As the DC fast charging market matures, it’s becoming apparent that distributed charging systems are best for some applications, while all-in-one chargers are the best fit for others. EVSE manufacturer Alpitronic offers both options.
In 2025, Alpitronic unveiled its HYC1000 distributed charging system, which features a Power Cabinet with eight 125 kW Power Stacks that deliver a total charging power of up to one megawatt. The system can distribute this power in 62.5 kW increments to as many as eight outputs. Alpitronic now specifies the efficiency of the Power Cabinet at up to 98.2 percent, an improvement over the original quote of 97.5 percent.
The Power Cabinet was originally launched with three dispenser options:
The MCS Dispenser has an MCS plug (maximum 1,500 A, 1,000 kW) and an optional CCS plug (600 A, 600 kW).
The HP Dispenser has a CCS plug (1,000 A, 1,000 kW).
The EV Dispenser offers up to two CCS plugs (600 A, 600 kW).
Now Alpitronic has added the new Depot Dispenser, specifically designed for charging e-bus and e-truck fleets at depots, to its lineup.
The Depot Dispenser features a compact housing measuring 600 × 400 × 250 mm. Depending on the configuration, this dispenser weighs up to 35 kg, excluding the charging cable. It can be wall-mounted, pedestal-mounted, or installed on a crossbeam or under the depot ceiling. The charging cable is available in lengths of 2.0, 5.5, and 7.5 m. (The extra-long cable is suitable for overhead mounts.)
The Depot Dispenser features a CCS connector and operates at voltages ranging from 150 to 1,000 V. Alpitronic specifies a peak current of 400 A, enabling the stated 400 kW—though this is only achievable with vehicles operating near 1,000 V. This places the Depot Dispenser on par with the uncooled cable of the EV Dispenser, which also supports 400 A.
For the Depot Dispenser, Alpitronic has omitted the touchscreen commonly found on its larger charging stations. Instead, a status LED indicates charging status. Authentication is provided via RFID. Optional card readers and a QR code reader allow operators to enable charging for both their own fleets and for guest vehicles. A legally compliant DC meter is also offered as an option.
The Depot Dispenser will initially launch in Europe, and other markets will follow.
“With the Depot Dispenser, we address the specific requirements of a depot,” says Philipp Senoner, CEO of Alpitronic. “For fleet operators, the focus is not on providing the maximum possible power at every charging point. What matters is charging vehicles reliably, economically, and in line with their operational and dwell times. This is exactly the flexibility we provide with our charging portfolio.”
Archer Aviation, BETA and Macquarie Capital have collaborated to launch America’s Consortium for Electric Skyways (ACES), and have set a goal to electrify up to 250 air taxi sites at America’s largest airports and metro areas over the next decade.
The consortium’s current project is to expand interoperable electric aviation charging infrastructure in Texas at key facilities such as airports and FBOs (fixed-base operators, which provide support services to general aviation operators at public-use airports).
ACES plans to create a shared infrastructure model under which multiple operators can use the same chargers. This approach will enable infrastructure operators, OEMs and investors to join in building a unified network rather than competing proprietary charging systems.
The Texas Department of Transportation (TxDOT) is conducting pilots in cooperation with the FAA’s eVTOL Integration Pilot Program (eIPP), which is designed to accelerate the safe deployment of Advanced Air Mobility (AAM) vehicles in the National Airspace System.
ACES will collaborate with t TxDOT to identify locations where eVTOL operators expect to fly, and prepare the needed infrastructure. The agency has highlighted plans for regional test flights connecting the Texas Triangle (Dallas/Fort Worth, Austin, San Antonio and Houston) and rural communities with air taxi networks. BETA, Archer and other OEMs plan to conduct electric air taxi test flights in Texas in the coming months.
“Texas is preparing the way for America to lead the world in commercializing the next generation of aviation technologies, and infrastructure is how that push becomes real,” said Adam Goldstein, founder and CEO of Archer. “ACES plans to put interoperable chargers where eIPP operations will take place, built on an open standard the whole industry can use. That’s the foundation Texas needs to set the region up for passenger air taxi flights across the Texas Triangle as part of the final phase of the Texas eIPP pilot.”
