“The NEV industry chain in China and across Asia-Pacific is rapidly moving upmarket and globalizing, raising the bar for performance limits and delivery speed of critical materials,” said Jinhong Zhang, vice president and general manager of the high-performance polymers business line in Evonik’s Asia-Pacific region. “This lab will support our work with partners to advance the large-scale adoption of Vestakeep PEEK solutions in electric-drive systems, magnet wires and equipment. The aim is to further develop our range of Vestakeep PEEK solutions to withstand even higher temperatures, higher voltages and more demanding operating conditions, and, as such, provide strong support for improved efficiency and enhanced reliability of NEV electric-drive systems.”

The Evonik PEEK Rectangular Magnet Wire Lab will focus on key technical challenges in magnet wire applications, including processing-parameter optimization, coating-structure design, improved adhesion performance and control of dimensions and concentricity.

In collaboration with third-party organizations, the lab will carry out reliability tests on key electrical properties such as breakdown voltage (BDV), partial discharge inception voltage (PDIV), corona resistance and oil-aging resistance, providing material assurance for safe, long-term operation of NEV electric-drive systems. The lab will also be used for sample preparation, validation of new PEEK formulations, and benchmarking against standard products, helping customers accelerate new product development and qualification.

As NEV drive systems evolve toward higher power density, higher efficiency and greater reliability, magnet wires used in motors face increasingly stringent demands regarding heat resistance, electrical performance and the long-term stability of insulation materials.

“By establishing this magnet wire application laboratory, Evonik hopes to work more closely with customers and value-chain partners,” added Felix Teng, director of innovation management for the high-performance polymers business line in Evonik’s Asia-Pacific region. “Our aim is to translate the material performance advantages that Vestakeep PEEK has in motor magnet wire applications into full-system solutions that can be verified through testing and scaled up for mass production.”

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The VSSA is intended to support transparency and regulatory engagement as Einride expands commercial operations. The company said it continues to work with the US Department of Transportation, National Highway Traffic Safety Administration and international authorities.

The document details the safety framework underpinning Einride’s autonomous technology platform, which combines its AI-based optimization software, Saga AI, with its in-house autonomous driving system, Einride Driver. These systems support the company’s Freight capacity as a Service and technology licensing offerings.

At the core of the VSSA is Einride’s cab-less, cargo-only electric truck, designed specifically for driverless operation. The vehicle incorporates redundancy across steering, braking, power, sensing and compute systems to enable fail-safe and fail-operational performance.

Einride’s safety approach is based on a documented safety case aligned with industry standards, including UL 4600, ISO 26262 and ISO/PAS 21448. This framework defines the vehicle’s operational design domain (ODD), performance requirements, fallback strategies and lifecycle safety processes.

The company states that its autonomous system combines machine learning-based driving with an independent deterministic safety layer. It also uses a redundant sensor suite including cameras, radar and lidar, alongside high-definition mapping.

The VSSA outlines procedures for minimal risk maneuvers and safe-state transitions when system or environmental limits are reached. Validation methods include simulation, hardware- and vehicle-in-the-loop testing, proving-ground trials and site acceptance testing prior to deployment.

Einride also describes its safety management system (SMS), which draws on practices from aviation and defense sectors. The system governs risk management, safety assurance, continuous monitoring and includes a fleet-wide grounding policy overseen by an independent safety and security function.

Additional areas covered in the assessment include cybersecurity and data protection aligned with ISO 21434 and ISO 27001, crashworthiness and post-crash behavior, event data recording, emergency response planning, and first-responder training.

In related news, eFreight Autonomous secures funding to explore the feasibility of autonomous HGVs on UK roads

The test forms part of ongoing research into how multiple battery cells operate together within a complete pack, with a focus on energy density, thermal behavior and fast-charging capability in real-world conditions.

According to Donut Lab, the Verge TS Pro equipped with its battery technology charged in less than 10 minutes, making it “the world’s fastest charging electric motorcycle”, the company said.

