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We are very pleased to present the EVtv 2015 Catalogue of Custom Electric Vehicle Components.
assembly line built for it, and ultimately rolled off that assembly line to its new owner, represents an enormous amount of time, treasure, and talent contributed by many hundreds and more often thousands of individual humans.
In the pages that immediately follow, we depict not components, but the 100 Most Significant Custom Electric Vehicle Builds for the year 2015. These are selected custom vehicles, built by individuals, university alternate energy programs, and prototype builders for the future.
In the case of our cover girl this year, 51 years later it was found a rusted derelict dozing in the Zimbabwe sun in a rural field in South Africa – far from its more optimistic beginnings as a gleaming new truck in 1963 Hanover, Germany.
It is my fondest hope that publication of these vehicles with abundant photographs and details, gives you a GLIMPSE into the world I see everyday, with thousands of individuals world wide working on their next custom electric vehicle project. I’m confident you will agree they are in all cases items of beauty.
Picture, if you will, that Mr. Jamie Robson of Truro, Cornwall, the United Kingdom, proposes to move that vehicle from Zimbabwe, through British customs, and into Cornwall. He then intends to restore this beast to like new condition and more, to power it with magnetic drive using Lithium ionic cells as the power source.
So what’s with the cover?
If he persists to success, this 1963 DoppleKabine can not only survive ANOTHER 51 years, but will probably do so in much improved fashion over the first life this vehicle enjoyed. How much gasoline does a microbus burn in 51 years?
Obviously, it would be vastly to our commercial interest to show one of the most gorgeous cars in the book on the cover as that sort of thing attracts readers. Better yet, overlay some young , beautiful female humanoids around the vehicle undefended and unfettered by the valiant efforts of the Garment Workers of America. So what’s with the cover? The automobile industry, 128 years old, is a fiercely competitive landscape and a very tough business to enter, much less compete. Tesla Motors represents the first successful new entrant in over 50 years. Each automobile that made it through the design process, was funded, an
Kewell. So what’s with the cover?
Unfortunately, a cursory review of our own component offerings later in the book will convince you that Mr. Robson will contribute much in time, treasure and talent to accomplish this and undoubtedly more than required to build the vehicle originally. Indeed, if you will review with me these 100 vehicles, I think you will come to understand that not a single solitary entry in this list demonstrates any rational economic basis whatsoever.
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And for those ever pleased to smugly count the cost of all and the value of none, I will readily admit that not a SINGLE entry in our list of custom vehicles makes any economic sense at all, however much is saved at the gasoline pump. But they do reflect the dreams and aspirations, the labor and the love, the time and the treasure of a hundred tinkerers and innovators and inventors and dreamers who just MAY have a bit larger vision of the world as it is, and more importantly as it CAN BE. And EVTV is all about what CAN BE. We are all too fully and sagely informed on what IS. And what is has some problems. With the economics, the international politics, and the loss of very young military life and lives all revolving around the thoroughly obsolete and unnecessary burning of oil to accomplish our basic need for personal transportation. We are literally at war with Muslim extremists who are armed with hatred and guns and set to die to accomplish our destruction – all funded by our own credit cards at our own gasoline pumps, and the pumps just keep on ringing. In a world where the growth in population and operating motor vehicles has reached exponential and unstoppable proportions, our basic economic systems teeter on the brink of disaster – all over the ongoing availability and cost of gasoline. And environmentally, whether we are about to burn the planet to a crisp or not, the effluents of two billion automobiles shortly to be in operation are in no case going to make life better for anyone, anywhere, outside an oil company boardroom. I rather fully decline to demand YOUR son’s life or ruin him for life so that I might drive to the grocery store two miles in four tons of steel like a Roman God on a firebreathing wagon, to get cheese – or Doritos. Much less my own son. 3 of 231
Happily, it is unnecessary. Unlike most problems, we have the answer to this one sitting in the room with us. The answer is ALREADY ALL WORKED OUT. Go to the light. Use sunshine. Make electricity. Drive it all you want. And technologically, it’s all worked out. Using readily available materials laying about, we can already do this thing. We need give up nothing. Not in convenience. Not in lifestyle. Not in personal freedom. We just have to shift 1.5 billion cars from gasoline to solar electric drive. Not trucks, trains, or aeroplanes. If we JUST convert PERSONAL transportation to electric drive, the world changes so entirely as to become unrecognizable. We can drive the cost of gasoline to 50 cents per gallon, within just a handful of years, DRAMATICALLY lowering the costs of food, medicine, and a thousand other products and extending our ability to produce them for 100 years. Both our quality of life and standard of living would rise both dramatically and immediately. And the sickly economies of nations worldwide would almost immediately rebound to health and prosperity. And so I would present these 100 builders as visionaries with the intellect and wisdom to see and comprehend these things with ALL their implications and who have literally felt the future in the small of their backs. Who have tasted true independence. Who have made do with their own two hands to literally build devices demonstrating for all that it can be done, it should be done, and it will be done. That they spent too much money on their car, should demand your ADMIRATION, not your askance. They are the heroes of our age, in my unqualified, but nonetheless strongly held opinion. As to anything we at EVTV can do to aid and abet their mission, -‐ we will make it so.
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1967 Mercury Cougar
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Royce Wood
Westerville, Ohio, United States
Owned By: Royce Wood Built By: Royce Wood ( roycewood@sbcglobal.net ) Description This is a 1967 Mercury Cougar. After 1.5 years of restoration the actual conversion was quite simple. The vehicle utilizes an 11.25" GE Series wound motor coupled to a Ford 4R70W Automatic Transmission. The transmission and it's control were taken from a 2002 Mercury Grand Marquis. The EEC-V ECU transmission program was rewritten by me using a twEECer module. Fluid pressure at idle is maintained by an external pump connected to the transmission test port. The pump is controlled by a RPM activated window switch. Braking was upgraded from original drum system to front disc, rear drum. With a high volume master cylinder designed for non power disc brakes. The car brakes very well with this set up due to its low front end weight. All of the suspension components have been upgraded to improve handling. Including lower springs, boxed front upper and lower control arms, 1-5/8" sway bar in the front and adding an after market 3/4" rear sway bar. I've also added the "Shelby" negative camber upgrade to the front suspension to further increase suspension performance. The steering was converted from power to manual util Instrumentation Intellitronix LED Speedometer Intellitronix LED Tachometer JLD-404 AH Meter Location of this Conversion
Westerville, Ohio, United States
Original Vehicle Year/Make/Model
1967 Mercury Cougar
Traction Motor Brand/Model
G.E. 8504667
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Cafe Electric Zilla 2K
Throttle
HEPA
Battery Manufacturer
Other
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
20 AH
Number of Cells
300
Total Pack Capacity in kWh
19.0 kWh
Charger Brand/Model
Manzanita Micro PFC-50
DC-DC Converter Brand/Model
Vicor Vicor
Maximum Range
70 mi
Top Speed
0 mph
Watt Hours per mi
270
Weight before conversion
3300 lbs
Weight after conversion
2700 lbs
Conversion Start Date
2011-11-15
Conversion Completion Date
2013-03-20
Donor Car Cost
1800
Approximate Conversion Cost
17,000
Blog
http://fastorion.blogspot.com
Youtube Channel
http://www.youtube.com/user/1967BadCat
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2000 Ford Ranger XLT Shortbed
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Dale Friedhoff
St. Louis, Missouri, United States
Owned By: Dale Friedhoff Built By: Dale Friedhoff ( fred2082@hotmail.com ) Description Little Red is a 2000 Ford Ranger XLT Short Bed with a Netgain WarP 9 motor, an Evnetics Soliton 1 controller and a 5 speed manual transmission. The high voltage battery pack consists of 94 CALB SE100AHA cells installed in one large heated battery box. The cells are configured in 2 parallel strings (47 cells in each string) producing a 157 volt 200 amp hour system. I built Little Red so I could take THE BOSS (my wife) out to dinner and to the grocery store. She is performing those tasks and many more and has all the power and speed I will ever need. &nbs Instrumentation The JDL 404 Intelligent AH Meter is used to measure AMP HOURS, AMPS, and PACK VOLTAGE. It also has 2 relays. One relay is used to monitor the number of amp hours used. If the number of amp hours used ever reaches a certain amount, the relay activates and causes the Soliton 1 controller to go into limp mode. The other relay is used to monitor pack voltage. If the battery charger ever fails to shut off at the proper charge too voltage, the relay will activate and turns off the AC house current, completely shutting off the charger. &nbs Location of this Conversion
St. Louis, Missouri, United States
Original Vehicle Year/Make/Model
2000 Ford Ranger XLT Shortbed
Traction Motor Brand/Model
Netgain WarP 9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Evnetics Soliton1
Throttle
Evnetics
Battery Manufacturer
CALB SE series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
94
Total Pack Capacity in kWh
31.4 kWh
Charger Brand/Model
TCCH PFC3000
Charge voltage
162 volts (3.45/cell)
DC-DC Converter Brand/Model
Chennic 400 watt
Maximum Range
70 mi
Top Speed
85 mph
Watt Hours per mi
366
Tire Brand
Solus KR21
Tire Size
P225/70R15
Tire inflation pressure
40 psi
Mileage since conversion
6277 mi
Weight before conversion
3240 lbs
Weight after conversion
3760 lbs
Conversion Start Date
2009-02-03
Conversion Completion Date
2012-09-03
Donor Car Cost
3800
Approximate Conversion Cost
??????
Website
http://evalbum.com/preview.php?vid=2375
Youtube Channel
http://www.youtube.com/watch?v=QW_k8J6xuKc
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1959 Morris Minor 1000
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John Bishop
Albuquerque, New Mexico, United States
Owned By: John Bishop Built By: Mark Bishop ( JohnBishop@abqadr.com ) Description This 1959 Morris Minor 1000 is my daily driver. My brother Mark Bishop of Clinton Tennessee restored the car (about $12,000.00) and did the EV conversion. Brakes, suspension, and performance are balanced nicely and all are considerably better than the original 34 horsepower car. Heat is provided by a EVTV PTC unit and another similar unit. There is plenty of cabin heat for Albuquerque, New Mexico where I live. This car is a blast to drive. Range is 100 miles in urban stop-and-go travel, 80 miles if many miles are driven on the freeway, and 60 miles using the heater and the lights. The motor drives the differential (5.375/1) directly through a driveshaft. At 60 MPH the motor is turning 5500 RPM. It gains 6 miles of range for every hour it charges, but the charger only pulls 11amps/110volts. You can plug it in anywhere. My wife and I have grid-tied PV arrays on our house and office building. We generate more electricity than we use. I drive around using power from the sun that lands on our properties. This car won "Lightest Build" at EVCCON3. Pictures of the restored car are courtesy of Michael Miller, 9Point Productions Instrumentation HPEVS spyglass, SOC Meter, Autometer Electronic Speedometer Location of this Conversion
Albuquerque, New Mexico, United States
Original Vehicle Year/Make/Model
1959 Morris Minor 1000
Traction Motor Brand/Model
HPEVS AC 50
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis Controls 1238-7601
Throttle
EvNetics Hall Effect
Battery Manufacturer
Sinopoly
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
200 AH
Number of Cells
28
Total Pack Capacity in kWh
17.9 kWh
Charger Brand/Model
TCCH PFC1500
Charge voltage
90 volts
BMS Brand/Model
Elithion Lithiumate Lite
DC-DC Converter Brand/Model
Cleanpower 30A
Maximum Range
100 mi
Top Speed
80 mph
Watt Hours per mi
200
Tire Brand
Black, round, Chinese
Tire Size
155/70R13
Tire inflation pressure
35 psi
Mileage since conversion
6200 mi
Weight before conversion
1762 lbs
Weight after conversion
1811 lbs
Conversion Start Date
2011-08-15
Conversion Completion Date
2012-07-31
Donor Car Cost
600
Approximate Conversion Cost
15000
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1939 Dodge Brothers 1/2 Ton Pickup Truck
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Alfred Gajda
Lexington, KY, United States
Owned By: Alfred Gajda Built By: Alfred Gajda ( algajda@windstream.net ) Description As far back as I can remember a I've always had an interest in all electric vehicles. Some 40 years ago I purchased a 1939 dodge brothers half ton pickup truck when we were living in New Hampshire. But I never did quite get around to restoring it. So when we moved to NY State I put the old truck in a corner of the garage and there it sat for 12 more years. We then moved to Kentucky and the truck sat in the garage for about another 22 years. Then one day, while wandering aimlessly about on the Internet I discovered EVTV.ME. As I watched the weekly Internet TV Instrumentation GPS Speedometer from Speedhut Two JLD-404 Intelligent Power Meters (Digital) One for the 12 Volt System and one for the 270 Volt Traction pack On the 12 volt system I am currently monitoring Amps and volts comming out of the Dc to DC converter. Wnen the battery is fully charged the voltage is 13.5 and the current is about 5 amps. On the 270 volt traction pack I am measuring amp hours, voltage, and amps being drawn from the battery I am going to hook a tachometer to the Evnetics controller For controlling and monitoring most of the functions of the vehicle I am using a programmabl Location of this Conversion
Lexington, KY, United States
Original Vehicle Year/Make/Model
1939 Dodge Brothers 1/2 Ton Pickup Truck
Traction Motor Brand/Model
Netgain WarP 11
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Evnetics Soliton1
Throttle
Hall Effect (From EVTV Store)
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
180 AH
Number of Cells
80
Total Pack Capacity in kWh
46.0 kWh
Charger Brand/Model
Manzanita Micro PFC-50 X
Charge voltage
270
DC-DC Converter Brand/Model
800 Watt from EVTV Store 800 Watt
Maximum Range
96 mi
Top Speed
75 mph
Watt Hours per mi
330
Tire Brand
Michelin - these are a low rolling resistance tire
Tire Size
215 / 70R 15
Tire inflation pressure
44 psi
Mileage since conversion
5500 mi
Weight before conversion
2600 lbs
Weight after conversion
3950 lbs
Conversion Start Date
2010-12-07
Conversion Completion Date
2013-12-31
Donor Car Cost
$250
Approximate Conversion Cost
41,000
Youtube Channel
http://youtube.com/alegatorlex
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01/13/2015
1957 Volkswagen Type 2 Samba
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jehu garcia
Rancho cucamonga , CA, United States
Owned By: jehu garcia Built By: jehu garcia ( jehu@jag35.com ) Description Started with a 1957 Panel bus, converted to a samba bus, then to an electric drive using HPEVS AC-50 motor. Project currently still under construction but it runs. Instrumentation EMotorWerks EV Android Dashboard 7" Samsung tablet running Android Software to display battery parameters Location of this Conversion
Rancho cucamonga , CA, United States
Original Vehicle Year/Make/Model
1957 Volkswagen Type 2 Samba
Traction Motor Brand/Model
HPEVS AC-50
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis Controls 1238R-6501
Throttle
PB-6 Throttle Curtis
Battery Manufacturer
Winston
Battery Type
Lithium Yttrium Phosphate - LiFeYPO4
Cell Size
90 AH
Number of Cells
74
Total Pack Capacity in kWh
22.0 kWh
Charger Brand/Model
Electric Motor Werks 12Kw open source
Charge voltage
129V
DC-DC Converter Brand/Model
Custom Custom
Maximum Range
65 mi
Top Speed
100 mph
Watt Hours per mi
350
Weight before conversion
2400 lbs
Weight after conversion
2800 lbs
Conversion Start Date
2012-12-20
Conversion not completed yet
N/A
Donor Car Cost
6000
Approximate Conversion Cost
12,000
Youtube Channel
https://www.youtube.com/user/jehugarcia
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2000 Porsche Boxster S
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Mark Urban
palm bay, fl, United States
Owned By: Mark Urban Built By: Mark Urban ( ozeeke@yahoo.com ) Description I bought this 2000 Porsche Boxster S with 62,000 mi in 2010 in excellent condition with the intention (unknown to my wife) of converting it. After quite a bit of persuasion she was on board and we began, finishing about 1 yr later. All components came from my now dismantled 2002 Mustang 0.0, which was my first conversion. We added forced air cooling, a JLD404 and upgraded to a Soliton 1 controller. We made the battery strap covers from clear mouthguard material which have saved at least 1 wrench from vaporizing. I am still working on the A/C, possibly going with a masterflux system. Performance and handling is excellent, very much as it was originally making this an extremely fun car to drive. Just finishing up a carbon fiber/epoxy removable hard top. Inspiration came from Jack making carbon fiber battery boxes a few years ago so I tried it with the top. Very light weight, incredibly strong. Instrumentation JLD404, Auber ASL-51digital timer Location of this Conversion
palm bay, fl, United States
Original Vehicle Year/Make/Model
2000 Porsche Boxster S
Traction Motor Brand/Model
Netgain Warp 11
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Evnetics Soliton1
Throttle
Evnetics Hall effect
Battery Manufacturer
Thundersky
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
160 AH
Number of Cells
48
Total Pack Capacity in kWh
26.0 kWh
Charger Brand/Model
Brusa NLG513
Charge voltage
168
DC-DC Converter Brand/Model
Elcon Unknown 30A
Maximum Range
70 mi
Top Speed
100 mph
Watt Hours per mi
300
Tire Brand
Fuzion
Tire Size
265 18 35
Tire inflation pressure
51 psi
Mileage since conversion
8,400 mi
Weight before conversion
3000 lbs
Weight after conversion
3100 lbs
Conversion Start Date
2011-08-06
Conversion Completion Date
2012-09-01
Donor Car Cost
12,000
Approximate Conversion Cost
15,000
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2000 BMW Z3
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Tim Catellier
Chandler, AZ, United States
Owned By: Tim Catellier Built By: Tim Catellier ( timcat@gmail.com ) Description One goal I had when converting the car was to maintain the car's driving characteristics and creature comforts. I used the electric hydraulic power steering pump from a mid 90's MR2 to replace the ICE's power steering pump. I used a small vacuum pump for the brake booster so I would have power brakes. The car has a small 1500 Watt PTC heating element for cabin heat and defosting the windows. Finally, after enduring a year in the Arizona summer with no AC, I added a Masterflux air conditioning system. I got lucky and managed to improve the car's weight distribution to a nearly perfect 50-50 split front to back. I knew that if I was going to convert a car to be an EV that I would need to choose a car that I would want to drive for years to come. I wanted a newer car with modern safety equipment, I wanted something small and stylish, and I wanted something that, once converted, would make people stand up and take notice. S Instrumentation The eXpert-Pro fit perfectly where the car's original clock was positioned. It monitors voltage, amperage, temperature and state of charge using an amp/hour counter. It's ugly, and in many respects fragile, but it works perfectly. Location of this Conversion
Chandler, AZ, United States
Original Vehicle Year/Make/Model
2000 BMW Z3
Traction Motor Brand/Model
Netgain WarP 11
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Cafe Electric Zilla 1K HV
Throttle
HAL Effect
Battery Manufacturer
CALB SE series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
120 AH
Number of Cells
48
Total Pack Capacity in kWh
19.4 kWh
Charger Brand/Model
Manzanita Micro PFC-20
Charge voltage
164
DC-DC Converter Brand/Model
Iota DLS-55 X 2
Maximum Range
60 mi
Top Speed
85 mph
Watt Hours per mi
320
Tire Brand
Dunlop
Tire Size
225/50 R16
Tire inflation pressure
45 psi
Mileage since conversion
20150 mi
Weight before conversion
2900 lbs
Weight after conversion
3285 lbs
Conversion Start Date
2009-02-05
Conversion Completion Date
2010-03-02
Donor Car Cost
7800
Approximate Conversion Cost
25000
Website
http://evalbum.com/3189
Blog
http://evz3.blogspot.com/
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01/13/2015
1983 MG TD (Duchess by Classic Roadsters Ltd, Fargo, ND 1983)
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Fred Behning
Austin, TX, United States
Owned By: Fred Behning Built By: Fred Behning ( fred.behning@gmail.com ) Description The evTD is a replica of an early 1950's MG TD on a 1974 VW chassis. Full mechanical and body/paint restoration were completed before the electric conversion in 2012. This car won "Best Paint" at EVCCON 2012 and Third Place in the Car Show at EVCCON 2013 and has been the featured getaway car / photo prop for three weddings. Special thanks to my technicians and suppliers: Bob Sommerfeld and Keith Jordan at Pro Automotive for mechanical restoration; Robert Juarez of Pro Automotive for bodywork, paint and fabrication; Sebastien Bourgeois and Steve Messerschmidt of Rebirth Auto for motor, controller, adapter, and hardware; Ricky Suiter of Elite Power Solutions for batteries and BMS; and especially Jack Rickard and Brian Noto of EVTV for their weekly inspiration and encouragement Instrumentation GPS Speedometer, Tachometer, Mini-Tach functioning as pack ammeter, Fuel Gauge, and 12v Voltmeter, all from Speedhut Custom Gauges. TachAmmeter and Fuel Gauge driven by AutoBlock AMP from RechargeCar, Inc. Tachometer driven by WarP Speed Sensor, also from RechargeCar. JLD404 Intelligent Ammeter from EVTV Motor Verks Store. For Sale
30000
Location of this Conversion
Austin, TX, United States
Original Vehicle Year/Make/Model
1983 MG TD (Duchess by Classic Roadsters Ltd, Fargo, ND 1983)
Traction Motor Brand/Model
Netgain Impulse9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Evnetics Soliton1
Throttle
Evnetics Throttle Pot
Battery Manufacturer
GBS
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
72
Total Pack Capacity in kWh
23.0 kWh
Charger Brand/Model
TC Charger 4kW with EVTV CAN bus controller
Charge voltage
252
BMS Brand/Model
Elite Power Solutions BMS-200
DC-DC Converter Brand/Model
Meanwell PSP-600-13.5
Maximum Range
55 mi
Top Speed
80 mph
Watt Hours per mi
336
Tire Brand
Kumho
Tire Size
165/80 R15
Tire inflation pressure
28/32 psi
Mileage since conversion
1500 mi
Weight before conversion
1900 lbs
Weight after conversion
2085 lbs
Conversion Start Date
2012-04-13
Conversion Completion Date
2012-09-25
Donor Car Cost
12500
Approximate Conversion Cost
19500
Blog
http://evtd.blogspot.com
Youtube Channel
http://www.youtube.com/user/fjbehning 19 of 231
01/13/2015
2000 Chevrolet Corvette
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Brian Seymour
Ontario, CA, United States
Owned By: HPEVS Built By: HPEVS ( brian@hpevs.com ) Description We wanted to integrate our HPEVS dual 35 motor at 144 volts into a vehicle with an automatic transmission. The Corvette has the transmission located in the rear of the vehicle so we bolted the motor directly to the transmission, minus the torque convertor. The Corvette's original PCM was retained to control the transmission and was re-programmed to favor the torque speed curves of the electric motor. The differential gear ratio on the vehicle was change from its stock value to a value of 4.10:1. This rear gear ratio coupled with the transmission gear ratio gave us over 2500 ft. lbs. of torque at the rear wheels. At EVCCON 2013, the vehicle demonstrated 152 rear wheel horsepower on the chassis dynamometer. I Instrumentation When we started this project we wanted to make sure that we utilized all of the original gauges in the vehicle...nothing new in regards to instrumentation was added. The temperature gauge is reading the temperature of the motor. The oil gauge is reading battery amperage. The fuel gauge is reading the battery pack state of charge and the tachometer is reading the motors RPM. Even the climate control is operating the same as if this vehicle just came off of the line at the factory. Location of this Conversion
Ontario, CA, United States
Original Vehicle Year/Make/Model
2000 Chevrolet Corvette
Traction Motor Brand/Model
HPEVS AC35X2
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
2 x Curtis 1239-8501
Throttle
OEM throttle body
Battery Manufacturer
Thundersky
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
260 AH
Number of Cells
48
Total Pack Capacity in kWh
32.0 kWh
Charger Brand/Model
Elcon PFC 4000
Charge voltage
170
BMS Brand/Model
Orion
DC-DC Converter Brand/Model
Meanwell RSP-1500
Maximum Range
60 mi
Top Speed
110 mph
Watt Hours per mi
400
Mileage since conversion
4000 mi
Weight before conversion
3200 lbs
Weight after conversion
3800 lbs
Conversion Start Date
2013-04-15
Conversion Completion Date
2013-08-02
Donor Car Cost
14000
Approximate Conversion Cost
$$$$$
Website
http://www.hpevs.com/Corvette%20gallery/a4gallery/corvette.htm
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01/13/2015
1974 Volkswagen Thing or Type 181
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Jeff Southern
Kennesaw, GA, United States
Owned By: Jeff Southern Built By: Jeff Southern ( jeff@cuttingedgesoftware.com ) Description This is a 1974 Volkswagen Thing that has been converted to electric drive. The car is an Original Acapulco Edition. I fully restored the car and converted it to electric dive almost entirely by my self. The project took approximately 1 year to get into good running order working nights and weekens as time allowed. It has an AC three phase induction motor and Variable frequency speed controller. It features regenerative braking with a 5000 psi brake sensor for additional regeneration when pressure is applied to the brake pedal. The Evenetic throttle pot is connected to the accelerat Instrumentation Allen Bradley MicroLogix 1100 PLC (Programable Logic Controller) with a 4" Color Panelview Component Mounted in the dash. The PLC has many digital and analog inputs and outputs that can accurately measure the status of the battery pack as well as perform basic operation of the car's charging and propulsion systems. I used two good signal conditioners in the car. The one for the pack voltage is from CR Magnetics. It converts a signal from 0-150VDC (Pack Voltage) to a 0-10V signal that the Analog input card in the PLC can read. It is accurate to 1/100th of a volt. T Location of this Conversion
Kennesaw, GA, United States
Original Vehicle Year/Make/Model
1974 Volkswagen Thing or Type 181
Traction Motor Brand/Model
HPEVS AC-50
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis Controls 1238-7601
Throttle
Evenetics 5K Pot
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
180 AH
Number of Cells
36
Total Pack Capacity in kWh
20.0 kWh
Charger Brand/Model
Elcon 2400 Watt
Charge voltage
124
DC-DC Converter Brand/Model
Meanwell & Allen Bradely SD-500H-12 & 606-XLP50E
Maximum Range
90 mi
Top Speed
80 mph
Watt Hours per mi
240
Tire Brand
Michelin Energy Savers
Tire Size
195/65R-15 (Almost identical to the original size)
Tire inflation pressure
35 psi
Mileage since conversion
2000 mi
Weight before conversion
2100 lbs
Weight after conversion
2400 lbs
Conversion Start Date
2012-07-04
Conversion Completion Date
2013-05-15
Donor Car Cost
7300
Approximate Conversion Cost
28000
Website
http://www.EVThing.me
Youtube Channel
http://www.youtube.com/channel/UCY9IgeKmS93pGU0We-KzyPQ
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01/13/2015
1968 Fiberfab Valkyrie
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01/13/2015
Andrew McClary
Boca Raton, FL, United States
Owned By: Andrew McClary Built By: Andrew McClary ( andrew@highvoltagehotrods.com ) Description The EVGT-40 started out life as an abandonded 40 year old kit car that had never been completed that I purchased on eBay for $500. I took the car completely apart and started building it back up from a bare frame. Every part with rust on it was cleaned of rust and treated. Modifications were made to the frame and body to make it better for electric power. A trunk was added to the body to house all of the electric parts that needed to stay really dry like the speed controler, DC/DC, charger, and contactors. This small trunk also has enough space for a charging cord and small tool kit. The car was first built with lead acid batteries as a test. Honestly I wasn't sure how well the car would drive since it was the first car I had ever built. Once the handling of the car proved worthy of the upgrade to lithium, the lead acid batteries were replaced with 54 - 180ah CALB lithium cells. The dashboard and computer system is worth mentioning. At the time of the build there were not very many options for a good display. I used a Viewsonic Pad computer that was a full PC and would run Windows or Linux. This system also h Instrumentation
Location of this Conversion
Boca Raton, FL, United States
Original Vehicle Year/Make/Model
1968 Fiberfab Valkyrie
Traction Motor Brand/Model
Netgain Warp 9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Cafe Electric Zilla 1K HV
Throttle
Cafe Electric Hall Effect
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
180 AH
Number of Cells
54
Total Pack Capacity in kWh
31.0 kWh
Charger Brand/Model
Manzanita Micro PFC-30
Charge voltage
180
DC to DC Converter Used
None
Maximum Range
120 mi
Top Speed
130 mph
Watt Hours per mi
0
Weight before conversion
0 lbs
Weight after conversion
0 lbs
Conversion Start Date
2009-08-01
Conversion Completion Date
2012-08-01
Donor Car Cost
500
Website
http://www.highvoltagehotrods.com
Blog
http://www.evmania.com/blog
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01/13/2015
1989 Blakely Motor Works Bernardi
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01/13/2015
Gary Bulmer
Knoxville, TN, United States
Owned By: Gary Bulmer Built By: Gary Bulmer ( gpbulmer@hotmail.com ) Description The Bernardi is a kit car, made in Wisconsin in 80s, There is an article on them in Wikipedia. It is not a replica, but there is a clear design influence from a Morgan. The build lasted 18 months at Gill Welding and Fabrication in Heiskel, TN. David Gill did mechanical work and fabrication while I handled the electrical work. The transmission is a Lenco 1200 street single stage unit with two speeds, 1.48:1 and 1:1, with a reverser unit. The rear end is a Mustang 8.8 with a 4.88:1 ring gear, giving a final ratio of 7.22:1 for low and 4.88:1 for high. My reasoning was to gear it as low as I could and still get the desired top speed of 80 mph. Instrumentation The car is fitted with an electronic VDO speedometer, running off the tachometer, a VDO voltmeter for the 12v system, Westberg ammeter, voltmeter, and tachometer are all analog, giving the dash an old school look. The ammeter can be switched from pack amps to motor amps. The netgain warp drive has internal sensors, input controls, and data logging through the Interface Module. There is also a charging ammeter for adjustments to the charging current draw. A 2014 upgrade adds a JLD 404 amp hour meter. For Sale
Yes
Location of this Conversion
Knoxville, TN, United States
Original Vehicle Year/Make/Model
1989 Blakely Motor Works Bernardi
Traction Motor Brand/Model
Netgain TransWarP 9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Netgain WarP Drive 160/1000
Throttle
WarP Drive Hall-Effect Pedal Assembly
Battery Manufacturer
Other
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
48
Total Pack Capacity in kWh
16.0 kWh
Charger Brand/Model
Manzanita Micro PFC-20
Charge voltage
160
DC-DC Converter Brand/Model
EV Source 500-DCDC-636
Maximum Range
40 mi
Top Speed
80 mph
Watt Hours per mi
300
Tire Brand
Michelin Harmony
Tire Size
185/65R15
Tire inflation pressure
48 psi
Mileage since conversion
4243 mi
Weight before conversion
2080 lbs
Weight after conversion
2280 lbs
Conversion Start Date
2010-03-19
Conversion Completion Date
2011-08-26
Donor Car Cost
3,500
Approximate Conversion Cost
45,000
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01/13/2015
1973 vw bus
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01/13/2015
pete casciato
toronto, ontario, Canada
Owned By: pete casciato Built By: pete casciato ( info@theelectricbusco.com ) Description the concept for the electric bus came in early 2010, i began the physical build in the middle of 2010. Since then, Ive driven it over 16000 miles, and have serviced 30+ events. I only recently found EVTV, the knowledge and experience that Jack shares has really helped connect alot of the dots that where missing in the early dark days. A HUGE thank you to the entire EVTV crew . would love to upgrade to a more weight rated AC system, if your interested in purchasing the current drive system, let me know. To check out more of the project, which is always seeing some improvments (ie. breaking stuff) go to our Facebook site facebook.com/theelectricbusco Hope you like it Instrumentation Simple e-xpert pro. Kinda dinky, but I've learned to live with it, but always looking for improvment Location of this Conversion
toronto, ontario, Canada
Original Vehicle Year/Make/Model
1973 vw bus
Traction Motor Brand/Model
netgain warp 9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x soliton jr
Throttle Battery Manufacturer
Thundersky
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
160 AH
Number of Cells
50
Total Pack Capacity in kWh
27.0 kWh
Charger Brand/Model
emw 12k
Charge voltage
180
DC-DC Converter Brand/Model
Go power
Maximum Range
75 mi
Top Speed
70 mph
Watt Hours per mi
0
Mileage since conversion
16000 mi
Weight before conversion
0 lbs
Weight after conversion
3550 lbs
Conversion Start Date
2010-06-01
Conversion Completion Date
2014-08-21
Approximate Conversion Cost
Alot
Website
http://www.theelectricbusco.com
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01/13/2015
1969 Saab Sonett
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01/13/2015
Eric Kriss
Miami, Florida, United States
Owned By: Eric Kriss Built By: Eric Kriss ( eric@krissmotors.com ) Description The Saab Sonett Electric (EV) two-door, two-seat sports coupe features an alternating current internally cooled AC50 electric motor mated to a fourspeed Saab gearbox. The fiberglass body is reinforced by a roll bar and steel windshield pillars. Safety features include front disc and rear drum brakes, roll bar, reinforced windshield pillars, and three-point seat belts. Instrumentation The electric conversion of the 1969 Saab Sonett required a completely new 12-volt system and instrumentation that could accurately measure system parameters: cumulative amp-hour use, battery pack voltage, controller temperature, RPM captured by a magnetic sensor, and other new-tothe-automotive-world data. The original black fiberglass dashboard was retained, but re-purposed. OEM gauges were replaced with digital instrumentation, but with vintage gauge faces. Location of this Conversion
Miami, Florida, United States
Original Vehicle Year/Make/Model
1969 Saab Sonett
Traction Motor Brand/Model
HPEVS AC 50
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis Controls 1238R-7601
Throttle
Hall effect
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
38
Total Pack Capacity in kWh
12.2 kWh
Charger Brand/Model
Elcon 1500W
Charge voltage
131
DC-DC Converter Brand/Model
Elcon 400W 120V
Maximum Range
70 mi
Top Speed
110 mph
Watt Hours per mi
175
Tire Brand
Pirelli
Tire Size
175/65-15R
Tire inflation pressure
30 psi
Mileage since conversion
420 mi
Weight before conversion
1785 lbs
Weight after conversion
1750 lbs
Conversion Start Date
2012-03-15
Conversion Completion Date
2013-05-20
Website
http://krissmotors.com
Blog
http://cars.krissmotors.com/doku.php?id=cars:sonett
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01/13/2015
1965 Citroën 2CV AZAM
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01/13/2015
Ruben Stern
Amsterdam, , Netherlands
Owned By: Ruben Stern Built By: Ruben Stern ( ruben@2cve.nl ) Description This is my first build. It turned out even better than I expected. It's performance has dramatically improved, handling is very good and the experience is still unforgettable, as with the original 2CV. It's my daily driver for any distance below 150 kms. Nevertheless, we took it on a trip around Ireland last summer. Did 3500 km for 12 euros! The 2CV is a perfect candidate for electric drive. It was originally designed as a very lightweight car, easy to take apart and put together again. It has big narrow wheels, a - very light - chassis and independent suspesion front and rear, with huge wheeltravel. In the back of the car, between the chassis beams, there is a lot of space for batteries, I've put 24 CALB 180s there. In the front, there are two boxes with four cells each, sitting in the space where the cylinder-heads used to be. Quite similar to the saddle-boxes in Jack's Speedsters. The car still has full luggage- and passenger space. I have retained the gearbox, use 4th on the motorway, and 3rd anywhere else. 2nd is for drag racing! It's a very nace car Instrumentation Curtis spy-glass SOC meter in original fuel-gauge Battery Ampmeter in same gauge (switchable) 4 extra leds the rest is original For Sale
>25000
Location of this Conversion
Amsterdam, , Netherlands
Original Vehicle Year/Make/Model
1965 CitroĂŤn 2CV AZAM
Traction Motor Brand/Model
Fimea 30 kW water-cooled AC
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis Controls 1238
Throttle
Chennic Hall-effect
Battery Manufacturer
CALB SE series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
180 AH
Number of Cells
32
Total Pack Capacity in kWh
18.0 kWh
Charger Brand/Model
Chinese (lol) unknown
Charge voltage
113
BMS Brand/Model
123electric 123electric BMS
DC-DC Converter Brand/Model
Samlex IDC-360
Maximum Range
160 km
Top Speed
140 kph
Watt Hours per km
110
Tire Brand
Mabor
Tire Size
135-15
Tire inflation pressure
2,4 bar
Mileage since conversion
17000 km
Weight before conversion
610 kg
Weight after conversion
760 kg
Conversion Start Date
2011-11-01
Conversion Completion Date
2012-03-01
Donor Car Cost
3500
Approximate Conversion Cost
>20000
Website
http://www.2cve.nl
Blog
http://electrifiedclassics.blogspot.nl/ 33 of 231
01/13/2015
1974 Dodge Dart
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01/13/2015
Gavin Bogle
Toronto, Ontario, Canada
Owned By: Gavin Bogle Built By: Gavin Bogle ( electric.dart@gmail.com ) Description I actually have done this build twice. The first time I just bought the car and the components and put the together and drove the car. But - it drove like a hopped up 74 dodge dart. So I ripped out every moving and electrical part, created a new battery box for 40 cells under the rear trunk and a 10 cell box up front. I obtained a new transmission (from a V8 truck) and stage 4 clutch. I installed a Ron Francis wiring harness and all LED lights. I added 5 3 point seat belts. Rear Caltracts and split monoleaf suspension as well as disk brakes all around and a bigger rear end and custom rear axles. I added a new light weight aluminum axle. I added a flaming river steering column and a power rack and pinion steering system as well as a Hydroboost braking system running off an electric pump (noisiest thing in the car). I added a RMS Alterkation light weight K frame and anti-sway bar and adjustable coil over suspension. I also added an electric cooling fan for the motor. I cut out the old dash and installed a custom (home-made) dash Instrumentation I have a JLD404, an eMeter, a Speedhuy GPS spedometer and two auber temperature gauges for my motor and controller. I have a home built Lee Hart BattBridge. Location of this Conversion
Toronto, Ontario, Canada
Original Vehicle Year/Make/Model
1974 Dodge Dart
Traction Motor Brand/Model
Netgain Warp11
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Cafe Electric Zilla 1K HV
Throttle
Toyota prius
Battery Manufacturer
Thundersky
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
180 AH
Number of Cells
51
Total Pack Capacity in kWh
30.5 kWh
Charger Brand/Model
Manzanita Micro 75M
Charge voltage
175
DC-DC Converter Brand/Model
Iota unknown
Maximum Range
100 mi
Top Speed
95 mph
Watt Hours per mi
300
Mileage since conversion
5,200 mi
Weight before conversion
3100 lbs
Weight after conversion
2800 lbs
Conversion Start Date
2009-10-01
Conversion Completion Date
2011-05-02
Donor Car Cost
4k
Website
http://www.evsociety.ca/gavin-ev/
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01/13/2015
1937 Chevrolet Business Coupe
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01/13/2015
Chris Carlson
South Slocan, B.C., Canada
Owned By: Chris Carlson Built By: Chris Carlson ( hjs13@hotmail.com ) Description My dad and I have been plotting building a hot rod for a long time and he was also interested in an electric vehicle for the commute from his house to my shop which is about 35 miles. When we picked up this 37 chevy it appeared to me that this was a lightweight, aerodynamic vehicle without power accesories that would be ideal for a conversion. This was also the beginning of my research into EV conversion which is how I stumbled upon EVTV. We intend to run our homebuilt battery modules and an HPEVS ac76. It is a work in progress. Instrumentation Utilizing stock gauge cluster / speedometer with retrofitted analog 0-200v voltmerter and 600a ammmeter. also console mounted JLD404 and digital temerature monitors for the battery packs Location of this Conversion
South Slocan, B.C., Canada
Original Vehicle Year/Make/Model
1937 Chevrolet Business Coupe
Traction Motor Brand/Model
HPEVS AC-76
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis 1239-8501
Throttle
Custom fabricated pedal assy. with toyota tps
Battery Manufacturer
Other
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
2 AH
Number of Cells
320
Total Pack Capacity in kWh
26.0 kWh
Charger Brand/Model
elcon 3000 watt can controlled EVTV
Charge voltage
168
DC-DC Converter Brand/Model
elcon 800w
Maximum Range
60 mi
Top Speed
75 mph
Watt Hours per mi
300
Tire Brand
coker
Tire Size
165r15 front, 235/75r15 rear
Tire inflation pressure
40 psi
Mileage since conversion
0 mi
Weight before conversion
2880 lbs
Weight after conversion
3000 lbs
Conversion Start Date
2013-11-21
Conversion not completed yet
N/A
Donor Car Cost
6500
Approximate Conversion Cost
20000
Website
http://www.babesauto.com
Blog
http://www.babesauto.com/#!blog/cvxq
Youtube Channel
http://www.youtube.com/channel/UCa6RuO_miNg5LMP3MXrN4nQ
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01/13/2015
2006 Honda Civic
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01/13/2015
John Hardy
REDDITCH, Worcestershire, United Kingdom
Owned By: John Hardy Built By: John Hardy ( jlgh@dsl.pipex.com ) Description Conversion of a 2006 Honda Civic 2.2 turbodiesel. As of mid 2013 we had the wheels turning on jacks under electric power with the batteries still in the garage Instrumentation JLD 404 and Curtis instrument in glove box. I hope to be able to drive the OEM fuel gauge and rev counter Location of this Conversion
REDDITCH, Worcestershire, United Kingdom
Original Vehicle Year/Make/Model
2006 Honda Civic
Traction Motor Brand/Model
HPEVS AC50
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis Controls 1238-7601
Throttle
Original Honda
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
36
Total Pack Capacity in kWh
12.0 kWh
Charger Brand/Model
TCCH 3000
DC-DC Converter Brand/Model
TCCH 400 Watt x 2
Maximum Range
0 mi
Top Speed
0 mph
Watt Hours per mi
0
Weight before conversion
1420 kg
Weight after conversion
0 kg
Conversion Start Date
2012-07-02
Conversion Completion Date
2014-07-01
Donor Car Cost
6100
Youtube Channel
https://www.youtube.com/channel/UCbPWk8C0rsoHB-f0DcQS-Hw
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01/13/2015
1991 Volkswagen Double Cab Transporter
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01/13/2015
Richard van Wyhe
Shasta Lake, California, United States
Owned By: Robin Barker Built By: Richard van Wyhe ( richard@ev4unow.com ) Description The vehicle was purchased to haul a mobility scooter. The double cab setup works perfectly for this purpose. The vehicle was upgraded with a heavy duty transaxle, chromoly axles, Porsche 930 Turbo constant velocity joints, etc. The brakes, wheel bearings, etc. too were inspected and replaced. The conversion features power steering and brakes. The power steering can be turned on or off from the drivers seat. A dual element liquid heating system which ties into the stock heater core. The batteries are located in the Treasure Chest area and are on glides to aid in installation and inspection. This vehicle was one of the most enjoyable conversions EV4U has ever done, and we mainly do Porsche's. It drives so much better than it did as an internal combustion powered vehicle. Smooth, powerful, and quiet. Love this car. Instrumentation Curtis gauge, JLD404, 12 volt gauge Location of this Conversion
Shasta Lake, California, United States
Original Vehicle Year/Make/Model
1991 Volkswagen Double Cab Transporter
Traction Motor Brand/Model
HPEVS AC-75
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis Controls 1238-7601
Throttle
Curtis PB-6
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
180 AH
Number of Cells
38
Total Pack Capacity in kWh
21.9 kWh
Charger Brand/Model
Elcon PFC2500
Charge voltage
133
DC-DC Converter Brand/Model
ElCon TDC-120-168
Maximum Range
60 mi
Top Speed
75 mph
Watt Hours per mi
292
Tire Brand
General
Tire Size
205-70R14
Tire inflation pressure
54 psi
Mileage since conversion
400 mi
Weight before conversion
3300 lbs
Weight after conversion
3580 lbs
Conversion Start Date
2013-06-10
Conversion Completion Date
2013-09-09
Donor Car Cost
?
