In China. I didn’t want to bury the lede too far. Today, NIO and Changan Automobile announced the two companies had agreed to develop a joint standard for swappable EV batteries. NIO is the largest operator of swappable passenger EV batteries in the world, with over 2,000 battery swap stations in its home market of China, along with a small network in Europe. But today’s news is an important milestone for battery swapping regardless.
The companies have provided no timeline on when this cooperation will begin bearing fruits, but the two plan to work on swappable battery designs and the development of a network of shared battery swap stations. Changan currently doesn’t have any swappable battery EVs, but it’s China’s third or fourth-largest automaker (depending on the quarter), selling well over a million vehicles annually. NIO, meanwhile, is the world’s most mature operator in the battery swapping space, and says it has completed over 30 million battery swaps for its EV customers to date. Of course, it’s not clear how far the cooperation will extend — i.e., if Changan plans to adapt NIO’s battery designs for its own EVs, or merely if Changan’s future batteries will be designed to be compatible with NIO’s swap infrastructure.
Today’s cooperation news between Changan and Nio isn’t really about the technical details, but about carmakers doing something we quite rarely see: Agreeing to build interchangeable (or at least interserviceable — a word I’ve just invented) parts and service infrastructure. In an industry where in-house engineering is as much a marketing asset as it is a technological one, it’s unusual when competitors come together to standardize major components for the benefit of customers. (In fact, ICE manufacturers have long gone out of their way to obscure that their vehicles may share common technical underpinnings — a practice that reached its zenith in the “badge engineering” era of the 1980s.)
Battery swapping has real advantages for drivers, with NIO’s NIO Power stations completing the process in just 3 minutes. The company is even testing using its battery swap facilities to send power back to the grid — something that could seriously up the value potential of this kind of infrastructure at a societal level.
Read the press release from the two companies here.
Electrek’s take
Imagine a world where every brand of ICE car had to use a filling station owned by the vehicle OEM, even though every one of them still supplied the same basic formulation of gasoline. This is the nightmare that battery swapping poses. Granted, it’s for far more technically defensible reasons; namely, designing interoperable swappable batteries across car manufacturers is not a small challenge. But scaling battery swapping in a way that would make it sustainable almost certainly demands some form of interoperability.
The fact this is happening in China, of all places, is far less surprising. While China may be home to some of the world’s most aggressively expansionist and competitive EV brands, the country’s domestic market still operates in a highly regulated, quasi-centrally-planned economy. It’s also a highly price-sensitive market, and anything that could better distribute the costs of electrification is likely to be considered.
Changan is the country’s oldest carmaker and is wholly owned by the Chinese state. Having its cooperation here could theoretically initiate a domino effect in which other Chinese OEMs begin to unify around a common battery-swapping framework — especially if there begins to be a consensus the government could mandate such a thing in the future (and that seems far from inconceivable). And if China’s automakers were to broadly unify around such a standard, it could provide its entire EV industry a substantial competitive advantage globally.
Still, there’s no guarantee a cooperation announcement ends in two brands of EV using the same battery swap station — things can and do fall apart. But the concept here is an appealing one, and China is far and away leading the charge (no pun intended) on swappable battery EVs.
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CASE arrived at bauma 2025 with an innovative new electric wheel loader with a striking, sharp-edged design that ditches the traditional operator cab in favor of remote or autonomous operation for improved accessibility and safety.
CASE says the cabin-less design of the Impact electric wheel loader enhances operational flexibility by enabling operations in extreme environments and adverse weather conditions. It also means that job site, disaster recovery, or even rescue operations can continue 24/7, with operators in different time zones logging in for their shifts.
More important – and more practical – is CASE’s claim that the new Impact concept, “marks a significant advancement in accessibility, as operators with motor impairments and other disabilities can now operate the machine without physical limitations, representing an important step toward inclusivity in the industry.”
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Along with integrated AI, a full suite of sensors, and autonomous operation built in, CASE says the Impact is a glimpse into a smarter, safer, and more sustainable working future.
Electrek’s Take
Driven by an aging workforce and not enough new talent entering the field, virtually every industrial field is struggling with an international equipment operator shortage. The concept of automation addresses some of that, but remote operation open up the field significantly, and I could easily older operators forced out of work due to injury getting back into it or younger operators halfway around the world who would give anything for an opportunity – and paycheck – like this could provide.
Smart move from CASE, and it’s great to hear them call that out specifically.
Electricity grid demands are on the rise in part due to energy-hungry technology like AI, and while experts believe renewable energy alone is not enough, it is essential to a broader supply equation. But with funding freezes, subsidy walk backs and tariffs on key components all on the table, solar, wind, and hydrogen companies are working harder than ever to make their business models work, even if they never intended to rely on federal support for the long term.
“One of the hats I used to wear was planning for the City of New York. For the longest time, there was decreasing [energy] demand,” said Aseem Kapur, chief revenue officer of GM Energy, an arm of General Motors that the company introduced in 2022. “Over the course of the last five or so years, that equation has changed. Utilities are facing unprecedented demand.”
Beyond New York City, U.S. energy demand is poised to grow upwards of 16% in the next five years, a big difference from the 0.5%it grew each year on average from 2001 to 2024, according to the Center for Strategic & International Studies.
For the renewable energy companies looking to break into the mainstream, subsidies have helped them get through their early days of growth. But President Trump has targeted these solutions from the first day of his presidency. In an executive order from Jan. 20, the Trump administration promised to “unleash” an era of fossil fuels exploration and production while also eliminating “unfair subsidies and other ill-conceived government-imposed market distortions that favor EVs over other technologies.” Last week, Trump issued an EO pushing for more coal production.
