A modern-day rush prospecting frenzy for lithium, a crucial battery metal, is unfolding across remote Western Australian deserts. The arid outback that previously supplied gold, nickel and iron now hosts fierce competition between miners racing to stake claims on lithium resources needed for the global green energy transition. Lithium giants U.S.'s Albemarle and Chile's SQM have sparred with Australian billionaires Gina Rinehart and Chris Ellison over contested acquisitions of unproven explorers there. With demand surging, the harsh outback has become the modern El Dorado as pioneers and corporations scramble to tap into lithium, the "white gold," before rivals beat them to the punch. The deal frenzy has also come at a time when the lithium price has crashed as much as 70% compared with highs seen last year, as expectations of electric vehicle demand in key markets such as China have been lowered, Financial Times adds. The report adds: Western Australia already supplies about half of the world's raw lithium and is seen as a stable place to invest compared with parts of Africa, where there has been political instability, and Chile, where the state has moved to take control of lithium projects. Local expectations are high. A report by Australia's chief economist said lithium product exports should exceed A$20bn in the year to June 2023, up from A$5bn in the previous year. The report added that by 2028, the value of lithium exports should exceed those of coal, a staple of Australia's economy for decades. Australia has ambitions to step up its efforts to refine spodumene to keep more of the value onshore rather than shipping all of its resources to China, which has a commanding share of the refining process.

"The abolition of third-party cookies will make it possible to protect privacy-related data such as what sites users visit and what pages they view from advertising companies," notes the Japan-based site Gigazine.

And this month "Google has confirmed that it is on track to start disabling third-party cookies across its Chrome browser in a matter of weeks," writes TechRadar: An internal email published online sees Google software engineer Johann Hofmann share with colleagues the company's plan to switch off third-party cookies for 1% of Chrome users from Q1 2024 — a plan that was shared months ago and that, surprisingly, remains on track, given the considerable pushbacks so far... Hofmann explains that Google is still awaiting a UK Competition and Markets Authority consultation in order to address any final concerns before "Privacy Sandbox" gets the go-ahead.
The Register explores Google's "Privacy Sandbox" idea: Since 2019 — after it became clear that European data protection rules would require rethinking how online ads work — Google has been building a set of ostensibly privacy-preserving ad tech APIs known as the Privacy Sandbox... One element of the sandbox is the Topics API: that allows websites to ask Chrome directly what the user is interested in, based on their browser history, so that targeted ads can be shown. Thus, no need for any tracking cookies set by marketers following you around, though it means Chrome squealing on you unless you tell it not to...

Peter Snyder, VP of privacy engineering at Brave Software, which makes the Brave browser, told The Register in an email that the cookie cutoff and Privacy Sandbox remains problematic as far as Brave is concerned. "Replacing third-party cookies with Privacy Sandbox won't change the fact that Google Chrome has the worst privacy protections of any major browser, and we're very concerned about their upcoming plans," he said. "Google's turtle-paced removal of third-party cookies comes along with a large number of other changes, which when taken together, seriously harm the progress other browsers are making towards a user-first, privacy-protecting Web.

"Recent Google Chrome changes restrict the ability for users to modify, make private, and harden their Web experience (Manifest v3), broadcasting users' interests to websites they visit (Topics), dissolving privacy boundaries on the Web (Related Sites), offloading the battery-draining costs of ad auctions on users (FLEDGE/Protected Audience API), and reducing user control and Web transparency (Signed Exchange/WebBundles)," Snyder explained. "And this is only a small list of examples from a much longer list of harmful changes being shipped in Chrome."

Snyder said Google has characterized the removal of third-party cookies as getting serious about privacy, but he argued the truth is the opposite. "Other browsers have shown that a more private, more user-serving Web is possible," he said. "Google removing third-party cookies should be more accurately understood as the smallest possible change it can make without harming Google's true priority: its own advertising business."
The Register notes that other browser makers such as Apple, Brave, and Mozilla have already begun blocking third-party cookies by default, while Google Chrome and Microsoft Edge "provide that option, just not out of the box."

