Frequently Asked Questions
Q. Will this company produce solely trucks or will you look into expanding into other vehicles such as passenger cars?
We believe in sticking to what interests us, and more importantly what the industry is most interested in. Car sales are declining while trucks and SUVs are increasing. We have no intentions of developing an electric passenger car at this time.
Q. With Elon Musk’s announcement of a Tesla pickup “right after Model Y” how do you plan to compete with a very competitive emerging market?
Tesla’s timeline is still unclear on the Model Y and even more unclear on the pickup after that, but we welcome this competition, as we do all competition, and look forward to hearing what Tesla, Bollinger, and others will have to offer. Competition in the pickup truck market drives innovation and we will continue to strive for leadership in this category. We believe that while others are focused on what can be done with existing technologies, which require compromises, Atlis Motor Vehicles will remain focused on solving the inherent problems and delivering new products that meet and exceed customer expectations.
Q. Are the trucks only going to be available in the continental US, or will they be available in all 50?
You will be able to purchase and receive your Atlis Motor Vehicles XT pickup truck within any of the 50 United States when we begin shipping.
Q. Will you be selling this truck internationally, or only in the US?
We do not currently have a plan to sell internationally immediately following the launch. We are working on specific proposals for certain international markets and will provide more details in the future. Where we focus our efforts will depend on how successful we are domestically and what the actual demand or opportunity is in specific regions.
Q. Does your pricing include the federal tax credit for electric vehicles?
We do not include any tax credits, federal or state, in our pricing model. While the Atlis XT pickup truck will qualify for the “Plug-In Electric Drive Vehicle Credit (IRC 30D)” via IRS form 8936, and we expect most of our customers to be able to take advantage of the tax credit, there may be some individuals who don’t qualify for the credit and we want to price our vehicles fairly against the competition. As such we don’t consider the $7500 federal credit when we publish any pricing information. This has been a point of confusion for some consumers who are used to a “built-in” discount for the advertised price of electric vehicles.
Q. Major automakers have pledged billions in investments to develop electric vehicles, how can Atlis Motor Vehicles compete?
Many existing automakers have yet to even speak about electrification, and while other major automakers make public statements of investment into electric vehicle technologies, with pledges to develop and begin shipping 10’s of vehicle models in the next ﬁve years, their version of electrification often means a hybrid platform. Having a broad focus on many diﬀerent vehicle types and platforms can create distractions – automakers are investing heavily in battery electric, hybrid, and fuel cell technologies, while Atlis Motor Vehicles is taking a 100% battery electric vehicle (BEV) approach.
Atlis Motor Vehicles is blazing a diﬀerent path of vehicle architecture, focused on a purpose-built design versus contracted plug-and-play designs. We are taking a diﬀerent, faster route to customer acceptance of electric vehicle designs.
Q. Are you affiliated with Elio Motors?
No, fortunately, we are not in any way affiliated with Elio Motors. We differ in almost every respect.
Q. Tesla has had many legal battles to sell in certain states that have large pickup markets (e.g. Texas) due to their direct selling model vs using dealerships. Are you accounting for this potential problem of dealers blocking a direct selling model especially if it cuts greatly into their business?
Tesla is fighting legal battles which may benefit Atlis and others down the road. In states where direct sales are still prohibited through established business locations within the state, you may still purchase your vehicle through our online portal. In general, our stance is to provide direct sales to end customers to keep vehicle cost low. Typically, the larger discussion around dealerships is in relation to service for maintenance and repairs. We fully intend to establish relationships with regional, local, and national service organizations by providing training, service information such as manuals and working with aftermarket equipment manufacturers to develop tooling so that approved 3rd party shops are able to service our vehicles for both subscription owners and direct sales vehicle owners.
Q. I’m concerned that your project seemingly depends upon your own proprietary charging station network, especially one that could meet the needs of long-distance travel while pulling trailers. The real estate required would need to have easy access to freeways while having sufficient room for other trailer towing trucks to get in line.
Today’s charging stations are set up for pull-in, back-out use cases, where the addition of a trailer makes the station unusable or blocks multiple spots. The refueling stations built today have had significant time to solve these concerns, which is why we believe that the future of rapid charging will take both forms.
Our current plan is to deploy strategically along highway corridors to facilitate city to city travel, in many of the places where Superchargers and other DC fast charge systems exist, while also being strategic in our placements locally to facilitate customers who have purchased and received vehicles. We are also looking at partnerships with organizations which can benefit from increased deployments of fast charging systems as partners to share the financial and management burdens.
