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A new study is out which quantifies just how much EVs help not just in cutting harmful exhaust emissions, but also cutting other types of pollution that come from personal vehicles. But of course, public transport, biking and walking are even better.

We’ve seen plenty of studies showing how the benefits of shifting to EVs translate to the real world, for example in California and London, where higher EV shares and regulations aimed at cutting down the excesses of polluting vehicles have produced significant air quality benefits already.

As it has become more and more untenable for anti-EV propagandists to deny the air quality benefits of EVs, a common refrain from them has become “but tailpipe emissions aren’t everything, what about brakes and tires, huh?!”

Putting aside for the moment the clear concern trolling involved in this response, it’s always been easy enough to point to regenerative braking as a reason that EVs improve that problem too – since they rarely use the brakes, they obviously wouldn’t emit as many brake particles.

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But now we have proper quantification of that, and not only is the reduction in brake dust from battery-electric vehicles (BEVs) quite high, its also much higher than the benefit gained from either conventional gas-only hybrids or plug-in hybrids (PHEVs).

The analysis looked at various “non-exhaust emissions” of road transport, recognizing that as car exhaust becomes cleaner due to greater fleet electrification, other forms of emissions will end up taking over as the dominant pollutants from road transport.

It turns out that BEVs reduce the amount of brake dust by 83%, according to a new analysis by EIT Urban Mobility (a body of the European Union) and Transport for London. The study looked primarily at London, Milan and Barcelona.

The primary reason for this is the use of regenerative braking, meaning that electric vehicles can slow down without rubbing friction brakes. Other vehicles that use regenerative braking reduced brake emissions too, with Hybrids reducing them by 10-48%, and PHEVs by 66%.

Other forms of non-exhaust emissions also analyzed

The analysis looked at other forms of pollution as well, from tire and road wear.

On tire wear, the study assumed that BEVs would be responsible for more tire wear due to their greater weight. The study claims that BEVs are about 20% heavier than gas cars – though much of this is attributable to a vehicle mix that is more focused on larger vehicles, as it seems like every EV manufacturer is making huge SUVs and few are making small cars (a trend that can be seen in gas cars as well, which are 21% heavier than they were 20 years ago, and new EVs are more highly represented at the culmination of this trend).

When looking side-by-side at the best purpose-built EVs and their gas-powered counterparts, such as the Tesla Model 3 and the BMW 3 series, there is little difference in weight (the Tesla is only about ~200lbs heavier, across the model line, a difference of about 5%, not 20%).

Despite the slightly higher levels of tire wear from EVs, brake dust was found to be more unhealthy, as brake dust is much more likely to become airborne (>40%) than tire wear is (1-5%). So EVs create a lot less of the worse thing, and a little more of the less-bad thing.

Even using the study’s 20% number for EV. vs. gas car weight, this doesn’t handicap EVs much. BEVs produce 38% less total brake, road and tire wear combined, without even taking into account their exhaust benefits.

The analysis includes an interactive modeling tool where you can examine different types of transport and the amount of emissions they produce, with electric models being the clear winner out of the various analyzed powertrains.

We plugged in a few numbers and taking into account every form of emissions – brakes, tires, road wear and exhaust – electric cars even fared nearly as well as gas-powered motorcycles. While an individual EV does still produce 57% more total emissions than a gas-powered motorcycle per mile, as long as that car has higher occupancy than the motorcycle, that means it could fare better in terms of emissions per person-mile.

Shifting away from private cars is even better

The mention of person-miles brings up another answer for these problems: “mode shifting,” or moving drivers from cars to other methods of transport.

Buses and other heavy vehicles are accounted for in the tool, and they’ve got bigger numbers, but that doesn’t actually mean they’re dirtier.

While buses are obviously responsible for more emissions than cars individually, once you take into account the number of people they carry, that number plummets significantly. Buses may be responsible for ~4-5 times as many non-exhaust emissions as cars per mile, but a bus can hold an order of magnitude more people than a car can, reducing both emissions and traffic congestion.

And, just as was the case with electric cars, electric buses perform significantly better in terms of total emissions than gas buses do.

Beyond that, you get down to the absolute best answers: walking and biking. These two methods produce negligible environmental impact, and the study recommends that cities focus on encouraging these forms of transport wherever possible.

Luckily, we here at Electrek also love to cover electric bikes, which are a great way to get around that still offers the health and environmental benefits of cycling, but reduce the annoyances you might get from hills or windy days.

Study recommendations

Taking all this information together, the study makes some recommendations. It obviously points out that fleet electrification will be beneficial in reducing non-exhaust emissions, and suggests that that should continue rapidly.

However, it also points out that the total reduction in non-exhaust emissions from shifting drivers to public transport, rather than individual vehicles, can be 5x higher than just electrifying the vehicle fleet alone. So shifting drivers to using public transport should be prioritized when possible. Or, getting people to walk or bike instead.

