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First drive (and sleepover) in the all-electric Winnebago eRV2 [Video]
Since it was first unveiled this past January, Winnebago’s all-electric eRV2 prototype has been on my radar as an EV I’d love to experience firsthand, especially since many of my loaners are focused solely on driving, and this electric RV offers so much more. Winnebago gave me the chance to take the eRV2 for a spin, and I spent the night in it down in San Diego. Check out my thoughts and video review below.
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The eRV2 is Winnebago’s first all-electric prototype
While Winnebago has a well established history in recreational vehicles in which its own name has become synonymous with the segment, its journey into electric vehicles remains nascent.
During the 2022 Florida RV SuperShow, Winnebago unveiled the eRV – an all-electric RV concept that kicked off the company’s second venture into zero-emissions travel after a less successful attempt at an EV platform back in 2018.
The concept was built atop the ever-popular Ford Transit platform, upfitted by a familiar name in Lightning eMotors. The company utilized the vehicle’s body, chassis, and suspension, then equipped it with an 86 kWh battery that was expected to deliver 125 miles of range and a charge time of 45 minutes on a DC fast charger.
A year later, Winnebago hit the Tampa RV show yet again with an all-electric encore called the eRV2. Contrary to the original concept, the eRV2 is part of a fleet of working prototypes built by Winnebago for testing and development, while the recreational specialist works toward delivering a commercialized electric RV to its customers in the future.
After months of talks, I was fortunate enough for the opportunity to experience the Winnebago eRV2 down in San Diego and spent the night at an amazing RV resort called Sun Outdoors.
Performance specs and first drive in an electric Winnebago
When I first arrived at Sun Outdoors, I was greeted by the Winnebago team, who had several RV spots secured, home to multiple eRV2 vans for testing and media purposes. As someone new to the RV life, I was very eager to learn exactly how this electric van conversion operated on and off the grid and how that compares to traditional RVs.
Sustainability, modularity, and advanced technology were three key pillars the team and Winnebago expressed to me during my initial walkthrough, and those factors were recognizable throughout the EV, even as a prototype.
As we originally pointed out during the January reveal of the eRV2, the advertised range of this electric prototype leaves much to be desired. Since Winnebago builds the electric prototypes from Ford’s 2022 E-Transit, it’s really at Ford’s mercy at the type of charging speeds and range it can deliver, especially when you consider that Winnebago is pushing the EV’s GVWR to the max in order to offer as much function and comfort for extended periods in these vans.
The published range of the eRV2 is a mere 108 miles, not ideal for road trips, but I was told by the team that savvy EV enthusiasts driving conservatively in “Eco Mode” can get closer to 130 miles of range under ideal driving conditions.
While most of my time in the eRV2 was at the RV resort exploring this electric prototype inside and out, I did take it for a decent spin around Chula Vista to see how it drove. In my opinion, it drives like a commercial van, not exactly built for passenger comfort. This was especially noticeable in the suspension when going over any bumps.
That being said, this Class 2 RV was very easy to get used to, and I normally drive a hatchback. I immediately felt comfortable and confident behind the wheel, and the RV had an amazing rear view camera and bird’s eye sensors to aid me in parking and safely backing up in small parking lots. Parking is going to take some practice because even when I felt like I had pulled up enough, I still looked like an a-hole taking up too much space.
For its height, the eRV2 feels rather sturdy and balanced on the road, even at higher speeds on the 5 highway. Even in Eco Mode, I was able to quickly get the electric Winnebago up to speed and safely merge using the side mirrors. It doesn’t exactly have “oomph” when accelerating, but you’re hauling so much weight that it’s probably for the best. If the range can be improved, this could easily make for a wonderful roadtripping EV – a smooth highway ride for sure.
To power the components inside the electric prototype, Winnebago partnered with Lithionics Battery to create a proprietary “IonBlade” lithium house battery that features a 48V system capable of over 15,000 usable watt-hours.
This system is unique in that it operates separately from the EV’s battery pack for driving but can also be recharged from its own J1772 plug on the side of the van using a cable from Ford Pro.
If you’re ever in a bind on the road, you can actually recharge the RVs propulsion battery using the house power. It’ll take forever, but it can certainly get you a few miles of range to reach the nearest charging station.
