The Australian Clean Energy Electric Vehicle (ACE EV) group is a startup founded in 2017 by Australian engineer Gregory McGarvie (ca. 1952 – ) and Chinese entrepreneur Will Qiang, in Maryborough, Queensland, Australia. Its goal was to manufacture electric vehicles in Australia, especially small, city vans aimed for small businesses.
In August 2019, ACE EV unveiled their range of three electric vehicles: the Cargo van, the Yewt pickup, and the Urban 3-door hatchback. Sales of vehicles on the Australian market are expected to start in 2021, with prices of about AU$ 40 000 = NOK 250 000 = US$ 25 000. Castle Placement has been engaged to find AU$ 230 million in capital. Their prospectus provides further insights into ACE EV.
In addition to the Australian domestic market, developing countries throughout the world represent another target market for ACE EV. Competitive product pricing requires some changes to product development. The focus is on providing the underserved with access to electric vehicles and battery technologies. This will be done by offering kit based or do it yourself (DIY) modular packages for easy assembly and maintenance anywhere in the world; onboard Alternating Current Bidirectional/Vehicle to Grid (V2G) capabilities; and, Carbon Fibre Reinforced Plastic (CFRP) components that are 3D printable and recyclable.
Australia’s legacy auto-makers have closed down, with the last mass-market vehicles being produced in Australia in 2017. Now, only insignificant quantities of niche products are made.
The assembly of an electric vehicle kit could facilitate the training of EV service personnel, as well as more general education at secondary schools, and in other forums. This comment is addressed in particular to readers at Melvindale secondary school in Detroit, Verdal prison school, and the Inderøy Radio Control Club.
It may be less advantageous for private individuals to construct their own vehicles. If any problems arise, one wonders if Ace EV would accept responsibility, or attempt to deflect responsibility onto the builder/ owner. I asked my daughter if she would want me to spend some of her potential inheritance buying an EV kit? She tactfully replied that “a car is best purchased, not diy’ed.” Two minutes later, she added, “To put it bluntly, it sounds like a recipe for disaster.”
V2G capability could quickly become a must-have feature of an EV. In areas where short duration power outages are a relatively common occurrence, V2G could eliminate the need for a smelly, noxious wood stove. At cliff cottage, we removed the wood stove from our living room, with the intention of replacing it with a more modern variant. This would cost about NOK 50 000.
Unfortunately, a wood stove is an inferior substitute for electrical power. It does not power refrigerators or freezers, hot water tanks, induction stove tops, conventional and microwave ovens, computers and their screens, lighting or broadband interconnections. Its only function is space heating. One proposal is to invest in some form of a battery pack that could feed electricity to the house during an outage. V2G is one such answer.
I am eagerly awaiting a YouTube video, made by an Australian outback station owner, describing an Ace EV’s capabilities after a year of driving. Will it withstand driver abuse? is a critical question.
In the twenty-first century, the ancient Greek word, aptera = wingless, has been reused, this time to refer to a brand of extremely aerodynamic vehicles. Perhaps, it can best be regarded as reassurance that this vehicle will remain flightless, and not ascend into the skies. An equally appropriate name for the vehicle would be Phoenix, for the Aptera brand and vehicle was born in 2006, died in 2011, but was resurrected in 2019.
The original Aptera Motors, Inc., was founded by Steve Fambro (1968 – ) in 2006 and was originally named Accelerated Composites. Fambro was educated as an electrical engineer at the University of Utah, where he studied electo-magnets and antennas. Immediately before starting Aptera, he worked as a senior electrical engineer at Illumina, designing robots that make DNA, and vision systems to inspect that DNA. On LinkedIn, he writes, “Embracing efficiency as an ethos for a car company means we endeavour to do more with less. More range, more performance, more safety, more fun- with fewer batteries, less mining, less energy, less carbon. Doing more with less.”
Fambro initially worked as chief executive officer (CEO) at Aptera. He hired Chris Anthony to be the chief operating officer (COO) shortly after the founding. Thirty million dollars was raised in three rounds of funding, and Aptera grew from 3 to 50 employees. Aptera launched a prototype, the Typ-1, in 2007.
The design of the Aptera Typ-1 was futuristic, but due in large part to Jason C. Hill, president/ owner/ designer at Eleven, a transportation, automotive and mobility design consultancy, started 2003-11. Hill describes himself and his company on LinkedIn as “Specializing in design and product development as well as strategic design, advanced design, and design DNA creation. Currently working with a top New Energy Vehicle Company. Worked on AV solutions regarding the integration of sensor technology for the leading company of LiDAR tech. Recently worked with a MAAS start-up defining the design DNA and UX/UI for their unique urban mobility solution.”
