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G2 Venture Partners raises $500 million to fund sustainable tech
G2 Venture Partners, a firm that spun out of Kleiner Perkins Caufield & Byers, has raised $500 million to support entrepreneurs that aim to make existing industries more efficient, environmentally friendly and socially responsible.
With Fund II, G2 is most bullish about technologies in transportation, logistics, manufacturing, agriculture and energy, with an increasing focus on sustainability, according to a spokesperson for the firm.
“The launch of our second fund expands our ability to work with companies that are moving the needle to redefine and revolutionize their respective industries,” said G2VP founding partner David Mount in a statement. “We will continue to partner with technology companies that are pushing the future of industry forward, driving economic growth with reduced resource intensity.”
Investors in the new fund include Shell Ventures, Mitsui & Co., Daimler AG, ABB Switzerland Ltd. and The McKnight Foundation, a G2 spokesperson told TechCrunch. John Doerr, famed investor and VC at Kleiner, also personally invested in the fund. Doerr invested in G2VP’s initial $350 million fund back in 2018, and he’s known for delivering an emotional TED Talk in which he argued for increased investments in clean energy.
The team’s interest in sustainability and cleantech goes back to Kleiner. While at Kleiner Perkins, the team led rounds in AVEVA-acquired industrial data management platform OSIsoft and solar energy company Enphase. In 2017, Doerr stepped back in to help Enphase with another $10 million alongside T.J. Rodgers.
G2 would not provide names of portfolio companies for this newest fund yet, but a spokesperson did say Fund II will be investing in a new set of companies. Any follow-on investments in companies from Fund I will be made out of that fund.
The firm invested in 15 late-stage companies in Fund I and expects to invest in a similar number of companies in Fund II. G2 typically invests $10 million to $50 million in each company. Past portfolio companies include lidar manufacturer Luminar, EV tech company Proterra, computer vision solutions provider Scandit, autonomous robot company Seegrid and agricultural supply chain platform ProducePay, among others.
“This team has consistently shown vision and taken action that is ahead of the curve on many aspects of the digital industrial transition the world is in the midst of,” said Robert Linck, chief investment officer of Shell Ventures, a limited partner in G2’s first and second funds, in a statement. “The brain trust at this firm will be a significant asset to the new generation of technology leaders and path breakers that is emerging today.”
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EV startup Fisker sets moonshot goal of making a climate-neutral EV by 2027
Electric vehicle startup Fisker Inc. has set a moonshot goal of creating its first climate-neutral car by 2027.
Fisker has yet to bring a vehicle to market — climate neutral or not — making this an ambitious target. The all-electric Fisker Ocean SUV, which is still on track to go into production in November 2022, will not be climate neutral, according to CEO Henrik Fisker, who laid out the target as part of a broader update Tuesday to investors. Instead, this will be another yet to be announced vehicle.
Henrik Fisker, a serial entrepreneur who rose to fame as the designer behind iconic vehicles like the Aston Martin V8 Vantage, the production launch design of the Aston Martin DB9 and the BMW Z8 roadster, also provided a few other updates during the investor call. He said the Ocean will have an anticipated range of up to 350 miles, beyond the previously estimated 300 miles. The company has received more than 14,000 reservations for the Ocean as of March, according to an annual report distributed to shareholders.
Fisker, which went public via a merger with special purpose acquisition company Apollo Global Management Inc. in October at a valuation of $2.9 billion, aims to have four vehicles to market by 2025. One of those, Fisker hinted at Tuesday, could be a luxury vehicle which he called the “UFO” that will use the company’s FM29 platform architecture.
Fisker’s carbon-neutral plan
Other companies across industries have made promises to hit that carbon-neutral goal before. Henrik Fisker emphasized to investors that the company will not purchase carbon offsets to accomplish that climate-neutrality goal. Carbon offsets are credits that companies can purchase to “claim” a reduction in CO2 toward their project or product. Instead, Fisker said they will work with suppliers to develop climate-neutral materials and manufacturing processes.
The company lays out some of its proposed strategies on its website, where it splits the vehicle lifecycle into five phases: upstream sourcing, manufacturing and assembly, logistics, the use phase and end-of-life. For each phase, the company lists a few bullet points, such as localizing manufacturing. Even with these plans, achieving climate neutrality in vehicle production will be extremely difficult. Vehicles use materials and components such as steel that are notoriously hard to decarbonize, for example.
