We drove Battle Motors’ awesome electric garbage truck on a racetrack
Battle Motors invited us out to Irwindale Speedway to drive its powerful electric garbage trucks around the racetrack, and we came away dreaming of quieter, cleaner neighborhoods that feel like they’re just around the corner.
Garbage trucks have been considered ripe for electrification for some time now, as the duty cycle of a garbage truck lines up very well with the strengths of electric vehicles. They do a lot of starting and stopping, which means the regenerative braking and lack of idling on an EV are beneficial. They carry a lot of weight, meaning they need ample low-end torque. And they do predictable daily routes before heading back to a depot, ensuring a place to charge and allowing buyers to right-size the battery based on route length.
In the face of new truck regulations both on the California state and US federal levels, the rush to electrify heavy-duty vehicles has never been more urgent.
Battle Motors is a relatively new player, but in 2021, it acquired Crane Carrier Company, which has operated since 1946, building chassis for construction, refuse collection, and other industries. The company now has a full slate of electric chassis/cab combinations for “vocational” applications.
So far, Battle Motors has sold EV trucks to the cities of Los Angeles, New York, and Plano, Texas. EVs have made up about 5% of its sales this year, but it expects EVs to make up 20% of sales next year.
The event was put on by Velocity Truck Centers, a commercial truck dealer network that serves the Southwest US and distributes Battle Motors’ electric trucks. (We also drove Battle Motors’ all-electric street sweeper at the same event.)
And sure, track performance doesn’t matter for a garbage truck, but these vehicles do need a lot of power and can benefit from being more nimble, not needing to shift through so many gears, not slowing down traffic on city streets when going to and from the depot, and so on.
There is, unfortunately, still a persistent feeling among some crowds that electric motors don’t have enough power for heavy-duty applications (which couldn’t be further from the truth – the heaviest-duty applications, like freight trains, cruise ships, and mining trucks will often use electric drive, just fueled by diesel generators), so demo days like this are useful for fleet operators to get some hands-on experience.
Battle Motors’ trucks have either a 240 or 400 kWh battery and 442-570 horsepower, depending on configuration. Range depends on use and configuration, but with these two battery options, buyers will be able to right-size their pack for their application.
The trucks we drove felt smooth and quick on the track despite their 30,000+ lb. weight, with no problem getting up to speed – or down from it. Regenerative braking was strong; we saw up to 250 kW of regen being applied when we let off the accelerator. This helps make the vehicles more efficient, reduces maintenance due to lower brake usage, and reduces one source of noise, which is particularly beneficial for neighborhood operation. It’s also nice for drivers who don’t need to move their leg around to press the brake pedal as much (a minor thing, but compounded over several 8 hour days, it can add up).
These vehicles weren’t exactly quiet because while the diesel engine has been deleted, there’s still plenty of machinery associated with loading garbage into the truck, which will still make just as much noise as in diesel-powered versions. But they are quieter than the diesel versions, and every little bit of noise reduction helps in a neighborhood (especially with the modern predilection towards work-from-home – trash days are utter chaos in my neighborhood).
Battle Motors’ philosophy has been not to shake the boat too much when it comes to laying out powertrain parts, choosing to mount the motor up front and deliver power to the axles through a driveshaft rather than an e-axle. For the garbage trucks especially, putting the motor in the rear would risk having food refuse and other gunk potentially falling onto it in the course of operation, which could lead to corrosion or result in varmints chewing up cables or something. Plus, in a time when EVs will necessarily only be part of a fleet (so far), it makes it easier for fleet mechanics to work on alternate powertrains when the rest of the parts are similar.
The interior had about what you’d expect out of a garbage truck. Various switches to operate equipment, air-ride seats, command seating positions with big flat windows, and so on. But electric vehicles can be more comfortable for drivers, especially with so many hours in the truck, because the lack of a rumbling diesel engine means less vibration, less exhaust, and less noise, which makes working hours generally easier on the body.
The digital info cluster is a large, detailed LCD screen running Battle Motors’ “rEVolutionOS.” The trucks use MobilEye’s Shield+ system for collision avoidance and blind spot detection, helping to increase safety.