Approximate Conversion Cost
25000
Website
http://www.ev4unow.com/
Blog
http://ev4ucustomconversions.blogspot.com/
Youtube Channel
http://www.youtube.com/user/ev4ucustomconversion
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01/13/2015
2014 from scratch coupe
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01/13/2015
Bill Bishoprick
Salem, Oregon, United States
Owned By: Bill Bishoprick Built By: Bill Bishoprick ( billbishoprick@gmail.com ) Description Seduced by a doodle on a napkin and extra time to fill in retirement, I commenced design and construction with aluminum/ foam panels forming chassis structure, two side beams contain batteries, add a hotrod IFS and steering, two motors, one for each rear wheel, with belt drive, 4:1 ratio, body of fiberglass/ foam sandwich, space up front for a second string of batteries, and you've got (in theory) a sporty two person grocery getter. It's not on the road yet, I'm still futzing with the electrics. Instrumentation Speedhut GPS speedometer, JLD 5740 TV dig voltmeter, Curtis 840 spyglass (2) Location of this Conversion
Salem, Oregon, United States
Original Vehicle Year/Make/Model
2014 from scratch coupe
Traction Motor Brand/Model
HPEVS AC15
System Type
AC
Number of Motors
2
Controller/Inverter Brand/Model
2 x Curtis 1238
Throttle
hall effect pedal
Battery Manufacturer
CALB SE series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
30
Total Pack Capacity in kWh
9.6 kWh
Charger Brand/Model
Elcon 1500
Charge voltage
105
DC-DC Converter Brand/Model
Acme 53A 110-370v
Maximum Range
45 mi
Top Speed
75 mph
Watt Hours per mi
5
Tire Brand
Kumho Ecsta
Tire Size
195/50r-15
Tire inflation pressure
35 psi
Weight before conversion
0 lbs
Weight after conversion
1400 lbs
Conversion Start Date
2008-02-12
Conversion Completion Date
1970-01-01
Approximate Conversion Cost
25,000
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01/13/2015
1978 Toyota FJ40
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01/13/2015
Mathieu Rech
Hamburg, , Germany
Owned By: Mathieu Rech Built By: Mathieu Rech ( mathieu.rech@ccp-film.de ) Description The Toyota Land Cruiser is my main project. Converting classic cars to electric is why I am here. Instrumentation JLD404 for Ah. JLD5740 for volts. JLD7100 for temperatures. Location of this Conversion
Hamburg, , Germany
Original Vehicle Year/Make/Model
1978 Toyota FJ40
Traction Motor Brand/Model
Netgain WarP11
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Evnetics Soliton1
Throttle
Evnetics, LLC.
Battery Manufacturer
CALB SE series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
180 AH
Number of Cells
70
Total Pack Capacity in kWh
40.0 kWh
Charger Brand/Model
Brusa NLG513
Charge voltage
245,7
DC-DC Converter Brand/Model
Mean Well HRPG-600-12
Maximum Range
0 mi
Top Speed
0 mph
Watt Hours per mi
0
Weight before conversion
3.427 lbs
Weight after conversion
0 lbs
Conversion Start Date
2011-09-20
Conversion not completed yet
N/A
Blog
http://e-landcruiser.blogspot.de
Youtube Channel
http://www.youtube.com/user/CameraCarPlatforms
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01/13/2015
1996 Chevrolet Corvette
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01/13/2015
Wayne Bickley
San Bernardino, CA, United States
Owned By: Wayne Bickley Built By: Wayne Bickley ( wrbickley@sbcglobal.net ) Description This car used to be a supercharged 396 540 hp with a Vortech T trim running mid 10's. I was having problems getting it through CA smog. After the 3rd pass through the smog referee's, I bought it home in 4 hours had the motor out and the end of the day had parts on order for the conversion. I started with 12 Optima deep cycle marine batteries and a 9" ADC 9001 motor and a Curtis 500 A controller for feasibility tests. I had the car back on the road and to the smog people July 7th ( 4 months later) where it was signed off as an official BEV . I ran the car with the ADC with the stock automatic, I changed out to a manual 6 speed and updated the batteries to XS power 16 volt AGM's. As i was getting the car where i wanted it, I purchased a Zilla HV2K controller right before they stopped making them for a period. I then purchased the Netgain HV11. At one time I had analog gauges voltage and amps. I since added the JLD 404 which is now my only instrumentation. Two years ago Lithium pros offered to sponsor me with batteries where i picked up 76 200 Ah cells ( the car is on their website Instrumentation JLD 404, logging with Zilla config, Xantrex Prolink, Volts and Amps to monitor the motors separately. Location of this Conversion
San Bernardino, CA, United States
Original Vehicle Year/Make/Model
1996 Chevrolet Corvette
Traction Motor Brand/Model
Netgain Siamese Netgain 9"
System Type
DC
Number of Motors
2
Controller/Inverter Brand/Model
1 x Cafe Electric Zilla 2K EHV
Throttle
Curtis pot box
Battery Manufacturer
CALB SE series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
108
Total Pack Capacity in kWh
34.5 kWh
Charger Brand/Model
Manzanita Micro PFC-40
Charge voltage
367
BMS Brand/Model
Orion Standard size
DC-DC Converter Brand/Model
EV Source - 500-DCDC-636
Maximum Range
70 mi
Top Speed
115 mph
Watt Hours per mi
370
Tire Brand
Continental Low Rolling Resistance
Tire Size
275-45 18
Tire inflation pressure
40 psi
Mileage since conversion
8,000 mi
Weight before conversion
3360 lbs
Weight after conversion
3700 lbs
Conversion Start Date
2010-03-18
Conversion Completion Date
2012-07-04
Donor Car Cost
12,000
Approximate Conversion Cost
$$$$$$
Website
http://www.ndneyes.com
Youtube Channel
http://www.youtube.com/user/wrbickley/videos 47 of 231
01/13/2015
1965 Datsun L320 Pickup
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01/13/2015
Dennis Pestka
Elsberry, MO, United States
Owned By: Dennis Pestka Built By: Dennis Pestka ( dennis.pestka@mallinckrodt.com ) Description Found this truck on a small website dedicated to old Datsun pickups. With its curb weight of ~ 2100 lbs and a GVWR of almost 4000 lbs, I knew this was the truck that I would convert to electric. After talking with the owner and receiving numerous photos, I had it shipped from California. First time in my life I ever purchased a vehicle sight unseen, but with a price of $2200 including shipping, I figured it was worth the chance. Turns out it was the smartest move I ever made. The truck was in really good rust free original condition. Not a show truck by any means, but a rare and unique vehicle to convert to electric. After working on it for ~ 2 years, I got my first EV grin in the summer of 2009. Truck originally had a 156V pack of Odyssey 65 Ah AGM batteries, and a Zivan NG5 Charger. By the fall of 2013, the AGM's were getting tired, and I was getting influenced by EVTV and others, to do a Lithium conversion. At present I'm bottom balancing my new pack of (50) CALB CA 180 Ah LiFePo4 batteries, desig Instrumentation Xantrex Link 10 E-Meter, 80-180V Analog Gauge for Pack Voltage, 0-1000A Analog Gauge for Pack Current, 0-16V Analog Gauge for Accessory Battery, 0-7000 RPM Tachometer, Stock Speedometer Location of this Conversion
Elsberry, MO, United States
Original Vehicle Year/Make/Model
1965 Datsun L320 Pickup
Traction Motor Brand/Model
Advanced FB4001A
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x DC Power Systems Raptor 1200
Throttle
Curtis PB6 Throttle Potbox
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
180 AH
Number of Cells
50
Total Pack Capacity in kWh
28.8 kWh
Charger Brand/Model
Brusa NLG513
Charge voltage
180V
DC-DC Converter Brand/Model
Zivan NG1
Maximum Range
80 mi
Top Speed
80 mph
Watt Hours per mi
275
Tire Brand
Yokohama
Tire Size
P205/70 R15
Tire inflation pressure
40 psi
Mileage since conversion
3000 mile mi
Weight before conversion
2083 lbs
Weight after conversion
2700 lbs
Conversion Start Date
2008-01-01
Conversion Completion Date
2009-06-01
Donor Car Cost
$1000
Approximate Conversion Cost
$25000
Website
http://evalbum.com/1366
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01/13/2015
1985 Holden Barina MB
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01/13/2015
Eric Rodda
Adelaide, South Australia, Australia
Owned By: Eric Rodda Built By: Eric Rodda ( evric@kestar.com.au ) Description This car was a 1985 Holden Barina (built by Suzuki in Japan) which I started converting to electric drive in 2008 and completed in 2010. This car now performs better than in its original form. I love it!See this car and many others at Science Alive! - Adelaide Showgrounds - in August each year. I really enjoyed EVCCON 2012 - It will be great to meet all you guys again sometime. Instrumentation X-Pert Pro with 5X converter. I rely on this instrument for my daily drive. I normally have it showing "Amps" and use the "Percentage" to show range. I get use approx. 1Ah per %. This instrument will also show all history - eg. number of charge cycles, average battery current etc, etc.There is a temperature gauge on the the motor and controller - switchable. The original tacho is now working from a hall effect sensor on the aux shaft of the motor thru an adaptor box which re-creates the high voltage pulses required. The speedo runs as original from the gearbox. The original fuel gauge sits on "E" for electric - permanently! For Sale
$15000
Location of this Conversion
Adelaide, South Australia, Australia
Original Vehicle Year/Make/Model
1985 Holden Barina MB
Traction Motor Brand/Model
ADC X91-4001
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x ZEVA MC600S
Throttle
Hall Effect (PB6 style) Chinese
Battery Manufacturer
Thundersky
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
90 AH
Number of Cells
40
Total Pack Capacity in kWh
11.7 kWh
Charger Brand/Model
Zivan NG3
Charge voltage
147
BMS Brand/Model
EVPower TS90
DC-DC Converter Brand/Model
TC Charger TDC144V/12V
Maximum Range
80 km
Top Speed
110 kph
Watt Hours per km
140
Tire Brand
Hankook
Tire Size
12"
Tire inflation pressure
38 psi
Mileage since conversion
20000 km
Weight before conversion
740 kg
Weight after conversion
820 kg
Conversion Start Date
2008-08-01
Conversion Completion Date
2010-09-10
Donor Car Cost
$1000
Approximate Conversion Cost
$20000
Website
http://www.evric.kestar.com.au
Blog
http://www.evalbum.com/2046
Youtube Channel
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https://www.youtube.com/user/evric2008
01/13/2015
1991 Toyota MR2
52 of 231
01/13/2015
Stephen Jeffcoat
Hampstead, NC, United States
Owned By: Stephen Jeffcoat Built By: Stephen Jeffcoat ( topsailev@gmail.com ) Description This Toyota MR2 is a conversion of the Topsail High School Electric Vehicle Class in Hampstead, NC. The work on the car was done by classes of high school students who selected the vehicles, planned the conversions, raised the money and did the work themselves. The car was first converted in 2009 as a 156v lead acid system (13 12V T-1275s) with a Raptor 1200A controller, a 9" Advanced DC motor and a Zivan charger. Suspension was upgraded to D2 coilovers and stiffer front and rear sway bars, along with low-profile high-performance tires. In 2011 it was upgraded to lithium with 48 100-AH Thundersky cells, the Raptor controller was replaced with a Synkromotive and the motor was replaced with a new Netgain WarP 9. A BMS and the current charger were added i Instrumentation Cycle Analyst mounted where speedometer was for voltage, current, speed and mileage tracking. A 7" monitor is installed where the radio was that interfaces with a laptop computer to display information from the Synkromotive or Orion BMS software. We are in the process of replacing the monitor with a 7" Nexus tablet that interfaces with the BMS using bluetooth and the Torque App, as it is easier and safer to read and use while driving. For Sale
25000
Location of this Conversion
Hampstead, NC, United States
Original Vehicle Year/Make/Model
1991 Toyota MR2
Traction Motor Brand/Model
Netgain WarP 9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Synkromotive DC700LV
Throttle
PB6 Potentiometer
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
48
Total Pack Capacity in kWh
15.6 kWh
Charger Brand/Model
Elcon PFC 2500
Charge voltage
172
BMS Brand/Model
Orion Orion BMS
DC-DC Converter Brand/Model
Iota DLS-45
Maximum Range
65 mi
Top Speed
125 mph
Watt Hours per mi
240
Tire Brand
Federal
Tire Size
17" 235/40 rear and 215/40 front
Tire inflation pressure
35 psi
Mileage since conversion
8300 mi
Weight before conversion
0 lbs
Weight after conversion
2640 lbs
Conversion Start Date
2009-01-05
Conversion Completion Date
2009-04-10
Donor Car Cost
4500
Approximate Conversion Cost
12000
Website
http://www.kickngas.org 53 of 231
01/13/2015
1961 Volkswagen Beetle
54 of 231
01/13/2015
Steve Garrett
Wilmington, NC, United States
Owned By: Steve Garrett Built By: Steve Garrett ( kickngas@gmail.com ) Description This conversion was completed by the Topsail High School Electric Vehicle Team May 2013. I provided the team my car for conversion December 2012 as a class project. The installation was completed with only two 1" holes being drilled into the car so, if in the future, it needed to be dismantled and returned to gas(not likely), the new owner would not have any issues returning the car to original specs. The car is clutchless and uses a direct coupler from motor to transmission using a clutch center for the splines. The Synkromotive controller has worked flawlessly and is a totally programmable unit. As of now, the charger is operating on 110 volts with the option to charge 220 volts set for later when I get time. Battery heaters were placed under the cells for charging in cold weather and are activated by a switch which sends voltage to them under Instrumentation All instrumentation is provided by the Elithion Lite BMS and fed to a Nexus 7 tablet through the Elithion WIFI hotspot device. The tablet shows SOC, Amps, Amp Hours, Voltage, Individual cell Temperatures and Individual cell voltages. I also have an Android speedometer app that overlays the speed and distance on top of the instrument layout. Location of this Conversion
Wilmington, NC, United States
Original Vehicle Year/Make/Model
1961 Volkswagen Beetle
Traction Motor Brand/Model
Advanced DC FB1-4001
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Synkromotive DC750
Throttle
Hall Effect in PB-6 body
Battery Manufacturer
Thundersky
Battery Type
Lithium Yttrium Phosphate - LiFeYPO4
Cell Size
100 AH
Number of Cells
44
Total Pack Capacity in kWh
14.1 kWh
Charger Brand/Model
Elcon PFC2100
Charge voltage
154
BMS Brand/Model
Elithion Lithiumate Lite
DC-DC Converter Brand/Model
Iota DLS-45
Maximum Range
65 mi
Top Speed
90 mph
Watt Hours per mi
190
Tire Brand
Michelin front, Fuzion rear
Tire Size
135x15 front 195/60 15 rear
Tire inflation pressure
40 psi
Mileage since conversion
3500 mi
Weight before conversion
1700 lbs
Weight after conversion
1950 lbs
Conversion Start Date
2012-11-12
Conversion Completion Date
2013-05-04
Donor Car Cost
0
Approximate Conversion Cost
???
Blog
http://thsev.blogspot.com/
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01/13/2015
2012 Veeco RT
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01/13/2015
Paulo Almeida
Lisbon, , Portugal
Owned By: VE - Fabricação de Veículos de Tracção Eléctrica, Lda. Built By: VE + ISEL ( palmeida@deea.isel.ipl.pt ) Description In a context where the electric vehicle began to gain expression at an international level, opportunity was sensed to conceive a vehicle that could overpass in matters of efficiency the available solutions in the market until then. With the experience and the knowledge acquired since 2005 in the development of the first Veeco, VE moved forward towards a QREN call in 2009. An approved call for the research and development of an high efficiency electric car, is today a partnership between VE - Fabricação de Veículos de Tracção Eléctrica, Lda. and Instituto Superior de Engenharia de Lisboa (ISEL) labeled by EUREKA. By the end of the 3 years of the project, two prototypes were Instrumentation Instrumention wise the VEECO RT has GUI developed in GAMBAS 3.0 and that is running on an inexpensivel Android tablet converted t Linux. With a simple and intuitive design, the RT user interface provides the driver with information on speed, battery state of charge, motor and inverter temperatures, as well as instantaneous consumption or regeneration levels. In addition, the usual warnings (seat belts, turn signals, lights, maintenance etc.) are also available. For Sale
Yes
Location of this Conversion
Lisbon, , Portugal
Original Vehicle Year/Make/Model
2012 Veeco RT
Traction Motor Brand/Model
ZAPI Best Motor 30kW
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x ZAPI ACE5
Throttle
Hall Effect
Battery Manufacturer
Thundersky
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
160 AH
Number of Cells
36
Total Pack Capacity in kWh
18.5 kWh
Charger Brand/Model
Zivan NG3
Charge voltage
125
DC-DC Converter Brand/Model
Deutronic DVC500-80-13,8
Maximum Range
200 km
Top Speed
170 kph
Watt Hours per km
93
Tire Brand
Fulda
Tire Size
Front - 2x 205/45-16" & Rear - 1x 285/30-18"
Tire inflation pressure
2.2 bar
Mileage since conversion
10.000 km
Weight before conversion
0 kg
Weight after conversion
800 kg
Conversion Start Date
2009-06-15
Conversion Completion Date
2012-02-03
Donor Car Cost
0
Approximate Conversion Cost
1.5M €
Website
http://www.veeco.pt/en
Youtube Channel
http://www.youtube.com/user/ProjetoVeeco 57 of 231
01/13/2015
1953 Chevrolet chevy pick-up truck
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01/13/2015
laurent Wolf
South Lake tahoe, California, United States
Owned By: laurent Wolf Built By: laurent Wolf ( laurewolf@gmail.com ) Description Built by Steve Clum,Laurent Wolf and Ariel A lot of Help from Jack and is EVTV Team Instrumentation
For Sale
43700
Location of this Conversion
South Lake tahoe, California, United States
Original Vehicle Year/Make/Model
1953 Chevrolet chevy pick-up truck
Traction Motor Brand/Model
netgain warp 11
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x evenetics soliton one
Throttle
EVnetics 3-Wire Automotive Throttle Position Sensor
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
120
Total Pack Capacity in kWh
48.0 kWh
Charger Brand/Model
Manzanita micro PFC40XM
Charge voltage
219
DC-DC Converter Brand/Model
170-300V 600W 45AMP DC/DC
Maximum Range
100 mi
Top Speed
80 mph
Watt Hours per mi
0
Mileage since conversion
2980 mi
Weight before conversion
3800 kg
Weight after conversion
4000 kg
Conversion Start Date
2012-06-01
Conversion Completion Date
2014-03-12
Donor Car Cost
12000
Approximate Conversion Cost
31700
Website
http://reno.craigslist.org/cto/4321126517.html
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01/13/2015
1966 Porsche 904 CARRERA GTS - CHUCK BECK REPLICA
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01/13/2015
Duane Ball
Ballston Lake, NY, United States
Owned By: Duane Ball Built By: Scott Smith /Duane Ball ( duaneball@nycap.rr.com ) Description This was a 2nd build after the Spyder 550 that Jack owns. This also was another mid engine type car but with larger DC 11" Netgain motor and high amp Soliton 1 controller. We wanted a 3 season car over the Spyder with more power and range. We got both. Instrumentation North Hollywood Combo,Tach & Speedo, Xantrex Battery Monitor, Auber Instruments Temperature Controllers, Location of this Conversion
Ballston Lake, NY, United States
Original Vehicle Year/Make/Model
1966 Porsche 904 CARRERA GTS - CHUCK BECK REPLICA
Traction Motor Brand/Model
Netgain Warp 11
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Evnetics Soliton1
Throttle
Hall effect - SOL1-HEPA
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
180 AH
Number of Cells
52
Total Pack Capacity in kWh
33.0 kWh
Charger Brand/Model
Brusa NLG513
Charge voltage
180
DC to DC Converter Used
None
Maximum Range
140 mi
Top Speed
130 mph
Watt Hours per mi
1
Tire Brand
Goodrich G-Force-Sport
Tire Size
Front- 205/50ZR16, Rear 225/50ZR16
Tire inflation pressure
35 psi
Mileage since conversion
130 mi
Weight before conversion
1350 lbs
Weight after conversion
2452 lbs
Conversion Start Date
2010-12-15
Conversion Completion Date
2011-07-15
Donor Car Cost
$53K
Approximate Conversion Cost
$40K
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01/13/2015
1967 Ford Shelby Cobra
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01/13/2015
Glenn Brown
Iowa City, Iowa, United States
Owned By: Glenn Brown Built By: Glenn Brown ( glennsrepair@gmail.com ) Description This car started out as a badly damaged fiberglass body and nothing else. I designed and built 1 3/4" DOM tubing frame with a Mustang II manual front end in it. I put a Porche 944 transaxle under it with a five-speed snail style transmission, with the motor direct driving against the transmission. I put 11" disc rotors all the way around with 4-piston Wilwood calipers. I also used the Wilwood Tandom Master cylinder. After finishing the body work, I painted the body Electric Blue, acrylic enamel. This car has a custom, hand built stainless steel grill and a custom hand built Billet aluminum windshield frame. I custom made the seats and the chrome roll bar. This car has been a labor of love and it has been quite a head turner all summer at shows and driving down the street. This is my first electric conversion and I like to do everything myself. Instrumentation Dakota Digital Multi-function gauge For Sale
Yes
Location of this Conversion
Iowa City, Iowa, United States
Original Vehicle Year/Make/Model
1967 Ford Shelby Cobra
Traction Motor Brand/Model
NetGain Warp 11
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Soloton 1
Throttle
Prius
Battery Manufacturer
GBS
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
64
Total Pack Capacity in kWh
25.6 kWh
Charger Brand/Model
Elcon 2500
Charge voltage
220
DC to DC Converter Used
None
Maximum Range
70 mi
Top Speed
100 mph
Watt Hours per mi
0
Tire Brand
Nitto
Tire Size
17 inch 50s adn 60s
Tire inflation pressure
40 psi
Mileage since conversion
2000 mi
Weight before conversion
0 lbs
Weight after conversion
2300 lbs
Conversion Start Date
2009-09-21
Conversion Completion Date
2013-05-22
Donor Car Cost
500.00
Approximate Conversion Cost
25,000.
63 of 231
01/13/2015
1991 Mazda Miata MX-5 Special Edition
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01/13/2015
Todd Zumwalt
Renton, Washington, United States
Owned By: Todd Zumwalt Built By: Adam ( todd.zumwalt@gmail.com ) Description 1991 Mazda MX-5 Miata Special Edition Parts List and Specifications. Located in Renton, Washington USA. Range: 50 miles (estimated), Top Speed: 70 mph, Acceleration: similar to stock, How long does it take to charge?: 12 hours (estimated) EV miles: converted to electric at ~145,000 miles (over 3,000). Curb Weight: 2,500 pounds (estimated) Tires: P185/60 R14 82H 1991 Mazda Miata~$1500, GBS-12V100AH LifeMnPO4 batteries, packs of four(four 3.2V cells per pack)$588x12 $7056, Netgain Warp 9 motor$1850,EV Propulsion Adaptor plate (stock five speed transmission and clutch retained)$850, EVnetics Soliton Jr. Controller $1945, EVnetics Soliton Throttle$179, Netgain Controls Warp-Drive Liquid Cooling Kit $340, Manzanita PFC20 Charger $2050, EV Propulsion EV Display $190, EV Propulsion 2 ½” DC Ammeter $135, EV Propulsion 500 amp, 50mv Meter Shunt for Ammeter $49.95, EV Propulsion Fuse Holder $46.64, EV Propulsion (500 amp) Fuse.$75.95, EV Propulsion 120 Volt 20 Amp power inlet receptacle $29.50, EV Propulsion 120 Volt 20 Amp power inlet plug$19.50, EV Propulsio Instrumentation EV Propulsion EV Display, EV Propulsion 2 ½” DC Ammeter, EV Propulsion 500 amp, 50mv Meter Shunt for Ammeter Location of this Conversion
Renton, Washington, United States
Original Vehicle Year/Make/Model
1991 Mazda Miata MX-5 Special Edition
Traction Motor Brand/Model
Netgain Warp 9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x EVnetics Soliton Jr.
