2024 Chevrolet Silverado EV RST | Cars.com photo by Christian Lantry

By Damon Bell

May 23, 2024

The verdict: The 2024 Chevrolet Silverado EV delivers impressive power along with top-of-the-class driving range and DC fast-charging speed, but trim choices are limited for now, and some of the pricey First Edition RST’s features are of dubious value.

Versus the competition: In its flagship trim, the Silverado EV compares very favorably to the Ford F-150 Lightning, Rivian R1T and Tesla Cybertruck in terms of specs, performance and gee-whiz available features. However, like its rivals, it’s really heavy and really expensive.

In a way, Chevrolet’s rollout of its all-new, all-electric full-size pickup truck mirrors the tumultuous state of the electric-vehicle market in the U.S. because it’s been happening in fits and starts. The 2024 Silverado EV was first unveiled in January 2022 at the Consumer Electronics Show in Las Vegas, with initial deliveries expected to begin in spring 2023 for the all-business Work Truck version (for commercial buyers only) and fall 2023 for the top-line First Edition RST for regular consumers.

The timeline for both versions got pushed back; Cars.com Road Test Editor Brian Normile drove the minimal-frills Work Truck version of the Silverado EV almost a year prior to this review, and I finally just drove the decked-out First Edition RST in and around Detroit. (Per our ethics policy, Cars.com pays for its own travel and lodging when attending such manufacturer-sponsored events.) The Work Truck is on sale now (though it’s for fleet buyers only for the 2024 model year), and the First Edition RST should be arriving in dealerships imminently.

Related: 2024 Chevrolet Silverado EV Work Truck Quick Spin: Good Omens

Slick Styling

A four-door crew cab is the lone Silverado EV body style, and its styling stands out, especially in RST form. The look is more streamlined and less “trucky” than a conventional gas-engine truck or, for that matter, the Ford F-150 Lightning, Rivian R1T and forthcoming Ram 1500 REV electric pickups. (The Tesla Cybertruck is on a planet all its own.) The Silverado EV’s hoodline is shorter, lower and more sloped than most pickups’ (which aids forward visibility), and angled “flying buttress” rear roof pillars bring a sleeker look even though the rear window itself is upright. Though neither the WT or RST have a traditional grille, the RST gets a smooth, body-color panel and full-width daytime running lights that make it look more futuristic than its WT sibling.

All the Bells, All the Whistles

It’s not uncommon for automakers to launch the priciest versions of buzzworthy new vehicles first, and so it is with the First Edition RST. It brings a raft of flashy features that can’t be had on the WT, most notably a fixed-glass roof, four-wheel steering, massive 24-inch wheels, an adaptive air suspension, a trailer-capable version of GM’s Super Cruise hands-free highway driving system and a novel fold-down midgate similar to the model-year 2002-13 Chevrolet Avalanche pickup’s. Chevy’s Multi-Flex Tailgate is available.

The WT’s dual-motor powertrain makes a healthy 510 horsepower and 615 pounds-feet of torque, but the First Edition RST offers a Wide Open Watts mode that enables up to 754 hp and 785 pounds-feet of torque. This feature is like the GMC Hummer EV Pickup’s Watts to Freedom mode, only a little less insane. Chevrolet estimates a 0-60 mph time of less than 4.5 seconds, which is really moving for a truck this big and heavy. Chevrolet didn’t tell us exactly what the First Edition RST’s curb weight is, but it’s likely heavier than the WT, which checks in at 8,532 pounds.

Speedy and Stiff

Chevrolet arranged for us to make a couple of pedal-to-the-floor 0-60 mph blasts on a closed course in Wide Open Watts mode, and though these weren’t timed runs, that sub-4.5-second estimate felt accurate by the seat of our pants. Pressing a virtual WOW button on the infotainment touchscreen activates the mode, complete with a whimsical, video-game-like electronic “whoosh” sound and a graphical flourish on the touchscreen. The artificial EV powertrain sounds are also more pronounced in WOW mode.

My two WOW runs felt genuinely fast — even with a pair of videographers and their gear on board — but also a bit unsettled, particularly on the first run. The truck seemed to “shimmy” a bit mid-way through the run and didn’t feel totally buttoned down. Hopefully we can get a First Edition RST into our home-office fleet for further testing, including timed acceleration runs at a drag strip.

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Unlike some EV “boost” modes that last for only 10 seconds or so, there is no time restriction for Wide Open Watts mode — it can be left on indefinitely. But you probably won’t feel the need; even in its normal drive modes, the First Edition RST feels plenty quick and responsive, with the “instant-on” torque delivery characteristic of electric powertrains. I wasn’t able to tow during this event, but fellow editor Brian towed around 9,000 pounds with a WT and found it easily up to the task. The First Edition RST’s maximum towing capacity is the same as the WT’s at 10,000 pounds, and its maximum payload capacity is 1,500 pounds — the same as the much smaller Ford Maverick compact pickup.

The optional 24-inch wheels certainly add bling, but they also add what must be a substantial amount of unsprung weight, and that heft is apparent. Even with the adaptive air suspension in its normal setting, the ride was busy and sometimes clunky over manhole covers, potholes and such on Detroit’s less-than-stellar surface streets. Things get notably less harsh at highway speeds, but even so, I would forgo the flash and stick with a smaller-diameter wheel that will almost certainly deliver better overall ride quality.

Bump absorption aside, the First Edition RST handles quite well for a heavy, full-size pickup. The Silverado EV’s exterior dimensions are roughly the same as a gas-engine Silverado crew cab’s, but it feels a touch more composed. Close-quarters maneuverability is improved, too, thanks in part to the four-wheel steering that comes standard on the First Edition RST. The turning circle is a relatively tidy 42.2 feet, according to Chevrolet, and I found my test truck quite easy to park and maneuver in a couple of cramped parking lots.

Charging Speed and Driving Range

I didn’t have the opportunity to test the Silverado EV’s advertised driving range or charging speed, but I have no reason to doubt Chevrolet’s impressive specs. The First Edition RST has a GM-estimated driving range of 440 miles on a full charge — 10 miles fewer than the WT’s EPA-estimated 450-mile maximum range. Both of those figures top all other electric pickup trucks currently on sale, though Ram is promising its 2025 1500 REV will offer a maximum 500 miles of range with its optional larger battery. The Silverado EV’s DC fast-charging capability of up to 350 kilowatts enables approximately 100 miles of range to be added in 10 minutes, according to Chevrolet. Based on our road-tripping and charging experiences with the Hummer EV Pickup (which uses a similar version of GM’s Ultium EV platform), those range estimates are realistic, but achieving the fastest DC charging speeds requires optimal conditions that will likely be hard to come by.

Cargo Flexibility

Like most of its rivals, the Silverado EV has a handy front trunk (Chevy calls it an “eTrunk”) under its hood. It’s not as big as the F-150 Lightning’s Mega Power Frunk (the Lightning’s offers 14.1 cubic feet of space compared to the Silverado EV’s 10.7 cubic feet, according to their respective manufacturer measurements), but it’s still nice to have extra weatherproof, lockable storage space.

No current pickup truck matches the Silverado EV’s Multi-Flex Midgate feature. The forward wall of the pickup bed can be folded down along with the rear seatbacks in a 60/40 split after the rear seat cushions are flipped forward. This essentially extends the pickup bed into the cabin, and if more vertical space is needed, the rear window can also be removed and stowed securely within the folded-down bed wall.

Since everything folds in a 60/40 split, the midgate can be folded on only one side, thus retaining the right-side rear seat (the 40% side) or the left-side seat and center seat (the 60% side) for extra passenger-carrying versatility when hauling a long, narrow item like a kayak. The Silverado EV’s pickup bed is almost 6 feet long, but flipping down the midgate expands the bed-floor length to almost 9 feet. And with the available Multi-Flex Tailgate lowered and its cargo-stop panel flipped up, the bed floor grows to 10 feet, 10 inches long.

The midgate is a novel setup, and it’s well designed, too. Though folding the midgate and removing the rear window is a task best performed by two people, it could be handled by a single person if need be. The seat bottoms and seatbacks/bed walls fold easily, and the rear window is retained by a clever spring-loaded stop so it doesn’t fall forward when its retaining latches are released.

