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An XPeng Inc. G9 electric vehicle at the Shanghai Auto Show in Shanghai, China, on Monday, April 24, 2023.

Qilai Shen | Bloomberg | Getty Images

Global electric vehicle makers are tapping advanced technology to vie with each other and domestic brands in the intensively competitive Chinese market.

China is the world’s largest EV market with 5.9 million units sold in 2022, capturing 59% of EVs sold globally, according to Canalys. Counterpoint Research data showed that domestic brands command 81% of the EV market, with BYD, Wuling, Chery, Changan and GAC among the top players.

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“China’s domestic brands are leading the market in the development and implementation of advanced assisted driving systems, capitalizing on their early-entry advantages in the electric and intelligent vehicle sector,” research firm Canalys said in a recent report.

“These brands have an edge over other joint ventures in the planning and execution of smart assisted driving systems.”

BofA Securities in a May report said it expects China to still be the world’s largest EV market in 2025, standing at 40%-45% market share.

“China auto makers are accelerating vehicle platform, technology upgrade or innovation, leading to outstanding user experience. China EV products are much more competitive than before, and China will continue to see EV penetration expanding, in our view,” said the BofA Securities analysts.

There is a strong trend of switching to EVs in China, says automotive portal

But these global players are now stepping up their efforts.

On Friday, BMW China announced that it is accelerating the development of hands-free autonomous driving features, also known as Level 3 or L3 functions. BMW China said it plans to roll those out by end of 2023 or early 2024 and will ensure compliance with local regulations.

L3 autonomous driving has not been widely approved in China, though some companies including domestic EV maker Xpeng has been authorized to test the technology.

The Chinese market is growing at an unprecedented pace. Toyota will also work together as a group to reform how we work & think to survive in China.

Tatsuro Ueda

CEO of the China Region, Toyota

Last week, Germany’s Volkswagen Group said it is investing approximately $700 million in Xpeng and taking a 4.99% stake in the company.

“We are now accelerating the expansion of our local electric portfolio and at the same time preparing for the next innovation step,” Ralf Brandstätter, Volkswagen AG board member for China, said in a company statement.

Volkswagen and Xpeng will co-develop two new EVs that will incorporate its advanced driver-assist software for the Chinese market and aims to roll them out in 2026.

Intense competition

Read more about electric vehicles, batteries and chips from CNBC Pro

For example, BYD is partnering with Nvidia and Horizon Robotics to develop autonomous driving technology. On Monday, Chinese automaker Leapmotor told reporters it developed a new platform and aims to license it to other automakers to make intelligent EVs. On the same day, Japanese automaker Toyota said it will boost its development of EV technology, in a bid to compete in the Chinese market.

“The Chinese market is growing at an unprecedented pace. Toyota will also work together as a group to reform how we work & think to survive in China,” Tatsuro Ueda, CEO of China for Toyota, said in a company statement.

“By promoting local development … we will attempt to develop and provide competitive products that can satisfy Chinese customers at a fast pace.”

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CASE Impact autonomous, electric wheel loader debuts at bauma

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CASE Impact autonomous, electric wheel loader debuts at bauma

CASE arrived at bauma 2025 with an innovative new electric wheel loader with a striking, sharp-edged design that ditches the traditional operator cab in favor of remote or autonomous operation for improved accessibility and safety.

Yes, the new Impact is currently just a concept, but CASE New Holland (CNH) has a history of turning its concepts – or parts of them, anyway – into reality, so we have to take this latest bauma debut at least a little bit seriously.

CASE says the cabin-less design of the Impact electric wheel loader enhances operational flexibility by enabling operations in extreme environments and adverse weather conditions. It also means that job site, disaster recovery, or even rescue operations can continue 24/7, with operators in different time zones logging in for their shifts.

More important – and more practical – is CASE’s claim that the new Impact concept, “marks a significant advancement in accessibility, as operators with motor impairments and other disabilities can now operate the machine without physical limitations, representing an important step toward inclusivity in the industry.”

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Along with integrated AI, a full suite of sensors, and autonomous operation built in, CASE says the Impact is a glimpse into a smarter, safer, and more sustainable working future.