“This is the first test we have published to a wider audience that demonstrates the performance and behavior of multiple battery cells in a real vehicle environment,” said Ville Piippo, CTO at Donut Lab. “The high energy density of our battery technology enables flexible battery pack design and superior performance even in more challenging applications, such as motorcycles, where space is limited and system simplicity is key. We are able to offer vehicle manufacturers packs with different energy capacities in the same physical size, with even the smallest packs having very high capacities.”

In the test, an 18kWh battery pack was charged using a public fast charger starting at approximately 20°C. The system reached a peak charging power of over 100 kW (around a 5C rate) for five minutes, with state-of-charge increasing from 10% to 50% in about five minutes. Overall, the motorcycle achieved a 10–70% charge in just over nine minutes, and 10–80% in approximately 12 minutes.

The solid-state-related battery architecture enables flexible pack design, enabling different energy capacities to be packaged within the same physical footprint, which is particularly relevant for space-constrained applications such as motorcycles.

“Our goal is to provide Verge users with the best possible user experience,” said Tuomo Lehtimäki, CEO of Verge Motorcycles. “The advantages of Donut Lab’s battery technology, such as ultra-fast charging, complement our goal seamlessly. The world’s fastest charging electric motorcycle, the Verge TS Pro, is also air-cooled. The battery pack used in this test is our standard model, but an extended range version is also available, with approximately two-thirds more energy capacity.”

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By using the web-based engineering platform Aqira, CETIM has sped up its e-mobility R&D, addressing the challenges of managing, analyzing and sharing large volumes of prototype electric equipment data.

“To catch the real-life duty cycles CETIM has to realize multiphysics testing campaigns on a wide range of equipment and machinery under diverse operating conditions, enabling comprehensive coverage of all product lifecycle scenarios. We needed a software platform capable of synthesising large volumes of data to optimize mechanical system design and validation,” said reliability engineer Denis Chojnacki, who is heading the mission profile project.

CETIM selected Aqira for its advanced features, nCode analytics capabilities and user-friendly web interface. The platform has been applied to numerous projects, including key mission profiles for electrifying mobile equipment such as mini-excavators and telehandlers.

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As Changan’s sodium-ion battery partner, CATL will supply its advanced Naxtra sodium-ion batteries across Changan’s full brand portfolio, including Avatr, Deepal, Qiyuan and Uni.

“The arrival of sodium-ion technology marks the beginning of a dual-chemistry era,” said Gao Huan, CTO of CATL’s China E-car Business. “Changan’s vision shows both its responsibility for energy security and its strategic foresight. Much as it embraced electric vehicles years ago, Changan is once again taking the lead with its sodium-ion roadmap. At CATL, we value the opportunity to work alongside such an industry leader and fully support its strategy, combining our expertise to bring safe, reliable and high-performance sodium-ion technology to market.”

Cold-weather performance and safety

CATL’s Naxtra sodium-ion battery has an energy density of up to 175 Wh/kg, which sets the current benchmark for mass production. Its Cell-to-Pack system and intelligent BMS enable a pure-electric range exceeding 400km. As the sodium-ion supply chain advances, ranges are projected to reach 500km-600km for pure-electric variants and 300km-400km for range-extended/hybrid configurations – covering over 50% of the range requirements in the new energy vehicle market.

It operates reliably under extreme cold, delivering nearly triple the discharge power of equivalent LFP batteries at –30 °C, while maintaining over 90% capacity retention at -40°C and stable power delivery at temperatures as low as -50°C. The battery remained smoke and fire free and continued to provide power when tested under tough conditions such as crushing, drilling and sawing.

CATL began sodium-ion research in 2016, investing nearly ¥10bn (US$1.5bn) to develop nearly 300,000 test cells.

By combining technical innovation with industrial scale, CATL and Changan are moving sodium-ion batteries from laboratory breakthroughs to mass-market adoption, establishing them as a viable mainstream solution for electric mobility.

