n the first lecture we have described a short history of the electric vehicle and have explained why the end for the Internal Combustion Engine (ICE) age is near. The lecture has touched upon the most important aspects when it comes to designing an electric vehicle and how these aspects differ from ICE vehicles. We have explained which choices an automaker has to make when it comes the size of the battery. Do you want to go big or do you want to keep price and weight low? Finally the lecture explained why electrification and automation go hand-in-hand.

In the second lecture Frank Rieck explained how the first electric vehicles were retrofits to existing bodies. This approach however is not sustainable as a mass market production technique. He explained the different approaches new entrants such as Tesla and Faraday Future have to the market in contrast to incumbent automakers. Using total cost of ownership predictions we have shown that other markets than the passenger vehicle market, such as buses and trucks, might get electrified soon as well. Lastly the lecture introduced how the added value of OEMs changes with electric vehicles but how it can also be increased.

In the third lecture we looked into the learning curve of automakers when it comes to electric vehicles. The lecture introduced some of the most important regulations which push automakers to increase their full efficiency or to introduce zero emission vehicles. These regulations translate into automakers trying to produce electric cars at a pace that matches ICE vehicle production. The learning curve is steep, but this will also result into electric vehicles becoming cheaper soon. Frank Rieck explained why automakers should also focus on sustainable growth both from an environmental and a social perspective. Finally we explained why high quality and safety standards are important and introduced some of the most-used ones.

In the last lecture, Rick Wolbertus switched from automakers to the after sales market to see which impact electrification has on that market. He first introduced the after sales market in comparison the other segments in the auto industry. In the next step the various stakeholders in this market were introduced such as the product suppliers, the delivery channels and the repair workshops. After this the impact of electric vehicles on this market was discussed, showing that electric vehicles need much less repair than ICE vehicles. Electrification could reduce the work for repair shops but also require different personnel. A switch from mechanical to electrical engineers. Also, additional equipment will be needed to repair these vehicles. We also showed how the increased complexity of the vehicles could mean a shift from independent workshops to dealerships. Finally we looked at how connectivity can change the after sales market. Via over-the-air updates bugs in the vehicle can be fixed at a distance, reducing the need for the driver to unnecessarily visit the repair shop.

Further reading

• • • Burton, N. (2013). A History of Electric Cars, Crowood
    • Beeton, D. & Meyer, G. (2015). Electric Vehicle Business Models: A global perspective. Springer: Heidelberg
    • Brown, S. Pyke, D. & Steenhof, P. (2010). Electric vehicles: The role and importance of standards in an emerging market. Energy Policy (38), 3797–3806
    • Dombrowski, U. & Engel, C. (2014). Impact of Electric Mobility on the After Sales Service in the Automotive Industry, Procedia CIRP 16 (2014),152 – 157
    • Diez & Schreier (2013). Electromobility – implications for after sales: Presentation of preliminary study results. Obtained from: https://www.e-mobilbw.de/files/e-mobil/content/DE/Service/Vortraege/Technologietag%202013/TT%202013_J3_Prof.%20Dr.%20Diez_Prof.%20Dr.%20Norbert%20Schreier.pdf