Electrek’s Take

Driven by an aging workforce and not enough new talent entering the field, virtually every industrial field is struggling with an international equipment operator shortage. The concept of automation addresses some of that, but remote operation open up the field significantly, and I could easily older operators forced out of work due to injury getting back into it or younger operators halfway around the world who would give anything for an opportunity – and paycheck – like this could provide.

Smart move from CASE, and it’s great to hear them call that out specifically.

SOURCE | IMAGES: CASE New Holland (CNH).

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Demand spike, incentives bust, and tariffs: Renewable energy’s biggest stress test is here

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Demand spike, incentives bust, and tariffs: Renewable energy's biggest stress test is here

Mint Images | Mint Images Rf | Getty Images

Electricity grid demands are on the rise in part due to energy-hungry technology like AI, and while experts believe renewable energy alone is not enough, it is essential to a broader supply equation. But with funding freezes, subsidy walk backs and tariffs on key components all on the table, solar, wind, and hydrogen companies are working harder than ever to make their business models work, even if they never intended to rely on federal support for the long term.

“One of the hats I used to wear was planning for the City of New York. For the longest time, there was decreasing [energy] demand,” said Aseem Kapur, chief revenue officer of GM Energy, an arm of General Motors that the company introduced in 2022. “Over the course of the last five or so years, that equation has changed. Utilities are facing unprecedented demand.”

Beyond New York City, U.S. energy demand is poised to grow upwards of 16% in the next five years, a big difference from the 0.5%it grew each year on average from 2001 to 2024, according to the Center for Strategic & International Studies.

For the renewable energy companies looking to break into the mainstream, subsidies have helped them get through their early days of growth. But President Trump has targeted these solutions from the first day of his presidency. In an executive order from Jan. 20, the Trump administration promised to “unleash” an era of fossil fuels exploration and production while also eliminating “unfair subsidies and other ill-conceived government-imposed market distortions that favor EVs over other technologies.” Last week, Trump issued an EO pushing for more coal production.

In a six-year study breaking down energy subsidies from the U.S. Energy Information Administration from 2022 (the most recent edition), 46% of federal energy subsidies were associated with renewable energy, making them the largest slice of the energy pie. At the same time, natural gas and petroleum subsidies became a net cost to the government in 2022, reversing what had been a source of revenue inflows.

“Every company I’ve talked to recognizes that subsidies were required to help them through an R&D cycle, but they all believed they had to get to a cost parity point,” said Ross Meyercord, CEO of Propel Software (and former Salesforce CIO), whose manufacturing software solution serves energy clients like Invinity Energy Systems and Eos Energy Storage. “Every company had that baked into their business model. It may happen faster than they were planning on, and obviously that creates challenges.”

Meyercord believes that clean energy companies can handle either a subsidy decrease or a rise in tariffs, but both at the same time will add substantial stress to the market, which could have negative downstream effects on the grid — and the people who rely on it.

‘Not going to get rid of fossil fuels overnight’

Like any energy source, Kapur says success always comes down to economics. In the current environment, with interest rates, and fears that inflation will reignite, he said, “it’s going to come down to, ‘What are the most cost-effective solutions that can be brought to market?'” That may vary by region, he added, but notes that solar and energy storage have already reached parity in many cases and, in some instances, are below the cost of producing energy from natural gas or coal-powered resources.

This economics equation is true even in Texas, where the state’s Attorney General Ken Paxton has voiced anti-renewables sentiment in favor of the coal market (his lawsuit against major investment firm BlackRock and others in late November claims these firms sought to “weaponize their shares to pressure the coal companies to accommodate ‘green energy’ goals”). Wind accounts for 24% of the state’s energy profile, according to the Texas Comptroller, suggesting a penchant for any energy source that’s viable and cost-effective.

“The reality is, we’re not going to get rid of fossil fuels overnight,” said Whit Irvin Jr., CEO of hydrogen energy company Q Hydrogen. “They are going to have a very significant piece in our energy ecosystem for decades, and as new technologies come out on a larger scale, the use of fossil fuels will be curtailed, but we need to continue research, development and innovation in a way that makes sense.”

Irvin emphasizes the need for innovation from all sides, including creating new technologies that have a massive impact on large scalability and carbon reduction. “We don’t want to turn off that spigot. We just want to make sure that it’s going to the right places,” he said.

