Een van onze trouwe klanten die al jaren lang bij ons brommobiel rijdt. Van Microcar een keer een uitstap gemaakt naar Chatenet maar toen weer snel terug naar Ligier. En nu al weer de derde Ligier. Van harte gefeliciteerd en veel rijplezier. De eerste nu met Airco dus laat die zomer maar komen!
THANK YOU…. YOU HELPED US RAISE MONEY FOR CHARITY….
We were delighted to have raised £248.13 for the Cancer Research UK Charity and £142.83 for the Notts & Lincs Air Ambulance from our recent GBS Cars & Coffee events. THANK YOU to you all so much for helping us raise all this money. The next GBS Cars & Coffee event is happening on Saturday 8th June, we hope you can join us and help raise even more money for the two great charities….. Let us know if you can join us at our next event – more details can be found on our event page and GBS Facebook page.
Over the Easter Bank Holiday weekend we will be closed and back to normal opening hours on Tuesday 23rd April, the Kit Spares Shop is also closed but you can still order online from our website www.kitspares.co.uk
We are always busy at the GBS Factory, and we like to share with you what is going on both at the factory and behind the scenes. So why not follow us on Facebook, Twitter @GBSCars and Instagram and Google + and now we are also on Pinterest.
If you have any questions or would like any more details on the GBS Zero range please contact us on 01623 860990 or email us. We are open Monday to Friday 9am – 5.30pm and most Saturdays 10am – 2pm if we are not at a track day or show, please check our event page to see our weekend openings.
Are electric cars really reducing CO₂ emissions?
Henk de Bruin — Sustainability Advisor
As Global Head of Sustainability in a large multinational I have been working on a broad range of topics for many years. I helped define the sustainability elements are relevant for the company and in which parts of the value chain those elements need to be addressed. I then followed up by measuring the company’s performance on said elements and identifying possible improvements, and worked on in- and external reporting.
Within Lightyear, I am applying that experience in the challenging environment of a fast-growing company focused on contributing to a sustainable society with its products and services. The three subjects I will discuss are: Carbon Footprint, Circular Economy and Supplier Sustainability.
Carbon Footprint
In our efforts to support the reduction of global warming, the benefit of an electric vehicle with no tailpipe emissions is clear. That benefit is enlarged substantially if such a car is solar driven because additional charging from the grid can be limited to none, depending on geography.
Indirect CO2 emissions of electric power plants supplying grid charging can be low or even zero when coming from renewable sources. Carbon emissions, however, also occur during the making of a car and at the end-of-life of a vehicle. At Lightyear, we are building up our insight of the total carbon footprint of the car in order to guide our efforts to optimize the carbon footprint over the life cycle of the car. In the illustration below, a high-level comparison with literature data of a comparable gasoline car, a Battery Electric Vehicle (BEV) and the Lightyear One.
This graph shows estimations of the production, use and end of life (EOL) costs in tons of Co2-eq for different types of cars.
All three phases of the life cycle of any vehicle contribute to CO2 emissions, but the use phase is the largest.
Indirect emissions of a Battery Electric Vehicle in the use phase are, on average, lower than gasoline cars, depending on the electricity mix (generation by coal, gas, oil, nuclear, renewables) of power plants.
In the graph above, the average European electricity mix is used, and the line of a gasoline car and a Battery Electric Vehicle cross each other between 40.000 – 60.000 km. If electricity is only generated by coal, the use phase part of the graph for a Battery Electric Vehicle is steeper and the crossing point with the line of a gasoline car goes farther to the right. When making comparisons, taking the electricity mix used into account is therefore always relevant.
Lowering the carbon footprint in the use phase for a Battery Electric Vehicle can be realized by changes in the electricity mix towards more renewables. The Lightyear One stands out in CO2 reduction during use because it has its own individual solar cells on board all the time and only needs limited charging from the grid.
In the graph below, the same estimations and conditions are expressed in grams CO2 per kilometer:
Compared to a gasoline car, an electric vehicle has a larger carbon footprint in the production and end-of-life phase caused by the production respectively recycling of the battery pack. The Lightyear One has a slightly lower carbon footprint in production because of our car’s optimized efficiency by which we can utilize a relatively small battery pack while still providing a broader range.
Circular Economy
At Lightyear, we see the transition from a linear to a circular economy as a necessary and complementary boundary condition. A circular economy aims to decouple economic growth from the use of natural resources and ecosystems by using those resources more effectively. Moreover, it is a driver for innovation in the areas of materials, component- and product reuse, as well as new business models such as solutions and services as illustrated below.
This image shows how Lightyear approaches the choice of materials, designing the parts, assembly of the car and the development of business models.
