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Porsche-backed Group14 closes new funding, takes control of JV's battery material plant

Porsche-backed Group14 closes new funding, takes control of JV's battery material plant

Yahoo5 hours ago
(Reuters) -Group14 Technologies said on Wednesday it had raised $463 million in its latest financing round led by South Korean investment firm SK, as the silicon-based battery material startup aims to scale up production.
The startup said it also acquired the remaining 75% stake in its joint venture with SK, gaining full ownership of manufacturing operations for its silicon battery material in South Korea.
The Woodinville, Washington-based company makes silicon-carbon composite material or SCC55, which can replace graphite anodes in lithium-ion batteries, enabling them to charge more quickly and hold more energy.
Demand for electric vehicles and advanced technologies has driven steady investor interest in the battery materials sector, with multiple companies competing to attract funding.
Venture capital firms are also increasingly targeting alternative battery materials companies, which have the potential to reduce the cost and size of battery packs, similar to the technology developed by Group14.
The company did not reveal the valuation for its latest funding in its statement, but a source familiar with the matter told Reuters it was higher than the startup's value of more than $1 billion in a 2022 round.
The battery materials manufacturer had secured $614 million in its extended series C round in 2022, and the latest series D funding brings the total equity raised to more than $1 billion, the company said.
The new round, series D, also saw participation from existing investors such as Porsche Investments, ATL, OMERS, Decarbonization Partners, Lightrock Climate Impact Fund and Microsoft Climate Innovation Fund.
The battery active material (BAM) factory in South Korea produces Group14's SCC55 at EV scale. The company now fully owns three BAM factories, with the other two located in Washington.
"We're strengthening regional battery supply chains and safeguarding our customers from global trade uncertainty," CEO Rick Luebbe said.
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2026 Hyundai Ioniq 5 N Review, Pricing, and Specs
2026 Hyundai Ioniq 5 N Review, Pricing, and Specs

