I went to Sweden and experienced Gothenburg’s growing fleet of electric ferries
My journey in the electric mobility segment recently brought me to Gothenburg, Sweden – home to the Skansen Kronen, ZEEKR’s design center, and of course, Volvo. Sweden is one of the Scandinavian markets embracing electrification, and it couldn’t be more apparent in its public transit network. This includes 100% electric ferries, of which I got the chance to tour and go for a ride.
During my time in Gothenburg, I got to visit a number of young startups in electric mobility like SiNIX, Uni3, and Mattr Collective, as well as some growing names in EVs like Lynk & Co and ZEEKR. To get from one end of the city to the technology hub many of these business operate from, the fastest (and most sustainable) method is by electric ferries.
I rode Eloise over near Chalmers University’s remote campus, where I was able to climb aboard Elvy – one of the slightly older electric ferries moored for routine maintenance. My ~8-minute journey along the Göta älv River was smooth, peaceful, and most noticeably quiet. Have a listen:
After a short walk around the pier, I met up with my new friend Torbjörn – who really knows his electric ferries and gave me an amazing and exclusive (the city usually doesn’t take citizens above or below deck) tour of Elvy inside and out. Have a look at the outside first.
Climbing aboard Sweden’s electric ferries, Elvy and Eloise
Eloise offered an inspiring voyage, because I got to experience Sweden’s electric ferries in action, and those operators run a tight ship. I was about 50 yards away from the on-ramp aboard when they pushed off without me – better luck next time. Luckily, these electric ferries run back and forth all day, so I was able to catch the next one in a matter of minutes. I’ll hustle more next time.
Alright, let’s get into the star of the show – Elvy. Elvy was built in Denmark in 2019 and has been in operation in Gothenburg since. It is propelled by two 100% electric motors in the front and rear, enabling the ferry to efficiently pull in, load up, and pull out without ever having to turn around.
Those motors (seen below) are powered by a whopping mega-watt of energy, supplied by 45 modules equipped with lithium-ion cells. This is more than enough to power these electric ferries during their 8- to 13-hour shifts – especially since newer boats like Eloise are equipped with even more energy (1.3 MW).
Elvy’s 225 kW motors are able to propel it to a top speed of 11 knots (12.7 mph), although the electric ferries usually cruise between 7-8 knots (8-9 mph) to reduce energy consumption. Speaking of which, Torbjörn told me each electric ferry’s average consumption is between 25 and 125 kWh, depending on wind, weather, and current.
Elvy does have a diesel engine that runs on hydrotreated vegetable oil (HVO), but it is only used during extra long shifts when energy consumption is high and the batteries are completely depleted.
When the electric ferries like Elvy do need to recharge, they do so via a 250 kW AC plug on shore. Torbjörn couldn’t give me an exact number on charge times as the city schedules each individual charge based on what is needed, but I was told each boat usually gets at least 10 hours to replenish, which is usually more than enough for the following day’s shift.
In talking with my tour guide, I found further evidence that Sweden is very ahead of many countries in electrification – especially in public transit, but its people are not yet satisfied. DC fast charging has already been implemented on electric ferries in Norway and should be coming south to Gothenburg soon.
Additionally, we may see fully autonomous electric ferries in the future as well. Torbjörn told me all the technology is already in place upon Gothenburg’s ferries – but regulations are currently holding up full implementation. Torbjörn and I spoke about this a lot and he explained that regulations and safety measures create the most red tape for electrified ferry fleets, saying “a lot of things still need to be solved.”
In his opinion, charging is the biggest hurdle for the segment today. He explained that while it is expensive, it’s not so much about the cost or time to charge, but rather about the available charge speeds and the availability of grid infrastructure to support them. This is a hurdle we’re seeing all over the world, but one that thousands of great minds are working to leap over.
Västtrafik – the organization responsible for all of the public transit in Gothenburg, previously aimed to go all-electric by 2025, but has since set a new target for 2030. This electrification strategy includes buses and trams (seen above), which are almost all already electric, as well as the ferries that still need to be converted. That’s easier said than done considering each vessel costs about 80 million SKE ($7.4 million). At least 80% of Gothenburg’s transit network is already fully electric.
No matter if it takes two years or another seven, Gothenburg and Sweden as a whole, are prioritizing electrification in public transit, and it still amazes me to see 12-ton electric ferries in operation. It gives me hope for a future in which all these vessels are electric.
To conclude, here’s one of Elvy and Eloise’s electric siblings picking me up after I missed my first ferry back to the city center. Quiet, right?
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![Classic Jeep Grand Wagoneer gets a battery electric makeover [video]](https://i0.wp.com/electrek.co/wp-content/uploads/sites/3/2025/11/grand-wagoneer_EV_2.jpg?resize=1200,628&quality=82&strip=all&ssl=1)
Texas-based tuning firm Vigilante 4×4 is known for its wild, high-horsepower Jeep SJ Hemi restomods – but they’re more than just a hot rod shop. To prove it, they’ve developed a bespoke, all-electric skateboard chassis designed to turn the classic Jeep Grand Wagoneer into a modern, desirable electric SUV.
The scope of the Vigilante 4×4 electric chassis project is truly impressive. More than just a Jeep SJ frame with an electric drive train bolted in, the chassis is a completely fresh design that utilizes precise 3D scans of the original SJ Wagoneers, Grand Wagoneers, and J-Trucks to establish hard points, then fitted with low-slung battery packs to give the electric restomods superior weight balance, a lower center of gravity, and objectively improved ride and handling compared to its classic, ICE-powered forefathers.
The result is a purpose-built platform that delivers power to the wheels through a dual-motor system – one mounted in the front, and one at the rear – to provide a permanent, infinitely variable four-wheel drive system that offers both on-road performance and the kind of off-road capability that made the Grand Wagoneer famous in the first place.
