Aptera unveils production-ready solar electric vehicle
VTE Published By:
Society of Automotive Engineers - Australasia
ABN: 95 004 248 604
Address:
VACC House
650 Victoria Street, North Melbourne VIC 3051
Phone: 0403 267 166
Email: info@sae-a.com.au
Web: www.saea.com.au
General Manager
Angela Krepcik
Email: angela@sae-a.com.au
Membership & Subscriptions
Rose De Amicis
Email: rose@sae-a.com.au
Events
Sabah Zaman
Email: events@sae-a.com.au
Board of Directors:
Martha Oplopiadis (President Elect)
Paul Nation (Treasurer)
Angela Krepcik (Board Director)
Mohammed Fard (Conference Director)
Bernie Rolfe (FISITA & SAE-A Liaison)
James Soo (Autonomous/EV)
Michael Waghorne (Director Truck and Bus)
Magazine Production:
Editor
Allan Edwards
Email: editor@sae-a.com.au
Mobile: 0409 570 643
Design
Brigid Fraser
Email: fraseram@optusnet.com.au
Mobile: 0413 009 122
Advertising
Jill Johnson
Jill Johnson Media
Email: jj@jilljohnsonmedia.com.au
Mobile: 0409 217 624
VTE Industry Partner:
Excellerate Australia
Follow SAE – Australasia:
Welcome Martha Oplopiadis – President Elect
Society of Automotive Engineers – Australasia would like to welcome Martha as President Elect.
We are very pleased to welcome Martha to the position of President Elect, for the Society of Automotive Engineers – Australasia (SAE-A), the first female President Elect in nearly 100 years. She comes with passion and enthusiasm and looks forward to making a difference! Here’s a little bit about Martha’s background and experience:
Martha brings a wealth of knowledge and experience to SAE-A and over the years has worked in the background as a Board member driving membership and change.
During the day, Martha is an accomplished executive, possessing a wealth of experience in general management, policy development, governance, engineering, innovation, and project delivery in both the government and private sectors.
Her distinguished career has seen her implement strategies to improve financial performance, increase organisational capability and deliver outcomes in complex operational and technical environments.
With excellent stakeholder management skills, Martha is visionary and influences the right outcomes through problem solving, critical thinking and strategic and effective resource management.
Martha’s attributes have enabled her to apply these skills to a variety of industry sectors after many years as an engineer in the automotive industry. Now she is working on one of Victoria’s most significant rail projects, the Metro Tunnel Project for Metro Trains Melbourne.
In this role she is responsible for fostering strategic relationships with government on
complex infrastructure decisions, technology, systems processes and compliance.
Her leadership style is that of authenticity, resilience, and her dedication to achieving organisational priorities and solid financial outcomes is always high on her agenda.
Martha’s life as an engineer has created many leadership opportunities requiring accountability for commercial and financial decisions, developing complex systems in challenging engineering environments, and delivering significant programs with national and international companies such as Metro Trains Melbourne, Alstom, General Motors Holden and The Ford Motor Company as well as procurement initiatives for the State Government.
With a degree in Electronics Engineering from Swinburne University, and esteemed recognition as a Fellow of Engineers Australia and Member of the SAE-A, Martha further amplifies her impact by serving as SAE-A’s first female President-Elect. In her new role she is committed to advancing STEM skills development and transitioning from mainstream automotive to fostering change within the mobility engineering sector in Australia and New Zealand.
SAE-A is now recruiting new Directors to the Board
Society of Automotive Engineers – Australasia has several Board vacancies
Please join the SAE-A Board and Management team in welcoming Martha to this extremely exciting and challenging opportunity. If you are committed and want to make a difference to the future of SAE-A and play a part in its development, it would be great to hear from you.
New members join SAE-A to access PERS
Segula and iMotiv join SAE-A to ensure they meet requirements under Victoria’s Professional Engineers Registration Scheme (PERS).
One of the many benefits of joining the Society of Automotive Engineers – Australasia (SAE-A) is access to Victoria’s Professional Engineers Registration Scheme (PERS).
Two companies, Segula Technologies Australia and iMotiv have recently joined SAE-A in order to be assessed by the SAE-A to meet the requirements of PERS.
SAE-A is an assessment entity for mechanical engineers in Victoria, enabling the continued advancement of the engineering profession through the professional development requirements set out in this scheme.
The Victorian PER Act 2019 requires any person who provides professional engineering services to be registered unless they work under the direct supervision of a professional engineer who is registered to practise or work only in accordance with a prescriptive standard (which is very rare).
The Act addresses the four requirements, which apply to the scheme:
• Adequately provides for the assessment of qualifications and competencies of engineers in an identifiable area of engineering i.e., structural, civil, mechanical, electrical, or fire safety engineering.
• Is consistent with national and international standards for the recognition of professional engineers.
• Includes procedures for the assessment of applicants for registration and endorsement that are conducted in an independent and professional manner.
• Includes adequate CPD (Continuing Professional Development) requirements for professional engineers and an effective audit program to ensure registration and endorsement requirements are met.
iMotiv was formed in 2022 and is located in Melbourne. The organisation was created off the back of the changing automotive industry in Australia, with an abundance of talented engineers and a diverse range of skill sets. With a passion to share its capability the company formed its own organisation to provide value as an engineering service provider. iMotiv offers product design, development and validation expertise. The company tailors its resources and solutions to meet its client’s needs, utilising its diverse skills, talent and experience.
iMotiv engineers are regular volunteers for Formula SAE-A.
Segula Technologies Australia is a global
Mayor supports Formula SAE-A
engineering group, serving all major industrial sectors, including: automotive, energy, rail and naval. It has a presence in over 30 countries and 140 offices worldwide. The group is committed to building close relationships with its customers through the skills and experience of its 15,000 employees worldwide.
Segula Technologies Australia is one of Australia’s leading engineering companies with innovation at the forefront of its strategy. The company carries out large-scale projects, from research to industrialisation and production.
Segula Technologies Australia has just opened a new office in Melbourne to develop its automotive, rail, medical and defence activities. The office will serve as the company’s Asia-Pacific headquarters. Look out for full profiles of both companies in future editions of Vehicle Technology Engineer.
Shaking 100 hands in a matter of seconds, the Mayor of Brimbank City Council turns it on at the 2024 Formula SAE-A event
The 2024 Formula SAE-A awards ceremony welcomed the Mayor of the Brimbank City Council on Sunday 8 December at Calder Park Raceway. Shaking the hands of all the winning team members of Monash Motorsports - as they victoriously came together to collect the overall prize for the Electric Vehicle class. It was such a delight to have Cr Thuy Dang, who now leads the Brimbank City Council for the 2025 year, attend our event. As first time Mayor, she was elected unanimously by her fellow Councillors and she is onto a good start with her enthusiastic and vibrant approach to supporting Formula SAE-A and the enormous effort everyone puts into the event as she gratefully acknowledged the university students, faculty advisors, volunteers and the organising committee.
Her rich personality is perfectly matched to the City’s vibrant, multicultural, and fastgrowing jurisdiction.
SAE-A is extremely grateful for the tremendous support that the Brimbank City Council provided to the 2024 Formula SAE-A and looks forward to developing a relationship with the City as we continue to advance the competition into the future.
The Mayor was joined by a number of her fellow Brimbank councillors.
Vehicle-to-grid capabilities now available for Mitsubishi PHEV owners
The OEM has teamed up with V2Grid to make this possible
Mitsubishi Motors Australia Limited (MMAL) has collaborated with South Australian EV charging specialists V2Grid Australia to access its newly developed CHAdeMO bi-directional charger, enabling vehicle-togrid (V2G) capabilities for Mitsubishi PHEV owners.
The organisations state this technology is the first Australian-developed bi-directional charger available to the market and provides the enabling hardware for existing Mitsubishi Outlander PHEV and Eclipse Cross PHEV owners to take full advantage of bi-directional charging.
Mitsubishi Motors Australia’s eMobility Manager, Tim Clarke, said Mitsubishi’s popular Outlander and Eclipse Cross PHEV models allows Australians to access the benefits of an electric vehicle – including bi-directional charging capability – while maintaining stressfree driving for longer trips.
“Mitsubishi Motors Australia is proud to be collaborating with V2Grid Australia to enable bi-directional capability for our PHEV customers,” Tim said.