EFF senior staff technologist Jacob Hoffman-Andrews told The Register that "When Google Chrome finishes the project on some unspecified date in the future, it will be a great day for privacy on the web. According to the announcement, the actual phased rollout is slated to begin in Q3 2024, with no stated deadline to reach 100 percent. Let's hope Google's advertising wing does not excessively delay these critical privacy improvements."

TechRadar points out that after the initial testing period in 2024, Google will begin its phased rollout of the cookie replacement program — starting in June.

Thanks to long-time Slashdot reader AmiMoJo for sharing the news.

America passed a climate bill in August of 2022 with incentives to build wind and solar energy in regions that historically relied on fossil fuels. And sure enough, since then "a disproportionate amount of wind, solar, battery and manufacturing investment is going to areas that used to host fossil fuel plants," reports the Washington Post.

They cite a new analysis of investment trends from independent research firm Rhodium Group and MIT's Center for Energy and Environmental Policy Research: In Carbon County, Wyo. — a county named for its coal deposits — a power company is building hundreds of wind turbines. In Mingo County, W.Va., where many small towns were once coal towns, the Adams Fork Energy plant will sit on a former coal mining site and produce low-carbon ammonia... While communities that once hosted coal, oil or gas infrastructure make up only 18.6 percent of the population, they received 36.8 percent of the clean energy investment in the year after the Inflation Reduction Act's passage. "We're talking about in total $100 billion in investment in these categories," said Trevor Houser, a partner at Rhodium Group. "So $37 billion investment in a year for energy communities — that's a lot of money...."

Most significantly, 56.6 percent of investment in U.S. wind power in the past year has gone to energy communities, as well as 45.5 percent of the storage and battery investment... The analysis also found that significant amounts of clean energy investment were going to disadvantaged communities, defined as communities with environmental or climate burdens, and low-income communities. Many of the states benefiting are solidly Republican...

Josh Freed, senior vice president for climate and energy at the center-left think tank Third Way, is not sure whether the clean energy investments will make a difference for next year's election. But in the long term, he argues, rural Republican areas will become more dependent on clean energy — potentially shifting party alliances and shifting the position of the Republican Party itself. "It's going to change these fossil fuel communities," he said.

Batteries used to store power produced by renewables are becoming cheap enough to make developers abandon scores of projects for gas-fired generation worldwide. Reuters reports: The long-term economics of gas-fired plants, used in Europe and some parts of the United States primarily to compensate for the intermittent nature of wind and solar power, are changing quickly, according to Reuters' interviews with more than a dozen power plant developers, project finance bankers, analysts and consultants. They said some battery operators are already supplying back-up power to grids at a price competitive with gas power plants, meaning gas will be used less. The shift challenges assumptions about long-term gas demand and could mean natural gas has a smaller role in the energy transition than posited by the biggest, listed energy majors.

In the first half of the year, 68 gas power plant projects were put on hold or cancelled globally, according to data provided exclusively to Reuters by U.S.-based non-profit Global Energy Monitor. [...] "In the early 1990s, we were running gas plants baseload, now they are shifting to probably 40% of the time and that's going to drop off to 11%-15% in the next eight to 10 years," Keith Clarke, chief executive at Carlton Power, told Reuters. Developers can no longer use financial modelling that assumes gas power plants are used constantly throughout their 20-year-plus lifetime, analysts said. Instead, modellers need to predict how much gas generation is needed during times of peak demand and to compensate for the intermittency of renewable sources that are hard to anticipate.

The cost of lithium-ion batteries has more than halved from 2016 to 2022 to $151 per kilowatt hour of battery storage, according to BloombergNEF. At the same time, renewable generation has reached record levels. Wind and solar powered 22% of the EU's electricity last year, almost doubling their share from 2016, and surpassing the share of gas generation for the first time, according to think tank Ember's European Electricity Review. "In the early years, capacity markets were dominated by fossil fuel power stations providing the flexible electricity supply," said Simon Virley, head of energy at KPMG. Now batteries, interconnectors and consumers shifting their electricity use are also providing that flexibility, Virley added.