In a circular economy, the more effective use of materials enables us to create more value, both by cost savings and by developing new markets or growing existing ones.
Within Lightyear in our approach for the choice of materials, designing of parts, assembly of the car and the development of business models, we are in the process of incorporating the Circular Economy principles in our way of working.
Supplier Sustainability
Long-term strategic supplier relationships are important to bring our innovations to market. We aim to share with our suppliers a common goal of continuous improvement and operational excellence. At the same time, we expect our suppliers to meet the proper standards in terms of quality, ethics and sustainability and support driving improvements in social and environmental performance in our supply chain. Tools that have been developed aiming to cover that process are, amongst others, the assessment of supplier sustainability performance, management of regulated substances, conflict minerals and, in due course, circular procurement.
Keep visiting our blog for new posts, or better yet, sign up for our newsletter!
Do you have any questions about Lightyear One? Don’t hesitate. Contact us!
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The post Are electric cars really reducing CO₂ emissions? appeared first on Lightyear.
Designing Lightyear One: the solar roof
Simone Regondi — PV Engineer
At Lightyear, we all appreciate the unique value of Lightyear One’s solar roof; it’s a direct clean energy source and a core technology we are developing. As a photovoltaics engineer I am working on integrating the solar cells, both electrically and mechanically. Currently, we’re mainly focusing on process optimization, improving technology maturity level and bringing parts to a manufacturing quality.
Lightyear One’s solar roof is composed of 3 main elements
Lightyear One’s solar roof is composed of 3 main elements. The first is the top layer, made of glass. It protects the solar cells while letting light in, and gives a smooth surface to the roof. Second, there’s the photovoltaic (PV) module containing the solar cells. This module is laminated together with the third element: the supporting structure. The solar roof has a unique curvature in order to maximize the aesthetics and aerodynamic performance of Lightyear One. To create the right strength and optimize the weight of the roof, the supporting structure and the method used in the glue process are developed in house.
This last part – keeping the PV module lightweight while making it sturdy – is also one of the most challenging aspects. We’re working with different partners such as TNO to ensure that the product is safe and reliable. In order to test the mechanical properties, we performed a ball drop test and different static load cases. We also conduct thermal tests to address the suitability of the bill of materials, as well as take measurements for electrical performance.
Aesthetics of the solar cells are very important for Lightyear One. On the left you see a design prototype of the solar roof. On the right, you see a functional prototype where we left out the steps that enhance the aesthetics. The difference is clearly visible.
No need to choose between good looks and efficiency
We designed the roof slightly curvy for aerodynamic and aesthetic reasons, while maintaining focus on surface optimization. What’s great about the rear-contact crystalline silicon cells we use, is that we can increase the power conversion efficiency. This also eliminates the metal busbars on top of the cells, improving the aesthetics of the roof. We’re still innovating in applying conductive back-sheet technology to vehicle-integrated photovoltaics and this brings huge advantages. We can develop a system for a completely automated photovoltaic module fabrication, and we have extreme flexibility in deciding cell size, location and orientation.
The solar area
The solar area of Lightyear One can deliver a peak power of around 1250 Wp and can provide about 700 kWh per year, in the Netherlands. For example this translates into a ski trip from Amsterdam to Innsbruck (1802 km’s) in which you only have to charge the car twice. Predicting the energy yield is always a challenge for vehicle-integrated photovoltaics because of the changing environment. This includes weather conditions, time of year and location. The model used for the calculator on our website includes a lot of different sources for this combined with a loss factor due to shadow.
Currently, we are working on validating this model. We have developed devices to measure solar irradiance data and put them on different test cars so we can calculate the energy yield as well as the losses due to shadow on the car. Based on all the collected input combined with our calculations and simulations, Lightyear One is expected to generate around 50-70 km’s extra range per day, during a Dutch summer.
With all this energy, the solar cells’ temperature can get warmer in certain conditions. Normally, when you have a PV structure on your roof you receive 1x the sun’s energy. When your car is parked next to a reflective building, the car can be exposed up to 1.5x the energy. Together with the Energy Research Centre (ECN) at TNO, we conducted tests to determine the reliability of the solar panels at elevated temperatures. The test was based on the car receiving 2.0x the energy and the structure successfully passed the test.
After all this, you might still wonder how far you will get with 1 hour of sunshine on an empty battery. Imagine yourself driving through the blooming Dutch countryside at around noon, with sunny weather and barely any traffic. You’ll have 15 km to get to any power outlet in order to start charging at the same speed (km/hr) a normal EV would do at a special charging station.
Keep visiting our blog for new posts, or better yet, sign up for our newsletter!
Do you have any questions about Lightyear One? Don’t hesitate. Contact us!
