Extreme E unveils hydrogen car for next season – same specs, 305kg heavier
Extreme E, the electric off-road racing series, is transitioning to using hydrogen instead of batteries for the 2025 season, and today it unveiled the car it plans to use next year – when it will also change its name to Extreme H.
Extreme E is in the midst of its fourth season right now, having had the first race weekend in Saudi Arabia and with the second race weekend coming up in Scotland, July 13-14.
In the past three seasons, we’ve been treated to some pretty wild off-road racing, with powerful electric cars bouncing over desert sand dunes, glaciers, beaches, and even an old coal mine.
It’s been exciting to watch, but the series also has a sustainability message – each location is meant to highlight an ecological issue we’re all facing, and the series also does a “legacy programme” where it participates in attempting to solve some local conservation issue (e.g. mangrove or ocean seagrass preservation, wildfires, glacier melt, or so on).
To this end, the series also focuses on being sustainable in its own practices. Cars are shipped from race to race on the St. Helena, an ship converted to use more sustainable technologies and to serve as a research lab for the scientists the series partners with. And the series tries to create less waste in each of its locations, with everyone bringing their own reusable plates and silverware for example.
And since it races in remote locations, it needs to get energy from somewhere. The cars don’t just charge themselves. So the series has been using green hydrogen – made with renewable energy, as opposed to the majority of hydrogen which comes from methane gas – to charge vehicles, with large transportable fuel cells (and second life batteries for backup) bringing power to areas where the grid doesn’t reach.
So, for season 5, Extreme E is “cutting out the middle man” and just going straight from hydrogen to electric power onboard the car, instead of charging a battery with an offboard fuel cell. And here’s next season’s vehicle, which Extreme E – or rather, Extreme H, as it will be known starting in 2025 – is calling the “Pioneer 25.”
Extreme H unveils Pioneer 25 race car
The Pioneer 25 shares a lot of similarities with the outgoing Odyssey 21 car.
They both have ~400kW/550hp worth of power available, can do 0-62mph in 4.5 seconds with a top speed of ~200kph (~124mph), and can scale a slope of up to 130% (53º). So in terms of the basic specs, the cars seem quite close.
But there are a couple small differences that we can see so far. The Odyssey 21 was 2.3 meters wide, and the Pioneer 25 is 2.4 meters. The Odyssey had two “seats,” with the driver offset to the left, whereas the Pioneer seats the driver in the center.
And the biggest difference of all – Extreme E said that the Odyssey weighs 1,895kg (we’re not sure if this includes the driver or not), but it says that the Pioneer weighs 2,200kg, a 305kg (672lb) increase.
That’s a massive difference, especially for a race car, and especially if the cars have the same power available. We’re not sure how they can quote the same 0-60 time with such a weight difference and no difference in motor power (torque is not listed, but is likely the same given that battery electric (BEV) and fuel-cell electric vehicles (FCEV) both run on electric motors, so we’d imagine they’re carrying over the same or similar motors).
And we’re also not sure where all that weight is coming from. One of the supposed benefits of hydrogen is higher energy density, which means less need for heavy EV batteries. But an FCEV needs two more parts that a BEV doesn’t – a fuel cell stack and a high-pressure hydrogen tank. FCEV’s also have a battery to act as a buffer for the fuel cell stack, but it can be a lot smaller than on a full BEV.
But the Odyssey only had 54kWh (40kWh usable) of batteries onboard to begin with – relatively small in the scheme of EV batteries these days. Off-road racing is energy intense, but races for the series aren’t very long, so 40kWh is enough. So cutting battery size could save some weight, but not all that much.
So perhaps the Pioneer still has a relatively large battery (as larger batteries can push more power), and the additional weight of a fuel cell stack and high pressure tank – the last of which has to be pretty heavy duty to hold hydrogen, especially in the difficult racing conditions Extreme H will be racing in (a 700 bar, 4-6kg capacity tank is around 100kg – the Pioneer has a 2kg tank, but may be reinforced more for racing purposes).
