Increased battery density is the endgame of all cutting-edge battery design, improvements cannot come at the expense of safety or cost limitations. The question then becomes how to push the envelope in a safe and cost-effective way. Monitoring the state-of-health of cells is at the top of the list of considerations.
Accurately measuring ambient factors like temperature and voltage provides critical data to the BMS. For years, this could be done through discreet wiring, though this method was inefficient, and the quality was lacking. In today’s designs, flexible printed circuit boards (FPCs) are replacing discrete wiring. These FPC-based systems are the newest generation of cell contacting systems. They simultaneously bring down the cost of pack manufacturing and improve reliability in manufacturing and data harnessing.
The quality of data is essential in order to safely maximize energy density. This white paper from Churod Electronics details the hows and whys of FPC-based Cell Contacting Systems and how this cost-effective, yet reliable tool is a key to modern battery pack efficiency.
Pure Lithium says it has cycled its Advanced Anode lithium metal battery more than 9,315 times at 100% depth of discharge, and that the cells are still cycling in its laboratory. The company reported negligible capacity fade over the run.
The cells were charged and discharged at 1C, a rate that fully charges or drains a battery in an hour. Pure Lithium estimates commercial lithium-ion cycle life at 250 to 2,000 cycles, depending on the application.
Larger swings early in the cycling data came from a lack of temperature control and power failures at the company’s original Boston laboratory, according to Pure Lithium.
In January 2025, the company reported more than 2,200 cycles under the same 1C rate and 100% depth of discharge while holding above 80% of capacity, from an anode it had designed to reach 1,000 cycles.
Pure Lithium says replacing the graphite anode in a conventional lithium-ion cell with lithium metal can double a cell’s energy density and cut weight and cost. Cycle life has been the main barrier to commercializing the chemistry. Pure Lithium says no other lithium metal battery in development has matched its result under equivalent testing conditions.
Emilie Bodoin, Pure Lithium’s founder, Chairman and CEO, says cycle life is the single largest determinant of the levelized cost of energy storage (LCOS), and puts the potential reduction from the company’s cycle life at 75%. This performance, she says, opens applications that have been out of reach of lithium metal battery companies, including grid-scale energy storage, data centers and electric vehicles.
“Our achievement of more than 9,315 cycles tells us the lithium metal battery is finally ready to serve these markets,” said Bodoin.
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.
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.”
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.
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.”
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.
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.
