The test forms part of ongoing research into how multiple battery cells operate together within a complete pack, with a focus on energy density, thermal behavior and fast-charging capability in real-world conditions.

According to Donut Lab, the Verge TS Pro equipped with its battery technology charged in less than 10 minutes, making it “the world’s fastest charging electric motorcycle”, the company said.

“This is the first test we have published to a wider audience that demonstrates the performance and behavior of multiple battery cells in a real vehicle environment,” said Ville Piippo, CTO at Donut Lab. “The high energy density of our battery technology enables flexible battery pack design and superior performance even in more challenging applications, such as motorcycles, where space is limited and system simplicity is key. We are able to offer vehicle manufacturers packs with different energy capacities in the same physical size, with even the smallest packs having very high capacities.”

In the test, an 18kWh battery pack was charged using a public fast charger starting at approximately 20°C. The system reached a peak charging power of over 100 kW (around a 5C rate) for five minutes, with state-of-charge increasing from 10% to 50% in about five minutes. Overall, the motorcycle achieved a 10–70% charge in just over nine minutes, and 10–80% in approximately 12 minutes.

The solid-state-related battery architecture enables flexible pack design, enabling different energy capacities to be packaged within the same physical footprint, which is particularly relevant for space-constrained applications such as motorcycles.

“Our goal is to provide Verge users with the best possible user experience,” said Tuomo Lehtimäki, CEO of Verge Motorcycles. “The advantages of Donut Lab’s battery technology, such as ultra-fast charging, complement our goal seamlessly. The world’s fastest charging electric motorcycle, the Verge TS Pro, is also air-cooled. The battery pack used in this test is our standard model, but an extended range version is also available, with approximately two-thirds more energy capacity.”

Related news, Horse Powertrain launches kAIros initiative to expand industrial AI capabilities

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To meet these market needs, reducing power loss in motor generators is essential. Among various approaches, iron-based amorphous alloys – which can significantly reduce iron loss occurring in motor cores – are considered a promising material to realize high-efficiency motors.

In support of this, Denso has invested in Next Core Technologies (NCT) to co-develop advanced motor cores using amorphous alloy technology. The collaboration will combine NCT’s materials and processing expertise with Denso’s motor generator development capabilities, with the goal of enabling mass production of highly efficient motor cores for next-generation applications.

Related news, Holyvolt and Wildcat merge to accelerate battery innovation

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EXEDY CEO Tetsuya Yoshinaga, said, “Our acquisition of Protean allows EXEDY to address the ongoing shift toward electrification in the automotive industry, a key pillar of our business.  Protean is a market leader that develops, manufactures and sells in-wheel motors – drive motors integrated into the wheels – which already has a track record of commercial deployment. Through the acquisition, EXEDY intends to combine the technological strengths of both companies to continue providing competitive products and services.”

With the support of EXEDY, Protean aims to scale production of its in-wheel motor technology to meet growing market demand while achieving industrial volumes and competitive costs. As the automotive sector accelerates its transition toward electrification and software-defined vehicle platforms, the backing of an established Tier 1 supplier provides a strong foundation for the continued development and broader commercialization of Protean’s products.

“This transaction represents a major step in the adoption of ProteanDrive as a mainstream drivetrain solution for the automotive industry,” said Protean Electric CEO Andrew Whitehead. “Our acquisition by EXEDY allows our OEM customers to confidently enable their future products with in-wheel motors. The potential for ProteanDrive to allow OEMs to deliver better electric vehicles has been clear to many for years – this transaction provides us with the industrial scale to offer a sustainable, cost-competitive product that turns the potential into reality.”

Protean thanked BEDEO for its stewardship, during which the company achieved several industry milestones, including securing a production nomination from a mainstream OEM, industrializing its Pd18 product under IATF 16949 standards and homologating the first electric passenger vehicle equipped with in-wheel motors.

Osman Boyner, BEDEO CEO and founder, commented, “I wish Protean all the best as they begin a new chapter under EXEDY. Even before our acquisition of Protean in 2021, BEDEO was a great supporter of the technology and we will continue to be a customer and partner in the retrofit market with Protean in the future. I look forward to continuing the journey with them and EXEDY.”

Related news, Mahle receives CARA certification for battery diagnostic function E-Scan 

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First seen at IAA Summit 2025, the Amorphous Motor uses amorphous steel – a steel alloy with high durability, strength and magnetic permeability – for the stator block.

By leveraging these properties of amorphous steel, Horse Powertrain has reduced the thickness of the steel layers required to make up the motor stator. As a result, the sheets used to assemble the Amorphous Motor are 0.025mm thick – one tenth the thickness of steel used in traditional motors.

Using this highly conductive material, the Amorphous Motor’s losses to stator iron are reduced by 50% compared to equivalent designs. This enables the motor to achieve efficiency of 98.2% while outputting a maximum power of 140kW at 360Nm.

