dfelt

The Tesla of Hybrid Trucks and UTV's, Nikola?

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G. David Felt
Staff Writer Alternative Energy - www.CheersandGears.com

 

The Tesla of Hybrid Trucks and UTV's, Nikola?

 

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Nikola Motor Company is a 3 year old auto company that has just come out of skunk mode. They announced this week two items that are a passion of the CEO. First is the Nikola One Electric Semi-Truck and the second is the Nikola Zero their electric UTV.
 
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Starting off with their Nikola Zero slated for delivery in mid 2017 is a 150 mile Range 400 volt, 520 HP / 476 lb-ft of torque 4x4 all wheel drive off road quad. This UTV has a solar roof for powering all electronics allowing the battery pack to be dedicated to the powertrain. You can reserve yours now for only $750.00 based on the MSRP of $42,000.
 
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The Nikola One is their electric Semi-Truck. This truck is a 6x6 100% pure electric drive with zero idle. 2,000 HP / 3700 lb-ft of torque with a 1200 mile range, regenerative braking, LNG Turbine generator for charging the battery pack on the go. 
 
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You can review their products in detail here at their web site.
 

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WTF? 

How so? Even Paccar the owner of Peterbilt and Kenworth have concept trucks looking like this with a single access door running on CNG, LNG or Bio Diesel. It was only a matter of time before someone decided to apply what the Trains are powered by, electric motors with LNG generator.

 

The CEO is a tree hugger and wanted a fun outdoor UTV that did not pollute, so now we see their drawing of their green UTV.

 

Personally I really like these new aero Semi's.

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Might as well be the next Optimus Prime....

 

Cool stuff, but my first reaction is still WTF....

That would make a very cool update to Optimus! :D

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IMO, the fuel savings, emissions reductions, and  lower maintenance costs of hybrid drive will supplant present technology in semis. Isn't kind of dumb that an 18 wheeler going down a grade uses engine and friction braking to keep speed levels safe, thus requiring eventual R&R of components worn out doing this? And when the 18 wheeler is stuck on the turnpike as an accident is cleared, the diesel is burning fuel and spewing fumes. And, if that rig is on a four percent upgrade, when traffic starts again, the torque-less  wonder, must go through 12 gear changes to reach speed. When capital cost of hybrid technology gets low enough, the end of the present big rig will be upon us. This is an area that I think a full EV will never gain traction, unless roads have some sort of inductive rail to feed charge. In trucking, the business wants: the rig to be moving with cargo as much as possible, so charge down times are a problem to go along with added battery capacity adding weight to the system that must be subtracted from cargo. Also, charge drain rate goes up exponentially with speed and, with the inflection curve of a big truck being closer to low speeds than cars, it becomes quite a drag. Motor-hybrid systems can optimize power production to be at its most efficient at higher operating speeds, thus providing a factor to counteract drag loss. In an EV, because the power was produced remotely, one can only watch it go down the drain.

 

There are two revolutions going on in vehicle technology: electric power as a means of transmitting torque to drive wheels in either a full or "blended with mechanical" mode and battery packs substituting for an ICE and fuel tank as a means to source on board power. 

 

And it is all good.

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IMO, the fuel savings, emissions reductions, and  lower maintenance costs of hybrid drive will supplant present technology in semis. Isn't kind of dumb that an 18 wheeler going down a grade uses engine and friction braking to keep speed levels safe, thus requiring eventual R&R of components worn out doing this? And when the 18 wheeler is stuck on the turnpike as an accident is cleared, the diesel is burning fuel and spewing fumes. And, if that rig is on a four percent upgrade, when traffic starts again, the torque-less  wonder, must go through 12 gear changes to reach speed. When capital cost of hybrid technology gets low enough, the end of the present big rig will be upon us. This is an area that I think a full EV will never gain traction, unless roads have some sort of inductive rail to feed charge. In trucking, the business wants: the rig to be moving with cargo as much as possible, so charge down times are a problem to go along with added battery capacity adding weight to the system that must be subtracted from cargo. Also, charge drain rate goes up exponentially with speed and, with the inflection curve of a big truck being closer to low speeds than cars, it becomes quite a drag. Motor-hybrid systems can optimize power production to be at its most efficient at higher operating speeds, thus providing a factor to counteract drag loss. In an EV, because the power was produced remotely, one can only watch it go down the drain.

 

There are two revolutions going on in vehicle technology: electric power as a means of transmitting torque to drive wheels in either a full or "blended with mechanical" mode and battery packs substituting for an ICE and fuel tank as a means to source on board power. 

 

And it is all good.

These are NOT a pure EV Semi Solution, but a hybrid. Clearly if you knew EV technology you would never say this would not gain traction.

 

Unlike petrol engines and the multitude of transmission shifts especially on grade where they take forever to gain speed, EV is 100% Torque from zero, much easier to get up to speed. As proven in the train industry, electric motors on the wheels with a generator is superior to the current diesel motor powertrains.

