A Bill Gates-based photovoltaic technology that may be solar energy’s future
A Direct wafer 6 x 6 solar cell at the CubicPV facility in Bedford, MA on August 5, 2021.
Boston Globe | Boston Globe | Getty Images
In 1839, German scientist Gustav Rose went prospecting in the Ural Mountains and discovered a dark, shiny mineral. He named the calcium titanate “perovskite” after Russian mineralogist Lev Perovski. The mineral was one of many that Rose identified for science, but nearly two centuries later, materials sharing perovskite’s crystal structure could transform sustainable energy and the race against climate change by significantly boosting the efficiency of commercial solar panels.
Solar panels accounted for nearly 5% of U.S. energy production last year, up almost 11-fold from 10 years ago and enough to power about 25 million households. It’s the fastest-growing source of new power, too, accounting for 50% of all new electricity generation added in 2022. But nearly all of the solar modules that are used in power generation today consist of conventional silicon-based panels made in China, a technology that has changed little since silicon cells were discovered in the 1950s.
Other materials used, like gallium arsenide, copper indium gallium selenide and cadmium telluride — the latter a key to the largest U.S. solar company First Solar‘s growth — can be very expensive or toxic. Backers of perovskite-based solar cells say they can outperform silicon in at least two ways and accelerate efforts in the race to fight climate change. Just this week, First Solar announced the acquisition of European perovskite technology player Evolar.
The silicon limits of solar cells
Photovoltaic cells convert photons in sunlight into electricity. But not all photons are the same. They have different amounts of energy and correspond to different wavelengths in the solar spectrum. Cells made of perovskites, which refer to various materials with crystal structures resembling that of the mineral, have a higher absorption coefficient, meaning they can grab a wider range of photon energies over the sunlight spectrum to deliver more energy. While standard commercial silicon cells have efficiencies of about 21%, laboratory perovskite cells have efficiencies of up to 25.7% for those based on perovskite alone, and as much as 31.25% for those that are combined with silicon in a so-called tandem cell. Meanwhile, even as silicon efficiencies have increased, single-junction cells face a theoretical maximum efficiency barrier of 29%, known as the Shockley-Queisser limit; their practical limit is as low as 24%.
Furthermore, perovskite cells can be more sustainable to produce than silicon. Intense heat and large amounts of energy are needed to remove impurities from silicon, and that produces a lot of carbon emissions. It also has to be relatively thick to work. Perovskite cells are very thin — less than 1 micrometer — and can be painted or sprayed on surfaces, making them relatively cheap to produce. A 2020 Stanford University analysis of an experimental production method estimated that perovskite modules could be made for only 25 cents per square foot, compared to about $2.50 for the silicon equivalent.
“Industries will set up production lines in factories for commercialization of their solar cells before 2025,” says Toin University of Yokohama engineering professor Tsutomu Miyasaka, who reported the creation of the first perovskite solar cell in 2009. “Not only for use in outdoor solar panels but also indoor IoT power devices, which will be a big market for perovskite photovoltaic devices because they can work even under weak illumination.”
Backing next-generation climate technology
Companies around the world are starting to commercialize perovskite panels. CubicPV, based in Massachusetts and Texas, has been developing tandem modules since 2019, and its backers include Bill Gates’ Breakthrough Energy Ventures. The company says its modules are formed of a bottom silicon layer and a top perovskite layer and their efficiency will reach 30%. Their advantage, according to CEO Frank van Mierlo, is the company’s perovskite chemistry and its low-cost manufacturing method for the silicon layer that makes the tandem approach economical.
Last month, the Department of Energy announced that CubicPV will be the lead industry participant in a new Massachusetts Institute of Technology research center that will harness automation and AI to optimize the production of tandem panels. Meanwhile, CubicPV is set to decide on the location of a new 10GW silicon wafer plant in the U.S., a move it says will speed tandem development.