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The post Designing Lightyear One: the solar roof appeared first on Lightyear.
Sustainability at Lightyear
Henk de Bruin — Sustainability Advisor
Building on our mission to provide clean mobility for everyone and further develop and maintain the Lightyear culture where sustainability is one of the five company values, we have analyzed what is material for the Lightyear company and its stakeholders. Three main subjects were selected on which to focus: Carbon Footprint, Circular Economy and Supplier Sustainability.
Carbon Footprint
In our efforts to support the reduction of global warming, the benefit of an electric vehicle with no tailpipe emissions is clear. That benefit is enlarged substantially if such a car is solar driven because additional charging from the grid can be limited to none, depending on geography.
Indirect CO2 emissions of electric power plants supplying grid charging can be low or even zero when coming from renewable sources. Carbon emissions, however, also occur during the making of a car and at the end-of-life of a vehicle. At Lightyear, we are building up our insight of the total carbon footprint of the car in order to guide our efforts to optimize the carbon footprint over the life cycle of the car. In the illustration below, a high-level comparison with literature data of a comparable gasoline car, a Battery Electric Vehicle (BEV) and the Lightyear One.
This graph shows estimations of the production, use and end of life costs in tons of Co2 for different types of cars.
All three phases of the life cycle of any vehicle contribute to CO2 emissions, but the use phase is the largest.
Indirect emissions of a Battery Electric Vehicle in the use phase are, on average, lower than gasoline cars, depending on the electricity mix (generation by coal, gas, oil, nuclear, renewables) of power plants.
In the graph above, the average European electricity mix is used, and the line of a gasoline car and a Battery Electric Vehicle cross each other between 40.000 – 60.000 km. If electricity is only generated by coal, the use phase part of the graph for a Battery Electric Vehicle is steeper and the crossing point with the line of a gasoline car goes farther to the right. When making comparisons, taking the electricity mix used into account is therefore always relevant.
Lowering the carbon footprint in the use phase for a Battery Electric Vehicle can be realized by changes in the electricity mix towards more renewables. The Lightyear One stands out in CO2 reduction during use because it has its own individual solar cells on board all the time and only needs limited charging from the grid.
In the graph below, the same estimations and conditions are expressed in grams CO2 per kilometer:
Compared to a gasoline car, an electric vehicle has a larger carbon footprint in the production and end-of-life phase caused by the production respectively recycling of the battery pack. The Lightyear One has a slightly lower carbon footprint in production because of our car’s optimized efficiency by which we can utilize a relatively small battery pack while still providing a broader range.
Circular Economy
At Lightyear, we see the transition from a linear to a circular economy as a necessary and complementary boundary condition. A circular economy aims to decouple economic growth from the use of natural resources and ecosystems by using those resources more effectively. Moreover, it is a driver for innovation in the areas of materials, component- and product reuse, as well as new business models such as solutions and services as illustrated below.
This image shows how Lightyear approaches the choice of materials, designing the parts, assembly of the car and the development of business models.
In a circular economy, the more effective use of materials enables us to create more value, both by cost savings and by developing new markets or growing existing ones.
Within Lightyear in our approach for the choice of materials, designing of parts, assembly of the car and the development of business models, we are in the process of incorporating the Circular Economy principles in our way of working.
Supplier Sustainability
Long-term strategic supplier relationships are important to bring our innovations to market. We aim to share with our suppliers a common goal of continuous improvement and operational excellence. At the same time, we expect our suppliers to meet the proper standards in terms of quality, ethics and sustainability and support driving improvements in social and environmental performance in our supply chain. Tools that have been developed aiming to cover that process are, amongst others, the assessment of supplier sustainability performance, management of regulated substances, conflict minerals and, in due course, circular procurement.
About me: Defining which sustainability elements are relevant for a company, in which parts of the value chain they need to be addressed, measuring the company’s performance on those elements, identifying improvements needed, in- and external reporting and communication are the subjects I have been working on as Global Head of Sustainability in a large multinational for many years. Within Lightyear, I am applying that experience in the challenging environment of a fast-growing company focused on contributing to a sustainable society with its products and services.
Stay up to date
Subscribe to our monthly newsletter and follow us on your favorite social media channel!
The post Sustainability at Lightyear appeared first on Lightyear.
THE CONFLUENCE OF EVERYTHING.
By Peter M. DeLorenzo
Detroit. The swirling maelstrom is running flat-out at the moment, as the world’s automakers scramble for their future piece of the pie, whatever form that may take.