Hydrogen energy itself is one such source of innovation. Hydrogen ranges in sustainability depending on the fuel it uses to source its hydrogen. For example, green hydrogen — the only climate-neutral form of hydrogen energy — stems from renewable energy surplus. Grey hydrogen stems from natural gas methane. Q Hydrogen is working to open the world’s first renewable hydrogen power plant that will be economically viable without a subsidy. Irvin Jr. says the company, which produces hydrogen using water, plans to launch its New Hampshire facility this year.

Soaring AI power demand has Google, Microsoft and Amazon scrambling for more energy sources

“Hydrogen fuel cells are a really good way to provide backup power or even prime power to a data center that would be considered essentially off grid,” said Irvin, likening hydrogen fuel cell production to a form of battery storage. While hydrogen is not the most economical because of its comparative immaturity, Irvin said heightened energy demand will outcompete cost sensitivity for tech companies requiring more and more data storage.

While hydrogen projects continue to reap federal incentives to propel the industry forward, Irvin said subsidies were never part of his company’s business equation. “If they do exist, we’ll be able to take advantage of them,” he said. “If they don’t exist, that will still be fine for us.”

But that might not be true for every alternative energy company depending on where they’re at in the R&D cycle. Changes in federal incentives have real power to shift the progression of renewable energy in the U.S., especially when combined with tariffs that could stifle companies’ international relationships and supply chains. Meyercord, Kapur and Irvin all foresee private industry partnerships making a huge impact for the future of the grid, but recognize that the strain is increasing as energy tech of all kinds becomes smarter and more grid-dependent.

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Hyundai IONIQ 5 drops 500 lbs. with new body inspired by the classic Lancia Delta

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Hyundai IONIQ 5 drops 500 lbs. with new body inspired by the classic Lancia Delta

Based on the excellent Hyundai IONIQ 5 N platform, Vanwall gives its Vandervell H-GT a high-performance aesthetic makeover inspired by the classic Lancia Delta HF Integrale. But what makes this body kit a genuine “high-performance” upgrade isn’t the way it makes the car look: it’s the 500 lb. weight savings!

Developed by Austrian racing team ByKOLLES Racing and invoking the name of a 1950s Formula 1 team, the Vandervell H-GT is essentially a new Hyundai IONIQ 5 N in aggressive, Lancia Delta-inspired carbon-fiber bodywork that the company claims gives the car an, “unprecedented weight optimization in this vehicle category.”

The H-GT’s new “thin wall” carbon fiber body slashes the car’s weight by over 230 kg (507 lbs.), which means ByKOLLES’ new Vandervell can do anything that Hyundai’s “special” IONIQ 5 N hot hatch can do. Only faster.

Raw carbon, raw performance

Vandervell “Thin Wall” special; via ByKOLLES.

Mechanically identical to the IONIQ 5 N and packing the same 641 hp (with N Grin Boost) and 568 lb-ft of torque. That’s enough to launch the Hyundai version of the hatchback from a standstill to 60 mph in just 3.0 seconds.

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After its 500 lb. crash diet, it’s even quicker.

The car was first announced in 2023 (along with the renderings shown, below), when ByKOLLES was competing in the World Endurance Championship (WEC) with what used to be called an LMP car – but they keep changing the names of these things so it could be a Daytona Prototype, Hypercar, or even a 24 Hour LeMans Wonkavator by now.

The important part, however, is that a few of these cars have now broken cover, with ex-Formula 1 supremo, Bernie Ecclestone, having been seen trying the new-age Lancia on for size.

The Vanwall Vandervell website still shows the same €128,000 ($145,405, as I type this) price tag and specs it did in 2023, which either means they haven’t updated it in a while, were really, really good at pricing the thing in the first place, or both.

That’s presumably on top of the IONIQ N’s already hefty $66,100 price tag.

Electrek’s Take

This isn’t the first time my weird love of Lancia models from the 70s and 80s has been highlighted on these digital pages, but even my biased sensibilities can see that this is a unique, ultra-luxury statement piece that offers supercar levels of performance with the sort of daily driver dependability that Hyundai has offered for years.

It’s an incredible machine – and the only thing they did wrong, in my book, was not show one in Martini colors on its debut.

SOURCE | IMAGES: Vanwall Vandervell; CarExpert.

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