Kaliningrad’s “AvtoTor” promises “battery-powered” transportation for couriers.
Electric vehicles under the brand “Amber” (Yantar’) will start mass production in Kaliningrad from 2025. The universal platform for testing the electric vehicle’s systems—a mule—is currently being developed at the Moscow Polytechnic Institute (MAMI) by order of the AvtoTor plant within a special contract with the Ministry of Industry and Trade. So, is Russia keeping up with the global automotive trends? Exactly so.
Previously, the Kaliningrad automotive concern patented a graphical logo for two trade marks—’Amber Auto’ and ‘AvtoTor Amber.’ It was noted that this name would be given to a subcompact electric vehicle in the L7 category (up to 450 kg without the battery). They are also referred to as quadricycles (not to be confused with quad bikes—off-road vehicles). It was promised that, in terms of dimensions, the car would be close to Japanese ‘kei-cars.’
The compact electric car with a monolithic body and three doors will have dimensions of about three meters in length (the body of our Soviet subcompact ‘Oka’ was 3.2 meters). The vehicle will be capable of reaching speeds of up to 105 km/h. The battery capacity will be 27 kWh (36.7 hp). The battery will be one of the most expensive components (up to 45% of the price), so it can be leased. In other words, without the battery, it will be half the price.
The car’s design is promised to be from a Western company, although it could also be from a Russian one. The key is that the car doesn’t end up looking like what was seen on the test mule. The cover concealing the tested units was mistaken for the car’s future body. However, it was so ‘original’ and the ‘eyes’—the headlights—were so prominent that it seemed almost supernatural. But the company later explained that it was a technical variant—a cut-off of the body. There’s nothing to fear.
“In Russia, there are already no fewer than tens of thousands of electric vehicle users,” reminded auto expert Pyotr Shkumatov to “Gazeta o Rossii.” “And they drive. But there are some nuances. For city dwellers, such cars are inconvenient because there often isn’t anywhere to charge the car. You have to go somewhere specifically, leave the car for several hours, and go home by taxi, perhaps?”
Another problem is the high cost per kilowatt-hour at some charging stations. Yes, in Russia, the cost of electricity is lower than, for example, in Europe, but it’s important to calculate the expenses per kilometer driven. As a result, the operation might turn out to be more expensive than using gasoline. Comprehensive insurance (CASCO) for an electric car is also more expensive. The infrastructure for servicing and repairs is still fragmented. But these are growing pains that can be overcome, the expert believes.
According to him, the profile of a motorist who finds an electric car convenient and cost-effective has become clear. This is an owner of a private country house with three-phase power supply connected. Then the owner can charge the car at night using a lower electricity tariff at home. It’s also important to have a warm garage because electric cars don’t handle severe cold very well.
Compartments are local
The Russian car market has been in a state of turbulence for almost a couple of years. The departure of many Western brands was a significant blow, and the emergency replacement with “Chinese” cars (at the same “AvtoTor”) turned out to be only a temporary solution to the problem, not a matter of pride. It is premature to talk about a full replacement of BMW and Volkswagen with domestic brands.
Against this background, no one expected a breakthrough in terms of electric cars. Some skepticism still reigns in the professional community.
“Before the sanctions, Russians used the cheapest Japanese Nissan Leaf, which was brought from the secondary market through the Far East. There are currently no domestic electric cars,” laments Anton Shaparin, Vice President of the National Automobile Union, in a conversation with “GoR.” He does not hesitate to call things by their names. “What they consider ‘Moskvich’ is the Chinese JAC. ‘Atom’ exists in the form of unclear plans and press releases. The delivery time for the electric Lada Largus is constantly being postponed, and it looks like a PR story. So, for now, we have to just watch the Tesla Cybertruck and drool. To our deep regret. In general, any car starts with components and technologies that are then assembled together.”
Meanwhile, this is the approach they intend to implement at “AvtoTor.” After all, the test mule is nothing more than a test stand for a vehicle equipped with a prototype of auto components that require evaluation. In other words, it is about an original development based on the domestic industrial base, and not about buying ready-made Chinese parts and assembling them “on the knee,” as one might think.
Most of the components are expected to be made in Kaliningrad itself. The engine, batteries, control boards, and inverter are designed and manufactured in Russia, proudly stated at the Polytechnic Institute. By the way, there is already experience in similar developments there: the autonomous shuttle Smart (carries cargo up to 500 kg on closed areas) and the low-noise electric quad bike Stels for the city (speed 80 km/h, range 100 km).
As explained by Pablo Iturralde, the director of the Advanced Engineering School at Moscow Polytechnic, the supporting body of Amber is welded, made of aluminum profiles of different sections, and the external elements are made of high-quality class “A” plastic (the entire body weighs just over a hundred kilograms!). It is resistant to deformation and guarantees a stylish appearance. Moreover, it is suitable for recycling. Eco-activists will praise it. A stamped body would have been too expensive.
In the process of working on Amber, it is planned to develop a lot of components that can later be used for other cars. The engineering and methodological center created will allow writing documents and manuals for operators. Unlike now, when in the case of a breakdown of Chinese electric cars, they cannot be repaired because there is no necessary information about them.
Delivery Rules
It is expected that after an investment of around 4 billion rubles, the production capacities of “AvtoTor” will be able to produce up to 50 thousand electric cars per year. For a new venture, that’s quite substantial. But before achieving such high production numbers, the plant will have to achieve a balanced production of other important components. The main thing is to improve the production of batteries and electric motors. An electric car is valued in assembly, not just the body.
A pre-production prototype is already available, and in 2024, they promise to assemble five models. A similar car but with an internal combustion engine will also be made. The adaptation of the design will be carried out by the same Moscow Polytechnic. The versatility of the platform will even allow making small trucks of the same (L7) class. It’s reasonable. The complication of the economy requires a lot of such “tools.”
According to Pablo Iturralde, the new vehicle may become popular among couriers. However, Petr Shkumatov doubts this:
“Couriers ride electric bicycles, and it suits them. Including the ability not to stand in traffic jams. Besides, the work of a courier does not involve long distances, which means there won’t be significant fuel savings. Also, for them – people usually living in small accommodations – it will be difficult to charge such cars.”
Well, it might not be suitable for individual couriers, but centralized delivery services with their own fleet, warehouses, and dispatch service could find it quite fitting. Local “kitchens” and other regional “marketplaces” for goods and services might reduce costs by using such technology on a larger scale, gaining competitive advantages.
Another consumer of the Amber electric car could be car-sharing services. Indeed, renting a fashionable electric car is probably even amusing. Children and teenagers play with electric scooters, after all. Adults might as well run errands in these cars. Moreover, this transportation option is all-weather. Until now, they preferred foreign Smart cars, but now that the Germans have left, they’re no longer available.
Developers believe that life itself will indicate the necessary direction. They talk about the importance of accumulating information, big data on all components of the Amber electric car, including its operation in harsh conditions. This will allow creating customer-oriented, specifically tailored vehicles for different types of activities in the future. It’s possible that they will carve out their niche even in foreign markets.
In general, the opportunity to learn to produce relatively simple electric cars at first (frame, body kit, battery, electric motor) is truly a gift from above. After mastering the production of a small number of components and simple assembly technologies, it’s possible to gradually move on to more complex products. The company “Toyota,” starting with weaving machines, transitioned to primitive cars and then grew into a global giant. “AvtoTor” also has a chance.