Tag Archives: EVs

Opinion: EVs Should Not Get More Government Incentives

admin • August 13, 2021

The current $7,500 Federal electric vehicle tax incentive could get a boost to $12,500 if the “Clean Energy for America” bill ever makes its way to reality – but it’s absolutely the wrong way to go, in my opinion. And, I know – “Who cares what Jo thinks about EV incentives,” right? Right –except that very, very few people in the industry have as much “green cred” as I do, so maybe you’ll want to give this one a read.

WHAT QUALIFIES AS GREEN CRED

You’re not hallucinating. That is, indeed, Leslie Nielsen unironically (and, hilariously) hawking a Warren Mosler-built Consulier GTP convertible in the pages of the Neiman Marcus catalog. And, yes, it does indeed say “Solar Electric” on the … I guess that’s the hood? Let’s go with hood.

This ad is relevant because, a long, long time ago, I was lucky enough to work for Warren and beyond lucky enough to actually drive some of these fantastic cars – including one of the early US Electricar GTPs. This was the 90s, and these guys were talking about how the battery tech was too far away to make the cars practical, but also talking about things like range-extending generators to keep power flowing on longer trips while taking advantage of electric motors’ low-end torque … all stuff that’s familiar now, almost 30 years later, but seemed like the stuff of fantasy to me, back then.

A few years later –and just a few miles up the road from the old Mosler Auto Care Center – I was at RENNtech, building one of the first hybrid show cars for Mercedes-Benz that would, eventually, go on to win a couple of awards at SEMA.

It was around that time that I met a guy named Nick Chambers, who asked a whole lot of questions about how the RENNtech-built hybrid powertrain worked before eventually telling me, “You actually explain this quite well, do you want to just write the article? I’ll publish it under your name.”

That was in 2008, and I started writing for Nick’s blog, first. Then another one. Then a few more, all while building and racing cars running CNG and ethanol. I was tuning on alternative fuels because, well – I didn’t really believe that electric cars were going to “win” the future. I thought biofuels had a real chance, especially biodiesel, right up until they didn’t.

These days, my 9-5 involves training car dealers to sell EVs by helping to develop tools that explain “electric fuel” in a way that’s easy to understand and simple enough to communicate without the need for engineering jargon and memorization.

So, green cred = nearly 30 years playing with EVs, hybrids, and alt-fuel cars that absolutely did not suck. There’s no climate change denial here, no lack of familiarity with the concepts of the space, and I am very deeply invested in the success of electric vehicles in the marketplace.

Why do I, a consummate green-car guy, think these huge incentives to promote EV sales are a bad idea? I’m glad you asked!

THESE TAX CREDITS ARE DUBIOUSLY POLITICAL

Matt Posky outlined the proposed $12,500 tax credit very nicely in his own article on the matter and summed up his take nicely with the use of a burning pile of money as the featured image. But there’s a passage in his article that I think is worth repeating here.

“While the $7,500 tax credit persists, the bill now adds special exemptions depending on how the vehicle is manufactured,” explains Posky. “For example, the government will tack on another $2,500 if final assembly takes place inside the United States and another $2,500 if the factory in question happens to be represented by a union.” (Emphasis mine.)

This is one of those perfect examples of concerning political language that just about everyone – regardless of whether you identify with the Republicans or Democrats – can take issue with. Huzzah!

On the one hand, that “final assembly” language is incredibly sketch. Does it include vehicles like the Ford Transit Connect, which are fully built in Turkey, then shipped to the US and partially disassembled in order to skirt the Chicken Tax? If you’re a free-market/Right to Work critic, you might argue that this language actually does very little to ensure that the legislation leads to more US-based manufacturing jobs. You might even argue that the government has effectively rewarded exactly the kind of tax-skirting action Ford is being accused of by giving them $2,500 per unit to help absorb the billion-dollars in fines they’re staring down over it.

If you’re a proponent of Right to Work, you might take issue with that second $2,500 bump specifically for union-built vehicles.

Want to buy a Tesla Model 3? They’re not a UAW manufacturer, so you don’t get the $2,500. Or, your $2,500 credit, depending on how you look at it. Want a Volvo C40 Recharge? A Mitsubishi? A BMW i, Mercedes EQS, or VW ID.4? No $2,500 for you, either.

That second one reads, to me, like a very public bribe being paid out to the UAW – and God bless ‘em, as far as I’m concerned. We don’t talk about the Battle of Blair Mountain enough, these days—but the guys and gals who led that bloody workers’ revolt against the Stone Mountain Coal Company had balls, and whoever wrote this sort of spineless, mealy-mouthed “something for them, something for us” piece of policy clearly does not.

Granted, almost all bipartisan legislation is weak sauce – but that would be forgivable if it was the worst part of these tax credits.

THESE TAX CREDITS HELP THE WRONG PEOPLE

The latest round of proposed EV tax credits imposes a $40,000 price cap on qualifying vehicles. If you’re curious about why they chose that $40,000 as the limit, it was almost certainly because the average transaction price of a new vehicle in 2020 was $40,000 according to Cox Automotive’s smart people. The problem? That’s nearly $10,000 more than the median annual income in the United States.

Really.

I don’t think you’ll find many financial planners out there telling you to spend 130 percent of your annual income on a new car, but that’s exactly the thinking that the people advocating for these kinds of new vehicle incentives seem to be pushing – and that means one of two things: either they’re truly clueless about how the bottom 50 percent of the population lives, or they don’t care.

I, admittedly, tend to fall on the “politicians don’t care about voters, they care about donors” side of these things. Even so, it seems to me that a better way to distribute these tax incentives would be to give individuals making less than $40,000 per year $12,500 to go buy an EV – any EV, not just a new one.