“Tandem extracts more power from the sun, making every solar installation more powerful and accelerating the world’s ability to curb the worst impacts of climate change,” said Van Mierlo. “We believe that in the next decade, the entire industry will switch to tandem.”
In Europe, Oxford PV is also planning to start making tandem modules. A spinoff from Oxford University, it claims a 28% efficiency for tandems and says it’s developing a multi-layered cell with 37% efficiency. The company is building a solar cell factory in Brandenburg, Germany, but it has been delayed by the coronavirus pandemic and supply-chain snags. Still, the startup, founded in 2010 and backed by Norwegian energy company Equinor, Chinese wind turbine maker Goldwind and the European Investment Bank, is hopeful it can start shipments this year pending regulatory certification. The technology would initially be priced higher than conventional silicon cells because tandem offers higher energy density but the company says the economics are favorable over the full lifetime of usage.
Many solar upstarts over the years have attempted to break the market share of China and conventional silicon panels, such as the notoriously now bankrupt Solyndra, which used copper indium gallium selenide. First Solar’s cadmium telluride thin film approach survived a decade-long solar shakeout because of its balance between low-cost relative to crystalline silicon and efficiency. But it now sees tandem cells as a key to the solar industry’s future, too.
“Perovskite is a disruptive material without disrupting the business model — the entrenched capacity to manufacture based on silicon,” says Oxford PV CTO Chris Case. “Our product will be better at producing lower-cost energy than any competing solar technology.”
The Brandenburg, Germany manufacturing plant of Oxford PV, a spinoff of Oxford University, that claims a 28% efficiency for its tandem solar cells and says it’s developing a multi-layered cell with 37% efficiency.
Oxford PV
Caelux, a California Institute of Technology spinoff, is also focused on commercializing tandem cells. Backed by VC Vinod Khosla and Indian energy, telecom and retail conglomerate Reliance Industries, Caelux wants to work with existing silicon module companies by adding a layer of perovskite glass to conventional modules to increase efficiency by 30% or more.
Questions about performance outside the lab
Perovskites face challenges in terms of cost, durability and environmental impact before it can put a dent in the market. One of the best-performing versions is lead halide perovskites, but researchers are trying to formulate other compositions to avoid lead toxicity.
Martin Green, a solar cell researcher at the University of New South Wales in Australia, believes silicon-based tandem cells will be the next big step forward in solar technology. But he cautions that they are not known to work well enough outside the lab. Perovskite materials can degrade when exposed to moisture, a problem with which researchers have claimed some success.
“The big question is whether perovskite/silicon tandem cells will ever have the stability required to be commercially viable,” said Green, who heads the Australian Centre for Advanced Photovoltaics. “Although progress has been made since the first perovskite cells were reported, the only published field data for such tandem cells with competitive efficiency suggest they would only survive a few months outdoors even when carefully encapsulated.”
In a recent field trial, tandem cells were tested for over a year in Saudi Arabia and were found to retain more than 80% of an initial 21.6% conversion efficiency. For its part, Oxford PV says its solar cells are designed to meet the standard 25- to 30-year lifetime expectancy when assembled into standard photovoltaic modules. It says its demonstration tandem modules passed key industry accelerated stress tests to predict solar module lifetimes.
Japan’s on-building perovskite experiments
In Japan, large, flat expanses of land that can host mega-solar projects are hard to come by due to the archipelago’s mountainous terrain. That’s one reason companies are developing thin, versatile perovskite panels for use on walls and other parts of buildings. Earlier this year, Sekisui Chemical and NTT Data installed perovskite cells on the exterior of buildings in Tokyo and Osaka to test their performance over a year. Electronics maker Panasonic, meanwhile, created an inkjet printer that can turn out thin-film perovskite cells in various sizes, shapes and opacities, meaning they can be used in regular glass installed on windows, walls, balconies and other surfaces.
“Onsite power generation and consumption will be very beneficial for society,” says Yukihiro Kaneko, general manager at Panasonic’s Applied Materials Technology Center. “For Japan to achieve its decarbonization goal, you would need to build 1,300 ballpark-sized mega-solar projects every year. That’s why we think building solar into windows and walls is best.”