 

This solution is a fast fill LNG or Liquid Natural Gas so you are not having to charge long term these trucks, plus they do a fast charge so the battery pack is capable of being fully charged in the regulated down time that the driver must sleep. Yet with the LNG generator, these new Hybrid trucks have 1200 mile range so they are more than able to cover the 16hr days a truck drive puts in before regulated sleep time / down time.

 

Future is HYBRID for Semis and unlike stuck on a turnpike during a storm, accident whatever, they can easily not spew any emissions at all.

 

Eventually this is a logical step in the direction of pure EV semis which is a ways off.

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I read this last week and I thought the IDEA is freakin great! I know it would be difficult to get up and running but if they would work a deal with a major company running very similar routes and build a refueling infrastructure around that I think that would be a great start.  Plus, 1200 miles of range? It isn't like the refueling stations need to be too close together. I you could eliminate/cut down the pollution of even 1 out of 100 semis on the road I would have to believe that is a pretty decent amount of crap kept out of the air in a year's time. 

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IMO, the fuel savings, emissions reductions, and  lower maintenance costs of hybrid drive will supplant present technology in semis. Isn't kind of dumb that an 18 wheeler going down a grade uses engine and friction braking to keep speed levels safe, thus requiring eventual R&R of components worn out doing this? And when the 18 wheeler is stuck on the turnpike as an accident is cleared, the diesel is burning fuel and spewing fumes. And, if that rig is on a four percent upgrade, when traffic starts again, the torque-less  wonder, must go through 12 gear changes to reach speed. When capital cost of hybrid technology gets low enough, the end of the present big rig will be upon us. This is an area that I think a full EV will never gain traction, unless roads have some sort of inductive rail to feed charge. In trucking, the business wants: the rig to be moving with cargo as much as possible, so charge down times are a problem to go along with added battery capacity adding weight to the system that must be subtracted from cargo. Also, charge drain rate goes up exponentially with speed and, with the inflection curve of a big truck being closer to low speeds than cars, it becomes quite a drag. Motor-hybrid systems can optimize power production to be at its most efficient at higher operating speeds, thus providing a factor to counteract drag loss. In an EV, because the power was produced remotely, one can only watch it go down the drain.

 

There are two revolutions going on in vehicle technology: electric power as a means of transmitting torque to drive wheels in either a full or "blended with mechanical" mode and battery packs substituting for an ICE and fuel tank as a means to source on board power. 

 

And it is all good.

These are NOT a pure EV Semi Solution, but a hybrid. Clearly if you knew EV technology you would never say this would not gain traction.

 

Unlike petrol engines and the multitude of transmission shifts especially on grade where they take forever to gain speed, EV is 100% Torque from zero, much easier to get up to speed. As proven in the train industry, electric motors on the wheels with a generator is superior to the current diesel motor powertrains.

 

This solution is a fast fill LNG or Liquid Natural Gas so you are not having to charge long term these trucks, plus they do a fast charge so the battery pack is capable of being fully charged in the regulated down time that the driver must sleep. Yet with the LNG generator, these new Hybrid trucks have 1200 mile range so they are more than able to cover the 16hr days a truck drive puts in before regulated sleep time / down time.

 

Future is HYBRID for Semis and unlike stuck on a turnpike during a storm, accident whatever, they can easily not spew any emissions at all.

 

Eventually this is a logical step in the direction of pure EV semis which is a ways off.

 

By full EV, I meant a vehicle that has only a battery and electric drive motor. And not gaining traction meant the market with respect to a vehicle that has only a battery and electric drive motor. It was rushed (crap) writing on my part. 

 

The semi that is the subject of this thread is excellent:

 

An on-board CNG turbine generator is clean, efficient means of producing power

 

As you pointed out, full electric drive has ample torque 

 

The battery recovers deceleration energy to improve the overall efficiency of the system

 

Any added capital cost, if it still exists, vs using diesel driving a mechanical transmission is made up for by reduced fuel cost and, IMO, less maintenance.

 

Less emissions keeps the air cleaner

.

My argument against a semi that has only a battery and electric drive motor is based on the added capital cost and weight to provide range. However, technological developments surely could change that. For example, cost per kwh of storage capacity is reaching $100 far faster than predicted in 2010. And batteries, due to their inherent modular construction, can be fabricated to allow for quick R&R at a rest stop. The rests stop can charge up the removed, depleted unit and have it ready for the next truck to come along. 

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I read this last week and I thought the IDEA is freakin great! I know it would be difficult to get up and running but if they would work a deal with a major company running very similar routes and build a refueling infrastructure around that I think that would be a great start.  Plus, 1200 miles of range? It isn't like the refueling stations need to be too close together. I you could eliminate/cut down the pollution of even 1 out of 100 semis on the road I would have to believe that is a pretty decent amount of crap kept out of the air in a year's time. 

 That crap is bad news. LNG powered ships are being proposed to make marine propulsion more environmentally friendly. 

