If you need any proof that EVs have suddenly jumped the shark in terms of popularity, here it is. During the vehicle shortage from 2019 to 2022, all vehicles were selling at steep markups, battery-electrics included. Now that factories have been open and staffed for a while, the shortages have ebbed. 

Battery-electric vehicles, even those made by Tesla, have seemed to fall out of favor if the heavy discounting we see today is any indication. To keep the BEVs from piling up on dealers’ lots, automakers are returning to the days of steep discounts and ridiculously low lease prices. Here are a few quick examples. However, our list is not comprehensive. If you are shopping for a battery electric vehicle, be sure you do your homework to see which are being offered with cash on the dash. Also, be sure you read our story on why you’d have to be crazy to buy a CCS-style charger-equipped BEV in 2024. 

EV Deal Number One - Subaru Soltera
The Subaru Soltera is a fine automobile, but it could not be more different than its stablemates. Subaru owners (of which I have been four times) are a tight club. It’s close to being a cult. We buy Subies because they are inexpensive and fantastic off-pavement and in wicked winter weather. The Soltera isn’t any of these things. 

We spoke to a person closely associated with Subaru who wishes to remain nameless. She told us that the Soltera is now so overstocked that its “days on the lot” are measured in hundreds of days. Popular vehicles have days on the lot under 30 days. 

Subaru’s Soltera deal is a $399 per month lease for 36 months with no money down. Any lease with no money down is usually a good deal, and this one is amazing. There’s a lot to like about the Soltera, so if you are a Subaru fan and want to go electric, run to your local dealer. Here’s a handy link to take you to the details. 

EV Deal #2 - Nissan Ariya
The Nissan Ariya we tested had a shocking sticker price of over $60K, but the vehicle starts in the neighborhood of $45K. The lease deal we uncovered is for the more moderately priced trim. According to Inside EVs and CarsDirect, leases for Ariyas are as low as $199 per month! That’s less than a latte-per-day habit at Starbucks! These deals vary by location, but Inside EVs estimated the deal saves those who lease as much as $10K over the period of the lease. 

EV Deal #3 - Just-Released All-New Chevy Blazer EV
The Chevy Blazer EV is GM’s newest battery-electric vehicle. This fourth-generation EV from the General features great looks and is one of the first to use GM’s new Ultium battery technology. This new EV impressed the folks at MotorTrend so much that they named it the 2024 SUV of the year. It’s outrageous that an all-new EV like this is being discounted just weeks after the first deliveries, but these are the times in which we live. Costco Auto Program is offering members $1,000 off the price of a Blazer EV. 

EV Deal #4 Toyota bZ4X
The Toyota bZ4X is a lot like the Soltera. If you are a Toyota fan and plan to purchase and finance instead of leasing, Toyota will offer you a fantastic finance rate of under 2% plus throw “$2,500 cash on the dash.”

EV Deal #4 Ford Mustang Mach-E
Our last deal is the Ford Mustang Mach-E. Ford is offering customers a low finance rate plus $3,000 “cash on the dash.”

EV Deal #5 Hyundai Ioniq 5
Hyundai is offering combined discounts of up to $10,000 on select Ioniq 5 BEVs. We found our deal online with almost no searching. We would recommend shoppers look closely before they buy any other BEV in this crossover’s price range. 

EV Deal # 6 - Tesla Model 3
On Tesla’s website, there is a tab for “New Inventory” under each model heading. We looked at the Model 3 and found that nearly all in-stock Model 3 vehicles were being discounted, many buy as much as $3K to $ 4K. These deals change based on what is in stock, so check out the deals. Also, every model we looked at from Tesla had discounts (S3XY).

As you can see, automakers can no longer sell battery electric vehicles without discounting them. We can’t predict the coming year, but with inventory growing and EV excitement waning, we suspect this will not be the last we see of heavy discounts on battery-electric vehicles. 
 

Image of Nissan Ariya deal courtesy of Country Nissan. Subaru Soltera deal image courtesy of Subaru of New England. Image of Chevy Blazer deal courtesy of Costco Autos. Image of bZ4X deals courtesy of Toyota.

John Goreham is an experienced New England Motor Press Association member and expert vehicle tester. John completed an engineering program with a focus on electric vehicles, followed by two decades of work in high-tech, biopharma, and the automotive supply chain before becoming a news contributor. In addition to his eleven years of work at Torque News, John has published thousands of articles and reviews at American news outlets. He is known for offering unfiltered opinions on vehicle topics. You can follow John on Twitter, and connect with him at Linkedin.

Credits

The UK and EU have agreed to extend trade rules on electric vehicles (EVs) until the end of 2026 to keep costs down for manufacturers and consumers. This decision was made to provide long-term certainty for the automotive industry and boost electric vehicle sales. The existing rules of origin will last for a further three years until the end of 2026. With this, it will avoid a 10% tariff on car sales between the UK and the EU. This agreement facilitates UK-EU tariff-free trade in electric vehicles and prevents a tariff cliff-edge that would have occurred in just 26 days.

According to the British government, the extension from the prior 2024 deadline would save manufacturers and consumers up to 4.3 billion pounds ($5.45 billion) in additional expenditures. Britain and the EU are each other’s major markets for EV exports, which are being promoted as a low-carbon alternative to internal combustion engine vehicles fuelled by petrol or diesel.

Background

The UK-EU Trade and Cooperation Agreement (TCA) temporarily exempted electric vehicles (EVs) from the rules that said products must be sourced from within the UK or EU. These tariff exemptions were agreed as part of the Brexit deal and were due to end on January 1, 2024. The Society of Motor Manufacturers and Traders (SMMT) warned that battery electric vehicles (BEVs) would have been subject to a 10% tariff if the rules had been applied in 2024, adding billions of pounds and pushing up prices for consumers.

Benefits of the Extension

The extension of trade rules on electric vehicles is a win for motorists, the economy, and the environment. Maintaining tariff-free trade in EVs will ensure consumers retain the widest and most affordable options at a time when we need all drivers to make the switch. The agreement also demonstrates the importance of updating the UK-Turkey battery trade rules to reflect today’s agreement.

