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Polestar has announced that it will create two large trial virtual power plants in California and Gothenburg, Sweden, to examine how Polestar 3’s vehicle-to-grid capability could be leveraged to help stabilize grids and earn money for EV owners while their vehicle is parked.

We’re at Polestar Day in Santa Monica today, where the company is showcasing its future plans to media, investors and owners. For more news from the day, check out our Polestar Day News Hub.

Vehicle to grid, or V2G, is a concept in EVs that allows a vehicle to not only consume energy from the electrical grid, but also to discharge its batteries back into the grid to provide energy when needed.

This is all well and good on a single vehicle basis, but when you combine several vehicles across a large fleet, it has the potential to help stabilize grids by acting as large scale, immediately-dispatchable distributed energy storage.

These collections of distributed batteries have been referred to as “virtual power plants,” and they allow home batteries to take the place of “peaker” electricity plants, which typically run on fossil gas and are highly expensive and polluting. Tesla has launched several of these in various territories, including one in Puerto Rico that could become the world’s largest, and one that just recently got rolled out in San Diego.

But Tesla’s virtual power plants only combine stationary Powerwalls together, which each have a total energy capacity of 13.5kWh. Meanwhile, electric cars typically have much larger batteries than this, and could thus provide a lot more power to the grid, but Teslas don’t have bidirectional charging (and they’re being kinda noncommittal about it).

Enter, then, the Polestar 3. Polestar’s upcoming Polestar 3 SUV will have all the necessary hardware for V2G on release, along with a massive 111kWh battery, the same capacity as more than 8 Powerwalls. And Polestar is now examining how it can use those vehicles to serve as a virtual power plant.

Today at Polestar Day in Santa Monica, Polestar announced that it will run two pilot virtual power plant programs, one in Gothenburg, Sweden, where the company is headquartered, and one in California.

It is partnering with local grid operators in Gothenburg and with the California Energy Commission to study V2G use in the two areas, and try to create plans that can be used across regions. Both studies are being funded by Vinnova, a Swedish government agency that funds R&D projects.

These projects will link all participating Polestar 3 vehicles into a central system that calculates the total battery capacity available and will discharge it to the grid based on demand, but also taking into account battery longevity on the vehicles.

Not only does a system like this help the grid, but it can also help owners make money. When “demand response” events happen and virtual power plants are called on, it’s often when electricity is the most expensive, and therefore, the most profitable to sell back to the grid.

Vehicle-to-grid has the potential to not only benefit individual customers, but whole communities. The average car is parked 90% of the time. With the bi-directional charging capabilities of Polestar 3 and the Polestar VPP, we can explore business models and community solutions that can unlock the true potential of V2G and enable owners to support the energy transition when they don’t need their car for driving.

Thomas Ingenlath, Polestar CEO

For example, in the most recent heat wave in California, wholesale electricity prices got up to around $2,000/MWh, because grid operators were desperate to buy electricity at any price in order to keep the lights on. If that number doesn’t mean anything to you, the current spot price of electricity while I’m writing this article is $56/MWh. So grid operators were paying almost 40 times as much for electricity during that event as they are on a normal November night.

At $2,000/MWh, you could theoretically make over $200 by discharging an entire Polestar 3 battery into the grid. Compare that to the normal cost of charging up, which is somewhere in the $20-$30 range overnight in California, and you can see how this could be a profitable venture.

Powerwall owners have already seen the effects of this, with owners making up to $500 over the course of the first year of Tesla’s virtual power plant in California.

V2G technologies turn EVs into virtual power plants, making homes and the grid more resilient while putting money into the pockets of drivers. The CEC is excited to have Polestar partner with innovators in California to advance their V2G plans

Commissioner Patty Monahan, California Energy Commission

But with vehicles, there are other considerations. Since vehicles are typically used to get places, rather than used specifically for home energy storage like home batteries are, this means that the needs of the grid and the desire for profit must be balanced with… using the vehicle for its intended purpose.