Vigilante 4×4 electric Jeep SJ
“This isn’t a replacement for our Vigilante HEMI offerings,” reads the official copy. “It’s a total revisit of the Vigilante platform under electric power.”
The company emphasizes that its new chassis is still in the prototype stages. As such, there are no specs, there is no pricing, there are no range estimates. Despite it all, the response from Jeep enthusiasts has already been strong. “Keep in mind this is our first prototype,” a spokesperson said. “There’s still a lot of work to be done – but the journey has begun.”
Electrek’s Take
Retro done wrong – think the Dodge Charger Daytona EV or VW ID.Buzz – is a disaster. Always. If that nostalgic tone is just a little bit off, the song doesn’t work. The heartstrings don’t pull. Done right, however, the siren song of nostalgia will have you putting a second mortgage on your house to put a Singer Porsche or ICON Bronco in your garage.
It’s too soon to tell what side of that line the Vigilante 4×4 Jeep SJ will eventually fall, but one thing (at least) is certain: it’s closer to the mark than that Wagoneer S.
SOURCE | IMAGES: Vigilante 4×4, via Mopar Insiders.
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EQORE, a distributed battery storage startup based in Somerville, Massachusetts, has raised $1.7 million in seed funding to help industrial buildings tackle rising electricity costs. The round was oversubscribed and includes backing from the Massachusetts Clean Energy Center (MassCEC), Henry Ford III of Ford Motor Company, and Jonathan Kraft of The Kraft Group.
The timing couldn’t be more relevant. Data centers are booming, and that demand is slamming an already stressed grid. Big, utility-scale batteries help at the grid level, but they can’t fix the bottlenecks happening on local distribution networks. That’s where onsite storage steps in — storing energy when demand is low and discharging it when demand spikes, which helps stabilize costs for both the grid and the businesses using it.
MassCEC’s head of investments, Susan Stewart, said, “What excites us the most about EQORE’s technology is the dual impact: grid support and customer savings.” She noted that commercial and industrial buildings are ideal hosts for battery storage, but haven’t gotten much attention until now. “EQORE is closing that gap.”
Investor Randolph Mann highlighted what makes the company stand out: “By uniting advanced controls with high‑resolution metering and true end‑to‑end service, EQORE finally makes commercial behind-the-meter storage effortless and financially compelling for businesses.”
EQORE comes out of MIT’s Sandbox program and delta v accelerator and is currently part of the Harvard Climate Entrepreneurs Circle incubator. CEO and cofounder Valeriia Tyshchenko, a third‑generation engineer from Ukraine and MIT graduate, said the new funding will help the company scale alongside its existing revenue.
With the seed round closed, EQORE plans to grow its team and ramp up battery deployments at energy-intensive manufacturing facilities. The company doesn’t just install batteries; it operates them. Its autonomous software shifts when a facility uses power based on market conditions and utility incentives, reshaping load in real-time without disrupting operations.
Read more: Battery boom: 5.6 GW of US energy storage added in Q2
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![Check out Hyundai's cool new off-road electric SUV concept [Images]](https://i0.wp.com/electrek.co/wp-content/uploads/sites/3/2025/11/Hyundai-off-road-SUV.jpeg?resize=1200,628&quality=82&strip=all&ssl=1)
Hyundai took the sheets of its new off-road electric SUV, the Crater Concept, at the LA Auto Show. Here’s our first look at the compact off-roader.
Meet Hyundai’s new off-road SUV, the Crater Concept
We knew it was coming after Hyundai teased the off-road SUV earlier this week, hidden under a drape. Hyundai took the sheets off the Crater Concept at the LA Auto Show on Thursday, giving us our first real look at the rugged off-roader.
Hyundai refers to it as a compact off-road SUV that’s inspired by extreme events. The concept was brought to life at the Hyundai America Technical Center in Irvine, California.
The off-road SUV draws design elements from Hyundai’s Extra Rugged Terrain (XRT) models, such as the IONIQ 5 XRT, Santa Cruz XRT, and the new Pallisade XRT Pro.
Although it’s a concept, Hyundai said the Crater Concept is a testament to its commitment to designing future XRT vehicles that are more functional, more capable, and more emotional.
“CRATER began with a question: ‘What does freedom look like?’ This vehicle stands as our answer,” Hyundai’s global design boss, SangYup Lee said.
The off-road SUV features Hyundai’s new Art of Steel design theme, first showcased on the THREE concept at the Munich Motor Show in September.
Hyundai said the design team was guided by one clear goal: To create a rugged and capable vehicle that’s designed to go anywhere. The Crater Concept embodies that vision with added wide skid plates, 33″ off-road tires, limb risers, rocker panels, and a roof platform.
Hyundai designed the interior for “tech-savvy adventure seekers,” with a singular design centered around a high-brow crash pad that stretches across the dashboard.
The concept also swaps the traditional infotainment setup for a head-up display that spans the entire front window, which Hyundai said includes a live rearview camera.
Hyundai’s off-roader includes a new Off-Road Controller for front and rear locking differentials, as well as a terrain selector with modes including Sand, Snow, and Mud. Other off-road features include downhill brake control, trailer brake control, a compass, and an altimeter.
Although Hyundai said it was electric, it didn’t reveal any further details about the powertrain. The off-road SUV could be a battery-electric or fuel-cell-electric vehicle.
Like the new Nexo, Hyundai’s hydrogen fuel cell vehicle, the concept features “HTWO” lamps exclusive to its FCEVs.
Earlier this week, the design team at Hyundai Design North America also introduced its new design and ideation studio codenamed “The Sandbox.” The creative design studio is set to serve as a global hub for future XRT vehicles and gear.
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