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Climate activists have been turning up the heat on two Democratic holdouts who are on the verge of smothering President Biden’s ambitious climate plans, the well known coal stakeholder Senator Joe Manchin of West Virginia and the somewhat lesser known but spotlight-grabbing Senator Kyrsten Sinema of Arizona. Whether or not they continue to hold out is an open question as of this writing. However, one thing is certain: Coal is on the way out. Perhaps perovskite solar cells will help fully close the door one day.

The Disruptive Potential Of The Perovskite Solar Cell

Ever since the US fell out of the global silicon solar cell race in the 1980s, policymakers have been lusting after an alternative photovoltaic technology that could be manufactured in the US, at scale, and at a price point that could beat imported silicon solar cells.

Somewhere around 2009, the Department of Energy hit upon synthetic perovskite as a potential solution. Instead of a solid mass that needs to be tailored mechanically, the meat of a perovskite solar cell is a solution of relatively inexpensive, lab-grown nanoscale crystals that can be applied like ink to practically any surface.

If you’re thinking roll-to-roll, run right out and buy yourself a cigar. If all goes according to plan, a perovskite solar cell facility could be run like a print shop, churning out reams of solar cells at high volume with minimal waste.

Perovskites could be the next big thing after plastics, but it’s not that simple. Not just any old synthetic perovskite nanocrystals can get the job done. They need to be tailored with other substances for durability. That can jack up the cost, which kind of pulls the rug out from under the whole idea of the perovskite solar cell to begin with.

Perovskite Solar Cell Activity Heats Up

Energy is energy, and it seems that some oil and gas stakeholders have taken the model of plastics to heart in pursuit of the next big thing. The company Hunt Perovksite Technologies, for example, is an offshoot of Hunt Consolidated Group, which has a long history in the fossil energy field. In an interesting move, earlier this year HPT merged with the perovskite solar cell startup 1366 Technologies to form a new perovskite venture called CubicPV.

Shell is another fossil stakeholder with a hand in the perovskite solar cell pot. In 2018, the company kickstarted the GCxN clean technology accelerator at the Energy Department’s National Renewable Energy Laboratory, and GCxN has the perovskite solar cell startup BlueDot Photonics under its wing.

Last May, NREL also organized a consortium of perovskite solar cell stakeholders, consisting of BlueDot, Energy Materials Corporation, First Solar, Hunt Perovskites Technologies (now CubicPV), Swift Solar, and Tandem PV.

Perovskite Promise Gets Real

That brings us to the latest news in the perovskite solar cell area. Last year CleanTechnica caught up with GCxN program manager Adam Duran, and he had this to say about BlueDot:

“It’s promising technology, nascent technology that they are developing quickly. They are working on a creative manufacturing technology that will help reduce costs,” he said. “It’s a novel approach to how they go through the production. This is an opportunity to take their laboratory technology and start thinking about what it would look like to do production-sized panels.”

It seems that others have caught on, including the cleantech investor group Volo Earth, which is an affiliate of NREL and the influential green organization RMI.

Last spring BlueDot raised a $1 million round of Series Seed financing through VoLo Earth Ventures. Boston-based Clean Energy Venture Group and the Seattle firm E8 were also involved, to be joined later by the nonprofit firm VertueLab of Portland, Oregon.

In the latest development, last week, Japan’s Hamamatsu Photonics K.K. announced that it had jumped into the BlueDot pool through its US branch.

“We’ve been impressed with BlueDot Photonics, which is developing a unique optical technology to improve the efficiency of solar power generation, and through investment, we hope to contribute to climate change countermeasures,” said HP President and CEO Akira Hiruma.

The seal of approval from one of the top optoelectronics marketers in the world probably won’t do much to change the minds of perovskite skeptics. However, the Hamamatsu edge could finally jolt the entire perovskite field out of the lab and onto the shelves of your local hardware store.

“Having Hamamatsu as a strategic partner is a big win for us. They are photonics experts, and their engagement will help us avoid commercialization pitfalls and identify new opportunities for our products. This will also help BlueDot consider markets outside of North America as we grow in the future,” explained BlueDot CEO Jared Silvia.

They may not be alone. Our friends over at the journal Nature recently noted that at least one legacy optoelectronics company has dipped a toe in the perovskite solar cell waters, only to bail. However, Nature also lists Panasonic and Toshiba among those still in hot pursuit of perovskite PV, along with the leading wind turbine manufacturer Goldwind of China.

