Bollinger B1 Electric Truck Gets a Nose Job


Plus, bonus video overload!

The Bollinger B1 is more than just another pretty face. Still, that doesn’t mean its developers aren’t afraid to mess with its mug. Especially when it comes to improving the aerodynamics of what is, essentially, a brick.

The rugged machine has undergone some cosmetic surgery to improve the way it moves through the air and possibly provide more cooling potential. The vents on the fascia that previously took in air through strips that ran alongside the headlights have been expanded and now surround the round peepers. The vents that had been located on the fenders over the wheel well have been relocated to the hood. The lip that transitions the flat front to the hood is a good bit bigger now, and it appears they may have extended the entire snout to do so.

If the dialogue we overhear at the beginning of the above video is anything to go by, the changes should not only help get more air into the radiators lurking beneath its aluminum skin, it should also push air up over the windshield. The original design resulted in 900-plus pounds of front lift and as much as 700 pounds of downforce in the rear. The new configuration should reduce those forces and increase its operational efficiency.

While redesigning parts of the B1 might keep the team relatively busy, that is hardly all they’ve been up to this summer. They are also working on the four-door version of the vehicle. We’ve seen sketches of this variant already, but we’ve got a bonus video below that shows how they are developing the design in real life. Basically, they’ve built a buck out of wood and placed seats within it to more realistically judge how the finished product would accommodate its passengers.

Not enough B1 action for you? Fine. We’ll throw in a couple more videos just for you, then. One, titled “Kinetics & Compliance,” follows the beast on a visit to Morse Measurements, where the suspension geometry is checked and measured along with its stiffness under various loads. It’s a bit of an arcane process, but interesting to watch in this short clip.

Our final bonus video involves a trip to Transportation Research Center (TRC) in East Liberty, Ohio. Here, the B1 gets put through its paces, traversing a number of different surfaces, from river rocks to a simulated washboard road. It’s a fun watch that helps you imagine piloting it over your favorite terrain. Taken as a whole, these brief videos give some insight into the complicated process that is vehicle development. We’ve no doubt more are on the way, too, as there is still at least a year before actual production begins. For now, though, enjoy!

Source: YouTube

Categories: Trucks, Videos

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39 Comments on "Bollinger B1 Electric Truck Gets a Nose Job"

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It’s almost easier pushing a brick through mud!

What is “they’ve built a ‘buck’ out of wood”?

A saw buck?

Good thing it’s A Real EV 4X4.😂

It’s amazing how many automotive technical terms IEVs writers and editors want to add to our vocabularies. Shooting brake, targa, cabriolet… and now “buck”.

But heck, I’m still bemused by the term “liftback sedan”, and how that’s considered a different type of car than a “hatchback” just because the slope of the hatch is a bit more shallow. 😉

In ordering to avoid the risk of big change cause by unreasonable ergonomics parameter and save development time, vehicle research institute usually build a seating buck. The Seating buck is a physical cabin model of passenger car for ergonomics verification. It is widely used to assess the amenity, ingress and egress, visual field, habitability, etc.

Buck is a very common term used, normally in the fiberglass molding industry. A buck or “ plug” is used to create the primary object to be duplicated. Buck is definitely not a new term, it’s been around for decades. Just sayin’

While I’d like to see this SUV in production, I think it’s gonna end up like the Workhorse W-15 and so many other “gonna happens.”

Delta E4?

I hope Workhorse’s W-15 has only been postponed, not canceled. Let’s not forget that the 2008 Tesla Roadster was postponed three times (about 9 months) before it finally went on sale.

Workhorse is still trying to raise money:

I hope that’s the case. While I’m not a fan of ICE any more, I would seriously consider buying a W-15 for it’s range and price point!

Besides, if it works the way the Volt does(where the engine never powers the wheels directly) and the battery is the only thing that powers the wheels, you could probably extend the range of this thing with extra batteries(but it would be very hard to do so). You would want to come up with a pack of batteries(probably 48v or so), and then you would go to the power inverter that runs the 240v outlet, splice the DC cables going in to the inverter, put in an anderson plug. Then on the your new 48v battery, you will need a DC-DC converter(it needs to step the 48v battery up to 360v or whatever the W15’s nominal voltage is), then the output of your DC-DC converter needs to have an anderson plug attached to it. Then, you just plug in the anderson plugs, and now the 48v battery works to slowly charge the main battery pack and extend your range… A long time ago some company was doing something just like this for the Nissan Leaf using battery modules from wrecked Leaf’s, configured as a 48v pack, with a 48v to 360v DC-DC converter, spliced into the main battery. They said… Read more »

Volt powers the wheels mechanically with the engine in certain circumstances.

