AUTONEWS

Petrol prices too high? Here's how quickly an EV could save you money

Petrol prices began rising even before the conflict in Iran drove oil prices higher. Australia imports around 80% of its fuel, which means prices can spike when geopolitical shocks ripple through supply chains.

As motorists face long queues in Australian cities, some will wonder whether it's time to join the increasing numbers going electric to prevent hip-pocket pain.

Avoiding the weekly petrol fill-up is appealing. But the sticking point for many motorists has long been the higher upfront cost of an EV. As competition has increased, EV prices have fallen. Even so, most EVs still cost several thousand dollars more than a comparable conventional car.

Over time, cheaper running costs and less maintenance mean EV owners should recoup some of this money. But how long does it take? To answer this, I helped develop a public EV payback calculator, comparing five popular EVs with closely matched hybrid cars in the Australian market. Here, you can estimate how long it will take to pay back the price difference between EV and a conventional car.

It turns out the biggest factor is how you charge your EV. For drivers who rely on pricier public fast chargers, payback will take much longer. But drivers who charge mostly at home can see payback in a few years.

What makes EVs cheaper to run? Battery electric vehicles are generally cheaper to run for three main reasons. Electricity is typically cheaper than petrol or diesel per kilometer driven—especially when charging at home using off-peak grid power or rooftop solar. EVs convert energy to motion far more efficiently than internal combustion engines, so less energy is wasted as heat.

Maintenance costs are usually lower. EVs have far fewer moving parts, no oil changes, and less wear on brake pads, given regenerative braking does more work to slow the car—and recharges the battery. Over time, this translates into lower servicing bills. Early fears about battery degradation are vanishing, as batteries generally last longer than the lifespan of the car and last longer in the real world than during testing.

Running costs are more predictable. Petrol prices change daily, while electricity prices usually change more slowly. EV drivers able to charge at home usually choose to charge cheaply at off-peak times or off home solar.

These advantages are real. But they don't mean EVs are cheaper for everyone in every situation.

How does the calculator work? At present, the MG4 Excite electric hatch retails at roughly A$42,000 drive-away, while a Toyota Corolla hybrid costs about $40,000. The question is how fast the EV's lower running costs recover this gap (in this case, $1,900).

My EV payback calculator models three annual distances: 10,000km (light use), 15,000km (average) and 20,000km (heavy). It also tests three patterns of charging: mostly home charging, a mix of home and public charging, and mostly public fast charging.

The calculator models five vehicle pairs, reflecting the choice many Australians are weighing up: battery EV or hybrid combustion engine vehicle in the same size class and price bracket. This is a conservative choice, because hybrids tend to have lower running costs than traditional cars.

For each pair, the calculator takes the price difference and annual running costs, and then calculates how long it would take for the lower energy and servicing costs of the battery EV to recover the higher purchase price.

These are not predictions or financial advice. They are indicative comparisons using conservative, transparent assumptions.

What does this look like? The payback time shows how long it takes an EV to recover its higher upfront price under different driving and charging patterns.

Shorter payback times mean savings accumulate quickly, while longer periods indicate the extra upfront cost lasts a long time or is never recovered.

Payback time is useful, but it helps to see what it means in annual savings. Here, the big takeaway is charging behavior matters as much as the car itself. Charging mostly at home delivers consistent savings, while relying heavily on public fast charging shrinks or even erases the advantage.

Home charging at off-peak times might cost 20 cents a kilowatt-hour, while the same charge at an ultrafast public charger might cost 60c/kWH. For a car with a 60kWH battery, that means a charge could cost A$12 at home or $36 at the public charger.

This means EV affordability is partly a question of charging access and electricity prices, not just sticker price. The economics are shaped less by the badge on the bonnet than by the charging pattern.

Payback time isn't the only consideration. Many buyers also consider safety features, performance, convenience and likely resale value. But this shows whether an EV is cheaper to run and whether it repays its premium quickly are not the same question.

Home charging makes the biggest difference...When charged mostly at home, all five EVs save money on running costs when driven the typical 15,000km a year. In some cases, savings are large enough that payback arrives well within the typical ownership period of around ten years.

The clearest EV examples are the MG4 Excite and BYD Atto 3. These two battery EVs have moderate upfront premiums, and energy costs are meaningfully lower than hybrid equivalents. Under baseline assumptions, the MG4 can pay back in 3–5 years and the Atto 3 in 5–8 years. Payback is faster for higher-mileage drivers. This shows a lower upfront premium matters as much as efficiency.

