Electric vehicles (EVs) are not only characterized by the absence of exhaust fumes, but also by their unique motors. A leader in the development of innovative motors is ZF Friedrichshafen with its magnetless motor for electric vehicles. The pursuit of magnetless motors. Many global companies, realizing the growing market for electric vehicles, are prioritizing the […]
Electric vehicles (EVs) are not only characterized by the absence of exhaust fumes, but also by their unique motors. A leader in the development of innovative motors is ZF Friedrichshafen with its magnetless motor for electric vehicles.
The pursuit of magnetless motors.
Many global companies, realizing the growing market for electric vehicles, are prioritizing the development of magnetless motors. ZF’s method consists of a new integration of an inductive converter into the motor rotor. This approach not only reduces the size of the motor, but also provides performance that is as good as traditional permanent magnet synchronous motors (PMSMs), which are currently the industry favorite.
ZF’s design bypasses the environmental and logistical issues associated with the use of rare-earth magnets. Conventional motors rely heavily on these magnets, the mining of which poses a serious environmental threat and disrupts supply chains.
What makes ZF different.
The essence of ZF’s innovation lies in the inductively excited synchronous motor (I2SM). Instead of external brushes or rings, which have their own problems, the ZF motor utilizes contactless induction. In this design, the inductive emitter is located at the very center of the rotor, resulting in a significant reduction in the axial length of the motor.
In addition, the I2SM can sometimes outperform a permanent magnet synchronous motor (PSM), especially at high speeds, due to the absence of heat-generating permanent magnets.
Understanding contactless induction.
So how does contactless induction actually work? Simply put, it’s a way of transmitting electricity or data without a physical connection. Electromagnetic waves are used to create a magnetic field that induces a current in a nearby device. This method does away with components such as brushes, which can wear out and reduce efficiency.
Why magnetless motors are important.
The advent of magnetless motors signals a change in the electric vehicle industry. These motors have many advantages, including:
Efficiency: By eliminating heat loss and friction, they maximize energy conversion.
Environmentally friendly: By eliminating rare earth metals, they provide an eco-friendly alternative.
Durability: With fewer components that can break down, they guarantee longevity.
An efficient electric motor is crucial for a thriving EV sector. The electric vehicle market is projected to reach a staggering $1,105 billion by 2030, so innovations such as ZF’s magnetless motor can increase range, reduce charging times and generally increase the appeal of EVs.
Conclusion.
As the electric vehicle market continues to evolve, ZF Friedrichshafen is setting new benchmarks in the development of magnet-free motors. Innovative solutions that address the challenges posed by rare-earth magnets represent a promising direction for the sustainable development of future electric vehicles. The progress of magnet-free technology will undoubtedly impact the field of electric motors in the coming years.
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Starting an electric vehicle business isn’t just a walk in the park. When you think back to when Tesla nearly went bankrupt and Ford suffered billions of dollars in losses in its EV ventures, Rivian is at a crossroads today, just like its predecessors. Newcomers like Faraday Future and Lordstown Motors are already facing financial […]
Starting an electric vehicle business isn’t just a walk in the park. When you think back to when Tesla nearly went bankrupt and Ford suffered billions of dollars in losses in its EV ventures, Rivian is at a crossroads today, just like its predecessors. Newcomers like Faraday Future and Lordstown Motors are already facing financial difficulties, manufacturing failures, and litigation.
Rivian’s performance: A mixed picture.
Rivian is showing promising results, having successfully delivered electric trucks for nearly two years. The company’s latest quarterly report shows impressive growth, with 16,304 vehicles delivered, beating both the previous quarter and analysts’ expectations. Beneath that success, however, is a troubling financial picture: a loss of nearly $33,000 per vehicle.
Collaboration and competition are in the past.
Ford, once a major investor in Rivian and planning to use Rivian’s Skateboard platform, eventually dropped the collaboration and opted to develop its own EV solutions. This turnaround not only changed Ford’s direction, but also marked a transformational phase for Rivian, culminating in a reduction in Ford’s financial support. The move brought Rivian and Ford into a competitive field.
The harsh financial truth.
A recent report in The Wall Street Journal reveals Rivian’s severe losses. Even with a whopping $1.121 billion in revenue, Rivian posted a loss of $32,595 per vehicle in Q2 2023. Thus, the company’s gross margin ended up at a negative 29%. The reasons? High startup costs, production ramp-up, hiring, and R&D investments.
Rivian, which is currently one of the most expensive electric vehicle manufacturers in the world with a market value of more than $100 billion, faces a daunting task. Despite an average selling price of $80,000 per vehicle, the company is losing about $33,000 on each vehicle due to rising manufacturing costs. This challenge is further exacerbated by market trends that have seen the average selling price of EVs drop to around $53,376 per vehicle.