“Aircraft are only useful if you have the infrastructure in place to support them,” said Kyle Clark, founder and CEO of BETA Technologies. “ACES is about making sure that infrastructure is interoperable, reliable, and ready where operators need it. Texas gives us a great opportunity to put that work into practice alongside TxDOT and show how shared charging infrastructure can support real operations today.”
The updated PHEV model of Volvo’s best-selling SUV now has more than twice the e-range.
The 2028 Volvo XC60 T8 plug-in hybrid model will offer a singular distinction: the longest electric range of any PHEV sold in the US. Its e-range will be 78 miles, up from 36 miles for the 2026 model. Volvo dubs it the first-ever long-range PHEV. The XC60 five-seat crossover SUV is the company’s most popular model globally, with 2.7 million sold to date. For the 2028 model year, Volvo has freshened the design and comprehensively updated the electric-drive components. The new models are to arrive at US dealers early in 2027.
In 2021, Volvo said it would offer only battery-electric vehicles by 2030. That hasn’t happened, as EV adoption rates have varied hugely across the globe, policies and politics have changed, and US shopper concerns over EVs kept sales below projected levels. Volvo Cars then said in 2024 its gasoline models would receive a round of updates to stay on the market longer than initially planned—with the new goal for 2030 being 90 percent battery-electric and plug-in hybrid models.
So the larger XC90 and the midsize XC60 have been updated to keep them current even as their model life lengthens. Volvo will continue to offer gasoline-only powertrains (albeit with “mild hybrid” enhanced start-stop systems) in them as well as PHEVs. Meanwhile, the newer 2027 Volvo EX60 and two-year-old EX90 offer battery-electric counterparts to the XC60 and XC90 two- and three-row SUVs respectively.
Charged was invited to London for the global unveiling of the updated XC60. While we weren’t able to drive the revised PHEV, we interviewed executives Akhil Krishnan, Volvo’s global head of product management for the 60 series, and Frank Vacca, director of vehicle product line planning for the Americas at Volvo Cars USA.
Photos courtesy of Volvo.
One bigger battery, two models
While the XC60 design and PHEV powertrain are updated for 2028, the larger three-row XC90 received its design update two years ago, for the 2025 model year. Both models are built on the company’s earlier SPA1 architecture, meaning the PHEV updates to the XC60 will also be used in the larger car’s T8 powertrain for the 2028 model year.
Both get longer ranges for their T8 (PHEV) versions, using identical battery packs with 41.2 kilowatt-hours of energy capacity (37.9 kWh usable)—up from 18.8 kWh (14.7 kWh usable) in their predecessors. In the larger, heavier XC90, the electric range is projected at 73 miles—again, more than double the 33 miles of its predecessor. The packs use a new generation of higher-capacity nickel-manganese-cobalt cells from Chinese battery giant CATL, though Krishnan noted unlike the EX60, the pack uses conventional modules rather than that EV’s cell-to-pack structure.
A redesigned floor pan for both cars let Volvo redesign and move the battery pack from a vertical orientation inside the tunnel between the seats to a flat, thin pack entirely under the cabin floor. Ground clearance is unchanged at about 9 inches, and a benefit of the relocated pack is the far smaller hump in the floor in front of the rear middle seat. The tunnel still has to accommodate a driveshaft to the rear wheels for all-wheel-drive gasoline models, plus a wiring harness, but the difference is noticeable.
Photos courtesy of Volvo.
EV lessons for PHEV motor
Unlike some hybrid SUVs, the XC60 and XC90 are “through-the-road hybrids”: the gasoline engine powers the front wheels and an electric motor powers the rears. Use of one or the other power source, or both, is controlled by software that builds on more than a decade of Volvo PHEV experience.
Part of the increase in e-range comes from an entirely new rear motor. It’s smaller but provides far more power (from 107 to 130 kW, or 143 to 174 hp), though torque remains unchanged at 228 lb-ft. “We designed and developed our own electric motors for the EVs,” Krishnan explained. “The XC60 [PHEV] has an in-house motor, built in Sweden, which applies a lot of those learnings and lessons.” The result is far better electric acceleration—a point Vacca also stressed, suggesting the T8 would provide the best and fastest performance of all XC60 variants. Volvo quotes its 0-to-60-mph acceleration time at 4.5 seconds.