Fisker said that the company’s manufacturing partners have climate-neutral goals of their own, which is true for automotive contract manufacturer Magna Steyr. The company inked a deal with Fisker to exclusively manufacturer the Fisker Ocean in Europe. Magna set a target of climate neutrality for its European operations by 2025 and globally by 2030. Foxconn, Fisker’s other major partner for its second, lower-price vehicle dubbed Project PEAR, also has a net-zero emissions goal, but it is set for the middle of the century.
Moonshot goals such as this one could help push innovation in manufacturing processes and encourage other automakers and suppliers to reach for the same targets. Other automakers such as Polestar and Porsche have all made carbon-neutral promises with deadlines of 2030, while Mercedes has said it will hit that target in 2039.
Fisker does seem to have a plan for how it might be able to recycle or reuse some of its EV batteries once they’re no longer useful in the vehicle. The company plans to extend its leasing program across the entire estimated 15-year lifespan of the vehicle, which would theoretically ensure that Fisker will be in possession of a number of its vehicles when they reach end-of-life.
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7-Eleven to install 500 EV charging stations by the end of 2022
Convenience stores are ubiquitous — and they sell the vast majority of gas purchased by consumers in the United States. But as more Americans transition to electric vehicles, a major reason people visit convenience stores will disappear.
Industry giant 7-Eleven is looking to capture this growing market of EV drivers. The company said Tuesday it will install 500 direct-current fast charging ports at 250 locations across North America by the end of 2022. These charging stations will be owned and operated by 7-Eleven, as opposed to fuel at its filling stations, which must be purchased from suppliers.
Many charging stations from some of the country’s largest providers, like EVgo, ChargePoint or Tesla’s Supercharger network, are located in a patchwork of parking lots adjacent to shopping malls or retailers like Target. But a major draw of convenience stores like 7-Eleven is that they’re already located in areas adjacent to highways or major roads — so they may have a leg up in attracting drivers.
7-Eleven may have another advantage in choosing to install DC fast chargers as opposed to slower level 2 chargers: The majority of convenience retailers are designed for quick, in-and-out service — around the time it takes to fill a tank of gas. Many don’t offer temperature-controlled places to sit, so a longer charging time would likely pose a problem for drivers. While older EV models are limited by the amount of kilowatt charges they can accept (so the output rate of the charger is inconsequential to how long it takes to charge the battery), newer vehicles can accept a wider range of charging rates.
As charging infrastructure — or lack thereof — remains one of the largest barriers to EV adoption, planned build-outs from mainstream retailers like the one announced by 7-Eleven could help reduce some consumer hesitancy over EVs.
The 500 charging stations will join 7-Eleven’s existing network of 22 charging stations, which are located in 14 stores across four states.
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ChargerHelp co-founder, CEO Kameale C. Terry is heading to TC Sessions: Mobility 2021
Thousands of electric vehicle charging stations will be built around the country over the next decade. ChargerHelp!, founded in January 2020 by Kameale C. Terry and Evette Ellis, wants to make sure they stay up and running.
The idea for the on-demand repair app for EV charging stations came to Terry when she was working at EV Connect, where she held a number of roles including director of programs and head of customer experience. She noticed long wait times to fix non-electrical issues at charging stations due to the industry practice to use electrical contractors.
“When the stations went down we really couldn’t get anyone on site because most of the issues were communication issues, vandalism, firmware updates or swapping out a part — all things that were not electrical,” Terry said in an interview with TechCrunch earlier this year.
After Terry quit her job to start ChargerHelp!, she joined the Los Angeles Cleantech Incubator, where she developed a first-of-its-kind EV Network Technician Training Curriculum. Shortly after, Terry and Ellis were accepted into Elemental Excelerator’s startup incubator and have landed contracts with major EV charging network providers like EV Connect and SparkCharge.
The company uses a workforce-development approach to hiring, meaning that they only hire in cohorts. Workers receive full training, earn two safety licenses, are guaranteed a wage of $30 an hour and receive shares in the startup, Terry said.
