Making electric commercial vehicles seems to be what several companies are doing. But the approach of this U.K.-based company is unlike what those other companies are doing.
By Gary S. Vasilash
One of the more interesting companies in the electric vehicle space is Arrival, a firm that was founded in London in 2015, where it has its HQ, and which has also established a North American HQ in Charlotte, North Carolina.
Arrival is in the business of developing electric vehicles.
Initially a bus (start of production: Q4, 2021). Then a commercial van with a payload up to 4,400 pounds (start of production: Q3, 2022). Then a larger van with a payload up to 8,800 pounds (start of production: Q3, 2022). And eventually a small consumer vehicle (start of production: Q3, 2023).
Here’s one thing that makes these vehicles notable: There is a modular structure so the vehicles can be tailored to the specific user and application. While “special builds” generally drive costs, starting with this design approach helps minimize that.
Here’s one thing that makes the Arrival approach notable: Rather than building these vehicles in conventional automotive assembly facilities that have a stamping plant and paint shop, as Mike Ableson, CEO of Arrival Automotive (and 35-year vet of GM, where his last position was vice president of EV Infrastructure, with a variety of advanced technology, strategy and engineering positions before that), points out on this edition of “Autoline After Hours,” the Arrival approach, known as “microfactories,” is predicated on establishing a manufacturing facility within what would ordinarily be considered a warehouse.
This is low-volume, regional manufacturing.
It will put its first U.S. microfactory, which will start producing buses later this year, in York County, South Carolina. There will be a second in West Charlotte, North Carolina, where as many as 10,000 electric delivery vans will be built, with production starting in the third quarter of 2022. It has another microfactory in Bicester, UK.
The vehicles have proprietary composite body panels so there is no stamping plant needed. The colors are molded in the material so there is no paint shop. The factory utilizes robotic transport vehicles that move from cell to cell so there are no traditional assembly lines. The assembly is done with mechanical fasteners and adhesives so welding equipment isn’t required.
Ableson points out that batteries are a big cost component of all electric vehicles. He also notes that essentially all OEMs are faced with the same type of battery costs. So, he explains, that the way to keep costs down is not only in establishing production capabilities, but also in designing and engineering the vehicles is such a way that they can minimize overall cost.
The company uses the term “radical impact” in relation to what it is doing.
Arguably, if they pull off what they are undertaking, that won’t just be corporate rhetoric but a true statement.
Then White, Austin and I discuss a variety of other subjects, most of which have to do with vehicle electrification claims and efforts being undertaken by companies including Honda, Volkswagen, Ford and General Motors.
And you can see it all here.