However, I am not sure the average owner will use the midgate regularly once the novelty wears off. It’s great to have the extra hauling capacity, but folding down the midgate and removing the rear window turns the Silverado EV into an open-air pickup in the back, with notably increased ambient noise levels and some wind buffeting — especially at highway speeds. I wouldn’t want to use it in extreme heat or cold, nor any kind of precipitation.

Top-Line Cabin?

A cavernous cabin is a given in a full-size crew-cab pickup, and the Silverado EV’s interior is as generously sized as expected. The First Edition RST’s interior gets some upscale touches, and it’s certainly nicer than what you’ll find in the WT. However, the overall ambiance is a bit underwhelming compared with the ritziest trims of the F-150 and Ram 1500, and it doesn’t look or feel impressive considering this truck’s flagship status and price tag (which we’ll get to in a minute).

Outside of some contrast stitching, glossy accents (including eye-catching metallic-red trim on the air vents) and a First Edition badge on the center-console armrest, there isn’t a lot that says “premium” in terms of the trim itself. It’s the First Edition RST’s features that do the heavy lifting, so to speak. Most are wonderful, but I would gladly do without the fixed-glass roof. It gives the cabin an airier feel, but it doesn’t have an integral sunshade, so the sun heats up the cabin on warmer days even though the glass is tinted.

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The standard 11-inch digital gauge cluster, 17-inch infotainment touchscreen and 14-inch head-up display are all excellent, with clean, easy-to-read graphics. The gauge cluster offers several driver-selectable layouts to suit individual preferences. Some climate controls are absorbed by the touchscreen, which we generally dislike, but the infotainment system responds quickly to inputs, and there are still physical controls, too, including knobs for temperature and audio system volume. Super Cruise is another welcome standard feature that continues to impress; its lane-centering feature works smoothly even on gradual highway curves, with almost no “ping-ponging” in the lane, and both automatic and driver-initiated lane changes are seamless.

Pricing and On-Sale Date

In base Work Truck trim, the Silverado EV starts at around $75K, but the First Edition RST tacks on about $21,500 to that — its starting price is $96,495 (including $1,995 destination charge). Among electric pickups (or even fully decked-out gas-engine pickups) that’s not a ludicrous number (it’s easy to get a Cybertruck or an R1T past the six-figure mark, for example), but unless you’re a first-on-the-block type, I’d wait a little longer to start shopping.

The First Edition RST is in production now and should be rolling into dealerships in earnest by mid-June; its headline-grabber features certainly make it a flashier truck, but I am not sure they make it a better truck. Chevrolet is in the process of filling out the Silverado EV lineup; LT and “regular” RST versions are coming later in the 2024 model year, as are WT versions for nonfleet customers. An off-road-oriented Trail Boss is slated to arrive for the 2025 model year. Chevrolet hasn’t given any specific details on any of these future versions yet, but my hunch is that most of them will strike a better balance of price, features and day-to-day comfort and usability for the average truck buyer than the First Edition RST does.

Cars.com’s Editorial department is your source for automotive news and reviews. In line with Cars.com’s long-standing ethics policy, editors and reviewers don’t accept gifts or free trips from automakers. The Editorial department is independent of Cars.com’s advertising, sales and sponsored content departments.

Senior Research Editor Damon Bell has more than 25 years of experience in the automotive industry, beginning as an Engineering Graphics researcher/proofreader at model-car manufacturer Revell-Monogram. From there, he moved on to various roles at Collectible Automobile magazine and Consumer Guide Automotive before joining Cars.com in August 2022. He served as president of the Midwest Automotive Media Association in 2019 and 2020. Email Damon Bell

Credits

(Bismarck, ND) -- North Dakota Governor, and Vice-Presidential hopeful, Doug Burgum pulled no punches at the Williston Basin Petroleum Conference, blasting the Biden Administration’s energy policy, and sounding the alarm on U.S. electric vehicle demand.

Burgum made the comments on Scott Hennen’s “What’s On Your Mind” program on KTGO Radio on May 16th. 

He began his comments by stating that the push to eliminate fossil fuels is misguided with the growing potential of artificial intelligence.

“With what’s happening with AI in our country, there is a huge demand for baseload energy and with (Rainbow Energy buying Coal Creek Station in Underwood) with 1,200 megawatts energy, they are going to look very smart because other companies are dropping their baseload because of pressure from shareholders with this ESG (Environmental and Social Governance) movement at a time when we’re going to have all this demand for electricity.  And states that aren’t preserving their baseload energy are going to be looking at “brownouts” and “blackouts.”  I call them the “Biden Brownouts” and the “Biden Blackouts” because the federal government is behind all the regulations that are driving baseload energy out.” 

North Dakota state leaders, like Burgum and Attorney General Drew Wrigley, have been critical of the Biden administration for stalling on natural gas exports and oil and natural gas lease sales on public land.  Burgum says the state is ideally positioned to be a major player in the game of environmentally responsible energy production, but it faces an unfair playing field.

“We can decarbonize baseload and we can decarbonize sustainable aviation fuel.  Denbury Resources has got a “net carbon negative” barrel of energy coming out of North Dakota.  All of that is 15 times more efficient than the federal subsidies for an EV car.  And it’s less than the subsidies that they’ve given solar and wind.  This is the least subsidized industry of any of the energy industries, and with all that headwind, fossil fuels can still be the cheapest, cleanest, and safest …and they can lead to stability all around the world.  We are in 2 proxy wars with Iran and Russia, through our allies, and those wars are being funded by Joe Biden’s energy policies which are shutting down U.S. energy and growing theirs.  Iran’s oil production is up since Biden took office.  North Dakota’s oil production is down.” 

Americans continue to buy electric vehicles, but the pace is slowing.

Kelley Blue Book reports that domestic EV sales dropped in the first quarter of 2024 from the fourth quarter of 2023, with a 15.2% drop in sales.  Experts say car sales are almost always weaker in the first quarter than the fourth, but the size of the drop means the EV market may be calming down to the point of following normal fluctuations.  It’s the first quarter-over-quarter downturn since the second quarter of 2020.

Burgum says the number that stands out to him is EV sales, year over year.  Industry observer JD Power reports that EV sales, in the first quarter, grew only 2.6% year over year, far below the 46.4% year over year growth in the first quarter of 2023 and 81.2% in the first quarter of 2022.

Prices have been slashed accordingly.  With inventory on dealer lots growing toward pre-pandemic levels, the average sales price in March was $44,186, down 3.6% from a year ago and the largest recorded decline for the month of March. 

When asked about how mainstream America can be convinced of the value of fossil fuels, Burgum said, “At the end of the day we win with economics, and the consumer, because people are starting to realize it.  There was a headline recently in the Washington Post that said, ‘EV car sales slow in first quarter.’ Slow?  It went from 50% growth a year ago to 3% this year.  In the tech industry if you were Dell Computer and your sales went from growing 50% to 3%, every headline would be ‘these guys just hit a brick wall and died.”

Not everyone is convinced the brick wall exists.

Fortune.com, citing data from The International Energy Agency, a Paris-based research institute, reports that 2024 EV sales in China, the world’s biggest auto market, are projected to hit 10 million vehicles, roughly 45% of all car sales in that country, with U.S. sales forecast to rise 20% compared to 2023. That would bring EV sales to about 11% of all new car sales.  When it comes to advancements in battery technology, Fortune says that global battery recycling capacity reached 300 gigawatt-hours in 2023, and could exceed 1,500 GWh in 2030, and that the number of global public charging stations rose 40% in 2023 from the prior year.

Burgum says predictions are one thing.  Real data is another.

"Most of the EV car sales in America were sold into 19 counties that were predominantly blue counties in America in the warmer parts of the country. This has never been a national phenomenon, but they've hyped it up to say this is where the whole world is going.”

The statistics may give Burgum fuel for his skepticism.

For the first time since 2021, consumers looking to buy a new car were less likely to consider buying an EV.  Autoworld reports that 24% of car shoppers say they're "very likely" to consider buying an EV, a decrease from 26% last year, while the percentage of those who said they're "overall likely" to consider purchasing an EV declined to 58% from 61% in 2023.  Among car shoppers who said they're "somewhat unlikely" or "very unlikely" to buy an EV, the lack of charging station availability was the leading reason given, with 52% citing that as the primary reason they're less interested in EVs.

