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India has always been a country of dichotomies.

It is the world’s most populous nation, fifth biggest economy and home to the highest number of billionaires after China and the U.S. It is a world leader in digital finance, thanks to the creation of digital public infrastructure, and is the world’s third-largest start-up hub.

Yet it remains a lower-middle-income economy, with a large share of the population classified as low-income or poor, and is a highly unequal society.

India’s climate narrative is, similarly, marked by contradictions.

While its contribution to world cumulative emissions is negligible — India accounts for approximately 4% of the global stock of emissions in the atmosphere — and it is one of the lowest emitters on a per-capita basis, India is already the third-largest emitter of greenhouse gasses on an annual basis, and is, worryingly, home to 12 of the world’s 15 most polluted cities.

The NLC Tamil Nadu Power power plant, right, and Tuticorin Thermal Power Station, left, in Tuticorin, India.

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With India forecast to be the world’s fastest-growing large economy and biggest oil consumer over the coming years, if it does not take action fast, emissions will only continue to rise.

‘Greening’ of the power sector

India needs to act not only for the world to achieve the Paris Agreement ambitions, but also for its own survival.

More than 75% of Indian districts are at risk of extreme weather and it is already seeing fiercer cyclones, greater incidences of drought and flooding and more heatwaves. While these climatic changes will impact worker productivity and economic output in aggregate, they will disproportionately impact vulnerable communities and farmers — 60% of which are monsoon-dependent.

While India needs to decarbonize its entire economy, achieving its target of net-zero emissions by 2070 arguably hinges on the “greening” of its power sector.

With a 34% share, India’s power industry constitutes the single biggest source of emissions in India, and its grid ranks as the fourth most carbon-intensive in the world. Coal still accounts for almost 50% of installed power capacity, and more than 70% of power generation.

With greater power demand expected from consumers, as well as existing and emerging areas of industry, in the near future, and the ongoing electrification of the economy also putting greater pressure on the grid, emissions from power will continue to rise if left unabated.

A farmer works in his vegetable field in Jharia city, Dhanbad district, Jharkhand state.

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In recognition of the imperative to decarbonize power as a means to drive the whole-economy emissions transition, the government has outlined impressive clean energy targets: achieving a 50% share of renewables in power capacity by 2030 and energy independence by 2047.

India has made impressive strides toward these goals. As a result of significant private sector investment, India now ranks fourth of all countries globally on installed solar and wind power capacity and its addition of renewable power capacity has been particularly strong in recent years.

Unfortunately, this simply isn’t enough. To truly decarbonize its energy sector, India needs to act on three fronts.

1. Integrating renewable energy into the grid

Apart from greater renewable capacity installation — for context, India’s additions in 2024 represented only 8% of China’s — India needs to find ways to integrate greater amounts of renewable energy into its grid, a challenge that countries globally are grappling with, while continuing to invest in baseload (or round-the-clock readily available) power.

To do this, India needs to invest more in battery storage infrastructure — including via pumped hydro storage, new and innovative battery energy storage systems, and also green hydrogen.

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Indeed, the inability to transmit renewable energy into the grid when it is generated in surplus (for example, solar during summer months in south-western states) often leads to curtailment, or the intentional offloading of power production, as the lack of storage capacity prevents its use in power-scarce states.

Digitalization of the grid will also be key to integrating renewables. Emerging digital technologies can enable power operators to access information from renewable energy assets and consumers in real time, allowing them to operate intelligent load-dispatching systems based on current supply and demand.

In order to have a tangible impact on renewable power integration, grid digitalization will need to take place concurrently with electricity market reform.

Currently, India’s state electricity distribution companies, or DISCOMs, have limited flexibility in incorporating renewables as per availability and demand as they are locked into long-term power purchase agreements (PPAs).

Plans for what’s known as a Market-Based Economic Dispatch System, which would centralize power purchase and dispatch across the country on a real-time basis, will enable India to transition from relatively inflexible locked-in power agreements with thermal power producers to lowest-cost (including renewable) generation.

Solar panels at the Bhadla Solar Park in Bhadla, in the northern Indian state of Rajasthan.

Sajjad Hussain | Afp | Getty Images

A digital energy grid overlaid with centralized power purchase and dispatch will improve efficiency in power trading, and also likely lead to lower power prices.

While this transition takes place, greater flexibility is needed at India’s coal power plants to ensure a steady baseload supply of power, while more investment in nuclear is needed to guarantee future energy security. Reassuringly, India has already outlined plans for both.

2. Improving energy efficiency

3. Decentralized energy solutions

The third front constitutes the greater installation and use of decentralized renewable energy (DRE) solutions, including rooftop solar and microgrids.

This will enable India to meet the dual goals of both improving power access for India’s remote and marginalized communities, as well as greening its power supply.