The Aptera 2 Series, was a rebadged Typ-1, to be made available in two variants, a battery electric 2e, and a plug-in hybrid 2h. These could accelerate from 0 to 100 km/h in about 6.3 seconds. Their top speed was 140 km/h. About 5 000 pre-orders for the vehicles were made by California residents.
In 2008, Fambro relinquished his CEO position to Paul Wilbur, and became chief technical officer (CTO) for the company. When Wilbur joined Aptera he had 20 years of experience with Ford and Chrysler, and over 10 years experience as CEO of American Specialty Cars Incorporated, a tier 1 supplier. My thought on reading this, is that he was too integrated into the conservative automotive industry to function as a CEO of a venture capital financed startup.
Because of assorted production challenges that made it difficult to receive government financing for a three wheeled vehicle classified as a motorcycle, instead of a four wheeled vehicle classified as a car, the design was changed to that of a four wheel vehicle. This added immensely to the cost, and the original company was liquidated in 2011. Various reasons are cited for this, but one is the enormous amount of capital needed to actually produce a car.
After several years working with vertical farming, Steve Fambro and Chris Anthony, once again found an opportunity to relaunch the Aptera in 2019. This time it was Chris Anthony who was given the role of CEO. He had gained experience working as founder and chairperson at Flux Power, an energy storage technology company, for ten years from 2009-10 to 2019-12. Another major differences was that this new Aptera relied on crowd funding from enthusiasts, rather than venture capital from impatient capitalists. During the course of the intervening nine years, electric cars had matured. Batteries were larger and cheaper, motors were more powerful, and there was a better understanding of how everything worked.
Dimensions of the Aptera 2e and 3 respectively
Wheelbase
2 819 / 2 743 mm
Length
4 394 /4 369 mm
Width
2 311 / 2 235 mm
Height
1 346 / 1 448 mm
Kerb weight
680 / 800 kg
Dimensions of the Aptera 2e & Aptera 3.
The Aptera 2e used an A123 Systems for the 20 kWh lithium iron phosphate (LiFePO4) battery pack, and Remy International for the 82 kW HVH250 electric motor. This was mated to a BorgWarner 31-03 eGearDrive transmission. A SAE J1772 compatible charging system at either 110 or 220 V was to be provided. The range was about 190 km.
The hybrid version also had a small, water-cooled electronic fuel injection (EFI) gasoline engine with closed loop oxygen feedback and catalytic converter that was connected to a 12 kW generator/starter. It is similar in approach to the range extender found on the BMW i3. With a 20 litre fuel tank and fully charged battery, the 2h could offer a range of 970 – 1130 km.
Aptera 3 evokes deja vu. It repeats the basic Jason C. Hill design, but modernized for the 2020s. Like many other smaller manufacturers of electric vehicles, Aptera has engaged the services of Munro & Associates, a company established in 1988. Munro & Associates, Inc., focuses attention on profit improvement through design innovation; not financial trickery or outsourcing. He claims that they use their 3 000 m2 facility to benchmark and redesign products using purpose built software, and an internal search engine to remove 20% to 60% of the cost while improving the product’s function and quality. Sandy Munro has his origins, like this weblog writer, in Windsor, Ontario, where he started working as a toolmaker at the Valiant Machine Tool Company.
The resin composite skin contains microfluidic channels filled with a coolant to transfer heat from the batteries, motors and solar panels to the underbelly and sides of the vehicle.
Technically, the Aptera 3 will come with either two or three wheel hub motors for front-wheel drive or all-wheel drive. Each motor provides 50 kW, and is provided by Elaphe Ltd, in Ljubljana, Slovenia. Multiple solar panel, motor and battery configurations are planned, with ranges from 400 to 1 600 km provided by 25, 40, 60 or 100 kW·h lithium-ion battery packs. Embedded solar cells will contribute up to an additional 65 km per day from sunlight alone under ideal conditions. With average daily commute distances estimated to be about less than 50 km per day, this allows Aptera to claim that they are producing a never charge vehicle. Prices vary from US$ 25 900 to over US$ 47 000. The all-wheel-drive version will accelerate from 0 to 100 km/h in 3.5 s. The two-wheel-drive versions have a 0 to 100 km/h time of 5.5 s.
A number of details for the Aptera 3 are missing. This includes the charging technology to be used. Several enhancements/ options are offered: SafetyPilot adds Level 2 autonomy capability, including facial tracking, lane keeping, adaptive cruise control, and emergency braking; Enhanced audio provides three more channels of audio including an added lightweight transmission-line subwoofer; Off-road kit increases ground clearance and provides tougher wheel covers; Camping kit provides an integrated tent and rear awning; and, Pet kit adds a pet divider, a way to secure a pet, a rear ladder and other assessories for an animal.
