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Quantum Signs LOI With Fisker Automotive as Exclusive Supplier of Q-Drive Technology

 
1,318 views Jan 20, 2010

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Per the press release linked below, Quantum Fuel Systems Technologies Worldwide, Inc. announced today that it has entered into a letter of intent with Fisker Automotive that outlines the terms of a production and licensing agreement for the Fisker Karma Program. Under the supply arrangement, Quantum will be the exclusive supplier of the Q-Drive™ hybrid control systems including the hybrid controller and Quantum's proprietary hybrid control software, the inverters and Quantum's proprietary motor control software, on-board charger and control systems, the DC-DC converter and the solar roof module, subject to Quantum meeting the required price, performance, quality and delivery specifications. Quantum would also receive a royalty payment on each Karma sold that incorporates Quantum's Q-Drive. The definitive supply agreement, once finalized, is subject to approval by the Department of Energy.

The supply agreement will also provide Quantum with the opportunity to supply components and systems for future Fisker Automotive vehicle programs, upon Quantum meeting the automaker's performance, cost and delivery requirements.

The Q-Drive control and software system has evolved over five years of innovation and development at Quantum. Quantum's Q-Drive system takes full advantage of the performance potential of electric drive systems while achieving high fuel mileage and low emissions through its integrated plug-in hybrid electric design. Benefits of Quantum's drive system include optimized fuel efficiency and superior performance, unchanged gas station infrastructure, and convenient battery recharging with any 110-volt outlet, 220/240-volt fast-charging, or using Quantum's solar energy powered re-charging station.

Quantum is continuing its integration of Quantum's Q-Drive system, under a funded development program with Fisker Automotive, into a unique chassis that will enable optimizing the performance and vehicle dynamics for the Fisker Karma. Additional efforts are anticipated for Quantum to complete the development, testing, and validation of the integrated Q-Drive system to meet all automotive industry, safety, and emissions standards to be able to put the Fisker high-performance luxury sedan into the hands of consumers.

"We are gearing up for the Karma production phase and are excited about bringing our innovative Q-Drive PHEV control systems to market. Fisker has announced that production will begin as early as the 3rd calendar quarter of this year," said Alan P. Niedzwiecki, the President and CEO of Quantum.

As we near production of the Fisker Karma, announcements of various contracts and other formalities will ensue.  The announcement of Quantum sourcing their Q-drive to Fisker Automotive was a foregone conclusion, but the word "exclusive" caught my eye.  The LOI seems to state that Quantum is the only supplier of the Q-drive, which is obvious, and it may be inferred that Fisker Automotive isn't sourcing any other vendor's propulsion system for the Fisker Karma.  My next question is: Per these agreements, is Quantum allowed to supply their Q-drive to any other automakers beyond Fisker Automotive?  I would like to think that they could, as I believe plug-in series hybrids will be an important configuration for the next couple decades.  Per a related story, they may be used for conversion of the US Postal Service fleet.

[Source: Press Release]





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Comments (9)

  1. By Chris O Posted: 1/20/2010 12:57pm PST

    I seriously doubt that Quantum's series hybrid technology will remain relevant "for the next couple decades". The problem with hybrid cars is their high part count. Installing a complete ICE drivetrain minus the transmission (but plus a generator)ánd a complete electric drivetrain minus part of the battery pack will mean high production cost. No problem for a high end car like the Karma, problem for a Chevy Cruze competitor like the Volt. My estimate is that it won't take 10 years before battery costs drop to a level that the whole range extender concept just doesn't make sense any more. More importantly: I think there will never be a phase in which it makes actual economic sense to drive a range extended vehicle. Let's face it: the Volt just can't compete with the Cruze it shares it's platform with if choosing the Cruze means you keep $20K in your pocket to spend on gas...
     
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  2. By Jason M. Hendler Posted: 1/20/2010 1:40pm PST

    Chris, it is the lack of rapid recharge capability that will keep EREV's successful for a couple decades. Projections for battery development emphasize energy density and long life, and not rapid recharge, as high power usage is detrimental to battery life.
    I do believe fuel cost increases and economies of scale will allow EREV's to stay viable for decades.
     
