Bollinger B1’s Weight Puts Electric Truck In A Higher Category

Robert Bollinger with the B1 Electric Truck


TL;DR: The B1 designed to be the best work EV possible, and 10,001 pound weight gives it special status.

For a small company, Bollinger Motors put on a big event in New York City last week. Swanky digs, good music, and the Hudson River just a few feet away. But the focus was on the new electric truck that the company was debuting on stage. Robert Bollinger, the CEO of his namesake company, knew that the EV needed to roll on stage and capture people’s imagination. The B1, as the truck is called, did get some media attention before the Tesla Model 3 party happened in California the next night. Now that the hype has quieted down a bit, we wanted to return to the Bollinger event, and get some more details about the EV and Bollinger’s plans for the near future.

InsideEVs: What is the one message that you wanted people to take away from the debut, now that we get to see the truck?

Bollinger:ย  The one take away for me personally is anything is possible. That’s why I wanted the team up there right away, and just show that it’s this small group of guys that just decided to make this thing and make it crazy cool. That’s my personal thing. As a truck buyer, and someone who wants a truck, it’s that this is the one truck that can be used for multiple things. It’s like a Swiss army knife of trucks. I totally built this truck 100% for me because we’re moving along and who knows where things could go. I was just like, ‘I want a truck for me.’

Bollinger B1 - Is 0-60mph a needed stat? Probably not...but it will accomplish the feat in 4.5 seconds!

We were trying to think, ‘What if you started from scratch? What’s the best power train? What’s the best wheel base? What’s the best clearance? What’re the best dimensions?’ We had a chassis before we had a final design. That chassis had to hold this, had to do this. It really did grow from the inside out. I remember many different designs. The reason for the flat panels is that we could bend them ourselves. We ended up sending them off to some benders to bend because we are too busy with a million things. We didn’t want to do forming and all these additional costs because it’s the way I like it and you can actually make it yourself in a shop if you want to.

InsideEVs: When you say everything was on the table and you started to design it from the ground up and even, “what’s the best powertrain.” Does that mean it was not designed necessarily as an electric from the get-go?

Bollinger: Oh, no, it was. Right away I knew electric was the only power train you could use. Especially for off-road. Especially for trucks.ย  It was always electric from the very beginning. There was no doubt about that. And of course it led to the kind of features with it all below your feet.

InsideEVs: The weight of 10,001 pounds is very important because it makes it a Class 3 Truck. What can you say about the decision to do that? What are the benefits to you? What are the benefits to the buyer and user?

Bollinger: When we designed the current prototype, we had an idea for a certain model and certain other styles to come out in the future. To make it all based on a lot of learning that we do now for Class 3 is important for that. It’s really about in the same way that tells us that, ‘okay, electric can be really fast,’ we’re saying that electric can be really tough. Electric can do anything you need it to do.

We are going to be fully road legal to federal motor vehicle safety standards as a Class 3 Truck. We do not need to do airbags, and we do not need to do crash testing as an entry point. What do we do as we get bigger and all that kind of stuff is another question. Right now we know we fit in a class if it goes this way, if we want to bring in the safety standards, we can do that at a later date or before this goes to production. The big thing is us finding the manufacturing method that we want to do most, whether it’s fully third party or half third party to make major components for us. At that point, we can say we can engineer in these huge costs to engineering and crash testing and airbags. That’s all possible and all doable. Right now it’s a prototype, let’s get it to where it is legal, and what the federal government thinks is safe.

The Bollinger B1

InsideEVs: What do you see as the main reason people are going to buy the B1. Obviously it’s a very functional vehicle, and could easily be used at a construction site. The press lease talks about how much plywood you can put in, the two by fours you can put in. Do you see it more as that, or do you more see it for people who are going to drive to the Catskills to go adventuring?