Why in the world would anyone want to have a 48 volt battery pack if the system runs on 360? Honda did an equally dumb thing with the Clarity Fuel Cell model – where the battery put out 360 volts and the motor runs on a higher voltage. The Bolt EV does it right since the motor/inverter combo just runs off what the battery supplies. Unless you are trying to purposefully introduce added inefficiency into your system. My Bolt ev, (and many other evs) could have different sized batteries, but they’ll never need additional dc/dc converters (the current one is only for the small 12 volt automotive requirements), nor waste electricity feeding its losses, nor paying to cool it, since there is simply no point in changing the battery voltage, when it is so cheap and easy to match the existing system. But then, it might be time for you to get a bit more familiar with the way things are, since as Viking79 stated, at times the VOLT gasoline engine directly powers the front wheels. If you splice onto the ‘240 volt inverter’, you’ll upset the fusing arrangement used for the truck. Even if you fused your battery add… Read more »

Do you think that battery voltages are constant? No they’re not. It probably matters very little what voltage is at the input of the power electronics.

No I don’t but your point is an irrelevancy. The only way the 48 volt thing works with any practical amount of money spent for the DC/DC converter, is to have VERY LOW charging rates such that either you can’t drive too fast, or else you have to take frequent breaks to give the thing time to transfer the juice to the other battery.

I suppose it if was a very slow charging rate, the fusing requirements would be minimized.

And admittedly, I was probably a little hard on the guy. My apologies.

Many people don’t know how either VOLT works, so that’s not a crime, and a trickle charging scheme for a Nissan Leaf doesn’t need high efficiency to be able to at least do ‘something’.

So his scheme has more merit than I thought at first blush. Especially if he can come up with a source of 48 volt batteries for free.

“No I don’t but your point is an irrelevancy. The only way the 48 volt thing works with any practical amount of money spent for the DC/DC converter, is to have VERY LOW charging rates such that either you can’t drive too fast, or else you have to take frequent breaks to give the thing time to transfer the juice to the other battery.”

What?? This makes zero sense. You don’t need a separate DC-DC converter ever. The control electronics handles whatever input and outputs whatever is necessary for the motor. One of the main points of the inverter is to produce an arbitrary voltage.
Where you get you ideas about low charging rates and “transferring juice” between batteries is beyond me.

Fine. Do it. But first let us see your inverter which puts out an ‘arbitrary voltage’.

I’m sure its output voltage is ok, but if you are planning on running the thing on 48 volts tell me how much horsepower you’re planning on getting at the wheels.

ANY ev I’ve had never worked below 300 volts on the input.

“…Where you get you ideas about low charging rates and “transferring juice” between batteries is beyond me.”

Yup, we agree there.

Maybe my initial comment was too kind.

“Yup, we agree there.”

Yeah, because it’s complete nonsense. I was the one too kind in pointing that out…

“but if you are planning on running the thing on 48 volts tell me how much horsepower you’re planning on getting at the wheels.”

The two are unrelated… The number of cells limit the total power output, which doesn’t change whether you connect them into 20V or 400V modules.

“But first let us see your inverter which puts out an ‘arbitrary voltage’.”

Variable voltage for motor control is one of the goals of an inverter. And you have zero basis of calling the whichever design stupid when you understand nothing about the motors and electronics and design considerations.

(Also you’re dumb enough not to realize that I’m not the person you first responded to. I responded to your BS claim that having a difference in the voltage of the battery pack and motor is stupid.)

Nope, its smart if you’re designing for inefficiency.

Are you going to be like Pushy Pushi, and Superdope Nix and immediately start to insult people who know one or two things here?

No offense, but I haven’t seen that you have any familiarity with subjects you speak.

I only insult those who don’t know crap, but are very loud about it.

Well, first show that you know something prior to criticizing. You’re a pretty dim bulb from what I’ve seen to date.

I’ve worked with PWM drives as well as much older ‘current-mode’ variable speed drives. I’ve even had some ‘firsts’ regarding them.

1). Operating a single phase motor off of their 3-phase drive with my own speed control applique control circuit to make sure the centrifugal switch in the motor had operated (to protect the motor’s electrolytic capacitor).

2). Operating the controller on a mains 3-phase 25 hz supply whereas
‘manufacturing’ a small amount of 60 hz for the internal controls.

The Telemechanique representative told me, that based on his experience and research, no one else had at that time pressed their drives into service under those application requirements.

But here, jerks can CLAIM they know anything – of course, they don’t go into the SLIGHTEST detail, since they obviously don’t know any detail.