 

http://fortune.com/2015/07/23/natural-gas-fueled-shipping/

 

 

 

 

TOTE claims that the Marlin class ships will emit 98 percent less nitrogen oxide, 97 percent less sulfur, and 72 percent less carbon dioxide than comparable conventional ships.

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I read this last week and I thought the IDEA is freakin great! I know it would be difficult to get up and running but if they would work a deal with a major company running very similar routes and build a refueling infrastructure around that I think that would be a great start.  Plus, 1200 miles of range? It isn't like the refueling stations need to be too close together. I you could eliminate/cut down the pollution of even 1 out of 100 semis on the road I would have to believe that is a pretty decent amount of crap kept out of the air in a year's time. 

 That crap is bad news. LNG powered ships are being proposed to make marine propulsion more environmentally friendly. 

 

http://fortune.com/2015/07/23/natural-gas-fueled-shipping/

 

 

 

 

TOTE claims that the Marlin class ships will emit 98 percent less nitrogen oxide, 97 percent less sulfur, and 72 percent less carbon dioxide than comparable conventional ships.

 

I guess I'm missing something?  Why is it bad news? If LNG is cleaner I would think that's a good thing. 

 

You also forgot a pretty importance piece of the above paragraph, "the ships are expected to produce 98 percent less sulfur oxides, 71 percent fewer nitric oxides, 71 percent less carbon dioxide, and a jaw-dropping 99 percent reduction in particulate emissions, all while increasing the vessels' fuel efficiency compared to conventional diesel engines."

Edited by ccap41
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IMO, the fuel savings, emissions reductions, and  lower maintenance costs of hybrid drive will supplant present technology in semis. Isn't kind of dumb that an 18 wheeler going down a grade uses engine and friction braking to keep speed levels safe, thus requiring eventual R&R of components worn out doing this? And when the 18 wheeler is stuck on the turnpike as an accident is cleared, the diesel is burning fuel and spewing fumes. And, if that rig is on a four percent upgrade, when traffic starts again, the torque-less  wonder, must go through 12 gear changes to reach speed. When capital cost of hybrid technology gets low enough, the end of the present big rig will be upon us. This is an area that I think a full EV will never gain traction, unless roads have some sort of inductive rail to feed charge. In trucking, the business wants: the rig to be moving with cargo as much as possible, so charge down times are a problem to go along with added battery capacity adding weight to the system that must be subtracted from cargo. Also, charge drain rate goes up exponentially with speed and, with the inflection curve of a big truck being closer to low speeds than cars, it becomes quite a drag. Motor-hybrid systems can optimize power production to be at its most efficient at higher operating speeds, thus providing a factor to counteract drag loss. In an EV, because the power was produced remotely, one can only watch it go down the drain.

 

There are two revolutions going on in vehicle technology: electric power as a means of transmitting torque to drive wheels in either a full or "blended with mechanical" mode and battery packs substituting for an ICE and fuel tank as a means to source on board power. 

 

And it is all good.

These are NOT a pure EV Semi Solution, but a hybrid. Clearly if you knew EV technology you would never say this would not gain traction.

 

Unlike petrol engines and the multitude of transmission shifts especially on grade where they take forever to gain speed, EV is 100% Torque from zero, much easier to get up to speed. As proven in the train industry, electric motors on the wheels with a generator is superior to the current diesel motor powertrains.

 

This solution is a fast fill LNG or Liquid Natural Gas so you are not having to charge long term these trucks, plus they do a fast charge so the battery pack is capable of being fully charged in the regulated down time that the driver must sleep. Yet with the LNG generator, these new Hybrid trucks have 1200 mile range so they are more than able to cover the 16hr days a truck drive puts in before regulated sleep time / down time.

 

Future is HYBRID for Semis and unlike stuck on a turnpike during a storm, accident whatever, they can easily not spew any emissions at all.

 

Eventually this is a logical step in the direction of pure EV semis which is a ways off.

 

By full EV, I meant a vehicle that has only a battery and electric drive motor. And not gaining traction meant the market with respect to a vehicle that has only a battery and electric drive motor. It was rushed (crap) writing on my part. 

 

The semi that is the subject of this thread is excellent:

 

An on-board CNG turbine generator is clean, efficient means of producing power

 

As you pointed out, full electric drive has ample torque 

 

The battery recovers deceleration energy to improve the overall efficiency of the system

 

Any added capital cost, if it still exists, vs using diesel driving a mechanical transmission is made up for by reduced fuel cost and, IMO, less maintenance.

 

Less emissions keeps the air cleaner

.

My argument against a semi that has only a battery and electric drive motor is based on the added capital cost and weight to provide range. However, technological developments surely could change that. For example, cost per kwh of storage capacity is reaching $100 far faster than predicted in 2010. And batteries, due to their inherent modular construction, can be fabricated to allow for quick R&R at a rest stop. The rests stop can charge up the removed, depleted unit and have it ready for the next truck to come along. 