Reliance on fast chargers can wipe out savings...Once charging shifts towards more expensive public fast chargers, the running-cost advantage narrows and payback takes longer. This is particularly visible when EVs are compared against efficient hybrids, which already have lower fuel costs.

That does not mean EVs are "bad." It means more expensive public charging can eat up much of the running-cost advantage, especially when petrol prices are low. For prospective EV drivers without access to home charging, it's worth checking the cost of nearby public chargers.

What does this mean for you? My calculator shows EVs save most money and recoup their premium fastest when charging happens mostly at home, especially for people who drive more. But when motorists rely heavily on public fast charging, payback is less certain.

As Australian drivers consider going electric to save money—and end reliance on imported fuels—the key is not to focus only on the sticker price. It's more useful to think through where you will charge your EV most of the time and estimate the costs and savings from doing so.

Provided by The Conversation

 

AUTONEWS

Honda Prelude vs. Ford Mustang vs. Mazda MX-5 Miata vs. Subaru BRZ: Which $40K coupe is best?

The reborn 2026 Honda Prelude recently visited the Edmunds test track; we called it a "misunderstood but charming grand tourer." With its $43,650 starting price, the Prelude competes with a number of other sporty two-doors. So we brought it to our track once again, alongside the Ford Mustang, Mazda MX-5 Miata and Subaru BRZ. If you're in the market for a sporty two-door, there are some truly great options.

Subaru BRZ tS: The best driver's car...Around our track, the Subaru's handling chops really shine. The way the nose dives down into a corner is intoxicating; the BRZ has the quickest-feeling steering, and the car's balance is so good that you can really fling it into corners and come out the other side pointed in the right direction. The suspension is certainly on the wrong side of stiff for everyday driving, but the trade-off is that you're getting a bona fide sports car.

The BRZ — or its cousin, the Toyota GR86 — is the best choice if you want a pure driver's car. And you can even fit a full set of track-specific wheels and tires inside.

Mazda MX-5 Miata RF: The weekend warrior...There's a subtle softness to the way the Miata handles, and that's on purpose: You can really feel everything the Miata is doing on the road. Being able to feel the car's weight transfer gives you a better idea of the exact moment to turn the car in to keep your momentum. That's a must with that naturally aspirated four-cylinder under the hood — you've really got to keep it on the power to make the most of its modest output.

Just like the BRZ, the Miata has fantastic steering. It's direct with plenty of feedback whether you're on center or moving through a turn. This test car is also equipped with a killer six-speed manual transmission; it has a notchiness to the way it moves through the gears that really adds to the experience. The BRZ might be the best track-day weapon, but the Miata will be more fun on mountain or coastal roads — especially with the top down.

Honda Prelude: The daily driver...If we had to pick one car to be our primary mode of transportation, it'd be the Prelude. It's more practical than the Mazda and Subaru and comes with a huge bonus: 44 mpg combined. It also has the best interior of this quartet by far, with excellent seats and premium materials. 

Yes, the Prelude's straight-line speed is a disappointment. But just like the BRZ and Miata, this is more of a momentum car, and once you get going, the fun is in maintaining that speed. On our track, the Prelude had excellent stability and steering feel. We were surprised to see the Prelude put up the best skidpad number of the group too, a nod to its handling prowess.

The Prelude's S+ drive mode with its simulated gear shifts could have been gimmicky since there isn't a real transmission. But it actually enhances the driving experience. The Prelude's 0-to-60-mph time does drop by a full second when S+ is turned on, but it's a ton of fun to use on a winding road.

Ford Mustang EcoBoost: Quicker than the rest...The Mustang is the most powerful car here, and it posted a 0-to-60-mph time around a second quicker than both the Mazda and the Subaru and 2 seconds ahead of the Prelude. The Mustang's turbocharged four-cylinder engine delivers its power well, with much of its torque coming on lower in the rev range. This means that, unlike the BRZ and Miata, you don't really have to wring it out to get going quickly.

Aside from that, however, there isn't much we like about the Mustang. Or should I say, this Mustang. Ford no longer offers the performance package on Mustangs with the turbocharged engine, so you don't have access to the suspension, braking and tire upgrades that you once did. As a result, the Ford's handling, braking and agility are a clear step behind the others in this group. There's a lot of body roll while cornering and significant understeer entering a turn, where you really feel the weight of the car on the front tires, the nose pushing out wide as a result.

Of course, Ford will soon launch the Mustang RTR, which pairs some handling hardware from the V8-powered Dark Horse with the four-cylinder EcoBoost engine. That version might give these other coupes a better run for their money.

