All four awardees received the amounts they requested. Eight proposals passed but were not funded; three proposals did not pass. Wrightspeed received the highest application score of all the applicants. The scoring criteria were: project feasibility; project budget; match funding economic benefit; qualifications of project team; and market development.

Wrightspeed. Wrightspeed, founded by Ian Wright, who worked for Tesla in the early days for a short while, initially focused on extreme performance electric supercars, and produced a prototype, the X1. Wrightspeed is currently building electric powertrain technology for two high-power markets: medium-duty fleet trucks (the Route system) and ultra-performance supercars (the Circuit all-wheel drive system). The engineering team has particular strengths in control systems, high-reliability software, and high-power analog electronics.

The Route retrofit drive system includes:

• Range-extending generator. Wrightspeed is using an open generator architecture; a Route system can use any number of on-board power generation options, including micro-turbines and piston engines.

• Geared Traction Drive. The GTD integrates an electric motor, a two-speed gear box and an inverter; there are two per drive axle, providing direct traction control at drivewheels. GTD delivers 200 hp (186 kW) (continuous), and 10,600 lb-ft (14,372 N·m) total axle torque. Top speed (limited) is 75 mph (121 km/h). Regen braking power is 400 hp (298 kW), with slip limiting.

  The GTD uses clutchless gear shifting. Traditional multi-speed transmissions use clutches (synchro rings, multi-disc wet clutches, twin-clutch arrangements) to achieve synchronization before engagement; this makes them heavy, expensive, and less efficient. Electric motors, however, can have the motor speed controlled so precisely, and changed so quickly, that the shifter dog-clutches can be engaged without clashing.

  Wrightspeed has shifted the sync function that used to be performed by mechanical means into software control of electronics, driving the electric motor with precision. The system is therefore lighter, cheaper, and more efficient.

• High-power plug-in battery system with active cooling.

Wrightspeed made its first conversion kit for the Isuzu NPR. With its conventional diesel powertrain, the NPR averaged about 12 miles per gallon in testing with a metro drive cycle. With the Route Range-extended Electric Vehicle (REV) powertrain, under the same test conditions, Wrightspeed measured 25-40 miles per gallon (on a cost equivalent basis, drive cycle-dependent).

During 2010 and 2011, Wrightspeed raised $10 million in private investments, some of which was used as matching funds for the company’s prior CEC grant for $1.2 million. Since cutting the ribbon on their San Jose facility 7 April 2011, Wrightspeed has built and tested a large amount of IP, including their 250 hp 2-speed Geared Traction Drive (GTD) with clutchless electronic shifting (an industry first), 200 kW inverter, battery pack and management system, and patent-pending vehicle dynamics control system.

Wrightspeed has proven their technology in several engineering prototypes that will now go out for customer validation and testing. While continuing to meet payload, power, and range expectations of fleet operators, the Route offers a 3-5 year return on investment.