Motor and electronics are ours
By the end of 2022, electric UAZ vehicles were slated to begin production on the Technopolis site in Moscow, the former AZLK grounds. The target production capacity is up to 1000 units annually.
From Ulyanovsk arrives a bare chassis without an engine or attachments. The electrical system is mounted on it, with all components sourced from ordinary suppliers, while battery cells are imported from China.
Each cell stores roughly 750 watt hours, giving a total battery capacity of about 90 kilowatt hours. This configuration aims to provide about 300 kilometers of range. The electric motor was designed and assembled domestically in Russia. The synchronous motor delivers up to 300 newton meters of torque.
Externally, the electric installation is discreet, hidden beneath the Pro body. It sits on a subframe attached to standard engine mounts. The system includes voltage conversion, power switching, and motor control units. The electric motor connects to a conventional Chinese gearbox, fixed in second gear, to maximize efficiency and torque output.
The electric motor sits under the hood while the supporting electronics are mounted above it.
In this setup, the transmission may not endure beyond 100 thousand kilometers. Work is underway to integrate the engine into a single unit with the rear gearbox. This approach could allow removal of the gearbox and drive shaft, boosting durability and reducing overall vehicle weight.
There are two charging connectors in use for quick replenishment: CHAdeMO and GB/T.
The battery sits on the frame between the front and rear rails, with the loading height kept the same as in the gasoline version.
He is on his way!
Inside, the changes from a standard UAZ are immediately noticeable. The traditional gear lever on the central tunnel is replaced by a console featuring driving mode buttons.
The instrument cluster is redesigned as a virtual display. It not only shows information but also offers telematics functionality. It transmits driving mode data gathered from GPS sensors and an accelerometer.
With this setup, remote vehicle control becomes possible, including door locking and speed restrictions in specific zones. This capability is attractive for fleets and corporate users.
The UAZ operates unusually quietly, with only the hum of the electric drivetrain breaking the stillness. Acceleration feels modest compared with many passenger EVs, yet it remains forceful when contrasted with a gasoline UAZ. For a fleet vehicle, the dynamics are perfectly acceptable.
Sound from the undercarriage is still audible, a characteristic shared with all UAZ models. In a quiet electric car, those chassis and suspension sounds become more perceptible.
Inside, the cabin mirrors a standard Pro, except the gear lever is replaced by a console with driving mode controls.
The electric drive raises the curb weight by about half a ton, making the total payload for the “one and a half” class around one ton. For city work, that payload is usually sufficient.
Price and edition
The electric UAZ Profi is priced at 4.5 million rubles. A 40 kW charger is included, enabling battery recharge in roughly two hours. While the price may be high for UAZ, it is competitive for an electric vehicle, and confirmed orders are already in place.
The virtual dashboard has been rebuilt from the ground up to reflect the electric configuration.
Warranty coverage for the UAZ portion remains standard at two years or 150 thousand kilometers. The electrical system carries a five year warranty. Maintenance intervals are set at 30 thousand kilometers. Routine service focuses on coolant replacement within the battery cooling circuits. Some dealers have been retrained and equipped to service electric vehicles, with around ten service points in operation.
Looking ahead, the company plans to develop its own modular electric platform to reduce dependence on external chassis suppliers and to scale production toward five thousand electric vehicles per year. [citation]