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  3. By Chris O Posted: 1/20/2010 2:52pm PST

    @Jason M. Hendler: It seems to me that at the end of the day a car's building cost is the sum of the price of it's parts. Mass production will make every individual part cheaper but a car that consists of more parts will always be more expensive to build than one that consists of less parts, especially if the extra parts are relatively high grade. Maybe the Prius is a good example. Despite a production run of half a million units in 2009 soon to be ramped up to a million, over here in Europe it's net price before taxes and subsidies is nearly 50% higher than it's non hybrid competitors. I agree though that a range extended vehicle might for a long time to come be a more practical solution than a BEV. Still, unless oil hits $400/barrel you won't safe any money driving a Volt. So my guess is that despite their present drawbacks BEV's are the best way forwards. Didn't even Bob "we'll never do an all electric car again" Lutz recently announce that there will be BEV version of the Volt?
     
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  4. By Jason M. Hendler Posted: 1/20/2010 3:49pm PST

    @ Chris O, no matter how cheap a hybrid gets, it gets all its energy from petroleum. There are many who will pay a premium to DISPLACE their use of petroleum for energy independence and / or environmentalism.
    Yes, Lutz spoke about an evolution of the Volt to a BEV, but that was always part of the plan, just as a plug-in fuel cell variant has been.
    As I said in the previous comment, battery manufacturers aren't working to make batteries cheaper, but more energy dense, so automakers can increase range in BEV's. Only GM plans to use more energy dense batteries to reduce pack size and cost by holding range to 40 miles.
     
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  5. By Noel Park Posted: 1/20/2010 4:43pm PST

    Well I don't always agree with Jason, but he's dead right at #2, IMHO. And it's about a lot more than just having 20K to spend on gas.
    And it's not 20K anyway, at least for the 1st 250K units. And, I doubt if you will be able to get a Cruze with the same equipment level as a Volt for 20K.
     
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  6. By Noel Park Posted: 1/20/2010 4:46pm PST

    Oh, BTW, Fisker, LOL. I remember when Tony Soprano and his boys had the stock boiler room. That's the first time I ever heard the expression "pump and dump". Somebody's gonna get burned on this deal when it folds up including, but not limited to, the taxpayers, IMHO.
     
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  7. By  Eric E Posted: 1/20/2010 7:47pm PST

    Chris O...
    A serial hybrid is simpler than a standard gas ICE and FAR simpler than a standard parallel hybrid like the Prius.
    So if you are right about the cost being related to the sum of it's parts, then the EREV could be an excellent interim technology until BEVs become more practical with the cost/range ratio.
     
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  8. By Chris O Posted: 1/21/2010 1:50am PST

    Jason: I fully agree that the (PH)EV thing isn't just about saving money, but I do think there is a limit about what people in the lower segments of the markets are willing and able to pay for their concerns about oil dependency en the environment. If batteryprices are to remain high for many years to come than that is bad news for the BEV concept but at least as bad for the PHEV concept since PHEV's require a battery pack that's relatively large compared to their all electric range. Remember the volt gets 40 miles from 16KWH versus the Leaf's 100 miles from a 24KWH pack. When battery prices do drop BEV's wil benefit more since they don't get to be stuck with the high cost of the ICE generator unit. Seems to me that the numbers favour the BEV concept in every scenario.
    Eric: how is a series hybrid simpler than a standard ICE vehicle if in fact it has all the components of an ICE vehicle except that it has it's tranny replaced by a generator ánd a complete BEV drivetrain added to it minus 30% of the batterypack?
    Noel: I think the Fisker Karma is a fantastic car with a great chance to succeed if the whole "eco-chique"thing catches on in a market segment in which the extra cost of the PHEV drivetrain can be absorbed by the price relatively easy. For the same reason I think a Caddy Converj makes more sense than a Chevy Volt BTW.
     
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  9. By Noel Park Posted: 1/21/2010 3:02pm PST

    Chris O, #8
    Well my marketing expertise and $1.70 will get you a cup of coffee down at Starbucks, LOL. I'm sure that we will all be watching the trajectory of Fisker with great interest. Maybe we can touch base in about a year and see what has happened.
     
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