The FAA has published final special conditions for ZeroAvia‘s Model ZA601 electric engine, establishing the bespoke regulatory requirements the company must satisfy to certify its 600 kW propulsion system for commercial use in aircraft. The rule took effect March 18.
The ZA601 is an electric motor, controller, and high-voltage electrical system that powers the propulsion shaft in ZeroAvia’s ZA600 hydrogen-electric powertrain. The ZA600 feeds DC power from a hydrogen fuel cell through bidirectional inverters to a direct-drive motor running at 2,200 rpm. It targets 10- to 20-seat turboprop-class aircraft certificated under Part 23 of FAA regulations.
In US aviation certification, special conditions are used when a technology has “novel or unusual design features” that existing rules don’t cover. Part 33—the FAA’s engine airworthiness standard—was written for turbine and reciprocating engines. It doesn’t address high-voltage electrical systems, motor controllers, or the failure modes specific to electric propulsion. Rather than apply rules written for fundamentally different hardware, the FAA writes bespoke requirements. Getting them finalized is a meaningful step: it defines what ZeroAvia must now prove in testing. The ZA601’s conditions cover ratings, operating limits, durability, fire protection, overspeed behavior, control systems, vibration, ingestion, containment and high-voltage electrical system safety.
The FAA proposed the conditions in January; it received no public comments and adopted them unchanged.
“Having special conditions for our electric propulsion system published by the FAA is an enormous achievement that underscores the aerospace maturity of our organization and illuminates our path forwards towards type certification,” said Val Miftakhov, Founder and CEO of ZeroAvia.
Full certification remains some way out. ZeroAvia has said it now targets certification of the fuel cell system alone in 2027, with the complete ZA600 powertrain potentially following up to two years after that.
ROHM has added 17 CMOS operational amplifiers across two new series, TLRx728 and BD728x, targeting automotive, industrial and consumer precision applications. The lineup spans 1-channel, 2-channel and 4-channel configurations across multiple package options.
The TLRx728 achieves an input offset voltage of 150 µV (typ.), while the BD728x comes in at 1.6 mV (typ.). Both series share a noise voltage density of 12 nV/√Hz at 1 kHz and a slew rate of 10 V/µs. Rail-to-rail input and output extends the usable dynamic range to the supply rails.
In automotive and industrial signal chains, op amp offset voltage and noise floor are the primary limiters on measurement accuracy. At 150 µV (TLRx728) or 1.6 mV (BD728x) offset and a 12 nV/√Hz noise density, the series covers a range of precision requirements across sensor signal processing, current detection, motor driver control and power supply monitoring. The 10 V/µs slew rate supports fast output response, and rail-to-rail I/O is particularly useful in single-supply designs where output headroom is limited.
The devices are available now through DigiKey, Mouser and Farnell. Sample pricing starts at $2.00 per unit for 1-channel, $2.80 for 2-channel and $4.00 for 4-channel (excluding tax).
Hanon Systems is supplying a highly integrated thermal management module for electric vehicles, combining seven refrigerant-circuit components into a single 16 kg (35 lb) assembly. The module has been deployed in BMW’s fully electric iX3 SUV.
The unit integrates an eCompressor, electronic expansion valve block, water-cooled condenser, internal heat exchanger, chiller, A/C lines, and pressure and temperature sensors into one package. It dynamically regulates refrigerant flow and temperature to manage thermal demands across multiple vehicle subsystems simultaneously, including fast charging, high-performance driving and extreme weather operation. Hanon says the design reduces system complexity and packaging requirements while improving thermal performance and energy utilization, contributing to extended driving range.
EV thermal management is more demanding than in ICE vehicles because the battery introduces a third thermal system alongside cabin comfort and powertrain cooling—and all three interact. Fast charging and aggressive driving push significant heat into the battery that the refrigerant circuit has to handle in real time, while cold weather requires heating the battery efficiently without draining range. Consolidating the refrigerant-side components into a single module reduces the number of connections (each a potential refrigerant leak point) and shrinks the packaging footprint.
“Our solution transforms thermal management into an efficient and intelligent system. By unifying all critical refrigerant thermal management functions into one exceptionally compact module, we achieve savings in both packaging and materials,” said Soo Il Lee, CEO of Hanon Systems.
Vishay Intertechnology has launched the VODA1275, an automotive-grade photovoltaic MOSFET driver that delivers 8 mm creepage distance and CTI 600 mold compound in a compact SMD-4 package. The device targets high voltage automotive applications including pre-charge circuits, wall chargers, and battery management systems for EVs and HEVs.
The VODA1275 delivers 20 V open circuit voltage, 20 μA short circuit current, and 80 μs turn-on time—three times faster than competing devices, according to Vishay. The driver provides reinforced isolation with a working isolation voltage of 1260 Vpeak and isolation test voltage of 5300 VRMS, making it suitable for 800 V+ battery systems. The device is AEC-Q102 qualified and meets automotive reliability standards.
The high open circuit voltage allows designers to use a single MOSFET driver instead of two drivers in series, which was previously required for higher voltage applications. This simplifies circuit design and reduces component count in systems that need to drive MOSFETs and IGBTs reliably at high voltages. The driver can also enable custom solid-state relays to replace electromechanical relays in next-generation vehicles.
