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Chevy is finally beginning sales of its long-anticipated Equinox EV, but before then, I got an invite to Detroit to test it out for myself. I was admittedly skeptical of this EV, but once I got behind the wheel, I realized that the new Equinox is a well-built model with plenty of features and enticing pricing to boot. Be sure to check out my driving impressions in the full video below.

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The Chevy Equinox EV has been a long time coming

As always, I like to start with a bit of a refresher course on how we got to today, with the Chevy Equinox EV on the cusp of reaching its first customers in the US. Chevy has been teasing an all-electric Equinox since early 2022 when it unveiled plans for the model and promised to deliver it at a starting price of $30,000—sorry, “around $30,000.”

Even at around $30k, that’s a game-changing price for a crossover EV, and GM stuck to that price point over the next two years as we learned more about the Equinox, including pictures of its two-toned exterior. However, we were still left guessing on vital metrics like range, battery size, and, of course, verified pricing.

As the official launch approached, we learned that the Equinox EV would begin production in 2024, and Chevy has a lot riding on its success. By February of this year, we learned that “priced around $30,000” actually means “$35,000,” which is higher than expected but still affordable. Plus, the Equinox offers 319 miles of range.

Chevy even started pulling demand levers before Equinox EV deliveries, offering Bolt owners $3,000 off to make the switch. The American automaker has publicly stated hopes for this new all-electric model to help it win back some of its market share, and after driving the crossover SUV, I think that may happen. Here are my thoughts.

Performance specs of the FWD 3LT Chevy Equinox EV

For this drive event, the media traveled to the Motor City, home of GM and Chevy, where we all got to test out various FWD versions of the Equinox EV. My driving partner (shout out to Jared) got downstairs early and snagged us the only two-toned version, which happened to be the 3LT trim—the second-highest tier below the top-level 3RS.

The Equinox comes equipped with with 19- or 21-inch aluminum wheels and all-season self-sealing tires spun by a single front-wheel-drive motor. GM estimates that the FWD versions of the Equinox EV will deliver 319 miles of range on a single charge. For comparison, the eAWD trims offer an estimated 285 miles of range.

The 3LT delivers 213 horsepower and 236 lb-ft of torque and can accelerate from 0-60 mph in under 8 seconds, while the eAWD trims are slightly more powerful thanks to a smaller air-cooled induction motor in the rear. Those models offer 288 hp and 333 lb-ft of torque, hitting 0-60 mph in under 6 seconds.

Those are not crazy impressive acceleration times, but the Chevy team told us that through its research, it has determined that would-be customers in the crossover BEV segment aren’t looking for blistering speed. What the BEV lacks in giddy-up, it makes up for in range, cargo, and smoothness.

Lastly, all trims of the Equinox EV have DC fast charging capabilities up to 150 kW, garnering a GM estimated 77 miles during a 10-minute session. Level 2 rates peak at 11.5 kW, replenishing an estimated 34 miles of range every hour. Before we get to my driving impressions and video review, let’s look at the Chevy Equinox EV inside and out.

An “athletic” exterior matched by a simple, clean interior

At first glance at the Equinox’s exterior, it appears sleek and aerodynamic, without sacrificing too much of its side profile to the point that it looks like a top-heavy sedan. The headlamps across the entire front and thin and sleek, and the air flaps tie everything together nicely as you move around to the side and really notice the two-toned paint job.

I’m usually not a fan of chrome, but Chevy’s subtle use of it along the wheelbase and windows really works in my opinion. Having the “riptide metallic blue” was awesome to shoot in the sun and in overcast skies, but the color closely matched the Equinox badge on the rear, so my driving partner and I, as well as passersby, joked about the SUV being called the “Quinox” (see for yourself above).

The trunk had plenty of cargo storage and a little extra tub below the carpet that looked like it could double as a cooler. I liked that you could pull a lever to have the seats drop from the trunk rather than walking around to the back seats and doing it yourself. This crossover offers 57.2 cubic feet (1,614 liters) of max cargo room with the rear seat and was surprisingly roomy.

