Hyundai has been involved in hydrogen vehicle research and development for nearly three decades now, a nod to the company’s vision that hydrogen may well play an important part in our motoring future. That future seems more plausible given the vast deposits of extractible geologic ‘natural’ hydrogen recently discovered in the U.S. and around the world. The hydrogen NEXO fuel cell vehicle has been Hyundai’s most recent standard bearer in this realm since its debut in 2019.
The Korean automaker’s latest advancement is the debut of its second generation NEXO hydrogen fuel cell electric vehicle, a nameplate that debuted at the Consumer Electronics Show as a replacement to the Tucson FCEV back in 2019. The all-new 2026 NEXO improves on its predecessor in important ways, not the least of which is its ability to drive a projected 400 miles courtesy of an improved fuel cell, higher output motor drive system, larger hydrogen tank, and bigger battery.
Longer, taller, and wider than the model that came before it, the all-new NEXO features a more chiseled appearance and improved aerodynamics for efficiency. Exterior design cues include bold lines, horizontal groove patterns, an arch-shaped cross section, distinctive HTWO headlamps, and four “dot” lamps within the grille that distinguish NEXO as a hydrogen fuel cell model. An extensive suite of driver assistance and active safety systems is provided. Six color choices will be available including Ocean Indigo Matte, Ecotronic Gray Pearl, Creamy White Pearl, Amazon Gray Metallic, Goyo Copper Pearl, and Phantom Black Pearl.
NEXO is designed to be more than just a sustainably powered vehicle. Its interior is replete with sustainable materials including bio-process leather, bio plastics, recycled PET fabric, bio paint, bio PU slab foam, and recycled automotive plastic waste. The spacious cabin’s design theme aims to impart the comfort of home through features like soft padding with patterns while also reinforcing its high-tech nature with a curved information display, dashboard-integrated digital side mirror displays, and an island-type center console with a 120-volt AC outlet powered by the vehicle’s high voltage battery.
Greater overall performance is delivered with a new power electronics system that increases NEXO’s total power output from its previous 184 horsepower to a new 258 horsepower rating. Battery output has doubled to 80 kW while hydrogen stack output has increased 16 percent to 110 kW. All this delivers improved 0-62 mph (0-100 km) acceleration in just 7.8 seconds, a 1.4 second improvement from the previous generation NEXO.
While available to global markets later this year, in the States the hydrogen NEXO will be available only in California. Price will be released closer to the NEXO’s launch date.
The electric vehicle (EV) industry in the United States stands at a pivotal moment. What once seemed like a rapid and inevitable shift from internal combustion engine (ICE) vehicles to battery-powered alternatives has become a more complicated and uneven transition. A few years ago, automakers predicted EVs could account for 50 percent – or even 100 percent – of new-vehicle sales by the early 2030s. While we’re still bullish on the mass adoption of electrification, not just in personal transportation but also the energy storage systems and other industries, those initial forecasts face a reality shaped by economic, technological, political, and social hurdles.
Government policy has played a major role in the EV sector’s growth – and its recent turbulence. Subsidies, emissions targets, and infrastructure investments in recent years have spurred significant momentum. However, the new administration has re-evaluated EV tax credits while easing emissions standards and renewing support for fossil fuels.
Adding to the disruption are proposed 25 percent tariffs on vehicles, batteries, and components imported from Canada and Mexico, two crucial parts of the North American EV supply chain which has been optimized for more than 30 years. The potential for tariffs to upend established supply networks has led many manufacturers to delay or reconsider investments. This turbulence threatens not only EV growth but also the broader automotive sector, which depends on global sourcing and long-term planning.
While we are fully committed to U.S. battery cell manufacturing and onshoring as much of the supply chain as possible, there are still crucial elements of our supply chain that we source from abroad. Most artificial graphite is still processed in China – not because this is a difficult technology to master, but given that this is a low-tech, energy-intensive process that makes more sense to do in a country that has lower, government-subsidized energy costs.
It wouldn’t be impossible to onshore this process, but we’d first have to explore broader conversations as an industry and country about what elements of manufacturing are the most strategic, high-value, and worthy of bringing into our communities.
At the consumer level, EV adoption is proving slower and more complex than early forecasts suggested. High upfront costs, persistent range anxiety, inconsistent public charging infrastructure, and general consumer skepticism continue to act as barriers. Some industry analysts describe the slowdown as a natural, temporary “ebb,” common in technological transitions. Still, without major shifts in technology, infrastructure, and policy, achieving earlier market share projections looks increasingly unrealistic.