For instance, Ford is counting on a two-front strategy as envisioned by CEO Jim Hackett, with one foot in the nitty-gritty, day-to-day, let’s-crank-em-out-and-make-some-dough-re-me mode, and the other in the we’re-going-to-be-a-factor-in-the-future-of-mobility-no-matter-what mode. It should be pointed out that this isn’t exactly original thinking by any stretch, as global manufacturers are hedging their bets and plodding toward the future in some form of pretty much the same strategy (GM embarked on a similar strategy six months ago).
I have confidence that Ford can deliver on the day-to-day making money part because Joe Hinrichs is in charge of that, but I have very little confidence that the company is going to deliver on the “we’re gonna be a factor in the future of mobility!” part. It didn’t help that Hackett put Jim “I’m a genius just ask me” Farley in charge of the esoteric spit-ballin’ future part. Hackett seems to think that Farley is some sort of visionary who understands all of this future stuff, saying, “Jim combines an innate feel for what customers want and need in vehicles and the ability to translate this into the vehicles and services of the future.”
Really? I beg to differ. Farley invests a lot of time and energy in projecting himself as that guy, but in reality, his bona fides when it comes to knowing what consumers want and translating that into some future think is woefully transparent and razor thin. In fact, he is the acknowledged master of making it up as he goes along and changing course with the prevailing winds. To give you an idea of how whack Farley really is, he’s one of the chief devotees of the idea that our cars are going to eclipse our cell phones in terms of negotiating everyday life. Uh, wow, that ship sailed about fifteen years ago, but if you’re obsessed with being able to order a pizza from your car, go right ahead. But alas, he has too many of the top Ford execs – and some people in the media who should know better too – bamboozled into thinking that he’s The Guy, which is unfortunate because Ford is bound to find out the hard way that Farley’s vacuous smoke-and-mirrors act is going to backfire on them, Big Time.
But Ford isn’t the only auto manufacturer dancing too close to the flames of Crazy Town. Right now, there’s a Dr. Jekyll/Mr. Hyde dichotomy unfolding in this business that is unsettling, make that almost incomprehensible. On the one hand, we have European governments seriously talking about electronic speed limiters on cars –yes, even in Germany – and manufacturers are lining up to go along to get along with it. These will be mere warnings at first, but it’s a slippery – and short – slope to full-on electronic speed meddling that cannot be overruled by the driver.
Volvo was first with a self-imposed 115 mph limit on its cars, of course, because, well, what else can they sell besides a creative numbness behind the wheel? But make no mistake, this is a Gathering Darkness for the automobile industry as we know it, and it will have far-reaching ramifications as more and more manufacturers sign up for the program in an attempt at getting in good graces with… I don’t know, exactly, governments with misguided agendas and a frigid fealty to 1984? Sounds fraught with peril and a recipe for disaster to me. Oh well, I remember when U.S. safety bureaucrats mandated 85-mph speedometers in our cars, but this is, as you might expect, much worse. Electrified nannies are already rampant in the machines we buy, but limiting top speed? That’s a New – and Very Dark – Frontier.
Yet, while this is going on, manufacturers are lining up to produce multi-million-dollar “hypercars” that have little rhyme or reason for being, except to be the new, quintessential definition of swingin’ dick-ism in this business. Mercedes-Benz, Aston Martin, Bugatti, McLaren and several niche manufacturers you’ve never heard of are churning out these machines for the one tenth of one percent. These 1200HP+ machines can’t be driven on the road, and most of them will sit rotting in Versailles-like garages never to turn a wheel, but the bragging rights must count for something when you’re shelling out $3 million a pop and up.
The latest manufacturer to enter the fray? None other than Lotus. Newly flush with serious cash-ola from parent conglomerate Geely, Lotus showed up at the Shanghai Auto Show with an image of an electric hypercar concept that will leap tall buildings in a single bound, or whatever the hype du jour is. This from a tiny sports car manufacturer that has been on the ropes for decades.
The full-electric Lotus Type 130 hypercar concept.
That these established and assorted fringe manufacturers are lining up to create these cars is ludicrous, but if they can fleece enough customers to make it worth their while, well, I guess you can’t blame them. But the hype surrounding these vehicles has become so tedious that it’s getting painful. They don’t call them hypercars for nothing, apparently.
The aforementioned discussion is just the beginning of the chaos in this business right now, unfortunately. We have the ongoing trucks/SUVs/crossovers vs. “traditional” sedans hand-wringing; then there’s the looming economic slowdown that’s already starting to get its hands around the industry’s collective necks; the price of fuel is going up and no one is really sure what that will do to this nation’s obsession with “big” vehicles (but needless to say it can’t be good); and then there’s the $500-billion question concerning the marketing of Battery Electric Vehicles, as in, can you convince enough consumers to buy in to the all-electric conceit? Let me rephrase that, because the bet better work or there’s going to be a lot of blood on the tracks.
