The Royal Mail has agreed to purchase 100 Peugeot Partner L2 Electric vans, to be used as delivery vehicles.
The vans will go into service from December 2017 at delivery offices around the UK, supported by a rollout of charging infrastructure.
This is the first major feet order for the Partner L2 Electric, which was launched in February
The Partner L2 Electric has a gross payload of 552 kg, with The 22.5 kWh lithium–ion battery pack is fitted under the load floor – Peugeot says there is no loss of load space compared with legacy Partner L2 models.
Range is a claimed 106 miles (on the NEDC cycle).
A permanent–magnet synchronous motor produces 49 kW (667 hp)) at 4,000 rpm, and maximum torque of 200 N·m. The front wheels are driven through a speed reducer and single–ratio gearbox.
“With electric vehicles firmly on the agenda this week, there couldn’t be a better time to announce this landmark deal with the Royal Mail, says PSA Group Fleet Director Martin Gurney.. “The order was won after Royal Mail carried out trials with the Partner Electric.””
“Our research has shown that electric vans are a good operational fit with our business, and we are delighted to be ordering such a large volume to use in our daily operations,”” said Paul Gatti, Royal Mail Fleet Director. “Emissions are an important issue for us at Royal Mail and we are continuously looking at new and innovative ways to reduce our carbon footprint and our impact on air quality.””
Geneva sees launch of crazy Vanda Dendrobium – EV from Singapore
You may well as who is Vanda? They are a Singapore company specialising in battery technology and electric mobility and an offshoot of parent company Wong Fong Engineering, a big player in heavy items such as cranes, tailgates and military equipment, for example.
It hasn’t built a car before, nor does it plan to become a volume automotive manufacturer. The closest thing to a series production vehicle in its current portfolio is the rather beguiling little Motochimp electric scooter, which goes on sale in Japan in summer 2017, and the Ant Truck, a square-cut one-tonne EV load-lugger heading for production before 2018.
The Dendrobium is intended as a halo project, to build interest and awareness in the brand. A second car may follow, should the Dendrobium be successful. CAR Magazine had a sneak preview of the Dendrobium before it travelled to Geneva, at Williams Advanced Engineering, the consultancy offshoot of the F1 team tasked with engineering and building the show car on behalf of its creators, Vanda.
‘We are still deciding whether to put the car into production fully,’ Vanda Electric CEO Larissa Tan told CAR. ‘The plan is to do so, but reaction at Geneva will be key. If it does, it will be made in the tens rather than the hundreds.’
Should the Dendrobium make the jump into production, Williams Advanced Engineering will again most likely be the construction partner.
At the time of writing, Vanda hasn’t yet named a potential price for the production car, nor taken deposits, with final decisions to be taken post-Geneva. Nonetheless, we’re told we can expect a production version to carry ‘a seven-figure price tag.’
Will it ever move?
The numbers associated with the Dendrobium’s projected performance are startling: 0-62mph in as little as 2.6sec, and a top speed of around 200mph.
Ian Cluett, head of programmes at Williams Advanced Engineering are targeting a kerb weight of 1750kg. ‘It’s hard to make a two-tonne-plus car fast,’ he says. ‘Weight is the key for this car – there’s still lots to come.’
Power, range, and the powertrain configuration itself for that matter, are still to be finalised. It may feature four in-board electric motors, or three; regardless, it will power all four wheels. Currently the car is designed to use a single-speed gearbox at the front and multiple gears at the rear, with conventional differentials rather than a more complex motor vectoring system. No news regarding battery size, technology or charging specifications.
Likewise, which type of motors will be used is still TBC, but Cluett says the Dendrobium won’t use the same motors as the Williams-developed Formula E powertrain. Total power output is likely to exceed the equivalent of 1000bhp.
If the Dendrobium does go on sale, when will it reach the road?
Two years after the decision, Larissa Tan tells us – by which time battery technology will naturally have moved on again. Tan says the production car’s powertrain ‘will fit a hypercar at that time,’ in terms of its performance and technological advancement.