There's been predictions that a transition to electric vehicles would hurt autoworkers. But this week U.S. autoworkers ended their strike after winning "significant gains in pay and benefits," reports the Associated Press: The United Auto Workers union overwhelmingly ratified new contracts with Ford and Stellantis, that along with a similar deal with General Motors will raise pay across the industry, force automakers to absorb higher costs and help reshape the auto business as it shifts away from gasoline-fueled vehicles...

The companies agreed to dramatically raise pay for top-scale assembly plant workers, with increases and cost-of-living adjustments that would translate into 33% wage gains. Top assembly plant workers are to receive immediate 11% raises and will earn roughly $42 an hour when the contracts expire in April of 2028. Under the agreements, the automakers also ended many of the multiple tiers of wages they had used to pay different workers.

They also agreed in principle to bring new electric-vehicle battery plants into the national union contract. This provision will give the UAW an opportunity to unionize the EV battery plants plants, which will represent a rising share of industry jobs in the years ahead.
In October the union's president criticized what had been the original trajectory of the auto industry. "The plan was to draw down engine and transmission plants, and permanently replace them with low-wage battery jobs. We had a different plan. And our plan is winning."

And this week the union's president said they had not only "raised wages dramatically for over a hundred thousand workers" — and improved their retirement security. "We took a major step towards ensuring a just transition to electric vehicles."

In Belvidere, Illinois, the union "won a commitment from Stellantis to reopen a shuttered factory and even add an EV battery plant," the Associated Press notes.

"The new contract agreements were widely seen as a victory for the UAW," their article adds — and perhaps even for other autoworkers. After the UAW's president announced plans to try unionizing other plants, three foreign automakers in the U.S. — Honda, Toyota and Hyundai — "quickly responded to the UAW contract by raising wages for their factory workers."

ExxonMobil is venturing into lithium production, targeting a significant market share by initiating its first operation in southern Arkansas. With lithium's rising demand in the tech and electric vehicle sectors, ExxonMobil aims to begin production by 2027. By 2030, the company anticipates producing enough lithium to power over 1 million electric vehicles annually. From a report: Earlier this year, ExxonMobil purchased 120,000 acres of lithium-rich land spanning a geologic formation -- called the Smackover Formation -- in Arkansas. To access the lithium, the company will first drill 10,000 feet below the surface using gas and oil machinery. From there, it will then use direct lithium extraction (DLE) to separate the lithium from the saltwater it's mixed with. Once that's done, ExxonMobil will inject the saltwater back into the ground.

ExxonMobil says the DLE process "produces fewer carbon emissions than hard rock mining and requires significantly less land." The company will produce the battery-grade lithium on-site, which it will call Mobil Lithium. This technically isn't the first time ExxonMobil is getting involved in the battery business, as the company manufactured the first lithium-ion battery in the 1970s.

Valve designers Lawrence Yang and Pierre-Loup Griffais say the company has sold "multiple millions" Steam Deck handheld gaming PCs. The Verge reports: The Steam Deck has been a hit for Valve right from its launch; when the device first went up for preorders in July 2021 (has it really been that long?), the demand created some major issues for Valve's Steam store. And the handheld gaming PC is often at or near the top of Steam's top-selling chart -- even just two months after the device's official February 2022 launch, it was clear that the Steam Deck was not a flop. The company apparently even made a cake to celebrate selling 1 million units. The company is probably set to sell a lot more after recently unveiling a new revision with an OLED screen, longer battery life, and faster Wi-Fi.

Smartphones and electric cars are both powered by lithium-ion batteries, notes the Economist. These "Li-ion" batteries "form the guts of a growing number of grid-storage systems that smooth the flow of electricity from wind and solar power stations. Without them, the electrification needed to avoid the worst effects of global warming would be unimaginable." But unfortunately, building them requires scarce metals.

