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Induction stoves are a great, safe way to save on electricity costs and can heat much quicker, safer, and more accurately than natural gas or propane stoves. But a new breed of these stoves includes huge batteries, which opens up new opportunities by only requiring a 120V outlet, offering 40-sec water boiling, backup power to other appliances like the refrigerator, and even IRA tax rebates. Let’s take a look at two of these new models and try to understand if it makes sense for an oven to have a huge battery over a more centralized Powerwall type of home backup battery.

This is part of a continuing series at Electrek that focuses on home energy usage, see our coverage of heat pump washer/dryers

Why induction stoves make a lot of sense

Induction stoves send electromagnetic waves to pots and pans that are magnetic, heating up only a limited area where food and liquid go. Because of this, they are more efficient than typical electric resistance stoves and also safer because the surface of the oven doesn’t get very hot.

As for natural gas and propane, every study that comes out shows that there are significant health hazards with burning gas inside, as well as multiple opportunities for leaks, which are even more unhealthy. Not to mention, they add more carbon to the atmosphere.

One of the last reasons for a gas stove is speed and accuracy in cooking. Those have both been supplanted by induction, which can boil a liter of water in 40 seconds and heat much more accurately. Even Woks now have induction capabilities.

Because Induction stoves are energy efficient, some of the cost can be offset by an IRA rebate of up to $840, and that’s before you add a battery to the mix.

Why add a battery to an Induction oven?

There are a ton of Induction oven options out there, but a new breed includes a significant battery inside the actual stove/top. By adding a battery, you can heat four burners with a normal household 120V line.

This is important for those replacing gas or propane stoves and don’t want to add the cost of running a 240V line that most resistance and induction ovens require.

But there are some other uses. First of all, it means your stove can work in a blackout. Or it can run entirely off the battery during peak and super peak cost times, saving money and requiring fewer peaker plants to operate at scale.

Even better, it can back up important appliances in your kitchen (fridge) and elsewhere in the home. For people in small homes, it could function as a whole house backup in some cases.

That’s important because it doesn’t require an electrician to install. You can get much of the utility of a home Powerwall battery in a small package that installs as easily as an oven.

The Battery Induction Options

Impulse Labs’ $5500 Cooktop is the most prominent product out there and includes a cooktop but not an oven with a 3kWh battery. Because of that big LFP battery, the cooktop only requires a 120V outlet (but also works on 240V).

That 3kWh battery coupled with the 1.5kW AC can output 10kW of power which the company claims will boil a liter of water in as little as 40 seconds. That’s many times quicker than resistance ovens and gas stoves. If you opt for a 240V connector, the device can act like a grid-tied inverter, sending up to 2.2kW of power back into the house when the power goes out. That means over an hour of home backup power is living in your cooktop (?!)

Impulse Cooktop Highlights

  • Expected shipment in Q4 2024.
  • Proprietary temperature sensing and first party induction technology in each 9” burner.
  • Peak performance of 10 kW – about 3 times current induction and 5 times high-end gas stoves.
  • Each heating element contains an LED ring for clear communication of the burner state.
  • Sleek, user friendly design and 12.8” LCD interface.
  • Four removable, magnetic knobs for ease of control and cleaning.
  • Integrated 3 kWh LFP battery provides unparalleled performance, back-up power to run the stove during outages, and load shifting for bill savings and clean energy use.

Price & Rebates

  • A $249 deposit today secures your Impulse Cooktop at the limited, discounted price of $5,499*, the remaining balance of $5,250* will be charged automatically prior to confirmed ship date.
  • The Impulse Cooktop is eligible for the 30% Residential Clean Energy Credit, reducing the total price to approximately $3,850* after refund. Customers are responsible for applying for credits. Eligibility for additional federal and state subsidies depends on household income and location, learn more in our FAQs.

Specs

  • Dimensions: 30” cooktop.
  • Performance: up to 10 kW with exact temperature control starting at room temperature.
  • Pan compatibility: works with induction-compatible pans.
  • Power requirements: 120V / 15A (NEMA 5-15P plug) or 240V circuit.
  • Battery: 3 kWh Lithium Iron Phosphate.
  • Inverter: grid-tied, up to 2.2 kW, 220-250V 50-60 Hz AC.
  • Depth: fits in standard drop-in countertops (compatible with typical drawer clearance).