The Biden administration says it’s trying to help.  Congress, at the encouragement of the president, appropriated $7.5 billion to build 500,000 chargers by 2030. To date, The Washington Post reports, only eight have been built.

Burgum says all the unused money is actually going to our adversaries. 

“President Biden is borrowing money from places like China, because if you’re spending more than revenue that is coming in, you’re growing the deficit and that means that you’re borrowing money.  So, he’s borrowing money from our adversaries to subsidize 500,000 EV charging stations?  The market in America created 300,000 gas stations in the 1920’s and 1930’s.  The federal government didn’t do that.  Those were all small businesses that paid money and they grew into convenience stores.  The market created these solutions.  These EV charging stations -- you add all that up, and it’s over $930 per ton of subsidy for those.  That’s bigger than wind and bigger than solar.  And if you want a carbon negative automobile, we can give you one for $60 a ton; 15 times more efficient.  So, economics are going to destroy whatever ideology these guys have, in the long run, because economics always wins.”

Burgum continues to be one of the favorites to be Donald Trump’s vice-presidential nominee, according to political insiders.  So, it’s no secret what Burgum feels the best solution is. 

“Part of the outgoing governor’s job is to submit a budget for the incoming legislature, and I said we’re going to be working on two budgets.  If President Trump wins, we’re going to be working with a budget for North Dakota with higher revenue and lower expenses and if Joe Biden wins, we’re going to have much lower revenue because he’s trying to kill liquid fuels which kills agriculture.  The price of land in North Dakota is dependent now on soybean oil and ethanol.  Those fuels drive the price of soybeans and corn, and soybeans and corn drive the profit of a farmer in North Dakota and that drives the price of land.  So, when Biden is trying to kill liquid fuels and kill internal combustion machines, he is accidentally missing his target which is fossil fuels and he’s shooting at US agriculture.  So, with four years of Joe Biden, it’s going to be very harmful to US agriculture.”

Biden’s 2022 Inflation Reduction Act set aside $369 billion for green energy subsidies. Burgum says the actual costs will be much higher.

“Four more years of Joe Biden is going to put out of business the US baseload energy business, which is all our coal country in North Dakota and it’s going to deeply harm fossil fuels.  Because the LNG pause, I think illegally by executive order, hurts our allies.  When we export, it goes to Western Europe, places like Japan and South Korea.  Just like not sending arms to Israel, he’s going to negotiate for the terrorists.  That’s what he’s doing.  He’s negotiating for Iran and Russia and Venezuela and China when he puts a pause on exports.  Well, if he gets re-elected there will be a ban on LNG exports.  It’s horrifically bad for our economy which makes it bad for everybody in North Dakota who has a kid in K-12, or if you drive on our roads, or if you get healthcare in North Dakota.  All that’s affected if you kill the U.S. energy industry.  And then conversely, he’s selling it to the American people as somehow all of this will be good for the environment, as if stopping U.S. energy production is good.  But when you stop U.S. energy production, the cleanest, smartest, safest energy production in the world, and you don’t do anything to demand, and that demand gets replaced by Iran, Russia, and Venezuela who don’t even have an EPA, you’re hurting the environment. The whole premise of his policy is actually a falsehood, because it’s worse for the environment, it's worse for American prosperity, and it’s literally causing wars around the world.  That’s the Joe Biden energy policy.”

And about that vice presidential spot?  Burgum continues to do a lot for the president and say very little about his chances.

“President Trump gets up and goes to trial all day, then he makes dozens of phone calls and goes to fundraisers.  The night I was there, on Tuesday, he’s meeting with the Prime Minister of Australia.  They’re coming to New York to meet him in his apartment versus going to the White House, some of these foreign leaders.  They can see where the power is, and they can see where the world is going.

I think there are dozens of highly qualified people and I think President Trump, in July, should pick the person that’s going to help him win, in November, and help him govern the country.  We’ve got a deep bench, and I tell you, any one of the 50 people under consideration would be happy to be debating Kamala Harris, because the one thing she’s accomplished in her time is that she’s actually got lower ratings than Joe Biden.  It’s hard to get lower than him but she’s there, and I think people need to understand that a vote for Joe Biden is a vote for Kamala Harris because he’s not going to make it four years.”

Credits

VOLKSWAGEN has backed out of its plans to create an affordable electric car with another automaker, according to reports.

The German automaker was in talks with Renault to build an affordable version of the Twingo electric vehicle.

The German automobile maker was in talks to produce a cheaper electric vehicleCredit: GettyVolkswagen and Renault were reportedly close to a deal before the German-based company walked awayCredit: Getty

The two companies reportedly "did not succeed in finding an agreement," a source told Reuters.

A second insider claimed that the pair were very close to signing an agreement but it fell to shambles when Volkswagen declared its intention to develop the car on its own.

Had the deal been signed, the energy-efficient car would have hit the market in 2026.

However, sources within Volkswagen — who refused to be named due to the confidentiality of the talks — stated that CEO Thomas Schaefer is still pushing for the electric car and would like to launch a lower-priced version by 2027.

Read More Volkswagen Stories

The U.S. Sun contacted Ampere, which oversees Renault's electric vehicle program, for comment.

“We are currently examining various options to expand our product portfolio in the area of even more affordable fully electric entry-level mobility,” Pietro Zollino, Volkswagen’s head of corporate communication, told The U.S. Sun.

Volkswagen's departure from the talks was reportedly a massive blow to Renault CEO Luca de Meo, who hoped for a greater sense of camaraderie between European and Chinese carmakers.

Pressure from Chinese automakers, which currently corner the market in electric vehicle production, has forced European carmakers to speed up timelines and cut costs in their efforts to produce an affordable vehicle.

As of now, European automakers are looking to create a vehicle that would cost potential buyers less than $21,686.

Renault's EV Twingo is set to make its debut in 2026 after the company axed its latest gas-based car in 2019.

At the time, de Meo called the Twingo EV " a game changer" as well as a "silver bullet for sustainable mobility."  

 

Volkswagen’s next EV has two hidden compartments and a tow bar and all is revealed with a flick of a secret button

So far, Twingo has gone through three models with the EV set to be its fourth.

De Meo added, "This is a fit-for-purpose urban vehicle, state-of-the-art EV without compromise."

Why aren't people buying EVs?

As January, many EV makers reported slow demand. Rueters said there are a few valid reasons for a slow in demand:

High initial costs. Many automakers, like Tesla, Hyundai, and Ford have conducted "price slashes" on their flagship EVs to attract new buyers, though demand remains slow.
Higher insurance costs. Some insurance companies cite fire risks, high costs of battery replacement, and higher vehicle weight as reasons for higher premiums.
Charging anxiety. A large percentage of people remain fearful of being in a situation where they won't be able to charge if they run out of battery due to a lack of infrastructure.
Range anxiety. In many instances, EVs still don't have the range and infrastructure of gas-powered vehicles.
Poor performance in extreme temperatures. Reduced range in extremely hot or cold weather makes potential buyers wary.

Source: Reuters

“In the true spirit of Renault, Ampere is engineered to make electric and connected cars affordable for all, addressing the imperatives of energy transition and seizing the growth opportunities on the market," the CEO proclaimed.

“Ampere is first about striving for technological excellence and customer experience: two EV-native platforms, a powerful line-up of seven cars, a new generation of centralized electronic architecture, an advanced Android-based software suite."

He later added that his cars have "the most compact and efficient supply and manufacturing EV ecosystem, all created in Europe.”

Volkswagen's full statement

Volkswagen's head of coporate communications Pietro Zollino gave the U.S Sun a lengthy statement.

•    Individual mobility for everyone is a central demand that has always been routed in our Volkswagen brand.
•    With affordable e-models around 25,000 euros ($27,185.50) we will offer an attractive range from 2026, initially with four vehicles from the VW, Skoda and Cupra brands.
•    We are currently examining various options to expand our product portfolio in the area of even more affordable fully electric entry-level mobility.
•    An important criterion is economic feasibility, and all possible scenarios are carefully evaluated before a possible expansion of the product portfolio.
•    However, no decision has been made yet.
•    We will inform you in due course. Until then, please understand that we will not further comment.

