The Amped EV Podcast

The complexities of EV battery technology are getting more and more... well... complex. But, while attributes like range, longevity, durability and chemistry tend to get much of the limelight, there's one aspect of EV battery R&D that sits in the background without getting the fanfare it rightly deserves: Testing."As the battery is becoming more and more important as the propulsion energy storage system, there's a lot of testing and a lot of validation that needs to be done," says Don Wright, Unico vice president of engineering. "Those tests are very demanding, and as the battery packs start to change and we're getting into higher voltages and higher powers, the test equipment that goes along with it needs to change as well. This is where we're starting to see the transition to much higher power systems and higher voltages for our test equipment; we even have battery pack test systems that go up to 2,000-3,000 volts for very large applications."On this episode of The Amped EV Podcast, Wright highlights the importance of adapting test equipment to accommodate emerging trends, expectations and new business possibilities regarding the future of battery-swapping technology, and what we know about the integration of solid-state batteries in EVs. The Buzz: www.thebuzzevnews.com

Imagine the difference an additional 40% payload per trip could make to a refuse fleet. That's what Parker Meeks, CEO of Hyzon, is hoping to give haulers in the North American market looking to move away from diesel via Hyzon's hydrogen fuel cell-powered electric refuse trucks, which are now being tested in the U.S. in partnership with New Way, a refuse truck body manufacturer, and Recology, a San Fransisco-based hauler."While [all-electric refuse trucks] can do the work on a micro level going job to job house to house, the weight of the batteries creates a situation where most battery trucks can only do about 40-50% of a day's work, because there's a significant weight penalty that's on the truck because of how heavy those batteries are," Meeks says. "So, what we're seeing in most battery-electric trucks is up to a 40% payload penalty, meaning they can carry only 6-7 tons of trash. That's a big problem, because to accomplish the same refuse collection in a single day, you're either making 40% more trips or you're buying 25-40% more trucks. That is the fundamental reason why refuse fleets are so excited to try our truck because we believe we have a vehicle that is the only viable zero-emission refuge collection vehicle on the market today." In this episode of The Amped EV Podcast, Meeks breaks down how the performance of Hyzon's hydrogen fuel cell-powered electric refuse vehicle compares to all-electric or trucks with internal combustion engines, how Hyzon is addressing common hydrogen-related challenges like fueling and infrastructure, and how Hyzon has adapted what it learned from running this truck in Australia for the North American market. The Buzz: www.thebuzzevnews.com

Efficiency is a critical pillar in EV powertrain design. Ideally, EV components manufacturers want to convert every single available kilowatt stored within the battery into energy capable of driving the vehicle, and getting as close to perfect as possible is one of the holy grails of design. That's why engineers spend endless hours finding ways to mitigate the effects of heat and friction, because even seemingly tiny saves in these areas can make a huge difference when it comes to an EV's performance.With over 2.5 million electric drive systems (and counting!) delivered, GKN Automotive knows this as well as anybody. "It's really critical that the EV powertrain is designed to consume the least amount of waste possible to increase the range availability of the vehicle and give the driver a better experience when it comes to things like range anxiety or charging," says Ben DeLand, director of electrical hardware engineering, GKN Automotive. "In EVs, a mountain of R&D money and effort has been spent, and I think over the past 10 years we've seen massive gains in efficiency."In this episode of The Amped EV Podcast, DeLand gives his thoughts on the overlap and complexity in EV and all-wheel drive systems, how GKN Automotive aims to provide versatility in its EV powertrain solutions, the significant EV powertrain advancements that have been made over the past decade, and more.The Buzz: www.thebuzzevnews.com