"A clutch of companies, though, think they have an alternative: making batteries with sodium instead..." And the idea of building "Na-ion" batteries at scale is "gaining traction." Engineers are tweaking designs. Factories, particularly in China, are springing up. For the first time since the Li-ion revolution began, lithium's place on the electrochemical pedestal is being challenged... [A]ccording to Rory McNulty, a research analyst at Benchmark, Chinese firms have 34 Na-ion-battery factories built, being built or announced inside the country, and one planned in Malaysia. Established battery-makers in other places, by contrast, are not yet showing much interest. Even without a five-year plan to guide them, though, some non-Chinese startups are seeking to steal a march by developing alternatives to layered oxides, in the hope of improving the technology, reducing its cost, or both.

One of the most intriguing of these neophytes is Natron Energy, of Santa Clara, California... Natron claims that its cells can endure 50,000 cycles of charging and discharging — between ten and 100 times more than commercial Li-ion batteries can manage. The firm has built a factory in Michigan, which it says will begin production later this year. Other non-Chinese firms are less far advanced, but full of hope. Altris, in Sweden, which is also building a factory, employs a material called Prussian white that substitutes some of the iron in Prussian blue with sodium. Tiamat, in France, uses a polyanionic design involving vanadium. And Faradion, in Britain (now owned by Reliance, an Indian firm), intends to stick with a layered-metal-oxide system.
Thanks to Slashdot reader echo123 for sharing the article.

According to Germany's Manager Magazin, Volkswagen's board has approved laying off 2,000 employees in the Cariad software unit as part of the latest restructuring intended to right the digital ship. Autoblog reports: Former group CEO Herbert Diess established Car.Software Organization in 2020, eventually renaming it Cariad and giving the task of creating "a uniform software and technology platform for all Volkswagen Group brands." VW's info page on the division says the unit employs roughly 6,000 people around the world, up from roughly 4,500 at the end of 2021. Despite that same page claiming Cariad is building "the leading tech stack for the automotive industry," the failed stacks brought down the division's first CEO in less than a year, then brought down VW Group CEO Diess two years later as problems continued. It then probably played a role in bringing down Audi brand CEO Markus Duesmann and much, if not all, of Audi's Project Trinity when Oliver Blume took over as CEO of the VW Group. It finally took out Cariad's second CEO, Dirk Hilgenberg, over the summer. And aside from the career killing, Cariad's woes have proved problematic for every battery-electric car VW Group launch since the ID.3.

Blume put ex-Bentley production manager Peter Bosch in charge in May. Since then, Bosch has been at work on a reorganization plan to get the software division running as it should so that the software runs as it should, and so that vital products like the Audi Q6 E-Tron and Porsche Macan EV can get out the door as envisioned. Manager Magazin reported that Bosch's plan involves laying off those 2,000 employees over the next 15 months, a step that would rewind back to 2021 staffing levels, but that action needs to be discussed with VW's Works Council as it concerns labor issues. [...] As it awaits its v1.2 VW Group software, Porsche said it's going to move ahead with Google Built-In as an interim solution. More worryingly, Cariad's timetable was meant to have v2.0 out by 2025, when products like the electric Cayman and Boxster are expected, but v2.0 has been buried in favor of a redesign from scratch.

An anonymous reader quotes a report from Ars Technica: There's plenty of fear, uncertainty, and doubt about electric cars and the potential risk of battery fires, but the regular old 12 V battery is responsible for Toyota issuing a recall for more than 1.8 million cars this week. Toyota says the problem is due to differences in the sizes of replacement batteries -- some have smaller tops than others, and if a smaller-top battery isn't held in properly by its clamp, the battery could move under hard cornering, letting the positive terminal contact the clamp, causing a short-circuit and possible fire risk.