Moving into the cabin, the Equinox EV’s dash and steering wheel are familiar if you’ve driven other Chevy models (or the Honda Prologue or Acura ZDX). The leather is a nice touch that adds to the feel of quality, but there is admittedly nothing extra special about the cockpit. That being said, it is more than adequate and by no means appears cheap or plasticky.

The blue brushed aluminum accents are just subtle enough not to overpower the look and feel of the front seat, but I’m still not sure how I feel about it. To me, it looks like metal that still has a protective film on it. I kept wanting to peel it off and post it to r/OddlySatisfying.

My 3LT came with heated seats but no A/C. This is a potential deal breaker for me personally, but I’m sure most people won’t care. Still, the seats are very comfortable.

The rear is clean but admittedly simple. There is not much to talk about here. There is more leather on the seats and a couple of USB-C ports on the back of the center console, but no HVAC controls. I had plenty of legroom when I was back there, snapping the pics you’ll see below.

The dash features two displays: an 11” driver display and a 17.7” center screen on which you can control virtually everything, including customized ambient cabin lighting. Since we drove during the day, I wasn’t able to experience the full effect, but it’s a nice touch for fun on the road at night.

You can also control the Equinox’s four drive modes from the center screen, which I’ll discuss in my impressions of this Chevy EV on the road.

Driving impressions: SuperCruise does it again

The Chevy Equinox EV has four drive modes: Normal, Snow/Ice, a customizable “My Mode,” and Sport Mode, which I used most of the time. Because it has a single FWD motor, you don’t feel much difference in the ride.

The navigation system was fine, but I admittedly always miss Apple Carplay when I don’t have it. It’s easier. Many times throughout the drive, my partner and I (half) jokingly yelled, “Bring back CarPlay… and bring back the Bolt ASAP, dammit!”

As I experienced in my recent Silverado EV drive and any other Ultium vehicle I’ve driven, SuperCruise shined. The hands-free ADAS is easy to use and makes long highway trips much more enjoyable. It also allowed me to quickly snap photos of my journey, like the one below.

I found the Equinox didn’t try to switch lanes as often as the Silverado EV, but that could have just been the route I was on. Still, I can’t say enough good things about this technology—it feels so much more useful and realistic at this point than full self-driving.

Overall, the cabin experience was quiet and smooth. Road and wind noise were minimal, and bumps were well alleviated by the SUV’s suspension. This made for an enjoyable experience on the highway, in a neighborhood, or on a service road.

Chevy Equinox EV pricing, availability, and our video review

Overall, the Chevy Equinox EV has the makings to be a bonafide winner in the crossover segment and the BEV market overall. It doesn’t necessarily blow you away with its bells and whistles in the interior, but it is more than adequate. It does not appear as quickly developed and assembled as it was (Chevy said this was the fastest BEV brought to market aside from the Hummer).

The ride is smooth and relatively quiet, and the estimated 319-mile range (if confirmed by the EPA) will be a huge selling point for consumers who still don’t understand that they don’t need more than 300 miles of range most days.

While Chevy came in a little higher on starting MSRP than initially teased, $35k for a crossover of this level is an absolute steal, and I think many potential consumers will bite. The 3LT FWD trim I drove starts at an MSRP of $45,295 before taxes and destination fees. Add the full $7,500 federal tax credit potential, and you’re looking at a solid BEV for under $40k, which is a significantly better range than its competitors.

The Chevy Equinox EV is now available to configure and order in both FWD and eAWD versions, including the 2LT, 3LT, 2RS, and 3RS. According to Chevy, the $35,000 base-level LT is expected to hit the market later this year and should still deliver 319 miles of the estimated range. It will be interesting to see how those features and specs compare to the current options, and I trust that we will report back on that and hopefully get behind the wheel of one soon.

In the meantime, you can check out my full video review of my drive in the Chevy Equinox 3LT EV below:

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E-quipment highlight: Perkins TracStar battery electric power unit

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E-quipment highlight: Perkins TracStar battery electric power unit

The off-highway equipment experts at Perkins and McElroy have teamed up to develop a plug-and-play battery electric power unit designed to help equipment OEMs and upfitters to seamlessly transition from diesel to battery electric power.