Seals and Croft once sang, We Will Never Pass This Way Again, and as it applies to the car business at this point in time, truer words were never spoken.
It really is the confluence of everything, all at once.
And that’s the High-Octane Truth for this week.
MORE ZERO’S ON THE ROAD FOR SUMMER….& THE NEXT EVENT FOR GBS IS STONELEIGH KIT CAR SHOW….
It was nice to welcome back GBS Customer Graham Fletcher who came to see us last week at the GBS Factory for his yearly MOT and Service. Graham first saw us a Stoneleigh Kit Car Show several years ago and then after a visit to the factory he placed his order for his factory built Zero that has now covered many enjoyable miles.
Last week also saw David Thompson come and collect his Zero that we prepared and presented for the IVA test, and is now just awaiting the registration then David will be out enjoying his Zero along with Rob Eastwood who collected his Zero yesterday that we also prepared and presented to IVA test. The workshop is now full with more cars that have arrived for IVA Services, MOT’s, Track Day preparations and more. To book your car in with us for any workshop services, please call us and we can get you booked in.
The next event on the GBS Calendar is Stoneleigh Kit car show which is fast approaching and taking place on May Bank Holiday weekend (5th & 6th May). Over the 2 days we can be found in Hall 2, where we plan to have a range of Zero’s on display including a Zero chassis along with a full range of parts and spares from Kit Spares as well as some nice parts from our ATR Product range. We are also pleased to be having Aim Technologies on our stand over the 2 days with a range of specialised Motorsport data loggers, Dash Loggers and Racing GPS Lap Timer, as well as On Board Camera and Motorsport Sensors. So make sure you come and visit our stand there will be plenty to see and you can meet the GBS and Kit Spares Team.
Again this year at Stoneleigh Kit Car Show we are pleased to have also confirmed an area for all GBS Zero owners to be together in a club stand at the show over the weekend. This is in a different location to last year the area that will be reserved is 73B which is located near to the main entrance of the indoor show, please see map below for more details. So if you are going in your Zero please feel free to park their along with all other Zero owners. We look forward to seeing you all and all the Zero’s parked together, the GBS Camera will be out and about over the weekend too!
You are always welcome to come and see us at the GBS Factory anytime. We are open Monday – Friday and most Saturday unless we are at an event or Track Day. If you would like any more information or to come and visit the GBS Factory and have a test drive with one of the GBS team in the GBS Zero demonstrators, then please get in touch or call us today 01623 860990.
The GBS Factory is always busy, and we like to share with you what is going on both at the factory and behind the scenes. So why not follow us on Facebook, Twitter @GBSCars and Instagram and Google + or to receive monthly emails from GBS, please join our mailing list here.
APOLLO IE PRODUCTION OFFICIALLY BEGINS
- Apollo IE has been co-developed with HWA AG, renowned motorsport and development specialist who amongst others was responsible for the legendary Mercedes-Benz CLK-GTR and its motorsport activities.
- Apollo IE to be built by HWA AG in the same facility that all other HWA motorsport cars were produced.
- Production IE features new all-carbon fiber chassis, including mono-cell rollover protection.
- New chassis is hand-built and co-developed with Apollo, HWA AG and Capricorn Group.
- New chassis is built to meet and partly exceed respective FIA LMP2 safety requirements.
- Capricorn Group to produce monocoques and are responsible for producing world-class chassis’s such as the Le Mans winning Porsche 919 LMP1 monocoque. Capricorn’s successes can be found here.
- Apollo IE first production car to feature full fire suppressant system and fuel cells integrated into monocoque.
- First customer deliveries and press drives will commence this summer.
Germany, 16th April, 2019
The Story
“The Apollo IE is our passion project. Our favorite days were the GT1 days of the 90’s and we felt analog cars of this nature would never be produced again so we pursued our vision and in complete secrecy, we designed and built the car of our dreams to pay a modern tribute to this era and most notably, the CLK-GTR, the most successful GT1 car of all-time.
“In the relentless pursuit of perfection we took it a step further and created a strategic technical partnership with HWA AG. HWA stands for the initials of Hans Werner Aufrecht, the founder of AMG.” -Norman Choi, Apollo Chairman.”
For us, it is simple, we either do things the right way or not at all. The depth and historical significance of the Apollo IE program will stand the test of time, a car with true meaning, a car with a soul. Since the cars debuted at the end of 2017, an extensive development program has been conducted with HWA ahead of production. We are now pleased to provide additional color on the extent of the updates to the production car and to further articulate the extremes in which we went to execute with perfection, down to the most minute detail.
