Ford CEO Jim Farley emphasized the necessity of building out a supply chain in the US for critical battery minerals, calling it the constraint to accelerating EV production. Meanwhile, the American automaker continues manufacturing massive batteries, upwards of 140 kWh, for its full-size electric truck, the F-150 Lightning. Imagine how many EVs could be produced by making smaller, more efficient models. Perhaps like an electric Maverick?
Ford CEO claims battery supply is reason for constraints
Ford jumped out of the gate in 2022, selling 61,575 electric vehicles in the US and becoming the second largest EV maker domestically behind Tesla.
However, it also came at a price. Ford revealed last week it expects its EV business unit, Model e, to lose $3 billion this year after losing a combined $6 billion between 2021 to 2023.
Farley said in an interview with Yahoo Finance, “batteries are the constraint here,” as he went on to mention critical battery minerals like “both lithium and nickel are the key constraining commodities.”
The Inflation Reduction Act, passed last August, incentivizes sourcing and producing these minerals in North America or with the US’s free trade partners. However, as Farley goes on to explain:
We normally get those from all over the world — South America, Africa, Indonesia. We want to localize that in North America, not just the mining but the processing of the materials.
And perhaps more importantly, Farley adds that even raw materials mined in the US are often sent back to China for processing, which the US is trying to dissuade automakers from doing through grants and other incentives such as those in the IRA bill.
Although the actions have stemmed some domestic production capacity, China still accounts for over 70% of the market, with battery giants like CATL that continue gaining momentum (read more about CATL and Ford’s new LFP battery factory in the US).
Ford looks to take advantage of the new incentives with a plan to build its “largest, most advanced and efficient auto complex” in the automaker’s 118-year history.
Construction underway at Ford’s BlueOval City EV mega-campus (Source: Ford)
The initiative, called BlueOval City, includes three new battery plants in collaboration with SK Innovation and a new EV manufacturing complex where Ford will produce its second-generation electric truck and EV platform, codenamed Project T3.
Farley says the manufacturing process at the mega-campus will be a breakthrough with “radical simplicity, cost efficiency, and quality technology.”
Ford says the EV battery and manufacturing complex is on track to begin production in 2025. Altogether Ford expects to have 129 GWh of annual EV battery production capacity when the plants are fully operational.
Despite the ongoing battery constraints mentioned by Farley, Ford is aiming to produce 2 million EVs annually by late 2026.
Electrek’s Take
Ford is building out its domestic supply chain and manufacturing capabilities to streamline production, cut costs, and put the company in a position to succeed in the increasingly competitive EV market.
Meanwhile, Ford continues to crank out production of its massive F-150 Lightning with the extended range model battery size of 131 kWh. Perhaps, making smaller, more efficient EV models, something like an electric Maverick-sized truck could benefit the automaker even further.
Ford released its electric Explorer in the European market, a mid-size electric SUV based on Volkswagen’s MEB platform with an expected 52 kWh base battery with more powerful versions offering up to 77 kWh.
For every one Lightning produced, Ford could make two electric Explorers, almost three. Now, if Ford could do the same with a smaller, more efficient truck like the Maverick, production capabilities could easily double, if not triple.
Ford is looking at ways to overcome the battery constraints with new EV battery types like Iron phosphate (LFP) batteries, as well as advanced vehicle platforms and manufacturing processes, but it may be even more helpful to focus on making more efficient alternatives.
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In a move that underscores the growing instability in international e-bike trade, premium electric bike maker Riese & Müller has paused all e-bike shipments to the United States, citing unpredictable steel tariffs as the final straw.
The German brand, known for its high-end urban and cargo e-bikes, informed US dealers this week that it is halting exports for the foreseeable future. While the company pointed to the recent reinstatement of a 50% tariff on certain steel components from overseas, including Germany, the broader issue here seems to be the chaotic and ever-shifting tariff landscape surrounding e-bike imports.