2026 Honda Prelude: The "everyday car." According to Edmunds, it's the most practical and efficient of the group, with a premium interior and superior materials. Although it's the slowest in a straight line, it offers excellent stability and an S+ mode that simulates gear changes for greater engagement.

2026 Ford Mustang EcoBoost: The "speed king." It's the most powerful and fastest, reaching 0-60 mph about 2 seconds faster than the Prelude. However, Edmunds critics note that, without performance packages, it exhibits greater body roll and understeer compared to lighter rivals.

2026 Subaru BRZ tS: The "track machine." Considered the best car for pure driving enthusiasts, with the most direct steering and superior balance in corners. The suspension is stiff, which sacrifices everyday comfort in exchange for maximum precision.

2026 Mazda MX-5 Miata: The "weekend warrior." It is the lightest and offers the most connected driving experience, allowing you to feel every weight transfer. It is ideal for winding roads, especially in the convertible version, but has the smallest interior and trunk space.

Price and value considerations...As reported by Car and Driver and TrueCar, the Honda Prelude enters the market with a premium price (approx. $43,195), being significantly more expensive than the Subaru BRZ (approx. $33,395) and the Mazda MX-5 (approx. $31,665). The Mustang offers the best cost-benefit ratio in terms of "power per dollar".

Autonews

AUDI

Audi Q3 2026 Diesel: the new 193hp diesel model with a range of 900 kilometers

That the transition to electrification is slowing down is a fact. And there are signs that confirm it, such as the policy of some brands to relaunch diesel. Audi has also joined this trend... or at least that's what it suggests by doubling the diesel options in its smallest SUV, the Audi Q3, which now receives a second TDI variant: more powerful and with all-wheel drive.

The driving dynamics have also been optimized. The Q3 can be equipped with a new suspension featuring twin-valve dampers, which independently adjust compression and rebound damping to maximize comfort and agility. Progressive steering improves maneuverability, especially in urban areas or parking lots, while the Audi Drive Select system now includes a default ‘Balanced’ mode that seeks a balance between efficiency and sportiness.

The German brand expands the range with the Audi Q3 2.0 TDI quattro S tronic with 193 hp, a variant that stands out as the highest-performance diesel option of the compact SUV and is available for both the conventional body and the Q3 Sportback.

Under the hood, you'll find the familiar 2.0-liter four-cylinder turbodiesel engine, producing 193 hp and 400 Nm of torque, available between 1,750 and 3,250 rpm. This engine comes standard with a seven-speed S tronic automatic transmission and the quattro all-wheel-drive system, managed by an electronically controlled multi-disc clutch.

More than 900 kilometers without refueling...One of the main attractions of this new version is its efficiency on long journeys. Official fuel consumption figures range between 6.1 and 6.7 l/100 km, which, combined with the 58-liter tank, allows for a range of more than 900 kilometers without refueling.

But the Q3 TDI quattro doesn't compromise on performance. With this engine, the compact SUV accelerates from 0 to 100 km/h in 7.2 seconds and reaches 221 km/h, figures that put it practically on par with gasoline versions of similar power.

Traction Four, how it works...Inside the clutch is a pack of discs in an oil bath. When 4WD needs to be engaged, the discs are subjected - through the action of an electro-hydraulic pump - to a pressure that, by generating friction, puts the main drive shaft in communication with the secondary shaft connected to the rear axle shafts, increasing the torque transferred to the rear axle. The system detects the car's behaviour and driving style, adjusting the distribution of thrust - which is totally variable - between the axles in real time. 

When starting off or on low-grip surfaces, the clutch intervenes in a fraction of a second: the electric piston pump develops up to 44 bar of hydraulic pressure on the disc pack. The torque transferred to the rear axle is thus proportional to the pressure exerted on the clutch discs. The distribution of thrust also takes place during cornering. When it comes to controlling Audi drive select dynamics, the all-wheel drive brings with it the "offroad+" mode, which adjusts the powertrain output, the intervention logic of the dual-clutch gearbox, traction and stability control, the suspension settings - if adaptive dampers are fitted - and Abs as well as the distribution of thrust between front and rear axle during off-road driving.