Exhibited at CES 2023, Panasonic’s 30cm-square perovskite-only cell has an efficiency of 17.9%, the highest in the world, according to a ranking from the U.S. National Renewable Energy Laboratory. The manufacturer stands to get a boost from regulations such as a recently announced requirement that all new housing projects in Tokyo have solar panels starting in 2025. Panasonic says it aims to commercialize its perovskite cells in the next five years.
Perovskite cell inventor Miyasaka believes perovskite-based power generation will account for more than half of the solar cell market in 2030, not by replacing silicon but through new applications such as building walls and windows.
“The rapid progress in power conversion efficiency was a surprising and truly unexpected result for me,” said Miyasaka. “In short, this will be a big contribution to realizing a self-sufficient sustainable society.”
Mark Kay’s iconic Pink Cadillac awards are driving into the future for 2025. The company’s first-ever electric Pink Cadillac OPTIQ made its debut during the Mary Kay annual Seminar in Charlotte this weekend, symbolizing a “recharged vision” for the future of the popular brand.
Pioneers in monetizing friendships female empowerment and entrepreneurship, the Pink Cadillac is considered one the most coveted symbols of achievement for Mary Kay sales reps, signifying not just great sales (GM Authority reported that it took ~$102,000 in annual sales to qualify back in 2001), but also leadership, a history of mentoring others, and a sustained reputation of excellence among their peers.
The women you see behind the wheel of the Pink Cadillac are the real deal, in other words, and the big Caddy really does mean something to people in the know.
The iconic pink Cadillac was born in 1968 when Mary Kay Ash purchased a Cadillac Coupe De Ville from a Dallas dealership and promptly had it painted to match the pale pink Mary Kay lip and eye palette. General Motors later named the color Mary Kay Pink Pearl, and the shade is exclusive to Mary Kay.
MARY KAY
Now, the Pink Cadillac is going to stand for environmental sustainability, too, enabling Mary Kay’s top performers to set yet another positive example for anyone aspiring to their success.
“For decades, the Mary Kay pink Cadillac has symbolized accomplishment, aspiration, and the power of recognition,” said Ryan Rogers, Chief Executive Officer of Mary Kay. “With the introduction of the all-electric OPTIQ, we’re honoring that iconic legacy while driving into a transformative future—one grounded in our commitment to sustainability and dedication to inspiring and celebrating the achievements of our independent sales force for generations to come.”
Mary Kay announced its new Pink Cadillac with this video, below.
Same Legacy, New Energy
“The legacy continues with the new, all-electric (and still very pink) Cadillac Otiq [sic],” reads the official Mary Kay copy on YouTube. “The Optiq remains instantly recognizable with the pink pearl exterior, while modernizing with sleek, cutting-edge features. In addition, this vehicle showcases our commitment and dedication to sustainability by reducing our carbon footprint while continuing to inspire.”
Speaking of inspiration, I can’t hardly hear the words “Pink Cadillac” without thinking of the song. But, since “Bruce Springsteen” has become something of a trigger word for the MAGA snowflakes in the audience, I’ll post a different, but similarly great song about rose-tinted GM flagships from Dope Lemon. You can let me know what you think of it in the comments.
As ever, the Cadillac is not a “gift,” per se – but typically takes the form of a two year lease paid for by Mary Kay. No word yet on what the exact shape and form the OPTIQ deal will take.
Electrek’s Take
Whatever you might think of MLMs or businesses like Amway, Avon, or Mary Kay, they play a big part in the social dramas of hundreds (if not thousands) of neighborhoods and online communities. The people at the top are influential, and the people “below” them genuinely try to emulate them and follow their lead.
Thanks to Mary Kay, that might soon mean a decision to buy an electric vehicle – and that result would be a win for everyone.
SOURCE | IMAGES: Mary Kay.