As before, drivers can choose the standard drive mode or Performance, Hold (to retain battery charge), or Charge (using the engine to recharge the battery) modes. As before, there’s a strong detent in the accelerator so drivers don’t accidentally kick on the engine if the car still has charge in the battery. While Volvo says battery power alone is sufficient to cover the vast majority of standard driving, flooring the accelerator switches on the engine to provide maximum power (339 hp combined) for getting out of emergency situations.
Despite the larger pack, the XC60 T8 retains its J-1772 Level 2 port for charging. It doesn’t offer fast charging, so Volvo saw no need to convert to a NACS port during a mid-cycle refresh. Time for a full recharge from 0 to 100 percent is quoted at 5.7 hours on a Level 2 charging cord.
Design updates across the revised 2028 XC60 range include all-new sheet metal and lights forward of the firewall, a redesigned tailgate and rear lamps, and new wheels. Other changes include upgraded safety features due to an expanded suite of no less than 18 sensors—5 radars, a new front-facing camera, and 12 new ultrasonic sensors covering the entire perimeter—and the addition of Google Gemini natural-language interaction (which can be retrofitted to 2021 and later XC60s). One missing feature: The age of the SPA1 platform prevented the addition of wireless Android Auto or Apple CarPlay. Owners still have to plug in their phones or other devices to access them through the central touchscreen.
But will they get plugged in?
Vacca said the Sino-Swedish company’s plug-in hybrids have historically made up 25 to 35 percent of its US sales in model lines that offer them. The elephant in the room, of course, is the open question of whether owners actually plug them in—or if they’re simply the buyers who want the top-of-the-line version of the model they’ve chosen, whether it happens to have a plug or not.
Historically, carmakers that sell PHEV models in the US have declined to share any data on plugging-in behavior—if they even gather it in the first place. There’s no incentive for them to do so, since until recently, they got emissions credits for selling the car regardless of whether it was ever plugged in. Toyota recently released a limited set of data suggesting that a substantial portion of its PHEVs are plugged in at least weekly, but more data is obviously required.
Volvo provided results from a survey of 884 US drivers, of whom 287 owned PHEVs. In that group, 64 had Volvo PHEVs; 112 owned premium PHEVs; and 111 owned mainstream PHEVs. Remarkably, every single PHEV owner responded to a question asking how often they charged the vehicle. The Volvo drivers had the highest rates: 69 percent at least daily: 47 percent once a day, 22 percent more than once daily. Another 22 percent said they charged “every few days” or once a week, meaning only one in 10 charged less than weekly or never. For other premium PHEVs, charging rates were lower across the board. But the mainstream PHEV owners were fairly close to the Volvo results. Make of this what you will.
A 2020 report from the International Council on Clean Transportation showed European PHEVs with electric-only ranges of 80 km (50 miles) and up covered far more miles on electricity. More critically, proposed EU rule changes for 2027 will cut the “utility factor” for 70-km (43-mi) PHEVs—effectively the percent of time they run only on electricity, with zero tailpipe emissions—from 54 percent to 33 percent. This reflects years of real-world studies showing PHEVs’ tailpipe emissions were up to five times higher than assumed. The change means PHEVs with less than 100 km (62 mi) of battery range no longer clear the bar to be considered “low-emission vehicles”.
Volvo clearly got the message. But for Volvo USA, Vacca stressed the T8’s “satisfying” performance (“fantastic to drive”) and its position as the top-of-the-line flagship trim in the XC60 lineup. More generally, he lauded PHEVs for their “perceived sort of freedom” for those buyers “not ready to commit to a pure electric experience.” The theory is that plug-in hybrids act as the training wheels toward battery-electric vehicles.
Of course, that only happens if owners plug them in—rather than using them simply as “hybrids” offering better performance and fuel economy. As always, we await data from vehicle telematics.
No affordable pure EVs
Along with the 2028 XC60, Volvo also showed an updated XC40 compact crossover SUV. That model’s battery-electric version, now called the EX40, has also been refreshed—but it won’t come to the States. Reporters saw it at a preview in London, but it remains forbidden fruit.