The car’s essential design has existed as a concept project since the mid 1990s, Tan explains, and was always intended to be an EV. Although the project was revisited again in the mid 2000s. ‘We were waiting for technology to catch up with the design, for the time to be right. We decided now that the time is right to realise it.’
Yes we are mentioned in a BBC article published jusst before Christams on the BBC Autos page.
Featured as Last-Minute gifts for green-minded drivers. See BBC website.
Eco-friendly cars that swap petrol for plugs are becoming increasingly popular. According to the International Energy Agency, in 2015, the number of electric vehicles (EVs) in use across the globe reached over 1.26 million. And 13 million charging stations, which will accommodate that growing number of EVs, are projected to be in place by 2020.
The holidays are here, but here are some last-minute ideas for the EV lover in your life, from the cousin who only commutes via e-bicycle, or your friend who refuses to sit behind a steering wheel to spew exhaust into the air.
Electric car charging cables
This Surrey-based company, Cables for Charging, will supply charging cables for any EV user you know, whether they drive an electric BMW, Nissan, Mistubishi, or Audi. The site provides a guide for choosing which charging cable is best for your type of car, and they ship to anywhere in the UK or Europe. £120 to £140
Tip of the hat to Jim Barber for the headsup.
An interesting report published in Bloomberg claims that big bad GM may lose as much as $9,000 on every all electric Bolt that leaves the showroom. Sounds crazy until you understand more about the Clean Air Rules in California.
California crafted the doctrine, with tough clean-air rules and a mandate that automakers sell some non-polluting vehicles if they want to do business in the Golden State. Nine others have adopted it, New York and New Jersey among them, and all told they make up close to 30 percent of the U.S. market. That goes a long way to explaining why zero-emissions models from more than 10 brands are on the roads, with more on the way. Most are destined to be loaded with red ink for their makers, but they’ll be great deals for consumers as companies unload them to meet their targets.
While Trump may dilute federal programs that take aim at carbon-dioxide spewing cars, California won’t be backing down, certainly not during Governor Jerry Brown’s term. The most populous state is such a powerhouse — roughly 1 in 8 new vehicles in the US was registered there in the first half of the year — that companies will keep spitting out electrics for the privilege of selling everything else in their lineups.
“California will continue to act as the ballast, as the center of gravity, for clean air and climate policies in the U.S.,” said Levi Tillemann, author of “The Great Race,” a book on the future of automobile technology. “Trump will thrust the state back into the role of clean-air crusader, and that’s a banner a lot of people in California don’t mind carrying.’’
Where it’ll get interesting is over the next decade or so. The states’ rules are set to tighten so that zero-emission vehicles, or ZEVs, will have to rise to an estimated 15.4 percent of sales by 2025, some five times the current level.
The hurdles may go higher: Brown, a Democrat with two years left in his term, signed a law ordering greenhouse-gas emissions be 40 percent below 1990 levels by 2030. To get there, ZEVs, plug-in hybrids or fuel-cell cars like Honda Motor Co.’s Clarity may have to comprise 40 percent of sales, up from about 3 percent now, according to California Air Resources Board staff projections.
Can that really happen? “The idea that automakers will sell 40 percent of their vehicles at a loss in California is ludicrous,” said Eric Noble, president of the CarLab, a consulting company in Orange, California, who reckons most electric cars lose at least $10,000 per sale.
The industry’s willing to take the hit on a small scale now. Fiat Chrysler Automobiles NV’s battery-powered Fiat 500e is made for California alone, and Chief Executive Officer Sergio Marchionne said in 2014 that it was losing $14,000 per sale. The company’s pretty much giving it away, at a monthly lease-rate of as little as $69. Nissan Motor Co. has advertised lease deals for the Leaf at as low as $149.
Of course, the industry might figure out how to make ZEVs into money makers, once the charging-station infrastructure is built out and as battery costs fall. Global demand seems sure to rise, with major economies, including China, having recognized climate change as a threat and tailpipe-emissions from gas-powered autos as a chief contributor.
