Electrified vehicles have evolved from the purview of Earth First tree-huggers to the surest way to break into the 2s in the 0–60 dash. With electric propulsion’s image going from wuss to wunderkind, suddenly it’s no longer absurd to imagine a strong, capable electric pickup truck. Have you seen the video of the electric F-150 prototype pulling a 625-ton train?
Now there’s a rush on to introduce an electric pickup for every purse and purpose. Rivian made a splash with its sleek four-motor truck and SUV at the 2018 L.A. Auto Show. A year later Tesla made an even bigger splash with its wacky stainless steel, bulletproof, rolling-wedge Cybertruck. In the meantime, GM and Ford have announced full-size e-pickups of their own, and Bollinger is readying an electric Class 3 pickup and SUV.
The relative ease with which an electric powertrain can be developed has other relatively unknown players threatening to drop an oar in these new e-truck waters. Here’s what we know about every electric pickup that may be coming, listed in chronological order of their expected introductions. Note that some figures are manufacturer estimates, some are MT estimates, and some healthy skepticism is required especially when it comes to towing and payload, where high curb weights inherent to large vehicles with large batteries will cut into capability.
Rivian R1T, Late 2020
Price: $69,000 (high-content launch model, 105-kW-hr battery, before applicable tax credits)
Powertrain Layout: Four inboard motors; 402–750 hp/413–829 lb-ft comb; 1-speed auto gearboxes; 105-, 135-, or 180-kW-hr battery pack
Configuration: 4-door/5-pass/4.5-ft bed
L x W x H; Wheelbase: 217.1 x 79.3 x 71.4 in; 135.8 in
Performance: 0–60: 3.0–4.0 sec; 230-, 300-, or 400-mile EPA range*
Towing/Payload Capacity: 11,000/1,760 lb
*estimated
Unique Selling Propositions: 12.4-cubic-foot “gear tunnel” stowage compartment offering pull-out kitchen and other accessories, “tank-turn” maneuverability on dirt, removable speakers and flashlight, three-position Swing-and-Drop (90- or 180-degree) tailgate (end of chart)
Rivian wants to be for outdoorsy adventurers what Tesla is to on-road performance lovers: a fashionable, upscale, thoughtful, green, high-performance product filled with surprise and delight features. Countering Tesla’s Superchargers will be the Rivian Adventure Network of rural CCS chargers in places like national parks, which non-Rivian owners will be able to use, as well.
A short 4.5-foot bed keeps the R1T maneuverable and easy to park, with its reduced cargo volume amply augmented by an 11.7-cubic-foot frunk and a novel 12.4-cubic-foot “gear tunnel” under the rear bench seat, which is accessible from either side via swing-down doors that function as seats while donning adventure gear or as bed steps (300-pound max). With the gooseneck-hinged tailgate folded down, the bed deck is long enough to accommodate a typical road or dirt motorcycle.
The tailgate will also be able to drop straight down to improve bed accessibility, and it can be motorized. Other bed features include Gear Guard security cables, which include a fiber optic line that alarms and messages the owner if cut. The camera facing the bed also works like a Ring-style doorbell cam, watching and recording any suspicious behavior.
The launch models will all feature four-motor all-wheel drive with a choice of three battery sizes and different power output levels. The announced $69,000 initial price buys a loaded launch edition with the 105-kW-hr battery and full SAE Level 3 autonomous driving capability (good weather, limited-access freeways, ramp to ramp). The middle 135-kW-hr battery gets the highest output rating (750 hp/829 lb-ft) to deliver Tesla-esque 3.0-second 0–60 acceleration. In Tesla fashion, more affordable R1T variants will follow, along with additional powertrain options in 2021 or later.
The Rivian party trick Tesla can’t match is the tank-turn. On low-friction dirt, sand, or snow, it can spin the left tires in one direction and the rights in the other to pivot in place. A height-adjustable air suspension features Tenneco Kinetic hydraulically cross-linked dampers that function like anti-roll bars and can be delinked for full articulation off-road.
