55 ELM last-mile delivery truck | EVD strict targets to hit with the amount of hardware and battery capacity you want in the vehicle.” Then, there is the BOM to consider, which affects the production cost and ultimate price of the vehicle. “ELMs business case is based around taking some market share from existing N1 compact vans, so we need to better the sales price of those products as well as the existing L7e market,” he says. . Efficient choices “What that means for us on the powertrain side of things is we have to be efficient with all of our design in terms of what partners we select, where we’re sourcing from and then, ultimately, in terms of actual design choices,” says O’Flynn. “A lot of the L7es are 48 V vehicles because there is less regulation associated with hazardous voltages around things like connectors and creepage clearance for insulation, which would otherwise add layers to your BOM complexity and cost.” However, the team is exploring how they might benefit from the commoditisation of EV hardware. “Many existing L7es have been around for a decade or so, and things have moved along a lot in that time. So, there is an opportunity to increase the performance of the vehicle by going beyond that 48 V threshold and using the commoditised aspect of what’s out there.” Proving assumptions The programme’s next engineering phase involves proving baseline concept assumptions, focusing on commercial viability, engineering BOM cost and capital expenditure. “A lot of people in the team have come from EV startups in the UK, and we’ve learned from what happened to some of those over the past few years about the level of investment required to deliver certain solutions. So, we need to balance that with fundraising to be able to bring the solution to reality,” O’Flynn says. “We need to prove out those concepts to make sure they are viable from a commercial perspective.” As part of that effort, ELM aims to build 10 full-scale prototypes for engineering validation and customer trials, which will be used to secure further funding for industrialisation and factory ramp-up. These prototypes will serve to validate various systems, including the battery, powertrain, climatic conditions and human factors, while also serving to educate potential customers and gather feedback on the vehicle’s suitability for their operations. Strategic partnerships are crucial for manufacturing, with ongoing conversations focused on hardware development, off-the-shelf systems and production plans. Discussions include aligning developing technology with product needs, and ensuring the viability of sourcing components at the required volumes and cost. Robust and repairable The design prioritises durability for the drivetrain and repairability for exposed parts – the result of direct feedback from potential customers. One logistics company said that they don’t want any vehicles on the road that have any visible damage, meaning that they have to be quick and easy to repair. This has led to all the three-quarter panels being separate, with the intention of limiting damage to relatively small parts that are easily removed and replaced, explains Astheimer, and he adds “that all the lights are deeply recessed so that they will be very difficult to damage.” A package of spares covering all the components most likely to be damaged will be offered with the vehicles. ELM also designed the door hinges to be very robust following customers telling them that the first thing they do after they buy a van is to reinforce the hinges because drivers are always throwing them open and slamming them shut. “The drivetrain they regard essentially as a fit-and-forget item, so that will be engineered for durability first and foremost,” O’Flynn says. “All those things are really important for the customer,” agrees Astheimer. “Downtime is their biggest killer. One customer said: ‘If you could guarantee me zero downtime, I’d pay double for the vehicle’.” ELM’s production target is 10,000 units per year, with various scenarios mapped out based on potential partnerships. The timeline for commercial operation is dependent on investment schedules, with a target start of production set for 2028. E-Mobility Engineering | May/June 2025 Quick and easy repair is essential to customers who don’t want vehicles with visible damage on the road, so all the front and rear three-quarter panels are designed for rapid removal and replacement
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