Having withdrawn both its subcompact EX30 and the compact EX40, Volvo is left with no battery-electric models under the EX60’s starting price of $59,800. Vacca acknowledged that gap in the company’s EV lineup for North America. He declined to comment on future product—pro forma in the auto industry—but suggested the company is well aware that it needs a more affordable EV. “Stay tuned,” he said.
The 2028 Volvo XC60 T8 will go on sale in the US early next year. Pricing will be announced closer to that date. Plug-in hybrid versions are to be exported from Sweden, but with Volvo adding XC60 production to the EX90 assembly plant in Charleston, South Carolina, the plug-in model should join gasoline versions stateside in the future. US production of gasoline XC60s models is expected to start late this year or in January 2027, with XC60s coming from both Sweden and South Carolina until full production is reached. “Eventually, at some point, we’ll introduce the plug-in hybrid [to Charleston], yeah,” Krishnan confirmed.
Volvo provided airfare, lodging, and meals to enable Charged to bring you this first-person report.
German chemicals maker WACKER’s new ELASTOSIL LR 3822 is a liquid silicone rubber developed for connector seals and sealing elements in the cooling circuit of EV traction batteries. The cured elastomer continuously releases silicone oil from its surface, and WACKER describes it as the first oil-exuding product that also resists coolant.
That oil bleed leaves a lubricating film on the molded part, and WACKER says the film eases machine assembly. Silicone rubber has a comparatively high coefficient of friction, and dry seals are correspondingly hard to feed, position and press home on an automated line.
Samples stored for 1,000 hours in a glycol-water mixture at 125° C retained most of their mechanical properties, according to the company. Compression set after that exposure measured 44%, which WACKER says leaves sealing elements enough resilience to maintain a consistently high level of sealing performance in the seal groove. The product page rates the grade’s compression set in contact with coolant fluids as extremely low.
Compression set records how much of its original thickness a rubber part recovers after prolonged compression. A seal that takes a permanent set in a hot glycol-water circuit loses the contact pressure that keeps the joint tight. Groove designs rely on the elastomer staying squeezed against both sealing faces for the life of the pack.
The cured rubber can be stretched by 270% without cracks or damage, and it stays elastic at temperatures as low as -45° C. WACKER also describes the material as durable and tear-resistant. Hardness is Shore A 60, which the company says is a specification commonly used in the sealing segment.
The grade is a paste-like two-component compound mixed 1:1. WACKER’s product page puts pot life for the mixed components at a minimum of three days at room temperature. The page also lists reduced volatile content, short curing times and easy pigmentability. The material is supplied in 20 kg pails and 200 kg drum kits.
The product page also names battery coolant connectors, molded automotive seals and radiator-system gaskets among the applications, and the announcement adds weather packs as another possible use.
Bosch has developed a rigid e-axle that integrates the electric motor and transmission for commercial vehicles weighing 18 to 49 metric tons. That range runs from rigid distribution trucks up to tractor-trailer combinations.
A rigid e-axle carries the drive unit at the axle itself, so torque reaches the wheels without a propshaft running back from a centrally mounted motor and gearbox. Bosch says the arrangement cuts vehicle weight and runs more efficiently than a conventional electric center drive. The two layouts compete in heavy trucks, and each brings trade-offs in packaging, driveline losses and how much of an existing chassis a manufacturer can carry over.
Paired with silicon carbide inverters, which Bosch rates at up to 99% efficiency, the axle lowers operating costs in freight transport, according to the company. Silicon carbide MOSFETs switch with lower losses than the silicon IGBTs they replace, so less of the battery’s energy is dissipated as heat on the way to the motor.
A high-voltage blower module for 800 V architectures was developed specifically for electric commercial vehicles and off-highway machines. Higher bus voltages move a given amount of power at lower current, which keeps cable and connector sizes down in the high-voltage auxiliary circuits. Cooling fans in an electric truck draw from the same pack that moves the vehicle, so fan power is a parasitic load on range in a way it never was on a diesel. The module cools key vehicle components on demand rather than running continuously, which Bosch says reduces energy consumption and increases range.