Like all new EVs, a 110-volt charger comes with the vehicle. Rivian will sell a Level 2 home charging unit, and at public DC fast chargers the battery can accept up to 250 kW when the battery is nearly empty.
If you’re fretting about this startup’s long-term prospects, please note that even if nobody buys a single R1T or R1S, the Normal, Illinois, plant can keep busy for years building the 100,000 Amazon Prime delivery vans and undisclosed number of Ford SUVs already contracted. But we reckon Rivian’s timing and product are right for the R1T to make a significant splash.
Lordstown Endurance, November 2020
Price: $52,500 (before applicable tax credits)
Powertrain Layout: 4 in-wheel motors; 600 hp/4,400 lb-ft* comb; 90-kW-hr* battery pack
Configuration: 4-door/5-pass/6.5-ft bed
L x W x H; Wheelbase: 234.0 x 80.0 x 73.9 in; 143.0 in
Performance: 0–60: 5.0 sec*, 200-mile EPA range*
Towing/Payload Capacity: 6,000/2,200 lb
Unique Selling Propositions: Claimed fewest moving parts of any motor vehicle, 3.6-kW 120-volt job-site power
*estimated
Remember the Workhorse W-15 extended-range hybrid-electric pickup we reported would go into production in 2018? Never happened. Instead, GM decided to close its Lordstown, Ohio, plant—but was under pressure to reduce job losses by finding a buyer that would continue to build vehicles. Workhorse CEO Steve Burns seized the opportunity to found Lordstown Motors Corp., acquiring the 6.2 million-square-foot plant at a substantial discount (along with a $40 million loan from GM) with a promise to build electric trucks.
His deal included trading Workhorse a 10 percent stake in Lordstown Motors for the licensing rights to the W-15’s intellectual property as well as the 6,000 preorders that had been taken for it. Lordstown also hopes to provide overflow manufacturing capacity for Workhorse, which has shifted its focus to last-mile electric delivery vans.
Now Lordstown Motors’ website describes a substantially different fully electric work truck called the Endurance, which scraps the BMW range extender and two inboard motors for four in-wheel motors that together pack a 600-hp punch. There’s no official word yet about torque, nor is there any mention of who’s supplying the motors, but Elaphe produces a 110-kW/1,500-Nm (148-hp/1,106-lb-ft) unit that would fill the bill.
Remember that in-wheel motors don’t benefit from the torque multiplication of a transmission or final drive gear, so this lofty torque spec equates to a combined inboard motor output of about 400–500 lb-ft with typical gearing.
Lordstown claims a battery range of about 200 miles, which suggests a pack size in the 80- to 90-kW-hr range, but no official specs have been provided. The truck can allegedly climb a 30 percent grade when fully loaded, though the company has yet to disclose its max payload. (The W-15 was rated to carry 2,200 pounds.) Another work truck bonus is an onboard inverter that can provide 30 amps of 120-volt power for operating tools and the like.
But we question the wisdom of that big, conventional hood on a truck with wheel motors (which, if they’re Elaphes, even incorporate the power electronics). There appears to be ample room under the conventional bed floor for batteries, and a “frunk” seems less useful than added bed space, so why not opt for a much more cab-forward/larger-bed design?
Burns’ aggressive timing aim is to have prototypes running in April with production following in November. Color us skeptical.
Bollinger B2, Early 2021
Price: $125,000 (before applicable tax credits)
Powertrain Layout: Two inboard motors; 614 hp/648 lb-ft comb; 2-speed auto gearboxes; 120-kW-hr battery pack
Configuration: 4-door/4-pass/6.0-ft bed
L x W x H; Wheelbase: 207.5 x 77.2 x 72.7 in; 139.0 in
Performance: 0–60: 4.5 sec, 200-mile EPA range*
Towing/Payload Capacity: 7,500/5,000 lb
Unique Selling Propositions: Class 3 truck payload (5,000 lb), mid-gate and removable rear seats expand bed to 8 feet, frunk pass-through and tailgates support 19.3-foot-long narrow items, portal axles for 15-inch nominal ground clearance
*estimated
Bollinger’s B2 pickup and B1 SUV are aimed at a narrower niche of green-minded landed gentry looking to explore their undeveloped estates in a clean, quiet, no-frills vehicle with the off-road capability of a Hummer H1. In essence, it’s like an electric H1 in a Land Rover Defender costume. It even features H1-like portal axles.
