Electric Truck News From Bollinger & XL Hybrids

If Elon Musk is going to build an electric pickup truck, he better get busy. Two US companies — Bollinger and Workhorse — say they have an all-electric truck/SUV coming to market soon, and XL Hybrids will have plug-in hybrid conversions for pickups on the road soon. Light-duty trucks and SUVs now make up over half of the US new car market, which makes any options that lower the carbon emissions they produce welcome news for the environment.

Workhorse and XL Hybrids vehicles are being marketed primarily to fleet customers such as delivery and utility companies, not as feelgood devices for treehuggers but as vehicles that will cost less in the long run through reduced fuel and maintenance costs. Nothing gladdens the heart of a fleet manager more than saving money.

Bollinger Motors

Bollinger Motors, located in New York, revealed images this week of the chassis structure for its electric on- and off-road sport utility truck. The chassis is made from aluminum chassis and weighs only 295 pounds. It incorporates a high-strength-steel rollover structure. Designed for optimal off road operation, it has a wheelbase of 105 inches and a track of 68 inches. The approach angle is 56 degrees, the departure angle is 53 degrees, and the breakover angle is given as 33 degrees.

The Bollinger chassis has a ride height of 15.5 inches but will be adjustable using a self-leveling, fully independent, hydro-pneumatic suspension with 10 inches of wheel travel. The A-arms are made of high-strength steel and are attached to the frame using durable polyurethane bushings. Good news for off-roaders includes anti-roll bars that can be disconnected to allow traction-enhancing, full-suspension articulation.

Teaser photo of Bollinger electric SUV via company website

“We utilized the area between the chassis rails, below the driver and passenger, to house our battery storage system and located the high voltage electronics in the center of the chassis below the floor level. This gives the vehicle a very low center of gravity which makes for unmatched on and off-road stability,” said Karl Hacken, Bollinger Motors’ Chief Engineer. “We also designed the hydraulically assisted steering rack in-house to allow us to fine tune the driving dynamics to our exact specifications.”

“This chassis will be the foundation for our advanced all-wheel-drive system and our all electric powertrain which will combine to produce best in class horsepower, torque and ground clearance,” said Robert Bollinger, the company’s founder and CEO. “We are pushing the truck category forward and have improved on what is currently available in the marketplace today to make a world-class vehicle that can go anywhere and do anything.”

XL Hybrids

XL Hybrids this week announced a partnership with Knapheide Manufacturing Company, a US-based commercial vehicle equipment provider. Beginning in the fourth quarter of 2017, Knapheide will become a ship-thru installer of XL Hybrids’ XLP™ plug-in hybrid electric (PHEV) upfits on Ford half-ton pickup trucks. Ford will ship the trucks to Knapheide’s Kansas City facility. Knapheide will then install the XL Hybrids powertrain and ship the modified trucks on to customers.

“The ease of integration of XL Hybrids’ technology onto Ford vehicles, combined with the fact that our installation follows all Ford eQVM guidelines integrating with the intact Ford powertrain, contributed to XL Hybrids getting Ford’s ‘eQVM’ designation,” said Chris Weiss, vice president of engineering for Knapheide. “We look forward to working with XL Hybrids to market and deploy both their HEV and PHEV products to our fleet customers, resulting in real vehicle lifecycle cost-reduction from fuel and maintenance savings.”

Both XL Hybrids and Knapheide were recently recognized within Ford’s new “eQVM” program, which is a vehicle electrification version of its long-standing Qualified Vehicle Modifier program. XL Hybrids was the first to be awarded the Ford eQVM supplier status, while Knapheide was the program’s first-ever eQVM installer.

“XL Hybrids’ XLP system is the first Fleet-Ready™ plug-in hybrid electric technology designed specifically to meet the operational requirements of fleets, as well as deliver a solid financial return,” said Clay Siegert, co-founder and chief operating officer. “Plus, our cloud-based data analytics system, XL Link™, provides fleets with an unparalleled ability to measure key performance indicators and receive an analytics summary of millions of vehicle operational data points per vehicle.”