Further, V2G requires additional hardware off the vehicle, allowing homes to feed energy back into the grid, which is not generally the direction that electricity goes in. This is why it has mostly been trialed in fleets (as Nissan and Fermata have done with the Leaf), and in home battery/solar installations where homeowners are installing grid interconnects anyway.

Because of these two barriers, V2G has been more of a dream than a reality for many years, talked about as a theoretical future technology by the EV faithful but without many tangible applications of it in real life.

So Polestar’s trial will see how practical it is for vehicles to be used for this purpose. Since vehicles are parked most of the time, they can be connected and ready for use by the grid. But Polestar will have to see how owner behavior can contribute to this, and how much juice they’ll be able to pull from each vehicle before owners decide they need that range to pick up the kids from soccer practice.

For this last point, Polestar has the benefit of having control over its vehicle software, such that an app could be designed where users can set their own parameters for when and how much they want their vehicle to be discharged during demand response events. Then the system can automatically call on any plugged-in vehicles through the internet and draw whatever owners want to contribute to the cause.

All of this said – while the Polestar 3 does include hardware for V2G, that doesn’t mean the software is included right out of the gate. Polestar says that a software update to enable bidirectional charging will come later, after this study finds the best solutions for consumer adoption and a business model that works for the system. So you’ll have to stay tuned for the results of the trial before you start using your Polestar to save the grid.

The trial begins in the first half of 2024 in Gothenburg, and will run for two years, and Polestar aims for it to be one of the largest V2G pilots in Europe. As for California’s pilot, a “pre-study” will begin in December, and run until October of next year, to decide on a roadmap of how to implement V2G in California.

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World’s first-ever global emissions tax is on the table at crunch shipping talks

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World's first-ever global emissions tax is on the table at crunch shipping talks

Aerial view of containers for export sitting stacked at Qingdao Qianwan Container Terminal on April 5, 2025 in Qingdao, Shandong Province of China. 

Vcg | Visual China Group | Getty Images

The United Nations shipping agency is on the cusp of introducing binding regulations to phase out fossil fuel use in global shipping — with the world’s first-ever global emissions levy on the table.

The International Maritime Organization (IMO) will this week hold talks at its London headquarters to hammer out measures to reduce the climate impact of international shipping, which accounts for around 3% of global carbon emissions.

Some of the measures on the table include a global marine fuel standard and an economic element, such as a long-debated carbon levy or a carbon credit scheme.

If implemented, a robust pricing mechanism in the shipping sector would likely be considered one of the climate deals of the decade.

An ambitious carbon tax is far from a foregone conclusion, however, with observers citing concerns over sweeping U.S. tariffs, a brewing global trade war and reluctance from members firmly opposed to any kind of levy structure.

Sara Edmonson, head of global advocacy at Australian mining giant Fortescue, described the talks as “absolutely historic,” particularly given the potential for a landmark carbon levy.

“I think it would be an absolute game-changer. No other industry on a global level has made a commitment of this size and I would argue most countries haven’t made a commitment of this size,” Edmondson told CNBC via telephone.

She added, however, that “the jury is still very much out” when it comes to a global carbon price.

It’s not really a question of whether they get agreement, it’s just how ambitious it is, how effective it is and how many unhappy people there are.

John Maggs

President of the Clean Shipping Coalition

“There are also a lot of discussions around levy-like structures because obviously the word levy in very polarized countries like the U.S., like Australia and even in China, can be very challenging. But I think there are really good discussions around levy-like structures that would ultimately have an equivalent effect,” Edmondson said.

The IMO’s Marine Environment Protection Committee (MEPC) is scheduled to conclude talks on Friday.

‘A great opportunity’

Some of the biggest proponents of a global greenhouse gas emissions charge on the shipping industry include Pacific Island states, such as Fiji, the Marshall Islands and Vanuatu, and Caribbean Island states, including Barbados, Jamaica and Grenada.

Those opposed to a carbon levy, such as Brazil, China and Saudi Arabia, have raised concerns over economic competitiveness and increased inequalities.

“For countries like Vanuatu … we see the UNFCCC isn’t moving fast enough — and this is the great opportunity,” Vanuatu Minister Ralph Regenvanu said Monday.