Earlier this month, the proposal for the timeline extension was released by the EU. However, the EU Council only gave its approval on Thursday after the presentation of the proposal. British Prime Minister Rishi Sunak said in a statement

“We have been listening to concerns of the sector throughout this process, and I know this breakthrough will come as a huge relief to the industry … We are also leaving no stone unturned to bolster our domestic battery industry and deliver long-term certainty for our thriving automotive sector to help them grow their roots in the UK.”

Car brands warned about the law

One of the world’s largest carmakers, Stellantis, the owner of Fiat had earlier warned about the new rules. The company warned that British car plants could close up if the rules take effect in 2024. In addition to Stellantis, many other brands in the industry had similar concerns. A trade association for the UK motor industry lauded the extension of the trade rules.

Gizchina News of the week

Mike Hawes, the head of the London-based Society of Motor Manufacturers and Traders (SMMT) industry body, said.

“Deferring the rules of origin is a win for motorists, the economy and the environment … The measure will help cut carbon, support growth and jobs, and is the right decision for the decarbonisation of road transport.”

The government also claims that Britain will look to agree a three-year extension to the equivalent rules with Turkey to support UK car companies who are major exporters to the Turkish market.

Challenges and Future Changes

The extension of trade rules on electric vehicles is a step in the right direction. However, there are still changes to come in the future. The EU’s Brexit commissioner had initially opposed such a move. This suggests that there may be further adjustments to the rules as the situation evolves. The SMMT has welcomed the agreement and emphasized the need for governments to continue listening to the sector and acting to safeguard the competitiveness of the EU and the UK.

As EV sales ramp up, the supply of sufficient batteries from European plants will be a significant industrial challenge for the automotive industry. The UK government has announced an additional £50 million investment to develop the UK’s battery industry and secure the battery sector. This sector could create 100,000 highly paid and skilled jobs in the UK

While the current agreement extends trade rules until the end of 2026, there may be further adjustments to the rules as the situation evolves. The EU’s Brexit commissioner had initially opposed the extension of trade rules, and there may be changes in the future depending on the progress of the UK’s battery industry and the global supply chain. Governments have listened to the sector and acted to safeguard the competitiveness of the EU and UK. It has also provided the much-needed certainty for the automotive industry

Conclusion

The UK and EU have taken a significant step towards avoiding tariffs on electric vehicles. It did this by extending trade rules until the end of 2026. This decision will help keep costs down for manufacturers and consumers. It will also provide long-term certainty for the automotive industry and boost electric vehicle sales. The agreement demonstrates the importance of collaboration between the UK and the EU. They can address the challenges of the global supply chain and support the transition to a more sustainable future.

Author Bio

Efe Udin is a seasoned tech writer with over seven years of experience. He covers a wide range of topics in the tech industry from industry politics to mobile phone performance. From mobile phones to tablets, Efe has also kept a keen eye on the latest advancements and trends. He provides insightful analysis and reviews to inform and educate readers. Efe is very passionate about tech and covers interesting stories as well as offers solutions where possible.

Disclaimer: We may be compensated by some of the companies whose products we talk about, but our articles and reviews are always our honest opinions. For more details, you can check out our editorial guidelines and learn about how we use affiliate links.

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Electric vehicles can be quite useful as delivery vans and buses because they are energy efficient, and fleet vehicles in many situations don’t need to travel great distances. Electricity is obviously less costly than gasoline or diesel fuel as well.

Much of the news about EVs covers personal transportation, and it is frequently overly negative. Too often the “good news” stories about electric vehicle successes are overlooked. In this case, the good news is the delivery of purpose-built all-electric school buses in West Virginia.

The GreenPower Type A all-electric Nano BEAST (left) and Nano BEAST Access (right) being delivered to West Virginia school districts this week are the first of GreenPower’s purpose-built EV school buses manufactured at its South Charleston, West Virginia plant.

One of the privileges of creating positive EV news stories is doing interviews because they give credit to the people who are doing the work of making the world more sustainable. Today, Mark Nestlen, VP of Business Development and Strategy for GreenPower, the buses’ manufacturer, answered some questions about them for CleanTechnica.

For the first four all-electric buses what is the seating capacity?

The first four buses off the production line delivered to West Virginia school districts are the Nano BEAST and Nano BEAST Access. The Nano BEAST is a Type A all-electric, purpose-built, zero-emission school bus with seating for up to 24 students. The Nano BEAST Access option has seating for up to 18 ambulatory passengers and up to 3+ Q’STRAINT wheelchair securements, complemented with a BraunAbility rear curbside lift.

What is the motor size, battery size and battery chemistry? 

Both the Nano BEAST and Nano BEAST Access have 118 kWh battery capacity, with a range up to 140 miles. The electric school bus motor power is 150 kW. The battery chemistry is LiFePo4.

What is the cost of each? 

The Nano BEAST and Nano BEAST Access all-electric school buses that were delivered this week, were purchased by the state of West Virginia as part of the economic partnership which caused GreenPower to locate its East Coast manufacturing facility in West Virginia. The total purchase was $15 million for the four Nano BEASTs and 37 BEAST school buses.

What is the charging rate?

The Nano BEAST is equipped with dual AC/DC charging, Level 2 (J1772, 19.2 kW AC ~8 hrs), DCFC (CCS-1, 60 kW ~2hrs), Wireless DC option (60 kW ~2hrs).

What is the warranty? 

Structure and body integrity against corrosion — 5 years

High-voltage battery system — 5 years/150,000 miles

Chassis structure — 3 years/250,000 miles

Drivetrain — 3 years/150,000 miles

Basic body structure — 3 years

Body and window frames against leakage — 2 years

Wheelchair lift system — 2 years

HVAC system — one year

Exterior paint — one year

Complete bus — one year

Where will the buses charge?