Doing so would, almost overnight, wipe out the national inventory of used Nissan LEAFs, Mercedes Bs, BMW i3s, etc., and transform the class of people least likely to buy an EV into the class of people most likely to buy an EV.

If you’re about upward mobility and social justice and the redistribution of resources, you have to kind of love that idea. If you’re genuinely interested in taking the most polluting, least safe vehicles off the road, you have to love that idea. If you believe that inner-city and low-income populations are disproportionately impacted by harmful vehicle emissions and air pollution you have to at least kind of like it a little. Heck, even if you already own an EV, you’d probably be happy about getting an extra few g’s out of it when it comes time to trade it in for a newer one.

I imagine the other side would argue that it’s unfair to reward failure or that brown people shouldn’t have EVs – but no opinion piece is really complete without a straw man or two thrown in, right?

Right.

But, obviously, I’m no policy expert. I’m sure I’m missing some super relevant and blatantly obvious argument that makes my idea seem laughable – so let’s hear it in the comments. You’re the Best and Brightest, after all, so scroll on down to the bottom of the article and tell us how you think those EV tax dollars might best be used in the comments.

[Lead Image: Michele Ursi/Shutterstock.com. All other images courtesy of the author.]

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SEC Investigating VW Due to the “Voltswagen” Stunt

admin • April 30, 2021

The “Voltswagen” April Fool’s Day prank has led to an investigation by the SEC.

What started out as a “humorous” advertising and marketing ploy could land German automaker Volkswagen in serious trouble with the federal government.

The Securities and Exchange Commission (SEC) is apparently looking into VW’s “Voltswagen” marketing stunt to determine if it hurt company stock prices and may have broken any U.S. securities laws, according to German news outlet Der Spiegel.

The incident in question dates back to March 29. As a sort of early April Fool’s Day prank (and marketing ploy), VW “accidentally” released a rough draft of a press release declaring the company was going to change its name to “Voltswagen” as part of a larger effort to promote its ever-growing line-up of electric vehicles (EVs).

This action was picked up by the worldwide automotive press and on March 30 VW issued an official press release to several news outlets, including the Associated Press, confirming the leaked statement from the day before.

This action resulted in VW’s stock price going up. At one point it was 12.5% above its price before the whole incident.

SEC looking at jump in stock price

VW of America President Scott Keogh took responsibility for the poorly received April Fools’ prank that wasn’t on April 1.

This is what caught the attention of the SEC, taking what many considered a fairly unfunny publicity ruse to a possible federal offense.

After the April Fool’s stunt failed in the eyes of the media and the public, VW issued a press statement saying the releases were actually part of a larger tradition in which companies often issue prank statements.

This one just meant to also focus the world’s attention on VW’s growing EV portfolio.

But public statements that affect stock prices usually don’t get an “April Fools” immunity. An SEC investigation could result in charges against the company.

Several news organizations, including The New York Times and Reuters, have asked for a comment from VW. So far, the company has declined to issue one.

Just one of many VW legal scandals

This is not the first time VW has gotten into trouble for the way it conducts its business.

Oh those wacky Germans!! As quickly as it got here, VW took it away: Voltswagen is the company that never was.

In October 2015, as Volkswagen struggled to deal with its diesel emissions scandal, new data raised questions about whether the automaker properly reported death and injury claims to U.S. regulators during the past decade.

A study by the financial advisory firm Stout Risius Ross Inc., found that Volkswagen of America reported nine times fewer deaths and injuries than the average of the 11 largest automakers operating in the U.S. market. Significantly, VW reported less than half as many incidents as either Fiat Chrysler or Honda, both of which have been fined for underreporting their own death and injury data.

Back in September 2015, the EPA accused the German maker of using a so-called “defeat devices,” software designed to fool government emissions tests, on a variety of luxury models from the Audi and Porsche brands. The feds charged VW took steps to cover up excess emissions on 482,000 vehicles sold in the U.S. during a 7-year period.

The end result was VW paying billions of dollars in fines to various governments around the world. The company also faced numerous consumer lawsuits that further cost the company money.

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With EQB, Mercedes Launches Third All-Electric Model This Year

admin • April 18, 2021

The Mercedes EQB is the third all-electric model the automaker has rolled out so far this year,

After a slow start, Mercedes is ramping up its assault on the battery-car market with the launch of the new EQB sport-utility vehicle at the Shanghai Auto Show.

Available with up to seven seats, the EQB debuts barely a week after the automaker unveiled its all-electric flagship, the EQS, the latter to serve as the battery-powered alternative to the classic Mercedes-Benz S-Class that also has been redesigned this year. The year began with the rollout of the EQA, bringing to three the number of battery-electric vehicles the German automaker has debuted in less than four months, with still more products to come.

“With the all new EQB we have created an iconic electric SUV that takes the heritage of our boxy off-road vehicles and transforms this into the future,” said Gorden Wagener, chief design officer of Daimler Group — who spoke to TheDetroitBureau this past week in an exclusive Q&A. “We combine the significant boxy silhouette with futuristic elements such as the black-panel front to create the extraordinary look of the vehicle.”

Lot’s in common with the familiar Mercedes GLB

The EQB will debut in its most premium form on the Chinese market, with Europe and the U.S. to follow.

At 184 inches in length, 72 inches in width and 66 inches in height, and with a wheelbase of 66 inches, the Mercedes EQB’s dimensions are nearly identical to those of the conventional GLB crossover. But, like the rest of the new Mercedes EQ family, the new model mounts batteries, motors and other key electrical components below the load floor in a skateboard-like platform.

