Latest news with #InternalCombustionEngine
Top Gear
04-07-2025
- Automotive
- Top Gear
What is a range extender? And can I buy an aftermarket one?
Top Gear Advice A battery-electric vehicle (BEV) powered by electrons and fossil fuels. Wait, what? Skip 1 photos in the image carousel and continue reading Not something that makes your wifi powerful enough for the whole street to abuse, but a battery-electric vehicle (BEV) paired up with... fossil fuels. Wait, what? How the heck does that work? Because the electric motor drives the axle from a battery, this is an electric car. But there's an on-board petrol-drinking generator that can recharge the battery once it's depleted, hence the 'range-extending' title. Advertisement - Page continues below Sure, both of them utilise an internal combustion engine (ICE) and electric motor, so you're right. But where the ICE drives the axle in a hybrid (whether it's 'self-charging' or a plug-in hybrid (PHEV)), the electric motor does all the work in a range extender. Semantics? Hardly. Since you're not connecting the engine to the wheels (only to the battery), carmakers can use a much simpler design – no driveshaft, no clutch, no gearbox. Plus, as it's not a geared engine, it can run with the optimal fuel efficiency and last a lot longer, too. You might like Well, triple bubble if you think about it. Not only are you driving around on delicious, earth-friendly electrons, you've also got an engine with the sweetest spot of energy-extracting efficiency to send more electrons to the battery and you're still capitalising on regenerative braking tech. Gotcha. What's the catch? You need a Scrabble board to figure out some of the titles. REX, REEV, EREV are some of the basic acronyms. REX stands for, er, Range Extender, a REEV is a 'range-extending electric vehicle', and an EREV is not a Bristolian call-to-arms even if it reads like one. It stands for 'electric range-extending vehicle'. Advertisement - Page continues below With all the engineering knowledge in all the land, you'd think a bunch of clever folk could get a few letters figured out in a similar order, eh? Anything else I should know? As the engine doesn't drive the wheels directly, there's far less vibration, so you still benefit from the quiet that is an electric vehicle. Plus, all this gubbins is far more cost-effective for manufacturers to tool up for, meaning the consumer cost of the range extender should be more attractive, too. SOLD. What cars can I buy with one of these amazing range extender set-ups? Erm, that's a bit tricky actually. The tech debuted on the Vauxhall Ampera (Chevy Volt for our US friends, and Opel Ampera to our mates on the continent). It was well-deployed in the BMW i3 (REX), and some folks living in countries with more extensive land mass than Britain have looked to mod with aftermarket, insurance-invalidating set-ups. Thank you for subscribing to our newsletter. Look out for your regular round-up of news, reviews and offers in your inbox. Get all the latest news, reviews and exclusives, direct to your inbox. The now-cancelled Ineos Fusilier was meant to have one, and Genesis intends to put one in the GV90 come 2027 (though that's not bound for UK shores just yet). VW – in collaboration with SAIC - showcased its first range-extending ID model, the SUV at Auto Shanghai 2025, but that was just a concept. With ZF creating the next-generation of range-extending powertrains after "increased demand from the industry", expect to see more Rs, Es, and Vs in model names at some point in the future. You're hunting the used car market for the odd Fisker Karma otherwise.
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Business Standard
23-06-2025
- Automotive
- Business Standard
85% of 2Ws to be impacted on ABS rule; Hero MotoCorp most exposed: Nomura
Nomura on Indian two-wheelers: The government's decision to make anti-lock braking systems (ABS) mandatory for all two-wheelers sold domestically from January 1, 2026, is set to impact nearly 85 per cent of the market, primarily vehicles in the sub-125cc category, analysts at Nomura said, in a note dated June 20, 2025. This is a major expansion of the current regulation, which only applies to models with engine capacity above 125cc. According to reports, the Ministry of Road Transport and Highways is expected to issue an official notification soon. The regulation is aimed at improving road safety by reducing accidents. ABS prevents wheel lock-up during sudden braking, helping maintain control and stability. In FY25, two-wheelers below 125cc formed the majority of domestic volumes. Internal Combustion Engine (ICE) motorcycles in this category accounted for roughly 76 per cent of sales at 9.26 million units, while scooter sales—almost entirely under 125cc—stood at approximately 7.1 million units. Combined, these segments contributed 16.9 million units, representing about 85 per cent of total domestic two-wheeler sales. Among OEMs, analysts at Nomura said Hero MotoCorp is likely to be the most impacted, with 99 per cent of its domestic volumes coming from the sub-125cc segment. Honda India follows with 89 per cent, while TVS Motor Company and Bajaj Auto are at 86 per cent and 72 per cent, respectively. Proposed rules may weigh on demand The proposed rule, while expected to boost safety, could weigh on demand, Nomura analysts said. The additional cost burden, estimated at ₹3,000 per unit (₹2,000 for the ABS unit and another ₹1,000 for a single disc brake where not already fitted), may lead to a price hike of 3–5 per cent. OEMs are likely to pass this cost on to consumers, which could dent demand—especially in price-sensitive entry-level segments like 100cc motorcycles, scooters, and mopeds. Industry demand could decline 2–4 per cent once the regulation is implemented, mirroring previous downturns following cost-driven changes such as higher insurance rates and BS-VI norms. Electric vehicles (EVs), too, excluding premium models like Ola S1 Pro and S1X Plus, will face pricing pressure. 