Andrew Whitehead, CEO of BEDEO’s unit Protean Electric, stands with Osman Boyner, CEO of BEDEO, in front of a BEDEO van operated by Ocado and a black fossil-fuel van Protean in Farnham, Britain on Feb 1. (Reuters photo)
FARNHAM, England: As traditional automakers prepare to churn out electric vans and trucks, start-ups are focused more than ever on finding a competitive or technological edge to stay on the road once their bigger rivals start moving through the gears.
Spurred on by looming bans on combustion engines in China and Europe, major automakers are striving to bring their commercial electric vehicles (EV) to market fast and ensure they don’t get caught out again by another Tesla Inc.
To survive in a world where the likes of General Motors, Ford, Renault or Stellantis can make hundreds of thousands of vans a year, superior software or technology could make all the difference for newer entrants.
“The start-ups all bring something to the party,” said Jean-Michel Renaudie, senior vice president for industrial and commercial transportation at auto supplier TE Connectivity. “The question is, what’s your unique selling point?”
For British EV start-up BEDEO, the answer changed last year due to an unexpected turn of events.
When property developer China Evergrande Group ran into debt trouble, its National Electric Vehicle Sweden (NEVS) subsidiary put in-wheel electric motor start-up Protean Electric on the block — and BEDEO bought it.
Up until then, BEDEO had been turning vans such as Peugeot’s Boxer and Opel’s Movano into EVs for Stellantis by adding electric motors, batteries and operating system at a factory in Turkey.
It was also selling its own electric vans to customers such as FedEx’s TNT and Deutsche Post’s DHL.
“Now, BEDEO and Protean plan to develop new EV platforms for commercial vehicles and passenger cars using in-wheel motors,” BEDEO chief executive officer Osman Boyner told Reuters.
In-wheel motors — stand-alone electric motors that can be housed in all or some the wheels of an EV — don’t need axles and powertrains so they free up more space inside vans and trucks, as well as extend battery range by reducing vehicle weights.
At Protean’s headquarters in Farnham outside London, CEO Andrew Whitehead shows off a production-ready sports car developed under NEVS with in-wheel motors that has a range of 1,000 kilometres (620 miles), far greater than EVs available now.
“Every vehicle some day will have in-wheel motors because it’s a no-brainer,” Boyner said. “We already have this technology on the road and now we just have to market it.”
The stakes are high. About nine million delivery vans are sold worldwide each year and with global distribution and retail companies under increasing pressure to go green, bumper commercial EV orders are set to come thick and fast.
Boyner said BEDEO was talking to major vehicle manufacturers about building commercial EV platforms for them under contract, but also to its own investors about whether to go it alone, with a decision expected by the end of June.
“Should we invest half a billion and compete with the manufacturers, or should we just provide components?” he said. “These manufacturers are so big, they’re like governments.”
Major automakers such as GM and Ford are a massive challenge for start-ups because they can leverage their large factories, global sales, service and distribution networks, and long-standing customer relationships.
“Knowing how to do supply chain at scale is a huge, huge advantage,” said Travis Katz, CEO of BrightDrop, GM’s commercial EV business, which has announced major orders from FedEx and Walmart for its mass-produced EV600 van.
Ford is a leading brand in the United States and European van markets and Sam Fiorani, vice president of global vehicle forecasting at AutoForecast Solutions, said its Transit van “is the gorilla in the marketplace”.
“They’re ready to cater to any commercial buyer,” he said. “That’s a lot to overcome.”
US start-up Rivian Automotive, which makes electric pickups, SUVs and commercial vans, has been touted as the next Tesla and its valuation leapt 53% to surge past $100 billion the day it listed shares in November.
Rivian has landed a 100,000 van order from Amazon.com but its shares took a hit after the online retailer said last month that it was teaming up with Stellantis in a host of areas, from software to cloud computing — to electric vans.
Ross Rachey, Amazon’s director of global fleet and products, said the company “partners with established players such as Stellantis and Rivian because there isn’t a one-size-fits-all approach, there’s room for many players.”
Some investors, however, say startups are a riskier bet because they might fail.
“What happens if five years from now these start-ups just disappear?” said Scott Schermerhorn, managing director at Mariner Wealth Advisors, which owns GM shares.
Ed Sun, managing director and portfolio manager at investor Engine No. 1 in San Francisco, said start-ups “may lack size, but can survive because they often have better software, range, vehicle technology, or a niche.”
“The new players are clearly going to take share,” he said.
For British electric van start-up Arrival, low-cost innovation is the way forward.
It plans to develop “microfactories” and use a low-cost, lightweight plastic composite for van bodies. Backed by its own fleet management software, its executives say it’s a better van than a diesel equivalent for the same price.
Swedish start-up Volta Trucks has a head start over traditional truck makers as its 16-tonne electric truck goes into production this year. It has a low, central seat and wrap-around windshield, putting drivers at eye level with pedestrians to improve road safety in busy cities.
British electric truck maker Tevva, meanwhile, is going for the niche.
It buys “gliders” — the truck frame and cab — from an established automaker to benefit from their networks. Then it adds its own electric motors, battery packs, software and in some cases hydrogen fuel cells, effectively turning those models into clean fuel double acts with a greater potential range.
“We don’t need to invest hundreds of millions on parts someone else already does well,” CEO Asher Bennett told Reuters.
Tevva, which has been testing trucks with UPS, will launch production this year of two versions of a 7.5-tonne vehicle at its plant in Tilbury, England.
One will be an electric model with a range of 160 miles but the other will have a reserve hydrogen fuel cell, boosting its range to 310 miles.
Tevva plans to roll out 12-tonne and 19-tonne models with hydrogen boosters.
Many in the trucking industry believe hydrogen cells, which only emit water, are the future because they are lighter than batteries, though the fuelling infrastructure is in its infancy.
Bennett said the combination of hydrogen technology, low-cost manufacturing and cloud-based software to optimise vehicle range would “future proof Tevva”.
Keyword: EV start-ups hunt for competitive edge Big makers roll out vans, trucks