Connect with us

Published

on

EPA’s Heavy Duty “Phase 3” truck rule has been finalized, and surprisingly enough it comes in stronger (albeit slightly) than the rule that was originally proposed last year.

The final rule has just come out, so there’s plenty to comb through, but the EPA went over some key points in a press call yesterday.

Transportation is the largest-polluting sector in America, and heavy duty vehicles make a disproportionate amount of that pollution. Light duty vehicles still produce the majority – about 60% of transportation emissions are from light-duty vehicles – but heavy duty vehicles are responsible for about a quarter of transportation emissions, despite only being 5% of vehicles.

This underlines the importance of regulating these vehicles, and the outsize gains that we can get from doing so.

New rule saves 1 billion tons CO2 and $13 billion/yr

The main numbers for the finalized rule are that it will save $13 billion per year in annualized net benefits for society, avoid a billion tons worth of greenhouse gas emissions, and reduce air pollution for the 72 million Americans who live within 200 meters of a heavy duty truck route (a group that is disproportionately from disadvantaged communities). The rules cover model years 2027-2032.

The cost and health savings make these rules a rare win-win-win. Businesses save money on costs (approx. $3.5b annually, between $3-10k per vehicle depending on type), health and environmental savings benefit everybody, and the industry gets nudged towards a future that it needs to accept anyway. Or, well… not that rare, considering most positive environmental moves offer these sorts of benefits.

Like the light-duty rules, the heavy-duty rules are “technology neutral,” in that they don’t mandate manufacturers use specific technologies, but rather meet certain pollution guidelines that will require significant improvements in engine technologies used. This means hybrid, plug-in hybrid, battery-electric and fuel cell vehicles are all on the table.

The rule actually got stronger for once

And the most remarkable thing about the rules is that they actually got (very slightly) stronger between the proposed and final rule, due to the 175,000 comments EPA said were left during the comment period.

EPA originally stated that the proposed rule would reduce carbon by 1.8 billion tons, but had to re-do the baseline of these calculations due to California’s strong truck rules, which will reduce overall emissions by a huge chunk (both in California and other states). Now, EPA says that the proposed rule would have reduced carbon by 998 million tons under the revised baseline, or 1 billion tons for the final rule. So, only improved by .2%, but still a tiny improvement, as opposed to going in the other direction.

This is not a common occurrence – we pointed out last week that the opposite happened with light-duty rules, and that this seems to be depressingly common lately. Whenever a new rule comes out, no matter how well-reasoned and attainable, industry lobbies for it to be loosened (and not just in the US, see: Europe, Australia), and usually compromises go their way, not the public’s way.

The changes between the proposed rule and the final one include a softening of the rules from 2027-2030 to give companies more time to arrange charging infrastructure, but also stronger emissions limits in 2031 and 2032 for most vehicle classes. For example, certain medium-heavy vocational vehicles will have 40% stronger limits in 2032 in the final rule as compared to Phase 2 regulation, rather than 35% in the proposed rule.

EPA didn’t break down every change between the proposed and final rule on the press call, because this rule covers so many different classes of vehicle. But overall, this is an improvement compared to the changes in the light duty rules – those only got weaker, whereas these got stronger, just with a little more flexibility in adoption timelines.

Broadly positive reaction to the heavy duty truck rule

Reaction has been broadly positive to the adoption of these phase 3 rules. The American Lung Association celebrated the rules, which along with the EPA’s previous NOx rule brings $22b in health savings per year, and pointed out the rarity of rules getting stronger during the rulemaking process. It also noted that Americans support strong truck regulations by extremely wide margins. Praise also came from the Sierra Club, the Hip Hop Council (who focused on the environmental justice aspect of these rules), and even from industry representatives.

Some industry sources did oppose these rules, or ask for them to be scaled back, such as various oil companies and some truck makers (for example Daimler Trucks and Volvo Trucks, both of which publicly supported the rule but privately called for its delay, despite being leaders in electrified trucks). But several large groups supported them.