“V2Grid Australia’s South Australian headquarters provided our team an opportunity to work hand-in-hand with their software and hardware developers, conduct on-site compatibility testing, and confirm our PHEV vehicles and the V2Grid Australia bidirectional charger can deliver vehicle-to-grid and vehicle-to-home capability.
“We are looking forward to discussing further collaboration opportunities with V2Grid Australia as we continue to expand our customer’s PHEV experience beyond the vehicle itself.”
V2Grid Australia Co-Founder, Matthew Downie, said the CHAdeMO bi-directional charger was developed specifically with the Mitsubishi Outlander and Eclipse Cross PHEVs in mind.
“Bi-directional charging delivers a range of opportunities for PHEV and BEV owners and it’s only set to increase in popularity,” Matthew said.
“We wanted to cater for all EV generations, and working closely with Mitsubishi on developing this solution has delivered this.
“The ability to access both vehicle-to-grid and vehicle-to-home technology is a real game changer for those looking to take full advantage of their PHEV or EV.
“V2Grid Australia is proud to deliver this product to market and anticipates significant interest based on initial feedback and preorders.
“V2Grid Australia exists to make EV charging and vehicle-to-grid technology accessible and affordable as we continue our commitment to providing solutions to pave the way for a more sustainable future.”
V2Grid Australia encourages parties interested in bi-directional charging to visit its head office in Adelaide, to experience the technology firsthand.
For more fromV2Grid Australia, visit www.v2grid.com.au
GM Design Chief to retire
Michael Simcoe will retire after a 42-year career with the company, effective 1 July 2025
Upon his retirement, the Senior Vice President of GM Global Design, Michael Simcoe, will be succeeded by Bryan Nesbitt, currently Executive Director of Global Cadillac Design.
Bryan will lead GM Global Design, effective July 1 – becoming just the eighth GM Design Chief in nearly a century. Michael will remain in his current role until July 1 to ensure a smooth handover.
“Michael is a visionary designer and leader,” GM President, Mark Reuss, said.
“He has elevated automotive design not just at GM, but the world over. Under his leadership, GM Design has created a stunning vehicle portfolio that customers love.
“His focus on the customer, keen eye for detail, and an emphasis on the future made Michael everything we could have asked for in a chief designer.
“He also fostered a deep, collaborative relationship with engineering and manufacturing to push the boundaries of creativity and execution. Michael and his team have cemented design as a fundamental competitive advantage for GM.
“At the same time, we’re thrilled to have Bryan step up to lead GM Design, where he will use his considerable talent and formidable leadership skills to take us into the future.
“He has a long history with all our brands, and a deep understanding of our customers. As seen in his recent work at Cadillac, his design statements are only getting better and bolder.”
For more from GM, visit www.gm.com
Hycel research partnership to deliver fuel cells to the aviation industry
The industry-research partnership is said to exemplify Deakin’s pivotal role in supporting industry innovations which deliver a more sustainable world
Deakin University’s Hycel and AMSL Aero have announced a research partnership which will help to deliver higher-performing hydrogen fuel cells for aviation applications.
“Hycel’s role is to support industry to develop, test, scale and adopt hydrogen technologies to reduce our reliance on fossil fuels,” Hycel Director, Professor Tiffany Walsh, said.
“We do this by providing specialist hydrogen infrastructure, equipment, expertise and research insights that are currently unavailable to Australian industry.”
Hycel Technology Hub is located at Deakin’s Warrnambool campus in southwest Victoria. It is equipped with high pressure, high flow hydrogen labs, with Hycel stating this is the only hydrogen fuel cell testing equipment of its kind in Australia and has provision for industry co-location.
AMSL Aero is the first industry partner to access commercial testing of fuel cells at Hycel, following the facility’s official opening in October 2024.
“AMSL Aero’s partnership with Hycel will help to verify fuel cell performance and durability for remote and regional flight applications, which is a key step in the development of Vertiia, Australia’s first passenger-capable, emission-free, long-range hydrogen-powered vertical take-off and landing (eVTOL) aircraft,”
AMSL Aero’s Senior Project Engineer, Simon Coburn, said.
“Our partnership leverages hydrogen expertise from AMSL’s international fuel cell
partner, and combined with AMSL and Hycel personnel, develops cross sector hydrogen expertise for Australia.”
AMSL Aero is a home-grown Australian aerospace company with a clear mission to manufacture an aircraft that will save lives as an air ambulance and emergency response vehicle and quietly revolutionise passenger and cargo transit in remote and regional areas.
Vertiia is powered by hydrogen and provides fast, emissions-free air transport. It takes off and lands vertically like a helicopter and uses less energy per seat than a high-speed train.
Hycel is Deakin University’s hydrogen hub with a hands-on approach to real-world hydrogen application.
Hycel partners with industry to validate and optimise hydrogen technologies, energy systems, materials and manufacturing processes and develops education and social licence pathways and products to support the energy transition.
“We designed Hycel Technology Hub to provide hydrogen fuel cell prototyping, assembly, testing and validating capability to unlock new markets for industry and support growth of low and zero-carbon solutions,”
Professor Walsh said.
“It’s exciting to welcome AMSL Aero as another industry partner working towards developing hydrogen technologies that will reduce emissions and increase efficiency.”
For more information, visit www.deakin.edu.au
Michael Simcoe
Bryan Nesbitt
Used EVs retain healthy batteries long-term
Concerns over used EV battery longevity may be a thing of the past, according to Pickles’ latest Quarterly Automotive Report
Pickles says early results from the Pickles Electric Vehicle (EV) battery health assurance process reveal that used EV batteries retain remarkable performance:
• Average battery health exceeds 90 per cent, even for vehicles with more than 120,000k on the odometer.
• Hyundai EVs tested show an impressive 99.31 per cent battery health, with BYD closely following at 98.62 per cent, both surpassing Tesla’s long-standing benchmark.
• Used EV sales at Pickles surged by 190 per cent in 2024, nearly tripling the 2023 total, with an unprecedented 120 EVs sold in the fourth quarter alone.
“These results provide some of the first insights available in the Australian market are in relation to used EV battery health,” Pickles Chief Commercial Officer, Fraser Ronald, said.
Driving confidence in the used EV market
The Pickles EV Battery Health Assurance Process has tested more than 250 vehicles to date across major Australian cities.
The findings challenge common assumptions, showing that even four-year-old EVs average at least 93 per cent battery health, reassuring buyers of their longevity and value.
“We’re giving buyers the confidence they need to embrace electrification without hesitation,” Pickles General Manager of Automotive Solutions, Brendan Green, said.
EV sales surge amid market evolution Pickles states it is Australia’s leading remarketer of EVs, selling what it describes as a “record breaking” 334 EVs in 2024, up from 115 in 2023.
With growing variety, falling prices, and a surge in supply driven by the Fringe Benefits Tax (FBT) exemption, Pickles says the used EV market is more accessible than ever.
“Private buyers are leading the charge, with 51 per cent of EVs sold at Pickles going to individual customers, compared to just 24 per cent for petrol and diesel vehicles,” Fraser said.
NVES and the future of automotive markets
The Federal Government’s New Vehicle Efficiency Standards (NVES), set to enforce stricter emissions targets in 2025, could reshape Australia’s automotive landscape. While no immediate price impact is evident, Pickles says it is closely monitoring trends and anticipates shifts in buyer demand for light commercial vehicles – which account for 22 per cent of the new car market and are a staple of Pickles’ offerings.
To view the full report, visit www.pickles.com.au/ campaigns/electric-hybrid-cars
Vehicle-to-grid roadmap a turning point for Australia’s energy future
The EVC welcomes a new roadmap released by ARENA
The Electric Vehicle Council (EVC) has described the release of a national roadmap that enables EVs to connect to the grid as a crucial step towards lowering power bills and stabilising the grid.
The Australian Renewable Energy Agency (ARENA) recently released a ‘National Roadmap for Bidirectional EV Charging,’ which outlines modelling, opportunities and recommendations.
EVC Chief Executive Officer, Julie Delvecchio, noted that the roadmap for bidirectional charging has the potential to unlock significant economic and energy system benefits and coordinated action is needed to realise its full potential.
“Australia is a world leader in rooftop solar. This gives us a running start to be a world leader in bidirectional EV charging as well, if we choose to be,” Julie said.
