Russian Electric Minibus of Bankruptcy

At the beginning of 2009, only a year had passed since the debut of the Tesla Roadster and most automakers had yet to introduce their own electric models, German engineer Reinhardt Ritter had already recognized the potential of clean energy. Back in the 1990s, he had installed a self-developed synchronous electric motor into a Volkswagen Polo, and now he was planning to build a business around it.

Although Reinhardt already had successful experience, he considered converting passenger cars to be unprofitable. So when his friend Can Baki, intrigued by the Polo project, suggested converting his farmer wife’s van, Reinhardt immediately agreed. To meet tightening environmental regulations, Ritter and his son-in-law replaced the diesel engine with an electric drivetrain, spending six months and 110,000 marks. Can, who conveniently worked at UPS, liked the result so much that he managed to secure his friend a contract with the courier company. This led to the creation of EFA-S (Elektro-Fahrzeuge Stuttgart).

Thus, this small company with 5–8 employees spent several years converting vans. However, the explosive growth in the popularity of electric vehicles (especially commercial ones) had a major impact: just three years after its founding, EFA-S became profitable, and by 2015, despite its size, the company was already generating hundreds of thousands of euros in net profit annually. Such success did not go unnoticed by Chinese investors: that same year, a company linked to the bus manufacturer Wuzhoulong acquired 75% of EFA-S from the Ritter family. The new owners’ main goal was to establish their own production, and they were ready to invest millions of euros each year.

In 2019, EFA-S introduced its new lineup: the EFA-S E35. The choice of base platform, clearly influenced by Chinese partners, was quite exotic for Germany: the new electric vehicles were built on GAZelle NEXT chassis. The Russian plant supplied chassis without engines or gearboxes, and near Stuttgart they were fitted with proprietary electric motors, LFP-batteries, and electronics. The “35” in the model name referred to a maximum weight of 3.5 tons, within which customers could choose panel vans or flatbed versions and tarpaulin covers. By 2020, the E35 lineup expanded to include versions up to 4.25 tons (raising questions about the naming), including double-cab variants and minibuses in category B with up to 9 seats.

That same year, in an attempt to expand into new segments, the German company purchased two minibuses: the then conceptually new low-floor GAZelle City (A68R52) and the more traditional GAZelle Next panel van (A65R33). The City one most likely arrived fully assembled, which makes the WMI “WEG” in its VIN (unknown in any German registry) even more questionable. The Next, due to its delivery format, had an empty engine bay but came with an assembled cabin and interior.

Although EFA-S had previously worked on minibuses, converting at least three used Mercedes-Benz Sprinters to electric drive between 2015 and 2018, those days were over. The company’s core clientele consisted of delivery companies, municipal utilities, and construction firms, which had little interest in passenger transport. Entering the M3 category (for more than 8 passenger seats) would have required significant investment that the company could no longer afford.

Growing competition began to squeeze EFA-S’s business model. Major manufacturers rushed to catch up, and in 2020 alone models like the eSprinter, e-Expert, and E-Ducato appeared, soon followed by the Master ZE and E-Transit. Customers increasingly turned to proven and often cheaper factory-built solutions. In the minibus segment, manufacturers like VDL, with its MidCity Electric (2018), began offering simpler, more straightforward solutions based on the familiar MB Sprinter chassis. The niche EFA-S occupied became oversaturated, and garage-style conversions steadily lost popularity. The company managed to stay alive thanks in part to unique projects (such as building electric-powered tourist road trains), but its development plans, along with the two unfinished minibuses, were shelved.

If EFA-S still had a chance before 2022 to stabilize, the changing political situation ended those prospects. The newly established system collapsed: although GAZ products remained outside sanctions until February 2023, no one was willing to take risks. German suppliers also failed the company: due to shortages of critical components, far fewer vehicles were sold than planned.

In July 2023, bankruptcy proceedings began. No buyers were found to acquire the assets and revive production. In September 2023, the company was liquidated and has since completely ceased to exist. The two minibuses in question, which had remained unused since their delivery in 2020, were towed in 2023 to a remote village 250 kilometers away, where they remain to this day.