Secretary-General of the International Maritime Organization (IMO) Arsenio Dominguez delivers a speech at the IMO Headquarters, in London, on January 14, 2025.

Benjamin Cremel | Afp | Getty Images

The UNFCCC refers to the United Nations Framework Convention on Climate Change, a multilateral treaty that has provided the basis for international climate negotiations.

If adopted, it would be “the first industry-wide measure adopted by a multilateral UN organisation with much more teeth than we could get in the UNFCCC process,” Regenvanu said.

Delegates at the IMO agreed in 2023 to target net-zero sector emissions “by or around” 2050 and set a provision to finalize a basket of mid-term carbon reduction measures in 2025.

Calls for a ‘decisive’ economic measure

“We’re going to get something,” John Maggs, president of the Clean Shipping Coalition, a group of NGOs with observer status at the IMO, told CNBC via telephone.

“The timetable is quite clear and they are working really, really hard to stick to it. So, I think it’s not really a question of whether they get agreement, it’s just how ambitious it is, how effective it is and how many unhappy people there are,” Maggs said.

Clean Shipping Coalition’s Maggs warned that a sizable gap still exists between progressive and more conservative forces at the IMO.

“My feeling from the progressive side is that people are optimistic and confident because the case they are making is a sound one and they’ve got the technical expertise to back them up,” Maggs said.

“But, at the end of the day, China and Brazil and others aren’t just going to go, ‘OK you can have your way.’ There is going to be payment exacted in some way or other,” he added.

PORTSMOUTH, UNITED KINGDOM – OCTOBER 28: The container ship Vung Tau Express sails loaded with shipping containers close to the English coast on October 28, 2024 in Portsmouth, England.  

Matt Cardy | Getty Images News | Getty Images

The international shipping sector, which is responsible for the carriage of around 90% of global trade, is regarded as one of the hardest industries to decarbonize given the vast amounts of fossil fuels the ships burn each year.

Angie Farrag-Thibault, vice president of global transport at the Environmental Defense Fund, an environmental group, said a successful outcome at the IMO would be an ambitious global fuel standard and a “decisive” economic measure to ensure shipping pollution is significantly reduced.

“These measures, which should include a fair disbursement mechanism that uses existing climate finance structures, will encourage ship owners to cut fossil fuel use and adopt zero and near-zero fuels and technologies, while supporting climate-vulnerable regions at the speed and scale that is needed,” Farragh-Thibault said.

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The US wind industry’s 5-year outlook is now a total roller-coaster

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The US wind industry's 5-year outlook is now a total roller-coaster

The US wind industry installed just 5.2 gigawatts (GW) in 2024 – the lowest level in a decade, according to Wood Mackenzie’s new US Wind Energy Monitor report. Installations are expected to rebound in 2025, but the real concern lies in US wind’s sharply downgraded 5-year outlook. As for the reason behind that bleak forecast, we’ll give you one guess as to why, and it starts with a T.

Wood Mac reports that 3.9 GW of onshore wind came online last year, along with 1.3 GW of onshore repowers and 101 megawatts (MW) of offshore wind.

Onshore wind

The US is expected to achieve more than 160 GW of installed onshore capacity by 2025, and onshore growth is projected to bounce back from 2024 and surpass 6.3 GW this year.

“The cliff in 2023 and 2024 created by the Production Tax Credit (PTC) push in 2022 will come to an end,” said Stephen Maldonado, research analyst at Wood Mackenzie. “Despite the uncertainty created by the new administration, the massive number of orders placed in 2023 culminating in projects now under construction support the short-term forecast.”

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The pipeline for onshore has 10.8 GW currently under construction through 2027, with another 3.9 GW announced.

GE Vernova led onshore wind installations in 2024 with 56% of the market and will continue to lead in connections for the next five years. It was followed by Vestas (40%) and Siemens Gamesa (4%).

