California bans new diesel trucks effective 2036, a world first
The California Air Resources Board has voted unanimously to finalize its Advanced Clean Fleets rule, a massive new regulation on medium- and heavy-duty fleet vehicles that, among other things, requires all new medium- and heavy-duty vehicles sold or registered in the state of California to be zero-emission come 2036.
The rule is a complement to CARB’s previous Advanced Clean Trucks rule adopted in 2020.
The two rules are similar but distinct. ACT was primarily a manufacturer requirement, requiring that manufacturers supply enough electric trucks. ACF will be a fleet adoption requirement, requiring that commercial fleet operators purchase a certain percentage of electric trucks.
In the interim few years, it has become apparent that not only are climate change and pollution becoming even more urgent, but that the market for EV trucks has advanced significantly, with hundreds of total models available, across every truck class from 2b through 8. And these trucks have more than enough range for most fleet applications, which often have predictable daily usage schedules.
Because of this, the ACF rule has been strengthened since it was first proposed. Despite originally starting as an urban delivery truck requirement, then morphing into a sales requirement for several types of fleets, it has now been modified to improve on ACT and require even more of manufacturers.
Among these requirements is a new 2036 target for an end to diesel truck sales. This was lowered from an early 2040 target, with the thought that 2040 would be too late to reach California Governor Gavin Newsom’s goal for 100% zero-emission medium- and heavy-duty vehicles by 2045. Nine years gives a lot more wiggle room than five years to turn over the entire state’s fleet, though nine years is still a tight timeline.
Notably, the new 2036 target is only one year off from California’s 2035 target for cars. In many locales, truck regulations have a later timeline than car regulations, so being only one year off sets quite a precedent. It suggests that other locations may not need to delay truck regulations quite as long as they often do, and that medium- and heavy-duty vehicles are just as prime for electrification as light-duty is.
The rule has many categories and exceptions for niche applications, and recognizes that there may be some applications for which commercial solutions may not exist, or where infrastructure installations might delay implementation. And timelines differ for certain entities – “high-priority” entities like state and local governments and large commercial operators must comply earlier, whereas smaller operators and less optimal applications like long-haul trucking have more time to comply.
It also doesn’t affect existing equipment for the most part, and has provisions to allow vehicles to continue being used throughout their typical full useful life.
But it also includes many milestones that are sooner than the 2036 target. For example, state and local agencies must purchase 50% ZEV by 2024, and 100% ZEV by 2027. And drayage vehicles, the category of trucks that transport cargo from ports to distribution centers, must reach 100% all-electric purchases by 2024 (!).
These sales targets will enable a smooth transition to ZEV fleets, with in-service fleets reaching:
- 100% zero-emission drayage trucks, last-mile delivery, and government fleets by 2035
- 100% zero-emission refuse trucks and local buses by 2040
- 100% zero-emission capable utility fleets by 2040
Additionally, California expects that nearly half of all semi-trucks that travel on its highways will be zero-emission by 2035 and about 70% will be zero-emission by 2042, with the eventual goal of 100% by 2045.
Local air quality concerns in California
The drayage regulation is particularly important in Southern California, where the two largest container ports in the US, the adjacent Ports of Los Angeles and Long Beach, operate. These ports contribute to poor air quality in the LA basin and the Inland Empire, the area inland of LA where many of the nation’s largest warehouses and logistics and distribution centers operate.
Both regions exist in a “bowl” between the mountains of Southern California, trapping air pollution from thousands of cargo trucks. The same applies to California’s Central Valley, which produces half of the nation’s fruits, nuts, and vegetables, but is surrounded by large mountains that trap pollution from farm equipment and cargo trucks bringing food up and down Interstate 5.
As a result of all this activity and these mistakes of geography, California has some of the most-polluted cities in the US. Despite California’s history of clean air action, there is still a lot of cleaning up to do.