Until we help enable more affordable EV choices for customers, the industry will have to adjust to expectations and strategies to match the market’s more gradual pace.
Amid the instability, LG Energy Solution continues to be a key player. We’ve invested heavily across North America, with eight battery plants either completed or underway, including joint ventures with major global automakers such as General Motors, Honda, Hyundai, and Stellantis. We also have three wholly-owned cell-makings plants in Holland and Lansing, Michigan, along with Queen Creek, Arizona.
Despite our presence in the industry, we still face the same headwinds as the broader market: rising material costs, supply chain disruptions, and uncertain demand. Building massive battery capacity is a bet on sustained EV growth – a bet that, while logical in the long run, carries substantial short- and medium-term risks.
Mass EV adoption will require more than a steady battery supply and affordable vehicle choices that meet customers’ range requirements. Critical technological and infrastructure challenges must be solved. Industry studies point to several areas for development, including:
We, like other industry leaders, continue to invest in R&D to improve battery chemistry and formulas that balance cost and energy density. We’re also interested in helping expand charging infrastructure, where compatibility and reliability issues remain hurdles for EV drivers.
However, scaling public charging infrastructure, especially in rural and underserved areas, requires significant investment that private companies alone cannot deliver. Federal, state, and local governments play essential roles in filling these infrastructure gaps.
Affordability remains another major barrier to EV adoption. Although the price gap has narrowed – ICE vehicles averaged about $48,000 in 2024 compared with $56,000 for EVs – the difference remains significant for many consumers. Federal tax credits and automaker discounts have helped, but with incentives under political scrutiny, affordability concerns could deepen.
Part of this is on us as an industry to give customers a good reason to embrace EVs. Faster, cheaper, better products always win in the marketplace. We’ve achieved two of these elements with EVs, and you could realistically argue that China, with its more mature and developed EV market, is already there. I believe that as we make EVs more affordable – think $30,000/300-mile range vehicles – mass adoption will inevitably follow.
Tariffs add further pressure. If imposed broadly, tariffs on critical minerals, battery components, and finished vehicles could raise costs at a time when lower prices are essential to broader EV adoption. While automakers and suppliers develop contingency plans to manage supply disruptions, there is no substitute for a stable, cooperative trade environment when it comes to building a resilient EV ecosystem.
Despite current challenges, the long-term outlook for EVs remains strong. Governments globally continue pushing for cleaner transportation, consumers are becoming more comfortable with EVs, and technological advancements are steadily improving battery performance and reducing costs.
Still, the path forward will likely be slower and more uneven than early projections suggested. In fact, some smaller or less diversified players may struggle or exit the market. Industry consolidation among battery makers, automakers, and suppliers seems increasingly likely.
As the battery cell and related industries consolidate in the next few years, LG Energy Solution is in an advantageous position as an established company with mature technology, a high and consistent production yield rate, and more than 70,000 battery-related patents across the spectrum of different chemistries, form factors, and other technology. We plan to ride out the current storm, and we’re actually seeing more interest from potential OEM partners who appreciate that we’re a safe long-term bet.
LG Energy Solution’s investments position it to navigate volatility and competition. However, success will depend not just on existing scale but on continuous innovation, cost control, partnerships, and political flexibility.
Beyond battery production, LG Energy Solution is exploring broader opportunities in the future of urban mobility. In Detroit, for example, the company has supported early discussions about creating EV-exclusive zones that could serve as test beds for new urban transportation models. While these ideas are still in development, they illustrate the increasingly complex ecosystem that EV suppliers must engage with – one that includes cities, utilities, tech firms, and real estate developers.
Still, real transformation will require broad collaboration. Transforming urban areas into EV-friendly environments demands regulatory changes, infrastructure investments, consumer education, and cross-sector coordination on an unprecedented scale.
When it comes to capital-intensive industries like batteries and complex technology that offers long-term but perhaps not immediate payoffs, some government support is helpful to spur adoption and seed investment and growth. Make no mistake, we do not believe that subsidies like the 30D and 45X credits from the IRA are a long-term solution, but they have both played an essential role in getting this vital, strategic industry established in the U.S.