Offshore wind

Offshore wind is projected to increase in 2025 as well, with 900 MW of installed capacity, up from a disappointing 101 MW in 2024. However, several projects have been shelved in the wake of Trump’s anti-wind executive orders, which downgraded the five-year outlook by 1.8 GW.

Electrek’s Take on US wind’s 5-year outlook

According to Wood Mac, 33 GW of new onshore wind capacity will be installed through 2029, along with 6.6 GW of new offshore capacity and 5.5 GW of repowers. However, due to Trump’s anti-wind policy and economic uncertainty, this five-year outlook is 40% less than a previous total of 75.8 GW. ​Growth will happen, but it’s going to be slower.

The main reason is Trump’s flourish of his Sharpie on executive orders that include “temporary” withdrawal of offshore wind leasing areas and putting a stop to onshore wind on federal lands. Plus, firing all those federal employees will likely make permitting wind farms a slower process. (Trump just wrote more executive orders today allowing coal projects on federal lands; he won’t have federal employees to issue permits for those, either.) He’s worked to throw up obstacles for wind projects in favor of fossil fuels. He won’t stop the wind industry, but he’s managed to get some projects canceled, and he’ll make things more of a slog over the next few years.

Read more: Coal is dead and Trump’s executive order won’t revive it


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BYD’s low-cost Seagull EV now starts at under $8,000 in China

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BYD's low-cost Seagull EV now starts at under ,000 in China

BYD’s cheapest EV in China just got even more affordable. After cutting prices this month, the BYD Seagull EV starts at just 56,800 yuan, or under $8,000.

BYD cuts Seagull EV price to under $8,000 in April

Despite an intensifying EV price war in China, BYD is cutting prices once again. The Chinese EV giant announced a new promotion this month across several Ocean Series models, including the Seagull.

The 2025 BYD Seagull EV is available starting at just 56,800 yuan ($7,800). The offer is for the non-Smart Driving Vitality Edition model, which usually starts at 69,800 yuan ($9,500).

After launching the new Seagull last year, BYD said the low-cost electric car officially opened “a new era of electricity being lower than oil.” Earlier this year, it upgraded most of its vehicles, including the Seagull, with its new “God’s Eye” smart driving system at no extra charge.

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BYD’s Seagull is offered in three trims in China: Vitality, Freedom, and Flying. It has two battery options, 30.1 kWh or 38.9 kWh, which is good for the 305 km (190 mi) and 405 km (252 mi) CLTC range, respectively.

BYD-seagull-EV-$8,000
BYD cuts vehicle prices in April 2025, including the Seagull EV (Source: BYD)

At just 3,780 mm long, 1,715 mm wide, and 1,540 mm tall, the Seagull is even smaller than the former Chevy Bolt EV (4,145 mm long, 1,765 mm wide, and 1,611 mm tall). It’s about the size of a Fiat 500e.

BYD-Seagull-EV-$8,000
BYD Seagull EV (Dolphin Mini) testing in Brazil (Source: BYD)

The price cut comes as BYD’s sales continue surging. With another 377,420 new energy vehicles (EVs and PHEVs) sold last month, the Chinese automaker has now sold over one million NEVs in 2025.

BYD’s EVs accounted for 416,388 while PHEV sales reached 569,710, an increase of 39% and 76% from last year, respectively.

BYD Seagull EV trim Starting Price Range
(CLTC)
Vitality Normal: $9,500 (69,800 yuan)
Now: $8,000 (56,800 yuan)
190 mi
(305 km)
Freedom $10,300 (75,800 yuan) 190 mi
(305 km)
Flying $11,700 (85,800 yuan) 252 mi
(405 km)
BYD Seagull EV prices and range by trim in China

Perhaps even more importantly, BYD sold over 206,000 vehicles overseas in 2025, more than doubling from last year. The Seagull EV is also sold in other global markets like Mexico and Brazil as the Dolphin Mini.

Later this year, it will launch in Europe as the Dolphin Surf, with expected prices starting under £20,000 ($26,000). Although it may not be the cheapest EV, BYD’s executive vice president, Stella Li, recently told Autocar it will be “the best value” when it arrives.

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