Watch how Range Energy turns a semi-truck electric just by adding a trailer
ACT Expo, the largest advanced fleet expo, is happening this week, and the question on everyone’s lips is: how can we electrify our fleet quickly?
Range Energy thinks it has the best answer, and it doesn’t require any retrofitting of tractors or engines, just a new trailer.
Range figured that so many people have thought about electrifying the semi-truck tractor, but nobody has really focused on the trailer. This makes sense considering the trailer is just dead weight on most trucks, so why would people think about changing the motive power of something without motive power?
But with EV tech, Range thinks it can change that and add more safety and fuel efficiency. And it can do this much more quickly than it takes to build and validate new electric trucks.
The idea is to add electric motors and a battery directly onto the trailer itself. This gives the trailer the ability to provide some of its own torque to help lighten the load on the diesel tractor, effectively reducing the amount of mass it needs to pull around on its own.
This just makes any load easier to carry. It should enhance the performance of the truck, making it easier to turn onto arterial roads, get up to speed on the highway, or perform passing maneuvers.
Range told us that when it drove down to ACT Expo, from Northern to Southern California, going over the famous Grapevine (Tioga Pass) was a cinch. The pass is famously difficult, featuring a 5-mile stretch of 6% grade, with shoulders dotted with frequent water stops for overheating engines. Range said it easily passed other trucks on the way up – and on the way down, it didn’t have to worry about brake fade since it used regenerative braking in the trailer to charge the battery.
And it doesn’t even take any additional communication between the tractor and the trailer. All of this is done through Range’s “smart kingpin.” This is just the standard interface on any truck trailer, but Range has put sensors in it to detect lateral loads from acceleration and braking. The sensors detect how much force the tractor is asking for, and Range spins up the motor in proportion.
Range showed us a demo of how this works on a shrunk-down prototype of its trailer, with a handle attached to a version of its smart kingpin:
Range says that its system can reduce diesel emissions by 41% and fits directly into a fleet without any changes to tractors or usage patterns. It can even be used in “mild-hybrid” mode if charging isn’t available, effectively turning a diesel truck into a hybrid without having to retrofit the engine itself.
Not every scenario will get that 41% reduction, but Range says even in the worst-case scenario, this impromptu hybrid system should improve efficiency by about 10%. (I question how this is possible at a steady speed on a flat road, but in normal operation that includes any amount of braking, the number seems reasonable.)
Of course, you’ll want to keep these batteries charged when possible because as long as you’ve got 200 kWh of batteries, you might as well use them. So you’d be wise to add charging to your yard, and the trailer accepts either 19 kW AC or DC up to 350 kW. Range hasn’t finalized a single charging solution yet, but spoke of the potential of adding various plugs, overhead charging systems, or even a contact interface at the rear of the trailer, which would automatically start charging whenever the trailer is in a loading bay.
This system enables zero-emission operation in many situations in which that might be desirable, like in yard operation, while idling, or in ports or other emissions-control areas. In these cases, the trailer could be used to push the tractor, and the tractor could be used just for steering. While this sounds unwieldy, Range reminded us that articulated buses often work in a “pusher” configuration, with the rear car of the bus providing motive power, so there shouldn’t be any difficulty there.
Adding batteries and motors to the trailer unlocks a lot of options and applications that a typical “dumb” trailer doesn’t have. It’s easier to add a powered liftgate or powered landing gear for one since you’ve already got power onboard.
Having energy onboard means being able to use the trailer for temporary installations that need power – think disaster response, where electric vehicles have proven capable. Or you could continue powering a refrigerated trailer even while the truck is parked – or when the tractor isn’t even connected.
And the trailer has bidirectional charging, so it could be used to power offboard equipment or to help balance the grid (and make money through energy arbitrage if your trailer spends a lot of time parked and plugged in).
Beyond these efficiency, utility, and performance gains, Range sees safety benefits with the system. By adding control to the rear axle, a truck can gain all sorts of modern safety features like stability control or jackknife protection. And the aforementioned regenerative braking protects against brake fade on long grades and makes obnoxious Jake brakes redundant – and those giant runaway truck ramps should see a lot less use.
It’s not all upsides, though – Range’s unit weighs about 4,000 lbs, which eats into your payload. Semi-trucks are limited to 80,000 lbs gross vehicle weight, and the more the truck and trailer themselves weigh, the less payload you can fit into them and stay under that 80k limit. Because electric trucks are heavier, they are given an additional 2,000 lbs of wiggle room, for a total of 82k lbs.