It’s also important to note that LG Energy Solution was investing in U.S. battery production long before the advent of the IRA, and we will continue to do so, even in a changing political environment as we believe in the long-term prospects of the technology in this market.
The EV transition is not a straight path; It is a complex evolution filled with fits and starts, shaped by shifting political winds, economic uncertainties, and technological hurdles. We are helping to drive this transformation, but the industry’s success will depend on efforts far beyond those of any single company.
With careful planning, public-private cooperation and a willingness to adapt to changing realities, the vision of a sustainable, electrified future remains within reach. The question is not whether the transition will happen – but how quickly, how smoothly, and who will still be standing when it does.
Robert Lee is President of LG Energy Solution North America.
The electric vehicle (EV) industry is no longer emerging – it’s a global race. You don’t need headlines to see the electric revolution underway; you just need to look around. From quiet electric lawnmowers to battery-powered tools and sleek EVs in driveways, electrification is here, and it’s being driven by real consumer choice – not just regulations.
Electric technologies are more efficient, quieter, and cleaner. But full-scale electrification still faces major hurdles, especially in how we power EVs and manage that power once it’s onboard. At the heart of this transformation is the challenge of managing energy on both sides of the plug: from the grid to the vehicle, and from the battery to the wheels.
This is where Eaton excels. With over a century of experience managing electrical and mechanical power, Eaton brings a unique, system-level perspective to electrification, delivering smarter solutions for both infrastructuring and vehicle architecture.
Before an EV can drive a mile, its power must travel through a complex web of electrical infrastructure. The real bottleneck to deploying EV charging at homes, businesses, and public sites isn’t hardware, it’s ensuring the grid can handle the added load.
Eaton’s Electrical Sector has long powered critical infrastructure like hospitals and data centers. Today, that same expertise is helping to scale EV charging networks. From circuit breakers and switchgear to UPS systems and advanced metering, Eaton’s portfolio ensures that power can be delivered safely, reliably, and efficiently.
To simplify deployment, Eaton partnered with ChargePoint, combining chargers, power distribution gear, and engineering services into a single solution. This streamlines electrification for businesses and municipalities.
Looking ahead, Eaton and ChargePoint are also developing bidirectional charging and vehicle-to-everything (V2X) capabilities. These technologies will allow EVs to feed power back to homes or the grid, turning vehicles into mobile energy assets.
Managing energy doesn’t stop at the charging cable. Inside the vehicle, power must be used wisely to maximize range, performance, and safety. Eaton’s Mobility Group brings decades of experience in vehicle power electronics, safety systems, and drivetrains to meet this challenge.
One example is Eaton’s Battery Disconnect Unit with Breaktor protection, which integrates the functions of fuses, contactors, and pyro switches into a single, compact device. This innovation enhances safety by enabling ultra-fast fault isolation while reducing the number of components – making electric vehicles lighter, more efficient, and more reliable.
Another innovation is the Battery Configuration Switch (BCS), developed with Munich Electrification. It allows EVs to seamlessly switch between 400-volt and 800-volt charging systems without compromising performance, improving both compatibility and reliability.
One of the most overlooked challenges in EV design – especially for commercial vehicles – is drivetrain performance. Traditional direct-drive EV systems struggle with acceleration, high-speed efficiency, and gradeability, especially when carrying heavy loads.
Eaton solves this with a portfolio of EV transmissions purpose-built to improve torque, efficiency, and flexibility across light-, medium-, and heavy-duty commercial vehicle platforms.
Its heavy-duty 4-speed EV transmission, recognized as a 2024 Automotive News PACEpilot Innovation to Watch, delivers smooth launches on 30 percent grades and maintains highway speeds on inclines as steep as 7 percent. The transmission leverages a proven layshaft architecture – common in automated manual transmissions (AMTs) – but reengineered for EVs. Without a clutch, gear shifts are synchronized by the traction motor, resulting in greater efficiency and seamless performance.
Medium-duty EVs benefit from 4- and 6-speed variants that have logged over 2 billion real-world miles. Their lightweight countershaft design and electric gear actuation allow for smaller, more efficient motors – reducing battery size and improving range.
Also, part of the lineup is Eaton’s ultra-compact 4-speed transmission, which delivers exceptional torque density, more payload capacity, extended range, and added space for battery packaging. This design makes it easier for OEMs to tailor powertrains to their specific duty cycles.