In the March 2026 edition of ATTI, Changan explores the relationship between subjective and objective feedback. Find the back catalog of issues here

Related news, Kia EV2 prototype demonstrates “impressive range” in extreme cold tests

The tested EV2 GT-line prototype, equipped with a 61.0kWh long-range battery and 19in wheels, delivered “impressive range”, according to the auto maker – the vehicle was driven for more than five hours, respecting speed limits, in extremely cold conditions before coming to a full stop in Norway’s mountainous Jotunheimen region, where temperatures dropped to -21°C.

Although WLTP has yet to be finalized, the target figure for the EV2 with the long-range battery is 448km; 413km for the EV2 GT-line with 19in wheels. A deviation of -24.81% placed the prototype in first, ahead of the official participants.

“This result serves as proof that the EV2 will continue to deliver reliable range even in extremely low temperatures,” said Pablo Martinez Masip, vice president of product and marketing at Kia Europe. “Being the entry point to Kia’s EV line‑up does not mean compromising; the EV2 offers customers throughout Europe an affordable yet reliable way to enter electric mobility.”

The EV2 is built on Kia’s 400V E-GMP architecture with 11kW AC, 22kW AC, and rapid DC fast charging capabilities. With the latter, the prototype charged from 10%-to-80% in 36 minutes, despite the harsh sub-zero conditions.

Because it is a prototype, the EV2’s results are not included in the NAF’s final report. Nevertheless, the model completed the route alongside the official program and under the same conditions as series-production EVs. Formal WLTP figures, measured under the standardized WLTP laboratory cycle at a reference temperature of around 23 °C by an independent accredited technical service, are expected to be released in Q3 2026.

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The new all-electric single-seater Gen4 Porsche complies with the ABB FIA Formula E World Championship’s fourth-generation vehicle regulations and features up to 600kW (804hp), permanent all-wheel drive, new tires and significantly increased downforce, representing the largest performance step in the series to date.

The Formula E Gen4 car is scheduled to debut in the 2026/27 season.

Porsche’s in-house vehicle components have been designed to be lighter, deliver higher performance, reduce costs and offer a longer service life. Development of this hardware package – Porsche’s most extensive package for Formula E to date – will continue until October, at which point the focus will shift to continuous software optimization. In many ways, the development cycles in the series mirror those for Porsche sports cars, albeit under extreme conditions.

“In Formula E, we primarily develop the technical components that are relevant for our production sports cars,” said Thomas Laudenbach, head of Porsche Motorsport. “That is one of the reasons why we compete in Formula E.”

With the introduction of Gen4, Porsche’s in-house development scope has expanded to include two additional components: the DC/DC converter and the brake-by-wire system.

In-house developments by Porsche to date include the operating software, pulse inverter, electric motor, gearbox, differential, drive shafts and other drivetrain components on the rear axle. Cooling, carrier and suspension components at the rear also come from Porsche.

“With the current car, the efficiency of our drivetrain is over 97%. From the battery to the wheel, less than 3% of the energy used is lost – close to perfection and a key advantage of electric drive,” said Florian Modlinger, director factory motorsport Formula E. “In our development brief for Gen4, alongside further efficiency gains in the drivetrain components, we focused on potential in terms of weight, durability and costs – similar to EVs for the road.

“At the same time, 600kW represents a 71% increase in power in Attack Mode. Overall, I believe it is fair to speak of a revolution. Seeing the car on track for the first time with its acceleration was a real pleasure. My thanks go to the development team in Flacht for this milestone in the project.”

Triple pressure: Gen3, Gen3 Evo and Gen4

By mid-January, the Gen4 Porsche had completed almost 915 test miles on the circuits of Monteblanco and Almería in Spain. A large proportion of the development and testing work, however, has taken place – and continues to take place – in the simulator.

“The concept phase began in 2024. In the same year, we moved into simulator work. The project therefore started during Season 10, when we were still racing the predecessor of the current Gen3 Evo, the Gen3,” Modlinger said. “At the time, we fought for all three titles right to the end, secured the Drivers’ Championship with Pascal – and at the same time developed the Gen3 Evo. We work in an agile way, similar to series-production projects: you run the existing vehicle, bring the facelift to market and already design the next generation. The difference is that our cycles are shorter and our budgets smaller – with maximum pressure to succeed. After all, we are contesting an FIA World Championship for Porsche.”