The design is not nearly as radical as that of the new EQS sedan, with its breakout “one-bow” styling. The EQB could be confused, at a casual glance, with the more familiar GLB, starting with the traditional two-box SUV silhouette.

But a closer inspection reveals a number of distinctive details, starting up front with a large black grille with the Mercedes tri-star that is there primarily for appearance sake. As with other BEVs, there is little need for airflow under the hood without an internal combustion engine. Smaller air intakes below the bumper provide cooling air for the battery pack, brakes and electronics.

Another distinctive touch is the fiber-optic lighting strip that runs just below the hood cutline, linking the EQB’s LED headlights and daytime running lights.

Plenty of room

The Mercedes EQB will offer an optional third row.

The interior is likely also to feel familiar to current EQB owners, starting with the large, twin videoscreens, one replacing a conventional gauge cluster, the other serving the infotainment unit. That system can be operated by voice, a console-mounted touchpad, controls on the steering wheel or by using the MBUX operating system. The Alexa-like voice assistant recognizes plain language commands and can also perform tasks like checking the weather.

The new model also integrates what Mercedes calls “Navigation with Electric Intelligence” which, it says, “contributes to the effortless handling of the EQB in everyday life. It calculates the fastest route to the destination, taking into account maximum charging power and the duration of possible charging stops. In addition, the Navigation with Electric Intelligence ensures that the high-voltage battery is brought to an optimal charging temperature before a planned charging stop, as needed.”

The new Mercedes EQB comes standard in a five-passenger configuration. But it also can be ordered with a third row adding room for two more. The center row can tilt and slide fore and aft by as much as 5.5 inches.

A staggered global rollout

A variety of different powertrains and battery packs will be offered for the Mercedes EQB.

The automaker plans to offer the EQB in a number of different markets and a variety of different configurations. It will reach showrooms first in China, not surprisingly, a country that has laid out an aggressive plan for growing its electrified vehicle market. The initial Chinese version, said Mercedes in a statement, will be “a fully equipped top-of-the-range model with AMG Line and an output of 288 horsepower.”

Europe will get the EQB later this year and, said Mercedes, “customers will have the choice between several models with front-wheel and all-wheel drive and various power levels, some rated at over 268 hp.”

The U.S. introduction is scheduled for 2022, but the automaker is being vague about the details of what will be offered in that market. It is considered likely that American buyers will have at least one of the higher-output drive systems with all-wheel drive available as an option, if not a standard feature.

Quick charging

The cabin will be relatively familiar to current Mercedes-Benz GLB owners.

Mercedes noted that the European battery pack will be a relatively modest 66.5 kilowatt-hours, only a fraction larger than what Chevrolet offers in the Bolt EV and newer Bolt EUV. But “a long-range version also is planned” for different markets, said the company.

The EQB features an 11 kilowatt onboard charger. It also can plug into a public quick charger and, with at least 100 kW of DC power will go from a 10% to an 80% charge in 30 minutes.

There has been speculation that a higher-power version of the EQB also may be in the works. The gas-powered, seven-seat Mercedes-AMG GLB 35 punches out 302 horsepower and 295 lb-ft of torque, getting it to 60 in about 5 seconds. The EQB does have the advantage of instantaneous torque from its electric drive system, though Mercedes has not released performance figures yet.

Pricing yet to be announced

Also yet to be revealed: pricing for the various EQB models.

The new Mercedes EQB will be assembled at the automaker’s plant in Kecskemet, Hungary. It will be the factory’s first all-electric model, though it has already handled plug-in hybrid versions of the Mercedes-Benz CLA line and will add the A-Class plug-in sometime in the future.

All told, Mercedes says that most of the $85 billion product development money it has outlined for 2021-2025 will go towards battery and digital technologies. By the end of 2022 it plans to have eight all-electric models in showrooms around the world.

“The company envisages that more than 50% of its passenger car unit sales will be accounted for by plug-in hybrids or all-electric vehicles by 2030,” it said in a statement released last week.

EV Interest on the Rise, But Purchases Coming When Prices Drop, Study Says

admin • April 12, 2021

Interest in electric vehicle ownership continues to grow, but prospective buyers want prices to drop before they commit to buying one.

While EVs have been in the news a lot lately, consumer concerns about the cost of an initial purchase are a real thing.

Those worries came to light as part of a survey by OC&C Strategy Consultants, Reuters reported. Consumers around the world are much more interested in purchasing EVs than ever before, the study showed, but remain wary about the price of battery-powered cars, which are generally more expensive than their internal combustion engine counterparts.

The report shows that more than half of potential new-car buyers in Italy and France are interested in purchasing an EV. Numbers in the U.K. and the U.S. are even higher — 81% and 61%, respectively.

This problem is nothing new. U.S. News & World Report reported last year EVs are frequently more expensive up front than comparable gas-powered vehicles. “Sticker shock” can turn shoppers away from EVs, especially since initial prices are more widely considered than the overall cost to own.

But concerns about initial cost remain a barrier.

Automakers are preparing an overwhelming number of electric vehicles for U.S. consumers.

Of the consumers likely to buy an EV, 69% said they would not pay more than a $500 premium compared to a gasoline-powered car — an unlikely scenario without government subsidies.

Countries with purchase incentives have seen a faster uptick in EV sales and European countries have introduced several generous incentives.

Help might be on the way in the U.S.

President Joe Biden recently unveiled a $2.3 trillion infrastructure plan for the country. Included is a proposed $174 billion to promote U.S. EV manufacturing, sales and the development of infrastructure.