The XLP technology will be installed in MY17 and MY18 Ford F-150 pickups. XLP will be compatible with a range of wheelbasesas well as cab and bed configurations. Installation of the XLP PHEV system can be completed in just hours on F-150 pickup trucks as a ship-thru upfit. The XLP technology leaves the original equipment manufacturer’s (OEM) engine, transmission, fuel system, and exhaust system completely intact. Fleets will maintain the complete OEM warranty, and get a three-year, 75,000 mile warranty from XL Hybrids on the XLP powertrain.

“Knapheide has performed XL Hybrids system installations on a range of Class 2 vans and Class 3 and 4 cutaways for major national and municipal fleet customers,” said Bo Knapheide, senior vice president of distributor and fleet operations. “Now that we are adding the capability of performing ship-thru installations of plug-in hybrid electric systems from XL Hybrids, we expect the pace of growth to increase as more and more utility and municipal fleets seek electrification options.”

Source: Bollinger via Electric Cars Report, XL Hybrids via press release and email

XL Hybrids Plug-in Hybrid Electric Pickup Truck Coming This Fall

Fleet customers will soon be able to choose the popular Ford F 150 pickup truck with an XL Hybrids powertrain. The XLP™ system from XL Hybrids turns the standard vehicle into a plug-in hybrid electric pickup truck and will be available to fleet customers as a “ship through” up-fit option beginning in the fourth quarter of this year.

XL Hybrids is the leading supplier of connected fleet electrification solutions for commercial and municipal fleets. Utility companies NV Energy and DTE Energy will be among the first fleet operators to put pickup trucks with XLP plug-in hybrid system into service. The system delivers a 50% increase in fuel economy while reducing carbon dioxide emissions significantly.

Other orders for the plug-in hybrid equipped pickup trucks have been received from San Diego Gas & Electric Company, Liberty Utilities, Hawaiian Electric Company, the government of Montgomery County, Maryland, and the city of Newton, Massachusetts.  SDG&E is expected to acquire a total of 110 vehicles based on a recent memorandum of understanding

The XLP plug-in hybrid technology is compatible with Ford’s 2.7 liter EcoBoost engine and with the 3.3 liter base engine that will be offered starting with its 2018 model year. Both engines will be equipped with start/stop technology. The system can be installed with all the wheelbase, cab size, and load bed options offered by Ford.

The XLP technology leaves the original equipment manufacturer’s (OEM) engine, transmission, fuel system, and exhaust system completely intact. It also is fully compatible with the manufacturer’s original factory warranty. Installation takes just a few hours at an up-fit facility located between the factory and the final customer.

Its lithium ion high voltage battery pack can be fully charged overnight using a standard wall outlet or in three hours using a Level 2 charger and a  standard J1772 plug. The XLP system will have no special maintenance requirements.

The major auto companies have been slow to offer plug in hybrid or electric pickup trucks to fleet, commercial, or individual customers, which has left room for independents like XL Hybrids and Workhorse to develop their own proprietary systems. Workhorse says it intends to begin production of its own plug-in hybrid electric pickup truck later this year. That will make it the first all new truck manufacturer to enter the US market this century.

Source: Electric Cars Report

XL Hybrids Introduces Plug-in Hybrid Pickup Truck System

XL Hybrids has received an order from San Diego Gas & Electric for 110 plug-in hybrid pickup trucks equipped with the companies new XLP system. The package adds an electric motor and a lithium ion battery pack of “more than 10 kWh” to an existing light duty pickup truck. No modifications of the original powertrain are required, which means the original factory warranty remains in full force and effect. The company says its system reduces fuel consumption by about 50% while lowering carbon dioxide emissions.

The XL Hybrids system is an “up fit” package. The trucks are shipped directly from the factory to the company’s facility where the hardware is installed. Once the modifications are completed, the company re-ships them to the customer. XL Hybrids already supplies a conventional hybrid system which has proven durable and effective in real world service. That’s important to fleet managers for whom equipment breakdowns mean higher costs.

XL Hybrids award winning XL3 hybrid-electric powertrains have accumulated more than 35 million road miles with better than 99.9% vehicle uptime on Class 2-6 vehicles in major fleet operations since 2013. That history of reliability makes customers like SDG&E, Liberty Utilities, Hawaiian Electric Company, and Montgomery County Maryland confident the new plug-in package will work as advertised.