The buses will charge at each county’s bus and/or transportation garage.

How long does it take to manufacture each bus? 

The full production time from order to completed manufacturing of a Nano BEAST takes about 4 to 5 months.

What is the range of each one?

The Nano Beast and Nano BEAST Access have a range up to 140 miles. With opportunity charging during the school day the Nano BEAST can travel in excess of 140 miles. GreenPower recently announced its newest electric bus to its lineup, the Mega BEAST, which has the longest range on the market today at 300 miles on a single charge.

How long will it take to manufacture the rest of the buses to fulfill the order?

The 37 BEASTs purchased by the state will be delivered in 2024.

What are some key advantages of using electric buses rather than gas or diesel buses?

The use of electric school buses improves air quality which is beneficial to the environment as well as the health of students. According to the Environmental Protection Agency, exposure to NOx exhaust can trigger health problems like asthma, bronchitis and other respiratory issues. The primary source of NOx is motor vehicles — including school buses. Diesel exhaust is designated “carcinogenic to humans” by the International Agency for Research on Cancer. 

The school bus industry is the largest form of transportation in the country with more than 26 million students who take 480,000 buses to and from school every day – this is not counting the after-school activities that also use these buses. Transitioning the school bus fleet to zero-emission, all-electric school buses will have a large impact on improving health for children and their communities, while expediting the broader transition to electric vehicles. This is a crucial step in further preventing the impacts of climate change. 

How many employees does GreenPower have?

Currently 43 people are employed at the WV facility. The company will hire an additional 60 employees or so in the beginning of 2024 as production of the BEAST ramps up. GreenPower is on track to have 200 employees in the WV facility by the end of 2024.

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As Iran’s domestic carmakers lose money due to sanctions, a technological gap and mismanagement, officials are promising to boost the electrical vehicle production.

The only avenue open to Iran is to make deals with Chinese companies and start EV assembly, like fossil-fuel vehicles it produces.

China, dominating the global electric vehicle (EV) manufacturing landscape, holds the largest market share among the top five producers in 2023. Germany and the United States trail, while France and the UK see a rise in EV production. Collectively, these nations wield substantial influence on the global EV manufacturing scene.

The recent UN Climate Change Conference, COP 28, emphasized international efforts to combat climate change, with a focus on EV adoption and greenhouse gas reduction. Major EV brands like Tesla, Kia/Hyundai, and Mercedes spearhead the transition to battery power, while newcomers such as Rivian diversify the market, influencing its ongoing evolution.

In Iran, IKCO introduced the Tara EV, the country's inaugural all-electric vehicle, set for release in March 2024. Developed by IKCO's Jetco division, the Tara EV boasts a 45-kWh battery pack, providing a 300 km range on a full charge. Iran's Minister of Industry, Abbas Ali-Abadi, announced plans for three locally produced EV models by the first half of the upcoming Iranian year (beginning in March).

An event to unveil a Iranian electric car (November 2023)

With ambitions for increased EV manufacturing and imports to meet rising demand, the government aims to deploy 100,000 electric taxis in key cities this year that suffer from chronic air pollution. Significant projects, including the launch of Oxygen, Iran's first all-electric car, and MAPNA group's plan for 20 EV charging stations nationwide. 

However, Iran grapples with challenges within its auto sector, encapsulated by the term "Car Mafia." This network, alleged to thrive due to the state-owned auto sector's monopoly and inadequate government oversight, faces accusations of financial wrongdoing, evading US sanctions, and contributing to mismanagement. The "car mafia" obstructs the import of reasonably priced cars, manipulating the production of pricier, inferior local vehicles. This term encapsulates various issues within Iran's auto sector, including the impeachment of the industry minister and corruption allegations, portraying it as a formidable and dishonest force negatively impacting the auto industry and vehicle quality.

China’s Dominance in Iran Future EV Market

China's dominant position in the EV industry poses a significant challenge for Iran's plans, particularly concerning the production and processing of essential minerals like cobalt. The reliance on China raises doubts about the feasibility and affordability of Iran's comprehensive EV strategy, emphasizing the need to address China's hegemony over critical minerals for a reliable supply chain.

Global concerns emerge as China's control over vital minerals triggers reactions and export restrictions, impacting the global EV supply chain. The US responds with proposed regulations to limit tax breaks for EVs using minerals or batteries manufactured in China, reflecting the international repercussions of China's dominance in the EV sector.

Despite China and Iran's intentions to collaborate on EV manufacturing, Iran faces challenges in providing sufficient electricity for EV charging amid a natural gas crisis. The gas shortage would impede widespread EV adoption, necessitating steps to encourage renewable energy, which is substantially underdeveloped in Iran.

While automobile companies in Iran claim to be jointly producing electric cars with China, studies indicate that, in the current situation, most automobile companies in Iran are not profitable. Due to government meddling, Iran's state-owned automakers suffer significant losses of $3.7 million a day, or more than $1 billion annually. These automakers battle with demand while being huge businesses, which drives up prices. The issues are made worse by mismanagement, corruption. It will need quick action at the highest governmental levels to stop the car industry from collapsing and to find solutions to its problems.

Concerns about transparency arise in the Iran-China joint development of electric vehicles (EVs), especially considering the paucity of detailed information. This lack of openness raises the possibility that certain Iranian automakers, dubbed the "car mafia," might exploit the circumstances to import EVs rather than actively supporting home production.

The potential dominance of the Chinese in Iran's EV industry and the nation's reliance on vital minerals for battery manufacture underscore the serious flaws in the partnership. The success of Iran's EV plan depends on a clear roadmap, transparent implementation, and strict regulations to counter opportunistic activities in the automotive sector.

To advance a sustainable EV policy in Iran, a commitment to openness, robust regulation, and a shift towards renewable energy sources is essential. Immediate investments in EVs and addressing transportation industry challenges are crucial, emphasizing the need for a proactive and transparent approach to ensure the success of Iran's EV plan.