“Our abundant solar energy creates
opportunities for EVs to store excess daytime generation and discharge it to the grid when needed.
“Bidirectional EV charging is one of the keys to unlocking lower energy prices for everyone, not just the EV drivers, and to provide electricity reliability.
“The batteries in our cars can do more than just power our drives across the country. EVs can keep the lights on, the barbecue running, and the music playing as we go about our lives across the country. They can store and share energy to support homes, businesses and the grid.
“This national roadmap for bidirectional EV charging is a landmark piece of work. We have worked with ARENA in the development of this roadmap and the technical standards, government engagement and supplier education work over the last few years that have preceded it.
“The EVC congratulates the government and encourages it to consider the recommendations in the report calling for time-limited rebates for installations, support for manufacturers homologating products to our market, and work on communication and awareness of the benefits of bidirectional EV charging.
“Australia became a world leader in rooftop solar because the government engaged with early-stage commercial support.
“We went from 1,115 rooftop solar installations in 2006 to 360,745 installations in 2011, off the back of targeted government support.
“In the same vein, we encourage the government to work with industry to make bidirectional EV charging a reality for all Australians.”
For more from the EVC, visit www.electricvehiclecouncil.com.au
OHM Group invests in rooftop solar
The group says this investment will allow it to supercharge fast-growing EV sales
The Spirit Motor Group, the retail division of OHM Group – a leading automotive distributor and retailer in the Republic of Ireland –recently announced the successful installation of a pilot solar plant at its flagship Jaguar Land Rover showroom in Dublin.
Representing a strategic move to align with the growing demands of the electric vehicle (EV) retail market, the innovative DC-optimised rooftop solar system (powered by SolarEdge) will provide clean, reliable power to the site’s Jaguar Land Rover showroom and a newly built EV preparation centre located on the same site.
The 470-panel solar system is expected to generate around 160MWh of electricity each year. This is forecasted to offset approximately 50 per cent off the site’s high energy use, saving more than €50,000 annually. Payback is expected in less than three years.
OHM Group is an exclusive distributor and retailer of international brands and related aftersales services in the automotive and power solutions markets in Ireland. Its
decision to invest in solar followed a sharp rise in the company’s electricity bills.
“With the motor industry transitioning from ICE to electric vehicles, our business needs have evolved,” said Gerard O’Farrell, the Managing Director of Car Division at OHM Group.
“Our energy usage has gone up by 50 per cent in the last two years alone, and we expect this increase to continue.
“Installing solar systems will not only support our increased electricity requirements
for EV charging but also underscores our commitment to sustainability.
“Through this project we’re hoping to set a new standard in the automotive industry.”
The solar plant at the Dublin facility comprises two separate arrays: 260 modules are installed on the Jaguar Land Rover showroom and a further 210 modules are sited on the new EV preparation centre workshop.
Key to achieving such a rapid payback period for this project was the company’s decision to use SolarEdge’s DC-optimised inverter technology.
The solar system uses Power Optimizers attached to each pair of solar modules to maximise energy production by overcoming issues such as soiling, shading and module mismatch that can limit production in nonoptimised systems.
The Power Optimizers also allow the monitoring system to provide highly-granular data on module and system performance – enabling OHM Group to track energy production and consumption across the two buildings and multiple EV charging stations in real-time.
To showcase its commitment to sustainability, the company has installed a live feed from the SolarEdge monitoring platform, enabling visitors to see how much energy is being generated by the system on the Jaguar Land Rover showroom, as well as the associated carbon offset.
For more information on OHM Group, please visit www.ohm.ie
Nissan unveils advanced driverless technology
Nissan has launched new driverless technology with advances aimed toward commercialisation of AD mobility services
Nissan has showcased its latest autonomous-drive (AD) technology in Yokohama’s Minato Mirai area. For the first time in Japan, a test vehicle with no driver in the car has navigated a public road in a complex urban environment.
Nissan has developed this proprietary technology for a mobility service it plans to launch in Japan. This is a significant step to empower mobility by resolving transportation service challenges faced by local communities, such as driver shortages resulting from an aging population.
By leveraging its technology, Nissan will provide a broad range of new services that enable freedom of mobility. Nissan is maximizing its efforts to establish and verify the safety of AD technology tailored to different traffic conditions worldwide.
To do this, it is utilising insights and technologies gained through research in Japan, research in Silicon Valley conducted by the Nissan Advanced Technology Center, and participation in the UK’s evolvAD project.
The latest test vehicles are based on the Serena – Japan’s top selling minivan – and incorporate 14 cameras, nine radars and six LiDAR sensors. The roof-mounted sensors offer significantly expanded detection by taking advantage of the height of the Serena and enabling more accurate detection of its surroundings, compared to earlier test vehicles.
In addition, the use of AI has significantly enhanced recognition, behavioral prediction and judgment as well as control, delivering
smooth operation in a variety of complex scenarios.
To ensure the utmost safety for the test vehicle demonstration, Nissan engineers verified an extensive number of possible scenarios along the driving route, added an immediate stop function for emergencies, and introduced intentional redundancies.
Since 2017, Nissan has been demonstrating and testing AD technology. Currently, Nissan is planning service demonstration tests involving approximately 20 vehicles to take place in Yokohama in 2025 and 2026 and is building an operational framework and service ecosystem with stakeholders. Leveraging the test results, in 2027 Nissan aims to provide autonomous driving mobility services, in collaboration with municipalities and transportation operators, with remote monitoring.
This initiative will be promoted in close cooperation with Japan’s Ministry of
Economy, Trade and Industry; the Ministry of Land, Infrastructure, Transport and Tourism; other government ministries, and Yokohama City.
The ministries will also promote initiatives to create new autonomous mobility services through their Level 4 Mobility Acceleration Committee. Nissan will continue to advance its technology while establishing services in Yokohama based on development and verification results both in Japan and abroad. The tests are being conducted using remote AD systems equivalent to SAE Level 2 automation in line with Japan’s guidelines for deregulation approval for vehicles equipped with remote autonomous driving systems and the criteria for granting permission for road use in demonstration tests of automated driving on public roads.
The vehicles are monitored remotely, and a remote driver can take control and drive the vehicles as necessary.
Russ O’Blenes to lead Cadillac Formula 1 power units venture
Earlier this year, TWG Motorsports and GM announced the formation of GM Performance Power Units LLC
The new GM Performance Power Units LLC company is designed to put Cadillac on the path to being a “full works” team – building Formula 1 vehicles and power units – by the end of the decade.
Industry veteran Russ O’Blenes has been named as the Chief Executive Officer of the new venture, which will build powertrains for the Cadillac Formula 1 team that will be on the grid in 2026.
With more than 30 years of motor racing engineering experience, Russ is currently director of the GM Motorsports Propulsion and Performance team.
He joins TWG Motorsports and GM’s roster of innovators, creating a world-class technological base for the new Formula 1 team.
“We’re delighted to welcome Russ to this pivotal role,” TWG Motorsports Chief Executive Officer, Dan Towriss, said.
“His expertise and leadership will be instrumental as we lay the foundation for Cadillac’s Formula 1 journey.
“Together with Team Principal Graeme Lowdon, they will lead the team in setting new standards of performance and innovation in the sport.”
Russ’ career includes powertrain development for championship racing teams and award-winning production vehicles.
He also led development of the GM Performance and Racing Center in Pontiac,
Michigan, and the commercialisation of the brand’s eCrate initiative for performance car builders and EV enthusiasts.
“Russ brings vast experience from many championship racing series, and has outstanding technical expertise, including spearheading our hybrid IMSA Cadillac and Corvette C8.R engines that are proven winners,” GM President, Mark Reuss, said.
“In F1, we’re going to demonstrate GM’s engineering and technology capabilities on a global stage, and Russ is the right choice to lead the Power Unit team that will make it happen.”
Development and testing of the team’s Formula 1 prototype engine technology is already underway. Engineering the F1 power unit will leverage and advance GM’s expertise in electrification, hybrid technology, sustainable fuels, high efficiency internal combustion engines, advanced controls, and software systems. Plans are in place to open a dedicated facility for Performance Power Units LLC near GM’s Charlotte Technical Center in 2026.
“I am truly excited to have the opportunity to build and lead the team that will bring an American built F1 power unit to the grid,” Russ said.