The primary motivation behind its industrial design is ease of manufacture. As with mighty Tesla’s Cybertruck, tiny Bollinger eliminates capital-intensive sheetmetal stamping by designing the body panels so they can be bent on simple equipment in a couple of operations. The complex corners are castings. The glass is all flat, and the side windows slide to open. The doors, windows, and sunroof panels can be completely removed.
A mid-gate hinges down flush with the cargo floor, and the rear seats are removable, allowing 8-foot sheet goods to fit inside the tailgate. Another pass-through to the front trunk, a front tailgate, and a clear level floor from front to rear mean a B2 could potentially transport a telephone pole.
Another big expense savings: Its 10,001-pound gross vehicle weight rating qualifies the B2 as a Class 3 truck, exempting it from many light vehicle safety regs like airbags. Bollinger is nevertheless developing a stability control system and conducting rigorous simulation testing of side-impact pole crash tests, roof crush tests, and others to ensure its vehicles provide expected levels of occupant safety.
Of course, fortifying the chassis to shoulder 5,000 pounds of payload added some cost. Hydropneumatic spring/damper units provide self-leveling, deliver similar ride quality loaded and empty, and can vary the ground clearance from 10 to 20 inches. Hydraulic cross-linking delivers the same anti-roll benefits as Rivian’s Tenneco system. More clever cost savings: The suspension corners are diagonally interchangeable, with the steering tie-rods simply pinned to the chassis when fitted to the rear.
Bolstering Bollinger’s off-road bona fides are lockable axle differentials, a virtual center diff lock, those portal axles (which provide a 1.94:1 gearing reduction at the wheels), and two-speed gearing in the bespoke front and rear gearboxes. The low range is for off-road use and provides an overall 22.5:1 crawl ratio. High range yields 11.3:1. That’s numerically higher (“shorter”) than most EV drive ratios, but Bollinger’s bespoke electric motors operate up to 12,000 rpm to deliver a 100-mph top speed.
The B1 and B2 prototype development has been self-funded. Now the company is arranging financing and selecting a manufacturing partner, working toward an anticipated launch date in early 2021. Sales and service of the $125,000 trucks will be provided by a network of independent dealers.
Ford F-Series electric, 2021
Price: $60,000* (before applicable tax credits)
Powertrain Layout: 1–4 inboard motors; 255–459 hp*/306–612 lb-ft* comb; 1- or 2-speed auto gearbox(es); 75–150-kW-hr* battery pack
Configuration: 4-door/5-6-pass/5.5–6.5-ft bed*
L x W x H; Wheelbase: 232.0–244.0 x 80.0 x 75.0 in*; 145.0–156.0 in*
Performance: 0–60: 4.5–6.5 sec*, 450-mile EPA range*
Towing/Payload Capacity: 7,550–14,050/2,500 lb*
Unique Selling Propositions: Patented batteries-in-crossmembers frame construction
*estimated
The electric F-150 will not be Ford’s first e-pickup. Some 1,500 limited-range electric Rangers were built between 1998 and 2002. But we expect the fully electric F-150 appearing in 2021 will draw a lot more inspiration from Rivian (in which Ford has invested $500 million) and the Tesla Cybertruck than it does from that Ranger.
No official details have been released on the e-F-150 yet, but patents have come to light that might provide clues as to Ford’s intentions—including a new method of mounting and carrying batteries. Instead of a single rigid structural battery case bolting to the frame rails, Ford proposes welding in several channels that serve as trays into which individual battery modules can be installed.