Throttle
Soliton
Battery Manufacturer
GBS
Battery Type
Lithium Manganese Oxide
Cell Size
100 AH
Number of Cells
48
Total Pack Capacity in kWh
18.0 kWh
Charger Brand/Model
Manzanita Micro PFC-20
Charge voltage
182 Volts
DC-DC Converter Brand/Model
Meanwell SP500 (124-370v 500W)
Maximum Range
50 mi
Top Speed
70 mph
Watt Hours per mi
0
Tire Brand
Yokohama
Tire Size
P185/60 R14 82H
Tire inflation pressure
26 psi
Weight before conversion
2200 lbs
Weight after conversion
2500 lbs
Conversion Start Date
2011-01-01
Conversion Completion Date
2014-01-01
Donor Car Cost
1500
Approximate Conversion Cost
>19000
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01/13/2015
1963 VW DOUBLE CAB
66 of 231
01/13/2015
jamie robson
truro, cornwall, United Kingdom
Owned By: jamie robson Built By: jamie robson ( retroelectricvehicles@gmail.com ) Description THE ZIMB-E PROJECT IN THE PROCESS OF CONVERTING MY 1963 VW DOUBLE CAB ,HAVE BEEN LOOKING AT GETTING ONE OF THESES BUSES FOR MANY YEARS AND FINALLY GOT MY HANDS ON ONE IN ZIMBABWE SOUTH AFRICA, STILL WAITING TO ARRIVE AS ON THE BOAT. BEEN BUSY SOURCING ALL THE PARTS DECIDED TO GO WITH THE AZURE DYNAMICS SET UP AS I THINK IT WILL BE PERFECT FOR MY BUILD AND CAME IN AT A GREAT PRICE.WILL BE LOOKING AT STARTING FULL RESTORATION AND BUILD IN LATE FEB EARLY MARCH. AND USING THIS TIME TO SOURCE ALL THE PARTS AND GET THE PLANNING CORRECT. HOPING TO USE THE BUILD TO PROMOTE EV'S, IN THE UK AND LOOKING AT WITH THE HELP OF MY EMPLOYER THE EDEN PROJECT TO PROMOTE A CLEANER GREENER FUTURE. WHO KNOWS PERHAPS ONE DAY IN THE NOT TO DISTANT FUTURE, THE SMELL OF A INTERNAL COMBUSTION ENGINE WILL MAKE OUR CHILDREN REMINISCE THE WAY OUR PARENTS AND GRANDPARENTS DID WHEN THEY SMELT A LOCOMOTIVE STEAM TRAIN Instrumentation STILL IN PLANNING , WILL BE DISPLAYED ON A I PAD SET UP IN THE CAB Location of this Conversion
truro, cornwall, United Kingdom
Original Vehicle Year/Make/Model
1963 VW DOUBLE CAB
Traction Motor Brand/Model
SIEMENS IPV5135
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x DMOC 645LC
Throttle
NOT DECIDED
Battery Manufacturer
Sinopoly
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
90 AH
Number of Cells
102
Total Pack Capacity in kWh
27.7 kWh
Charger Brand/Model
BRUSA NLG513
DC to DC Converter Used
None
Maximum Range
0 mi
Top Speed
0 mph
Watt Hours per mi
0
Weight before conversion
1150 kg
Weight after conversion
1439 kg
Conversion Start Date
2013-08-07
Conversion not completed yet
N/A
Donor Car Cost
£4000
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01/13/2015
2000 Mazda Miata
68 of 231
01/13/2015
George Hiller
Glen Ellyn, Illinois, United States
Owned By: George Hiller Built By: George Hiller ( dochiller1@yahoo.com ) Description Looked for over a year to find a nice clean car. Garage kept no rust and nice paint. 56000 mi. Sold the engine to buy motor and trans adapter. Instrumentation JLD 440 Location of this Conversion
Glen Ellyn, Illinois, United States
Original Vehicle Year/Make/Model
2000 Mazda Miata
Traction Motor Brand/Model
Net gain Warp9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x MaxForcer SL 160V 1000A
Throttle
Prius pedal
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
60 AH
Number of Cells
100
Total Pack Capacity in kWh
19.2 kWh
Charger Brand/Model
2 Elcon PFC 2500
Charge voltage
173
DC-DC Converter Brand/Model
Chennic JCD 175 1000 watts
Maximum Range
60 mi
Top Speed
112 mph
Watt Hours per mi
320
Tire Brand
Hexes cp651
Tire Size
195-50R15
Tire inflation pressure
36 psi
Weight before conversion
2498 lbs
Weight after conversion
2675 lbs
Conversion Start Date
2013-08-10
Conversion Completion Date
2014-07-03
Donor Car Cost
7500 $
Approximate Conversion Cost
17000
Youtube Channel
http://www.youtube.com/channel/UCIBafCMMpxaZtwEVLbEQZCg
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01/13/2015
1983 Porsche 911SC Cabriolet Convertible
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01/13/2015
Brian Seymour
Ontario, CA, United States
Owned By: HPEVS Built By: HPEVS ( brian@hpevs.com ) Description To prove that the AC-50 electric motor that we manufacture is a powerful and reliable motor, we took a 1983 Porsche 911SC Cabriolet convertible and converted it to electric. This vehicle has become a major test bed for HPEVS and has seen a few more motors installed in it for testing purposes. As of right now the Porsche has the AC34X2 installed, and this combination as proven to be both fun to drive and very reliable. Instrumentation Original instrumentation is used and all the instruments are functional. Location of this Conversion
Ontario, CA, United States
Original Vehicle Year/Make/Model
1983 Porsche 911SC Cabriolet Convertible
Traction Motor Brand/Model
HPEVS AC34X2
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
2 x Curtis 1238-7601
Throttle
PB-6
Battery Manufacturer
Other
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
200 AH
Number of Cells
36
Total Pack Capacity in kWh
18.4 kWh
Charger Brand/Model
Elcon PFC 2500
Charge voltage
130
DC-DC Converter Brand/Model
Zivan
Maximum Range
65 mi
Top Speed
100 mph
Watt Hours per mi
300
Mileage since conversion
20,000 mi
Weight before conversion
2635 lbs
Weight after conversion
2700 lbs
Conversion Start Date
2010-08-10
Conversion Completion Date
1970-01-01
Donor Car Cost
13000
Approximate Conversion Cost
$$$$$
Website
http://www.hpevs.com
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01/13/2015
1985 Mazda RX-7
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01/13/2015
Doug Ingraham
Rapid City, SD, United States
Owned By: Doug Ingraham Built By: Doug Ingraham ( doug.ingraham@gmail.com ) Description I bought the car in 1999 and drove it as an ICE until 2005 when accumulating mechanical problems caused it to be garaged. At the time I thought about converting it and when gasoline reached $4 a gallon that was when I was pushed to do it. I started the tear down and restoration of needed systems in June of 2011. First drive was on September 22, 2012 just one day before trailering the car to EVCCON 2012. The RX-7 makes a good platform as an EV because it is reasonably light weight and has plenty of room for batteries. This conversion is quite a bit quicker than it was originally and is a pleasure to drive around town. The main thing still needing completion is the heater. Instrumentation Only the OEM instruments are used, tachometer, speedometer, odometer, 12v gauge. I plan to hook up the fuel gauge to a coulomb counter at some point. I came to the conclusion that voltmeter and ammeter are unnecessary except for initial testing. Worse it tends to make people a little nervous having all kinds of extra gauges they have never seen in a car before. My only concession to it being an EV is I have an indicator to tell me that the car is running. Location of this Conversion
Rapid City, SD, United States
Original Vehicle Year/Make/Model
1985 Mazda RX-7
Traction Motor Brand/Model
Netgain WarP 9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Evnetics Soliton 1
Throttle
Netgain Warp-Drive Hall Effect
Battery Manufacturer
GBS
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
52
Total Pack Capacity in kWh
16.6 kWh
Charger Brand/Model
Electric Motor Werks EMW-12k
Charge voltage
175
DC-DC Converter Brand/Model
Vicor MegaPac
Maximum Range
65 mi
Top Speed
104 mph
Watt Hours per mi
250
Tire Brand
Doral (finding tires in this size is tough these days)
Tire Size
185/70-R13
Tire inflation pressure
35 psi
Mileage since conversion
4900 mi
Weight before conversion
2300 lbs
Weight after conversion
2400 lbs
Conversion Start Date
2011-06-15
Conversion Completion Date
1970-01-01
Donor Car Cost
1500
Approximate Conversion Cost
19000
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01/13/2015
1955 Porsche 550 Spyder
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01/13/2015
Jack Rickard
Cape Girardeau, Missouri, United States
Owned By: Jack Rickard Built By: Duane Ball with Consulting from Jack Rickard ( jack@evtv.me ) Description Originally built by Duane Ball, this car was purchased by EVTV and upgraded several times, including much lighter wheels, brakes, and low rolling resistance tires, a more powerful controller, and many minor tweeks. Instrumentation Curtis controller meter and a JLD404 Amp hour meter For Sale
50000
Location of this Conversion
Cape Girardeau, Missouri, United States
Original Vehicle Year/Make/Model
1955 Porsche 550 Spyder
Traction Motor Brand/Model
HPEVS AC50
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis Controls 1238-7601
Throttle
Chennic Hall Effect throttle
Battery Manufacturer
Sky Energy
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
180 AH
Number of Cells
36
Total Pack Capacity in kWh
21600.0 kWh
Charger Brand/Model
Brusa NLG513
Charge voltage
126
DC-DC Converter Brand/Model
Chennic 400watt
Maximum Range
120 mi
Top Speed
100 mph
Watt Hours per mi
200
Tire Brand
Michelin Energy Saver
Tire Size Tire inflation pressure
44 psi
Mileage since conversion
4500 mi
Weight before conversion
1650 lbs
Weight after conversion
1840 lbs
Conversion Start Date
2011-01-01
Conversion Completion Date
2011-06-01
Donor Car Cost
20,000
Approximate Conversion Cost
20,000
Website
http://www.evtv.me
Blog
http://evtv.me
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01/13/2015
2014 Factory Five Racing 818
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01/13/2015
Erik Hansen
aliso viejo, ca, United States
Owned By: Erik Hansen Built By: Erik Hansen ( erikchansen@yahoo.com ) Description This Factory Five 818 is such an amazing candidate for electric that it has caused a major stir in the EV community. I had made my decision back in January that this would be the way I would go due to my interest in building outside the box as well as my background in racing RC cars. And it's amazing the similarities this new full scale technology has with it's smaller counterparts. For this project I have teamed with EV West who have already proven themselves to be incredible engineers as well as consummate professionals with an incredible track record in the EV racing circle. Instrumentation A 10" tablet in the center console. Also using the xantrex pro along with Speedhut gauges for Tach and Speed along with the curtis system gauge. For Sale
60000
Location of this Conversion
aliso viejo, ca, United States
Original Vehicle Year/Make/Model
2014 Factory Five Racing 818
Traction Motor Brand/Model
HPEVS AC35x2
System Type
AC
Number of Motors
2
Controller/Inverter Brand/Model
2 x Curtis 1239-8501
Throttle
Evnetics Throttle Assembly
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
48
Total Pack Capacity in kWh
16.0 kWh
Charger Brand/Model
Elcon PFC5000
Charge voltage
180
DC to DC Converter Used
None
Maximum Range
60 mi
Top Speed
0 mph
Watt Hours per mi
0
Tire Brand
Hankook Ventus V112
Tire Size
215//40/40
Tire inflation pressure
35 psi
Weight before conversion
0 lbs
Weight after conversion
2200 lbs
Conversion Start Date
2013-09-02
Conversion Completion Date
2014-10-31
Donor Car Cost
13000
Approximate Conversion Cost Website
45000 http://thefactoryfiveforum.com/showthread.php?11755-33-Machine-electric-818e-buildPhotoshoot-11-30
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01/13/2015
1974 Volkswagen Beetle
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01/13/2015
Richard van Wyhe
Shasta Lake, California, United States
Owned By: Richard van Wyhe Built By: Richard van Wyhe ( richard@ev4unow.com ) Description In 2008 it was decided that EV4U Custom Conversions needed a marketing vehicle. We chose the VW Beetle because it allows the display all of the components used. Plus, few cars have the nostalgic sex appeal of the classic Beetle. Purchased in 2008, and converted in 2009, B.O.B. was an instant hit. In 2010, we restored the vehicle giving it a beautiful red paint job. After the Bug was purchased, cleaned and tuned, we did extensive testing, so that we would have good base line information prior to conversion. We replaced all worn out components, like ball joints, constant velocity joints, tie rod ends, etc. We added four wheel disc brakes, and a heavy duty anti-sway bar. Air shocks in the rear to adjust the rack of the car. All along doing testing to see how the modifications affected the handling etc. When purchased, the vehicle was stripped in the interior, and had three colors on the exterior. It had custom fenders and running boards that we kept, just because of popular demand. The car was restored with a custom interior to match the custom exterior. B.O.B. has appeared in countless shows and events, promot Instrumentation JLD404, analog, 12 volt gauge, amp gauge, pack voltage, and state of charge For Sale
32000
Location of this Conversion
Shasta Lake, California, United States
Original Vehicle Year/Make/Model
1974 Volkswagen Beetle
Traction Motor Brand/Model
Netgain ImPulse 9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis Controls 1231C-8601
Throttle
Curtis PB-6
Battery Manufacturer
GBS
Battery Type
Lithium Manganese Oxide
Cell Size
100 AH
Number of Cells
44
Total Pack Capacity in kWh
14.1 kWh
Charger Brand/Model
Elite Power Solutions 1.5 kWh
Charge voltage
154
DC-DC Converter Brand/Model
ElCon TDC-132-168
Maximum Range
58 mi
Top Speed
90 mph
Watt Hours per mi
195
Tire Brand
Kumho
Tire Size
195/50R15 in front, 225/50R15 in rear
Tire inflation pressure
52 psi
Mileage since conversion
25000 mi
Weight before conversion
1650 lbs
Weight after conversion
2100 lbs
Conversion Start Date
2009-04-12
Conversion Completion Date
2009-08-09
Donor Car Cost
1000
Approximate Conversion Cost
15000
Website
http://www.ev4unow.com/
Blog
http://ev4ucustomconversions.blogspot.com/
Youtube Channel
http://www.youtube.com/user/ev4ucustomconversion 79 of 231
01/13/2015
2004 Mazda RX8
80 of 231
01/13/2015
Mike Schooling
Worcestershire, , United Kingdom
Owned By: Mike Schooling Built By: Mike Schooling ( mike@indra-rt.com ) Description 2004 Mazda RX8 converted to run on 100% electric. Started in 2011 and as always, these projects never really end! driving it on the UK roads since September 2012. Everything works as standard except the aircon - it's not really required in the UK. The conversion was a Canbus battle rather than a mechanical one. heating controls, dash gauges, power steering etc all needed to be 'hacked' and made to work with the new drivetrain. Instrumentation EMW EV Dash - Bluetooth to an android mobile JLD404 - installed in the ashtray - I dont smoke so not required. The cover on the ashtray can be closed to hide the JLD. Location of this Conversion Original Vehicle Year/Make/Model
Worcestershire, , United Kingdom 2004 Mazda RX8
Traction Motor Brand/Model
Kostov 11 Alpha
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Soliton Jr
Throttle
OEM Throttle - works with he Soliton so no need to change
Battery Manufacturer
Sinopoly
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
74
Total Pack Capacity in kWh
24.0 kWh
Charger Brand/Model
Brusa NLG513 (two set up in paralell for 7.2KW charging)
Charge voltage
259
DC-DC Converter Brand/Model
Meanwell 650w
Maximum Range
65 mi
Top Speed
104 mph
Watt Hours per mi
290
Tire Brand
GT Radial Champiro UHP
Tire Size
225/45/18
Tire inflation pressure
40 psi
Mileage since conversion
3000 mi
Weight before conversion
1373 kg
Weight after conversion
1483 kg
Conversion Start Date
2011-08-01
Conversion Completion Date Donor Car Cost Approximate Conversion Cost Blog Youtube Channel
2012-09-01 ÂŁ1200 ÂŁ15,000 http://www.diyelectriccar.com/forums/showthread.php/skoolers-rx8-conversion-formally-goodmotoriii-61556.html https://www.youtube.com/user/MHC21148
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01/13/2015
1974 Volkswagen Karmann Ghia
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01/13/2015
Richard van Wyhe
Shasta Lake, California, United States
Owned By: Richard van Wyhe Built By: Richard van Wyhe ( richard@ev4unow.com ) Description From Gas to Electric in 8 Days? I had been looking for a Karmann Ghia to convert for over a year. I wanted one in good condition so that restoration would not be necessary. I searched on eBay and Craigslist for more than a year. While on vacation on the 4th of July 2011, I found one parked across the street from the owners home in Brookings, Oregon, where we were celebrating the 4th of July. They had just moved from Las Vegas, Nevada, and the car was rust free. After 24 hours of negotiating a price, it was mine. For the next year, the car sat, only being driven short distances about once a month. Then on June 23, 2012, almost a year after purchasing the vehicle I decided to take it to the Refuel event at Laguna Seca on July 1st. This is an event that we attend every year, usually taking our 1974 VW Bug, B.O.B., which stands for Battery Operated Bug. But this year I wanted to take Karmann. The issue was, could I convert the car in eight days? I had no components, and a very busy schedule. My wife set the deadline, if I was not ready to leave by noon on June 30th, it was a no go. The only item that was ready for the conversion was the battery box. It was built, bu Instrumentation JLD404 12 volt gauge Location of this Conversion
Shasta Lake, California, United States
Original Vehicle Year/Make/Model
1974 Volkswagen Karmann Ghia
Traction Motor Brand/Model
NetGain ImPulse 9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Evnetics Soliton Jr.
Throttle
Evnetics
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
44
Total Pack Capacity in kWh
14.1 kWh
Charger Brand/Model
Elcon PFC2500
Charge voltage
154
DC-DC Converter Brand/Model
ElCon TDC-132-168
Maximum Range
60 mi
Top Speed
94 mph
Watt Hours per mi
188
Tire Brand
Warrior HR
Tire Size
195/50R15
Tire inflation pressure
45 psi
Mileage since conversion
27000 mi
Weight before conversion
1960 lbs
Weight after conversion
2176 lbs
Conversion Start Date
2012-06-23
Conversion Completion Date
2012-06-30
Donor Car Cost
3500
Approximate Conversion Cost
17000
Website
http://www.EV4Unow.com
Blog
http://ev4ucustomconversions.blogspot.com/
Youtube Channel
http://www.youtube.com/user/ev4ucustomconversion 83 of 231
01/13/2015
1962 Volkswagen Beetle
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01/13/2015
Peter McWade
Marysville, California, United States
Owned By: Peter McWade Built By: Peter McWade ( onegreenev@gmail.com ) Description The roadster is now a running and driving EV. 2 1/2 years in the works. Still more to do but it is able to drive. Life started out as a plain 1962 VW Convertible. Back in 1985 VW Trends used the vehicle for a oneoff magazine build and commissioned a company in Azusa California to do the work. It was finished and given away at our local Bug-O-Rama in Sacramento and and there it remained. It changed hands once from the time it had been converted to when I got it but had been left out to rot. Well, thankfully there is no rot or even any real super bad rust. When I saw it I just had to have it. I gutted out the interior and pretty much got rid of everything. Engine still ran so I sold it to a VW builder. The interior just went into the garbage. The steering wheel was wood and had cracked beyond repair. I replace that. The brakes were just shot from front to back and even the aftermarket front disc brakes were not salvageable. So I went with Airkewled and purchased their custom front disc brake setup. Wilwood calipers were included. I replace the rear with an Empi kit that included parking brake cab Instrumentation Instrumentation at this time will be my JLD404. Stock Speedometer. More to come. Location of this Conversion
Marysville, California, United States
Original Vehicle Year/Make/Model
1962 Volkswagen Beetle
Traction Motor Brand/Model
Kostov 11" Series with interpoles
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Synkromotive DC750
Throttle
Evnetics
Battery Manufacturer
CALB SE series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
60
Total Pack Capacity in kWh
19.2 kWh
Charger Brand/Model
Synkromotive Synkromotive
Charge voltage
213
DC-DC Converter Brand/Model
None None
Maximum Range
0 mi
Top Speed
0 mph
Watt Hours per mi
0
Tire Brand
Coker
Tire Size
16515
Tire inflation pressure
40 psi
Weight before conversion
0 lbs
Weight after conversion
0 lbs
Conversion Start Date
2013-02-09
Conversion Completion Date
2016-02-10
Donor Car Cost
1900
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01/13/2015
2000 Volkswagon Golf
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01/13/2015
Neal Farris
Dallas, Texas, United States
Owned By: Neal Farris Built By: Neal Farris ( nfarrisphoto@mac.com ) Description This car was originally converted by AC Propulsion for VW in 2000 as a AC drive, 300v system. It was cast off and ended up in Austin Texas, which is where I purchased it. An original Euro model car that was never registered in the US. The car did have battery boxes installed under the front and rear seats, center tunnel and rear hatch area. All the conversion wiring was removed with the exception of the heavy duty wires. There was no motor or transmission. I began from scratch adding drivetrain components, as well as a shifter. A lot of the interior wiring was modified and had to be redone. Original cluster was modified by AC Propulsion. I modified the battery compartments to accept my 90Ah Thundersky cells. I originally had 44 batteries and last year added 20 more for a total of 64. I upgraded the air conditioning system s Instrumentation I have a standard tach on the front shaft of the motor with an analog meter. I also have an analog Amp meter feeding from the Soliton controller. I installed the Elithion BMS system and have a bluetooth ODB running to a Tab 7 with Torque App for my main instrument cluster, reading SOC, Amp meter and current battery status. I also use the Tab 7 for GPS speed data. For Sale
8000.00
Location of this Conversion
Dallas, Texas, United States
Original Vehicle Year/Make/Model
2000 Volkswagon Golf
Traction Motor Brand/Model
Warp Warp 9 dual shaft
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Evnetics Soliton 1
Throttle
Evnetics
Battery Manufacturer
Thundersky
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
90 AH
Number of Cells
64
Total Pack Capacity in kWh
18.0 kWh
Charger Brand/Model
Elcon 2500
Charge voltage
230
BMS Brand/Model
Elithion Elithion Pro
DC-DC Converter Brand/Model
Meanwell
Maximum Range
60 mi
Top Speed
90 mph
Watt Hours per mi
350
Tire Brand
Faulken
Tire Size
185 65R-15 Ziex ZE-512
Tire inflation pressure
40 psi
Mileage since conversion
16000 mi
Weight before conversion
2570 lbs
Weight after conversion
2570 lbs
Conversion Start Date
2008-10-15
Conversion Completion Date
2014-01-28
Donor Car Cost
2000
Approximate Conversion Cost
18,000.00
Website
http://evalbum.com/2485 87 of 231
01/13/2015
2002 saturn VUE
88 of 231
01/13/2015
michael walenga
kalamazoo, mi, United States
Owned By: michael walenga Built By: michael walenga ( chevycummins@yahoo.com ) Description I found this saturn that had a CVT trans problem, bought it and was able to drive it for about 3000 miles. The trans seemed to work after flushing the fluid but the timing chain jumped and all the valves got bent. So here i am doing the EV conversion a little sooner than i anticipated. Pulled the engine and trans one night after work. Found a manual trans VUE through a local salvage yard along with everything else i needed to change it to a standard. Started with doing that and got the electric power steering working with a signal generator I found on ebay. Decided to buy the motor adapter and hub instead of trying to fab one myself. Bought the motor, controller, and chill plate from EVTV. Bolted up the motor to the trans, made motor mount brackets and axle support and put it all in the car. Next up is purchasing the battery cells, building the front and rear heated and cooled battery boxes. Till then I have been working on the cabin heater which seems to be a weak point on some evs. I'm going to use a diesel fired coolant heater designed to be a block heater for diesel trucks. It Instrumentation Ah counter and curtis spyglass Location of this Conversion
kalamazoo, mi, United States
Original Vehicle Year/Make/Model
2002 saturn VUE
Traction Motor Brand/Model
HPEVS AC50
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis 1238-7601
Throttle
stock pedal
Battery Manufacturer
Other
Battery Type
Lithium Manganese Cobalt Oxide
Cell Size
65 AH
Number of Cells
48
Total Pack Capacity in kWh
24.0 kWh
Charger Brand/Model
elcon pfc5000
Charge voltage
130
DC-DC Converter Brand/Model
chennic 400W
Maximum Range
60 mi
Top Speed
85 mph
Watt Hours per mi
0
Tire Brand
continental crosscontact lx20
Tire Size
215/70r16
Tire inflation pressure
40 psi
Mileage since conversion
2500 mi
Weight before conversion
0 lbs
Weight after conversion
0 lbs
Conversion Start Date
2013-10-01
Conversion not completed yet
N/A
Donor Car Cost
250
Approximate Conversion Cost
14000
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01/13/2015
1993 Honda Del Sol
90 of 231
01/13/2015
Aaron Lephart
Rancho Santa Margarita, Ca, United States
Owned By: Aaron Lephart Built By: Aaron Lephart ( gtp@cox.net ) Description After deciding on a Del Sol I searched for months for a low mileage car that was unmodified. I ended up finding a great condition car with 70,000 original miles. The conversion will never be finished. I am continually revising the layout and finishing details with no end in sight! I obsess about quality of craftsmanship that only I may notice. The original Honda wheels where replaced with Honda Civic HX wheels that have a factory appearence but are 4.5lbs lighter. J1772 inlet was put in the "fuel" door with a switch that enables the Modular EV Power AVC2 module for the "handshake". The factory power steering was replaced with a manual steering rack that came standard on this model. I had originally planned tried using a vacumn pump from a Audi A6 diesel (diesels dont have vacumn) for the brakes. I tried that for a while but I was unhappy with the electrical usage and faint noise when applied. I ended up getting a plate that was available to mount a WILWOOD manual brake resevoir. This has proved a fantastic solution. To ensure a long life I bought a Stage 5 SPEC clutch with a Aluminum flywheel. (Rated to 450ft lbs of torque, from the factory 125) I removed so much we Instrumentation
Location of this Conversion
Rancho Santa Margarita, Ca, United States
Original Vehicle Year/Make/Model
1993 Honda Del Sol
Traction Motor Brand/Model
Netgain Warp9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x EVnetics Soliton1
Throttle
EVnetics
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
59
Total Pack Capacity in kWh
20.2 kWh
Charger Brand/Model
Elcon PFC2500
Charge voltage
203
DC-DC Converter Brand/Model
None
Maximum Range
70 mi
Top Speed
105 mph
Watt Hours per mi
310
Tire Brand
Kuhmo Sense
Tire Size
OEM
Tire inflation pressure
42 psi
Mileage since conversion
8000 mi
Weight before conversion
2295 lbs
Weight after conversion
0 lbs
Conversion Start Date
2011-11-18
Conversion not completed yet
N/A
Donor Car Cost
3000.00
Approximate Conversion Cost
17000.00
Website
http://forum.smartcar451.com/forum16/683.html
Blog
http://forum.smartcar451.com/forum16/683.html
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01/13/2015
1969 Volkswagen Beetle
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01/13/2015
Robert Wolf
Cleveland, Ohio, United States
Owned By: Robert Wolf Built By: Robert Wolf ( wolfswagen@yahoo.com ) Description '69 VW Beetle converted to Baja. This project was started during July 2012, and was on the road for the first time during March 2013. It was a complete frame-off build, and most decisions were made in order to keep the vehicle as light as possible. Instrumentation JBL404 AH Meter Autometer Electric Speedometer Autometer Voltmeter (for 12v) Location of this Conversion
Cleveland, Ohio, United States
Original Vehicle Year/Make/Model
1969 Volkswagen Beetle
Traction Motor Brand/Model
Kostov 144V
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis Controls 1231C-8601
Throttle
Curtis PB-6
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
60 AH
Number of Cells
30
Total Pack Capacity in kWh
5.8 kWh
Charger Brand/Model
Elcon PFC1500
Charge voltage
96V
DC-DC Converter Brand/Model
N/A N/A
Maximum Range
24 mi
Top Speed
50 mph
Watt Hours per mi
0
Tire Brand
BFGoodrich (rear) and Nankang (front)
Tire Size
265/70r14 (rear) and 165/80r15 (front)
Tire inflation pressure
35 psi
Mileage since conversion
1200 mi
Weight before conversion
2200 lbs
Weight after conversion
1800 lbs
Conversion Start Date
2012-07-01
Conversion Completion Date
2013-03-15
Donor Car Cost
1000
Approximate Conversion Cost
11000
Website
http://www.facebook.com/pages/Wolfswagen/115507558621553
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01/13/2015
1994 Toyota Celica ST
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01/13/2015
John Allen
Austerlitz, NY, United States
Owned By: John Allen Built By: John Allen ( tandala100@gmail.com ) Description I originally converted this car using Lead acid batteries and destroyed the first set within a year. The car had a 20 mile range. Then I managed to get the Lithium batteries and started all over again with the same car. The difference is astounding. I also decided to make some useful improvements to the cold weather operations of the vehicle. I used insulated battery boxes with resistive wire mats usually used in radiant heated floors. There were a few screams from the audience that I was going to start a fire and melt my batteries and all that jazz. As it turned out they have been extreemly effective and trouble free. I also managed to get my trunk space back. When it was filled with lead batteries there was no trunk at all. The one thing that I have not been able to get working in the instrumentaion is the tach. I think that I will try one more thing and that is to get another instrument cluster and bench test it until I can get it to respond and then make the switch. Instrumentation Xantrax Expert Pro, and the Zeva fuel guage Location of this Conversion
Austerlitz, NY, United States
Original Vehicle Year/Make/Model
1994 Toyota Celica ST
Traction Motor Brand/Model
Netgain Warp 9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Netgain Classic
Throttle
Netgain
Battery Manufacturer
CALB SE series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
180 AH
Number of Cells
50
Total Pack Capacity in kWh
29.5 kWh
Charger Brand/Model
Manzanita Micro PFC 30
Charge voltage
172
DC-DC Converter Brand/Model
IOTA
Maximum Range
97 mi
Top Speed
100 mph
Watt Hours per mi
303
Tire Brand
Bridgestone ecopia
Tire Size
R15
Tire inflation pressure
44 psi
Mileage since conversion
18000 mi
Weight before conversion
2600 lbs
Weight after conversion
3030 lbs
Conversion Start Date
2012-01-15
Conversion Completion Date
2012-05-15
Donor Car Cost
2300
Approximate Conversion Cost
30000
Website
http://www.toyotacelicaev.blogspot.com
Youtube Channel
https://www.youtube.com/user/tandalakubwa/videos
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01/13/2015
1990 Mazda Miata
96 of 231
01/13/2015
Ralph Tate
Carterville, IL, United States
Owned By: Ralph Tate Built By: Ralph Tate ( ralphtate@yahoo.com ) Description This is my second conversion and has been on the road since June 2014. I drive this car 20-40 miles daily as a commuter. Much of the conversion work was done as a class project by Automotive Technology students at Southern Illinois University, Carbondale during the 2013-2014 academic year. The 1990 Miata roller was purchased in St. Louis for $975 and had 198,000 miles on the blown engine. The brakes and suspension were reworked, the front clip was replaced and a new top and windshield were installed prior to the conversion. The lithium batteries, dc converter, charger, and motor and controller were removed from my first conversion, a 2001 PT Cruiser, and were installed in this vehicle. This is a fun car to drive! Instrumentation A HV Cycle Analyst is used to indicate voltage, current, and Ah. Location of this Conversion
Carterville, IL, United States
Original Vehicle Year/Make/Model
1990 Mazda Miata
Traction Motor Brand/Model
NetGain Warp9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Evenetics Soliton Jr.
Throttle
Evnetics HEPA
Battery Manufacturer
Thundersky
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
38
Total Pack Capacity in kWh
12.5 kWh
Charger Brand/Model
Elcon 2 kW
Charge voltage
138.7
DC-DC Converter Brand/Model
Iota DLS-55
Maximum Range
45 mi
Top Speed
80 mph
Watt Hours per mi
240
Tire Brand
Stock
Tire Size
185/60R14
Tire inflation pressure
35 psi
Mileage since conversion
600+ mi
Weight before conversion
2200 lbs
Weight after conversion
2300 lbs
Conversion Start Date
2012-09-12
Conversion Completion Date
2014-06-02
Donor Car Cost
975
Approximate Conversion Cost
15000
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01/13/2015
1988 Porsche 911
98 of 231
01/13/2015
michel bertrand
Carignan, Quebec, Canada
Owned By: michel bertrand Built By: michel bertrand ( prodmikey@videotron.ca ) Description 1988 Carrera with triple ac-35 custom motors (Titanium shafts, housings, and hybrid ceramic racing bearings). All Fasteners and Motor cradle metal have been upgraded to Titanium,including wheel studs , Body panels, including sunroof delete panel are now in carbon fiber. Porsche 935 coil over suspension was added this year for track days, but street springs are installed to smooth out the ride for day to day errands. All Glass is Marguard lexan except for front windshield. I have tried to maintain the original look of the car.and keep it street legal. Two battery boxes situated in the former gas tank location and low in back of the seats provide the power for street applications. Instrumentation Curtis spyglass x 3, JLD-404, rechargecar pulse sender for tach, Ludicrous speed switch, Cable driven Speedometer Location of this Conversion
Carignan, Quebec, Canada
Original Vehicle Year/Make/Model
1988 Porsche 911
Traction Motor Brand/Model
Hpevs Custom Mikey AC-35 Titanium
System Type
AC
Number of Motors
3
Controller/Inverter Brand/Model
3 x Curtis 1238-7601
Throttle
Chinese hall effect
Battery Manufacturer
Other
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
60 AH
Number of Cells
117
Total Pack Capacity in kWh
22.5 kWh
Charger Brand/Model
Elcon 4000W
Charge voltage
130.x
DC-DC Converter Brand/Model
Chennic 440W
Maximum Range
100 mi
Top Speed
130 mph
Watt Hours per mi
210
Tire Brand
Hoosier R6
Tire Size
245/50/15
Tire inflation pressure
40 psi
Mileage since conversion
0 mi
Weight before conversion
2700 lbs
Weight after conversion
1999 lbs
Conversion Start Date
2013-11-01
Conversion not completed yet
N/A
Donor Car Cost
9000
Approximate Conversion Cost
20000
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01/13/2015
1968 Citroën AK350
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01/13/2015
Ruben Stern
Amsterdam, , Netherlands
Owned By: Fo Groen Built By: Ruben Stern ( ruben@2cve.nl ) Description My second build. The van-version of the famous Citroen 2CV. This car has a slightly different motor, with higher torque and lower top-speed. It accelerates like a Lotus 7. The battery box is right behind the front seats. Weight distribution is perfect. This car is equipped with the same components as my first build, the 1965 Citroen AZAM. However, this car takes advantage of the new type CALBs, less sag and better performance in the cold. And I think they look better! Instrumentation Curtis spy-glass SOC meter in original fuel-gauge Battery Ampmeter in same gauge (switchable) 4 extra leds the rest is original Location of this Conversion
Amsterdam, , Netherlands
Original Vehicle Year/Make/Model
1968 CitroĂŤn AK350
Traction Motor Brand/Model
Fimea 25 kW water-cooled
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis Controls 1238
Throttle
Chennic Hall-effect
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
180 AH
Number of Cells
32
Total Pack Capacity in kWh
180.0 kWh
Charger Brand/Model
Chinese (lol) unmarked
Charge voltage
113
BMS Brand/Model
123electric 123electric BMS
DC-DC Converter Brand/Model
Samlex IDC-360
Maximum Range
150 km
Top Speed
130 kph
Watt Hours per km
120
Tire Brand
Mabor
Tire Size
135-15
Tire inflation pressure
2,4 bar
Mileage since conversion
2000 km
Weight before conversion
640 kg
Weight after conversion
800 kg
Conversion Start Date
2013-01-01
Conversion Completion Date
2013-03-01
Donor Car Cost
4500
Approximate Conversion Cost
>20000
Website
http://www.2cve.nl
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01/13/2015
2014 Home built Sandrail
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01/13/2015
Richard van Wyhe
Shasta Lake, California, United States
Owned By: Richard van Wyhe Built By: Richard van Wyhe ( richard@ev4unow.com ) Description The Sandrail is used as an educational tool in EV4U Custom Conversions 3-Day Hands-On Conversion Workshops. Starting with a running gas powered VW engine, Workshop participants convert this Sandrail to electric. The Sandrail's open architecture provides a great platform for this use. It allows participants to work with the components they learn about in the classroom portion of the Workshop. Getting to drive the Sandrail after conversion seems to be popular also. Instrumentation JLD404, plus analog gauges for pack voltage, amps, and aux. system. Location of this Conversion
Shasta Lake, California, United States
Original Vehicle Year/Make/Model
2014 Home built Sandrail
Traction Motor Brand/Model
NetGain WarP 9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis 1231C-8601
Throttle
Curtis PB-6
Battery Manufacturer
GBS
Battery Type
Lithium Manganese Oxide
Cell Size
100 AH
Number of Cells
22
Total Pack Capacity in kWh
7.3 kWh
Charger Brand/Model
Elite Power Solitions 1.5 kWh
Charge voltage
77
DC-DC Converter Brand/Model
ElCon TDC-132-168
Maximum Range
20 mi
Top Speed
70 mph
Watt Hours per mi
178
Tire Brand
Sandtires Unlimited
Tire Size
4.50-15
Tire inflation pressure
20 psi
Mileage since conversion
20 mi
Weight before conversion
750 lbs
Weight after conversion
980 lbs
Conversion Start Date
2013-12-27
Conversion Completion Date
2014-01-04
Donor Car Cost
2000
Approximate Conversion Cost
14000
Website
http://www.EV4Unow.com
Blog
http://ev4ucustomconversions.blogspot.com/
Youtube Channel
http://www.youtube.com/user/ev4ucustomconversion
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01/13/2015
1976 Porsche 912E
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01/13/2015
Richard van Wyhe
Shasta Lake, California, United States
Owned By: Dan Porter Built By: Richard van Wyhe ( richard@ev4unow.com ) Description This is a 1976 Porsche 912E, which was a limited production vehicle. It was produced between offerings of the 914 and the 924. Having the factory designation "E" seemed to be perfect for this project. The owner had originally purchased a kit from out of state and hired a local import repair shop to do the conversion. It sat in the corner of their shop for three years, until they contacted EV4U to complete the job. The shop had removed the internal combustion engine and that was it. EV4U performed the conversion using some of the original components and providing others to meet the owners desires. The vehicle features air conditioning from Masterflux. The vehicle is light with good acceleration. According to the owner, it out performs the original setup. Instrumentation JLD404 Location of this Conversion
Shasta Lake, California, United States
Original Vehicle Year/Make/Model
1976 Porsche 912E
Traction Motor Brand/Model
Netgain WarP 9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis Controls 1231C-8601
Throttle
Curtis PB-6
Battery Manufacturer
GBS
Battery Type
Lithium Manganese Oxide
Cell Size
100 AH
Number of Cells
44
Total Pack Capacity in kWh
14.1 kWh
Charger Brand/Model
Elite Power Solutions 1.5 kWh
Charge voltage
154
DC-DC Converter Brand/Model
ElCon TDC-132-168
Maximum Range
60 mi
Top Speed
95 mph
Watt Hours per mi
190
Tire Brand
Michelin
Tire Size
185/70R14
Tire inflation pressure
44 psi
Mileage since conversion
6000 mi
Weight before conversion
2394 lbs
Weight after conversion
2640 lbs
Conversion Start Date
2012-04-05
Conversion Completion Date
2012-08-20
Donor Car Cost
?
Approximate Conversion Cost
17000
Website
http://www.ev4unow.com/
Blog
http://ev4ucustomconversions.blogspot.com/
Youtube Channel
http://www.youtube.com/user/ev4ucustomconversion
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01/13/2015
1994 Mazda Miata
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01/13/2015
Kerry Manning
Parker, CO - Colorado, United States
Owned By: Kerry Manning Built By: Kerry Manning ( kerry@kerryandkim.com ) Description Built for the track and for the street the Miata started life with a ADC 9" powered by a Soliton1 and a 240V pack of A123 pouch cells. It is a very fast autocross and the instant linear power of the electric motor is a driver's dream on the track and no need for heel toeing either. After blowing the ADC motor up I have since upgraded to 2 warp 9s mid mounted and directly driving the rear driveshaft. The batteries have also been upgraded to 320V of Enerdel lithium hrd carbon/mixed oxide power cells that are factory rated at 15C and made in the US and able to feed the Soliton1 to it's full 300kW capactiy. The car is equipped with a roll bar along with upgraded suspension and brakes. Instrumentation Elithion BMS and Soliton1 sending signals to Asus windows 7 tablet Location of this Conversion
Parker, CO - Colorado, United States
Original Vehicle Year/Make/Model
1994 Mazda Miata
Traction Motor Brand/Model
Netgain Warp9
System Type
DC
Number of Motors
2
Controller/Inverter Brand/Model
1 x Evnetics Soliton1
Throttle
Evnetics
Battery Manufacturer
Other
Battery Type
Lithium Manganese Oxide
Cell Size
62 AH
Number of Cells
88
Total Pack Capacity in kWh
20.0 kWh
Charger Brand/Model
Manzanita Micro PFC20
Charge voltage
320
BMS Brand/Model
Orion 108 cell
DC to DC Converter Used
None
Maximum Range
0 mi
Top Speed
120 mph
Watt Hours per mi
0
Weight before conversion
2350 lbs
Weight after conversion
2200 lbs
Conversion Start Date
2012-02-03
Conversion Completion Date
2012-05-13
Donor Car Cost
600
Blog
http://electricmiata.blogspot.com/
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01/13/2015
1986 Citroën 2CV
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01/13/2015
Mathieu Rech
Hamburg, , Germany
Owned By: Mathieu Rech Built By: Mathieu Rech ( mathieu.rech@ccp-film.de ) Description Elektra is a camera car based on a CitroĂŤn 2CV with a second rear axle and an extended Frame. It was working pretty good like this with the old combustion engine for about 15 years. But now she is eAmazing. Instrumentation JLD404 for Ah. JLD5740 for volts. JLD7100 for temperatures. HB404 for watts. Location of this Conversion
Hamburg, , Germany
Original Vehicle Year/Make/Model
1986 CitroĂŤn 2CV
Traction Motor Brand/Model
Netgain WarP9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Evnetics Soliton1
Throttle
Evnetics, LLC.