Porsche said that in the early testing phase, development focused on ensuring reliable operation and smooth interaction of all components. Over time, attention shifts toward performance. With Formula E’s limited test days, some findings are validated in a simulator. Porsche’s Customer team is also testing the new car ahead of FIA homologation, scheduled for the autumn.

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Offering up to 135km of electric-only range (WLTP) and 60kW DC fast charging together with a gasoline engine, the vehicle will join the electric Geely EX5 as the brand expands within the UK market.

The Starray EM-i was designed and engineered from the ground up as a plug-in hybrid electric vehicle (PHEV) to bring range, performance and outstanding technology to every drive, according to the company.

Developed using the GEA intelligent energy vehicle architecture, the Starray EM-i is a five-seat, family-focused SUV designed to offer customers the combined benefits of two power sources. The PHEV offers two lithium iron phosphate (LFP) battery sizes: a 29.8kWh pack, which delivers a range of up to 135km (WLTP),  and an 18.4kWh pack, which provides up to 82km (WLTP).

Michael Yang, general manager of Geely Auto UK, said, “When we launched our brand in the UK, we said that we would deliver technologically focused, smart and attainable new-energy vehicle mobility, while at the same time striving to offer excellent customer service. We’re doing exactly that. After making our debut with an electric SUV and more than doubling our number of dealerships, we are now confidently building on that success by introducing a state-of-the-art super hybrid – the Starray EM-i.”

Optimized for UK roads

Geely Auto UK worked with the Lotus engineering team, using the firm’s expertise in chassis and dynamics assessment to conduct a comprehensive evaluation of the Starray EM-i. The vehicle has undergone subjective and objective assessments by the Lotus engineering team of dynamics experts on UK roads, and on the Lotus test track and a multipost rig.

The plug-in hybrid system

The Starray EM-i uses a super hybrid powertrain combining a 1.5‑liter gasoline engine, an electric motor, a compact automatic transmission and two battery options.

The gasoline engine produces 73kW and 125Nm of torque and is engineered for high fuel efficiency. Key features include low internal friction, a high-tumble combustion process, an electronically controlled water pump and a variable-displacement oil pump.

The engine is paired with a compact electric motor producing 160kW and 262Nm. The use of flat-pin copper windings instead of conventional hair-pin windings improves space efficiency and reduces energy losses, allowing for a smaller and more efficient motor.

The lithium iron phosphate battery packs use a chemistry that avoids rare and costly materials such as nickel and cobalt, improving cost-efficiency while providing high durability. To support safety, the packs were validated through more than 100 extreme tests, including crash testing, 2m drop tests, saltwater immersion and exposure to temperatures up to 700°C.

Driving the front wheels via a 1DHT transmission, the plug-in hybrid system produces a combined 193kW and 262Nm, enabling 0-100km/h acceleration in 8.0 seconds. Models with the 18.4kWh battery achieve fuel consumption and CO₂ emissions of 2.4 l/100km and 54g/km, while the 29.8kWh versions deliver 1.4 l/100 km and 32g/km.

In related news, BMW M reveals details of electric Neue Klasse

Rapid electrification is increasing demand for advanced charging infrastructure, from fast charging for passenger vehicles to megawatt-level solutions for heavy-duty and industrial fleets. Engineers and manufacturers face growing complexity due to interoperability challenges, strict safety requirements and evolving global standards such as MCS, CCS, ISO 15118, GB/T, and CHAdeMO. Without scalable, comprehensive testing, manufacturers risk delays, costly redesigns and inconsistent real-world performance.

Keysight‘s solution combines high-power hardware, software-defined scalability and standards compliance. The solutions enable flexibility and scalability, so that customers can accelerate development and stay ahead of emerging testing requirements.

