The N-Gen is a cargo van similar to the Ford Transit. “The only difference is that the Transit is the same product used by plumbers or florists or a last-mile delivery person,” says Burns. “The N-Gen is a for-purpose, last-mile delivery vehicle.”
Last-mile logistics refers to the movement of goods from the transportation hub to the final delivery destination. Transportation companies are battling to dominate the market, which is skyrocketing thanks to e-commerce. A key priority is reducing costs associated with last-mile delivery, which can account for up to 28 percent of a product’s total transportation cost, according to a report from Supply Chain Dive, a manufacturing news curator.
“Usually, vertical markets aren’t big enough to build a for-purpose truck,” says Burns. “But with last-mile delivery and e-commerce ballooning, we thought it warranted a dedicated vehicle.” The N-Gen, which has a CFRP body and weighs just under 5,500 pounds, has an anticipated range of 100 miles on a single charge. It can carry a one-ton load in its 450-cubic foot cargo bay. Comparable gas and diesel vans typically weigh thousands of pounds more, decreasing their fuel efficiency and carrying capacity.
In addition, the N-Gen was designed with a low 19-inch floor and a 105-inch roof height to maximize cargo space and make it easy for the driver to get packages in and out of the van. The N-Gen also is available with Workhorse’s optional integrated HorseFly™ unmanned aerial vehicle package delivery system. The CFRP drone launches from the roof of the van and delivers packages to their destinations within the driver’s line of sight.
Earlier this year, Workhorse deployed two N-Gen cargo vans in a pilot program in San Francisco. The company is delivering approximately 270 packages a day for a local firm. Burns says the next batch of N-Gen vans will likely roll out elsewhere in California, then Ohio. In the contract with UPS, Workhorse is designing and deploying 50 larger N-Gen vans with 1,000-cubic-foot bays and up to 5,000 pounds of cargo capacity.
“Our goal is to make it easy for UPS and others to go electric by removing prior roadblocks to large scale acceptance, such as cost,” says Burns. “While consumers typically look at the initial purchase price [of vehicles], a fleet looks at the purchase price plus eight years of fuel and maintenance.” Burns says that Workhorse’s vehicles are less expensive in total cost of ownership than standard pickup trucks or cargo vans.
As he looks across the transportation industry, Burns believes the combination of electric drive trains and composite monocoques in Workhorse’s commercial vehicles is unique – and cost-effective. The battery of electric vehicles is the most expensive component. Lightweighting vehicles means less battery, which keeps the price point down.
“We needed the weight savings, and we didn’t want to go with aluminum because of all the tooling and replacement costs,” says Burns. “Composites just seem like a natural fit. We’re surprised more vehicles aren’t made like this.”
