Electric Vehicles's topics - tribe.net

I get it.

Cliff — Mon, 10 Mar 2008 15:57:37 GMT

Forever I never contemplated what the greatest single power drain on a ICE was.
It's the compression stroke. That one factor has to sap maybe more than half the power generated by the power stroke.
So the bigger the motor the more the loss at compression. Then of course there is the cumulative inertia and friction in all those parts. The power to get it going and to keep all that going has to be enormous.

At some point those 3000 HP ICE motors with blowers on 'em that take about 600 HP to drive seem to get past all that and really produce power way far in excess of their weight compared to conventional ICEs.

But the maintenance ohh the maintenance.

The E motor just turns on a set of bearings.

posted in Electric Vehicles - 0 replies

Motors and components

Cliff — Wed, 05 Mar 2008 23:16:41 GMT

I'm new to the Electric car thing. But not new to cars having built & repaired cars from the ground up.

I have been looking at motors. The largest I've seen is a 108 HP continuous duty. I have seen two of these rigged up to run together.
Guy said he broke his motor mounts - Duh - he mounted them to 3/8" aluminum plate. Aluminum has no modulus of elasticity. Once it's bent you gotta leave it bent or else it cracks. It doesn't take flexing well either.

Any ever heard of a computer driving 4 motors - one on each wheel? Maybe steppers?

One of the things I'm having a hard time wrapping my head around is how a 50 HP motor can keep a car going under load.
I've seen the race car videos but they tell you nothing about what motors the cars are running on, how long they can run etc.

Heat and AC are other issues I'm struggling with. Electric is a lousy way to generate heat 'cause it consumes tons of power to get any BTU. What do E cars use Piezo ceramic heaters? I suppose AC would require it's own motor.

The necessary motors:
Brakes & Power steering, AC, and Drive - am I missing any?
What HP do you need for Brakes and Power Steering? What about AC? I'm guessing about 5 HP might do it all Run the Brakes and steering all the time and have the AC run exactly like it always does and let the electric clutch on the AC pump tell the pulley to engage or disengage. and run it all off a single serpentine.

Why are some cars AC and others DC? Is there an advantage one over the other? Seems like AC would be more work, so there must be some pay back.

As far as traction control goes has any conversion kit come online that'll let you run your Audi or other all wheel drive car on an E-conversion?

posted in Electric Vehicles - 7 replies

Electric Vehicle 3-phase Motor Controller

taz — Thu, 12 Apr 2007 12:40:27 GMT

I would really appreciate it if someone could help me out with this project that i have. I need help creating a program in mplab using tasm which controls a pic 16f84 microcontroller with pwm and controls a set of 6 leds which represent the accelerator, brake and reverse of an electric vehicle. If you have any further questions please do ask.

posted in Electric Vehicles - 2 replies

Any really good electric cars?

beingnow — Wed, 23 Feb 2005 06:52:41 GMT

Every 5 months or so I search around the net for resources on electric cars.

I've discovered some that seem to have great potential, but none of them appear to be out yet.

Example: http://www.pleiades-enterprises.com/pages/403829/index.htm
(No, I'm not affiliated with that website in any way).

I also know of one electric car that's out and looks awesome! The only problems are it's under 100 mile range and it's $80,000 price tag. (It does beat Porches in 0-60 takeoffs though)

For myself, I have purchased a Tidal force Electric Bike (750X) and I am loving it!

But for us all to have a better future, we really are going to need electric cars. So practically... what good electric cars ARE there right now?

Thanks in advance,

David
(who is always looking for good eco minded friends) :)

posted in Electric Vehicles - 13 replies

Is there anybody out there ?

Sanctuary — Mon, 24 Dec 2007 18:18:14 GMT

Hello

My name is Alan and i'm an EV enthusist from BC. I was curious to see how many people are actually active here on this tribe. It doesnt get many posts but is a timely and important issue.

I'm just about to embark on a conversion of a Chevy -10 pickup to battery electric. I'll post the progress here.

Cheers

Alan

posted in Electric Vehicles - 5 replies

GEM car hybrid

Ray C — Fri, 04 Jan 2008 03:20:20 GMT

I just got a 2002 gem with an up graded 7.5 hp motor. I'm looking into the feasibility of using a small vegi-diesel generator to convert it to a hybrid. I heard that there is a safety shut-off that keeps the motor from working if the charger is working. Any one here know about this? Also; the charger may be too weak to keep up with the rate of discharge. Anyone have ideas? Or better yet, experience?

posted in Electric Vehicles - 0 replies

The Aptera

Lazarus_Long — Mon, 24 Dec 2007 19:42:12 GMT

I am jealous and frustrated. This is very close to the model I am trying to build. It is much easier with teams and money I must say.

Here is the Aptera. It has a story in this month's (Jan '08)Popular Science too.

http://www.popularmechanics.com/automotive/new_cars/4237853.html?page=1

http://www.popularmechanics.com/blogs/automotive_news/4232400.html?series=19

I do think it can be delivered to market for far less and also in a bare bones hybrid NEV work-truck config that might be more marketable.

BTW it has a Solar PV recharging roof.

posted in Electric Vehicles - 0 replies

Human/electric Car on TV!

djembemon — Mon, 19 Nov 2007 20:40:21 GMT

Put your money where your mouth is!
Promote sustainability!

Tonight on "Invention Nation" which will feature HumanCar airs 10:30 p.m. (pst) on the Science Channel. It will repeat at 11:30 a.m. Tuesday and at 3:30 p.m. Sunday!

www.humancar.com.