Ah. Tinkerer’s arrogance. You think you know better than the actual experts that designed the electric systems and motors.

I made 2 comments on your scheme, One I was hard on you, but on reflection, I realized I was being overly critical. My apologies.

HAHA!!!! Scratch that – one of the rare times I’ve been too Empathetic.
Atlis is right there too, they have a good looking truck, with good specs, good price…but are currently in the raise money to build the prototype phase… 🙁
I don’t think I’d give them the money…even if I had it. I’d rather just wait a year or so and see what Tesla unveils.

You have to walk before you can run. This looks totally bogus-photo-shopped to me. They offer 300, 400, and 500 mile ranges, plus 15 minute charging times. Let’s play a game – assume 150 kwh for the 300 mile model (lets forget about 400 or 500 for the moment). That would mean, assuming 100% efficiency, a 600 kw charger facility. Assuming a much more realistic 70% charging efficiency (taking into account charger heating and battery heating while charging, and on-truck refrigeration loading to remove all that heat), means an 857 kw charging facility assuming their wonder 300 mile battery needs ZERO tapering. REAL companies like Tesla offer ‘Momentary’ 115-120 kw charging – then quickly tapering off these very high figures. Porsche is experimenting with 350 kw. A company out of nowhere is going to make a truck with an 857 kw charging facility with ZERO tapering? Or a 1,000 kw charging facility WITH tapering? For their ‘smallest’ battery? C’mon. (Before someone complains, I’m using my ‘kw’ figures as the power drawn from the Revenue Meter of the Utility supplying the power, just as a 115 kw Tesla draws 135 kw from the revenue meter.)

I’ve read some more on the ATLISMOTORVEHICLES frequently-asked-questions. They say they are targeting 1,500 kw charging rates.

They must have hired Priusmaniac as a consultant since he always said 1500 kw was easy to do.

Why are you hoping for a big disgusting tub like that. It’s like trying to make EVs as pointless and wasteful as possible by monkeying fuel guzzler bloated pickups and SUVs.

It clearly is not marketed to you. I know many people that say it is the only EV that gets them excited.


Interesting that they’ve been able to significantly alter the aerodynamics without changing the extremely boxy shape of the truck.

I never in a million years dreamt that Bollinger was interested enough in aero drag to put the B1 thru wind tunnel tests! The shape fairly screams This truck is for off-road use. If you drive it on the highway, that’s your problem, dude! 😉

Hoping to see the B1 go into production soon.

We need innovative companies like these and Tesla to push the laggard, legacy, conservative OEMs into doing the right thing and mass produce compelling EVs in all segments.

Curious as to why 2 people didn’t like your comment.

It’s exactly what we need, every ICE segment having a BEV version.

Right now we’re still stuck with 4-door Uber-suitable sedans.

I’d pay $50,000 for a sweet AWD BEV sport coupe like the new Supra coming out.

Some segments are idiotic.

Love this truck.

The only significant question re Bollinger is how close they are to lining up enough upfront investment (likely $50-$100M) to go into series production. Without that, it doesn’t matter how good the design is.

“The original design resulted in 900-plus pounds of front lift and as much as 700 pounds of downforce in the rear. ”

This is likely the critical factor. Those numbers would jeopardize their 10,000 lb capacity rating. If they lost that rating, they would lose their airbag exemption. This sounds like a likely showstopper they had to fix. Luckily it doesn’t look like they had too much a problem doing it.

I don’t think such a exemption would work in Europe. It’s probably to wide anyway. But I would love to own one one day….

I’m not sure why I like the Bollinger so much. It’s an aluminum toolbox, it’s a cardboard container, it’s just a square, brutal ugly shape. An ammo box straight outta the military surplus store. But that’s what I like about it. It’s so basic and almost plywood downhill racer simple that it’s badass. Imagine stomping around a big field or over boulders with this thing – or the usability if it’s rear stowage area if it were a bit bigger, say to haul a couple of mountain bikes. I’ll look forward to the four door for that. I see JEEPs every day on the road in suburbia. Lots of them are shiny and polished with maybe some bling like diamond plate on them. These owners have to make a bundle of payments left on that rig, they’re not going to be rock bashing anytime soon. So posers many may be. But a JEEP or a Bollinger just says you can do and go anywhere and just get dirty, or work out in the back 40 like a man – a REAL man…. OK, so I don’t have a back 40. I was looking at a 10.5 acre home a few… Read more »

The author states, “….The world’s most awesome all-electric truck is still under development.”

I thought you guys told me that was the Tesla Semi.