 

Paccar, owner of Kenworth and Peterbuilt is building LNG trucks for use around the world and clearly some trucking companies like UPS, Walmart and others are helping to build the few LNG stations needed at central hubs to refill these trucks. I suspect we will see a change over much faster due to the lower cost of fuel but increase in torque these motors produce due to the higher octane of the fuel.

 

Figure in like what started this thread hybrid semis and you have a very efficient freight hauling solution with less pollution to the air.

 

A logical smart step towards the day of pure EV semis only.

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I read this last week and I thought the IDEA is freakin great! I know it would be difficult to get up and running but if they would work a deal with a major company running very similar routes and build a refueling infrastructure around that I think that would be a great start.  Plus, 1200 miles of range? It isn't like the refueling stations need to be too close together. I you could eliminate/cut down the pollution of even 1 out of 100 semis on the road I would have to believe that is a pretty decent amount of crap kept out of the air in a year's time. 

 That crap is bad news. LNG powered ships are being proposed to make marine propulsion more environmentally friendly. 

 

http://fortune.com/2015/07/23/natural-gas-fueled-shipping/

 

 

 

 

TOTE claims that the Marlin class ships will emit 98 percent less nitrogen oxide, 97 percent less sulfur, and 72 percent less carbon dioxide than comparable conventional ships.

 

I guess I'm missing something?  Why is it bad news? If LNG is cleaner I would think that's a good thing. 

 

You also forgot a pretty importance piece of the above paragraph, "the ships are expected to produce 98 percent less sulfur oxides, 71 percent fewer nitric oxides, 71 percent less carbon dioxide, and a jaw-dropping 99 percent reduction in particulate emissions, all while increasing the vessels' fuel efficiency compared to conventional diesel engines."

 

The crap I was referring to is diesel emissions which is what you called them. 

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Either way you look at this, it is a win win for the planet and our lungs! :D

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So Nikola has poked the Beast Musk, as he now is working on a Semi Solution. Interesting! :scratchchin:

Makes one wonder just how long before cities require these trucks internally for local deliveries. :scratchchin:

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Interestingly, the Norfolk Southern Railroad did an experiment with a battery powered locomotive with no regenerator. Performance hasn't been very good and it is mostly just a showpiece right now.

GE was working on a Hybrid Locomotive about 10 years ago, but nothing really came of it.  Right now, locos just exhaust their regenerative braking out as heat.  I wonder, as battery tech has improved over the last 10 years if someone will give it another go. 

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5 hours ago, Drew Dowdell said:

Interestingly, the Norfolk Southern Railroad did an experiment with a battery powered locomotive with no regenerator. Performance hasn't been very good and it is mostly just a showpiece right now.

GE was working on a Hybrid Locomotive about 10 years ago, but nothing really came of it.  Right now, locos just exhaust their regenerative braking out as heat.  I wonder, as battery tech has improved over the last 10 years if someone will give it another go. 

That would be cool to see if it makes sense for the trains now especially with the trains that are using LNG for the generators instead of diesel, Maybe time to rethink the Hybrid Train.