Check out this link to see some of our publicity:
http://www.bendbulletin.com/apps/pbcs.dll/article?AID=/20071119/BIZ0102/711190360/1011&nav_category=

posted in Electric Vehicles - 0 replies

Corbin Sparrow back in production

hazmattous — Thu, 05 Oct 2006 20:45:58 GMT

Well not by Corbin a different company Myers Motors. Still has crappy lead acid batteries though and costs twice as much!

http://www.myersmotors.com/index.html

posted in Electric Vehicles - 5 replies

Superconducting Motors

Admiral_Mutiny — Tue, 24 Jul 2007 08:50:29 GMT

With MgB2 wire becoming easily accessible, I am surprised there is no discussion of this subject in the DIY arena. With COTS fuel cells and cryogenic dewars of H2 from home electrolysis it seems an efficient system design is immanent. If anyone is interested in participating in the design process, please contact me privately.

posted in Electric Vehicles - 0 replies

Phase II electric bike

Lazarus_Long — Wed, 04 Jul 2007 13:59:03 GMT

I finally got the initial bugs out and tied all the loose ends together. I am going to go into more details on the concept and where it is going. Also I am not really yet done because I am still building the NiMHd battery pack with an alternative fuel generator option. This will double the range of travel or multiply it by a factor of ten if I go with a fuel/electric hybrid mod but for the moment it is all about human/electric hybridization.

Anyway the specs so far are:

average cruise speed over various terrain and slopes; 20 mph
max speed in power peddled downhill sustained for better than five minutes; 54.9 mph
sustained top speed powered on the flat with peddling; 40.6 mph
average max cruise speed on the flat with peddling ; 28.4

The total range ability is still unknown but I will be attempting that test with a chase vehicle and back up power packs for the return home. I know many of these results because I installed a computer that measures speed, records averages and max speed, as well as being a trip meter, clock, timer, and odometer.

I need to lose at least 10 pounds to increase efficiencies but optimally I should lose close to 20, that will more than offset the added battery weight from the current test model lead acid batteries I am presently using.

The funny looking fairing I designed is really about where I am putting all the needed electronics for controllers and switching but it does act as a front fender and is aerodynamically efficient. I did create a manually switched recovery braking system that allows me to recharge the batteries when traveling downhill. I also installed a third rear disk brake because I had to compensate for all the added weight from additional strength to weight components. The tires are medium pressure road rubber with a smoother tread pattern and the gas filled front shocks help smooth out the road and ensure good steering and stopping even at the performance level that I am operating under.

The integrated lighting is both for collision avoidance night operations and road visibility for the rider. The primary headlight is a xenon 6v self contained headlamp and my helmet has built-in LED front and rear lighting along with a rear view mirror.

The frame is all aluminum and is designed to handle the added weight and stresses of the dual motors and batteries. As is now obvious I integrated both off road and road racer technologies. This has allowed me to present a much lower profile to the relative wind for increased speed and efficiency. The top end gear ratio is 4:1 and the low end is 14:15 with 175mm alloy crank arms. I converted to a Shimano Diore LX shift set to handle the wider range needed for this design. When both motors are on there is @ 1Kw of electric motor power available but I also manually switch off the rear motor and that lowers consumption 600 watts on demand. I principally use the rear motor for improved acceleration and hill climbing but normally leave it for its flywheel effect only. Eventually this wheel motor will be turned on and off by a simple speed sensor tuned to optimize performance under a programmable set of conditions individualized for the rider's persona characteristics.

The total weight of the vehicle is 87 pounds with all the extras and the 12AHr 36 volt lead acid battery which by itself weighs 27 pounds. The intended NiMHd pannier replacement battery will be almost 5 pounds lighter with a lower center of gravity, slightly greater range 13 AHr's (Amp Hours), safer (no acid spill) and have LED turn signaling, brake and position lighting included.

I am uploading a few pics too.

posted in Electric Vehicles - 2 replies

Onboard chargers

Rick — Wed, 21 Feb 2007 19:21:16 GMT

I've been thinking about an onboard charger running off a very small gas engine in order to extend the range of EV's.
Has anyone heard of, or tried, this concept before? There's no sense to "re-inventing the wheel" if it's already been tried.
Perhaps a little two-stroke from a weed whacker keeping a lead-acid charged while running an inverter for the EV's batteries?
Anyhow, I'd like to hear any input on this possibility. If it's never been done, maybe I'll try it.

Rick

posted in Electric Vehicles - 0 replies

Call For Makers!

Natalie — Fri, 02 Feb 2007 19:40:27 GMT

Dear Makers,

We are pleased to announce Bay Area Maker Faire 2007!

Organized by the staff of MAKE and CRAFT magazines, Maker Faire is a newfangled fair that brings together science, art, craft an engineering in a fun, energized, and exciting public forum. The aim is to inspire people of all ages to roll up their sleeves and become makers. This family-friendly event showcases the amazing work of all kinds of makers--anyone who is embracing DIY and wants to share their accomplishments with an appreciative audience. Last year, we had 20,000 people at Maker Faire.

Maker Faire Bay Area will take place May 19-20, 2007 at the San Mateo Fairgrounds. We are also adding Maker Faire Austin for October 20-21, 2007 at the Travis County Fairgrounds. This call is primarily for Maker Faire Bay Area but you can indicate if you are interested in participating in Maker Faire Austin.

We encourage you to join the fun and propose a maker exhibit, performance or workshop. You can submit a proposal through the web using the link described below or you can come show us your work at a Maker Faire "audition" on Saturday, February 24 at TechShop in Menlo Park, CA.

http://www.makerfaire.com

Proposals: We invite proposals for Maker workbench exhibits, workshops, presentations and performances for the Maker Faire. We are interested in proposals from individuals as well as from groups such as hobbyist clubs and schools.

Maker Workbench: Our standard setup for Makers is a six-foot long workbench. You can use this workbench to display your work and/or demonstrate how you make something. Some makers don't need workbenches, typically because they have a large object or they set up outside. Please provide a short description of what you make and what you will bring to Maker Faire. Please link to photographs or videos of what you make. Let us know about any requirements you have, such as electricity, Internet, ventilation, etc.

Interactive Performance: We're seeking performances that will engage and entertain the attendees and enable them to interact in a fun way. The performances may be tied to a stage or roving through the fairgrounds as a kind of street theatre. Performances could be musical or theatrical, but they could also be a collaborative building process. For example, you might work with attendees to put something large together in an hour.