'The percentage of revenue impacted for our covered OEMs could be: HMCL (about 79 per cent), TVS Motor (around 54 per cent), and Bajaj Auto (approximately 24 per cent). Most EVs, excluding Ola S1 Pro and S1X Plus, will also need to raise prices,' said Kapil Singh and Siddhartha Bera of Nomura. However, the brokerage highlighted that component suppliers stand to benefit from this rule. ABS producers such as Bosch and Continental are key players in this space. In disc brakes, Endurance Technologies leads with major market share, alongside global names like Brembo and Nissin. That said, while the regulation could be delayed for specific models due to required modifications, Nomura analysts believe the broader impact on the two-wheeler industry is expected to be major.
News18
13-06-2025
- Automotive
- News18
Tata Harrier EV Quad Day: Can This Electric SUV Really Tow A Tank?
Last Updated: Tata Motors aimed to prove the Harrier EV's all-round capabilities—from tackling off-road conditions to cruising confidently on high-speed corners. Tata Motors invited CNN-News18 Auto to the Buddh International Circuit to showcase the all-new Tata Harrier EV, and let's just say—it wasn't your regular test drive. The event, dubbed Quad Day, was designed to prove what the electric Harrier could really do—not just on straight tracks, but in wild, real-world conditions too. Expectations were high—but what the Harrier EV delivered left everyone stunned. Instead of just showing off acceleration or top speed, the Harrier EV was put through a series of tough challenges. From zig-zag manoeuvres on tight corners to high-speed tests on the circuit's long straights, the SUV handled it all with surprising ease. But the biggest surprise? It pulled a 1.5-tonne army tank. Yes, you read that right—an electric SUV towing a tank, and doing it effortlessly. Power-Packed Performance This extraordinary performance is made possible thanks to the Harrier EV's dual-motor setup and a high-voltage battery pack. Tata hasn't revealed the exact figures yet, but the electric SUV is expected to offer all-wheel drive (AWD) capability and strong torque delivery from the get-go. The steering felt sharper than its ICE (Internal Combustion Engine) sibling, and regenerative braking was tuned to perfection—strong enough to assist in tight corners without being too aggressive. Despite the Harrier EV being a large SUV, it handled the twists and turns of the Buddh circuit better than expected. It stayed composed at high speeds, responded well to sudden direction changes, and showed no signs of strain—even when tested to its limits. First Published:
Malaysian Reserve
11-06-2025
- Business
- Malaysian Reserve
New Briefing from the Energy Transitions Commission (ETC) Addresses Global Trade Challenges in the Energy Transition
LONDON, June 11, 2025 /PRNewswire/ —The ETC's new briefing note, Global trade in the energy transition: principles for clean energy supply chains and carbon pricing, highlights how technology progress and carbon pricing can accelerate the global energy transition. However, growing concerns over concentrated supply chains and perceptions that carbon border adjustments are protectionist could significantly delay global progress. The ETC briefing proposes an optimal way forward on two crucial trade-related issues: Developing domestic supply chains: six principles for policy. Carbon pricing and carbon border adjustment mechanisms (CBAMs): gaining global agreement to policies which can drive decarbonisation of 'hard to abate' sectors. Nearshoring clean technology supply chains: six principles for policy The cost of several clean energy technologies has plummeted in the last decade. Solar PV module prices dropped 94% since 2011, lithium-ion battery prices fell over 92% since 2010 while doubling in energy density,[1],[2] and in 2024, almost two-thirds of electric vehicles sold in China were cheaper than Internal Combustion Engine (ICE) vehicles of equivalent size and quality.[3] China has led this progress and now holds dominant market shares in multiple clean technologies: this primarily reflects strategic vision, low capital costs, technological innovation and dynamic entrepreneurship rather than simply low labour cost. In response to China's dominance, many countries seek to diversify supply chains through nearshoring. This reflects concerns about 'energy security' and a desire to grow local value and employment, but badly designed nearshoring could add significantly to the cost of the energy transition. The ETC therefore proposes six principles to guide optimal policy: 1. Aim for diversified supply chains, not complete autarky (i.e. complete self-reliance).2. Clarify different dimensions of 'security' – economic vs national security – with different implications in different sectors.3. Tailor policy by technology, focussing nearshoring efforts on sectors where cost-competitive domestic production can be achieved.4. Base any use of tariffs on factual analysis of current subsidies in compliance with World Trade Organization (WTO) rules.5. Focus primarily on the location of employment and value-add rather than ownership, recognising that inward investment can be a major driver of technology transfer.6. Work with China to increase climate finance flows to lower-income countries, supporting accelerated deployment of clean technologies. 