Part of the sales promotion part is to give EV buyers “point of sale” rebates and tax incentives to buy American-made EVs. This reflects the reality that consumers are still worrying about purchase costs.

And OEMs are also aware of the cost problem. One solution is to reduce the cost of EVs, and some are moving in that direction. GM spokesman Phil Lienert said that GM sees a lot of promising technological improvements that will really help reduce EV costs to the consumer.

GM showed of its third-generation global electric vehicle platform with its Ultium battery technology.

“Our third-generation EVs will use the Ultium platform,” Lienert said. “This is about 40% less expensive than the Bolt EV platform. We are working to get that number closer to 60% less expensive.”

And as production of EVs ramp up, economies of scale kick in, further reducing EV prices. But despite the dropping costs of batteries and EVs, it is believed that consumers still need incentives to buy more expensive electric cars.

To help with that, Biden plans to extend the current $7,500 federal tax credit, an amount that diminishes for vehicles built by automakers including Tesla and General Motors that already have sold more than 200,000 electric vehicles. Biden could eliminate that 200,000 ceiling as well as enhance incentives for EV buyers in disadvantaged communities.

Incentives matter

“EV buyers love their cars, even there are challenges along the way,” said Joel Levin, executive director of Plug In America, an EV owners advocacy group in February.

Already the top seller of EVs in the world, Tesla would definitely benefit from the reinstatement of the $7,500 tax credit for buying a battery-powered car.

The phase out of federal tax credits, said Levin. Both Tesla and General Motors no longer can offer the $7,500 incentives after hitting a Congressionally mandated sales threshold. Nissan and Ford are approaching the phase-out point, as well.

“It certainly hurts the market, especially for those who want to buy American,” said Levin.

While the upfront cost of purchasing an EV might be higher than an ICE car, there are other cost factors to consider.

Throughout a vehicle’s lifetime, the cost maintaining the typical vehicle powered by an internal combustion engine will add up to around 6.1 cents per mile, according to research by Consumer Reports. By comparison, BEV owners can expect to spend about 3.1 cents per mile. Surprisingly, the study found that maintaining a plug-in hybrid, such as the Toyota Prius Prime, can be even slightly less expensive, at 3 cents per mile.

“Electric vehicle owners don’t need a coupon to get half-off typical maintenance and repair costs from their dealer, it comes standard,” said Senior Transportation Policy Analyst Chris Harto, author of the study which is based on real-world data from Consumer Reports. “These savings are going a long way to offset the upfront costs for consumers.”

The 2021 Ford Mustang Mach-E Premium is part of the wave of new EVs coming available.

Sell the concept, not individual concerns

GM spokesman Stuart Fowle said the company’s goal is to reach beyond early adaptors and tech nerds. To do that GM plans to launch 30 new EV models by 2025.

“I have two children,” Fowle said. “I need a car bigger than a Bolt but I don’t need one as big as a Hummer. Once you get a line-up that matches consumer needs, you can sell EVs.”

But selling EVs is not about going line by line and saying they are cheaper in the long run or easier to maintain or improving range, Fowle said. It’s about getting the public comfortable with the tech.

As more consumers see friends and neighbors drive EVs, a tipping point will be reached where people will feel left out if they don’t buy an EV.

“That day is coming sooner than many people think,” Fowle said.

Krafcik Leaves Waymo After Five Years as CEO

admin • April 2, 2021

Waymo CEO John Krafcik is way gone, announcing his departure and the company’s plans to move the current COO and CTO into the role of co-CEO.

Add “former” to the title of Waymo CEO John Krafcik, who announced today he’s left the company.

The former Hyundai Motor America chief spent five years heading up the autonomous vehicle subsidiary of Google, which, according to his farewell on LinkedIn, “was called ‘Chauffeur’ internally.”

Tekedra Mawakana and Dmitri Dolgov, of whom Krafcik said “having seen their brilliance, vision, and commitment in play for years — I assure you they are very well suited for this,” take over as co-CEOs of the Mountain View, Calif.-based AI-focused company. As is often the case with senior executives, Krafcik will stay on in an advisory capacity.

“So now, with the fully autonomous Waymo One ride-hailing service open to all in our launch area of Metro Phoenix, and with the fifth generation of the Waymo Driver being prepared for deployment in ride-hailing and goods delivery, it’s a wonderful opportunity for me to pass the baton to Tekedra and Dmitri as Waymo’s co-CEOs,” he wrote.

Next steps

Waymo named former COO Tekedra Mawakana as its new co-CEO to replace Krafcik.

Krafcik didn’t offer many details what the future holds, although it could be that he’s uncertain himself. He said he and his wife, Leila, will take a “coupbatical,” which he described as “a refresh period where we look forward to reconnecting with old friends & family, and discovering new parts of the world.

“After that, we’ve got a few ideas for focus and contribution that we’ll flesh out together and share when the time is right. We’ve already relocated to Austin, Texas, and we look forward to seeing some of you there, or on our travels.”

Krafcik once headed up Hyundai’s U.S. operations, helping lead the brand through an image renaissance and a period of rapid growth. He even earned the “Automotive Executive of the Year” in 2013. However, his run there ended in late 2013 after the South Korean automaker declined to renew his contract — despite the accolade.

However, he quickly landed on his feet, taking over as CEO of TrueCar just as the automotive sales and data website was readying to go public. His tenure there was short, however, as he moved on to Waymo, then-Google’s self-driving car project, just a little more than a year later in September 2015.

Dynamic duo

Waymo CTO Dmitri Dolgov joins Mawakana as co-CEO with Krafcik’s departure.