The RV’s front port also has a CCS plug for DC fast charging capabilities and can replenish from 10-80% in under 40 minutes.
Winnebago’s new focus on sustainability extends outside of the electric prototype as well. As you can see above, the eRV2’s roof is equipped with solar panels that provide up to 500 watts of power alone, 900 watts total if you connect a separate, portable solar panel to a boondocking port in the rear.
The panels generate free energy from the Sun converted into house power, which includes an impressive number of USB-C plugs, 110V outlets, and customizable LED cabin lights. Check out the interior below.
“Japandi” design, modular interior spaces, and bedtime
As I mentioned in my video walkthrough you can view below, Winnebago’s design team created the interior of the electric eRV2 using a “Japandi” approach – a combination of Japanese and Scandinavian design philosophies.
The result is a clean, calm, and modular interior that optimizes available space in clever ways. For instance, the rear offers a five-in-one sleep/lounge that can be adapted from seats with safety belts to a rear couch, single bed, or foldable full bed (demonstrated below).
That area can also be converted into a dining/work area using a modular table, which is complemented by a separate workspace in the front. The cockpit seats rotate 180-degrees to create a more lounge-like, social setting, or offer chairs for the folding desk (seen above). The spinning seats were a nice touch, but I had trouble getting them all the way around without having to open up the driver and passenger doors.
The cabin and its various workspaces are loaded with available built-in charge points included one wireless charging pad near the desk. The production-level electric Winnebago will offer a high-speed Wi-Fi router as well. It was present on the eRV2, but Winnebago is currently using it for data testing so I wasn’t given access.
You can watch me fumble around trying to set up the table and prepare the rear for bed in my video, but I do want to point out the overall control system of the electric eRV2 and the success I had with the Winnebago Connect app.
While there were a couple bugs to be sorted out in the overall control system software, it’s nothing I wasn’t made aware of by Winnebago during my initial walkthrough. This is a prototype after all. In general, I found the control system extremely helpful and easy to use. I was quickly able to open or close the roof hatch and control the direction of the fan to cool down the cabin, monitor the overall climate and control A/C as needed, and keep a close eye on our fresh and gray water levels.
Winnebago set me up with their new Connect app as well, which enabled me to monitor and control many of the same functions, which was great when I was outside the electric RV by the bonfire or lying in the rear bed.
The interior is loaded with LED lights grouped into specific areas, whether it’s the rear, galley, front, or walkways. I had so much fun changing the lights of each section to various colors, creating an enticing neon glow to passersby at the resort. Several traditional RV owners curiously walked up and began asking questions. One couple was so bold as to just walk right into the eRV2 and look around without my permission. It was all good, though – I’m always happy to enable nosy people if it means potentially converting them to go all-electric.
When bedtime came, I found the setup quite simple, although dressing a bed in such a tight space was a little tough. But I managed, and I ended up with a comfy space to rest after a busy day of capturing footage followed by hours of discussions about the exciting future of electrification with the Winnebago team around the fire.
The bed itself was comfortable, and I could fully extend my legs, but I still found it a bit cramped. I’m 5′ 11″, so I’d imagine anyone over 6 feet is going to struggle stretching out, especially if they have someone next to them. I woke up a little warm in the morning but was able to easily adjust the cabin temperature using my Connect app, with my phone connected to a conveniently placed USB-C charger above my head. Loved that.
Closing thoughts and a video walkthrough
All in all, this was an amazing experience in an electric Winnebago prototype I won’t soon forget. The Winnebago team was on site at Sun Outdoors to answer any and all my questions and were beyond hospitable.
During this prototype pilot program, the Winnebago team has already gathered tons of feedback from real-time data and observations from RVers, influencers, and journalists like myself. Winnebago understands this first genuine crack at an electric RV is not perfect, but that’s what prototypes are for. I think the company is off the one helluva start, and I’m excited to see what improvements the commercialized model will eventually bring.
To me, the biggest hurdle looking forward is range. Winnebago can spin that narrative however it likes, but 108 miles is going to fall flat with most consumers, especially those currently driving a combustion van conversion. To really push EV adoption in this segment, that max range will need to at least be doubled – and that’s on Ford, not Winnebago.
