Rivian CEO RJ Scaringe has thoughts

Rivian founder and CEO RJ Scaringe sat down with more than a dozen auto reporters for a lengthy Q&A session during the R2 launch drive event. What follows are his comments on a few topics, each of which bears on the R2’s prospects. They have been edited for clarity and length.

On zonal architecture and the VW deal

RJ Scaringe: Outside of Tesla and Rivian, Western manufacturers do not have software-defined architectures. They have not moved into even zonal ECU consolidation. When you start to think beyond software-defined vehicles, into AI-defined vehicles, there’s a very significant gap I think the vast majority of Western manufacturers have a real challenge with. 

Outside of Tesla and Rivian, Western manufacturers do not have software-defined architectures. They have not moved into even zonal ECU consolidation.

It was precisely that which led to the very large partnership we have with Volkswagen. It’s a $5.8-billion deal that essentially takes our zonal ECUs and associated base-level OS, and deploys that across a wide variety of form factors, price points, and of course brands within the Volkswagen portfolio. We’ve been pretty open on saying we think of that as the first of what we hope are many deals like that. 

On Chinese carmakers’ technology

Scaringe: We’re very bullish on our technology, so I look at the Chinese makers from two angles. One is from a technical point of view, for similar reasons to why Rivian as a company is built very differently. If you designed a car company today, the talent profiles, the location of where you build, the teams, would all look very different than if you had designed a car company going back half a century, maybe more. You would end up with a very different topology of electronics and software—and that’s a big structural advantage, relative to the classic Tier One-dependent distributed systems that have 75 to 125 ECUs in a car. 

There are only a couple of companies in China that actually have done that. A lot of them have just copied what’s in the West. A handful—call it maybe five companies—are very technically advanced. I am personally super-familiar with the architecture of Xiaopeng and others, which are among the most advanced in China. I can happily say that our architecture is more advanced, and there are a lot of concepts that we’ve been able to take from a first-principles standpoint that are actually ahead of the Chinese cars. That really makes us extremely bullish on how we see things in the future in the United States, because of the same trend that is happening in China—cars are becoming more and more electric. 

On Chinese carmakers’ cost structures

The Chinese cost of labor is about one seventh what it is the US, and the cost of capital is free, or better than free, meaning zero-percent-interest loans from the government—or in many cases, grants.

Scaringe: All the Chinese companies have a second element, which is a very low cost structure. For that, there’s no magic fairy dust. The Chinese cost of labor is about one seventh what it is the US, and the cost of capital is free, or better than free, meaning zero-percent-interest loans from the government—or in many cases, grants from the government to build plants. We don’t have that. In the West, there’s not free capital to build production capacity. So the compounding effects of that across the tiered supply chain, all the way up to the OEM, have resulted in cost structures for the Chinese that are just unattainable with Western labor and capital cost structures. And that’s why I think you’ll see tariffs in many countries, to try to bring some equilibrium to that. 

On future owner expectations

Scaringe: What I think is going to happen over the next five years: Consumers increasingly are just going to expect things to know stuff. For instance, you’ll be frustrated when, if a service technician calls and says, “I’d like to have your car serviced,” and you’re like, “Wait, I’m in Europe, how do you not know that? That’s so frustrating that you don’t know that.”

All the other services in your life are going to start to know all these rich, contextual things. So, in 2030, if a service tech asks, “Is the car making a clicking noise?” you’ll respond, “Why are you asking me that? Why don’t you ask the car?” We think that that’s going to become much more part of the expectation. It won’t be a binary step change—it’ll just be this gradual growing expectation. I think you’re going to have your car know everything, how it’s been used, and a good idea of how you’re going to use it. To the degree you want it to know those things, anyway, and to the degree you open up access to your calendar. But I think that’s just going to become more and more the way things work. 

On the lack of “compelling” electric vehicles

Scaringe: I really disagree with the idea that customers don’t want EVs. And I have an existence proof that supports my hypothesis: I think we have an extreme lack of choice in highly compelling products. And when I say highly compelling, I don’t mean mediocre. I don’t mean good enough. I mean something that you’re actually really excited to get into. 