From other sources, it appears that Aptera will use batch processing (rather than an assembly line) to produce its products. A batch could consist of between 100 to 200 units that have highly similar characteristics. Batch production would reduce capital investment.
Two new front-wheel drive (FWD) limited editions will be available. The Paradigm Edition is described as “The Most Efficient Vehicle on the Road” with a 640 km range, 100 kW drive system, with solar panels. The Paradigm + is “The Most Efficient Long Range Vehicle on the Road” with a full 1 600 km range, 100 kW drive system, and solar panels.
Another Aptera 3, showing off its solar panels (Photo: Aptera)
Notes: 1. The noun Aptera, has a long history. It was the name of an ancient city in Crete, as well as the name of another ancient city in Turkey. Carl Linnaeus (1707 – 1778) classified Aptera as the seventh and last order of Insecta. It included many diverse creatures without wings, including crustaceans (crabs/ lobsters/ shrimp/ woodlice/ barnacles, etc.), arachnidans (spiders), myriapods (terrestrial creatures having anywhere from about 10 to 750 legs), and more. In 1795 Pierre André Latreille (1762 – 1833) divided it into seven orders: Suctoria, Thysanura, Parasita, Acephala, Entomostraca, Crustacea, and Myriapoda.
2. Wikipedia claims that the 2e was (going to be) assembled in Canada. Canada is a big place, and I haven’t been able to find out where, specifically, this was going to happen. If anyone knows, please advise and the text will be modified appropriately, with an acknowledgement.
The Arcimoto Deliverator, is a last-mile battery electric delivery vehicle, made in Eugene, Oregon, USA. (Photo: Arcimoto)
Arcimoto describes itself as a manufacturer of ultra-efficient electric vehicles. These are (relatively) low cost and low environmental impact vehicles.
The Fun Utility Vehicle (FUV) is a three-wheeled, two-passenger tandem = seated one behind the other, vehicle. This vehicle uses a platform that forms the basis for other models. Specifications for the FUV are shown in the table below. All values are converted and approximate. American units are available from the Wikipedia article on Arcimoto, or the company website.
Acceleration
0-100 km/h in 7.5 s
Top Speed
120 km/h
Turning Circle
8 840 mm
Power
57 kW
Range
160 km city ca 100 km @ 90 km/h ca 50 @ 110 km/h
Overall Length
2 870 mm
Overall Width
1 549 mm
Max Height
1 651 mm
Ground Clearance
140 mm (unladen)
Wheelbase
2 032 mm
Shipping Weight
590 kg
GVWR
816 kg
Specifications for the Arcimoto Fun Utility Vehicle, converted to conventional metric units.
Munro & Associates, is providing engineering advice to Arcimoto. Some of this work is related to product engineering, such as reducing vehicle weight to 500 kg. Others aspects relate to expanding production capacity and profitability. Arcimoto has two strategic directions: It can focus on expanding production to 50 000 units/year, or it can concentrate on higher profit margin products (Deliverator/ Rapid Responder) at its current 3 – 5 000 unit/year rate, or some combination of both. On 2021-01-06, Agreed to purchase a larger, 17 000 square meter manufacturing facility, a few blocks away from its previous/ current location in Eugene.
An aside: Sandy Munro (? – ) is a Canadian automotive engineer, who started his working life as a tool and die maker. He worked for Ford, starting in 1977, but left in 1988 to start his own consultancy. His work incorporates design for assembly (DFA)/ design for manufacturability (DFM) principles. His focus is on lean design, which is also the name of his website. His tear-down reports critically examine quality issues of specific vehicle models. They are most often used by assorted Asian start-ups. As the wise, old man of the automotive industry, he begins his YouTube videos with, “Hey, Boys and Girls …” Munro is also assisting Aptera with a relaunch of their vehicle, abandoned ca. 2009.
The FUV platform uses pouch cells from Farasis Energy, a Chinese battery manufacturer, providing a total of 19.2 kWh. While the battery is capable of accepting level 2 charging, Arcimoto plans on making fleet vehicles capable of handle higher charging rates.
Arcimoto is not developing in-house autonomous driving capabilities, but provide a foundation for third party hardware and software that will integrate into the vehicle platform. For example, steering is drive by wire allowing software to control wheel direction without additional hardware. Advanced driver-assistance system (ADAS) features will be gradually added up to level 5 (Eyes off) autonomous driving.
The Rapid Responder™ is an emergency response vehicle that retains the two passenger configuration, but has equipment found on emergency vehicles. It is inexpensive (US$ 25 000), easily manoeuvrable through traffic, and capable of reaching places inaccessible to large trucks.
The Deliverator® replaces the rear seat with a large cargo area accessible by a door on the starboard side (right side facing forward) for last-mile delivery. Because of its small footprint, it can park in places unavailable to larger vehicles.
