscreen is fully customizable.
GMC
A ton of improvements to the Acadia’s driver-assistance technology have also been showcased, the most impressive of which being Super Cruise2 which claims to be the industry’s first hands-free cruise control technology, available on a over 400,000 miles of charted road according to GMC. The new Acadia also comes with trailering assist technology and automatic lane change. Production and delivery of the next-geenration GMC Acadia should happen early next year. Although pricing hasn’t been announced yet, expect it start somewhere in the ball park of $40,000.
Solid-state batteries hold promise for longer lifespan, increased range, and faster charging times, making EV ownership more appealing for consumers.
The challenges faced by solid-state batteries, such as poor stability and high surface resistance, are being addressed through research and development efforts by various institutions and companies.
While solid-state batteries have the potential to be a game-changer, improvements to current battery technology and the development of sodium-ion batteries could impact their widespread adoption.
Solid-state batteries have been promised by major car manufacturers for quite some time now. Toyota, one such carmaker that invests in developing this technology, intends to launch a hybrid car with solid-state batteries by 2025. Solid-state batteries are the foremost in terms of battery technology for the EV future coming to fruition faster than many legacy automakers expected.
This battery technology should deliver a longer life span than currently used lithium-ion batteries, more range, and faster charging times, among other benefits. Since legacy automakers are banking on this technology to hit mass markets by 2025, people waiting for some nuances of owning an EV to be addressed to pull the trigger on buying one should be excited. But why wait until 2025? What are the challenges preventing the widespread use of solid-state batteries right now? Is the advancement toward this technology noticeable, or is it stuck in time? Here’s what’s been going on with solid-state batteries.
Updated on August 5, 2023: As 2025 approaches, the thought of solid-state batteries taking over the EV industry has many people watching the market. Waiting to see how everything unfolds, including those of us reporting on the process. For now, we must all contend with reading about the updates as things progress, so keep coming back for the latest information as it becomes available.
There Are Still Tricky Issues For A Viable EV Solid-State Battery
Many challenges are posed by using solid electrolytes versus the current liquid electrolytes in lithium-ion batteries. The stability of these batteries is usually poor, and their high surface resistance limits their output and, concurrently, their applications. But advancements are, in fact, happening on more than one front.
From companies like battery manufacturer QuantumScape to renowned universities all over the world, such as Harvard in the States, as well as Tokyo University of Science, among others, from legacy and BEV carmakers to even NASA, many institutions are working on improving the technology, fix its issues and make the leap toward mass-market application.
Solid-State Battery Use Will Depend On Figuring Out The EDL
Nissan
The widespread commercial application of solid-state batteries is currently faced with a still unknown challenge. Exactly how the surface resistance shown by these batteries happen continues to be something that evades researchers’ knowledge and is linked by them to a phenom called the Electric Double Layer (EDL). This EDL effect happens at the solid/solid electrolyte interface, an issue that, for obvious reasons, doesn’t happen with liquid-chemistry batteries such as the ones used in BEVs and hybrids today.
This unpredictable EDL effect is one of the main reasons solid-state batteries aren’t available on present-day EVs. But as researchers’ optimism remains resilient and more resources are put into it, it seems reasonable to believe the needed breakthroughs for solid-state batteries will happen in the coming years, if not sooner. All this research and development is, after all, highly fueled by the gigantic EV market in the world today. As the saying goes, ‒ money talks ‒, and there is a lot of it to be made with suitable solid-state batteries.
Solid-State Can Be A Game-Changer, But Others Are Trying To Improve Current Battery Technology Instead
QuantumScape
Different approaches to building a solid-state battery are being tested, and the EDL effect is being reduced to the point where it is becoming more predictable. But solid-state technology faces other problems, like the further development of current liquid-chemistry batteries. CATL, the world’s largest battery manufacturer, as well as the U.S. Department of Energy’s Pacific Northwest National Laboratory, has experimented with sodium-ion batteries,
Sodium has some advantages over lithium-ion batteries, one of them being the high availability of the material over lithium, but it also has some trade-offs. A hybrid battery pack that uses sodium and lithium-ion is also being tested by CATL and could make batteries more affordable and better overall for current BEVs. This solution could put solid-state batteries in check should their cost be prohibitive.
Solid-State Batteries Could Virtually Eliminate Range Anxiety
Nissan
The current average range for an EV is around 300 miles now, with every year that passes raising the distances even more. But, take a step back for a moment and look at what the people at NASA have been able to accomplish with their solid-state battery research. Granted, the people at NASA have some of the best minds on the planet, but they are more than willing to share their knowledge and findings with the rest of the world.
What they have found, last year no less, is that by using the technology that they currently use in aircraft, they can produce automobile batteries that can double, or even triple, the range of any current EV on the market. Not to mention, cut the charging times down to hours rather than days. Since one of the leaders in space technology, QuantumSpace, has joined forces with Volkswagen to prove the point by 2025, time will show if the numbers can be formed into fact.