The American automaker recently announced a new T3 electric truck that will be built at its new $5.6 billion BlueOval City EV mega-campus. With incoming upgrades to the ultra-popular Ford F-150 Lightning as well as tons of research and funding into advanced battery technologies, I have no reason to believe Ford won’t be delivering an upgraded version of the E-Transit with a more powerful and energy-dense platform.
When that optimized vehicle inevitably does arrive, Winnebago should be able to capitalize and deliver an electric RV similar to the eRV2, but even better from both a design function and performance standpoint. In getting to know some of the team working on delivering a customer-grade, Class B electric Winnebago, I have little doubt that they will deliver something customers will love.
When that does happen, I’ve already secured my spot for another test drive – this time will be for multiple days on the open road. Until then, check out my video walkthrough with the all-electric Winnebago eRV2 below.
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It’s an exciting week for grid resiliency-lovers in California, as Governor Gavin Newsom followed up his earlier smart grid law and signed another law this week which may require bidirectional charging on EVs in the future – though the law has no hard timeline attached, so it may be a while before we see this happen.
Bidirectional charging refers to the capability of electric vehicles to not just take electricity from the grid to charge, but to output electricity in various forms, whether this be vehicle-to-load (plugging in devices, like the 1.8kW capability on the Kia Niro EV), vehicle-to-home (like Ford’s “Intelligent Backup Power” system), or vehicle-to-grid (like the Nissan Leaf is capable of).
While these applications may seem like a party trick, widespread use of bidirectional charging could lead to huge benefits for efficiency, grid resiliency, and enable much greater penetration of renewable electricity generation.
Most electric grids don’t really have trouble meeting the regular everyday needs of electricity consumers, it’s when big spikes happen that things get difficult. Either on a hot day when everyone is using air conditioning, or a day when electricity generation is curtailed for some reason or another, that’s when things get difficult.
And as climate change makes temperatures hotter, California’s grid is often overtaxed on the hottest summer days, which are becoming more numerous. Even worse, methane-burning fossil gas peaker plants are the highest-polluting form of electricity California consumes, and these are currently used at peak times in order to deal with high demand.
One solution to this problem is adding energy storage to the grid which can be dispatched when needed, and which can fill up when the grid is oversupplying electricity. This helps to balance out supply and demand of electricity and make everything a little more predictable.
This is why there has been a push for grid-based storage like Tesla megapacks, which represent a large source of rapidly-dispatchable energy storage.
But there’s another source of grid-connected batteries out there which was right under our nose the whole time: electric cars.
EVs, which are mostly connected to the internet anyway, could be used as a distributed energy storage device, and even called upon to help provide electricity when the grid needs it. We already see this happening with Virtual Power Plants based on stationary storage, but if cars had V2G, theoretically cars could contribute in a similar way – both saving the grid, and perhaps making their owners some money along the way via arbitrage (buying electricity when its cheap and selling it when its expensive).
The problem is, not many automakers have included V2G capabilities in their cars, and in the cars that do have it, not many manufacturers have made V2G-capable equipment, and the ones who have built it haven’t seen that many customers who are interested in spending the extra money to upgrade their electrical systems with V2G-capable equipment.
So there needs to be something to jumpstart all of that, and California thinks it might just have the thing.
New CA law might require bidirectional charging… eventually.
The idea started in 2023 when state Senator Nancy Skinner introduced a bill which would require EVs to have bidirectional charging by 2027.
As this bill made its way through the legislative process, it got watered down from that ambitious timeline. So the current form of the bill, which is now called SB 59, took away that timeline and instead gave the California Energy Commission (CEC) the go-ahead to issue a requirement whenever they see it fit.
The bill directs the CEC, the California Air Resources Board, and the California Public Utilities Commission to examine the use cases of bidirectional charging and give them the power to require specific weight classes of EVs to be bidirectional-capable if a compelling use case exists.
The state already estimates that integrating EVs into the grid could save $1 billion in costs annually, so there’s definitely a use case there, but the question is the cost and immediacy of building those vehicles into the grid.