Pundits have lauded this approach for adding strength to the frame and building in battery modularity (longer frames simply get more battery modules). But we see it as greatly complicating the thermal management of (and electricity flow within) the battery system, creating a need for additional coolant connections and high-voltage connecting cables linking the disparate modules. Another patent covers a frunk design involving a grille that opens, interior lighting, and a drawer that pulls out.
The battery patent protects for a single electric motor at either or both ends of the chassis and an individual motor powering each wheel, à la Rivian. It’s also no stretch whatsoever to imagine a Raptor-esque variant leveraging the Rivian four-motor layout in the coming years.
A word about Rivian: Ford’s electric F-150 will be built in Dearborn, not at Rivian’s Illinois plant. That’s another vehicle.
We expect Ford’s electric pickup to be sized and styled like an F-150 and to strive for best-in-segment payload and towing stats, because that’s the Ford way. Despite what YouTube suggests, its SAE J2807 tow rating will come in well below 1.25 million pounds. A safe bet might be to take whatever Tesla is claiming and add 50 pounds. Pickup truck buyers are fiercely loyal, and this truck is sure to keep the Ford faithful from straying if/when they find themselves concerned about the environment.
Chevrolet Silverado/GMC Hummer electrics, Fall 2021
Price: $60,000–$100,000* (before applicable tax credits)
Powertrain Layout: 2–4 inboard motors; 400–800 hp*/500–1,000 lb-ft* comb; 1- or 2-speed auto gearbox(es)*; 60–200-kW-hr* battery pack
Configuration: 4-door/4–6-pass/4.0-6.5-ft* bed
L x W x H; Wheelbase: 213.0–241.0 x 75.0–81.0 x 72.0-78.0 in*; 136.0–148.0 in*
Performance: 0–60: 3.5–6.5 sec, 250–400-mile EPA range*
Towing/Payload Capacity: 7,500–12,000/1,500–2,500 lb*
Unique Selling Propositions: Overt off-road orientation of Hummer truck
*estimated
If Ford’s playing, by golly, so is the General. Actually, GM may well have initiated its e-truck engineering efforts before Ford but held the announcement for use as an olive branch to the UAW during contract negotiations last fall. GM’s electric truck strategy includes a platform architecture in three sizes that will support utility vehicles and pickups for three brands.
Cadillac, Chevrolet, and GMC are expected to get these new products, which launch in 2021, with the Cadillac making its debut first. A Silverado-sized Chevy will be based on the largest of GM’s three electric platforms and rival the claimed capabilities of the Rivian/Ford/Tesla competition. The second truck, on the middle-size platform, will be an off-road lifestyle vehicle branded Hummer and sold through GMC dealers. That one will be an electric Jeep Gladiator alternative in terms of style and capability.
Nomenclature is uncertain. If any GMC badging appears on the Hummer, we expect something like a subscript “by GMC.” And Chevy might well eschew Silverado nomenclature and follow its pattern of giving EVs vaguely electric-sounding names.
No powertrain or chassis specifics have been divulged yet. It’s tempting to imagine that an easy and expedient initial powertrain solution would be to attach a Bolt EV motor to each axle—or to each wheel for Rivian-besting torque vectoring. (The Chevrolet E-10 SEMA concept pickup shown in November was powered by two Bolt EV motors, but they were ganged together as an eCrate concept electric retrofit package that bolts to a conventional automatic transmission.)
Because the duty cycles are so different between the compact Bolt EV and a pickup truck (and electric motors are relatively inexpensive to develop), we instead expect a more bespoke approach. A two-speed gearbox enabling low range would boost the Hummer’s off-road cred. We’d also like to see EV pioneer GM revert to the EV1’s AC induction technology for the front motor so that during low-load cruising it can idle without producing drag while its permanent-magnet rear motor does the work.
Like all other electric pickups on our radar, GM’s will feature independent suspension front and rear. Electric truck buyers who insist on leaf springs and a live rear axle are going to have to build it themselves using that Chevrolet Performance eCrate solution. We would expect the Chevy to use steel springs and the Hummer to go with height-adjustable air springs.
