By Atul Gopal
The PluginIndia team got an opportunity to visit the factory of the BGauss, the Mumbai based electric scooter brand. We also got to spend time with their flagship electric scooter BGauss B8.
In this blog, i give my thoughts on the company and the scooter.
In this blog, i give my thoughts on the company and the scooter.
Lets Ride BGauss B8 : Video
After a lot of red tapism by Bombay HO, we were invited to collect the scooter from the Chakan factory. BGauss is part of the 800 m $ RR Kabel group. Although the size of the group leads to a fair amount of bureaucracy, it also means that the company is systems driven. And investments have been made in people. The team has come in largely from automotive backgrounds, and that shows in both the product and the factory. At first, we were told that we would not be able to see the factory by our contact person, Sachin Raut. Sachin looks after logistics. However, Mumbai HO was more obliging - and we did get to do a chakkar of the factory. When we reached we were introduced to Pravin. We also got to spend some time with Ashish, the plant manager. The young MD, Mr Kabra, was also present, but we did not interact with him. Pravin knew about us as he has worked with Pure EV earlier. Pravin looks after homologation. The company has about 15 dealers in 4 states at this time, mostly in the South and the West. North is going to be the next area of expansion. Dealerships are located in upmarket central city areas - and are exclusive. The benchmarking is with TVS dealerships. The Pune dealer is located on Tilak Road, quite close to SP College. We had a small discussion related to dealer RoI, but that was not too satisfactory.
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The vehicle fits and finishes are above average. Plastic panel quality is good. In the looks department, it passed the 'arre look, battery wali gaadi' test by our galli ka baccha log. The high point of the vehicle is the Bosch motor. Rated at 1.2 kW, with a peak of 1.9 kW. Deliverin 94 Nm of torque, and all of it at low speeds, so zippy, as always. And for a change, has been married to a good motor controller. BGauss is working on developing its own motor, and I hope the copper DNA of parent RR Kabel will help over there. The top speed is a sedate but acceptable 50 kmph, although in our tests, we could only take it to as high as 49 kmph. In double seat mode, the max speed drops by 5-10 kmph. The suspension has the right level of stiffness. The seat was comfortable for double seat riding, but would have been happier with a pillion back rest. I think having an optional rider backrest may also be a good idea for EV scooter companies. EVs usually are not as squeak free as ICE scooters, but happy to note that the squeakmeter barely budged in the B8.
Ergonomics is ok. Why are so many Chinese made EV seats not suitable for Indians? Wikipedia tells me that the average Chinese is actually taller than the average Indian. I guess it has to be with width more than height. Am sure that the average Indian is more obese than the average Chinese - and hence the issue with seat inadequacy. The root cause solution would be to do something about the obesity epidemic which is sweeping our subcontinent, but till the time that we become Atma kam bhar bharat, would request all EV manufacturers to be more generous in their seat allowances. My constant crib about a lower floorboard leading to a better riding posture extends to the BGauss B8 too. The only difference is that this vehicle is being sold with lead acid battery options too. So the under floorboard area is utilized. The NMC battery fits in at an angle, which happily leads to good underseat storage space. The metal cover that fits to separate the battery from the dicky needs a better fitting mechanism. The current clamping bolts are clumsy - and protrude into the storage area.
In the design, the rear side disappoints - looks very ordinary. The headlights remain on all the time, which is a norm for new ICE scooters. But with battery juice limitations, I wonder whether that should be mandated for electric bikes. The LED lights are below par, as compared to ICE scooters. The switches look good. But switch placement and functionality were not too great. One is used to the turn indicator going off by pushing the switch button, which usually is raised. In the B8, one has to push the left indicator button to stop the left indicator and the same for the right indicator. Requires a lot of focussing, and does not come intuitively. I could see that Kamlesh, who I was following in the car, left the indicator on for several km. This can be a safety hazard on roads.