Q. Why not do battery swaps versus fast charging?
Atlis Motor Vehicles started with an idea to swap out batteries. We looked at multiple options including pull up stations, side swapping, having a “car wash” model where the system glides the vehicle through while swapping out cells. This solution was explored in depth but faced many challenges. The most signiﬁcant challenges are that vehicles come in many shapes and sizes, batteries can be located in different positions with other components blocking them, cooling and high voltage systems need to be connected and disconnected, and trucks can tow trailers of an inﬁnite number of shapes and sizes. The idea of using a car-wash style or in-ground swapping station required a variety of stations to be built that can accommodate smaller passenger cars to large semi trucks, as well as vehicles towing trailers to make this feasible. Coupled with the fact that battery charging rates and energy capacity are accelerating in development, the battery-swapping idea was abandoned. At this point, we don’t feel battery swapping will ever become a consumer technology.
Q. Have you thought about using Hydrogen fuel cells and recharging stations?
Yes. There are a number of reasons that we’ve chosen battery electric versus hydrogen. The largest perceived benefits of hydrogen are in refilling time and range. With the advancements being made in battery technology, and with continued investments in charging stations, battery electric vehicles will achieve performance parity with hydrogen fuel systems in the near term. In most applications, hydrogen fuel systems still require a battery pack which is used to buffer the energy between generation – using hydrogen, and output – the electric drive components. Although in theory with a hydrogen fuel cell your battery system can be smaller and does not cycle as much, you will still face several issues that existing battery electric vehicles face with regards to environmental performance and longevity of the cell. Hydrogen today is primarily produced – 95% of the time – from fossil fuels, with the most common being from natural gas reforming. This means that although the end product produced is water, the majority of the end-to-end hydrogen production is in a non-environmentally friendly manner. We recognize that this same argument can also be used against the production of electricity, as a majority of this is still produced from fossil fuels. However as continued investments in renewable energy and energy storage technologies are made, we are now seeing a fundamental shift in energy production away from fossil fuels and towards renewable solutions. This is beneficial in the long term – we can easily create an end-to-end solution that has a significant positive impact on the environment.
Hydrogen can also be produced using solar and electrolysis – but this process is very inefficient, with a significantly higher amount of energy required to produce hydrogen versus the energy you can extract from hydrogen. This also presents what we believe will be an ecological disaster – imagine taking the one resource which is most precious to all life on earth – water – and turning this into a fuel to power the world’s vehicles. A fuel, which when burned and converted back to water, will do so very far from its original source. There are also other unknown effects of hydrogen such as the long-term effects of tanks, connections, piping, and infrastructure that continuously leaks similar to what we experience today with natural gas lines. The use of hydrogen presents too many unknown risks, and also presents an increased complexity in the vehicle’s architecture as well. With the advancements in battery technology that we’re continuing to see every day, we believe that the idea of hydrogen-powered vehicles will be considered obsolete within the next 5-10 years.
Q. Have you envisioned a means of using solar cells as a means of recharging in remote location scenarios?
Yes we have, however we have not yet decided on whether that will be an offering we provide or an aftermarket option. Charging an EV with small-scale solar power with a footprint roughly the size of a vehicle takes an incredibly long time, but there might be situations where it would be useful. By working with aftermarket vendors we can identify different use cases for the end customer. For example: If the end customer has a bed cap, tonneau style cover, or other work truck type of accessory being used, the aftermarket industry can better support solar integration for powering tools or vehicle charging over long-term storage to reduce or eliminate parasitic losses.
Q. Do you have a proof of concept that you can provide batteries that you design intended for use in vehicles can charge in 15 minutes?
We have completed proof-of-concept testing on small-scale battery cells, and have also completed a sub-13 minute full charge on a mid-scale battery pack of approximately 3 kWh using a combined proprietary method of cell construction and thermal management. We believe there will be no problems scaling that pack to a full vehicle-size battery pack, which we are now working to build in our prototype vehicle.
Q. I read that you have a patent for batteries, could provide the patent number or a way to verify it?
We have filed a number of provisional patent applications for all inventions as we work towards the final product solutions. Unfortunately, provisional applications are not available for public search. We have provisional applications filed related to the cell internal construction, the cell enclosure, the battery pack construction, battery cooling system and more.