Perovskites, Solar Tariffs, & The Manchin-Sinema Dance

In an echo of Silvia’s comment about “new opportunities,” Nature also teased out some hints that early markets for perovksite solar cells will be niche ones. If you have any thoughts about that, drop us a note in the comment thread.

In the meantime, NREL has been dropping hints that its 30-year collaboration on thin-film solar technology with the US firm First Solar could help push perovskites into the big leagues.

If the name First Solar brings to mind that new super secret solar tariff petition filed before the US Department of Commerce by an anonymous group companies reportedly in the solar field, you are probably not alone. However, the attorney who filed the petition is partners in a law firm that has counted the fossil-friendly organization ALEC among its roster of clients, so it’s not particularly obvious that the companies behind the petition have any significant stake in the US solar industry, especially not on the level of First Solar. It’s virtually the only true soup-to-nuts solar manufacturer in the US with domestic roots.

If you have any other guesses, drop a note in the comment thread — but you may not have to guess much longer. Last week the Commerce Department was apparently not impressed by the content of the petition, and it asked for the names of the companies behind it.

Meanwhile, the transformative potential of the perovskite solar cell dovetails neatly with President Joe Biden’s legislative agenda, which he and others have characterized as a transformative step that will save the planet from catastrophic climate change, undo generations of structural inequality in the US, and establish American democracy as the unstoppable 21st century counterforce to authoritarianism, fascism, dictatorship, autocracy, oligarchy, and whatever else.

That’s a pretty full plate, and last week it looked like Senators Manchin and Sinema were on track to blow it all up — or not, as the case may be.

On Friday evening, President Biden apparently put his foot down, so let’s see what happens next.

Follow me on Twitter @TinaMCasey.

Photo (screenshot via YouTube): Perovskite solar cell courtesy of Shell Game Changer Accelerator at NREL.

 

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This Hyundai IONIQ 5 drove 360,000 miles on its original battery [video]

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This Hyundai IONIQ 5 drove 360,000 miles on its original battery [video]

This white Hyundai IONIQ 5 is single-handedly rewriting the rules on EV longevity by driving over 360,000 miles on its original battery. What’s even wilder? The battery still had 87% battery health, despite the owner exclusively using DC fast charging to charge the car to 100%.

That was more than 50,000 miles ago, and the car is still going strong!

Take a good look at that digital dashboard display up there, and you might notice the Hyundai IONIQ 5’s odometer is sitting pretty at 666,255 km. That’s over 413,990 miles, and the South Korean EV is, reportedly, still racking up miles — and fast! Over at the Facebook Group Mileage Impossible, the car’s owner claimed he covered all those miles in less than three-and-a-half years … which works out to just under 10,000 miles per month! (!!!) 

Nearly 400 miles per day

This Hyundai Ioniq 5 Has Over 400,000 Miles. Here’s What Broke
Nearly 10,000 miles/mo.; via Mileage Impossible.

Like any vehicle being driven extreme miles, Hyundai’s excellent IONIQ 5 isn’t perfect. That means a bunch of stuff broke, including the car’s Integrated Charging Control Unit (ICCU), which means it can’t currently be charged on AC (L1/L2) charger. And, while electric cars don’t need oil changes, they do need other types maintenance, and the differential oils and brake fluids have been regularly changed on this car — which, no doubt, has contributed to its longevity.

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The most significant repair to date was the battery replacement at 360,000 miles (almost 55,000 miles ago, by my math). Remarkably, Hyundai covered the cost of the replacement despite the battery being way, way beyond its original 10 year/100,000 mile warranty.

The most impressive part of all this? Even after enduring 360,000 miles and countless fast-charging cycles, the battery reportedly retained 87% of its original health. (!)

Electrek’s Take

The caption reads, “free replacement of battery, motor, and reduction gear at 580,000 km.”

We’ve written about high-mileage Teslas in the past, but stories like this are massively important to people who are still on the fence about EVs. And, with the average age of vehicles on US roads creeping up on 13 years, it’s hard to argue with the relevance of those long-term drivability and dependability concerns.

And now, with this 400,000 IONIQ 5, Hyundai has a shining example of the fact that its soon-to-be American-made EVs can go the distance.

Hyundai is still offering 0.99% APR financing for 60 months on all versions of the hot-selling 2025 IONIQ 5, as well as up to $7,500 in Retail Bonus Cash, which (when combined with other incentives in certain markets) can make a huge difference to customers’ bottom line. It doesn’t look like the two offers can be combined, however, so be sure to do the math and see which deal makes the most sense for you.

SOURCES | IMAGES: 수와호수스와호수 and Mileage Impossible; via InsideEVs and Torque News.