Fleet electrification is tricky. Many fleet locations never planned to one day convert their vehicles to run using electric powertrains, and therefore lack the adequate electrical infrastructure to easily make the switch. The good news is that upgrade solutions are typically available, and today there are lots of partners out there who can help fleets get started. The bad news is that the upgrade process can involve lengthy wait times – sometimes up to two years – due to factors like utility management and equipment shortages.Tom McCalmont, CEO and co-founder of Paired Power, says his company has developed what he calls a novel solution that both circumvents the need for extensive grid upgrades and also significantly accelerates the installation process: PairTree, a pop-up solar canopy that offers freedom from costly construction and infrastructure upgrades required by traditional solar canopy installation."Over the last 10 or 12 years, solar has gotten dramatically cheaper, but the one type of solar that has not gotten dramatically cheaper is solar carports. And the reason they haven't is ... because they have a massive foundation, with steel and concrete going into the ground. It's a very labor-intensive process to construct the actual overhead canopy and it's slow," McCalmont says. "So, we thought about that problem. The PairTree has a ballasted foundation with a light attachment. It can be attached to the ground with ground screws, but it's not a massive foundation like you would do with a traditional canopy. All of that can be accomplished in one day with two workers."In this episode of The Amped EV Podcast, McCalmont discusses the challenges related to fleet electrification, why some fleets are turning to microgrid EV charging systems, and the adaptability of these charging systems to different geographic conditions.The Buzz: www.thebuzzevnews.com

First Student isn't messing around when it comes to its ambitions for school bus electrification – 30,000 school buses by 2035. At first glance, it may seem a bit pie-in-the-sky, but Kevin Matthews, head of electrification at First Student, assures that school buses may be the area that makes the most sense when it comes to fleet electrification opportunities in the U.S."That number was not a 'throw darts at a dart board approach.' We also believe this [growth will be] a little bit shallower than a hockey stick, where when you get to around the year 2029 or 2030 we'll see a real uptick in the percentage of buses that become electric," Matthews says. "The yellow school bus has been the redheaded stepchild of the automotive industry for a long, long time. But as we transitioned to electrification, we've actually moved toward the tip of the spear."In this episode of The Amped EV Podcast, we discuss how mandates for electric school buses in various states line up with the natural replacement cycle of school buses, the dual approaches districts adopt in electrifying their fleets, and shed light on the timelines and complexities involved in transitioning to electric school buses.

Electric vehicle charging and grid management are both critical factors when it comes to handling the increased adoption rates of EVs. The fragmented nature of the electric utility industry mixed with the necessity for the intelligent management of EV charging on a hyperlocal level isn't an easy hurdle to cross – and it's hard to do it alone.The good news is that the industry is intimately aware of this, and partnerships are cropping up to intersect well-designed hardware with advanced grid management. The partnership between Wallbox and Weavegrid is one of those.WeaveGrid, a software company that enables rapid electric vehicle adoption on the electric grid, and Wallbox, a leading provider of electric vehicle charging solutions, recently announced their joint effort to expand access to utility-managed charging programs for North American Wallbox owners, beginning with Xcel Energy’s Charging Perks Program in Colorado, where Xcel Energy currently serves around 1.3 million residential customers."There's a very academic approach one can take to this sort of problem: It's looking at vehicles purely as batteries on wheels and drivers as just sort of an inconvenient human element to this problem of balancing out the batteries on those vehicles," says Yakov Berenshteyn, director, automotive & charging partnerships, Weavegrid. "I think that's a perspective that Wallbox and Weavegrid both have, and it's part of that shared value that led to this partnership. We need to make sure that this is a good driver experience and that's going to be manifested in this partnership."In this episode of The Amped EV Podcast, we discuss the need for renewable energy generation, the benefits of managing EV charging intelligently at a hyperlocal level, and how the partnership between Wallbox and Weavegrid is making strides in Colorado's growing EV market.The Buzz: www.thebuzzevnews.com

Electric vehicles have been steadily rising in popularity in the US for around a decade now, so surely consumers have had plenty of time to research and understand the differences in aspects like maintenance costs, range and government incentives, right?...Right?The truth is, there are plenty of misconceptions about the current state of EVs, a topic that has recently been researched in-depth by CDK Global in the company's recently published whitepaper "EV Confusion Carries On.""When we talk about EVs in general as an industry, we know a lot of things are true and we talk about them on shows like this, on LinkedIn, all those things. But we have to understand the American consumer is not following any of that," says Dave Thomas, director of content marketing and industry analyst at CDK Global. "What they mostly see about EVs is what's in the mass media or from friends in their networks. And the one thing they all know is EVs are more expensive overall. They cost more to buy. Tesla started all off as a luxury brand when it started. That's kind of core to their belief."As we know, it's a core benefit of an EV that maintenance costs are lower, there are no oil changes and brakes should last much longer," he continues. "All those kinds of things should pay off for the consumer in the end. But, EV shoppers ranked maintenance as being more expensive, so it's all over the place." On this episode of The Amped EV Podcast, we speak with Thomas about EV maintenance, EV tax credits and the effect that social networks have on one's knowledge and interest in EVs. The Buzz: www.thebuzzevnews.com

