Connect with us

Published

on

Tesla has teased what appears to be a new wireless home charging station as part of its charging presentation during its Investor Day.

Investor Day included presentations from all of Tesla’s major divisions, including a presentation about charging by Rebecca Tinucci, head of global charging infrastructure.

The bulk of the presentation focused on Tesla’s extensive and already well-documented effort to deploy both DC and AC charging globally.

For the most part, we already knew about what the executive was discussing – though Tesla did share some interesting data points. For example, we already had some indications that Tesla’s Supercharger cost of deployment was much cheaper than the competition, but now the company has put some numbers behind it.

Tinucci ended the presentation with her own “one more thing” moment when she said:

And one more thing. Yes, we got to scale our infrastructure, and yes, we want to power it via renewable sources, but we are Tesla. So we also want to make sure that we are continuing to be focused on proving incredible charging experiences.

That’s the slide she was showing as she said that:

The slide shows the Tesla diner, which is a project that is already underway in California. The company wants to operate its own retro diner at a Supercharger station with movies being projected on giant screens outside.

Now the second image is brand new and appears to show a new wireless home charging station from Tesla:

The pad on the ground underneath the car is what points to a wireless inductive charging system.

Considering the slide also included an image of the Tesla Supercharger diner, which we know is an ongoing project, it could mean that this wireless charging station is also in the works at Tesla.

Several companies have been working on wireless charging for electric vehicles in recent years, but the technology has never taken off.

There are several issues with it. For example, it’s not as efficient as charging with a cable – though the technology has been closing the gap in recent years.

It’s also more expensive as you generally have to embed a charging pad securely in the ground instead of just mounting a charger on the wall.

And for these downsides, it doesn’t solve a major problem: having to plug in your car. It’s not a super difficult nor time-consuming task.

Nonetheless, Tesla has previously talked about automating the task in order to be ready for self-driving technology. If the cars are driving themselves, it would make sense for them to be able to charge themselves without a human having to plug them in.

However, Tesla appeared to favor an automated robot arm instead of wireless charging to complete this task. Maybe things have changed?

FTC: We use income earning auto affiliate links. More.

Continue Reading

Environment

Everrati’s electric Porsche 911 restomod is the true soul of driving

Published

on

By

Everrati's electric Porsche 911 restomod is the true soul of driving

In the sportscar world, there is much discussion about retaining the “purity” of the sputtering, underperforming gas-guzzling engines of yesteryear. After a drive in Everrati’s Porsche 911 restomod, you’ll be ready to embrace the present and see just how much the drive experience can improve with modern technology.

There has been a lot of discussion about “purity” of the driving experience related to EVs. Some decry the “numb” feeling of the consumer-focused EVs they’ve driven, and think that this is indicative of some wider impossibility to provide an engaging drive experience in an electric vehicle.

But of course, when you compare a modern jellybean SUV, regardless of powertrain, with a purpose-built sportscar, there are going to be some differences in drive dynamics that aren’t flattering to the SUVs.

So lets make that comparison a little more fair. Let’s take an actual sportscar, a Porsche 911 (964) RSR, updated to the present day with an electric powertrain, and see just how much that “purity” in drive experience can be carried over with intentional effort, rather than kowtowing to perceptions of current market trends.

Advertisement – scroll for more content

For some background on myself, I started driving EVs with the original Mini E, which was merely a retrofit vehicle with the back seats replaced by a giant stack of batteries. It was a bit of a kludge, but I still fell in love with it largely due to the strengths of electric propulsion.

I then went on to buy an original Tesla Roadster, one of the few true sportscars out there that runs on electricity, so I’ve got more experience than most in small electric two-seaters.

There are certainly a lot of high-performance EVs these days, but most of them are hefty (4,000-5,000 lbs or more), 4-5 seaters with all-wheel drive (my toxic trait is that as far as I’m concerned, if it isn’t rear wheel drive, it isn’t really a sportscar).

So imagine my enthusiasm when I was offered a drive in a custom-built electric Porsche 911 (as long as Porsche refuses to make one itself…).

So, I headed down to Crystal Cove in Newport Beach, California, to meet Everrati CEO Justin Lunny and take this thing for a spin, to see what this real electric sportscar can do – and lets just say there might be a new entry on my lottery ticket shopping list.

Everrati is a UK-based company that does electric restomods of several vehicles, including the Porsche 911, Mercedes-Benz W113 Pagoda, Land Rover Series IIA and Ford GT40.