The transition toward electrification has boosted the demand for high-performance batteries, which in turn has accelerated the need for scalable thermal management solutions. This is especially true as the industry pushes for higher density and faster charging, both of which heighten the effects of faults such as thermal runaway.
Finding and implementing thermal solutions is a significant engineering challenge. Modern battery packs are dense and complex. Added materials must be effective, lightweight and easy to integrate into production processes. Durable and versatile pressure-sensitive adhesive (PSA) tapes, such as those manufactured by Avery Dennison Performance Tapes, are emerging as a material of choice.
A primer on PSA tapes
PSA tapes have a long track record of success in many industries. They are chosen for many applications thanks to their versatility, durability, light weight, thinness and scalability. Their instant cure allows rapid application via manual or automated assembly lines.
The foundation of a PSA tape is the adhesive, which can be engineered with specific formulations to offer unique profiles for strength and durability. These adhesives are designed to withstand challenging stressors, including heat, chemicals and mechanical force.
Tapes are also customizable, and can provide multiple benefits. For instance, a tape can be laminated to a mica sheet to create a flame barrier, or to a dielectric film to create an electrical insulator. Furthermore, these tapes can be stamped and die-cut to align with the design requirements of any battery pack.
Battery pack engineers have devised numerous applications for PSA tapes. These include cell connection systems, wrapping, venting, compression padding, electrical insulation, gasketing, bonding, sealing and wire management. Increasingly, tapes’ most critical application is thermal management.
Key thermal management challenges
To effectively design for safety and longevity, engineers must overcome three fundamental thermal management challenges. While these are not exhaustive, they are closely related to battery effectiveness, durability and safety.
1. Promoting heat flow while ensuring dielectric strength
Heat needs a low-resistance pathway from cells to cooling components (e.g., cold plates or cooling fins). However, these pathways must simultaneously electrically isolate high-voltage cells to prevent arcing and fire.
Heat transfer is governed by Fourier’s Law of Heat Conduction: Q = k * A * T/X. Conductive thermal resistance (Rth ) is directly proportional to thickness (X). Minimizing thickness while maintaining thermal conductivity (k) is essential to maximize heat transfer rate (Q).
Balancing thermal conductivity with dielectric performance is a classic materials engineering challenge, as the properties that improve conductivity often conflict with those needed for electrical insulation. Engineers need thermal management materials that optimize both characteristics without sacrificing manufacturability.
2. Isolating cells during thermal runaway
Modern battery packs offer minimal room for physical barriers or air gaps between cells. This makes isolating a compromised cell difficult. Engineers need thin materials that can slow or prevent heat transfer long enough for safety systems to respond, minimizing the likelihood of a pack-level catastrophe. Materials like mica are excellent insulators. But they are often frangible and difficult to integrate into automated assembly.
3. Managing vented gases and flames
When a cell fails, internal pressure rises, forcing hot gases, flames and particulates to vent. If this is not managed, additional cells can become compromised and create dangerous pressure levels within the pack. Engineers need flame-resistant barriers that allow controlled pressure relief while reducing the likelihood that a single cell failure escalates into a catastrophic event.
A three-part strategy for prevention and mitigation
Engineers need a multifaceted thermal strategy that improves heat transfer, isolates components, contains runaway events and manages venting.
1. Improving heat transfer while maintaining electrical isolation
The Avery Dennison Volt Tough line of tape products offers a solution by featuring a dielectric film carrier and acrylic adhesive suitable for bonding between cells, modules and cooling components.
Thermosetting dielectric powder coatings typically require 250 µm thickness to ensure coverage. Dielectric PSA tapes with PET or polyimide films, however, can achieve equivalent or superior breakdown voltage at a thickness of only 85 µm. Assuming comparable thermal conductivity, the 85 µm tape delivers a ~66% reduction in conductive thermal resistance compared to coating. This enables heat to transfer nearly three times faster from the cell casing to the cooling fluid, effectively suppressing peak cell temperatures during fast-charging.
2. Creating barriers that mitigate thermal runaway
Low-thermal-conductivity PSA tapes can laminate and encapsulate insulative materials like mica, aerogel or ceramic paper. This results in a robust construction that provides a superior balance of thermal insulation and mechanical strength. Adhesives capable of withstanding temperatures approaching 500℃ for short durations provide reliable bonding.