CARB considered allowing CNG trucks to qualify as part of the regulation, but data shows that it’s nowhere near as clean as ZEV and not much better than diesel, so the focus with these regulations is on zero-emission trucks only, including both plug-in and hydrogen-fueled. It recalls the old Henry Ford quote: “any customer can have a car painted any color that he wants, as long as it is black” – you can use any powertrain you want, as long as it’s electric.
CARB says that the regulations in question will save $26.5 billion in statewide health benefits from lower emissions of dangerous pollutants, and an additional $48 billion in net savings to fleets from lower operational costs. These numbers don’t include other environmental benefits (like reducing noise pollution), beyond the direct benefits to human health through higher air quality and cost benefits to fleet operators.
While initial costs can be high for purchasing new electric vehicles, particularly heavy-duty vehicles, tens of billions in funding is available in the form of purchase incentives (both at the state and federal level) and utility infrastructure installation programs. Availability of funding is one reason that CARB felt confident pushing regulations forward.
During the public comment period at CARB’s board meeting, many members of the public came forward – some with the help of an interpreter – to describe the effects that living near truck depots has had on their health. Workers, children, environmental leaders, and members of many communities told heartfelt tales of the woe caused by pollution and begged the board to adopt these rules.
Industry representatives mostly recognized that these plans were coming in some form or another, but asked for specific carveouts or adjustments (many of which were reasonable, some which are already included in the regulation), or stated that the timelines are just too early and would be too hard to meet.
These same industry representatives rarely acknowledged the difficulty of, for example, being diagnosed with asthma as a child and knowing that you will have to deal with that for your entire life, at no fault of your own. Given that industry constantly complains about the difficulty of complying with regulations, it would be nice if they acknowledged the difficulty they foist on others through noncompliance.
A diverse coalition led the effort
The regulation saw a surprising coalition of support, which is what allowed it to be strengthened over the course of the rulemaking process.
In particular, the Environmental Justice community took center stage. Environmental Justice is the concept that environmental problems are exceptionally insidious because their effects are disproportionately felt by disadvantaged communities.
With California’s previous ACC2 regulation for cars, this was a consideration, but not as much as with ACF.
We spoke with Sasan Saadat, a senior policy analyst with Earth Justice, who pointed out that “cars don’t have the same super localized and acute health impact that trucks have on communities of color in California.” Logistics centers tend to be concentrated in places where land value is comparatively cheap, and trucks tend to drive along routes in less wealthy areas, so the local pollution from trucking affects those communities more.
But the laborers who work in heavy-duty vehicles are affected as well. We’ve heard that truck operators who switch to electric trucks typically feel better driving these trucks than those with dirty diesel engines. With less noise, vibration, and fumes, electric trucks are easier on the body than diesel trucks are. And cleaning the air around a port will mean workers in that port suffer fewer health problems from breathing all the junk in the air around them.
This may have influenced unions to be more in favor of ACF than they might have otherwise, as labor can sometimes resist change out of fear that it might jeopardize jobs. Saadat called it an “unlikely partnership between environmental justice groups and labor unions” because “labor unions softly supported or were mostly neutral on the car side, but they are strongly in support on this regulation.”
Truck driver unions were likely influenced to support the rule due to a history of industry misclassifying employees as independent contractors, which gave “a much clearer sense that the corporate entity is the enemy, because the logistics industry and the trucking industry exploit drivers like crazy,” said Saadat.
ACF includes provisions to stop this practice, a callback to California’s recent AB5 law, which reduced the number of employees who can be categorized as such. ACF puts the onus on “controlling companies,” not drivers, to comply with the rule.
The coalition also included the usual suspects – public health and environmental organizations (you know, scientists – ugh, who listens to those people). Then there were electrical unions who will largely be tasked with installing this infrastructure, and even several business groups and fleets who not only see the writing on the wall and want a seat at the table, but who see the huge potential savings from electrification of their fleets. TCO analysis shows that many ZEVs are already cheaper than diesel, and all will be cheaper in the coming years.
