On February 17, 2023, Fisker’s stock closed at $6.98. (For unrealistic comparison purposes, Tesla, that day: $208.31.)
On February 16, 2024, Fisker’s stock closed at $0.73. (Tesla: $199.95. Certainly not the halcyon number of days of yore, but still pretty damn good.)
On February 15, 2024, Fisker received a notice from the New York Stock Exchange.
In it, the NYSE pointed out that because Fisker’s common stock had traded at less than $1.00 per share for a consecutive 30 trading-day period, it is out of compliance with the rules of the exchange and could be delisted as a result.
This doesn’t mean that that is going to happen.
Fisker will tell the NYSE within 10 business days what its plan is is to get back into compliance.
There is a six-month “cure period” that the company has to get things in order (a.k.a., getting its stock price to at least an average of $1.00 per share for 30 consecutive trading days).
According to Fisker:
“The Company intends to remain listed on the NYSE and is considering all available options to regain compliance with the NYSE’s continued listing standards, including, but not limited to, a reverse stock split, subject to stockholder approval no later than at the Company’s next annual meeting of stockholders.”
It didn’t seem all that long ago that EVs were going to be a market—as in both the consumer and financial variants—winner for those involved.
Although hydrogen fuel cell enthusiasts are probably saddened by Shell’s announcement that it is shutting off the valves at its hydrogen refueling stations in California, there was some good news this week—albeit not exactly for those who are driving Toyota Mirais or Honda Claritys in SoCal.
Extreme E, the off-road FIA-sanctioned racing series in which electric vehicles are run, is transitioning to Extreme H, which will swap out battery power for fuel cells next year.
So Extreme E becomes Extreme H.
Racing with hydrogen. (Image: Extreme E. Soon to be Extreme H)
But the good news is that the series and Symbio have announced that the latter will become the “Official Hydrogen Fuel Cell” provider to Extreme H.
Symbio?
It is a Europe-based company established by Michelin, Stellantis and Forvia (each company owns a third) that is dedicated to fuel cell systems.
In December 2023 Symbio opened SymphonHy, a gigafactory in France that currently has the production capacity to produce 16,000 fuel cells. It expects to expand that number to 50,000 by 2026.
Notably, Symbio partner company Stellantis has announced that it is developing hydrogen tech for Ram brand pickups. It already offers hydrogen versions of Peugeot, Citroen and Opel commercial vehicles in Europe.
Using hydrogen for Ram could be a proverbial game-changer.
And speaking of games (OK, a sport): If nothing else, the affiliation with the Extreme H racing series will provide attention to the tech.
Extreme E is having a race in Phoenix this year, so assuming that goes well, the U.S. will be part of the series.
Perhaps Extreme H will make more people in the U.S. interested in the possibility of fuel cells in place of battery electrics.
And maybe those Shell hydrogen stations will be reopened or replaced.
“Ford has shifted its electric vehicle strategy so it concentrates on smaller, lower priced EVs and electric work vehicles such as pickup trucks and full-size vans, Farley said. Any EV larger than a Ford Escape small SUV ‘better be really functional or a work vehicle.’”
That is from an AP story by Tom Krisher about a presentation Ford CEO Jim Farley gave to the Wolfe Research Global Auto Conference in New York on February 15.
Farley also talked about the relationship between Ford and the UAW in light of last fall’s strike.
Farley said, “Our reliance on the UAW”—it has more UAW members that either GM or Stellantis—“turned out to be we were the first truck plant to be shut down.”
He was referring to the Kentucky Truck Plant, Ford’s largest plant and where the highly profitable F-Series Super Duty, Ford Expedition and Lincoln Navigator are produced.
Ford has pretty much placed its production bets in North America on things like the F-Series.
The only car the company has on offer in the U.S. is the Mustang, not exactly what one would describe as a “family vehicle,” so arguably it is something of a niche at most. Trucks and utes are where it is at, it seems, for the Blue Oval.
In the smallish category there are the Escape and the Bronco Sport, which are both based on the same platform. And the Maverick pickup truck, which is also based on the same C2 platform. This extremely popular pickup is built at a Ford plant in Hermosillo,Mexico, so some of Farley’s USA! USA! USA! chest thumping needs to be adjusted a bit.
But his comment about where the sweet spot for EVs is going to be is somewhat puzzling.
Right now Ford has three EVs, two for consumers and one for vocational use: the F-150 Lightning, Mustang Mach-E and E-Transit.