Presentation: These includes audio-visual presentations intended for showing a project (or process) that cannot be brought to the faire, or a special project that requires AV resources. These presentations are limited to 20 minutes. Please describe the topic of your presentation and what kind of media (audio/video) that you will have. As a general rule, PowerPoint presentations are not appropriate for this event unless they are unusually entertaining.

Demonstration Workshop: A demonstration workshop is a show-and-tell session on how to make something. We're looking for makers who can demonstrate (and teach) particular skills, techniques or processes. You should start off by explaining your materials and tools and then step-through a build process, sharing your knowledge and interacting with the audience. Sessions should be under 30 minutes in length and may be repeated on the program. Please describe the subject of your workshop and what kind of setup you need for it.

Application Form: Please go to the following URL and fill it out to apply for participation as a maker. http://makerfaire.com/bayarea/2007/proposal/

All proposals will be reviewed and we will notify makers of acceptance via email by March 19, 2007.

NOTE: Presenters whose talks are accepted will receive free registration to Maker Faire. We cannot pay for travel and accommodations. (We do make exceptions under some circumstances.) If you have any questions about participating in Maker Faire, please contact Natalie Villalobos by email: info@makerfaire.com. Please let Natalie know if you plan to come to the audition at TechShop.

Key Points:

* Maker Proposal Due: Midnight (PST): Feb. 27, 2007

* Maker Faire Bay Area Audition: Saturday Feb. 24, 2007

* Notification of Acceptance: March 19, 2006

* Confirmation of Participation: April 2, 2007

* Maker Faire Bay Area: May 19-20, 2007; Saturday 10-6 pm; Sunday 10-5pm.

* Maker Faire Austin: October 20 .. 21, 2007

* Application Form: http://makerfaire.com/bayarea/2007/proposal/

Commercial Exhibitors If you are a commercial maker or you work for a company that would like to exhibit at Maker Faire, please contact Sherry Huss sherry@oreilly.com.

posted in Electric Vehicles - 0 replies

Interview: Elon Musk of Tesla Motors

SonicHarmonizer — Fri, 26 Jan 2007 23:40:19 GMT

An interesting perspective on electric vehicles and space stations

http://www.youtube.com/watch?v=Onajosm9PWo&eurl=

posted in Electric Vehicles - 0 replies

Any Electric Cars?

Arizona Steve — Tue, 20 Jan 2004 17:16:34 GMT

I once bought an electric truck from a salvage yard. It looked like the small vans the post office uses but was all electric with 2 large fork lift truck battery packs in the sides over the rear wheels. It was in very good shape except the batteries were dead and cost too much to replace. I never could get it to move even an inch under it's own power and ended up taking it back to the seller.

posted in Electric Vehicles - 6 replies

Salvaging electric motors...

change — Thu, 19 Oct 2006 04:09:43 GMT

id like suggestions on where i could salvage electric motors powerful enough for vehicular locomotion...junkyards?should i be more creative? very seriously interested in the homebrew and planning to take classes to learn the wonderful diesel.

posted in Electric Vehicles - 2 replies

DIY LOW COST HIGH MILEAGE HYBRID - Diesel or gas - (diesel lets you use veggie oil...=)

change — Sun, 17 Dec 2006 12:37:34 GMT

DIY LOW COST HIGH MILEAGE HYBRID - Diesel or gas - (diesel lets you use veggie oil...=)

the text of both articles can be found in this post, it seems the mother earthnews magazine is selling plans but considering the minds on
this network and in your local community, that might not be necessary...the original article with IMAGES can be found here:
http://www.motherearthnews.com/alternative_energy/1979_July_August/An_Amazing_75_MPG_Hybrid_Electic_Car#

the original article is followed by the Mother Earth Upgrade response:

by ROBERT W. MARSHALL

With the price of gasoline already out of sight, just about everyone is scrambling for a way to squeeze the last possible drop of energy from each precious gallon. However, David Arthurs-of Springdale, Arkan sas-probably couldn't care less ... because he has designed and built a car that can travel 75 miles or more on just four quarts of the expensive liquid!

What's his secret? Well, Dave's Opel CT is a hybrid electric vehicle. That is, the car is driven by an electric motor . . . but that powerplant's "juice" is generated with the help of an ordinary, fuel-stingy lawn-mower engine! Now the fact that the system works isn't really surprising. What's amazing is that the crossbreed hookup performs so well! According to David, the Opel has not only a virtually unlimited range (when driven prudently), but also a top speed of 90 miles per hour . . . and emits a minimum of pollutants as it tools along the highway. Better yet, the car can-if need be-run on its batteries alone for short in-town hops . . . and will never be "stranded" as long as there's fuel in the "on board" generator!
WORLD WAR II TECHNOLOGY

Mr. Arthurs is the first to admit that there's nothing "new" to the system he's developed . . . in fact, all the technology incorporated into his design has been available for about 35 years, just waiting for someone to put two and two together and make the whole thing work. "I began researching the idea for a hybrid electric auto about a year ago. There wasn't much information to be found on the subject, so I designed a system from scratch. In about a month's evening-and-weekend time, I had the car finished and running."

Surprisingly enough, the project didn't cost a fortune, either. Because the vehicle's components are either standard "off the shelf" hardware or available as reasonably priced military surplus, the conversion to "hybrid drive" only set Dave back about $1,500. By the same token, any necessary replacement parts are easily obtainable . . . and a good deal of the equipment can be "scrounged" rather than purchased new.
HOW IT WORKS

In essence, David has utilized a small gas lawn-mower engine to drive a generator, which-in turn-supplies the vehicle's drive motor with electricity. To do so, he first removed the Opel's original power-plant and installed a 400-amp DC motor/ generator (actually a jet engine's starting motor) in its place. (Since there's no need for a clutch in Dave's setup, the stock unit was pulled out and the main shaft of the drive motor was fastened directly to the input shaft of the car's transmission.) Then, to provide a consistent source of power for this motor (and to supply an energy storage bank), the engineer installed four 12-volt, heavy-duty automobile batteries-in series-which are "fed" by a 100-amp generator that's run off a 5-horsepower lawn-mower engine.

