Renesas has added a new low-end member to its RH850 automotive MCU family with the 28 nm RH850/U2C, aimed at chassis and safety systems, battery management systems, lighting, motor control and other ASIL D applications.
The 32-bit MCU combines four RH850 CPU cores running at up to 320 MHz—including two lockstep cores—and up to 8 MB of on-chip flash. Renesas says it is designed as a migration path for developers using RH850/P1x or RH850/F1x devices, helping them move toward newer vehicle E/E architectures.
A big part of the pitch is communications support. The RH850/U2C includes interfaces for Ethernet 10BASE-T1S, Ethernet TSN at 1 Gbps/100 Mbps, CAN-XL and I3C, while maintaining compatibility with more familiar automotive interfaces such as CAN-FD, LIN, UART, CXPI, I²C, I²S and PSI5. Renesas says that mix should ease phased migration toward domain- and zone-based architectures.
The company also emphasizes functional safety up to ASIL D, ISO 26262 compliance and support for ISO/SAE 21434 cybersecurity requirements, along with hardware accelerators for cryptographic processing. “The RH850/U2C combines performance, a rich feature set and compliance with key industry standards to meet the requirements of next-generation ECUs,” said Renesas VP Satoshi Yoshida.
From the sensor-packed ‘tiara’ on the roof to the Nuro software stack providing autonomous driving, the Lucid Gravity met all the qualifications for a self-driving luxury Uber.
Lucid’s robotaxi is ready for the road—except for one small detail. It still needs to fit the microsprayers that will clean its various sensors to ensure they work in bad weather. Once that happens, and final safety testing is finished, they are scheduled to go into service by December.
Earlier this year at CES, EV maker Lucid and autonomous-vehicle software developer Nuro jointly showed the production-intent robotaxi, based on the Lucid Gravity electric SUV, that Uber plans to deploy in San Francisco before the end of this year. We spoke to Lucid’s acting CEO Marc Winterhoff and its design director Derek Jenkins to learn how the design and the partnership came together.
The massive deal was first announced last July. Lucid, Uber, and Nuro agreed that Uber would buy and deploy 20,000 Lucid vehicles as robotaxis over six years. Lucid would build the cars, replacing its own driver-assist software with Nuro’s software stack, and fitting the cars with Nuro’s suite of sensors for self-driving. Uber, meanwhile, would make “multi-hundred-million dollar investments” in both companies.
Production intent, minus one detail
The vehicle shown at CES represents the Gravity robotaxis that will go into service within the year. Except, that is, for one detail. Derek Jenkins, Lucid’s senior VP of design, noted the various sensors did not have the “microsprayer” cleaners that will keep them clean in rain, snow, ice, dust, and other climatic extremes—a necessity for reliable robotaxi operation.
The Gravity on display otherwise had three sets of physical modifications to take it from a production EV with Lucid’s ‘Dream Drive’ ADAS system to a fully self-driving robotaxi. Jenkins ran down the changes for reporters during a private briefing on the sidelines of CES.
Photos by John Voelcker
The most visible and obvious change is the “tiara” (also known as a “halo”) that holds a variety of sensors, mounted on supports above the car’s roof. It resembles nothing so much as a luggage rack, and it’s possible onlookers will read it as just that. It also contains a small LED display to help passengers identify the correct vehicle by showing their initials, along with status updates to the public while autonomous service is underway.
The tiara has by far the biggest effect on the car’s drag coefficient (Cd). The standard Gravity comes in at a remarkably low 0.24, and while Jenkins wouldn’t specify a number for the robotaxi version, he said in response to a question, “Oh, it’s more than 1 or 2 counts” (one count being 0.0001 Cd).
Neither Nuro nor Lucid cared to specify the total number of sensors (solid-state lidar; high-resolution cameras; and radar for 360-degree data). For comparison, the standard Lucid array for Dream Drive includes 14 cameras, 5 radars, and lidar, along with 12 ultrasonic sensors. Nuro suggested the actual number wouldn’t be any particular surprises to those who follow the field.
Beyond the rooftop tiara, the front apron below the Lucid “nose blade” is modified to hold more sensors than the standard Gravity, including Nuro’s solid-state lidar replacing Lucid’s hardware along with low forward-facing cameras.
Then, at the rear, the Gravity’s pronounced roof spoiler has gotten thicker to hold sensors tucked inside and underneath it. Jenkins admitted the bulkier spoiler affects rearward vision through the mirror, though the rear-view video camera will retain its full field of view. And, he pointed out, all modifications occurred in areas of the car that are black from the factory—making them visually less obvious to bystanders.