“I’m more than confident that the success of Ampere relies on the expertise and enthusiasm of a highly diverse team that has proven extremely effective in the last two years of preparation," he continued.

“With high-performance cars, competitive prices, a strong brand and high-quality services, Ampere is well positioned to catch the growth on the European EV market.”

So far, Twingo has gone through three models with the EV set to be its fourthCredit: handoutVolkswagen CEO Thomas Schaefer is still pushing for the electric car and would like to launch a lower-priced version by 2027Credit: GettyAs of now, European automakers are looking to create a vehicle that would cost potential buyers less than $21,686Credit: Getty

Credits

US President Joe Biden has unveiled steep tariff increases on an array of Chinese imports including electric vehicle batteries, computer chips and medical products, risking an election-year stand-off with China as he woos voters who give his economic policies low marks.

"American workers can out-work and out-compete anyone as long as the competition is fair but for too long it hasn't been fair," Biden said during a speech in the White House Rose Garden before unions and companies.

"We're not going to let China flood our market."

China immediately vowed retaliation.

Its commerce ministry said China was opposed to the US tariff hikes and would take measures to defend its interests.

Biden will keep tariffs put in place by his Republican predecessor Donald Trump while ratcheting up others, including a quadrupling of EV duties to more than 100 per cent and doubling the duties on semiconductor tariffs to 50 per cent.

I just imposed a series of tariffs on goods made in China:

25% on steel and aluminum,
50% on semiconductors,
100% on EVs,
And 50% on solar panels.

China is determined to dominate these industries.

I'm determined to ensure America leads the world in them.

— President Biden (@POTUS) May 14, 2024

The new measures affect $US18 billion ($A27 billion) in imported Chinese goods including steel and aluminium, semiconductors, electric vehicles, critical minerals, solar cells and cranes, the White House said.

The EV figure, while headline-grabbing, may have more political than practical impact in the US - which imports very few Chinese EVs.

The announcement confirmed earlier Reuters reporting.

The United States imported $US427 billion in goods from China in 2023 and exported $US148 billion to the world's No. 2 economy, according to the US Census Bureau, a trade gap that has persisted for decades and become an ever more sensitive subject in the US.

US Trade Representative Katherine Tai said the revised tariffs were justified because China was stealing US intellectual property.

But Tai recommended tariff exclusions for hundreds of industrial machinery import categories from China, including 19 for solar product manufacturing equipment.

Even as Biden's steps fell in line with Trump's premise that tougher trade measures are warranted, the Democrat took aim at his opponent in November's election.

Biden cast Trump's 2020 trade deal with China as failing to increase US exports or jobs, and he said a Trump proposal to raise import tariffs 10 per cent across-the-board from any point of origin would raise prices.

Trump, who has floated tariffs of 60 per cent or higher on all Chinese goods, said on Tuesday the Biden administration's new tariffs should be applied to other types of vehicles and products "because China's eating our lunch right now".

"He's been feeding them a long time," Biden retorted when asked about the comment.

Administration officials said their measures are combined with domestic investment in key industries and unlikely to worsen a bout of inflation that has already angered US voters.

Biden has struggled to convince voters of the efficacy of his economic policies despite a backdrop of low unemployment and above-trend economic growth.

A Reuters/Ipsos poll last month indicated Trump had a seven percentage-point edge over Biden on the economy.

Analysts have warned that a trade tiff could raise costs for EVs overall, hurting Biden's climate goals and his aim to create manufacturing jobs.

Biden has said he wants to win this era of competition with China but not to launch a trade war.

Both 2024 US presidential candidates have departed from the free-trade consensus that once reigned in Washington DC, a period capped by China's joining the World Trade Organisation in 2001.

Trump's broader imposition of tariffs during his 2017-2021 presidency kicked off a tariff war with China.

As part of the long-awaited tariff update, Biden will increase tariffs this year under Section 301 of the Trade Act of 1974 from 25 per cent to 100 per cent on EVs, bringing total duties to 102.5 per cent, from 7.5per cent to 25 per cent on lithium-ion EV batteries and other battery parts and from 25 per cent to 50 per cent on photovoltaic cells used to make solar panels.

Some critical minerals will have their tariffs raised from nothing to 25 per cent.

The tariffs on ship-to-shore cranes will rise to 25 per cent from zero, those on syringes and needles will rise to 50 per cent from nothing now and some personal protective equipment (PPE) used in medical facilities will rise to 25 per cent from as little as 0 per cent now.

Shortages in PPE made largely in China hampered the United States' COVID-19 response.

More tariffs will follow in 2025 and 2026 on semiconductors, as well as lithium-ion batteries that are not used in electric vehicles, graphite and permanent magnets as well as rubber medical and surgical gloves.

A step Biden previously announced to raise tariffs on some steel and aluminium products will take effect this year, the White House said.

Credits

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The regulation-driven purchase of commercial electric trucks carry a lot of unknowns. One of the biggest is their residual value, or how much they will be worth as trade-ins.

Rich Mohr, senior vice president of North America ChargePoint, said the past is a prelude for what is happening with first-generation electric trucks.

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Depreciating electric trucks to scrap value

"Three years ago, the biggest risk around fleets adopting electric vehicles was the residual value and the [anticipated] life of those vehicles" Mohr told me. "Every single fleet [was] depreciating these things down to nothing because we have no clue what they're going to be worth."

Determining the residual value of electric vehicles takes several production cycles and contributes to slow adoption. (Photo: ChargePoint)

The same situation applied to electric cars until recently. Enough used EVs are showing up in Carvana towers, CarMax and dealer lots that establishing residuals is getting easier as shoppers are revealing what they're willing to pay.

A lot of early adopters of EVs got stuck financially when they wanted to trade in their cars. The same could happen with early adopters of Class 4-8 electric trucks. Class 1-3 trucks have some protection because of a larger secondary customer base.

"I expected the residual values of electric vehicles to fall dramatically in the first-, second- and third-generation production cycles" Mohr said. "The cost of that vehicle to produce in the first two generations is going to be the highest. Any commercial OEM that's producing an electric vehicle is still in that first generation of production or just entering into the second generation." 

Meaningful residual setting for electric trucks 3 to 4 years out

Longer purchase cycles — typically four to seven years — for trucks suggests meaningful residual-setting market data on current purchases is three or four years out.

"Who knows right now?" Mohr said.

"If the vehicles really get the lifecycle that we expect them to, really get the maintenance costs we're anticipating and really get the [expected] lower fuel costs, there's no transportation manager that's going to say ‘I don't want the vehicle'."

But anecdotal evidence is mounting that costs associated with using electric trucks are higher than projected. The latest comes from Ryder System Inc. (NYSE:R) — Mohr's former employer — which looks at the costs of converting. 

We'll take a closer look at that study next week in Truck Tech with Karen Jones, Ryder's executive vice president, chief marketing officer and head of new product development.

For more with Mohr, click on this week's "Catching up with …" video segment below. For his take on other electrification subjects, keep reading.

Rich Mohr, senior vice president of North America ChargePoint

Commercial truck charging at home is a thing

The slow rollout of electric truck charging infrastructure is leading some electric fleet operators to let drivers charge at home and get reimbursed for their electricity. ChargePoint wants to be, ahem, a conduit to this.

"My ultimate goal was to work with current fleets without them having to abandon their own fleet software, their own TMS [Transportation Management System], their own maintenance system, their own telematics" Mohr said. 

Companies shouldn't pay extra "just because they added an electric vehicle with a whole other independent system."

Mohr spent 19 years in a variety of roles, including chief technology officer, at Ryder before moving to ChargePoint in February 2021, where he initially led global fleet operations.

Keeping track of charging costs

"I never wanted to come over to ChargePoint and say ‘I've got to invest all this stuff,'" he said. That's why ChargePoint software can facilitate reimbursement for home or depot charging and, increasingly, on-route public charging.

The $650 million-plus Greenlane public truck charging joint venture by Daimler Truck North America, BlackRock Climate Infrastructure and NextEra Energy Inc. will likely be a catalyst for Class 8 on-route charging.

Home charging is limited to Class 2 or Class 3 vehicles capable of recharging on a 240- or 110-volt circuit. ChargePoint can integrate with popular fuel cards or create a reimbursement record for the fleet.