Q. Battery technology is changing rapidly, how will Atlis stay ahead of this?
By 2025, battery technology should allow for a 5 minute charge time. Atlis Motor Vehicles recognizes this reality, and our focus will be to adopt this technology as it becomes available. Atlis Motor Vehicles believes our vehicle can deliver a very competitive customer experience to combustion engine vehicles today, that will get even better as technology improves. Our approach to vehicle architecture and design is to develop a vehicle which can quickly adopt new battery technologies without the necessity to perform a complete vehicle or platform redesign.
Q. What is the size of the battery pack?
Atlis Motor Vehicles chooses not to disclose the actual capacity of the battery packs in units of Ah or kWh at this time. In general, this is becoming less relevant in the BEV world as manufacturers may not make the full capacity of a battery system available for actual usage, allowing overhead for longevity, faster charging, or other reasons. We will offer a variety of pack sizes based on individual vehicle configuration. Our goal is to provide a vehicle that performs above expectations, keep cost low, and charge times at 15 minutes or less. The consumer experience is always our ultimate guide.
Q. Automakers have indicated they are making investments in rapid charging stations, how is Atlis different, or how will Atlis address this?
Atlis Motor Vehicles knows that other automakers will be making investments in charging technologies. However, these have been small stepping stones forward which will need to be upgraded once again when new higher-powered vehicles are released. This is already happening with existing standards such as CCS and CHAdeMO which are being updated every few years with incrementally higher rates. Atlis is taking a diﬀerent approach; we’re developing a technology that will support the needs of vehicles for the next 20 years. We’re targeting 1.5 MW capabilities. Future generations of our charging stations may support greater power for faster charging, but will ultimately result in smaller, more eﬃcient charging stations and better power integration with the grid.
Q. Trucks are remote vehicles, how can someone recharge in the woods?
Atlis intends to make available charging adapters for a variety of situations, including a NEMA 14-50 adapter for RV hookups commonly found at campgrounds, allowing you to literally recharge in the woods. This practice is already utilized by many EV owners and shows how electric power is available in many more locations than indicated by the presence of “charging stations”. Electricity can be adapted to charge a vehicle from many different locations and sources.
Q. What is your plan for safety in comparison to the companies that have numerous decades of experience with crash testing and analysis?
We fully expect to comply with highway and insurance safety requirements as mandated for a vehicle in this class as outlined by, but not limited to, the National Highway Traffic Safety Administration (NHTSA), Federal Motor Vehicle Safety Standards (FMVSS), or the Society of Automotive Engineers (SAE) test and performance requirements. As our team continues to grow, we will begin seeking out expertise in the development of a safe and reliable vehicle, using both internal experts as well as external expertise through partnerships to ensure that we meet all safety requirements.
Q. How rugged this vehicle will be? My truck sees time on the highway as well as in muddy, wet and other various rough terrains 12 months of the year while hunting, fishing, or riding beaches.
Our intention is to provide you with one of the most rugged vehicles on the road. We don’t view the future of electric vehicles as being fragile utility trucks designed to only run on pavement in city streets, that’s why we’re developing a vehicle and technology platform intended for the rough and difficult terrain that pickup trucks routinely experience. Electric vehicles also have some inherent advantages because they’re simple, low-maintenance systems which are mostly sealed and don’t need to “breath” via an intake and exhaust like combustion engines, allowing fording depths for our truck up to 1 meter. We will also be offering a semi-open platform where aftermarket companies can sign up and acquire relevant engineering data needed to develop improved off-road capabilities such as lift kits, body modifications, and eventually increase performance.
Q. Does this truck have the capability of being ‘Flat-Towed’ behind an RV?
Yes, we intend to provide the capability of being flat-towed for our vehicle.
Q. What about cold and hot weather performance? How will the specs be affected?
Atlis Motor Vehicles is currently in development of a solution which minimizes the impacts at various temperatures. Our approach to solving this problem is a combination of efforts – the selection of a battery chemistry which has the broadest range of temperature performance possible, development of a battery cell with improved thermal efficiency, and development of a battery enclosure and thermal management system which minimizes thermal losses. We are working through details of the larger scale pack, and there is a potential risk in each of these efforts but we’re confident that our solution will be viable. There are other possible techniques available through managing the state of charge to provide the customer with the performance expectations while changing parameters in the battery system to meet the needs.
Q. How will towing affect the range?
Similar to an ICE vehicle, available range when towing a trailer or carrying a significant payload in the bed of the pickup truck will be reduced. We understand this impact and are working to ensure that available ranges when towing a trailer is competitive with your experiences in an ICE vehicle today. Pickup trucks are working vehicles, and we believe that our vehicles should perform as close to, or better than, the capabilities of an ICE vehicle as possible. No compromises.