We’re excited to announce that Kameale Terry will be joining us at TC Sessions: Mobility 2021, a one-day virtual event that is scheduled June 9. We’ll be covering a lot of ground with Terry, from how she developed her EV repair curriculum to what she sees in the company’s future.
Each year TechCrunch brings together founders, investors, CEOs and engineers who are working on all things transportation and mobility. If it moves people and packages from Point A to Point B, we cover it. This year’s agenda is filled with leaders in the mobility space who are shaping the future of transportation, from EV charging to autonomous vehicles to urban air taxis.
Among the growing list of speakers are Rimac Automobili founder Mate Rimac, Revel Transit CEO Frank Reig, community organizer, transportation consultant and lawyer Tamika L. Butler and Remix/Via co-founder and CEO Tiffany Chu, who will come together to discuss how (and if) urban mobility can increase equity while still remaining a viable business.
Other guests include Motional’s President and CEO Karl Iagnemma, Aurora co-founder and CEO Chris Urmson, GM‘s VP of Global Innovation Pam Fletcher, Scale AI CEO Alexandr Wang, Joby Aviation founder and CEO JoeBen Bevirt, investor and LinkedIn founder Reid Hoffman (whose special purpose acquisition company just merged with Joby), investors Clara Brenner of Urban Innovation Fund, Quin Garcia of Autotech Ventures and Rachel Holt of Construct Capital, Zoox co-founder and CTO Jesse Levinson.
We also recently announced a panel dedicated to China’s robotaxi industry, featuring three female leaders from Chinese AV startups: AutoX’s COO Jewel Li, Huan Sun, general manager of Momenta Europe with Momenta, and WeRide’s VP of Finance Jennifer Li.
Don’t wait to book your tickets to TC Sessions: Mobility as prices go up at the door. Grab your passes right now and hear from today’s biggest mobility leaders.
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EV fast charger developer Tritium to go public via SPAC merger at $1.2B valuation
Another day, another mobility SPAC deal. This time, it’s Tritium, a Brisbane-based developer and producer of direct current fast EV chargers that is taking the SPAC path to the public market in a deal valuing the company at $1.2 billion.
Tritium said Wednesday it will be heading to the Nasdaq via a merger with special purpose acquisition company Decarbonization Plus Acquisition Corp. II, or DCRN, though it declined to provide a timeline for when the transaction is expected to close. The transaction is expected to generate gross proceeds of up to $403 million. Tritium will be listed under the ticker “DCFC.”
This particular SPAC deal is unusual in that it does not include private investment in public equity, or PIPE — a fundraising round that typically occurs at the time of the merger and injects more capital into the company.
“We didn’t need a PIPE because DCRN is a more than $400 million SPAC and our shareholder group agreed to a minimum cash closing of just $200 million, which significantly reduces redemption risk,” Tritium CEO Jane Hunter told TechCrunch. “Also, our revenue has grown at a compound annual growth rate (CAGR) of 56% since 2016 as we expand our presence in major markets where we have a significant market share, such as the U.S. and Europe. This revenue growth helps to reduce our reliance upon new funds to implement our growth strategy.”
Founded in 2001, Tritium manufactures charger hardware and software for direct current fast chargers. Its products can recharge an EV battery, adding 20 miles in a minute or 100 miles in five minutes, DPAC II chairman Robert Tichio said during an investors call Wednesday. DC chargers are more costly than alternating current (AC) chargers but they send power to the vehicle much more quickly. Generally, AC chargers are installed at home, where a driver can plug in their vehicle overnight, while DC chargers are more frequently found at public charging stations.
“Drivers will want the experience of public charging to be as close as possible to their current experience at the gas pump — just a few minutes to get enough range to get on with your day,” Hunter said.
Tritium’s largest market is Europe, which composes around 70% of the company’s revenue, followed by North America at 20% and Asia at 10%, Hunter told investors Wednesday. The company will use the capital from the transaction to expand its manufacturing capacity and grow sales.
Demand for public EV charging stations is expected to mushroom over the next two decades alongside the growing market share of EVs. According to analysts Grandview Research, the EV charging infrastructure market was valued at $2 billion in 2020. It is expected to grow by nearly 39% through 2028. President Joe Biden said building out a national EV charging network was a key priority under his proposed $2 trillion infrastructure plan.