“GM PPU is currently ramping up its team and is hiring in all areas of the business.”
For more from GM, visit www.gm.com
Stellantis and Zeta Energy announce agreement
The organisations will work together to develop Lithium-Sulfur Electric Vehicle (EV) Batteries
Stellantis N.V. and Zeta Energy Corp have announced a joint development agreement aimed at advancing battery cell technology for electric vehicle applications.
The partnership aims to develop lithium-sulfur EV batteries with game-changing gravimetric energy density while achieving a volumetric energy density comparable to today’s lithium-ion technology.
For customers, they say this means potentially a significantly lighter battery pack with the same usable energy as contemporary lithiumion batteries, enabling greater range, improved handling and enhanced performance.
Additionally, the technology has the potential to improve fast-charging speed by up to 50 per cent, making EV ownership even more convenient.
Lithium-sulfur batteries are expected to cost less than half the price per kWh of current lithium-ion batteries.
“Our collaboration with Zeta Energy is another step in helping advance our electrification strategy as we work to deliver clean, safe and affordable vehicles,” Stellantis Chief Engineering and Technology Officer, Ned Curic, said.
“Groundbreaking battery technologies like lithiumsulfur can support Stellantis’ commitment to carbon neutrality by 2038 while ensuring our customers enjoy optimal range, performance and affordability.”
“We are very excited to be working with Stellantis on this project,” Zeta Energy Chief Executive Officer, Tom Pilette, said.
“The combination of Zeta Energy’s lithium-sulfur battery technology with Stellantis’ unrivalled expertise in innovation, global manufacturing and distribution can dramatically improve the performance and cost profile of electric vehicles while increasing the supply chain resiliency for batteries and EVs.”
The organisations state the batteries will be produced using waste materials and methane, “with significantly lower CO2 emissions than any existing battery technology.”
Zeta Energy battery technology is intended to be manufacturable within existing gigafactory technology and would leverage a short, entirely domestic supply chain in Europe or North America, it says.
The collaboration includes both pre-production development and planning for future production. Upon completion of the project, the batteries are targeted to power Stellantis electric vehicles by 2030.
For more information, visit www.stellantis.com and www.zetaenergy.com
Russ O’Blenes
Spotlight on Michael Franks
From volunteering at Formula SAE to Formula 1, Michael Franks is a very busy man
Michael Franks is best known to SAE-A members as Lead Technical Inspector for Formula SAE-A, a position he has held for the past five years.
“I do enjoy it,” he says.
“It’s enlightening really to see the students build their cars and bring them to the competition and it’s incredible the way that they build them and the access to technology that they have.
“You don’t see that sort of event anywhere else. At the Australian Grand Prix they put on a display, but a lot of the general public don’t really have an appreciation for what it’s all about.”
Michael has also been volunteering as an official for Motor Sport Australia since 2016. He has worked at nine Australian Formula 1 Grands Prixs in Melbourne and three British Formula 1 Grands Prix at Silverstone.
“My wife and I fly to the UK and I volunteer at Silverstone, fortunately I’ve got some cousins in the UK. My Dad was born there and so we stay with my cousin for a while and we make a holiday out of it for a month,” Michael says.
He visits the UK every second year and the USA every other year where he volunteers for the IndyCar Grand Prix at Portland Oregon.
This year he and his wife, Sue, are hoping to also attend a NASCAR Xfinity race.
Michael is actually a qualified pastry chef by trade, but he grew up around cars.
“My Dad was a motor mechanic, so I was always brought up around cars and we currently run an Ultratune out here in Lilydale, so I got involved in the SAE-A through Ultratune,” he explains.
He still works for Ultratune as a mechanic.
At the 2024 Australian Grand Prix, Australianborn McLaren driver, Oscar Piastri, presented Michael with the “Outstanding Marshall of the Event Award”. He was selected from over 940 volunteer officials at the event.
“They escorted me on to the grid while the grid walk was happening, and the national anthem was playing. All the drivers were out there for the national anthem and Oscar presented me with the trophy and Greg Rust did a little interview with me out on the main straight. The grandstand went wild; it was pretty surreal to be honest,” Michael enthuses.
“And then I was fortunate enough to stand there and watch the race start from pit lane as well, which I’ve never done before.
“It made me feel pretty special. I really felt like I didn’t deserve it, but I know that I’d worked very hard for the team of volunteers and for everybody involved.”
Michael believes volunteering gives him a real feeling of accomplishment.
“It provides a sense of achievement and also mateship; you meet some people that you only see at race events so then you look forward to the next event to be able to catch up with that person,” he says.
Outside of being presented the Award from Oscar, Michael describes being acknowledged for his efforts at international events as his greatest excitement.
“At the IndyCar Grand Prix in Portland I arrived from Australia with Sue and we were
(Centre) Michael Franks
recognised for how far we’d travelled to volunteer at their event. We even received a Person Whose Travelled the Most Distance Award, but anyone coming from Australia is an automatic winner” he says.
Michael refelected that he keeps in regular contact with the friends he has made through volunteering, even the ones he has met overseas.
He mainatins that everyone should volunteer at some stage in their life.
“I’d highly recommend it, especially if you don’t have things to do on the weekend,” he says.
Michael believes volunteering is a great place to develop new skills.
As well as Oscar, Michael has met many racing drivers while volunteering; including Kiwi IndyCar ace Scott McLaughlin, Aussie Will Power and US star Sebastien Bourdias, as well as Formula 1 and motorsport personalities, the late Eddie Jordan, Barry Sheen, Damon Hill, Michael Schumacher, the late Sir Frank Williams and Jacques Villeneuve. But by far the most interesting experience was when he met seven-time World Formula 1 Champion, Lewis Hamilton.
At the 2018 British Grand Prix Hamilton drove a van into the volunteers camping grounds and handed out beers.
“That was one of the most interesting times I’ve had at an event. It just started as a rumour and then he was there driving around the marshals’ campground in a van. There must have been over 600 people camping there. And Lewis appeared with his van loaded with beer and he shared it with anybody who wanted it really, he was such an engaging personality” Michael says.
He also volunteers at Supercars events at Sandown and the Gold Coast each year, and on his spare weekends he helps out at drive experience days for Fasttrack Race Experience.
And as if he’s not busy enough, he also works as an extra for television shows. He has starred in Neighbours, Jack Irish, the High Country, Wentworth and even Sportsbet adverts.
Michael & John Bowe
Oscar Piastri & Michael
Creating the ‘App store’ for autonomous vehicles
Australian company Applied EV has proved successful by developing autonomous electric vehicles for real world applications
Applied EV is proving everyone wrong. While many Australian manufacturing companies are folding or relocating offshore, this innovative business is thriving and has no plans of leaving this country.
Julian Broadbent and Shane Ambry founded the company in 2015. Shane was previously working for Telstra, while Julian started his working life with Gibson Motorsport before spending 20 years at General Motors.
His time at General Motors included a fouryear stint in Detroit where he was Director of Advanced Planning.
It was during this time that his interest in autonomous vehicles was first piqued.
He describes autonomous vehicles as “basically software” and joked that at the time they first started the company said that if development was left up to traditional computer software companies, every time an autonomous vehicle was started it would need to run an update, and they would constantly crash with no real reason or questioning!
He pointed out that he and Shane were not the typical startup types who are traditionally straight out of university.
“We didn’t have some of the things that the younger folk had but we certainly had a lot of experience,” he says.
Julian pointed out that most traditional car manufacturers had access to the same
technology as Tesla, but didn’t end up massproducing EVs as there was no ‘ready-made’ market.
“Tesla took the gamble of building the product before the market was ready,” he says.
“They developed the market by rolling out their own charging infrastructure. There was the Nissan Leaf running around but it wasn’t
until Tesla developed the market that EVs were really viable.”
Julian believes it is for this same ‘lack of infrastructure’ reason that hydrogen will struggle to find a market.
He said they didn’t have a real vision of what the business was going to be when they started but knew they had to “jump the curve”.
Julian Broadbent
He and Shane thought there was all this technology and software around but it wasn’t being developed at any great rate due to car manufacturers’ reluctance to invest in areas that lacked in instant market. GM’s OnStar system was actually the industry leader at the time. There were no connected Fords or BMWs for example.
GM’s OnStar was about as connected as you could get,” Julian says.