Whole Induction Oven

Channing Street Copper in Berkeley, CA takes a different approach with their $6000 “Charlie” oven. Instead of a sleek, modern stovetop, they include a whole classic looking oven and bigger 4kWh LFP battery. Yes, those are walnut wood knobs.

That 4kWh battery is big enough to not only get IRA money as an efficient oven upgrade, but also as a whole house backup battery. About a third the size of a Tesla Powerwall, it can backup a refrigerator for days or a small apartment for hours.

The burners aren’t quite as fast as the Impulse, notching a still respectable 3.2kW/ea

Channing Street Copper lays out the gameplan – the important bit however is that this is currently limited to San Francisco Bay area residents and is currently fully subscribed.

With the federal 30% battery tax credit, the final cost will be approximately $4,200.

Federal induction range incentive of $840 rebate will apply to anyone switching from a gas range and earning less than 150% of Area Median Income.

Bay Area local incentive or $750 rebate will apply to to anyone in the San Francisco Bay Area switching from a gas range.

Additional local incentives may apply, and we will help ensure you get every applicable rebate or tax credit available.

For comparison, buying a conventional induction range and rewiring your Bay Area kitchen will exceed $5,000 in most cases.

The LFP battery is stored at the bottom below the heated areas and there is an outlet built in for backup devices.

Here’s a great podcast with the founders if you want to get really geeky on the matter.

Electrek’s take

We’re early days but for many of the same reasons that 120V heat pump washer/dryers make a lot of sense, so do induction ovens with onboard batteries. It is incredibly expensive to run a new 240V line from the breaker box to the kitchen, often as much as the cost of the appliance.

People are taxing their home breaker boxes by adding electric vehicle chargers and replacing fossil fuel heating with heat pumps. These ovens let you take that 240V circuit elsewhere and not into the kitchen oven.

As far as a home battery, it is probably more cost effective and efficient to centralize the home battery in something like a Tesla Powerwall rather than have batteries living in appliances like ovens. But not everyone can put a whole home battery into their home, and even if they can, it isn’t cheap. As a secondary backup or for a small apartment, getting a significant sized battery backup as a perk from your oven seems like a pretty good bonus.

And, if nothing else, this should be the nail in the coffin for gas ovens which are more dangerous, slower and worse fo r the environment.

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Oregon law seeks to ban many street-legal electric bicycles from bike lanes

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Oregon law seeks to ban many street-legal electric bicycles from bike lanes

A new bill submitted to the Oregon Legislative Assembly seeks to ban street-legal Class 3 electric bicycles from bike lanes in the state.

Class 3 electric bicycles include those that can reach motor-assisted speeds of up to 28 mph (45 km/h), whereas Class 1 and 2 electric bicycles can only reach 20 mph (32 km/h) under motor assist.

Under Senate Bill 471, the proposed legislation would make it an offense if a rider “operates a moped or a Class 3 electric assisted bicycle upon a sidewalk, a bicycle path or a bicycle lane.” Under Oregon law, traditional pedal bicycles can be legally operated on sidewalks unless restricted by a local ordinance, but e-bikes are already banned from operating on sidewalks.

Thus, the proposed legislation is effectively a ban on electric bikes capable of speeds exceeding 20 mph from being used in bike lanes. Instead, such bikes would only be permitted for use on public roadways.

tern quick haul
E-bikes like this Tern Quick Haul could be banned in Oregon bike lanes under proposed new legislation

In addition, Section 2 of the bill seeks to remove key protections for cyclists operating such 20+ mph electric bikes in bike lanes. Under current law, a motorist can be cited for failing to yield right of way to a cyclist in a bike lane when the motorist crosses over the bike lane, such as when crossing into a driveway, parking lot, etc.

The proposed legislation would remove the requirement for motorists to yield the right of way to cyclists on Class 3 e-bikes in bike lanes.

It should be noted that drivers cannot visually distinguish a Class 3 e-bike from other classes of e-bikes being ridden in a bike lane because the difference is performance-based.