These efficiency gains mean that hybrids using the Amorphous Motor in their powertrains will see a 1% reduction in fuel and power consumption compared to those using existing motor designs, helping automotive OEMs deliver a new generation of low-emission vehicle models.

Ingo Scholten, deputy chief technology officer of Horse Powertrain, said, “This latest innovation demonstrates Horse Powertrain’s continued commitment to research and development, providing suppliers and OEMs with the tools to raise the bar on when it comes to fuel economy and emissions performance.

“The Amorphous Motor is an ideal tool to power a new generation of high-efficiency range-extended EVs, hybrids and plug-in hybrids, ensuring these technologies continue to play a substantial role in automotive’s decarbonization journey.”

Related news, Horse Powertrain invests €45m in Spain’s first tilting gravity die casting facility

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The lab’s high-current capability is designed to test large automotive cells and other high-power, high-capacity battery technologies, including those used in eVTOLs, data centers and stationary battery energy storage systems (BESS). Its extensive channel count is useful to companies with high-volume testing requirements, enabling hundreds of cells to be tested simultaneously under varying conditions. High-precision cyclers and advanced EIS tests also enable accurate long-term analysis and performance characterization, including cell ageing and end-of-life simulation, with modeling and calibration expertise provided by CamMotive’s specialist engineers.

The facility offers additional technical capability and services, including dynamic climatic chambers to replicate varying temperature conditions, and process thermostats for real-world thermal management testing. For high-power module and pack testing, the lab provides capability up to 1MW.

The primary purpose of the new laboratory is to support automotive OEMs and accelerate development timelines by gathering data for modeling, compliance and improved understanding, leading to enhanced performance, longer useful life and faster charging strategies.

In addition to the main facility, the laboratory also houses several lower current cyclers for testing of smaller capacity cells. In this way, the company aims to support innovation in battery technology, including startups working on the latest chemistries and organizations exploring battery options for new applications.

Bruce Campbell, director at CamMotive, said, “The launch of our new test facility marks the latest phase of CamMotive’s commitment to advancing battery technology and its applications. We provide solutions across the entire battery ecosystem, from early concept to end-of-line validation.

“Working with UK cell developers and digital modelers, manufacturers and integrators, we combine world-class testing infrastructure with decades of powertrain expertise to help our partners deliver sustainable solutions for road, air, sea transportation and stationary applications.”

Related news, Rimac Technology appoints new leadership team

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The production facility upgrades focused on establishing a new mixed-model production line to enable the manufacture of BEVs such as the E-Outback alongside petrol and hybrid vehicles on a single line. The upgraded facility will enable Subaru to build on its long-cultivated mixed-production expertise as it moves into the age of electrification.

The Subaru E-Outback, produced on this line, is the second model in Subaru’s global BEV line-up, jointly developed with Toyota Motor Corporation. Following its inception in 2005, the alliance between the two companies marked its 20th anniversary in 2025, with collaboration strengthened over the years across a wide range of areas, including development, production and supply chains.

The latest manufacturing developments have been achieved through deeper cooperation between the two companies in electrification, alongside advancements in Subaru’s monozukuri (manufacturing) capabilities.

In related news, Lexus unveils LFA Concept BEV sports car

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TorqStudio is designed to support early-stage motor development by allowing users to move from high-level size requirements to fully manufacturable motor designs in minutes, and to validate performance at defined operating points using analytical models developed by Alva Industries.

“With TorqStudio, engineers can move from high-level requirements to data-driven motor designs extremely quickly,” said Anton Franzén, director of product management at Alva Industries. “The platform removes much of the uncertainty typically associated with early motor design and gives users immediate insight into what is technically possible.”

Using the platform

Using TorqStudio, users start by specifying basic motor constraints, such as outer diameter and axial length. The platform then automatically generates thousands of candidate designs and highlights the most efficient solutions.

Each design is evaluated based on key performance metrics, including motor constant and motor mass, allowing engineers to clearly visualize trade-offs and select optimal designs for their applications. All presented designs represent complete motor concepts that can be manufactured.

Selected designs can be saved to a personal design database, exported as datasheets and used directly in further analysis. Users can also submit a request for quotation if they wish to proceed toward development or procurement.

Performance analysis

The platform also has detailed motor analysis capabilities. Users can define operating conditions such as supply voltage, ambient temperature, cooling conditions, torque, speed and switching frequency, then evaluate how a motor performs at specific operating points. Results are visualized on speed–torque maps and supported by detailed output data, including mechanical and electrical power, DC and AC current, efficiency and losses, stator and motor temperatures and current waveforms.

Multiple operating points can be analyzed simultaneously, with data easily imported from tools such as Excel. All results can be downloaded for documentation or further evaluation.

Custom and standard motor evaluation

TorqStudio supports analysis of custom motor designs created by the user and also from Alva’s standard motor portfolio, enabling direct comparison within a single environment.

