Electric Cars

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Discussion of EVs and the technology around them

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Smaller communities have trouble growing when they are scattered and competing with one another. Focusing on one community can help a lot with growth (a few people posting to a few small communities vs. all of them posting to the same larger community).

User @[email protected] made a post here to discuss consolidating the Electric Vehicle communities: https://lemm.ee/post/46935805

Since this community hasn't had a post in a year and the mod hasn't been active, it was proposed that we lock the community and pin a post directing users to the chosen community (currently it looks to be [email protected] ). Then, if at any point people don't like how that community is being run, there is always the option of unlocking these other communities.

I'm in favour of locking and redirecting, but I wanted to get feedback first :)

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cross-posted from: https://lemmy.sdf.org/post/35408692

The firm says the layoffs will mainly impact office-based positions in Sweden, representing about 15% of its white collar workforce.

Last month, Volvo Cars, which is owned by Chinese group Geely Holding, announced an 18 billion Swedish kronor ($1.9bn; £1.4bn) "action plan" shake-up of the business.

The global motor industry is facing a number of major challenges including US President Donald Trump's 25% tariffs on imported cars, higher cost of materials and slower sales in Europe.

The chief executive of Volvo Cars, Håkan Samuelsson, pointed to the "challenging period" faced by the industry as a reason for the layoffs.

[...]

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crosspostato da: https://lemmy.sdf.org/post/35203087

Archived

This is an op-ed piece by Katharina Osthoff, Senior Policy Advisor at Friedrich Naumann Eurooe Foundation, and Sam Goodman, Senior Policy Director of the China Strategic Risks Institute, the co-Founder and co-Chair of the New Diplomacy Project.

[...]

While the growing influx of competitively priced and well equipped Chinese EVs may appear the superior choice for both consumers and policymakers in Europe, they bring with them substantial economic risks. These risks threaten the domestic automotive industry, which is outmatched by Chinese EV production as well as Europe’s ambitious environmental goals that rely on a substantial shift towards EVs. Yet, the implications extend far beyond economic or ecological concerns. Chinese EVs potentially pose new challenges when it comes to the EU’s commitment to data protection abroad and at home, as well as to upholding security and global human rights standards.

[...]

At the heart of China’s EV production lie deliberate, state-controlled industrial policies: massive state subsidies, overcapacity, and strategic export orientation. This has enabled China’s EV manufacturers to produce high-quality vehicles at near-unbeatable prices, which facilitated companies like BYD, Nio, and Chery to scale-up production rapidly and flood global markets, including in Europe. [...] Today, Beijing holds influential positions across the entire supply chain: from raw material extraction to battery production and final assembly. The EU's commitment to a green transition, which heavily relies on increasing the market share of EVs, exacerbates this issue. This situation highlights a paradox where European liberal free-market democracies are seemingly outperformed by China's state-supported enterprises.

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[European] domestic manufactures are hamstrung by fragmented national policies and underinvestment. This imbalance risks creating a structural dependency on Chinese imports. Unlike past technological shifts, this dependency is not only commercial in nature but also geopolitical. China’s overcapacity is not a market accident but rather the product of deliberate policy choices , aimed at dominating critical technologies and global value chains. The implications for the EU extend far beyond industrial competitiveness. As demonstrated in past cases of economic coercion, most notably against Lithuania, Beijing has shown its willingness to use market access and trade ties as instruments of political pressure. A future in which China controls a large share of the EU’s EV market risks giving Beijing undue influence over European policymaking, including the ability to discourage criticism of its human rights record, military posture, or foreign policy behaviour.

[...]

Driving a Trojan Horse? Data, Security, and Surveillance

Aside from the clear economic risks that Chinese EVs present to Europe’s automotive manufacturing, growing concerns about data privacy, surveillance, and cybersecurity cannot be sidelined. As the former head of MI6 aptly put it, EVs are not just cars but “computers on wheels.” European regulators should take seriously the data security risks this implies. Under the National Intelligence Law and China’s Data Security Law, Chinese EV manufacturers and their suppliers operate under a legal obligation to cooperate with the Ministry of State Security and are prohibited from disclosing this cooperation to foreign governments, raising serious cybersecurity concerns. Chinese Communist Party cells are required to be embedded within the corporate structures of these [EV] firms, making the firewall between commercial operations and the Chinese state increasingly porous. Additionally, many manufacturers rely on software and components from firms such as DeepSeek, which have already been flagged for their data practices.