Electrek’s Take

Sure, I support this law, as long as we can apply the logic equally. If the logic goes that Class 3 (28 mph maximum) e-bikes have the ability to be ridden faster than much of the traffic flow in a bike lane and thus should be banned in such bike lanes, then we might as well just ban cars capable of highway speeds from being operated on city streets. “Can your car go faster than 40 mph? Sorry, you know the rules. Keep that thing off city streets.”

It makes sense, right? Same logic. If it *can* go faster, it shouldn’t be allowed to operate there at all.

I mean, if a 60 lb e-bike that has the potential to go 8 mph faster than another e-bike is such a menace to public health and safety, then oh lordy what must we think of 5,000 lb vehicles that can easily exceed 120 mph with just a two-inch deviation of a distracted driver’s big toe? Surely we’ll be kicking those out of cities any day now, right? Right, guys? Guys…?

Ok, let’s get serious now. This law is awful and the legislators that conjured it up should be put on a 21 mph bicycle and forced to spend a couple minutes riding with their handlebar inches from 40+ mph cars to truly understand what real danger is. Then let’s hear them try to tell us how it’s a Class 3 e-bike that is the true danger.

I’m not trying to say that we should completely ignore that sometimes people get hit by an e-bike. It happens. It has even been lethal on exceedingly rare occasions. But you know what happens on regular occasions? Cyclists and pedestrians getting hit and killed by cars. So instead of spending legislative effort trying to push e-bikes back out onto roads, maybe we should expend some effort keeping car fenders off of cyclists’ bodies. Or invest in more bike lanes. Or increase enforcement of traffic violations for all road users. Or increase awareness education for drivers and riders alike. There are so many good answers, but none of them can be found in this bill.

rayvolt exxite XS electric bike ride commute

via: KMTR

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U.S. sanctions on Russia hit oil freight rates

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U.S. sanctions on Russia hit oil freight rates

Aerial view of a ship at sea.

Suriyapong Thongsawang | Moment | Getty Images

Oil-linked shipping costs rallied after last week’s announcement of tighter U.S. sanctions to drain Russia’s war coffers, in a move that poses significant threats to Moscow’s maritime distribution chains.  

On Jan. 10, the U.S. Treasury Department announced fresh measures to deplete Russia’s energy revenues, including sanctions against key producers Gazprom Neft and Surgutneftegas, along with 183 vessels that were “largely oil tankers that are part of the shadow fleet as well as oil tankers owned by Russia-based fleet operators.”

The Treasury added that several of the designated tankers had transported both Russian and Iranian oil, and further extended sanctions to Russia-based maritime insurance providers Ingosstrakh Insurance Company and AlfaStrakhovanie Group.

This is set to deliver a critical blow to Russia, which has been forced to reroute its crude and oil product supplies to Asia-Pacific, after these volumes were banned by European and G7 sanctions, which came in effect in December 2022 and February 2023, respectively.

Already, around 890 unique tankers loaded Russian oil — comprising both crude and oil products — in the past six months, analytics firm Vortexa told CNBC on Jan. 7, with 107 of these ships — or 12% of the total — being subject to vessel-specific sanctions at the time.

The figures do not factor in the Jan. 10 announcement. On Wednesday, the Paris-based International Energy Agency assessed that around 160 out of the 183 blocked tankers had moved over 1.6 million barrels per day of Russian oil last year, accounting for 22% of Russian seaborne exports over the period.

The latest U.S. measures are also set to tighten the number of vessels available for the commission of non-Russian parties, pushing up shipping costs for other tankers. Since the Jan. 10 announcement, the effect of the bans has spilled into freight derivatives, with the volume of traded Forward Freight Agreement (FFA) contracts — which can allow traders to hedge against volatility in fluctuating freight rates – jumping to 11,412 on Jan. 10, and topping 7,900 and 6,700 on Jan. 13 and Jan. 14, respectively, according to data from the Baltic Exchange. The figures compare with 2,987 and 1,683 contracts traded daily on average in the months of November and December, respectively.

Rates for supertankers crossing from the Middle East Gulf to Asia-Pacific — a bellwether route for the oil industry — picked up by more than 40% between Jan. 9 and Jan. 14, according to pricing data from Argus Media.