Conventional Battery Technology Still Has Room For Improvement
BYD
Battery technology has improved tremendously since the beginning of the current BEV revolution, and their cost, which accounts for a large portion of a BEV’s price, has decreased proportionally. BYD, the largest EV automaker in China, far ahead of Tesla in sales in that market, has plans to tackle the EV market Stateside, and that promises to bring EV prices further down, much closer to current ICE vehicles, making the transition towards a BEV easier for customers.
BYD already supplies a few cities in the U.S. with electric buses made in a factory built several years ago in Lancaster, California. They’ve been analyzing the American market for some time now, and when they come with all their resources, they’ll do so with a sound strategy that could really shake things up in the EV market in the US.
Solid-State Batteries Are Not As Explosive As Lithium-Ion Batteries
Nissan
There are a ton of news write-ups online and on paper about the dangers of EVs and the battery fires that will surely happen if you own one. The facts are not quite that straightforward, though, because, for the most part, the findings are that an EV is just as safe to own as an ICE vehicle when it comes to the chance of it spontaneously erupting into flames due to an explosive battery.
That is not to say that lithium-ion batteries are not explosive because they are. They actually have an explosive flash point of 18 to 145 degrees Celsius, with the most dangerous point being right around room temperature. Of course, safeguards are built into the battery, so the occurrence of an explosion is far less than you would imagine, but it does happen. On the other hand, solid-state batteries are not flammable, so a blast due to a battery will never happen.
Saving The Environment Until It Is Time To Replace The Solid-State Battery
Toyota
Reducing your carbon footprint on the Earth is one big reason to invest in an EV, so it goes without saying that you will recycle and reuse everything you can. After all, there is no point in trying to reduce the harm you do to the environment in one way without taking steps in other areas of your life to do the same. The problem with that line of thinking is that if you purchase an EV with a solid-state battery installed, when it comes time to replace it, you will not have any way to safely discard or recycle it.
As of yet, there is no good way to recycle a solid-state battery. The only way to get rid of them is to toss them out. Doing this will cause irreparable harm to the planet because of the chemicals used during the manufacturing process to make the battery in the first place, including lithium. Hopefully, by the time the batteries need to be replaced, a solution will be found for this dilemma. If not, a warehouse somewhere in the world will be tasked to hold these used-up batteries safely until some type of solution can be found.
Solid-State Batteries: Cost-Effectiveness And Viability For The Long Haul
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For a full ICE to BEV transition to take place as fast as possible, something that interests society as a whole, particularly due to environmental and health concerns, EVs need to be affordable, and that’s why batteries are so important. They’re expensive, and making them cheaper, either by scaling production, or finding ways to make them more energy dense, enabling the use of smaller battery packs without compromising range, or even by transitioning to a whole new technology such as solid-state batteries, is critical for a sustainable future.
Considering the advancements that have been shown so far, along with the expectations and plans of companies and research institutions for the near future, solid-state batteries should indeed become viable in the next couple of years. What remains to be seen is how feasible they will be compared to already existing batteries, which will also improve over time. The technology will be there, but which one will win the mainstream is still anybody’s guess.
Subaru may no longer be involved in the World Rally Championship, but the company is still active in regional events such as the American Rally Association Championship. In preparation for the 2024 season, Subaru Motorsports USA is introducing a competition-ready WRX, which will have its public debut at the Ojibwe Forests Rally on August 25 and 26.
The rally-spec WRX, built by Vermont SportsCar, has been specifically designed for Subaru’s participation in the American Rally Association Championship’s Open 4WD class. Under the hood, it features a turbocharged 2.0-liter four-cylinder boxer engine with a 33-millimeter restrictor plate and a 22-psi boost limit. This powertrain produces 320 horsepower and 380 pound-feet of torque. The output is transferred to the all-wheel-drive system through a SADEV six-speed sequential transmission.
Mike LaRocco earned the 1993 500 National Championship, but never got to defend it. The AMA no longer recognized the class from 1994 forward. How could the 500s go from being the most prestigious class in motocross to being dropped? In the December, 1993 issue of Dirt Bike, Roger DeCoster told us how it went down.
Congratulations and condolences to Mike LaRocco. Last month he wrapped up his first 500 National Championship. Unfortunately, it will also be his last. In fact, it will be America’s last. Mike will never even get to ride with his #1 plate, because next year there will be no 500 class in America.
