54 organizations demand Toyota shift to EVs globally as new CEO steps in
A coalition of 54 consumer and environmental groups from 26 countries have written a letter to Toyota asking that the company phase-out fossil fuels globally by 2035, and in Europe by 2030. The letter is timed to coincide with the start of new CEO Koji Sato’s tenure at the company on April 1.
Toyota occupies a commanding role in global auto manufacturing. It is not only the largest company in Japan by a longshot, but also often the world’s number-one automaker (sometimes swapping this title with VW). As a result, the company’s actions can set the tone for the auto industry.
It also carries the respect of manufacturing companies outside of the auto industry, with its famous “kaizen” production methods. Kaizen’s focus on efficiency has influenced manufacturing worldwide – somewhat to its recent detriment, as just-in-time production proved disastrous during COVID-19 supply chain disruptions.
But under CEO Akio Toyoda, Toyota has lagged significantly on electric cars. The company has taken a long time to bring any EV to market, and its first full EV, the bZ4X, didn’t have the best launch. While those kinks have now been worked out after a lengthy recall, the company still sells EVs in very low volume in a world where EVs are becoming more and more front and center in virtually every automaker’s lineup.
Beyond that, and even worse, Toyota has actively worked against electric cars over the last decade. The company has repeatedly spread EV misinformation, including in advertisements and in Japanese schools. It was named one of the most obstructive entities on Earth regarding climate policy, it refused to join international agreements for EV adoption (even though that agreement’s 2040 goal was weak to begin with), and it has joined with anti-environment forces in trying to stop clean air legislation.
As a leader in Japanese industry, Toyota’s (and the rest of the Japanese auto industry’s) intransigence on EVs has led some to warn that Japan’s economy could decline significantly if it doesn’t shape up.
But all of this happened under Akio Toyoda. And Toyota’s inability – or, perhaps more accurately, lack of desire – to adapt to the EV landscape seems to have been a factor in his stepping down. Toyoda seemed to acknowledge that he was unable to lead the company through the level of change needed to adapt for the future, stating:
To advance change at Toyota, I have reached the decision that it is best for me to support a new president while I become chairman.
The incoming CEO, Koji Sato, was previously brand chief at Lexus, where he led Lexus’s electrification efforts. Toyoda picked Sato for his ability to “promote change in an era in which the future is unpredictable.” He begins his tenure on April 1, and has already stated that he wants to get serious about EVs.
Open letter demands change at Toyota – drop fossils by 2035 globally, 2030 in US/EU
To coincide with the beginning of Sato’s tenure, 54 consumer and environmental groups representing millions of supporters in 26 countries have combined to ask that the new CEO, Mr. Sato, “commit to phase out all internal combustion engine vehicles in the U.S. and Europe by 2030, and globally by 2035.” The groups also demand that Toyota end its “anti-climate lobbying” immediately.
The effort was spearheaded by Public Citizen, a US-based nonprofit consumer advocacy group. Other notable signatories include the Japanese chapters of Greenpeace and the Rainforest Action Network, along with the Center for Biological Diversity, Electric Vehicle Association, GreenLatinos, Coltura, EarthJustice, and the Sierra Club. The letter lists the many other groups involved from around the world.
The letter does not mince words. While it does “ask” Toyota for these commitments, it also points out “decades of harm and deceit caused by Toyota” with respect to electric vehicle adoption, including cheating on emissions tests, which led to a record $180 million fine.
The letter points to research that fossil fuels are responsible for millions of deaths per year, accounting for one in five deaths around the globe. Personal vehicles are a primary contributor to this fossil fuel pollution, which harms human health everywhere.
While Toyota has a plan to increase electrification of its fleet, the company currently says that it plans to sell 3.5 million electric cars in 2030. This is only about a third of the company’s current yearly sales, though a huge increase from the 16,000 vehicles, or .2% of its global sales, from its last fiscal year. By comparison, all-electric competitor Tesla sold 1.3 million EVs last year. Even stodgy old GM targets 40-50% electric sales by 2030.