In a six-year study breaking down energy subsidies from the U.S. Energy Information Administration from 2022 (the most recent edition), 46% of federal energy subsidies were associated with renewable energy, making them the largest slice of the energy pie. At the same time, natural gas and petroleum subsidies became a net cost to the government in 2022, reversing what had been a source of revenue inflows.
“Every company I’ve talked to recognizes that subsidies were required to help them through an R&D cycle, but they all believed they had to get to a cost parity point,” said Ross Meyercord, CEO of Propel Software (and former Salesforce CIO), whose manufacturing software solution serves energy clients like Invinity Energy Systems and Eos Energy Storage. “Every company had that baked into their business model. It may happen faster than they were planning on, and obviously that creates challenges.”
Meyercord believes that clean energy companies can handle either a subsidy decrease or a rise in tariffs, but both at the same time will add substantial stress to the market, which could have negative downstream effects on the grid — and the people who rely on it.
‘Not going to get rid of fossil fuels overnight’
Like any energy source, Kapur says success always comes down to economics. In the current environment, with interest rates, and fears that inflation will reignite, he said, “it’s going to come down to, ‘What are the most cost-effective solutions that can be brought to market?'” That may vary by region, he added, but notes that solar and energy storage have already reached parity in many cases and, in some instances, are below the cost of producing energy from natural gas or coal-powered resources.
This economics equation is true even in Texas, where the state’s Attorney General Ken Paxton has voiced anti-renewables sentiment in favor of the coal market (his lawsuit against major investment firm BlackRock and others in late November claims these firms sought to “weaponize their shares to pressure the coal companies to accommodate ‘green energy’ goals”). Wind accounts for 24% of the state’s energy profile, according to the Texas Comptroller, suggesting a penchant for any energy source that’s viable and cost-effective.
“The reality is, we’re not going to get rid of fossil fuels overnight,” said Whit Irvin Jr., CEO of hydrogen energy company Q Hydrogen. “They are going to have a very significant piece in our energy ecosystem for decades, and as new technologies come out on a larger scale, the use of fossil fuels will be curtailed, but we need to continue research, development and innovation in a way that makes sense.”
Irvin emphasizes the need for innovation from all sides, including creating new technologies that have a massive impact on large scalability and carbon reduction. “We don’t want to turn off that spigot. We just want to make sure that it’s going to the right places,” he said.
Hydrogen energy itself is one such source of innovation. Hydrogen ranges in sustainability depending on the fuel it uses to source its hydrogen. For example, green hydrogen — the only climate-neutral form of hydrogen energy — stems from renewable energy surplus. Grey hydrogen stems from natural gas methane. Q Hydrogen is working to open the world’s first renewable hydrogen power plant that will be economically viable without a subsidy. Irvin Jr. says the company, which produces hydrogen using water, plans to launch its New Hampshire facility this year.
“Hydrogen fuel cells are a really good way to provide backup power or even prime power to a data center that would be considered essentially off grid,” said Irvin, likening hydrogen fuel cell production to a form of battery storage. While hydrogen is not the most economical because of its comparative immaturity, Irvin said heightened energy demand will outcompete cost sensitivity for tech companies requiring more and more data storage.
While hydrogen projects continue to reap federal incentives to propel the industry forward, Irvin said subsidies were never part of his company’s business equation. “If they do exist, we’ll be able to take advantage of them,” he said. “If they don’t exist, that will still be fine for us.”
But that might not be true for every alternative energy company depending on where they’re at in the R&D cycle. Changes in federal incentives have real power to shift the progression of renewable energy in the U.S., especially when combined with tariffs that could stifle companies’ international relationships and supply chains. Meyercord, Kapur and Irvin all foresee private industry partnerships making a huge impact for the future of the grid, but recognize that the strain is increasing as energy tech of all kinds becomes smarter and more grid-dependent.
Based on the excellent Hyundai IONIQ 5 N platform, Vanwall gives its Vandervell H-GT a high-performance aesthetic makeover inspired by the classic Lancia Delta HF Integrale. But what makes this body kit a genuine “high-performance” upgrade isn’t the way it makes the car look: it’s the 500 lb. weight savings!
Developed by Austrian racing team ByKOLLES Racing and invoking the name of a 1950s Formula 1 team, the Vandervell H-GT is essentially a new Hyundai IONIQ 5 N in aggressive, Lancia Delta-inspired carbon-fiber bodywork that the company claims gives the car an, “unprecedented weight optimization in this vehicle category.”
The H-GT’s new “thin wall” carbon fiber body slashes the car’s weight by over 230 kg (507 lbs.), which means ByKOLLES’ new Vandervell can do anything that Hyundai’s “special” IONIQ 5 N hot hatch can do. Only faster.
The car was first announced in 2023 (along with the renderings shown, below), when ByKOLLES was competing in the World Endurance Championship (WEC) with what used to be called an LMP car – but they keep changing the names of these things so it could be a Daytona Prototype, Hypercar, or even a 24 Hour LeMans Wonkavator by now.
The important part, however, is that a few of these cars have now broken cover, with ex-Formula 1 supremo, Bernie Ecclestone, having been seen trying the new-age Lancia on for size.
The Vanwall Vandervell website still shows the same €128,000 ($145,405, as I type this) price tag and specs it did in 2023, which either means they haven’t updated it in a while, were really, really good at pricing the thing in the first place, or both.
That’s presumably on top of the IONIQ N’s already hefty $66,100 price tag.