The problem affects 2013-2018 RAV4s -- about 1,854,000 of them, according to Toyota. The official National Highway Traffic Safety Administration safety recall notice has not yet been posted, but NHTSA's Office of Defects Investigation has had an open case looking into the problem since February 2021, after 11 complaints about "non-crash thermal events" starting in the engine bays of RAV4s. Toyota says that it's working on a new hold-down clamp, battery tray, and positive terminal cover. Once those are ready, the automaker will replace those components for free. The automaker says owners should be contacted about the recall by late December.

Apple on Wednesday lost a bid to block a mass London lawsuit worth up to $2 billion which accuses the tech giant of hiding defective batteries in millions of iPhones. From a report: The lawsuit was brought by British consumer champion Justin Gutmann on behalf of around 24 million iPhone users in the United Kingdom. Gutmann is seeking damages from Apple on their behalf of up to 1.6 billion pounds ($1.9 billion) plus interest, with the claim's midpoint range being 853 million pounds. His lawyers argued Apple concealed issues with batteries in certain phone models by "throttling" them with software updates and installed a power management tool which limited performance.

Apple, however, said the lawsuit was "baseless" and strongly denied batteries in iPhones were defective, apart from in a small number of iPhone 6s models for which it offered free battery replacements. The company sought to get the case thrown out of court, but the Competition Appeal Tribunal (CAT) said Gutmann's case can proceed in a written ruling on Wednesday.

PC Magazine cites a study done in March by Recurrent, a Seattle-based company that analyzes used electric car batteries, which analyzed real-world telematics data from 15,000 EVs of various makes and models, taking daily readings of their actual charging activity, battery percentage, and estimated range. Their results? Electric vehicles typically come with a standard battery warranty, between eight and 12 years, plus a certain number of miles. Recurrent found that most drivers were not replacing their batteries even after those warranties expired. The oldest models in the study have the highest percentage of battery replacements, at about 5% for those that have been on the road for nine to 12 years, according to the graph below. Twelve years is the current average lifespan for gas-powered cars in the US, according to Progressive.

This suggests a battery replacement could come at a natural time to consider buying a new vehicle or replacing the battery on the current one, not as an unfortunate surprise just a few years into ownership... "Almost all of the batteries we've ever made are still in cars, and we've been selling electric cars for 12 years," says Nic Thomas, marketing director for Nissan.

Jameson Dow reports via Electrek: As the latest step in the saga of recalled Chevy Bolts, GM is offering owners of '20-'22 Bolts early payment of $1,400 of an anticipated class action settlement in exchange for installing a piece of diagnostics software that the company says will detect whether batteries require a full replacement. [...] In June, GM announced that it would stop replacing 2020-2022 Chevy Bolt Batteries and would instead verify the integrity of the battery with software over a period of 6,200 miles in which Bolt owners were only allowed to charge their batteries to 80% or ~207 of the original EPA's 259-mile range. GM replaced most batteries on '17-'19 Bolts but then ended up offering software diagnostics instead of battery replacements to many '20-'22 model year Bolts. GM says that the software will detect which batteries actually require a fix, but the software requires 6,214 miles/10,000 km worth of driving to detect these problems, during which time charging must be limited to 80%.

This left many customers aggrieved at being promised a new battery and not receiving it, and further, at needing to wait some number of months with restricted charging before receiving a solution. Or, in the case of low-mileage customers, that 6,214 miles might even take years -- which brings up a conflict with GM's insistence that the diagnostic period be finished by March 31, 2025, in order to qualify owners for an extended warranty for a replaced battery pack. Now, GM is trying to sweeten the pot to get customers to install the "software final remedy" by offering early/upfront payment of an anticipated $1,400 class action settlement. The payment comes in the form of a Visa eRewards card that can be used for online purchases.

But you can only get this early payment if you install the "software final remedy" before December 31, 2023, and sign a legal release associated with taking the payment. If you don't, you'll have to wait for the class action to be sorted out. The compensation program only applies to owners involved in recall N212345944. If the class action settlement ends up being more than $1,400, GM says that the difference will still be paid out to owners who take advantage of this early compensation offer. As noted in The Verge's report, "[o]lder Chevy Bolt models that were made from 2017 to 2019 were initially provided 'fixes' in 2021 to keep the vehicles from catching fire, but it did not work." A different issue with the batteries appeared in 2020, "during which time at least 19 Bolts caught fire with full batteries."