Together, these EV transmissions help overcome the limitations of direct-drive systems, providing diesel-like performance while improving acceleration, climbing ability, and highway cruising efficiency. This matters in real-world applications where every percent of efficiency and every pound of payload makes a difference.
In EVs, even the smallest components can have an outsized impact on performance. Eaton continues to lead in terminals and connectors that maximize conductivity and minimize heat loss. Products like high-power lock box terminals and RigiFlex busbars ensure efficient power flow to critical subsystems – from infotainment and climate control to traction motors and braking.
These components support flexible vehicle architectures, enabling OEMs to customize designs while maintaining safety and performance.
Reliability is critical, especially in crash scenarios. Eaton’s dual-trigger pyro fuses act like airbags for the electrical system, disconnecting power instantly in the event of a crash. Combined with Breaktor technology and Bussmann EV fuses, Eaton offers a full spectrum of circuit protection tailored to evolving EV requirements.
These systems help EVs meet the toughest safety standards without adding unnecessary weight or complexity – an essential balance for today’s high-performance electric vehicles.
What sets Eaton apart isn’t just one standout product, it’s the company’s ability to manage power from the transformer to the transmission. The Electrical Sector ensures grid readiness and smart infrastructure. The Mobility Group ensures vehicles are equipped to use that power safely and efficiently.
Few companies have the breadth and depth to support the entire EV power journey. Fewer still have done so with the legacy of safety, innovation, and sustainability that Eaton brings to every product it builds.
Electrification is no longer a dream – it’s happening. But to reach its full potential, the industry needs partners who understand how to connect every dot in the power ecosystem. Eaton manages both sides of the plug, and that may be exactly what the EV industry needs to bridge the gap between promise and progress.
Mike Froehlich is Global Vice President of Engineering-eMobility at Eaton., an intelligent power management company that makes products for the mobility, utility, industrial, aerospace, and other markets.
As we stand at the threshold of transportation's electric future, there's an uncomfortable truth we must confront: the very infrastructure that supported EV adoption's early phase is now poised to become its greatest limitation. Global EV sales are set to capture 20 percent of the market this year, with projections showing this could exceed 60 percent by the mid-2030s. In the United States alone, the electric fleet is expected to grow from approximately 5 million vehicles today to between 26-27 million by 2030, according to analyses from both Edison Electric Institute and PwC, eventually reaching a staggering 92 million by 2040. But beneath these impressive growth curves lies a critical vulnerability few are discussing – our charging infrastructure is fundamentally misaligned with the coming wave of mass-market adoption.
The revolution that began with early adopters choosing EVs for environmental and technological reasons is now evolving into a mass-market transformation. But there's a critical disconnect between this projected growth and our ability to support it. The EV revolution will move at the speed of its infrastructure. Without a fundamental shift in charging architecture, we'll hit that wall where EVs are increasingly popular but increasingly difficult to charge.
Current charging solutions were designed for yesterday's EV market – a market characterized by limited demand and modest infrastructure requirements. These systems typically scale to just eight charging points per power cabinet, require disproportionate grid upgrades for expansion, and can't efficiently serve the growing diversity of vehicles from compact cars to commercial trucks.
This creates a three-fold problem:
For years, the industry has engaged in marketing increasingly powerful chargers as the primary metric of innovation. That era is ending. The new competitive battleground will be intelligent power distribution: getting the right amount of power to the right vehicle at the right time – every time! This shift represents charging infrastructure's evolution from a relatively simple fueling model to a sophisticated energy management system that maximizes throughput and return on investment.
When one vehicle needs 50kW and another needs 250kW, the infrastructure should seamlessly accommodate both without overprovisioning or underserving either. This capability – dynamic power allocation based on real-time demand – marks the difference between yesterday's charging paradigm and tomorrow's.
These limitations aren't merely technical challenges. They create practical and economic barriers that threaten to derail the EV transition:
Without a fundamental shift in charging architecture, we face a future where EVs become increasingly popular but increasingly difficult to charge. The market could stall precisely when it should be accelerating.
After over a decade pioneering DC fast charging technology, we at Tritium recognized this fundamental challenge requires more than incremental improvements. It demands a complete reimagining of charging architecture.
"Today marks a paradigm shift in EV charging infrastructure," I noted during our unveiling of TRI-FLEX at ACT Expo 2025. "TRI-FLEX is not just an incremental improvement but a fundamental reimagining of distributed charging architecture designed to scale efficiently at the speed of coming demand in the market."