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Subaru’s first electric vehicle is called the Solterra and it’s due out in 2022
For Subaru diehards holding out for an electric vehicle, the wait is almost over. The Japanese automaker just announced new details about its first-ever EV, which is set to hit the streets in 2022.
Subaru will call its first EV the Solterra, a fitting name for a brand synonymous with outdoor adventures and you know, the sun and the Earth. Also fittingly, Subaru’s first full-fledged EV will be an SUV that ships with the manufacturer’s well-regarded all-wheel-drive capabilities.
The Solterra is built on a new platform the company is developing in partnership with Toyota, which the latter company will use for its impossibly named bZ4X crossover (bZ stands for “beyond zero,” apparently).
Subaru has only released two teaser images so far, but given that the new SUV will share DNA with the Toyota bZ4X, Subaru’s offering will likely look like a toned-down, less aggressively styled version of Toyota’s forthcoming futuristic electric crossover.
Other than that, we don’t know a whole lot. If the Solterra winds up looking a lot like the BZ4X, you can expect a sort of squashed RAV4, maybe somewhere between a Crosstrek and a Forester in size.
Subaru’s first proper EV will join the plug-in hybrid Crosstrek, which the company began selling in 2014 — currently its only option for climate-conscious drivers. The Solterra will go on sale next year in the U.S., Canada, China, Europe and Japan.
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Revel’s Frank Reig shares how he built his business and what he’s planning
It’s only been three years since they hit the streets and Revel’s blue electric mopeds have already become a common sight in New York, San Francisco and a growing number of U.S. cities. However, Revel founder and CEO Frank Reig has set his sights far beyond building a shared moped service.
In fact, since the beginning of 2021, Revel has launched an e-bike subscription service, an EV charging station venture and an all-electric rideshare service driven by a fleet of 50 Teslas.
So we caught up with Reig to talk about what he learned from building the company, how Revel’s business strategy has evolved, and what lies ahead.
Before we get to the good stuff, here’s some background:
The idea for Revel seems like it came from the classic entrepreneur’s guidebook: Reig had a need that no existing company addressed. He’d seen mopeds used as major, if not dominant, forms of transportation as he traveled around Europe, Asia and Latin America, and he wondered why this logical (and fun) mode of transport was largely absent from American cities in general, and in his hometown, New York City, in particular.
So in 2018, Reig quit his job, raised $1.1 million from 57 people, and launched a small pilot program involving 68 mopeds in Brooklyn. In May 2019, he raised $4 million in VC funding, which helped him expand to 1,000 electric mopeds across Brooklyn and Queens. Revel secured another $33.8 million in September 2019, in a round that included funding from Ibex Investments, Toyota Ventures, Maniv Capital, Shell and Hyundai, according to Reig. This has allowed the founder to execute a grander plan to build an electric mobility company.
The company now operates more than 3,000 e-mopeds in New York City, and has another 3,000 across Washington, D.C., Miami, Oakland, Berkeley and San Francisco.
TechCrunch: You’ve added three new business lines and told us previously that you have more on the way. That’s a lot.
Frank Reig: Yes, we have had a busy start to 2021! We began the year announcing our fast-charging stations across the city that will help fill the large gap in infrastructure to support the wide-scale adoption of EVs. We launched our e-bike subscription program to offer New Yorkers another way to navigate their city, and with our newly announced electric ride-sharing program, we are solving the “chicken and egg” problem of EV charging and demand. We are focused on building out these business lines and our moped business as well and very much looking forward to what is to come.
When shared micromobility companies expand, they often just offer different vehicles. You seem to be going, “Ok, we’ll offer a different vehicle — an e-bike, but it’s a subscription. And we’re also doing electric vehicle chargers, and let’s add an EV rideshare to the mix.” It’s pretty broad.
If we’re talking about electrifying mobility in major cities, it starts with infrastructure. And we’re the company rolling up our sleeves and doing it now by building that infrastructure and operating fleets. Because in a city like New York, the infrastructure does not exist for electric mobility.
There are a few Tesla superchargers around the city, usually behind parking paywalls, so you have to pay the garage to even use it. And, of course, you need a Tesla for that infrastructure to even be relevant. And when you think about other public fast-charging access points in the city, they are few and far between. We’re building 30 in one site and many more beyond that in 2021.