Extreme H says that “overall performance of the car has taken a big step forward,” and that the suspension geometry of the car has been fully redesigned. The Odyssey also saw changes over its lifetime, changing suspension suppliers last season to FOX, and the Extreme H will also use FOX suspension.
But we’re still not sure how a car with identical power and much more weight can perform better. Let’s go ahead and put a pin in that for when we see these cars in action.
Thankfully, we’ll have a chance soon. The Pioneer 25 will go on its first public test at the Hydro X Prix in Scotland on July 13-14.
Extreme H also announced a provisional list of race locations for next year, with races in Saudi Arabia, UK, Germany, Italy, and USA.
Electrek’s Take
I think that most of our readers recognize at this point that hydrogen is not going to take off in consumer vehicles. If this series wants to push hydrogen as an idea for consumer cars, or for sportscars, it’s… probably not going to go anywhere.
However, for the race series’ specific use case, it makes some amount of sense. The series was already using hydrogen anyway, and hydrogen is a lot more portable than batteries for places with no grid. And Extreme E thinks it has made its point, demonstrated that BEVs are capable of this type of racing, and can move on to something new now.
But the fact that this move has resulted in such a huge weight gain for the cars is puzzling to me. While I have seen extremely heavy tanks on fuel cell vehicles before (e.g. the Nikola Tre FCEV class 8 truck has four tanks weighing 450lb each, a fuel cell stack and a 164kWh buffer battery, and the Honda CR-V e:FCEV is 1,000lbs heavier than the gas CR-V), you don’t normally see racing/sports cars gaining such enormous amounts of weight in the span of one generation (the 1,000+lb heavier 2025 BMW M5 notwithstanding).
So I struggle somewhat to see the point of this. Previously, Extreme E hosted awesome race events with a neat story, demonstrating environmental issues and showing a realistic and sustainable answer for transportation – BEVs. It fueled those BEVs with hydrogen through offboard stacks and tanks, leaving the weight and complexity of them behind in the paddock as the cars frolick around in the dirt.
Now, it’s hosting awesome race events with a neat story, demonstrating environmental issues and showing off… a transportation answer that demonstrably doesn’t make any sense, lumbering around carrying all this extra equipment that will never see the light of day at scale in consumer applications.
The one thing it could help to encourage is getting the green hydrogen economy going, since currently ~95% of the global supply of hydrogen comes from methane, a fossil fuel that is incredibly damaging from a climate perspective. Green hydrogen is generated by electrolysis of water via renewable energy, essentially using the hydrogen as a more portable but less efficient battery to store that renewable energy.
A green hydrogen economy could be useful if we ever come up with widespread uses for hydrogen (which could find a niche in heavy transport) – but those uses aren’t likely to come in consumer applications. And if they result in a 305kg weight penalty, I don’t really see them happening in racing applications either.
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The latest automotive numbers in Europe were released for August, confirming that Tesla’s decline is continuing, but it has slowed down, with the company “only” being down 22%.
However, the most worrying part for Tesla is that it is happening while battery-electric vehicle sales were up 30% last month.
Tesla’s decline in Europe has been well-documented for the last two years, but it has accelerated significantly in 2025, with Tesla experiencing a monthly decrease of 30-40% year-over-year.
In somewhat good news for the company, the decline has slowed in August.
The European Automobile Manufacturers’ Association (ACEA) released its report for sales in August 2025.
It confirms that Tesla delivered 14,831 vehicles in Europe (EU + EFTA + UK) in August 2025, down 22% from August 2024.
In comparison, the decline is not as alarming as previous months, but it now brings Tesla’s total deliveries year-to-date to 133,857 vehicles compared to 198,474 vehicles in 2024. That’s down -32.6%.
Where things start to get more alarming for Tesla is when you compare it to the broader EV market.
ACEA reports:
The YOY variation in August 2025 showed a rise of 30.2% for battery-electric and 14.1% for hybrid-electric cars, while plug-in-hybrid electric recorded its sixth consecutive month of continuous strong growth with a 54.5% increase.
