A little-known Canadian electric vehicle manufacturer has introduced a Class 3 truck to the market and is currently establishing a national distribution network.
The first Class 3 electric vehicles manufactured by Vicinity Motor Corp. (VMC) have been deployed with Lafarge in British Columbia, where they are used to convey aggregate and related materials to local customers.
This week, the company brought a selection of its trucks to Vaughan, Ontario, in an effort to develop these relationships. Currently, the company is seeking to establish a distribution network in important markets across Canada. To develop its vendor network, VMC has collaborated with the consulting firm DSMA. Rick Kingdon, director of open point placement for DSMA, explained to TruckNews.com the company's goals as it prepares for an expanded rollout.
According to Kingdon, a current merchant who specializes in fleets would be an ideal candidate. "VMC is looking for distributors that are sophisticated, have their own systems in place, and have their own relationships with end users."
They will require connections, knowledge, facilities (such as hoists), and expertise (including EV-trained technicians).
Because the VMC 1200 is well-suited for final mile deliveries and other urban applications, the company intends to establish a network in major Canadian markets such as Calgary, Edmonton, Toronto, Montreal, and even the Atlantic provinces.
"This event is crucial," said Kingdon of the three-day event in Ontario that, in many instances, introduced the brand and vehicle to prospective distributor partners for the first time. "This is an opportunity for them to meet with VMC's executives and learn about the company's direction. Since it has existed since 2008, it is not a startup. Then, they can view the product, speak with the engineers, conduct a walkthrough, and test drive it."
The company
VMC was founded in 2008 as a mid-sized bus manufacturer in Aldergrove, British Columbia. Today, it claims ownership of 90% of the Canadian mid-sized bus market in which it participates. However, this market is subject to seasonality and cyclicality, so the company sought to expand into other markets to help it weather the troughs. The EV bus platform and architecture of VMC were readily adaptable to the commercial truck market, resulting in the birth of the VMC 1200.
Brent Phillips, senior director of sales for VMC, noted that the frame rail and rear of the cab were left unobstructed to facilitate the installation of a variety of bodies by upfitters. He compared the cab and chassis to Lego, describing it as a platform upon which consumers can construct any vehicle they desire.
"It's like the Transformer of trucks," quipped Phillips.
Customers seeking mini-dumps, flatdecks, and van bodies have expressed initial interest from companies in the last mile delivery and landscaping industries. However, some inquiries have even astonished VMC. Umrao Nagi, director of service operations, recalled that a prospective client wanted to outfit a box body and convert it into a mobile pizza kitchen to support its brick-and-mortar location.
Phillips claims the 100-kWh battery pack can provide approximately 240 kilometers of range when entirely charged. Depending on the body variety, its payload capacity may reach 4,500 pounds. The trucks are assembled in Aldergrove, with a second facility opening in September in Ferndale, Washington. However, Phillips stated that the company intends to establish itself securely in the Canadian market before expanding south.
He acknowledged, "There is a lot of interest in the United States." "However, 'Canada first' is a phrase we created. Typically, it's the other way around; how many does Canada receive? The query will be, how much does the United States receive? Here, we will develop our market, our service model, and all the necessary infrastructure, safeguard it, and ensure that it functions effectively. Our current plan calls for a limited launch in the United States 12 to 18 months from now. We want to be cautious and avoid doing anything that will cause us to lose focus in Canada."
VMC will have the capacity to produce approximately 2,000 vehicles annually by the end of the year, increasing to 3,000 the following year. Phillips stated, "From there, we can expand." "Our plan goes well beyond that."
The company believes it has carved out a pleasant, uncrowded niche in the commercial truck market that complements existing offerings. Phillips stated, "We are where they are not" in response to a question about the company's opinion of other start-up manufacturers of electric trucks, such as Lion Electric. We are thrilled for them and their accomplishments. We identified our niche and concentrate on it. I would say that we lack a vision for the Class 7 market and the school bus market."
He added, "One of the things that makes us unique is that we are currently the only OEM competing in this platform and category."
There are, however, plans to introduce a Class 5 vehicle with a 19,000-pound GVWR and a 400-kilometer range the following year, according to VMC.
The truck
The highlight of the demonstrations was the opportunity to test-drive the VMC 1200. Each displayed model was based on a standard specification; the only variance was the variety of bodies attached. I chose a flatbed for my trip on Highway 7 around the Universal EventSpace.
First impression upon entering the cab: the VMC 1200 is a battery-powered truck, not an EV attempting to be a truck. The interior is functional and attractive, but it cannot be mistaken for a luxury automobile. It contains no distractions. There is no tablet the size of a television mounted to the dashboard to divert the driver.
Neither will you find other futuristic concepts, such as a seat located in the middle of the taxi. The truck's interior is designed to be familiar and comfortable for anyone accustomed to operating conventional work trucks.
"We collaborated with a partner on the design of the cab," Phillips said as we clambered inside. "It is exceptionally roomy, ergonomic, and comfortable. It's a labor truck with no frills.
The dashboard design is an intuitive blend of digital displays and conventional gauges. The expansive windshield and side windows provide the driver with an excellent view of the road or worksite.
The transition from a diesel or gas-powered vehicle to an all-electric VMC is natural and straightforward. Upon releasing the accelerator, regenerative braking will not propel the vehicle forward. It is also not adjustable from within the cockpit, leaving one less adjustment for the driver to adjust. Those unfamiliar with operating an electric vehicle will be surprised by the lack of noise and instant torque.
Comparisons of commercial electric vehicles to over sized golf carts are becoming stale, but the analogy is overused because it works.
Compared to other commercial EVs, the cab's quietness stood out as a key differentiator, suggesting a sturdy construction. The silence of an EV powertrain reveals many cab construction flaws; you hear every squeak and rattle that a conventional engine would typically mask. The VMC generates an incredibly silent ride with a minimum of such sounds.
Standard interior features include air conditioning, tilt and telescopic steering, power windows and locks, keyless entry, and accommodation for three people.
The VMC's eccentric front exterior design pays homage to the company's bus origins. It's not a particularly aesthetically pleasing design, but it's ideal for inner-city deliveries and crowded work locations due to its functionality.
The gross vehicle weight rating (GVWR) is 12,000 pounds, and the payload capacity is 6,000 pounds (excluding the fuselage). Maximum speed is 104 km/h, and maximum capacity is 120 kW, or 160 horsepower. It has a range of 240 kilometers when completely loaded, according to the manufacturer, but the truck will likely be put on empty duty cycles for at least a portion of the route.
VMC has chosen not to participate in the charger competition, remaining brand-agnostic and allowing the fleet to select the most suitable Level 2 or 3 charger for its requirements. Both are complementary. A Level 2 charger requires five to seven hours to fully charge a battery, while a Level 3 charger only requires two and a half hours.
The VMC 1200 is an adaptable vehicle that is compatible with a wide variety of body styles. If you're searching for a common body, such as a mini-dump, dry van, or flatdeck, the truck will be delivered with the body already attached, eliminating the upfitting delays.
While VMC is still in the process of establishing a network of distributors, vehicles are currently available for purchase. For additional details, please visit vicinitymotorcorp.com.