“I think we have an extreme lack of choice in highly compelling products.

The existence proof is there’s a car that launched in 2016, and a sibling car that launched in 2019, the Tesla Model 3 and Model Y, that are selling around half a million a year. They represent close to 60% of the EV market share in the US. And they’re great cars. They’re highly compelling. That’s a big enough number, they’re selling enough volume, that this is not just Tesla fanboys. This is regular people—families, college students, retirees, regular people, Uber drivers—everybody is buying these, and it’s not as if they’ve just launched—they’ve been on the market for a while. So the existence proof we see is that there’s really one example of a highly compelling set of vehicles: the Model 3 and Model Y. Great tech, great dynamics, nice packaging, the right price point, great range. 

So it’s not at all surprising that, if you’re running a large car company, and you’ve just spent $20 billion launching a bunch of mediocre products that haven’t done particularly well in the market, you wouldn’t say, “Oh, well, we just whiffed it. We just launched a bunch of products that are dogs.” Of course, you’re gonna say, “The market doesn’t want EVs.” You can sort of see why they would. We think the market is very hungry for EVs. I should say it differently: We think the market is very hungry for great cars, and the fact that they’re EVs is secondary.  

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South Africa’s CHARGE upgrades its off-grid EV charging network

Three months after launching its off-grid, solar-powered EV charging network on South Africa’s N3 highway corridor, Zero Carbon Charge (aka CHARGE) has confirmed plans to double charging capacity at both the company’s CHARGE hubs in response to growing demand.

CHARGE generates solar energy on-site, delivering off-grid charging for both passenger and commercial EVs in South Africa.

The upgrade will increase total charging capacity at each hub from 360 kW to 720 kW. Solar capacity at each site will grow from 280 kWp to 470 kWp, while battery storage will increase from 645 kWh to 1.4 MWh.

Load management automatically allocates available power among vehicles.  When sufficient capacity is available, the system can direct up to 600 kW to a single connector. The upgrade will also future-proof the network for the next generation of 800-volt vehicles entering the market and lay the groundwork for CHARGE’s move towards megawatt-level charging.

Combined, the two upgraded CHARGE Hubs will have the potential to generate approximately 1.6 GWh of renewable energy annually.

“When we launched these hubs in May, we built them to accommodate today’s vehicles while leaving room to grow,” said Joubert Roux, CHARGE co-founder and Chair. “Within three months, demand from customers driving both passenger and commercial vehicles has made it clear that we need to bring that growth forward. This expansion also reflects what is happening in South Africa’s EV market. The latest NAAMSA figures show electrified vehicles now account for 6% of new light vehicle sales.”

“These sites will save 800 000 litres of fuel directly, most of it imported. That is the advantage of off-grid, renewable-powered infrastructure,” Roux added.

The company calls the latest upgrade a boost for CHARGE’s commercial freight partners on the N3 corridor.

“High-speed, green charging capacity is what transforms electric freight from a pilot project into a competitive edge,” said Michael Maas, CEO and Co-founder, Zimi. “This N3 upgrade ensures our clients’ electric trucks and vehicles stay fully charged and on schedule, proving that zero-emission transport on South Africa’s busiest freight route is now a reality.”

“The N3 has shown us what happens when the infrastructure is ready before the demand fully arrives,” says Roux. “We expect exactly the same story to play out on the N1 – and we’re already planning for it.”

Source: CHARGE

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AYK Energy launches a swappable containerized marine battery system

AYK Energy is launching the Cosmos Marine Battery Container, a containerized marine battery system that can be swapped in and out or installed permanently. The company says it is the world’s first swappable containerized marine battery, and that it removes the need for a dedicated onboard battery room, which AYK describes as a complex and costly part of a marine battery installation.

AYK says it is already taking orders while the system moves through class approval, having completed the New Technology Qualification (TQ) stage.

The container carries eight independent levels of safety, IP67 ingress protection and an A60 fire rating, a marine fire class rated to hold for 60 minutes.