The previously announced joint collaboration between Honda Motor and General Motors to develop a platform for affordable electric vehicles (EVs) has been cancelled, the firms said today. Initially publicized in April 2022, the collaboration aimed to produce lower-cost EVs for the North American, South American, and Chinese markets, with the first models expected to roll out in 2027. However, the companies disclosed that they have mutually agreed to disband the project. ArsTechnica: "After extensive studies and analysis, we have come to a mutual decision to discontinue the program. Each company remains committed to affordability in the EV market," Honda and GM said in a joint statement. "After studying this for a year, we decided that this would be difficult as a business, so at the moment we are ending development of an affordable EV," said Honda CEO Toshihiro Mibe in an interview with Bloomberg. "GM and Honda will search for a solution separately. This project itself has been canceled," Mibe said.

The now-canceled platform was supposed to use GM's Ultium batteries. GM debuted Ultium in 2020 as its third-generation lithium-ion cell, developed together with LG Chem. At the time, GM CEO Mary Barra said that Ultium cells would drop below the $100/kWh barrier "early in the platform's life." In 2022, the first Ultium-based EVs went into production -- the GMC Hummer EV, the Cadillac Lyriq, and the BrightDrop Zevo 600. Ultium cells were supposedly ready for mass production, but GM and LG Chem are struggling to make that a reality. In July, GM had to idle BrightDrop's production line in Canada due to a shortage of battery cells, and Kelly Blue Book's sales data for the first three quarters of 2023 show that just 6,920 Ultium-based EVs (which include the Chevrolet Blazer and Silverado EV, as well as the Hummer, Lyriq, and BrightDrop van) were delivered to customers.

According to Reuters, Nvidia is designing ARM-based processors that would run Microsoft's Windows operating system. While they're not expected to be ready until 2025, it poses a major new challenge to Intel which has long dominated the PC industry. From the report: The AI chip giant's new pursuit is part of Microsoft's effort to help chip companies build Arm-based processors for Windows PCs. Microsoft's plans take aim at Apple, which has nearly doubled its market share in the three years since releasing its own Arm-based chips in-house for its Mac computers, according to preliminary third-quarter data from research firm IDC. Advanced Micro Devices also plans to make chips for PCs with Arm technology, according to two people familiar with the matter. Nvidia and AMD could sell PC chips as soon as 2025, one of the people familiar with the matter said. Nvidia and AMD would join Qualcomm, which has been making Arm-based chips for laptops since 2016. At an event on Tuesday that will be attended by Microsoft executives, including vice president of Windows and Devices Pavan Davuluri, Qualcomm plans to reveal more details about a flagship chip that a team of ex-Apple engineers designed, according to a person familiar with the matter.

Nvidia, AMD and Qualcomm's efforts could shake up a PC industry that Intel long dominated but which is under increasing pressure from Apple. Apple's custom chips have given Mac computers better battery life and speedy performance that rivals chips that use more energy. Executives at Microsoft have observed how efficient Apple's Arm-based chips are, including with AI processing, and desire to attain similar performance, one of the sources said. Microsoft has been encouraging the involved chipmakers to build advanced AI features into the CPUs they are designing. The company envisions AI-enhanced software such as its Copilot to become an increasingly important part of using Windows. To make that a reality, forthcoming chips from Nvidia, AMD and others will need to devote the on-chip resources to do so. "Microsoft learned from the 90s that they don't want to be dependent on Intel again, they don't want to be dependent on a single vendor," said Jay Goldberg, chief executive of D2D Advisory, a finance and strategy consulting firm. "If Arm really took off in PC (chips), they were never going to let Qualcomm be the sole supplier."