Designed to occupy the same space as the companies’ diesel-engined power units, Perkins dropped its new battery power unit into the similarly new McElroy TracStar 900i pipe fusion machine (specialized equipment used to join thermoplastic pipes like HDPE or polypropylene by heat-welding them end-to-end to form a continuous length pf pipe).

Perkins’ battery electric power unit replaces the company’s proprietary 134 hp, 3.6 liter 904 Series Tier V diesel engine, enabling units that are already deployed to be quickly upgraded to electric power – and helping trade allies and development partners to easily retrofit existing equipment in order to add zero-emission options to their operational fleet.

“We’re actively helping customers navigate the shift in power system requirements, with a range of advanced power systems including electric, diesel-electric and alternative fuel compatible engines,” says Jaz Gill, vice president, global sales, marketing at Perkins. “When it comes to the innovative fully integrated battery electric power unit, it can be ‘dropped in’ to a machine to replace a diesel engine. The system consists of a Perkins battery along with inverters, motors and on-board chargers – all packaged up into a compact drop-in system to support seamless transition from diesel to electric for our customers looking to make that move.”

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McElroy believes that an electric, emissions-free power unit like this one will open new opportunities and applications for its customers.

“Their team has done a phenomenal job of integrating their battery electric system into our TracStar 900i,” explains McElroy President and CEO Chip McElroy. “We’re really excited to see what the market thinks about this concept.”

Development of the battery electric powered pipe fusion machine was completed in about nine months. Future Perkins-powered electric equipment running the 904 diesel (small excavators, telehandlers, pumps, and gensets) could be developed even more quickly. You can find out more in the company’s promo video, below.

Perkins electric power unit


SOURCE | IMAGES: McElroy, Perkins.

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Upcoming electric Bentley blends 1930s style with 2030s tech

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Upcoming electric Bentley blends 1930s style with 2030s tech

British ultra-luxe brand Bentley is teasing the upcoming, first-ever all electric model that will take it into the 2030s with a new concept car inspired by the iconic 1930 “Blue Train” Speed Six coupe – and it looks fantastic!

More than any other brand, Bentley was defined by its engine. For decades, in fact, the only meaningful mechanical difference between a Rolls-Royce and a Bentley was the 6.75L twin-turbocharged V8 engine under the flying B hood ornament.

That all changed at the dawn of the twenty-first century. Rolls-Royce was acquired by BMW, while Volkswagen took the reins at Bentley, setting both brands on distinct paths. Now, without its own engine, Bentley faces the challenge of proving to discerning buyers that its cars justify a premium over its mechanical cousins at VW, Audi, and Porsche. That’s why the company is looking to it pre-Rolls merger past, all the way back to the legendary 1930 “Blue Train” Speed Six coupe.

Bentley Blue Train EXP 15 concept


EXP 15 concept and 1930 Blue Train; via Bentley.

“Bentley’s then-chairman Woolf Barnato had a Speed Six four-door Weymann fabric saloon by H J Mulliner, which he used to race the Blue Train in 1930,” explains Darren Day, Bentley’s Head of Interior Design. “Meanwhile, he had a unique one-of-one Speed Six coupe being built, with a body by Gurney Nutting. Even though the coupe wasn’t finished when the race took place, it’s that car (the coupe) that’s become associated with it and has since become an iconic Bentley. What we were influenced by is the idea of a three-seat car with a unique window line and super slick proportions used for grand tours.”

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The EXP 15 concept car features a unique, three-door, three-passenger layout under a sweeping, dramatic roofline lifted from the 1930 tourer. “The seat can rotate and you step out, totally unflustered, not trying to clamber out of the car like you see with some supercars,” continued Day, before dropping the biggest hint yet as to who they’re building the car for. “You just get out with dignity and the Instagram shot is perfect.”

Bentley EXP 15 interior


While almost no technical specs have been revealed other than “full electric,” Bentley says its new concept’s innovative interior layout allows passengers to stretch out in comfort alongside accessible storage compartments that can house a bar, hand luggage, or even pets. The EXP 15 even offers tailgate seating for outdoor parties or suburban soccer games.

But, while the new concept is tall, Bentley hopes it manages to offer the commanding driving position and comfort of an SUV while giving off the “vibe” of a classic grand tourer – something Bentley thinks could be the next wave of the luxury car market.