“Major fleets that have already adopted the XL3 hybrid-electric up-fit system know and trust that XL Hybrids is ‘fleet ready’ because we deliver on our promise of products that do not compromise fleet operations – and we will do the same with our new XLP system,” said Clay Siegert, XL Hybrids’ co-founder and chief operating officer. “Our technology will be the first plug-in solution that is available for tried and true commercial pickup trucks for fleets today. XL Hybrids is committed to providing products that do not impact service, delivery, or field operations.”

The plug-in package adds 650 pounds to the weight of the vehicle, which could be a pickup truck from GM, Ford, or Dodge. Installation at the XL Hybrids facility takes just a few hours. The company says the battery can be recharged in one hour using a 240 volt charger. The new plug-in hybrid pickup truck system also comes with an advanced package of data analytics that will keep track of fuel economy and emissions. The first deliveries of trucks with the XLP hardware package are expected to begin in the fourth quarter of this year.

The announcement from XL Hybrids leaves only one question unanswered. If a private company can make a business out of developing and installing a plug-in hybrid system for pickup trucks, why can’t the factories figure out how to do the same thing themselves?

Source: Electric Cars Report

XL Hybrids Adds Hybrid System For Ford Transit Vans

XL Hybrids, named one of the world’s 50 most innovative companies by Fast Company in 2014, has added to its hybrid powertrain offerings by introducing an application for the new Ford Transit van sold in North America. XL Hybrids currently offers versions of its hybrid power systems for Ford Econoline vans and wagons up to E450 models. The Transit has replaced the E-150 already. It is scheduled to replace all Econoline models, which date back to the 1960’s, within a few years.

According to the XL Hybrids website: “Founded by a team from MIT, XL Hybrids is the pioneering developer of hybrid electric powertrains that deliver a 25 percent increase in miles per gallon and reduce carbon dioxide emissions. We engineered the award-winning XL3 Hybrid Electric Drive System to increase vehicle efficiency, while generating a positive return-on-investment from the fuel savings.”

The Ford Transit unibody construction poses significant challenges for alternative ‘fueled’ vehicle upfits, but because of the simple compact design of the XL3 technology we were able to integrate our hybrid electric system to the Transit without any impact to cargo or passenger space. — Dr. Edward Lovelace, chief technology officer for XL Hybrids.

The XL Hybrids XL3 system is compatible with both the Ford EcoBoost engines and the 3.7 liter V6 engine. It also fits all wheelbases and roof heights offered in the new Transit line. The system weighs less than 400 lbs and is installed behind the the transmission in about six hours. The original Ford manufacturers warranty is unaffected by the addition of the XL Hybrid system, which itself is separately warrantied for three years or 75,000 miles.

The XL Hybrids XL3 system needs no special plugs or driver training and no charging or fueling infrastructure. The technology works seamlessly in the background with no impact on fleet operations or service. The cost of the system is offset over time by the 20% fuel savings the system makes possible.

XL Hybrids Wants You to Know: They’re Still Here

We first covered XL Hybrids back in 2011. Back then, we were excited about the company, which promised to offer bolt-on retrofit kits that would turn high-volume vehicles like full-size GM vans and Panther-platform Fords into more fuel efficient gas-electric hybrids. It seemed like a great thing, but we didn’t hear much about the company. After a while, we mostly forgot about it.

Mostly.

A few weeks ago, however, I received an email from Jay Sandler asking if we were still interested in hearing about what XL Hybrids was up to. After more than three years, I told him that I was surprised XL Hybrids was still up to anything at all – and that’s when things started to get pretty interesting.

Jay is the Vice President of Sales and Marketing for XL Hybrids – and he’s been busy. The company’s first commercial products launched late summer last year. These were hybrid retrofit kits for Chevy Express 2500 and 3500 vans which were closely followed by kits for Ford’s E series Econoline vans. That E series retrofit surprised me, since that van has been largely out-Darwined by the Mercedes Sprinter and Ford’s own Sprinter series vans.

“That’s true,” said Sandler. “They’re still making E series vans, though, to fill existing orders. On top of that, there are millions of those vans, from E150s to E350s, still in operation in fleets all over the country. Our conversions can help extend the lives of those fleets and reduce their running costs.”