"It should work just like it does [for] unleaded [gasoline] or diesel vehicles" Mohr said. "Whether it goes through WEX or whether we have to report to the company the reimbursement, we don't care. It just has to work. I want it to be as quick and painless as possible to get an EV."

Mohr: Public charging uptime reliability better than people think 

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While the charging infrastructure for commercial trucks is in its infancy, reports of spotty or worse reliability for public charging stations for passenger vehicles gets cited as a factor in the slowing adoption of electric vehicles.

Mohr doesn't see it. He points to investments by ChargePoint and its competitors like EVgo, Electrify America, Blink and others.

"I think the whole network is getting better in the U.S." he said. "The utilization of the current network and our roaming partners is at an all-time high because more vehicles are using the network.  

Still, Mohr acknowledges public uptime reliability trails the 99% uptime of chargers in ChargePoint's direct control. Service level agreements are impacted by what operators cannot see.

"You can't pick up on every cracked screen and every cut cable" he said. "If the SIM card is down on the network's down, the payment [system is] broken or there's zero energy charge, we file tickets and repair those chargers right away.

"If it's in a multifamily parking garage and I can't get a service technician in there because a property manager won't reply, I can't just barge into the facility and cut power off at the panel."

Planned Arizona Hydrogen hub could shrink 

Fortescue Future Industries has renamed Nikola's former hydrogen hub Arizona Hydrogen. But the 80 megawatt project to make green hydrogen from electrolyzers faces downsizing because rules under consideration by the Biden Administration could drive costs dramatically higher.

Rendering of the planned 80-megawatt green hydrogen hub in Buckeye, Arizona. (Image: Fortescue)

"I support the Biden Administration's goal to produce hydrogen in a way that prioritizes sustainability. However [the tax credit], in its current form, is a straitjacket on the industry and works against the Biden Administration's own climate goals" Andrew Forrest, Fortescue executive chair and founder, said in a May 3 statement.

Andrew Forrest, executive chair and founder of Fortescue Future Industries, speaks at the soil turning for the Arizona Hydrogen hub. (Photo Fortescue)

Australia-based Fortescue originally partnered with Nikola on the hydrogen hub in Buckeye, Arizona. Cash-strapped Nikola sold its interest to Fortrescue, a major iron ore and green energy producer, for $24 million in July 2023. 

Nikola in February restructured an agreement with Norway-based hydrogen equipment Nel, which will become Fortescue's supplier of electrolyzers, including some delivered to Nikola in 2020. Nikola received about $11 million for the equipment. It paid more than $30 million.

The 158-acre Arizona Hydrogen facility is part of Fortescue's $550 million investment in making green hydrogen in the U.S. Arizona Hydrogen expects to produce up to 11,000 tons of liquid green hydrogen annually, significantly contributing to the decarbonization of the heavy-duty on-road transportation sector.

Truck Tech episode No. 65: Daimler marries autonomous and electric truck technologies

Joanna Buttler, head of Daimler Truck Global Autonomous Technology Group

Briefly noted …

Motiv Power Systems is calling out its success in the electric step van market, claiming 10 of the top 20 medium-duty fleets nationwide and a 45% market share in California. The company also has completed delivery of 55 electric trucks to Purolator, the first Canadian courier to launch fully electric curbside delivery trucks nationally.

Motiv Power Systems Autonomous says it has 45% of the electric step van market in California and recently completed a 55-truck delivery to Purolator in Canada. (Photo: Motiv Power Systems)

Vehicle lidar maker Luminar will take a $6 million to $8 million charge to cover the cost of laying off 20% — or at least 147 employees, according to TechCrunch — of its workforce. 

Amazon is deploying the first of a dozen Volvo VNR Electric trucks operated by J.B. Hunt in California's ports of Los Angeles and Long Beach, charging them at an offsite Forum Mobility depot. Another 38 VNRs will carry packages between Amazon facilities.

Speaking of the VNR Electric, 4 Gen Logistics is now operating 41 of the Class 8 battery-powered trucks it ordered from Volvo in 2022.

4 Gen Logistics is now operating 41 Volvo VNR Electric trucks in California. (Photo: Volvo Trucks North America)

Healthy payday

Finally this week, Paccar Inc. CEO Preston Feight had a really nice year. His total compensation, including $5.2 million in long-term incentive cash, totaled nearly $21 million. The average salary of Paccar's 30,000 employees was $93,387. Feight earned 224 times as much as the typical worker.

Separately on Tuesday, Feight sold 33,850 Paccar shares at a weighted average price of $106.177, totaling nearly $3.6 million. He also exercised options at a price of $61.26 per share, amounting to about $2.2 million. Feight still directly holds 154,430 Paccar shares.

The post Unraveling the mystery of electric trucks' residual values  appeared first on FreightWaves.

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Hal Roseberry and his wife’s commutes are all electric and they wouldn’t have it any other way.

In the garage of their rented Southeast Boise townhouse, they have a full stable of electric vehicle options. There’s the fully electric Kia Niro, the plug-in hybrid Chevy Volt and an EV motorcycle that can hug curvy Idaho mountain roads even better than the gas-powered bikes Roseberry worked on at Harley Davidson for years.

Finding a house with a garage to more easily charge their cars was a priority upon moving back to Boise after nearly a decade in California and Oregon. At first, they had to leave their cars plugged in nearly constantly due to the low level of charging available from their traditional garage outlets which need up to 40 hours to fully charge a typical electric vehicle.

Their charging got a boost last year when their landlord joined the trend of properties offering amenities for electric vehicles and installed two EV chargers in every unit in their complex. This allows their cars to go from empty to fully charged if they’re plugged in overnight.

“With level two charging at home, it’s phenomenal to drive an electric car,” Roseberry said. “Every morning you wake up with a full tank of gas. It’s just awesome.”

But, not every renter hoping to ditch their gas-powered car is so lucky. Renters across the city who don’t have the ability to install electrical infrastructure for charging in their garage, or no garage at all, have fewer options to power up an EV if they decide to buy one. That, coupled with relatively few public charging stations, and even fewer fast charging stations that can fully charge an EV in half an hour, can make it difficult for people hoping to make the transition.

An electric car charges at a commercial charging station in downtown Boise. Photo: Don Day/BoiseDev

As of last July, just shy of 6,000 EVs are registered in Idaho, according to the U.S. Department of Energy. This lags way behind states like California, with more than 900,000 EVs registered and a robust network of public chargers for travelers and those who don’t have a home charger for their car.

The federal government is currently deciding whether to fund new EV chargers in Lewiston, Pocatello or Bliss, a small town in Gooding County, through the National Electric Vehicle Infrastructure program.

Multi-family charging challenges

Adding EV infrastructure to existing apartments is more complicated than simply powering up the outlet in your garage.

According to Idaho Power, 85% of charging for EVs happens at home. This makes it a breeze for single-family homeowners or those with a garage like Roseberry to get ready for an EV, but it’s more complicated for denser housing where residents share parking spots in apartment complexes, use a carport, park on the street or even park blocks away from where they live.

Patti Best, a senior program specialist at Idaho Power, takes calls from property owners and landlords who call the utility wanting to outfit their property for EV charging. The company can evaluate the site, advise on where transformers can be installed and give advice to a property owner on how to add charging stations without breaking the owner’s bank.

“If everyone has a dedicated spot and only half the people want charging it might be a little expensive to put charging throughout the property instead of only select areas,” Best said. “It’s probably cheaper if you can group the charging to bring down the cost so there are some decisions that have to be made by the people who live there and the property manager around how they want to roll out the charging.”

Josh Keeler poses near his apartment on the Boise Bench with his gas-powered truck. Photo: Margaret Carmel/BoiseDev

The lack of charging stations directly near many residents’ homes makes EVs a tough sell for many renters. Josh Keeler, who lives in a decades-old apartment complex on the Boise Bench, has been considering the possibility of an EV due to high gas prices, but the lack of a garage for his car to keep the battery warm during cold winters and the lack of a charging option has kept him buying gas-powered cars.

The closest chargers to him are in the Sonic parking lot on Orchard Street or at the Walmart on Overland, which is not close enough for the purchase to be worth it for him right now.

“We are hoping to buy (a new car) within the next two to five years, so if it’s something that’s available awesome, if not it’s not the end of the world,” he said.