Credits

Dublin, Dec. 21, 2023 (GLOBE NEWSWIRE) -- The "Global Electric Vehicle Insulation Market" report has been added to ResearchAndMarkets.com's offering.

A comprehensive analysis of the global electric vehicle insulation market has been released, offering key insights into the industry's trajectory from 2023 to 2028. An in-depth examination of various market segments is included, with a focus on product type, propulsion type, vehicle type, insulation type, and application.

Highlights of the Research:

Strategic evaluation of the electric vehicle insulation market's performance, considering the influence of COVID-19, geopolitical factors like the Russia-Ukraine war, and other pivotal dynamics.Breakdown analysis of the market by key segments with quantitative and qualitative data, revealing individual segment market sizes along with forecasted growth.An extensive profile set of prominent electric vehicle insulation manufacturers, revealing competitive strategies and market positions.

Trends and Market Dynamics

The report delves into the propulsion behind the market's expansion, attributing it to various drivers, such as advanced technological developments in the field, increased awareness and adoption of ESG (Environmental, Social, and Governance) principles, and evolving regulatory landscapes.

The automotive industry's transition toward electrification is creating novel opportunities and challenges that necessitate effective insulation solutions. The study provides a critical analysis of these aspects, emphasizing the role of insulation in enhancing battery performance and overall vehicle efficiency.

Key Market Statistics:

An expansive compilation of 58 data tables and 32 additional tables, providing a granular view of the electric vehicle insulation market.Market size and trend assessment, with data sourced from 2022, including projections and CAGR estimations up to 2028.Insightful discussion on market potential and segmental analysis, dissected across various geographic regions.

Industry Challenges and Solutions

The analysis identifies central challenges and explores strategies for overcoming barriers to market commercialization. Notably, the report presents governmental efforts, such as subsidies and programs that encourage electric vehicle adoption, and highlights advancements in wireless charging technology for electric vehicles.

With global efforts to reduce carbon emissions and technological advancements bolstering the electric vehicle industry, insulation technologies play a critical role in supporting this sustainable transformation. This report is an invaluable resource for stakeholders interested in understanding the intricate dynamics of the electric vehicle insulation market and harnessing the opportunities poised for growth in this sector.

Companies Profiled

3MAdler Pelzer HoldingAutoneum HoldingBASFDupont De NemoursElmelinITW FormexMorgan Advanced MaterialsPyrophobic SystemsSaint-GobainTecman Advanced Material EngineersUnifraxVon Roll HoldingZotefoams

Key Attributes:

Report Attribute	Details
No. of Pages	195
Forecast Period	2023 - 2028
Estimated Market Value ($billion) in 2023	$billion3.1 Billion
Forecasted Market Value ($billion) by 2028	$billion9.1 Billion
Compound Annual Growth Rate	24.4%
Regions Covered	Global

Key Topics Covered:

Chapter 1 Introduction

Chapter 2 Summary and Highlights

Chapter 3 Market Overview

Evolution of EV InsulationEarly DevelopmentAdvances in Battery TechnologyThermal ManagementWeight ReductionSafety StandardsCost ReductionNoise ReductionSustainabilityIntegration with Smart FeaturesGlobal RegulationsValue Chain AnalysisSourcing of Raw MaterialsMaterials ProductionComponent ManufacturingAssembly and IntegrationQuality Control and TestingDistribution and Supply ChainEV ManufacturingVehicle Testing and Quality AssuranceSales and MarketingAfter-sales Support and ServiceRecycling and SustainabilityR&D

Chapter 4 Market Dynamics

Market Drivers Investments in EVsFavorable Government Subsidies and ProgramsGrowing Demand for Clean EnergyThermal Runaway in Batteries Market Restraints High Cost of EVsInsufficient EV Charging InfrastructureKey ChallengesLimited Battery CapacityReduced Availability of Lithium Market Opportunities Government Support for Electrification of Public TransportationWireless EV On-the-Go ChargingGovernment Efforts to Promote the Use of EVs

Chapter 5 Emerging Technologies and Developments

Emerging TechnologiesAdvanced Thermal ManagementThermal Interface Materials (TIMs)Fire-Resistant InsulationLightweight InsulationTrends in EV InsulationHigh-Temperature InsulationImproved Battery Pack InsulationIntegrated Sensors

Chapter 6 Market Breakdown by Product Type

Thermal Interface MaterialsCeramicsFoamed PlasticsOther Materials

Chapter 7 Market Breakdown by Propulsion Type

Battery EVs (BEVs)Thermal InsulationElectrical InsulationAcoustic InsulationFire-Resistant InsulationThermal Interface MaterialsInterior InsulationEnvironment and Waterproofing InsulationLightweight InsulationInsulation from Recycled and Sustainable SourcesPlug-in Hybrid EVs (PHEVs)Hybrid EVs (HEVs)Fuel Cell EVs (FCEVs)Multi-layer Insulation (MLI)

Chapter 8 Market Breakdown by Vehicle Type

Passenger CarsVansBusesTrucksOther VehiclesTwo-WheelersOffroad EVs

Chapter 9 Market Breakdown by Insulation Type

Thermal Insulation and ManagementAcoustic InsulationElectrical Insulation

Chapter 10 Market Breakdown by Application

Under the Hood and Battery PackInteriorAcoustic InsulationThermal InsulationVibration DampingFire-Resistant InsulationSustainable and Recycled InsulationAerogel InsulationMaterial Phase ChangeOther ApplicationsShielding against EMIWaterproofing and Corrosion ProtectionAerodynamic InsulationImpact Resistance and Crash Safety

Chapter 11 Market Breakdown by Region

Chapter 12 Sustainability in the Market for EV Insulation: An ESG Perspective

Future of ESG in the EV Insulation Industry3M and BASF: Two Examples of Successful Implementation of ESG

Chapter 13 Patent Analysis

Chapter 14 M&A and Funding Outlook

Chapter 15 Competitive Intelligence

Market Strategy Analysis for EV InsulationProduct LaunchesPartnershipsAcquisitionsMarket DevelopmentsAcquisitionsSite Expansions

Chapter 16 Company Profiles

For more information about this report visit https://www.researchandmarkets.com/r/6op7o9

Global Electric Vehicle Insulation Market

Credits

Despite confusion around tax credits and shifting charging standards, now is a great time to buy an electric car.