The optically isolated device draws power from an infrared emitter on the low voltage side, eliminating the need for an external power supply on the isolated side. “The VODA1275 features the industry’s fastest turn-on times and the highest open circuit voltage and short circuit current in its class,” the company stated. The driver is RoHS-compliant and halogen-free. Samples and production quantities are available now with eight-week lead times, priced at $1.20 per piece for US delivery.
Bosch Rexroth has introduced the TS 7plus, a fully electric roller conveyor designed for heavy-payload manufacturing lines. The company says it’s the world’s first freely configurable, fully electric transfer system for loads up to 3,000 kg, targeting automotive, battery and aerospace/defense assembly.
The TS 7plus runs on modular sections using solid or hollow rollers roughly 50% larger than those in the predecessor TS 7 system. The larger rollers reduce moving parts per meter, which Bosch Rexroth says improves availability. Standard workpiece pallets go up to 2,200 x 3,000 mm, minimum transport height is 350 mm for both longitudinal and transverse conveying, and conveyor speed reaches 24 m/min—Bosch Rexroth says that’s significantly faster than AGVs. A redesigned bearing block with two mounting tabs speeds assembly and simplifies maintenance and replacement.
Drive is via lubrication-free king shafts with bevel gears, eliminating the re-tensioning and lubrication demands of chain drives. Motors come in 180 W and 250 W variants with a third-party interface, and can mount inside or outside the conveyor section. Internal mounting clears the working area of interfering contours, the bevel gear path also keeps lubricants away from workpieces.
The system supports two operating modes: conventional accumulation with stop gates, and a segmented mode where each motor section runs only when required. Segmented operation cuts energy consumption over the full lifecycle and allows smaller motors to be specified, extending service life. Configuration is handled by MTpro planning software—available as a local install or as the browser-based MTpro Online Designer—which auto-generates CAD models and parts lists from the standard-component builds for export to the Rexroth Store or certified partners.
Of four all-new vehicles unveiled in New York, two were battery-electric SUVs: one big, one small.
While EVs are supposedly in retreat across the US—don’t believe all the headlines—new battery-electric models continue to launch. Two more debuted this week at the media preview day before the New York International Auto Show that opens to the public this weekend.
The 2027 Kia EV3 is a small SUV utility vehicle that’ll be the smallest, least expensive entry in Kia’s growing line of EVs; it’s expected to go on sale late this year. At the other end of the scale, the 2027 Subaru Getaway three-row SUV utility vehicle is the brand’s largest among the four EVs it’s announced. It too will land at dealerships in late 2026.
Small SUV, big range
The Kia EV3 has been on sale in South Korea for almost two years, followed by several European countries, Australia, and New Zealand. Demand in those markets has been substantial. In North America, it will compete in the low-priced end of the EV market. Pricing and specs won’t be released until later in the year, but it’s expected to compete with the Chevrolet Bolt (starting at $28,995), the Nissan Leaf ($31,485), and perhaps Ford’s upcoming midsize electric pickup, promised for $30,000 or so. All prices include the mandatory delivery fee.
In its US trim, the EV3 in US trim is promised to have up to 320 miles of EPA-rated battery range on certain versions, comfortably higher than the 300-mile mark that may be the new US standard for buyers concerned about range. Its design nods to the big, square EV9 three-row SUV, and Kia claims a drag coefficient of 0.275, low for such a small, square, upright vehicle.
Kia offers two options for battery capacity: the EV3 Light model uses a 58.3-kilowatt-hour pack, driving only the front wheels, and projected at a range of 220 miles. This is the model whose base price will no doubt be prominently featured in marketing. On higher trims (Wind, Land, GT-Line, and GT), battery capacity is 81.4 kWh. All-wheel drive is optional on Wind and Land, standard on GT-Line and GT. Motor output is 261 hp (192 kW) on all-wheel drive models, which rises to 288 hp (212 kW) on the higher-performance EV3 GT model.
Charging is via a NACS port on the right-front fender. Kia claims DC fast charging from 10 to 80 percent in 29 minutes for the small battery, 31 minutes for the large one. As always, that’s under ideal conditions of battery temperature and ambient temperature, at a charging station capable of delivering the sustained current required. Plug and Charge is standard, allowing “plug it in and walk away” charging once set up. Kia didn’t provide a rating for onboard AC charging.
Reflecting the broad appeal of using an EV as a portable source of electricity, the EV3 will offer vehicle-to-load (V2L) power outputs. Using a bidirectional Wallbox home charging station, it will also offer vehicle-to-home (V2H) capability to power a home during outages.
Inside the small SUV, the brand’s characteristic pair of 12.3-inch displays sit horizontally across the dash. The EV3 will offer some features and options rarely found on subcompact cars in the US, including a head-up display and Surround-View monitor. A power liftgate is available, giving access to 26.1 cubic feet of cargo volume behind the second row, or 56.5 cubic feet with the rear seat folded down.