Bollinger: Well, when you look at the interior, we don’t have a big touch screen. I like to think of it as back to basics, hands-on truck. If you need to throw wood in it, or you want to just go up that mountain. It’s really ‘off-road meets utility.’ Now that we have been talking to this other vendor about the other level of battery, it’s also a great commuter. A lot of people have that 200-mile number in their head โ€“ 120 miles is still three or four times more than the average day, so I had no problem with that range โ€“ but, our first objective was that you feel you can use this truck. Go beat the hell out of it.

InsideEVs: Do you have a sales model in mind as far as partnering with established dealerships, selling them through the website?

Bollinger: My first thought was direct sales, because an EV needs to kind of go down that path. We’re keeping everything open. I was just talking to a wonderful gentleman about dealerships. There are a lot of benefits, but nothing is set.

Bollinger told us a few more things, too. Pricing should be made public by the end of the year. The 60-kWh and 100-kWh battery packs will be made by two different (and unnamed) vendors, for now. In a year or two, Bollinger might choose to go with only one, but for now, “we like keeping our options open.” Speaking of which, he said the truck has CHAdeMO the most popular in the US, but the truck’s connector could change as well if SAE Combo takes off. He said his goal is to have the first vehicle come off the line in early 2019. The vehicle that the company showed in New York last week will be at the Los Angeles Auto Show this fall, and for the 2018 New York Auto Show, Bollinger hopes to bring something new. What will that be? Wait and see.


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40 Comments on "Bollinger B1’s Weight Puts Electric Truck In A Higher Category"

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Just YES!

I would love this or something similar.

For the price, you could convert an old-school Blazer or Bronco…

They have not announced the price yet.

Looks like a lunchbox to me.

Is that a faux ad you made yourself, Kdawg? If so, your graphic design & Photoshop skills are getting quite sophisticated!

May I ask if you’re a professional graphic designer? Whether or no, if that “ad” is all your work then I’m quite impressed!

LOL, yeah something I just threw together. My other impression of this car was something that “Overly Manly-man” would drive.

5 Tons? They must be putting ballast in there. That’s like 2 Model S’s.

I wonder if the extra weight is removable.

The truck only weighs 3900 pounds. So its actually much lighter than a Model S. The 10,000 pound rating is GVWR as it’s designed to carry up to 6100 pounds of passengers and cargo. Or tow up to 6100 pounds. Just a way to get around the safety requirements for light duty trucks.


Ahhh, that makes sense. And that is why it is desirable. That is 6,101 pound load capacity – 3 tons!

A truck with an extraordinary waste of resources for no apparent purpose.

Ten thousand pounds of resources so rich people can carry their surfboards and crush any car that gets in their way.

Wondered why they didn’t have airbags. They have made this a deliberately heavy vehicle to avoid a lot of passenger safety equipment and testing on a passenger vehicle at a lower vehicle class. I like the front-gate. That has to be a new concept! My advice to Mr. Bollinger: direct sale will do you just fine, simply keep getting it out there at auto shows and what-not. At least 45 states in the nation allow this. You’ll regret what happens once the auto dealers get involved. Pigeonholed, too expensive, etc. They want to ruin you, whether you know it or not.

It is 3900 lbs of resources that gets 67 MPGe ( that can come from solar,hydro,or wind)that replaces vehicles that get 12-18 MPG.

So that’s the secret… make it so heavy you don’t have to meet passenger vehicle safety standards.

Does it make its own gravity?

I kinda find it ugly, but still want to go into orbit around it.

Technically, everything does.

Looks just like 1966-1977 Ford Broncos! The best 4 x 4 ever built. Just add electric. It would be nice to see a compare between the two in the Moab!!

If only the Hummer Loophole was still around ๐Ÿ˜‰

Rubicon Ready EVs!
May the Trail be with you.
Thanks for not taking the “Stealership” route, but definitely taking the 5 ton “Steelership” trail!
I want me a “Lead Sled”, for increasing my global footprint, and my general commanding terra firma stomp ability.

Too wide and too big for Rubicon.