An anonymous reader quotes a report from CNN: China has unveiled plans to restrict exports of graphite -- a mineral crucial to the manufacture of batteries for electric vehicles (EVs) -- on national security grounds, the Ministry of Commerce and the General Administration of Customs said Friday. The announcement comes just days after the United States imposed additional limits on the kinds of semiconductors that American companies can sell to Chinese firms. China, which dominates the world's production and processing of graphite, says export permits will be needed, starting in December, for synthetic graphite material -- including high-purity, high-strength and high-density versions -- as well as for natural flake graphite. [...]

According to the US Geological Survey (PDF), the market for graphite used in batteries has grown 250% globally since 2018. China was the world's leading graphite producer last year, accounting for an estimated 65% of global production, it said. Besides EVs, graphite is commonly used in the semiconductor, aerospace, chemical and steel industries. The export curbs were announced as China faces pressure from multiple governments over its commercial and trade practices. For more than a year, it has been embroiled in a tech war with the United States and its allies in Europe and Asia over access to advanced chips and chipmaking equipment. "At the moment both China and Western countries are engaged in a tit for tat, highlighting how protectionist measures often spread. Newton's third law that every action causes a reaction applies here, too," said Stefan Legge, head of tax and trade policy research at the University of St Gallen in Switzerland.

"At the same time, both sides of the dispute also realize how costly it is if geopolitics trumps economics," he added.

General Motors said it will delay production of electric pickups trucks at its plant in Michigan by another year as the No. 1 U.S. automaker grapples with flattening demand for electric vehicles. Reuters reports: The move is the latest sign that electric vehicle production and demand may not be as strong as forecast. GM had been set to begin production of the electric Chevrolet Silverado and GMC Sierra in late 2024 at the suburban Detroit plant. The company said the plan now is to start it in late 2025.

GM said the change was being made "to better manage capital investment while aligning with evolving EV demand" but said the move does not impact its battery plant plans. GM said in July battery production at the Ultium joint venture plant Ohio has been hampered because "our automation equipment supplier is struggling with delivery issues."

The automaker in July reiterated a previous target of building 400,000 EVs from 2022 through the first half of 2024, and projected EV revenue of $50 billion in 2025. GM has said it is targeting production of roughly 100,000 EVs in the second half of 2023. Reuters reported in July that the U.S. electric vehicle market is growing, but not quickly enough to prevent unsold EVs from stacking up at some automakers' dealerships.

An anonymous reader quotes a report from CNN: Zero-emission cars are soaring in popularity but running an electric vehicle is next to impossible in places with limited charging infrastructure. Stella Terra could change that. The khaki-green SUV uses solar panels on its sloping roof to charge its electric battery, meaning it can drive long distances powered entirely by the sun. Built by a team of students at Eindhoven University of Technology (TUE), "the world's first off-road solar-powered vehicle" could help connect remote areas "where roads are less developed and energy grids are not as reliable," and assist with emergency aid and deliveries, says Thieme Bosman, events manager for the team.

The team tested the vehicle in Morocco earlier this month, driving more than 1,000 kilometers (621 miles) between the country's northern coast and the Sahara Desert in the south. "Morocco has a huge variety of landscapes and different surfaces in quite a short distance," says Bosman, adding that the car was tested "on every type of surface that a car like this could encounter." The road-legal car has a top speed of 145 kilometers (90 miles) per hour. On a sunny day, its battery range is around 710 kilometers (441 miles) on roads, and around 550 kilometers (342 miles) off-road, depending on the surface. In cloudy conditions, the team estimates the range could be 50 kilometers less. Bosman noted that the vehicle had proved to be one-third more efficient than expected on the trip, and that its lightweight design made it less liable to get stuck on rugged terrain, and put less stress on its suspension.

