Kinell, a Fétis Group engineering brand focused on off-highway electrification, has introduced an HVDC coupling system that enables electrified vehicles to safely connect and disconnect external high-voltage systems—range extenders, swappable battery packs or electrically powered implements—without modifying the vehicle’s primary high-voltage architecture.
Most high-voltage DC architectures in electrified vehicles are designed as closed, fixed-scope systems in which all components are permanently integrated, Kinell explains. Adding an external HV source or load requires bespoke engineering on both sides of the connection. Kinell says its approach isolates all coupling functions into a dedicated subsystem—the coupling unit—so that the main vehicle HV system and the external system can both remain largely unchanged.
The coupling unit combines a specialized HV interface box with sensor and actuator capabilities, an integrated DC/DC converter for bridging two active HV systems at different voltage levels, a safety coupling controller and a physical HV connector with pull-off mechanisms and interlock pins for plug detection. Before initiating the HV connection, the system runs pre-connection checks including isolation resistance measurement and connector presence detection, then manages pre-charging and voltage level balancing. During operation it monitors power flow and temperature, and handles controlled disconnection. It also reacts to unintended plug disconnection or power overload events.
The reference deployment is a battery-electric MAN 4×4 truck used in agriculture and forestry. External swappable battery packs connect via an AEF/ISO 23316-2 high-power interface to extend the truck’s range. The system supports hot-plug operation—external batteries can be swapped while the truck’s main HV system continues running on its integrated packs, which Kinell describes as a rapid recharging capability.
“The key advantage of our HVDC coupling system is its ability to seamlessly integrate independent HV systems into a unified, safe and efficient architecture through a self-contained solution that handles all aspects of the connection process,” said Dr. Michael P. Schmitt, Managing Director of Kinell.
Rivian aims to grow with a smaller, more affordable EV; the R2 has to have a Tesla Model Y moment.
The 2027 Rivian R2 electric SUV has to be nothing less than the company’s breakout vehicle. Tall and square, the five-seat compact utility vehicle is aimed at the heart of the U.S. market, with up to 330 miles of EPA-rated range at launch. Within a year or so, the R2 will range in price from $45,000 to north of $60,000. Deliveries of the high-spec R2 Performance with Launch Package start this week, priced from $59,485, and reservation holders can now configure their R2s online.
Rivian can build up to 160,000 R2s in its Normal, Illinois, assembly plant, CEO and founder RJ Scaringe said last week at a media roundtable. That’s before its second plant, in Georgia, comes online for 2029. Note that its larger and pricier R1S SUV and R1T pickup truck—now starting around $75,000—sold a combined 51,500 units in the U.S. in 2024, which fell to 38,000 last year.
We spent a long morning driving the Rivian R2 in and around Park City, Utah, last week, on a mix of highways, winding mountain roads, and off-road trails. It’s essentially what we expected: a thoroughly competent electric SUV that is very clearly Rivian in looks, technology, and performance. With what Scaringe termed “a very, very large backlog” of orders on the books, you may see a lot of R2s on the roads relatively soon.
Photos by John Voelcker
Strong sense of the brand
Rivian has a strong sense of its brand identity, and the R2 could have come from no other maker than Rivian. If anything, it risks being mistaken for the R1S, its larger sibling. If the R1 pair were Rivian’s debut, chief design officer Jeff Hammond said, the R2 is its “second album”—and it almost surely won’t disappoint fans of the first one.
Only if you park them side by side does the R2 appear smaller than the R1S in every dimension. Its 66.9-inch height, 9.6 inches of ground clearance, and choice of 19-, 20-, and 21-inch wheels make it appear larger than it is—to our surprise, it’s only 2.5 inches longer (though 4 inches taller) than a Hyundai Ioniq 5 hatchback. That presence is part of the Rivian brand.
The vertical headlights either side of a blank panel are no longer as divisive a design element as they were when the two R1 models were the breakout hits of the 2018 Los Angeles auto show. Now, they just say Rivian—as do the slab-sided profile, the vertical tail, and the very traditional two-box shape overall. The hood line isn’t as beveled as many EVs, but it’s slightly dished in the center, which helps slightly with forward vision. Laudably, the beltline isn’t as high as it might have been, meaning better outward visibility at the sides and rear for driver and passengers. At 5’10” with the seat elevated, my shoulder was higher than the beltline, which is a rarity indeed these days.