Dec 20, 2023 at 6:00pm ET

There’s a lot of conflicting information being hurled at electric vehicle buyers right now. Much of it’s good. Some of it’s bad. Taken together, it can all be tough to make sense of. 

One day it’s: “EVs are the future!” The next it’s: “Never mind, nobody wants them.” One day that car you had your eye on qualified for a game-changing $7,500 tax credit. The next day you hear the Feds are booting it off their list because of minerals from China, or something. Flashy new models frequently make headlines, but few are attainably priced. 

Allow me to cut through the noise: Between the constant march of new model launches, ever-improving technology, maturing charging infrastructure and falling vehicle prices, right now is the best time in history to buy an electric car. At the same time, it’s also the most dynamic and perplexing.

“There's a lot going on,” Ingrid Malmgren, policy director at the EV advocacy group Plug In America, told me. “It's an exciting time, but also a confusing time.”

EV Choice And Technology Is Evolving Quickly

Let’s start with some of the good. Since 2019, the number of different electric models available in the U.S. has tripled from 16 to some 48 and counting. (Not too long before that, the market was practically nonexistent.) With Ford trucks, Mercedes SUVs and even exciting new entries from startup brands that didn't exist a few years ago, today’s buyers are more likely than ever to find an EV in their preferred form factor or from their favorite brand. 

Technology has improved by leaps and bounds too. The average EV sold in the U.S. in 2013 could drive just 117 miles on a full charge, according to a BloombergNEF analysis. By 2022 that figure had jumped to 291 miles. Charging is getting quicker as battery technology advances, making road trips way more convenient. That’s all fantastic for buyers. 

But the wealth of choices also complicates things. Before, shopping for an EV was like going to In-N-Out, said Ivan Drury, director of insights at car-buying website Edmunds. Just a few straightforward options. (Setting aside the secret menu, of course.) Now he says it’s more like perusing the vast menu at The Cheesecake Factory. 

The breakneck pace of innovation means there’s a strangely broad range of capabilities on the table, as aging platforms are sold alongside bleeding-edge products. A 2024 Nissan Leaf provides a not-amazing 150 miles of range and antiquated charging speeds. A brand-new Hyundai Ioniq 6 sedan, meanwhile, promises to travel 361 miles on a full charge and can add 100 miles of range in a breezy 7 minutes. That’s not to mention everything in between. 

It all means buyers need to do more research than ever and learn to grasp unfamiliar concepts beyond horsepower and miles per gallon. Yet car dealers are still catching up and aren’t great, it turns out, at educating shoppers on the specifics of electric propulsion. It’s not clear that they even want to. 

The Affordability Problem

More good news about the current moment: Thanks to an oversupply of EVs and a price war initiated by Elon Musk, you can get your favorite Tesla, Ford, Kia or the like for thousands less than it would’ve cost this time last year. That makes now a prime time to pull the trigger on an electric purchase or lease.

At the same time, affordable electric options are sorely needed to spur adoption. The average price paid for an EV in November was $52,345. That’s a big improvement over this time last year but still is significantly more than the industry-wide average of $48,247. 

Charging Availability Is Getting Better, But…

The availability and quality of public charging stations have been a persistent pain point for EV adoption, but things are slowly getting better.

The biggest news on that front—maybe the biggest news in EVs this entire year—is that most carmakers have accepted an invitation from Tesla to transition to its charging plug design for their future models. 

It’s a big deal because Tesla’s Supercharger network is larger, easier to use and more reliable than other fast-charging networks, but it’s historically been exclusively available to Tesla owners. Now that basically the entire industry is switching over to Tesla’s plug (called the North American Charging Standard, or NACS), buyers of non-Tesla cars will gain access to thousands of Tesla’s chargers across the country for the first time. 

That’s a potential game-changer for any buyers on the fence. But the switch won’t happen overnight.

Starting in 2024, most EV owners will be able to access Tesla chargers using an adapter. In 2025 and beyond, companies like Ford, General Motors and Volkswagen plan to integrate the NACS port into their new vehicles. 

This weird transitional period introduces lots of thorny questions. Should shoppers delay a purchase until they can buy a NACS-equipped car? Should they just go ahead and buy now, even though their vehicle’s hardware is guaranteed to be outdated in short order? Will non-Tesla owners enjoy the same seamless experience that Tesla drivers get?

All the uncertainty could deter mainstream buyers from going electric for the time being, Drury said. Just imagine telling someone their new gas-fueled car needs different nozzles and different stations, he said. 

“They would laugh. They would think you’re insane,” he said. 

Tax Credit Confusion

The up-to-$7,500 federal tax credit for EV purchases is another double-edged sword for buyers. On the one hand, it offers a hefty discount on certain EVs. On the other, its rules are built to get stricter over time, making the list of eligible vehicles a moving target. 

Congress rewrote the longstanding incentive program as part of 2022’s Inflation Reduction Act (IRA), introducing a host of details that make things easier for consumers. After they sold too many cars to qualify for credits under the previous Obama-era rules, Tesla and GM are now back in the game. Starting on Jan. 1, buyers will be able to receive an up-front discount from their dealership, rather than a tax break in April. That should make things simpler.

But in other ways, the tax credit is mind-numbingly complicated. Tightening restrictions on component and mineral sourcing for eligible vehicles (rules designed to prop up US supply chains and challenge China’s EV dominance) mean that a bunch of models will lose eligibility on Jan. 1. That’s after new rules implemented this year already disqualified some cars. 

Malmgren, of Plug In America, recommends that buyers jump on a purchase while their desired car is still eligible for a credit since the list could change dramatically come next year. But, she says, more and more vehicles should qualify over time as automakers and suppliers work to build up domestic manufacturing and comply with the IRA’s requirements. 