Meridian, Boise only recently track chargers

There’s little data available on just how many chargers have been added to multi-family housing developments in the Treasure Valley in recent years. The City of Meridian only recently created a way to track the installation of EV charging stations. Records obtained by BoiseDev earlier this year show the city gave building permits for 13 applications for EV chargers at homes and four at commercial properties or multi-family developments, but two of them were withdrawn.

The City of Boise doesn’t track EV chargers in apartment buildings either, but did add new requirements for chargers for both new builds and redevelopment projects in the new zoning code adopted last summer. The requirements for chargers vary based on the type of project and the number of parking spaces. The city also plans to add more publicly accessible chargers using federal grants, but that will take time to build out.

This is on top of the city’s existing requirement for new construction homes to include an outlet to accommodate EV charging in the garage.

So far, only two projects with EV chargers required have been approved under the new zoning code. The Micron expansion and plans for the CWI campus on Whitewater Boulevard will have “significant” numbers of EV chargers, but the exact numbers haven’t been determined yet.

“The city’s application proposes to locate public charging at publicly accessible sites in areas of the city where there are opportunities to increase EV charging where a significant amount of existing multi-family development exists and resident access to charging infrastructure may be more challenging in the near term,” city spokesperson Lindsay Moser said about the grant. “The city will continue to find ways to ensure all areas of our city have the opportunity to expand EV charging stations.”

EVs and fast chargers on the wish list

Having an EV isn’t so difficult as a renter when you have access to a DC fast charger in the neighborhood.

These EV charging stations can “gas up” your car in less than half an hour, making it a quick trip down the block to get your car ready for your commute the next day or the next leg of a long drive. This is how Roseberry made an EV work in an apartment building in San Francisco.

His parking garage didn’t have any charging stations for him to charge up his car, but he lived above a Whole Foods with access to a fast charger. This allowed Roseberry to check the charger’s status on the charger locator app PlugShare, drive down to the store’s parking garage, charge the car and be ready for the morning.

This is different in Boise, where there are only 45 of these fast chargers in the area, according to the app. Roseberry said if he lived in downtown Boise again, like he did in the past, he would have to drive his car over to the charging station at the Discovery Center, set a time for the several hours it takes to charge the car and walk home until it’s time to return to pick it up.

Getting an EV for Boiseans who live in neighborhoods that mostly use street parking is also not easy. Tasmyn Raleigh rents in the West End where most residents park their cars on the street in front of their homes without a dedicated spot. She is ready to switch to an EV because of her hopes to be more environmentally conscious, but without a charging station at home, it doesn’t add up.
Tasmyn Raleigh poses with her gas-powered car in Boise’s West End. Photo: Margaret Carmel/BoiseDev

“It’s very difficult for us to fathom having one,” she said. “…It’s such a shame because I don’t consider an EV or an EV hybrid to be a luxury purchase. I think it’s a sustainable purchase that we’re all going to have to switch to by 2035 when they want a majority of cars to be plug-in and living in an older neighborhood that will be a challenge.”

But, despite the slow build-out of charging infrastructure for EVs in Idaho, Roseberry remains optimistic that owning an EV will become easier and easier as chargers spread.

“When you travel in a gas car from here to Portland, do you ever look up to see ‘is there a gas station in this town?'” he said. “You just know there is. That will happen. That’s where we’re going.”

Credits

China has a lot of upstart EV brands, but these five could do really well here with little effort.

I’m still reeling from my trip to China for the Beijing Auto Show last week. Between the travel there, the food, the impressive electric vehicle infrastructure, and the dozens if not hundreds of conversations I’ve had in the Middle Kingdom, my mind has been abuzz with story concepts, information, and messages ready to relay to you all here at InsideEVs.

The one constant that sticks out in my mind is this: The Chinese automakers are ready. We’re well past the highly patronizing “They’re almost there,” a common retort by critics, journalists, and executives of Western auto brands. No, for the most part, these cars are the real deal. And many of them would actually do well in the U.S. market if tariffs, geopolitical tensions and other issues could be resolved long enough for them to come here. 

Of course, some products are more dialed in than others. But here are five cars, or brands, that I think could do well stateside, based on my seat time in person, either at the Beijing Auto Show or while exploring the greater Beijing area.

Nio

Nio’s “will-they, or won’t-they” stance on its entry to the U.S. circa 2019 was nearly as wishy-washy as a teen romance on a network primetime drama. Profitability problems coupled with geopolitical tensions with China taking a turn for the worse means that Nio has stayed out of the US, and backtracked some on its plan to enter the U.S. by 2025. 

Still, it's making headlines globally for many things, including its approach to battery-swapping technology. 

The lack of Nio over here is a damn shame, because these cars feel great. Out of all the brands that are glibly called “Tesla Killers,” Nio vehicles genuinely feel that way. The real appeal of Nio is how much it takes Tesla’s generic and unfriendly interior ambiance, and elevates that to actual premium status. Like, there’s a real gauge cluster in front of the driver, switches, and stalks for the appropriate controls.

There are real interior colors to choose from that go beyond just the standard taupe, grey, or black ones found on most luxury cars. The greens, purples, and blue hues available on the Nio interior options list, are reminiscent of the BMW Individual catalog.

It’s just a nice place to be.

Of course, Nio would likely steer us toward the top end of the lineup, the ET7, ET9, and ES8. All are larger vehicles. But to me, the real bright spots in Nio’s lineup are its entry-level models. The Tesla Model 3-sized ET5 Touring is a genuinely stunning vehicle, offering Acura or Audi-level interior quality in a package that feels more mature than the efforts from Tesla or any other automaker trying to make a vehicle of this size. If you’re intrigued by the BMW i4, but turned off by its bucktoothed styling and convoluted infotainment system, the Nio ET5 would be right up your alley. 

Will of the YouTube channel ChinaDriven owns a Nio ET7. “Battery swapping is a convenient and fast way to recharge, and a big factor in my EV purchasing decision. I also think the exterior is pretty suave looking, whilst the interior feels lush,” he told me via WeChat. You know drivers here would appreciate that. 

XPeng

Another brand with export goals is XPeng, which found itself on the wrong end of a very challenging market. This is unfortunately one of the consequences of the Chinese car scene; there are so many strong competitors that a car can straight up flop and get ignored even if the product itself is very good. 

XPeng has several models, but I think the G6 crossover would be the most interesting proposition in the US. In China, this model is aimed directly at the Model Y, and like Nio, it elevates the spartan ambiance to higher, more comfortable levels.

The G6’s rear seats recline and feel like they have way more legroom than the Model Y. The dashboard is a high-quality piece of kit, complete with surface and material changes that are way more interesting than the tablet-on-a-workbench setup drivers get with a Model Y.

There’s also the X9, a fully electric van the same size as a Toyota Sienna. It too has the same impeccable fit and finish, and pleasantly airy dashboard layout similar to the G6.

At roughly $28,000 the Xpeng G6 is about $7,000 cheaper than the equivalent Tesla Model Y (in China), although this price is the result of cuts since the G6’s sales haven’t been quite what the brand has hoped for. Still, it’s a good car. Ethan Robertson, the YouTuber known as Wheelsboy, told me that it was a “solid Model Y alternative.”

Li Auto

Li Auto is one of China’s stealth big sellers we don’t really talk about. BYD and Tesla might take up most of the news cycle when it comes to Chinese EVs, but Li Auto has been holding strong in third or fourth place, with its pleasant if not slightly bland large premium PHEV crossovers.

The Li Auto Mega, a futuristic $75,000 van that holds the record for being the fastest-charging EV on the planet, made the news, but unfortunately it isn’t selling well. The bulk of the brand’s sales come from its Ram Ramcharger-style extended-range electric vehicles (or E-REVs). 

That big, bland, and spacious appeal is why I think they’d sell so well in the US. On some level, the US and China have very similar tastes in cars. Both markets love big, soft, and well-finished cars that offer a lot of value. From what I’ve experienced at the Beijing auto show as well as a Li Auto store in a mall, Li Auto’s cars are genuinely nice. The quality is arguably more convincing than premium brands like Acura or Buick.

Out of all the brands in China thirsty to export, Li Auto has been remarkably quiet. It’s not clear if it has any sold plans outside of China, but I did speak with an English-speaking representative at the Li Auto stand.