Chassis
All New featuring cutting-edge technology and hand-built by the best
“As part of our partnership with HWA we made a prudent and strategic long-term decision to discard our original carbon chassis to make certain that we adhered to the highest safety standards that are at the cutting edge of technology and would permit use in future applications, leaving the door open for potential competition participation. The recently announced hyper-car class by the FIA and ACO is certainly of interest and something we are currently investigating as we await the final regulations,” -Ryan Berris, Apollo General Manager and CMO.
The all-new Apollo IE platform, features the first all-carbon fiber production chassis of its kind, consisting not only of the monocoque, but subframes and crash structures. The new chassis has been engineered to meet and to partly exceed respective FIA LMP2 safety requirements and features a carbon mono-cell which provides occupant protection without the requirement for a roll-cage. Key features of the new chassis are its modular design, increased safety, increased torsional rigidity, symmetrical design (offered in both left and right-right-hand configurations) and weight reduction versus the prototype platform.
Our new chassis is hand-built using a high-quality prepreg-autoclave and the most advanced carbon fiber technology. The ethos for the car has always been an analog car in a digital world and this pertains not only to the driving experience, but also the hand-crafted nature of every aspect of the car.
Chassis Partner
A joint effort, the new chassis was co-developed with Apollo, HWA AG and Capricorn Group. Capricorn is a specialist supplier in the automotive industry with six production facilities in four countries across Europe and their headquarters in Düsseldorf, Germany. Capricorn will produce the Apollo IE chassis and are responsible for producing world-class chassis’s such as the Le Mans winning Porsche 919 LMP1 monocoque. A list of Capricorn’s successes can be found here.
Redesigned Door Internals for Side Impact Protection
We completely redesigned the internals of the doors adding improved reinforcement structures to provide increased safety in the event of a side impact.
Door Hinge Safety System
The production IE features a new hinge system co-developed with HWA AG which features a manually actuated hinge system that will disengage the doors in the event of a rollover.
Fuel System Integrated into Monocoque
The production Apollo IE features an innovative fuel storage center which is now integrated directly into the monocoque. The fuel cell resides within a carbon/kevlar safety cell which is designed to ensure the highest level of safety and prevention of fuel cell punctures in the event of an impact.
Fire Suppressant Systems
In the spirit of keeping safety as paramount, we felt that super/hyper-car fires are becoming increasingly prevalent and pose a risk for occupants and innocent bystanders. We strived to find a solution that would address this potential issue and are pleased to say that we have developed and integrated a fire suppressant system. The fire suppressant system, which will initiate manually by the driver/occupant, protects both the cockpit and the engine bay. Both systems remain concealed as not to disrupt the aesthetics nor ergonomics.
Suspension / Steering System
The production IE features an entirely new suspension setup with improved kinematics and weight balance as well as a new and improved steering system.
Aero / Thermal Dynamics
During our development program we were able to greatly enhance the aerodynamic efficiency, aero balance and thermal dynamics of the car to achieve optimum performance whilst ensuring stability under all conditions for the driver. Improvements in cooling have also been made throughout the engine bay and braking system. For the brakes, we optimized the cooling for both setups that come with the car, our Brembo carbon ceramics and AP racing steel brakes (for heavy track use). Regardless of the use case, we have tested and revised the setup to provide sustainable durability and performance.
Powertrain
An extensive development program has been conducted on the production IE powertrain and with HWA we have re-calibrated the setup for our specific application utilizing transient dynamometer testing. The transient dyno allowed us to run dynamic test cycles utilizing the entire powertrain for prolonged periods while simulating various race tracks around the globe. This process helped optimize the overall performance of the engine, gearbox refinement and test the longevity of the final application.
Interior
The final production IE features an all new interior with a sport or race-seating system with increased support and ability to modify support for specific purposes depending upon the drivers preferred configuration, amongst other upgrades. The new interior will be revealed upon first customer delivery.
Production Announcement
Further strengthening the Apollo IE project story, we are pleased to announce that the final production of the IE will be conducted by HWA AG, in the same facility that all other HWA motorsport cars were produced. First customer deliveries and press drives will commence this summer.
Ends
____
Notes to Editors:
A selection of high resolution images and a video accompanying this release are available to download from the Apollo Automobil media site – apollo-automobil.com/press/ or via the following links: video / all media download.
Contacts
Email: media@apollo-automobil.com
Media
Media site: www.apollo-automobil.com/press/
Website: www.apollo-automobil.com
Facebook: www.facebook.com/apolloautomobile/
Instagram: www.instagram.com/apollo_automobil/
Twitter: www.twitter.com/ApolloAutomobil
__________
About Apollo Automobil:
Tracing our roots back to 2004, we are a group of pure car enthusiasts, some of us engineers, some artisans, designers and mechanics. We came together because of something that we share – the passion for automotive art, the longing for the connection between driver and car and the desire to provide a bespoke and emotional driving experience.