Audi Q3 expands its offering with the introduction of the powerful 2.0 Tdi version, combined with Quattro all-wheel drive. Previously offered with a 150 bhp mild-hybrid 48V 1.5 Tfsi and 204 and 265 bhp 2.0 Tfsi petrol engines with all-wheel drive, or with the 272 bhp plug-in powertrain, the Q3 and Q3 Sportback now add the four-cylinder 2.0 Tdi in the 193 bhp and 400 Nm of torque step combined with quattro traction. Values that allow a 0-100 km/h sprint in 7.5 seconds, a full 1.7 seconds faster than the 2.0 Tdi 150 hp variant, and a top speed of 220 km/h. Diesel engines that now account for more than 50 per cent of Q3 registrations. Offered in Business, Business Advanced and S line editions, they are on sale from 52,100 euro for the Standard version and 54,100 euro for the Sportback.

Audi Q3 diesel 4x4, fuel consumption...All-terrain traction and low running costs. Audi Q3 2.0 claims low fuel consumption of 6.1-6.8 litres per 100 kilometres and emissions of 160-177 grams/km CO2. These results are possible thanks to solutions such as separate cooling circuits, the double balancer shaft and the radical reduction of internal friction.

Audi has opened orders and the first units will arrive at dealerships starting this summer. Prices start at €53,230 for the Q3 SUV and €55,130 for the Q3 Sportback, with the usual trim levels: Business, Advanced, S line and Black line.

Autonews

AUTONEWS

Why you need to charge your electric car more often in the cold: Tips from a battery expert

When the temperature drops to -20°C, electric car owners quickly notice it in their wallets. But is it just a matter of driving with the heat on full blast? And what can we do to save the battery as much as possible?

You charged your car to 80% last night, and this morning it's at 78%. The fast charger, which usually takes half an hour, now takes almost two hours. And on the way to work, you notice that the battery percentage is dropping faster than normal.

Senior researcher and battery expert, Fride Vullum-Bruer, explains why batteries behave the way they do, and what users can do to protect the battery as much as possible in the cold.

What happens to the battery in cold weather? When the temperature drops, the chemical processes in the battery slow down, and the internal resistance increases. This means that the battery becomes less efficient at delivering energy. But what actually happens inside the battery and why are lithium-ion batteries particularly vulnerable to cold?

"A battery can be seen as a system where lithium ions must move freely back and forth between two sides—the anode and the cathode—to produce electricity. The ions float in a solution in which electrolytes dissolve and enable the ions to conduct electricity. When it gets cold outside, this substance becomes viscous and sluggish, almost like honey. In the worst case, it can solidify completely. The lithium ions then have trouble moving and cannot generate electricity as easily," Vullum-Bruer says.

She also adds that the battery can "give up" earlier when it is very cold:

"The battery voltage drops faster in the cold, and when it reaches a certain level, called 'cut-off,' the battery will stop altogether, even though there is still energy left. This is a protective mechanism to prevent damage to the battery."

Here are the researcher's six tips for winter battery care:

Preheat the car while it is charging, not afterwards.

Do not charge the battery while the car is cold; instead, charge it immediately after you have been out and about so that the battery is warm.

Avoid charging to 100% on a daily/weekly basis; stop at 80–90%.

Use the steering wheel and seat heating instead of the passenger compartment heating, as these draw less electricity.

Avoid making a lot of short trips when it is very cold outside.

Feel free to add an additional quick charging stop if you have doubts about whether the battery will last for the entire journey.

It's not just about the heater...Many people may think that the range loss in winter is mainly due to driving with the heater on. This is not entirely true. Although heating the passenger compartment uses energy, the most important reason for reduced range is that the battery gets cold and processes run slower.

But how much energy is actually used for preheating and keeping the car warm while driving?

Vullum-Bruer explains, "The amount of energy used to heat the car, and the amount that is lost while driving, depends on several factors, including the size of the car, battery chemistry and, not least, how cold it is outside. The colder it is, the greater the energy loss. For a newer electric car the size of a Tesla Model 3 or Y, it typically takes about 0.5–1.5 kWh for preheating. In addition, 1–2 kWh per hour is often used to maintain the heat while driving."

The figures show that heating the car accounts for a relatively small part of the total energy consumption, especially compared to the effect that the cold has on the battery itself.

"For a battery of around 75 kWh, this corresponds to an energy loss of approximately 2–5%. The energy consumption of steering wheel heating and seat heating is another order of magnitude smaller than this. By comparison, the battery itself can lose 20–50% of its normal range when the outside temperature hovers around -20°C," she adds.

Avoid charging an ice-cold battery...When is the best time to charge? Should you charge the car overnight or is it okay to fast charge on your way to work the next day?

In general, charging is faster when the battery has reached its operating temperature. Therefore, charging when you get home from a trip instead of waiting until the next morning can be a good idea. Fast charging an ice-cold battery can take a long time, because the battery has to first warm itself up.