Rivian’s strategy and outlook.
Rivian’s emphasis on luxury trucks and SUVs, which account for about 83% of the company’s total sales, and the attraction of a select market segment further exacerbates its financial challenges. In two years, the company has already depleted “half of its $18 billion cash pile,” largely due to production constraints and component procurement costs.
However, hope is not yet lost. Thanks to increased production and cost-cutting measures by CEO R. J. Schering, there are signs of improvement. Nevertheless, the problems remain serious.
According to The Wall Street Journal, Rivian engineers are aiming to reduce production costs to $40,000 per vehicle. However, questions arise: Will cost reductions alone be able to bring Rivian to profitability by the end of 2024? While loss margins per vehicle are showing improvement, upcoming third-quarter financial results will provide a clearer picture of Rivian’s trajectory.
Conclusion.
Rivian’s third quarter results, scheduled to be released on November 7, will provide a deeper insight into the company’s financial health and its chances of meeting its profitability targets next year. The EV market, competitive and challenging, is one we will be watching closely.
Is there a topic you would like to discuss with us? Let us know!
Note: Our content is for entertainment purposes and is fueled by the latest news, rumors and intriguing speculation.
Starting an electric vehicle business isn’t just a walk in the park. When you think back to when Tesla nearly went bankrupt and Ford suffered billions of dollars in losses in its EV ventures, Rivian is at a crossroads today, just like its predecessors. Newcomers like Faraday Future and Lordstown Motors are already facing financial […]
Starting an electric vehicle business isn’t just a walk in the park. When you think back to when Tesla nearly went bankrupt and Ford suffered billions of dollars in losses in its EV ventures, Rivian is at a crossroads today, just like its predecessors. Newcomers like Faraday Future and Lordstown Motors are already facing financial difficulties, manufacturing failures, and litigation.
Rivian’s performance: A mixed picture.
Rivian is showing promising results, having successfully delivered electric trucks for nearly two years. The company’s latest quarterly report shows impressive growth, with 16,304 vehicles delivered, beating both the previous quarter and analysts’ expectations. Beneath that success, however, is a troubling financial picture: a loss of nearly $33,000 per vehicle.
Collaboration and competition are in the past.
Ford, once a major investor in Rivian and planning to use Rivian’s Skateboard platform, eventually dropped the collaboration and opted to develop its own EV solutions. This turnaround not only changed Ford’s direction, but also marked a transformational phase for Rivian, culminating in a reduction in Ford’s financial support. The move brought Rivian and Ford into a competitive field.
The harsh financial truth.
A recent report in The Wall Street Journal reveals Rivian’s severe losses. Even with a whopping $1.121 billion in revenue, Rivian posted a loss of $32,595 per vehicle in Q2 2023. Thus, the company’s gross margin ended up at a negative 29%. The reasons? High startup costs, production ramp-up, hiring, and R&D investments.
Rivian, which is currently one of the most expensive electric vehicle manufacturers in the world with a market value of more than $100 billion, faces a daunting task. Despite an average selling price of $80,000 per vehicle, the company is losing about $33,000 on each vehicle due to rising manufacturing costs. This challenge is further exacerbated by market trends that have seen the average selling price of EVs drop to around $53,376 per vehicle.
Rivian’s strategy and outlook.
Rivian’s emphasis on luxury trucks and SUVs, which account for about 83% of the company’s total sales, and the attraction of a select market segment further exacerbates its financial challenges. In two years, the company has already depleted “half of its $18 billion cash pile,” largely due to production constraints and component procurement costs.
However, hope is not yet lost. Thanks to increased production and cost-cutting measures by CEO R. J. Schering, there are signs of improvement. Nevertheless, the problems remain serious.
According to The Wall Street Journal, Rivian engineers are aiming to reduce production costs to $40,000 per vehicle. However, questions arise: Will cost reductions alone be able to bring Rivian to profitability by the end of 2024? While loss margins per vehicle are showing improvement, upcoming third-quarter financial results will provide a clearer picture of Rivian’s trajectory.
Conclusion.
Rivian’s third quarter results, scheduled to be released on November 7, will provide a deeper insight into the company’s financial health and its chances of meeting its profitability targets next year. The EV market, competitive and challenging, is one we will be watching closely.
Is there a topic you would like to discuss with us? Let us know!
Note: Our content is for entertainment purposes and is fueled by the latest news, rumors and intriguing speculation.
The world’s best electric car gets even better, but also even more polarizing. When talking about mass-market electric cars, it’s hard not to mention Tesla. Last year, the company sold a record 1.3 million vehicles worldwide, nearly double that of its nearest competitor. At the forefront of those astounding sales were the Model 3 and […]
The world’s best electric car gets even better, but also even more polarizing.