The core innovation is what we call ultra-scaling distributed architecture – a revolutionary approach that enables unprecedented flexibility and scalability:
The architecture fundamentally changes how we think about scaling charging infrastructure: "Think of traditional charging like having separate water heaters for every shower in your house – inefficient, expensive, and difficult to scale," as I explained to industry analysts. "TRI-FLEX is like one smart water heater serving many showers simultaneously, giving each precisely the temperature and pressure it needs."
This isn't just a technological advancement – it's an economic breakthrough that transforms the financial equation for charging infrastructure deployment:
For drivers, this means the near elimination of "the last vestiges of range anxiety." Going forward, the biggest pain point won't be vehicle range – it will be finding available chargers when and where you need them. TRI-FLEX changes that equation by allowing for fast, cost-effective scaling of EV charging locations that can keep up with accelerating demand.
The coming EV surge – growing from today's early adoption phase to projected fleets of 27 million by 2030 and 92 million by 2040 in the U.S. alone – requires infrastructure that can scale without bounds, optimize without waste, and adapt without replacement.
Ultra-scaling distributed architecture isn't just an option for the future of charging – it's an imperative if we want to remove the final barrier between early adoption and mainstream electrification. Without this evolution, we risk creating the very bottleneck that could stall the EV revolution.
For operators, the choice is clear: continue with architectures designed for yesterday's market or embrace solutions that align with tomorrow's demand. The stakes couldn't be higher – not just for individual businesses but for the entire transition to sustainable transportation. The EV revolution needs infrastructure that can move at the speed of its ambition. That infrastructure begins with ultra-scaling distributed architecture.
Arcady Sosinov is the CEO of Tritium, a global leader in DC fast chargers for electric vehicles.
The march toward electrification is still moving forward, even if the momentum has slowed in recent months. One key reason the positive push remains is the devoted legion of EV owners. This group has taken the plunge to go electric and they’re going to keep buying EVs well into the future.
For the second year in a row, CDK – one of the largest software suppliers to car dealers and automakers – surveyed hundreds of EV owners to better understand their day-to-day lives with the technology and their attitudes toward it. Four out of five (82 percent) owners say they’ll buy another EV in the future, a significant number that suggests a solid future for EV sales.
Nevertheless, 69 percent of owners say they’ll “always” own a gas or hybrid car along with an EV. This suggests they believe there are specific limitations to the technology and are hedging their bets. However, this contradicts many of the study’s findings that illustrate just how much owners utilize their EVs in all driving scenarios as well as a passion for the vehicles themselves.
In the 2024 study, the love for EVs was off the charts. This year, the numbers across the board feel less enthusiastic even though they’re still quite high. For example, when asked if they were happy with their purchase, 93 percent of EV owners last year said yes. In 2025, the number fell to a still healthy 86 percent. Does this mean the glow is fading? Perhaps.
But one significant change made to the CDK study makeup may have indirectly altered the results. Last year, CDK ensured half of the respondents were Tesla owners, reflecting the market share at the time. This year, noting the inroads of traditional automakers in the EV space and Tesla’s diminishing market share, the Tesla owner makeup is closer to a quarter of the respondents.
And Tesla owners are more enthusiastic about their car than other EV owners. Take those two factors and you get a pretty solid explanation for the lower overall results for owner satisfaction. Still, 68 percent of non-Tesla owners said their EV was the best car they’d ever owned, and 65 percent said it was the best car they’d ever driven. Tesla owners in comparison ranked those at 75 percent and 71 percent, respectively. The survey took place between the 2024 presidential election and 2025 presidential inauguration, so Elon Musk’s political leanings were well publicized over this period.
Each year new EVs improve and evolve with most delivering well over 200 miles of range. Nearly every new EV sold in California (the country’s largest EV market) had more than 200 miles of range in 2024. Three-quarters (76 percent) of respondents in the CDK study said their EVs had 350 miles of range or more. And that number was negatively impacted compared to the year before because of the lower number of Tesla owners because Teslas generally have ranges higher than 250 miles.
Still, these higher numbers had a big impact on charging behavior. Extensive range meant less people charged every day, falling from 38 percent last year to 34 percent this year. And the number who charge every third day grew from 20 percent to 23 percent.