For those vehicles that do remain on the road, lower-wear products can be encouraged, like carbon composite brake discs or those coated with hard metal coatings. Similarly, some tires are more wear-resistant than others, and there is little regulation forcing focus on lower-wear tire technologies.

Governments should also work to reverse ballooning vehicle sizes and higher SUV share for private vehicles (where have we heard that before…).


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Toyota’s EV sales crashed, but here’s what’s really going on

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Toyota's EV sales crashed, but here's what's really going on

Toyota’s electric vehicle sales plunged as it prepares for a new wave of models. The new EVs are bringing much-needed upgrades, including more range, faster charging, revamped designs, and more.

Toyota’s EV sales crashed in Q3 as new models roll out

Despite most automakers reporting record EV sales as buyers rushed to claim the $7,500 federal tax credit, Toyota was an outlier, selling just 61 BZ models in September.

Including the Lexus RZ, which managed 86 sales, Toyota sold just 147 all-electric vehicles in the US last month, over 90% less than the 1,847 it sold in September 2024.

Toyota’s total sales were up 14% with over 185,700 vehicles sold, meaning EVs accounted for less than 0.1%. Through the first nine months of the year, sales of the BZ and Lexus RZ are down 9% and 36% compared to the year prior.

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So, why is Toyota struggling to sell EVs when the market is booming? For one, it’s basically sold out of its current EV models, the bZ4X and Lexus RZ.

Toyota-bZ-SUV-prices
2026 Toyota bZ electric SUV (Source: Toyota)

The 2026 Toyota BZ (formerly the bZ4X) is arriving at US dealerships, promising to fix some of the biggest complaints with the outgoing electric SUV.

Powered by a larger 74.7 kWh battery, the 2026 Toyota BZ offers up to 314 miles of driving range, a 25% improvement from the 2025 bZ4X.

Toyota-EV-sales-crash
2026 Toyota bZ electric SUV (Source: Toyota)

The electric SUV features Toyota’s new “hammerhead front end” design, similar to that of the new Crown and Camry, with a slim LED light bar and revamped front fascia.

Toyota’s new electric SUV also features a built-in NACS charge port, allowing for recharging at Tesla Superchargers. It also features a new thermal management system and battery preconditioning, which improves charge times from 10% to 80% in about 30 minutes.

Toyota-bZ-SUV-prices
The interior of the 2026 Toyota bZ (Source: Toyota)

The base 2026 BZ XLE FWD starts at just $34,900, but uses a smaller 57.7 kWh battery, good for 236 miles range.

The 2026 Lexus RZ received similar updates. Next year, Toyota is launching two more fully electric SUVs, the 2026 C-HR and BZ Woodland.

2026 Toyota bZ trim Battery Range Starting Price*
XLE FWD 57.7 kWh 236 miles $34,900
XLE FWD Plus 74.7 kWh 314 miles $37,900
XLE AWD 74.7 kWh 288 miles $39,900
Limited FWD 74.7 kWh 299 miles $43,300
Limited AWD 74.7 kWh 278 miles $45,300
2026 Toyota bZ prices and range by trim (*excluding $1,450 DPH fee)

It’s not just the US that Toyota’s EV sales crashed last month, either. In its home market of Japan, Toyota (including Lexus) sold just 18 EVs in September.

The Japanese auto giant is betting on new models to drive growth. However, it remains committed to offering all powertrain options, including battery electric vehicles (BEVs), hybrids, plug-in hybrid electric vehicles (PHEVs), and fuel cell electric vehicles (FCEVs).

Can Toyota’s new generation of electric vehicles spark a comeback? Let us know your thoughts in the comments.

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Tesla confirms new Model Y Performance supports bidirectional charging

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Tesla confirms new Model Y Performance supports bidirectional charging

Tesla has confirmed that the new Model Y Performance supports bidirectional charging for both vehicle-to-home (V2H) and vehicle-to-load (V2L) applications.

For now, it only works with Tesla’s outlet adapter dongle.

We have known that Tesla’s onboard charger has had some bidirectional charging capacity for a while now.

I even successfully discharged a 2023 Model Y using my friend’s new Sigenergy battery system with a bidirectional charger earlier this summer.

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However, Tesla doesn’t officially support the capacity in any vehicle other than the Cybertruck… until now.

With the release of the new Model Y Performance in the US yesterday, Tesla has started reaching out to customers who ordered and confirmed that the vehicle supports bidirectional charging:

  • Vehicle-to-Load (V2L):
    • Powers external devices (e.g., tools, camping gear, appliances) via the charge port using a compatible V2L adapter (e.g., Tesla’s discharger or third-party like Tlyard, ~$200–$400).
    • Provides up to 11.5 kW of export power (120V/240V outlets, ~3–5 kW continuous) from the 82 kWh battery.
    • Enabled via OTA software update (version 2025.20 or later, expected Q4 2025).
  • Vehicle-to-Home (V2H):
    • Supplies power to a home for backup or grid offset, requiring a Tesla Powerwall 3 or compatible bidirectional inverter and V2H adapter (~$1,000–$2,500 for hardware/installation).