In development is the Cameo™. The passenger seat and storage compartment is replaced with a rear-facing seat, for a camera person to film various activities. It is aimed at the “film and influencer industry”. Also in development is a flat-bed pickup variant, and the Roadster, “Anticipated to be released in the first half of 2021, the Roadster is designed to be the ultimate on-road fun machine. Built on our patented three-wheel all-electric platform, … [it] features an incredibly low and forward center of gravity, twin-motor front wheel drive, instant torque, and a fully-connected seating stance.”
On 2021-01-26, it was anounced that Arcimoto will be buying Tilting Motor Works’ assets for around US$10 million, along with Arcimoto shares. Arcimoto want to integrate these into future products. TRiO, which is the most popular three-wheel conversion kit for touring motorcycles, provides a comfortable and stable ride, but with the riding characteristics of a motorcycle. This means that the rider/ driver can drive/ pilot their vehicle as if it were a two-wheeled motorcycle, yet eliminate the need to put their feet down while at a stop, or riding in slow traffic.
Tilting Motor Works’ technology in operation. Photo: Tilting Motor Works.
Upcoming electric vehicle posts
With so much time spent researching and writing about computing, there has been less time available to research and write about electric vehicles. Currently, five drafts of weblog posts are either scheduled or pending. These are:
Aptera will be the subject of the next weblog post on electric vehicles. It is a three-wheeled streamlined (enclosed) vehicle. Originally scheduled to be launched ca. 2010, this vehicle was a focus during my teaching career. The project was abandoned, but has since been revised.
Paxster has much in common with the Arcimoto Deliverator, but is a four-wheeled vehicle. It used for urban mail distribution by the Norwegian postal service, Posten.
Frikar is a pod bike, made in Sandnes, Norway.
Eav from Electric Assisted Vehicles Limited, of Bicester, England, is an eCargo bike with electric power assistance for last-mile transport solutions.
e-Cub is about Shanghai Custom’s electric conversion of the world’s most popular vehicle, the Honda (Super) Cub, with over 100 million units having been produced since 1958.
Mobilize is the name of Renault’s new mobility division. This division will offer car-sharing, energy and data-related services to help make transportation more sustainable. Their first prototype, the EZ-1, was presented 2021-01-15. A production model could be a replacement for the Renault Twizzy.
Additional electric vehicles will be discussed in Downsizing the Garage, scheduled for 2021-10-29, the fourth anniversary of Stuffing a 10-car garage, which appeared 2017-10-29.
A RBW Electric Roadster, based on a MGB body shell from the 1960s, but with a modern electric driveline, Photo: RBW Electric Classic Cars
When enthusiasts comment on sports cars they commonly show their prejudices in their first sentence. This enthusiast is no exception. I cannot hide my delight that the age of the ICE (internal combustion engine) sports car is ending. Long live the electric sports car!
What seems to be happening is that people are taking their favourite 1960s vehicle bodies and fitting them with an electric power-train. Sometimes these bodies are real, with steel parts that have had sixty years to rust. At other times these bodies are constructed in fibreglass, original if available or a replica if not. Presumably there are also carbon-fibre replicas. Many of the drivelines come from Teslas, or other electric vehicles, that have been totally damaged in an incident.
RBW Electric Classic Cars takes a different approach. Recently, they have produced a prototype of a sports car based on a MGB.
The body shell is new, produced under licence to the original specifications, by British Motor Heritage, of Witney, in the Cotswold. It is powered with a patented driveline system, incorporating three years of development by RBW, Continental Engineering Services (CES), and Zytek Automotive, a 100% owned subsidiary of Continental Engineering Services. This driveline is derived from Formula E technology. All three companies are based in Lichfield. While the electric motor is placed at the rear of the car, a lithium-ion battery pack is located in the abandoned engine room, giving a balanced weight distribution.
The front and rear suspension consist of independent coilovers. The brakes, feature discs and callipers, but also integrate regenerative braking technology.
While the interior features a 7″ dashboard display with wi-fi-enabled navigation, the system seems underwhelming, at least to a computer scientist.
Top Speed
80 mph = ca < 130 km/h
0-60 mph = ca 0-100 km/h
9 s
Range
160 miles = ca 260 km
Batteries
Six Hyperdrive Lithium-ion battery packs
Power Output
70 kW
DC Charging
3.0 kW
Recharge Hours
8 hours
Electrical and related characteristics of the RBW Electric Roadster.
Thirty examples of the RBW Electric Roadster will be produced, starting in early 2021. Prices will start from £90 000, plus taxes, with an initial £5 000 deposit.