Photos by Lucid
Swapping out a software stack
The other major modification to the Gravitys, of course, is the software. Lucid’s own ADAS software, keyed to the sensors on the production Gravity, is replaced by Nuro’s autonomy stack. That code includes, Nuro said, “state-of-the-art AI [blended] with clear, verifiable safety logic.”
The partners first tested early prototypes on a closed course, as well as running hundreds of simulations, before launching on-road tests with safety drivers last December. If revenue robotaxi service starts a year later as projected, the project will have taken less than two years from announcement to realization.
Human drivers will still able to pilot these robotaxis, Jenkins said, just like any other Gravity. But the companies likely won’t use the driver’s seat for passengers being driven autonomously. What would happen if a passenger got into the driver’s seat and attempted to drive the robotaxi? Jenkins smiled and said the company doesn’t really talk about its safety protocols—but suggested to reporters it wouldn’t be possible.
The three-way deal first came together between robot startup Nuro and ridesharing giant Uber, which had killed its own efforts to develop robotaxis after a fatal 2018 crash in Arizona. Nuro was founded in 2016 by two former Waymo engineers to develop on-road autonomous delivery robot vehicles, now in their third generation. The two companies knew each other from an early Uber Eats partnership.
David Salguero, Nuro’s communications head—who previously spent six years at Lucid—said Uber had been impressed early on with Nuro’s “safety focus and development rigor”. Further discussions ensued once Uber changed its focus and decided to partner with an autonomy company. It didn’t hurt that Uber is headquartered in San Francisco, while Nuro is less than 40 miles away in Mountain View.
Once that partnership solidified, the two companies assessed the EV landscape to choose a vehicle into which Nuro’s sensor suite and software could be implanted. Requirements included a spacious interior, high rated range, and fast recharging—each of which would make the robotaxis useful while minimizing downtime for charging.
Bay Area convenience
Geography again played a role, as Lucid’s headquarters were also in the San Francisco Bay Area, across the Bay in Newark, California. That made it possible for any or all of the partners to sit down face to face with the others as needed.
Uber chose to launch the service near home, in San Francisco. It will select future launch markets as well. It’s worth noting that Nuro is separately mapping parts of Tokyo and other areas of Japan, reflecting an investment by Toyota’s Woven Capital almost five years ago. The test cars there are right-hand-drive Toyota Priuses. The Gravity wasn’t engineered, Jenkins said, to accommodate the RHD found mostly in Japan, the United Kingdom, and Ireland.
The Lucid-Nuro announcement, however, refers to a “global robotaxi service,” suggesting future Lucid models for robotaxi service could be used in right-hand-drive markets. Execs from both companies were vague on whether the deal might be extended into the midsized lineup, though it seems logical and perhaps even likely. Test results from the Gravity fleet during 2027 and 2028 will undoubtedly be required before that decision is made.
The projected volume of 20,000 Lucids to be deployed over six years will represent just a tiny fraction of Lucid’s output within a few years, said acting CEO Marc Winterhoff. The company ultimately plans three vehicles on its smaller, less expensive midsize platform—none will be a sedan, he noted—with the first targeted for deliveries by the end of 2027.
The current year may be a major turning point for Lucid. The Gravity was slow getting into production last year, due in part to software glitches and owner howls about non-working key fobs. In 2025, Lucid built 18,378 vehicles (more than twice the previous year’s total) and delivered 15,841 of them.
Horse Powertrain has unveiled a new hybrid transmission motor that uses amorphous steel in the stator and, the company says, reaches 98.2% efficiency while delivering 140 kW and 360 Nm.
The company says the motor’s stator uses amorphous steel alloy layers just 0.025 mm thick—about one tenth the thickness of steel used in conventional motors. According to Horse, that cuts stator iron losses by 50% versus equivalent designs, which is the main reason the unit reaches its claimed efficiency figure.
Horse is positioning the motor for hybrids, plug-in hybrids, and range-extended EVs. The company says the efficiency gain can translate into a 1% reduction in whole-vehicle fuel and power consumption compared with existing motor designs.
“This latest innovation demonstrates Horse Powertrain’s continued commitment to research and development,” said deputy CTO Ingo Scholten. He called the motor “an ideal tool” for a new generation of high-efficiency hybrids and range-extended EVs.
Functional safety requirements are applied across Industrial and Electrical System control and safety systems. In battery standards and certifications, functional safety requirements have become more and more stringent, reducing the reliance on single-fault testing schemes, but often adding confusion and complexity to “legacy” testing and safety certification standards.