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      All future Polestar cars will feature a fully electric powertrain. Polestar 2 will start production later in 2019 and will be the first battery electric vehicle (BEV) from the Volvo Car Group. Polestar 2 will be a mid-sized fully-electric car that will join the competition around the Tesla Model 3. Polestar 2 is currently in the engineering phase and will start production before the end of 2019, delivering higher volumes than Polestar 1.
      Polestar 3 is in the finishing stages of design and will be a larger SUV-style BEV, creating a modern expression of electric performance and driving dynamics, and sitting between Polestar 1 and Polestar 2 in terms of volume and pricing.
      “Being part of the Volvo Car Group enables Polestar to design, develop and engineer our cars using the processes of a well-established car company but at the same time, enables us to experiment with new technology in lower volume cars outside the mainstream segments. This pace of development means as we announce the future of the company, we can also already confirm that a portfolio of three Polestar cars will be on sale within the next four year timescale,” continued Thomas Ingenlath.
      A contemporary approach for modern performance customers.
      Polestar brings a fresh approach to taking vehicles to market, removing all the hassle and allowing the customer to focus on what’s important: the driving experience.
      At the heart of the Polestar customer offer is a monthly subscription payment. This all-inclusive, no deposit, flat monthly payment ensures that the customer need never concern themselves with the inconvenience or cost of depreciation, insurance and maintenance and all Polestars will be offered on this basis.
      The subscription also includes pick-up and delivery servicing where Polestar contacts the customer to arrange a convenient time for scheduled maintenance. It will also consists of a number of car rental days and access to a range of concierge services.
      Polestar also recognises that its customers can’t always plan their future motoring requirements. For this reason, Polestar on-demand services are available. Simply ordered online or through a Polestar app and added to the one monthly invoice, further reducing the “hassle” traditionally associated with car usage.
      As an example, a customer needs the short-term use of a roof box for a forthcoming skiing holiday. At a time and location specified by the owner, Polestar will supply, fit and subsequently remove the roof box, just adding a small incremental usage charge to their monthly invoice.
      Polestar offers extended concierge services, tailored to the requirements of the most demanding customers. Included is services such as the extended use of a larger Volvo car domestically and internationally for when the driver needs additional load capacity during long family holidays, for example. Other features include the ability to book a car wash and valet at a time and location convenient to the customer.
      Polestar’s own Phone-as-Key technology is the main enabler of its concierge services. Using an easy-to-use app on Apple or Android devices, the driver can gain access to the car without using a key if required. More importantly, the app allows the owner to virtually pass a key to a third-party concierge or driver to facilitate the collection of the car to re-charge it, service it and more, without the owner ever leaving their home or office.
      The subscription will be for a fixed term of two or three years. At the end of the contract, the customer simply returns the car, or Polestar collects it and delivers their next Polestar experience. Polestar will then refurbish the vehicle and prepare it for a secondary subscription as a high-quality pre-owned Polestar car.
      “Our vision is that the Polestar subscription model and services that we will offer will define the Polestar brand as much as our cars will. Services that exceed the needs, desires and expectations of the premium performance car customer are at the heart of Polestar, removing the inconvenience of ownership and allowing customers to purely concentrate on the pleasure of driving a Polestar car,” said Jonathan Goodman, Chief Operating Officer of Polestar.
      Access Polestar wherever, whenever and however.
      Polestar makes the entire user experience as convenient and effortless as possible, catering to the customer’s desired choice of interaction channel (digital or physical).
      All features, from test drives, subscription offers and on demand services are ordered online. The customer never needs to visit a Polestar environment if they don’t want to.
      Polestar also recognises that as a new entrant into the electrified automotive segment, customers still want to physically engage with the brand.
      The digital approach will therefore be complemented by the creation of a network of stand-alone retail Spaces around the world. These Spaces will be staffed by Product experts who can assist in demonstrating and explaining the Polestar car’s content and carrying out test drives should the customer wish to do so. Polestar facilities will not be located within an existing Volvo retailer showroom.
      The target date for the opening of the first Polestar Space is Q1-2019, followed by a ramp up as volumes grow.
      Polestar’s customers will have the confidence of knowing all aftersales servicing work will be carried out by selected Volvo retailers, giving the Polestar customer the peace of mind that their car will be looked after by a fully trained and professional network, but without the need for the customer to ever visit the Volvo retailer thanks to pick up and delivery servicing