As for the company, Mawakana and Dolgov now step into new roles. Previously the COO and CTO respectively, they are described as having “complementary skill sets and experiences.” Due to the nature of their roles, they’re already accustomed to working together.

Dolgov, who started in autonomy as part of Stanford’s DARPA Urban Challenge team, joined the company in 2009, when it was still referred to as Google’s self-driving car project. Over time, his influence and responsibility grew. He became CTO late in 2016.

Mawakana, joined Waymo as a policy lead. Prior to joining the company in 2017, she led global policy teams at eBay, AOL, Startec and Yahoo, after beginning her career as Washington, D.C.-based law firm Steptoe & Johnson LLP.

Mercedes-Benz Building Electric Sprinter Vans in U.S.

admin • March 31, 2021

Mercedes-Benz has developed a new, more flexible platform for its eSprinter.

As part of its plans to electrify its fleet, Mercedes-Benz announced Tuesday it is finalizing plans to build the next generation of its eSprinter van at its plant in North Charleston, South Carolina, as well as its manufacturing facilities in Düsseldorf and Ludwigsfelde in Germany.

The new eSprinter will be built on a new platform announced at the end of 2020. Dubbed the Electric Versatility Platform, it’s offered with three battery and multiple body configurations and developed at a cost of 350 million euros, or $410.3 million. It’s part of the company’s overall electrification efforts.

“The future of mobility is electric in the transport sector, especially in the last mile delivery segment. Our share of battery-electric vehicles is constantly growing. We have consistently aligned our strategy accordingly,” said Marcus Breitschwerdt, head of Mercedes-Benz Vans, in a statement. “With our newly developed Electric Versatility Platform, we are significantly expanding our offering in the commercial series.”

Tough competition

The eSprinter EVP offers more configurations for its vans.

While final details of the new van will become available when it debuts, the current Sprinter is offered in three wheelbases, four body lengths, three roof heights, four powertrains, and four instrument panels, which are offered in various configurations of storage compartments, cupholders, infotainment options, and climate controls.

All models will have push-button start and new driver-assistance features. The Sprinter van was first introduced in the United States in 1995, updated in 2010 and last redesigned for the 2019 model year, and available with gas or diesel powertrains. The eSprinter, available in Europe, was not offered in the United States, although a badge-engineered Freightliner Sprinter was offered stateside.

Overall, the Sprinter ranked fourth in full-size van sales in 2020 at 41,916 units, behind the-place Ram ProMaster at 50,556 units, second-place Chevrolet Express at 55,131 units and first-place Ford Transit at 131,556 units.

Only the Nissan NV (15,247 units) and GMC Savana (15,108 units) trailed the Sprinter in popularity. Of the Sprinter’s competitors, only the GMC and Chevrolet compete with the Sprinter’s diesel engine option, and none are electrified.

A slew of electrified full-size cargo vans planned

Daimler’s facing tough competition for the eSprinter, starting with the 2022 Ford E-Transit – an all-electric version of the world’s best-selling cargo van.

That should change with the arrival of the 2022 Ford E-Transit, which Ford says will have a range of 126 miles, 33% more than the 74-mile average daily range for commercial vans in the U.S. The company builds the van at its Kansas City Assembly plant.

General Motors has also announced a new standalone EV commercial vehicle brand named BrightDrop, with plans to produce the EV600 electric cargo van by the end of 2021. Powered by GM’s Ultium battery, the EV600 has an estimated range of 250 miles and is capable of 120-kw DC fast-charging 170 miles of range in about an hour.

Also on the horizon is Rivian’s delivery van — already engaged in real-world testing — built in partnership with Amazon, EV startup Canoo, which plans to offer the MPDV2, with EPA estimated ranges from 90 miles to 190 miles. Not to be outdone, Karma Automotive unveiled an extended-range electric cargo van concept called the E-Flex, a battery-electric vehicle with a range of 200 miles. And that’s just the beginning.

Three plant strategy

By building the eSprinter in three locations, the company hopes to optimize production to meet demand worldwide. Currently, the company already builds a version of the eSprinter at its Düsseldorf factory on a line alongside conventionally powered Sprinters.

Powered by the Ultium battery system, the BrightDrop EV600 is targeted to have an estimated range of up to 250 miles on a full charge.

“In the future, we will be able to quickly meet the ever-increasing demand for electrically driven vans and, thanks to our intelligent and flexible production, be able to respond very precisely to the requirements of the different markets,” said Ingo Ettischer, head of Production for Mercedes-Benz Vans.

The expertise the company has developed at building differing Sprinters will be implemented at its North Charleston and Ludwigsfelde plants. In addition to the Sprinter panel van, the company will also construct a chassis model that can used for ambulances, motorhomes or refrigerated transporters, and other types of vehicles. Production of the eSprinter is expected to begin in the second half of 2023.

Pandemic accelerates trends planned for years ago

With the pandemic shutting down retailers and restaurants, and driving to the store is no longer a choice, having the store come to the customer is now an essential part of life. Mercedes-Benz already foresaw the accelerating growth in deliveries four years ago, when the company introduced its current line of Sprinters.

“The biggest issue is that there is not enough capacity out there to deliver the parcels to the customers,” said Volker Mornhinweg, then the head of Mercedes-Benz Vans.

The platform allows for vans of all sizes within the eSprinter line-up.

And that was before COVID accelerated delivery growth to unprecedented degree.

At the time of the current Sprinter’s introduction, Mercedes-Benz debuted Mercedes Pro, a telematics system that communicates between fleet manager and driver, providing vehicle status, vehicle logistics, fleet communications, maintenance management, accident recovery and a digital vehicle log.