To keep costs down, the EV3 is built on a lower-cost version of the Hyundai-Kia E-GMP battery-electric platform. One salient difference: a 400-volt battery architecture rather than the 800 volts of the EV6 hatchback utility and EV9 three-row SUV, its larger siblings. That lower-cost platform is also used for the Kia EV4, a sleek compact sedan whose US debut was indefinitely delayed in October after it was scheduled to go on sale in the first quarter of this year. With utility vehicles taking a growing share of the market, and sedans losing share, that may have been a smart decision—especially since the North American EV3 is expected to be assembled in Mexico, at the same Kia plant that builds the K4.
Big SUV, small maker
At the other end of the size scale, the 2027 Subaru Getaway 3-row SUV is the largest EV offering from the small Japanese maker that now sells two-thirds of its global output in North America. Like the EV3, it will have a rated range of more than 300 miles, but this seven-passenger crossover utility vehicle is aimed at the high end of Subaru’s range. The Getaway is the EV counterpart to the brand’s aging Ascent gasoline 3-row SUV; it becomes Subaru’s tenth separate US model line.
If the shape looks familiar, that’s because it’s a light redo of the Toyota Highlander battery-electric SUV announced early this year. It’s now the fourth Subaru EV to be a clone of a Toyota, following the Solterra hatchback (Toyota bZ nee bZ4X), Uncharted small hatchback (Toyota C-HR EV), and Trailseeker wagon or utility vehicle (Toyota bZ Woodland)—the latter being the only one whose shape genuinely reads as a Subaru.
Powered by a 95.8-kWh battery pack, every Getaway comes standard with all-wheel drive—a Subaru hallmark since the 1990s—provided by a pair of electric motors rated at 420 hp (309 kW) combined. The 0-to-60-mph acceleration time for this seven-passenger SUV is quoted at “less than 5 seconds,” and its towing capacity is up to 3,500 pounds.
Like the smaller EV3, the Getaway charges via a NACS port on the right-front fender. Subaru quotes a 10-to-80-percent DC fast charging time at up to 150 kW of “approximately 30 minutes”–again under those ideal conditions. Battery preconditioning is standard, and the front Daytime Running Lights double as charging-status indicators when the car is plugged in.
In the first half of 2027, a “standard-range” model with a lower battery capacity of 77.0 kWh will be offered. It too will have AWD standard, but details will have to wait until then.
Inside, the Getaway uses a 12.3-inch digital instrument cluster—the standard Toyota setup—and a central 14-inch touchscreen display. Heated front seats are standard, with a heated steering wheel and an array of heated second- and third-row seats, ventilated seats, and more either standard on certain trims or optional.
Other features and options befit a three-row SUV likely used to carry families. Those include three-zone climate control that includes dedicated vents for the third row, a cup holder at every seat, USB-C charge ports for every row, and an optional panoramic moonroof. And “most” versions of the Getaway will have the brand’s characteristic ladder-type roof rails as standard, allowing owners of other Subaru models to use their existing Thule carriers and other roof accessories seen on Subies all across the country.
Unlike the Korea-built EV3, the 2027 Subaru Getaway will be assembled in the United States, at the Toyota plant that builds its Toyota Highlander twin in Georgetown, Kentucky. That exempts it from tariffs on imported vehicles, and it marks only the second US assembly plant for Subaru, which builds a majority of its gasoline models in its Lafayette, Indiana, plant.
Inlyte Energy has struck a supply chain agreement with Ervin Industries, a US iron materials manufacturer founded over 100 years ago, to develop iron powder formulas optimized for Inlyte’s iron-sodium battery systems. The collaboration aims to expand Inlyte’s domestic materials sourcing and reduce dependence on overseas supply chains.
Ervin produces engineered steel shot, grit and advanced metal powders for markets including surface preparation, metalworking and advanced manufacturing—all from recycled metals. Under the agreement, the two companies will refine iron powder specifications, materials characteristics and production processes suited to large-scale battery deployment.
The pitch rests on what iron and sodium have that lithium doesn’t: domestic availability at scale. China controls over 75% of global lithium-ion cell production and an estimated 70-90% of the full value chain, including processing of lithium, cobalt, nickel and graphite. Iron is already produced in large volumes in the US—Ervin sources from recycled metal feedstock. For Inlyte, that means a potential supply chain that doesn’t run through Chinese processing plants.
Inlyte is finalizing site selection for its first US production facility this year. The company plans commercial deliveries in 2027, working with HORIEN Salt Battery Solutions on the sodium battery systems.
“Ervin’s century of experience producing high-quality iron materials gives us a powerful foundation to scale battery manufacturing while strengthening domestic supply chains,” said Antonio Baclig, CEO of Inlyte Energy. “By building on existing, domestic terawatt-hour level supply chains of iron and sodium, this technology can scale rapidly to lower the cost of electricity across the country.”
“We’ve spent decades perfecting iron powder processes for demanding industrial applications,” said Trent Pearson, President/CEO of Ervin Industries. “Working with Inlyte allows us to apply that knowledge to the fast-growing battery sector and help establish a domestic materials supply chain for next-generation energy technologies.”