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RBW, a British handcrafted electric car manufacturer, brought its cute little Roadster out to Santa Monica and invited us up for a drive.
RBW has built cars in the UK for a few years now, but is about to set up US manufacturing in Virginia. Along with that comes a version of its Roadster modified for the US market, and we got a sneak peek with a short drive in Santa Monica.
The RBW Roadster is a small, hand-built, retro-style EV, meant as a modern take on British classics. But it’s not an actual classic itself – it’s a newly-built vehicle, with a new body, modern safety features, and even some electronics, like CarPlay and Android Auto (but not much else – there’s no huge, cockpit-defining screen, just a 9″ one, with retro gauges in front of the driver. But it does have a backup camera!).
Our drive was short, just a quick trip up and down the most trafficky part of Pacific Coast Highway in Santa Monica, without much chance to really stretch the vehicle’s legs. So we can’t verify range or tell you how it handles on the limits, but we can tell you about the basic controls and feel of the vehicle.
On a mostly smooth road, the car offered a comfortable ride dynamic. We didn’t get a sense of chassis noise because the top was down (which I surmised was an intentional effort by the company – I’ve used the same trick when showing off my car before).
The steering is tight and has a good weight to it, and the retro-style steering wheel felt great in my hands.
Of particular interest to me, as a long-time EV driver, is how the throttle pedal is tuned. Lots of EVs add some intentional delay or smoothing to throttle inputs, which ends up making the pedal feel mushy and indirect, reducing the control you have over the vehicle.
For reference, the cars I drive most often are the Tesla Roadster and Model 3, which both have excellent direct pedal feel.
And I’m happy to report that the RBW Roadster’s throttle pedal feels very similar to the cars I love to drive. The car feels quick, and responds exactly to what I want it to do, when I want it to do it. But it’s not excessively “punchy” like some of the more absurdly-powered EVs can be (like the Tesla Model S Plaid or the Macan Turbo S).
It does not, however, have off-throttle regenerative braking, aka one-pedal driving. Pressing the brake pedal engages regen, but letting off the throttle lets you simply coast. I personally prefer one-pedal driving, but one consideration RBW had is that since the car does not have traction control, regenerative braking on the rear axle (where the motor is) could potentially present a safety issue on slippery roads. So, fair enough I guess, but I still do prefer one pedal.
Speaking of pedals, the brake pedal was placed quite far from the accelerator. This is a plus and a minus – a minus because it’s quite different from most vehicles these days, where the pedals are placed closer, for ease of reaching them with your right foot. A plus because higher separation might reduce the chance of “crossing the pedals” and accidentally pressing both with the same foot in an emergency situation, and because it enables left-foot braking, which is generally better for performance driving… in the hands of a trained driver, anyway.
That said, this isn’t exactly a performance car. It’s fun, it’s responsive, but it’s not powerful. The version we tested had a 0-60 time of only around 9 seconds, so it didn’t give you the “throw your head back” feeling that so many EVs on the road these days do. It’s responsive, but not fast.
RBW says the American version will have more motor power than the UK version, but it’s still trying to figure out exactly how to tune it. This should bring 0-60 times down by about a second. But we can’t help but think that it would be nice with even a little more power than that, which we think should be possible given the car’s 50kWh battery and ~2,900lb weight, specs that are similar to my similarly-sized Tesla Roadster (as you can see below – along with the GT version of the RBW, on the right).
Here’s an issue: all the specs we were given seem extremely fluid. While talking to the company, I got several different numbers for any given specification. It seems to me like the company is still figuring out exactly what changes it will make for its US models.
This is somewhat to be expected of a small, hand-built manufacturer, especially since buyers can ask for certain modifications or personalizations (seat height, for example, which is important in a small car like this). But it does make it tough to write an article about it.
Nevertheless, the car drives well, and RBW seems to have gotten a lot right about the dynamics of the vehicle. It executes well on its goal – a fun, small British-style roadster, a great weekend car for those who have the means.