Tesla also said on X today:

New Model Y Performance offers Vehicle to Load (120V 20A AC) with Tesla Outlet Adapter

Based on the communications with customers and this message on X, it appears that the feature only works with adapters for now, such as the Tesla Powershare outlet adapter:

But more capacity will be enabled through software updates later this quarter.

Electrek’s Take

Tesla confirmed the feature for the Model Y Performance, but the vehicle clearly uses the same onboard charger as in other refreshed Model Y.

Furthermore, we know that the onboard chargers in previous Tesla vehicles for the last few years are capable of bidirectional charging. Tesla is simply not making it available.

Now, it is confirming it on the new Performance version to try to sell the more expensive variant, but I would assume that it will eventually be enabled on other vehicles.

There’s no reason not to, and Tesla would only achieve feature parity with most new EVs hitting the market for years now.

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The 2026 Hyundai IONIQ 5 gets a big price cut and now starts at just $35,000

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The 2026 Hyundai IONIQ 5 gets a big price cut and now starts at just ,000

Although the $7,500 EV tax credit has expired, Hyundai is keeping the savings going. Hyundai is reducing 2026 IONIQ 5 prices by nearly $10,000, while extending the tax credit for the current model year.

The 2026 Hyundai IONIQ 5 gets a nearly $10,000 price cut

The 2026 IONIQ 5 is slated for a significant price cut as Hyundai commits to offering more affordable vehicles in the US.

Hyundai said it will reduce prices by up to $9,800 on the 2026 IONIQ 5. The savings depend on the trim, but the base IONIQ 5 RWD Standard Range model now starts at just $35,000, making it one of the most affordable EVs on the market, alongside the Chevy Equinox EV.

In the meantime, Hyundai will continue to offer the $7,500 cash incentive for the current 2025 models through at least October.

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The price changes “reflect Hyundai’s commitment to affordability and its long-term EV strategy,” the company said. Hyundai builds the IONIQ 5 alongside its larger IONIQ 9 electric SUV at the Hyundai Motor Group Metaplant America (HMGMA) in Georgia.

Higher sales and local production have helped Hyundai cut costs, which it’s now passing on to buyers. By making one of the most awarded EVs even more affordable, Hyundai aims to keep the momentum going.

Hyundai-2026-IONIQ-5-prices
2026 Hyundai IONIQ 5 (Source: Hyundai)

The IONIQ 5 is coming off its best third-quarter sales to date after surging 90% year-over-year (YOY), with nearly 22,000 units sold. Through September, Hyundai has sold 41,091 IONIQ 5 models in the US, a 35% increase compared to the same period in 2024.

After delivering the first IONIQ 9 models to customers at the end of May, sales have reached 4,177 units through September.

Hyundai-2026-IONIQ-5-prices
2026 Hyundai IONIQ 5 Limited interior (Source: Hyundai)

The 2025 Hyundai IONIQ 5 starts at $42,600 with a driving range of up to 245 miles. Upgrading to the long-range SE RWD model, with 318 miles of range, costs $46,550.

The 2026 model year starts at just $35,000, or $7,600 less than the 2025 IONIQ 5. You can even snag the extended range SE or SEL model for under $40,000 now. Or, if you really want to get crazy, the off-road XRT variant is tempting at just $46,275, which is $9,225 less than last year’s model.

2025 Hyundai IONIQ 5 Trim Driving Range (miles) 2025 Starting Price 2026 Starting Price* Price Reduction
IONIQ 5 SE RWD Standard Range 245 $42,600 $35,000 ($7,600)
IONIQ 5 SE RWD 318 $46,650 $37,500 ($9,150)
IONIQ 5 SEL RWD 318 $49,600 $39,800 ($9,800)
IONIQ 5 Limited RWD 318 $54,300 $45,075 ($9,225)
IONIQ 5 SE Dual Motor AWD 290 $50,150 $41,000 ($9,150)
IONIQ 5 SEL Dual Motor AWD 290 $53,100 $43,300 ($9,800)
IONIQ 5 XRT Dual Motor AWD 259 $55,500 $46,275 ($9,225)
IONIQ 5 Limited Dual Motor AWD 269 $58,200 $48,975 ($9,225)
2025 vs 2026 Hyundai IONIQ 5 prices and range by trim

Despite the lower prices, the 2026 Hyundai IONIQ 5 is a carry-over model with no significant changes from the outgoing model. The only difference is a new L1/L2 charging cable and Sage Silver Matte color options.

Last month, the 2025 Hyundai IONIQ 5 was one of the most affordable EVs on the market, with leases starting at just $179 per month. Hyundai’s offer ended on September 30, the same day the $7,500 federal tax credit expired. However, it’s promising to keep the deals alive.

Check back soon for the latest Hyundai offers. We’ll keep you updated with the latest deals.

If you’re interested in checking out Hyundai’s electric SUV for yourself, you can use our link to find IONIQ 5 models available in your area (via a trusted affiliate link)

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