Page-Roberts proposed replacing the familiar flat battery beneath an EV’s floor with a vertical, angled battery structure between the front and rear seating rows. The company said that arrangement could help make small cars shorter, lighter and more efficient, but the headline gains are estimates it gave in 2021—not independently verified test results. The layout also brings a central battery wall, rear-facing rear seats and a higher center of gravity.
How Page-Roberts’ vertical battery layout works
In the proposed design, a battery stack sits at an angle in the middle of a small hatchback, between its seating rows. The rear seats recline and face backward, placing the pack between the front and rear occupants. Page-Roberts describes the battery as part of a central torsion-box structure, rather than a flat pack mounted under the cabin floor. New Atlas reported the concept on June 3, 2021.
The company’s About page says Page-Roberts launched in 2019 and describes the arrangement as a patented design intended to make EVs smaller, lighter, safer and longer-ranging for an equivalent battery energy size. It invites manufacturers and investors to make contact; that does not establish that a vehicle using the layout has been built, licensed or put into production.
What the company claimed it could improve
Page-Roberts CEO Freddy Page-Roberts argued that underfloor skateboard batteries can lead to taller vehicles, added impact-protection structure and longer wheelbases. He also said greater height can increase aerodynamic losses and energy consumption, particularly at motorway speeds. Those are the company’s rationale for its alternative, not a settled conclusion about every skateboard EV.
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In the 2021 New Atlas report, Page-Roberts estimated that the design could save 77–165 lb (35–75 kg) of crash-structure material. The company estimated total vehicle mass could fall by up to 220 lb (100 kg) when that saving was combined with a lower vehicle profile, and extrapolated up to 30% greater overall efficiency from reduced mass and improved aerodynamics.
All three figures are company estimates reported in 2021. The available reporting does not describe independent testing of the concept, a validated range improvement or measured efficiency gains. “Up to” is a claimed potential ceiling, not a result to expect from a vehicle.
Where the packaging may—and may not—fit
Page-Roberts presented the arrangement as best suited to small four-seat cars, and suggested it could also suit low-slung 2+2 grand-tourer proportions. That packaging goal differs from vehicles designed to maximize cabin volume or ground clearance.
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- Small hatchbacks and low-slung coupes: A shorter or lower body is central to the company’s case, so these are the shapes it identified as a better fit.
- SUVs and crossovers: Their emphasis on cabin volume and, often, longer wheelbases may conflict with the concept’s packaging priorities.
- Pickups and 4x4s: These may benefit from extra ride height, which works against the proposed low-profile rationale.
The trade-offs a vehicle would have to solve
A central battery structure changes more than the floor plan. It occupies the space between the seating rows, and the rear occupants face backward. That can affect comfort, entry and exit, rear-seat access and how much practical cabin or cargo space remains. The design also raises the center of gravity relative to a low-mounted pack, a factor engineers would need to assess in vehicle dynamics.
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Structural integration and crash performance would also need vehicle-specific evidence. A design rationale that says the pack can replace some protective structure does not by itself demonstrate crashworthiness or establish that occupants are safer. The relevant comparison would need to account for the complete vehicle, its structure, occupant restraints and measured safety performance.
How to compare it with a skateboard EV
The useful question is not whether one layout is universally better, but whether its packaging benefits outweigh its costs for a particular vehicle. A sound comparison would examine:
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- Shape and aerodynamics: Does the battery position actually enable a shorter wheelbase or lower body, and has any aerodynamic benefit been measured?
- Mass and protection: Are claimed savings in crash-structure material reflected in verified whole-vehicle mass, while still meeting crash-performance requirements?
- Cabin packaging: How do the battery wall, rear-facing seats and access arrangements affect occupant comfort and usable cargo space?
- Vehicle purpose: Does the layout suit a small, low-slung four-seater better than a vehicle whose priorities are interior volume or ride height?
- Dynamics and safety: What do testing and engineering analysis show about the higher center of gravity, structural integration and occupant protection?
Is the vertical battery design the future of EVs?
It is a proposed alternative architecture, not an established replacement for the skateboard layout. Page-Roberts’ case is that moving the battery into the center of a small car could free the designers to reduce the body profile and some surrounding structure. The corresponding costs—especially the battery barrier between seating rows and the higher center of gravity—make the idea highly dependent on vehicle type and execution.
The reporting available here dates to June 3, 2021. Page-Roberts’ About page describes its design and invites industry interest, but the sources do not establish whether the concept has since been demonstrated, licensed or commercialized. Its production status and the company’s projected performance gains therefore remain unverified.
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