Given enough time, other growing pains of the zero-emission transition will likely be smoothed over one way or another. The shift to NACS may be messy but will ultimately result in far better charging access for many owners. Dozens more electric models should hit the scene in the near future, including some budget-friendly options like the $35,000 Volvo EX30 and, eventually, the next-generation Chevrolet Bolt. 

Perhaps the biggest thing looming over this moment is the 2024 election. These tax incentives, and the rush to offer more EVs in our market, have been heavily driven by tough new emissions rules and pro-EV policies introduced by the Biden Administration. If Biden loses next year, it's very likely some or all of those policies will be slowed, or reversed entirely. Clearly, we won't know the full impact of politics on the market until the dust settles.

But one thing is clear: chaos aside, it's a better time than ever to try and break up with gasoline—if you can figure it all out.  

Credits

The Electric Vehicle Availability Standard sets out a credit system for automakers to follow in meeting the mandatory 100 per cent zero-emission vehicle sales target by 2035

The federal government has released final regulations for automakers to follow to meet its mandatory target of ensuring that all new light-duty vehicles sold in Canada are zero-emissions by 2035.

Minister of Environment and Climate Change Steven Guilbeault unveiled the new Electric Vehicle Availability Standard at a press conference Tuesday at George Brown College in Toronto.

It is a significant moment in the transition to electric vehicles in Canada and the most powerful adoption lever the government has used to date. A sales mandate forces automakers to increase the availability and supply of zero-emission vehicles across the country or face penalties.

“The standard tackles one of the main barriers to people buying EVs: the limited availability and long wait time,” says Guilbeault. “We will do this by ensuring more electric cars come to the Canadian market instead of the U.S. or other markets [and] it ensures Canadians have access to a fair share of the global supply of these vehicles.”

The plan for a zero-emission vehicle sales mandate to meet the 2035 target was first unveiled last December in preliminary draft form. After that, the government opened a year-long consultation period with manufacturers and importers, provinces and territories, national and Indigenous organizations and non-governmental organizations.

The Standard is the result of those consultations.

The Standard requires all new light-duty vehicle sales in Canada to be electric or plug-in hybrid by 2035. There are also interim targets of at least 20 percent of all sales being EVs by 2026 and 60 percent by 2030.

New credit system for EV sales

To compel car manufacturers to achieve ZEV sales targets, the Electric Vehicle Availability Standard employs a new credit system.

In short: manufacturers must sell zero-emission vehicles in order to earn credits. Failure to meet the ZEV targets will result in a credit deficit for companies. Those deficits must be offset within three years or face government fines.

Each type of vehicle earns a different credit amount according to its emission levels.

Automakers surpassing their ZEV targets will amass surplus credits. These can either be banked for up to five years or traded to other companies. However, all credits must be used by 2034, says the government.

Auto manufacturers can also earn early action credits by selling more EVs before 2026. To qualify, a company’s catalogue must have at least eight per cent ZEVs in the 2024 model year and 13 per cent in the 2025 model year.

Also, by installing DC fast-charging infrastructure, carmakers can earn extra credits — one for every $20,000 invested in a new fast-charging infrastructure project.

These projects must meet certain conditions such as:

All stations must have a rated power of at least 150 kW;

Stations must be operable for at least five years after installation;

All stations must be available to any ZEV with a compatible charging port (or
compatible adapter); and

Stations must open between January 1, 2024, and December 31, 2027.

Industry reaction

Industry response to the government mandate has been mixed ever since the government opened consultations. Automakers, in particular, have been vocal in their opposition to mandating EV sales saying, instead, the government should focus on getting more public chargers in service rather than putting a mandate on the auto industry.

However, other industry organizations responded positively to the government’s new EV Availability Standard.

With the latest figures from Statistic Canada showing a surge in new ZEV registrations to 12.1 percent in the third quarter of this year, Adam Thorn, transportation director at the Pembina Institute, emphasized the standard’s potential to positively impact meeting customer demands, expanding choices, and reducing wait times.

“The regulations mean that manufacturers must gradually increase their sales of EVs to dealers until they hit the 2035 target where all new cars sold are emission-free,” said Thorn. “With more EVs to choose from at the dealership, Canadians will have much greater agency over the kind of vehicle they own. Around the world, we’ve seen exponential growth in EV sales…Demand has been rising here too, causing long wait times, which should now start getting shorter.”

Electric Mobility Canada president and CEO Daniel Breton pointed out the success of existing ZEV sales mandates in Quebec and British Columbia as evidence of their efficacy in increasing ZEV adoption.

“Consumers [in Quebec and B.C.] have more choice in EV supply, makes and models than in any other province. EV sales are highest in those provinces which is no coincidence,” says Breton.

Meanwhile, Joanna Kyriazis of Clean Energy Canada highlighted the financial benefits of going electric, citing potential savings of up to $50,000 over 10 years. She also emphasized how EV availability regulations can reduce EV sticker prices by compelling automakers to prioritize affordable models over luxury ones.

Need for charging infrastructure

From the auto manufacturers’ perspective, Don Romano, president and CEO of Hyundai Auto Canada, praised the standard as a step toward a zero-emission future, but stressed the necessity for expanding charging infrastructure.

“Consumer adoption of EVs cannot solely rely on making these vehicles available to Canadians. To meet the government’s targets, a dedicated investment in charging infrastructure is necessary, especially for Canadians living outside of urban centres,” said Romano in a statement.

The Global Automakers of Canada urged the government to establish a forum involving automakers, the energy sector and consumer groups to address charging infrastructure challenges and promote ZEV adoption.

“The current economic and geopolitical headwinds mean that this transition to zero-emission vehicles will be both challenging and uneven — with automakers ultimately dealing with the consequences of factors outside of their control,” noted David Adams, president and CEO of Global Automakers of Canada.