When talking about mass-market electric cars, it’s hard not to mention Tesla. Last year, the company sold a record 1.3 million vehicles worldwide, nearly double that of its nearest competitor.
At the forefront of those astounding sales were the Model 3 and Model Y, and for good reason. Both cars are affordably priced, have powerful powertrains, great range, and are perceived as premium high-tech vehicles.
Unfortunately, Tesla is one of the most polarizing brands on the planet. If you forget the face of the company, Elon Musk, for a second, Tesla continues to make baffling decisions, often for the sake of “simplicity.” Whether it’s deciding to make a cyber truck look like a Lego set in order to create a stainless steel “exoskeleton” or installing flashers on the steering wheel to remove plumes behind the wheel, Tesla doesn’t seem to care how the general public reacts to its decisions.
And unfortunately, Tesla has continued this trend with the updated Model 3, a car that had the potential to be a mass-market EV with universal appeal.
The new Model 3 is a great car, but it’s not for everyone.
To Tesla’s credit, the new Model 3 is more attractive and its interior no longer looks like furniture from IKEA. It’s also quieter in the cabin, the suspension geometry has been changed, the tires are softer, and the range is slightly improved. But, of course, it wouldn’t be Tesla if it didn’t try to go overboard in some ways.
Like the Model S and Model X, the Model 3 ditched the paddle shifters and lights in favor of steering-wheel-mounted buttons and an on-screen shifter. But at least Tesla left the klaxon alone and didn’t cut off half the steering wheel.
Technology is certainly appealing to the masses, and it’s certainly one of the Model 3’s main strengths. But as we’ve seen with many other automakers, it’s very easy to overdo them and actually discourage people from buying a car. For example, even the rear seat vents are controlled by a screen.
In the end, you’ll either like or dislike some of the Model 3’s design choices. But to get used to some of them, like the on-screen gear indicator or the blinker buttons on the steering wheel, consumers will have to really want to buy a Tesla over the competition.
Many tend to choose a Tesla because of the ease of charging, but with powerful companies like Ford, GM, Hyundai, and Rivian adapting NACS, this is no longer a unique advantage. Fortunately, even without the charging advantage, there are plenty of reasons for buyers to purchase the car. The Model 3 still offers ballistic acceleration, great range and undeniable value for money.
However, with more competitive affordable alternatives hitting the market, will the Model 3 remain the best-selling EV?
Could the upcoming competition kill the Model 3’s popularity?
But while on paper these cars may squeeze Tesla, in reality Tesla will remain one of the world’s largest EV manufacturers. It remains the only automaker capable of producing more than a million electric vehicles a year, and that number is likely to rise dramatically once the mythical cyber truck finally goes into production and the updated Model 3 hits store shelves.
By comparison, some of Tesla’s best-selling competitors, such as the Mustang Mach-E and Hyundai IONIQ 5, have never exceeded 40,000 units per year. And while that’s likely to change in the next few years, the Model 3 and Y will remain the default choice for many. It’s just a shame that not all of the changes Tesla has made to the Model 3 have made that choice even easier.
I’ve been following electric car news and developments for a long time. In fact, I’ve been interested in electric cars for a long, long time. I remember back in 1996 when GM released the EV1. At the time, it struck me as amazing and a glimpse into the future. The car only had a range […]
I’ve been following electric car news and developments for a long time. In fact, I’ve been interested in electric cars for a long, long time. I remember back in 1996 when GM released the EV1. At the time, it struck me as amazing and a glimpse into the future. The car only had a range of 60 miles, used lead acid batteries, and lacked any charging infrastructure. Eventually, they switched to MiMH batteries. The car was a limited edition and could only be leased. Personally, I think the EV1 was set up to fail for whatever reason. But it was a precursor to Tesla and other great things to come in the future.
Tesla Ecosystem.
Tesla launched in 2005, just 9 years after the GM EV1. But that was a high-end electric car. However, they had a long-term vision. And it was well thought out. The Tesla Supercharger network of charging stations was introduced in 2012, just as the Model S went into production. It took some time for the stations to roll out. But now there are more than 5,500 Supercharger stations with more than 50,000 plugs worldwide. If you look at a map of the United States and filter out just the Supercharger stations, you can see that they have covered the entire country very well. It is also important to note that the very first Supercharger station, the V1, provided 100 kW of power. Many ChargePoint, EVGO, and ElectrifyAmerica charging stations have power far below that. V2 is 150 kW, V3 is 250 kW, and now there is a new V4. Currently, the V4 is only labeled as 250 kW. But I’ve heard that’s a software limitation.