“We need to take a few days to carefully evaluate this situation and its implications before proceeding with further steps,” explained the company in an email to its dealers in the US, according to Bicycle Retailer.
This isn’t the first time tariffs have disrupted the flow of electric two-wheelers into the US. The Trump administration’s Section 301 tariffs targeting Chinese goods initially shook up the industry during the administration’s first term, hitting Chinese-made e-bikes and components with 25% duties before being temporarily suspended. Those tariffs whipped back and forth as exclusions came and went, then became a double whammy after the Trump administration’s “reciprocal” tariffs added even more hardships to e-bike importers in the US. And now, as of July 1, additional steel tariffs have expanded the uncertainty.
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What’s unusual in Riese & Müller’s case is that most e-bikes – even expensive ones – use relatively little steel compared to aluminum. Frames, forks, wheels, and most structural components are increasingly made from aluminum alloys or carbon fiber. But with the tariff code system as vague and inconsistently enforced as it is, it seems R&M simply doesn’t want to take the risk of unexpected import costs – or the administrative mess that comes with it, including having to account for how much of a bike is produced from steel components and what the value of those components proves to be.
The impact on the US market will likely be minor in volume; Riese & Müller is a premium but somewhat boutique brand with a loyal yet small customer base. Still, this is a canary in the coal mine. If even premium brands are choosing to step away from the US market over tariff unpredictability, what happens when larger, mass-market brands start running into similar issues?
For now, dealers in the US are being told to sell through existing stock and not take additional orders until the company can determine whether it will be able to continue importing e-bikes into the US. But if the trade war tariffs contineu, this may not be the last premium brand to throw in the towel – at least temporarily.
Electrek’s Take
This isn’t just about one German e-bike brand putting things on pause – it’s a red flag for the industry. While Riese & Müller may be small in terms of US volume, their decision shows how unpredictable tariffs, even on seemingly minor components, can create enough uncertainty to shut down an entire market channel. Most e-bikes are made primarily from aluminum, not steel, but when customs enforcement can interpret tariff codes in vague or inconsistent ways, no brand wants to gamble on a five-figure shipment getting hit with a surprise 25-50% fee.
What’s more concerning is that this adds to a growing stack of trade policy hurdles facing e-bike makers: China-focused tariffs, broader “reciprocal” tariffs, battery import duties, and now steel restrictions hitting European brands too. There’s no coherent strategy here, just a patchwork of protectionist measures that hurt importers, confuse dealers, and raise prices for consumers. If the US wants to promote micromobility and clean transportation, it’s going to need smarter policies than this.
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Solar is taking off across Africa in a big way. According to a new analysis of China’s solar panel exports data from energy think tank Ember, solar panel imports into the continent jumped 60% in the 12 months through June 2025, setting a record that could reshape electricity systems in many countries.
In that period, Africa imported 15,032 megawatts (MW) of solar panels, up from 9,379 MW the year before. While South Africa has dominated past surges, this wave is happening across the map: 20 countries set new import records, and 25 countries each brought in at least 100 MW, compared to just 15 a year earlier.
Nigeria overtook Egypt to become the second-largest importer with 1,721 MW, while Algeria surged into third with 1,199 MW. Growth rates in some countries were staggering: Algeria’s imports jumped 33-fold, Zambia’s eightfold, Botswana’s sevenfold, and Sudan’s sixfold. Liberia, the DRC, Benin, Angola, and Ethiopia all more than tripled their imports.
Still, import numbers don’t tell the whole story. It’s unclear how many of these panels have been installed yet. Muhammad Mustafa Amjad of Renewables First, an energy transition think tank in Pakistan, pointed out that countries risk losing valuable time and opportunities without proper tracking. “Africa’s transition will happen regardless,” he said, “but with timely data it can be more equitable, planned, and inclusive.”
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If these panels do get installed, the impact could be massive. In Sierra Leone, the past year’s imports alone could cover 61% of the country’s 2023 electricity generation. For Chad, it’s 49%. Liberia, Somalia, Eritrea, Togo, and Benin could all boost generation by more than 10% compared to 2023, and 16 countries could see increases of over 5%.