The reason this can’t be done immediately is that cars take time to design, and while adding bidirectional charging to an EV isn’t the most difficult process, it also only really becomes useful with a whole ecosystem of services around the vehicle.
Even Tesla, which for years has touted itself a tech/energy company and sold powerwalls, inverters, solar panels and so on, is still only gradually trickling its bidirectional Powershare feature out onto its vehicles.
And that ecosystem has been a bit of a hard sell so far. It’s all well and good to tell someone they can make $500/year by selling energy to the grid, but then you have to convince them to buy a more expensive charging unit and keep their car plugged in all the time, with someone else managing its energy storage. Some consumers might push back against that, so part of CEC’s job is to wait to pull the trigger until it becomes apparent that people are actually interested in the end-user use case for V2G – otherwise, no sense in requiring a feature that nobody is going to use.
Electrek’s Take
Given all of these influences, we wouldn’t expect CA to require bidirectional charging any time soon. But it still gives the state a powerful trigger to pull if other efforts, like the recently-signed smart grid law, turn out not to be enough as California works to, grow, clean up, and make its grid more affordable all at the same time.
But having the force of law behind it could turn V2G into less of a parlor trick and more into something that actually makes a difference the way us EV nerds have been dreaming of for decades now (true story: Electrek once turned down Margot Robbie for an interview and instead talked to some engineers about V2G for an hour).
So, telling manufacturers that California may start mandating bidirectional charging soon means that those manufacturers will perhaps start taking V2G more seriously, particularly given the size and influence of CA’s car market. Even if the CEC doesn’t make it a requirement, the threat of it eventually becoming one means that EV-makers will probably start getting ready for it regardless.
There’s no real point to a single person discharging their car into the grid, but when millions of cars are involved, you could work to flatten out the famous “duck curve,” which describes the imbalance between electricity supply and demand. We hear a lot about “intermittency” as the problem with wind and solar, and grid storage as the solution to that, so being able to immediately switch on gigawatt-hours worth of installed storage capacity would certainly help to solve that problem. And we hope this law helps us get just a little closer to that potential future.
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Japanese equipment giant Komatsu dropped its new, 320-ton Power Agnostic 930E mining truck at MinsExpo trade show in Las Vegas, calling it a future-ready solution that can run on diesel, hydrogen, or pure electric power.
Komatsu continues to develop alternative engine technology with the release of its first commercial rigid-frame dump truck with a “power agnostic” platform for running on diesel, hydrogen, or even battery electric power.
That’s because the platform is designed around the concept of a modular powertrain. The design not only gives the Komatsu assembly line an easy way to build diesel, BEV, and hydrogen fuel cell rigid haulers on the same line, but also enables customers to upgrade from diesel to battery electric or hydrogen down the road, if and when whatever logistical obstacles that are preventing them from running an electric or hydrogen solution today are overcome.
“This platform enables mining companies to start with conventional diesel engines and gradually transition to cleaner energy sources as needed, including utilization of trolley assist for diesel or as one of the future dynamic charging solutions for battery trucks to reduce fuel consumption and emissions,” reads Komatsu’s press material. “Whether adopting battery technology, hydrogen fuel cell technology or a combination of energy systems, the Power Agnostic 930E provides the infrastructure and adaptability necessary to meet evolving sustainability goals.”
Potential customers got a sneak peek at the concept truck, which they were apparently allowed to test at Komatsu’s Arizona proving grounds ahead of MineExpo (I wasn’t invited). The first pre-production Power Agnostic 930E prototype will make its way to Sweden in the coming months, where it will be put to work alongside other electric Komatsu machines in Boliden’s Aitik copper mine, one of the largest such operations on the European continent.
Electrek’s Take
Converting gas and diesel-fueled cars to electric at scale is a concept that’s fraught with problems. Far too many to list here, in fact. But heavy equipment?
Everything from excavators to loaders to heavy trucks are already built to be powertrain agnostic, and manufacturers will often offer the same basic vehicle with Cummins, Detroit Diesel, or Volvo Pentapower, so there’s a degree of openness baked into those systems already. Komatsu is just taking that to the next level by adding a modularity of energy storage (fuel tanks, hydrogen cells, or battery packs) to the mix. And, if the project is successful, it could be the first of many.