In the runup to adoption of the rule, 100+ businesses called for a strong truck standard. This included a newly-formed industry group called the Heavy Duty Leadership Group, which called for rapid approval of a strong EPA rule, and each of its four participants – Ford, Cummins, BorgWarner and Eaton made statements praising the final rule that EPA adopted today. Even military leaders had good things to say about the new rule, through SAFE, an organization that advocates a break from oil from an energy and national security perspective.

How the Biden Administration has helped electrification from every angle

One strength of the rules is how comprehensive they are, especially when considering parallel regulations and incentives created by the administration. Many have pointed to individual EPA rules and stated that they are too narrow, or don’t properly acknowledge the full picture of how electrification would work. But when taken as a whole, the actions done by the EPA and the Biden administration cover almost every conceivable angle of the electrification of transportation.

This rule regulates truck carbon emissions, but another rule regulated smog-forming emissions, and another one regulated railroads, and we still have one coming to increase fleet mpg requirements (building on a change in EV mpg calculations so manufacturers can’t just build a few compliance EVs).

To take care of upfront costs, the Inflation Reduction Act includes commercial credits for both ZEV truck purchases and charger installations (and domestic production provisions and incentives, too). The Bipartisan Infrastructure Law incentivizes chargers further. Ports get specific support from the Clean Ports Program, as do school buses, and the EPA is ensuring that California will remain a testbed for even better environmental rules. The administration also recently released a master infrastructure plan to electrifying all the US’ freight routes by 2040.

So… that takes care of just about everything, right?

Electrek’s Take

As we always say, we’d never mind stronger rules than those that get implemented. We need to electrify transportation, and soon, and we simply aren’t doing enough to fight climate change.

But despite my constant “why not sooner?” headlines, I have been particularly impressed by recent truck regulations in this country (both California’s and this new EPA rule). I also think the EPA’s light-duty rule is exceedingly well-reasoned and works towards fixing some huge problems (like vehicle size), though the original proposal was better.

And that’s the most impressive part about this rule. I lamented in the Take for the light-duty rule that regulations seem to always get compromised in favor of polluters, never in favor of the public interest. But this time, that didn’t happen – it’s a compromise, and the polluters did get a little bit of what they wanted, but the public also got even better final regulations than we originally were going to get, and it balanced out to a very slightly better rule in the end.

Like the Lung Association said (understatedly): “this does not always happen.” And yet, today, it did.

We can all be glad for that – and the 72 million Americans who live within 200 meters of a truck route, especially, will get to breathe a lot more cleanly in the coming years.

FTC: We use income earning auto affiliate links. More.

Continue Reading

Environment

This hilarious-looking electric motorcycle just launched after a seven year tease

Published

on

By

This hilarious-looking electric motorcycle just launched after a seven year tease

Back in 2018, when most electric motorcycle startups were showing off what looked like clunky science experiments or budget-minded e-scooters, a little company out of Stuttgart quietly unveiled one of the wildest-looking two-wheelers I’d ever seen. As one of the first motorcycle journalists to cover Sol Motors and their outlandish debut seven years ago, I’ve been keeping tabs on them ever since. And now I am excited to share that the Sol Pocket Rocket is finally preparing to launch in full production form. Yes, really.

The German company is now taking pre-orders for its uniquely tubular electric motorcycle that somehow looks like a mashup between a torpedo, an irrigation pipe, and a Star Wars prop. And yet, despite its cartoonish silhouette, it might just be one of the coolest ultra-urban e-motos headed for the streets.

The Sol Pocket Rocket comes in two versions: the standard model and the more powerful Pocket Rocket S. The latter packs an 8.5 kW (roughly 11.4 hp) electric motor that propels the bike to a top speed of 85 km/h (53 mph), while the standard version tops out at 45 km/h (28 mph), putting it in moped territory in many markets.

That makes it a perfect fit for cities, especially in Europe where light electric mopeds and motorcycles are gaining traction among young riders who want something fast, fun, and emissions-free, but without the size, weight, or cost of a traditional motorcycle. The bike’s 2.5 kWh battery may not sound like much, but the company says it offers up to 108 km (67 miles) of range for the lower speed version or 68 km (42 miles) of range for the higher speed version, which is generally more than enough for most urban commutes. The battery is also removable, allowing for convenient charging inside your apartment or office. That can be a neat trick for riders who charge at work, essentially doubling the maximum range they can commute.