The U.S. has a ZEV incentive of its own, offering a $7,500 tax credit to buyers, and also gives credits to manufacturers to reward them for cars that meet greenhouse-gas reduction targets set by the Obama administration.
There’s no indication President-elect Donald Trump has a view on these enticements. While he has dismissed global warming as “nonsense,” he told the New York Times he has an “open mind” on scientists’ overwhelming consensus that human activity is warming the planet. Key members of his transition team have rejected that notion or contend the dangers are exaggerated.
The Alliance of Automobile Manufacturers, the industry’s main trade group, has asked Trump to consider their state ZEV costs when evaluating the feasibility of rules set under President Barack Obama to boost average fuel economy standards by 2025. Over the next eight years, the electric-vehicle demands will impose costs of up to $40 billion on companies that they’ll pass on to customers, according to the group. The miles-per-gallon standard, which is 35.3 for 2016, will under the rules go to 50.8 — a number the industry contends could make cars prohibitively expensive.
On Wednesday, the U.S. Environmental Protection Agency took a formal step that makes it harder for Trump to undo the Obama targets. EPA Administrator Gina McCarthy announced a preliminary determination that Obama’s 2025 targets are achievable, affordable and appropriate. If she finalizes this decision before leaving office, she’ll force Trump into a formal and protracted rule-making process to revise the rules.
Whatever happens in the national capital, California, a largely left-leaning state, will be where the power is for years to come. The bill that established its greenhouse-gas targets was championed by then-Governor Arnold Schwarzenegger, a Republican. Two California cities, Los Angeles and Bakersfield, are the most smog- and particulate-laden in the U.S. Brown has called climate change “the existential threat of our time.”
And California is where ZEVs are being dumped. More than half of all electrics were sold there in the first six months of 2016, according to IHS Markit Ltd.
Bolt v Tesla Model III
Under the rules, GM needs to sell enough Bolts that it can go to town on other vehicles, including pickups and SUVS, which is where the big money is. The Bolt’s anticipated per-sale loss of roughly $8,000 to $9,000 is an estimate based on a sticker price of $37,500, according to a person familiar with the matter. A GM spokesman declined to comment on the expected profitability.
But GM has reasons beyond compliance to promote the Bolt, according to Tim Mahoney, Chevy’s chief marketing officer. For one thing, it lures younger, technologically savvy buyers who probably wouldn’t have considered Chevrolet, he said. “It’s a statement about what we can do for the Chevy brand.”
The Bolt has a 238-mile range, which gives it an edge over mass-market electrics that have been around for a while; the Leaf can go 107 miles on a single charge, the Fiat 500e just 85. GM will also have a jump on Tesla Motors Inc.’s first and hotly anticipated mass-market offering, the Model 3, due late next year. The Bolt will be available in California and Oregon this month, with states added through 2017. GM also plans to sell the Bolt in China and Europe but not the UK.
It just Maths stupid
Here’s how the math works for GM in California. Let’s say it sells a total of 219,962 vehicles in one model year (as it did, in fact, in 2015). To avoid heavy fines or the threat of getting shut out entirely, it would need state-awarded ZEV credits equal to 14 percent of the total — or 30,794. That would mean finding buyers for 7,698 Bolts, earning four credits for each, or 10,082 Chevy Volt plug-in hybrids or a combination of the two.
“EVs are compliance vehicles and GM knows this,” said the CarLab’s Noble. “The Bolt will take sales from all of the other vehicles on the market, and GM will get a lot of credits.”
Tesla CEO Elon Musk has called California’s ZEV bar “pathetically low,” saying on an earnings call in August that “there’s massive lobbying by the big-car companies to prevent CARB from increasing the ZEV credit mandate, which they absolutely damn well should.”
Some see the future in zero- and low-emissions, with or without incentives. Toyota Motor Corp. has said it will stop making virtually all gasoline-burning models by 2050, and Volkswagen AG has laid out plans to be selling 1 million battery-powered cars annually by 2025.