The web-based service enables managers to optimize a driver’s efficiency by providing a vehicle’s location, fuel level and maintenance intervals in real time. The system can even track the items in the Sprinters cargo hold, allowing companies to track inventory, and alert a driver about job changes and reroute the van to guarantee to timely deliveries.

A mix of manufacturing facilities

The Mercedes-Benz plant in North Charleston, S.C., is the smallest of the Sprinter plants. Founded 15 years ago for Sprinter and Metris vans, it was expanded to full Sprinter production in 2018 and currently has 1,600 employees.

By comparison, the Ludwigsfelde plant, now 30 years old, employs about 2,000. The Düsseldorf is the oldest of the three plants at 59 years old, and is the largest, employing 6,000. Going forward, Mercedes-Benz is also looking to make its factories carbon-neutral worldwide by cutting emissions generated from vehicle production or from the energy supply used by the plants.

Chevrolet Bolt EUV and EV – It’s a Small World After All

admin • February 14, 2021

In launching the Bolt EUV and EV, leave it up to Chevrolet and Disney’s Imagineers to spin a pretty good tale. Nick Cho, the creator of TikTok, better known as YourKoreanDad, was the host of their launch video.

Cho gleefully tells us Chevrolet is debuting Super Cruise for the first (it is already available on some Cadillacs), what it claims is the first true hands-free driver assistance feature for compatible roads. I assume compatible roads are going to be like those shown at Disney World, with all the Bolt EUVs heading in the same direction, evenly spaced, without any cross-traffic. The only ride more hands-free than Super Cruise is Disneyland’s Autopia.

Especially useful is the energy feature on the myChevrolet app, to let you know that the next charging station is going to be just beyond the estimated 250-mile range the automaker was able to achieve with this platform, what they see as more than sufficient for daily driving. A friend who lives in Michigan noted about EVs in general, “250-mile range, 300-mile round trip to my cabin, wonder how far I’d be walking in freezing weather?”

As Dalya Aboona, Chevrolet’s EV charging specialist said, “The app will take into consideration the weather and driving terrain, to help give you an accurate estimation of your range, and the time you’d arrive at your destination.”

Range anxiety, a term I just learned, is what you experience as you creep ever-closer to the range limit. This, we’re told, will miraculously vanish, as Chevrolet builds more fast chargers. That, and when you become accustomed to the EV equivalent of NASCAR’s splash and go, sucking up just enough volts to make the light go green, sending you on your way again. Why we are less concerned about running out of gas? Could it be because AAA doesn’t list electricity as a roadside assist that they can provide?

The Star Wars analogy has an X-Wing fighter pulling alongside, and the EUV driver hitting the Sport mode button, instantly propelling them into hyperspace. More hyperbole, but the Bolt EUV is getting some of the styling cues from their SUV line, and with a flat floor, there’s more legroom than in vehicles with a driveline tunnel.

A permanent magnetic drive, 200-horsepower motor with 266 lb-ft of torque is under the hood. One-pedal driving that doesn’t require you to apply the brakes means the car is thinking for you, even though there’s a disclaimer that said to use the brake pedal when you need to stop urgently. This requires you to make a split-second decision to brake or not if your EUV hasn’t. Regen on Demand stores energy when you come to stop, although to what extent wasn’t made clear.

Available this summer, the 2022 Bolt EUV starts at $33,995, and the EV is priced at $31,995. Chevrolet will also pay for the installation of level two charging with the purchase of either vehicle.

[Images: Chevrolet]

GM Secures Big Order for New BrightDrop Commercial EV

admin • February 5, 2021

Merchants Fleet is working with BrightDrop to procure 12,600 BrightDrop EV600s, an all-new, electric light commercial vehicle.

General Motors has lined up a major new customer for its new, all-electric commercial van and reiterated its support to Lordstown Motors, the Ohio EV maker preparing to launch a new electric pickup truck.

New Hampshire-based Merchants Fleet said it plans to further electrify its portfolio with 12,600 new commercial vehicles from BrightDrop, the fledgling business backed by General Motors.

“Merchants Fleet’s move to add such a large number of BrightDrop EV600s to their portfolio signals their strong commitment to accelerate the electric fleet movement, and their belief that BrightDrop solutions will help them and their clients achieve a greener and more efficient future,” said BrightDrop President and CEO Travis Katz in a statement.

Customer to use GM new battery system

GM’s third-generation global electric vehicle platform with its Ultium battery technology.

The EV600 is powered by GM’s Ultium battery system that it’s producing in concert with South Korea’s LG Chem. The vans will be built at the GM CAMI assembly plant in Ingersoll, Ontario, and Merchants Fleet expects the BrightDrop EV600s to enter its clients’ fleets starting in early 2023.

The new van is one of the 30 electric vehicles GM plans to launch during the next several years in a wide range of segments. GM’s goal is to sell more than a million electric vehicles annually by the middle of the decade.

Ideally for GM, thousands of those EV will be snapped up by fleet management companies, like Merchants Fleet, which is one of the nation’s fastest growing examples. BrightDrop says it is building a smarter way to deliver goods and services. The company says it plans to use electric first-to-last-mile products, software and services while improving overall sustainability.

GM renews endorsement of Lordstown Motors

In addition to the new deal, GM also offered a strong statement of support for Lordstown Motors, the new EV maker that purchased the company’s former plant in Lordstown, Ohio, hence the name.

Lordstown CEO Steve Burns announced the company’s plans to go public, in a reverse merger with DiamondPeak Holdings.