Battery Manufacturer
CALB SE series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
180 AH
Number of Cells
70
Total Pack Capacity in kWh
40.0 kWh
Charger Brand/Model
Brusa NLG513
Charge voltage
245,7
DC-DC Converter Brand/Model
Meanwell HRPG-600-15
Maximum Range
130 mi
Top Speed
92 mph
Watt Hours per mi
300
Weight before conversion
0 lbs
Weight after conversion
3086 lbs
Conversion Start Date
2011-09-20
Conversion Completion Date
2012-09-20
Blog
http://e-2cv.blogspot.de
Youtube Channel
http://www.youtube.com/user/CameraCarPlatforms
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01/13/2015
1992 Volkswagen Cabriolet, MK1
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01/13/2015
Michael Harris
Dallas, Texas, United States
Owned By: Michael Harris Built By: Michael Harris ( woodust@hotmail.com ) Description This is a classic 1992 VW convertible converted to 100% electric via an 8" DC motor. The 8" motor provides a rev range similar to the original motor without all the maintenance of a 20 yr old internal combustion engine. Its my daily driver except in the coldest parts of the year (in Dallas) and is fun to drive. Its powered by 52 GBS 100AH Lithium batteries resulting in a 17KW pack. That gives me a solid 60 mile range which gets me nearly everywhere in town. As with all convertibles, the top comes down when the sun goes down and the open air feel without the noise, vibration and smell of an ICE is great. Doing it myself (with the help from some club members) Instrumentation 12V system : Digital Voltage and Amps. Temperature : 2 channel digital for Motor and Controller (via contact thermal couples). Pack Monitoring : EV Display by CleanPowerAuto - Counts AmpHrs, Displays Pack Voltage, Pack Amp, KWh used, SOC. Low Pack Warning : Siren and under dash strobe for low voltage alert. Speed / Tach : Using existing VW Speedo, Factory Tach not operational at this time. Heat : Ceramic PTC heater, inside factory ducts. Vacuum : For Brakes, Audi A4 electric Vacuum pump. Air Conditioning : Top Down ! Location of this Conversion
Dallas, Texas, United States
Original Vehicle Year/Make/Model
1992 Volkswagen Cabriolet, MK1
Traction Motor Brand/Model
Advance DC 203-06-4001 (8")
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x DCP 600
Throttle
Inductive by DCP
Battery Manufacturer
GBS
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
52
Total Pack Capacity in kWh
17.0 kWh
Charger Brand/Model
Elcon PFC-3000
Charge voltage
180
BMS Brand/Model
Elithion Pro
DC-DC Converter Brand/Model
Maxwell 600-12
Maximum Range
60 mi
Top Speed
85 mph
Watt Hours per mi
225
Tire Brand
Yokohama
Tire Size
185/60R14
Tire inflation pressure
38 psi
Mileage since conversion
12500 mi
Weight before conversion
2300 lbs
Weight after conversion
2550 lbs
Conversion Start Date
2012-04-01
Conversion Completion Date
2012-12-12
Donor Car Cost
7000
Approximate Conversion Cost
10000
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01/13/2015
1999 Solectria(Azure Dynamics) Force
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01/13/2015
Lawrence Mills
Coral Springs, Florida, United States
Owned By: Lawrence Mills Built By: Lawrence Mills ( lrmills781@gmail.com ) Description 1999 Solectria(Azure Dynamics) Force. Solectria bought Geo Metro gliders from Chevrolet and designed a complete electric package. Car was originally Lead acid that I converted to Lithium 3 years ago. This car is my daily driver and currently have 28,000 lithium powered miles. I upgraded the air conditioning to a Masterflux electric compressor. Currently using a 4000 Watt TCCH charger on 50 Thundersky 100AH batteries. The Car is an AC system with full switchable regenerative breaking. I have installed handsfree Bluetooth phone and audio as well as XM satellite radio. The car has front disk brakes and airbags. The batteries are arranged with 16 in the front engine compartment and 34 in a battery box that is where the gas tank used to be. I have installed a David Kurzel J1772 inlet where the gas filler was. Instrumentation Brusa AMP-Hour meter and a JLD404 Location of this Conversion
Coral Springs, Florida, United States
Original Vehicle Year/Make/Model
1999 Solectria(Azure Dynamics) Force
Traction Motor Brand/Model
Solectria ACgtx20
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Brusa AMC325
Throttle
Resistive Potentiometer
Battery Manufacturer
Thundersky
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
50
Total Pack Capacity in kWh
16.5 kWh
Charger Brand/Model
TCCH 4000 Watt
Charge voltage
182.5
DC-DC Converter Brand/Model
Solectria 750 Watts
Maximum Range
80 mi
Top Speed
65 mph
Watt Hours per mi
175
Mileage since conversion
29,000 mi
Weight before conversion
0 lbs
Weight after conversion
0 lbs
Conversion Start Date
2010-08-01
Conversion Completion Date
2010-09-15
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01/13/2015
1977 MG Midget
114 of 231
01/13/2015
Frank Bernett
Niwot, Colorado, United States
Owned By: Frank Bernett Built By: Frank Bernett ( fbernett@gmail.com ) Description I bought this car with the motor installed, but I added the rest of the components. I started the conversion on August 15th 2011 and finished it on Sept 29th. I had owned a gas MG Midget for over 30 years, so I new the car very well. I was able to keep the weight increase to only 150 lbs, so I could use the original suspension. My goal in this build was to maintain the same driving characteristics of a gas MG Midget. The car has a clutch with the original 4-speed transmission and a motor that at 500 amps puts out the same torque as the original gas engine. Mg Midgets are very light cars. This model year weighed 1850 lbs, and now weighs 2000lbs. I did multiple measurements on cars energy use at different speeds. It only uses 200 wh/m at 55 mph at 5,000 ft altitude (Colorado). Between the lightweight and small frontal area, I measured my range at 112 miles Instrumentation I used an Elthion BMS, which keeps track of the energy input and output. I have it connected through a custom circuit to drive the original gas gauge. I wanted my interior to look as close to stock as possible. I use the original tach and speedometer and only added a ammeter where the oil pressure and water temperature gauge went. Location of this Conversion
Niwot, Colorado, United States
Original Vehicle Year/Make/Model
1977 MG Midget
Traction Motor Brand/Model
NetGain Warp 9 Impulse
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Evnetics Soliton Jr.
Throttle
Evnetics
Battery Manufacturer
Thundersky
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
160 AH
Number of Cells
38
Total Pack Capacity in kWh
19.6 kWh
Charger Brand/Model
Elcon PFC 2500
Charge voltage
144
BMS Brand/Model
Elithion Lithiumate
DC-DC Converter Brand/Model
Unknown unknown
Maximum Range
112 mi
Top Speed
85 mph
Watt Hours per mi
200
Tire Brand
Standard
Tire Size
155/80 13
Tire inflation pressure
42 psi
Mileage since conversion
8500 mi
Weight before conversion
1850 lbs
Weight after conversion
2000 lbs
Conversion Start Date
2011-08-15
Conversion Completion Date
2011-09-29
Donor Car Cost
2200
Approximate Conversion Cost
13000
Website
http://www.electricmgmidget.com
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01/13/2015
1998 Ford Ranger
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01/13/2015
Rick Beebe
Hamden, CT, United States
Owned By: Rick Beebe Built By: Rick Beebe ( rick@beebe.org ) Description This 1998 Ford Ranger was converted to an EV in 2007. It was a good build for its day using twenty-four 6-volt golf cart batteries, a DC Power Raptor controller, Russco charger and Iota DC-DC converter. I bought it last Summer with the goal of improving its performance and lowering maintenance (I hate lead acid battery maintenance). I stripped most of the components out of the truck in the Fall and have been working to put it back together. The center of this is forty-five 100Ah CALB CA cells. In addition to lower maintenance and better cold-weather performance, they also weigh 1300 pounds less than the old batteries. I designed the battery boxes to fit in the steel frames that held the lead acid batteries. I had to have one piece re-welded. A T-shaped support in the center of the large frame needed to be flipped over to give a flat surface for the new box. The boxes were fabricated by customaluminumboxes.com and I'm very pleased with the way they came out. I painted them with Jack's recommended truck bed liner. Because I live in New England and CALB says don't charge the cells if they'r Instrumentation JLD404 and RechargeCar AutoBlock AMP to drive tach as ammeter and original fuel gauge for SOC. Location of this Conversion
Hamden, CT, United States
Original Vehicle Year/Make/Model
1998 Ford Ranger
Traction Motor Brand/Model
Advanced DC 1231
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x DC Power Systems 600 Amp Raptor
Throttle
pot-box
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
45
Total Pack Capacity in kWh
14400.0 kWh
Charger Brand/Model
TCCharger with EVTV can bus controller 4Kw
Charge voltage
157
DC-DC Converter Brand/Model
Chennic JCD175 1000W
Maximum Range
58 mi
Top Speed
0 mph
Watt Hours per mi
300
Mileage since conversion
40 mi
Weight before conversion
3900 lbs
Weight after conversion
2570 lbs
Conversion Start Date
2013-09-01
Conversion Completion Date
2014-08-24
Donor Car Cost
6000
Approximate Conversion Cost
8000
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01/13/2015
1974 Volkswagen THING Type 182
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01/13/2015
Marion Rickard
Cape Girardeau, Missouri, United States
Owned By: Marion Rickard Built By: Marion Rickard ( mjrickard@gmail.com ) Description 1974 VW Thing Type 182. These were only imported to the U.S. in 1973 and 1974. Installed Siemens 1PV5135 motor and DMOC645 controller to use as a working test bed for the Generalized Electric Vehicle Control Unit GEVCU. Instrumentation JLD404 Amphour/volt/current meter. We also installed an automotive crash safety switch and a lit EMERGENCY slap switch on the dash. Location of this Conversion
Cape Girardeau, Missouri, United States
Original Vehicle Year/Make/Model
1974 Volkswagen THING Type 182
Traction Motor Brand/Model
Siemens 1PV5135`
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Azure Dynamics DMOC645
Throttle
Hall effect throttle pedal assembly
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
60 AH
Number of Cells
100
Total Pack Capacity in kWh
19.2 kWh
Charger Brand/Model
Brusa NLG513
Charge voltage
356v
DC-DC Converter Brand/Model
Chennic 800W
Maximum Range
80 mi
Top Speed
90 mph
Watt Hours per mi
240
Mileage since conversion
500 mi
Weight before conversion
0 lbs
Weight after conversion
2400 lbs
Conversion Start Date
2113-03-01
Conversion Completion Date
2014-04-25
Approximate Conversion Cost
17000
Website
http://evtv.me
Blog
http://blog.evtv.me
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01/13/2015
1973 Porsche 914
120 of 231
01/13/2015
Mark Emon
St. Michaels, Maryland, United States
Owned By: Mark Emon Built By: Mark Emon ( mark@st-michaels-winery.com ) Description 1973 Porsche 914 - The Green Car - sometimes called the Range Monger. I got real tired of people complaining about EV range so I decided to stuff every sq inch of a Porsche 914 with Lithium Batteries and see what happened. What happened was significantly better performance than the old gas engine and I forgot all about the range. Which incidentally is 120 miles on a charge. More importantly, the car makes your heart throb to look at and to drive, and heads turn as you drive down the street and people stop and admire in the parking lot! Instrumentation JLD404 For Sale
40000
Location of this Conversion
St. Michaels, Maryland, United States
Original Vehicle Year/Make/Model
1973 Porsche 914
Traction Motor Brand/Model
Netgain Warp9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Evnetics Soliton1
Throttle
The standard pot that ships with
Battery Manufacturer
GBS
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
200 AH
Number of Cells
56
Total Pack Capacity in kWh
41.0 kWh
Charger Brand/Model
Manzanita Micro PFC30
Charge voltage
200
DC-DC Converter Brand/Model
MW SP-500-13.5 MW SP-500-13.5
Maximum Range
120 mi
Top Speed
115 mph
Watt Hours per mi
2
Tire Brand
Low roll resistant tires
Tire Size Tire inflation pressure
38 psi
Mileage since conversion
90 mi
Weight before conversion
2000 lbs
Weight after conversion
2750 lbs
Conversion Start Date
2010-10-20
Conversion Completion Date
2012-09-12
Donor Car Cost
4000
Approximate Conversion Cost
31000
Website
http://www.evsmile.com
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01/13/2015
2002 Ford Focus
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01/13/2015
Tom Jones
San Juan Capistrano, California, United States
Owned By: Tom Jones Built By: Tom Jones ( tomjones@ieee.org ) Description This build began with the purchase of the donor car in 2008. The conversion started early in 2009 and was based on AGM batteries from FullRiver. After two sets of AGMs I upgraded to CALB 180CA cells in 2013. The difference is night and day, there is no going back. I am totally impressed with the CALB cells. After a bottom balance several months ago, the cells stay within about a 1 mV range while resting. They track well during charge or load. This conversion used a Zilla LV1K controller and a Warp9. I am very happy with both of those. I did upgrade the brushes to the new red tops. I think the car is performing very well for the energy consumed. I have datalog for every charge and drive cycle with the major parameters coming from a LinkPro. That is augmented with RPM and speed information along with the voltage of each cell. The cell voltage comes from a battery monitor, not a BMS, that I designed along with the datalogger and the LinkPro interface. I have a small dashboard oLED display and controller that watch the system vital functions while driving. Is the breaker open, is Instrumentation Xantrex LinkPro My design: LinkPro interface, Battery Monitor, Datalogger, EV systems monitor Location of this Conversion
San Juan Capistrano, California, United States
Original Vehicle Year/Make/Model
2002 Ford Focus
Traction Motor Brand/Model
NetGain Warp9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Cafe Electric Zilla 1klv
Throttle
Hall Effect
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
180 AH
Number of Cells
45
Total Pack Capacity in kWh
27.0 kWh
Charger Brand/Model
Manzanita PFC-20
Charge voltage
151
DC-DC Converter Brand/Model
Zivan NG1
Maximum Range
80 mi
Top Speed
0 mph
Watt Hours per mi
266
Mileage since conversion
3500 mi
Weight before conversion
0 lbs
Weight after conversion
0 lbs
Conversion Start Date
2009-01-15
Conversion Completion Date
2010-07-01
Donor Car Cost
4500
Approximate Conversion Cost
25000
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01/13/2015
1999 Mazda Miata
124 of 231
01/13/2015
Mitchell Yow
Surprise, AZ, United States
Owned By: Mitchell Yow Built By: Mitchell Yow ( mitchell@torquetrends.com ) Description This 1999 Mazda Miata was donated to this project by my late stepson a short time before he passed. It holds special meaning to us and so we wanted it to be a car he would have been proud of. I have been a fan of the Tesla Roadster since 2008 and so set out to get an AC Propulsion motor package and create our version of an electric roadster. This power package was not easy to come by but I learned a long time ago that I get further by not accepting no for the answer! That and the fact that AC Propulsion also wanted to try one of our e-Torque Box reduction gear boxes, and a deal was made. I started on the build in December 2013 and hopefully will have it completed for EVCCON 2014. This car will also be the center piece in our 2014 SEMA Show booth where we will debut our e-Torque Box. I eliminated the power steering and in true "roadster style" got rid of the convertable top. Without a top who needs air conditioning or heating, so that saved a litlle weight. The car was in ok shape for its age and nearly 200 Instrumentation Samsung Galaxy Tab 2 /7.0 The ACP's EPU and the elithion Pro BMS will talk to the Sansung Tablet. Just added a Local Motors Speedometer and a State of Charge Meter from elithion. Location of this Conversion
Surprise, AZ, United States
Original Vehicle Year/Make/Model
1999 Mazda Miata
Traction Motor Brand/Model
AC Propulsion 150 kW three phase induction motor - no rare earth materials
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x AC Propulsion AC 150
Throttle
Hall Effect
Battery Manufacturer
Other
Battery Type
Lithium Manganese Cobalt Oxide
Cell Size
60 AH
Number of Cells
100
Total Pack Capacity in kWh
22.0 kWh
Charger Brand/Model
Built into the EPU ACP
Charge voltage
410v
BMS Brand/Model
elithion Lithiumate Pro
DC-DC Converter Brand/Model
ACP ACP
Maximum Range
100 mi
Top Speed
110 mph
Watt Hours per mi
0
Tire Brand
Yokohama AD08
Tire Size
Frt 205/55/16 Rear 225/45/17
Tire inflation pressure
35-45 psi
Weight before conversion
2290 lbs
Weight after conversion
2250 lbs
Conversion Start Date
2013-12-12
Conversion Completion Date
2014-07-31
Donor Car Cost
donated
Approximate Conversion Cost
$$$$$
Website
http://www.torquetrends.com
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01/13/2015
1971 Volkswagon Superbeetle
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01/13/2015
Wayne Garver
St. Louis, Missouri, United States
Owned By: Wayne Garver Built By: Wayne Garver ( garver93@yahoo.com ) Description The vehicle was first converted in 1982 using lead-acid batteries. It used 12- 6volt batteries, a 3C76 APU generator for a motor, and a kit built controller using darlington transistors. It had a range of about 25 miles with some reliability issues mainly because these transistors don't share current well . I drove it for about a year but then got married and we had children. It stayed in the garage for the next 25 years and in 2008 I reconverted it using a better motor, controller and more batteries. In 2013 I replaced the lead acid batteries with LiFePO4 cells giving it about twice the energy storage and reducing the weight by about 500lbs. It sure drives better without the two big guys in the back seats! Instrumentation Homemade analog battery current meter with shunt (0-500A). JDL404 intelligent Amp Hour Meter with 500A shunt. Digital meter for 12V aux battery. Silicone pad heaters with temperature controllers. Location of this Conversion
St. Louis, Missouri, United States
Original Vehicle Year/Make/Model
1971 Volkswagon Superbeetle
Traction Motor Brand/Model
Advanced DC 203-06-4001 (8 inch)
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis PMC 1221C-7401
Throttle
Homemade 5K linear resistor
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
180 AH
Number of Cells
36
Total Pack Capacity in kWh
21.6 kWh
Charger Brand/Model
TC CANbus controlled 4KW 168V max charger
Charge voltage
125
DC-DC Converter Brand/Model
Astrodyne SD350D-12 (12V and 27A max)
Maximum Range
80 mi
Top Speed
70 mph
Watt Hours per mi
220
Tire Brand
Capital
Tire Size
165/80R15
Tire inflation pressure
40 psi
Weight before conversion
1918 lbs
Weight after conversion
2250 lbs
Conversion Start Date
1981-05-30
Conversion Completion Date
2014-01-13
Donor Car Cost
750
Approximate Conversion Cost
16500
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01/13/2015
1968 SAAB 96
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01/13/2015
brandon hollinger
lancaster, pa, United States
Owned By: brandon hollinger Built By: brandon hollinger ( info@ampREVOLT.com ) Description This was my introduction into the EV conversion community. I had absolutely no background in automotive anything but, with the help of Electric Vehicles of America, I took a cool, old Swedish sedan, or "saloon" and filled it with 16 x 6-volt Trojan, flooded, lead-acid marine batteries. Practical, non-highway range was 45-55 miles (less in winter) and top speed was about 55 mph, but only on a flat. That was enough for me, however, to be convinced that EVs were a viable option. I've now upgraded the car to 58 x CALB 180ah LiFePO4 cells and enjoy a 120-mile range (about 95 in low temperatures) and a top speed of at least 85 mph. Now that I've converted several cars, at their invitation, I've teamed up with EVAmerica and am listed as one of their Pennsylvania conversion shops. I really loved the steadfast customer support they showed me, and I strive to provide the same for my customers, as well. Taking on a project of this scale without any experience can feel overwhelming, so I believe this type of service is key for many. Instrumentation I use Westach amp- and voltmeters and count amp-hours with the TBS E-Xpert Pro guage. Location of this Conversion
lancaster, pa, United States
Original Vehicle Year/Make/Model
1968 SAAB 96
Traction Motor Brand/Model
Advanced DC FB1-4001A 9-inch
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Cafe Electric Zilla 1K
Throttle
hall-effect pedal
Battery Manufacturer
CALB SE series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
180 AH
Number of Cells
58
Total Pack Capacity in kWh
34.0 kWh
Charger Brand/Model
Elcon PFC2500
Charge voltage
203 volts
BMS Brand/Model
Clean Power Auto MiniBMS (centralized)
DC to DC Converter Used
None
Maximum Range
120 mi
Top Speed
85 mph
Watt Hours per mi
230
Tire Brand
Kumho
Tire Size Tire inflation pressure
40 psi
Mileage since conversion
20000 mi
Weight before conversion
2084 lbs
Weight after conversion
2650 lbs
Conversion Start Date
2009-01-01
Conversion Completion Date
2012-05-01
Donor Car Cost
$700
Website
http://www.ampREVOLT.com
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01/13/2015
2002 Chrysler PT Cruiser
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01/13/2015
Ed Mayer
Juneau, AK, United States
Owned By: Ed Mayer Built By: Ed Mayer ( emayer@gci.net ) Description Built for my one mile daily commute, this car is a pleasure to drive. Acceleration is very good and top speed is faster than needed. Efficiency suffers above 55mph though due to the high drag coefficient of the PT. The batteries are spaced out in three separate boxes, with a third under the hood, and two boxes in the floor (one in front and one behind the rear axle). Power steering is a self contained EHPS unit from a Toyota MR2 Spyder. Power brakes are supplied vacuum directly from a MES 70/6E2 pump located centrally in the 'tunnel' behind the steering rack. A J1722 charge port was added with signaling to disable the motor controller and enable the DC-DC converter when plugged in. Battery heating pads were installed in each box to keep the batteries toasty on days the temperature drops below freezing. A custom 1600W heater was assembled using Watlow finned strip heaters. The response time is nearly as slow as ICE. Once warm though the interior stays acceptably warm on the coldest days. Instrumentation Evision by Metric Mind with 500A shunt. Speedhut low profile Tach and Speedometer. Location of this Conversion
Juneau, AK, United States
Original Vehicle Year/Make/Model
2002 Chrysler PT Cruiser
Traction Motor Brand/Model
Kostov K11 - 250V
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Evnetics Soliton 1
Throttle
Netgain Cable-Drive
Battery Manufacturer
GBS
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
72
Total Pack Capacity in kWh
23.0 kWh
Charger Brand/Model
Elcon PFC 4000
Charge voltage
255
BMS Brand/Model
Elite Power Solutions EMS
DC-DC Converter Brand/Model
MES DEA 1000W
Maximum Range
60 mi
Top Speed
80 mph
Watt Hours per mi
360
Tire Brand
All Season
Tire Size
P205/55R16
Tire inflation pressure
38 psi
Mileage since conversion
1000 mi
Weight before conversion
3250 lbs
Weight after conversion
3450 lbs
Conversion Start Date
2011-09-01
Conversion Completion Date
2013-09-15
Donor Car Cost
5000
Approximate Conversion Cost
25000
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01/13/2015
1985 Porsche 944
132 of 231
01/13/2015
rich ovenburg
portland, oregon, United States
Owned By: rich ovenburg Built By: rich ovenburg ( ricox@aol.com ) Description I started with a car being sold for parts on Craig list that I bought for $1000 and I had AAA tow it to my friends body shop. I spent about a 10,000 hours on the internet trying to figure out what went where and who’s advice to take. Slowly things began to take shape. I soon discovered that if you didn’t have a working EV then I wasn’t taking your advice. I have almost no background in electronics so I really needed some help and then I came across EV Motor Verks. The pieces just started falling into place. This would not have happened without Superior Performance Automotive, German Formula, and Jack Rickard. The electric Porsche 944 after a brief show career and a few trophies now takes my wife to work everyday. Instrumentation E Vision Location of this Conversion
portland, oregon, United States
Original Vehicle Year/Make/Model
1985 Porsche 944
Traction Motor Brand/Model
Netgain warp9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Evnetics Soliton 1
Throttle
Evnetics
Battery Manufacturer
Thundersky
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
160 AH
Number of Cells
48
Total Pack Capacity in kWh
0.0 kWh
Charger Brand/Model
Elcon 5000
Charge voltage
158
DC-DC Converter Brand/Model
Zivan
Maximum Range
80 mi
Top Speed
120 mph
Watt Hours per mi
0
Tire Brand
Michelin Hydro Edge
Tire Size Tire inflation pressure
38 psi
Mileage since conversion
12,000 mi
Weight before conversion
2650 lbs
Weight after conversion
2650 lbs
Conversion Start Date
2010-09-01
Conversion Completion Date
2012-03-09
Donor Car Cost
$1000
Approximate Conversion Cost
$22000
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01/13/2015
1985 Pontiac Fiero GT
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01/13/2015
Randy Hardesty
Columbus, OH, United States
Owned By: Randy Hardesty Built By: Randy Hardesty ( randy@cz-ev.com ) Description The build began with the purchase of a 1985 Pontiac Fiero GT that was already converted to electric using 20, 6 volt lead acid batteries in June of 2012. The car had around a 20 mile range when first purchased, so was driven through the summer and fall of 2012 and finally pulled into the garage on December 23, 2012 to start the upgrade to LiFePo4 batteries. The transaxle and motor cradle was removed from the car and gone over. While the engine bay was empty, the wiring for the J1772 charge connection and 12 volt system were installed. The controller was upgraded from a Curtis to Synkromotive, giving me control and logging capabilities that the Curtis did not have. A set of HiPower 100 ah cells were installed to do initial testing but were later replaced with Better Place modules. The build is still in progress and will be done in time to bring the car to EVCCON 2015. Instrumentation Current and volt meters for pack voltage and 12 volt system voltage are installed in the dash, with a JLD404 and Dell Venue 8 Pro installed in the center console. For Sale
15,000
Location of this Conversion
Columbus, OH, United States
Original Vehicle Year/Make/Model
1985 Pontiac Fiero GT
Traction Motor Brand/Model
Netgain Warp 9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Synkromotive DC750
Throttle
Pot Box
Battery Manufacturer
Other
Battery Type
Lithium Manganese Cobalt Oxide
Cell Size
65 AH
Number of Cells
16
Total Pack Capacity in kWh
8700.0 kWh
Charger Brand/Model
Zivan NG3
Charge voltage
138.7
DC-DC Converter Brand/Model
IOTA DLS-55
Maximum Range
60 mi
Top Speed
80 mph
Watt Hours per mi
235
Tire Brand
Goodyear
Tire Size
15 inch
Tire inflation pressure
40 psi
Mileage since conversion
80 mi
Weight before conversion
2800 lbs
Weight after conversion
2700 lbs
Conversion Start Date
2012-12-23
Conversion Completion Date
2015-09-01
Donor Car Cost
3000
Approximate Conversion Cost
10,000
Website
http://www.cz-ev.com
Blog
http://www.cztree.blogspot.com
Youtube Channel
Http://www.youtube.com/user/cztree 135 of 231
01/13/2015
1978 Porsche 924
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01/13/2015
Richard van Wyhe
Shasta Lake, California, United States
Owned By: Ted Mortey Built By: Richard van Wyhe ( richard@ev4unow.com ) Description A 1978 Porsche 924 with a WarP 9 motor, Curtis 1231C controller, and 44 GBS 100Ah cells. This vehicle rolls very easily, and has a 60+ mile range. Air from the front grill is channeled past the controller, which stays cool on the hottest of days. Fun car to drive. Instrumentation Uses the Elite Power Solutions EMS system. Analog amp gauge and tachometer in console. Location of this Conversion
Shasta Lake, California, United States
Original Vehicle Year/Make/Model
1978 Porsche 924
Traction Motor Brand/Model
NetGain WarP 9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis 1231C-8601
Throttle
Curtis PB-6
Battery Manufacturer
GBS
Battery Type
Lithium Manganese Oxide
Cell Size
100 AH
Number of Cells
44
Total Pack Capacity in kWh
14.5 kWh
Charger Brand/Model
Elite Power Solitions EMC160-15
Charge voltage
154
BMS Brand/Model
Elite Power Solutions No idea
DC-DC Converter Brand/Model
ElCon TDC-132-168
Maximum Range
60 mi
Top Speed
90 mph
Watt Hours per mi
190
Tire Brand
Bridgestone
Tire Size
P185/70R14
Tire inflation pressure
44 psi
Mileage since conversion
2000 mi
Weight before conversion
2460 lbs
Weight after conversion
2630 lbs
Conversion Start Date
2011-02-07
Conversion Completion Date
2011-05-22
Donor Car Cost
?
Approximate Conversion Cost
22000
Website
http://www.ev4unow.com/
Blog
http://ev4ucustomconversions.blogspot.com/
Youtube Channel
http://www.youtube.com/user/ev4ucustomconversion
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01/13/2015
2010 Illuminati Motor Works Seven
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01/13/2015
Kevin Smith
Virden, IL, United States
Owned By: Kevin Smith Built By: Kevin Smith ( oddjobs42@yahoo.com ) Description Illuminati Motor Works (IMW) “Seven� is a street-legal four seat battery electric vehicle (BEV) that was created from scratch specifically for the Progressive Automotive X Prize. The steel frame and carbon fiber/Kevlar body were designed and constructed by hand. (No, it is not a Volkswagen or a Tucker.) Although off the self parts where used where possible Seven is a truly unique one-of-a-kind creation that helps demonstrate what is possible for the cars of our future. Seven received an EPA mileage rating of 207.5 MPGe, based on the official EPA 74 test cycle used for determining mileage for electric and hybrid vehicles like the Chevy Volt and Nissan Leaf, during its 2011 testing at the Chrysler Proving Grounds in Chelsea Michigan. Seven Includes: Tow hitch (3000 pound max), carpeting, seat belts, heat, air conditioning, LED headlights and brake lights, over 10 cubic feet of trunk space, FM/MP3 stereo system, Moon Eyes hub caps, power 4 wheel steering. After placing Second in the XPRIZE, due to a clutch f Instrumentation Very Basic, multi function speedometer and Victron energy gauge. A new dash and instrument cluster are in the works. As I mentioned before, end date for this build??? Location of this Conversion
Virden, IL, United States
Original Vehicle Year/Make/Model
2010 Illuminati Motor Works Seven
Traction Motor Brand/Model
MES/DEA MES/DEA 200-330
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x MES DEA TIM 600
Throttle
Toyota Prius
Battery Manufacturer
CALB SE series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
99
Total Pack Capacity in kWh
32.0 kWh
Charger Brand/Model
Manzanita Micro PFC-40 PFC-40
Charge voltage
340
DC-DC Converter Brand/Model
MES/DEA MES/DEA 1000W
Maximum Range
220 mi
Top Speed
130 mph
Watt Hours per mi
145
Tire Brand
Bridgestone B381 P185/70R14 at 42 PSI
Tire Size
Bridgestone B381 P185/70R14 at 42 PSI
Tire inflation pressure
42 psi
Mileage since conversion
8,500 mi
Weight before conversion
0 lbs
Weight after conversion
2911 lbs
Conversion Start Date
2007-09-01
Conversion Completion Date
2013-07-07
Donor Car Cost
0
Approximate Conversion Cost
200,000
Website
http://illuminatimotorworks.com
Blog
http://illuminatimotorworks.com
Youtube Channel
http://youtube.com/user/illuminatimotorworks 139 of 231
01/13/2015
1997 Mazda Miata
140 of 231
01/13/2015
Gale Williams
Penngrove, California, United States
Owned By: Gale Williams Built By: Gale Williams ( stcasadelmar@yahoo.com ) Description My goal with this conversion was to have a car like the Tesla Roadster but that was a lot cheaper. I chose the Miata because it is a fun car to drive, has most of the amenities of more modern cars and can be had with a limited slip differential. I chose the Warp 11HV because I wanted to be very fast off the line and it would make it to 5000rpm with a high enough voltage without losing much power due to back emf. I can go 0 to 60 in third gear only. It does this in 5 seconds. When I first converted the car I scrapped the power steering and installed a manual rack. After having problems with the pressure sensor(s) for the power brake pump I removed the pump and modified the brake pedal pivot pin to increase the mechanical advantage. This is working well. My most recent change has been to take out the dc/dc conveerter and install a John Deere permanent magnet alternator. It maxes out at about 20 amps, but works fine for my needs and is super reliable. This car is a blast to drive. Miatas are really fun cars to begin with, and when you add this much power you just can't stop smiling. Instrumentation e-xpert pro battery monitor Location of this Conversion
Penngrove, California, United States
Original Vehicle Year/Make/Model
1997 Mazda Miata
Traction Motor Brand/Model
Netgain 11HV
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Evnetics Soliton1
Throttle
Evnetics
Battery Manufacturer
CALB SE series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
60 AH
Number of Cells
102
Total Pack Capacity in kWh
20.0 kWh
Charger Brand/Model
Manzinata Micro PFC20
Charge voltage
342
DC-DC Converter Brand/Model
none
Maximum Range
60 mi
Top Speed
0 mph
Watt Hours per mi
325
Tire Brand
mixed
Tire Size Tire inflation pressure
35 psi
Mileage since conversion
4500 mi
Weight before conversion
0 lbs
Weight after conversion
2600 lbs
Conversion Start Date
2012-04-11
Conversion not completed yet
N/A
Approximate Conversion Cost
3500
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01/13/2015
1957 Porsche 356 Porsche Speedster - Beck Replica
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01/13/2015
Marion Rickard
Cape Girardeau, Missouri, United States
Owned By: Marion Rickard Built By: Marion Rickard ( mjrickard@gmail.com ) Description EVTV's first build. We took a used (1100 kilometers) Beck Speedster replica and removed the internal combustion engine converting it to electric drive - originally with THundersky batteries and a Netgain Warp 9 motor. Later upgraded to a Soliton1 controller and 57 Sky Energy 180Ah cells. This car will go 120 miles on a charge and we've driven it over 90 mph. Instrumentation Metric Mind Location of this Conversion
Cape Girardeau, Missouri, United States
Original Vehicle Year/Make/Model
1957 Porsche 356 Porsche Speedster - Beck Replica
Traction Motor Brand/Model
Netgain Warp9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x EVnetics Soliton1
Throttle
Chennic Hall Effect throttle
Battery Manufacturer
Sky Energy
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
180 AH
Number of Cells
57
Total Pack Capacity in kWh
32.0 kWh
Charger Brand/Model
Brusa NLG513
Charge voltage
202
DC-DC Converter Brand/Model
Chennic 400watt
Maximum Range
137 mi
Top Speed
95 mph
Watt Hours per mi
240
Tire Brand
Michelin
Tire Size Tire inflation pressure
44 psi
Mileage since conversion
9000 mi
Weight before conversion
1950 lbs
Weight after conversion
2400 lbs
Conversion Start Date
2008-09-01
Conversion Completion Date
2008-12-25
Donor Car Cost
19,300
Approximate Conversion Cost
22000
Website
http://www.evtv.me
Blog
http://evtv.me
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01/13/2015
1971 Austin FX4
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01/13/2015
brandon hollinger
lancaster, pa, United States
Owned By: brandon hollinger Built By: brandon hollinger ( info@ampREVOLT.com ) Description Caution: Long Version! The 1971 Austin FX4 donor vehicle was the recipient of the $20,000 award in the EVTV Build Your Dream EV Contest bestowed at EVCCON 2011. The brainchild of Mr. Rickard, this contest was meant to give some very lucky person a very significant kick start to an otherwise expensive EV conversion. The global contest drew about 1,000 entries from which the five sponsors of the contest narrowed it down by each choosing two of their favorite projects. From these ten finalists, the winner would be decided by internet voting: one vote per person, per computer. When I got word on May 13, 2011 that one of the sponsors fancied *my* EV Dream and I was a finalist, I got pretty excited. I wasn't shy about getting the word out and using social Instrumentation - TBS E-Xpert Pro - Speedhut tachometer (will double as an ammeter using the Zeva Fuel Guage Driver) - Speedhut speedometer - 4 x JLD612 temperature controllers for motor blower, and one per each of three battery boxes - inside/outside ambient temperature gauge - Android tablet for "Torque" app via bluetooth, GPS and back-up camera - LVC light and optional buzzer with switch - smartphone also can monitor charge For Sale
Yes
Location of this Conversion
lancaster, pa, United States
Original Vehicle Year/Make/Model
1971 Austin FX4
Traction Motor Brand/Model
Netgain WarP 11
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Evnetics Soliton1
Throttle
hall-effect pedal
Battery Manufacturer
CALB SE series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
180 AH
Number of Cells
50
Total Pack Capacity in kWh
29.7 kWh
Charger Brand/Model
Elcon PFC5000
Charge voltage
175
BMS Brand/Model
Ewert Orion
DC-DC Converter Brand/Model
Elcon
Maximum Range
0 mi
Top Speed
0 mph
Watt Hours per mi
0
Weight before conversion
3450 lbs
Weight after conversion
3950 lbs
Conversion Start Date
2012-01-02
Conversion not completed yet
N/A
Website
http://www.ampREVOLT.com
Blog
http://www.ampREVOLT.com
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01/13/2015
1973 Volkswagen Super Beetle
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01/13/2015
Ross Parker
Regina, Saskatchewan, Canada
Owned By: Ross Parker Built By: Ross Parker ( rpark25@gmail.com ) Description The donor car a 1973 Super Beetle before conversion, was a very good running car. It had won best Super Beetle at the local Volkswagen car show. This conversion took approximately two years to complete. The plan was to complete the build so that the car would be indistinguishable from a regular gas car on the outside. Plus it had to retain a stock look on the inside. All high voltage cable lugs and major components had to be protected within weatherproof boxes. As well all exposed high voltage lugs had to be protected and covered to prevent shocks. All miscellaneous wire had to be covered with split loom wire covering. The engine bay sheet metal work was done with simple hand tools, ie. jig saws, hand drill, and hack saws after paper and cardboard templates were made. Two battery boxes were custom made by local fabrication shop. 18 cells are located in the front where the gas tank was. 16 cells are located behind the back seat. The pack is split with a Heinemann breaker with manual disconnect which can be reached under the das Instrumentation CYCLE ANALYST The High Current Model is used with a 500 Amp shunt. The vehicle speed is detected with a magnet JB Weld glued to the front left wheel. Location of this Conversion
Regina, Saskatchewan, Canada
Original Vehicle Year/Make/Model
1973 Volkswagen Super Beetle
Traction Motor Brand/Model
Hi Performance Electric Vehicle Systems AC 50
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis Controller 1238R-7601 (96V 650A)
Throttle
PB6 pot box
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
34
Total Pack Capacity in kWh
10.9 kWh
Charger Brand/Model
Hangzhou TieCheng charger (TC Charger) CANbus Controlled 4kW 168v 30A Charger
Charge voltage
117
DC-DC Converter Brand/Model
Mean Well Enterprises Co., Ltd. SD-500H-12
Maximum Range
40 mi
Top Speed
80 mph
Watt Hours per mi
0
Tire Brand
NANKANG BRAND
Tire Size
165/80 R 15 INCH RADIAL TIRE
Tire inflation pressure
32 psi
Weight before conversion
2070 lbs
Weight after conversion
2160 lbs
Conversion Start Date
2012-04-11
Conversion Completion Date
2014-04-11
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01/13/2015
1974 Porsche 914
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01/13/2015
Richard Rodriguez
San Diego, CA, United States
Owned By: Richard Rodriguez Built By: Richard Rodriguez ( rickrodod@san.rr.com ) Description I've been driving the car for over 3 years now and have over 31,000 EV miles driven! There was more time and effort involved in restoring a now 40 year old car than actually doing the conversion. The Fiberglass bumpers, fiberglass front and rear trunks, fiberglass running boards and gas shocks for headlight raisers and hand crank for windshield wipers all help to reduce the weight of my car by over 200 lbs. I replaced all the rubber seals on the car (914 rubber) I had the brake calipers rebuilt and all bushings and wheel bearings replaced to minimize rolling resistance. Getting the wheels aligned made a big difference. All lights are LED (except the headlights)lightened flywheel 9 lbs (was 15 lbs) Rebuilt stock 901 transmission by Sean Molloy of SD Autosport Racing 12/01/2012 added water cooling to the controller using a chill plate purchased from EV WEST. The water cooling system I added keeps my controller 20C cooler on average. Instrumentation Link-Pro (Xantrex) measures Amp hours, Volts, Amps and state of charge% Analog Ampmeter and Voltmeter Curtis 840 gauge measures RPM, Volts, Amps, motor& Controller Temp Custom display gauge by Andromeda (it's way cool) Location of this Conversion
San Diego, CA, United States
Original Vehicle Year/Make/Model
1974 Porsche 914
Traction Motor Brand/Model
HPEVS AC50
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis Controls 1238-7601
Throttle
PB-6
Battery Manufacturer
Other
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
200 AH
Number of Cells
38
Total Pack Capacity in kWh
24.3 kWh
Charger Brand/Model
Elcon PFC4000
Charge voltage
132
DC-DC Converter Brand/Model
Meanwell SP500 13.5v 36.5amp output
Maximum Range
140 mi
Top Speed
107 mph
Watt Hours per mi
221
Tire Brand
Bridgestone Ecopia 100 low RR tires
Tire Size Tire inflation pressure
42 psi
Mileage since conversion
31,500 mi
Weight before conversion
2145 lbs
Weight after conversion
2300 lbs
Conversion Start Date
2008-09-01
Conversion Completion Date
2010-10-10
Donor Car Cost
8000
Approximate Conversion Cost
22000
Website
http://www.evalbum.com/3517
Blog
http://richard-914evblues.blogspot.com
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01/13/2015
1969 Volkswagon Bug Convertible
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01/13/2015
Kerry Manning
Parker, CO - Colorado, United States
Owned By: Kerry Manning Built By: Kerry Manning ( kerry@kerryandkim.com ) Description My Grandfather bought this 1969 VW convertible beetle in 1971 and gave it to me a decade back. Me was an electrician at the Colgate toothpaste factory working on large equipment. He routinely worked on 480VAC 400+ Amp circuits and while he was not able to help me with this conversion I did it as a homage to him, his work, and the car he kept for over 3 decades. The style of the car was "old school" using a GE 9" motor from the 1970's that I polished up and clear oated. I started with a logisystems controller (that predictably died) and even used the old method of a lightbulb for the precharge resistor. The pack is made from left over A123 modules I built for my Miata track car project. My dad, myself, and my son did the conversion over 2 weekends during the Christmas holidays even using his electrical tool box and some tools that he used from his days at Colgate.