That seemed like sound reasoning to me, but I wondered (aloud) if people would put an expensive retrofit package onto an existing vehicle that they, maybe, didn’t want to put any more money into.

Sandler actually laughed at that. “That’s why we’re still around.” It turns out, XL Hybrids is still around because its retrofit conversion kits sell for about $8000, and can typically pay for themselves in gas savings in about 3 years. “36-39 months,” says Jay, adding “that’s without government or tax incentives figured in. We can actually make a solid business case for our conversions.”

That’s a far cry from competing hybrid truck products like Bob Lutz’ VIA project, which offers $79,000 pickups that would- well, let’s just say that it would take you “longer” to get your money back out of a Via truck without some serious government subsidies.

We had a chance to do some direct question-answer stuff ahead of an industry trade show in California. I typed furiously, but may have missed a few words here- so take these as “paraphrasing” rather than direct quotes from Jay. Enjoy!

Q&A With XL Hybrids’ Jay Sandler

---

Q. What’s the big take-away, the main point of what XL Hybrids is doing?
A. I’d say the product is easy to operate. There’s no special driver training required, so (the drivers) can just get in and drive. Our hybrids drive just like conventional vans, but it picks up braking energy and turns it into kinetic energy going forward, so it gets a 25% increase in MPG.
Q. How does the product impact OEM warranty?
A. There’s no impact, because there’s no interaction with the ECU/TCU. Our hybrid system reacts to data on the CAN Bus, in that it “listens” and then applies TQ or braking as it sees fit.
Q. How long does it take to install?
A. Most shops can install our product in about 5 hours.
Q. Do you have a CARB number?
A. Yes. Even if we don’t touch the emissions controls, California requires it. We have a vehicle in the CARB lab and expect to be certified shortly.
Q. Do you see VIA Trucks as a competitor? How do you compare, cost-wise?
A. The XL Hybrid system is less than $10,000- closer to $8,000 in volume. The VIA system is closer to $80,000- which is, like, crazy. They can make sense with large gov’t subsidies covering the incremental difference, but the problem is that gov’t subsidies aren’t always forever and they aren’t always consistent. That’s not a sustainable business case, because there doesn’t seem to be any economic sense to an $80,000 conversion if you have to pay for it yourself. XL’s simplicity also removes the VIA’s need for specialized training for techs and dealers nationwide. 5 hour install. If it fails, it’s just a van until it gets repaired.
Q. How long to recoup your investment?
A. 3 years. 36-39 months, in most cases.
Q. What’s the biggest deal, the key idea you want people to “get” about XL Hybrids?
A. Again, I think it’s the fact that we make good economic sense without subsidies. That’s a pretty unique claim in the green space. Most of the few similar options for fleets out in the market today don’t make sense without incentives.

Source: Gas 2.

Johnson Controls to supply Li-ion pack for XL Hybrids aftermarket system; Class 1 to 3 commercial vehicle hybrid electric powertrain

XL Hybrids, Inc., developer of a low-cost hybrid electric powertrain designed specifically for class 1 to 3 commercial fleet use (earlier post), signed a one-year supply agreement with Johnson Controls, Inc. for 1.8 kWh Li-ion packs for use in XL’s aftermarket hybrid conversion system.

The packs, with a peak discharge power rating of 50 kW and nominal voltage of 260V, will use high-power, spiral-wound Lithium Nickel Cobalt Aluminum (NCA) cells to power light-duty commercial vehicles, such as the Chevrolet Express and GMC Savana vans. The cells, modules and packs will be manufactured at Johnson Controls’ Meadowbrook facility in Holland, Mich, says David DeGraaf, vice president and general manager of the Americas’ original equipment business at Johnson Controls Power Solutions.

Johnson Controls’ Meadowbrook facility, which received a $299-million grant through the American Recovery and Reinvestment Act, produces complete Lithium-ion battery cells and systems for hybrid and electric vehicles. Pack assembly began in September, 2010, with cell production starting in the summer of 2011. Johnson Controls has supply contracts with Daimler, BMW, BAIC, Geely and Odyne.

Our agreement with Johnson Controls, one of the largest automotive suppliers in the world, gives our team and customers confidence in the performance and quality of such a critical component as the energy storage system. Purchasing a battery pack manufactured in the USA was an additional bonus as we are committed to supporting domestic production.