Inside, Rivian has created a simpler cabin in a lower-cost vehicle that doesn’t look cheap. There are still few hard controls, though the R2 sports a pair of large, knurled metal scroll wheels—Rivian calls them “haptic halo wheels”—at the ends of the steering-wheel hub. They not only scroll up and down, they tilt left or right, push in, or pull forward from the back. For drivers brand-new to the R2, they will take some learning, but they are, at least, very tactile—even as their functions change (with helpful diagrams in the instrument cluster showing what they do) depending on context and central-screen commands.
SUV features include a fully flat load-bay floor with the second row folded down, two separate glove boxes in the cabin, a front trunk, and a power rear window that retracts into the body of the tailgate to let owners carry longer items—surfboards, 12-foot lumber—with the gate closed.
Photos by John Voelcker
Drives just like … a Rivian
Rivians are hardly light, delicate vehicles, and their controls feel heavier than many other EVs. In comparison to the Volvo EX60 we drove last month—arguably a competitor in the compact to midsize EV utility category—the Rivian requires more steering effort, more pedal effort, and more deliberate motions from the driver. For a vehicle that is clearly a truck-biased SUV, that’s appropriate. But it’s easy to place on the road, steering feel is excellent, and Rivian’s regenerative braking and one-pedal driving is among the best.
Behind the wheel, acceleration in the default All Purpose drive mode was fully adequate for even fast-moving traffic. Rivian doesn’t build in the kick-you-in-the-kidneys launch capability that got Tesla so much attention. Switch it to Sport mode, and pedal response gets a lot spicier. Still, Rivian quotes as little as 3.6 seconds for 0-to-60-mph acceleration, presumably using the Launch Mode, which we didn’t test. But there’ll likely be a tri-motor and/or quad-motor R2 at some point in the future, paralleling the R1 lineup, so if you want a hot-rod R2 with truly explosive off-the-line acceleration, wait for them.
On rocky trails, the R2 did just as we expected: fine on any road the company suggested. We can’t assess if it’ll rock-climb the way a Jeep Wrangler might, but it felt every bit the off-roader a standard-spec Jeep Grand Cherokee did. We’d expect Rivian to offer an All-Terrain Package for the R2 as well, again paralleling the R1.
Photos by Rivian
Old-school battery, charging
The R2’s 87.9-kilowatt-hour battery pack, containing 4695 form-factor high-nickel NMCA cells supplied by LG Energy Solutions, initially from South Korea until LG’s cell plant in Arizona is up and running next year. They are housed in traditional modules, powering a pair of motors rated at up to 482 kilowatts (656 horsepower) and 609 pound-feet of torque.
Unlike a growing number of makers, Rivian has not adopted an 800-volt architecture, running its pack at roughly 450 V. Instead, it’s put its tech efforts into its zonal-ECU strategy, advanced driver assistance systems (ADAS), and future deployment of significant artificial-intelligence features throughout the vehicle and its operating ecosystem.
All R2s have a NACS port on the left-rear fender, which eases charging at Tesla Supercharger stations with older, shorter charging cords. Maximum DC fast-charging rate is up to 240 kW, and Rivian says it can charge from 10 to 80 percent in 29 minutes—as always, depending on ambient and battery temperature, charging-station performance, and utility power delivery. Level 2 charging is rated at 11 kW, and the R2 is fully bidirectional, with 11 kW of exportable power as well. A J-1772-to-NACS adapter comes standard with every R2 for Level 2 AC charging, but a CCS-to-NACS adapter for DC fast charging is optional.
Photos by Rivian
Zonal ECUs, AI computer power, autonomy to come
The Rivian R2 is one of the few vehicles on the road with an entirely zonal architecture minimizing and integrating compute units for the myriad functions required in a 2020s vehicle. CEO Scaringe noted that Tesla has done it, and Volkswagen will build Rivian’s platform into future products—though he neglected to name Lucid, arguably a competitor for Rivian customers, albeit with different types of EVs.
All 2027 R2s are fitted with the hardware and software for Rivian Autonomy+ (note the plus sign), which will provide “Universal Hands-Free” assisted driving on 3.5 million miles of North American highway and secondary roads. Every R2 buyer gets a 60-day free trial of Autonomy+, after which it’s either a one-time fee of $2,500 or can be switched on or off for $49.99 per calendar month. (Launch Package models include a lifetime subscription to the feature.)