Avery Dennison offers specialized, low-release liner formulations that enable these tapes to be used in high-speed, automated assembly without damaging any frangible substrates.
3. Managing vented gases and flames during cell failure
Avery Dennison anisotropic venting tapes offer an elegant solution to managing cell failure. These tapes are strategically adhered to cell vent ports. Using a flame-retardant coating, each side has different burst properties when exposed to flame. During a thermal event, the tape bursts to allow gases and flames to escape into the venting channel, while simultaneously preventing those same gases from affecting nearby cells.
Thermodynamic impact: NMC vs. LFP chemistries
Tape performance must be aligned with the thermodynamic failure modes of the cell chemistry.
Nickel manganese cobalt (NMC): These cathodes exhibit lower thermal stability and trigger thermal runaway at lower temperatures. Upon failure, the cathode decomposes exothermically, releasing oxygen that feeds combustion, leading to surface temperatures of 800-1050℃. Venting strategies must prioritize flame channeling and particle deflection. Tapes such as Avery Dennison ES 3505 burn through rapidly to divert high-velocity jets into exhaust ducts. Ceramic-rubber hybrid tapes like ES 3507 prevent ejecta from puncturing structural dividers.
Lithium iron phosphate (LFP): LFP cathodes feature strong covalent bonds, providing high thermal stability with an onset threshold of 270-300℃. They do not release oxygen, resulting in lower peak temperatures (620-700℃). However, these events produce high concentrations of hydrogen, which can accumulate and create an explosion hazard. Venting strategies must focus on rapidly exhausting non-combusted gases. Because LFP events produce minimal abrasive ejecta, lightweight, pressure-actuated die-cut burst valves are highly effective.
Why Avery Dennison?
Avery Dennison combines an extensive portfolio of PSA products with support that manufacturers can rely on to develop bespoke thermal management solutions. Our portfolio is engineered to solve the most common challenges in battery design, including reducing flammability (UL® 94 V-0), boosting dielectric strength and optimizing assembly.
We also offer deep support, including access to testing facilities and collaboration with subject matter experts. And as a U.S.-based manufacturer with a strong presence in all global regions, we ensure access to both domestic and international supply chains.
Summary
Thermal runaway prevention and mitigation remains a critical engineering challenge with no simple, singular solution. Success requires a multifaceted strategy that addresses heat transference, thermal insulation, and the management of vented materials. PSA tapes integrated with functional materials should be the foundation of that strategy.
We welcome the opportunity to discuss your battery design challenges and explore thermal management strategies using PSA tapes.
LG Energy Solution has signed a binding offtake agreement with Smackover Lithium, a partnership between Standard Lithium and Equinor, for 8,000 metric tonnes of battery-quality lithium carbonate annually over a 10-year period. The lithium will come from the South West Arkansas Project, and LG says the contract gives it a fully integrated local supply chain from sourcing through production.
Smackover Lithium will produce the carbonate using direct lithium extraction (DLE) and purification. LG says the material meets non-Prohibited Foreign Entity (non-PFE) requirements.
LG Energy Solution operates seven production facilities in the US, including three standalone sites, and says most of them already have production capacity for LFP cells. Lithium carbonate is the lithium feedstock for LFP cathode material.
The contract is the South West Arkansas Project’s second commercial offtake, after a 10-year deal with Trafigura for the same 8,000 metric tonnes a year. Smackover Lithium describes the LG contract as take-or-pay, and says it is seeking offtake agreements covering roughly 80% of the 22,500 metric tonnes of annual nameplate capacity in the project’s initial phase. The two contracts account for about 90% of that target.
Smackover Lithium says the offtake process is being run in conjunction with the project’s financing. In a December 2025 update, the partnership put indications of interest for project debt at more than $1 billion from three export credit agencies. It is aiming for a final investment decision in 2026 and expects first commercial production in 2029. The 10-year supply term runs from the start of commercial production.
line of tape products offers a solution by featuring a dielectric film carrier and acrylic adhesive suitable for bonding between cells, modules and cooling components.