“So all of these sorts of things that we take for granted now, including automation, electrification, they didn’t exist or they were in their infancy. We knew that we needed to jump the curve. We didn’t want to play a role in the next thing; we wanted to play a role in anything after that.”
After some initial research Julian and Shane linked up with the University of Sydney’s robotics lab and built a small buggy with autonomous software.
They were also clever enough to know that they needed to start thinking about ‘real world’ applications for autonomous vehicles. Their business philosophy from the very early days became about practical commercial cases and applications. What they didn’t know at the time was that there would be $150 billion
spent on the developing of autonomous vehicle software by Silicon Valley!
“We are not an end of the rainbow style of business where, you give us a hundred million, a billion dollars and we’ll deliver world domination of autonomous vehicles,” Julian says.
“We don’t think like that. We’re a lot more pragmatic. The pragmatism comes around what’s really possible from a regulatory and a safety point of view. So, the application cases that we prefer are the ones that can be deployed at scale.”
“We also look for near-term, high-volume opportunities around the industrial and commercial sectors, for example, logistics, mining, shipping ports and working in broad acre facilities. There are thousands of vehicles that are required in these areas. And we’re very motivated about these smaller markets that are real easy to deploy into, can be very commercial, and can generate a profit.”
Applied EV has built a very specific niche in these areas, building what could basically be described as small flatbed trucks without a cabin, as it’s not required for a driver, and these applications have proved quite lucrative,
meaning they are not relying on investors, so they can keep control of their own strategies and ultimately their own destiny.
“We are not relying a hundred per cent on funding from venture capital firms. We would love to have greater support from venture capital for sure, but Applied EV is a little bit different because we’ve actually generated revenue every year we’ve been in business.
Other young companies don’t generate revenue for quite a long time.
“We weren’t trying to achieve a profit just yet, but we even had a small profit last year, built on strong revenue mainly around engineering services.
“There are some companies that have raised lots of money, but they didn’t even build a vehicle that was ever sold.”
Julian said that they look for applications that are suffering from a lack of available employees such as logistics and truck driving rather than focusing on areas like robot taxis, like many other autonomous vehicle companies, as there are plenty of Uber and Lyft drivers available in the gig economy.
Applied EV has local and international customers, with offshore offices in Hungary and India.
“We have more customers overseas just because of the size of the relatively small population and economy in Australia,” Julian says.
However, there are definitely no plans to relocate the company outside of Australia.
“We have access to a tremendous pool of talent in Australia. We know how Australians work, and we like that level of ingenuity,” he says.
Julian pointed out that small companies in small countries could produce amazing things.
“I was always inspired how Spotify came out of Sweden,” he says.
Julian describes Applied EVs competitive
advantage as being able to build autonomous software that can allow for incidents outside of every day. He refers to these as “edge” incidents.
“An edge case is a random event while driving, doing normal driving. Nearly every AV company in the world can do that easily – that’s not hard to do. In fact, a lot of the modules for that are straight off the shelf. It’s quite easy. So really what makes the autonomous software we have unique is its ability to achieve solutions for all the instances in the applications they’re deploying into. That’s super important. And an autonomous vehicle needs to be 100 per cent reliable and 100 per cent safe,” Julian says.
Applied EV has a lot of the pieces of the puzzle already in place, including building the software and the vehicles themselves, thanks to a partnership with OEM Suzuki, which supplies a lot of the standard components for Applied EV’s vehicles.
However, Julian sees the next big challenge as developing ‘integrations’ to adapt their autonomous vehicles to various applications. For example, different software is needed for a vehicle carting goods around a warehouse compared to a vehicle collecting, compacting and delivering rubbish to a waste site.
With the applications for autonomous vehicles in the commercial space being so vast, Julian believes this ‘software’ will be developed by multiple parties, much like iPhone Apps are made by different developers and are all sold on the Apple App Store and operation on the iOS.
Julian predicted a world where Applied EV will provide the standard autonomous vehicle ‘operating system’ and manage the AV App Store with many developers partnering them to build the ‘Apps’ to specific commercial applications.
“This is new and exciting, and our team is very excited about it because we don’t see anywhere in the world where people have got to this point,” Julian says.
“This will allow us to deploy vehicles at scale with partners and solve all these challenges, not just for one customer, but for a hundred customers.
“We’re on track to deliver the technology that’s missing in the industry, and we’ve reached some significant milestones now. We can see how that’s going to be achieved, and we will be the first in the world to do that.”
Built by Stealth
An initial contract with Australia Post has spawned a business with international aspirations
John Karambalis and Ian Drysdale (the Drysdale Motorcycle Company) started Stealth Special Vehicles in the Melbourne suburb of Sandown Village in 2018 when they were approached by Australia Post to build more reliable, tougher and safer three-wheeled EVs than the Swiss-built vehicles the organisation was using.
John already had experience with electric engines gained through his electric bike company Stealth Electric Bikes, while Ian brought the chassis and frame knowledge he had from building ICE-powered motorcycles.
“The first prototype took about three months. We had a few issues we had to revise and so it was probably another six months after that to get a functioning, usable prototype that could be used,” John explains.
After supplying 50 vehicles to Australia Post, unfortunately the organisation decided to go in a different direction, sourcing its three-wheeled delivery vehicles from offshore.
Stealth Special Vehicles has now started negotiating with some international government organisations, which it hopes to turn into loyal customers, including other postal services and defence departments.
The defence aspirations have seen the vehicle morph from a three-wheeler to a four-wheeler.
John indicated that Stealth Special Vehicles’ competitive advantage is largely due to safety.
“We have one of the safest braking and handling vehicles of its class and that’s been independently tested,” he enthuses.
The vehicle itself has a 5kW-rated motor powered by a 14kW battery. It is fitted with disc brakes on all three wheels. The unit has proper car tyres rather than scooter or motorcycle tyres. The chassis has full suspension with a low centre of gravity, which allows it to stay well planted to the ground.
The vehicles have 680 litres of carrying capacity for large boxes and crates.
The newer four-wheel version – which is currently close to completed prototype stage – come with four-wheel-drive as an option, making them ideal for off-road conditions when being used in a defence application.
Stealth Special Vehicles has also developed a two-wheel scooter, which is perfect for rough terrain and has been built with defence applications in mind.
“It’s a step-through, high-powered, off-road scooter which is designed to carry heavy loads and able to go off-road,” John explains.
“It’s also designed so that it can be dropped
out of an aircraft and put a person in a location without anybody knowing that they’re there and then they’re quickly able to leave through rough terrain.”
Unfortunately, John says Stealth Special Vehicles may be forced to relocate overseas as to-date there has been more interest in their vehicles from international customers.
“Obviously they would like to keep the company in Australia and keep growing but the interest from overseas is actually a lot stronger than what it is in Australia,” he says.
“Australia just doesn’t seem to be up to speed with both the market and the manufacturing side of things.
“It’s very cost prohibitive to manufacture in Australia. With the resources that we have and the size of the market, it’s difficult in terms of operating profitable business.”
John lamented that the only way he sees the company staying in Australia would be with government support but being that a government agency has already opted for what John suspects is a lower cost option, he doesn’t hold out great hope.
Engineering lithium battery management
Simple invention leads to success for accidental WA businessman
Margaret River-based Rodney Dilkes started EV Power in the late 1990s. He was an early enthusiast of electric-powered vehicles, and he imported a motor kit from Germany to create an electric pushbike.
“I was one of the early mad cyclists into electric bikes,” he says.
He soon took things to the next level and purchased a Suzuki Mighty Boy utility, which he converted to electric power.
“I went through a few sets of lead acid batteries and realised that’s a bit of a mugs game and that was just at the time when lithium batteries were starting to be made by a company called Thundersky in China,” he explains.
Rod acquired a set of lithium batteries and then invented a battery management system for lithium cells.
“This was in the early 2000, so it was long before anybody was really doing anything much with lithium batteries in cars… once I started showing the Mighty Boy a lot of people started asking me where do you get the batteries from and how to create the battery management system,” he says.
In 2007 Rod started converting ICE cars to EV power with his battery management system fitted and the hobbyist and enthusiast soon found himself in business.
He has spent the past 18 years running his business, though he describes himself as an inventor, rather than a businessman.