“This is why we need a dedicated forum for the federal government to come together with key stakeholders to ensure that we are focused on the objective of the greenhouse gas emissions reductions expected with this Electric Vehicle Availability Standard.”

Louis Tremblay, president and CEO of FLO, a Quebec-based charging network provider, said the company “looks forward to working with automakers, utilities, cities and site owners to accelerate the deployment of reliable EV charging infrastructure[…]to support this transition.”

Capping off an EV-focused year

The government’s EV Availability Standard comes at the end of a year when Canada has demonstrated a strong commitment to electric vehicles.

Since 2020, the government says it has secured over $34 billion in investments for the battery and automotive supply chain.

Some notable milestones from this year include: securing an agreement with Northvolt for a $7-billion battery cell factory in Saint-Basile-le-Grand and McMasterville, Que. allocating up to $13 billion for a 90 GWh Volkswagen battery cell factory in St. Thomas, Ont.; finalized the deal with Umicore to construct its $2.1-billion cathode active materials and precursor cathode active material factory in Loyalist, Ont.; investing in a $750-million copper foil factory with Volta Energy, and a $1.2-billion battery cathode factory project with Ford, ECO Procam Canada and SK On Co in Quebec.

The federal government also contributed $44.3 million to Michelin to support the manufacturing of tires used for EVs in Bridgewater, N.S.

“Our government will not apologize for being confident in the role Canada can play in the cleaner economy of the 21st century,” says Guilbeault. “We are determined to leave this world better than we found it.”

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TORONTO — It's a simple yet important routine for so many Canadians — plugging in their cellphones and smartwatches before bed to ensure they're fully charged in the morning. Increasingly, there's another item to add to the list: the car.

TORONTO — It's a simple yet important routine for so many Canadians — plugging in their cellphones and smartwatches before bed to ensure they're fully charged in the morning. Increasingly, there's another item to add to the list: the car.

Electric vehicles have been gaining in popularity, accounting for three per cent of light vehicle sales in 2022, up from 2.3 per cent a year earlier, according to Statistics Canada. That number is poised to jump, with the federal government phasing out the sale of gas-powered cars by 2035. 

Still, experts say potential buyers often overlook the cost and logistical challenge ofsetting up at-home charging infrastructure before driving their brand-new car home.

The problem, according to Daniel Breton, head of the industry association Electric Mobility Canada, is people have limited knowledge and understanding of electric vehicle chargers.

An Electric Mobility Canada survey found 88 per cent of respondents said they would like their next vehicle to be electric but only 13 per cent claimed to have an in-depth understanding of EVs, including the number of public charging stations, government rebates and battery life, among other aspects.

Installing an at-home charger is not typically a do-it-yourself project, with the electrical system being central to the setup. 

Mark Marmer, owner of Signature Electric, said the process begins with consulting a licensed electrical contractor, who can offer advice on where to install the charger and whether existing electric panels are adequate. 

The rules vary by region, but installing a charger typically requires a permit from the local electric authority. 

There are different types of chargers, each with their own specific use and charging speed.

Level one chargers often come with electric vehicles and can be plugged into any regular wall outlet without additional setup, Marmer said.

Level two chargers, which are also used at home and very common, offer faster charging.

Meanwhile, level three chargers, often the size of refrigerators, are mostly found in public areas.

Marmer, who has been installing electric vehicle charges for about seven years, said it's important to understand the driver's parking style.

"I don't care where you want the charger, I want to know how and where you park your car," he said, adding the installation advice changes if it's a new driver needing extra space to park the car.

Marmer said single-family homes have more flexibility in where and how they want their charger can be installed. 

The overall installation process for a detached home can cost anywhere between $3,000 and $5,000, while the price tag of a level two charger itself can cost between $500 and $1,500. Government rebates can help families offset installation costs.

Charging an electric vehicle in a shared space such as a multi-family home, condominium or apartment gets more complicated. 

Halifax resident Dylan Harris-McDonald bought his first electric vehicle last year while living in a rental apartment.  

"There wasn't an exterior plug that we could charge at home and it was logistically challenging trying to figure out where to charge publicly and how to charge at work, mostly because my work location is somewhat remote," he said.

When Harris-McDonald subsequently moved into a single-family home, the charging situation became a lot easier but only after he upgraded the home's electrical wiring.

He says he routinely racked up $200 in electric bills every month to charge both his vehicles. His round-trip commute was roughly an hour each day. 

Most rental apartments don't come with the electric capacity to charge electric vehicles in-house. While some condo owners have started to push for charging stations to be installed in their buildings, the process can be difficult to persuade all residents and the board due to high installation costs and resistance from corporate landlords. 

Akiko Hara says she relied on a shopping mall charging station when she bought her first electric vehicle four years ago — until the shopping centre was torn down a year later. 

Since then, Hara said she has been advocating for her Vancouver condominium to install EV chargers.

In November, building residents rejected the second motion for a charging station over the last three years. If it were to be approved, all condo owners would've split the cost of installations  — estimated at $35,000 — proportionate to their condo units, whether they own an EV or not.

Mike Mulqueen, director of commercial partnerships for electric vehicle charging technology company Swtch Energy Inc., says pushing condo boards for faster adoption of private charging stations is necessary. 

"The very important conversations have to be had with the property manager and board members … for there to be a plan for the building to accommodate residents with electric vehicles," Mulqueen said. Swtch works with condo boards and property managers on the electric charger installation process. 

Depending on the engagement of a condo board, Mulqueen said, the installation process can take anywhere from a few weeks to a year, including applying for government rebates.

Condo chargers, while requiring similar infrastructure, also need a mechanism for revenue collection, unlike single-family homes — making installations more expensive.

"You need those charges to be a bit smarter," Mulqueen said. "They need to be networked so that you can pull that information and see who's using those kilowatt-hours, which adds a bit of cost because the charger itself is typically more expensive in a multi-family situation."

Depending on the number of chargers, size of the transformers and panels, charging stations in condos can cost between $5,000 and $10,000 per level two charger, Mulqueen said. 

