Bollinger’s proposed B1 SUV and B2 pickup illustrated how a purpose-built electric platform could make room for cargo routes and work features that are difficult to package around a conventional engine, radiator and longitudinal transmission. Their design remains a useful example of EV packaging—but the B1 and B2 were postponed, and they are not current consumer vehicles for sale.
Why the B1 and B2 had unusual cargo flexibility
A conventional truck or SUV is organized around a front-mounted engine and the components that connect it to the wheels. Bollinger’s concept took a different approach: electric propulsion allowed the design to open routes through the front and length of the vehicle for long items.
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Frunkgate and Passthrough
The proposed B1 and B2 featured a front fold-down panel Bollinger called the “Frunkgate,” which could also serve as a work surface, and a lengthwise “Passthrough” for carrying long cargo. IEEE Spectrum reported in 2020 that the B2 could accommodate items up to 4.9 meters long and the B1 up to 4 meters. Those are article-era claims about the proposed vehicles, not measurements of production models.
Robert Bollinger, the company’s founder, summarized the Frunkgate’s appeal to IEEE Spectrum: “It’s a simple idea, but it transforms the truck.” The practical point was not simply more storage; it was a different path for moving awkward materials through a vehicle.
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Designed for work, not just cargo volume
IEEE Spectrum described a 244-liter front storage compartment for tools and electrical outlets supplied by an onboard inverter. Together with the fold-down panel, those features suggested a vehicle that could act as a mobile work surface and power source. They were part of the B1/B2 proposal, not verified specifications for a vehicle customers can buy today.
What the design says about electric-vehicle platforms
The broader design argument is about where a vehicle starts. Many early electric vehicles adapted platforms originally engineered for combustion engines. That left designers working around packaging choices made for an engine, radiator and transmission while also finding space for a large battery.
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A purpose-built EV can arrange its battery below the floor and its motors near the wheels, freeing more of the space above the platform for passenger, cargo and work functions. The low battery placement can also lower the vehicle’s center of gravity. Robert Bollinger put the blank-sheet philosophy this way in IEEE Spectrum: “If you start from the ground up, you make a much more efficient and wonderful vehicle.” That is a design principle, not proof that every purpose-built EV is more efficient than every converted one.
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Repair common Windows errors and clear accumulated junk for a smoother, more stable PC - no reinstall needed.Free scan · no reinstallThe B1 and B2 made that freedom visible through the Frunkgate and Passthrough. Their significance lies in how packaging can shape what a vehicle does, rather than in a controlled comparison showing that they outperform a particular truck or SUV.
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Rugged details supported the work-vehicle idea
The proposal paired its cargo openings with features aimed at rough terrain and demanding loads. IEEE Spectrum highlighted all-wheel drive, removable body panels, portal axles, ground clearance and water-wading ability. It also reported a payload capability of 2.3 metric tons. These were features and figures reported for the planned vehicles in 2020; the article does not establish that they were independently tested on production vehicles.
That mix matters to the design thesis: a long-item route is useful only if the rest of the vehicle suits the job. The B1/B2 concept combined cargo access with off-road intent and worksite utility, rather than treating the unusual openings as styling alone.
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What Bollinger reported for the proposed B1 and B2
The following figures are claims or plans reported by IEEE Spectrum in 2020. They should not be read as current specifications, confirmed production results, or an offer to buy.
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| Item | 2020 IEEE Spectrum report |
|---|---|
| Long-item capacity | B2: up to 4.9 meters; B1: up to 4 meters |
| Claimed output | 614 horsepower and 668 pound-feet of torque |
| Claimed acceleration | 0–60 mph in 4.5 seconds |
| Described battery capacity | 120 kilowatt-hours |
| Described front storage | 244 liters |
| Described payload capability | 2.3 metric tons |
| Article-era stated planned price | US$125,000 |
| Article-era production plan | 1,000 B1/B2 vehicles planned for 2021 |
Why the B1 and B2 are not current consumer offerings
The 2020 article described plans to build 1,000 vehicles in 2021, but that schedule did not hold. In 2021, Bollinger Motors said it was postponing B1/B2 development and shifting its focus to commercial trucks and fleets. The company also said it would refund reservations while it awaited a more definitive timeline for resuming the program. Bollinger Motors’ 2021 announcement did not provide a firm restart date.
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The company’s later direction was commercial. A September 23, 2024 company release says Bollinger pivoted in 2022 to the Class 4 B4 commercial truck and reached production of its first customer-ready B4 in September 2024. A 2025 SEC-filed company update likewise discusses commercial EV products, including B4 and Urban Delivery activity; it does not establish that consumer B1/B2 production resumed.
So the B1 and B2 are best understood as a historical design proposal, not as vehicles with a current order path or current price. Their packaging ideas can still help explain what a purpose-built EV platform permits.
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