California leads the way, again
The ACF rule is thought to be the strongest medium- and heavy-duty truck regulation in the world, and the first to ban the sale of diesel trucks. California’s light-duty car targets are strong, but could be stronger, and are exceeded by many national and subnational governments worldwide. But the new ACF rule is a true gauntlet-throw compared to all other governments we’re aware of.
We have been known to ask “why not sooner?” when new EV regulations come into play, but in this case we don’t think that question is necessary. This is soon. This is big.
Since ACT was finalized in 2020, several other states have joined in and adopted or have considered adopting the regulation. Once ACF is finalized – and again, it’s even stronger than ACT was – we should be able to expect some other states to join in, though we don’t know which ones will yet.
Regardless, California, as the world’s fifth biggest economy (ahead of UK and India, behind Germany) and a major car market, and with so much influence on policy in other US states, is sending a drastic signal here that manufacturers need to be ready for a zero-emissions future, and need to be ready fast.
The same has happened with other regulations in the past. California has wide authority to adopt its own clean air regulations because of a longstanding waiver the state has held with the EPA, due to it having its own Clean Air Act passed before the national Clean Air Act was passed. Other states can adopt California’s version of regulations, as long as they take them in an all-or-nothing manner.
The EPA tried to revoke California’s waiver under the leadership of fossil industry advocates Scott Pruitt and Andrew Wheeler. They failed to do so, partially due to pushback from several states, and partially due to a favorable switch in leadership in federal government.
And it’s especially timely that CARB’s vote happened just two days after Senate republicans voted to poison Americans by trying to roll back nationwide EPA truck regulations. That rollback won’t make it past President Biden’s veto pen, but shows the stark contrast between a heavily Democratic state that is working to lower costs and improve health with a broad coalition of support, and a national republican Party that has signaled it wants to do the opposite.
And as a first-of-its-type regulation, from a state so influential in environmental policy not just nationwide but world-wide, it may even inspire other countries into similar action.
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GM has unveiled the new version of the Chevy Bolt, its popular, affordable EV with an upgraded battery and an otherwise very similar package to its last iteration, and we’re on the scene at the unveiling at Universal Studios Hollywood to get you all the info you need.
The Chevy Bolt was originally released in the 2017 model year. It was GM’s first real, modern effort at an EV, designed to be all-electric rather than a compliance car like the old Chevy Spark EV. (GM did previously design the EV1 from the ground up, but it came along before the lithium ion era of EVs, and was decidedly a compliance car).
It was also a great car. Not only was it a good size unlike the ridiculous land yachts we’re seeing so many of today, it had a phenomenal price, especially near the end of the model’s life. It was good enough to be Electrek’s vehicle of the year for 2022.
But, due to an extended recall and because the Bolt used GM’s first-gen EV platform, rather than its whiz-bang new “Ultium” system, GM retired the vehicle in late 2023, even though it was having its best sales year ever.
But, that wasn’t the end for the model. After declaring the Bolt dead but before ending production on it, GM said that it would bring back an Ultium-based Chevy Bolt (which our publisher Seth Weintraub has taken to calling the “Boltium”).
And now, it’s finally time for the official unveiling, and we’re on hand at Universal Studios Hollywood for a “Bolt Block Party” showing off the new vehicle.
Meet the new Bolt, same as the old Bolt
When Chevy retired the Bolt and said they would bring it back later, we expected it to be similar, but perhaps not this similar. From the exterior, the new Bolt and the old Bolt EUV are nearly indistinguishable.
The front fascia is slightly modified with a black line between the headlights and no black border around the fake grille, and the rear has different taillights (lifted higher, a big demand from Bolt owners), and slightly more paint on the bumper. That’s about it. But we knew all that already, after seeing it charging in public last week.
Now we’re getting information on the interior and specs, which are the juicy updates we were hoping to hear changes on.
GM hasn’t publicized 0-60 times yet, but the Bolt will use the same motor as the Equinox EV, which gives 210hp. That’s about the same as the previous Bolt, and it weighs a similar amount, so we’re imagining similar performance as the 6-ish seconds 0-60 of the previous Bolt – peppy and more than enough for any daily needs, but not a sportscar.