      The order books for the new Polestar 1 open on 17 October 2017, with Polestar able to take expressions of interest from prospective customers immediately.
      Polestar Production Centre
      Polestar cars will be built in China. To facilitate this, Volvo Cars has formed a joint venture with two companies within its parent company, Zhejiang Geely Holding. This JV is capitalised with 5B RMB (640M Euro) of equity to support Polestar’s development. Polestar remains a subsidiary of Volvo Car Group and will be fully consolidated into Volvo Car Group.
      The new Polestar 1 will be built in a state-of-the-art, purpose-built Polestar Production Centre in Chengdu, China. Currently under construction and due for completion in mid-2018, the new Polestar Production Centre has been carefully created together with international award-winning architects, Snöhetta from Norway.
      The new Polestar Production Centre will also house one of the first Polestar Spaces, with a customer test track constructed within the campus to enable potential customers to evaluate the car to extremes not possible on public roads.
      When complete, the new Polestar Production Centre will be the most environmentally-responsible car factory in China, and one of the most efficient in the world, with a target of Gold status in the globally-recognised LEED ratings (Leadership in Energy and Environmental Design).
      “Our new Polestar Production Centre is no ordinary car factory,” said Jonathan Goodman, Chief Operating Officer of Polestar. “It is designed for the low volume production of Polestar 1 but is also being designed to cater for the larger volumes of the future. The Production Centre has also been designed to act as a strong representation of our brand as well as a state-of-the-art production facility”.
    • By William Maley
      It was just a few months ago that Volvo announced their in-house performance arm, Polestar would be spun off to become a standalone brand. It would focus on building high-performance electric vehicles, though as we reported in the rumorpile back in the summer, their first model would be a plug-in hybrid coupe. That rumor was right on the money as the brand unveiled the Polestar 1 at an event in Shanghai.
      The Polestar 1 looks to be the production model of the Volvo Concept Coupe shown a few years back. The front end is very reminiscent of recent Volvo models with a concave grille and Thor's Hammer headlights. The rear end echoes the Concept Coupe with C-Shaped taillights and short trunk lid. With an overall length of 177.2-inches, the Polestar 1 is about six inches shorter than the BMW 4-Series Coupe. Inside the coupe, it is again like Volvo's 90 Series models with a large touchscreen, steering wheel, and even the crystal gearshift.
      With all of this similarity to other Volvo models, you can't help but wonder if there is anything original to the Polestar 1. The brand says 50 percent of the coupe's parts are specific to the P1. It begins with the body where the majority of panels are made out of carbon fiber, saving 506 pounds,
      The hybrid powertrain is comprised of a 2.0L Drive-E engine driving the front axle and two electric motors on the rear axle. Total output is rated at 600 horsepower and 738 pound-feet of torque. Polestar says when the 1 is put into its 'Pure' mode (EV mode), it can travel up to 93 miles. Quick note, when the Polestar 1 is in pure mode, the electric motors offer a total output of 218 horsepower. A 34-kWh provides the electric juice. No information was given on 0-60 mph, top speed, or recharging time.
      The suspension features the Öhlins’ Continuously Controlled Electronic Suspension (CESi). This system monitors the road and driver inputs, adjust damping within 2 milliseconds to deliver optimal handling. CESi also allows for driver-selected modes, though details on this are being kept under wraps. Bringing the Polestar 1 to a stop are a set of Akebono brakes with six-piston calipers and large 15.7-inch discs.
      “The Polestar 1 is a Performance Electric Hybrid, but with the longest pure electric range of any hybrid car in the world, we consider it an electric car with support from an internal combustion engine. All future cars from Polestar will be Electric Performance Vehicles but the Polestar 1 bridges today’s technology with the future, offering the perfect drivetrain for a Grand Touring Coupé that's likely to be used over longer distances as well as shorter, faster, enjoyable journeys,” said Polestar CEO Thomas Ingenlath.
      Polestar 1 will be built a new assembly plant in Chengdu, China that will be finished in mid-2018. Production of the coupe will follow a year later. Polestar plans on build 500 1s every year that you can through a new online-only ordering process. You cannot buy one outright however. A buyer will have to choose either a two or three-year subscription. But that subscription includes insurance and maintence. The order books for the Polestar 1 are open right now.
      Polestar also announced two forthcoming models called the 2 and 3. Both models will be full electric vehicles. Polestar 2 will be a midsize sedan that will compete with the Tesla Model 3, and the Polestar 3 will be an SUV. Production of the Polestar 2 will begin towards the end of 2019. No date was given as to when production of the Polestar 3 would start.
      Source: Polestar
      Press Release is on Page 2