—Clay Siegert, co-founder and vice president of supply chain at XL Hybrids

XL Hybrids has already sold hybrid Chevrolet Express vans to some of the largest fleets in the US for fleet pilot testing. The company’s hybrid electric powertrain integrates seamlessly with the original equipment manufacturer’s engine and transmission. By integrating Johnson Controls’ Lithium-Ion battery packs, the system is capable of reducing fuel consumption by up to 21% on urban routes, helping fleet managers reduce fuel costs without added infrastructure or changes to operations.

The hybrid Chevrolet Express and GMC Savana vans featuring the 1.8 kWh battery pack from Johnson Controls will go on sale in 2013. XL Hybrids will extend its offering to include a full lineup of hybrid makes and models including the most popular pickup trucks and vans.

Our strategy for sourcing components is to work with the top tier component suppliers. As a startup, we manage our risk by working with the best component suppliers; that allows our company to focus on our core inovation, system design, and how get out to the field. It’s a process we’ve learned.

—Justin Ashton, co-founder and vice president of business development, XL Hybrids

The cell and the module technology applied in the pack has been tested and used in other automotive applications, DeGraaf said, but the pack was developed specifically for XL Hybrids.

We tried to use as much core technology as we could. For XL Hybrids [the pack] is optimized for power for an HEV application. We are committed to the [automotive Li-ion] space for the long-term. We work with customers, on their energy or power solutions, and then utilize the core products, what we have developed today at Toledo or Meadowbrook.

—David DeGraaf

Independent testing shows 21.2% reduction in fuel consumption with XL Hybrids retrofit system

The XL Hybrids system in place. Click to enlarge.

Testing at an independent EPA-certified vehicle laboratory showed a 21.2% reduction in fuel consumption achieved with XL Hybrids’ aftermarket hybrid electric powertrain on a light-duty cargo van on the UDDS cycle (urban conditions). The company had been targeting a 20% reduction.
The tests were conducted on a light-duty chassis dynamometer test cell featuring a twin-roll Clayton dynamometer. The testing process compares fuel economy performance from the vehicle in its original condition with the performance using XL Hybrids’ charge-sustaining hybrid system. The test was completed using a Chevrolet 2500 Express cargo van fitted with the original equipment manufacturer’s 4.8L engine and 6-speed transmission.
XL Hybrids’ hybrid electric powertrain is a low-cost, low-risk, bolt-on, post-transmission parallel hybrid technology designed for Class 1–3 commercial vehicles that integrates seamlessly with the conventional internal combustion engine and transmission. The current 2012 powertrain consists of a 2 kWh lithium-ion battery pack, a 40 kW (53 hp) electric motor and a proprietary hybrid control system that operate with the OEM internal combustion engine and automatic transmission.
Integration of the XL Hybrids (XLH) system is right at the tail housing of the transmission. XLH removes the stock tail housing, and replaces it with the XL system with integrated electric motor. There is no removal of major components of the OEM powertrain, notes Justin Ashton, co-founder and vice president of business development.

What’s unique about our system is that it’s bolt-on—we don’t have to modify the ECU or the TCU. Our hybrid controller connects to the CAN; our controller is read-only. We listen to CAN, collect signals. That totally gets around the problem of having to create a whole new set of controls for the engine and transmission. It also doesn’t necessitate a recertification of the vehicle for safety, emissions.

The underlying internal combustion engine is unaffected because of how we integrate with the vehicle. We don’t touch the warranty. Our own components have a 3 year, 75,000 mile hybrid system warranty.

—Justin Ashton

This year, the company will release between 30 to 50 fleet trials, Ashton told Green Car Congress, using the 2012 system. XLH engineers have already designed the next-generation release, in which the battery pack is downsized to 1.5 kWh, Ashton said. Both the 2.0 kWh and 1.5 kWh packs were in essence “off-the-shelf”—i.e., already developed for an OEM and sold worldwide, to reduce XLH’s engineering costs.
The current 2.0 kWh pack sits inside the vehicle; the 1.5 kWh pack is intended to fit between the frame rails.