The Zetta City Module 1 (CM1) is the first Russian built EV to enter production, according to Automotive Logistics. Unfortunately, detailed information is difficult to access. Even the English version of the Zetta company site fails to mention the CM1, devoting its content to technological issues of its drive train, especially the in-wheel = in-hub induction motors. However, some information is available from Russian Auto News.
The modular approach used by Zetta means that different modules can be built for different purposes, goods as well as person transport. Some of these will be mass produced focussing on common needs. This is the case of the CM1. Others may have more limited appeal, such as outfitting a vehicle to accommodate a person with disabilities, who has very specific and individual needs. Yet flexibility is not the only attribute. The Zetta is also technologically efficient, economic and – to repeat that so-often misused term – ecological.
The in-hub drive train is exceedingly important for Zetta. Zetta CEO Denis Schurovsky says “Summer and winter validation has shown us that induction motors can endure road dynamic stresses. They are resistant to chemicals, dust, water, etc. All wheels are connected to a single management system that simulates electric ABS and ESP with high recuperation capability.” Each in-hub motor is rated at 20 kW, for a total of 80 kW, a respectable power for such a small vehicle.
The CM1 has a length of 3 030 mm on a 2 000 mm wheelbase, and with a width of 1 270 mm and height of 1 600 mm. It is configured as a four-seater. Inside EVs makes a point that the car is just 340 mm longer than a Smart Fortwo, and that the seating must only be for children in the back. This misses the point entirely that an EV with in-hub electric motors will use space much more efficiently than an ICE (internal combustion engine) designed vehicle. Top speed is 120km/h and battery capacity ranges between 10kWh and 32kWh, for a range of between 200 and 560 km. Depending on the battery pack selected, the weight of the vehicle should be between 500 and 700 kg.
About 90% of the vehicle content is Russian. Much of the remainder is in the batteries, imported from China. The vehicle has been in development since 2017.
At a price of €5 300, Zetta CM1 claims to be the cheapest EV in the world. The vehicle has been developed by Russian Engineering and Manufacturing Company (REMC) in Toliatti/ Togliatti, the Russian city named after Italian Communist Party Leader Palmiro Togliatti (1893 – 1964). Estimated production is 15 000 vehicles a year.
And so to the question many readers will be asking, would I buy one? I would like to answer yes, especially after a theoretical regret at prioritizing a Japanese Subaru Justy four wheel drive in 1986, instead of the cheaper Russian Lada station wagon (VAZ-2104) or its similarly priced, but considerably larger and more powerful 4×4 off-roader, the Lada Niva (VAZ-2121). Andy Thompson in Cars of the Soviet Union (2008), states that Lada “gained a reputation as a maker of solid, unpretentious and reliable cars for motorists who wanted to drive on a budget.” It is my hope that the Zetta will offer purchasers a similar, positive experience. Unfortunately, the answer will probably be no, and I will be unable to engage in the one-upmanship that comes from owning a €5 300 EV, capable of doing the same basic driving tasks as a €53 000 (or more) Rivian R1S or Tesla Model Y.
Oatly has devised a process to provide a vegan alternative to milk. Now it is concentrating on making that process more sustainable, but reducing CO2 emissions. Artwork: Oatly.
My personal transition from omnivore to vegan/ vegetarian is proceeding almost as slowly as my transition away from driving a diesel to an electric vehicle. One positive change, is that we purchase our eggs and milk (and some honey as well as produce) from neighbouring farms, rather than grocery stores.
I asked my personal shopper to add some Oatly products onto her shopping list. Instead, she invited me to help her shop at the local Co-operative in Straumen. Thus, I was able to purchase one litre (about a quart) of havredrikk kalsium (oatmilk calcium). Unfortunately, I was unable to find the other products I wanted to try: havregurt vanilje (oatgurt vanilla); havregurt turkisk (oatgurt Turkish) and iMat fraiche (Oat creme fraiche).
Oatly is a Swedish vegan food brand, producing dairy alternatives from oats. Based on research at Lund University. The company’s enzyme technology turns oats into a nutritional liquid food suitable for the human digestive system. The company operates in southern Sweden with its headquarters in Malmö, with a production & development centre in Landskrona. The brand is available in more than 20 Asian and European countries, Australia, Canada and USA.
Oatly claims to be a sustainable food manufacturer. Artwork: Oatly
Oatly also tries to be sustainable, by reducing its contributions to global warming. They also produce a sustainability report. It shows that almost half of Oatly’s contribution to greenhouse gasses comes from the cultivation of ingredients, a quarter from transport, 15% from packaging and 6% from production (p. 26).