“The beauty of a concept car is not just to position our new design language, but to test where the market’s going,” offers Robin Page, Bentley Director of Design. “It’s clear that SUVs are a growing segment and we understand the GT market … but the trickiest segment is the sedan because it’s changing. Some customers want a classic ‘three-box’ sedan shape, others a ‘one-box’ design, and others again something more elevated. So this was a chance for us to talk to people and get a feeling.”

As before: no specs, no range estimates, and no promises about if and nothing definitive about when the oft-promised all-electric Bentley will finally bow – but this is certain: when it does arrive, it will be big, brash, and fast.

Electrek’s Take


Now that SUVs are everywhere and in every segment, automakers are desperate to explore or open new niches, hoping to find that next “SUV-like” growth segment. As weird as the three-door, three-seat EXP 15’s interior layout is, you have to admit that it’s different. And, for a vehicle that spends 90% of its time with just one person inside it, it might be more than practical enough.

Let us know if you think Bentley has a winner, or just another concept car gimmick on its hands in the comments.

SOURCE | IMAGES: Bentley.


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In rare earth metals power struggle with China, old laptops, phones may get a new life

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In rare earth metals power struggle with China, old laptops, phones may get a new life

A stack of old mobile phones are seen before recycling process in Kocaeli, Turkiye on October 14, 2024.

Anadolu | Anadolu | Getty Images

As the U.S. and China vie for economic, technological and geopolitical supremacy, the critical elements and metals embedded in technology from consumer to industrial and military markets have become a pawn in the wider conflict. That’s nowhere more so the case than in China’s leverage over the rare earth metals supply chain. This past week, the Department of Defense took a large equity stake in MP Materials, the company running the only rare earths mining operation in the U.S.

But there’s another option to combat the rare earths shortage that goes back to an older idea: recycling. The business has come a long way from collecting cans, bottles, plastic, newspaper and other consumer disposables, otherwise destined for landfills, to recreate all sorts of new products.

Today, next-generation recyclers — a mix of legacy companies and startups — are innovating ways to gather and process the ever-growing mountains of electronic waste, or e-waste, which comprises end-of-life and discarded computers, smartphones, servers, TVs, appliances, medical devices, and other electronics and IT equipment. And they are doing so in a way that is aligned to the newest critical technologies in society. Most recently, spent EV batteries, wind turbines and solar panels are fostering a burgeoning recycling niche.

The e-waste recycling opportunity isn’t limited to rare earth elements. Any electronics that can’t be wholly refurbished and resold, or cannibalized for replacement parts needed to keep existing electronics up and running, can berecycled to strip out gold, silver, copper, nickel, steel, aluminum, lithium, cobalt and other metals vital to manufacturers in various industries. But increasingly, recyclers are extracting rare-earth elements, such as neodymium, praseodymium, terbium and dysprosium, which are critical in making everything from fighter jets to power tools.

“Recycling [of e-waste] hasn’t been taken too seriously until recently” as a meaningful source of supply, said Kunal Sinha, global head of recycling at Swiss-based Glencore, a major miner, producer and marketer of metals and minerals — and, to a much lesser but growing degree, an e-waste recycler. “A lot of people are still sleeping at the wheel and don’t realize how big this can be,” Sinha said. 

Traditionally, U.S. manufacturers purchase essential metals and rare earths from domestic and foreign producers — an inordinate number based in China — that fabricate mined raw materials, or through commodities traders. But with those supply chains now disrupted by unpredictable tariffs, trade policies and geopolitics, the market for recycled e-waste is gaining importance as a way to feed the insatiable electrification of everything.

“The United States imports a lot of electronics, and all of that is coming with gold and aluminum and steel,” said John Mitchell, president and CEO of the Global Electronics Association, an industry trade group. “So there’s a great opportunity to actually have the tariffs be an impetus for greater recycling in this country for goods that we don’t have, but are buying from other countries.”

With copper, other metals, ‘recycling is going to play huge role’

Although recycling contributes only around $200 million to Glencore’s total EBITDA of nearly $14 billion, the strategic attention and time the business gets from leadership “is much more than that percentage,” Sinha said. “We believe that a lot of mining is necessary to get to all the copper, gold and other metals that are needed, but we also recognize that recycling is going to play a huge role,” he said.