Advertisement – scroll for more content

And while we’re on the topic of design – yes, it’s unusual. The Pocket Rocket’s oversized aluminum top tube houses the battery and electronics, while a minimalist seat juts out from the back like a café racer’s rear hump. There’s no bodywork to speak of, giving it a raw and industrial aesthetic that’s either futuristic or ridiculous, depending on the lighting and your mood. But I’ve got to admit, I kind of love it.

The frame, wheels, and swingarm are all nicely machined, giving the whole thing a premium feel, or at least as premium as a potato gun on wheels can look. It’s like if Bauhaus made a Hot Wheels bike that could run on electrons.

Sol Motors is positioning the Pocket Rocket not just as a stylish e-motorcycle, but as a viable alternative to cars for city dwellers who want to skip traffic and parking headaches. It’s light, fast enough for urban streets, and small enough to squeeze into even the tiniest bike parking spot.

Pre-orders are now open and pricing starts at €5,990 for the standard model and €6,980 for the S version. That’s certainly not cheap, but not outrageous in today’s market for well-designed, European-made electric two-wheelers.

Electrek’s Take

I’ve covered a lot of oddball EVs over the years, but the Sol Pocket Rocket has a special place in my heart. There’s something honest about a company that doubles down on such a bold design and actually makes it work. Sure, it looks like a giant spool holder from the wrong angle, but it also looks like a lot of fun from the right angle! And the fact that it’s fast, fun, and actually headed to production means it offers three things that are far from a guarantee in today’s market.

It may have taken the scenic route and had a false start or two, but it looks like the company is finally ready to put that rubber on the road for good this time.

After nearly seven years of anticipation, I’m thrilled to see this bizarre beauty finally hitting the road. And hey, if anyone wants to send one over for a review, my driveway’s been waiting just as long.

They even have this cool charging stand for topping up the battery in your apartment

FTC: We use income earning auto affiliate links. More.

Continue Reading

Environment

The 2026 Chevy Blazer EV lineup looks a bit different, but prices still start at under $45K

Published

on

By

The 2026 Chevy Blazer EV lineup looks a bit different, but prices still start at under K

Chevy is introducing an updated lineup for the 2026 Blazer EV, including a few slight modifications. Despite the changes, prices will still start at under $45,000.

2026 Chevy Blazer EV prices by trim

GM’s Chevrolet is currently the fastest-growing EV brand in the US. Through May, Chevy sold over 37,000 EVs, surpassing Ford, which sold about 34,000.

Although the Equinox EV stole the spotlight, becoming the third top-selling EV behind Tesla’s Model Y and Model 3, Chevy’s electric Blazer has quiety been driving growth. In April, the Chevy Blazer EV was the sixth-best-selling EV.

With “the Equinnox and Blazer right in the heart of the market, they are really benefitting from that,” Tom Libby, an analyst at S&P Global Mobility, explained.

Advertisement – scroll for more content

With the 2026 model years arriving with a few updates, Chevy looks to continue closing the gap with Tesla. Earlier this month, the 2026 Chevy Silverado EV configurator went live with base prices about $10,000 cheaper than the outgoing model. Now, it looks like the electric Blazer will be next.

2026-Chevy-Blazer-EV
2025 Chevy Blazer EV SS (Source: Chevrolet)

New order guide data show the 2026 Chevy Blazer EV LT FWD will still start at $44,600, not including the destination fee. The 2026 model year will be available in FWD, AWD, and performance AWD configurations. However, Chevy is dropping the RWD option.

Although the base LT model is priced the same, the 2026 Chevy Blazer RS AWD is $500 more than last year’s model, starting at $50,400.

-2026-Chevy-Blazer-EV
Chevy Blazer EV RS (Source: GM)

The 615 horsepower Blazer EV SS, the quickest SS Chevy vehicle to date, will still start at $60,600. Like the 2025MY, GM’s Super Cruise is standard on the SS and available for other trims. It costs $3,255 this year, the same as it did in 2025.

Other upgrades for the new model include a new Polar White Tricoat paint option and a standard dual-level charging cord, but it still lacks a NACS port.