“Our containerised batteries can be stacked onshore and charged off-site to be transported to ports when required,” said founder Chris Kruger. “They can then be loaded onto vessels at speed and tailored to voyage energy requirements, perhaps loading dozens of batteries at a time.”

The same containers can supply temporary hotel-load power to vessels in port, which reduces emissions, or be exchanged between voyages as a swappable system. They can also be fitted permanently on hybrid or fully electric vessels.

AYK is aiming the system primarily at the ferry, RoPax and passenger vessel market, but says it’s also suitable for tugboats, feeder vessels, hybrid commercial craft and other workboats that need battery power.

“The Cosmos containerised battery will simplify installation, reduce engineering complexity, lower project costs and speed up implementation,” said Kruger.

Source: AYK Energy

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Engineering the connection point for long-term EV charging reliability

Sponsored by Lider Electric.

Lider Electric’s NEMA 14-50 receptacles with Electric Vehicle Marking combine certification-backed product identification with purpose-built EV charging design.

EV charging reliability is often discussed at the system level: charger output, vehicle compatibility, software, utility capacity, and public infrastructure. Those factors matter, but many residential and light commercial charging setups still depend on a physical component that can be easy to overlook: the receptacle.

For plug-in Level 2 charging, the NEMA 14-50 receptacle is where the building’s electrical system meets the charging equipment. It is the point where wiring, contact pressure, mechanical fit, heat, repeated use, and installation quality all come together. From the outside, it may look like a standard wiring device. In daily EV charging, it becomes part of the charging infrastructure.

That connection point is the focus behind Lider Electric’s LN-1450RH and LN-1450RHW NEMA 14-50 receptacles. The latest UL certification documentation identifies these models with Electric Vehicle Marking, giving installers and customers a clearer way to recognize their EV-related certification status. Together, the certification, marking, and product design reflect Lider Electric’s focus on safety-conscious product development, connection reliability, and long-term charging performance.

Why EV Charging Changes the Role of the Receptacle

EV charging is not a one-time electrical event. For many drivers, it is a repeated duty cycle: plug in, charge for hours, unplug, and repeat. That pattern places sustained demand on the electrical pathway, especially in garages, driveways, workshops, multifamily properties, and light commercial environments.

In that environment, product selection should go beyond plug configuration and price. A receptacle used for EV-related applications should be evaluated with daily use, sustained electrical load, secure wiring connections, heat management, and long-term durability in mind.

The receptacle also does not work alone. Breaker selection, wire sizing, grounding, enclosure selection, terminal torque, local code compliance, and qualified installation all matter. But the receptacle is where electrical performance becomes physical contact, making it an important part of the overall charging setup.

Designed for Sustained EV Charging Use

Lider Electric’s approach to NEMA 14-50 receptacle design starts with how EV charging is actually used. It is designed around repeated charging sessions, sustained electrical demand, and the need for reliable connection performance over time.

The LN-1450RH and LN-1450RHW are rated 50A, 125/250V and engineered for EV-related installations where long-duration charging performance matters. Their design priorities include reliable power at the connection point, heavy-duty NEMA 14-50 construction, secure connection performance under sustained electrical load, contacts designed to support heat resistance during extended use, and clear product identification through Electric Vehicle Marking.

That matters in a market where products can appear similar in online listings. Two receptacles may share the same configuration, but differ in internal construction, contact design, material selection, terminal strength, and certification status. For installers and buyers, those details can influence how confidently a product is selected for an EV-ready electrical upgrade.

Lider Electric’s position is straightforward: for daily EV charging, product selection should not be based on price and plug configuration alone. The company focuses on engineering, materials, safety-conscious product development, and dependable performance so EV owners and trade professionals can make more informed decisions at the connection point.