Photos by Rivian
We tested the system briefly, but look forward to a longer and more comprehensive comparison with other hands-free adaptive cruise control systems—including Tesla’s so-called Full Self Driving, Drive Pilot from Mercedes-Benz, GM’s Super Cruise, and Ford’s Blue Cruise.
Point-to-point hands-off driving will roll out sometime later this year; all first-year R2s are capable of that function with the necessary OTA update. Note, however, that the first year of R2s will not be fitted with Lidar, for which a very small bulge in the roof just above the windshield can be seen. That will allow the later addition of further levels of autonomy, but the company is perhaps sensibly focused on getting its first year of R2s out the door while refining its autonomy systems.
Then there’s Rivian Assistant, an AI system that answers natural-language questions. It will become available later this summer via OTA update—meaning we couldn’t test it in our early-production R2s.
Photos by John Voelcker
A full R2 range, starting at the top
As with most makers, the first versions of the new R2 are the top trim and priciest. The R2 Performance with Launch Package is the one now shipping, at around $60,000. Then, later this year, the R2 range expands with more premium configurations. Standard models with rear-wheel-drive from $49,985 will follow early in 2027, with a range estimated by Rivian at up to 345 miles.
Finally, the base R2 launches in the summer of 2027 at $46,485 and up. (All prices include the mandatory $1,495 delivery fee). That base model has an estimated range of 245 miles, with a battery pack of unspecified capacity. CEO Scaringe said that, as was the case for the R1, demand for the cheapest version is expected to be quite low.
Rivian provided airfare, lodging, and meals to enable Charged to bring you this first-person drive report.
PowerSled, a division of electric RV manufacturer Lightship, has applied the powered trailer concept to a different market—the company makes a work trailer that incorporates battery energy storage, propulsion, exportable power and solar integration.
The PowerSled delivers the same advantages as the powered semi-trailers—the towing vehicle realizes fuel savings and/or increased range. For work crews, it has another handy feature: it can be used to haul equipment or supplies while bringing exportable power to a job site, without sending a second vehicle.
The PowerSled is a flexible platform designed to be adaptable to a range of applications, including remote job sites, utility projects and emergency response. It’s available in multiple configurations, including:
Stripped chassis configuration for custom upfitters and builders
Flatbed platform for tools, pumps and equipment
Cargo configuration for enclosed or climate-sensitive payloads
The PowerSled offers a payload capacity up to 8,700 lbs and gross vehicle weight under 12,000 lbs. The battery system is available in 80, 160 or 240 kWh configurations. The platform can export 38 kW of vehicle-to-load (V2L) power at 240 VAC. It supports both Level 2 AC and DC fast charging via an NACS connector.
The company’s TrekDrive propulsion-assist technology, already proven in the Lightship AE.1 travel trailer, features motor output power of 40 hp (continuous) or 94 hp (peak). By actively assisting the tow vehicle, the PowerSled can double the fuel efficiency of an ICE towing vehicle or the range of an EV, according to the company. It uses a standard 7-pin tow vehicle connection.
“PowerSled is a natural extension of the systems and technologies we originally developed for AE.1,” said Ben Parker, co-founder and Chief Commercial Officer at Lightship. “What began as a platform for electric towing and off-grid travel evolved into an opportunity to rethink how mobile power is deployed across commercial environments. By combining cargo transport and energy storage into a single system, PowerSled can help reduce the need for multiple vehicles and standalone generators at a job site.”
Lightship has begun delivering the PowerSled platform to agricultural drone manufacturer Exedy Drones, which plans to use it as a mobile charging and field operations hub for drone-based crop monitoring and spraying applications.
“PowerSled represents a new era of charging capability,” said Exedy VP Scott Binder. “It means all-day power without the constant noise, exhaust fumes, or compromises that have historically come with mobile energy.”
EZGO Technologies has signed a strategic investment and cooperation agreement with Autotrax.ai and Zhejiang Hengyuan Machinery to create a vertically integrated commercial vehicle solution purpose-built for the US market.
Zhejiang Hengyuan, which supplies a chassis platform offering a 0.5-2-ton payload range, has delivered more than 3,000 units to autonomous vehicle customers, including WeRide and Jiushi.
The vehicles that the companies develop together will be assembled at Autotrax.ai’s California facility, supporting localized US assembly requirements for commercial fleet deployment and procurement opportunities.