Instrumentation None Location of this Conversion
Parker, CO - Colorado, United States
Original Vehicle Year/Make/Model
1969 Volkswagon Bug Convertible
Traction Motor Brand/Model
GE 9"
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Logisystems 750amp
Throttle
Curtis PB6
Battery Manufacturer
Other
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
18 AH
Number of Cells
117
Total Pack Capacity in kWh
6.7 kWh
Charger Brand/Model
Manzanita Micro PFC20
Charge voltage
124
DC-DC Converter Brand/Model
None None
Maximum Range
28 mi
Top Speed
0 mph
Watt Hours per mi
220
Weight before conversion
0 lbs
Weight after conversion
0 lbs
Conversion Start Date
2013-12-14
Conversion Completion Date
2014-01-04
Donor Car Cost
0
Approximate Conversion Cost
3000
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01/13/2015
1971 VW Karmann Ghia
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01/13/2015
David Carter
Taylors, South Carolina, United States
Owned By: David Carter Built By: David Carter ( dcat917@charter.net ) Description Started with a CA car with just a little rust in the floor pans. The prior restoration was a hack job so I had to strip it down to the metal and start over. I left the body on the frame, and did the best I could to reach and treat all interior surfaces. As I restored the vehicle, I also converted it to electric. This will be a bare bones KISS conversion, no heat, no AC, no stereo, just the bare essence of a conversion. I'll be using 120AC for chargering and have placed all components with the shortest runs I could. When completed, the Karmann Electra will be my everyday driver. Instrumentation I'll be running the Curtis 840 Display and the JLD404 battery monitor display. I hope to have a tablet solution in the future for all instrumentation, weather, and GPS. Location of this Conversion
Taylors, South Carolina, United States
Original Vehicle Year/Make/Model
1971 VW Karmann Ghia
Traction Motor Brand/Model
High Performance Electric Vehilcle Systems AC-51
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x HPEVS Curtis Curtis 1239-8501 144V 500 AMP
Throttle
Hall Effect Throttle Box
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
80 AH
Number of Cells
40
Total Pack Capacity in kWh
11.2 kWh
Charger Brand/Model
Elcon PFC1500
Charge voltage
140V
DC-DC Converter Brand/Model
ELCDC 400W 30 Amp Isolated 72-144 Volts
Maximum Range
0 mi
Top Speed
0 mph
Watt Hours per mi
0
Weight before conversion
0 lbs
Weight after conversion
0 lbs
Conversion Start Date
2014-04-21
Conversion not completed yet
N/A
Donor Car Cost
$10,000
Website
http://www.thesamba.com/vw/forum/viewtopic.php?t=591290&highlight=
Blog
http://www.thesamba.com/vw/forum/viewtopic.php?t=591290&highlight=
Youtube Channel
https://www.youtube.com/channel/UC6aeCbSTdIyCktS_f5Y_1Uw
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01/13/2015
2003 Daewoo Matiz
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01/13/2015
Denis Wooldridge
Adelaide, South Australia, Australia
Owned By: Denis Wooldridge Built By: Denis Wooldridge ( dkmh@adam.com.au ) Description First attempt though have restored a Ford Capri (Mercury) previously. Engine bay is tiny and the motor (Kostov 9") was shortest yet still had next door to no tolerances. Had a catastrophic short circuit when wiring the batteries. Took 18 months to convert. Instrumentation JLD404, and a small digital temperature controller as additional fail safe in heater circuit. The BMS & the controller provide a 3 colour LED each that I installed ;eft side of instrument panel & these provide great info on the function ststus of each. Location of this Conversion
Adelaide, South Australia, Australia
Original Vehicle Year/Make/Model
2003 Daewoo Matiz
Traction Motor Brand/Model
Kostov 9''
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x ZEVA 600SP
Throttle
Hall effect
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
45
Total Pack Capacity in kWh
16.2 kWh
Charger Brand/Model
TC TC-35
Charge voltage
151.2
BMS Brand/Model
ZEVA EVMS
DC-DC Converter Brand/Model
Powermax PM3-35
Maximum Range
100 km
Top Speed
110 kph
Watt Hours per km
0
Mileage since conversion
150 km
Weight before conversion
830 kg
Weight after conversion
940 kg
Conversion Start Date
2012-10-18
Conversion Completion Date
2014-04-22
Donor Car Cost
1500
Approximate Conversion Cost
20000
Website
http://www.evalbum.com/4490
Blog
http://denisevgarage.blogspot.com.au/
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01/13/2015
1927 Ford TT-Ford
156 of 231
01/13/2015
Per Eklund
Östersund, Jämtland, Sweden
Owned By: Jamtli Historieland Built By: Per Eklund ( pereklund@bredband.net ) Description This is a build for a museum in Sweden. The museum found the remains on an old bus that had been based on the large version of the Ford Model - T, also known as the Ford Model TT. The remains of the bus had been used as a cottage for the last 40 years, and was in pretty bad shape. The windows was reused and the old body was used as a full size model for measurement. The whole upper part was rebuilt. The frame was extended to handle the long body of the bus. Early in the project there was a wish to make it electric. I got involved in doing the electrification of the bus. I has been used during the whole summer of 2013 as a transport for visitors in the outdoor part of the museum. It does about 6 roundtrips every day in the museum area. The Mac Ripper clock pole in the pictures are used as the charge station, it has got copper panels. The bus is geared for an electric topspeed of about 12-13 km/h but can also be restricted in the controller settings. Normal speed in the museum area is about 6-7 km/h since the bus share the same road as the pedestrians. It has the old ICE still in place and the engine is complete but has not been driven with the ICE s Instrumentation Mini Display energy meter. Location of this Conversion
Östersund, Jämtland, Sweden
Original Vehicle Year/Make/Model
1927 Ford TT-Ford
Traction Motor Brand/Model
Motenergy M0913
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Sevcon Gen 4 Size 4 80v/350A
Throttle
Hall sensor
Battery Manufacturer
Sinopoly
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
25
Total Pack Capacity in kWh
8.0 kWh
Charger Brand/Model
TCCH 1.5 Kw
Charge voltage
86
DC-DC Converter Brand/Model
Kelly
Maximum Range
30 km
Top Speed
15 kph
Watt Hours per km
0
Weight before conversion
0 kg
Weight after conversion
0 kg
Conversion Start Date
2011-05-01
Conversion Completion Date
2013-06-20
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01/13/2015
1986 Mazda RX-7 GXL
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01/13/2015
Gerald Bennett
Brownsburg, IN, United States
Owned By: Gerald Bennett Built By: Gerald Bennett ( elevatorguy925@yahoo.com ) Description My idea for the build started 14 years ago, had issues getting the title and other life detours. I built a EV truck to about 95% done but never bought batteries. I scrapped the truck project, found a second RX-7 without driveline and revived my vision for electric mazda. Working weekends and after work, I was operational in about 200 hours, many small items to be completed yet but drivable. I have a Manzanita PFC-50 to install and J1772 plug to install. Instrumentation Lightobject watthour meter, and 2 voltmeters. One voltmeter for each pack. I plan on using the relay outputs for warnings for low battery and emergency charger cutoff. Location of this Conversion
Brownsburg, IN, United States
Original Vehicle Year/Make/Model
1986 Mazda RX-7 GXL
Traction Motor Brand/Model
Netgain Warp 9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Evnetics soliton 1
Throttle
Hall effect pedel
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
50
Total Pack Capacity in kWh
16.5 kWh
Charger Brand/Model
Brusa NLG-412
Charge voltage
183
DC-DC Converter Brand/Model
Iota Dls-55
Maximum Range
42 mi
Top Speed
100 mph
Watt Hours per mi
275
Mileage since conversion
500 mi
Weight before conversion
2790 lbs
Weight after conversion
2840 lbs
Conversion Start Date
2013-04-19
Conversion Completion Date
2013-10-04
Donor Car Cost
650
Approximate Conversion Cost
15,000
Website
http://www.evalbum.com/preview.php?vid=4677
Blog
http://mhomoney.blogspot.com/
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01/13/2015
1987 Honda Civic Hatchback
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01/13/2015
Honn Chhim
Tracy, CA, United States
Owned By: Honn Chhim Built By: Steve McDonald/Honn Chhim ( honn1002@hotmail.com ) Description The car was originally converted by Steve McDonald using lead acid batteries. I bought the car from him when his lead acid batteries were almost at the end of their lives. The car had fifteen 8V lead acid batteries, each weighed about 60 lbs. The pack voltage was 120V. I had a 50 mile commute to work one way. I decided to dump the lead and switch to lithium. In the summer of 2010, I contacted Manzanita Micro Power Systems company in Kingston, Washington. They had some CALB SE Series in the warehouse, so I ordered 44 cells. I had to redesign and rebuild the battery racks to fit the new lithium cells. I upgraded the speed controller from a 120V 1221C-7401 to a 144V 1231C-8601. I replaced the charger from a low power Zivan charger to a much higher Instrumentation CellLog 8 BMS, EV Display, Motor Amp gauge, 12V indicator meter and Controller capacitor voltage indicator meter. The controller capacitor voltage indicator meter is connected between the controller B+ terminal and B- terminal. It shows the precharge voltage rising when the precharge resistor is turned on by KSI. I can see the capacitor voltage and know when it's safe to turn on the main contactor to prevent arcing on the contactor contacts. Location of this Conversion
Tracy, CA, United States
Original Vehicle Year/Make/Model
1987 Honda Civic Hatchback
Traction Motor Brand/Model
Advanced Motors and Drives 203-06-4001
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis Series DC controller 1231C-8601, modified to 750A
Throttle
Curtis PB-6 pot box
Battery Manufacturer
CALB SE series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
180 AH
Number of Cells
44
Total Pack Capacity in kWh
25.3 kWh
Charger Brand/Model
Elcon PFC-5000
Charge voltage
154V
BMS Brand/Model
CellLog 8 Home made using CellLog 8's
DC-DC Converter Brand/Model
Kelly It's a 144V to 13.5V @25A model
Maximum Range
90 mi
Top Speed
100 mph
Watt Hours per mi
279
Tire Brand
Black Lion
Tire Size
185/60/14
Tire inflation pressure
40 psi
Mileage since conversion
80245 mi
Weight before conversion
1900 lbs
Weight after conversion
2300 lbs
Conversion Start Date
2010-07-10
Conversion Completion Date
2010-08-30
Donor Car Cost
$6000
Approximate Conversion Cost
$19000
Website
http://www.diyelectriccar.com/garage/cars/281 161 of 231
01/13/2015
1972 MG Midget
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01/13/2015
Dennis Van Swol
Everest, KS, United States
Owned By: Dennis Van Swol Built By: Dennis Van Swol ( dennis@vsapps.net ) Description This car was purchased for restoration, but life happened and, fortunately, LiFePO4 cells made EV conversion viable. Instrumentation Curtis 840, JLD404 Location of this Conversion
Everest, KS, United States
Original Vehicle Year/Make/Model
1972 MG Midget
Traction Motor Brand/Model
HPEVS AC31
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis 1238-7501
Throttle
Prius salvaged part
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
36
Total Pack Capacity in kWh
12.0 kWh
Charger Brand/Model
Chennic 3000
Charge voltage
130
DC to DC Converter Used
None
Maximum Range
60 mi
Top Speed
0 mph
Watt Hours per mi
180
Weight before conversion
1500 lbs
Weight after conversion
1500 lbs
Conversion Start Date
2009-01-01
Conversion not completed yet
N/A
Donor Car Cost
300
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01/13/2015
1987 Porsche 924S
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01/13/2015
Brian Wightman
Houston, TX, United States
Owned By: Brian Wightman Built By: Brian Wightman ( brianw1@gmail.com ) Description At this point the car is drivable but somewhat a work in progress. Much of the front wiring will be going into a water-tight enclosure for protection and to minimize the shock hazard. The Siemens motor is coupled directly to the torque tube shaft in front via a coupler using the stock clutch plate with the friction disc removed. The clutch plate and bell housing were removed and the motor is mounted to the torque tube via a rather bulky adapter. Shifting can be performed while moving without the need for a clutch, but I don't plan to do this frequently as it will likely wear out the synchro in the transmission. Instrumentation TBD Location of this Conversion
Houston, TX, United States
Original Vehicle Year/Make/Model
1987 Porsche 924S
Traction Motor Brand/Model
Siemens 1PV5135-4WS14
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Azure Dynamics DMOC 645
Throttle
NetGain Controls WarP-Drive Hall-Effect Cable-Pull Throttle
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
60 AH
Number of Cells
100
Total Pack Capacity in kWh
19.2 kWh
Charger Brand/Model
Brusa NLG513-U1-O1l
Charge voltage
350
DC-DC Converter Brand/Model
Artesyn Embedded Technologies AIF50B300-L (600W, 250 V to 420 V input)
Maximum Range
60 mi
Top Speed
0 mph
Watt Hours per mi
0
Weight before conversion
0 lbs
Weight after conversion
0 lbs
Conversion Start Date
2013-05-15
Conversion Completion Date
2014-06-06
Donor Car Cost
2900
Approximate Conversion Cost
20000
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01/13/2015
1957 Porsche 356A Speedster (Beck replica)
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01/13/2015
Eric Kriss
Miami, Florida, United States
Owned By: Eric Kriss Built By: Eric Kriss ( eric@krissmotors.com ) Description Assembled from a Special Editions (Beck) replica kit, this 1957 Porsche 356A Speedster has all new parts, including a racing heavy duty 4-speed transmission. Winner of the 2011 EVCCON Best in Show. Better handling than the original 356 Speedster due to a lower center of gravity and a 50/50 weight balance. Soft top and removable side curtains. Instrumentation Vintage instrumentation re-purposed so that tachometer reads both motor RPM and battery pack amperage, and temperature gauge displays controller heat sink degrees. Additional EV-related gauges located under dash, left of driver. For Sale
50000
Location of this Conversion
Miami, Florida, United States
Original Vehicle Year/Make/Model
1957 Porsche 356A Speedster (Beck replica)
Traction Motor Brand/Model
HPEVS AC 50
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis Controls 1238-7501, upgraded in 2014 to 1238R-
Throttle
Hall effect
Battery Manufacturer
Thundersky
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
200 AH
Number of Cells
36
Total Pack Capacity in kWh
23.0 kWh
Charger Brand/Model
Elcon JCWC12624
Charge voltage
131.4
DC-DC Converter Brand/Model
Elcon 400W
Maximum Range
140 mi
Top Speed
110 mph
Watt Hours per mi
165
Tire Brand
Kumho
Tire Size
155/80/R15
Tire inflation pressure
32 psi
Mileage since conversion
1600 mi
Weight before conversion
1810 lbs
Weight after conversion
2005 lbs
Conversion Start Date
2010-06-01
Conversion Completion Date
2011-07-23
Donor Car Cost
26000
Approximate Conversion Cost
55000
Website
http://krissmotors.com
Blog
http://cars.krissmotors.com/doku.php?id=cars:porsche
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01/13/2015
1994 FORD RANGER
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01/13/2015
RONALD RAGON
ALGONAC, MICHIGAN, United States
Owned By: RONALD RAGON Built By: RONALD RAGON ( ronaldwr@comcast.net ) Description This is an AC electric conversion of a FORD RANGER. It was difficult for me because the Ranger frame is not symmetrical. One side of the front frame is about 3 inches higher than the other side. I purchased a round motor mount on EBAY and attached it to a 2" box steel length and attached it to the frame. The motor is round as is the motor mount and therefore it does not really matter that one side is higher than the other. I mounted a 1/4" aluminum plate to the motor and frame to hold the power steering pump. I later abandoned the pump and installed manual steering since at 0 rpm's the pump did not help when you really needed it. I found the AC50 to have adequate power in third gear since the speed limit for most of my destinations is 50mph. I found that a TSC box would hold 25 CALB's (180ah) and mounted them in the box. The other 7 I mounted under the hood. I installed a torque bar to keep the motor from turning in the mount although the aluminum plate bolted to the frame is probably adaquate for that purpose. I used the standard Canadian Electric transmission convertor hookup for the power train. Instrumentation CURTIS 840 Location of this Conversion
ALGONAC, MICHIGAN, United States
Original Vehicle Year/Make/Model
1994 FORD RANGER
Traction Motor Brand/Model
HPEVS AC50
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x CURTIS 1239
Throttle
CURTIS POT
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
180 AH
Number of Cells
32
Total Pack Capacity in kWh
20.0 kWh
Charger Brand/Model
ELCON 1500
Charge voltage
110
DC-DC Converter Brand/Model
cleanpower 96v
Maximum Range
0 mi
Top Speed
0 mph
Watt Hours per mi
0
Tire Brand
goodyear
Tire Size
15 inch
Tire inflation pressure
32 psi
Mileage since conversion
200 mi
Weight before conversion
3200 lbs
Weight after conversion
3200 lbs
Conversion Start Date
2013-04-08
Conversion Completion Date
2013-09-16
Donor Car Cost
2800
Approximate Conversion Cost
18000
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01/13/2015
1999 Smart ForTwo
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01/13/2015
Paulo Almeida
Lisbon, , Portugal
Owned By: Nuno Rodeia Built By: Nuno Rodeia, Celso Menaia, Paulo Almeida, VirgĂlio Sesta, Helder Lima and Rodrigo Melo ( palmeida@deea.isel.ipl.pt ) Description After working on the VEECO Project, in 2012 Nuno Rodeia, Celso Menaia and Paulo Almeida decided to start CONVERTE. The fist conversion was Nuno's 1999 Smart ForTwo. The main difference between this conversion and all other Smart conversions out there is that we were able to keep the 6 speed robotized gearbox working, making the car much more fun to drive. Instrumentation Curtis N-Gage Dispay E-VII, JLD404 and a voltmeter showing the brake vacum. For Sale
Yes
Location of this Conversion
Lisbon, , Portugal
Original Vehicle Year/Make/Model
1999 Smart ForTwo
Traction Motor Brand/Model
EVE 15kW (EVE - 60V - 190Hz - 5500 rpm)
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis 1238R-7501 - 96V, 550A
Throttle
Original SMART
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
40 AH
Number of Cells
34
Total Pack Capacity in kWh
4.3 kWh
Charger Brand/Model
TC 1.5kW TCCH-H116,8-12
Charge voltage
116,8
DC-DC Converter Brand/Model
Chennic 400W
Maximum Range
40 km
Top Speed
140 kph
Watt Hours per km
0
Tire Brand
Continental ContiECOContactEP
Tire Size
F - 145/65 R15 R - 175/55 R15
Tire inflation pressure
2.1 bar
Weight before conversion
0 lbs
Weight after conversion
0 lbs
Conversion Start Date
2012-04-01
Conversion not completed yet
N/A
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01/13/2015
1973 Porsche 914
172 of 231
01/13/2015
Michael Brown
Hua Hin, , Thailand
Owned By: Michael Brown Built By: Michael Brown ( mwbrown42@gmail.com ) Description I did a complete nut & bolt restoration of an eBay car whose description said "Looks good from 10 feet", and converted it to electric drive using the ElectroAuto VoltsPorsche DC kit, with lead batteries. I began the project before I discovered EVTV and lithium batteries, but have become a huge fan of both and attended the first and second EVTV Convention. Version 2 of the car will contain CALB CA 180 AH batteries. I've showed it at the local Earth Day event and several car shows in the area, taking First Place in my category. I've moved overseas for the foreseeable future so I sold the batteries to a golf cart shop in town and put the car in storage in a hanger at the local airport. When Instrumentation The ElectroAuto kit comes with State of Charge and Amps mechanical dial gauges. I installed PakTrakr individual battery voltage sensors and DC Hall-Effect current sensor. I wrote an Android app to talk with the PakTrakr over Bluetooth, tying in Google Maps and GPS. PakTrakr has since halted production so that's now a dead-end. When I do the lithium upgrade, I will look at an Arduino and a shield for analog input, and update the Android app to communicate with the new hardware. Location of this Conversion
Hua Hin, , Thailand
Original Vehicle Year/Make/Model
1973 Porsche 914
Traction Motor Brand/Model
NetGain Warp 9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis 1231C, 96-144V @ 500A
Throttle
Curtis Potbox
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
180 AH
Number of Cells
0
Total Pack Capacity in kWh
0.0 kWh
Charger Brand/Model
Zivan NG3
Charge voltage
120
BMS Brand/Model
PakTrakr
DC-DC Converter Brand/Model
Elcon 96V-144V input, 12V @ 25A output
Maximum Range
40 mi
Top Speed
70 mph
Watt Hours per mi
100
Tire Brand
Stock
Tire Size
165 R 15
Tire inflation pressure
32 psi
Weight before conversion
2139 lbs
Weight after conversion
3380 lbs
Conversion Start Date
2009-09-01
Conversion Completion Date
2013-07-01
Donor Car Cost
4300
Approximate Conversion Cost
39000
Blog
http://porsche914e.blogspot.com/
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01/13/2015
2001 Chevrolet S-10
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01/13/2015
Max Dooley
Eden, North Carolina, United States
Owned By: Morehead High School Electric Vehicle Team Built By: Max Dooley ( maxed@triad.rr.com ) Description The Morehead High School Electric Vehicle Team is a small group of dedicated students who are learning by doing. Working only after school, we take traditional Internal Combustion Engine vehicles and convert them over to run on 100% electricity. The student's like to say we're Kickin' gas one car at a time. having successfully converted a 1997 Saturn SL2 in the past the students were ready for a new challenge. We started this conversion with a 2001 Chevrolet S-10 that was found in the local salvage yard. The vehicle was not in running shape as the engine was not all together even there. In fact it didn't even have any wheels or tires with it and we had to provide a make shift set just to get it to the school. Once back at the school the students made short order of removing anything that was ICE related and or would not be reused. At this point the vehicle made its way onto jack stands that it would remain on for quite some time. Once the vehicle was stripped the cleaning stage began. I could not tell you how much de-greaser was used to clean the engine bay, inside of the bed, and the frame of this truck. After cleaning the students started the process of s Instrumentation Westberg Meters Location of this Conversion
Eden, North Carolina, United States
Original Vehicle Year/Make/Model
2001 Chevrolet S-10
Traction Motor Brand/Model
Netgain Motors Warp 9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Evnetics Soliton 1
Throttle
Evnetics
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
48
Total Pack Capacity in kWh
16.1 kWh
Charger Brand/Model
Elcon PFC2500
Charge voltage
172.8
DC-DC Converter Brand/Model
Iota DLS-30
Maximum Range
75 mi
Top Speed
75 mph
Watt Hours per mi
200
Tire Brand
Uniroyal
Tire Size
205/75/15
Tire inflation pressure
35 psi
Mileage since conversion
100 miles mi
Weight before conversion
3077 lbs
Weight after conversion
3156 lbs
Conversion Start Date
2013-05-27
Conversion Completion Date
2014-04-04
Donor Car Cost
700.00
Approximate Conversion Cost
9500.00
Website
http://mhsevteam.wix.com/mhsevteam
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01/13/2015
1968 Datsun SRL311
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01/13/2015
John Walker
Spring, Texas, United States
Owned By: John Walker Built By: John Walker ( hoonaticracing@gmail.com ) Description The idea was to build a car to compete in the 24 Hours of LeMons; an endurance race series for cars that cost $500 or less. The car is a 1968 Datsun SRL-311. The suspension and brakes were upgraded using sub frames from a 1990 Mazda Miata. A 1998 Caterpillar forklift provided the motor (68lbs, 6") and several feet of 00 and 000 wire. The car uses an Open ReVolt 500amp controller. It currently uses 6 12v 150AH AGM batteries for traction and a flooded lead acid in the trunk to power all the control circuits. In its present state it manages about 13 miles on track with a top speed of 50 MPH. Instrumentation Non yet installed, but a JLD404 sits on my workbench. Location of this Conversion
Spring, Texas, United States
Original Vehicle Year/Make/Model
1968 Datsun SRL311
Traction Motor Brand/Model
Iskra AMG
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Open Revolt 500A
Throttle
Donated from Caterpillar forklift
Battery Manufacturer
Other
Battery Type
Lithium Cobalt Oxide
Cell Size
150 AH
Number of Cells
6
Total Pack Capacity in kWh
11.0 kWh
Charger Brand/Model
QuickCharge Select-A-Charge 30A
Charge voltage
72
DC to DC Converter Used
None
Maximum Range
40 mi
Top Speed
50 mph
Watt Hours per mi
0
Mileage since conversion
80 mi
Weight before conversion
0 lbs
Weight after conversion
0 lbs
Conversion Start Date
2011-03-03
Conversion Completion Date
2012-09-01
Donor Car Cost
200
Approximate Conversion Cost
450
Website
http://www.hoonaticracing.com
Blog
http://forums.24hoursoflemons.com/viewtopic.php?id=8920
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01/13/2015
1994 Chevy 2 dr S10
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01/13/2015
Edwin Pezant
Sorrento, Louisiana, United States
Owned By: Edwin Pezant Built By: Edwin Pezant ( sandlin3@cox.net ) Description Put solar panels on my house and needed to use excess kWh so started watching Jack and started to do my 1994 S10 with 13,000 miles. Warp 11 to rebirth adaptor to converter to 4L60E auto trans with magna shift controls. Runs like a clutch set up, one can lock or unlock converter at will. Not bad for 75 yr old Pharmacist so any one that is willing can do this.Thanks to Jack, Brian, Rebirth, Ev West, Magna shift, George Hamstra and many more. Ed Pezant 225-348-2826 PS Also special helpers Willis Tanner, Robert Debate and welder Charlie Stone. The picture of the truck is at State Capital Drag Way 1996 winning the 1/8 mile money qualifying race against over 400 entries. This was with the ICE motor. Some of the solar panels that I also installed that supply my 2000 plus sq ft home and truck with all needs. Picture of Owner and Builder LOL. 18 of my 64 batteries like Jack taught me, tilt bed with the three battery boxes, charging port, and last but oh so needed all the goodies that make it run. Thanks to everyone watching and I thank you again for all voters. EJP Retired Pharmacist Instrumentation JLD 404 and Magna shift Location of this Conversion
Sorrento, Louisiana, United States
Original Vehicle Year/Make/Model
1994 Chevy 2 dr S10
Traction Motor Brand/Model
Warfield Warp 11
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Evnetics Soliton 1
Throttle
Evnetics
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
180 AH
Number of Cells
64
Total Pack Capacity in kWh
36.0 kWh
Charger Brand/Model
Elcon 4000 kWh
Charge voltage
225
DC-DC Converter Brand/Model
Mean Well PSP 600-13.5
Maximum Range
100 mi
Top Speed
100 mph
Watt Hours per mi
400
Tire Brand
Uniroyal
Tire Size
205-75R-15
Tire inflation pressure
45 psi
Mileage since conversion
2000 mi
Weight before conversion
3700 lbs
Weight after conversion
3860 lbs
Conversion Start Date
2012-07-01
Conversion Completion Date
2013-11-30
Donor Car Cost
0
Approximate Conversion Cost
xxxxx
Website
http://www.evalbum.com/4405
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01/13/2015
1976 VW RPB GT
180 of 231
01/13/2015
Saku Pynnönen
Mikkeli, , Finland
Owned By: Saku Pynnönen Built By: Saku Pynnönen ( saherpyn@gmail.com ) Description This is a VW Beetle based kitcar designed in Sweden. They made these about 50 pieces in the 70´s most of them is located in Scandinavia. I´m not doing a total restoration to this car yet because it is in quite a good shape now. I´ve had the motor and controller laying around the garage for 4 years and luckilly found this car last year. Now I´m ruining it by doing an ev conversion of it. Turns out that in the 1977 a swedish guy was gonna make these cars electric for business but had only one finished called "Silentia Electric" it had 300km range... Conversion is finished and the car is now road legal in Finland, still have to do some interior panels etc. Batteries changed from 60Ah CALB SE-cells to 100Ah CALB CA-cells due the sellers storage/logistics problem. Instrumentation JLD404 Ah-meter. Location of this Conversion
Mikkeli, , Finland
Original Vehicle Year/Make/Model
1976 VW RPB GT
Traction Motor Brand/Model
D&D ES 31-C
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis 1231C-8601
Throttle
0-5kOhm potbox
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
32
Total Pack Capacity in kWh
11.0 kWh
Charger Brand/Model
TCcharger 3kW
Charge voltage
116,8
DC to DC Converter Used
None
Maximum Range
80 km
Top Speed
110 kph
Watt Hours per km
0
Tire Brand
Michelin Energy Saver +
Tire Size
185/65R14
Tire inflation pressure
2,3 bar
Weight before conversion
780 kg
Weight after conversion
830 kg
Conversion Start Date
2014-02-21
Conversion Completion Date
2014-06-17
Donor Car Cost
3000€
Approximate Conversion Cost
12000€
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01/13/2015
1996 Ford explorer
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01/13/2015
kevin crass
springfeild, mo, United States
Owned By: kevin crass Built By: kevin crass ( kevincrass67@yahoo.com ) Description HI!! I too am also fed up with gas prices!!!, so i hope your sitting down I'll give you a minute...lol about a year ago I blow up my beloved 96 ford explorer v8 AWD (aka the Xp) with about 300,000 miles on it. Now with a blown v8 and the cost to rebuild it to run on cng or propane (like swanson ice cream trucks) was not much cheaper so im in the process of putting in a 72v 6pole 13" rico forklift motor a Soliton1 a Brusa watercooled charger and 3 nimh hybrid battery pack at 288v each If you want to know more about my EvXp call text email me 4173721669 kevincrass67@yahoo.com Instrumentation Xantrex 288x3 nimh packs Location of this Conversion
springfeild, mo, United States
Original Vehicle Year/Make/Model
1996 Ford explorer
Traction Motor Brand/Model
rico 72v
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Soliton1 Soliton1
Throttle Battery Manufacturer
Other
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
1 AH
Number of Cells
1
Total Pack Capacity in kWh
60.0 kWh
Charger Brand/Model
Brusa watercooled watercooled
Charge voltage
288x3 nimh packs
DC-DC Converter Brand/Model
factory alternator
Maximum Range
0 mi
Top Speed
0 mph
Watt Hours per mi
0
Weight before conversion
0 lbs
Weight after conversion
0 lbs
Conversion Start Date
1970-01-01
Conversion Completion Date
1970-01-01
Approximate Conversion Cost
$15,000
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01/13/2015
1973 VW Bradley GT2
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01/13/2015
Nabil Hanke
Des Moines, Iowa, United States
Owned By: Nabil Hanke Built By: Nabil Hanke ( nabil.hanke@edm-ev.com ) Description This car all but literally fell into our laps. We had already begun a conversion on a VW super beetle that turned out to be too much rust and not much else. In came the Bradley. Driving in this is amazing. Complements, thumbs ups, waves, and I kid you not, people bow down while you drive by. Photographs are almost a daily occurrence, usually with respectful request. We have nearly rebuilt all mechanical systems. What hasn't been retouched would be a shorter list, honestly. After finding serious brake fade on the autocross track we upgraded to disc all around. Conversion time was in the range of 40 man hours. Restoration time has gone well beyond 200 and counting. Instrumentation We have a JLD 404 installed. We do use both alarm modes, one for limp home mode and the other for pack over-voltage protection that will disable the charger if needed. For Sale
Yes
Location of this Conversion
Des Moines, Iowa, United States
Original Vehicle Year/Make/Model
1973 VW Bradley GT2
Traction Motor Brand/Model
Kostov 144v 9" (With interpoles)
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Evnetics Soliton JR
Throttle
Forklift throttle pedal
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
60 AH
Number of Cells
53
Total Pack Capacity in kWh
10.5 kWh
Charger Brand/Model
Elcon / TCCH 2.5kw CANbus
Charge voltage
185
DC-DC Converter Brand/Model
Vicor MegaPAC
Maximum Range
42 mi
Top Speed
0 mph
Watt Hours per mi
250
Mileage since conversion
6000 mi
Weight before conversion
0 lbs
Weight after conversion
1986 lbs
Conversion Start Date
2013-07-01
Conversion Completion Date
2013-09-16
Donor Car Cost
1000
Approximate Conversion Cost
21000
Website
http://www.edm-ev.com/electric-gt/
Youtube Channel
https://www.youtube.com/playlist?list=PL3HcqdYYXMNJahUKExq4TBbfRH0mijXaK
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01/13/2015
1988 Porsche 944
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01/13/2015
Bruce Roberts
Mentor, Ohio, United States
Owned By: Bruce Roberts Built By: Bruce Roberts ( bruce@roberts.net ) Description 1988 Porsche 944 originally converted to a lead sled and now updated with LiFePO4, Project is nearly road ready and should be coming out of the garage when the snow melts in the Cleveland area. Instrumentation Amp meter and current meter Location of this Conversion
Mentor, Ohio, United States
Original Vehicle Year/Make/Model
1988 Porsche 944
Traction Motor Brand/Model
Advanced DC FB1-4001
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis Controls 1231C
Throttle
Pot
Battery Manufacturer
CALB SE series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
48
Total Pack Capacity in kWh
14.4 kWh
Charger Brand/Model
Custom Custom
Charge voltage
168
DC-DC Converter Brand/Model
Vicor 150W
Maximum Range
50 mi
Top Speed
75 mph
Watt Hours per mi
0
Mileage since conversion
1 mi
Weight before conversion
3700 lbs
Weight after conversion
3000 lbs
Conversion Start Date
2013-08-01
Conversion not completed yet
N/A
Donor Car Cost
10000
Approximate Conversion Cost
18000
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01/13/2015
1958 VW Kit car EMPI Sportster
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01/13/2015
Bob Wood
Buda, Texas, United States
Owned By: Bob Wood Built By: Bob Wood ( rwood13@austin.rr.com ) Description 1958 EMPI Sportster. Various Kit Car reviewers speculate this may have been the first kit car built in the US. EMPI would sell you the plans or the plans with some of the hard parts done or a finished car. They were built in southern California. This one was not a factory build. It shows the marks of many owners. I am just one more getting an education and skills update. The previous owner rebuilt the brakes, suspension, transaxle, engine, and most of the wiring. These are things I did not want to do, I have owned several English roadsters, done all that. First run was May 4. I have everything working but still a problem with the brake lights. So I took everything apart. I am following Brian's example a replacing all the wiring. The JLD 505 looks interesting...I took it to a HotRod show last week. Lots of silent stares and lots of enthusiastic comments. Passed out a few cards. Boy this is fun. Instrumentation I just got it running only using the Spyglass and a voltmeter. For Sale
Yes
Location of this Conversion
Buda, Texas, United States
Original Vehicle Year/Make/Model
1958 VW Kit car EMPI Sportster
Traction Motor Brand/Model
HPEVS AC 51
System Type
AC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis Curtis 1238-7601
Throttle
EVnetics 3-Wire Automotive Throttle Position Sensor
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
34
Total Pack Capacity in kWh
119.0 kWh
Charger Brand/Model
Chennic (TC Charger) 3kW
Charge voltage
127
DC-DC Converter Brand/Model
ELCON DC/DC Converter 400W 30 Amp Isolated
Maximum Range
45 mi
Top Speed
0 mph
Watt Hours per mi
0
Tire Brand
Firestone
Tire Size
P235/75/R15
Tire inflation pressure
psi
Mileage since conversion
210 mi
Weight before conversion
0 lbs
Weight after conversion
0 lbs
Conversion Start Date
2013-11-24
Conversion not completed yet
N/A
Donor Car Cost
5000
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01/13/2015
1986 Toyota Celica
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01/13/2015
Paul Dove
Toney, Alabama, United States
Owned By: Paul Dove Built By: Paul Dove ( dovepa@bellsouth.net ) Description 1986 Toyota Celica. The car was my best friends at NASA car. It was the first vehicle he ever bought. He got it new shortly after graduation and starting at NASA. He took it to Toyota for repair. It was having trouble starting. they called him and said it had a blown engine. He could not prove that they caused it so he asked me if I could fix it. I said I'd like to make it electric so I bought it for $1,000. I originally wanted to see how cheaply one could convert a vehicle and I did it for under $15,000. I took it to EVCON 2013 but after seeing those nice build I decided to do a better job. It is currently under reconstruction. Instrumentation JLD 404 Watt meter and a four range meter from Jack's store. Speedometer is stock. Working on an upgrade and hope to be complete and undate this with the details of the changes by July 1st. Location of this Conversion Original Vehicle Year/Make/Model
1986 Toyota Celica
Traction Motor Brand/Model
Netgain WarP 9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Originally a Auburn Scientific Grizzley then a Curtis 1231C now it has a Zilla Z1K
Throttle
Curtis PB-6 pot box
Battery Manufacturer
Other
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
44
Total Pack Capacity in kWh
14.0 kWh
Charger Brand/Model Charge voltage DC-DC Converter Brand/Model
HF/PFC Hangzhou TieCheng charger (TC Charger), also known as the Chennic or Elcon charger TCCH-144V-16A 160 Power Max 100 Amp 12 Volt PM3-100PFC
Maximum Range
40 mi
Top Speed
90 mph
Watt Hours per mi
310
Tire Brand
Bridgestone Potenza
Tire Size
205/60-14
Tire inflation pressure
40 psi
Mileage since conversion
7000 mi
Weight before conversion
2750 lbs
Weight after conversion
2900 lbs
Conversion Start Date
2012-07-28
Conversion Completion Date Donor Car Cost Approximate Conversion Cost
Toney, Alabama, United States
2013-03-31 1000 14852
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01/13/2015
1995 Volkswagen Jetta
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01/13/2015
Jeremy Simmons
San Diego, CA, United States
Owned By: Jeremy Simmons Built By: Jeremy Simmons ( evtv@jeremysimmons.com ) Description Converted with help from Kick Gas Car Club. This car is my daily driver. I originally built it as a Lead Acid (AGM) conversion, but we left enough vertical clearance for the taller Calb SE180 cells. I have been driving the Green Jetta since April 2011. It has about 16,000 miles on it since it was converted. The adapter plate is from the Electric Car Company in Utah. Most of the other parts came from KTA. The batteries I picked up at Keegan's CALB warehouse in Pomona. I have power steering using the Toyota MR2 pump. There is no heat or A/C, but the weather here is mild and I don't miss it. My plans for this year are to get the paint and upholstery done. When I started I didn't really expect to still be driving it 3 years later. EVTV has been a great resource for me! Instrumentation Xantrex LinkPro. I used to have a PakTrakr, but I didn't trust all those tiny wires running all over the place. Location of this Conversion
San Diego, CA, United States
Original Vehicle Year/Make/Model
1995 Volkswagen Jetta
Traction Motor Brand/Model
Advanced DC Motors FB1-4001
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Evnetics Soliton Jr.