GM said it is by working closely with Lordstown Motors Corp. to support the launch of the battery electric Endurance pickup. Lordstown Motors is in the midst of a reverse merger by DiamondPeak Holdings Corp. That deal is expected to close during the fourth quarter and the company will be listed on the Nasdaq.

Additionally, GM is investing $75 million in the company, which includes the sale of the former Lordstown Assembly plant and production equipment, noting its support for Lordstown Motors dates back to May 2019 and is part of the company’s continuing support for the Lordstown community.

GM and LG Chem have formed a joint venture and together are investing more than $2.3 billion to build a new, state-of-the-art battery cell manufacturing plant in Lordstown that will create more than 1,100 new jobs. Construction of the facility is on schedule.

The new battery cell manufacturing plant will play a critical role in GM’s commitment to an all-electric future, GM said as it announced a new investment at GM plant in Toledo, Ohio.

GM to invest more in Toledo Transmission

GM is investing $75 million in its Toledo plant.

GM said it will invest $75 million in its Toledo, Ohio transmission manufacturing plant. The investment will increase the plant’s capacity to build 10-speed automatic transmissions that are used in GM’s full-size trucks. Work will begin immediately at the Toledo plant.

“Through this investment, we continue to take steps to strengthen our current core business and build on our significant manufacturing presence in Ohio,” said Phil Kienle, GM vice president, North America Manufacturing and Labor Relations.

Since 2009, GM has invested more than $3.3 billion in Ohio, Kienle noted. Toledo Transmission Operations opened in 1916 and now employs about 1,700.

After Warning from Feds, Tesla Recalling 135,000 Faulty Vehicles in the U.S.

admin • February 2, 2021

Tesla is recalling 135,000 vehicles to fix an ongoing problem with its touchscreens.

With federal safety regulators breathing down its back, Tesla has agreed to recall nearly 135,000 battery-electric vehicles equipped with touchscreens that are prone to unexpectedly failure – which could make it difficult for motorists to operate the vehicles and potentially lead to a crash.

The problem has been widely reported by owners and Tesla has been making free repairs on an ad hoc basis, but that didn’t satisfy the National Highway Traffic Safety Administration, which felt that the screens should be replaced before they fail, avoiding the chance that drivers would be left at risk.

Tesla uses its laptop computer-sized displays to operate virtually all vehicle functions and such failures could make it difficult to see what gear a vehicle is operating in, as well as being able to use its backup camera. And because the driver could lose the ability to control the vehicle’s climate control system – including front and rear window defoggers, NHTSA warned the problem “may decrease the driver’s visibility in inclement weather.”

(Tesla told to recall 158,000 vehicles due to touchscreen failures.)

The recall covers two of Tesla’s original product lines, a total of 134,951 Model S sedans and Model X SUVs.

The problem can cause the Model S touchscreen to fail, impacting several of the vehicle’s functions.

The safety agency has been looking into the touchscreen problem since last June – upgrading the probe in November after receiving 12,523 reports related to the problem.

It took the unusual step of requesting a recall in a letter sent to the EV manufacturer on Jan. 13. That followed discussed between Tesla and NHTSA officials, including a presentation that, regulators said, “confirmed that all units will inevitably fail.”

What has become known as the “eMMC failure” issue involves the displays that are ubiquitous in all Tesla vehicles but, in particular, those used by 2012-2018 Model S sedans and 2016-2018 Model X SUVs. They rely on NVIDIA processors and an 8 gigabyte flash memory device known as an eMMC NAND. The memory systems have a limited capacity and lifecycle. Once exceeded, they fail, taking down the Tesla display screen.

When it launched the probe in November, NHTSA announced that, “The data show failure rates over 30% in certain build months and accelerating failure trends after three to four years in service.”

(NHTSA expands probe into Tesla touchscreen issue.)

Early on, Tesla had been charging owners for repairs if their vehicles were out of warranty when the screens failed. The carmaker subsequently began making all repairs for free but, until now, had declined to proactively replace the displays until they did fail – something it knew would happen on all of the affected vehicles eventually.

The “eMMC failure” issue involves the displays in 2012-2018 Model S sedans.

The automaker tried to downplay the risks a failure could cause by stating that, “the driver can perform a shoulder check and use the mirrors. If the screen is not visible to control the climate control and defroster settings, the driver will be able to manually clear the windshield.”

The automaker also advised owners of the affected vehicles that it had released a software update that would maintain at least some critical functions in the event of a touchscreen failure. If the update were installed, “then the rearview backup camera will remain available, the exterior turn signal lighting will remain functional, and the windshield defogging and defrosting controls will automatically default to a preset cabin temperature to ensure windshield visibility,” Tesla said, while warning that vehicles that weren’t updated faced “possible malfunctions.

While Tesla resisted, until now, recalling the vehicles in the U.S., it did take such a step already in China, its second-largest market.

The touchscreen issue raises further concerns among safety advocates about Tesla’s extreme reliance on technology without offering any backup. That approach was underscored last month when the automaker announced that the new, super high-performance version of the Model S, the Plaid+ edition, will adopt a squared-off, yoke-style steering wheel devoid of manual turn signals. According to Tesla, the vehicle will intuit when a driver is about to make a turn. It has also said the vehicle itself will know when it needs to shift into forward or reverse.

(Tesla cleared of sudden unintended acceleration by NHTSA.)

This isn’t the first time the automaker has had a run-in with federal safety regulators. And it has been cited on several occasions for playing at least a partial role in serious, and sometimes fatal, crashes involving its Autopilot system. With the new Biden administration expected to call for increased diligence by NHTSA and other regulators, it could mean closer scrutiny for Tesla as it continues to push the boundaries of technology in its vehicles.