Vullum-Bruer explains that low temperatures affect all the processes in the battery, including the charging process itself.

"As already mentioned, all the processes in the battery are slower when it is cold. This also applies to charging. The Li-ions are transported much more slowly at low temperatures, which is why it is a good idea to charge when the battery is already warm."

She also emphasizes that charging in the cold, and especially fast charging, can in some cases be harmful to the battery.

"What can happen is that the Li-ions settle on the surface of the anode as metallic lithium, instead of going into the material and being stored between the graphite layers. This is called plating and leads to a loss of active lithium."

Over time, this can have more serious consequences.

"Needle-like lithium filaments called dendrites may also form, which can lead to a short circuit in the battery. In the worst case, this can start a fire in the battery."

Preventing energy loss is key...At the same time, Vullum-Bruer points to several measures that can help reduce the load on the battery, especially now in the winter months. "Preheating the car and battery will reduce energy loss when it is cold outside. Research also shows that the battery will have a much longer lifespan if you do not constantly charge to 100%."

She explains that the longest lifespan is achieved when the battery is operated within a relatively narrow range, which can be challenging to maintain in practice.

"The longest lifespan is achieved if the battery is operated between 40 and 60%. This is generally not very practical in everyday life. However, if you manage to keep the battery between 20 and 80%, the lifespan of the battery will increase considerably compared to constantly charging to 100%.

"This recommendation applies regardless of the temperature outside, but becomes extra important in the cold.

"In that case, you should be particularly careful that the battery does not remain fully charged for a long time. If the car is not used for an extended period, the battery should only be charged to between 40 and 60%."

This contrasts with gasoline and diesel cars, where a full tank is often recommended to reduce condensation.

Better batteries in sight?...What is the status of research when it comes to electric car batteries? Will there be batteries that can withstand cold better, and when can we expect this to happen?

Vullum-Bruer points out that a lot of research into new solutions is happening, but the path from lab to road can be a long one.

"A lot of research into different battery technologies is underway, and not all of them are equally mature or relevant for electric cars. The most promising technology for better EV batteries now appears to be solid-state batteries (or semi-solid) where the liquid electrolyte is replaced with a solid (or semi-solid) electrolyte.

"This technology has been talked about for a long time without it having made it to the market. However, several Chinese players have now announced that they expect scaled-up production within the next one to three years."

The Chinese car manufacturer FAW has recently unveiled its first prototype car with a solid-state battery. Developments indicate progress, but it will still take time before such batteries become part of everyday life for ordinary electric drivers.

Whether and when new battery technology will have an impact on the electric vehicle models currently on the market will depend on further testing, production and commercial maturation. For now, current battery technology sets the framework for how EVs should be used, especially in the winter months, according to the researcher.

Provided by SINTEF

AUTONEWS

Cheaper EV batteries? How a fabrication tweak makes sulfur work in solid-state cells

Spurred by EVs and electrified aviation, global demand for lithium-ion batteries is expected to more than double its 2023 levels by 2030, far outstripping demand, according to S&P Global Insights. New batteries must be powerful, but also affordable enough for industry to adopt on a massive scale. As a battery component, sulfur—low-cost, abundant and with a high theoretical specific capacity—seems tailor-made for the challenge. But so far, that theoretical capacity has stayed theoretical.

Chen-Jui (Ben) Huang is a co-author of a recent paper published in Nature Communications that is cracking the code on sulfur, developing practical, powerful all-solid-state batteries using lithium-sulfur conversion chemistry. Huang is a postdoctoral researcher for the University of Chicago Pritzker School of Molecular Engineering (UChicago PME) and University of California San Diego Nanoengineering department's Laboratory for Energy Storage and Conversion (LESC).

"Pricewise, sulfur is the ultimate inexpensive material that you want to put in the battery," said Huang. "A key limitation of sulfur cathodes is that sulfur is intrinsically insulating, with negligible electronic conductivity and limited ionic transport. As a result, establishing continuous electron/ion percolation is challenging, and a significant fraction of sulfur can remain electrochemically inaccessible, making it difficult to realize the full theoretical capacity."

By finding the perfect particle size for solid-state electrolyte powder and changing the fabrication strategy, the team created a sulfur-based composite cathode that delivers a discharge specific capacity of about 1,500 milliampere-hours (mAh) per gram of sulfur. This puts science closer than ever to tapping sulfur's theoretical capacity of 1,675 mAh per gram. Furthermore, the team successfully demonstrated this performance in a practical pouch cell format, proving the technology's scalability and potential for real-world EV applications.