Join this webinar at our March Virtual Conference on EV Engineering, presented by Intertek, where we will compare and contrast several common battery and product standards in the eMobility space and highlight key methods to adopt a functional safety test plan tailored to the application. Common battery-specific Safety functions, tests and EMC evaluations will be addressed.
Broadcast live from March 9 to 12, 2026, the conference content will encompass the entire EV engineering supply chain and ecosystem, including motor and power electronics design and manufacturing, cell development, battery systems, testing, powertrains, thermal management, circuit protection, wire and cable, EMI/EMC and more.
Sweden’s Holyvolt has completed its $73 million acquisition of Wildcat Discovery Technologies, bringing together Wildcat’s high-throughput battery materials R&D platform and Holyvolt’s screen-printing, water-based manufacturing process. The companies say the combination is meant to bridge a familiar gap in the battery business: promising lab results that never make it efficiently into scalable production.
Wildcat has long been one of the more technically credible battery R&D outfits in the field. As Charged has covered over the years, the San Diego company built its reputation on a high-throughput combinatorial chemistry platform that can synthesize and evaluate battery materials far faster than conventional lab workflows, generating large structured datasets that are well-suited to AI-driven analysis.
Holyvolt’s manufacturing platform is based on screen-printing and water-based processing, positioned as an alternative or complement to conventional coating methods and solvent-based slurries. The company says that pairing with Wildcat will deliver cleaner, cheaper battery production with lower capital requirements, greater flexibility and more regionally anchored supply chains in Europe and North America.
“The acquisition of Wildcat is a perfect complement to our intended strategy of developing new technologies for the battery industry,” said Holyvolt founder and CEO Mathias Ingvarsson. “Holyvolt is focused on developing new processes to make batteries cleaner and more affordable, and Wildcat has been pursuing the same goals via materials development and better chemistry. Combined, we are building what we believe is the most compelling technology to deliver on these objectives.”
“The Wildcat team is thrilled with this acquisition by Holyvolt,” said Wildcat CEO Mark Gresser. “Mathias and team are very thoughtful with regard to their objectives in the battery industry, and recognise the value that Wildcat’s High Throughput Platform can deliver to our combined company and the industry at large. With Holyvolt’s vision and financial backing, Wildcat can finally unlock the true potential of high throughput combinatorial chemistry for battery materials.”
For many a year, a certain California carmaker dominated the headlines in the EV press—so much so that I created a keyboard shortcut for the company’s name. Despite a relentless tide of naysaying, the company went from strength to strength for almost two decades. Then, coincidentally (?) around the time of Covid, the innovation engine seemed to stall, and the company’s leadership turned its attention to other things. In January, an uncharacteristically uninspiring earnings report seemed to confirm that the firm was “pivoting away from its electric car business.” No Master Plan Part Trois, no new vehicles—just some warmed-over talk about AI and robots. Has the company that almost single-handedly invented the modern EV industry lost its mojo, passed the torch on to others, gone over to the dark side?
Not so fast.
Christopher Chico reports, in his excellent Battery Chronicle blog, that “Tesla is quietly building the most complete battery supply chain in the West.” The company operates a lithium refinery, a cathode manufacturing facility, and two cell factories producing two different battery chemistries.
Tesla has been making 4680 cells at Gigafactory Texas since 2022. In 2023, the company filed for a $716-million expansion that included cathode manufacturing facilities. Early cathode production has reportedly begun, at an annual capacity of around 10 GWh.
Tesla is producing anodes and cathodes for its 4680 cells using a dry process that it acquired along with a company called Maxwell Technologies in 2019. Compared to the traditional wet slurry process, the dry process eliminates toxic solvents, cuts energy use, and requires less factory space. (The founding team of Maxwell is now running a company called LiCAP, which is licensing a similar dry electrode process. Read an in-depth interview with LiCAP President Richard Qiu in our Oct-Dec 2025 issue.)
Tesla’s lithium refinery in Texas began operations in January. Mr. Chico says it’s the first spodumene-to-lithium-hydroxide refinery in North America. Tesla uses an acid-free refining process that eliminates some steps traditionally dominated by Chinese firms. The facility is expected to deliver 30 GWh of annual lithium refining capacity.
At Gigafactory Nevada, Tesla has an LFP cell factory that uses manufacturing equipment from Chinese battery behemoth CATL. The company said last July that the facility was nearing completion. Mr. Chico reports that production is scheduled to begin in “early 2026,” at an initial annual capacity of 7 GWh. Most of these prismatic LFP cells are destined for Tesla’s energy storage products, not for EVs.