Less EV owners are installing Level 2 chargers in their homes as well, falling from 76 percent last year to 63 percent this year. Nearly half (46 percent) said it was a “hassle” to deal with a charger, up from 36 percent last year. Of those without a home charger, 82 percent said they charge at a public charging network. Only 9 percent of these owners said they charge at work.
Longer range and faster charging time is improving the road trip experience as well. Almost half (45 percent) of EV owners said they faced no problems on long-distance trips in terms of charging or reaching their destination. The most common issue – with nearly a quarter of Tesla and non-Tesla owners – was occupied charging stations and having to wait. And road trips are getting longer. The number of owners who took road trips 750 miles or more grew from 18 percent to 27 percent
The debate on future EV sales often centers around the current tax incentives for both new and used EVs, which are likely to disappear by year-end. While this may significantly impact sales, especially EV lease transactions, most EV owners said tax incentives had little impact on their overall decision to go electric.
Just 7 percent of owners said the tax incentive was the top motivator to purchase an EV. The main motivation was cost efficiency with environmental impact second. More than three-quarters (76 percent) of owners said they saved money by driving an EV.
The future sales success of EVs may be in doubt with shifting economic and political winds, but by listening to owners, it’s apparent there will be a steady base of future buyers. Increasing range, additional models entering the EV market, and more infrastructure investments (private and public) should bolster the technology’s success as well. The biggest question on everyone’s mind is: Just how quickly will EV market share grow?
David Thomas is Director of Content Marketing at CDK Global, a leading provider of cloud-based software to dealerships and original equipment manufacturers across automotive and related industries.
Electric vehicles reached a new record market share in 2024, so it seems the enthusiasm for electrification won’t be powering down anytime soon. Adoption of electric vans and trucks continues to grow on the commercial side, including among large cities, small towns, and businesses of all sizes. That’s what we’re seeing every day at Ford Pro, the commercial vehicles division of Ford Motor Company.
Based on conversations with real-world Ford Pro customers, we’ve gleaned three trends for 2025 on electric vehicles in business and government fleets that are worth considering.
Early adopters are entering their next phase: Many companies that were early adopters of electric vehicles in pilot programs are now expanding their fleets. That’s likely to continue in 2025, having found that electrification made good business sense for them.
Elite Home Care, a South Carolina-based senior and disability care provider, started their electrification journey with a single Ford E-Transit electric van in 2022. Today, they have 27 E-Transit vans upfitted with lifts providing over 10,000 trips per month for their patients while saving $6,500 per van each year.
Chris Russo, co-founder of Elite Home Care, shared with us what these savings have meant for his business: “E-Transits have allowed us to expand our business because we save so much money. Now we can expand our reach to more people needing care. Moving to E-Transit vans has lowered our fixed costs. It’s allowed us to do more of the things we’d like to do to give back.”
Business and government customers are increasingly learning from their connected vehicles and relying on those learnings to make informed business decisions. These insights include realizing fuel and cost savings, tracking efficiency, staying ahead of the curve on maintenance, and even knowing when to replace vehicles.
DHL Express, a global delivery and logistics company, uses Ford Pro E-Telematics to see how much gas and carbon dioxide emissions they’re saving by switching to electric vehicles.
Chris Wessel, director of U.S. Fleet for DHL Express, told us how important that data is for a sustainable company with a stated goal of 60 percent of its last-mile delivery fleet being zero-emission by 2030: “In conjunction with other tools, we’re using Ford Pro E-Telematics to look at the fuel savings of our fleet, and then we’ll tie that back to our carbon reporting, making sure that we have a holistic view of our fleet and greenhouse gases avoided.”
Data is also helping customers decide when – or if – to electrify their fleet. Ford Pro E-Switch Assist, our free online tool that uses vehicle telematics data to determine fleet suitability for electric trucks and vans, has already assessed more than 38,000 vehicles.
If you’re reading this, chances are good there’s an electric vehicle charger installed outside your office, warehouse, or other place of business. But commercial electric vehicle charging is increasingly moving beyond the vehicle depot or company parking lot and into employees’ homes and other locations – and not just in warmer locales like California or Texas, but across a wide range of climates, terrains, and geographies.
With nearly a third of fleet managers reporting company vehicles being taken home at night, that trend will likely grow throughout 2025.
Fize Électrique, an electrical contractor in Canada, has installed six Level 2 chargers at its office. But their employees who take their company electric vehicles home at the end of the workday also have chargers installed at their homes.