The work is the result of an ongoing industry–academia partnership with South Korean battery-maker LG Energy Solution through LG Energy Solution's Frontier Research Lab (FRL) program.

"Instead of adding new materials or coatings, this work shows that simply arranging the existing materials more carefully allows sulfur to react much more efficiently," said Seung Bo Yang, a Senior Researcher at LG Energy Solution and Visiting Industrial Fellow at LESC. "By optimizing particle size and how the materials are mixed, the battery can deliver high capacity, practical energy output in an all-solid-state design."

This new research builds on the partnership's prior lithium-sulfur work, part of their ongoing effort to combine solid-state batteries' safety and stability with sulfur's high capacity and low cost.

"High-performing batteries help no one sitting in labs. To hit our energy and climate goals, we need them out working in the real world. That means they must be affordable at scale," said UChicago PME Prof. Shirley Meng, the first corresponding author of the new work. "This partnership between UChicago PME, UC San Diego and LG Energy Solution continues to show that low cost and high performance are not mutually exclusive. In fact, it's the route we must pursue to create lasting real-world impact."

Chen-Jui (Ben) Huang, a postdoctoral researcher at the UChicago Pritzker School of Molecular Engineering and UC San Diego's Laboratory for Energy Storage and Conversion, is a co-author of a new paper that's developing practical, powerful all-solid-state batteries using lithium-sulfur conversion chemistry. Credit: UChicago Pritzker School of Molecular Engineering / Jason Smith

One-step milling...One of the biggest reasons EV makers are exploring all-solid-state batteries is safety. If they crack from age or a car crash, batteries with liquid components can get involved in thermal incidents.

"The intrinsic property of solid-state batteries is that we replace those flammable organic liquid electrolytes with non-flammable solid-state electrolytes," Huang said. "Everything is dry, not a single drop of liquid."

This means all three materials that go into a sulfur-based positive electrode—the sulfur active material, the solid-state electrolyte (SSE), and the conductive carbon—must be powders. Combining them is commonly done either by hand-mixing or through a multi-step milling process where the three are milled to powder separately, then combined.

Hand-mixing performed poorly and multi-step milling suffered from low utilization, implying the sulfur and SSE particles weren't in close enough contact.

The team developed a one-step milling process where all three materials were ground to powder together. In addition to creating a uniform blend, it creates a metastable interphase that partially reacts the sulfide electrolyte with the sulfur cathode material, actually improving performance.

"By enabling higher energy density, this research points toward batteries that could allow electric vehicles to travel significantly longer distances," Yang said.

One major finding was that the SSE particles must be on the micron level for peak performance.

"The particle size of the solid electrolyte matters, because you are combining solid particles with solid particles. So how they stack with each other, or how they can be packed the closest in the cell stack, that matters," Huang said.

The team demonstrated a marked performance improvement in a practical pouch-cell format (left). In contrast to the pellet-cell configuration (right), which typically requires a bulky compression fixture and has its active area constrained by the pellet geometry, pouch cells use sheet electrodes that can be readily scaled to larger areas—highlighting strong potential for EV-relevant designs. Credit: UChicago Pritzker School of Molecular Engineering / Jason Smith

Other benefits...The paper also sets a plan to offset "breathing," a phenomenon where materials expand and contract as they charge and discharge, adding stress and wear as the batteries cycle.

Sulfur-based electrodes "breathe" in the opposite way from the more common nickel–manganese–cobalt (NMC) electrodes: When sulfur tends to swell, NMC tends to shrink, and the reverse is also true. The researchers took advantage of this by pairing a silicon negative electrode with a lithium sulfide positive electrode. As the battery cycles, one side expands while the other contracts, so their volume changes partially offset each other and reduce the net change in stack thickness.

This complementary behavior helps the cell remain mechanically steadier and limits stress buildup. In practice, the team pairs Si with Li2S, and lithiated Si (LixSi) with sulfur, so this out-of-phase volume-change mechanism is maintained across the relevant reaction states.

"Collaboration between industry and academia is essential to keep pace with the rapidly evolving battery market," Yang said. "As demand for electric vehicles and energy storage grows, combining industry's manufacturing expertise with innovative university research helps accelerate the development of next-generation battery technologies."