Tesla Cybertruck, Late 2021
Price: $39,900–$69,900 (before applicable tax credits)
Powertrain Layout: Rear, front/rear, or 1 front/2 rear inboard motors; 310–800 hp*/503–1,000 lb-ft* comb; 1-speed auto gearbox(es); 75–200-kW-hr* battery pack
Configuration: 4-door/6-pass/6.5-ft bed
L x W x H; Wheelbase: 230.9 x 79.8 x 75.0 in*; 149.9 in*
Performance: 0–60: 2.9–6.5 sec*, 250–500-mile EPA range*
Towing/Payload Capacity: 7,500–14,000/3,500 lb*
Unique Selling Propositions: Design, bulletproof bodywork, ramp for loading cargo
*estimated
Tesla is shattering the three-box paradigm and creating a simplistic double-sided doorstop formed entirely of planes, creases, and angles. The body material and construction method are also radically rethought, replacing the traditional thin-sheathed endoskeleton of steel beams for a partially exoskeletal unibody armored with 3mm-thick unpainted 301 stainless steel—the same material that sheathes the Cybertruck’s corporate cousin, the Mars-bound SpaceX Starship.
The simplistic flat body panels are bulletproof to 9mm handgun rounds and eliminate the investment, energy, and environmental costs of a stamping plant and paint shop.
The Tesla truck’s innovation doesn’t stop there, of course. To reduce aero drag, a roll-top-desk-style tonneau cover smooths airflow from the roof peak to the tailgate, stowing in a compartment below the bed when loading or transporting tall items (with 360-degree cameras compensating for the lost rear visibility). Ramps deploy from the tailgate, and with the air suspension lowered in back and raised in front, motorcycles and quad-runners can drive right in. Innovations borrowed from existing trucks include a Honda Ridgeline–inspired trunk in the bed floor and RamBox-like stowage in the sail panels flanking the bed. Naturally, there is also a frunk.
Three drivetrains are envisioned. A single rear motor, probably shared with Models S and X, is good for an estimated 310 hp and 503 lb-ft. That motor plus a Model 3 Performance rear motor in front should combine to produce 690 hp and 824 lb-ft. And perhaps a year after launch, Tesla’s new Plaid powertrain is expected, combining a permanent-magnet front motor with two rear induction motors combining to produce 800 hp and 1,000 lb-ft total. Each will drive through a single-ratio gearset. Three battery capacities are anticipated, but specifics are not yet available. And a long-travel version of Tesla’s air suspension should deliver Ford Raptor–like desert-running capability.
We’re told to expect the rear-motor, small-battery (75-kW-hr?) $39,900 version to deliver 6.5-second 0–60 performance, a 110-mph top speed, 250 miles of range, and 7,500-pound towing capacity. Those metrics for the $49,900 dual-motor midsize battery truck should be 4.5 seconds, 120 mph, 300 miles, and 10,000 pounds; the three-motor (200-kW-hr?) $69,900 model should manage 2.9 seconds, 130 mph, 500 miles, and 14,000 pounds. Payload for all is 3,500 pounds.
Like all things Tesla, expect details to evolve, including the anticipated launch date in late 2021.
Vaporware? Atlis XT, Karma EREV
If the above all seem too wimpy, Atlis Motor Vehicles claims to be readying a heavy-duty electric pickup for 2020 available in regular bed, flat-bed, service body, and dually configurations with towing capacities ranging from 6,000 to 35,000 pounds and payloads spanning from 1,000 to 5,000 pounds. Special nickel-manganese-cobalt batteries sized 125 kW-hr and up reportedly recharge lickety-split (15 minutes!), top speed is 120 mph, and 0–60 takes between 5.0 and 18.0 seconds (unladen and with max payload). The Atlis website is taking orders from cockeyed optimists.
Want your e-pickup to have a range extender like the defunct Workhorse W-15? Then hold your breath for the Karma EREV, which might even use the same small BMW three-banger range extender as the original W-15. Very little is known about this product, which was mentioned at a press event preceding the L.A. show in November.
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Source: WORLD NEWS