As the demand dropped for ICE to EV conversions, Rod has focused on battery enhancement and management including
upgrades to Mitsubishi i-MiEV batteries. But it is his simple lithium battery monitoring system that has been his biggest earner.
Rod has patented the design of his single-wire system.
“It’s a very simple product; the simplest method in the world of managing lithium phosphate batteries. What made it unique was that it was a one-wire system. It had a closed daisy chain loop going through the cells so that if any cell went out of a safe voltage range it would open the loop and inform the battery control unit that there was a problem.”
As the conversion market slowed, Rod found new applications for his battery management
device, particularly in the caravan and recreational vehicle space.
He describes the system as “simple and effective”.
“It just worked and that’s what people like about it. It was easy to install and easy for people to understand how it worked.”
Rod was one of the first to drive an electric car – his trusty Suzuki Mighty Boy across central Australia.
“Central roads are a bit of a mission and there’s certainly not much charging out there so I had to go from roadhouse to roadhouse and a charge off their standard 240V plugs,” he says.
DROWNING NOT WAVING: THE STALLING OF TRANSPORT DECARBONISATION IN AUSTRALIA
After a valiant start driven by the popularity of Teslas and the government’s adoption the New Vehicle Efficiency Standard (NVES), progress towards decarbonisation appears to be stalling.
In 2024, electric vehicles (EV) comprised less than 10% of all light vehicle sales and this was only 1% higher than the 2023 result. And while truck sales boomed in 2024 (51,277 according to the Truck Industry Council) less than 1 percent of them were electric. Buses are in a similar state. Despite the general acceptance by the community of electric buses, only 0.2% of the nation’s bus fleet is electric. In all these categories we need to accelerate adoption.
Of course, adoption of electric motors is not the only way to decarbonise transport. Changing to fuels and energy sources that have lower involvement of fossil energy would also work. However, progress here is glacial at best.
The bright spot is the use of rooftop solar to charge EVs. People who do this not only save heaps of money, but they also reduce the carbon intensity of their travel to zero. Bravo! EV motorists who charge from the grid are not doing so well; approximately 60% of electricity is sourced from the grid is generated from fossil fuels. Speaking of bright spots, the potential of Vehicle-to-Grid, or bidirectional charging is exciting. For more on this, see our website www.imoveaustralia.com.
What about low and zero carbon fuels? This includes ethanol, biodiesel, renewable diesel, synthetic aviation fuel and hydrogen. They are all wonderful fuels but their availability is severely limited, and for the most part they cost much more to produce than their fossil equivalents (typically 200-500%). Not surprisingly motorists are not rushing to buy them.
Heavy vehicles - a particular headache
While there are bright spots with light vehicle decarbonisation, efforts with heavy vehicles are faltering. Electric buses aside, there has not been much adoption of heavier electric vehicles, such as semi-trailers and high productivity vehicles. This is despite the pressure that is coming on to the freight industry from its retail customers.
Freight operators find themselves between a rock and a hard place. Availability of the new vehicles and fuels is severely limited, and even if they were available, their slim margins put vehicle replacement out of reach. To make progress we need an ecosystem that supports the development and adoption of these new low carbon technologies.
The team behind the bid for a Future Freight CRC aim to address many of the freight challenges through an industrygovernment collaborative approach. The power of the CRC model is its facilitation of collaborative approaches to solving industrial problems. I believe the freight sector could benefit enormously from such an approach. I encourage you to take a look at their website www.futurefreightcrc.com.au and get involved in this unique and promising opportunity if your organisation (government, industry or research) is in the freight space.
No-one said decarbonisation was going to be easy, but unless and until we see some leadership from government and guidance to businesses and community, the process will continue to stall.
How big will the climate crisis have to be to change our mindset?
Ian Christensen Managing Director, iMOVE Australia
What role does chemistry play in electric vehicle battery fires?
The increasing number of EVs has introduced new challenges in fire safety, particularly for emergency responders
While manufacturers are striving to improve battery safety, no Electric Vehicle (EV) battery is entirely fire-proof.
To better understand the risks associated with different battery chemistries, EV FireSafe conducted an in-depth analysis of real-world incidents involving two common types of lithium-ion battery chemistries: Lithium Iron Phosphate (LFP) and Nickel Manganese Cobalt (NMC).
EV FireSafe says the results provide valuable insights for automotive engineers, all emergency response agencies, and the broader EV industry.
Investigative approach
EV FireSafe undertook a comparative investigation of two near-identical electric vehicles following traffic incidents in Australia, identified here by their project nicknames:
• TESTLA - Tesla Model 3 Long Range, containing 4416 x NMC 2170 cylindrical battery cells
• DREV - Tesla Model Y Standard, containing 108 x LFP prismatic cells Both vehicles experienced severe battery pack damage under comparable circumstances, enabling a direct evaluation of their thermal runaway behaviour.
The study employed detailed physical teardowns, voltage mapping, and interviews with responding emergency crews. Additionally, fire suppression strategies and post-incident conditions were analysed as follows:
1. Key findings of LFP vs NMC battery packs following thermal runaway
The NMC-equipped Tesla Model 3 had a higher state of charge (73 per cent) at the time of impact and took 12 minutes to become fully involved in fire. Responding crews struggled to suppress the fire, which was indicative of thermal runaway.
The LFP-equipped Tesla Model Y had a lower state of charge (20 per cent) and was reported as extinguished within 10 minutes. Fire crews initially believed thermal runaway did not occur due to the rapid knockdown of visible flames.
2. Physical damage
The NMC vehicle’s interior remained largely intact, with minimal fire damage beyond the battery pack. Despite the destruction of most
NMC cells, only 0.23 per cent of cylindrical cells remained intact with no significant stranded energy risk.
The LFP vehicle was entirely consumed by fire, both externally and internally. Despite this, 33 percent of the prismatic cells remained intact, posing a significant stranded energy risk (3.2V per cell).
Moreover, 80VDC was measured between the battery pack and vehicle body, creating a potential electrocution hazard for responders and anyone working with the vehicle after this point. To support safe management, EV FireSafe developed its EV ABC system.
3. Stranded Energy and secondary ignition risk
While the NMC vehicle’s battery was nearly fully consumed, reducing risks of secondary ignition, the LFP pack retained a substantial amount of energy.
The presence of intact LFP cells in a compromised pack increases the likelihood of delayed thermal runaway or secondary ignition, requiring further monitoring postincident.
EV FireSafe says its global database has identified secondary ignition in 47 out of 669 incidents, emphasising the importance of continued battery monitoring after an initial fire event.
Engineering Considerations for Future EV Design
1. Thermal runaway risk and battery chemistry
The belief that LFP batteries are inherently safer than NMC batteries is challenged by this investigation, says EV FireSafe.
It states that although LFP cells are generally more thermally stable under normal conditions, real-world impact damage, cell vent positioning, and battery architecture play critical roles in fire behaviour.
Notably, prismatic LFP cells distant from the direct impact zone still experienced thermal propagation, possibly due to the orientation of venting gases.
2. Stranded energy and responder safety
One of the most significant findings was the elevated risk posed by LFP battery packs post-incident.
EV FireSafe says the residual voltage measured in the LFP pack (80VDC) presents a clear hazard for emergency crews and recovery personnel.
It states automotive engineers must consider ways to mitigate these risks, such as improving battery pack segmentation, implementing better post-incident diagnostics, and enhancing responder training.
3. Fire spread and occupant survivability
The interior condition of the NMC vehicle suggested a greater likelihood of occupant survival, notwithstanding heat and toxic fumes, while the total fire involvement of the LFP vehicle indicated a much higher risk to passengers, reports EV FireSafe.
It states these findings should be considered in EV crash safety assessments, influencing design decisions on battery placement, protective bulkheads, and passive fire mitigation strategies.
Advancing EV safety and training
This study underscores the complexity of thermal runaway behaviour in EVs. While LFP batteries may offer lower spontaneous ignition risks, their performance in real-world high-impact scenarios can still result in severe outcomes, including substantial fire damage and post-fire hazards due to stranded energy.
In contrast, NMC batteries exhibit aggressive thermal runaway behaviour but may result
in lower overall vehicle damage if contained within the battery pack.
For automotive engineers, these findings highlight the need for continued innovation in EV battery safety, from enhanced fire containment designs to stranded energy mitigation technologies.
For first and second responders, proper training is critical to handling these incidents safely.