As for the means, the RBW Roadster will start in the $140-150k range, so it’s not cheap. But if you’re looking for something like this, it’s just about the only game in town, and it’s a good execution of the feel of a nimble roadster for weekend cruising.
RBW is currently taking $1,000 reservations for 2026 builds, and you can have a look at configurations (paint, roof, interior, wheels) over on its website.
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Canadian startup Beachman has just unveiled its latest electric two-wheeler, the ’64, a vintage-styled electric motorcycle that looks like it rolled straight out of the 1960s. With throwback café racer design and a respectable top speed of 45 mph (72 km/h), it’s a slick little ride with a curious twist: it calls itself an e-bike.
It’s not just a casual reference, but it’s baked into the name. The full model name on Beachman’s website is the ’64 E-Bike.
While I’d generally be inclined to give them the benefit of the doubt, since many motorcyclists refer to electric motorcycles as “e-bikes” and the term has a broad definition in colloquial usage, the company is obviously casting more in the “electric bicycle” end of the spectrum. They even say on their website that it is “rideable as either a Class II E-Bike or a Registered Moped (in most states).”
Despite lacking pedals entirely – and clearly designed more like a lightweight electric motorcycle – the Beachman ’64 comes with a selectable “E-Bike Mode” that limits it to 20 mph (32 km/h). The implication? That riders can use this obvious motorcycle in bike lanes like a Class 2 e-bike. Legally speaking, that’s a stretch, to put it mildly. In fact, I’m not currently aware of any state where that’s explicitly legal, though it could probably pass in many states due to the current state of enforcement we usually see.
According to Beachman, the ’64 has three ride modes:
- E-Bike Mode: 20 mph (32 km/h) top speed, which the company says is “perfect for bike lanes.”
- Moped Mode: 30 mph (48 km/h) top speed, which does match legal definitions for mopeds in some jurisdictions, even without pedals.
- Off-Road Mode: 45 mph (72 km/h) top speed, no pretense – just a motorcycle.
In practice, I don’t think it’s a stretch of the imagination to assume that most riders will likely keep it in Off-Road Mode, where the bike delivers its full 3,000W performance and offers the most fun. And specced with decently large batteries, it could actually do some modest commuting, even at higher speeds. The ’64 comes with a removable 2.88 kWh battery (or optional 3.6 kWh upgrade), and range is estimated at 55–70 miles, depending on configuration. It charges to 80% in three hours and even features regenerative braking.
The company leans heavily on its “timeless design” messaging, and to their credit, the ’64 nails the aesthetic. It looks great. The frame, tank, and seat all channel classic motorcycle vibes while skipping the modern digital overload – no apps or touchscreens here. Just a clean, simple throttle and some retro charm.
But for all the cool factor, the classification confusion raises eyebrows. Calling a 45 mph, pedal-less motorcycle an “e-bike” in any meaningful legal sense is a misfire. Some states allow low-speed mopeds in bike lanes, but others draw the line at motorized vehicles without pedals. The ’64 might get away with it in limited cases, but most jurisdictions will (rightfully) require it to be registered and insured as a motor vehicle. And it’s unclear if explaining to the officer, “But I had it in 20 mph mode…” will help much on the side of the road.
Still, Beachman is aiming at a particular rider who wants motorcycle style and speed without all the baggage. With a starting price of $4,800, the ’64 could be an appealing step-up for e-bike riders looking to graduate into something faster without committing to a full-sized gas bike.
Just don’t expect to blend in on the bike path.
Electrek’s Take
Look: The bike looks fantastic and probably rides well, but come on, it’s a 230 lb (105 kg) motorcycle.
Let’s stop calling every throttle-only EV an e-bike just because it’s got two wheels, a battery, and a button that neuters it to 20 mph. This has gotten silly. You built a great-looking bike. But it’s a bike in the way a motorcycle rider refers to his “bike.” It’s not a bicycle, and it’s not a bike lane vehicle any more than a Sur Ron is. At least not if you respect your fellow two-wheel riders around you.
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