Progress on the installation of rooftop solar has been slow so far, impeded by a lack of affordability, consumer awareness and trained personnel, with only around 16 gigawatts installed versus a target of 40 gigawatts.

Microgrids, meanwhile, remain commercially unviable, and more impact — non-commercially minded — capital will be required to get such initiatives off the ground. Hearteningly, recent government initiatives signal progress on decentralized renewable energy, and this installation will be important in lowering grid load and emissions.

Where the funding could come from

All three prongs of India’s energy sector transition will require funding. According to expert estimates, India needs to spend around $100 billion per year, or 2.8% of current nominal GDP, to achieve net-zero power sector emissions by 2070.

With various imminent and urgent competing demands on the country’s budget, public finance will simply not be enough.

India will need to attract greater amounts of philanthropic, foreign, and private capital, as well as develop creative financing structures, to meet its net-zero target.

Each of these capital sources has a specific role to play.

Residential properties stand illuminated at night on hillsides in Gangtok, Sikkim, India.

Bloomberg | Bloomberg | Getty Images

While philanthropic capital can help in seed funding unproven new technologies ― for example, new battery technologies, nuclear, and green hydrogen ― greater foreign and domestic public capital can play a role in de-risking investments that so far generate lower-than-market returns (for example, microgrids). Finally, more private capital can help finance already commercially viable opportunities, including power distribution and renewables.

The good news is this: India’s mammoth endeavor to transition its power sector paves the way for significant growth across multiple sunrise sectors.

It opens up tremendous opportunities for investment and entrepreneurship across renewables and decentralized energy solutions, emerging technologies in battery storage, nuclear, green fuels, various segments of energy efficiency and in software/ digital capabilities.

India’s clean-tech ecosystem is already emerging, and energy-related enterprises, including those operating in renewables and energy efficiency, directly account for 70% of all green startups in the country.

As the transition ensues, more capital will be needed. With rising incidents of heatwaves crippling productivity whilst raising grid load across the country, and India simultaneously positioning itself as a global data center hub, there is no time to lose — the call for greater green and transition finance is now.

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This Hyundai IONIQ 5 drove 360,000 miles on its original battery [video]

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This Hyundai IONIQ 5 drove 360,000 miles on its original battery [video]

This white Hyundai IONIQ 5 is single-handedly rewriting the rules on EV longevity by driving over 360,000 miles on its original battery. What’s even wilder? The battery still had 87% battery health, despite the owner exclusively using DC fast charging to charge the car to 100%.

That was more than 50,000 miles ago, and the car is still going strong!

Take a good look at that digital dashboard display up there, and you might notice the Hyundai IONIQ 5’s odometer is sitting pretty at 666,255 km. That’s over 413,990 miles, and the South Korean EV is, reportedly, still racking up miles — and fast! Over at the Facebook Group Mileage Impossible, the car’s owner claimed he covered all those miles in less than three-and-a-half years … which works out to just under 10,000 miles per month! (!!!) 

Nearly 400 miles per day

This Hyundai Ioniq 5 Has Over 400,000 Miles. Here’s What Broke
Nearly 10,000 miles/mo.; via Mileage Impossible.

Like any vehicle being driven extreme miles, Hyundai’s excellent IONIQ 5 isn’t perfect. That means a bunch of stuff broke, including the car’s Integrated Charging Control Unit (ICCU), which means it can’t currently be charged on AC (L1/L2) charger. And, while electric cars don’t need oil changes, they do need other types maintenance, and the differential oils and brake fluids have been regularly changed on this car — which, no doubt, has contributed to its longevity.

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The most significant repair to date was the battery replacement at 360,000 miles (almost 55,000 miles ago, by my math). Remarkably, Hyundai covered the cost of the replacement despite the battery being way, way beyond its original 10 year/100,000 mile warranty.

The most impressive part of all this? Even after enduring 360,000 miles and countless fast-charging cycles, the battery reportedly retained 87% of its original health. (!)

Electrek’s Take

The caption reads, “free replacement of battery, motor, and reduction gear at 580,000 km.”

We’ve written about high-mileage Teslas in the past, but stories like this are massively important to people who are still on the fence about EVs. And, with the average age of vehicles on US roads creeping up on 13 years, it’s hard to argue with the relevance of those long-term drivability and dependability concerns.

And now, with this 400,000 IONIQ 5, Hyundai has a shining example of the fact that its soon-to-be American-made EVs can go the distance.

Hyundai is still offering 0.99% APR financing for 60 months on all versions of the hot-selling 2025 IONIQ 5, as well as up to $7,500 in Retail Bonus Cash, which (when combined with other incentives in certain markets) can make a huge difference to customers’ bottom line. It doesn’t look like the two offers can be combined, however, so be sure to do the math and see which deal makes the most sense for you.