Inside the Engineering

Lider Electric’s EV charging receptacle design focuses on internal components that support stable connection performance under sustained use. Key design details include:

• Fortified nylon enclosure reinforced with glass fibers to support durability, heat resistance, and wear resistance
• Silver-plated solid H65 brass contacts designed for conductivity and resistance to oxidation
• V-shaped high-purity ETP copper clamp with Cu ≥ 99.9%, designed to hold stranded and solid wires securely
• Max 75 lb-in torque hexagon terminal screws designed to support secure installation when installed according to applicable requirements and professional practices
• Self-grounding design to help provide a reliable ground path when properly installed
• Electric Vehicle Marking for clearer product identification in EV-related applications

These engineering choices reflect the same principle that shapes the broader product design: EV charging reliability starts with the quality of the physical connection.

The Difference Between Claims and Certification

The EV charging market includes many products that claim to meet applicable standards. However, there is an important distinction between a self-declared claim and a product that has completed the applicable certification process. In practical terms, certification matters because it gives installers and customers a documented basis for product evaluation, as long as the certification reference matches the authorized UL Mark and certification scope.

For homeowners, commercial users, electricians, contractors, builders, and EV installation professionals, that distinction matters. UL certification provides a clearer reference point when evaluating products for EV-ready residential and commercial projects. It helps move the buying decision beyond marketing copy and toward documented certification.

For Lider Electric’s LN-1450RH and LN-1450RHW, the latest certification documentation identifies a NEMA 14-50 receptacle platform with Electric Vehicle Marking. Electric Vehicle Marking helps identify receptacles that have been evaluated under UL certification requirements for EV-related use. For installers, inspectors, and customers, it is more than a label; it is a practical product identification tool in a category where clarity is increasingly important.

According to the UL Certificate of Compliance, representative samples of Lider Electric’s LN-1450RH-** and LN-1450RHW-** have been evaluated by UL in accordance with the Standard(s) indicated on the Certificate. For the U.S. Listing, the certificate references “UL 498 – Attachment Plugs and Receptacles.” The Models section specifies “LN-1450RH-** Electric Vehicle Marking – Suitable for USL only” and “LN-1450RHW-** Electric Vehicle Marking – Suitable for USL only.”

Lider Electric has shared more background in Lider Electric’s UL certification announcement and its EV Marking Article, including how certification documentation supports clearer product identification for EV-related applications.

What This Means for the Field

For electricians and EV installation professionals, clear product identification can support more consistent specification and selection. When a receptacle is marked and documented for EV-related use, it gives installers another reference point when planning a charging setup.

For builders and property managers, EV readiness is becoming part of long-term property planning. Selecting components designed around real charging behavior can support more future-ready electrical projects.

For EV owners, the takeaway is simple: dependable charging begins before the vehicle is plugged in. It starts with the electrical pathway, the quality of the installation, and the reliability of the receptacle at the connection point.

Built Around a More Demanding Charging Future

As EV adoption continues to grow, expectations for charging infrastructure should grow with it. Charging speed and convenience will remain important, but so will the quality of the components behind the wall. The receptacle may be small compared with the charger or the vehicle, but it plays a meaningful role in supporting daily charging performance.

Lider Electric’s NEMA 14-50 receptacles with Electric Vehicle Marking reflect that approach. The LN-1450RH and LN-1450RHW are designed for EV charging environments where connection reliability, product identification, secure installation, and long-term performance matter.

For readers evaluating NEMA receptacle options for EV-ready projects, Lider Electric provides a broader overview through the LIDER NEMA receptacle collection. Those looking for model-specific details can review the LN-1450RH product page or the LN-1450RHW product page. Customers who prefer marketplace purchasing can also view the LN-1450RHW on Amazon.

Reliable power starts at the connection point. For Lider Electric, that is where thoughtful EV charging design begins.

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Cape Town orders 38 Volvo low-entry electric city buses

Volvo Buses will supply 38 Volvo BZR Low Entry Electric buses to the City of Cape Town, South Africa. The buses will operate within the city’s electric passenger transport system.

“This is a landmark project for both Cape Town and for us. We can be very proud to introduce electric buses to the city, and in doing so, prove that we acknowledge and support a sustainable future,” says Leon Nelson, Director, Volvo Buses in South Africa.