As a result, the sanctions “could significantly disrupt Russian oil supply and distribution chains,” the IEA warned, noting that Russian exports will “take a hit from the shadow tanker fleet reduction” and the “elimination of shipping insurance, the bridling of dominant traders of Russian oil and designation of key handling companies in consumer markets.”

The agency nevertheless fell short of factoring the latest U.S. steps into its Russian supply forecasts, while noting that crude exports from the Eastern European country – a key member of the OPEC+ alliance – fell by 250,000 barrels per day month-on-month to 4.6 million barrels per day in December.

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Polestar expects profits in 2025 with 5 GT launch, confirms Polestar 7 will be an entry level compact SUV

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Polestar expects profits in 2025 with 5 GT launch, confirms Polestar 7 will be an entry level compact SUV

Swedish and Chinese EV automaker Polestar has shared an updated business strategy, looking to 2025 and beyond as its next chapter in growth. Per the release detailed below, Polestar is expecting increased sales volume, especially as its long-promised Polestar 5 GT is set to launch this year. Additionally, the automaker confirmed its Polestar 7 model will be a compact SUV and its most affordable BEV to date.

Polestar remains a growing name in the EV segment, and more and more people are becoming aware of the Geely-owned brand as it brings more models to market. Its two most recent were the Polestar 3 SUV and 4 crossover, built in the US and China, respectively. According to Polestar, those two models have gained “strong product momentum,” accounting for 56% of orders in Q4 2024.

Polestar looks to ride that wave into 2025 and add to its impetus with the launch of the Polestar 5, a sports sedan based on the automaker’s Precept concept EV that is targeting up to 884 hp and will attempt to compete against some of the big boys, like the Tesla Model S and Porsche Taycan.

While it won’t be part of Polestar’s 2025 launches, the automaker’s executives have divulged some new details about a new model called the Polestar 7, which was teased back in April 2024.

Polestar 7
Source: Polestar

Polestar 7 to replace the 2 as its entry-level model

According to a release published on its investor page, Polestar expects a fruitful 2025 that will set the town for its revamped business strategy through at least 2027. Per the automaker, it is targeting compound annual retail sales volume growth of 30-35% over the next three years and positive adjusted EBITDA in 2025. Furthermore, Polestar executives expect positive free cash flow after investments in 2027. Polestar CEO Michael Lohscheller elaborated:

With Scandinavian design, performance and a premium brand, Polestar has successfully positioned itself in the global automotive market. We have three outstanding cars on the road and a growing, passionate customer base.We are building on the strong Polestar brand with design and performance at its core.

But significant changes are needed to make this well-respected progressive brand a successful and viable business. We are speeding up our retail expansion and commercial transformation, whilst adjusting our future model line-up and significantly reducing our cost base. Both in terms of volumes and financials, we expect 2025 to be the strongest year in Polestar’s history.

Part of Polestar’s success in 2025 will depend on the start of sales of the Polestar 5, the automaker’s first model to sit atop an 800V platform. According to the company, that launch is expected in the second half of this year. Until then, Polestar will continue to push sales of its current lineup, which consists of the Polestar 2, 3, and 4.

While the Polestar 2 will be remembered as the BEV that put the brand on the map, its days are unfortunately numbered. Previous Polestar CEO Thomas Ingenlath said the company intends to phase out the 2 sedans around 2027, and its successor will be a new model called the Polestar 7.

We hadn’t heard much about the Polestar 7 since then, but the company confirmed today that it will arrive as a premium compact SUV. Additionally, we’ve learned the Polestar 7 will be the brand’s first model built in Europe. With production footprints in China, South Korea, and the US, Europe is a natural next step in expansion, especially for an affordable, compact SUV the Polestar 7 promises to be, because that is such a popular segment in the EU.

The Polestar 7 will also represent a new design strategy for the automaker. From that launch onward, it will “gradually move from a multi-platform approach to one single architecture, reducing complexity, costs, and investments.”

While we’ve learned what style of BEV the Polestar 7 will be, we don’t know much else at this point. With the expectation that we won’t see anything come to market until 2027 at the earliest, our immediate focus will remain on the upcoming launch of the Polestar 5 in 2025, followed by the Polestar 6 roadster convertible in 2026.

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