But he adds charging infrastructure in condo buildings is the future.

"Most charging is going to happen at home," he said. "People are making purchasing decisions around a range of anxieties because they're worried about being caught in public without a charger for a long trip."

For Hara, the fight to get chargers installed in her condo building is still on, but stands by her decision to buy an electric car. 

"I have no regret," Hara said. "I'm doing something kinder for the earth. That's my belief and that's the least I can do."

This report by The Canadian Press was first published Dec. 20, 2023.

Ritika Dubey, The Canadian Press

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Credit: Genesis

The Federal Highway Administration announced today that it will seek feedback on how government rules should be updated to account for the new NACS/J3400 charging standard, potentially unlocking $7.5 billion in federal subsidies for the Tesla-developed charging connector.

As part of the Bipartisan Infrastructure Law, the US government has allocated $7.5 billion in subsidies to expand EV charging access. $5 billion of that is through the NEVI program, which is intended to install a nationwide backbone of fast chargers at least every 50 miles along America’s major roads in order to make EV road trips seamless.

But one requirement of that law was that the chargers installed must be accessible by multiple brands of electric car – standard, not proprietary. This requirement is obviously reasonable, but it also seemed targeted at Tesla, a company that had built its own Supercharger network only accessible by Tesla vehicles.

In response to this, Tesla released specifications of its charging connector which it called the “North American Charging Standard.” This was somewhat of an absurd name at the time, given that Tesla was the only company using it.

However, since Tesla is a majority of the US EV market, Tesla’s argument was that most of the cars and most of the DC charging stations in America already used Tesla’s connector, so it should be considered a de facto standard anyway.

For a few months, not many people took this seriously. However, Ford shook up the industry by announcing it would adopt the NACS plug on upcoming vehicles. Soon after, GM made the same move, and now basically everyone else has – including one of the last holdouts Volkswagen, as of today.

But even after momentum was apparent, the White House threw cold water on NACS’ victory, reminding everyone that there are still “minimum standards” within federal charger subsidy rules, and it would have to examine how NACS fulfills those standards, to ensure that the charging network stay accessible and interoperable. A standard isn’t a standard just because one company says it is – it has to be treated like a standard with independent control and verification.

As of today, any DC chargers installed with federal money can have NACS connectors, but must also include CCS connectors.

This led SAE, the professional engineering organization that develops industry standards, to take up the flag of creating a real, independent standard that is no longer in the hands of Tesla, and Tesla obliged by allowing SAE to have control over the process of standardization.

The government will examine how to take advantage of the new SAE NACS/J3400 standard

And today, now that SAE has officially published its report on the J3400 charging standard (J3400 is SAE’s name for NACS), the government has simultaneously announced that it wants to re-examine its minimum standards in light of the new certification.

We covered how the new SAE/NACS standard will solve (basically) every charging problem in one fell swoop last week (click through to learn more about that, I promise it’s more interesting than an article about competing charging standards seems like it would be).

Today’s press release from the Federal Highway Administration announces that it “will soon publish a Request for Information (RFI) to solicit feedback from stakeholders on updating FHWA’s minimum standards and requirements for electric vehicle (EV) charging stations to allow for new technology and continued innovation.”

It also specifically calls out the news of the day, name-dropping Tesla and NACS as the reason for this call to update the government’s minimum standards:

With the implementation of J3400 TM, a new standard for charging EVs published by the Society of Automotive Engineers (SAE), any supplier or manufacturer will now be able to use and deploy the Tesla-developed North America Charging Standard (NACS) connector, which a majority of automakers have announced they will adopt on vehicles beginning in 2025 with adaptors available for current owners as soon as next spring.

In addition to that, the Biden Administration and the Joint Office of Energy and Transportation (which worked with SAE to develop the J3400 standard) put out a press release today applauding the new standard, celebrating how quickly the process was finished, and pointing to its potential future inclusion in the FHWA’s requirements.

Electrek’s Take

Firstly, I’d like to make note of the issue that many Tesla fans had for a while about the White House not properly acknowledging Tesla. I always thought this was silly, more of a reflection of the massive chip on the shoulder of the egomaniac who is the titular head of the company in question than of actual reality.

When the Biden administration said “hold up, not so fast” early in the NACS process, it made many think that Biden was once again slighting Tesla, but today’s news I think shows that that was never the case. The government simply wanted it to be a proper standard, and now it is (and that process went really fast), and on the same day that it became a proper standard, the government announced that it’s ready to treat it like one. That all seems fair to me.

While we don’t yet know what the minimum standards will change to, it seems clear that this is an effort to update them to coalesce around NACS. Which is great news, because charging will only get better when everyone just rips the band-aid off and goes with one charging standard – and a more robust one than J1772 at that.

But this leads to the question: will the government fully embrace NACS, thus potentially leaving some of the installed base of CCS-enabled cars out of luck in the longer term? Or will it hamstring deployment to some extent, requiring CCS (which is effectively now a dead standard) and therefore not full taking advantage of the NACS standard’s myriad solutions to charging problems?

But as I stated in that last article, this decision point is also a little ironic, considering NACS’ existence seems to have been spurred on by NEVI in the first place. When the government offered billions of dollars to companies that installed chargers with the requirement that those chargers be useable with multiple vehicles, that’s what got Tesla to finally offer a “standard.”

At the time, it wasn’t really a standard because only Tesla was using it, and it was somewhat of a last-ditch effort to save the Tesla connector. Then, when Ford decided to use NACS, that’s what started all the other dominos falling.

Now, NACS is dominant, but it only happened because of NEVI in the first place – and NEVI now has the difficult decision over whether to embrace the (positive) situation it caused, even if it will give some of the installed base an effective “use-by” date as a shift to NACS will inevitably mean fewer CCS/J1772 chargers over time.

We wish that all of this would have been figured out long ago so we could be done with it by now, but it looks like the solution to all our charging problems is finally nearly at hand.

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