They didn’t say if Li Auto had plans for expansion, but they did admit that out of all the markets ripe for Li Auto to enter, the US or Canada would likely be the most receptive to its models. “They’re sized just right for the U.S., probably too big for Europe,” they said.   

I think the super-futuristic Mega EV van could court buyers in search of an EV with sliding doors, but its E-REV crossovers would likely find the most success here. 

Lynk & Co and Zeekr 

Lynk & Co and Zeekr are technically two brands under the Geely umbrella, but I’m lumping them together for the sake of this article. They often have some relations to their corporate cousins at Volvo and Polestar. Lynk & Co vehicles are typically PHEV models, whereas Zeekr is an all-electric brand.

Both are Chinese brands with a Swedish twist, arguably more successful in execution than even Volvo and Polestar are. Developed and styled both in Europe and China, these two semi-premium brands legitimately feel high quality and more special than most EVs on the market.

Whether it be full Alcantara headliners, or rose gold interior trim, both Zeekr and Lynk & Co feel special and premium in ways I haven’t really seen from mainstream EV brands in the U.S. 

Now that I’ve driven most of the Zeekr and Lynk & Co lineup, I think nearly any model either brand wanted could do numbers here in the US. I’m partial to the Zeekr 001, Zeekr 007, Zeekr X, and Lynk & Co 08. 

Smart

It’s kind of a shame that Smart pulled out of the U.S. before the Geely acquisition because arguably its models would slot better in the attached Smart-Mercedes Benz dealerships now than the junky Fortwo ever did.

Like the Lynk & Co and Zeekr brands, the Smart’s quality and design are convincing. The #1 and #3 look and feel special, like small premium products in the same vein as Mini, but the products themselves feel more useful for small families or anyone who needs a car that is bigger than a two-door city car. I’d rather have a Smart #1 (pictured above) over a Mini Cooper SE, any day.

So, what do you think? Which models from China would you like to see in the U.S.?

 

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China’s automotive industry has revolutionised over the past decade, from producing basic western clones to making cars that equal the world’s best. As the manufacturing powerhouse of the world, China is also producing them in huge volumes.

However, Chinese cars are facing difficulties in finding buyers in Europe. Imported cars, many of which are Chinese electric vehicles, are piling up at European ports, with some spending up to 18 months in port car parks as manufacturers struggle to get them onto people’s driveways.

Why is this, though? Chinese electric vehicles in particular are getting positive reviews. Having driven them myself, I can attest to them matching, or even exceeding, the well-known European brands in range, quality and technology.

But entering an established market as a challenger is a complex operation. Chinese makers will have to contend with buyer wariness, a lack of brand image, trade protectionism and rapid outdatedness.

Lack of buyer faith

China’s automotive expansion programme draws parallels with the moves made by Japan in the 1960s and 70s. At that time, the product coming from Japan was commendable but lacked the finesse, design and longevity of their western counterparts. Japanese cars were thought of as tinny, underpowered and susceptible to rusting, as well as looking very generic compared to stylish European designs.

Memories of Japan’s involvement in the second world war were also fresh in (particularly American) buyer’s minds, who were slow to forgive a nation that launched the Pearl Harbour attacks. However, by constantly focusing on a reliable, relatively cheap and increasingly stylish product, Japan slowly turned this around to become the automotive powerhouse of the 1990s and 2000s.

China is viewed with suspicion by many westerners, and its carmakers are similarly hampered by their recent legacy of producing both endorsed and illegal clones of European cars. But with the lessons of the Japanese to learn from, Chinese cars are rapidly advancing to match and exceed existing alternatives.

Strategic purchases of brands like Volvo, Lotus and MG have also given China existing brands that are respected and, more importantly, have some of the best engineering knowledge in the world.

Yet, even after buying up western brands, Chinese automakers have proven unable to buy loyalty from existing customers of brands like BMW, Porsche, Ferrari and Ford. For these buyers, the history of the brand in terms of known reliability and even things like motor sport success is something that Chinese makers, like the Japanese, will have to build up over time.

Ford has a rich racing history.
Grindstone Media Group/Shutterstock

It was Ford dealers who, in the 1960s, coined the phrase: “Win on Sunday, Sell on Monday”. The phrase is as an adage to attest the fact that if buyers see a car winning a race, they’ll be motivated to go out and buy one.

Existing manufacturers also have a legacy of reliability that buyers have experienced for themselves, giving a huge brand loyalty benefit. Add to this a lack of an established dealer network outside of China and you see how Chinese makers struggle against the established competition.

A challenging trade environment

China has a price advantage compared to Europe or the US. Economies of scale, excellent shipping links and cheap labour mean that Chinese cars are cheaper both to make and buy.

However, in many countries they are subject to high import tariffs. The EU currently imposes a 10% import tariff on each car brought in. And in the US, car imports from China are subject to a 27.5% tariff.

These tariffs may well rise further. The EU is conducting an investigation into whether its tariff is too low. If it concludes this later this year, higher duties will be applied retrospectively to imported cars.

Cars, and specifically electric vehicles, are also in a phase of their development where they see rapid changes and updates. Traditionally, vehicle models would see a market life of between four and seven years, perhaps with small updates in trim, colour palette or feature availability.

But Tesla has turned this on its head. The Tesla Model S, for example, has seen almost continuous product updates that make it barely recognisable in terms of hardware from a car released in 2012. Chinese automakers have taken note. They are bringing out new models around 30% faster than in most other nations.

Tesla is supporting owners of older cars with upgrades, at extra expense, to bring them in line with the latest hardware. Without guaranteed software support like this, the rate at which Chinese automakers are bringing out new models could make buyers wary that the product they have bought will soon become outdated compared to buying a car on a more traditional update cycle.

How to succeed

Many of these factors can be fixed. They also chime more with private buyers than business buyers, who are more concerned with cost. Chinese makers would be well-advised to push harder into this market.

In the UK, the fleet market dwarfs the private market, and the situation is similar in Europe. Selling en masse to fleets and rental companies gets more cars on the road and allows more data about reliability to feed into the market.

The road to succeeding in a new market such as the EU will be slow and bumpy. But it’s clear that China is laser focused on its global push. It remains to be seen whether this lack of buyers can be turned around.

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EV range anxiety will seem like a quaint reminder of days gone by, after new ultra-long range solid-state EV batteries hit the mass market. For the here and now, though, range anxiety can be a bad experience for EV drivers, especially those trying it out for the first time. The question is whether or not there are any solutions that new drivers can deploy today, and a research team has just come up with an answer.

The Cure For EV Range Anxiety

The short version is that EV range anxiety is more likely to kick in when drivers try to apply conventional refueling habits to new electric technology.

The long version is described in the new study, “Mental models guide electric vehicle charging,” in the journal Energy, produced by a research team from Chalmers University of Technology in Sweden and the University of Delaware here in the US.

The researchers classified three behavioral models for filling a gas tank and recharging an EV battery. Only one model is both unique and optimal for EVs, so let’s get to that one first.

The research team found that experienced EV drivers deploy an event-triggered model to avoid range anxiety. It can be as simple as remember to hit up their workplace charging station as soon as they get to work. Making a habit out of using a home charging station is another common option. After a while the behavior becomes automatic and routine, requiring little or no thought let alone anxiety.

“There is a lot of emphasis on the time it takes to charge an EV, but if you do it overnight, it is just the time it takes to plug it in,” explained study co-leader Professor Frances Sprei of Chalmers University of Technology.

That seems simple enough, though the research team cautions that even with drivers who have routine access to charging stations there is a “substantial mental shift” involved in transitioning from the liquid fuel mindset to an EV range mindset.

Still, interviews with drivers indicate that EV range anxiety can be strategized out of the picture when event-triggering habits are available.

“From the interview data, it can be seen that adopting event-triggered charging improves two oft-cited user concerns with EVs,” the research team explains. “Event-triggered charging will reduce the frequency of ‘range anxiety’ in daily driving because the EV is predictably filled every day; users directly reported that this mental model ‘reduced anxiety.'”

“Event-triggered charging also alters the perception of slow charging because users select, as trigger events, times when the car will be plugged in for long periods of time and the user is doing other activities,” they add.