      Polestar unveils its first car – the Polestar 1 – and reveals its vision to be the new electric performance brand

      Polestar, Volvo Car Group’s performance brand, has today revealed its future as a new standalone electric performance brand. Polestar has confirmed the company’s first three models, a new purpose-built production facility in China and a new,customer-focussed route to market with all-inclusive subscription-based services that will set a new industry benchmark for performance car buyers.
      The company’s first car, Polestar 1, will start production in mid-2019. As an Electric Performance Hybrid, the car can travel up to 150km on pure electric power alone - the longest full electric range of any hybrid car on the market. In combination with its four-cylinder Volvo Drive-E engine, the Polestar 1 delivers 600hp and 1,000Nm of torque, placing the car firmly within the performance car segment.
      Polestar will act as a technology spearhead for the Volvo Car Group, bringing new technology and performance attributes to market. At the same time, Polestar will benefit from technological and engineering synergies within Volvo Cars and significant economies of scale as a result. These synergies will allow Polestar to accelerate the design, development and building of its electrified performance cars.
      Thomas Ingenlath, Chief Executive Officer of Polestar said; “Polestar 1 is the first car to carry the Polestar on the bonnet. A beautiful GT with amazing technology packed into it - a great start for our new Polestar brand. All future cars from Polestar will feature a fully electric drivetrain, delivering on our brand vision of being the new standalone electric performance brand".
      Pure, Progressive, Performance - a portfolio of Polestar models
      The first car from Polestar, named Polestar 1, will form a halo for the future Polestar brand. The Polestar 1 is a two-door, 2+2 seater Grand Tourer Coupé with an ‘Electric Performance Hybrid’ drivetrain. A maximum of 500 cars per year will be built. All cars will be offered on a subscription basis, with customers benefitting from the convenience of a single, all-inclusive payment that can be topped up by additional on-demand services if required.
      Showcasing Polestar’s technology spearhead role, the Polestar 1 is based upon Volvo’s Scalable Platform Architecture (SPA) but approximately 50% is new and bespoke, created by Polestar’s engineers. Polestar 1 measures 4.5m in length compared with the 5.15m of the S90. This involved removing 320mm from the wheelbase and another 200mm in the rear to create the car’s powerful, sporty proportions.
      A further example of the technology spearhead role is an all-new double electric motor system driving both rear wheels, connected together by planetary gears. Producing 218hp, plus the support of an Integrated Starter Generator, the Polestar 1 in Pure mode, is a rear wheel drive Electric performance car with up to 150km of range. This distance ensures that many customers will only ever use the car in full electric mode.
      For those needing increased range, or wanting to exploit the full performance attributes of the Polestar 1, the double electric rear motors combine with a Volvo Drive-E two-litre four-cylinder petrol engine, powering the front wheels. In Power mode, the Polestar 1 delivers a total of 600hp and 1,000Nm of torque.
      Thomas Ingenlath, Chief Executive Officer of Polestar, continued; “The Polestar 1 is a Performance Electric Hybrid, but with the longest pure electric range of any hybrid car in the world, we consider it an electric car with support from an internal combustion engine. All future cars from Polestar will be Electric Performance Vehicles but the Polestar 1 bridges today’s technology with the future, offering the perfect drivetrain for a Grand Touring Coupé that's likely to be used over longer distances as well as shorter, faster, enjoyable journeys”.
      When the driver enters the first corner in their Polestar 1, the car further differentiates itself from its electric car competitors. This is what Polestar defines as Progressive Performance. Polestar’s experience of fitting Öhlins suspension to all its previous performance road cars has been harnessed, with Polestar 1 fitted with a state-of-the-art chassis, including the all-new Öhlins Continuously Controlled Electronic Suspension (CESi) - the world’s first car to be fitted with this advanced chassis technology.
      Each Öhlins shock absorber is fitted with a new electronic valve, installed for the first time on any road car in conjunction with Öhlins shock absorbers. The valve constantly monitors the driver inputs and road surface conditions, reacting in two milliseconds, to immediately change the ride characteristics to the prevailing demands. For the first time on an Öhlins suspension, the driver can also make changes to the suspension settings within the car, constantly able to tailor the chassis damping and ride quality to their own requirements.
      Complementing the suspension technology is a powerful braking system to provide the driver with total confidence in all driving situations. Manufactured by Akebono, the 6-piston brake callipers and 400-millimetre discs provide maximum stopping capability. Weight distribution of 48F:52R also ensures the car delivers class-leading handling.
      The Polestar 1 also brings other new technologies to the market for the Group. Thanks to the double electric rear axle’s planetary gears, torque vectoring features for the first time, separating the power from each of the electric rear motors to drive the car through corners, rather than convention traction control systems that brake the inner rear wheel, slowing the car in bends.
      As another first for the Group, the major body parts of the Polestar 1 are made from carbon fibre. This lightweight material, more commonly found in supercars, gives the car three significant advantages. Firstly a substantial body weight reduction of 230kg by building in lighter Carbon Fibre. Secondly, an increase in torsional stiffness of 45%, from 22Nmm-2 to 32Nmm-2. And additionally, a lower centre of gravity. Reducing the weight of the upper body panels by using lightweight Carbon Fibre lowers the centre of gravity for the Polestar 1 and results in better handling, performance and drivability on an open and flowing road.
      “Most electric cars are fast - that’s a product of the attributes of an electric motor. However, for Polestar, performance is far more holistic than just straight-line speed. It’s about acceleration, of course, but it’s also about cornering, braking, suspension control, chassis feedback and steering feel. This is what Polestar calls Progressive Performance,” said Thomas Ingenlath.
      Polestar 2 and Polestar 3 to follow.
      All future Polestar cars will feature a fully electric powertrain. Polestar 2 will start production later in 2019 and will be the first battery electric vehicle (BEV) from the Volvo Car Group. Polestar 2 will be a mid-sized fully-electric car that will join the competition around the Tesla Model 3. Polestar 2 is currently in the engineering phase and will start production before the end of 2019, delivering higher volumes than Polestar 1.
      Polestar 3 is in the finishing stages of design and will be a larger SUV-style BEV, creating a modern expression of electric performance and driving dynamics, and sitting between Polestar 1 and Polestar 2 in terms of volume and pricing.
      “Being part of the Volvo Car Group enables Polestar to design, develop and engineer our cars using the processes of a well-established car company but at the same time, enables us to experiment with new technology in lower volume cars outside the mainstream segments. This pace of development means as we announce the future of the company, we can also already confirm that a portfolio of three Polestar cars will be on sale within the next four year timescale,” continued Thomas Ingenlath.