From a higher-level perspective, what’s important to customer is the benefits of fuel consumption reduction, as opposed to what the technology is. OEMs can get higher mpg improvements by using different architectures. Our focus has always been from day one to be cost-effective. We rely on customer interest for the ROI threshold. They’ve told us if you can get this to an under 5-year payback, then we can talk.

—Justin Ashton

The planed price for production in 2013 for the full release system is starting under $8,000 including installation, Ashton said, with fleet discounts beyond that. The system is designed to be installed in about 4 hours, faster at a commercial upfitter.
In May, XL Hybrids signed an agreement with Henley Transmission Services, LLC, the largest franchise holder of AAMCO automotive service centers, to certify AAMCO technicians to install and service XL Hybrids’ hybrid-electric conversions.
XL Hybrids was founded by MIT alumni and is based in Boston.

XL Hybrids to display retrofitted hybrid Chevrolet 2500 Cargo Van at MIT Energy Conference

XL Hybrids, Inc., a company that has developed a low-cost hybrid electric powertrain designed specifically for class 1-3 commercial fleet use, will display a Chevrolet Express 2500 cargo van fitted with the company’s hybrid technology at the 2012 Massachusetts Institute of Technology (MIT) Energy Conference Energy Showcase on 16 March.

The XL Hybrids powertrain consists of a 2 kWh lithium-ion battery pack, a 40 kW (53 hp) electric motor and a proprietary hybrid control system that operate seamlessly with the OEM internal combustion engine and automatic transmission.

The company says that its hybrid powertrain increases the EPA city fuel economy by 25%, which can provide a three year payback without government incentives, or immediate savings when combined with vehicle financing. Benefits of the hybrid powertrain include:

• It is designed for rapid installation—less than four hours—in commercial vehicles without modifying or removing the original equipment manufacturer (OEM) engine or transmission.

• There is no additional charging infrastructure or significant impacts to routing or cargo capacity, making XL Hybrids’ solution suited for commercial vehicles that operate under a high daily mileage in urban or suburban areas.

The hybrid powertrain is currently available for the Chevrolet Express and GMC Savana 2500 cargo and passenger vans, and the company is expanding the product lineup to include other makes and models of fleet vehicles, including Chevrolet and Ford vans and pickup trucks.

XL Hybrids was started by MIT alumni who collectively have founded four alternative energy companies. XL Hybrids president and founder Tod Hynes is also a co-founder of the MIT Clean Energy Prize, and XL Hybrids co-founder Justin Ashton was a finalist in the 2008 MIT Clean Energy Prize for a water desalination startup, Nanopur.

XL Hybrids Announces Customer Test Pilots for Bolt-on Hybrid Systems

There has been so much focus on the world of hybrid cars, that sometimes it feels like the vehicles most in need of MPG improvements, like trucks and vans, are forgotten by the OEM’s. But this week XL Hybrids announced a pilot testing program of its bolt-on hybrid system for GM full-size vans…with plans to expand to other popular fleet vehicles as well.When last we covered XL Hybrids, they had been conducting tests of their bolt-on hybrid system on the popular Panther-platform (aka Ford Crown Victoria’s). Unlike conventional hybrid systems that are integrated into the car from the factory, XL Hybrid’s system is designed to be a cost effective solution for improving fleetwide fuel efficiency by as much as 20% in city driving. A small electric motor provides up to 53 extra horsepower and 240 ft-lbs of torque, while in no way adversely affecting either performance or drivability. A 2 kWh battery pack powers the electric motor, helping to takea lot of load off the engine, thus significantly improving fuel economy without ever touching the OEM engine or transmission. This could lead to annual savings of between $1,500 and $2,500 per year, per vehicle. Multiply that by a larger fleet…and you are talking about tens of thousands of dollars in potential savings every year.

XL Hybrids is beginning a pilot test program utilizing Chevy Express and GMC Savanna full-size vans. Payback on these systems, depending on mileage driven, is expected to be in the 3-5 year range, driving 25,000 miles annually. As any small business owner will tell you, it is easy to rack up that many miles (or more!) in a year, and with gas prices continuing to edge higher, the payback on these systems could actually be even shorter.