In particular, the original Bolt’s main technical limitation was its low DC charge speed. It maxed out at 50kW, but often was even slower than that. In a world where many vehicles can now charge at 200kW+ speeds, the new Bolt needed an update.
Thankfully, it got one. The new Bolt is now capable of a 150kW charge rate, with a 10-80% charge in 26 minutes. GM says this is about three times faster than the previous generation.
This is due to a new 65kWh LFP battery, utilizing GM’s Ultium EV platform. The previous Bolt used LG cells, and was built before GM developed Ultium. This led the Bolt to be the only vehicle in GM’s EV stable on a different technology, and is what necessitated its retirement and retooling.
The new battery also offers different specs, with 255 miles of range (GM estimate). That’s a bit more than before, which is nice, plus you can charge to 100% every night because it’s LFP. But the DC charge speeds are really the bigger story here. Faster DC charge rates enable more seamless roadtrips.
Further enabling those roadtrips is the Bolt’s new NACS port, allowing it to use the Tesla Supercharger network. An adapter is still available to use on CCS networks, but Superchargers are typically a better experience, and the whole industry is moving in that direction at this point.
Another major change is in the Bolt’s software. The previous one had CarPlay, but this one won’t.
A lot of people are unhappy about that, and I understand the unhappiness. People have gotten used to CarPlay (or Android Auto), and lots of people love it, because it’s so much better than the software from whatever 2010s-era vehicle they came from. Infotainment systems have been horrendous in vehicles for a long time.
However, I argue that these phone-based car UIs aren’t actually that great. They are inherently generic, and unable to be tied deeply into vehicle functions in a way that provides a single coherent interface. That’s why I actually liked the UI in the Blazer EV, GM’s first implementation of its post-CarPlay solution, and continue to think that GM made an acceptable choice here.
So, I do think the Bolt UI will turn out okay. GM may take a little time to iron out some kinks, but in the longer term, I think this solution is better, and will enable over-the-air updates which saves time and trouble for everyone.
The interior has had a refresh with larger display, added ambient lighting, and cupholders which can be rearranged to accommodate larger cups. It also has more dash storage for passengers.
Rear cargo space is the same as the outgoing Bolt EUV at 16 cubic feet with the seats up, or 57 with the seats down. Incidentally, with the seats down, this is actually the same amount of cargo space as the Equinox EV, which is 20 inches longer than the Bolt. Quite a feat of packaging efficiency here.
Finally, and perhaps most importantly, the price. Chevy says the launch edition will be a limited run at $29,990, and then later will be accompanied by an LT trim with base price $28,995. That’s quite an attractive price, and as of right now, makes it the cheapest EV announced in America.
Electrek’s Take
One interesting thing about this unveiling is its timing – or rather, the timing of another unveiling which happened just about 24 hours ago. That’s when Tesla finally took the wraps off its long-promised “more affordable” EV, which turned out to just be a stripped-down version of its Model 3/Y with a still disappointingly-high $37k-$40k base price.
Tesla’s timing for that announcement could have been an attempt to steal the wind from the Bolt’s sails, but given the pricing of that vehicle compared to this one, we’re thinking that there may not be much cannibalization.
My main disappointment in the Bolt is that the new model is based on the EUV version, rather than the EV version. The previous iteration of the Bolt originally came in a smaller version dubbed the EV, with a six-inches-longer EUV version coming later. The EV actually sold in higher numbers than the EUV throughout the model’s life, but it was also available for longer.
But when Chevy announced it would bring back the Bolt, it said the new version would be EUV-only. At the time I found this folly, and I still do. We need smaller cars, not larger ones. While the EUV is still a more reasonably-sized vehicle than almost anything else on the road, I am still disappointed that it is moving in the wrong direction as far as size goes.