EV FireSafe strongly recommends that industry professionals take the Tesla online training course, which provides essential guidance on identifying battery chemistries, fire suppression techniques, and post-incident risk management.
The full investigation timeline for the first incident can be found at www.evfiresafe. training/course/ev-fire-investigation
Further
research and industry collaboration
EV FireSafe reports that it continues to expand its global EV fire incident database, offering crucial data for researchers and manufacturers aiming to improve EV fire safety.
Industry stakeholders are encouraged to collaborate with EV FireSafe to develop standardised responder protocols and best practices for mitigating risks associated with thermal runaway events.
For more information on this study and responder training, EV FireSafe invites you to visit its official website and access the ‘Tesla’ online training course – the first of several timelines the EV FireSafe team are developing to enhance safety for everyone around electric vehicles.
EV FireSafe is a company funded by the Australian Department of Defence to research EV battery fires and emergency response.
For more information, visit www.evfiresafe.com and www.evfiresafe.training
Aptera unveils production-ready solar electric vehicle
The vehicle was unveiled at Consumer Electronics Show (CES) 2025, with the first round of testing completed in February
Aptera Motors took what it describes as a “monumental step toward reshaping the future of transportation” with the debut of its production-ready solar electric vehicle (sEV) at CES 2025.
Transitioning from prototyping to validation vehicles, Aptera says this debut signaled its readiness to “redefine how we think about mobility and deliver a vehicle that offers unmatched energy efficiency, freedom from conventional charging, and a truly zeroemission driving experience.”
Aptera says its vehicle is the first solarpowered EV designed to eliminate the need for plugging in for most daily driving needs, combining “cutting-edge engineering with extraordinary capabilities,” to deliver:
• Up to 400 miles (approximately 643km) of range from a single charge in under an hour.
• Up to 40 miles (approximately 64km) of free driving per day powered entirely by sunlight.
• Over 10,000 miles per year (approximately 16,093km) of solar-powered driving in sunny climates, significantly reducing reliance on grid charging.
The debut at CES was the first public showcase of Aptera’s complete solar array, consisting of four panels strategically placed on the hood, dash, roof and hatch of the vehicle, alongside its production body structure, built from carbon fiber sheet molding compound (CF-SMC).
Aptera says this advanced material dramatically reduces complexity, requiring fewer than one-tenth the parts of traditional vehicles, resulting in a lightweight yet robust design.
“Today marks a pivotal moment not only for Aptera but for the future of sustainable transportation,” Aptera Motors Co-Chief Executive Officer, Chris Anthony, said at the time of the launch.
“This vehicle embodies years of innovation and relentless pursuit of energy-efficient mobility. CES is the perfect stage to share our vision and invite the world to join us in creating a cleaner, solar-powered future.”
According to Aptera, its SEV is a striking departure from the automotive norm.
Unlike larger, heavier vehicles dependent on fossil fuels or grid power, Aptera generates its own energy.
It is said to be a lightweight, self-sufficient solution tailored to today’s world and tomorrow’s challenges.
Aptera reports that it has already captured significant interest, amassing nearly 50,000 reservations representing over $1.7 billion in potential revenue before its CES launch.
Supported by $135 million raised through equity crowdfunding, the company says it is accelerating its path to series production and delivering a future where every journey is powered by the sun.
Put to the test
Aptera put its first production-intent validation vehicle to the test at a premier proving ground in the Mojave Desert in February 2025 to
validate its core efficiency under real-world conditions.
This marked another major milestone for Aptera as it moves through its validation phase before entering into production of its (sEV).
With each round of testing, the company says it is proving that its record-low energy consumption and aerodynamic efficiency are on track to deliver solar mobility to its nearly 50,000 pre-order reservation holders.
Aptera conducted coast down testing to measure aerodynamic, rolling, and powertrain losses, and it reports that the results were “groundbreaking.”
Coast down testing is a widely used industry method for evaluating how efficiently a vehicle moves through the air and along the road.
Aptera’s sEV took over three minutes to decelerate from 60mph (96.5kph) to a complete stop, even while traveling uphill.
Based on the company’s calculations, this
coast down distance is significantly more than any other vehicle on the road today — gas or electric.
It states this reinforces Aptera’s position as one of the most aerodynamically efficient production vehicles ever developed.
Next, Aptera conducted aerodynamic tuft testing, applying tufts to critical areas such as the wheel fairings and vehicle gaps.
This test helped to confirm that real-world airflow matched Aptera’s extensive computer simulations, allowing engineers to fine-tune fit and finish for maximum efficiency gains.
Aptera engineers also performed an extended highway drive cycle test, covering hundreds of kilometres while precisely monitoring energy consumption.
The data reportedly showed that Aptera’s mathematical simulation model predicts realworld efficiency within just a few per cent, with the company stating this is “a major validation of the vehicle’s aerodynamics, drivetrain, and overall design.”
“Our validation testing confirms that we’re on track to achieve our target energy consumption of roughly 100 Wh/mile –unlocking a level of efficiency that makes solar mobility possible in a way never seen before,” Aptera Co-Founder and Co-Chief Executive Officer, Steve Fambro, said.
“What started as Matlab calculations is now coming to life on the road. This is the future of transportation.”
Aptera’s next validation vehicle is already in development, with refinements to key areas such as better fit and flush around gaps of the vehicle, and a design-intent weight profile using optimised parts.
Once complete, the team will return to the track for another round of rigorous testing.
A full range test will be conducted, driving from a fully charged battery all the way to zero per cent to confirm Aptera’s “unmatched efficiency and industry-leading range.”
Engineers will also measure and validate the vehicle’s real-world solar charging capabilities to confirm Aptera’s daily solar range estimates.
These upcoming tests will provide critical final validations as Aptera moves toward full-scale production of what it describes as “the world’s most efficient vehicle.”
For a detailed breakdown of the validation tests and what’s next for Aptera, check out the Aptera YouTube channel.
For more information, visit www.aptera.us
How Dayco revolutionised engine design
This is the story of how Dayco engineers invented the Serpentine Engine Belt fitted to the 1979 Ford Mustang five litre, 302 cubic inch V8 engine – a technical innovation which Dayco says forever changed motor vehicle engine design
The oil and energy world was in turmoil during the 1970s as most of the world’s oil came from the Middle East, particularly Iran. Deteriorated relations between the United States and Iran resulted in the Arab Oil Embargo with Iran refusing to supply oil to the USA.
This created an oil crisis, bringing forward the need to improve American vehicle fuel economy for manufacturers and consumers alike.
Ford’s original Mustang design had grown bigger, heavier and more muscular, using large, fuel guzzling engines.
At the peak of the oil shortage, Ford began designing its third generation Mustang for a planned launch in 1979.
The intent was to have a better designed, more fuel-efficient Mustang sports car that would replace the poor selling Mustang II.
The original design concept called for just fourand six-cylinder engine options, so the vehicle’s engine space was designed with enough room to fit those engines.
Responding to customer demand, Ford’s marketing department applied pressure for a V8 engine option to be added to the new model Mustang, as more oil was becoming available from America’s own resources.
Ford management agreed and one year before the new model launch took place, the decision was made to add the 302 V8 engine to the new Ford Mustang line up.
But there was a major problem with this. Initial attempts to fit the 302 into the engine compartment failed – the engine and all the accessories and belt drives simply would not fit into the space.
They were about one inch too short in clearance and needed a fast solution, and it was impossible for Ford to make the engine compartment any larger due to the existing and highly expensive tooling that had already been made.
Ford could not make the car longer, so they had to make the engine shorter.
In thinking of the solution, some Ford
engineers had raised the fact that engineers from their long-term engine belt and component supplier, Dayco, had spoken about their plans to replace the four V-Belts and the large pulley sheave with a single engine belt system.
Ford hadn’t implemented this new design concept before, because no engineer or buyer would risk ruining their career by making such a major change without knowing the outcome.
But with necessity being the mother of all invention, the new Mustang challenge saw Dayco make this happen.
Of course, this invention had a number of major engineering challenges, firstly to make one long serpentine belt able to reliably do the work of four V-belts.
Dayco’s Springfield Technical Centre went all out on this project, taking it from concept to total reality.
The first challenge was putting the ribs into the serpentine belt design. Initial attempts were to mould them into the belt.