In fact, it could be argued that the enigmatic automaker is indeed pivoting away from vehicles, and toward stationary storage. Mr. Chico reports that stationary storage products are now the company’s fastest-growing business line, and are delivering nearly double the profit margin of the vehicle business.
Tesla’s battery-building business stands in marked contrast to the Dinosaurs of Detroit, who are, for whatever reasons, gradually retreating from all things electric. GM, Stellantis and Ford have all recently backed out of plans to build or buy stakes in battery plants.
At the other end of the spectrum, China’s BYD manufactures roughly 75% of its vehicle components in-house, including cells, cathode material, electric motors, power electronics and semiconductors. It also owns lithium mining interests in Brazil, Africa and China.
Chico calls Tesla’s vertical integration strategy “the most ambitious in the West,” but it is incomplete, as Tesla owns no semiconductor or mining interests. However, “Tesla is the only Western company even attempting to match the Chinese model of full-chain ownership.”
Automakers spent decades outsourcing virtually everything except engines and vehicle design, but in the EV era, vertical integration makes a lot of sense. Batteries are so expensive that it pays to avoid sharing margin with suppliers, and the technology is changing so fast that OEMs can be more agile if they don’t have to wait for innovations to ripple through a complex supply chain. There are also geopolitical considerations.
Of course, there’s always a downside. Chico points out that when demand drops, vertically integrated companies can get stuck with high fixed costs. The way he sees it, Tesla’s vertical integration is a bet on trade barriers staying up and demand continuing to grow.
In the global game of battery poker, Asians are showing some aces, but at least one US automaker is still sitting at the table.
Join this webinar at next week’s Virtual Conference on EV Engineering, presented by Infineon, to gain valuable insights on the latest power conversion trend, topologies evolution, application requirements and the latest CoolSiC™ AEC-Q qualified products from Infineon.
Additionally, you will understand how new innovative CoolSiC™ power devices will revolutionize the automotive industry by enabling cost-effective single-stage Onboard Chargers (OBCs).
Broadcast live from March 9 to 12, 2026, the conference content will encompass the entire EV engineering supply chain and ecosystem, including motor and power electronics design and manufacturing, cell development, battery systems, testing, powertrains, thermal management, circuit protection, wire and cable, EMI/EMC and more.
Electric vehicles are becoming integrated more and more in a variety of settings, including in neighborhoods with low-speed vehicles. Unlike traditional golf carts, these EVs can be a sustainable way to improve operational efficiency and boost resident satisfaction while offering the same transportational convenience. On top of that, it’s a smart investment for Home Owner’s Associations (HOAs), as the units can recoup the funds relatively quickly.
The Payback of Electric Neighborhood Vehicles
Low-speed EVs for neighborhood transportation are viable because of the return on investment that you receive. A 2024 study found that 49% of EVs had a lower total cost of ownership over five years, with 19 of 41 EVs recouping their price premium within seven years.
In addition, eight of the EVs that recovered their price premium saw immediate payback because they had lower purchase prices than internal combustion engine (ICE) alternatives. Keeping this in mind makes neighborhood electric vehicles (NEVs) a worthwhile investment.
Other Benefits of Integrating Low-Speed Vehicles Into the Community
There are several other advantages to low-speed vehicles for HOAs, including reduced overall costs and improved neighborhood sustainability. It’s part of the reason why the NEV market earned $4 billion in 2025 and is expected to reach $7.4 billion in 2030. Here are several examples of the benefits.
Lowering Operational Costs
EVs can dramatically lower fuel costs and minimize maintenance expenses compared to traditional gas vehicles. There may be initial expenses, such as setting up a charging station and exploring other sustainable features, like solar-paneled roofing. However, in the long run, this kind of fleet will be more affordable to operate.
Meeting Sustainability Goals
Switching to electric power rather than gas is a key step toward improving sustainability and could appeal to modern residents in the neighborhood. HOAs can also see it as an opportunity to educate more traditional residents while continuing to serve the community.
Improving Vehicle Longevity
It’s a common misconception that EVs have a shorter and less reliable lifespan than their regular counterparts. A study found that battery-powered EVs can outlive the average ICE vehicle in the same segment. Technological developments have extended their limitations and hold the potential to exceed previous estimates.
Accessing Potential Incentives
NEVs are still a relatively new technology, but many organizations and government entities are encouraging their use due to their sustainability and financial benefits. HOAs exploring this solution can consider local or state incentives to adopt such vehicle units and charging infrastructure at more reasonable fees.
What Are the Best Low-Speed Vehicles for Community Use?