Here are the results for August and year-to-date in EU + EFTA + UK:
Electrek’s Take
It should be alarming when the world’s biggest electric automaker sees its sales decline 22% in a market where electric vehicle sales are surging 30%.
There’s certainly something wrong that should be addressed.
However, Tesla is not addressing the issue. In fact, Elon Musk even outright dismissed it when asked about it a few months ago. He doesn’t have to, because he has convinced Tesla shareholders that EV sales no longer matter, and it’s about autonomous driving and robots.
Musk even commented on this ACEA report. Reuters published it and claimed that BYD outsold Tesla in the EU. Musk retweeted and commented on a post claiming that Reuters was misleading:
Reuters is not being misleading. BYD outsold Tesla 9,130 units to 8,220 units in the EU last month.
If they had said “Europe” rather than the EU, it would have been misleading, but they didn’t.
Tesla did outsell BYD in broader Europe, if you include EFTA (Iceland, Liechtenstein, Norway, and Switzerland) and the UK: 14,831 to 11,455 units.
Either way, I don’t know why he would want to get into that conversation whatsoever because in EU+EFTA+UK, BYD was up 215% last month compared to Tesla being down 22%.
Year-to-date, BYD is up 280% compared ot Tesla being down 32%.
At this pace, BYD is likely to outsell Tesla for the entire year, and the Chinese automaker is operating under tariffs in Europe, a market where it has only been present for about three years.
Elon has fully lost the plot.
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Hyundai Motor is recalling nearly 8,000 2023-2025 Genesis GV60 EVs due to a potential issue with the molding at the top of the windshield that may cause it to fall off.
Why is Hyundai recalling Genesis GV60 EVs?
After issuing a recall for nearly 600,000 Pallisade, IONIQ 5, and IONIQ 6 vehicles last week, you can add a few more to the list.
Hyundai is recalling certain 2023-2025 model year Genesis GV60 EVs due to a potential issue with the molding at the top of the windshield, which may peel or even detach while driving.
Those with impacted vehicles may hear a wind noise or whistling coming from the upper part of the windshield. After running internal tests, Hyundai found the issue was due to insufficient adhesion from the supplier.
Although no crashes or injuries were reported, Hyundai is aware of 112 reports of molding detachment from October 26, 2022, through August 8, 2025.
Hyundai has since fixed the issue and estimates that only 1% of the 7,855 Genesis GV60 EVs being recalled actually have the defect.
The company expects to mail owner notification letters on November 17, 2025. GV60 owners can contact Genesis customer service at 844-340-9741 with questions. Hyundai’s recall number is 028G.
Owners can also contact the National Highway Traffic Safety Administration Vehicle Safety hotline at 1-888-327-4236 or visit NHTSA.gov for more information. The NHTSA campaign number for the recall is 25V624.
According to Cox Automotive, Hyundai sold 3,400 Genesis GV60 models in the US in 2023, 2,866 in 2024, and another 1,192 in the first half of 2025. So, that would be just about all Genesis GV60s sold in the US from 2023 through the first few months of 2025.
After dropping the Electrified G80 from its lineup earlier this year, Genesis now sells just two EVs in the US: the GV60 and Electrified GV70.
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Environment
What we know about Rivian software update 2025.34 including highway assist upgrades [Update]
![What we know about Rivian software update 2025.34 including highway assist upgrades [Update]](https://i0.wp.com/electrek.co/wp-content/uploads/sites/3/2025/09/Rivian-sofwatre-update-2025.34jpg.jpg?resize=1200,628&quality=82&strip=all&ssl=1)
A new software update from Rivian was sighted earlier this month, and it’s being prepared for a full rollout to Gen 2 R1S and R1T EVs. The latest Rivian update includes upgrades to the American automaker’s Enhanced Highway Assist driving, more energy-conscious home charging capabilities, and a slew of other improvements outlined below.