New York is a complicated city to operate in, so it’s easier for us to add e-bikes as a service because I already have the infrastructure and on-the-ground operations that we built with the mopeds. I have multiple warehouses throughout this city. I have full-time staff that I’ve employed, from field technicians to mechanics, and a fleet of over 3,000 vehicles on the streets in New York. So it’s a natural extension of the platform to be able to add another product to it, to reach a new type of user, or to supplement the use case of our current moped users. All we needed to do was finance some e-bikes, and then you have another line of business.
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GM partners with 7 charging networks ahead of electric vehicle push
GM revealed Wednesday a four-part plan meant to handle all the steps of charging an electric vehicle, including finding a public charger and paying for the power, as the automaker seeks ways to attract customers to the 30 EVs it plans to launch by 2025.
The so-called Ultium Charge 360 plan — named after the underlying electric vehicle platform and batteries of its upcoming EVs — aims to handle the access, payment and customer service components of charging an electric vehicle at home and on the road. As part of the plan, which the company’s chief EV officer Travis Hester said will be rolling out over the next 18 months, GM has signed agreements with seven third-party charging network providers, including Blink Charging, ChargePoint, EV Connect, EVgo, FLO, Greenlots and SemaConnect. Using their GM vehicle brand mobile app, EV drivers will be able to see real-time information, including location and whether a charger is being used, from nearly 60,000 charging plugs throughout the U.S. and Canada. These functions will be rolled into the existing brand apps GM has created for owners of its Chevrolet, Cadillac and GMC vehicles.
The first GM and EVgo sites are now live in Washington, California and Florida. GM said each site is capable of delivering up to 350 kilowatts and averages four chargers per site. GM and EVgo are on track to have about 500 fast-charging stalls live by the end of 2021, according to the automaker.
Hester noted the plan isn’t just about how many third-party networks it partners with. (Although it should be noted that Electrify America is not on its list of partners announced Wednesday.)
“We know how critical the charging infrastructure is to our customers and how it plays a hugely significant role in EV adoption and experienced EV owners know that this is much more complicated than just a simple network quantity issue,” Hester said in a media briefing Wednesday.
For instance, the GM app will provide information on how to find stations along a route and initiate and pay for charging, Hester said. GM will continue to update the mobile app. GM is also planning to offer charging accessories and installation services for their home charger. The company said Wednesday it will cover standard installation of Level 2 charging capability for eligible customers who purchase or lease a 2022 Bolt EUV or Bolt EV in collaboration with Qmerit.
There were some gaps in the announcement, notably whether there would be Plug and Charge capabilities. Plug and Charge is a technology standard that allows the driver of an EV to pull up to a station, plug in and power up their EV without having to launch an app to begin the charging process or to pay for it. Instead, the vehicle is able to communicate with the charging infrastructure and the payment is integrated into that process. Alex Keros, the lead architect for EV infrastructure at GM, said the company wasn’t making any announcements around Plug and Charge, but noted that the company knows “that enabling that seamless experience is going to be an important part of that customer experience.”
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Ford to open new lab to develop next-gen lithium-ion and solid-state batteries
Ford Motor Company will open a $185 million R&D battery lab to develop and manufacture battery cells and batteries, a first step toward the automaker possibly making battery cells in-house. The facility comes as yet another signal to consumers and other automakers that the auto giant is no longer hedging its bets on the transition to battery electric vehicles.
Company executives declined to provide a timeline on when Ford might scale its battery manufacturing, but it is clear that the company intends this facility to lay the groundwork for such a future.
The Ford Ion Park will be based in southeast Michigan and will be home to more than 150 employees across battery technology development, research and manufacturing. The facility will likely be around 200,000 square feet and will open at the end of 2022. The facility will be supported by Ford’s batteries benchmarking test laboratories in nearby Allen Park, Michigan, which is already testing battery cell construction and chemistries. Also nearby are Ford’s product development center in Dearborn and Ford’s battery cell assembly and e-motor plant in Rossville.
The new facility will be led by Anand Sankaran, who is currently Ford’s director of electrified systems engineering. He described it as a “learning lab” to create both “lab-scale and pilot-scale assembly of cells,” including next-gen lithium-ion and solid-state batteries.