SOURCE | IMAGES: Komatsu; Equipment World.
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isinwheel’s terrific personal EVs “bring all the things you want closer to you.” Whether it’s an electric scooter, an e-bike, or an e-skateboard, the three things you’re guaranteed to get no matter which you choose are fun, safety, and affordability.
We’re taking a closer look below at six of isinwheel’s personal EVs – could one of these be your next electric ride?
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isinwheel S9Pro commuting electric scooter
Meet the isinwheel S9Pro, the best value-for-money electric scooter that zips you through your day at speeds up to 19 mph with a range of 19 miles – perfect for your daily commute.
The S9Pro‘s powerful 350W motor delivers a smooth, efficient ride without breaking the bank. With a lightweight, foldable aluminum frame, it’s easy to carry, store, and even pop into your car trunk or onto public transport. Plus, the quick one-step folding mechanism makes it the ultimate on-the-go companion.
You can find the S9Pro on Amazon here.
isinwheel S10Max long-range electric scooter
The isinwheel S10Max is your ultimate high-performance ride, powered by a beastly 1000W motor that conquers any terrain with ease. With an impressive range of up to 37 miles, you can enjoy long-distance adventures without worrying about recharging.
The S10Max‘s all-terrain 10-inch off-road tires, paired with dual shock absorption, provide unbeatable grip and stability whether you’re cruising through city streets, on country paths, or on muddy trails.
You can find the S10Max on Amazon here.
isinwheel GT2 off-road electric scooter
Unleash your adventurous side with the isinwheel GT2. With a powerful 1000W motor, it rockets up to 28 mph, effortlessly conquering steep hills and challenging landscapes for a thrilling ride every time.
Its 11-inch off-road tires are built for all terrains, whether you’re cruising through the city or tackling rugged countryside paths. Plus, with four advanced shock absorbers, every ride is smooth and stable, no matter where your journey takes you. Get ready to ride the GT2 and experience performance like never before!
You can find the GT2 on Amazon here.
isinwheel M10 electric commuter bike
The isinwheel M10 electric commuter bike blends style with power. Crafted from lightweight, rust-resistant aluminum alloy, this sleek ride weighs just 47 pounds, making it easy to carry and tough enough to last.
With a professional 35-speed transmission, the M10 adapts to your every need, whether you’re accelerating, cruising downhill, or conquering steep inclines. With a 500W motor capacity, a top speed of 20 mph, 374 Wh battery capacity, and four hours of charging time, it’s the perfect blend of performance and convenience for your daily commute!
You can find the M10 on Amazon here.
isinwheel U1 folding electric bike
Say hello to the versatile isinwheel U1! With folding handlebars, pedals, and a height-adjustable seat, it’s perfect for easy storage and transport. The U1’s 500W motor comes with a smart chip that instantly adapts to give you that extra boost when you hit an incline, face a headwind, or carry more weight.
The U1 has a top speed of 18 mph, 280 Wh of battery capacity, and three hours of charging time. Whether you’re zipping through city streets or tackling hills, the U1 has you covered with power and portability.
You can find the U1 on Amazon here.
Check out isinwheel’s V8, V6 and V10 electric skateboards
The isinwheel V8 electric skateboard is your ticket to thrilling rides, featuring a top speed of 28 mph and a range of up to 12 miles. Its removable, detachable batteries allow for quick swaps, so you can extend your adventure with ease. Choose from four riding modes and let the gorgeous ambient lights make you stand out, whether you’re cruising in daylight or lighting up the night. With its powerful dual 540W motors and regenerative braking system, the V8 delivers a ride that’s as exhilarating as it is stylish.
The V8 is isinwheel’s first-gen electric skateboard, and we’ve also taken it to the next level. The V6 is perfect for teens and beginners, and the high-performance V10 is for those who crave more power. But we’re not stopping there – this September, we’re launching the V6 PRO, the ultimate cool ride for young skaters and newbies. Stay tuned; it’s going to be epic!
You can find the V8/V6/V10 on Amazon here.
Follow isinwheel on Instagram here, on X here, on YouTube here, and on Facebook here.
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