Alain Fiset, director of smart energy for Fize Électrique, explained why they’ve split their charging between depots and employee homes: “Having a charging station for each EV is necessary for a smooth experience. The key to success with an electric vehicle is to charge it every night on a Level 2 charger.”
Behind these trends is an important fact: having the right team behind you makes adopting electric trucks and vans easier. That’s why Ford Pro offers an end-to-end solution of vehicles, charging, software, service, and financing to help streamline the process and maximize uptime for small, medium, and large business and government fleets. Just ask BellaVista Landscaping in San Jose, California, which has used the full spectrum of Ford Pro solutions in adding 25 hybrid and electric vehicles to its fleet since 2023.
As we enter 2025, look for companies to charge ahead with electric trucks and vans, the chargers and software that power them, and the service solutions that keep them on the road.
Trevor Blum is Senior Manager, Commercial Electric Vehicles at Ford Pro
Manufactured in Tennessee on Volkswagen’s MEB modular world electric car platform, the 2021 VW ID.4 presents a new and compelling all-electric SUV that enters a segment presently dominated by Tesla, Chevrolet, and a select few others. What ID.4 brings to the battery electric SUV segment that Tesla doesn’t is price, coming in at a base cost of $39,995, some $10,000 less than Tesla’s Model Y.
For this, electric vehicle buyers get SUV hatchback utility, three-foot legroom in all seating positions, and ample luggage capacity for 5 adults. VW estimates ID.4 driving range at 250 mile on a full charge, and additionally points out that an additional 60 miles of range is attainable in just 10 minutes from a public DC quick-charge station.
Sporting a stature similar to that of Honda’s CR-V, the Volkswagen ID.4 rides on a steel-framed architecture featuring strut-like front suspension and multi-link suspension with coil-over shocks at the rear. This, combined with a long wheelbase and short overhangs, promises a smooth ride dynamic. Braking is handled by front disk and rear drum brakes.
A single permanent magnet, synchronous electric motor directs power to the rear wheels. The ID.4 produces 201 horsepower and 228 lb-ft torque that’s expected to deliver a 60 mph sprint in about 8 seconds. Electricity to power the motor is provided by an air-cooled, frame-integrated 82 KWh lithium-ion modular cell battery. An onboard 11KW charger enables three charge modes via standard 110-volt household power, 220-volt Level 2 charging, or DC fast charging. Typical charging with a home wall charger or public Level 2 charger will bring a full charge in 6 to 7 hours.
A minimalistic yet futuresque cabin with segment leading cabin volume rounds out ID.4’s architecture. Features include a driver-centric, touch sensitive steering wheel and a view-forward 5.3-inch ID information center that replaces conventional gauges. Vehicle operation is through steering wheel-mounted switches, with infotainment, climate control, device connectivity, navigation, and travel information accessed through a 10.3 inch touchscreen monitor. A 12 inch monitor is available with the model’s Statement Package.
Topping the list of features is expanded voice command and a communicative dash-integrated ID light bar. ‘Intuitive Start’ driver key fob recognition enables pre-start cabin conditioning capability. Base model upholstery is ballistic cloth with leatherette seat surfaces optional.
Volkswagen’s IQ Drive driver assist and active safety suite features travel assist, lane assist, adaptive cruise control, front and rear sensors, emergency assist, blinds spot monitoring, rear traffic watch and more. All this comes standard along with Pro Navigation, a heated steering wheel and front seats, wireless phone charging, and app connectivity for compatible devices.
The ID.4 EV is available in six colors and two trim levels, Gradient and Statement, for personalization. The optional Gradient package features a black roof, silver roof trim, silver accents, and silver roof rails along with 20-inch wheels to complete the upscale look. Looking forward, while rear-wheel drive is the choice today, Volkswagen is already talking up an all-wheel drive variant for early 2021 along with a lower-priced base model.
As the world’s largest automotive group, Volkswagen has the capacity to change the ever-expanding electric-car landscape. Looking at the style and utility of VW’s all-new ID.4, you can sense the renewed “people’s car” direction of the brand that accompanies the automaker’s commitment to electrification. VW says it’s aiming at selling 20 million electric cars based on the MEB electric car platform by model year 2029. Certainly, the potential for selling in truly significant numbers is reinforced by ID.4 pre-orders selling-out in just weeks, it’s safe to say.