Oatly is not perfect. For example, there has been some controversy about it selling oat residue to a pig farm. On the other hand, it has benefited from two publicity attacks. First, Arla, the Swedish dairy company, attempted to discourage people from buying vegan alternatives to cow’s milk (mjölk in Swedish) using a fake brand Pjölk. Oatly responded by trademarking several fictitious brands Pjölk, Brölk, Sölk and Trölk and began using them on their packaging. Second, the Swedish dairy lobby LRF Mjölk, won a lawsuit against Oatly for using the phrase “Milk, but made for humans” for £ (sic) 100 000. When Oatly published the lawsuit text, it lead to a 45% increase in Oatly’s Swedish sales. Once again, this seems to suggest that there is no such thing as bad publicity.
On 2020-05-14, Oatly and Einride announced that Oatly will use four 42-tonne vehicles starting 2020-10 to transport goods from production sites in southern Sweden, using Einride’s Freight Mobility Platform. This is estimated to lower its climate footprint (on the affected routes) by 87% compared to diesel trucks: 107.5 tonnes of carbon dioxide per year per truck, about 430 tonnes per year in total, or 2 100 tonnes throughout the five year duration of the contract.
Part of the solution involves optimizing electric trucks operations using computer-controlled logistics with Einride’s Freight Mobility Platform software. Accurate transport planning allows 24 tonnes of goods to be transported an average of 120 kilometers without charging. It involves optimizing and coordinating drivers, vehicles, routes as well as charging. On a typical shift, three drivers will drive four different trucks. This means that one truck is always charging, which places less strain on batteries, and making the operation more durable and economical.
Oakly’s 42-tonne Einride trucks will feature a DAF glider, with Emoss driveline and Einride software. Photo: Einride
This initial iteration involves a DAF glider (a vehicle without a driveline/ prime mover/ power source, fitted with a Emoss motor. Future iterations may involve a Einride Pod, previously referred to as a T-pod.
The production model Uniti One, available in three gray colours. (Photo: Uniti)
Uniti began life as an open innovation project at Lund University in 2015, then emerged as a Swedish electric vehicle startup in 2016. It is developing an advanced city car. What first attracted my attention, was the replacement of the steering wheel with a joy-stick. Most of the mechanical system appeared equally innovative, and claimed to be sustainable, whatever that means.
Prototype development was funded through an equity-crowdfunding campaign on the Swedish platform FundedByMe, with 570 investors contributing €1,227,990.
The design mandate of the Uniti One seems to be in a state of flux. At one time, it was a relatively unsafe L7e quadricycle. Now, thankfully, it is being lauched as a M1 vehicle requiring crash testing, and more safety equipment. Other details, such as seating arrangements have also been subject to change. It was a side by side 2 seater, before it became one with one person sitting behind another. Now it is launching as a 3 seater, with a driver in the middle in front, with space for two passengers behind. Trunk space is adequate to hold a packed lunch and a charging cable, at 155 litres.
With a 50 kW electric motor and 62 Nm of torque, and a mass under 600 kg, the Uniti One can reach 100 km/h in less than 10 seconds. It has a computer controlled top speed of 120 km/h.
The Uniti One comes with an electrochromatic panoramic roof that darkens automatically to keep the car cool when parked in direct sunlight. Its virtual sun visor darkens the top of the windshield when the sun is in the drivers eyes.
An Android operating system controls the infotainment system and most of the standard features of the car. Voice commands can be issued. Its systems are regularly updated over the air.
A high strength safety cage surrounds the driver and passengers keeps interior deformation to a minimum, in the event of a collision. Other standard safety equipment include driver’s airbag, anti-lock braking, electronic stability control and a tire pressure monitoring system. The Intel MobilEye 6 collision avoidance system provides forward collision and lane departure warnings, speed limit indicator, and warning for potential collisions with pedestrians or bicycles and their riders, in real time.
In its current state, what appeals most about the Uniti One is that much of the equipment is optional, which means that people declining options can end up with a lower cost vehicle. Currently, the base model costs about €18 000, before subsidies. The only options I would insist on would be the Intel Mobileye 6 collision avoidance system (€ 700), winter tires (€ 400) and possibly air conditioning (€ 300). This is not a highway vehicle, so a 150 km range with a standard 12 kWh battery and a slow 3.2 kW charger seem adequate. It seems wasteful to spend €2 800 each on a 24 kWh battery and a 22 kW charger.
In terms of a computer vehicle transporting one person and a lunch bag in an urban environment, this is probably a good choice except, in urban environments there is public transport, which would be a better choice.
That said, my greatest disappointment with the production vehicle is its steering wheel, with no joy-stick in sight.
Uniti One interior, available in gray. (Photo: Uniti)
The world premiere of an Einride T-pod, a level 4 autonomous, electric vehicle with a mass of 26 tons, on a public road in Jonskjöping, Sweden. 2019-05-15. Photo: Einride.