I had a chance to talk with XL Hybrid’s vice-president Justin Ashton, who emphasized that XL Hybrids will be focusing on heavy duty fleet commercial vehicles (no hybrid Mercury Marauder, I am afraid.) And in addition to this pilot program, XL Hybrids is also moving to a new facility in Brighton, MA, and they are even accepting applications for local pilot program testers. So if you’re in the area and what to see just how effective XL Hybrid’s system really is.

Source: Gas2.0

XL Hybrids Offers Solutions for Fleet Vehicles Increasing Gas Mileage and Lowering Emissions

A plug-and-play hybrid conversion for the Lincoln Town Car is helping the ubiquitous “black car” turn green.

XL Hybrids, a startup in Somerville, Massachusetts, has created a low-cost battery-powered electric motor that installs on a Lincoln Town Car in under six hours, boosting power by 20 horsepower and reducing fuel consumption 15 to 30 percent.

Given that real-world fuel economy in a Town Car seeing hardcore urban duty is 13 or 14 mpg, the hybrid conversion can pay for itself in fuel savings within 24 months, says co-founder Justin Ashton. No word yet on the per-unit cost, but expect payback time to shorten as fuel prices rise.

Ford sold over 10,000 Town Cars last year, with many of them going to livery operators who are not only struggling with fuel costs, but mandates from customers and city governments to go green.

According to Ashton, the project was designed with fleets in mind. “Before settling on an architecture, we got real-world data from fleets,” he said. ”Due to the extreme nature of their driving, their fuel bills are astronomical.”

Though there are myriad reasons for greening a fleet of vehicles, XL pitched their technology straight at the wallet. “We want to reduce fuel consumption, but we know the only way to do that is by saving people money,” Ashton said.

The conversion is simple enough and can be performed in shops fleets already use to service their vehicles. A small lithium-ion phosphate battery takes up about a quarter of the trunk’s parcel shelf, leaving plenty of room for suitcases. The 20 hp electric motor and belt drive bolt on at the differential, and the car’s engine management software is reprogrammed with software uploaded through the OBD II connector.

XL is a systems integrator — they sourced parts from other suppliers, including Ashwoods — so all parts are available off the shelf. The only additional maintenance for a hybrid vehicle is a replacement of a $20 rubber belt every 50,000 miles; Ashton said the car’s original warranty remains valid after the conversion.

It’s a mild hybrid conversion, as the cars will never run on electric power alone. The battery will power some accessories while the vehicle is switched off, but the system won’t run air conditioning as its currently designed.

For XL, the Town Car is just the first in a long line of conversions. Ashton said the company expects to do the bulk of their conversions on vans and limousines. The goal is 10,000 conversions annually. They’re still a long way from that, but the company plans to convert 500 vans for a fleet customer that can’t yet be named, as both companies are still in negotiations.

Beyond being the company’s first product, the hybrid system is a testbed for future technology because many of Town Car components are shared with Ford vans. The cars also are damn-near ubiquitous in any major city, making it easy to do some serious R&D.

“It’s a great place to get data and a lot of miles as quickly as possible,” Ashton said.

We took a spin in a hybrid Town Car and while tooling around Boston found it indistinguishable from every Town Car we’ve ever taken to or from an airport in the past. Unless you’re looking at the car’s undercarriage, nothing about it says “hybrid” — though companies eager to tout green cred will surely change that. Inside, an LED display shows how much boost the electric motor is providing — an addition that Ashton said was aimed at passengers, not the driver.

As we passed countless Priuses and Camry Hybrids with livery plates, Ashton pointed out the advantages of a converted Town Car, not the least of which are roominess, butter-soft seats and cavernous trunk. “There’s a certain class of passenger that requires this,” he said.

Fleet owners also love the ease of repairing a Town Car, plus the low cost of maintenance.

Perhaps the most attractive reason for fleets to convert existing cars, however, is they already own them. Upgrading an existing fleet is far cheaper than replacing it. Despite the looming demise of the Panther platform on which the Town Car is based, fleets will eke out every last mile before trading them in for newer models.

“These cars will be on the road for three to five years, no matter what you do,” Ashton said. If owners can save money with a little added battery power, we expect to see Town Cars on the roads for years to come.

Photos: XL Hybrids. Top photo: XL Engineer Brian Leach and a converted Town Car. The battery pack is visible on the trunk’s parcel shelf.

Source: Wired