Burns Industrial Equipment has supplied small, medium and large businesses throughout western Pennsylvania, northeast Ohio and West Virginia for more than 50 years. It has all-electric GEM vehicles that offer comfort and reliability to its passengers.
HOAs can expect zero fuel costs and tailpipe emissions while transporting people around the neighborhood. Each unit is street-legal on 35 mph roads and can be configured in thousands of ways to meet your specific needs. Here are several models to choose from.
1. GEM E2
The GEM e2 operates like a premium golf cart thanks to its compact design and nimble handling. While it’s ideal for campuses and hotels, HOAs can also use it in neighborhoods with tighter turning radii and roads. It still features all low-speed vehicle requirements like running lights, headlights, brake lights, reflectors and more.
Seating capacity: Two
Payload: 800 pounds
Top speed: 25 mph
2. GEM E4
The GEM e4 is a more sophisticated model that offers more leg room, along with the superior comfort and security features of the e2 model. These are marketed for larger neighborhoods and parks. You can keep the spacious interior as is with an open-air option, or choose a more secure version with doors.
Seating capacity: Four
Payload: 1,150 pounds
Top speed: 25 mph
3. GEM E6
The GEM e6 is a more durable EV that can travel through rough terrain while maintaining comfort with its enhanced suspension system. It’s engineered for moving more people across a larger town or community. While it seats as many people as most cars and vans do, it has a lower cost of ownership.
Seating capacity: Six
Payload: 1,304 pounds
Top speed: 25 mph
4. GEM EL XD
The GEM eL XD has the sturdiest build, capable of towing a variety of items with its 1,400-pound payload capacity. While it can only accommodate two people, HOAs can utilize this to collect garbage, distribute resources and much more. A variety of carrier and bed options are available for any application.
Seating capacity: Two people
Payload: 1,415 pounds
Top speed: 25 mph
Frequently Asked Questions
Here are commonly asked questions to help understand logistics about adopting NEVs.
What Is the Highest Allowed Speed of an NEV?
It can depend from state to state, but most neighborhood roads allow 35 mph or less. It’s best to keep a speed of 25 mph to maximize safety and ensure compliance.
What Is the Difference Between an EV and an NEV?
NEV is just an EV variant designed for gated communities and neighborhoods. They will typically seat fewer people and have a lower top speed.
What Kind of Maintenance Do NEVs Need?
NEVs will require similar maintenance of their cooling systems and filters as regular EVs. HOAs should also ensure that these are charged properly to maintain battery health.
Can an HOA Restrict NEV Use To Certain Areas?
An HOA can impose rules on the frequency and distance that an NEV travels and parks. It just needs to meet state regulations.
Invest in Low-Speed EVs for the Neighborhood
NEVs offer an efficient and sustainable solution for moving people and cargo within neighborhoods. Burns Industrial Equipment provides a variety of low-speed GEM vehicles to safely meet the transportation needs of any community.
Hyundai and Kia have announced a new strategic investment in Qnovo, maker of a software platform that monitors battery health. The investment follows years of collaborative testing between Qnovo and Hyundai/Kia.
“By delivering a verifiable digital accounting of battery health via a scalable, hardware-free architecture, Qnovo enables automakers to maximize performance and safety in real-time, while providing the precise data needed to underwrite warranties and unlock the actual residual value of the battery throughout its lifecycle,” the company explains.
“Hyundai Motor and Kia’s investment is a testament to the strategic importance of sophisticated battery intelligence for charging and vehicle experience,” said Nadim Maluf, CEO of Qnovo. “We are creating a new standard for how batteries are managed, valued and scaled globally.”
“Partnering with Qnovo enables us to integrate battery intelligence into our EV platforms,” said Chang Hwan Kim, Executive VP of Hyundai Motor. “Qnovo’s unique approach to battery intelligence aligns with our vision for the future of mobility, where software is an important driver of the customer experience and vehicle longevity.”
Bringing a Battery Management System (BMS) to market quickly is hard. The same pressures that compress timelines can also introduce quality escapes, safety risks, and costly redesigns.
This webinar at our March Virtual Conference on EV Engineering, presented by comemso electronics GmbH, shows how to accelerate development and validation with a structured, compliance-aware approach that keeps requirements, testing and traceability aligned from day one.
Broadcast live from March 9 to 12, 2026, the conference content will encompass the entire EV engineering supply chain and ecosystem, including motor and power electronics design and manufacturing, cell development, battery systems, testing, powertrains, thermal management, circuit protection, wire and cable, EMI/EMC and more.