Of course, other components (such as relays, charging diodes, rectifiers, and an additional motor speed regulation circuit) are necessary to keep input and output power within optimum limits-and to allow full control of the vehicle at all speeds-but these are standard electrical parts which have been available for years.

The engine-driven generator can handle the demand from the main motor up to speeds of about 50 miles per hour. The "stored" energy in the batteries comes into play at higher velocities, giving extra kick for passing and climbing hills. To guarantee that the charging system isn't overworked . . . Dave has rigged up a regenerative braking circuit which- in effect-turns the drive motor into a generator, to feed the batteries when the vehicle is decelerating. (This not only takes advantage of normally wasted energy, but also saves wear and tear on the car's conventional braking system.) Since the Opel's "stock" cooling apparatus has been removed, two small thermostatically controlled electric fans provide ventilation to the motor and generator as required ... while the gasoline engine is, of course, air-cooled by design.
GROWING PAINS

Any project fresh off the drawing board has its share of problems, and the Opel hybrid was no exception. When David pressed the accelerator for the first time, he got a 300-amp surge which melted his relays. So he searched his graduate texts for the answer ... and finally found it in-of all places-an old high school physics book: A pulser was necessary to "chop" the current flow and prevent a heavy initial draw to the drive motor.

As Dave explains it, "The motor will always have full voltage and full current, but the pulser makes it 'think' the voltage and amperage are cut down to about 1/4 of what's actually available. With this gadget-which is simply a combination of a reworked car generator and an old fan motor-I can keep the draw within limits and effectively control the car's acceleration . . . without sacrificing the maximum current or voltage that's necessary for high-speed driving. I could have achieved the same results with a commercially available FCR control ... but one of those units would have cut my power slightly, and cost in the neighborhood of $800! I can build my own device for about $25, and I can fix it myself if it breaks!"
AND IT'S REALLY PRACTICAL!

Actually "piloting" the hybrid electric isn't much different from motoring in any conventional automobile. There's a slight hum from the electric motor, but the sound is certainly no more obvious than that of an internal combustion engine at speed. And-unlike many electric vehicles-the little Opel' really has some get-up-and-go . . . due to the fact that the converted car is only about 50 pounds heavier than its original 2,100-pound weight.

Of course, some folks will question the idea of shifting without a clutch . . . but with the fully synchronized gearbox-this doesn't prove to be a problem at all (and the motor could be run through a conventional clutch with few complications).

As far as the driving range is concerned, Dave points out that-if driven carefully the car can travel unlimited distances (as long as the generator engine continues to function) . . . because of the fact that the motor has a low draw at cruising speeds: only .23 amps at 1,800 RPM. Since the Briggs & Stratton engine turns at a fixed rate and can generate 100 amps at about 28-1/2 volts, normal driving presents no problem. Hot or traveling in a very mountainous area-could, however, tax the car's charging system . . . but even these demands don't pose much of a problem, because the batteries can be brought from a 1/4 charge (the effective "dead" state, with a built-in safety factor) to a full charge in only 15 minutes.

David Arthurs' electric Opel sounds almost too good to believe . . . and best of all, its circuitry can probably be adapted to just about any vehicle on the road today! It is true that small, lightweight cars are more easily "hybridized", but this same system will also work in a heavier auto . . . it could even be upscaled to suit one of the large American models.

In short, Dave has succeeded in doing-for a lot less money-what countless government-funded researchers have failed to accomplish: building a passenger car that uses a minimum of energy. Now all he has to do is burn "homegrown" alcohol fuel in his generator engine . . . and Mr. Arthurs will have the most economical set of wheels in town!

EDITOR'S NOTE: If you're discovering that you can't keep up with the high price of gasoline-and are willing to do something about it-you'll be pleased to know that MOTHER has made some special arrangements with David Arthurs. A set of detailed, easily understood plans will soon be available that will allow the average "backyard mechanic" to convert a conventionally powered automobile to hybrid electric drive. MOTHER's plans package includes schematic drawings, a components list-complete with manufacturers' names and part numbers-and a materials list . . . all put together in a fully explained, easy-to-follow packet. just send your name and address-along with $15.00-to Mother's., Plans, Hybrid Electric Car, P.O. Box A, East, Flat Rock, North Carolina 28726.

All articles are reprinted just as they were published on the date indicated. Source listings, addresses and prices have not been updated; some details may have changed and terminology may be outmoded.

In some cases the scanning software used to create the digital articles has introduced typos into the text. In particular, the software often translated fractions incorrectly, i.e. "1/2" now reads as "112". We are working to correct these errors.

Issue # 65 - September/October 1980

In response to the many requests we've received for additional experimental auto information, here's...

Mother's Own Hybrid Car!
FAR ABOVE, LEFT: The Subaru's "engine room" now accommodates the main drive motor, several batteries, and various system controls. ABOVE, LEFT: The engine and generator fit comfortably in the trunk. ABOVE, RIGHT: MOM's hybrid hits the road!

A little over a year ago we published an article (written by contributor Robert Marshall) that described an experimental hybrid electric automobile designed and built by an Arkansas electrical engineer named David Arthurs (see MOTHER NO. 58, page 160). In that piece, it was reported that Arthurs' vehicle (which used an on-board internal-combustion generator engine to provide "juice" to a battery bank, which—in turn—fed the car's electric drive motor) could not only travel 75 miles on a gallon of fuel, but had been converted to hybrid electric mode using just $1,500 worth of (mostly) government surplus parts!

We also, at that time, made arrangements with Mr. Arthurs to produce under his careful eye—and to offer through the magazine—a set of plans detailing the procedures and parts used by the engineer in his automotive conversion.

As a result of David's continued testing, suggestions from readers, and our own research . . . we soon discovered that the original magazine article was general enough to allow for some misconception. Furthermore, David pointed out—before we began work on the plans—that there were several technical errors in the original interviews.