The letter closes by recognizing incoming CEO Sato’s actions to lead Lexus toward electrification, and recent pledges to lead the industry, but requests several specific commitments:
- phase out internal combustion engine vehicles (including hybrids and plug-in hybrids) in the U.S. and Europe by 2030 and globally by 2035;
- align advocacy and lobbying with the goal of phasing out internal combustion engines, and be a voice for 100% renewable energy economy-wide;
- require 100% renewable energy use throughout your supply chains globally by 2035;
- by 2025, sign a procurement commitment for fossil-free primary steel with a steel producer and additionally commit to source 100% fossil-free steel by 2050;
- require responsible sourcing of your battery minerals, and develop battery design that allows for easy reuse and recycling of minerals;
- establish a clear commitment to Indigenous Peoples’ right to Free, Prior and Informed Consent, which should be extended to your suppliers.
Electrek’s Take
As I’ve said many times with respect to EV timelines: “Why not sooner?” But this time, this letter’s timeline is one I can actually agree with.
While many regions are looking to put requirements in place for full electrification by 2035, I don’t think this is early enough. Several automakers agree, and are planning to go full electric well before 2035. Jaguar, Alfa Romeo, Lotus, Bentley, Cadillac, Mercedes, Mini, Rolls-Royce, and Volvo have all committed to 2030, so it’s not like this timeline is impossible.
Oh, and of course, there’s one more brand with an all-electric 2030 target: Lexus. Which made the announcement while it was being led by none other than the incoming CEO of Toyota, Koji Sato.
All these automakers are smart to be ready for electrification before regulatory requirements come in. Electrification is happening fast, and once critical mass is reached, the shift can happen quickly. Norway was targeting 2025 for an end to gas car sales, but they’re already at close to zero a few years early.
Besides, electrification has taken several companies by surprise already. It takes time to build battery factories, distribution networks, charging networks, train (and convince) car dealers in how to sell EVs, and so on. Companies could have started on these efforts long ago, but many companies are only starting to build battery factories now. This has led companies with less foresight to be more affected by supply constraints. For one example, just this week, Ford CEO Jim Farley said “batteries are the constraint.”
So a faster route to electrification is not just smarter for every living being on Earth, but smarter for the company. Toyota is very late to the game already, and will have to work extremely hard to catch up. But if the new CEO knows what’s good for Toyota as a businessman, and what’s good for humanity as a human, he’ll put in that effort and realign his company to act responsibly, both for the world and for his shareholders.
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Capable of delivering up to 1,200 kW of power to get electric commercial trucks back on the road in minutes, the new ABB MCS1200 Megawatt Charging System is part of an ecosystem of electric vehicle supply equipment (EVSE) that ABB’s bringing to this year’s ACT Expo.
ABB E-mobility is using the annual clean trucking conference to showcase the expansion of its EVSE portfolio with three all-new charger families: the field-upgradable A200/300 All-in-One chargers, the MCS1200 Megawatt Charging System for heavy-duty vehicles shown (above), and the ChargeDock Dispenser for flexible depot charging.
The company said its new product platform was built by applying a computer system-style domain separation to charger design, fundamentally improving subsystem development and creating a clear path forward for site and system expansion. In other words, ABB is selling a system with both future-proofing and enhanced dependability baked in.
“We have built a system by logically separating a charger into four distinct subsystems … each functioning as an independent subsystem,” explains Michael Halbherr, CEO of ABB E-mobility. “Unlike conventional chargers, where a user interface failure can disable the entire system, our architecture ensures charging continues even if the screen or payment system encounters issues. Moreover, we can improve each subsystem at its own pace without having to change the entire system.”
The parts of ABB’s new EVSE portfolio that have been made public so far have already been recognized for design excellence, with the A400 winning the iF Gold Award and both the A400 and C50 receiving Red Dot Design Awards.
New ABB chargers seem pretty, good
ABB says the systemic separation of its EVSE enhances both reliability and quality, while making deployed chargers easier to diagnose and repair, in less time. Each of the chargers’ subsystems can be tested, diagnosed, and replaced independently, allowing for quick on-site repairs and update cycles tailored to the speed of each systems’ innovation. The result is 99% uptime and a more future-proof product.
“The EV charging landscape is evolving beyond point products for specific use cases,” continued Halbherr. “By implementing this modular approach with the majority of our R&D focused on modular platforms rather than one-off products … it reduces supply chain risks, while accelerating development cycles and enabling deeper collaboration with critical suppliers.”
Key markets ABB is chasing
- PUBLIC CHARGING – with the award winning A400 being the optimal fit for high power charging from highway corridors to urban locations, the latest additions to the A-Series All-in-One chargers offer a field-upgradable architecture allowing operators to start with the A200 (200kW) with the option to upgrade to 300kW or 400kW as demand grows. This approach offers scalability and protects customer investment, leading to Total Cost of Ownership (TCO) savings over 10 years.