Tesla has not only rolled out a wide network of Supercharger charging stations, but also made sure that they work very well. The charging process is very simple and enjoyable. And the car is regularly charged at maximum capacity. I recently watched a YouTube video of a guy driving a Tesla and a Polestar on a 400-mile trip. He made sure to make plenty of stops during the trip to show how each car felt. It’s very enlightening.
Painful non-Tesla experience.
If you’ve watched this video, I think you know what you’re in for. If you haven’t watched it yet, the basic story is that charging the Polestar was painful to say the least. First of all, there were a lot of broken stations along the way. There were stations with reduced power that were only giving out a fraction of their maximum power due to some problem. There were also a few stations that didn’t seem to have any problems, but couldn’t deliver the full stated capacity for a charge.
One of the most interesting points in the video was why many stations were unable to deliver their maximum charging capacity. The presenter talked about the cable being too small for the charger. I watched several YouTube videos of people taking trips in non-Tesla EV class vehicles. And when they got to the DC fast chargers, they regularly got far less than the amount the charger said it was supposed to deliver. I think this is likely due to the problem the presenter pointed out – the cable just can’t handle the load. It makes sense why, say, the Ionic 5 or the Ford F-150 Lightning were only able to get about 85 kW on charge instead of the claimed 150 kW.
Another thing I’ve noticed when reviewing applications like PlugShare is that many CCS chargers are quite slow. It’s not uncommon to find stations that can only deliver 56 to 86 kW. And finding 350 kW is very difficult. Often there are two 150kW stations and two 350kW stations on a site, while they can run up to 350kW.
Tesla and CCS charging station density.
Another issue that comes up regularly is the number of available spaces on a charging pad. I’ve run into this a lot. There might be about 4 CCS chargers in a parking lot and 10, 20 or more Tesla Supercharger spaces next to them. Tesla is currently far outperforming other models in sales. But as GM, Ford, Hyundai and others sell more and more cars, demand will increase.
One of the problems we have to deal with now is having to wait 20-40 minutes to charge an electric car. If one has to wait for someone else to charge, it adds to the frustration. So if the place is heavily used, you can get a number of very unhappy drivers. Add to that a person who has a car that can charge at a maximum of 150 kW and decides to drive up and use a 350 kW spot, and you’re on the verge of frustration.
NACS is the new North American standard.
Many automakers have announced a switch from CCS to NACS connectors. The NACS connector is the Tesla connector. And Tesla is opening up the Tesla Supercharger network to non-Tesla vehicles. We don’t know yet what this will look like going forward. The first cars from other manufacturers with NACS connectors are expected to start shipping in late 2024 or early 2025. In the meantime, automakers transitioning to the NACS connector will be shipping CCS connector adapters to NACS.
Charging stations not owned by Tesla have already started reporting that they will be retrofitting their chargers with NACS connectors at some point. This will be an interesting transition over the next few years. I wouldn’t be surprised if this change causes a slowdown in non-Tesla electric car sales until new cars come with NACS connectors. It’s hard to say how much of an impact it will have. But I do know that I don’t want to get into a car with a CCS connector from a company that is transitioning to NACS. Yes, they will have an adapter, but who wants to mess around with it?
People are more likely to charge at home.
There is another point to consider in this whole charging discussion. Most people charge their cars at home most of the time. The need for a reliable public charging infrastructure arises when traveling for long periods of time. This is one of the main differences between internal combustion engine cars and electric cars. With an internal combustion engine car, you always need to go to the gas station for gasoline. In the case of an EV, you simply plug in at home.
Currently, home charging is only available to those who own their own home and have a driveway, or better yet, a garage. If you’re renting, you’ll have a hard time getting your landlord to install a Level 2 charging station. If you live in an apartment, you have the same problem. However, the situation is starting to change. I’ve seen a few apartment listings that offer a level 2 charging station in the garage as one of the features. In time, this will become much more common. And I think smart builders will be wiring for level 2 charging stations when building new homes. It costs virtually nothing to run a 240-volt line to any place where it is practical to install a charger. It then requires nothing to attach the appropriate charger to the wall.
Electric cars are inevitable. The pace of their adoption is increasing every year. Yes, there are some obstacles, such as charging infrastructure in public places for long trips. But all these will be overcome within the next few years. GM, BMW, BMW, Honda, Hyundai, Kia, Mercedes-Benz and Stellantis are jointly planning to build 30,000 more charging ports in the U.S. and Canada. Most of them will be located along major highways. But they will install stations in other locations as well.
Ewing, Jack. “G.M. and other automakers to build 30,000 charging stations for electric cars.” The New York Times. https://www.nytimes.com/2023/07/26/business/energy-environment/electric-vehicles-fast-chargers-automakers.html.
