GM – along with its earnings announcement this morning – also announced the end of the Chevy Bolt EV and EUV with the last cars rolling off the Orion assembly line “late this year”. This marks the end of the Bolt EV as the most affordable/capable EV in the US market and a pioneering electrification milestone.
The news was expected as the Chevy Equinox and its ~$30,000 starting price is expected in the Fall, largely taking the place of the small footprint CUV segment. The Equinox and Blazer SS, due this summer, are based on GM’s Ultium platform and this will phase out the Bolt’s older battery/motor drivetrain system.
A Chevy Spokesperson said:
When the Chevrolet Bolt EV launched, it was a huge technical achievement and the first affordable EV, which set in motion GM’s all-electric future. As the company continues to grow it’s EV portfolio with the Ultium platform, and as construction continues at the Orion Township, MI, assembly plant in preparation for battery electric truck production beginning in 2024, Chevrolet confirmed Bolt EV and EUV production will end late this year. Chevrolet will launch several new EVs later this year based on the Ultium platform in key segments, including the Silverado EV, Blazer EV and Equinox EV.
The Bolt was the best US selling non-Tesla EV in the first quarter with almost 20,000 sold. Chevy dealers are seeing very long lines for the vehicle, sometimes reaching until the end of the year when GM will cease production.
GM said that 75% of Bolt owners were new to GM, the highest conquest rate for any of its vehicles. At the same time, Bolt owners are among the happiest with 80% saying they would buy another Chevy.
The Bolt is coming off its best selling year and quarter ever with GM unable to fill demand.
Record production of 70,000+ Bolt EV and EUV models is expected this year, in line with GM’s plan to produce 50,000 EVs in the first half of 2023 and double that in the second half of the year.
Current Chevy Bolt owners including myself got an email from GM this morning:
Seth, thank you for being a Chevrolet Bolt EV owner. We appreciate that you entrusted us with your electric vehicle purchase experience. Because you are so important to us, we want to bring you firsthand news that we will no longer be producing the Bolt EV and EUV after the end of the year. Rest assured, that all the support that you have come to expect with your Bolt EUV will continue even though we are ending production of this vehicle. And if you are interested in purchasing a new 2023 model, you still can do so.
Electrek’s Take
We all knew this was coming – and with the Equinox sitting right across from the Bolt at trade shows looking remarkably similar in size – we pretty much knew the when as well. The Equinox is wider and will have much faster charging, more range/options, AWD and a more modern interior. It will also include features like V2L that GM never would consider on the Bolt.
But this is a big moment nonetheless. The Chevy Bolt in 2017 beat Tesla’s Model 3 to be the first long range, low cost electric vehicle in production. GM, of course, screwed the pooch in not making enough of them, not getting Dealer buy-in and then of course messing up the relatively small battery fire messaging, making the Bolt into the “Pinto” of EV battery fire issues.
The Bolt also suffered from some engineering mis-steps. In 2017 when it was introduced, its 54kW charging speed was reasonable (and actually faster than most of the 50kW chargers out there and just a bit slower than Tesla’s charging speeds). But 7 years later, GM didn’t upgrade the charging speed at all, making the Bolt a pariah at DC fast charging stations and more of an ‘around town’ kind of vehicle, only good for very occasional long trips.
But the Bolt is an incredibly capable EV and is very safe and feature-rich in its current iterations. The Bolt got 5 star NHTSA safety ratings even as a relatively small car. At a starting price of $25,600, before incentives, it is also the most affordable, fully capable EV and was named Electrek’s EV of the Year last year because of that.
Anecdotally, I own a Bolt EV and 2 older Teslas and my wife and I fight over who gets to take the Bolt every morning. It is a pleasure to drive, has great Wireless CarPlay/Android Auto connectivity, great sound system, great visibility, quick pickup and smart handling.
So, if I’m waiting for a Chevy Bolt or a Chevy Bolt owner (I am), do I panic here?
No! (Nobody panic!)
The current batteries are warranted for at least eight years and will likely last many, many more. Chevy will be stocking parts for the Bolt into the next decade. There are a ton of 2017 Bolts running around still making their drivers happy. Heck, the Bolt has CarPlay and Android Auto, which GM’s next gen cars aren’t guaranteed to have so maybe this is still the GM EV to get in 2023.
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In a bold bid to combat the crippling air pollution crisis in its capital, Delhi, Indian lawmakers have begun high-level discussions about a plan to phase out gas and diesel combustion vehicles by 2035 – a move that could cause a seismic shift in the global EV space and provide a cleaner, greener future for India’s capital.
Long considered one of the world’s most polluted capital cities, Indian capital Delhi is taking drastic steps to cut back pollution with a gas and diesel engine ban coming soon – but they want results faster than that. As such, Delhi is starting with a city-wide ban on refueling vehicles more than 15 years old, and it went into effect earlier this week. (!)
“We are installing gadgets at petrol pumps which will identify vehicles older than 15 years, and no fuel will be provided to them,” said Delhi Environment Minister Manjinder Singh Sirsa … but they’re not stopping there. “Additionally, we will intensify scrutiny of heavy vehicles entering Delhi to ensure they meet prescribed environmental standards before being allowed entry.”
The Economic Times is reporting that discussions are underway to pass laws requiring that all future bus purchases will be required to be electric or “clean fuel” (read: CNG or hydrogen) by the end of this year, with a gas/diesel ban on “three-wheelers and light goods vehicles,” (commercial tuk-tuks and delivery mopeds) potentially coming 2026 to 2027 and a similar ban privately owned and operated cars and bikes coming “between 2030 and 2035.”
Electrek’s Take
Xpeng EV with Turing AI and Bulletproof battery; via XPeng.