Provided by University of Chicago

 

AUTONEWS

These are the new EVs we're most excited about in 2026

After years of experimentation and early adoption, automakers are rolling out the next generation of electric vehicles that better align with people's needs and expectations. This year, you can expect to see new EVs that have more range, easier charging, lower pricing and distinctive designs. The experts at Edmunds have identified the five most compelling electric vehicles that will debut in 2026.

BMW iX3...Most luxury electric SUVs to date have been either expensive, high-end offerings or entry-level models with limited appeal. The 2027 BMW iX3 has us excited because it hits the sweet spot of price and space that so many people like about the regular X3. The iX3 is designed from the ground up as an electric vehicle and prioritizes efficiency, interior space, and charging performance in ways earlier EVs could not.

BMW says the iX3 will offer about 400 miles of range, which is considerably longer than what many other current electric SUVs are capable of. That range is complemented by quick charging capability and compatibility with Tesla's Supercharger network for easy long-distance driving. The new iX3 will also boast sporty performance, a classy cabin design and BMW's latest infotainment technology...Estimated release: summer 2026. Estimated starting price: $60,000

Chevy Bolt...The return of the Chevrolet Bolt is significant because it reinforces the idea that EVs don't need to be expensive to be relevant. Chevy positions the new Bolt as a more refined, modern version of the original, produced from 2017 to 2023. The 2027 Bolt is more of an update than a completely new design. It primarily has refreshed styling and quicker charging capability.

Range is expected to be 262 miles on a full charge, and the addition of a Tesla-style charging port gives the Bolt easy access to Tesla's nationwide charging network. That's a major upgrade for a vehicle aimed at affordability and daily usability. The new Bolt offers one of the clearest on-ramps into EV ownership: manageable price expectations, realistic range for commuting, and fewer charging headaches...Estimated release: spring 2026...Starting price: $28,995, including destination

Rivian R2...The Rivian R2 is a hotly anticipated EV because it makes Rivian's adventurous brand design accessible to a wider range of buyers. Rivian, a relatively new automaker that also builds the three-row R1S SUV and R1T, designed the R2 to compete directly with popular small electric SUVs such as the Hyundai Ioniq 5 and Tesla Model Y.

The R2 seats five and has a promised range of more than 300 miles to complement Rivian's focus on off-road capability and performance. It will come with a single electric motor for rear-wheel drive and offer all-wheel drive coming from two or three motors. If Rivian delivers on its promises, the R2 could become one of the most versatile EVs on the market for families, outdoor enthusiasts and urban drivers alike...Estimated release: spring 2026. Estimated starting price: $45,000

Slate Truck...Slate is a brand-new American automaker, and its first vehicle is unlike any other EV currently on sale. It starts out as a no-frills two-passenger electric pickup truck that's shorter than even a Ford Maverick compact pickup. There's no standard audio system, no center touchscreen screen, or even power windows to start. Every Slate Truck comes off the assembly line exactly the same.

However, Slate will let you extensively customize the vehicle after the fact. It will offer a kit to turn the truck into a five-passenger SUV, for example. There will also be different exterior wrap colors and various wheel-and-tire combinations to choose from. The Truck's standard battery is said to provide up to 150 miles of range on a single charge; an optional larger battery extends that to 240 miles...Estimated release: late 2026. Estimated starting price: $28,000

2026 Subaru Trailseeker...The 2026 Subaru Trailseeker will be the brand's second EV after the Solterra crossover SUV. It's longer than the Solterra, offering additional cargo and rear-seat passenger space. It's not too much of a stretch to say the Trailseeker is what the Outback would be if it were to become an EV. It has standard all-wheel drive and a slightly lifted stance to help it perform better on dirt roads and mild off-road trails.

Subaru says the Trailseeker can drive up to 260 miles on a single charge. That's not great for an EV in 2026, but it does offer standard all-wheel drive and quick acceleration. The Trailseeker shares many of its underpinnings with the similarly new Toyota bZ Woodland, so either EV could appeal to you if you like the idea of owning an electric SUV with an outdoorsy vibe...Estimated release: spring 2026. Starting price: $39,995, including destination

Edmunds says...These five vehicles illustrate a move in the right direction for EVs and why 2026 matters for shoppers. From luxury and affordability to utility and adventure, each addresses a different buyer need without asking for major compromises.

© 2026 The Associated Press. All rights reserved.

AUTONEWS

Improved EV battery gains will outmatch degradation from climate change, research shows

Climate change was poised to create an interesting catch-22 for electric vehicles. Electrifying transportation can go a long way to reducing carbon emissions that are driving up global temperatures. But warmer temperatures also accelerate the degradation of batteries, whose performance can be a make-or-break factor for people considering an EV purchase.