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Hidden Costs: Labour and Human Rights in the EV Supply Chain

At the same time, the EU cannot afford to ignore the human rights concerns associated with China’s EV supply chain. Beijing has secured a commanding lead in the supply chain for key battery materials with Chinese firms like BYD having established a strong presence in lithium mining and processing operations across Latin America and parts of Africa. [...] The growing scrutiny has already led to tangible shifts in corporate behaviour. Volkswagen’s recent decision to exit Xinjiang reflects growing pressure on European firms to sever ties with entities linked to systemic human rights abuses. While the company cited economic reasons for the sale, the move underscores the reputational and legal risks European firms face if they remain entangled with controversial actors in the Chinese EV ecosystem. Beyond supply chains, the ethical and legal implications of technology partnerships with Chinese firms demand closer examination. Several leading Chinese tech companies such as Hikvision and others have been implicated in surveillance activities and abuses, particularly in Xinjiang. Partnerships of this nature carry considerable reputational risks in liberal democracies and may expose European firms to secondary sanctions or consumer backlash.

[...]

Such pragmatic policy solutions aimed at restoring the EU’s competitive edge should include:

  • The EU should commit to reviewing the EU’s countervailing tariffs on Chinese EVs within the first year of the new EU Commission.
  • The EU should review the EU’s current Foreign Direct Investment Regulation to focus on rules regarding joint ventures to look at local ownership requirements, data security requirements, and local content requirements.
  • The EU should legally require foreign EV companies from a country where the EU does not have a data standards equivalency agreement to store data on European servers and to commit not to transfer the data overseas under any circumstances.
  • The EU should negotiate economic security partnership agreements with value partners such as Japan and the Republic of Korea. One target under these partnerships would be to encourage joint ventures between European automotive producers and world leading Japanese and South Korea battery producers including Samsung, SK Innovation, Panasonic, and LG Energy Solution.
  • The EU should investigate forced labour in Xinjiang, add the geographic region of Xinjiang to its forced labour risk database, and introduce guidelines for European businesses regarding the prevalence of forced labour goods in the automotive supply chain.
  • European policymakers should expand tax incentives and other measures to encourage European automotive companies to work together to share research, development, and production costs for EVs.
  • The European Commission should work with European Member States to coordinate Next Generation EU and Multiannual Financial Framework funds to support the development of the European EV sector, including encouraging matching private sector investment in the EV battery supply chain and EV charging infrastructure. This should serve as the frontrunner to an EU-wide Green Industrial Strategy.

[...]

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cross-posted from: https://lemmy.sdf.org/post/33585024

cross-posted from: https://lemmy.sdf.org/post/33584974

Archived

British firms working for the UK’s military or intelligence services are advising staff not to connect their mobile phones to Chinese-made electric cars over fears that Beijing could steal sensitive national security data.

Executives at two of the nation’s leading defence giants have told The i Paper that the entire sector is taking a “cautious” and “belt and braces” approach to the possibility of the Chinese state spying on staff via the country’s electric vehicles (EVs).

The security clampdown within the UK’s highly secretive defence sector follows revelations from The i Paper that the Ministry of Defence (MoD) has banned cars relying on Chinese technology from sensitive military sites across the country. In some cases, the MoD has asked staff to park their EVs at least two miles from their workplace.

[...]

The latest disclosure of security worries relating to Chinese EVs could also raise concern among some EV buyers, who are increasingly turning to brands like BYD because of their affordability and longer range.

The role of Chinese companies and equipment in critical infrastructure was brought sharply into focus after the government was recently forced to take control of British Steel from its Chinese owner, Jingye Group, to prevent it from closing blast furnaces at the country’s last virgin steelmaking site.

It is understood that the UK’s leading military production groups, including BAE Systems, Rolls Royce, and Raytheon, as well as US defence giant Lockheed Martin and French defence and cyber security firm Thales, are among those firms that have taken precautions against the potential for Chinese EVs to spy on their staff.

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cross-posted from: https://slrpnk.net/post/19380848

Archived

Batteries are critical to mitigate global warming, with battery electric vehicles as the backbone of low-carbon transport and the main driver of advances and demand for battery technology. However, the future demand and production of batteries remain uncertain, while the ambition to strengthen national capabilities and self-sufficiency is gaining momentum.