Nevertheless, in the current US environment where everyone seems determined to make using roads as unsafe as possible, the EUV is still smaller than the vast majority of cars available
And the price, well, that’s really the kicker. After republicans raised the price of every EV by $7,500 during an affordability crisis, with unwise tariffs also inflating consumer prices at the same time, it’s getting harder to buy a vehicle.
But the Bolt now joins the fray as one of the most affordable EVs out there, alongside the new Nissan Leaf which will cost under 30k (and even less, once a future lower-spec trim is announced), and significantly cheaper than other low-ish-priced EVs like the Equinox EV, Ioniq 5, and the aforementioned “more affordable” standard Model 3/Y.
That’s a big deal, and it makes the new Bolt a similar calculation as when it earned Electrek’s Vehicle of the Year. But now, it doesn’t even have the main downside it had at the time – its low DC charge rate, and battery questions during what was a messy recall. Both of those problems were solved here, leaving a calculation with few downsides.
We haven’t driven the car yet, though we’ll get a few minutes in it later in the event. But it’s only going to be around the block at the Universal backlot, so we can’t give a full review, but from what we’ve seen today, it looks like quite an attractive value proposition.
We’re still at the event right now for the next few hours, so if you’ve got any questions that you’d like us to check on or relay to GM employees, let us know in the comments and we’ll see if we can get some answers (especially you Bolt owners). And, we just got all this info, so we’ll be updating this article as we digest more.
The 30% federal solar tax credit is ending this year. If you’ve ever considered going solar, now’s the time to act. To make sure you find a trusted, reliable solar installer near you that offers competitive pricing, check out EnergySage, a free service that makes it easy for you to go solar. It has hundreds of pre-vetted solar installers competing for your business, ensuring you get high-quality solutions and save 20-30% compared to going it alone. Plus, it’s free to use, and you won’t get sales calls until you select an installer and share your phone number with them.
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New York-based Cool Down makes a thermal transfer system that moves naturally cool air from your basement into your living space while sending excess heat back down below to cool homes more efficiently. By dispersing that heat into the ground, Cool Down helps keep homes comfortable during hot summer months and cuts electricity bills in the process.
Cool Down’s system has already been shown to reduce air conditioning use by up to 67% per season by leveraging the consistent temperatures found in basements. With the release of its upgraded Smart Control Unit, the company is adding even more functionality and savings for homeowners across different climates.
The new Smart Control Unit introduces a range of intelligent features that make the system more versatile and user-friendly. Homeowners can now see their estimated energy savings in real time, giving them a clear picture of their return on investment and helping them optimize system performance. A new Basic Heating Mode means the system can now be used in winter to capture and circulate heat from areas with wood or pellet stoves, mini-splits, or rooms with south-facing windows. The addition of a Dehumidification Mode allows your AC or heat pump to dry out basement spaces just like the rest of the house, improving indoor air quality and further reducing cooling costs.
For days when comfort takes priority, Power Boost Mode temporarily ramps up cooling and dehumidification performance. Eco Boost Mode maximizes efficiency by preventing the AC or heat pump from switching on, which is ideal for shoulder seasons or mild climates. And for homes without ductwork, Standalone Mode enables Cool Down to operate as a central cooling system on its own, delivering significant cost savings even if it’s not as powerful as a traditional AC.
“The Smart Control Unit is about putting more control – and more savings – in the hands of homeowners,” said Damien Semel-DeFeo, founder of Cool Down. “These new modes allow the system to be customized for any home, climate, or energy-use goal.”
Cool Down offers a practical, low-cost alternative or supplement to traditional cooling systems as electricity rates continue to rise nationwide. The system is professionally installed in just a few hours, integrates with or without existing HVAC equipment, and requires no refrigerants, compressors, or external condensers.
Read more: Trump wants to kill ENERGY STAR – here’s how that impacts you
The 30% federal solar tax credit is ending this year. If you’ve ever considered going solar, now’s the time to act. To make sure you find a trusted, reliable solar installer near you that offers competitive pricing, check out EnergySage, a free service that makes it easy for you to go solar. It has hundreds of pre-vetted solar installers competing for your business, ensuring you get high-quality solutions and save 20-30% compared to going it alone. Plus, it’s free to use, and you won’t get sales calls until you select an installer and share your phone number with them.