      A contemporary approach for modern performance customers.
      Polestar brings a fresh approach to taking vehicles to market, removing all the hassle and allowing the customer to focus on what’s important: the driving experience.
      At the heart of the Polestar customer offer is a monthly subscription payment. This all-inclusive, no deposit, flat monthly payment ensures that the customer need never concern themselves with the inconvenience or cost of depreciation, insurance and maintenance and all Polestars will be offered on this basis.
      The subscription also includes pick-up and delivery servicing where Polestar contacts the customer to arrange a convenient time for scheduled maintenance. It will also consists of a number of car rental days and access to a range of concierge services.
      Polestar also recognises that its customers can’t always plan their future motoring requirements. For this reason, Polestar on-demand services are available. Simply ordered online or through a Polestar app and added to the one monthly invoice, further reducing the “hassle” traditionally associated with car usage.
      As an example, a customer needs the short-term use of a roof box for a forthcoming skiing holiday. At a time and location specified by the owner, Polestar will supply, fit and subsequently remove the roof box, just adding a small incremental usage charge to their monthly invoice.
      Polestar offers extended concierge services, tailored to the requirements of the most demanding customers. Included is services such as the extended use of a larger Volvo car domestically and internationally for when the driver needs additional load capacity during long family holidays, for example. Other features include the ability to book a car wash and valet at a time and location convenient to the customer.
      Polestar’s own Phone-as-Key technology is the main enabler of its concierge services. Using an easy-to-use app on Apple or Android devices, the driver can gain access to the car without using a key if required. More importantly, the app allows the owner to virtually pass a key to a third-party concierge or driver to facilitate the collection of the car to re-charge it, service it and more, without the owner ever leaving their home or office.
      The subscription will be for a fixed term of two or three years. At the end of the contract, the customer simply returns the car, or Polestar collects it and delivers their next Polestar experience. Polestar will then refurbish the vehicle and prepare it for a secondary subscription as a high-quality pre-owned Polestar car.
      “Our vision is that the Polestar subscription model and services that we will offer will define the Polestar brand as much as our cars will. Services that exceed the needs, desires and expectations of the premium performance car customer are at the heart of Polestar, removing the inconvenience of ownership and allowing customers to purely concentrate on the pleasure of driving a Polestar car,” said Jonathan Goodman, Chief Operating Officer of Polestar.
      Access Polestar wherever, whenever and however.
      Polestar makes the entire user experience as convenient and effortless as possible, catering to the customer’s desired choice of interaction channel (digital or physical).
      All features, from test drives, subscription offers and on demand services are ordered online. The customer never needs to visit a Polestar environment if they don’t want to.
      Polestar also recognises that as a new entrant into the electrified automotive segment, customers still want to physically engage with the brand.
      The digital approach will therefore be complemented by the creation of a network of stand-alone retail Spaces around the world. These Spaces will be staffed by Product experts who can assist in demonstrating and explaining the Polestar car’s content and carrying out test drives should the customer wish to do so. Polestar facilities will not be located within an existing Volvo retailer showroom.
      The target date for the opening of the first Polestar Space is Q1-2019, followed by a ramp up as volumes grow.
      Polestar’s customers will have the confidence of knowing all aftersales servicing work will be carried out by selected Volvo retailers, giving the Polestar customer the peace of mind that their car will be looked after by a fully trained and professional network, but without the need for the customer to ever visit the Volvo retailer thanks to pick up and delivery servicing
      The order books for the new Polestar 1 open on 17 October 2017, with Polestar able to take expressions of interest from prospective customers immediately.
      Polestar Production Centre
      Polestar cars will be built in China. To facilitate this, Volvo Cars has formed a joint venture with two companies within its parent company, Zhejiang Geely Holding. This JV is capitalised with 5B RMB (640M Euro) of equity to support Polestar’s development. Polestar remains a subsidiary of Volvo Car Group and will be fully consolidated into Volvo Car Group.
      The new Polestar 1 will be built in a state-of-the-art, purpose-built Polestar Production Centre in Chengdu, China. Currently under construction and due for completion in mid-2018, the new Polestar Production Centre has been carefully created together with international award-winning architects, Snöhetta from Norway.
      The new Polestar Production Centre will also house one of the first Polestar Spaces, with a customer test track constructed within the campus to enable potential customers to evaluate the car to extremes not possible on public roads.
      When complete, the new Polestar Production Centre will be the most environmentally-responsible car factory in China, and one of the most efficient in the world, with a target of Gold status in the globally-recognised LEED ratings (Leadership in Energy and Environmental Design).
      “Our new Polestar Production Centre is no ordinary car factory,” said Jonathan Goodman, Chief Operating Officer of Polestar. “It is designed for the low volume production of Polestar 1 but is also being designed to cater for the larger volumes of the future. The Production Centre has also been designed to act as a strong representation of our brand as well as a state-of-the-art production facility”.

      View full article
    • By William Maley
      If you happened to be perusing the Monterey, CA Craigslist this morning, you might have come across an interesting ad.
      Someone had posted an ad for a Tesla Model 3. The vehicle allegedly has about 2,000 miles on the odometer. Like many of Model 3s currently rolling off the production line, this is the long-range variant with a 310-mile range. Other features include a panoramic glass roof, upgraded sound system, and "Aero" wheels. The price? $150,000.
      Our favorite part of the ad is the last line; "THIS IS REAL." Red flag anyone?
      The ad has been taken down since various outlets started reporting on it. There is an interesting reason as to why. If you look at the ad, you'll notice a VIN number of 209. As Electrek notes, Tesla employees and company insiders are the only people getting Model 3s at this time. Customer deliveries are expected to begin this month. If you are a Tesla employee, there is language in the Model 3 ordering agreement that states you cannot sell a Model 3 more than the original price that you bought it for. 
      Electrek was able to confirm this Model 3 is owned by an employee of a Tesla store in Monterey. 
      Source: Electrek, Monterey Craigslist via Internet Archive

      View full article
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