Over the last decades of automotive history, car manufacturers have gone to great lengths in applying technological advancements to improve both the performance and comfort of cars. However, somewhere along the way something was left behind.
All the automation that is meant to make the driver’s job “easier” has taken something fundamental away. Something that made up the roots that created the passion, drive and automotive culture and history that we have all learned to love. That pure, raw, emotional connection that binds driver and car.
Just like the Greek God Apollo, we see ourselves as a beacon of light in today’s market. We are here to take you on a ride that is filled with nostalgia and sensory overload without sacrificing performance or speed and still pushing forward with a modern, intensively striking design language that symbolizes the brand. We are here to fill that void separating car and driver. We are here to bring you home to be at one with the car.
Visit us: apollo-automobil.com
__________
About HWA AG:
Top performance and determination to win – that is the philosophy of HWA AG. The team has been active in international motorsport for nearly five decades and is one of the most successful teams of all time. As a sought-after development partner, HWA AG bundles its expertise for more victories on the racetrack.
HWA AG has existed in its current form since 1998. Hans Werner Aufrecht founded AMG, the customisation specialist for the Mercedes-Benz brand, in 1967. At the end of 1998, Aufrecht sold the original AMG Motorenbau- und Entwicklungsgesellschaft mbH to Daimler AG. As part of this sale, the motor racing business units, today’s Mercedes-AMG DTM team and parts of the vehicles/vehicle components unit were spun off and transferred to HWA AG. At the end of 2006, the company was converted from a limited liability company to a stock corporation; HWA AG was floated on the stock market in April 2007.
Today, HWA AG’s motor racing segment is responsible for the popular DTM touring car racing series. HWA AG takes on all activities as a full-service provider, including the development and construction of DTM racing cars and the operation of the racing team. The vehicles/vehicle components business unit includes the development and production of vehicles and components for automotive manufacturers in the premium segment. HWA AG has further expertise in the development, manufacture and servicing of Formula 3 racing engines. The GT3 racing version of the Mercedes-Benz SLS AMG was developed and produced by HWA AG in close cooperation with Mercedes-AMG. The follow-up project, the Mercedes-AMG GT3, has been delivered to customer teams all over the world since December 2015. Since December 2017, the Mercedes-AMG GT4 has been delivered.
Visit: hwaag.com
Workhorse Partners With Prefix Corporation
Workhorse Partners With Prefix Corporation As NGEN Electric Delivery Van Nears Production
Recently, Workhorse inked a deal with DHL for 60 of its electric NGEN delivery vans and agreed to work with Duke Energy on streamlining the charging infrastructure that commercial customers like DHL will require as they transition to electric trucks.
With volume production of the NGEN scheduled to begin in the third quarter of this year, the company has now forged a partnership with Prefix Corporation for the final design, development, and production of the NGEN series. The two companies will focus on building a common platform for electric delivery vans with 650, 1,000, and 1,200 cubic feet of cargo capacity.
To streamline cost and increase production efficiency, all sizes will share a common cab and chassis configuration. The new delivery vans will be built on a low-floor chassis platform developed by Workhorse while Prefix will develop, build, and supply the 100% composite cab and body, according to a press release.
This is not the first time Workhorse and Prefix have worked together. Last year they collaborated on a test run of 450-square-foot electric vans that were used in and around San Francisco. Those trials have helped both companies understand how to reduce the weight of the vehicles to improve mileage, performance, and driver safety while reducing the demand on the charging infrastructure.
“This strategic partnership provides Workhorse with a proven partner that will allow us to remain on schedule to fulfill existing orders we have from our key customers like UPS and DHL,” says company CEO Duane Hughes. “Through our previous partnerships with Prefix, we’ve already worked closely together and witnessed the quality of their work firsthand. With this new formal partnership in place, we’ll be able to expedite production, and completion, of the industry’s most innovative electric delivery van.”
Eric Zeile, President of Prefix Corporation, adds, “Our new collaboration with Workhorse has been a natural progression, given that we’ve already previously designed and built several prototype cabs and bodies on the Workhorse electric chassis. We are thrilled to work alongside Workhorse in producing the most efficient, cost effective, and technologically advanced last-mile delivery van.” That’s exactly what America needs.