Electric heavy-duty trucks are still expensive, costing twice as much (or more) as comparable diesel vehicles. Companies can generally recoup these costs with drastically lower running costs, including fueling and maintenance, and the difference is even greater when environmental costs are taken into account.
That last point is why governments have offered huge incentives to reduce upfront prices of heavy-duty vehicles, to the amount of tens or hundreds of thousands of dollars per truck, to the point where post-incentive pricing can be quite similar to diesel vehicles in places like California, where lots of incentives exist.
And it’s about time, too. Heavy-duty vehicles make more than their fair share of pollution, and for things like diesel garbage trucks, that pollution happens directly in communities where people spend most of their time (and this pollution also harms refuse workers, who are around it every day). The quicker we can clean that up, the better.
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Environment
Tesla Cybertruck sank when launching a jetski after Musk said you could use the truck as a boat
A Tesla Cybertruck sank in Ventura harbor in California when trying to launch a jetski despite Tesla CEO Elon Musk saying that you could use the truck as a boat.
Elon Musk has often made claims before about how Tesla vehicles could float and briefly serve as a boat.
They have never been taken too seriously because Tesla’s warranty says something different about taking the vehicle into the water.
However, the CEO doubled down on the claim with 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 “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.
Tesla Cybertruck Sank in Ventura
A Tesla owner in California learned the hard way that Cybertruck is not a boat.
The incident happened in Ventura harbor in California on Monday. The Cybertruck owner was launching a jet ski on the boat ramp when he couldn’t get the truck out of the water (via Safety for Citizens)
Beginning shortly before 11:00am, a man had to scramble out of his Cybertruck Monday morning, March 10 of 2025, after the truck fell into the harbor. The man was attempting to launch a jet ski at the time of the accident.
The owner managed to get out, but the truck sank into the water:
The Cybertruck sunk and became completely submerged off the boat launch ramp. A diver from the Coast Guard assisted a tow driver in attaching cables and ropes to the vehicle.
The rescue effort involved the Ventura City Fire Department, Vessel Assist, Tow Boat US, Harbor Patrol, additional Harbor resources, and the Coast Guard.
They shared a few pictures of the rescue effort:
Electrek’s Take
To be fair, it could also be a user error, but either way, I wouldn’t take the Cybertruck into any body of water.
Meanwhile, BYD is just trolling Tesla by actually doing what Elon claimed the Cybertruck would be capable of doing:
It really feels like Tesla is being surpassed based on every metric possible.
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Toyota wants everyone to have access to affordable, convenient EV charging. Through its partnership with EVgo, Toyota opened its first EV fast charger on Monday. The new co-branded stations, with 350kW fast chargers, can serve up to eight EVs.
Toyota, EVgo open first 350kW EV fast charger
The new DC fast charging station opened in Baldwin Park and Sacramento, California, as part of Toyota’s “Empact” vision.
Toyota announced the initiative almost two years ago, aimed at expanding charging access in underserved communities.
“Together with EVgo, we are supporting broader access to charging infrastructure for all battery EV drivers, including those driving Toyota and Lexus BEVs,” Toyota North America General Manager of EV charging solutions, James George, said at the event.
The new stations are near “amenity-rich” areas with nearby grocery stores, restaurants, shopping malls, and other businesses.
Scott Levitan, EVgo’s executive vice president, explained that charging availability is “essential” as more drivers choose electric. The new charging stations are strategically located to provide affordable, convenient access to the surrounding communities.
State Assemblywoman Blanca Rubio, D-Baldwin Park, said the new stations will “support the city’s residents and visitors,” adding, “Fast charging stations provide critical infrastructure that will amplify the use of clean energy transportation across Senate District 8.”
Toyota and EVgo’s initiative is “a win for our environment and for the future of sustainable mobility in Sacramento.”
As one of the nation’s largest public fast-charging operators, EVgo has already deployed over 1,100 stations across 40 US states. As more drivers choose an EV, EVgo will continue partnering with automakers like Toyota to expand fast-charging access.
EVgo and Toyota also expanded their partnership to offer one year of free public charging to those who buy or lease a new 2025 bZ4X.