Car and Driver

time6 minutes ago

  • Car and Driver

2026 Hyundai Ioniq 5 N Review, Pricing, and Specs

Overview The performance version of Hyundai's Ioniq 5 EV feels like a mad scientist's project gone very right. This car is full of internal contradictions, able to both maximize the output from its pair of electric motors—up to 641 horsepower in N Grin Boost mode—and faithfully impersonate the sound and feel of an internal-combustion machine, right down to simulated transmission shifts. Sure, it sounds gimmicky, but it works. We're big fans of the 5 N because it's able to scratch multiple itches at once. It's a performance car, a fresh take on EV performance, and a throwback all wrapped into one everyday-useful package. Electric range is 190 miles in our testing, which is toward the low end, but at least the 5 N can recharge quickly and, as of this year, has native access to the Tesla Supercharger network. Expert Tip: Want something a little more adult-looking? The Kia EV6 GT shares its platform and powertrain with the 5 N but dials back the track focus in favor of simplicity. What's New for 2026? For its second model year, the Ioniq 5 N sees a handful of updates. Chief among them is a switch to the Tesla-style NACS charging port; adapters for Level 2 and fast-charging come with it, and the included charge cable can now handle Level 2 in addition to Level 1 juicing. The N Drift Optimizer now offers 10 selectable stages instead of the original single mode. Pricing and Which One to Buy The price of the 2026 Hyundai Ioniq 5 N is expected to start around $68,000. Ioniq 5 N $68,000 (est) 0 $25k $50k $75k $100k $125k The Ioniq 5 N is offered in a single trim and with few options. Really, the only choice to make here is a color. Might we suggest Hyundai's Performance Blue? EV Motor, Power, and Performance EV Motors: 641-hp dual motor 641-hp dual motor Drivetrain: all-wheel-drive The Ioniq 5 N comes with a dual-motor, all-wheel-drive configuration that makes 601 horsepower—most of the time. When the N Grin Boost feature is used, the powertrain can temporarily spin up to a maximum of 641 horsepower. Its all-wheel-drive system gives drivers the ability to distribute the bulk of that power to the front or rear wheels as desired. There's even a dedicated drift mode that inspires enough confidence to let you hang the tail out in lurid slides. Four different modes (Eco, Normal, Sport, and N) adjust the steering weight, damping, and throttle sensitivity. There are also Endurance and Sprint modes to either preserve the Ioniq 5 N's battery range or unlock maximum power for tasks such as qualifying or drag racing. To make the N feel more like a high-performance gas-powered car with a multi-speed automatic, Hyundai has programmed in a simulated gearshift feature that replicates the feel of a shift when you pull the steering-wheel-mounted paddles. (The system can be turned on and off.) During our initial test drive, which was conducted solely on a racing circuit in South Korea, we found that the 5 N does a commendable job of tracking straight during all-out launches and under hard ABS engagement on mixed-traction surfaces. Handling is balanced and controllable when you want it to be, but the drift mode allows you to hang the tail out when it's time for more fun. On the road, the Ioniq 5 N can be as comfortable as a standard Ioniq 5 or, dialed up to its sportiest settings, transformed into a corner-conquering hero. 0–60-MPH Times C/D 60-mph Test: 3.0 seconds In Comparison: The related Kia EV6 GT needs 3.2 seconds to complete the same acceleration run, even though it now boasts the same output as its Hyundai cousin. View Photos Marc Urbano | Car and Driver Range, Charging, and Battery Life C/D Range Test: 190 miles The Ioniq 5 N comes with an 84.0-kWh battery pack that can charge on a DC connection at up to 238 kW. The EPA estimates the Ioniq 5 N's range at 221 miles of mixed driving per charge. On our highway fuel-economy test route, we managed a decent 190 miles before the battery depleted. Hyundai says the Ioniq 5 N can complete two laps of the Nürburgring Nordschleife before losing any of its performance. The company also claims that in Endurance mode, it can complete twenty minutes of track time, recharge in another 20 minutes on a DC connection, and then complete another 20 minutes of track time. Fuel Economy and Real-World MPGe EPA City Rating: 84 MPGe 84 MPGe EPA Highway Rating: 72 MPGe