Considering these facts (and always bearing in mind that Dave's car was truly experimental, and that it was constantly undergoing design changes aimed at making it better), we all went out of our way to detail the jointly prepared plans that followed the original article . . . so that anyone attempting to build a hybrid vehicle could follow those instructions to determine—right from the start—exactly what components would be necessary for the car's successful operation, and could then "custom fit" the design (according to the plans) to suit his or her particular vehicle, terrain, and range requirements.

However, a few folks (some of whom hadn't purchased plans and others who had and were seeking extra assistance) were still hungry for more hybrid data . . . and continued to call MOTHER and David, looking for tips. Now Mr. Arthurs has a full-time electronics business to tend to, and he simply wasn't able to conduct his regular research program, keep his business going, and answer the technical questions that came in.

So we here at MOTHER decided to build our own version of the Arkansan's prototype—using the plans we had prepared with David's help to do so—in order to be able to answer, from the authority of firsthand experience, the many hybrid-related queries that came up.

MOTHER BUILDS HER OWN

For a good many months now, MOM's researchers have been conducting exhaustive tests—and compiling valuable data—on several different hybrid car versions . . . finally settling on a vehicle based upon a 1973 Subaru sedan for our "test unit". And despite the extremely mountainous terrain typical of our western North Carolina home (hills and hotrodding, as was explained in the original article and in the plans, can drastically reduce the effectiveness of a hybrid's charging and propulsion system), the vehicle performs well. In fact, we're so pleased with the car that we decided to report exactly what our hybrid has accomplished so far, and how we were able to make it achieve such results!

As you read the following figures, keep in mind that our economy and performance tests were all done under actual road conditions . . . unfavorable though those conditions often were. At no time did we estimate or extrapolate range or mileage, or otherwise simulate any kind of driving condition. In short, we stuck to a straightforward, in-use analysis that was even more realistic than that used in the government's EPA mileage tests!

Probably the first two questions anyone would want to ask about the experimental hybrid's performance relate to its fuel economy and range. Such considerations are, of course, directly influenced by [1] the choice of engine used to turn the charging generator, [2] the total weight of the car, and [3] the terrain and driving conditions the auto encounters. As explained in the plans package, the lighter the original vehicle, the more effective the hybrid electric (a term which, of course, refers to the fact that the batteries and the liquid-fueled engine work in combination) will be. Because of that fact, the plans suggest that anyone intending to build a hybrid first select the lightest chassis available . . . then go ahead and set it up as a strictly electric vehicle, and make test runs to determine current draws for that car. Armed with such relevant information, a builder would then be equipped to make the best possible choice of engines ... based upon horsepower, torque, and fuel consumption at a given RPM.

In our case, the Subaru had a total weight—with batteries and 200 amp generating system on board—of approximately 3,000 pounds. Because of our area's terrain (which, as noted above, increases amperage draws considerably over what they might be during operation in a more level area), we found it necessary to add, as per the plans, six extra six-volt batteries . . . to provide additional storage capability. Our prescribed "electric only" testing then determined that we needed—again because of the steep up-and-down grades of most of our roads—an engine with a continuous rating (DIN) horsepower of about 9. For insurance, we finally settled on a plans—recommended 12.5 (DIN) horsepower Lombardini 720 diesel . . . and then set the impressive little powerplant to run at midrange, at which point it produced approximately the 9 horsepower our auto required.

(Although David Arthurs' original 5-horsepower gasoline engine certainly did add to the range of his battery pack—and thus effectively "hybridize" his vehicle—over the comparatively flat Arkansas roads . . . such an engine would not have extended our hybrid's range enough beyond that of the batteries alone to justify its use.)

Further testing enabled us to decide upon another "best choice" . . . this in the area of motor controls. Our experience with the "chopper" used by Dave on his prototype Opel hybrid indicated that the system might have a limited lifetime as a result of the sometimes extreme currents that passed through its brushes while in operation. So we read through the alternatives presented in the plans and—rather than fall back on a cost-prohibitive Silicon Controlled Rectifier (SCR) control—chose to utilize a voltage tap system to the field, rather than to the armature, to regulate the main motor's starting torque while still keeping the current passing through the control down to a comfortable 10 amps or so.

By doing this, not only have we installed an inexpensive, so-far-effective regulating device (our system provides a progressive "stepping down" of field voltage from 30 to 18 to 6, governed by microswitches and operated by depressing the accelerator pedal), but we've also eliminated the need for all the car's high-amperage, high-cost relays . . . except the 400-amp main motor relay! (Our research now indicates that a two-step setup—30/24-volt—may be more practical and would provide more economy.)

As another point of interest—especially for the convenience-minded—we found that, although it's quite possible to operate the hybrid without a clutch (as we did over the course of many hours of testing), the car's drivability is increased by installing one of the mechanical uncoupling devices. A clutch probably extends the life of the transmission gears and synchronizers, and also allows the removal of a reactor from the wiring circuit . . . a component which is nothing more than an electrical "shock absorber" used to control high voltage surges when no clutch is employed.
Here's an unexpected bonus that resulted from our hybrid car research!

Mother's 129-MPG Car!

Between testing and improving the various hybrid electric car models, MOTHER's researchers have—as you can imagine—had plenty to keep them occupied over the past months. But they weren't too busy to devote time to another project that's something of a "horse of a different color": the design and construction—from the ground up—of a two-passenger, ultra-high-mileage diesel automobile.

If there's one thing we've learned from working with the hybrid car, it's that reduced weight is a key factor in achieving increased fuel economy. Our goal, then, was to build a machine which weighed no more than 900 pounds ... and we ended up doing even better than we'd hoped!

Motive power for our lightweight creation comes from a one-cyciinder, 6.4 (DIN continuous rating) horsepower Lombardini diesel engine, driven through a set of Salisbury clutches that allow for an infinitely variable gear ratio, governed by load. Final drive is at a fuel-saving 2.82-to-1 ratio, using a chain and sprocket system connected to the axle of the right rear wheel.