2026-Chevy-Blazer-EV-prices
Chevy Blazer EV SS interior (Source: GM)

A Chevy spokesperson confirmed to Car and Driver last month that “To simplify the product lineup while still offering the most popular options for consumers, RWD will not be available beginning with the 2026 model year.”

Up next will be the 2026 Chevy Equinox EV, or “America’s most affordable 315+ mile range EV,” as GM calls it. The base 2025 LT model starts at $34,995. Chevy keeping entry-level Blazer prices the same could be a good sign for the Equinox.

2026 Chevy Blazer EV trim Starting MSRP* Range
(*2025MY EPA-estimated)
LT FWD   $44,600 312 miles
RS FWD   $50,400  312 miles 
SS AWD $60,600 303 miles
2026 Chevy Blazer EV prices by trim (*Does not include destination fee)

With the federal EV tax credit set to expire at the end of September, Chevy is offering some serious savings opportunities. Starting at just $289 per month, the 2025 Equinox EV is hard to pass up. GM is also offering 0% APR across all 2025 Equinox EV, Blazer EV, and Silverado EV models.

Ready to test one out for yourself? You can use our links below to find deals on Chevy EV models at a dealer near you.

FTC: We use income earning auto affiliate links. More.

Continue Reading

Environment

Tesla’s penis-shaped Robotaxi expansion illustrates how unserious the business is

Published

on

By

Tesla's penis-shaped Robotaxi expansion illustrates how unserious the business is

Tesla has expanded the service area of its Robotaxi service in Austin, and it did so to draw a penis-shaped service map, seemingly for no other reason than to satisfy the juvenile humor of its CEO, but what it really achieved is to illustrate how unserious Tesla’s Robotaxi business is compared to other efforts.

Last month, Tesla launched its Robotaxi service in Austin, Texas, and as expected, the service was mostly for show and to give CEO Elon Musk a win after years of failed predictions regarding Tesla’s self-driving efforts.

The service was launched only for a small group of Tesla stock promoters on X, and it required a Tesla employee sitting in the front seat with a finger on a kill switch at all times.

In other words, it’s basically Tesla’s Supervised Full Self-Driving (FSD) in consumer vehicles, but with the supervisor moved from the driver’s seat to the front passenger seat.

Advertisement – scroll for more content

Tesla also launched into a small area of South Austin, but last week, Musk said that the company would expand the service area by the weekend.

Late on Sunday, Tesla did update the service area, and it now looks like this:

There’s no practical reason to cover this specific section of Austin. The update appears to be solely to satisfy Musk’s famously juvenile sense of humor, which includes fascinations with the numbers “69” and “420”.

Tesla has also been offering rides in Robotaxi (invite-only) for $4.20 a ride.

In practice, what this joke does is illustrate just how unserious Tesla’s Robotaxi effort is in comparison to other autonomous ride-hailing programs.

Waymo already operates a larger area of Austin, and it does so without any supervisor inside the vehicle. It also operates in San Francisco, the Bay Area, Los Angeles, and Phoenix:

Tesla shareholders are holding on to the hope that Tesla will be able to scale faster, but Waymo has even launched in Atlanta since Tesla launched its limited service in Austin, and they are preparing to launch in Philadelphia and New York.

Meanwhile, Tesla still operates with supervisors inside its vehicles – a step that Waymo completed years ago.

Electrek’s Take

Look, I love a joke as much as the next guy, but when the whole service is a joke, maybe don’t draw a penis with the service map.

In China, I rode in Baidu’s Apollo Go, and it simply works without anyone in the car, and it is in operation in half a dozen cities.

It’s cool to see Tesla making progress here, but what’s less cool is the moving of the goalpost that leads to people forgetting that Tesla has promised unsupervised self-driving in all vehicles built since 2016.

Meanwhile, its progress has yet to outpace competition and CEO Elon Musk is out there claiming Tesla is the leader in self-driving with no close second.

It’s a level of delusion that you don’t want to see in someone deploying “self-driving” 5,000-lb machines moving at high speeds on public roads.

FTC: We use income earning auto affiliate links. More.

Continue Reading

Trending