The EPA hasn't released any fuel-economy information for the 2026 Ioniq 5 N yet, but the 2025 model earned ratings of 84 MPGe city, 72 MPGe highway, and 78 MPGe combined. MPGe stands for miles per gallon of gas equivalent, an EPA metric that estimates PHEV and EV vehicle fuel efficiency. In our testing, a 2025 5 N averaged just 69 MPGe, but that's not a huge surprise in an EV that begs to be driven all out. For more information about the Ioniq 5 N's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo First Row: Those who've been inside the regular Ioniq 5 will find the N's interior familiar, but Hyundai has added several performance-oriented features to heighten the experience. A set of aggressively bolstered front seats helps hold you in place during high-speed cornering, and a unique steering wheel features buttons to access the SUV's drive modes, regenerative braking levels, and the N Grin Boost feature. Second Row: The N's rear seats are mostly standard-issue Ioniq 5, but with faux-suede inserts to match the fronts. A flat floor provides an open feeling, and legroom is pretty good for something this size. Cargo Capacity: We expect to see an identical amount of passenger and cargo space as the standard Ioniq 5, which held a maximum of 20 carry-on suitcases inside with the rear seats folded during our testing. View Photos Marc Urbano | Car and Driver Infotainment and Connectivity Infotainment: 12.3-inch touchscreen 12.3-inch touchscreen Connectivity: Bluetooth, wireless Apple CarPlay and Android Auto Bluetooth, wireless Apple CarPlay and Android Auto Audio System: 8-speaker Bose stereo A pair of 12.3-inch screens greets Ioniq 5 N drivers—one for the customizable gauges and the other to control the infotainment system. There are five USB-C ports available, three in front and two in the rear. Safety and Driver-Assistance Features The Ioniq 5 N comes with a wide array of driver-assistance features, including adaptive cruise control, blind-spot monitoring, and a surround-view camera system. Everything offered is included; there are no optional safety systems. Standard Safety Features: adaptive cruise control, blind-spot monitoring, lane-keeping assist For information about the Ioniq 5 N's crash-test results, visit the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) websites. Warranty and Maintenance Coverage Hyundai provides one of the best warranty plans in the industry. Likewise, it comes with an impressive amount of complimentary scheduled maintenance. Limited Warranty: five years or 60,000 miles five years or 60,000 miles Powertrain Warranty: 10 years or 100,000 miles 10 years or 100,000 miles Battery Warranty: 10 years or 100,000 miles 10 years or 100,000 miles Complimentary Maintenance: three years or 36,000 miles C/D Test Results and Specs We test every vehicle we can. Data in the chart below may be for a different model year if the model remained unchanged from when we last tested it. Specifications Specifications 2025 Hyundai Ioniq 5 N Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon PRICE Base/As Tested: $67,475/$68,685 Options: Performance Blue matte paint, $1000; carpeted floor mats, $210 POWERTRAIN Front Motor: permanent-magnet synchronous AC, 235 hp, 273 lb-ft Rear Motor: permanent-magnet synchronous AC, 406 hp, 295 lb-ft Combined Power: 641 hp Combined Torque: 568 lb-ft Battery Pack: liquid-cooled lithium-ion, 84.0 kWh Onboard Charger: 10.9 kW Peak DC Fast-Charge Rate: 238 kW Transmissions, F/R: direct-drive CHASSIS Suspension, F/R: struts/multilink Brakes, F/R: 15.7-in vented disc/14.2-in vented disc Tires: Pirelli P Zero PZ4 Elect 275/35ZR-21 103Y PNCS HN DIMENSIONS Wheelbase: 118.1 in Length: 185.6 in Width: 76.4 in Height: 62.4 in Passenger Volume, F/R: 55/52 ft3 Cargo Volume, Behind F/R: 59/26 ft3 Curb Weight: 4849 lb C/D TEST RESULTS 60 mph: 3.0 sec 100 mph: 6.9 sec 1/4-Mile: 11.1 sec @ 123 mph 130 mph: 12.9 sec 150 mph: 21.2 sec Results above omit 1-ft rollout of 0.2 sec. Rolling Start, 5–60 mph: 3.3 sec Top Gear, 30–50 mph: 1.5 sec Top Gear, 50–70 mph: 1.8 sec Top Speed (gov ltd): 163 mph Braking, 70–0 mph: 153 ft Braking, 100–0 mph: 304 ft Roadholding, 300-ft Skidpad: 0.96 g C/D FUEL ECONOMY AND CHARGING Observed: 69 MPGe 75-mph Highway Range: 190 mi Average DC Fast-Charge Rate, 10–90%: 129 kW DC Fast-Charge Time, 10–90%: 35 min EPA FUEL ECONOMY Combined/City/Highway: 78/84/72 MPGe Range: 221 mi C/D TESTING EXPLAINED More Features and Specs