The economic case is also strong. In Nigeria, solar savings from replacing diesel could repay panel costs in just six months, or even less in other countries. In fact, in nine of Africa’s top 10 solar panel importers, the value of imported refined petroleum outweighed solar imports by factors of between 30 to 107.
Ember’s chief analyst, Dave Jones, called the surge “a pivotal moment,” urging more research and reporting to keep pace with the rapid rise to “ensure the world’s cheapest electricity source fulfills its vast potential to transform the African continent.”
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Hyundai and Kia vehicles are popping up on US roads more than ever, and a lot of it has to do with EVs. The South Korean auto giants just hit another milestone as they gear up to introduce several new models.
Hyundai and Kia bet on EVs, hybrids for growth in the US
After launching their first hybrid vehicles in the US in 2011, the Sonata and K5, Hyundai and Kia have come a long way.
Today, two out of ten Hyundai or Kia models sold in the US are considered “eco-friendly,” including electric (EV), hybrid, plug-in hybrid (PHEV), and fuel cell electric (FCEV) vehicles.
After 14 years, Hyundai and Kia announced on Monday that combined, they have now sold over 1.5 million eco-friendly cars in the US. In a statement, the company said it continues seeing strong demand for several models, including the Tucson Hybrid, IONIQ 5, and Niro Hybrid.
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Although 14 years is a relatively long time, in the first few years, they only offered a few models. It took 11 years to reach the 500,000 mark in 2022, and in just three years, they’ve since tripled it.
Hyundai and Kia’s eco-friendly car sales in the US since 2011, including EV, hybrid, PHEV, and FCEV (Source: Hyundai)
Since reaching 100,000 in annual sales in 2021, brand sales of eco-friendly cars have grown rapidly. Hyundai and Kia sold 182,627 units in 2022, 278,122 units in 2023, and 364,441 units in 2024. This year, they sold over 221,500 in the first six months, up 20% from the same period in 2024.
Hybrids accounted for over 1.1 million, followed by electric vehicles with nearly 375,000, and FCEVs at just over 1,850 units sold.
2025 Hyundai IONIQ 5 at a Tesla Supercharger (Source: Hyundai)
The Hyundai Tucson Hybrid and Kia Niro Hybrid are the brand’s top-selling eco-friendly cars in the US. Hyundai’s Sonata Hybrid and IONIQ 5 ranked second and fourth. Meanwhile, the Kia Sportage Hybrid and Sorento Hybrid placed third and fifth.
Hyundai and Kia offer 19 eco-friendly vehicles in the US, including eight hybrid and PHEVs, 10 EVs, and just one FCEV.
2025 Kia EV6 US-spec model (Source: Kia)
Both brands sold more vehicles in the US in the first half of the year than ever. With Hyundai now building vehicles at its new EV plant in Georgia, including the 2025 IONIQ 5 and 2026 IONIQ 9, the automaker expects the growth to continue. Kia assembles the EV6 and EV9 at a separate plant in Georgia, and will introduce the EV4, its first electric sedan, in early 2026.
Based on the advanced E-GMP platform, Hyundai and Kia’s electric vehicles offer some of the longest driving ranges, fastest charging speeds, and remain surprisingly affordable.
Hyundai IONIQ 9 (Source: Hyundai)
With leases starting as low as $159 per month, the 2025 Hyundai IONIQ 5 is one of the most affordable EV lease deals in the US. Even the three-row IONIQ 9 is listed with monthly leases as low as $299. That’s pretty cheap for a nearly $60,000 three-row electric SUV.
Hyundai will continue to offer hybrids in response to the changing policies under the Trump Administration. It also plans to add hybrid production in Georgia, starting next year.
Looking to check one out for yourself? We can help you find vehicles in your area. You can use our links below to view Hyundai and Kia models near you.
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