Reseachers by Germany's Fraunhofer Institute now published a study that assessed Europe’s capability to meet its future demand for high-energy batteries via domestic cell production. They found that demand in Europe is likely to exceed 1.0 TWh yr−1 by 2030 and thereby outpace domestic production, with production required to grow at highly ambitious growth rates of 31–68% yr−1. European production is very likely to cover at least 50–60% of the domestic demand by 2030, while 90% self-sufficiency seems feasible but far from certain.

To support Europe’s battery prospects, stakeholders must accelerate the materialization of production capacities and reckon with demand growth post-2030, with reliable industrial policies supporting Europe’s competitiveness, the study says.

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If lower production capacity materializes and domestic production remains limited, it will likely pose high economic risks for Europe and imply less European battery sovereignty and setbacks for rapid climate change mitigation, according to the study.

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Beyond mere domestic production capacity and self-sufficiency, the company’s origin is relevant in the context of accessibility and technology sovereignty. While the corporate landscape was nearly 100% Asian in the early 2020s, the share of European companies is projected to increase substantially. In 2025, around two-thirds of the materialized production capacity is likely to result from Asian-affiliated companies and more than one-third from European companies (Extended Data Fig. 2). By 2030, European companies are projected to hold the largest share (45–55%), while the share of Asian companies is expected to decline (40–50%) with US companies anticipated to capture modest shares (3–8%).

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Expressing the European battery demand in terms of required raw material quantities reveals that the cumulative demand for key materials, namely, nickel, cobalt, graphite, lithium and manganese, is projected to increase substantially by 2035, with expected 9-fold (cobalt) and 12–15-fold (nickel, manganese, graphite and lithium) increases relative to the quantities required in 2025 [...]

While Europe will rely on raw material imports until 2030–2035, three factors indicate a strengthening position as the study says:

  • First, and in relation to expected demand, substantial domestic reserves of manganese and natural graphite are available, with possibly lower prospects for lithium and nickel, but primary cobalt is scarce.
  • Second, existing self-sufficiency assessments [...] indicate progress in building European value chains, however, ramp-ups must be extremely quick. While cobalt and nickel imports (all grades) are likely to remain necessary for domestic processing, it is likely that major shares of lithium and most of the manganese can be sourced and refined domestically. Natural graphite (all grades) is likely to require both local sourcing and refining as well as imports. However, global supply diversification is anticipated to also lower general dependency risks36,37.
  • Third, emphasizing the circular economy and recycling, as proposed in the EU’s Critical Raw Materials Act38 or incentivized by the US Inflation Reduction Act35, is likely to reduce dependency and further improve sustainability within a comprehensive battery ecosystem, also securing material availability even beyond 2050.

[...]

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cross-posted from: https://scribe.disroot.org/post/2144668

After an investigation revealed alleged violations against workers at the Chinese company BYD’s factory in Bahia, northeastern Brazil, the company installed cameras in the administration and the construction areas and put up posters prohibiting photographs in these spaces.

According to the research, a computer program that creates a digital watermark with each employee's name was also installed to identify from which machine information was shared externally.

BYD sent an email on December 18, 2024, informing employees of the changes.

In the message, the company explained that the installation was implemented by the ”Department of Information Technology of China,” and that ”this watermark registers the name of the user logged into the device, device name, and the current date,” adding that ”this measure aims to prevent possible information leaks.”

[...]

All these changes began to be implemented shortly [after the investigation] revealed [that Chinese] workers [...] were being subjected to poor working conditions and living in dirty, crowded, and poorly lit accommodations.

According to information gathered [...] Brazilian workers were not affected. The Brazilians explained that Chinese workers have great difficulty filing any complaints since they do not understand Portuguese, just as the Brazilians cannot speak in Mandarin, Cantonese, or any other languages spoken by the Chinese workers.

Based on personal accounts, images, and videos, the story published [...] showed that many Chinese employees were working without personal protective equipment, subjected to shifts of 12 hours per day, and suffering physical violence if they did not follow orders or meet deadlines.

[...]

In the note, BYD did not explain why it only began to adopt such ”industrial protection measures” [installed by Department of Information Technology of China] shortly after the complaints about mistreatment of Chinese workers, given that the company began operating in Bahia in March 2024.

[...]

BYD's measures to monitor employees in an attempt to prevent further leaks of possible wrongdoing stands in direct contrast to the company's public messaging since the allegations of labour comparable to slavery were made public.

[...]

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This accident could be a scene in a horror movie.