'In an ideal world, free from geopolitical tensions or supply chain risks, China's stunning technological progress and cost reduction would be welcomed as enabling a faster and cheaper energy transition worldwide. But there are economic and security-related reasons for seeking to develop domestic supply chains. Well-designed policy can ensure that those objectives are met in a way that drives further technological progress and cost reduction,' said Adair Turner, Chair of the Energy Transitions Commission. Carbon pricing and CBAMs: gaining global agreement to a vital policy lever In some sectors of the economy, low-carbon technologies are already cost-competitive, but in 'hard to abate' sectors such as steel, cement, chemicals and shipping, using available decarbonisation technologies will entail a 'green cost premium'. Carbon pricing is therefore required to make decarbonisation in these sectors economically feasible. While 53 countries now have some form of carbon pricing, covering over 20% of global emissions,[4] only the EU has prices high enough to significantly influence the economics of decarbonisation. But if one country or bloc, such as the EU, imposes carbon prices on energy-intensive internationally traded sectors, production will shift to other countries which do not impose carbon prices, and no emissions reduction will be achieved – unless equivalent carbon prices are in place. The ideal solution would be globally agreed carbon prices applied to 'hard to abate' sectors, and the International Maritime Organization recently agreed a crucial step towards that approach for shipping.[5] Until that approach is in place for other 'hard to abate' sectors, CBAMs are essential to support decarbonisation, are not protectionist, and are the only way by which developed countries can take responsibility for imported emissions. The ETC therefore strongly supports the EU imposition of a CBAM and its recent commitment to make the CBAM more robust. Progress towards the ideal internationally agreed solution should, however, be fostered by: Seeking agreement, for instance through the WTO, on international standards for the measurement of carbon intensity. Providing technical assistance to developing countries seeking to deploy carbon pricing. Allocating some of the revenues which will accrue to the EU CBAM to support climate finance flows to lower-income countries. 'The world is entering a new industrial era powered by clean energy. Clean industrial projects are flourishing in diverse geographies, opening opportunities for new trade dynamics. But well-designed policies, including carbon pricing, supply-side financial incentives, and demand-side regulations are essential to make projects viable and precipitate final investment decisions.' said Faustine Delasalle, Vice-Chair of the Energy Transitions Commission and CEO of Mission Possible Partnership. Global trade in the energy transition: principles for clean energy supply chains and carbon pricing builds on existing ETC analysis, Better, Faster, Cleaner: Securing clean energy technology supply chains. However, the institutions with which ETC's Commissioners are affiliated have not been asked to formally endorse this briefing. Download the report: For further information on the ETC please visit: Logo – [1] Note: Volume-weighted average across passenger EVs, commercial vehicles, buses, 2- and 3-wheelers, and stationary storage; includes cell and pack. 2024 saw a 20% year-over-year decrease from 2023, the largest drop since 2017. See BNEF (2024), 2024 Lithium-Ion Battery Price Survey.[2] BNEF (2023), Long-term Electric Vehicle Outlook.[3] IEA (2025), Trends in electric car affordability.[4] World Bank (2025), Carbon Pricing Dashboard.[5] Reuters (2025), UN shipping agency strikes deal on fuel emissions, CO2 fees. View original content:
Cision Canada
10-06-2025
- Business
- Cision Canada
New Briefing from the Energy Transitions Commission (ETC) Addresses Global Trade Challenges in the Energy Transition
LONDON, June 11, 2025 /CNW/ -- The ETC's new briefing note, Global trade in the energy transition: principles for clean energy supply chains and carbon pricing, highlights how technology progress and carbon pricing can accelerate the global energy transition. However, growing concerns over concentrated supply chains and perceptions that carbon border adjustments are protectionist could significantly delay global progress. The ETC briefing proposes an optimal way forward on two crucial trade-related issues: Developing domestic supply chains: six principles for policy. Carbon pricing and carbon border adjustment mechanisms (CBAMs): gaining global agreement to policies which can drive decarbonisation of "hard to abate" sectors. Nearshoring clean technology supply chains: six principles for policy The cost of several clean energy technologies has plummeted in the last decade. Solar