Workhorse and Prefix Corporation Join Forces
Workhorse and Prefix Corporation Join Forces to Refine Workhorse’s Electric Delivery Vehicle of the Future
Experienced Teams From Both Organizations Have Formed a Strategic Partnership Focused on Finalizing the Workhorse N-GEN Production Process for Initial Delivery Beginning in the Third Quarter of 2019
CINCINNATI, April 12, 2019 /PRNewswire/ — Workhorse Group Inc. (WKHS)(“Workhorse”), an American technology company focused on providing sustainable and cost-effective electric-mobility solutions to the transportation sector, has formed a strategic partnership with 40-year automotive industry veteran Prefix Corporation for the final design, development and production of its NGEN series all-electric delivery van. This partnership signals a key step in moving forward following Workhorse’s change of leadership in February 2019.
The two companies are now focused on building an underlying platform to support 1,200 ft3, 1,000 ft3 and a 650 ft3 capacity delivery vans. To streamline cost and increase production efficiency, all sizes will share a common cab and chassis configuration. The new delivery vans will be built on a low-floor chassis platform developed by Workhorse while Prefix will develop, build, and supply the 100% composite cab and body.
Production is scheduled to begin in Workhorse’s Union City, IN plant in the third quarter of 2019 with deliveries beginning soon after.
Workhorse and Prefix have historically collaborated on real-world testing of several Workhorse prototypes, including previous N-GEN 450 delivery vehicles that were used in San Francisco, CA and Fairfield, OH. The proven-performance demonstrated by these test vehicles will inform the production of these new vehicles, incorporating features such as light-weighting the vehicle to improve mileage, performance, driver safety and reducing the burden of infrastructure requirements.
“This strategic partnership provides Workhorse with a proven partner that will allow us to remain on schedule to fulfill existing orders we have from our key customers like UPS and DHL,” said company CEO Duane Hughes. “Through our previous partnerships with Prefix, we’ve already worked closely together and witnessed the quality of their work firsthand. With this new formal partnership in place, we’ll be able to expedite production, and completion, of the industry’s most innovative electric delivery van.”
Eric Zeile, President of Prefix Corporation, added: “Our new collaboration with Workhorse has been a natural progression, given that we’ve already previously designed and built several prototype cabs and bodies on the Workhorse electric chassis. We are thrilled to work alongside Workhorse in producing the most efficient, cost effective and technologically advanced last-mile delivery van.”
About Workhorse Group Inc.
Workhorse is a technology company focused on providing electric mobility solutions to the transportation sector. As an American original equipment manufacturer, we design and build high performance battery-electric vehicles including trucks and aircraft. We also develop cloud-based, real-time telematics performance monitoring systems that are fully integrated with our vehicles and enable fleet operators to optimize energy and route efficiency. All Workhorse vehicles are designed to make the movement of people and goods more efficient and less harmful to the environment.
About Prefix Corporation
Michigan-based Prefix Corporation is a recognized leader in the creation of prototype designs, mock-ups, and full- scale concept vehicles for the automotive and aviation industries. 2019 will mark 40 successful years in business. With over 250 employees and four impressive Midwest facilities, Prefix offers an extremely wide range of capabilities, providing clients with a one-stop-shop of services. Highly involved with advanced technologies relating to vehicle electrification and autonomous transportation, Prefix works with many companies that require complete design and engineering services, as well as low-volume production, engine development, and specialty vehicle development and production.
Workhorse Safe Harbor Statement
This release includes forward-looking statements. These statements are made under the “safe harbor” provisions of the U.S. Private Securities Litigation Reform Act of 1995. These statements may be identified by words such as “believes,” “expects,” “anticipates,” “estimates,” “projects,” “intends,” “should,” “seeks,” “future,” “continue,” or the negative of such terms, or other comparable terminology. Forward-looking statements are statements that are not historical facts. Such forward-looking statements are subject to risks and uncertainties, which could cause actual results to differ materially from the forward-looking statements contained herein. Factors that could cause actual results to differ materially include, but are not limited to: our limited operations and need to expand in the near future to fulfill product orders; risks associated with obtaining orders and executing upon such orders; the ability to protect our intellectual property; the potential lack of market acceptance of our products; potential competition; our inability to retain key members of our management team; our inability to raise additional capital to fund our operations and business plan; our inability to maintain our listing of our securities on the Nasdaq Capital Market; our ability to continue as a going concern; our liquidity and other risks and uncertainties and other factors discussed from time to time in our filings with the Securities and Exchange Commission (“SEC”), including our annual report on Form 10-K filed with the SEC. Workhorse expressly disclaims any obligation to publicly update any forward-looking statements contained herein, whether as a result of new information, future events or otherwise, except as required by law.
Investor Relations Contact:
Matt Glover and Tom Colton
Liolios
949-574-3860
WKHS@liolios.com