SOURCES | IMAGES: 수와호수스와호수 and Mileage Impossible; via InsideEVs and Torque News.

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Porsche set to pilot closed-loop raw material EV battery recycling program

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Porsche set to pilot closed-loop raw material EV battery recycling program

Porsche is launching a new EV battery recycling pilot to recover valuable raw materials from its cars’ high-voltage battery packs at the end of their useful life in vehicles. The new pilot hopes to develop a “closed-loop” raw material cycle that would have new batteries made from old batteries without the need for new, high carbon cost mineral mining.

The German company best known for building ultra high-performance sports and racing cars has an equally long history in engineering and innovation, and has fully embraced EVs in recent years – launching all-electric versions of its Macan compact crossover and, of course, the excellent Porsche Taycan.

With this new initiative, Porsche engineers hope to address the growing importance of recycled battery raw materials and promote the responsible handling of high-voltage batteries at the end of life.

In the long term, a recycling network for EV batteries is planned to be established in collaboration with external partners.

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“With the help of innovative recycling processes, we strive to increase our independence from volatile and geopolitically unstable raw material markets,” says Barbara Frenkel, Executive Board Member for Procurement at Porsche. “Circular Economy is a core pillar of our sustainability strategy, and with this pilot project, we want to underscore our ambitions.”

Three phase plan

“Second Life” concept uses EV batteries as backup power; via Porsche.

Porsche is advancing its commitment to sustainability by embracing the principles of, “reduce, reuse, recycle.” The company is developing more efficient electric vehicles with longer-lasting batteries, which are repurposed in “Second Life” Battery Energy Storage Systems (BESS) like the one implemented at its Leipzig plant (above). Now, through a new closed-loop recycling pilot, Porsche is emphasizing that “recycle” part by approaching the project in three phases.

In the first project phase, EV batteries from development vehicles are mechanically shredded at the end of their use-phase and processed into “black mass” that contains valuable raw materials like nickel, cobalt, manganese, and lithium. So far, the program has produced about 65 tons of processed black mass.

In the next phase, the black mass is further separated and refined until the materials reach both the levels of quality and purity Porsche demands from the “virgin” materials it buys for its new batteries.

In the third phase, Porsche takes the raw materials recovered from its decommissioned high-voltage batteries and makes new batteries with them, demonstrating Porsche’s, “holistic understanding of the circular economy.”

Porsche hopes its new pilot will help prepare the company for upcoming regulatory changes – for example, the expected requirements for batteries in the European Union by 2031. By adopting recycled materials early, the company says it intends to make an active contribution to the technology while further reducing its environmental impact.

SOURCE | IMAGES: Porsche.

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Yamaha celebrates 50th anniversary with new, in-house golf cart battery

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Yamaha celebrates 50th anniversary with new, in-house golf cart battery

Yamaha has announced plans to launch a pair of new five-seater electric golf carts featuring new lithium-ion batteries and vehicle control units developed in-house this June. The launch is scheduled to coincide with the company’s 50 year anniversary in the golf car/golf cart business.

Yamaha Motor launched its first golf cart, the YG292 “Land Car,” in June 1975. That original golf cart was powered by the company’s air-cooled, 292cc 2-stroke snowmobile engine, while its fiber-reinforced plastic (FRP) composite bodywork was developed using the companies maritime and boat-building expertise.

Just as those early golf carts used existing products to shorten their development times, company’s golf carts were one of the earliest product lines to get electrified – and the lessons learned there have influenced other Yamaha e-mobility product lines.

The company’s newest golf carts, five-seater electric models dubbed the G30Es and G31EPs, continue to lean on Yamaha’s top-shelf engineering expertise.

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G30Es and G31EPs; via Yamaha.

The in-house developed batteries use lithium iron phosphate (LFP) chemistry in their cells, with the company claiming higher levels of reliability and an extended lifespan compared to other battery chemistries it’s worked with. The Yamaha batteries are available in both 4 kWh and 6 kWh capacities, enabling buyers to tailor their choice based on their individual driving range requirements, course conditions, and individual play/mobility preferences.

Both new models are 144.5″ (367 cm) long and 49.5″ (125 cm) wide, with an 84.25″ (214 cm) wheelbase, and are powered by an AC motor with, “superior speed and torque control, combined with optimized regenerative braking and a brushless design,” that, according to Yamaha, give the brand’s new golf carts far greater efficiency than the company’s previous models, resulting in 30% better efficiency.

You can check out more detailed pictures of the Yamaha-developed parts and full specs, below, then let us know what you think of the tuning fork brand’s newest mobility products in the comments.

SOURCE | IMAGES: Yamaha.

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