PV module prices dropped 94% since 2011, lithium-ion battery prices fell over 92% since 2010 while doubling in energy density, [1],[2] and in 2024, almost two-thirds of electric vehicles sold in China were cheaper than Internal Combustion Engine (ICE) vehicles of equivalent size and quality. [3] China has led this progress and now holds dominant market shares in multiple clean technologies: this primarily reflects strategic vision, low capital costs, technological innovation and dynamic entrepreneurship rather than simply low labour cost. In response to China's dominance, many countries seek to diversify supply chains through nearshoring. This reflects concerns about "energy security" and a desire to grow local value and employment, but badly designed nearshoring could add significantly to the cost of the energy transition. The ETC therefore proposes six principles to guide optimal policy: 1. Aim for diversified supply chains, not complete autarky (i.e. complete self-reliance). 2. Clarify different dimensions of "security" - economic vs national security – with different implications in different sectors. 3. Tailor policy by technology, focussing nearshoring efforts on sectors where cost-competitive domestic production can be achieved. 4. Base any use of tariffs on factual analysis of current subsidies in compliance with World Trade Organization (WTO) rules. 5. Focus primarily on the location of employment and value-add rather than ownership, recognising that inward investment can be a major driver of technology transfer. 6. Work with China to increase climate finance flows to lower-income countries, supporting accelerated deployment of clean technologies. "In an ideal world, free from geopolitical tensions or supply chain risks, China's stunning technological progress and cost reduction would be welcomed as enabling a faster and cheaper energy transition worldwide. But there are economic and security-related reasons for seeking to develop domestic supply chains. Well-designed policy can ensure that those objectives are met in a way that drives further technological progress and cost reduction," said Adair Turner, Chair of the Energy Transitions Commission. Carbon pricing and CBAMs: gaining global agreement to a vital policy lever In some sectors of the economy, low-carbon technologies are already cost-competitive, but in "hard to abate" sectors such as steel, cement, chemicals and shipping, using available decarbonisation technologies will entail a "green cost premium". Carbon pricing is therefore required to make decarbonisation in these sectors economically feasible. While 53 countries now have some form of carbon pricing, covering over 20% of global emissions, [4] only the EU has prices high enough to significantly influence the economics of decarbonisation. But if one country or bloc, such as the EU, imposes carbon prices on energy-intensive internationally traded sectors, production will shift to other countries which do not impose carbon prices, and no emissions reduction will be achieved – unless equivalent carbon prices are in place. The ideal solution would be globally agreed carbon prices applied to "hard to abate" sectors, and the International Maritime Organization recently agreed a crucial step towards that approach for shipping. [5] Until that approach is in place for other "hard to abate" sectors, CBAMs are essential to support decarbonisation, are not protectionist, and are the only way by which developed countries can take responsibility for imported emissions. The ETC therefore strongly supports the EU imposition of a CBAM and its recent commitment to make the CBAM more robust. Progress towards the ideal internationally agreed solution should, however, be fostered by: Seeking agreement, for instance through the WTO, on international standards for the measurement of carbon intensity. Providing technical assistance to developing countries seeking to deploy carbon pricing. Allocating some of the revenues which will accrue to the EU CBAM to support climate finance flows to lower-income countries. "The world is entering a new industrial era powered by clean energy. Clean industrial projects are flourishing in diverse geographies, opening opportunities for new trade dynamics. But well-designed policies, including carbon pricing, supply-side financial incentives, and demand-side regulations are essential to make projects viable and precipitate final investment decisions." said Faustine Delasalle, Vice-Chair of the Energy Transitions Commission and CEO of Mission Possible Partnership. Global trade in the energy transition: principles for clean energy supply chains and carbon pricing builds on existing ETC analysis, Better, Faster, Cleaner: Securing clean energy technology supply chains. However, the institutions with which ETC's Commissioners are affiliated have not been asked to formally endorse this briefing. [1] Note: Volume-weighted average across passenger EVs, commercial vehicles, buses, 2- and 3-wheelers, and stationary storage; includes cell and pack. 2024 saw a 20% year-over-year decrease from 2023, the largest drop since 2017. See BNEF (2024), 2024 Lithium-Ion Battery Price Survey. [2] BNEF (2023), Long-term Electric Vehicle Outlook. [3] IEA (2025), Trends in electric car affordability. [4] World Bank (2025), Carbon Pricing Dashboard. [5] Reuters (2025), UN shipping agency strikes deal on fuel emissions, CO2 fees.