In a new study led by the University of Michigan, however, researchers have shown that batteries have gotten a lot better over the past several years. So much so, in fact, that their gains will more than offset their expected heat-related degradation on a warming planet.

"Thanks to technological improvements, consumers should have more confidence in their EV batteries, even in a warmer future," said Haochi Wu, lead author of the study published in the journal Nature Climate Change. Wu performed the work as a visiting doctoral student at the U-M School for Environment and Sustainability, or SEAS.

The team's study combined EV simulations with models of battery degradation and climate change to compare the endurance of old batteries made between 2010 and 2018 with new batteries made between 2019 and 2023. In a scenario where Earth warms by 2 degrees Celsius, old batteries would see their lifetimes drop by an average of 8% up to a maximum of 30%. For new batteries, the average lifetime drop is just 3% and the maximum is only 10%.

"I think these improvements are well-known to experts in the field. But, when I started this project, I was looking at web forums and reading how people were deciding on cars," Wu said. "There are still a lot of durability concerns about EV batteries."

Those concerns were driven, in part, by a rash of incidents about a decade ago where EV drivers in warmer climates saw their battery capacities evaporate, Wu said. But those should be problems of the past, according to the team's analysis.

Hot takes...The researchers looked at battery lifetimes across 300 cities around the world in a variety of warming scenarios and found that the improvements held up globally. In fact, the warmest cities, like those nearest the equator, actually stand to see the biggest gains.

The team's methodology also stood out to experts in the field, as well as to editors at the journal that published the work. Their framework coupled climate projections with experimentally calibrated models of battery degradation and simulations of EV driving behavior to create high-fidelity battery profiles at granular temporal scales, Wu said.

"The authors find an interesting way to model the important role of technological advance in mitigating the negative effect of climate change," wrote the editorial team at Nature Climate Change. The journal also invited Wu and Craig to submit a research briefing about their work, making it more visible and accessible to the research community.

There are some important caveats associated with the study's results, however, pointed out senior author, Michael Craig, associate professor at SEAS and the Department of Industrial and Operations Engineering, or IOE. Importantly, the team used two representative EVs for their work, the Tesla Model 3 and the Volkswagen ID.3.

"In regions like Europe and the United States, we feel like we've got a good handle on the battery technology that's available in those regions," Craig said. "But when we're looking at cities in India or sub-Saharan Africa, for example, they may have very different vehicle fleets—and they almost certainly do. So our results may be optimistic for those regions."

In these regions, the impacts of warming are also going to be worse and felt more acutely, which highlights another dimension of how inequalities are exacerbated by climate change. This theme also came through in another recent study by Craig and Wu.

On a planet that warms by an average of 2 degrees Celsius, electric vehicles with batteries made between 2010 and 2018, would see their lifetimes decline by up to 30%, according to new research from the University of Michigan. But, thanks to improved technology, newer batteries made between 2019 and 2023, that degradation maxes out at just 10%. Credit: H. Wu et al. Nat. Clim.

Road maps to resilience...Published in the journal Joule, the researchers' related project was inspired by a similar question about how global warming would impact rooftop solar cell performance. In particular, they examined where climate change would push solar panels into high-temperature risks and extreme high-temperature risks, which are technical thresholds defined by the International Electrochemical Commission, or IEC.

These high-temperature risks can accelerate the degradation of conventional solar panels, which can reduce their reliability and prompt sooner-than-expected replacement.

They found that, under the current IEC standards, those risks are underestimated for more than half of our existing and future rooftop photovoltaic installation capacity. Again, these risks will be most acute where warming will be the greatest, which are often low- and middle-income areas.

"On the solar side, we're saying we know the risk is coming, so we need to prepare for it and update our standards. But if you update the standards, there's a whole menu of options available to panel developers, manufacturers and installers that can deal with that risk," Craig said. "Just like EV technology is mitigating that risk, we can mitigate the risk in solar. We just need to have some foresight."

Although that by itself doesn't solve the issues of inequity, it does mean that groups looking for answers can focus on how the technology is deployed rather than whether it exists.

"More vulnerable regions are going to suffer a larger negative impact from climate change, but we're finding technological improvements can mitigate that," Wu said. "That is good news."

Parth Vaishnav and Jiahui Chen of U-M also contributed to the Nature Climate Change study. Qinqin Kong and Matthew Huber of Purdue University were co-authors of the Joule report. Mingyan Sun of Peking University was a collaborator on both projects.

Provided by University of Michigan