Last week, Parker Hannifin launched what they’re calling the industry’s first certified Mobile Electrification Technology Center to train mobile equipment technicians make the transition from conventional diesel engines to modern electric motors.
The electrification of mobile equipment is opening new doors for construction and engineering companies working in indoor, environmentally sensitive, or noise-regulated urban environments – but it also poses a new set of challenges that, while they mirror some of the challenges internal combustion faced a century ago, aren’t yet fully solved. These go beyond just getting energy to the equipment assets’ batteries, and include the integration of hydraulic implements, electronic controls, and the myriad of upfit accessories that have been developed over the last five decades to operate on 12V power.
At the same time, manufacturers and dealers have to ensure the safety of their technicians, which includes providing comprehensive training on the intricacies of high-voltage electric vehicle repair and maintenance – and that’s where Parker’s new mobile equipment training program comes in, helping to accelerate the shift to EVs.
“We are excited to partner with these outstanding distributors at a higher level. Their commitment to designing innovative mobile electrification systems aligns perfectly with our vision to empower machine manufacturers in reducing their environmental footprint while enhancing operational efficiency,” explains Mark Schoessler, VP of sales for Parker’s Motion Systems Group. “Their expertise in designing mobile electrification systems and their capability to deliver integrated solutions will help to maximize the impact of Parker’s expanding METC network.”
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The manufacturing equipment experts at Nott Company were among the first to go through the Parker Hannifin training program, certifying their technicians on Parker’s electric motors, drives, coolers, controllers and control systems.
“We are proud to be recognized for our unwavering dedication to advancing mobile electrification technologies and delivering cutting-edge solutions,” says Nott CEO, Markus Rauchhaus. “This milestone would not have been possible without our incredible partners, customers and the team at Nott Company.”
In addition to Nott, two other North American distributors (Depatie Fluid Power in Portage, Michigan, and Hydradyne in Fort Worth, Texas) have completed the Parker certification.
Electrek’s Take
T7X all-electric track loader at CES 2022; via Doosan Bobcat.
With the rise of electric equipment assets like Bobcat’s T7X compact track loader and E10e electric excavator that eliminate traditional hydraulics and rely on high-voltage battery systems, specialized electrical systems training is becoming increasingly important. Seasoned, steady hands with decades of diesel and hydraulic systems experience are obsolete, and they’ll need to learn new skills to stay relevant.
Certification programs like Parker’s are working to bridge that skills gap, equipping technicians with the skills to maximize performance while mitigating risks associated with high-voltage systems. Here’s hoping more of these start popping up sooner than later.
Based on a Peterbilt 579 commercial semi truck, the ReVolt EREV hybrid electric semi truck promises 40% better fuel economy and more than twice the torque of a conventional, diesel-powered semi. The concept has promise – and now, it has customers.
Austin, Texas-based ReVolt Motors scored its first win with specialist carrier Page Trucking, who’s rolling the dice on five of the Peterbilt 579-based hybrid big rigs — with another order for 15 more of the modified Petes waiting in the wings if the initial five work out.
The deal will see ReVolt’s “dual-power system” put to the test in real-world conditions, pairing its e-axles’ battery-electric torque with up to 1,200 miles of diesel-extended range.
ReVolt Motors team
ReVolt Motors team; via ReVolt.
The ReVolt team starts off with a Peterbilt, then removes the transmission and drive axle, replacing them with a large genhead and batteries. As the big Pete’s diesel engine runs (that’s right, kids – the engine stays in place), it creates electrical energy that’s stored in the trucks’ batteries. Those electrons then flow to the truck’s 670 hp e-axles, putting down a massive, 3500 lb-ft of Earth-moving torque to the ground at 0 rpm.
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The result is an electrically-driven semi truck that works like a big BMW i3 or other EREV, and packs enough battery capacity to operate as a ZEV (sorry, ZET) in ports and urban clean zones. And, more importantly, allows over-the-road drivers to hotel for up to 34 hours without idling the engine or requiring a grid connection.
That ability to “hotel” in the cab is incredibly important, especially as the national shortage of semi truck parking continues to worsen and the number of goods shipped across America’s roads continues to increase.
And, because the ReVolt trucks can hotel without the noise and emissions of diesel or the loss of range of pure electric, they can immediately “plug in” to existing long-haul routes without the need to wait for a commercial truck charging infrastructure to materialize.
“Drivers should not have to choose between losing their longtime routes because of changing regulatory environments or losing the truck in which they have already made significant investments,” explains Gus Gardner, ReVolt founder and CEO. “American truckers want their trucks to reflect their identity, and our retrofit technology allows them to continue driving the trucks they love while still making a living.”
If all of that sounds familiar, it’s probably because you’ve heard of Hyliion.
In addition to being located in the same town and employing the same idea in the same Peterbilt 579 tractor, ReVolt even employs some of the same key players as Hyliion: both the company’s CTO, Chandra Patil, and its Director of Engineering, Blake Witchie, previously worked at Hyliion’s truck works.
Still, Hyliion made their choice when they shut down their truck business. ReVolt seems to have picked up the ball – and their first customer is eager to run with it.
“Our industry is undergoing a major transition, and fleet owners need practical solutions that make financial sense while reducing our environmental impact,” said Dan Titus, CEO of Page Trucking. “ReVolt’s hybrid drivetrain lowers our fuel costs, providing our drivers with a powerful and efficient truck, all without the need for expensive charging infrastructure or worrying about state compliance mandates. The reduced emissions also enable our customers to reduce their Scope 2 emissions.”
Page Trucking has a fleet of approximately 500 trucks in service, serving the agriculture, hazardous materials, and bulk commodities industries throughout Texas. And, if ReVolt’s EREV semis live up to their promise, expect them to operate a lot more than 20 of ’em.