MOTHER's roadster, in its present configuration, weighs in at just about 675 pounds . . . a figure we never imagined—several months ago—we'd be able to achieve. However, surprised as we were at the lightness of the machine, the real shock was the car's mileage: At this point, with the engine still as yet not broken in, we're getting as high as 129 miles per gallon in actual suburban driving . . . and we hope to improve that figure—and the vehicle's approximately 45-MPH top speed—as time goes on.

Right now, though, we're working on body design, and—although the increased weight of a "shell" will add a few unwanted pounds—its wind-cutting configuration (not to mention the convenience and comfort it will provide to the driver and passenger) should completely offset any such disadvantages. We'll keep you posted on the developments of this project as they occur . . . in'the meantime, maybe we'll do some economy testing using vegetable oil as fuel!

THE PROOF IS IN THE TESTING

Once our Subaru was set up as described . . . and we had installed our final engine choice, which was still "tight" with only three hours on it ( the break-in time is from 30 to 50 hours), we achieved more than satisfying "mountain driving" results. With a fully charged battery pack and carrying 300 pounds of driver and passenger (anal running with open windows, stock tires, and various other "handicaps" not usually associated with high-mileage tests), the fuel economy over the course of our 78-mile test run (with help from the battery pack) worked out to 83.6 miles per gallon. of diesel fuel. The car's top cruising speed on level ground—in its 30-volt configuration—proved to be about 45 MPH . . . although we did hit 55 MPH on a slight downhill stretch.

With the driver controlling the speed of the diesel generator engine, and trying to keep current draws below 200 amps whenever possible by shifting gears (and using the accelerator to vary field voltage) when necessary, the diesel engine—doing its "hybrid job"—more than doubled the range that would have been possible with the batteries alone! (And, of course, when the two separate "fuel systems" worked together, we achieved our best economy figures.)

Furthermore, even with the battery pack fully drained and disconnected, we found it possible to motor along at a speed of 45 miles per hour on the generator engine alone. Under engine-only operation, we were still able to achieve 60.5 MPG . . . a figure which could increase by as much as 20% after the Lombardini breaks in.

What all these numbers boil down to is this: When the car is operated in the hybrid mode (using both batteries and engine as it was designed to do), it's possible to achieve astounding fuel economy over a more than reasonable commuting distance. Any driving done beyond the 78-mile hybrid range would—in our vehicle under our test conditions—be at the expense of such excellent MPG figures . . . though the numbers wouldn't ever drop to quite as "low" as the 60 (plus) MPG possible using the generator engine alone. And, of course, as long as there's fuel in the on-board diesel, the car's total range is unlimited.

BUT THERE ARE SOME LIMITATIONS

The figures achieved during our testing vary from those that Robert Marshall reported were "racked up" by David Arthurs' original hybrid some months ago. Several of the discrepancies can likely be attributed to the differences in vehicles and propulsion system configurations, and others to the inequality of terrain involved. But there were several points made in that article that were inaccurate (as folks who ordered the plans, in which the errors were corrected, already know), owing to the fact that David's vehicle was then experimental and still under initial—and at times necessarily somewhat crude—testing.

For one thing, it was reported in the original piece that Mr. Arthurs' drive motor had current draws of 23 amps at 1,800 RPM. In reality, the motors that we bench-tested at 30 volts had free-running draws of about 40 amps at 4,800 RPM . . . which—under load on the highway at 30 volts—increased to 100-150 amps on level ground at 30 miles per hour, with the car in third gear.

Another point that needs some clarification is the statement, made in the article, that Arthurs' engine-driven generator could handle the demand from the main motor at speeds of up to 50 MPH, after which the energy in the batteries came into play. Our testing so far indicates that the generator, without the "hybrid" boost provided by the storage pack, is capable of propelling the car at around only 45 MPH and—at that velocity—doesn't produce enough surplus to significantly charge the battery bank.

Which brings us to another point concerning performance of the vehicle: Dave's original car was set up to use a 24/48-volt system (an option emphasized in the plans) . . . in other words, the auto could be switched to the higher voltage to achieve greater speeds for passing and such. Making a switch to "48", however, increases amperage draws drastically (causing a corresponding reduction in the vehicle's range), and—since the batteries can't be charged at 48 volts—continuous travel at such speeds would be impossible. (Furthermore, though it was reported that Dave's speedometer registered 90 MPH on a gradual downhill grade, we feel that the drive motor would have had to be fed yet more voltage—at least on level ground—to achieve such an admittedly excessive speed.)

The capability—mentioned in the original article—of using the on-board generator to charge the stationary vehicle in a short time, is another matter that deserves attention. According to Dave's gauges, his original hybrid Opel's batteries could be brought from 1/4 strength to a full charge in 15 minutes. This has proven to be a misleading reading, however. The meters were, we have found, actually indicating only a full surface charge (which wouldn't be able to power the car for long). In reality, the best way to renew the battery pack is by "trickle charging" . . . feeding the current at a rate of about 25 amps over a period of approximately 10 hours.

DOLLARS AND CENTS

The cost figures for the project, as David Arthurs itemized them, were absolutely accurate. However, the prices reflect costs as they stood more than two years ago, and inflation has since then taken its toll. What's more, the law of supply and demand—especially in the case of some of the limited-availability government surplus parts—has driven the cost of certain components (such as the 400-amp starter generator) up to triple what it was back then!

Fortunately, with a straight "one-voltage" system—as used by MOTHER's car—some of the high-amperage relays can be eliminated and much money saved. However, anyone starting to build a hybrid today should know that the possible need for more batteries and/or a larger engine (such as our fuel-economical diesel), coupled with future changes in price and availability of government surplus components, could add a good bit to the cost of the total project. (It would probably now be a good idea to check with surplus suppliers to determine the size of their parts inventories before embarking on the project.)