I'm not a Tesla fan by any measure, but I edited the headline for this post. The original headline made it seem like a specific feature of the Cybertruck trapped the victims, but then the article explains it was really that the battery was burning so fiercely that the police just couldn't free them. ~~The deadly feature of the accident was the lithium battery, which is common to many makes and manufacturers of EVs.~~

UPDATE: the battery fire obviously didn't help, but according to new reporting it turns out that the Cybertruck really did trap the victims inside.

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"It does suck, because everybody kind of makes fun of the Cybertruck. To the outside person, it's kind of weird, it's ugly, whatever. Once you actually get in it, drive it, you realize it's pretty frickin' cool," he says. "It's kind of been sad, because I've been trying to prove to people that it's a really awesome truck that's not falling apart, and then mine starts to fall apart, so it's just... Yeah, it's kind of unfortunate and sad."

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Archived

In the background of the EU’s potential mood shift toward China, President of the European Automobile Manufacturers’ Association Ola Kallenius made a suggestion last month. Speaking to the Financial Times, he said the tariffs the EU imposed on China’s electric vehicles, or EVs, last October could be replaced by encouraging Chinese carmakers to open more plants inside the EU.

For anyone concerned about climate change, that might seem like good news, given the EU’s current stance nakedly prioritizes economic competitiveness over the fast rollout of vehicles that can reduce catastrophic carbon emissions.

But even if the idea came to fruition, there’s a catch. Around 85% of China’s total lithium reserves, which power both the batteries and the entertainment systems in the EVs, are thought to sit in Tibet. And even Chinese factories located in Europe would source their lithium from there — as BYD (比亞迪) and non-Chinese Tesla currently do.

[...]

Mining lithium involves salt-rich brine being pumped to the Earth’s surface and allowed to evaporate. This process consumes large amounts of water, can make water undrinkable and can destroy traditional farmlands and nature reserves. In 2016, the Liqi River was contaminated, destroying the local water supply and killing livestock and fish. The process can also pollute sacred grasslands.

“Tibetans actually don’t benefit from the mining. They experience negative effects of mining including environmental degradation, loss of land and displacement,” renowned Tibet researcher Gabriel Lafitte told a recent Institute for Security and Development Policy online event.

“Mining is often very bad for local water resources,” Martin Mills, chair in anthropology and director of the Scottish Centre for Himalayan Research at the University of Aberdeen explained. “Mines involve the release of and use of a wide variety of very nasty chemicals that … often render areas infertile and create high cancer rates, poisoning rates. Animals can’t live there so that’s a local problem [too.]”

[...]

The effects are not only localized, though. The Tibetan Plateau (sometimes known as the Earth’s “Third Pole”) is home to permafrost which stores vast amounts of carbon dioxide. Alongside existing climate change and increased solar radiation, which are the dominant factors, mining of the mountains around the permafrost, and damming of the Tibetan rivers, exacerbate the thawing of permafrost.

[...]

“The world seems to have opted for the rather simplistic assumption that anything and everything that reduces our carbon emissions is the magical solution,” Gabriel Lafitte said.

“[A] lot of environmentalists actually argue that China is the key and maybe now that we have a President Trump they may even more strongly embrace China as the world’s great hope for a simplistic tech solution to the climate crisis … and so [they believe] if Tibet is to be sacrificed well you know that’s very unfortunate but it may be necessary.”

[...]

Treating places like Tibet as places to grab resources and ignore the consequences.

“We’re moving into a political domain in which people understand you need to grab resources — food resources, mineral resources — and you need to create a hinterland and you need to control those hinterlands and Tibet is part of that,” Mills explained.

[...]

The truth of the matter is the shift to green technologies is going to damage the environment just as much as fossil fuels will do because the question is not what technology we’re using, it’s how much energy and resource we are consuming across the board,” Mills summarized.

[...]

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Thoughts? I live in a wintery biome so having awd gives me a bit of peace of mind

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Looks like Toyota is coming in HOT into the electric car market

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New type of motor, new type of battery unveiled

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How do you feel about GM and Ford moving the NACS charging standard, is it going to have a ripple effect?

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Apologies if it's not.

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Hi folks,

Just found this community and curious about what everyone is either using as a daily driver or have got their eyes on in the EV space.

I'm from Vancouver, and a few years ago my partner and I bought a new Chevrolet Volt PHEV as a "bridge" car to get us through the next while as charging infrastructure scales out. We get about 100km of electric range in the warmer times and 70km in the winter. Perfect for our needs around Vancouver, while still giving us flexibility to drive out to Whistler or Banff for our vacation roadtrips.

So what are you driving?

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submitted 2 years ago by dom to c/electriccars
 
 

Found it on google