We’re thinking that other routines can also accommodate longer charging times and fit into the event-triggering model, for example charging stations located at schools and mass transit centers. If you have any thoughts about that, drop us a note in the comment thread.

Planning Ahead To Soothe EV Range Anxiety

The event-triggered strategy does not cover all circumstances, of course. Sprei notes that long distance trips require advance planning. Gig-work drivers, households with extracurricular activities, and other drivers with variable daily routes have to plan trips around public charging stations. That is not always achievable, with inoperable or occupied public charging stations being one obstacle to EV ownership.

Nevertheless, planning ahead is another of the three models the research team identified that relate to EV range anxiety. While the plan-ahead model does require some thinking, it does not necessarily involve stressful thinking.

The third model involves which EV drivers who wait until their battery runs low before scouting for a charging station, is the one likely to trigger stress. Like a gasmobile driver who constantly checks their fuel gauge until it creeps up to the red mark, EV drivers who monitor their battery on the go are more likely to experience range anxiety.

“Novice EV users drew from their existing mental models for petrol refueling and misapplied them to EV charging,” the research team explains.

“Most experienced users had developed new mental models appropriate for the physical and temporal realities of EV charging — they are adapted to diverse rates of charge, EVs’ longer energy filling duration, co-location of EV charging with certain user activities, and EVs drivers’ shorter equipment engagement time,” they elaborate.

In contrast, applying the liquid-fuel model to EVs can have a negative ripple effect. In addition to contributing to EV range anxiety, the research team notes that EV manufacturers are overcompensating with larger batteries than most drivers need.

The EV Charging Infrastructure Factor

The study also brings up some interesting points about the strategic placement of  public EV charging stations, and how they fit into a sustainable mobility landscape that makes more room for alternative transportation.

As much as we love EVs here at CleanTechnica, the focus on large four-wheeled vehicles can distract from a holistic approach to decarbonization, particularly in cities where space is limited.

The University of Chalmers notes that cities in Europe tend to focus on public roadside charging. That can suck space away from pedestrians and cyclists. The focus on public charging stations for individual vehicles can also distract attention from mass transit solutions, including urban, suburban and long-distance routes.

The research suggests that the strategy for EV charging infrastructure needs to be re-thought in a way that provides for more event-triggered charging.  “In order for people to be able to use EVs in the best possible way, policies need to adapt to ensure that people have access to charging infrastructure close to their home or workplace where possible,” Sprei explains.

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EV Range Anxiety Solutions

Here in the US, building out the nation’s network of public fast-charging stations has been prioritized as a key pathway to avoid EV range anxiety. Fast-charging stations — and fast-charging batteries — are part of the solution, but the research team points out an outsized emphasis on widespread access to rapid charging strategy simply fits the EV charging experience into the conventional gas station mindset.

They advocate for a more holistic approach that leverages the unique aspects of electrified mobility to push EV range anxiety into the background, and accelerate the pace of EV adoption.

Incentivizing the placement of more slow-charging stations where drivers can deploy an event-triggered mindset is one strategy. The study also indicates that EV manufacturers, dealers, and/or third-party stakeholders can do a better job of helping new EV buyers assess their access to event-triggered charging and select a vehicle that matches their situation.

In addition, the research team notes that experienced EV drivers tend to use event-triggered charging times that are both convenient for them, and beneficial for grid stability. A more thorough understanding of that mindset can help inform grid planning models.

Accelerating The Pace Of EV Adoption

As a final thought, EV range anxiety and other forms of resistance to electrification are not unique to automobiles. The research team takes note of other studies showing that the application of old mental models to new devices has been identified as a common obstacle to the march of technology. They point out that the old models will continue to present hurdles unless they are addressed up front.

“This would mean, for example, information campaigns and educational interventions will be more effective if they target the disadvantages of using the monitor-gage model for EV recharging, and lay out the steps for using the event-triggered model,” they observe.

“In short, these data lead us to conclude that the EV transition will occur more rapidly, and will reach more of the population, if public education and infrastructure design take into account the way people conceptualize, experience, and organize EV charging,” they conclude.

Bringing down the cost of EVs would also help push things along. We’re keeping an eye on that mysterious/not-mysterious “skunkworks” affordable EV project over at Ford, so stay tuned for more on that.

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Image (cropped): More public charging stations will help reduce EV range anxiety, and other solutions are also emerging (courtesy of US Department of Energy).

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The world’s electric car fleet continues to grow strongly, with 2024 sales set to reach 17 million.

The global EV outlook published by the International Energy Agency on Tuesday indicated that supercar sales grew by about 25 per cent in the first quarter, of 2024.

The Global EV Outlook 2024 report provides updated trends and future forecasts reflecting the increasing momentum towards the ‘new normal’ in electric vehicle adoption.

According to the IEA, “The latest outlook, published today, finds that global electric car sales are set to remain robust in 2024, reaching around 17 million by the end of the year. In the first quarter, sales grew by about 25% compared with the same period in 2023 – similar to the growth rate seen in the same period a year earlier, but from a larger base”.

The report further indicated that the number of electric cars sold globally in the first three months of this year is roughly equivalent to the number sold in all of 2020.

“In 2024, electric car sales in China are projected to leap to about 10 million, accounting for about 45% of all car sales in the country. In the United States, roughly one in nine cars sold are projected to be electric – while in Europe, despite a generally weak outlook for passenger car sales and the phase-out of subsidies in some countries, electric cars are still set to represent about one in four cars sold.

“This growth builds on a record-breaking 2023. Last year, global electric car sales soared by 35% to almost 14 million. While demand remained largely concentrated in China, Europe and the United States, growth also picked up in some emerging markets such as Vietnam and Thailand, where electric cars accounted for 15% and 10%, respectively, of all cars sold.

“Substantial investment in the electric vehicle supply chain, ongoing policy support, and declines in the price of EVs and their batteries are expected to produce even more significant changes in the years to come. The Outlook finds that under today’s policy settings, every other car sold globally is set to be electric by 2035.

“Meanwhile, if countries’ announced energy and climate pledges are met in full and on time, two in three cars sold would be electric by 2035. In this scenario, the rapid uptake of electric vehicles – from cars to vans, trucks, buses, and two- and three-wheelers –  avoids the need for around 12 million barrels of oil per day, on a par with current demand from road transport in China and Europe combined.”

The Executive Director, of IEA, Fatih Birol, said the continued momentum behind electric cars is clear “in our data, adding “Although it is stronger in some markets than others”

“Rather than tapering off, the global EV revolution appears to be gearing up for a new phase of growth. The wave of investment in battery manufacturing suggests the EV supply chain is advancing to meet automakers’ ambitious plans for expansion. As a result, the share of EVs on the roads is expected to continue to climb rapidly.

“Based on today’s policy settings alone, almost one in three cars on the roads in China by 2030 is set to be electric, and almost one in five in both the United States and European Union. This shift will have major ramifications for both the auto industry and the energy sector”, Birol said.

The latest report finds that manufacturers have taken major steps to deliver on the strengthening EV ambitions of governments, including by making significant financial commitments.

“The pace of the transition to EVs may not be consistent and will hinge on affordability, the report emphasises.

“In China, more than 60% of electric cars sold in 2023 were already less expensive to buy than their conventional equivalents. However, in Europe and the United States, the purchase prices for cars with internal combustion engines remained cheaper on average, though intensifying market competition and improving battery technologies are expected to reduce prices in the coming years.

“Growing electric car exports from Chinese automakers, which accounted for more than half of all electric car sales in 2023, could add to downward pressure on purchase prices. Chinese companies, which are also setting up production facilities abroad, have already seen strong sales of more affordable models launched in 2022 and 2023 in overseas markets. This highlights that the composition of the main EV-producing economies is diverging considerably from the traditional auto industry.

“Ensuring that the availability of public charging keeps pace with electric vehicle sales is crucial for continued growth, according to the report. The number of public charging points installed globally was up 40% in 2023 relative to 2022, and growth for fast chargers outpaced that of slower ones. However, to meet a level of electric vehicle deployment in line with the pledges made by governments, charging networks need to grow sixfold by 2035. At the same time, policy support and careful planning are essential to make sure greater demand for electricity from charging does not overstretch electricity grids”, the report indicated.

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