The Ford EVs for consumers: the Mustang Mach-E and the F-150 Lightning. (Image: Ford)
The first is, of course, a full-size pickup truck. The second trades on the muscle car performance of the Mustang. And the third is a vehicle for contractors.
Ford has been championing larger vehicles for the past few years for the simple reason that it is where it makes more money, so when it went EV it went big with the Lightning (and for power with the Mach-E).
It used to have the Focus to go up against the likes of the Honda Civic and Toyota Corolla, both of which still exist and do quite well in the market. Presumably neither Honda nor Toyota build those vehicles out of charitable impulses.
Ford used to have the Fusion to go up against the likes to the Honda Accord and the Toyota Camry, both of which. . . . Yes, same thing.
Ford—and it isn’t the only company in southeastern Michigan that has done this—has been messaging consumers that Bigger Is Better.
Suddenly Farley is talking about small vehicles.
Don’t get me wrong: small EVs, assuming that they can be made so that they are actually affordable for consumers and that provide a return to the OEMs, are undoubtedly a good idea to increase the number out on the roads.
Regardless of the size of the currently available EV (with the exception of Teslas) need to be sold to a still-skeptical public.
So there is that challenge.
And now Farley is doing a 180 and planning to go to the market with things that are small.
Which means he is going to need to convince people that on roadways populated with large F-150s and Explorers small Ford EVs are a good thing.
“Traffic congestion on our National Highway System inflicts an enormous cost on the supply chain and environment, adding $95 billion to the cost of freight transportation and generating 69 million metric tons of excess carbon emissions every year.”
None of which is good.
Freightliner eCascadia: One benefit of electric trucks like this is that when they are in a traffic jam there won’t be emissions. (Image: Freightliner)
However, according to ATRI analysis, “traffic conditions continue to deteriorate from recent years, in some instances due to work zones resulting from increased infrastructure investment.”
That’s right: building roadways results in construction zones and construction zones lead to congestion.
So damned if they build, damned if they let it crumble.
Spear went on to say:
“The freight bottlenecks identified in this report provide an actionable blueprint for state and federal transportation officials on where to invest infrastructure funding most cost-effectively. Increasing freight efficiency should be a top priority for the U.S. DOT, and alleviating these bottlenecks would improve highway safety, protect the environment and support interstate commerce.”
Presumably the infrastructure projects–at least not all of them, because sometimes this seems to be the case–weren’t predicated on someone throwing darts at a map.
And again, while the bottlenecks will eventually be improved via infrastructure improvements, getting from here to there will not be without additional disruptions.
Where Driving Is Slow
Overall the ATRI, based on measurements from 325 locations, determined that during rush hour average truck speeds were 34.4 mph.
For the top 10 locales, the average speed was 28.5 mph.
The largest molasses zone?
The intersection of I-95 and SR 4 in Fort Lee, New Jersey.
It has topped the ATRI list for six years running, an accomplishment that the Fort Lee Chamber of Commerce probably doesn’t promote.
And as for the remaining nine:
2. Chicago: I-294 at I-290/I-88
3. Chicago: I-55
4. Houston: I-45 at I-69/US 59
5. Atlanta: I-285 at I-85 (North)
6. Atlanta: I-20 at I-285 (West)
7. Los Angeles: SR 60 at SR 57
8. Houston: I-10 at I-45
9. Atlanta: I-285 at SR 400
10. Nashville: I-24/I-40 at I-440 (East)
Clearly this is a top-10 list that some city leaders—particularly in Chicago and Atlanta—probably wish they weren’t on.
Although there was a seeming step-by-step, vehicle-by-vehicle increase in the under of Chinese battery electric vehicles registered in Western Europe last year, there was a bit of a stumble at the end, and Schmidt Automotive Research wonders whether there will be a cap of under 10% of the EV market in Western Europe for the Sino mobiles.
(Image: Schmidt Automotive Research)
As the chart shows, there was a noticeable decline in registrations in Q4. . .but then there are some reasons why this could be the case, including the increase in the amount of time it takes to ship vehicles from China to Europe while avoiding the Red Sea.
But the Schmidt study also points out some brands are offering discounts of up to €12,000, so you’d imagine that European consumers would be most interested in savings like that. . .especially as there may be higher import tariffs applied to Chinese vehicles coming into Europe this year.