Throttle
Evnetics Throttle
Battery Manufacturer
CALB SE series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
180 AH
Number of Cells
50
Total Pack Capacity in kWh
28.8 kWh
Charger Brand/Model
Zivan NG5
Charge voltage
172
DC-DC Converter Brand/Model
Zivan NG1
Maximum Range
75 mi
Top Speed
80 mph
Watt Hours per mi
360
Tire Brand
Yokohama Avid Touring-S
Tire Size
185/60 R15
Tire inflation pressure
35 psi
Mileage since conversion
16000 mi
Weight before conversion
2914 lbs
Weight after conversion
3260 lbs
Conversion Start Date
2010-10-01
Conversion Completion Date
2011-04-10
Donor Car Cost
2800
Approximate Conversion Cost
26000
Website
http://ejetta.com
Blog
http://ejetta.com
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01/13/2015
2002 Mazda Miata
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01/13/2015
Nabil Hanke
Des Moines, Iowa, United States
Owned By: Ray Scheufler Built By: Nabil Hanke ( nabil.hanke@edm-ev.com ) Description The objectives in this conversion were straight-forward; beat a stock Nissan 350Z, perform well at SCCA solocross events, and go 100 miles per charge or as close to that as we could muster. It was acquired with a poorly operating engine. The perfect donor, right? We embarked early October with the hopes of being operable before Thanksgiving. It is Jan 16 now and we are finally anticipating a drive this Saturday. Our build has seen a few delays of some considerable amount. As well, we began with the car as a new acquisition. That meant that basic automotive maintenance was well overdue. So it has drug on into its 4th month, but real conversion efforts only account for half that at best. There has been the least amount of modification to the base vehicle as possible. The trunk floor as well as the gas tank hump behind the seats were trimmed out to recess the battery boxes. We have diligently recorded the process in a mostly daily manner and posted to YouTube. The series aims to be technical and candid. We invite you to vicariously join us on the build. Watch and subscribe! Ray Instrumentation We are using the JLD 404 for this initial build, but are planning our own more sophisticated system. Location of this Conversion
Des Moines, Iowa, United States
Original Vehicle Year/Make/Model
2002 Mazda Miata
Traction Motor Brand/Model
Netgain Warp 9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Evnetics Soliton1
Throttle
Vehicle's original throttle position sensor.
Battery Manufacturer
CALB CA Series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
100 AH
Number of Cells
80
Total Pack Capacity in kWh
25.0 kWh
Charger Brand/Model
TCCH 2.5kw CANbus
Charge voltage
280
DC-DC Converter Brand/Model
Vicor MegaPAC
Maximum Range
0 mi
Top Speed
0 mph
Watt Hours per mi
0
Weight before conversion
0 lbs
Weight after conversion
2874 lbs
Conversion Start Date
2013-10-01
Conversion not completed yet
N/A
Youtube Channel
http://www.youtube.com/playlist?list=PL3HcqdYYXMNKH81Z1mo1CJBlatu1O9wEs
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01/13/2015
1986 Honda Civic CRX
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01/13/2015
David Davenport
Monrovia, CA, United States
Owned By: David Davenport Built By: David Davenport ( octagondd@hotmail.com ) Description I started this build in February 2010. I also started a family and moved since then, so this has been a VERY long term project. The car is registered and functional but has many details still needed to finish. Instrumentation Currently I have a Volt meter and an E-xpert Pro Amphour meter hastily sitting in a hole in the dash. I still need to make a permanent mounting solution for them as well as possibly an Ammeter, although the Ammeter may be redundant since I usually watch the Amps setting on the E-xpert Pro. Location of this Conversion
Monrovia, CA, United States
Original Vehicle Year/Make/Model
1986 Honda Civic CRX
Traction Motor Brand/Model
Warp Impulse 9"
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Open Re-Volt 700 Amp 144 Volt
Throttle
Curtis PB-6
Battery Manufacturer
Thundersky
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
160 AH
Number of Cells
44
Total Pack Capacity in kWh
22.5 kWh
Charger Brand/Model
Elcon 2000+
Charge voltage
158.4
DC-DC Converter Brand/Model
Iota DLS-55
Maximum Range
90 mi
Top Speed
0 mph
Watt Hours per mi
0
Tire Brand
Kumho
Tire Size
15
Tire inflation pressure
45 psi
Weight before conversion
1715 lbs
Weight after conversion
0 lbs
Conversion Start Date
2010-02-01
Conversion not completed yet
N/A
Donor Car Cost
900
Approximate Conversion Cost
17k+
Blog
http://erxperience.blogspot.com
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01/13/2015
1993 Ford Ranger
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01/13/2015
Michael Harris
Dallas, Texas, United States
Owned By: Michael Harris Built By: Michael Harris ( woodust@hotmail.com ) Description This conversion was originally a lead sled with 18 8V flooded lead batteries. 144V system. My strategy has been to convert to lithiums when the time was right, keeping the same basic voltage range so as to not need to "re-do" the entire truck. When the Better Place Battery Packs were available, the time was "right"! It was more involved than I anticipated, here are the affected systems - Battery Dept: I re-configured the BP batteries into 8 modules of 6 "sardine cans" each. This made the modules about square and the length of the lead acid cells. It also made each module only 55#, which is much easier to move, arrange, etc. A standard lead acid battery strap handle is used to move them. Battery Heating : Last winter, I noted in my other conversion that when the temps got below 40F, not only does the amount of power in the lithium batteries decrease, but the rate at which they produce power it is drastically reduced. So I wanted to have my work truck ready for winter use. In the desig Instrumentation JLD404 - "Gas Gauge" Vacuum Gauge - Power Brake Monitor and Vent system 2 Ch Temp Gauge - Monitors Motor temp and Controller temp Digital Panel Meter - Monitors 12V system voltage Location of this Conversion
Dallas, Texas, United States
Original Vehicle Year/Make/Model
1993 Ford Ranger
Traction Motor Brand/Model
ADC FB-4001 9"
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x Curtis 1231C - 500A
Throttle
PB-6 Pot Box
Battery Manufacturer
Other
Battery Type
Lithium Manganese Oxide
Cell Size
55 AH
Number of Cells
48
Total Pack Capacity in kWh
21.0 kWh
Charger Brand/Model
RussCo SC50
Charge voltage
132V
DC-DC Converter Brand/Model
DCP 350W
Maximum Range
48 mi
Top Speed
75 mph
Watt Hours per mi
375
Tire Brand
Pirelli
Tire Size
225/55 R 16
Tire inflation pressure
36 psi
Mileage since conversion
420 mi
Weight before conversion
4300 lbs
Weight after conversion
3600 lbs
Conversion Start Date
2014-04-15
Conversion Completion Date
2014-08-08
Donor Car Cost
$8,000
Approximate Conversion Cost
$14,000
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01/13/2015
2003 Ford Ranger
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01/13/2015
Keith Meyer
St. Charles, Missouri, United States
Owned By: Keith Meyer Built By: Keith Meyer ( kmeyer1@aol.com ) Description 2003 Ford Ranger, 2WD, 2.3L Duratec 4 cylinder, 5 speed, single cab, one owner. Motor blew at ~61,xxx miles; #4 piston has a hole that leads straight into the crankcase. You know you've got a problem when the first thing that comes out of the oil pan is antifreeze. Owner couldn't afford to put a new engine in it, so I bought it as a roller. Great condition overall; a little rust underneath. Full time job + weekends at the family farm + daughter in college = limited budget and very slow progress Components already installed: Netgain Warp 9 Canadian EV motor mount and motor/transmission adapter EV West accessory drive system (A/C, PS, vacuum pump) EV West motor blower Custom constructed battery box 2/0 high voltage cables inside flexible conduit 48 Nissan Leaf cells Custom constructed controller platform Components remaining to be purchased/installed: Elcon 3kW Programmable Charger Instrumentation JLD 404 installed Wayne Garver temperature sensor system planned Location of this Conversion
St. Charles, Missouri, United States
Original Vehicle Year/Make/Model
2003 Ford Ranger
Traction Motor Brand/Model
Netgain Warp 9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x MaxForcer SM
Throttle
EV West potentiometer
Battery Manufacturer
Other
Battery Type
Lithium Manganese Oxide
Cell Size
65 AH
Number of Cells
48
Total Pack Capacity in kWh
23.4 kWh
Charger Brand/Model
Elcon (planned) PFC3000 programmable (planned)
Charge voltage
197
DC-DC Converter Brand/Model
Elcon 400W 30 Amp Isolated 108-216 Volts
Maximum Range
50 mi
Top Speed
0 mph
Watt Hours per mi
0
Tire Brand
Primewell Sport PS860
Tire Size
225/70-15
Tire inflation pressure
35 psi
Mileage since conversion
0 mi
Weight before conversion
0 lbs
Weight after conversion
3186 lbs
Conversion Start Date
2013-01-05
Conversion not completed yet
N/A
Donor Car Cost
2000
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01/13/2015
1987 Dodge Daytona Shelby-Z
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01/13/2015
Jason Horak
Cortland, New York, United States
Owned By: Jason Horak Built By: Jason Horak ( daytonaev@gmail.com ) Description One question that I often am asked is: "Why did you choose an '87 Dodge Daytona to convert into an Electric Vehicle? Why not a more popular or more fancy car like a VW, Porsche, Corvette, or a Mustang? The simple answer is that mid-80s Dodge Daytona's were my personal 'dream car' as a child, so when I had finally scrapped together enough money to build my dream EV, then it was an obvious choice, for me. These sporty, stylish, and fun cars were relatively inexpensive back in their day, but being in the 25+ year old club, there are relatively few of them left, rendering them rather uncommon and therefore somewhat unique these days. The whole point of doing your own custom EV conversion, rather than buying a stock OEM vehicle, is the freedom to put together YOUR dream EV, using literally ANY vehicle that happens to strike your personal fancy. If you put together a vehicle which makes you grin from ear-to-ear, literally every time you are able to sit behind the wheel of it... Then just imagine how you'll feel when you press your foot on t Instrumentation Stock Digital Dashboard With ZEVA Fuel Gauge Driver | JLD404 Meter (1000A Shunt) | Soliton EV Display & Data Logger Location of this Conversion
Cortland, New York, United States
Original Vehicle Year/Make/Model
1987 Dodge Daytona Shelby-Z
Traction Motor Brand/Model
NetGain WarP 9
System Type
DC
Number of Motors
1
Controller/Inverter Brand/Model
1 x EVNetics Soliton1
Throttle
EVNetics Throttle Assembly
Battery Manufacturer
CALB SE series
Battery Type
Lithium Iron Phosphate - LiFePO4
Cell Size
180 AH
Number of Cells
60
Total Pack Capacity in kWh
36.0 kWh
Charger Brand/Model
Manzanita Micro PFC-40M
Charge voltage
210
DC-DC Converter Brand/Model
Chennic 800W (192V Model)
Maximum Range
100 mi
Top Speed
115 mph
Watt Hours per mi
0
Tire Brand
Continental ProContact ECOPlus
Tire Size
195-60/R15
Tire inflation pressure
40 psi
Mileage since conversion
13950 mi
Weight before conversion
2800 lbs
Weight after conversion
3500 lbs
Conversion Start Date
2011-07-16
Conversion Completion Date
2011-09-13
Donor Car Cost
900
Approximate Conversion Cost
25000
Website
http://daytonaev.wordpress.com
Blog
http://daytonaev.wordpress.com
Youtube Channel
http://www.youtube.com/playlist?list=PL82sf8paHB41sKGoNZVFzJc6UwKPh06vV 203 of 231
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EVTV has produced a weekly feature length video for over five years as of November 2014 – some 257 total videos as of the end of 2014. As both Brian and I were veteran publishers of some 30 years, we intended it as a publishing venture. Truth to tell, we are ill suited to retail sales and distribution. But the nature of the emerging Internet marketplace is such than anyone can present themselves as anything they want to be – without vetting, context, or reference. Our legal system is essentially helpless in the face of the technology and so it has immediately devolved into a “buyer beware” type of wild west frontier where if you encounter the montebank, fast trader or swindler endemic to any frontier mining town, you are pretty much on your own. There really IS no effective legal recourse. You find vendors you can trust, or lose your money.
weeks, to a few months and in many very public cases six months or a year before high dollar parts were received. The business was robbing Peter to pay Paul but Peter and Paul kept getting further and further apart – until the point where they shut the doors and didn’t deliver at all to the last twenty or thirty unfortunates to have lusted after the gorgeous photographs and promises of near perpetual motion. We actually received hundreds of requests that we DO something about this. My immediate reaction was…DO? We’re publishers. We talk about people who DO. But we don’t actually DO anything ourselves. But it was a curious problem. Just how DO you handle large dollar sales on the Internet. We came up with a couple of things that would help.
Indeed, as we started our publishing venture, we immediately ran into several stories where multiple individuals, and in one case dozens, were simply swindled out of tens of thousands of dollars for electric vehicle components that never arrived. And while it is easy to toss this off as “buyer beware” just how exactly were the buyers to “be aware”??? It’s the Internet. No real rules or regulations. Anybody can claim to be anything, and there is little to tell anyone otherwise.
1.
Accept recoverable funds. Credit card companies such as Master Card and Visa and American Express and even PayPal can act as an intermediary to assist you in recovering your money if you are the victim of outright fraud where the merchandise was never received at all. If you encounter vendors who don’t take these forms of payment, there is usually a pretty good historical reason why they don’t.
2.
Actually stock the products. While some customization of products requires that they come from the manufacturing entity, most things can be stocked by the web site sales organization.
This had a seriously chilling effect on the sales of electric vehicle components. It’s one thing to order a book online and find it isn’t quite as good a read as the vendor claimed. It’s quite another to pay for $16,000 worth of expensive motors and batteries and simply never receive them. After a couple of widely published cases of this sort of thing, the building of electric vehicles kind of “locked up” with no one willing to venture 25 cents towards a cable terminal.
This rather requires some investment, so you’ll only see it with the largest and most successful firms. But maintaining an inventory is expensive in several different ways at once. And so you will not likely see this among those who are operating gorgeous websites with insufficient capital. The obvious advantage is that if they have it in the warehouse, it will show up in your garage rather quickly. Amazon.com does it. And that’s how they do it. They have the products in stock and ship them the same or next day from receiving the order.
Part of this was not precisely criminal. More an issue of incompetence coupled with the seriously undercapitalized nature of web site businesses. Anyone can put up a web site and take orders online. They then fill the orders by drop shipping them from the real vendor who makes the product.
3.
But the other aspect of the Internet is it is very easy to compare prices, and so price becomes king in competing for business. If everyone can name that tune in one less note than the next guy, pretty soon there are no notes left. And operating even an online business requires some positive cash flow. And so too many operators found themselves in the position of owing money to the vendors who provided the equipment. They would use the money from the NEXT order to come in to pay enough to the vendor to get another motor or battery shipped to the PREVIOUS customer. As they fell further and further behind, the wait for parts went from a few days, to a few
When you do drop ship, pay for it immediately. Some vendors are actually TOO good about net-30 terms and a little delayed in getting their invoices out. This can complicate our accounting. We actually insist on paying for drop ship items concurrent with the order. We don’t need a bill 45 days later informing us that we don’t quite have the operating cash we thought we did.
Today, EVTV has without a doubt the largest single inventory of custom EV components and parts in the world – well over $1.5 million in batteries, motors, controllers, chargers and more in our 14,500 sf facility. We can put our hands on it. More importantly, we can put it in a box and UPS it to you so you can put YOUR hands on it.
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We do drop ship some battery sizes we don’t stock. And some product lines are so complicated and offer so many variations that they are impossible to stock. But at this point, they are picked up on our UPS account and shipped by us from that location to you. We actually get better UPS rates than our supplier and there’s a reason. We actually ship OUT more battery cells to end customers than they do. EVTV has also gotten into product development in a bit of a larger way than we intended. We have become the liquidator of choice for bankrupt and failed EV OEMs. And often these devices are orphaned with no warranty or even operating support. After doing this with Azure Dynamics, CODA, and Better Place, it is rare for a liquidation in EV components to occur at all anywhere in the world without us getting a call first. And if it is equipment you do NOT then see at EVTV, there is usually a reason we passed on it. In 2013 we developed the Generalized Electric Vehicle Control Unit (GEVCU) which now is used to operate the Siemens motor/Azure Dynamics controller and the UQM Powerphase motor controller from the CODA bankruptcy. Today, we are hard at work on other Controller Area Network (CAN) control devices to help reverse engineer OEM quality components from Nissan, General Motors, Daimler, and other EV makers whos’ chargers, inverters, motors, and batteries are becoming available on the salvage market as proud new owners of these EVs encounter trees, buildings, walls and other vehicles in the usual fashion of drivers of automobiles. It is our mission to make these OEM grade components available to our customers and viewers.
Smart shoppers in the EV space at this point know where to go for value, service, and support and TO support the ongoing information of the video series, the ongoing research and development to produce and acquire new and better products for custom electric vehicles, and to assure a viable entity to provide those things into the future. We have a core of customers and viewers who are quite willing to pay their own way and support all that for the good of all. And we work hard to make sure they know that we know it. Our mission then is to support THEM in their efforts to produce ever better and more persuasively capable electric drive vehicles. It is our hope in publishing this catalog, that you will join them and join us in working toward a future of quiet, efficient, magnetic drive vehicles that are fun to build, fun to drive, and moves our world to a cleaner, quieter and more efficient future. The debate about the future or personal transportation only really goes on among the unwashed and the uncertain. Enough of us have lived the life of electric vehicles now to know the answer. The future involves spreading that knowledge and acculturating the rest of the world to the numerous and serious advantages this technology brings to all. Stay with us. It gets better…
Jack Rickard Electric Vehicle Television
Inventory, fast shipping capability, and research and development into new products and support for available OEM products all requires capital. To maintain that, we must have a certain margin on all products sold to maintain a viable business. Anyone selling for less basically does NOT have a viable business and could shut the doors at any moment. The bottom line here is that if you find a product at a price too good to be true, it is probably too good to be true. And it has led us to a very unusual pricing policy. We call it our INTERNET PRICE MATCH GUARANTEE. That is, if you can find a HIGHER price anywhere on the Internet for any of the components we carry, we will MATCH IT. This has caused some confusion. But it points out the basic truism that if you shop for the lowest price hard enough, you will find it – and all that goes with it. That’s where this situation was when we came on the scene. A series of bankrupt vendors and customers who had paid cash money hard come by ….for nothing….
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ELECTRIC MOTORS ARE DIFFERENT FROM INTERNAL COMBUSTION ENGINES This is of course obvious. But there are some key differences that directly apply to performance and how your car feels to drive that are NOT immediately obvious to those just discovering the advantages of electric drive. Most of the advantages of magnetic drive for automobiles derive from an inescapable and demonstrable fact – electric motors are four to six times more EFFICIENT at translating energy to forward motion. A gallon of gasoline contains roughly 33 kWh of energy. It is fairly unusual for us to have a battery pack capacity THAT LARGE. Indeed the Tesla Model S with a 270 mile range features an 85 kWh battery pack – the direct equivalent of about 2 ½ gallons of gasoline. So without regard to where your energy comes from, or how it is produced, the electric car simply is more efficient at converting energy to motion. Typical drive train efficiencies of 85-88% with electric vehicles simply swamp the 12-15% efficiencies of the typical internal combustion engine vehicle. Beyond that, there are some key differences. We normally say that an ICE vehicle “produces” power and that is roughly true. It converts the energy in a given amount of gasoline to torque and uses it to drive the wheels. An electric motor is more of a translator of power. The power comes from the batteries, and the electric motor simply translates that to radial torque. It does not inherently have a
power LIMIT per se. It will translate as much power as you put into it – right up to the point where the smoke leaks out and the windings burn up, at which point it won’t do anything useful further. You will often see markings on electric motors noting their HORSEPOWER rating. This is actually a measure of how much electrical power (746 watts per horsepower) you can put INTO the motor continuously for a given PERIOD of one hour before burning it up. It’s mostly a function of winding insulation and the motor’s ability to dissipate heat over time. We use the term HORSEPOWER very differently with regards to ICE engines and it is mostly a sales comparison device. We talk of horsepower in conventional cars referring to the PEAK amount of power the engine can produce at a given RPM. It is given by the formula: HP= Torque in ft.lbs X rpm / 5252. Torque is actually the only thing that matters in the car. It is the amount of shaft pressure measured in the direction of rotation and is usually given in Newton Meters (NM) or foot-pounds (ftlbs.). Gasoline engines produce torque in differing amounts depending on the rotational speed or REVOLUTIONS PER MINUTE (RPM) at which it runs. This power “peaks” in a fairly narrow range of rpm, which is why we often see three, four, five, and more recently even six or eight GEAR ratios in modern transmissions. This is used to match the “good rpm” zone to the actual speed we want the wheels to turn , and so for the car to travel. Consider the accompanying graph of a Suburu motor in a Factory Five 818 sports car. This car is designed to accelerate from 0 to 60 miles per hour in 3.2 seconds. Note that it PEAKS at a very impressive 300 FT-LBS of torque at about 4600 rpm. And the maximum HORSEPOWER, by formula is 270 at 5900 rpm. We would actually interpret this differently at about 5300 rpm and 275 foot pounds as HP=275X5300/5252 = 277 horsepower. It would appear that the understanding of horsepower by the person preparing this graph was limited and indeed, we find the notion of horsepower among even quite knowledgeable ICE proponents more than a little vague. They can run a car on a dynamometer and compare one cars “horsepower’” to another but really have no defined notion of what horsepower is.
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Indeed, the wheels, and the car, don’t know or care about horsepower whatsoever. The only thing contributing to or detracting from performance at the wheels is torque – the radial pressure felt at the shaft. As you can see the TORQUE actually reached a peak at 4600 rpm, and at that point of maximum torque, the horsepower was somewhat less at 266 hp. Horsepower is a mathematically derived abstraction for shaft power. You are technically doing more WORK at the higher rpm. Torque is a much more direct representation of FORCE. Note from the graph that at the minimum level, they are depicting 50 ft-lbs of torque at 1500 rpm and do not even show torque below that value. It is interesting to note: What is the rotational speed of our wheels at 0 miles per hour. Answer: zero. And what would be the gear ratio between the input shaft of the transmission, and the wheels at zero indicate shaft rpm would be? Well it doesn’t matter. At ANY ratio we would still need an input of zero rpm if the wheels are not moving. To move from zero to sixty miles per hour, we must of necessity start at zero miles per hour and zero rpm. And at the point of launch, the acceleration forces will be greatest at zero, and minimal at 60 mph. In fact, at 60 mph, acceleration will be zero as we maintain a constant speed of 60 mph. They don’t even show zero rpm on their graph. Consider, if you will, the accompanying graph of the UQM Powerphase 100 motor. It is rated for a maximum torque level of 300 Newton Meters – approximately 221 foot-pounds of torque. It is interesting to note the rpm where PEAK torque is achieved with this electric motor – ZERO RPM. This is often referred to as STALL torque or LOCKED ROTOR torque as it is the point where we have applied maximum power but on a shaft that cannot turn – zero rpm.
would be the point of maximum horsepower. And so we see the UQM Powerphase 100 is capable of about 221 foot-pounds of torque and will show up on a dynamometer at 134 or 135 horsepower. In an apples to apples comparison then, you will find that the peak torque of 300 foot pounds, and the peak horsepower of some 270, of the Subaru ICE engine is quite higher than the relatively weak 221 foot – pounds and 135 horsepower (almost exactly half) we find on the UQM Powerphase. Unfortunately, a car is not an apple at all. In discussing performance in cars, we are generally only concerned with one thing – acceleration. And as previously presented, we want MAXIMUM acceleration at zero rpm and zero acceleration at 60 miles per hour – if our measure is 0-60mph acceleration. That’s JUST what the UQM gives you. And it is almost exactly what the ICE engine does not. It reaches peak torque at HIGH rpm. Exactly when you DON’T need it. Ergo, the many gear ratios in a transmission. As a rough rule of thumb, a given electric motor of ½ the peak torque of the internal combustion engine, will give the same performance in acceleration.
With an electric motor, you can indeed perform just this test and we routinely do. UQM depicts an impossibly flat torque curve from zero to 3000 rpm. It is not THAT flat. But on the scale of this graph, it would appear really quite close to that. It typically drops a foot pound or two and repeaks at about the 2800 or 3000 rpm point, after which it would start to drop off fairly dramatically. We term that peak at the 3000 rpm level the “knee” of the torque curve, the point at which torque begins to fall. Again, a point mathematically just a little bit further out on the torque curve
And so you would find that the Factory Five 818 with UQM Powerphase at 221 ft-lbs would significantly outperform the Subaru engine at 300 ft-lbs. THE most common mistake made by novice EV builders is to put too much motor in their cars. This generally increases the weight, decreases the efficiency, and costs range.
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SIZING MOTORS TO YOUR CAR In selecting a motor and inverter for your car, there are some basic calculations you can perform to determine the necessary power output to achieve a specific performance for a specific car. To move a car from a dead stop, we have to overcome three basic forces – the three basic forces of WHOA.
Rolling Resistance Air Resistance
Inertia.
To size our motor, we basically calculate the required power to overcome each of these three forces, and sum them together.
The first element of this is the greek character µ representing the rolling resistance of tires, pavement, and bearings. There is really nothing to be done about pavement –we’ll drive the car where we will. Assuming concrete, the lowest rolling resistance, the pavement and bearings are almost completely overcome by the tires themselves and their pressure. The rolling resistance of tires is given by the Rolling Resistance Coefficient or RRC. This is a value ranging from 0.006 for the very best low rolling resistance tires from Michelin, to 0.015 for ordinary average passenger car tires. You can often find the RRC for your tire from the manufacturer. Unfortunately, many tire manufacturers make it look like a state secret, largely because even among low rolling resistance tires, it varies widely by the SIZE of the tire and it’s tread width to sidewall ratio. Generally, the more flexible the sidewall, the higher the rolling resistance.
ROLLING RESISTANCE
Our next element is the mass of the vehicle and we need it in kilograms. Weigh your vehicle in pounds if necessary and divide the result by 2.204 to derive mass in kilograms.
Rolling resistance is the resistance to forward motion caused by your tires, bearings, pavement and the weight of your vehicle. You can feel this by pushing your car across a flat garage floor. The heavier the car, the harder it is to push.
We actually don’t need mass for this formula, we need weight. But mass is generally confused with weight. Weight is the mass times terminal velocity of gravity. This is given in 2 meters/second and we will treat this as a constant – 9.80.
But it is ALSO harder to push if instead of concrete, your garage floor is loose sand. And if the tires are highly pressurized, it is much easier to push than if they are very low in air pressure.
And finally, we need our vehicle velocity or speed, but we need it in standard international units or SI units – meters per second. Our performance is measured in relation to 0-60 mph in a certain number of seconds so we use the maximum speed there of 60 mph. To convert to meters/second we divide 60 by the value 0.44666 to get 26.8 meters per second.
It is also harder to keep a vehicle rolling at 30 mph than it is at 10 mph – it simply takes more energy. We can calculate the power in watts necessary to overcome rolling resistance for any weight and speed for your vehicle using the following formula:
Let’s assume a Tesla Model S with an RRC of 0.010 and a mass of 4643 pounds. In SI units that would be 4643/2.204 or 2107 kilograms. To convert that to weight we multiply by gravity of 9.80 to get 20646.8 And so 0.010 x 20646.8 x 26.8 = 5534 Watts. It will take 5,534 Watts of power to roll us continuously at 60 mph on straight and level concrete. For a lighter vehicle of 2400 lbs using good low rolling resistance tires of RRC 0.008 0,008 x 2400/2.204 x 9.8 x 28.6 = 2288 Watts.
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barometric pressure at sea level is 29.92 inches of mercury. Under those conditions, we would note the mass of the air is 1.2 3 kg per meter And so our formula becomes: (1/2 x 2.39 x 0.24 x 1.2 x 2 26.8 )26.8. This resolves to 6625 Watts. It takes 6625 Watts of power to overcome air resistance for this car at 60 mph. Note that our velocity is factored in three times. First we use the square of the velocity IN the parenthesis, and then we multiply 3 the entire quantity by velocity again. This is V or a cubed function of speed. And it is a deadly energy drain. Look at the values for different speeds.
MPH 10 20 30 40 50 60 70 80
AIR RESISTANCE Air resistance is the resistance to forward motion caused by the drag of the vehicle shape in moving through a fluid – in this case air. You have certainly felt this if you have put your hand out the window of a moving car. If you turn your hand palm down, it moves rather easily through the air. But if you turn it palm forward, you can feel a huge increase in the drag force. This is more pronounced at highway speeds than idling along at 20 mph. And so we can see that the aerodynamic shape (palm down or palm forward) and the speed both have a large effect on the amount of drag felt. To calculate this, we need the Coefficient of Drag for the vehicle, it’s frontal area, the density of the air, and the vehicle speed.
WATTS 31 243 828 1974 3868 6625 10553 15791
This becomes particularly gruesome at higher speeds. You can readily see that how you drive your car could have a dramatic impact on range. This is a very low drag vehicle. On less aerodynamic shapes, it is even more pronounced.
INERTIA
The Coefficient of Drag is the hardest to obtain. This is a dimensionless quantity or ratio comparing the shape of the vehicle to a flat square plate of the same frontal area. It is a figure of merit indicating the aerodynamic “slipperiness” of the vehicle. You can generally find this online for a variety of vehicles. The Tesla model S is published at a very low coefficient of 0.24.
Newton’s First Law of Motion can be summarized as a body at rest tends to stay at rest, while a body in motion in a straight line tends to stay in motion at the same speed and along the same line. If we don’t apply some force to our car, it not only won’t accelerate to 60 mph, but it will likely remain parked forever.
The Frontal Area is also sometimes given. If not, it is fairly easy to generate a rough approximation. Measure the height of the vehicle in inches and multiply by the maximum width of the vehicle in inches. Take 85% of that and you have the frontal 2 area in square inches. To convert to SI units (meters ), divide by 1550. For the Model S: Height = 56.5 Width 77.3 inches 56.5 x 77.3 = 4367.45 square inches. 85% of this would be 2 3712.33 inches. If we divide by 1550 we get 2.29 meters . The density of the air does vary. But on a “standard” day we say that the temperature will be 75 degrees Fahrenheit and the
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We introduce two new elements in this formula ∆V and ∆T to calculate the average amount of power necessary to accelerate it. In accelerating our mass, we want to change it’s velocity from 0 mph to 60 mph. And we want to do this in a proscribed amount of time – 4.2 seconds in the case of the Tesla Model S. 2
P=(1/2 m ∆V ) ∆T
This time we divide by our change in time in seconds.