MOTHER's researchers intend to finish testing our hybrid car—and to monitor the continuing research conducted by David Arthurs—and we'll report any breakthroughs as they occur. We're also interested in a related project: By replacing the generating assembly with batteries, we hope to achieve an "electric" range of 60 miles, without the noise and pollution that are unavoidable when using any internal combustion engine!

Considering that the cost of "plug-in" energy for the hybrid car is under 2.5¢ per mile (based upon our area's rate of approximately 4¢ per kilowatt-hour), such a vehicle should prove very attractive . . . especially in light of the fact that the average American car consumes fuel at a rate of more than 6¢ per mile!

And more news for our fellow experimental car enthusiasts: The DOE recently awarded General Electric an $8 million contract to develop two hybrid prototypes that—it's hoped—will use a "whopping" 5% less total energy than today's Detroit products. With that kind of money, it shouldn't be long before Big Industry reaches the point where Dave Arthurs was two years ago!

EDITOR'S NOTE: Those who'd like to use their already purchased plans to build MOTHER's experimental version of the hybrid car can get free update information by sending a stamped, self-addressed envelope to Mother's Plans, Hybrid Car Update, P.O. Box A, East Flat Rock, North Carolina 28726.

And if you haven't yet bought the plans, you can order a set-containing information on all the hybrid options mentioned in this article—for $15, from, Mother's Plans, Hybrid Car, P.O. Box A, East Flat Rock, North Carolina 28786.

posted in Electric Vehicles - 1 reply

HD TV Special on Alternative Vehicles Needs Cars!!

Rhythm — Fri, 03 Nov 2006 00:14:32 GMT

Great news to everyone in the green movement. Television is finally warming up to the idea of green and we'll be seeing a slew of Sustainability oriented shows in the near future.
I work at a television production company in the S.F. Bay Area, and there has been a serious buzz from all the major networks about acquiring Green Content. They want it.

We have been appoached by a network to do a 6 hour show. The premise is a "race" of several green vehicles across the country.
Here's where you come in: We need high quality, well developed alternative fuel vehicles.
This is a major opportunity to show the world where the alternative fuel movement is, and really bring it into people's homes for the first time.
If you have, or know of someone who has a well refined and solidly working alternative fuel vehicle, please get in contact with me as we would like love to have you and your vehicle on the show.

Knowing how prolific Biodeisel is I'm sure we'll be getting lots of great entries for that technology. What we really will need are some exceptional examples of other technologies. EVs, Wood Fuel, Water Fuel.... Other technologies that are being developed and in a reasonably well developed state. One of the show concepts will be do display several different green car technologies.

In your e-mails please include:
Name of vehicle owner / Builders.
Technology it uses.
Pictures if possible.
Level of reliability.
Contact info for all parties involved with the vehicle.

Thanks everyone. Things are finally starting to turn! Now we all just need to keep on pushing harder than ever and we'll fully shift the tides!

posted in Electric Vehicles - 0 replies

TECH QUESTION

Tue, 10 Oct 2006 17:06:33 GMT

Lets see how many comments I get for being a dumb ass with this question. In doing some research for a considered conversion of a small production vehicle, say a VW Rabbit I have found links that indicate the Advanced DC #FB1-4001 Nine inch single shaft series wound motor, which is 72-144V, 19 HP, 85 HP peak (9.1") moves vehicles along at highway speed with 900 amps with 225 ft/lbs of torque @ 84 H.P.

Now my question is, would something along the lines of a Honda EU2000i portable generator that utilizes Honda’s nverter technology to provide 2000 watts of lightweight, quiet and efficient power. This generator will run up to 15 hours on a single tank of gas when used with the Eco-Throttle feature provide the power to operate a vehicle with the #FB1-4001 motor? The Eco-throttlesystem incorporates a load-dependent speed control-type governor that offers excellent fuel economy by automatically adjusting engine speed to the optimum level, given the usage load. This not only reduces fuel consumption and operating noise in the normal usage range, but it also keeps exhaust emissions to levels that clear even the strictest CARB and EPA emission standards.

The EU2000i is a 3.5 HP, Single Cylinder, Overhead Cam, Air Cooled 120V with an AC output 2000W max.(16.7A)1600W rated (13.3A) and a DC output of 12V, 96W (8A). With just it’s standard fuel tank of 1.1 gallons Run Time on One Tankful is 4 hrs. @ rated load 15 hrs. @ 1/4 load. It is also very quiet at 59 dB @ rated load
53 dB @ 1/4 load with a dry weight of of around 44 pounds.
What converters and/or controllers might it take to make something like this a viable hybrid unit. I know it is still dependent on fossil fuel, but it sounds good. Maybe the inclusion of batteries so that you could run on only battery power at times?

Just looking for some input from someone that knows more about this stuff.

posted in Electric Vehicles - 1 reply

Brakes question

SpencerH — Mon, 03 Oct 2005 04:02:30 GMT

I've been looking into a conversion EV (I've seen a '56 VW Bug and an '81 VW rabbit for sale locally that are both now EVs) and I am curious if any modifications are needed for the brake systems of these cars or other conversions. Since a conversion increases the weight of the car by about 1000 pounds or more, my concern is that the standard brakes on the car may not be built for the regular addition of such weight.

Am I just paranoid, a newbie, or both?

My PV solar panels on my home produce a surplus annually and I thought this would be a great way to use that surplus.

-S

posted in Electric Vehicles - 4 replies

electric sportbike

Alan — Tue, 22 Aug 2006 20:26:15 GMT

I was wondering if anyone in the SF area would be interested in building an electric motorcycle. I have fourty thousand miles of motorcycling experience. I am obsessed with all things green and two wheeled, which is why I am so interested in this. I am an amature welder, and fairly handy with tools. While I am not an engineer I have a very good understanding of design and construction. Given power and financial constraints I was considering using an existing frame, either a ysr 50, an nsr 50, an rs 50, or a puch magnum frame. The latter being readily avialable and quite affordable. If anyone would be interested please feel free to contact me.

posted in Electric Vehicles - 3 replies

Tesla Motors

SonicHarmonizer — Wed, 07 Jun 2006 17:43:18 GMT

Leading America out of the dark ages.
http://www.teslamotors.com/

posted in Electric Vehicles - 0 replies

Three Phase motor Control

Mon, 09 Feb 2004 00:12:08 GMT

I'm starting on a project to transform a gasoline powered automobile to an electric vehicle. I'm looking for good resources for motor control. My plan is to get a really large 3 phase motor that normally operates from AC (alternating Current) and install a motor control circuit that will allow me to power it from a DC source. Anyone done this or even familiar with this concept?