Even in Europe, the 500 class is taking a back seat, with the FIM directing TV coverage to the 250s and the manufacturers directing their teams likewise. What happened? How is it possible that the 500 National Championship, once the most prestigious class in motocross, has come to an end? It’s a complicated issue, but in truth, the 500 class hasn’t suddenly dropped dead just now. This is only the burial. The class actually died, or at least began to die, back in the early ’80s. That was when various forces first started to combine to eventually result in this situation. The first factor was the rise of Supercross as a 250/125-only sport. Open-class bikes simply weren’t suited for tight stadium tracks, so they were excluded and relegated to outdoor-only tracks. It didn’t take long for manufacturers to realize that Supercross was where the bulk of MX spectators were. Soon, most of each company’s development effort was concentrated on the 250 class. Marketing executives wanted their teams to win in front of the big Supercross crowds, so the factories went all-out and made major changes to the 250s more often than the other models.
Mike LaRocco rides with his number one plate on his KX500 for a Dirt Dike Photo shoot. He never got to race with it, at least not in the U.S.
The next blow to the 500 class came in the form of a worldwide sales slump in the mid-’80s. Motocross bikes were less affected by the slump than street models, but nonetheless the factories suddenly had fewer resources to draw upon for racing. Suzuki and Yamaha made the first big cutbacks, deciding to stop competing in the 500 class in both Europe and the U.S. Their Open bikes had sold poorly–Suzuki stopped manufacturing its RM500 altogether. In the U.S., that left Honda and Kawasaki as the only two manufacturers to support the 500 class.
Another factor was the changing nature of track design. Outdoor tracks became more and more like supercross. It was only natural–spectators got used to seeing riders get big air in stadiums and began to expect it outdoors, too. Also, young riders wanted more jumps. They had grown up learning to double jump before they even knew how to ride down a rough straight. Those kinds of tracks are more suited to 250s.
Jeff Ward’s 1990 KX500 was almost the same bike as LaRocco’s in 1993.
So, now we get to the point where there are not enough teams in the 500 class, not enough riders and not enough bikes. It was time for the burial. At this point, it seems silly to point out what could have been done to save the class. Some action would have been better than no action, though. While I don’t have all the answers, I think the class could have been saved if early action had been taken, both in Europe and in the U.S. In Europe, the FIM is notorious for ignoring problems or denying that they exist. It would have been possible to design tracks with Open bikes in mind, for example. It’s kind of boring to watch a 500 on a really tight track, but the sounds and the power that a big 500 makes when it has a little open space are exciting in a very different way. I think spectators would respond to that and be eager to see 500s in the right environment. That, in turn, might have brought more sales to the 500 class.
Roger DeCoster performed his own 500 shootout in the pages of Dirt Bike in 1995. Click on the image above to see which was his favorite.
Another possibility might have been to enforce the production rule in just two classes while the 500 class was left open to works bikes. In Europe and in the U.S., each class could have its attraction: The 500 class would be for works bikes, and maybe even four-strokes in the future, the 250 class for production-based 250s, and the 125 class for younger riders. Now the 125 class has the most rigorous travel schedule in both Europe and the U.S. In America, the 125 outdoor schedule is as long as the 250 and 500 circuits put together, and in Europe the 125s are required to travel to South America twice in the series. With less travel and perhaps an age limit (or a champion-moves-up rule like the U.S. had), the 125 class would be cheaper for manufacturers as well as privateers, allowing budgets to be stretched to cover all three classes.
At any rate, the time for thinking about what could have been done is past. It’s more beneficial to think about the future and what will fill the place of the 500 National series here in the U.S. I think the AMA’s plan is a good one. The 500 class will be replaced by a new six- to eight-race series called the “Fall Classic” (interesting how it could become a classic before the first race is run). By the time you read this, the new series will already be underway. The attraction of the new series will be the fact that it will be open to any bike over 250cc. No weight limit, no production rule, two-stroke or four-stroke, as big as you like. In a way, it’s an attempt to revive the old Trans AMA series.
The rules, or the lack of rules, might stir up some interest in big bikes. Someone like Eyvind Boyesen might send a rider to test some new ideas in an actual race. I don’t think there will be many works bikes from Europe showing up, though–basically, there aren’t any, aside from Jacky Martens’ Husqvarna four-stroke. Still, the possibility is there.
Whether or not he rides, I think that Martens will have an effect on this new series in the U.S. He just won the 500 GP title in Europe on his thumper, becoming the first rider to do so since Jeff Smith did it in ’65 with his works BSA. On top of that, Joel Smets finished third on a Husaberg four-stroke this year. This seems to be generating a resurgence of interest in four-stroke motocross. This new class is a natural for four-strokes. In the future, it might even be conceivable to change it to an all-four-stroke series, although if that were to happen right now, they might have a hard time filling the gate. It will be interesting to watch and see if interest keeps going in that direction. The sounds alone might be enough to draw spectators to big four-stroke races. I have even heard that Honda has talked with Martens about testing a new four-stroke in Europe next year, with the intention of racing it in ’95. Wouldn’t that be an interesting twist?
So while I would be dishonest if I said the death of the 500 class didn’t disappoint me, I think it’s pointless to mourn for it now. The future actually looks more exciting than it has in years. Motocross, as always, is in the process of big change–and change isn’t such a bad thing.