The companies aim to launch all-weather autonomous logistics commercial vehicles in the US market in the first half of 2027, targeting rapidly growing commercial logistics and intelligent transportation segments in North America.
EZGO has proposed making a strategic equity investment in Autotrax.ai. Proceeds from the investment, the amount of which is yet to be determined, are expected to support the expansion of Autotrax.ai’s US assembly line, the introduction of lithium battery testing capabilities, engineering scale-up and customer validation and compliance restructuring in preparation for a potential future US capital market transaction.
“This three-party alliance brings together three complementary strengths: EZGO’s lithium battery manufacturing expertise and intelligent VCS technology, Zhejiang Hengyuan’s iChassis platform validated by autonomous vehicle companies, and Autotrax.ai’s US-based autonomous driving engineering and California assembly capability. We believe this collaboration positions us to participate in the rapidly evolving autonomous commercial vehicle market in North America,” said Ye Jianhui, Chairman and CEO of EZGO Technologies.
Modal Motors, an American electric motor manufacturer, has announced that its OR3627-900kV non-rare-earth drone propulsion motor is now available for order. First deliveries are scheduled for Q4 2026 and high-volume fulfillment is to begin in Q1 2027. Production is ramping up at Modal’s manufacturing facility in Detroit.
The OR3627-900kV is a transverse-flux BLDC motor built for Group 2 UAV applications in which weight, efficiency, reliability and failure redundancy are mission-critical. It weighs 130 grams and measures less than 42 mm in diameter, delivers up to 360 W peak power, and reaches 9,000 RPM.
The motor is designed to provide high torque density and efficiency across a range of speed and load conditions. The company says its manufacturing process generates minimal material waste and is designed to maintain low labor costs.
Every Modal Motors product is manufactured and assembled in the US using a fully automated robotic cell. Available in both non-rare-earth and US-sourced rare-earth configurations, the OR3627-900kV is intended for defense drone programs requiring supply-chain security, traceability and cost control.
“The OR3627-900kV represents years of materials science and electromagnetic engineering development, and is now available for American OEMs,” said Michael Van Steenburg, founder and CEO of Modal Motors.
Beam Global sells a versatile off-grid solar-powered EV charging solution that has proven quite popular with municipalities. The company recently deployed six more of its EV ARC solar-powered EV charging systems for the city of Long Beach, California. The deployment consists of four EV ARC systems supporting the city’s EV fleet operations and two additional EV ARC systems at Long Beach Airport for fleet charging.
The EV ARC systems generate and store electrical energy on-site, enabling EV charging to be rapidly deployed and relocated as operational requirements evolve. The deployment supports the city’s transition to electric fleet vehicles while avoiding the cost and disruption associated with conventional charging infrastructure installation and operation. By using off-grid EV charging systems, the city has found that it can add charging capacity where it is needed without increasing demand on existing electrical infrastructure.
“Study after study shows that fleet operators who electrify their fleets save money, reduce downtime and maintenance, reduce emissions, and improve working conditions for their employees,” said Desmond Wheatley, CEO of Beam Global. “Beam Global’s EV charging infrastructure products enable fleet operators to scale up charging infrastructure with the lowest total cost of ownership and with the least disruption. They get to deploy EV charging where they need it without going through lengthy design, engineering, construction and electrical projects, and they get to operate with zero unit cost for the electricity that they use to fuel their vehicles.”
UK-based battery optimization software developer Eatron Technologies and NEXTY Electronics, an electronics trading company within Toyota Tsusho, are moving to full-scale commercial implementation of several of their projects with Japanese OEMs and Tier 1 suppliers.
The companies, which have been working in partnership for three years, said they have recently secured double-digit customer engagements.
Eatron’s platform combines AI with physics-based models to provide precise battery monitoring including state of charge (SoC) and state of health (SoH), as well as predictive analytics such as remaining useful life (RUL) predictions and safety diagnostics.
The platform can be used for EVs, light mobility and commercial fleets, as well as energy storage systems.
“Eatron’s AI-driven approach addresses a critical technology gap for our customers,” said Junichi Yoshida, Business Development Department Head at NEXTY.
“The momentum we are seeing in Japan is a direct result of the deep synergy between Eatron’s technology and NEXTY Electronics’ market leadership,” said Dr Umut Genc, CEO at Eatron. “Moving into double-digit customer engagements and proven commercial successes marks a turning point in our journey.”