Glencore has operated a huge copper smelter in Quebec, Canada, for almost  20 years on a site that’s nearly 100-years-old. The facility processes mostly mined copper concentrates, though 15% of its feedstock is recyclable materials, such as e-waste that Glencore’s global network of 100-plus suppliers collect and sort. The smelter pioneered the process for recovering copper and precious metals from e-waste in the mid 1980s, making it one of the first and largest of its type in the world. The smelted copper is refined into fresh slabs that are sold to manufacturers and traders. The same facility also produces refined gold, silver, platinum and palladium recovered from recycling feeds. 

The importance of copper to OEMs’ supply chains was magnified in early July, when prices hit an all-time high after President Trump said he would impose a 50% tariff on imports of the metal. The U.S. imports just under half of its copper, and the tariff hike — like other new Trump trade policies — is intended to boost domestic production.

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Price of copper year-to-date 2025.

It takes around three decades for a new mine in the U.S. to move from discovery to production, which makes recycled copper look all the more attractive, especially as demand keeps rising. According to estimates by energy-data firm Wood Mackenzie, 45% of demand will be met with recycled copper by 2050, up from about a third today.

Foreign recycling companies have begun investing in the U.S.-based facilities. In 2022, Germany’s Wieland broke ground on a $100-million copper and copper alloy recycling plant in Shelbyville, Kentucky. Last year, another German firm, Aurubis, started construction on an $800-million multi-metal recycling facility in Augusta, Georgia.

“As the first major secondary smelter of its kind in the U.S., Aurubis Richmond will allow us to keep strategically important metals in the economy, making U.S. supply chains more independent,” said Aurubis CEO Toralf Haag.

Massive amounts of e-waste

The proliferation of e-waste can be traced back to the 1990s, when the internet gave birth to the digital economy, spawning exponential growth in electronically enabled products. The trend has been supercharged by the emergence of renewable energy, e-mobility, artificial intelligence and the build-out of data centers. That translates to a constant turnover of devices and equipment, and massive amounts of e-waste.

In 2022, a record 62 million metric tons of e-waste were produced globally, up 82% from 2010, according to the most recent estimates from the United Nations’ International Telecommunications Union and research arm UNITAR. That number is projected to reach 82 million metric tons by 2030.

The U.S., the report said, produced just shy of 8 million tons of e-waste in 2022. Yet only about 15-20% of it is properly recycled, a figure that illustrates the untapped market for e-waste retrievables. The e-waste recycling industry generated $28.1 billion in revenue in 2024, according to IBISWorld, with a projected compound annual growth rate of 8%.

Whether it’s refurbished and resold or recycled for metals and rare-earths, e-waste that stores data — especially smartphones, computers, servers and some medical devices — must be wiped of sensitive information to comply with cybersecurity and environmental regulations. The service, referred to as IT asset disposition (ITAD), is offered by conventional waste and recycling companies, including Waste Management, Republic Services and Clean Harbors, as well as specialists such as Sims Lifecycle Services, Electronic Recyclers International, All Green Electronics Recycling and Full Circle Electronics.

“We’re definitely seeing a bit of an influx of [e-waste] coming into our warehouses,” said Full Circle Electronics CEO Dave Daily, adding, “I think that is due to some early refresh cycles.”

That’s a reference to businesses and consumers choosing to get ahead of the customary three-year time frame for purchasing new electronics, and discarding old stuff, in anticipation of tariff-related price increases.

Daily also is witnessing increased demand among downstream recyclers for e-waste Full Circle Electronics can’t refurbish and sell at wholesale. The company dismantles and separates it into 40 or 50 different types of material, from keyboards and mice to circuit boards, wires and cables. Recyclers harvest those items for metals and rare earths, which continue to go up in price on commodities markets, before reentering the supply chain as core raw materials.

Even before the Trump administration’s efforts to revitalize American manufacturing by reworking trade deals, and recent changes in tax credits key to the industry in Trump’s tax and spending bill, entrepreneurs have been launching e-waste recycling startups and developing technologies to process them for domestic OEMs.