All designs and analyses are stored in a centralized design database, providing a complete overview of available motors and, according to Alva, simplifying evaluation, comparison and decision-making.

In related news, Honda releases details of its fourth-generation two-motor hybrid system

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Core components

The Honda two-motor hybrid system consists of five key components. The electric generator motor produces electricity for the hybrid battery, while the electric propulsion motor drives the wheels directly. An Atkinson-cycle gasoline engine is connected to the generator/starter motor, which can supply power to the battery or propulsion motor and also drive the wheels via a lockup clutch during highway cruising to optimize efficiency. The Intelligent Power Unit (IPU) houses the battery and its controlling hardware, and the Power Control Unit (PCU) acts as the system’s brain, managing all hybrid functions.

Fourth-generation innovations

The first three generations of the Honda hybrid system used two electric motors mounted in-line with each other, with the generator motor connected directly to the engine, and the propulsion motor connected to the drive wheels. The 2023 CR-V and 2023 Accord introduced the fourth-generation system, with the two electric motors positioned parallel to each other (side by side).

This configuration enabled the use of a larger and more powerful propulsion motor, which now has an increased torque output of 335Nm (+20Nm). It also maintains its 181hp over a broader range of motor RPM, thereby improving response.

This propulsion motor uses high-performance magnets that, as before, are made without heavy rare earth metals. Internally, the motor uses a multi-ring structure that helps enable a higher peak motor speed of 14,500rpm, an improvement of 11.5%. This higher motor speed also contributes to a higher sustained top speed capability for CR-V hybrid models (Sport and Sport Touring) of 185km/h, 28% faster than its predecessor.

The side-by-side arrangement also enables the use of an additional direct-drive gearset with a new low-speed lock-up clutch (deployed in CR-V only), allowing engine drive at urban speeds and supporting the ability to tow up to 454kg, a first for the two-motor hybrid system.

Now seen in the 2026 Prelude

For the 2025 model year, the Honda Civic Sedan and Hatchback introduced a new variation of the fourth-generation system. Due to its smaller size and lighter weight, the Civic uses an in-line motor arrangement, as does the 2026 Prelude.

Honda retained an in-line motor layout, optimizing for space and weight. A high-speed lockup clutch prioritizes engine drive at highway speeds, while the IPU and PCU are smaller and lighter, preserving cargo space. The latest 2.0-liter Atkinson-cycle engine with direct multistage fuel injection can now be seen producing 141hp at 6,000rpm, and 182Nm torque at 4,500rpm, significantly reducing emissions.

In related news, Honda ends joint fuel cell production with GM

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The XG and XG+ Electric are driven by the Paccar EX-D2 electric motor, with outputs from 270 to 350kW (370 to 480hp) and a torque of 2,400Nm. The compact powertrain unit consists of two separate electric engines combined with an integrated transmission with three gears that delivers smooth gear shifting and supreme comfort.

The DAF XG and XG⁺ Electric can be fitted with three, four or five battery packs, with modular positioning on the chassis, depending on the vehicle’s application. The 5-battery option offers up to over 500 zero-emission kilometers on a single charge. With optimized vehicle and charging planning, the XG and XG⁺ Electric can travel over 1,000km per day on a full electric charge, making them suitable for international operations.

DAF’s XG and XG⁺ Electric trucks feature next-generation LFP batteries with an eight-year warranty. Cobalt and nickel-free, these batteries offer high thermal stability and can be charged to 100% daily without reducing durability. A 3-battery configuration can charge from 10% to 80% in just over 45 minutes.

In related news, First LPG hybrid powertrain for Dacia’s Duster and Bigster

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The companies say a functional prototype “skateboard” will be shown at CES 2026 in Las Vegas, Nevada, at Donut Lab’s stand. This demonstrator is based on Watt’s low-volume aluminum “module-to-chassis” platform, with the battery integrated into the structure. Initial configuration is planned as a rear-axle, direct-drive layout using two in-wheel motors. A four-wheel-drive variant is scheduled to follow later in 2026.

According to the companies, the integration is intended to reduce overall system mass and packaging volume by removing conventional e-axle components and associated driveline hardware. Donut Lab says its architecture enables each wheel motor to be controlled independently, enabling torque vectoring via software, with motor control updates in the millisecond range.

Watt chief executive Neil Yates said the in-wheel motors, inverter and control software align with the PACES platform’s lightweight strategy and will expand the platform’s capability for performance-focused applications. Donut Lab chief executive Marko Lehtimäki added that the low mass of the PACES skateboard will help maximize the benefits of high-torque and high power-density in-wheel motors.

Watt and Donut Lab say that the combined skateboard is intended to support multiple vehicle types, ranging from off-road and sports applications to light commercial vehicles, using common underbody hardware. They also state that the simplified powertrain layout could reduce manufacturing and service complexity compared with more conventional EV drivetrains.

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