With an ordinary transmission, that allows us to remain in the sweet spot regarding motor toque and rpm, this peak power requirement can be cut dramatically.
P=(1/2 2107 x 718.24) 4.2 And so we see the average power to accelerate a mass of 2107 kg to 26.8 meters per second in 4.2 seconds is 180,158 watts. Let’s do the same calculation but at a more sedate 8.5 second acceleration rate – still quite peppy as it turns out. P=(1/2 2107 x 718.24) 8.5 This time, we come in at a much lower value of 89,020 Watts. And so we can clearly see that our RATE of acceleration is the big power gobbler here. If we put it all together, we must sum the power needed to accelerate to 60 mph with the power needed to overcome rolling and air resistance along the way. 180158 Watts
Rolling Resistance:
2288 Watts
Air Resistance:
6625 Watts
Total
And the Tesla Model S single speed gearbox features a 9.73 to 1 gear ratio. That means our motor shaft speed at 60 mph is 9.73 x 750 or 7,297 rpm. We do not have the torque curves for the Tesla Model S motor, but it is quite likely that it needs every bit of 310kw input power at 59 mph to exhibit the SAME torque as a 190kW power input at 2500 rpm and a much lower speed. Because of the very high rpm at the relatively low 60 mph speed, we need a lot of motor.
Our mass is again in SI units – kilograms. And our change in speed is again squared for 26.82 or 718.24
Acceleration:
Not entirely. Again, this is the AVERAGE power needed to perform this bit of acceleration. But more importantly, the tires used on the P85 are of such circumference to require 750 turns per mile at 60 mph.
The vast majority of the builds we see are under 3500 lbs and indeed most under 3000 lbs. With transmissions already coming with the donor car, and more realistic acceleration rates in the 7-10 second range, we find a 100kW motor more than adequate and indeed have some great 2400 lb builds using as little as 75kW peak drive trains. The Nissan Leaf, for example, is widely viewed as pleasantly peppy at 80kW peak – again with a fixed ratio gearbox of 7.94:1. The 0-60 mph time of 9.9 seconds is likely not in the competition class, but you can accelerate nicely onto the freeway on-ramp. We have what feels like excellent acceleration in a 3400 lb Mini Cooper Clubman at about 90kW peak – with a great Getrag 6-speed manual transmission that is. Either of our 100kw motors – UQM Powerphase 100 or Siemens 1PV5135 serves absolutely marvelously up to 3500 lbs or so. And the HPEVS AC35x2 can go up to 4500 lbs in good style – all assuming multiple gear ratios to keep them in the good part of the torque curve.
189,071 Watts
Note that it takes 189,071 Watts to accelerate this Tesla Model S to 60 mph. But once there, it only takes 8913 Watts, about twelve electrical horsepower, to maintain 60 mph all day long. In the case of the Tesla Model S, we are certainly hauling around a lot of motor to make those performance numbers, to in the end be trolling down the highway using a tiny fraction of it. But wait, it gets worse. The Tesla Model S P85 actually has an electric motor specification of 310 kW. Something must be wrong with our admittedly rough back of the napkin calculations??
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GENERALIZED ELECTRIC VEHICLE CONTROL UNIT The GEVCU is an open source hardware and software product that acts as a Vehicle Control Unit for electric vehicles. It translates throttle, brake, and other inputs into Controller Area Network (CAN) bus commands to drive inverters and motors and thereby the vehicle.
source program on GITHUB.
Automobile manufacturers have basically adopted a commodity approach to motors and inverters, and indeed such items as AC compressors and chargers that are Controller Area Network (CAN) controlled. They hold all the particulars for the specific car model in the software held within a device termed the VEHICLE CONTROL UNIT. The VCU sends CAN commands out to an entire series of generic devices that can be installed in any model in their line. To make any changes or upgrades to these vehicles, they must be recalled into the dealership to have the firmware updated by loading a new software image into the VCU – often termed reflashing. GEVCU is GENERALIZED in that instead of flashing new firmware to make changes, you can actually change the operating parameters of your vehicle using menus and graphics accessible via any wireless browser device. GEVCU is particularly good at allowing the builder to “tune” the throttle curve for just the right mix of forward torque and regenerative braking. You can change these elements over and over until your car feels “just right” for YOU. GEVCU then is the CANopener allowing us to use OEM quality inverters and motors that are inherently CAN controlled. The GEVCU is REQUIRED for use of the UQM Powerphase 100 motor and inverter as well as the Azure Dynamics Digital Motor Controller and Siemens motor. GEVCU is based on the 84 MHz ATMEL SAM3x multicontroller and the Arduino Due platform. This makes it easy to extend using standard Arduino C++ programming techniques and the entire software of the device is freely available as an open
For most configurations, no programming is needed and the device can be configured via a wireless web interface OR through the provided USB port. GEVCU is fully isolated and power conditioned for automotive use. Four analog and four digital inputs as well as 8 digital outputs are provided as well as two independent CAN bus connections via an automotive style ampseal connector. These inputs and outputs are fully buffered, isolated, and protected to survive the noisy automotive electrical environment. GEVCU operates on vehicle 12v power and provides for features such as reverse, brake lights, reverse lights, etc. as well as running the drive train motor and inverter. We are currently working on interfacing the GEVCU with the Andromeda Interfaces Electric Vehicle Interface Controller or EVIC found later in this catalog as well as the Rinehart Motion Systems inverter. Comes with six-foot cable set and printed manual.
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Minimum Voltage: 230 vdc Maximum Voltage: 400vdc Maximum input current: 400A PWM 3-phase Brushless permanent magnet IGBT 3 half bridge modules Switching frequency: 12.5 kHz Standby Power consumption: 15.6W Minimum Coolant Flow: 8 liters/minute Max inlet Temperature: 150째F/65째C Max inlet pressure: 30 psig
The UQM Powerphase 100 Traction System. These were originally received from the CODA vehicle bankruptcy and are essentially new, but have no warranty and no manufacturer support. We now get them direct from UQM from the pile of hardware THEY were stuck with in the bankruptcy, but again, without warranty or support. This package includes motor,inverter, and cables and offers the advantages of a small package with light weight and high power that are the hallmark of the modern permanent magnet three phase motor.
DSP controlled inverter with sine wave drive. CAN bus compatible. GEVCU REQUIRED BORG WARNER EGEARDRIVE AVAILABLE We have the original CODA Borg Warner eGearDrives for this motor - the lowest gearing Borg Warner offers on this drive at 6.54:1 Includes motor, inverter, 3-phase cables and encoder cable. Total Weight: 171 lb or 1.71lb per kW
$7,995.00
300NM/221 ft lb Peak Torque 100kW Peak, 60 kW continuous Motor Power 150 ADC Generator Current Output Battery Voltage for Full Power 270-425 VDC Liquid Cooled BRUSHLESS PERMANENT MAGNET MOTOR /GENERATOR Length: 10 inches Diameter: 11.25 inches/ 286mm Weight: 110 lb/ 50 kg Peak Power: 134 HP 100 kW Continuous Power: 80HP 60kW Peak Torque: 221 ft-lb 300 Nm Continuous Torque: 110 ft-lb 150 Nm Maximum Speed: 8000 RPM Maximum Efficiency: 94% Power Density: 2.0 kW/kg or 1.11 lb/kW
1000T-002 INVERTER/CONTROLLER Length: 16.49 in / 419mm Width: 15.49 in / 393 mm Height: 7.07 in / 180 mm Weight: 61 lb / 27.7 kg Nominal Battery Input Range: 300-370 vdc Operating Voltage Input Range: 270-425 vdc
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It has a very usable 24 tooth splined shaft and is fully sealed. This is a HEAVY duty motor, like 200 lbs of heavy. IP54 sealed and features liquid cooling - glycol and water at 8 liters per minute. IT withstands great abuse to the degree you cool it. And we have a great cooling kit available for just such purposes.
Siemens 1PV5135 4WS14 AC Induction Motor
All the advantages of OEM quality maintenance free AC induction motors at the DIY conversion price. Note that Siemens does not provide any warranty or support for these motors. They are part of a bankruptcy liquidation sale. Electrical characteristics Winding design: WS14 Inverter output voltage: 215V-300V Continuous Power (60 min) at 3500 rpm: 45kW Maximum continuous current: 280Arms Maximum operating speed: 9700 rpm Overspeed test speed: 12125rpm Temperature class: F Lifetime: 5000 hours at a max winding temperature of 175°C. Maximum coolant inlet temperature: 55°C Minimum coolant flow rate: 8 liters per minute. Speed sensor: Type: Differential gear tooth Pulses / revolution: 64 Number of channels: 2 (phase shifted 90° el.) Nominal voltage: 4.5 V ... 20 V Max. input current: 30 mA Max. output current: 40 mA Switching threshold: Low <0.6 V
Siemens makes extremely high-quality heavy-duty AC induction motors - mostly for yachts and busses. This motor was specially produced for the Azure Dynamics Ford eTransit Connect project. We obtained a large lot of these motors, brand new in the box, from the Azure Dynamics liquidation auction. They do NOT include any warranty or support from the manufacturer.
Temperature sensor: KTY 84 – 130
Azure Dynamics had developed their own FORCE DRIVE inverter controller. They called it the Digital Motor Controller (DMOC) model 645.
Mechanical characteristics Degree of protection (mounted): IP54 Weight (without cables): 91 kg/200 lbs Rotor inertia: 0,068 kg m2 Power density: 1.1kW/kg or 2.0 lbs/kW
We price and sell these separately as we have more motors than inverters, and the motor can be used with other inverters such as the Rinehart Motion Systems. Compared to a permanent magnet motor, the simple AC induction motor is larger, heavier, but more durable and long lasting. It’s a sturdy workhorse. But it is very similar in output to the UQM Powerphase 100. It is rated for 47 kW continuous and a little over 100 kW peak. In fact the DMOC645 was rated at 118kW. This motor was bench tested to 297 nm, 221 ft lbs at 300v and 400a. These motors dyno test in vehicles at 134 horsepower. So this motor tests at almost exactly the same performance as the smaller UQM Powerphase 100 unit.
Includes encoder cable
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Azure Dynamics DMOC 645 Inverter/Controller Azure Dynamics produced AC drive trains for electric vehicles for nearly 20 years. Their last product line was the eTransit Connect. After producing 296 of these vehicles, the company went bankrupt. We obtained a large number of these inverters, along with Siemens motors at the bankruptcy liquidation. We flashed these inverters with the last available firmware from Azure Dynamics and made some changes to the internal configuration. We subsequently developed the Generalized Electric Vehicle Control Unit specifically to control this inverter via CAN bus commands – basically replacing the role of the eTransit Connect VCU. This is the only controller where we INCLUDE the GEVCU device to control it. Note that there are OTHER DMOC645’s available on eBay and elsewhere but they are most likely NOT flashed with the same firmware or configured to work with the GEVCU.
Liquid Cooled with 50% glycol/water. Normal cooling flow rate: 13 to 16 liters per minute Maximum fluid pressure:15 psi. Maximum cooling temperature at inlet: +55°C Cooling ports: 3⁄4”-16 thread
The DMOC 645 is a 118kW liquid cooled 3-phase inverter specifically tuned to work with the Siemens 1PV5135 4WS14 AC Induction Motor. It would be difficult to configure this inverter for other motor applications.
Control Connection: 35 pin Ampseal Connector: AMPSeal 776164-1 connector and 770854-3 pins
Azure Dynamics was liquidated in November 2012 and there is no product support, warranty, or repair services for this inverter. It requires a Vehicle Control Unit (VCU) to translate driver inputs into appropriate Controller Area Network (CAN) messages to control the inverter.
Siemens/DMOC combined weight: 267 lbs Total power density 2.67 lbs per kW Includes GEVCU, control cables, 3phase cables, encoder cable, and battery cables.
Minimum Voltage: 120vdc Maximum Voltage: 400vdc Maximum Voltage on Charge: 450v Peak Efficiency: 97% Peak Motor Current: 414 Amps RMS Peak Power: 118 kW @ 336vdc Continuous Power: 53kW @336 vdc Operating temperature: -40C to +55C Aux Voltage: 11-15vdc Length: 585 mm / 23 inches Width: 260 mm / 10.25 inches Height: 310 mm / 12.25 inches Weight: 27.5 kg / 60.62 pounds Peak efficiency: 97% Environmental: IP54
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The Rinehart Motion Systems (RMS) PM series AC Traction Controllers are designed for on and off road Electric (EV) or Hybrid Electric (HEV) applications. The PM-Series family is typically the lightest and smallest inverter for its power due to its high heat flux thermal design approach. Due to its small size and light weight, the RMS controller has become the “go to” solution for AC competition/racing applications.
Max DC Voltage – operating
200-360v
720 V
Max DC Voltage – non-operating
500v
900 V
Motor Current Peak ** Continous Battery Current Peak Battery Current DC Bus Capacitance Rated Power Efficiency Vehicle Power Size Weight Minimum Conductor Size Maximum Conductor Size Minimum Cable O.D. Maximum Cable O.D. Coolant flow Coolant temperature Analog inputs Digital inputs Digital outputs
The RMS PM100 series of 100 kW controllers features the widest motor application set in the business. Tuned configurations have been developed for the following AC induction and permanent magnet motors: Ford Ranger/Siemens Motor Remy HVH250-090S PM Motor @ 320V Siemens 1PV5135-4WS28 EVO AF-140-12 PM Motor Remy HVH250-090P PM Motor @320V MES-DEA 200-250 Induction Motor EVO AF-140 4T EVO AF-140 3T EVO AF-130 3T EVO AF-230 6T / AF-130 6T EVO AF-130 3T 5x Resolver EVO AF-130 6T 5x Resolver Remy HVH250-060S EVO AF 130-5T Remy HVH250-115S (with Id/Iq/Ld/Lq tables) EVO AF-140 4T 1/2 Stack EVO AF-140-6T Remy HVH250-115P @ 320V Yasa 750 PM Motor Remy HVH410-150P @ 320V EMRAX PM Motor Yasa 400 PM Motor w/ sin/cos encoder Remy HVH410-150S @320V EVO AF 125-4T RMS version of Azure AC55 Delta Winding RMS version of Azure AC55 Wye Winding HVH250-115S Operation at 650V HVH250-115P Operation at 650V Siemens 1PV5135 4WS14 Remy HVH250-090P Operation at 650V Parker GVM210-400T6 Parker GVM210-400Q6 Parker GVM210-100M6 Remy HVH410-150DOM at 650V Parker GVM210-150T6 Remy HVH210-090S @ 650V Siemens 1PV5138-4WS24
PM100DZ
Motor Current Continuous
3-phase AC motor inverter/controllers normally have to be “tuned” or configured for the specific AC motor supported.
0 1 2 6 11 14 16 17 18 19 26 27 29 30 31 32 35 36 37 39 40 45 46 50 52 53 56 58 61 67 68 69 70 73 74 75 77
PM100DX
150 Arms
500 Apk 285 Apk 250A dc 400A dc 440 µF 280 µF 100kW 150kw 97% 97% 8-18 vdc 8-18vdc 314x200x87mm 436x200x87mm 7.5 kg 7.5 kg 4 AWG 1 AWG 9.0 mm 16.5 mm 8-12 liters/minute -40 to +80°C 4 (0-5v) 6 (2-12v / 4-gnd) 4(2-12v / 2-gnd)
EVTV stocks the PM100DX and can ship immediately. PM100DZ and PM150 models require 6 weeks for delivery. PM series can operate either directly or via CAN/GEVCU control. PM100 - $5,800.00
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300 Arms
PM150 - $7,200.00
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HPEVS AC-35x2 3-Phase AC Induction Motor and Dual Curtis 1239-8501 Controller Kit - $8,900.00 Curtis has defined controllers and inverters for the DIY custom electric vehicle. But the maximum power controller they have built is limited to 80 kW. HPEVS has developed a cunning way to stay with this reliable and relatively low voltage platform but still attain a 150 kW drive unit. They have designed an AC motor with TWO stators and matching rotors on a single shaft - allowing the use of TWO Curtis 1239-8501 series controllers on the same motor. Modeled on their AC35 motor, they call it the AC35x2 and it represents a dramatic shift in their line with now over 150kW drive power available. The result is twice the power - 165 horsepower and 189 footpounds of torque in an 8.5 inch motor 21 inches long. Most notably, it does all this at the relatively low pack voltage of 170vdc. When checking prices, note that this is a kit featuring items we think are must haves for this system - others count on you coming back later for more purchases. 1. High Performance Electric Vehicles AC-35x2 motor.
7. Custom fabricated Dual Controller Chill Plate. The Curtis Controller needs heat sinking and goes into current limit at an internal temperature of 85C With gasket and two barbed fittings. Bolt the controller directly to it. Motor weight: 158 lbs Motor length: 21 inches Motor diameter: 8.5 inches 2 Controllers and chill plate: 48.5 lbs Total System Weight: 210 lbs/95.25 kg Nominal input voltage:144 Max input voltage: 170vdc Min input voltage: 50.4vdc Vehicle voltage: 8-20vdc IP67 Coolant: 8 liters/minute 50/50 glycol/water Coolant temperature: max 85C Power density: 1.68kW/kg or 1.31 lbs/kW
2. Two Curtis 1239-8501 AC Controllers 144 volts at up to 500 amps 3. Two prefabricated wiring harnesses to connect your car to these controllers and these controllers to each other. HPEVS has developed special software for these controllers to coordinate operation between them. 4. Two Tyco Kilovac Contactors 5. Two Precharge Relays with Resistors. The Curtis Controller precharges the internal capacitors prior to closing the contactor. This is the relay it needs to do that. We include it. 6. Two Curtis 840 Displays with Switch and Bracket - Displays motor rpm, current, voltage, motor temperature, and controller temperature.
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out to those higher turns (1239-8501). Kit includes, motor, controller, machined aluminum chill plate, gasket and connectors, wiring harness, contactor, precharge resistor and relay, and Curtis 840 display unit. Motor length face to face: 16.3 inches. Motor length including drive shaft: 18 inches Motor Diameter: 9.5 inch Motor Weight: 180 lbs / 62 kg 1239-8501 Nominal Voltage
HPEVS AC-75 3-Phase AC Induction Motor and Curtis Controller Kit
144v
108v
Max Input
170vdc
120vdc
Minimum Input Max Current
50.4 vdc 500A
50.4vdc 650A
85kW
78kW
Maximum Input Power
The "larger diameter big brother" to the AC-50, this 9.5 inch AC75 system produces a brutish 184 foot-pounds of torque out to 2400 rpm and 85 horsepower using the Curtis 1238-7601 Controller at 108v and 650 amps. We routinely run this controller at 120vdc.
1238-7601
Power Density with AC-75 Coolant flow Coolant temperature Height Length Width
The optional Curtis 1239-8501 144v controller gives this motor a wider torque band out to 92 horsepower at 4500 rpm and 144 volts. This is at a much lower maximum torque of124 ft-lbs
1.26 kW/kg 1.16kW/kg 8-12 liters/minute -40 to +80°C 3.15 in/80mm 10.82in/275mm 9.14in/232 mm
Basically, heavier vehicles need high torque at low rpm (12387601) which is what the AC-75 is basically designed for. Sports cars tend to like higher rpms (4000-5000) with a torque curve flat
AC-75 with Curtis 1238-7601 and chill plate:
$5,100.00 AC-75 with Curtis 1239-8501 and chill plate:
$5,750.00 Aux shaft 7/8 inch optional at no charge.
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HPEVS AC-76 3-Phase AC Induction Motor and Curtis 1239-8501 Controller Kit The AC-76 motor is identical in all respects to the AC-75 but has been wound differently and specifically for use with the Curtis 1239-8501 controller to achieve roughly 160 ft-lbs of torque out to 3000 rpm. We do not offer it with the higher current 1238-6501. AC-76 with Curtis 1239-8501 and chill plate:
$5,750.00
Aux shaft 7/8 inch optional at no charge.
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The AC-50 motor with Curtis 1238-7601 has been the workhorse at EVTV for several years. The light weight and power in this 8 inch motor has proven a dramatic winner in cars in the under 2400 lb range. Motor Weight: 110 lbs Controller Weight: 13.6 lb Total:123.6 lbs/56 kg Power density:1.39 kW/kg Motor Length Face to Face: 13.8 inches. Motor diameter: 8.5 inches AC-50 with Curtis 1238-7601 and chill plate:
$4,450.00 Aux shaft 7/8 inch optional at no charge.
HPEVS AC-50 3-Phase AC Induction Motor and Curtis 1238-7601 Controller Kit
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HPEVS AC-51 3-Phase AC Induction Motor and Curtis 1239-8501 Controller Kit The AC-51 motor kit is identical in all respects to the AC50 but the motor has been wound specifically for use with the Curtis 1239-8501 controller to move the torque knee from 3800 rpm out past 4500 rpm and at slightly higher overall power to achieve an additional 13 hp at 4700 rpm. Motor Weight: 110 lbs Controller Weight: 13.6 lb Total:123.6 lbs/56 kg Power density:1.52 kW/kg Motor Length Face to Face: 13.8 inches. Motor diameter: 8.5 inches AC-51 with Curtis 1239-8501 and chill plate:
$4,995.00 Aux shaft 7/8 inch optional at no charge.
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Electric automobiles are not quite as new as commonly perceived. The first electric car in the U.S. was introduced by William Morris of DesMoines Iowa in 1888. We have a book published in 1906 providing instruction on how to maintain and repair electric cars. At one point in the book they admit the limitations of the lead acid batteries used at the time, noting they expected much improved batteries to be available in six to nine months. It was actually slightly over a hundred years later when Lithium Ionic cells first became available to ordinary people in sizes appropriate for automobile use. Their advent marks the first time an electrically powered automobile truly became viable as a transportation device in our opinion. Over the past forty years or so, there has been an ongoing subculture of pioneering individuals who routinely built or converted cars to electric drive using lead acid cells or absorbed glass mat or gelcells – all variants of lead/lead oxide chemistry. To our way of thinking these were fascinating science experiments but hardly qualified as “cars”. They suffered three main issues. 1.
Always suspension problems from carrying more weight in batteries than the vehicle suspension was originally designed to carry.
2.
Very limited range initially. Typically 25-40 miles.
3.
Very limited life. The initial range IMMEDIATELY began to decline and at the end of three years typically the vehicle would be down to eight or ten miles total range as the cells deteriorated.
While lead acid cells were RELATIVELY inexpensive that still remained a $2500-$3500 expense to replace them after three years. We had basically moved the operating cost from the petrol station to the battery store. And so while the electric car had its adherents, it involved some very serious compromises. Lithium batteries were first proposed by M. S. Whittingham while working for Exxon in the 1970s. Whittingham used titanium sulfide and lithium metal as the electrodes. Batteries with metallic lithium electrodes presented safety issues, as lithium is a highly reactive element; it burns in normal atmospheric conditions because of the presence of water and oxygen. In 1979, John Goodenough and Koichi Mizushima demonstrated a rechargeable cell with voltage in the 4 V range using lithium cobalt oxide (LiCoO2) as the positive electrode and lithium metal as the negative electrode. In 1977, Samar Basu demonstrated electrochemical intercalation of lithium in graphite at the University of Pennsylvania. This led
to the development of a workable lithium intercalated graphite electrode at Bell Labs (LiC6) to provide an alternative to the lithium metal electrode battery. In 1983, Michael M. Thackeray, Goodenough, and coworkers identified manganese spinel as a positive electrode material. Spinel featured a low-cost, good electronic and lithium ion conductivity, and three-dimensional structure, which gives it good structural stability. In 1991, Sony introduced the first commercial lithium-ion battery with a lithium cobalt oxide cathode and graphite anode. In 1996, Goodenough, Akshaya Padhi and coworkers at the University of Austin proposed lithium iron phosphate (LiFePO4), a phospho-olivine as a positive electrode material. In late 2007 Winston Chung in China began offering large format prismatic cells using the LiFePo4 cathode and carbon/graphite anode to the U.S. market marking the first time ordinary humanoids could order such batteries and have them delivered. EVTV built their first electric vehicle conversion in 2008, featuring a range on the first drive of 104 miles and a demonstrated top speed of 94 miles per hour. The vehicle weighted 2080 lbs – some 180 lbs heavier than it started before conversion. We still drive this vehicle and it currently does a 0-60 acceleration in 6.5 seconds.
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Lithium ionic batteries had several features making an electric drive automobile truly viable for the first time. 1.
For a given energy capacity, they are approximately 1/3 the weight and volume of the same capacity Pb chemistry cells.
2.
While Pb chemistry cells featured a maximum cycle life of approximately 300-350 cycles, LiFePo4 cells typically feature a cycle life of 1500-2000 cycles.
3.
Unfortunately, at present LiFePo4 cells are approximately three times the cost of Pb chemistry cells.
HOW LITHIUM IONIC CELLS WORK Today’s prismatic LiFePo4 cells are basically alternating layers of thin aluminum and copper foil, separated by a porous plastic sheet insulator. The aluminum foil has a thin layer of lithium iron phosphate and carbon printed on both sides of the foil forming the cathodes. The copper foils have a very fine carbon/graphite layer printed on both sides of each foil. Several hundreds of these foils are stacked in a sandwich within a plastic container. A small amount of liquid electrolyte – a lithium salt (LiPF6) in a non-aqueous organic solvent, is added to the cell. When charging, electrons are pulled from the cathode, and the lithium is the most ready donor of these electrons. A power supply moves these electrons to the cathode where they negatively charge the carbon. The lithium atoms which each donated a single outer valence band electron at the cathode, are then slightly positively charged lithium ions – specifically cations. They deintercalate from the olivine structure of the cathode and migrate through the insulator to intercalate into the crystal lattice of carbon coating on the anode.
LITHIUM CHEMISTRIES Virtually all lithium ionic cells today are essentially identical or similar in the use of separators, foils, and carbon/graphite is almost universally used as the anode material. But there are a number of different material combinations used for the cathode material and each material offers some advantages and disadvantages. The accompanying chart depicts the currently popular cathode materials, and rates each on six different criteria considered important in evaluating cells: specific energy, specific power, safety, performance, life span, and cost. The further the diagram extends from the center, the stronger the advantage in that criteria.
When all lithium ions in the cathode have migrated to the anode, the anode features a negative potential of about 3.38v with respect to the positive cathode. This then is the fully charged LiFePo4 cell.
SPECIFIC ENERGY Specific energy refers to the capacity of the cell to hold energy – how much energy it can absorb in the charge process for a given weight and volume. You might see specific energy delineated in either Wh/kg (Watt-hours per kilogram) or Wh/ltr (Watt hours per liter).
When discharged through an external circuit, electrons move from the negative anode to the more positive cathode producing a flow of current. As the negative charge on the carbon lattice decreases, lithium ions are released and migrate back to the cathode where they intercalate again into the iron phosphate/graphite cathode material.
A high specific energy is desirable in that smaller physical cells can be used in the vehicle, to provide essentially the same energy storage and thus range. We normally rate cell capacity in Ampere-Hours (Ah)or kilowatt-hours (kWh).
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SPECIFIC POWER Specific power refers to the ability of the cell to produce instantaneous current. When we say a cell can produce 10C current for 30 seconds, we are saying that it can deliver 10 times it’s energy capacity in Ah as current for a period of 30 seconds. A 100Ah cell could then produce 1000 amperes of current for 30 seconds. The corollary to specific power is the amount of voltage decrease or “sag” the cell exhibits when high current flows are demanded. SAFETY Safety generally refers to the safety of the cell when it has been abused or aged – overcharged or overdischarged. This is largely a function of the structural stability of the cathode material, but more importantly the propensity of the cathode material to release free oxygen when overheated. This leads to a thermal avalanche or runaway condition that can produce extremely hot fires that are quite difficult to extinguish. LiCoO2 were the earliest lithium ionic cells but are almost unavailable in the market at this point as they had a propensity to self ignite and cause fires. PERFORMANCE Performance refers to the ability of the cell to maintain power output and capacity in extreme heat or cold. All cells suffer a decrease in power output and capacity in colder temperatures for example. But this is much more pronounced using some cathode chemistries than others.
The Nissan Leaf and the Chevy Volt, for example, both use the Lithium Manganese Oxide Spinel or LiMn2O4 chemistry. It features basically GOOD specific energy, specific power, safety and cost factors. But cycle life and performance are basically average. Telsa has used the NMC chemistry from Panasonic. We rather disagree with the chart provided. It does have a very high specific energy. But the specific power, safety, and cost, and cycle life are simply not what is depicted here. They are moving to the newer Panasonic cells of Lithium Nickel Cobalt Aluminum to achieve even HIGHER energy density as well as power density. But as depicted, cost, cycle life, and safety are relatively low.
LIFE SPAN Each time you charge or discharge a lithium ionic cell, it has the effect of diminishing the capacity of the cell very slightly. We normally consider the life span of the cell as the number of full charge/discharge roundtrip “cycles” it can endure before this capacity value diminishes to 80% of the capacity it had when new.
We favor the LiFePo4 cells and both use and sell these almost exclusively. They have much lower energy density, but excellent power density, low cost, long cycle life, and are much safer more stable chemistries. We think low cost, long life, and safety are the most important elements for an automotive power cell, but do sacrifice significant range in opting for those qualities.
Cycle life for lithium cells ranges from a low of 800 for Lithium Manganese cells for example, to as high as 5000 cycles for some Lithium Titanate cells.
Each chemistry also features entirely different requirements for the care and feeding of the cells, charge processes, and management techniques.
COST
The rest of this section of the book will be devoted to the care and feeding specifically of LiFePO4 cells and should not be relied on for other chemistries at all.
Each of the different chemistries have different cost profiles. We normally measure cost against capacity such as $400 per kWh or $1.50 per ampere hour.
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“synchronizing” the state of charge anyway by shunting current around individual cells at a specific voltage, thus mimicking the action of hydrolysis. We call this “top balancing” and it is done with what has come to be termed a Battery Management System or BMS. The most common way to overcharge a battery is through relying on some of the more questionable Battery Management Systems designs to accurately terminate charging when the charging is unattended. The BMS fails, the charger continues to charge long after the battery is full, and typically in the wee hours of the morning, a thermal runaway starts – destroying the battery, the vehicle it is in, and often the building housing the vehicle. We have traced 16 infamous electric vehicle fires directly to improper use of a BMS.
The diagram accompanying shows the typical charge curve of a LiFePO4 cell.
The lithium cells do NOT actually drift apart with regards to state of charge or if they do, it is so slowly that it is not detectable by test instruments over months or even years. And so we favor an initial “balance” at the lowest state for charge or “bottom balance.” The pack is then charged normally to a specific charge level.
When charging LiFePO4 cells, the most important thing is to avoid OVER charging of the cell. This in all cases damages the cell and in the extreme, can lead to overheating and even fire.
The other caution when charging these cells is they simply do not charge below 0C or 32 degrees Fahrenheit. They actually will and can be used at temperatures far below that but they shouldn’t be charged below that temperature.
Most vehicle chargers are perfectly capable of automatically charging to a specific voltage and terminating the charge and are almost entirely reliable.
Low temperature charging causes lithium plating on the anode which is in all cases damaging and again, in some cases can lead to thermal runaway and fire.
There is a concept with lithium batteries that operates under the dubious theory that the cells must be “balanced” at the end of charge. This is actually left over habits carried over from lead acid cells. Lead acid cells have an internal charge transfer mechanism causing them to “self discharge” even when not in use. A series of these cells will of discharge into a load at exactly the same current level. But the self discharge of the cell when sitting varies widely from cell to cell. In a very short period of operation, the cells wander in their State of Charge and so when discharging toward the end, often a cell is destroyed by current reversal.
But more commonly, due to the way we charge these batteries, with just a few amp hours of energy put into them the voltage suddenly spikes up past the termination point. The charge is terminated. But you come out in the morning expecting your pack to be fully charged because the charge process terminated normally, if very very early. And you drive away only to learn that you have a very tiny amount of energy in the pack.
CHARGE CHARACTERISTICS
To prevent this, the cells are balanced basically by overcharging them. When a lead acid cell reaches full charge, any further energy put INTO the cell does not add to stored energy, but rather causes hydrolysis of the sulfuric acid/water mixture – giving off oxygen and hydrogen. By overcharging ALL the cells to full hydrolysis, you can resychronize all the cells to the same state of charge. Lithium ion cells actually do not have a redox reaction at all, and essentially no self discharge. And you cannot overcharge them at all without damage. But some enterprising individuals came up with a way of
As we stated earlier, the fully charged voltage of a LiFePO4 cell is about 3.38v. But the act of putting current into the battery makes this very hard to measure. While putting energy into the cell, the displayed voltage will be much higher than the true open circuit voltage of the cell. This APPARENT voltage is caused by the charge process and the diffusion of lithium ions into the anode matrix. When the charge is completed, it can take as much as 24 hours before the open circuit voltage settles to a true representation of state of charge. Because of this, we use a charge PROCEDURE that if followed formulaically, will bring the battery to a very nearly fully charged state. We do this with a constant current charge phase, immediately followed by a constant voltage charge phase. We refer to this as CC (constant current)/CV (constant voltage).
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Originally, the voltage used for this for LiFePO4 was 4.2v. Indeed 4.2v in theory works just fine. But take a look at the accompanying charge profile. You will see from a low state of charge, that if a large current is introduced, the voltage immediately rises. With small currents, this might be an immediate increase from 2.5v to 3.1v. The charge curve then flattens out and with large inputs of current over time, the apparent voltage rises very slowly until almost the end of the charge process.
Common wisdom regarding the care of lithium batteries requires a battery management system and a common myth advises you to balance the charge of those cells ensuring that each cell is charged to the same voltage. This has represented a huge opportunity to develop and sell inexpensive electronic devices to accomplish this at very high profit margins. A cottage industry has emerged to provide these. Unfortunately, most of these designs have been marginally effective and many are actually dangerous.
At about 3.45 volts, the charge curve again goes vertical and goes from 3.45 to 4.2 volts in just a few minutes with just a few final ampere hours of current.
Over years of actually driving cars using LiFePo4 cells, we have developed a very different approach to caring for these cells and maintaining them for many years and miles. It has proven curiously effective WITHOUT spending huge sums on expensive, complicated battery management systems that turn your car into a spaghetti wire nightmare.
There is really nothing to be gained there. As the cells vary in capacity, it is difficult to charge any specific cell to 4.2v without overcharging other cells beyond the 4.2v level.
The basic rule is do NOT overcharge these cells and do NOT overdischarge them.
CARE AND FEEDING OF YOUR CA SERIES CELL The new CA/FI series cell incorporates some nanoscale improvements in cathode and anode materials along with some significant improvements in electrolyte chemistry that represent the absolute peak of performance in LiFePo4 ionic battery technology. With a recently completed modern manufacturing facility, the China Aviation Lithium Battery Company has achieved production consistencies heretofore unachievable. The result is the new “grey cell” the CA/FI series. CA is an abbreviation of the China Aviation Lithium Battery Company (CALB). FI is a series abbreviation for iron phosphate (FePo) chemistry series I. This is their first series newly designed and manufactured subsequent to their acquisition of the Sky Energy Battery Company – the previous SE series. The China Aviation Missile Academy purchased this company, and subsequently invested nearly a billion dollars in new plant and manufacturing to form the China Aviation Lithium Battery Company. The new FI series offers some serious advantages over previous cells. They produce significantly more power than previous cells with a rating of 3C continuous output and brief outputs of up to 30 seconds at rates up to 10C. A CA100FI cell can produce 1000 amps with minimal voltage sag. The cells feature improved cold weather performance. Longer cycle life. And due to better capacity consistency, they are easier to manage in serial strings.
Observing those two precepts will ensure many years of service. If you fail to observe this, even once, it will most likely result in cell destruction and loss, and it will absolutely lead to early capacity loss of your pack. But achieving this takes a bit of strategy.
BOTTOM BALANCING The cells do not actually drift apart from each other with regards to state of charge. And the top balancing process does not actually even balance anything. The charge process for LiFePo4 cells involves charging at a fixed current until a specific voltage is reached, and then holding that voltage until the current decreases to a certain minimum value. This is termed a Constant Current (CC) / Constant Voltage (CV) charge curve. The CC/CV charge curve really has little to do with the actual battery voltage. The true open circuit voltage of the cell is nominally 3.38v and cannot be measured until some HOURS after the charge procedure. The CC/CV charge process is a PROCEDURE – a recipe that if followed carefully, will RESULT in a fully charged cell. The basic recipe is: •
Charge at a fixed current of 0.5C until the cell terminals measure 3.60 v
•
Hold the voltage precisely at 3.60v decreasing current as necessary to keep this voltage from rising. As the cell adds energy, the voltage will naturally rise.
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•
When the current has reduced to 0.05C terminate all charging.
•
The voltage will immediately start to decrease.