Yes indeed. But it looks too wide to fit through some of the obstacles there. Desert rig, yes. Forest rig, maybe not.

Quite the aerodynamics! LOL!

The vehicle obviously doesn’t need such a high payload for such a short wheelbase… They’re just using a loophole to avoid the safety issues, which doesn’t make me trust the company.

I wonder if these guys know that such a high GVWR makes driving this vehicle require a commercial license outside the US (in the EU and other aligned countries, limit for a standard driver’s license is 3500kg GVWR, or 7700lbs).
Also, in the places I’m familiar with, liability insurance for a commercial-classified vehicle would be rather expensive (2x-3x what it is for a personal vehicle).

How would US insurance companies treat such a vehicle when used on public roads, without airbags and no crash test results? Wouldn’t that greatly increase premiums?

I can’t find the appropriate insult for this thing right now…

A frunk with at tailgate! …errr, would that be a “headgate”? ๐Ÿ˜›

Anyway, great to see that Bollinger is thinking outside the box, and I wish them much success with their Class C truck.

But I still think they should put a longer bed on the back. Carrying a stack of full plywood sheets (4′ x 8′) with that much hanging off the back is an accident waiting to happen.

* * * * *

Bollinger said:

“We are going to be fully road legal to federal motor vehicle safety standards as a Class 3 Truck. We do not need to do airbags, and we do not need to do crash testing as an entry point.”

Interesting; I did not realize heavy truck are exempt from the mandate for air bags and crash tests. Well, those are a good idea and save lives, whether mandated or not.

The vehicles you hit in this thing, are going to need the airbags and crash tests. ๐Ÿ˜‰

Maybe it is that their total production volume won’t reach over the numbers required to qualify fir a requirement fir crash testing!

What is the Number FreedomEV? Something Like 325 units, or near that number?

Also, if you use a 4-Point Harness, instead of a 3-Point one, supporting your body over both shoulders, that may eliminate the Airbag need! Crash Testing, is another matter!

They are looking for a manufacturer that can produce 10,000 to 20,000 a year.

They have a really nice website:

I wish these guys success. It looks like a really good utility vehicle, that would replace a Range Rover on any large farm/ranch/etc.

Really hope they can produce these at scale. Love that Bollinger is thinking outside the box and really doing something different than any other company. Can’t wait to see the truck in some serious off road conditions. I’ve put my reservation in – ready for delivery in 2019!

10,000 lbs?!? Wait wait wait wait wait… wait. How?

Literally how.

And such a shame too. All roads in my area have a 3.5 tonne limit, preventing fat ass cars like the B1.

The weight is NOT 10,001 pounds it’s 3,900 (less than a model s). The 10,001 refers to the Gross Vehicle Weight Rating which takes into account a6,100 pound payload capacity, added to the Gross Weight.

Thanks for the clarification, I was flabbergasted at first when I read the vehicle weight.

I, too, thank Ken and you for the clarification.

Unfortunately, the article rather strongly implies the truck actually weighs that much, without the slightest hint that’s just the carrying capacity and not the actual curb weight.

The weight of the truck is NOT 10,001 pounds, it’s only 3,900 (which is less than a model s). The 10,001 refers to the Gross Vehicle Weight Rating which takes into account a 6,100 pound payload capacity, added to the 3,900 pound weight of the vehicle. This is a very poorly written piece which only creates disinformation.

+1 Yes, the article could use an update to clarify since it is confusing people more than informing them.

From their specs page:


3900 lbs Total Vehicle Weight
295 lbs Chassis Weight
10.8 Power / Weight Ratio
6100 lbs Towing Capacity
6100 lbs Payload Capacity
10001 lbs GVWR
50/50 Weight Balance
12,000 lb hydraulic winch,
125 ft lead

V2H capability ?

The Bolinger B1 is the coolest rig I have seen in 63 years……One of them has my name on it…….actually they all do my initial is B