But Range’s system doesn’t qualify for that exception. It’s working on this issue with regulators, trying to get its unit qualified so that trucks with its trailer can access that additional 2k lbs, but it hasn’t received that allowance yet.
Range is moving quickly to try to get those allowances and also to get to market. Since almost all regulation is on the tractor and not the trailer (in fact, a recent court decision said that the EPA and CARB can’t regulate trailers because they aren’t “self-propelled”), this means that Range can get its trailers to market much quicker than other manufacturers that are still going through regulatory processes to bring truck tractors to market. And then Range can get those trailers onto trucks more quickly since further modification of the tractor isn’t needed.
And as a startup staffed by many people who have worked in fast-moving EV startups before (the CEO, Ali Javidian, worked at Tesla from 2008-2012), Range is moving quickly. It plans to have trailers for sale next year, though we’ll have to see how that works out, especially when it comes to battery supply, which has been difficult lately.
Range argues that its solution is necessary and helpful because we need action now on climate change, and these trailers can be deployed more quickly and with less capital than converting a whole fleet.
That said, California’s huge new truck rule has some pretty aggressive timelines, including an end to new diesel purchases for drayage trucks at the end of this year. So Range may find its market disappearing over time as everyone converts to fully electric operation.
The company still thinks that it will have a niche since its trailers could even give electric trucks the additional safety benefits mentioned above or could be used as range boosters for EV trucks as well. If, say, someone needs a 400-mile truck but can only find a 300-mile truck that fits their other specifications, adding a Range trailer could give them the boost they need.
It’s still early days for Range, and though it is moving quickly, there’s a lot of distance from here to there. We don’t know pricing or availability yet, though Range says it’ll be in the market next year. And while the company is promising a lot, most of these promises seem fairly realistic, and nobody else is doing anything like this (that we know of). We’re certainly excited to see more from Range as it moves forward.
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T1 Energy (NYSE: TE), formerly FREYR Battery, kicks off preparations for its new solar cell factory, set to be one of the largest in the US.
T1 Energy has chosen Yates Construction as the contractor for preconstruction services and site preparations for its planned $850 million, G2_Austin 5 GW Solar Cell Facility.
The G2_Austin site is in Milam County, Texas, in the Advanced Manufacturing and Logistix Campus at Sandow Lakes.
It’s expected to create up to 1,800 new direct US advanced manufacturing jobs. Construction is on track to kick off in mid-2025, and the facility is expected to begin producing cells by the end of 2026. There are currently far fewer solar cell manufacturing sites in the US than solar module factories, according to the SEIA.
On December 24, FREYR announced that it had closed its acquisition of China-headquartered Trina Solar’s 5-gigawatt (GW), 1.35 million-square-foot solar panel factory in Wilmer, Texas. The company renamed the factory G1_Dallas, which employs more than 1,000 people and is now fully online.
Daniel Barcelo, T1’s chairman of the board and CEO, said, “Our facilities will manufacture solar cells and modules to invigorate our economy with abundant energy. We’re excited to work with Yates and Milam County to bring American advanced manufacturing to the heart of Texas and to unlock our most scalable energy resources.”
T1 Energy says it anticipates finalizing commercial terms with Yates Construction as General Contractor.
Read more: FREYR rebrands after killing its $2.6B Georgia battery factory plans
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![Kia's affordable EV2 may be small, but it looks bigger in person [Video]](https://i0.wp.com/electrek.co/wp-content/uploads/sites/3/2025/05/Kia-EV2-closer-look.jpeg?resize=1200,628&quality=82&strip=all&ssl=1)
The EV2 is set to arrive as Kia’s smallest and most affordable electric vehicle next year. With its official debut coming up, the electric SUV was spotted driving on public roads. The electric SUV may be small, but it looks bigger in person.
Kia’s new EV2 is an affordable, small electric SUV
Kia has yet to say precisely how big the EV2 will be, but it’s expected to be around 4,000 mm (157″), or slightly smaller than the EV3 at 4,300 mm (169.3″). That’s even more compact than the outgoing Chevy Bolt EV (163.2″).
During its EV Day event in April, Kia unveiled the Concept EV2, a preview of the entry-level EV that will sit below the EV3.
Although it’s the brand’s smallest EV, Kia promises that it will feel larger when you’re inside. The EV2 sits higher than you’d expect with a wide front end, giving it a bigger presence on the road, similar to the three-row EV9.
We got a sneak peek at Kia’s affordable EV last month after it was spotted testing on public roads in Korea, but the latest sighting gives us a closer look at the EV2 in its production form. The new video from HealerTV reveals a few details that could look a little different from the concept.