Moulds were very expensive and one little nick or dent would render the mould and resultant belt defective. The Dayco engineers solved this by making the belt flat and to then cutting or grinding the ribs into it.
If the serpentine belt was designed to the same width as a V-belt to pull the same load, the belt would be very thick and not flexible enough. This lack of flexibility would result in high heat build-up and very early failure for the belt.
The component in an engine belt that carries the load is a continuous polyester cord that is wound on a building drum between layers of rubber. The rubber is there to protect the polyester cord from the elements and to provide a high friction surface to the pulley.
The load the belt needs to carry is determined by the size of the engine (the torque the engine can generate) and the number and size of the accessories, of which there are usually four.
Power must be transmitted to the accessories from the engine crankshaft via the belt. The Dayco serpentine belt was designed so the thickness of the belt stays the same regardless of its width.
A V-belt is a much thicker belt by design, some four times thicker than a serpentine belt.
V-belts that would be strong enough to pull all the engine accessories would be some
16 times thicker than a serpentine belt. That much rubber is not flexible and forcing it to bend would result in high heat and early failure.
By placing more polyester cords in the belt, the Dayco serpentine belt was made wider than a V-belt while retaining efficient flexibility. This also provided the belt with the strength to pull the load required to run all of the engine accessories.
While the serpentine belt had to be wider, it needed to be thin in design, allowing the belt to circulate around smaller pulleys which then turned the accessories faster, resulting in more power output by those accessories.
The thin design of the serpentine belt also gave it the ability to circulate around pulleys with its ‘top side’, or backside bend.
This allowed the belt to also pull some load on the non-rib side but most importantly also allowing the belt to be back bent so it is best positioned to drive pulleys with more contact area on the rib side.
The increased width design developed by Dayco’s engineers also allowed more ribs to be cut into the belt, resulting in more power being conveyed without slipping.
Another challenge to overcome was the high load exerted on the belt caused by the turning of all the front-end accessories, which resulted in the belt stretching by about one per cent. While this doesn’t sound like a great deal, on a 100-inch belt, this resulted in an inch of stretching.
This would cause lost tension, slipping and ultimately belt failure. The Dayco team solved this by adding a spring-loaded tensioner to keep the belt at the proper tension.
Together with tensioner manufacturer Magna, Dayco developed the first engine belt tensioner to meet the Ford 302 V8 engine specifications and performance criteria.
In summary, Dayco says its design and manufacturing of the serpentine belt not only solved a major issue for the Ford Mustang, it provided car manufacturers worldwide
with a completely new, space saving and more economical front of engine design that remains the case to this day for most internal combustion engines.
In the case of the 1979 Ford Mustang, Dayco’s single belt system resulted in the 302 V8 engine length being reduced by two inches – more than enough for it to fit into the new Mustang model’s engine bay.
Thanks to the forward thinking of Dayco’s talented engineers and manufacturing team, the new 1979 Ford Mustang was launched on time with a V8 option to vast consumer and motoring media acclaim.
The new model achieved record sales figures and gained cult status among performance motoring enthusiasts that continues to this very day.
Dayco states that almost all vehicle accessory drives are serpentine belt drives today, based on Dayco’s original design.
It says it is interesting to note that Dayco’s serpentine belt design replaced the Raw Edge V-Belt, which was developed by Dayco as the solution to another major problem for General Motors in 1921, but that is a whole other engineering innovation story.
Dayco says it has an irreplaceable technical legacy with the Ford Mustang, the link continuing to this day as the company continues to supply Ford and most of the world’s leading vehicle manufacturers with premium quality serpentine engine belts, general engine belts and associated componentry.
Dayco has also supported Ford Mustang teams in the world’s most competitive Touring Car championship, the Australian Supercars Championship, since the Ford Mustang made its debut in the series in 2019. Fore more on Dayco, visit www.dayco.com
Passenger car and Formula 1 engineers team up as solid-state battery road tests begin
Mercedes-Benz, together with Mercedes AMG High Performance Powertrains (HPP), has developed and patented a new and innovative solid-state battery pack
Mercedes-Benz engineers from the road and racetrack, and Factorial cell engineers, have worked together on delivering an all-new solid-state battery test program, which has brought the first car powered by a lithiummetal solid-state battery to the road.
Mercedes AMG High Performance Powertrains (HPP), a 100 per cent subsidiary of Mercedes-Benz Group specialising in industry-leading Formula 1 technologies, and the Mercedes-Benz Center of Competence for Battery Systems report they have designed and developed a completely new and innovative battery system.
In addition to its prowess on the racetrack, HPP is capable of rapidly transferring F1 technologies and know-how into highperformance automotive projects.
After intensive testing on various test benches, the prototype solid-state battery was integrated into an EQS at the end of 2024.
The all-electric car from Mercedes-Benz was slightly modified to fit the solid-state battery and was equipped with all accessories to operate it.
The first laboratory vehicle tests were
conducted in Stuttgart at the end of 2024 to prepare for the road tests that started in February 2025.
“Developing an automotive-scale solidstate battery underlines our commitment to innovation and sustainability,” said Member of the Board of Management of Mercedes-Benz Group AG and Chief Technology Officer, Development and Procurement, Markus Schäfer.
“We’re therefore excited to announce that we’ve started road testing with a prototype vehicle equipped with this advanced technology.
“We will gain crucial insights into possible series integration of this cutting-edge battery technology.”
The technology
Solid-state batteries are a promising technology in electric mobility.
They use a solid electrolyte instead of a liquid one, which enhances cell safety and allows for the use of new anodes like lithium metal, thus significantly outperforming conventional lithium-ion cells.
They also enable next-level energy densities, in combination with a lithium-metal anode.
The solid-state technology has the potential to increase the gravimetric energy density for vehicle batteries up to 450 Wh/kg at the cell level and thereby increasing the driving range. Gravimetric energy density refers to the amount of energy stored in a battery cell per
unit mass. This metric is crucial for evaluating the efficiency and performance of battery cells, especially in applications where weight is a critical factor, such as in electric vehicles.
Solid-state battery technology reduces the battery weight while improving cell safety.
“Being the first to successfully integrate lithium metal solid-state batteries into a production vehicle platform marks a historic achievement in electric mobility,” Factorial Energy Chief Executive Officer and Co-Founder, Siyu Huang, said.
“This breakthrough demonstrates that solidstate battery technology has moved beyond the laboratory and into real-world application, setting a new benchmark for the entire automotive industry.
“Our collaboration with Mercedes-Benz proves that the future of electric vehicles is not just a vision, but a reality we’re delivering today.”
Together with the motorsport experts from HPP, the Mercedes-Benz Center of Competence for Battery Systems developed a prototype solid-state battery with cells from Factorial that can be integrated into a car for on-road testing.
The solid-state battery from Mercedes-Benz features an innovative floating cell carrier, for which a patent has already been granted. When the battery charges, the materials expand, and when it discharges, it contracts.
The volume change in solid-state cells refers to the expansion and contraction of the
materials inside the battery during charging and discharging.
To support the cells during these volume changes, the Mercedes-Benz solid-state battery is equipped with pneumatic actuators that interact with the cell volume change during charging and discharging, which affects the battery’s performance and lifespan.
The solid-state battery in the EQS-based vehicle reportedly allows for up to 25 per cent more driving range compared to the same battery weight and size of a corresponding standard EQS battery.
Further weight and energy efficiency is achieved through passive battery cooling.
The development vehicle is expected to have a range of over 1,000 km (620 miles). For comparison, with a battery capacity of 118 kWh, the current EQS 450+ (energy consumption combined: 19.9 – 16.3 kWh/100 km | CO₂ emissions combined: 0 g/km | CO₂ class: A)1 already offers a range of over 800 km (497 miles).
Over the next few months, Mercedes-Benz will further test the solid-state battery and its overall performance in an electric vehicle with extensive laboratory and road tests.
Mercedes-Benz joined forces with Factorial in 2021 to develop a new generation of battery technology. In the summer of 2024, Factorial delivered lithium-metal solid-state battery cells with the company’s proprietary FEST (Factorial Electrolyte System Technology) solid-state platforms to Mercedes-Benz, which reportedly marked the first lithium metal solid-state battery B sample shipment to a global OEM.
For more information, please visit www.mercedes-benz.com and www.factorialenergy.com