“Many regions of the world have been kind of lazy about processing e-waste, so a lot of it goes offshore,” Sinha said. In response to that imbalance, “There seems to be a trend of nationalizing e-waste, because people suddenly realize that we have the same metals [they’ve] been looking for” from overseas sources, he said. “People have been rethinking the global supply chain, that they’re too long and need to be more localized.” 

China commands 90% of rare earth market

Several startups tend to focus on a particular type of e-waste. Lately, rare earths have garnered tremendous attention, not just because they’re in high demand by U.S. electronics manufacturers but also to lessen dependence on China, which dominates mining, processing and refining of the materials. In the production of rare-earth magnets — used in EVs, drones, consumer electronics, medical devices, wind turbines, military weapons and other products — China commands roughly 90% of the global supply chain.

The lingering U.S.–China trade war has only exacerbated the disparity. In April, China restricted exports of seven rare earths and related magnets in retaliation for U.S. tariffs, a move that forced Ford to shut down factories because of magnet shortages. China, in mid-June, issued temporary six-month licenses to certain major U.S. automaker suppliers and select firms. Exports are flowing again, but with delays and still well below peak levels.

The U.S. is attempting to catch up. Before this past week’s Trump administration deal, the Biden administration awarded $45 million in funding to MP Materials and the nation’s lone rare earths mine, in Mountain Pass, California. Back in April, the Interior Department approved development activities at the Colosseum rare earths project, located within California’s Mojave National Preserve. The project, owned by Australia’s Dateline Resources, will potentially become America’s second rare earth mine after Mountain Pass. 

A wheel loader takes ore to a crusher at the MP Materials rare earth mine in Mountain Pass, California, U.S. January 30, 2020. Picture taken January 30, 2020.

Steve Marcus | Reuters

Meanwhile, several recycling startups are extracting rare earths from e-waste. Illumynt has an advanced process for recovering them from decommissioned hard drives procured from data centers. In April, hard drive manufacturer Western Digital announced a collaboration with Microsoft, Critical Materials Recycling and PedalPoint Recycling to pull rare earths, as well as copper, gold, aluminum and steel, from end-of-life drives.

Canadian-based Cyclic Materials invented a process that recovers rare-earths and other metals from EV motors, wind turbines, MRI machines and data-center e-scrap. The company is investing more than $20 million to build its first U.S.-based facility in Mesa, Arizona. Late last year, Glencore signed a multiyear agreement with Cyclic to provide recycled copper for its smelting and refining operations.

Another hot feedstock for e-waste recyclers is end-of-life lithium-ion batteries, a source of not only lithium but also copper, cobalt, nickel, manganese and aluminum. Those materials are essential for manufacturing new EV batteries, which the Big Three automakers are heavily invested in. Their projects, however, are threatened by possible reductions in the Biden-era 45X production tax credit, featured in the new federal spending bill.

It’s too soon to know how that might impact battery recyclers — including Ascend Elements, American Battery Technology, Cirba Solutions and Redwood Materials — who themselves qualify for the 45X and other tax credits. They might actually be aided by other provisions in the budget bill that benefit a domestic supply chain of critical minerals as a way to undercut China’s dominance of the global market.

Nonetheless, that looming uncertainty should be a warning sign for e-waste recyclers, said Sinha. “Be careful not to build a recycling company on the back of one tax credit,” he said, “because it can be short-lived.”

Investing in recyclers can be precarious, too, Sinha said. While he’s happy to see recycling getting its due as a meaningful source of supply, he cautions people to be careful when investing in this space. Startups may have developed new technologies, but lack good enough business fundamentals. “Don’t invest on the hype,” he said, “but on the fundamentals.”

Glencore, ironically enough, is a case in point. It has invested $327.5 million in convertible notes in battery recycler Li-Cycle to provide feedstock for its smelter. The Toronto-based startup had broken ground on a new facility in Rochester, New York, but ran into financial difficulties and filed for Chapter 15 bankruptcy protection in May, prompting Glencore to submit a “stalking horse” credit bid of at least $40 million for the stalled project and other assets.

Even so, “the current environment will lead to more startups and investments” in e-waste recycling, Sinha said. “We are investing ourselves.”

MP Materials CEO on deal with the Defense Department

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