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Porsche set to pilot closed-loop raw material EV battery recycling program

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Porsche set to pilot closed-loop raw material EV battery recycling program

Porsche is launching a new EV battery recycling pilot to recover valuable raw materials from its cars’ high-voltage battery packs at the end of their useful life in vehicles. The new pilot hopes to develop a “closed-loop” raw material cycle that would have new batteries made from old batteries without the need for new, high carbon cost mineral mining.

The German company best known for building ultra high-performance sports and racing cars has an equally long history in engineering and innovation, and has fully embraced EVs in recent years – launching all-electric versions of its Macan compact crossover and, of course, the excellent Porsche Taycan.

With this new initiative, Porsche engineers hope to address the growing importance of recycled battery raw materials and promote the responsible handling of high-voltage batteries at the end of life.

In the long term, a recycling network for EV batteries is planned to be established in collaboration with external partners.

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“With the help of innovative recycling processes, we strive to increase our independence from volatile and geopolitically unstable raw material markets,” says Barbara Frenkel, Executive Board Member for Procurement at Porsche. “Circular Economy is a core pillar of our sustainability strategy, and with this pilot project, we want to underscore our ambitions.”

Three phase plan

“Second Life” concept uses EV batteries as backup power; via Porsche.

Porsche is advancing its commitment to sustainability by embracing the principles of, “reduce, reuse, recycle.” The company is developing more efficient electric vehicles with longer-lasting batteries, which are repurposed in “Second Life” Battery Energy Storage Systems (BESS) like the one implemented at its Leipzig plant (above). Now, through a new closed-loop recycling pilot, Porsche is emphasizing that “recycle” part by approaching the project in three phases.

In the first project phase, EV batteries from development vehicles are mechanically shredded at the end of their use-phase and processed into “black mass” that contains valuable raw materials like nickel, cobalt, manganese, and lithium. So far, the program has produced about 65 tons of processed black mass.

In the next phase, the black mass is further separated and refined until the materials reach both the levels of quality and purity Porsche demands from the “virgin” materials it buys for its new batteries.

In the third phase, Porsche takes the raw materials recovered from its decommissioned high-voltage batteries and makes new batteries with them, demonstrating Porsche’s, “holistic understanding of the circular economy.”

Porsche hopes its new pilot will help prepare the company for upcoming regulatory changes – for example, the expected requirements for batteries in the European Union by 2031. By adopting recycled materials early, the company says it intends to make an active contribution to the technology while further reducing its environmental impact.

SOURCE | IMAGES: Porsche.

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Yamaha celebrates 50th anniversary with new, in-house golf cart battery

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Yamaha celebrates 50th anniversary with new, in-house golf cart battery

Yamaha has announced plans to launch a pair of new five-seater electric golf carts featuring new lithium-ion batteries and vehicle control units developed in-house this June. The launch is scheduled to coincide with the company’s 50 year anniversary in the golf car/golf cart business.

Yamaha Motor launched its first golf cart, the YG292 “Land Car,” in June 1975. That original golf cart was powered by the company’s air-cooled, 292cc 2-stroke snowmobile engine, while its fiber-reinforced plastic (FRP) composite bodywork was developed using the companies maritime and boat-building expertise.

Just as those early golf carts used existing products to shorten their development times, company’s golf carts were one of the earliest product lines to get electrified – and the lessons learned there have influenced other Yamaha e-mobility product lines.

The company’s newest golf carts, five-seater electric models dubbed the G30Es and G31EPs, continue to lean on Yamaha’s top-shelf engineering expertise.

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G30Es and G31EPs; via Yamaha.

The in-house developed batteries use lithium iron phosphate (LFP) chemistry in their cells, with the company claiming higher levels of reliability and an extended lifespan compared to other battery chemistries it’s worked with. The Yamaha batteries are available in both 4 kWh and 6 kWh capacities, enabling buyers to tailor their choice based on their individual driving range requirements, course conditions, and individual play/mobility preferences.

Both new models are 144.5″ (367 cm) long and 49.5″ (125 cm) wide, with an 84.25″ (214 cm) wheelbase, and are powered by an AC motor with, “superior speed and torque control, combined with optimized regenerative braking and a brushless design,” that, according to Yamaha, give the brand’s new golf carts far greater efficiency than the company’s previous models, resulting in 30% better efficiency.

You can check out more detailed pictures of the Yamaha-developed parts and full specs, below, then let us know what you think of the tuning fork brand’s newest mobility products in the comments.

SOURCE | IMAGES: Yamaha.

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