Still, the fact that the Chinese OEMs have managed to gain that much of the European market in a comparatively short period of time says something about the appeal of their products.
Much of the attention given to Ford’s Q4 2023 earnings call last week has been focused on CEO Jim Farley’s comment:
“[W]e made a bet in silence two years ago. We developed a super-talented skunk works team to create a low-cost EV platform. It was a small group, small team, some of the best EV engineers in the world, and it was separate from the Ford mothership. It was a start-up.
“And they’ve developed a flexible platform that will not only deploy to several types of vehicles but will be a large installed base for software and services that we’re now seeing at Pro.”
Somehow the inherent mystery of a “skunk works” has gotten people all excited.
Would they be so excited to know that the skunkworks methodology goes back to 1943 in the aircraft industry?
Yes, an 80-year-old approach.
Well, You’ve Got to Build It. . .
The other thing about this is that it is one thing for an R&D team operating independently to develop something and a whole other thing for that development to be engineered for and launched in production.
Launches have been something that Ford has been finding a bit troubling, so there’s that.
And it should be noted that the company also announced last week that its Ford e operation—as in the electric vehicles—lost $4.7 billion last year and the company anticipates losing $5 to 5.5 billion this year on Ford e.
The excitement of the skunk works project was certainly helpful from diverting some attention to that red ink.
What About This?
But what was largely overlooked was Farley’s comments on hybrids.
As in,
“Our global hybrid sales were up 20% last year, and we expect them to be up 40% this year.”
And:
“We now have the No. 1 and No. 2 best-selling hybrid trucks in the U.S. Maverick is No. 1. And we’re the No. 3 hybrid brand in the U.S. behind Toyota and Honda. But unlike them, our hybrids really sell best on trucks for our side.”
Given that Farley said “And margins on hybrids are closer to ICE, much higher than EV margins,” you’d think hybrids would be the headline going forward if for no other reason than the company can make money on them, something that it is not going to see on the EV side of the business until. . . . Well, that remains to be seen.
Maverick hybrid: Fuel efficiency and the energy to bust out the beats. (Image: Ford)
Not Exactly a Strong Third
While it is nice that Farley is so bullish about the company’s hybrid performance, it is worth really putting that into context.
Of course its hybrids “really sell best on trucks” because with the only hybrid Ford has without a box on the back is the Escape.
And as for it being number three, know that these are the number of hybrid sales for the three companies in 2023:
Toyota: 523,664
Honda: 293,640
Ford: 133,748
In other words, it sold less than half of what Honda did and about a quarter of what Toyota did.*
So while the claim is factually true, one should perhaps not be too chuffed about the Ford hybrid performance.
About a quarter of Toyota and Honda sales are hybrids.
About 7% of Ford’s sales are hybrids.
Did I mention the skunk works. . .?
==
*It is worth noting that until recently Toyota was treated like some technological troglodyte for its continued support of hybrids and its not all-in approach to EVs. Not only do we see that Ford is reconsidering its positioning vis-à-vis hybrids and full EVs, but General Motors, which doesn’t have much of a record in the hybrid space, has announced that it, too, is going to bring hybrids to the U.S. market. Farley pointed out on the earnings call that consumers can quickly do the math on the fuel efficiency benefits of hybrids and, perhaps the most important factor: “they don’t have to change their behaviors.” It is surprising that there seems to be so many auto execs who ignore the long public charging time required for EVs compared with pumping gas: perhaps this is a case that when they get behind the wheel of their company vehicles someone else has done the charging.
Fuel cells are having their moment again for various vehicle applications, from light-duty to big rigs.
How big a moment?
Seems not trivial according to a report by MarketsandMarkets, which products the automotive fuel cell market will grow from $200 million this year to $2.1 billion by 2030. It will have a compound annual growth rate of 48%.
Where will the largest market be?
Asia Oceana.
Given that the geographies covered in the firm’s report also includes Europe, North America and Rest of the World, presumably that Asia Oceana includes China, which could explain the biggest market.
(Image: Toyota)
That said, with companies including Toyota, Honda and Hyundai continuing their hydrogen fuel cell development efforts, Japan and South Korea can’t be counted out as players, and consumers, in this field.
However. . .the global battery electric vehicle market size right now is on the order of $500 billion and it is estimated to be about $1.5 trillion by 2030, so even with the impressive growth of fuel cells, they’re still approximately the size of a dandelion in a redwood forest.