"Where the SUV market currently innovates on the previous models, we really start from scratch and design everything ourselves," says Bosman. Minimizing the vehicle's weight was essential, and the team of 22 students focused on making every element ultra-efficient. At just 2,645 pounds (1,200 kilograms), Stella Terra weighs around 25% less than the average mid-sized SUV. The aerodynamic design also reduces drag and uses "lightweight and robust" composite materials to cut weight, says Bob van Ginkel, technical manager for Stella Terra. "(One of) the benefits of the solar panels on top is that we can have a much smaller battery because we are charging while driving," van Ginkel adds. Bosman and his peers hope their concept SUV could be mass produced in the near future. "We aim to also inspire not only everyday people, but also the automotive industry, the Ford and Chryslers of the world, to think again about their designs and to innovate faster than they currently do," says Bosman.

"It's up to the market now, who have the resources and the power to make this change and the switch to more sustainable vehicles."

While the tech in virtual reality headsets has "undoubtedly gotten better," iFixit says "repair is getting left off of designers' priority lists." In a recent teardown video, the DIY repair site disassembled Meta's Quest 3 headset to find that it's not super repairable," giving it a repairability score of 4 out of 10 due the absence of manuals, OEM spare parts, and "any sign of repairability considerations whatsoever." The Register reports: As the iFixit team tore into the headset, the first major failure from a repairability perspective was the "extremely complicated procedure of replacing the lithium polymer battery pack." "Replacing the battery in the Quest 3 is as difficult as it was in the Quest 2, and far more difficult than the Quest Pro." That said, the batteries in the controllers are AAs rather than the lithium-ion cells of the Quest Pro, so it's a win there.

Faced with a multitude of screws and the lack of a service manual, iFixit stripped the headset back to its bare components, revealing the new time of flight sensor -- essential for hand and controller tracking as well as mapping out the space around the user -- and, beyond the fan, the mainboard. The Quest 3 is powered by a Snapdragon 8, the XR2 Gen2. According to iFixit: "Leaked benchmarks suggest that this newer SoC improves on the XR2+ found in the Quest Pro both in terms of performance and power efficiency."

However, it is the battery that disappoints. Although it is a standard unit so theoretically replaceable, iFixit noted: "It's taken me three Fixmats, a single tray of plastic, and very careful organizing of about 50 screws to get this far." Yikes. Not really a user-serviceable part at all. [...] Overall, the team gave the device a provisional 4 out of 10 in its teardown, principally due to the absence of manuals, OEM spare parts, and "any sign of repairability considerations whatsoever." But hey, at least you can swap out the AAs in the controllers when they die.

"Australian design student Alexander Burton has developed a prototype kit for cheaply converting petrol or diesel cars to hybrid electric," reports Dezeen magazine, "winning the country's national James Dyson Award in the process." Titled REVR (Rapid Electric Vehicle Retrofits), the kit is meant to provide a cheaper, easier alternative to current electric car conversion services, which Burton estimates cost AU$50,000 (£26,400) on average and so are often reserved for valuable, classic vehicles.

Usually, the process would involve removing the internal combustion engine and all its associated hardware, like the gearbox and hydraulic brakes, to replace them with batteries and electric motors. With REVR, those components are left untouched. Instead, a flat, compact, power-dense axial flux motor would be mounted between the car's rear wheels and disc brakes, and a battery and controller system placed in the spare wheel well or boot. Some additional off-the-shelf systems — brake and steering boosters, as well as e-heating and air conditioning — would also be added under the hood. By taking this approach, Burton believes he'll be able to offer the product for around AU$5,000 (£2,640) and make it compatible with virtually any car...

With REVR, people should be able to get several more years of life out of their existing cars. The kit would transform the vehicle into a hybrid rather than a fully electric vehicle, with a small battery giving the car 100 kilometres of electric range before the driver has to switch to the internal combustion engine... Borrowing a trick from existing hybrid vehicles, the kit uses a sensor to detect the position of the accelerator pedal to control both acceleration and braking. That means no changes have to be made to the car's hydraulic braking system, which Burton says "you don't want to have to interrupt".
Thanks to Slashdot reader FrankOVD for sharing the news.