The company has completed 20 cars so far, with Porsche 911s being the most popular vehicle to convert.

I caught Lunny charging the Porsche as I pulled up, at a 50kW charging station. It has two charging inlets – one in the rear, under the trunk, which does DC or AC charging, and one in the front, using the 911’s original fuel door, which only does AC charging. The car is capable of 70kW charge rates, and while we don’t know what its charge curve looks like, that should mean 30-45 mins for a 10-80% charge.

The vehicle I drove is a 911 (964) RSR, created by Everrati as a commission, as many of its vehicles are. The vehicle still has a few finishing touches that need to be put on it, but otherwise was mostly complete. As a commission, the buyer was able to customize various aspects of the vehicle (including, for example, charge port location).

The interior of the vehicle is nicely finished, with everything redone from the original, but still in retro style. Gauges, knobs and switches are all in a similar style to the original, though a small single-DIN CarPlay headunit betrays the modernization under the hood.

It’s a two-seater, with some room behind the seats for some bags, but no seatbelts or room for people due to the rollbar. And the seats are heavily bolstered, locking you into position for when you whip it through corners. This is a real sportscar, it’s not just masquerading as one.

On a weekday on public roads, there wasn’t much opportunity to really open up the car or get in too much trouble, but the California weather and scenery were exactly what you’d expect. Our drive went up and down PCH and through some canyons, with a quick dip onto the freeway.

The amount of trouble we could get into was also limited by the car’s excellent handling. With a light weight and wide tires (295s on the rear, 30mm wider than the originals), the car felt extremely planted wherever we took it.

Now that’s a wide stance

Everrati says that it’s important to maintain the weight of every vehicle it releases, and that it tries to ensure that its restomods don’t come out heavier than the original vehicle. It says this restomod is about 40lbs lighter than a 964 turbo (though that would make it heavier than the original RSR, which had significant weight-savings applied).

Despite the addition of a chunky 62kWh battery pack (range ~200 miles), Everrati says it was able to keep weight down by replacing several body panels with carbon fiber, in cooperation with Aria group, a contract manufacturer in Irvine, CA. Aria group works with Singer, the highly regarded Porsche restomodder – and is also helping TELO produce its tiny electric truck.

There’s no room in the trunk full of batteries… but that’s normal for a 911. A “frunk” exists, but is tiny.

Everrati even went to the effort of ensuring weight distribution is similar to the original 911.

Famously, 911s are one of few cars designed with a rear-mounted engine, whose weight hangs behind the rear axle. From an engineering perspective, this is simply the wrong way to design a car – you want to reduce the car’s moment of inertia, which means bringing any heavy components as far inboard as possible.

Everrati did bring the motor slightly inboard of where the 911’s engine is, but it’s still placed behind the rear axle, maintaining the 911’s historically weird handling. And 70% of the car’s batteries are in the rear, to keep it rear-heavy.

In our drive test, the handling certainly didn’t feel heavy and felt extremely well-balanced, so we think Everrati did a good job here.

Steering is something else that Porsche has always been praised for. Everrati tried to maintain the steering feel of the original, with only light power assist leading to a heavy steering feel.

This was welcome to me, as my Roadster has manual steering, with no power assist at all. So I’m used to having to crank a small wheel around. The steering had a little bit of “play” in the wheel, which I imagine owes to its early 90s heritage (though still much tighter than the classic Bronco restomod I just drove prior), but otherwise felt exactly how I wanted it to – a relatively quick steering ratio with plenty of feeling transmitted to the driver.

But it has also managed to roughly double the horsepower from the original Porsche it was based on. Everrati says its restomod can produce about 500 horsepower, compared to the ~300 horsepower of even the racing version of the 964 911.

How it looks from underneath – a Tesla drive unit mounted just behind the axle

As is the case with Everrati’s vehicles, its drive software was customized for the customer in question. The customer asked for a drive experience that closely mirrored the original Porsche it was based on, so it wasn’t as “punchy” as some of today’s most powerful EVs, like Tesla’s Plaid Model S or the Turbo edition of Porsche’s Taycan and Macan EVs.

I liked this, myself, as I do think that we’ve gotten a little too punchy these days and lost the linearity I appreciate out of the throttle pedals in the Roadster and original RWD Model 3.

It also had virtually no off-throttle regen, instead placing the regenerative braking on the pedal. This is a sticking point for me, as I prefer one-pedal driving with strong off-throttle regen like many longtime EV drivers who have experienced it, so I’m glad that Everrati said it could offer something like that for customers who request it.