Your personalized solar quotes are easy to compare online and you’ll get access to unbiased Energy Advisors to help you every step of the way. Get started here.
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The IONIQ 9 is about to get an upgrade. Hyundai’s new electric SUV was spotted with some serious off-road upgrades, hinting that a new XRT trim is on the way.
The Hyundai IONIQ 9 XRT brings a new off-road look
It may look like it’s straight out of the future, but Hyundai’s first three-row electric SUV is actually pretty impressive.
The IONIQ 9 offers a lounge-like interior with space than a Ford Explorer, boasts an impressive driving range, and features an interior loaded with advanced tech and digital screens. What else could you ask for?
How about an upgraded off-road version? We knew the IONIQ 9 was likely due for the XRT treatment after a camouflaged model was spotted last year rocking all-terrain tires, a souped-up suspension, and an added tow wrench on the front bumper.
Hyundai’s design boss, Simon Loasby, confirmed that two new IONIQ 9 variants, including a rugged off-road and a high-performance model, were in the works after unveiling the electric SUV last year.
According to TheKoreanCarBlog, Loasby said, “We are working on two distinct projects—N and XRT—apart from the standard lineup,” Loasby said.
After another IONIQ 9 with similar off-road elements, it seems only a matter of time before Hyundai makes it official.
The new photo from Kindelauto shows a prototype with similar upgrades to the vehicle spotted last year, including large all-terrain tires, a lifted suspension, and more.
A new video from HealerTV offers a closer look at the IONIQ 9 XRT in South Korea. The footage reveals unique tow hooks and an added XRT screen, which hasn’t been seen in the IONIQ lineup yet.
From the side, you can see the XRT model is slightly taller than the standard IONIQ 9 with off-road tires. Like the IONIQ 5 XRT, the larger electric SUV is expected to receive XRT-exclusive front and rear bumpers, side skirts, and 18″ wheels.
Inside, the IONIQ 5 XRT model features H-Trex seating with the XRT pattern, logo, and XRT-badged all-weather mats.
The 2026 Hyundai IONIQ 9 starts at $60,555 in the US with an EPA-estimated range of 335 miles. In Europe, the IONIQ 9 will start at £64,995 ($87,500), offering a WLTP driving range of up to 385 miles.
| 2026 Hyundai IONIQ 9 Model | EV Powertrain | Drivetrain | Driving Range (miles) |
Starting Price (including destination fee) |
| IONIQ 9 RWD S | 160-kW (215-HP) Electric Motor |
Rear- Wheel Drive |
335 | $60,555 |
| IONIQ 9 AWD SE | 226.1 kW (303-HP) Dual Electric Motors |
All-Wheel Drive |
320 | $64,365 |
| IONIQ 9 AWD SEL | 226.1-kW (303-HP) Dual Electric Motors |
All-Wheel Drive |
320 | $67,920 |
| IONIQ 9 AWD PERFORMANCE LIMITED |
314.6-kW (422-HP) Dual Electric Motors |
All-Wheel Drive |
311 | $72,850 |
| IONIQ 9 AWD PERFORMANCE CALLIGRAPHY |
314.6-kW (422-HP) Dual Electric Motors |
All-Wheel Drive |
311 | $76,590 |
| IONIQ 9 AWD PERFORMANCE CALLIGRAPHY DESIGN |
314.6-kW (422-HP) Dual Electric Motors |
All-Wheel Drive |
311 | $78,090 |
Since the IONIQ 5 XRT is priced below the Limited AWD trim, starting at $55,400 in the US, the new IONIQ 9 trim could follow a similar pricing structure. The current range-topping IONIQ 9 AWD Performance Calligraphy Design trim starts at $78,090.
Will the IONIQ 9 N be next? Stay tuned for more.
Want to check out Hyundai’s electric SUVs for yourself? You can use our links below to see what’s available in your area.
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