The Volvo BZRLE Electric is based on Volvo’s’ flexible BZR platform. The bus bodies will be locally designed and manufactured by Gauteng Bus and Coach Centre in Johannesburg. The charging infrastructure will be managed by the City of Cape Town.

Volvo Buses has acted as a strategic advisor throughout the electrification process, supporting infrastructure planning and system implementation.

“The first buses are scheduled for delivery in 2027,” says Rob Quintas, City Councillor responsible for urban mobility in Cape Town. “We have ordered a minimum of 38 buses, but this number may increase with funding availability. The new buses will be paid for by means of Public Transport National Grant funding.”

“This project demonstrates how electrification can be implemented in a way that strengthens local capabilities, builds technical competence, and contributes to the development of a future-ready public transport ecosystem,” says Manish Sahi, Vice President, Volvo Buses MIAC.

Source: Volvo Buses

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Corvus Energy and BYD introduce Blue Whale NxtGen Power marine LFP battery

Corvus Energy’s new Blue Whale NxtGen Power is a lithium iron phosphate (LFP) energy storage system designed for electric vessels that need high power rather than high capacity. The system was developed in collaboration with BYD Energy Storage—the first product to result from the two companies’ strategic cooperation.

BYD Energy Storage provides the battery cell technology and cell stack manufacturing, and Corvus handles the overall system design and architecture, including marine safety features, the BMS, cybersecurity, a digital battery passport and class approval, as well as final assembly, testing and lifetime service support.

Blue Whale NxtGen Power is built on Corvus’s existing NxtGen platform, and it shares its stack interface, battery module design, BMS and cell string assembly with the rest of the NxtGen portfolio. For existing Blue Whale NxtGen customers, Corvus says installation practices, service procedures and spare parts management stay largely unchanged, so common spare parts carry across products and training needs should remain low.

Corvus lists tugs and workboats, offshore vessels that use batteries for power optimization and large ferries that need rapid charging between crossings as the main applications for a system built for vessels where power demand, rather than energy capacity, defines performance.

“LFP technology has advanced significantly in recent years and now offers a highly cost-effective solution for a wide range of maritime applications. By combining BYD Energy Storage’s technology leadership, manufacturing expertise and global scale with Corvus Energy’s maritime experience, we can accelerate innovation, reduce system costs and deliver even greater value to our customers,” said Thor Humerfelt, Head of Product Innovation at Corvus Energy.

Source: Corvus Energy

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ChargePoint and Eaton power Santa Monica’s transition to fully electric bus fleet

EV charging giant ChargePoint, together with intelligent power management company Eaton, will provide EV charging infrastructure for Big Blue Bus, a public transit agency that serves the city of Santa Monica and the greater Westside region of Los Angeles County.

The Santa Monica Department of Transportation aims to operate a fully zero-emission fleet by 2032.

As part of Santa Monica’s $56-million investment in electric transit fleet infrastructure, the current project combines ChargePoint’s DC fast charging solutions and fleet software with Eaton’s electrical infrastructure and energy management solutions.

Big Blue Bus plans to deploy 130 DC fast charging ports, exclusively featuring the Express Plus line of ChargePoint equipment. Eaton is providing electrical infrastructure, including medium-voltage switchgear, switchboards, panelboards, as well as engineering expertise.

“This project represents one of ChargePoint’s largest transit deployments to date, showcasing how our scalable, high-power charging solutions can meet the complex needs of large bus fleets and help agencies transition to fully electric operations while delivering a lower total cost of ownership,” said Rick Wilmer, CEO at ChargePoint.

“By investing in clean, electric transit, we’re creating healthier air for our communities, a quieter and more comfortable experience for riders, and a safer, more efficient environment for our workforce,” said Anuj Gupta, Director of Transportation for the City of Santa Monica.

“Whether you’re electrifying a fleet or a personal vehicle, Eaton is making electrification easier, faster and more flexible—helping customers maximize infrastructure investments, optimize energy use and unlock greater value from the grid,” said Paul Ryan, Vice President and General Manager, Energy Transition at Eaton.

Source: ChargePoint

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