Robert Falck, a former Volvo executive, is founder and CEO of Einride. Together with, Jochen Thewes, CEO of DB Schenker, a major logistics company, and Mats Grundius, CEO of DB Schenker Cluster Sweden, Denmark, Iceland, he hosted a world premiere on Wednesday, 2019-05-15.
Einride and DB Schenker entered into a commercial agreement in 2018-04 that includes a pilot in Jönköping with an option for additional pilots internationally.
Einride’s signature product is a T-Pod truck. With a Gross Vehicle Weight of 26 tons, its most notable characteristics are its electric drive train, and autonomous driving capabilities. These two features reduce road freight operating costs by about 60 percent compared to a diesel truck with driver.
However, Einride wants more, a safe, efficient and sustainable road freight transport solution, that can reduce CO2 emissions by up to 90 percent
The T-Pod is level 4 autonomous, the second highest category. It uses a Nvidia Drive platform to process visual data in real time. An operator, sitting anywhere in the world but most probably in Jonsköping, can supervise and control up to 10 vehicles simultaneously. The T-Pod has permits from the Swedish Transport Agency to make short trips – between a warehouse and a terminal – on a public road in an industrial area in Jonkoping, located in central Sweden, at speeds of up to 5 km/h.
In 2018-11, Einride and DB Schenker initiated the first installation of an autonomous, all-electric truck or “T-pod” at a closed DB Schenker facility in Jönköping. It was the first commercial installation of its kind in the world.
On 2019-03-07 the Swedish Transport Agency concluded that the T-pod is able to operate in accordance with Swedish traffic regulations. On 2019-03-11, the agency approved Einride’s application to expand the pilot to a public road, within an industrial area – between a warehouse and a terminal. The permit is valid until 2020-12-31.
Since Einride is primarily a software and operations company, they are seeking a partnership with a truck manufacturing company.
Falck said Einride would apply for more public route permits next year (2020). It was also planning to expand to the United States.
The Solar (and battery) powered Sion EV, to be made by Sono Motors at the former Saab car plant at Trollhatten, Sweden. A more environmentally friendly choice than a methane powered vehicle. (Photo Sono Motors)
A study from the Munich-based IFO Institute for Economic Research, claims that battery electric cars are dirtier than those that are diesel powered. It proposes methane based, hydrogen vehicles. This study is significantly flawed.
IFO is an acronym from Information and Forschung (research). As one of Germany’s largest economic think-tanks, it analyses economic policy and is widely known for its monthly IFO Business Climate Index for Germany. Its research output is significant: about a quarter of the articles published by German research institutes in international journals in economics in 2006 were from IFO researchers. Unfortunately, I have been unable to find more recent data to support this claim. According to the Frankfurter Allgemeine Zeitung ranking, it is also Germany’s most influential economics research institute.
Part of the problem is the recycling of disproved research. The claim promoted by ICE (internal combustion engine) automakers and the fossil fuel industry, is that electric vehicles are worse for the environment because they are powered by dirty electricity.
Studies looking at overall emissions based on electricity generation have debunked this and showed that electric cars are cleaner and becoming cleaner as renewable energy is becoming an increasingly more important part of the electric grid. Previous studies have shown that EVs are cleaner than diesel no matter which European grid electricity is used.
The new twist in the new report, is that EVs use significant amounts of energy in the mining and processing of lithium, cobalt, and manganese, which are critical raw materials for the production of EV batteries.
The major error here, is an assumption that EV batteries become hazardous waste after 150 000 km or ten years. This is untrue. First, 150 000 km is shorter than the warranty period for an EV battery, which is generally 160 000 km.
There are requirements in place throughout Europe for the recycling of batteries. Even in a depleted state, they are valuable because lithium is a scarce resourse. Lthium ion batteries are not considered hazardous waste, although lead acid batteries are, because of the lead.
Cobalt and manganese are also recycled.
The study also concludes that methane-powered gasoline engines or hydrogen motors could cut CO2 emissions by a third and possibly eliminate the need for diesel motors. Again the conclusions are not matched by the facts.
Most hydrogen is produced using steam-methane reforming, a production process in which high-temperature steam (700°C–1,000°C) is used to produce hydrogen from a methane source, such as natural gas. Methane reacts with steam under 3–25 bar pressure in the presence of a catalyst to produce hydrogen, carbon monoxide, and a relatively small amount of carbon dioxide. Steam reforming is endothermic, heat must be supplied to the process for the reaction to proceed.
This is followed by a water-gas shift reaction, where carbon monoxide and steam are reacted using a catalyst to produce carbon dioxide and more hydrogen. In a final process step called pressure-swing adsorption, carbon dioxide and other impurities are removed from the gas stream, leaving essentially pure hydrogen. Steam reforming can also be used to produce hydrogen from other fuels, such as ethanol or propane.