GM Offers Peek at Ultra-Exclusive Cadillac Celestiq — and Jetsons-Like Flying Car

admin • January 12, 2021

GM Chairman and CEO Mary Barra’s been pushing the company’s all-electric future, she offered a peek as some of that at CES 2021.

General Motors Chairman and CEO Mary Barra is fond of saying the automaker is “on a path to an all-electric future,” something she underscored during a virtual CES webinar focusing on not only the automaker’s battery technology but also showing off some of the many battery and autonomous vehicles in development.

Along with models the automaker already has unveiled, like the Chevrolet Bolt EUV and GMC Hummer, several other projects were revealed during the hourlong presentation, including an ultra-luxurious new Cadillac dubbed Celestiq, as well as a flying car concept “designed for the moment when time is of the essence.”

“The key” to just about everything GM has in development is electrification, stressed Barra, who has led a massive shakeup of GM’s traditional approach to the car business since being named CEO in December 2013. Barra recently announced GM will introduce 30 all-electric models by 2025, up from the previous target of 20 by 2023. Meanwhile, spending on EVs and AVs, or autonomous vehicles, will jump to $27 billion by mid-decade.

(GM wants to revolutionize e-commerce with electric droids and vans.)

GM’s Crystal Windham talks about Cadillac’s latest product, the Celestiq, during CES 2021.

The automaker introduced its first long-range all-electric model, the Chevrolet Bolt EV, in 2016 and is set to begin expanding the line-up this year with the stretched Bolt EUV and GMC Hummer pickup. The pace will rapidly accelerate in 2022 when Cadillac’s first battery-electric vehicle, the Lyriq SUV, launches, along with an SUV version of the Hummer and other products.

The Cadillac brand was GM’s first to offer a specific target date, 2030, for going entirely electric, and the new Celestiq will fill a long-opened gap as the luxury division’s new flagship. First shown during a media backgrounder last March as a pure concept exercise, the project was formally confirmed during Tuesday’s CEO keynote.

It’s “a designer’s dream,” said Crystal Windham, Cadillac’s director of interior design. While the Celestiq prototype was shown largely concealed by shadows during the webinar, the version seen by reporters last March bore much in common with the over-the-top Cadillac Sixteen concept of 2003 with what Windham described as “a dramatic presence with a low profile and rear-drive proportions.”

One of the most distinctive features of the Celestiq will be an all-glass roof divided into four quadrants. It will use electroluminescent technology so that each of the exotic sedan’s passengers will be able to change it from transparent to opaque. The instrument panel, meanwhile, will take things a step beyond what is offered in the latest-generation Caddy Escalade, introducing a video screen running pillar to pillar. There will be additional screens for rear seat passengers and additional touchscreens to operate climate and other vehicle controls.

GM didn’t offer an unobscured view of the Celestiq, but instead showed bits and pieces of the luxury EV.

GM officials have been mum about other details but Celestiq will use an all-wheel-drive version of GM’s new Ultium BEV platform and, based on comments made recently by brand boss Steve Carlisle, range of 400 or more miles is likely. Meanwhile, the Ultium platform can deliver up to 1,000 horsepower, though it is not clear if the Cadillac Celestiq will push that high.

During the Barra-led webinar, GM’s battery lab group manager Mei Cai revealed some of the automaker’s plans for the Ultium batteries that will soon start rolling off a new assembly line in Ohio built as part of a joint venture with Korea’s LG Chem.

The new cells will deliver 60% more energy than batteries used in today’s Chevy Bolt and deliver as much as 450 miles per charge, depending upon the vehicle and the size of its pack. They’re also about 40% lower in cost, which would mean something at or below $100 a kilowatt-hour.

(GM rolls out new logo and marketing campaign pitching its corporate transformation.)

In addition to luxury EVs for the road, GM revealed a VTOL flying car.

But GM already is working on second-generation Ultium technology which, said Cai, will yield another 40% reduction in price and double the energy capacity – meaning a range of as much as 600 miles per charge. Last March, GM President Mark Reuss also noted a longer-term goal of reducing charging times to as little as 10 minutes.

Lighter, more energy-dense batteries could prove critical for another project GM revealed during the Barra seminar. While just a concept, for now, it suggests the automaker is ready to join competitors like Hyundai, Toyota and Aston Martin in working on flying cars.

The four-rotor prototype, dubbed the VTOL (vertical-take-off-and-landing), is “designed for the moment when time is of the essence and convenience is everything,” said Michael Simcoe, GM’s vice president of global design.

Even fewer details were revealed about the VTOL than about Celestiq, though Simcoe did note the concept would use a 90 kWh lithium-ion battery pack.

The flying car would be targeted at Cadillac customers, as would another prototype revealed during the webinar, this one a sort of living room on wheels that adopts the sort of toaster-on-wheels shape that we’re seeing with many driverless vehicle concepts.

Michael Simcoe talks about the Cadillac Halo pod concept at CES 2021.

GM’s “provides a societal space for a group of friends or family to spend time together on their way to a destination,” said Simcoe. Like Celestiq, it features an all-glass roof, “but encourages eyes to turn inside to focus on one another.”

Among other things, the high-tech cruiser uses biometric sensors to constantly control interior temperature and humidity, as well as lighting and ambient noise levels, and even introduces aromatics to influence the “well-being” of its passengers.

(CEO Barra wants GM to be dominant global EV maker.)

As with the VTOL flying car, the prototype is envisioned to become part of what Simcoe described as the “Cadillac Halo portfolio.” No details were offered on production plans for either model.

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