“The market is under-investing now, as a reaction to over-investing. There were a lot of bullshit ideas that got funded during that speculative boom around new ways to manufacture vehicles, forgetting the last 100 years of lessons on how hard it is to build a car company. People will look at Tesla, forget how hard it was for them, and assume everybody else can also do this really quickly.”– Olaf Sakkers – Partner and Co-Founder at mobility venture investment firm RedBlue Capital in Zag Daily
Yes, creating a new automotive company—advanced battery chemistry, digital twins, asset-light approaches, and other advantages that legacy OEMs didn’t start with—is difficult.
While it is easy to take for granted things like automatic transmissions in vehicles of all types, Allison Transmission has announced it is working with Volare, the leading manufacturer of minibuses in Brazil, to equip “South America’s first school buses with fully automatic transmissions.”
Brazilian busess to be fitted with Allison automatics. (Image: Allison)
Sidnei Vargas da Silva, Volare’s Domestic Market Business Manager:
“The introduction of Allison’s fully automatic transmissions in school buses in Brazil will be revolutionary in the progress of school transportation.”
Who would have thought that in 2024 a step-gear transmission could be considered “revolutionary”?
Puts things in perspective.
The 320 new buses, which will be fitted with Alllison Torqmatic transmissions and which are being financed by Brazil’s National Fund for Educational Development, are said to be more efficient to operate on roads that are characterized by mud, gravel or sand, which apparently is characteristic of the roads in the rural areas of northern and northeastern Brazil.
While it might be thought that all school buses in the U.S. are equipped with automatics, according to Schoolbusfleet.com, the transmissions are “prevalent in most school buses” and while manuals are “less common,” they are not nonexistent.
Sarid-Hausler is referring to the man who, with Chris Valasek, remotely hacked a 2014 Jeep Cherokee. As Andy Greenberg wrote in Wired of his adventures being behind the wheel of a Jeep that the two hacked from a distance:
“Though I hadn’t touched the dashboard, the vents in the Jeep Cherokee started blasting cold air at the maximum setting. . . .Next the radio switched to the local hip hop station and began blaring Skee-lo at full volume. . . . Then the windshield wipers turned on, and wiper fluid blurred the glass.”
Nothing he did could allow him to regain control of these systems. On the one hand, those things would be annoying. On the other, it would be highly disturbing that the knobs, buttons, or screen interface didn’t work.
Greenberg, driving on I-64:
“my accelerator stopped working.”
Yes, on an interstate with the traffic one would expect. With unhappy motorists behind him.
He couldn’t get the accelerator to start working. Miller and Valasek, sitting in a house several miles away here in charge.
Welcome to cybersecurity issues.
Sarid-Hausirer reports, based on finding from the 6th annual report that Upstream has conducted on cybersecurity, that things are going beyond hacks like that, that in terms of attacks on automotive companies we’re at “an inflection point.”
Swell.
A couple of data points that substantiate that inflection point:
Based on its analysis of publicly reported cyber incidents, as well as those that Upscale personnel have found on the Deep and Dark Web, they’ve calculated that between 2010 and 2023 there were 1,468 incidents—and of that number, 295 occurred in 2023—that’s 20% of the entire number.
While there are researchers and other helpful hackers, so-called “White Hats,” they accounted for 36% of the incidents, with the Black Hats accounting for the rest. And whereas for the past few years the number of attacks that would affect thousands or millions of “mobility assets”—which range from vehicles to EV charging stations were under 23%, in 2023 the number was 49%.
And as we more frequently hear of the wonders of “the Cloud” doing all manner of compute and control and communicate functions for us, turns out that of all attack vectors, telematics and the Cloud are far and away the biggest target: 43% of the attacks are focused there.
Infotainment, the other thing that OEMs are always pointing out their newest vehicles have to the utmost and then some, is the second-highest attack vector, at 15%.
And speaking of talked about tech, Upstream has discovered that AI is going to amp up the cyberattacks on mobility assets. (The good news on this front is that AI can also be used to counteract it.)
While some might think that there are state actors behind much of this activity, Sarid-Hausirer says that for the most part those doing the hacking are groups and individuals that are interested in money more than political activities.
Somehow all of this makes that 1978 Chevy Impala with an AM/FM radio seem all the more appealing.
You can get a copy of the 138-page report that is likely to make you wonder about all of that tech being offered in new vehicles here.
shinymetalboxes 