The SL2600A Megawatt Charging Discovery System enables validation of next-generation megawatt charging for heavy-duty applications, supporting voltages up to 1,500V and currents up to 1,500A. Its modular, upgradable architecture enables engineers to test both electric vehicles and charging stations within a single system, increasing flexibility and reducing total cost of ownership. The SL2600A was designed with future standards in mind, including NACS and CCS.

Complementing this, the enhanced SL1047A Scienlab Charging Discovery System – High‑Power Series delivers software‑scalable performance starting at 400A and 1,000V, with the ability to expand up to 800A and 1,500V without requiring hardware replacement. With support for all global charging standards, including full compliance with GB/T 2024, the system enables comprehensive conformance and interoperability testing for worldwide EV charging ecosystems. It also introduces enhanced charging communication test capabilities, featuring significant improvements and extended functionality to address increasingly complex EV charging requirements.

Luis Hurtado, PHD and chief technology officer at Milence, a Dutch company specializing in charging infrastructure for electric heavy-duty trucks, said, “To drive the transition to sustainable heavy-duty transport, we need charging solutions that are fast, scalable and future-ready. Our partnership with Keysight helps us ensure that our infrastructure meets the highest standards from day one.”

Thomas Goetzl, vice president and general manager for Keysight Automotive & Energy Solutions, added, “The transition to high-power and megawatt-level charging is a pivotal moment for the EV industry. Our latest test solutions give manufacturers and engineers the confidence to innovate quickly and deliver reliable charging systems that meet global standards. This launch reinforces Keysight’s commitment to enabling the future of e-mobility and supporting a sustainable transportation ecosystem.”

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The fully electric drivetrain provides long-range, high-charging performance with 800V technology and efficient energy recuperation, making the BMW M Neue Klasse a versatile everyday vehicle. Its newly developed architecture, featuring centrally controlled individual wheel drive, reportedly opens a new dimension in driving dynamics and enhances the safety of all next-generation BMW M vehicles.

The Neue Klasse’s advanced central control and electronics architecture also improves the driving dynamics. Four high-performance computers, called Superbrains, manage driving functions, automated driving, infotainment and comfort features. This setup enhances performance through faster data exchange and allows next-generation BMW M models to receive quicker updates and upgrades.

BMW M eDrive concept

The BMW M Neue Klasse has been developed from the ground up. At the core of the new architecture is BMW M eDrive, which is based on the BMW Gen6 technology of the Neue Klasse.

BMW says that M Dynamic Performance Control, using M-specific Heart of Joy software, enhances driving dynamics, safety, traction, recuperation and responsiveness.

The Neue Klasse features two electric drive units on the front and rear axles, each with one electric motor per wheel. Each of the four electric motors drives one wheel. This combines the advantages of rear-wheel and all-wheel drive while enhancing driving dynamics on the road and racetrack. Additionally, the front axle can be completely decoupled.

BMW M eDrive’s electric drive units are BMW M’s most powerful, with parallel motors powering each wheel via dedicated gearboxes. The drive units also integrate the inverter for controlling the electric motors and the oil supply. The system enables precise control of torque and power at each wheel, enabling optimal traction, continuous torque distribution between the braking system and electric motors, and brake energy recuperation right up to the limit.

High-voltage battery

The high-voltage battery, boasting over 100kWh of usable energy as the powerhouse for the BMW M eDrive system, has been adapted to meet the demands of high-performance vehicles.

With a focus on compatibility with both road and racetrack use, BMW’s Design to Power approach uses a performance-optimized Gen6 cylindrical cell with an enhanced cooling system and the Energy Master control unit, enabling higher power outputs for road and track use. With BMW M-specific solutions, the Gen6 high-voltage battery in the fully electric high-performance models delivers even greater peak and charging performance. Additionally, within the Gen6 technology, the Neue Klasse models offer the highest recuperation values. The high-voltage battery housing also serves as a structural component of the vehicle and is connected to the front and rear axles. The resulting higher stiffness leads to improved driving dynamics.

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