Update September 25, 2025: Rivian has confirmed the details of software update 2025.34 outlined below. However, we still do not have a concrete timeline for when the update will roll out to current R1S and R1T owners.
Like most software-defined vehicles, Rivian models like the R1S and R1T receive periodic updates over-the-air (OTA). As a Rivian owner and an enthusiast, software updates are often exciting news to report on, as they usually result in new features or abilities to existing technology or enable various efficiencies (and bug fixes fixes, of course).
Over the past six months, we’ve seen updates like 2025.10, which rolled out to the public in early April, and 2025.14, which updated the BEV’s Highway Assist feature. In late May, RivianTrackr shared that software update 2025.18 was rolling out internally before launching wide to Rivian owners, and it was one of the more robust rollouts we had seen for a while.
Most recently, a similar site called RivianRoamer has reported on a new software update, 2025.34, which has already been spotted before it makes its way out to the public
Rivian software update adds new “Co-Steer” feature
Per reports, Rivian software update 2025.34 is in the works in a beta version before it inevitably makes its way to the community of R1S and R1T owners. That being said, please note that any of these listed features or improvements could change or be removed altogether before the update goes out wide.
The first notable upgrade pertains to the Enhanced Highway Assist ADAS in Gen 2 Rivian models. Right now, the pending software update will enable a new assist feature called “Co-Steer,” which will allow a driver to adjust their given position within a lane using “gentle steering inputs” without the Enhanced Highway Assist disengaging.
Speaking of Enhanced Highway Assist, Rivian shared that the availability of the ADAS feature has increased by up to 50%, particularly on urban and suburban highways. Lastly, the 2025.34 update includes a new perception model that improves lane centering performance, especially on curves.
Additionally, Rivian’s latest pending software update will allow your vehicle to automatically charge itself during off-peak times at your home when electricity is cheaper, ensuring your vehicle is ready when you need it.
According to the report, “smart scheduling” can cut annual home EV charging costs by 20% or more and increase your use of clean energy. You can enable this feature and monitor everything through your account in the Rivian app (version 3.5 or later).
Other updates and big fixes from 2025.34 (subject to change)
- Audio improvements (Gen 2 Rivian models)
- Fine-tuned equalization and delays to make the bass feel richer and more impactful
- Soundstage improvements for better localization, separation, and layering
- Improved blending of Dolby Atmos content for all listening positions
- Performance improvements
- Updated and improved media apps, including increased touchscreen responsiveness
- Improved Navigation stability and responsiveness
- Improved responsiveness to mobile commands while vehicle is asleep
- Resolved rare issue that prevented users from accepting the terms of service for Rivian Navigation with Google Maps
- Fixed issue that kept Gear Guard video thumbnails from displaying properly on the Motion Cam and Incidents screens
- Resolved rare issue where the tonneau cover position is displayed incorrectly on certain screens of Gen 1 R1T models
- Resolved rare issue that caused fog lights to turn off and exterior lights to revert to Auto mode (Gen 1)
- Fixed issue that caused trip energy and efficiency data to fluctuate unexpectedly
- Improvements to the accuracy of battery range on arrival estimates, including adding location air density as a factor for locations at higher elevations
- Resolved rare issue that prevented the door handles from presenting for an unlock request while Car Wash mode is active (Gen 2 EVs)
- Reduced excessive blower noise during climate control start-up in mild conditions while maintaining cooling performance in extreme temperatures (Gen 2 EVs)
- Fixed rare issue that caused cabin conditioning requests initiated from the Rivian mobile app to fail on the first attempt (Gen 2 EVs)
- Additional improvements for 12V battery health detection, including in-vehicle and mobile app notifications to alert you when the 12V battery needs to be replaced (Gen 2 EVs)
That’s all for now. As a reminder, the above release notes pertain to a beta version of the software update, and 2025.34 could be different when it reaches Rivian owners in the coming weeks. Keep an eye out for it!
In the meantime, I recommend scheduling a test drive with Rivian if you haven’t done so yet. See if you can get behind the wheel of an upcoming R2. It’s a winner!
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