Speaking of brakes, the brake pedal, to me, felt a little soft. This could have been due to the tuning of the regenerative braking system, and also could surely be modified to an owner’s desires. I never did any particularly hard braking events that would have needed to engage the car’s friction brakes, but I just would have liked a little touchier brake pedal.

We also had a quick stop for a shake at the nearby Crystal Cove Shake Shack, and impressed some onlookers from the surrounding all-too-wealthy area. We caught several passers-by checking the car out, and they were quite surprised to learn that the classic Porsche they were looking at (otherwise not too rare of a sight in “New Porsche Beach”…) was electric.

Overall, this restomod is better put together than any I’ve seen or felt, and drove fantastically well.

I am often disappointed in some way by the EVs that I test drive, because they’re just not as fun to drive as the EVs that I’ve spent all my time in (Mini E, Tesla Roadster and Model 3). There’s often something missing, or something different, which may or may not have a good reason for being how it is, but at the end of the day it just makes the car less appealing to me than the EVs that I really love.

Not so with the Everrati. While I’d tune a couple things differently myself, this thing felt great. Just absolutely top tier. I just had to keep interrupting myself while talking to Lunny during my test drive, telling him how great this car felt. Just fantastic.

And that leads us back to the beginning – whether an EV can offer a “pure” driving experience. While taking this thing up and down PCH, through canyons, on a perfect Southern California day, without any of the rumbling, noise, or delayed shifting of gears needed from a traditional ICE engine.

There’s nothing to get between you and driving, and all the sensory experiences that motion entails. The car did what I wanted, when I wanted, and felt and looked great doing it. That sounds like as pure a driving experience as one can find.

As for the price? Well… “if you have to ask, you can’t afford it.” Everrati’s website doesn’t list prices, rather listing it as “POA” (price on application) and having a “let’s talk” button to reach out. The car we drove cost around $450k – on top of the donor car, which can’t have been cheap to begin with.

So, if you happen to have recently found that bitcoin drive you misplaced in 2011, now you know what to do with it.

If you’d like to read more (and see more photos) head on over and take a look at Everrati’s brand book, with lots of pretty pictures of the company’s vehicle projects.


Charge your electric vehicle at home using rooftop solar panels. Find a reliable and competitively priced solar installer near you on EnergySage, for free. They have pre-vetted installers competing for your business, ensuring high-quality solutions and 20-30% savings. It’s free, with no sales calls until you choose an installer. Compare personalized solar quotes online and receive guidance from unbiased Energy Advisers. Get started here. – ad*

FTC: We use income earning auto affiliate links. More.

Continue Reading

Environment

Trump aims to fight China’s control of minerals by investing in miners

Published

on

By

Trump aims to fight China's control of minerals by investing in miners

U.S. Department Secretary of the Interior Doug Burgum looks on during CERAWeek in Houston, Texas, U.S., March 12, 2025. 

Kaylee Greenlee | Reuters

OKLAHOMA CITY — The Trump administration is considering investing in companies that mine and process critical minerals in an effort to end U.S. dependence on imports from countries including China, Interior Secretary Doug Burgum said this week.

“We should be taking some of our balance sheet and making investments,” Burgum said late Wednesday at a conference organized by the Hamm Institute for American Energy. “The U.S. may need to make an “equity investment in each of these companies that’s taking on China in critical minerals,” he said.

China dumps minerals on international markets, collapsing prices and making it difficult for U.S. companies to compete, Burgum said. “You’re competing against state capital because China is picking these strategically as areas that they want to invest in,” Burgum said.

The U.S. could use a vehicle like a sovereign wealth fund to invest in domestic miners focused on extracting and processing critical minerals, he said. “Why wouldn’t the wealthiest country in the world have the biggest sovereign wealth fund,” the Interior Secretary said.

Retaliatory export controls

Beijing earlier this month imposed export controls on rare earth elements — a subset of critical minerals —in retaliation for President Donald Trump’s decision to hike tariffs on goods made in China. Rare earth elements are used in key industries including defense, energy and automobiles. The U.S. imported 80% of the rare earths it used in 2024, according to the U.S. Geological Survey. About 70% of U.S. rare earth imports came from China in 2023.

“We have to get back in the game,” Burgum said, referring to mining. “It’s not just drill, baby, drill. It’s mine, baby, mine. If we don’t do that as a country, we will not be successful. We will literally be at the mercy of others that are controlling our supply chains.”