Fed Officials Split Over How to Read Economic Signals
Fed Officials Split Over How to Read Economic Signals

New York Times

time7 minutes ago

  • New York Times

Fed Officials Split Over How to Read Economic Signals

Federal Reserve officials, meeting in Washington last month, concluded that the combination of low unemployment and still-elevated inflation meant they should delay cutting interest rates, at least for now. Not all of them agreed, underscoring the challenge for Jerome H. Powell, the Fed's chair, to forge a consensus across policymakers at forthcoming meetings. A record of the central bank's July 29-30 meeting, released on Wednesday, showed a divided Fed grappling with conflicting signals from the economic data, and how to respond to them. Policymakers 'generally expected inflation to increase in the near term,' the minutes showed, but they disagreed about whether that would be a short-term increase as companies passed along the cost of tariffs, or could morph into a more persistent problem. They agreed that job growth has slowed, but not about what that slowdown meant for the economy. Most important, they were divided about how to weigh the conflicting risks of higher inflation and rising joblessness. 'A majority of participants judged the upside risk to inflation as the greater of these two risks,' the minutes showed, 'while several participants viewed the two risks as roughly balanced, and a couple of participants considered downside risk to employment the more salient risk.' Ultimately, policymakers decided to hold rates steady for the fifth meeting in a row. But it was one of the most hotly contested monetary policy votes in decades, with two members of the Board of Governors officially opposing the decision to hold borrowing costs steady. It was the first double dissent on an interest rate vote from policymakers of that rank since 1993. The meeting took place amid intense pressure from President Trump to cut interest rates, despite laws that are meant to insulate the central bank from political influence. Mr. Trump has repeatedly threatened to fire Mr. Powell and has seized on cost overruns in the central bank's headquarters-renovation project as a potential pretext for doing so. On Wednesday, Mr. Trump started a new assault, this time targeting Lisa Cook, a Fed governor. He called on her to resign after Bill Pulte, the director of the Federal Housing Finance Agency, said on social media that his office had investigated Ms. Cook and found that she appeared to have falsified bank documents to obtain favorable loan terms. Mr. Powell and other Fed officials have tried to project an appearance of normalcy amid the attacks, emphasizing that their policy decisions will depend on the state of the economy, not political pressure. The minutes of the July meeting contain no reference to Mr. Trump's threats. Instead, the debate inside the central bank focused on questions related to inflation and the labor market. Most Fed officials are wary of cutting interest rates too soon because inflation remains above their long-run target of 2 percent, and it is likely to rise further as a result of Mr. Trump's tariffs. And they believe they can afford to wait because the unemployment rate remains low. The two dissenters, Christopher J. Waller and Michelle W. Bowman — both of whom were appointed by Mr. Trump in his first term — saw things differently. They argued that a fragile labor market called for the central bank to take pre-emptive action to support it and that inflationary pressures tied to tariffs would ultimately prove to be temporary. Just days later, their warnings about the labor market looked prescient. Data released on Aug. 1 showed much more lackluster monthly jobs growth this spring and summer than was previously reported despite the unemployment rate staying relatively stable around 4.2 percent. But the downbeat jobs report was followed shortly thereafter by new inflation data that showed a worrying acceleration in underlying inflation in July even as the tariff impact on consumer prices overall was less than initially feared. That combination presents a challenge for the Fed, which is tasked by Congress with keeping inflation low and stable and ensuring the labor market is robust. The recent signs of deterioration in the labor market appear to have made it more likely that officials will lower interest rates at their next meeting, in mid-September. But the pace of cuts beyond the first move will hinge in large part on how the economic data evolves. The minutes from the July meeting were released just days before Mr. Powell is expected to speak at the central bank's annual gathering of leading economic policymakers in Jackson, Wyo. His speech, which is scheduled for Friday morning, is his most closely-watched of the year and is typically used to send important signals about the economic outlook and the path forward for monetary policy. Mr. Powell is unlikely to explicitly commit to a September cut, given that there is another round of economic data between now and the next vote. But, he is expected to lay out the case for reducing borrowing costs in a bid to shift policy toward a more 'neutral' setting that neither stimulates growth nor slows it down.

Fed minutes: Most officials worried about inflation moving higher
Fed minutes: Most officials worried about inflation moving higher

Yahoo

time34 minutes ago

  • Yahoo

Fed minutes: Most officials worried about inflation moving higher

WASHINGTON (AP) — Most Federal Reserve officials said last month that the threat of higher inflation was a greater concern than the potential for job losses, leading the central bank to keep its key rate unchanged. According to the minutes of the July 29-30 meeting, released Wednesday, members of the Fed's interest-rate setting committee 'assessed that the effects of higher tariffs had become more apparent in the prices of some goods but that their overall effects on economic activity and inflation remained to be seen.' The minutes underscored the reluctance among the majority of the Fed's 19 policymakers to reduce the central bank's short-term interest rate until they get a clearer sense of the impact of President Donald Trump's sweeping tariffs on inflation. So far inflation has crept up in the past couple of months but hasn't risen as much as many economists feared when Trump unveiled some of his duties. The Fed left its key interest rate unchanged last month at about 4.3%, though two members of its governing board dissented in favor of a rate cut. Both dissenters — Christopher Waller and Michelle Bowman — were appointed to the board during Trump's first term. At a news conference after the meeting, Chair Jerome Powell signaled that it might take significant additional time for the Fed to determine whether Trump's sweeping tariffs are boosting inflation. When the Fed changes its rate, it often — though not always — affects borrowing costs for mortgages, auto loans, and credit cards. The Fed typically keeps its rate high, or raises it, to cool borrowing and spending and combat inflation. It often cuts its rate to bolster the economy and hiring when growth is cooling. Christopher Rugaber, The Associated Press Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data

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