- PUBLIC TRANSIT AND FLEET – the new Charge Dock Dispenser – in combination with the already in market available HVC 360 – simplifies depot charging with a versatile solution that supports pantograph-, roof-, and pedestal charging options with up to 360kW of shared power and 150m/490 ft installation flexibility between cabinet and dispensers. The dispenser maintains up to 500A output.
- HEAVY TRUCKS – building the matching charging infrastructure for commercial vehicles and fleets represents a critical innovation frontier on our journey to electrify transportation. Following extensive collaboration with industry-leading truck OEMs, the MCS1200 Megawatt Charging System delivers up to 1,200kW of continuous power — 20% more energy transfer than 1MW systems — providing heavy-duty vehicles with purpose-built single-outlet design for the energy they need during mandatory driver breaks. To support other use cases, such as CCS truck charging, a dual CCS and MCS option will also be available.
- RETAIL – the award winning C50 Compact Charger complements the family as the slimmest charger in its category at just 9.3 inches depth, optimized for convenient charging during typical one-hour retail experiences. With its large touch display, the C50 takes the award-winning A400 experience even further — setting a new standard for consumer experience and very neatly echoing our own take on that “Goldilocks” timing zone for commercial charging.
ABB says that the result of its new approach are chargers that offer 99% plus uptime — a crucial statistic for commercial charging operations and a key factor to ensuring customer satisfaction. The new ABB E-mobility EVSE product family will be on display for the first time at the Advanced Clean Transportation Expo (ACT Expo) in Anaheim, California next week, then again at Power2Drive in Munich, Germany, from May 7-9.
Electrek’s Take
The ACT Expo is one of – if not the most important sustainable trucking event in North America, featuring all the big names in heavy trucks, construction equipment, material handling, infrastructure – even Tier 1 suppliers. Mostly, though, it’s many fleet buyers’ only chance to test drive these zero emission trucks before writing a big PO (which just makes it even more important).
Electrek will be there again this year, and we’ll be bringing you all the latest news from press events and product reveals as it happens.
SOURCE | IMAGES: ABB E-mobility.
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Along with Tennessee Tech, Tennessee-based ultralight aircraft company Whisper Aero has secured a $500,000 grant to help advance the company’s innovative electric jet motor concept off the drawing board and onto the testing phase.
Earlier this month, the Tennessee Department of Economic and Community Development (TNECD) announced plans to award $500,000 to Tennessee Tech and Whisper Aero through the Transportation Network Growth Opportunity (TNGO) initiative.
“We look forward to using these award dollars to place students in internships working directly with Whisper Aero leaders,” said Tennessee Tech President Phil Oldham. “By learning from an electric propulsion innovator like Whisper Aero, our students will gain invaluable perspective and can take what they have learned in the classroom and apply it right here in Tennessee.”
The grant will see a Whisper Aero glider fitted with a pair of the company’s eQ250 electric-powered jet “propulsors” for UltraQuiet flight. Tennessee Tech faculty and students will carry out copper-bird ground testing to ensure the safe integration of engines, batteries, and controllers, and kickstart Tennessee Tech’s new Crossville Mobility Incubator.
Those propulsors, by the way, are super cool.
Whisper Aero’s main claim to fame is its innovative UltraQuiet WhisperDrive (above). It’s effectively an electrically spun ducted fan jet engine that uses a large number of stiff composite fan blades inside a lightweight, acoustically treated duct. With so many blades, the Whisper Aero propulsor can push more air than a conventional prop while spinning much more slowly. As such, the “blade passage frequency” moves up to more than 16,000 Hz – outside the range of most human hearing but not, supposedly, high enough to freak out the beagles.
The Whisper Aero ultralight is effectively an Aériane Swift3 glider fitted with a pair of Whisper’s eQ250 propulsors, each capable of up to 80 lbs. of thrust. The Ultralight has a wingspan of over 40 ft with a maximum L/D of 35:1 and can be stressed to a design loading of +6/-4g, making it capable of some pretty impressive acrobatic feats.
