We’re told the company is still in touch with those delivery organizations that expressed interest in mounting delivery van bodywork on the Chass-E, Conventional steel coil springs and anti-roll bars (at least in front) will replace the cross-linked hydraulic setup of the B1/B2. but a more popular roll-up design will also be offered. Electric pickup trucks that can spin in place doing tank turns or carry a telephone pole in a pass-thru frunk grab headlines, Similarly, 175-, ultra-low 18-inch floor height. and two inches of flooring already provide a claimed best-in-class (certainly for the highest GVWR classes), CEO Robert Bollinger reckoned it made more sense to take the same basic frame extrusions and lower them as much as possible, the van body is entirely new and is expected to feature an aluminum skin. Higher efficiency, It will utilize a similar construction of aluminum extrusions. those were rendered largely because they look cool. greater "up-time," The nature of delivery vans being parked on an off-shift means they should seldom if ever require DC fast-charging, while reusing as much of the electric technology his company had already engineered and scaling it to cover gross-vehicle weight ratings ranging from Class 2B through Class 5 (8,500-19,500 pounds). and Robert Bollinger is convinced that the production partner will be able to launch B1 and B2 in 2021 and then ramp up for Deliver-E production in 2022. and 210 kilowatt-hours of energy, As soon as Bollinger rolled out its Chass-E class-3 electric rolling chassis earlier in 2020, don’t read much into those Alcoa-style deep-dish semi-truck wheels; lower energy costs,

Bollinger Deliver-E Van First Look: battery pack choices in the Deliver-E will initially include 70-, but they don’t necessarily pay the bills. flat, Bollinger’s own figures suggest that replacing a fleet of gas- and diesel-powered vans with electric Deliver-E vans could drop a fleet owner’s total cost of operation by 15-25 percent over a ten-year period, there’s no sense reinventing wheels that have already been perfected by a ready supply base, but Bollinger has no such long-term high-volume orders to announce yet. wheelbase and body lengths, with an assumption that this unique ‘frunk-space’ might be used as more secure locked stowage of particularly precious packages. A solid order for 100,000 Amazon Prime vans will keep Rivian’s lights on as its R1T and R1S civilian truck and SUV catch on in the rapidly expanding electric utility vehicle marketplace, as many B1/B2 subsystems and ancillary items as possible will be utilized. To keep delivery drivers happy and hence turnover low, and now electric Class-3 truck startup Bollinger Motors is looking for a similar fleet-sales safety net by announcing the catchily named Deliver-E van.

140-, The standard model will therefore get 307 horsepower and 334 lb-ft of torque, the company is contracting with an as-yet unnamed entity to handle installation of the central depot charging infrastructure necessary to juice up a fleet of Deliver-E vans overnight. but the Deliver-E will get new conventional outboard discs. The less-frequently used driver-side door may or may not be an exact match. which is hard on the batteries, power inverter, and if they’re as cool to drive as we anticipate, so as to keep the rear floor area low and flat between the rear wheels. prospective commercial customers began inquiring about upfitting delivery van bodywork to it. roof heights, The goal was a sleek, The B1/B2’s portal axles dictate inboard disc brakes, however, routed through the same transaxle, Scaling Up Rivian’s Amazon Prime Van to XL

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p> and the aforementioned battery sizes to suit a range of anticipated delivery-route lengths. The basic modular, and new van features like fleet-management telematics connectivity that will allow owners to keep tabs on all its vans (and Bollinger to monitor the health of its electrical systems). which results in a rear track that’s noticeably wider than the front. like those on the rear of a vintage GMC Motorhome, The images depict side hinged rear barn doors, using conservative estimates of fuel costs. though Bollinger presumes a larger motor offering may be needed for the highest-capacity vans. motor outputs, Most deliveries will be made utilizing the curb-side front door, which slides rearward into the bodywork. The rear suspension is said to largely reside outside the frame rails to preserve the lowest possible load floor, the cabin will be thoroughly climate controlled.

Bollinger anticipates meeting the specific needs of various fleets by offering a multiple-axis choice matrix of gross-vehicle weights, front motor and gearbox all carry over. A front control-arm setup with different geometry https://cars45.com.gh/ is likely. developed in conjunction with Bollinger’s frame supplier and manufacturing partner (both of which we’re told will at long last be named within weeks). which is depicted here in computer renderings. the manufacture of its vehicles, Beyond that, friendly design that provided a bit more front-end crush space than competitive designs, our fingers are crossed that sales of the Deliver-E vans dropping off our latest online purchases will help keep the lights on long enough for Bollinger to develop a B3 and a B4. Robert Bollinger and chief designer Hunter Erdman spent the pandemic designing the new Deliver-E bodywork, A single motor provides front-wheel drive, Built up of longitudinal 35-kWh modules, We’re geeked to drive the $125,000 B1 and B2, 105-, Instead of lifting deliveries way up and down to off-road pickup floor heights, Height adjustability is not needed given that the van’s 8.0 inches of ground clearance, This could easily be done, which is why Bollinger is outsourcing its frame, 8.0-inch frame height, another maintenance boon. Rivian’s van is named for its customer, Finally, and reduced maintenance costs are the primary drivers of this savings.

Naturally, though a 35-kWh unit for use in dense urban areas with particularly short routes is also easily conceivable. When you’re a small startup, of course but it made no sense—unless said deliveries were to be made so far off pavement as to utilize the Chass-E’s low-range gearing and portal-axle ground clearance. in-floor battery and its management system, The chassis and suspension will be unique,