The Trump administration is also considering a sovereign risk insurance fund to guard companies that invest in approved projects against changing political winds in Washington, he said. If a future president cancels a project through executive fiat, companies would be paid back from the fund, Burgum said.

“Think of it like an insurance market that would be backed by the federal government,” Burgum said. “You got to write a check. There’s got to be a financial cost if you’re going to do these decisions where you’re destroying our balance sheet or destroying a company’s opportunity,” he said.

The U.S. needs to stockpile key critical minerals through a mechanism similar to the strategic petroleum reserve, Burgum said. When China dumps minerals on global markets and prices plummet, the U.S. should buy those minerals and stockpile them, he said.

“Those three things would put us in the game around critical minerals — the stockpiling, the sovereign risk insurance and the ability to take an equity position. We’re working on all three of those,” he said.

Continue Reading

Environment

InMotion launches new 28 MPH electric unicycle with air suspension

Published

on

By

InMotion launches new 28 MPH electric unicycle with air suspension

InMotion, a well-known brand in the world of personal electric mobility, has officially launched its latest electric unicycle, the InMotion V9. Combining advanced technology and new safety features, the V9’s design positions this electric unicycle as a key option for urban commuters and adventure seekers alike who want good performance without spending a fortune.

Believe it or not, the electric unicycle market is quite broad. There are dozens of interesting models, offering everything from slow, beginner-friendly wheels to massively powerful and scary fast off-road electric unicycles (EUCs).

The new InMotion V9 launches as something of an in-between wheel, providing enough power and speed to keep it fun and interesting, yet without going so over-the-top that it becomes unaffordable or unapproachable by newer riders.

Priced at $1,299, the InMotion V9 is powered by a 1,000W motor that can reach peak outputs of 2,000W. This setup delivers a top speed of around 28 mph (45 km/h), positioning it well for urban streets and bike lanes, two of the most common stomping grounds for EUCs.

Advertisement – scroll for more content

Range anxiety isn’t just a concern for cars; it can also affect micromobility riders. For its part, InMotion gave the V9 a fairly hefty 84V and 750Wh battery. This capacity allows the V9 to achieve up to 37 miles (60 km) per charge under optimal conditions. The UL-listed battery charges fairly quickly, reaching full capacity in approximately five hours.

One key feature of the V9 not found on most beginner-friendly wheels is its Nimbus Air suspension system, which provides 60 mm of travel to enhance rider comfort and reduce fatigue on uneven surfaces.

The included suspension is even more notable considering the V9 is currently InMotion’s lightest suspension-equipped electric unicycle, weighing around 48.5 lbs (22 kg). And speaking of weight, the EUC can support riders weighing up to 265 lbs (120 kg).

The InMotion V9 doesn’t skimp on smart features, either. Its integrated GPS tracking enables owners to remotely locate and monitor their unicycle via InMotion’s mobile app, even when powered off. Remote locking functionality further enhances security, ensuring peace of mind for riders frequently leaving their wheel unattended.

Additional smart integrations include customizable RGB side accent lights and built-in Bluetooth speakers, allowing riders to personalize their ride and stay entertained while commuting – or just keep cars and other road users more aware of their presence. The V9 also includes USB-A and USB-C ports with 20W output to ensure riders can conveniently charge their mobile devices while on the go.

Safety is always paramount in electric transportation devices, especially those that come with their own unique concerns like electric unicycles. The V9 has TÜV Rheinland UL2272 certification and “advanced fire-resistant technology” to mitigate risks further.

The InMotion V9 is now available for purchase through local InMotion dealers and via the official InMotion online store.

I don’t cover electric unicycles as often as e-bikes, scooters, and other micromobility devices, but not because they are less deserving. They’re certainly more niche, but I know that the EUC community is adamant about their advantages. And listen, I get it. They’re small and convenient to park or store inside, they don’t require much maintenance at all, and they’re pretty fun after you get the hang of them. An EUC can be intimidating at first, but once it clicks in your brain after a few learning sessions, riding one is a blast!

With the electric unicycle market continuing to gain traction, InMotion still faces competition from other premium brands. However, the V9’s comprehensive package of comfort, safety, and advanced smart features, combined with its competitive price point, should place it pretty well in the crowded landscape of personal electric transportation.

FTC: We use income earning auto affiliate links. More.

Continue Reading

Trending