The U.S. is one-fifth of the global car market, and groups ready to go to battle over emissions like to offer an argument beyond the threats of smog and global warming. California’s policies are forcing companies to be innovative, said Luke Tonachel, a senior analyst for the Natural Resources Defense Council. If they stop, “U.S. manufacturers could lose market share.”
The Bolt or Ampera-is a five-door, five-seat hatchback, that GM pitch as an affordable rival to the leading EV in Europe: Nissan Leaf, the Audi A3 e-tron, BMW i3, Volkswagen e-Golf and second-generation Ford Focus Electric.
Toyota has regained its crown as the world’s biggest car company by sales after releasing figures for the first nine months of the year. The Japanese carmaker sold 7.49M in the first three-quarters of 2015, beating Volkswagen’s 7.43M and General Motors’ 7.2M. In the first six months Toyota sold 5.02M vehicles compared to VW’s 5.04M. The reversal could prove the tip of the iceberg for Volkswagen, which is engulfed in the worst scandal in its 78-year history.
However, Volkswagen may soon offer VW owners in Germany discounts on new cars if they turn in certain old models affected by its emissions scandal, German news agency DPA reports. According to Manager Magazin, Volkswagen has also decided to freeze managerial promotions next year as part of a savings drive to help meet more than €30B of costs arising from the crisis.
With VW discredited and diesel in question we look at the manufactures that are embracing Electric Cars
Based on sales figures from a website called EV-Sales the clear leader in Electric Cars is the combined Renault Nissan partnership. Renault and Nissan hold cross ownership and operate as a strategic partners while marketing through distinct and separate brands.
The table below shows total EV unit sales until end of April 2015 and does not include plug-in hybrids like the GM Volt.
It does show the power of the Nissan Leaf that is the best selling EV by far and shows the continued growth of Tesla. The Renault Zoe is selling well in Europe. The other brands are all less than 10% of the market.
With a new extended range Leaf about to go on sale and the Tesla Model X about to ship the growth of the leaders is set to expand even further. Tesla reports that they have 24,000 Model X reservations.
Both VW and BMW are starting to take EV slightly more seriously with the E-Golf and the BMW i3 starting to sell in growing numbers from a very small base. We expect to both of these German brands to expand their EV offerings with additional models in the coming years.
This week’s news from VW and Diesels will only expand the EV market.
The Cadillac ELR is no underdog. Really, it’s in a class of one. That class is a range-extender luxury coupe, and one that costs $76,000 at that.
The ELR was previewed by the Converj concept of a few years ago and there have been a few changes. The super narrow headlights have been replaced with wider units while the exaggerated taillights seem to carry over. The ELR powertrain is based on the Volt architecture, so that means you have a battery good for about 40 miles and a gasoline range extender. That means a 300 mile point-to-point journey will happen before all the moving juice is depleted. Take a look. It could only be in America.
The ad for it called “Poolside” features Neal McDonough – the pride of Boston’s Dorchester neighborhood who once played Nicolette Sheridan’s creepy husband onDesperate Housewives – as the typical electric car buyer. Well, the typical Palo Alto electric car buyer with a $3.5 million home. And he’s apparently all about hard work.
“Other countries, they work, they stroll home, they stop by the cafe. They take August off. Off.
We’re crazy, driven hard-working believers. Those other countries think we’re nuts. Whatever.”
They think we’re nuts for other reasons. But hey, they can go eat sheep pancreas, I’ll add more cheese to things and we’ll call it even.
Neal, unfortunately, compares the ELR to Les Paul, Microsoft, landing on the moon and so on. That’s going too far. It’s all so smug-feeling. Smug in a way that makes you feel gross after watching the whole 60-second spot.
Not surprisingly, this ad was on Friday night between the coverage of the Opening Ceremonies for the Winter Olympic Games in Sochi. There was less flag waving when the U.S. team walked out than in this ad.