The footage shows what appears to be different daytime running lights (DRLs). When Kia unveiled the Concept EV2 in April, it featured a unique split vertical headlight design.
The EV2 spotted driving still has the split design, but both the inner and outer lights appear to be angled more inwards. It’s not a huge difference, but given most of Kia’s new EVs look almost identical to the concepts, this could be something to keep an eye on.
Prices, specs, and more
Despite being an entry-level model, the EV2 is still equipped with advanced technology and features, including vehicle-to-load (V2L) capability, which allows it to power a campsite, home appliances, and other electronics. With OTA updates, it will only get smarter and more advanced over time.
The interior will feature Kia’s new ccNC (connected car Navigation Cockpit), which features dual 12.3″ driver cluster and touchscreen navigation screens in a panoramic display.
Like its other new EV models, it’s also expected to include a 5″ climate control display for nearly 30″ of screen space.
Kia plans to launch the EV2 next year in Europe and “other global regions.” For those in the US, sorry to disappoint, but it’s not expected to make the trip overseas. We do have the EV4, Kia’s first electric sedan, to look forward to.
We will learn prices and final specs closer to launch, but given it will sit below the EV3, it will likely be cheaper than that.
The EV3 starts at £32,995 ($44,800) in the UK and €35,990 ($41,600) in Europe. Kia’s CEO, Ho-Sung Song, told Autocar in 2023 that the company aims to launch the EV2 at around £25,000 ($32,000) in the UK. With new battery technology and other advancements, it could be even more affordable when it arrives next year.
Kia isn’t the only automaker gearing up to launch a new entry-level EV. Last week, we got a glimpse of the upcoming Volkswagen ID.2 after it was spotted in public testing.
Should Kia bring the EV2 to the US? Would you buy one for around $30,000 or even slightly less? Drop us a comment below and let us know.
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Environment
This electric pickup is taking Korea by storm, now it’s going global on a ‘full-scale conquest’
It’s not a Kia or Hyundai, but the Musso EV pickup truck is shaking up the Korean Market. After the first models left for Europe, the company’s CEO is already saying it will be a “driving force” as it goes on a global conquest.
Korea has a new EV pickup that’s going global
During an event celebrating the first exports of its new Musso EV and Torres HEV pickup trucks, KG Mobility’s CEO, Kwak Jae-Seon, said the new models “have already received favorable reviews and garnered much attention from reporters and sales agents.”
KG Mobility (KGM) expects them to serve as “a driving force” as it expands exports into new global markets. The first Ro-Ro (Roll-on/Roll-off) hit the seas on June 12 carrying 983 vehicles, 184 Musso EVs, and 799 Torres HEVs.
The vessel is headed for Europe, where the first models will be sold in Germany, Spain, Norway, Hungary, and other markets, starting in August.
Jae-Seon, who personally drove the Musso EV onto the car carrier, said during the event that pickup is now on a “full-scale conquest” as it rolls out globally.
KGM’s EV pickup has already generated quite the buzz in Korea, beating Hyundai and Kia to the first fully electric pickup truck.
After launching the Musso EV pickup in Korea in March, the company announced it had secured over 3,200 orders in two weeks. The Special Edition model sold out in an hour and a half.
KGM promotes the vehicles as “a new alternative to mid-size SUVs” that’s more useful as an everyday ride with more interior space.
Measuring 5,160 mm long, 1,920 mm wide, and 1,740 mm tall, the electric pickup is about the size of a Ford Ranger (5,225 mm long, 1,910 mm wide, and 1,866 mm tall).
The infotainment system looks a lot like new Hyundai and Kia EVs with a dual 12.3″ driver cluster and touchscreen navigation screens in a panoramic display.
It also comes with a Land Rover-like ClearSite Ground View camera, allowing you to see what’s beneath you through several strategically placed cameras.
The electric pickup is powered by an 86.6 kWh LFP battery, providing a range of nearly 250 miles (400 km). With up 200 kW fast charging, it can recharge to 80% in 24 minutes.
KGM’s Musso EV is available in both single (FWD) and dual-motor setups. The FWD version features a 152.2 kW front motor, producing up to 207 horsepower, while the AWD model boasts up to 413 horsepower. It can tow almost 4,000 lbs (1.8 tons) and includes a “trailer sway function” to stabilize the vehicle while towing.
The Musso EV pickup starts at 48 million won, or about $35,000. With incentives, KGM says the purchase price is closer to 39.62 million won ($29,000).
With more monthly exports in May than it has in 10 years, KGM expects the Musso EV pickup to accelerate the momentum.
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