Indigenization efforts have started. Tyres, as expected, are desi. The batteries are being supplied by 'Epitome Sustainable Energy Pack', an Ahmednagar based company. BGauss is their first EV customer. The battery has been packaged well - and looks like it may pass IP67 rating. There is an option to charge without opening the battery too. While opening the battery to charge will offer convenience, you have to open the dicky, remove the cover, disconnect the connector to the motor, connect the charger connector - and then start the charging. Would have loved a bigger battery - the current one is 1.44 kWH, 60 V. Comes with a 3 year warranty. We will do a proper range test - but at first look, the range is not going to be more than 50-60 km from the current battery. Today batteries are the costliest component in a vehicle, and the challenge with a bigger battery: can the B8 still continue to remain in the pricing sweet spot of Rs. 75-85 K?
Ergonomics is ok. Why are so many Chinese made EV seats not suitable for Indians? Wikipedia tells me that the average Chinese is actually taller than the average Indian. I guess it has to be with width more than height. Am sure that the average Indian is more obese than the average Chinese - and hence the issue with seat inadequacy. The root cause solution would be to do something about the obesity epidemic which is sweeping our subcontinent, but till the time that we become Atma kam bhar bharat, would request all EV manufacturers to be more generous in their seat allowances. My constant crib about a lower floorboard leading to a better riding posture extends to the BGauss B8 too. The only difference is that this vehicle is being sold with lead acid battery options too. So the under floorboard area is utilized. The NMC battery fits in at an angle, which happily leads to good underseat storage space. The metal cover that fits to separate the battery from the dicky needs a better fitting mechanism. The current clamping bolts are clumsy - and protrude into the storage area.
In the design, the rear side disappoints - looks very ordinary. The headlights remain on all the time, which is a norm for new ICE scooters. But with battery juice limitations, I wonder whether that should be mandated for electric bikes. The LED lights are below par, as compared to ICE scooters. The switches look good. But switch placement and functionality were not too great. One is used to the turn indicator going off by pushing the switch button, which usually is raised. In the B8, one has to push the left indicator button to stop the left indicator and the same for the right indicator. Requires a lot of focussing, and does not come intuitively. I could see that Kamlesh, who I was following in the car, left the indicator on for several km. This can be a safety hazard on roads.
Indigenization efforts have started. Tyres, as expected, are desi. The batteries are being supplied by 'Epitome Sustainable Energy Pack', an Ahmednagar based company. BGauss is their first EV customer. The battery has been packaged well - and looks like it may pass IP67 rating. There is an option to charge without opening the battery too. While opening the battery to charge will offer convenience, you have to open the dicky, remove the cover, disconnect the connector to the motor, connect the charger connector - and then start the charging. Would have loved a bigger battery - the current one is 1.44 kWH, 60 V. Comes with a 3 year warranty. We will do a proper range test - but at first look, the range is not going to be more than 50-60 km from the current battery. Today batteries are the costliest component in a vehicle, and the challenge with a bigger battery: can the B8 still continue to remain in the pricing sweet spot of Rs. 75-85 K?
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We discussed why ICE component manufacturers cannot supply EV manufacturers. Except for the engine and powertrain, there is not too much of a difference between ICE and EV components. We hear that the existing ICE manufacturers have got into lock-in arrangements with their vendors, where they cannot supply to any other manufacturer. Am sure that this restrictive trade practice can be challenged in courts, but given current ICE volumes, which vendor would want to risk that?
Finally, Both Tesla and Gauss are units of magnetism. One Tesla is 10,000 Gauss. And the symbol for Gauss is B. Hence BGauss. Not too happy with the B - would have been happier if it was just Gauss - which kinds of rolls easier on the tongue. As I type this, I hear that Elon Musk has just overtaken Jeff Bezos as the richest guy in the world.
I hope that the Kabras of BGauss will follow in the Musk footsteps. But it's going to be a long haul.
Finally, Both Tesla and Gauss are units of magnetism. One Tesla is 10,000 Gauss. And the symbol for Gauss is B. Hence BGauss. Not too happy with the B - would have been happier if it was just Gauss - which kinds of rolls easier on the tongue. As I type this, I hear that Elon Musk has just overtaken Jeff Bezos as the richest guy in the world.
I hope that the Kabras of BGauss will follow in the Musk footsteps. But it's going to be a long haul.
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