The 2025 Toyota bZ4X starts at $37,070, or $6,000 less than the 2024 model. It also gained a stealthy new “Nightshade” edition, Toyota’s first EV to receive the new trim.
| 2025 Toyota bZ4X trim | Starting Price (excluding $1,395 DPH fee) |
Price reduction (vs 2024MY) |
Range (mi) |
| XLE FWD | $37,070 | -$6,000 | 252 |
| XLE AWD | $39,150 | -$6,000 | 228 |
| Limited FWD | $41,800 | -$5,380 | 236 |
| Limited AWD | $43,880 | -$5,380 | 222 |
| Nightshade | $40,420 | N/A | 222 |
At 184.6″ long, Toyota’s electric SUV is slightly longer (3.7″) than the RAV4. However, the rear feels more roomy with a longer wheelbase and flat floor design.
On the inside, the 2025 model remains about the same. It includes a standard 12.3″ touchscreen with wireless Apple CarPlay and Android Auto support.
If you’re ready to test out Toyota’s electric SUV for yourself, we can help you get started. With leases starting at just $259 per month, the 2025 bZ4X is a steal this month. You can use our link to find Toyota bZ4X models at a dealer near you and take it for a spin.
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Brooklyn-based e-bike conversion kit maker CLIP has launched BOLT, a front-mounted electric motor designed to transform standard bicycles into e-bikes. The company is marketing the device as the world’s most affordable quick-install e-bike upgrade, with a focus on making electrified transportation accessible in low-to-moderate income communities and emerging markets.
Unlike traditional e-bikes, which often start at around US $1,000 and go up quickly from there, BOLT is positioned as a low-cost alternative. The device features a 450W motor and a swappable battery system, providing pedal assistance up to 15 mph (25 km/h).
The kit installs on the front fork of most adult bicycles, making it an option for riders who want an e-bike experience without purchasing a dedicated electric bicycle.
While CLIP has previously targeted the business-to-consumer (B2C) market with its easily mountable e-bike conversion kits, BOLT will be distributed primarily through business-to-business (B2B) channels. The company seems to have its sights set on bike sharing and other commercial operators of bike fleets.
In the US and Europe, CLIP is selling the system to businesses for $250, including two 144 Wh battery packs. In emerging markets, BOLT will be offered at a $100 price point, excluding the battery, with users paying a $5 per month subscription fee to access rechargeable battery swaps through local partners.
“BOLT is designed to make e-bike commuting truly accessible and equitable for people everywhere, from New York to New Delhi,” said Som Ray, Founder and CEO of CLIP. “BOLT removes the price barriers of traditional e-bikes while maximizing environmental impact to scale sustainable transportation worldwide.”
CLIP is framing BOLT as both an environmental and social mobility tool, citing the high cost of traditional e-bikes as a barrier to widespread adoption. The company states that over 60% of its riders come from low-to-moderate-income communities, and it plans to partner with local organizations to expand access.
The product is being marketed as a low-impact alternative to full e-bike production, with CLIP claiming that BOLT requires 50 times fewer resources to manufacture and has a 30 times smaller logistics footprint compared to conventional e-bikes. The system is manufactured in Kolkata, India, with localized assembly in North America, Europe, and India.
CLIP has positioned BOLT as a disruptive force in e-bike affordability, which tracks with the device’s rather rare design. Instead of a traditional hub motor or mid-drive motor, CLIP uses a friction drive that presses against the front tire of the bike, forcing it to roll forward. The device’s front-mounted motor configuration is notably different from mid-drive or rear-hub e-bike motors. Additionally, its business-to-business sales model means that individual riders will not be able to purchase the system directly, relying instead on third-party distribution networks.
The company has yet to announce specific partnerships or large-scale deployments, though it has set ambitious climate goals. It claims that widespread adoption of BOLT could eliminate up to 3.7 million metric tons of carbon dioxide emissions annually.
As BOLT appears set to enter the market, its impact on the growing e-bike sector remains to be seen. With its low price point and modular design, the system could appeal to budget-conscious riders if it proves to be a viable and reliable alternative to traditional e-bikes.
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