Water-gas shift reaction
CO + H2O → CO2 + H2 (+ small amount of heat)
The production of 1 ton of hydrogen produced 19 tons of CO2.
Hydrogen can be produced through other processes, including the partial oxidation of methane, and the electrolysis of water. Neither is in significant use.
While Germany currently uses more coal power than most of Europe, it is cleaning up more quickly than most. By 2030, 2/3 of its energy will be provided by renewables. This was not considered in the study.
Other mistakes arise from using the flawed NEDC driving cycle. This gives unrealistically optimistic numbers for diesel emissions, and unrealistically pessimistic numbers for electrical emissions.
One of the most significant mistakes involves the comparison of the full production and lifecycle emissions of an electric vehicle, including the emission from the electricity uses, versus those for a diesel vehicle. Unfortunately, the study does not account for all the energy used to produce the diesel and supply it to the cars.
The German auto industry has under-reporting diesel emissions, going so far as to install cheat devises on vehicles. These emissions have caused thousands of deaths, something that billions in fines cannot compensate.
Fossil fuel extraction requires large amounts of energy, machinery and in many cases has detrimental effects on the environment. A Canadian favourite, tar sands oil, requires strip-mining tar mixed with sand, this has to be liquified and cleaned for transportation. Then there are transportation costs including tanker grounding, railcar derailments and pipeline leaks, all resulting in massive environmental damage, including ground water contamination.
A Nobe 100. Who needs more than three wheels? (Photo: Nobe)
The Nobe is 99% nostalgia, 1% practical motoring.
There are many different ways to judge technology. In looking at the Nobe’s electric design, it successfully plays on the strings of nostalgia. Of course it is a technologically advanced three-wheel drive battery electric vehicle. Designed and made in Tallinn, Estonia.
A nostalgic interior, with electric windows and air conditioning, but without airbags. (Photo: Nobe
In their mission statement, Nobe writes that they want to change people´s perceptions as well as their driving habits to finally make the electric car cool. They want to cross-wire rational analysis with emotions.
Their three-fold goal is to make the Nobe upgradeable, recyclable and sustainable, ending the disposable car. First, they want to make it easy for customers to upgrade their batteries, motor and electronics. Second, they want exterior panels to be swapable and recyclable. Third, they will never take/ send a Nobe to a scrapyard.
The Nobe features all-wheel drive. It is designed to grip the road and accelerate. Some versions are equipped with an optional M (muscle car) switch for increased power. The Nobe is equipped with dual batteries. The main battery puts power into each of the three powered wheels. A separate battery provides power for the supporting systems such as light, heat and entertainment.
When I first saw a Nobe, I found it an attractive vehicle. Since then, any thrill in the design has faded away. Of course the values expressed in the mission statement are admirable. Would I buy a Nobe? I don’t think so. Three wheels are only suitable for flatlands, Estonia or Michigan, not Norway or British Columbia.
When I look back at the 1960s, and at the height of my interest in cars, I was most interested in a white, second choice red, Triumph TR-4A. It was a road machine, suitable for the moutainous yet paved highways of British Columbia.
These days, a road machine has only limited appeal, if only because of its harsh yet functional suspension. In terms of sports cars, I am more attracted to a yellow or green Sunbeam Alpine that offered a softer ride, and more especially the 1964-5 Series IV, that featured a new rear styling, with more modest tailfins. It is pure nostalgia, a reminder that my first car was also made by Rootes Group, a Hillman Minx convertible.
I don’t have to buy a Nobe, a Triumph or an Alpine. In my dreams, I can drive any car I want, and it costs me nothing. Even the insurance, the fuel and any repairs are free. A bargain.
A Sunbeam Alpine IV at Horsted Keynes in 2012. Photo: Andrew Bone
The Nobe 100 has the following specifications:
Vehicle class: L5e – powered trike
Chassis: Steel tubing
Suspension: GAZ Gold Pro, custom
Body: Nextene, soundproof
Main battery: 21 kwh Li-On- or 25 kwh Li-On (GT)
Mobile battery: 4 kwh Li-On- or 5 kw Li-On (GT)
Range: 260 km combined: 210 on main 21 kwh battery, 50 km on additional, portable suitcase battery, or 310 km combined: 260 km main battery + 50 km on portable with 25 kwh battery.
Top Speed: 130 km/h
Engine: Three in-wheel electric motors, combined max power 76 kw
Drive: three-wheeled drive
Weight: 590 kg
Acceleration: 0–100 km/h 5,9 sec
Nobe has two doors, three seats and on the GT version, a removable Targa hardtop. The interior has Belize veneer details and brushed steel.