The Swift3 glider is designed for a low speed, low power cruising speed of 45–55 knots with “just” 6.5 hp. Power-off glides from a few hundred feet showed a low sink rate, and a climb rate of 1,250 ft/min with full self-launching power (in other words: the Whisper glider doesn’t have to be towed by a launch vehicle, like a conventional ultralight glider).
Quiet cool
Range under full power is about 109 miles with current battery tech, but it’s expected that range under the latest EPiC 2.0 energy batteries would rise to nearly 170 miles.
Nathan Millecam, CEO of Electric Power System, said, “EPiC 2.0’s leap in energy density and thermal performance has enabled a significant increase in range, a clear validation of our next-gen cell technology. We are impressed by what the Whisper team continues to achieve in advancing electric aviation.”
The press release concludes explaining that flight tests are expected to show that the Whisper Aero glider can be flown, “a few hundred feet away from neighborhoods without any disturbances, while carrying a 220 lbs. payload with full range,” which is all kind of ominous in today’s political climate, but still pretty neat from a purely tech perspective.
The TNGO grant follows a separate grant from NASA awarded last year, though that grant aims to develop the eQ250s – not as a propulsion system, but as a key component in future spacecraft ventilation systems.
Tennessee Tech announces TNGO grant
With support from TNECD’s Transportation Network Growth Opportunity (TNGO) initiative, Tennessee Tech University and Whisper Aero are partnering to advance next-generation propulsion technology in the aerospace industry. This collaboration will enhance aerospace research and workforce development, ensuring Tennessee remains a leader in cutting-edge mobility solutions.
SOURCE | IMAGES: TNECD; via eVTOL Insights, New Atlas.
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A Tesla Cybertruck owner believed Elon Musk’s claims that the Cybertruck would be able to “act as a boat” and “cross rivers”, and he got his $100,000 stuck because of it.
Elon Musk has often made claims about how Tesla vehicles could float and briefly serve as a boat in the past.
We have never been taken too seriously because Tesla’s warranty states something different about taking the vehicle into water.
However, the CEO doubled down on the claim specifically for the Cybertruck.
Ahead of launching the production version of the Cybertruck, Musk claimed the vehicle would be “waterproof enough” to serve as a boat and cross rivers:
Cybertruck will be waterproof enough to serve briefly as a boat, so it can cross rivers, lakes and even seas that aren’t too choppy.
The CEO added that the goal is for a Cybertruck to be able to cross the water between SpaceX’s Starbase and South Padre Island in Texas, which is about 360 meters (1,100 feet).
We have been taking the Cybertruck more seriously with water because we learned that Tesla built a ‘wade mode’ for the truck to be able to go into the water. Tesla says the mode increases the ride height to the max and temporarily “pressurizes the battery pack.”
The problem is that it is activated through the off-roading mode, which is not covered under Tesla’s warranty – so we are taking everything with a grain of salt.
Whenever Tesla’s warranty contradicts what Musk says, it is better to follow to the warranty.
A Tesla Cybertruck owner in Truckee, California, appears not to have received this sage advice since they activated the wade mode and attempted to get into the water.
The Cybertruck owner quickly got stuck. The local California Highway Patrol (CHP) shared some pictures of the aftermath (via Facebook):
CHP Truckee helped with the recovery and commented on the incident:
Cybertruck activated “Wade Mode”… and waded a bit too far… We’re all for testing boundaries… but maybe not the waterline. Remember folks, “Wade Mode” isn’t “Submarine Mode.” If your plans include exploring the great outdoors, make sure to know your limits and the terrain.
There’s no detail on the damage to the Cybertruck, if any.
As we recently reported, repair costs for the stainless steel electric pickup truck can increase rapidly.
This Cybertruck owner is also not the first one to get stuck in water. We previously reported on a Tesla Cybertruck sinking into the water when launching a jet ski.
Electrek’s Take
At the risk of stating the obvious, this is clearly more of a user error than a Cybertruck problem.
I think the verdict is clear: Cybertruck is far from the best electric pickup truck for off-roading.
However, in general, you shouldn’t expect a truck to get out of water on a muddy bank.
I think a lot of Cybertruck owners are new to trucking and off-roading, and they are making the truck look worse than it is at off-roading.
If you want to take your Cybertruck off-road, I recommend to first go with an off-roading guide that can help avoid some simple mistakes like this.
Also, in general, don’t take Elon Musk’s claims at face value when he says that Tesla vehicles can do something that sounds like an exaggeration. It probably is an exaggeration.
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