It seems like every time we turn around lately, another startup is hoping to break into the auto industry with an electric vehicle. Some achieve a modicum of success like Tesla and manage to hang in and grow sales, if not profits. Others – most actually – arrive with hyperbolic plans and flame out spectacularly before ever delivering a product like Faraday Future. One of the more interesting entries was actually spawned by a group of executives and engineers that fled Faraday as the apparent death spiral was picking up steam in late 2017 and makes its public debut this week as Canoo.
When former BWM executives Stefan Krause and Ulrich Kranz left Faraday to form their new venture it was initially called Evelozcity, but that name was dropped a few months ago in favor of Canoo. Krause served as CEO until August of this year when he stepped down to deal with some family matters and CTO Kranz is currently running day to day operations.
When Canoo’s first vehicle, itself known as Canoo comes to market in 2021, it won’t be competing directly with the likes of Tesla, or Audi or Porsche. There won’t be any Canoo dealers. In fact, you won’t even be able to buy a Canoo.
Canoo will be exclusively offered through a subscription model. No long term commitments, just one flat monthly price to drive a vehicle. Subscriptions aren’t new of course, with most major automakers experimenting to varying degrees with this approach, but usually on a small scale. Some automakers like Volvo have faced pushback from dealers when they have tried to expand subscription services.
However, there are potentially major advantages for anew brand like Canoo to take this approach exclusively. Like Tesla, they are starting without a dealer network. However, unlike Tesla which has had to select states to operate in due to dealer franchise laws which prevent direct sales to consumers by factories, Canoo may not have to worry about this. Even a decade after launching the original Roadster, Tesla is still prevented from doing business in many states. Without actual sales, Canoo may be able to pursue its model everywhere unencumbered.
One of the other big challenges that Tesla has faced is providing after-sales service. They have service centers in many locations and also provide some degree of mobile service. However, the service network is far more limited than most automakers. Canoo is planning to partner with service providers that already have a suitable network such as car rental companies or dealer groups. These companies already have fleet management experience and can provide pickup and delivery of vehicles as well. This is similar to the arrangement that Waymo has with Avis and AutoNation to manage its fleet of automated vehicles.
Another way that Canoo differs from Tesla and other EV builders is the vehicle itself. The Canoo is not a sleek, high-performance machine meant to challenge the Porsche Taycan or Model S on the Nurburgring. Instead it is a slick monobox machine meant to capitalize on the packaging advantages offered by an electric skateboard chassis. It looks like a giant lozenge on wheels.
The skateboard concept is nothing new, going back nearly 20 years to the GM Autonomy concept of 2001. Like that concept, the Canoo chassis is self-contained, fully drive-by-wire with integrated motors, steering, braking and a battery pack.
The initial configuration will have a single 300-hp permanent magnet motor located at the rear axle, attached to the rear end of an 80-kWh lithium ion battery pack. The chassis can support either front, rear or dual motor configurations. Canoo has opted to small cylindrical cells in the same 21700 format used by Tesla in the Model 3. Kranz declined to name a supplier or other details at this time but multiple major vendors including Panasonic, Samsung, LG and others all manufacture this format. The Canoo is targeting a 250 mile range and will support DC fast charging to 80% in 28 minutes.
The chassis has a fairly conventional setup of dual control arm suspension at each corner with a transverse composite leaf spring at each end of the vehicle, much like Corvettes have used for decades.
Different top-hats can be bolted onto the same common platform meeting the needs of different applications. For the first application, the wheelbase has been set at 112.2-inches and the mono-box body measures just over 174-inches long. That’s roughly the same length as a short wheelbase Ford Transit Connect and midway between Honda’s HR-V and CR-V crossovers making it well suited to urban environments with a small footprint. However, each of those other vehicles is limited to seating for five passengers.
Since Canoo has packaged all the major hardware in the skateboard, they have been able to expand the passenger cabin to the ends of the body. The short version of the Ford is only available as a cargo van with 168 cubic feet of total interior volume including just two front seats. Canoo has managed to squeeze in 188.1 cubic feet for seven passengers and 15.4 cubic feet of cargo space in the back.
The steel structure is wrapped in plastic body panels with the upper half of the body being a giant glass bubble like a panoramic train car. The excellent visibility extends to the front with a glass panel between the headlamps giving a clear view ahead when parking. Canoo has gone with a minimalist design up front, relying on the driver to bring their own device and mount it. An app gives access to navigation and even climate controls. At least, interface will never be more outdated than the phone or tablet the user selects and always personalized.
The cabin has lounge style seating in the back including a pair of folding seats mounted on the rear-hinged side doors. According to Kranz, there is a special airbag system being designed to support these passengers sitting on the sides with a head airbag and a side bag to stabilize the hips in the event of a crash. The large side doors and open cabin environment should make this vehicle well suited to ride-hailing and eventually when at least a level 4 automated driving system is available to automated mobility services.
That L4 capability won’t be there at launch though. In 2021, the Canoo is expected to feature an L2 hands-off partially automated system. Powered by seven cameras, five radars and 12 ultrasonic sensors, the system will also feature an active driver monitor system with an RGB camera to ensure the driver remains alert and ready to take control.
Since Canoo is starting from scratch without any legacy systems or hardware, they took the opportunity to utilize a modern electrical and electronic architecture. Unlike many advanced vehicles today that have 100 or more electronic control units distributed around the vehicle, the Canoo has a total of just 18 control units.
The electrical architecture is divided in three segments that are firewalled from each other for safety and security reasons. The 400V lower segment covers propulsion, steering and braking systems. A separate segment powers the driving automation while the top 12V segment powers infotainment and other interior systems. Since high-speed communications will be increasingly important in future vehicles, Canoo has hired in-house experts in antenna design and the vehicle has an integrated system in the roof.
Canoo is trying to keep its direct capital investment manageable so it will be working with a contract manufacturer to build its vehicles starting in 2021. Initial production will take place in the US but as the company expands into China and other markets, production may be added there.
No pricing is available yet and at least two other body styles are eventually planned to join the lineup. In a market increasingly infatuated with SUVs and crossovers, the appeal of such a vehicle to American consumers right now remains an open question, but with the subscription model, there is a lot less risk for customers to try it out. This approach also means no risk with dealing with a new, unproven brand. The auto industry definitely exists in interesting times.