The U.S. energy grid is a complicated, dynamic system involving a vast infrastructure, power generation, transmission, distribution, substations, and so much more. Thus, it would be easy to assume that creating your own, personal microgrid – something that fleets across the country are beginning to experiment with – would be a hair-pulling, blood-boiling process.The truth is that establishing a microgrid can be an intimidating experience, but doing so can be well worth it for fleets making the transition from diesel- to electric-powered vehicles. Setting up a microgrid allows the fleet to create a localized energy systems that offer control over power generation, involving components like batteries, solar panels, and software solutions. Microgrids integrate batteries, solar panels, and generators with software solutions, granting control over start-stop functions, scheduling and historical records."To call something a microgrid can make it kind of daunting, but in reality, it's just the way you get power onto your property," says Terry O'Day, the chief operating officer and co-founder of InCharge Energy, a company that works with fleets to establish microgrids and renewable energy charging capabilities. "We can get you in business with a microgrid in nine months, and that will solve the problem of fueling on site."On this episode of The Amped EV Podcast, we speak with O'Day about the benefits of microgrids for fleet managers, such as providing fueling for EVs on-site and allowing for better control over charging schedules. We discuss the key factors fleet owners should consider when evaluating the feasibility of integrating microgrids, including fleet size, power needs, and available real estate.The Buzz: www.thebuzzevnews.com

Autonomous vehicles tend to be electrified using powerful batteries because they are covered in sensors and require the latest computer hardware to interpret the onboard data in near-real time. This draws a ton of electric power, and an all-electric battery pack can not only provide this power, but keep the stream much more steady and stable when compared to an ICE engine.These sensors work together to provide a comprehensive view of the vehicle's surroundings, enabling it to detect and respond to various objects, obstacles, road conditions, and traffic situations. But, what if you eliminated the lanes these vehicles use to navigate completely?Low-speed autonomous vehicles are expected to navigate areas without lanes with short stopping distances. This makes them suitable for various environments like resorts, hospitals, university campuses, industrial campuses, retirement villages, gated communities, airports and more.On this episode of The Amped EV Podcast, we speak with Avinoam Barak, the CEO of Carteav, a company that develops autonomous low-speed electric vehicles. During our conversation, he dives into the technology Carteav uses – like sensor fusion, which combines lidar, radar, and cameras to enhance the vehicle's perception and safety. We also discuss the navigational accuracy of these vehicles as well how to address the infrastructure challenges that come with managing these vehicles.The Buzz: www.thebuzzevnews.com

Think back to the year you first received your driver's license. What did you do? Maybe driving to school or across town to a friend's house was your idea of excitement. Maybe you even braved the highway, holding your breath on the onramp until safely merged into traffic.When multiple-time Guinness World Record holder Rainer Zietlow first received his license in 1988, one of his first missions was to conquer the Sahara Desert via a six-week trek."My friend told me about his father doing a tour through the Sahara and I said, 'Hey, let me buy a car and I join you,' Zietlow said. "[There were] no signs, with nothing support you. Some people got stuck in the sand, some even would drive by without getting enough water. That was really an adventure."It was the beginning of a lifelong passion for pushing the limits of what we believe can be accomplished in a vehicle, and has evolved into Zietlow crushing over a dozen world records. Today, he mainly focuses on beating records while driving electric vehicles."The interesting thing is that since 2020, you cannot ask anyone about combustion engine projects. They will only accept EV projects," he says. "My last combustion engine project was in 2018." Zietlow is also the owner of Challenge4, a company based in Germany that specializes in planning and executing these record-breaking expeditions.On this episode of The Amped EV Podcast, Zietlow delves into the challenges of long-distance electric vehicle driving, like range anxiety and the need for charging infrastructure. He also touches on the unique conditions he faced in Alaska, including extremely low temperatures and the importance of his tires when it comes to winter driving.The Buzz: www.thebuzzevnews.com