Ford is thinking about the transition to BEVs in phases, Hau Thai-Tang, Ford’s chief product platform and operations officer, explained. In this first phase, when BEVs are being largely purchased by early adopters, Ford’s working with external supplier partners. The company is now preparing for phase two, when Ford will bring more products to market and BEVs will take more of the market share. “So in preparation for that next transition into the second phase, we want to give Ford the flexibility and the optionality to eventually vertically integrate,” Thai-Tang said.
“Our plan to lead the electric revolution will certainly be dependent on the progress that we make on battery energy density, as well as cost,” Thai-Tang told reporters Tuesday.
“The formation of the Ford Ion Park team is a key enabler for Ford to vertically integrate and manufacture batteries in the future,” Thai-Tang said. “This will help us better control our supply and deliver high-volume battery cells with greater range, lower cost and higher quality.”
This would be a huge boost for domestic manufacturing of battery cells, which is dominated by companies based in Asia, such as Panasonic (Tesla’s main supplier), South Korea-based LG Chem and SK Innovation, Ford’s current battery cell supplier. Executives said the global pandemic and the semiconductor shortage have highlighted the importance of having a localized and domestically controlled supply chain.
“We know in terms of batteries, it’s a very capital-intensive business to be in,” Thai-Tang said. “The best tier one suppliers in the world spend a large amount of their revenue on R&D spending, and then the capital expenditure required to build and stand up battery plants is quite high. So as we think about this, the scale and volume that we would need to have dedicated sites for Ford is a big consideration, and we’ve talked about how bullish we see this transition happening. We’re at a point where now, there’s sufficient scale for us to entertain having greater levels of vertical integration at some point.”
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General Motors leads $139 million investment into lithium-metal battery developer, SES
General Motors is joining the list of big automakers picking their horses in the race to develop better batteries for electric vehicles with its lead of a $139 million investment into the lithium-metal battery developer, SES.
Volkswagen has QuantumScape; Ford has invested in SolidPower (along with Hyundai and BMW); and now with SES’ big backing from General Motors, most of the big American and European automakers have placed their bets.
“We are beyond R&D development,” said SES chief executive Hu Qichao in an interview with TechCrunch. “The main purposes of this funding is to, one, improve the key material, this lithium metal electrolyte on the anode side and the cathode side, and, two, to improve the scale of the current cell from the iPhone battery size to the size that can be used in cars.”
There’s a third component to the financing as well, Hu said, which is to increase the company’s algorithmic capabilities to monitor and manage cell performance. “It’s something that we and our OEM partners care about,” said Hu.
The investment from GM is the culmination of nearly six years of work with the big automaker, said Hu. “We started working with them in 2015. For the next three years we will go through the standard automation approval processes. Going from ‘A’ sample to ‘B’ sample all the way through ‘D’ sample,” which is the final testing phase before commercial availability of SES’ batteries in cars.
While Tesla, the current leader in electric vehicle sales in America, is looking to improve the form factors of its batteries to make them more powerful and more efficient, Hu said that the chemistry isn’t that different. Solid state batteries represent a step change in battery technology that makes batteries more powerful, easier to recycle and potentially more stable.
As Mark Harris wrote in TechCrunch earlier this year:
There are many different kinds of SSB but they all lack a liquid electrolyte for moving electrons (electricity) between the battery’s positive (cathode) and negative (anode) electrodes. The liquid electrolytes in lithium-ion batteries limit the materials the electrodes can be made from, and the shape and size of the battery. Because liquid electrolytes are usually flammable, lithium-ion batteries are also prone to runaway heating and even explosion. SSBs are much less flammable and can use metal electrodes or complex internal designs to store more energy and move it faster — giving higher power and faster charging.
What SES is doing has brought the company attention not just from General Motors, but from previous investors, including the battery giant SK Innovation; the Singapore-based, government-backed investment firm, Temasek; the venture capital arm of semiconductor manufacturer, Applied Materials, Applied Ventures; the Chinese automaking giant, Shanghai Auto; and investment firm, Vertex.
“GM has been rapidly driving down battery cell costs and improving energy density, and our work with SES technology has incredible potential to deliver even better EV performance for customers who want more range at a lower cost,” said Matt Tsien, GM executive vice president and chief technology officer and president, GM Ventures. “This investment by GM and others will allow SES to accelerate their work and scale up their business.”
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