Within a few hours, you should measure something in the range of 3.35- 3.38v on the cell terminals. THIS is the open circuit cell voltage.The 3.60v was a procedural measurement. NOT a cell voltage. So for a 180Ah cell, you would charge at 90 amps to 3.600v and terminate when the current decreases to 9 amps. For most of us, this procedure is not performable. Our chargers might manage 15 or 20 amps. But the procedure is reasonably flexible.
•
Charge the entire string CC/CV to 3.55 x NUMBER OF CELLS. A 100 cell string would charge to 355 volts.
•
When charging is complete, the pack should gradually decrease in voltage to about 3.32-3.34 volts per cell.
It is relatively easy to build an inexpensive device to help bleed cells using a 250 watt 0.1 ohm resistor with some terminal clamps. This will bleed individual cells at a rate of about 30 amps. EVtv offers the Revolectrix Powerlab 8 Battery Workstation which is quite effective at automating the discharge process. BATTERY STRAPPING
To account for this, and to intentionally UNDERCHARGE our cells a bit to maximize cycle life, we at EVtv NEVER charge to the full 3.60v. We normally use this procedure to a measured 3.55v and we’ve had very good success with this. At the low current levels we can accomplish, the charge curve is so steep that little additional energy is actually put into the cells between the 3.50v and 3.60v marks in any event. So little range is lost. But a lot of problems are avoided.
Your cells from EVtv came with some very high quality tinned copper braided straps, terminal bolts, and some unique camlock wedge washers from Nord-Lock. To connect your cells in series: 1.
With a fine sanding block or garnet sand paper, lightly burnish the cell terminals. The positive terminal is the inner circle of aluminum while the negative terminal (anode) has a copper inner ring. Polish these to a high shine. This removes surface oxidation from the terminal significantly improving conductivity.
2.
The tinned copper braided strap has two sides. The top side features rounded edges on the terminal bolt slot. The bottom side has a sharp edge on the terminal bolt slot. Use the sanding block to lightly burnish the bottom side in the terminal bolt area. Do NOT remove all the tinning there. Just lightly buff the surface, again to remove microscopic oxidation.
3.
Position the strap bridging the positive terminal of one cell to the negative terminal of the next cell in series and hold in position with one hand.
4.
Insert stainless steel hex head screw and Nordlock washer to each terminal bolt hole WHILE holding the strap firmly in position. Do not tighten until both screws are threaded into the terminal holes. By holding the strap in position and making sure both screws are installed, you avoid flopping the strap around and making contact with other terminals of the pack causing severe arcing.
5.
Carefully tighten each M8 hex head screw to 14.5 ftlbs of torque – 20 NMs using a 10mm socket or an SAE ½ socket. M6 requres 6.5 ft lb or 9 NM.
BOTTOM BALANCING PROCEDURE Note that we do NOT top balance the cells when charging a string of cells in series. So how do we assure that the cells are all at the same state of charge – essentially balanced. We do this ONCE when the cells are new and installed in the vehicle. And we do it at the BOTTOM of the charge curve. •
Discharge each cell individually at a low current level of 30 amperes until the cell measures 2.50v
•
Allow the cells to rest overnight.
•
The cell voltage will “bounce” or recover to some value in the 2.75-2.85v range.
•
Discharge the cell to 2.65v
•
Allow it to recover for 30 minutes.
•
Continue this process until a stable reading of 2.75+/0.05v is obtained.
•
Once all cells are at 2.75v, assemble into the series string in your vehicle for use.
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This strapping system is very effective but in some very subtle ways. Strapping batteries is actually a terribly important element of battery care because the cells are rarely installed in indoor static environments. The automotive environment is actually a bit of a challenge. And it is worthwhile to expand on this a bit. Most metals have an interesting feature in that as they carry large current loads they heat. As they heat their resistance to current flow actually increases. Unfortunately this causes more heat. Which causes more resistance. Terminal connections, because they use dissimilar metals, stainless steel, copper, tin, aluminum, are subject to galvanic corrosion. Corrosion increases the resistance of the connection. This increases the heat generated by current flow through it. At some current/heat level, the junction of the terminal goes into thermal runaway where it gets hot, the resistance goes up, it gets hotter, increasing the resistance, and the result is a “blown” terminal. The terminal melts and sometimes blows explosively. The battery cell is still perfectly operational, but the terminal has blown off the cell and in some cases taking cell casing with it. This entire process is exacerbated by two things in the automotive environment. Vibration and thermal cycling. Vibration occurs in a car going down the road on a continuous basis and at a number of harmonic frequencies. Low frequency vibrations cause the cells to jostle vertically and this action causes the battery straps to pry up and down on the terminal bolts, stressing the connection. Higher frequency vibrations simply tend to stress the bolt/thread interface, causing bolts to back out and loosen. Thermal cycling is also a problem. Each time you press the accelerator, this increases the power draw and current from the batteries. This current heats the connection. As soon as you take your foot off the accelerator, the current demand is decreased, causing an immediate cooling of the connection. This is repeated hundreds of times on even a short drive. Seasonally ambient temperatures of course vary as well and there are temperature variations even from day to night in the same season. All of this works to loosen the terminal connection. Using manufacturer supplied copper straps, bolts and lockwashers, we observed that after just a couple of months, EVERY SINGLE terminal in our battery pack had loosened by 1/8th to 1⁄4 of a turn. And this leads to the admonition to check and tighten each battery terminal on your electric vehicle once per month.
This is almost unachievable on most electric vehicles. Batteries are installed all over the car many in difficult to reach areas. The normal driver of such a vehicle cannot be expected to locate, inspect and tighten each and every battery connection on a monthly basis no matter how excellent that practice might be. We developed the EVtv battery strapping procedure to address this. And we are pleased to note that vehicles assembled six months or a year earlier have been inspected with ZERO terminal loosening or corrosion.
TINNED BRAIDED COPPER BATTERY STRAP. The role of this strap is quite important. The flexible braided copper in the middle of the strap allows each END of the strap to displace vertically WITHOUT prying on the terminal bolts. The tinned surface is an intermediary metal between copper and aluminum in the galvanic hierarchy and decreases the galvanic potential, and thus corrosion, of the dissimilar metal junction. These straps are capable of carrying high currents with minimal resistance. The individual braided copper wires actually decrease the resistance compared to a solid copper metal strap and dissipate heat more quickly than solid bar type straps.
ZINC COATED WEDGELOCK WASHER. The zinc coated wedgelock washer serves two purposes. First, it “locks” the bolt in position. These washers are VERY hard material with serrations on the top and bottom half of the washer. These serrations are harder than the strap and harder indeed than the stainless steel bolt. They dig into the material and grip it very firmly. The interface of the two washer halves features a reverse sliding cam. Any force tending to back the bolt off causes this cam to slide toward a wider interface, increasing the pressure of the bolt thread on the terminal hole thread. Load cell vibration testing has demonstrated that these Nordlock washers are many many times more resistant to bolt loosening than lock washers, wave washers, or any other locking type washer. The ZINC serves as a sacrificial anode to prevent galvanic corrosion. Any galvanic action causes loss of zinc, rather than erosion of the copper, tin or aluminum. It is critically important to maintain clean, tight, corrosion free terminal connections in your battery pack. This EVtv strapping system assures that with a minimum of maintenance.
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STATE OF CHARGE MONITORING. There are several reasonably effective ways to monitor state of charge. ODOMETER. Least effective, and generally overlooked. But you will relatively quickly learn the range of your vehicle. By resetting your trip odometer after every charge, you have a reasonable rough estimate of how far you can go. CELL SIZE CA40FI CA60FI CAM72FI SE100AH CA100FI CA180FI
Screw Size M6-16 M6-16 M6-12 M8-16 M8-16 M8-16
Torque 6.5fp/9nm 6.5fp/9nm 6.5fp/9nm 14.5fp/20nm 14.5fp/20nm 14.5fp/20nm
Face/Face Strap Size 40mm 40mm 30mm 70mm 70mm 70mm
Edge/Edge Strap Size 50mm 50mm 70mm 60mm 60mm 76mm
PARASITIC LOADS. In order to prevent overcharging or overdischarging any particular cell in your battery pack, it is important that their state of charge relationship be maintained at all times – that they remain “in balance”. There are all sorts of theories as to why they will inevitably drift OUT of balance due to differences in location, temperature, and “internal resistance.” In practice, we have observed NO measurable drift in cells over periods of several years in battery packs in daily service in vehicles. NONE measurable. However, it is possible to induce imbalance by drawing energy from some cells, while NOT drawing energy from others. And even tiny 10 milliampere loads become cumulative over time. For example, we used some very tiny voltage measurement devices to monitor 16 cells out of our pack. The devices were actually powered by the cells they measured and as it turns out, not even equally then. Over a period of three months, this moved those cells 15 Ampere hours away from the rest in the pack. When we drove the car to a low SOC, those cells were destroyed. So be very careful NOT to power anything, even at tiny levels, from your pack UNLESS you are drawing from the ENTIRE pack. Instrumentation and well intentioned battery monitoring efforts are the most common parasitic loads causing imbalance. But we have had some individuals try to use the first four cells as their 12vdc power supply. This does not work out at all well.
VOLTMETER. An accurate voltage reading of your entire pack voltage is very important. Fully charged, your pack should indicate about 3.34 volts per cell. So a 36 cell pack would read about 120 to 120.5 volts. It is particularly important to check this voltage when starting your first drive after charging. This is to MAKE SURE you actually DID charge the battery overnight before starting your daily driving. At 90% discharge, you will note a voltage of about 3.00v per cell. On a 36 cell pack, for example, this would read 108v. At that point, you need to be done and plugged in. You have little left in your pack. The problem with voltage is that in this 36 cell pack, you will quickly drop to 117 volts or thereabouts, and then the voltage won’t really move much. Very gradually decreasing to 114 volts. From there it will dive to 108 volts in a mile or so of driving. So the voltage indication, while good, is not at all linear. COULOMB COUNTING. The best indication of state of charge is by counting the actual current flow out of your pack. This is done by ampere-hour or kilowatt hour metering. An accurate AH or kWh meter is simply required to live with lithium ion batteries. The more accurate the better. We offer the JLD404 meter at EVtv. It accurately counts ampere hours. If you have a pack of 180 Ah, at full charge you will have about 180 amphours to “spend” driving. Reset or ZERO your amp hour meter after charging. It will then count the cumulative energy out of your pack as you drive and provide a digital display of amp hours. When you reach 180, you are 100% discharge. Your batteries will last many times longer if you restrict usage to 80% depth of discharge (DOD). This would be 0.8 x 180 or 144 amp hours. Your cells are rated for 2000 cycles at 100% discharge and GREATER THAN 3000 cycles if you restrict usage to 80% discharge.
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If your pack ever reaches 2.50v per cell (on a 36 cell pack – 90 volts), you are basically at 0% state of charge. Any activity below that will cause damage. But note that this is a STATIC measurement – parked and sitting. Your cells may well dip below 2.5 v when under load and still have some percentage SOC left.
and very minimal effect on cell life. This means that a 100Ah pack could be charged at a rate of up to 300 amperes (3C), but that a 180Ah pack should really be limited to 300 amperes as well. At 3C, your pack would be fully charged in 20 minutes. But current rates above 300 amperes regardless of C cause significant terminal heating.
NORMAL CHARGING Normal charging of your cells should be done in series, using a Constant Current to a voltage of 3.5v times the number of cells in the string. If you have a 48 cell series battery pack, this would be 3.5 x 48 or 168 volts. On reaching this voltage, your charger should switch to a Constant Voltage procedure to hold that voltage fairly precisely. As the energy in the cell rises, the voltage will tend to rise as well. In order to hold it at the CV voltage, the current will have to be decreased. Almost all chargers do this automatically.
There are several fast charging standards emerging, including ChaDEmo, and SAE J1772 Rev B Level I and II DC charging. For CA cells, the fast charge procedure is very simple. Charge at up to 3C to 3.50v X number of cells. Terminate the charge at that point. Note that we forego the constant voltage portion of the charge procedure entirely. Simply charge at a fast rate to the CC/CV voltage, and terminate. This leaves the cells slightly undercharged, but that final few percent is where most of the heat from fast charging comes from.
CV should be maintained until the current declines to 0.05C. This would be 5 amperes on a 100 Ah cell or 9 amperes on a 180 Ah cell.
DISCHARGING
At that point all charging should be terminated. No float or equalizing charge is required and indeed a float or equalizing charge would inevitably overcharge the cells and damage them.
CA series cells are rated at power outputs of 3C continuous and up to 10C for 30 seconds. A 100 Ah pack could provide 300 amperes of current continuously or 1000 amps for accelerations.
Immediately after charge completion, the voltage of the pack will begin to fall. Within an hour or so, it will reach approximately 3.34 x number of cells. Again for a pack of 48 cells 3.34 x 48 = 160v. After charging, before operating your vehicle, check the pack voltage to ensure that it is close to this value. Operation of DCDC converters and other items in the car may have decreased it very slightly, but it should be very near this 160v. This is to make sure the car actually DID charge overnight, before embarking on a long trip. Lower voltages indicate some interruption in the charge process and a partially charged pack. ALL charging should be done at a cell temperature ABOVE freezing – 32 F or 0C.
FAST CHARGING One of the perceived drawbacks to electric vehicles is the time it takes to refuel them. Ironically and for many surprisingly, the batteries really aren’t the restricting element here. The available power from the charger is. The CA cells can be safely charged at currents of up to 3C and up to 300 Amps with very little temperature rise (typically 10F)
That does not imply that they should be operated to the maximum at all times. Indeed there is some evidence to suggest that cycle life is related to driving cycle load. And so you will always be better off with a larger capacity cell in relation to your power demands. 180Ah cells in the same vehicle on the same load will simply last longer than 100Ah cells in the same application. The cells can be operated until cell voltage reaches 2.5v. Indeed, during 1000 amp accelerations, a full pack may experience this. Your cell is fully depleted 100% when it reaches 2.5v with NO LOAD. You will observe when stopped at a stop light, for instance, that the pack voltage climbs or “recovers”. As long as it does this to a voltage greater than 2.5v x the number of cells, you still have charge left. That said, the discharge curve is very non-linear. Quite flat in the middle and quite steep towards the end of charge. And so the difference between 3.0v and 2.5v may only be a mile or so. We would urge you to consider your pack “empty” at 3v x number of cells (144v for a 48 cell pack).
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You can further extend the life of your pack by limiting discharge to 80% depth of discharge (DOD). This corresponds approximately to 3.10v x number of cells. (149 volts for 48 cell pack).
TEMPERATURE CONSIDERATIONS CHARGING One of the serious weaknesses of lithium ion cells is temperature. Actually all batteries suffer from temperature issues. But the lithium cells are quite different from other cells. The most serious issue is cold weather charging. All charging should occur in the temperature range of 0 to 45 degrees centigrade. (32 â&#x20AC;&#x201C; 113F). You simply should not charge your pack at any temperature outside of this range. The most limiting part of this is the cold temperature charging. 32F or 0C is actually a relatively high temperature. But charging at temperatures below this, the lithium ions are simply unable to diffuse properly into the carbon anode of the cell. And so lithium plating of the anode occurs and it is IRREVERSIBLE. It causes capacity loss at best. And at worse, can lead to catastrophic failure of the cell during subsequent normal temperature charging and discharging. The high temperature restriction is good practice, but somewhat more forgiving up to 50 or 55C. The ill effect is just higher aging losses of the cell. And note that LiFePo4 cells are much more resistant to the effects of high temperature than the other cell chemistries. You can alleviate the effects of low temperature on the cells by actively heating the cells while charging in cold weather.
DISCHARGING Fortunately, charging and discharging are asymmetrical. You can safely DRIVE your car and discharge the batteries down to -20C or 0F. There are some issues you should be aware of however. REDUCED VOLTAGE. Your voltage indications will all be off with lower readings of pack voltage initially and sometimes alarming deviations downwards while accelerating. This is normal operation in cold temperatures. REDUCED CAPACITY. If you have a 180 Ah pack in normal temperatures, you assuredly do NOT have a 180Ah pack at 0 degrees Fahrenheit. Expect capacity loss of up to 20%. Keep an eye on your ampere hour meter and your voltmeter.
REDUCED PERFORMANCE. At low temperatures, the cells will not produce current and power as promptly as at normal temperatures. Because of the reduced voltage under load, the vehicle will likely feel sluggish and weak compared to operation during normal temperatures. Again, you can alleviate the effects of low temperature on the cells by actively heating them in cold weather.
CELL POSITION The manufacturer advises us that the ideal mounting of the cells is vertical with the vents pointing UP. Mounting the cells upside down is absolutely forbidden as this causes electrolytes to pool in the pressure vent, disabling it. Horizontal mounting is somewhat more controversial. The manufacturer advises this shortens cell life, with mounting on edge preferable to mounting flat side down horizontally. We have yet to receive a cogent explanation of why horizontal mounting would cause any decrease in battery life or capacity. All such explanations we have found on the Internet are demonstrably nonsense. But this remains the manufacturers recommendation and we pass it on.
CAUTIONS AND WARNINGS Danger of intense fire and explosion. There have been repeated and numerous incidents of vehicles burning to the ground in intense fires that have melted the glass out of the windows, burned the tires off the wheels, and actually melted large steel components such as the transmission. There has also been significant collateral damage to garages, warehouses, and other areas where these vehicles were stored at the time. In essentially every case, the fire was BMS related. The actual scenario is generally that the vehicle was wired to where the BMS controlled the charger. The BMS failed in some way, usually from electrostatic interference, lightning strike, etc. and failed to terminate the charge. If these cells are significantly overcharged, the anode builds up ferric iron shunts, and a combination of the continuing incoming current and the breakdown of the SEI passivity layer on the cathode causes an exothermic reaction between the
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lithium ions in the anode and the electrolyte. At about 90C, the electrolytes begin converting to a gas, the cells swell and the pressure vent releases flammable electrolytes into the air. If those don’t ignite, continued recombination of lithium ions and electrolyte reaches a temperature where the cathode begins to break down and release free oxygen. The cell goes into thermal runaway and the result is an intensely hot fire that is very difficult to extinguish. There is a myth floating about the Internet that swelling in lithium cells is normal. In no case is it “normal”. It is ALWAYS a sign of significant overcharge, or significant over discharge. If it occurs, the cell can go thermal and result in a fire DAYS OR WEEKS LATER. This can happen even with no further charging or discharging at all. Indeed, in numerous instances, the fire has been PUT OUT by the fire department, only to RE-IGNITE several days later. Operated within their normal range, these cells are virtually indestructible. Even with case puncture by nails or bullets, they do not go into ignition. High external temperatures can set them off, but they have to be in excess of 90C. LiFePo4 cells are DRAMATICALLY safer than Lithium Cobalt or Lithium Manganese cells. But they can STILL suffer dramatic and intense thermal events – almost always caused by over charging. It is critically important to use a quality charger that reliably terminates the charge process. Most failures are the result of well intentioned efforts to AUGMENT this and make it safer. Generally they result in ancilliary failures that make it LESS safe.
PRECAUTIONS DURING ALL MAINTENANCE There are several things you should be aware of while working on these cells. Electrocution is of course a hazard on high voltage packs. Oddly, we’ve never heard of anyone being electrocuted working on a car with these cells or even receiving a serious shock requiring medical attention. The danger is more about heat and burns. Do NOT wear rings, watches, Peace Symbol pendants, or other jewelry when working on any electric vehicle. If you happen to get a wristwatch across two points on the pack, you get your arm back after your hand burns off and falls to the ground. The current through the wristwatch or ring or whatever can go as high as 3000 amps. Imagine 10 arc welders connected in series. By far the most common mishap is to drop a wrench or tool into the battery box – shorting two terminals in adjacent rows of the pack. This almost instantly results in blobs of molten metal
shooting in all directions and if a drop of this hits you it makes a very painful burn. Worse, in some instances we’ve actually had metal wrenches, eyeglasses and so forth not only melt, but gasify into a glowing plasma ball that can last for a number of seconds. Just the LIGHT from this can cause serious skin burns and the temperature at the center of these plasma balls can be as high as 5000F. We insulate all tools and wrenches used to strap batteries with milspec heat shrink so that it simply cannot span two terminals of the pack. You WILL drop tools and eyeglasses into your battery pack. Have a plan. We use a maintenance switch to disconnect the pack in the middle and keep a pair of cable cutters handy whenever working on the pack. We also install a Ferraz Shawmutt fuse in every pack we build. But noneof those precautions will have any effect on dropping a tool across adjacent cells.
BATTERY PACK SIZING CALCULATIONS One of the most interesting and difficult questions for those considering a vehicle conversion is how to size the battery pack. How many cells, what voltage, etc. The first consideration for battery size calculations is the limits of the chosen drive train. Most motors and controllers have limits on power, and most importantly voltage. If your controller is limited to 120vdc input, you don’t really want to build a pack larger than the controller can take. The second consideration is of course physical. How much room do you have for cells and how much cell weight can your vehicle safely carry. At that point, pack sizing is mostly an exercise in determining how much range you desire. And range has penalties – larger up front costs for the cells, more weight in the car, and less performance because of the weight. CALCULATING PACK SIZE. The battery pack is normally sized in kilowatt hours – kWh. A kilowatt is simply 1000 watts and a watt is a function of both current and voltage. A kWh would be consumption of 1000 watts for one hour. This increment of measurement is how your utility bill for your house is rated. Calculating pack size in kWh is quite simple. The nominal pack voltage times the amp hour capacity.
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The NOMINAL voltage of a cell is its AVERAGE voltage across the span when discharging from FULLY charged, 100% SOC, to fully discharged, 0% SOC. For LiFePo4 cells, we normally speak of a nominal voltage of 3.2vdc. If you have a 100 cell pack of 100Ah cells, then this is 320v x 100Ah for 32000 Watt Hours (Wh) or 32 kilo Watt Hours (kWh). Range is a function of power use, which will vary wildly and widely. But we have developed some rules of thumb that by and large work. If you take the weight of the vehicle and divide by 10, this will give you a pretty good measure of your expected energy usage per mile. A 2400 lb vehicle will require about 240 watt-hours per mile of distance travelled and an 8000 lb vehicle will require, on average, 800 wH per mile. As we have noted numerous times, actual power use is a function of speed and driving technique and varies widely. But we have found that in the course of a month or two of just “driving” you will average about 1 Watt hour of energy for every 10 pounds of vehicle. You do generally want to include yourself in that weight measurement if you will be driving. Range then becomes packsize/power use. For a 2400 lb vehicle with 16kWh pack, 16000/240 or 66.66 miles. This represents the absolute MAXIMUM RANGE of the vehicle. Again, we advise you limit discharge to 80% of your available energy to achieve maximum cell life. And so 66.66 x 0.8 = 53 miles. We term this SAFE RANGE. And so you should size your pack for your desired “safe range” values.
NISSAN LEAF BATTERY MODULE
This is the first generation cell from China Aviation Lithium Battery Company, originally the Sky Energy SE cell.
These were unused cells from the Better Place Bankruptcy Liquidation.
These cells are brand new, never used cells but are obsolete. We took all of CALBâ&#x20AC;&#x2122;s remaining stock for liquidation. But these cells are no longer under warranty. No returns for any reason.
Made in Japan for Renault Influenza these are identical to the cells used in the Nissan Leaf. These are LiMn2O4 cells with four cells in each module 2S2P for a nominal 7.6 volt 65Ah module. Energy Capacity Length Width Thickness Weight Cathode material Anode Material Max discharge current Max charge current
CALB SE100AHA CELL
$208.00
Quantity Limited.
500 watts. 11.9291" (303 mm) 8.7795" (223 mm) 1.3779" (35 mm) 8.3775 lbs (3.8 kgs) LiMn2O4 with LiNiO2 Graphite 210 amps 87.5 amps
The cells we have tested from this lot have all been in excess of 100 Ah in capacity and perfectly operational to specification. Cathode Anode: Nominal Voltage: 3.2 Capacity Energy Max Charge Voltage Max Charge Current Max Continuous Discharge Max Pulse Discharge 10 seconds Height Width Thickness Weight Charge temperature Operating temperature
ted Limi tity l Quan ecia p S Sale 00
$90.
LiFePo4 graphite 3.2 100 Ah 320 Watts 3.65 300A 300 A 700A 8.5 inch/216mm 5.5 inch/142 mm 2.64 inch/67mm 7.05 lbs/3.2kg 0-45C -20-55C
Normal connection: 70mm braided tined copper strap. Adjacent Connection: 60 mm braided tinned copper strap Terminal: M8 1.25 x 16 stainless steel. Torque Terminal Bolts to 20 newton-meters or 14.75 ft-lbs.
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BATTERY CHARGERS One of the more important devices in any electric car is the battery charger. The number one way to defend your batteries from disaster is to select a quality high voltage battery charger. Without a charger, you have an electric car that can make one trip – until discharged. After that it is useless until you can replenish the energy stored in the battery. Almost all chargers have three important specifications: Max Voltage, Max Current, and Max Power. Note that these three factors are related and ALL of these limitations are in play ALL the time. Let’s say we have a 3.3kW charger with a maximum voltage of 500v and a maximum current of 11 amps. If we charge a 500 volt battery, we will never get more than 3300/500 or 6.6 amperes in spite of the fact that it is an 11 amp charger. This is because we cannot charge at a higher rate than 3300 watts. Similarly, if we charge at 200 volts you would think 3300/200 would allow 16.5 amps. But actually we cannot exceed 11 amps and so we are actually only getting 2200 watts out of our 3300 watt charger. And so it is important to select a charger with a maximum voltage just BEYOND what we will ever need and usually the highest maximum current we can get. Unfortunately, larger currents mean physically larger chargers and higher prices. Our charger selection is very much a function of our charge voltage and energy capacity of our battery pack. If we had a pack of 48 180Ah cells, we would want to charge that to approximately 3.6 x 48 or 172.8 volts. We would probably want as high a current as we could get in a 192v or 203 volt charger then. This will allow us maximum current. If our current is limited to 10 amps, it will take 18 hours to charge a fully depleted 180Ah pack. This is too long to ensure we are fully charged overnight. A 30 a charger might be better – getting a maximum charge down to 6 hours. COOLING Some chargers are water cooled, allowing a smaller physical size for the same power. If we have a water cooled inverter or motor this is absolutely not a problem. We simply run hoses to connect it to our inverter or motor. When driving, the charger will actually act as a heat sink and help cool the motor. When charging, the motor obviously isn’t used so it
acts as a heat sink to assist in cooling the charger. But if we are NOT cooling our drive train, we have to have an entire cooling system just for our charger. This tends to wipe out the advantage of a smaller charger in the weight and volume required for the cooling components. FIXED OR CONFIGURABLE Most chargers are configurable - allowing you to modify your actual charge voltage within certain constraints. We think this is a very important feature in that it is very important to charge your pack to the correct value and that can change. After completing a build, it is all too often the case that you later add a few cells for improved range and performance, or remove a few to make space for something else. If you buy a fixed voltage charger, you usually have to return it to the manufacturer to have that voltage modified if it even can be. This can involve months of delay and additional expense. Fortunately, we are increasingly seeing configurable chargers where you can alter the voltage to some degree using LED’s and pushbuttons usually. And more and more, we find fully configurable CAN controlled chargers virtually allowing you to tune the voltage right in to anything within the range of the device. But again, fixed chargers are less expensive. And it is relatively rare once you have it working to revisit this adjustment. EVSE We also include the charger connections to your power source. This is NOT a charger, but an Electric Vehicle Support Equipment or EVSE. We provide and list inlets and cables for SAE-J1772 Rev B. This is the 120/240vac power source for your charger. In this catalogue, we introduce for the first time inlets and cables and plugs for the CHAdeMO fast charge standard. EVTV will be working early this year to bring you a complete kit to make your car CHAdeMO compatible.
3 kW PFC CHARGER For budget minded EV builders, the Hangzhou TieCheng charger (TC Charger), also known as the Chennic or Elcon charger (two trading companies that sell it). has emerged as the low cost charger option. The drawback is that you must select a charge profile when you order it, and it is permanently configured. It cannot be changed by the end user. EVTV has now developed an add-on controller. This controller allows you to connect a laptop with USB terminal program to change the voltage, current, and ending current for the CC/CV profile for your batteries using simple commands such as V168.5 A15.4 The result is a reasonably priced charger you CAN easily control That's the entire configuration process. The new value will immediately be saved to permanent memory. You can AC Input Voltage Range AC Input Frequency AC Power Factor Full Load Efficiency Mechanical Shock & Vibration Resistance Level EnvironmentalEnclosure Operating Temperature Current Limit Temperature Mechanical Dimensions Net Weight
AC85V~AC265V 45~65 Hz ≥0.98 ≥93 Conforms to SAEJ1378 Standard
It uses the same EVTV CAN adapter setup to set the charge voltage, current, and termination current, but is capable of much more power. . AC Input Voltage Range AC Input Frequency AC Power Factor Full Load Efficiency Mechanical Shock & Vibration Resistance Level EnvironmentalEnclosure Current Limit Temperature Operating Temperature Shutdown Temperature Mechanical Dimensions Net Weight
AC85V~AC265V 45~65 Hz ≥0.98 ≥93 Conforms to SAEJ1378 Standard IP65 75C -40C +55 85C 365mm×352mm×139mm 13.80kg
Charger features protection for reverse polarity and short circuit on the output.
IP65 -40℃ +55℃
Specify Size:
75C 11.5/352mm×10/252mm×6.5/168mm 10.24kg/22.7 lbs
then disconnect the laptop entirely. Specify Size: 34v max 80A 65v max 50A 103v max 32A 130v max 24A 161v max 20A 203v max 16A
5 kW PFC CHARGER This charger is the big brother to our popular 3kW PFC charger, but with a maximum power of 5000 watts.
$1395.00
66v 80amps 96v 56 amps 112v 50 amps 130v 44 amps 168v 36 amps 192v 30 amps 233v 24 amps 289v 20 amps 389v 15 amps 417v 14 amps
$2185.00
4 kW PFC CHARGER This charger is the big brother to our popular 3kW PFC charger, but with a maximum power of 4000 watts.
3.3 kW LEAR CHARGER.
It uses the same EVTV CAN adapter setup to set the charge voltage, current, and termination current, but is capable of much more power. .
AC Input Voltage Range AC Input Frequency AC Power Factor Full Load Efficiency Mechanical Shock & Vibration Resistance Level EnvironmentalEnclosure Current Limit Temperature Operating Temperature Shutdown Temperature Mechanical Dimensions Net Weight
AC85V~AC265V 45~65 Hz ≥0.98 ≥93 Conforms to SAEJ1378 Standard IP65 75C -40C +55 85C 365mm×352mm×139mm 13.80kg
Charger features protection for reverse polarity and short circuit on the output. Specify Size: 208v 22 amps 258v 18 amps 290v 16 amps 389v 12 amps
200-420v output. Up to 11 amperes. This OEM quality charger was used in the CODA automobile and the Chevy Volt. A similar charger was used for the SmartForTwo ED. Includes an EVTV CAN controller allowing you to set the charge voltage and current. Also includes both AC input cables and the DC output cables and connectors. Water Cooled. 21 lbs 12 x 8 x 5 inches
$1595.00
Economy J1772 charge inlet This is actually a pretty high quality unit but made of plastic, unlike our higher quality billet aluminum unit. It has no cabling, so you will have to wire it yourself. But it is a perfectly serviceable J1772 inlet of OEM quality.
$1895.00 $99.00
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Brusa NLG513-U1-O1l 3.3kW Charger Our first charger was a Brusa NLG513 model and we use them still in Speedster Redux, the Electric Spyder 550 and the 2009 Mini Cooper Clubman. These chargers are quite configurable, very high quality build, and reliable. As part of the Azure Dynamics Liquidation auction we purchased a block lot of these excellent chargers new in box on a pallet. And so we are able to offer them to our viewers at a very low price. We have chased down the pins, inserts, and housings you need
$2295.00
OPTIONAL AZURE DYNAMICS CABLE SET FOR BRUSA NLG 513 CHARGER We include housings, inserts and pins for the Brusa Charger connectors allowing you to build your own custom wiring harness for your car. This is actually kind of a big deal as Brusa used a very peculiar and expensive set of connectors for this device. This works well enough. But we did pick up a very limited number of sets of very professionally built cable sets for the Azure Dynamics eTransit Connect vehicle. This cable set for the charger includes the J1772 charge connector and a factory made harness. 00
$295.
for the AMPSEAL 23 connector, the mains cable and the battery cable. Right down to the two thermistors and DB-9 connector Brusa normally provides. This is a FULLY ISOLATED CHARGER and capable of 520v, our highest voltage charger offering. And what that means is that you can easily use two or more of them TOGETHER with no problems. The CHARGESTAR software allows you to access the charger via a Windows Laptop and serial port to write a bewildering array of charge profiles using time, temperature, current, voltage, almost any parameter you want. These are stored and then used automatically when you plug it in. The device also features CANbus communications. So you can control it from other devices or report voltage and current and so forth on a CANbus. Very high quality build. It is quite small physically. A beautiful piece of work. Range input voltage Max. input current Range input frequency Range charging voltage Max. charging current Efficiency Weight
100-264 V 16 A 48-62 Hz 200-520 V 12.5 A 93% 6.3 kg
YAZAKI CHAdeMO plug with 20 foot cable.
BILLET ALUMINUM SAE-J1772 Charge Port WITH the AVC2 circuit to respond to control pilot signals and proximity switch.
$3600.00
$295.00
This device includes a relay you can use to disable your controller or perform other actions (turn on dash indicator?) whenever your car is connected to J1772 EVSE. Complete instructions for adding J1772 charge capability to any electric vehicle. Billet aluminum connector lasts forever and looks great on your vehilcle. Everyone wants to see "where you plug it in." Make yours look truly professional. Make use of thousands of J1772 charge stations across the country. ModularEVPower.
Yazaki X1DT0028 CHAdeMO DC Fast Charge Inlet.
120A 500v. This is the top of the line in CHAdeMO certified charge plugs. ・IEC62196-1 compliant ・UL 2251 compliant ・CSA C22.2 No.282-13 compliant Safe charging achieved by latch position detection (CHAdeMO 1.0 compliant)
Sumitomo CHAdeMO Plug/ Cable
$895.00 This is probably the highest quality CHAdeMO DC charging inlet available.
This CHAdeMO plug with 20 foot heavy duty cable is rated for 500v, 125 Amperes, and 10,000 insertions.
Comes with 3 feet of cable. 2 power cables and 7 signal wires. Rated at 500vdc and 120Amps.
The new connector design is aluminum with acrylic resin paint.
Dampered weather cover.
Power pins are 2 AWG tough-copper with silver plated contacts.
This is the inlet you need to make your electric car CHADEMO fast charge capable. Other electronics are required. But this is where it starts.
$2695.00
Seven 18AWG signal wires are rated for 2 amperes.
EV Motor Werks JuiceBox 15kW EVSE Charge Station Power - 60 amps at 240vac. That's 15 kiloWatts. It has a J1772 cable that was previously rated for 70A.
• Meets SAE J1772 2012 standards. • Protective cover, nice shape, and easy access open/close button. • Designed for safety to prevent users from personal injury. • Protection Class: IP54 (mated) • Made out of reliable materials, nonflammable, environmentally protected, abrasion resistance, impact resistance, oil resistance, and anti-UV.
Programmability: Using the provided four button remote control, you can set the current levels, the time of day that it will charge including delaying charging until off peak periods. Display - easily shows kWh charged, current, voltage.
J1772 Socket-Inlet with 1.5m-5ft Non-UL cable - 50A 120/240V
Performance
$795.00
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Operating temperature: -30°C ~ +50°C Rated current: 50Amp Operating voltage: 120 ~ 240V AC Insulation resistance: >1,000mΩ (DC500V) Terminal temperature rise: <50K Withstand voltage: 2,000V Contact impedance: 0.5 mΩ Max Vibration resistance: Meets JDQ 53.3 requirements
Wireless access: A Wifi board connects to the Internet automatically using the WPS button on your router.
Mechanical Properties
Open source: uses Arduino multicontroller with published source code allowing you to make the display look like you want, change the wireless reporting to your own server, etc.
• Mechanical life: no-load Socket-Inlet in/pull out >10,000 times • Insertion and extraction force: 45N <F<80N
Portable, you can take it with you and use the provided NEMA 14-50 cord to plug into RV parks and still charge using your J1772 port.
Materials
Input power: 100-265v Input connection: NEMA 15-50 Output type: J1772 AC Output power: 15kW/60Ampere Base Unit Dimensions: 16 x 6 inches Environmental protection: IP66 GFCI (Ground Fault Circuit Interrupter) – ~20mA trip point – protect from electric shock (satisfies UL 2231-2 standard) Standard J1772 power interlock – the output is not energized unless connected to a properly configured J1772 vehicle (diode on the pilot input) Open source hardware and software design Automatic WPS WiFi configuration.
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Shell material: Thermoplastic Contact pin: Copper alloy, silver plating Sealing gasket: Rubber/Rubber silicon Switch hook: Zinc alloy
$195.00