I purchased a 2 horse power motor off of E-bay for about $40 and am planning on doing a trial run at it. If I'm successful I'll buy a 100-200 HP motor and "scale up" the project.

posted in Electric Vehicles - 4 replies

Plug and play kits?

Dave-Super_Genius — Sat, 19 Nov 2005 21:14:53 GMT

All right, I've got the garage, I've got the limited requirements (I work at home, within a few miles of stores and whatnot), and I've got the electricity. What I don't have is the mechanical aptitude to build any of the elaborate nEV projects I've seen so far.

So in people's experience, what's a good kit for a hobbyist? Something where I could have modest success within a few weekends, if possible?

It doesn't have to make the tires smoke, carry a marching band, or haul tons of concrete or anything. Just a simple in-town, go-to-the-store vehicle for 2 adults.

Any help appreciated.

posted in Electric Vehicles - 9 replies

Minnesota may nudge ford to build EV's

Revolution Artist — Tue, 28 Mar 2006 00:25:28 GMT

Plug-Ins to the Rescue: Minnesota May Nudge Ford Toward Greener Cars
March 27, 2006 10:00 AM - Jacob Gordon, Los Angeles, CA

Escape_Dials.jpg

A novel piece of legislation was proposed in Minnesota last week that would turn St. Paul's ailing Ford Motor Plant into a leading producer of plug-in hybrids. The bill, being promoted by a bipartisan group of lawmakers, would create incentives for the auto plant to shift from making Ranger pickups, to making a line of plug-in hybrid Fords. It would also give $100,000 in funding to the Minnesota State University at Mankato to convert two flex-fuel vehicles to include plug-in technology. The authors of the bill hope that they can save the St. Paul plant from potential closure and help make the state a leader in making cutting-edge green vehicles. Plug-in hybrid conversion kits just recently came on the market, but no commercially produced plug-in cars are available yet. A biofuel plug-in would also be a first. :: Twincities.com

posted in Electric Vehicles - 0 replies

FOSSIL FOOLS DAY

Revolution Artist — Fri, 10 Mar 2006 18:38:23 GMT

CALLING ALL EV's TO PARTICIPATE

IT'S COMING!!!

April 1st is the Third Annual Fossil Fools Day.

Register at:
http://jumpstartford.com/action/fossil_fools_day/

Admitting you have a problem is always the first step in breaking an addiction. Luckily, Mr. Bush has taken that first step by admitting that America is addicted to oil. Unfortunately, Bush, Harper and scores of other politicians and corporate CEOs have stopped right there and are exhibiting the classic signs of an addict: denial, aggression, avoidance, and shifting the blame.

In fact, the very next day after Bush's State of the Union Address, in which he admitted our oil addiction, his energy secretary explained that when Mr. Bush pledged to reduce [oil] imports from the Middle East, "he didn't mean it literally."

It's time to STOP THE ADDICTION and on Saturday April 1st we hope you will join with thousands of activists around the world in the 3rd Annual Fossil Fools Day to do just that. Register at: http://jumpstartford.com/action/fossil_fools_day/

Fossil Fools Day is a day where citizens unite to say no to the oil pushers and demand a break from our addiction to - an addiction that threatens our environment, our economy, our health, our sports, our workforce, and leads us into war and conflict around the world.

Global Exchange, Energy Action, Code Pink, Iraq Veterans Against the War, the Rainforest Action Network, the Ruckus Society and others are jumpstarting North America's to take action to push to real solutions that will kick our dirty habit and put us on a path to a clean energy future. And, concerned peaceful citizens are going to lead that charge!

Sign up today at http://jumpstartford.com/action/fossil_fools_day/

Help us break our oil addiction on April 1st by making this year¹s Fossil Fools Day the largest and most successful international day of action against dirty energy so far. There are dozens of creative, fun, educational, and attention-getting ways you can get involved. See the list below and our website for ideas:

Contact Mike at 415 558 9490 or mike@globalexchange.org for more info.

What You Can Do:
Adopt a Ford Dealer Near You!
1 in 7 barrels of oil is consumed on America's highways alone. Oil consumption in the United States and Canada equals almost 3 gallons per day per capita--6 times the global average--and Ford Motor Company has the worst fuel economy in the auto industry. By enlisting local Ford dealers as allies, we can convince corporate decision makers that there is a demand for fuel-efficient and zero-emission vehicles putting a HUGE dent in our addiction to fossil fuels.
http://www.jumpstartford.com

Host an Intervention for a Fossil Fool/Oil Addict
Have a mock intervention for a regional, national or international Fossil Fool, or have an intervention for a local Fossil Fool--could be a person or an institution that needs to kick their fossil fuel addiction. Be creative & have fun! Find out if your representatives are receiving oil money and then confront them to break the addiction! Register your event, download an intervention guide & read about other creative events:
http://www.energyaction.net

Fight for Efficiency & Renewables on Your Campus or in Your Community!
You can launch a campaign in your community to green the vehicle fleets of your college, university, city or state. Pass a resolution and get your government –at any level- to replace those gas-guzzlers with cleaner, more efficient vehicles. You can also get your campus or community to place soft orders for plug-in hybrid electric vehicles. Plugging our cars into a grid powered by dirty energies like coal, natural gas, oil, and nuclear is not a solution to our addiction, so we've got to clean up the grid, too. Push for efficiency and clean, renewable energy on your campus or in your community today! Find resources & register your action:
http://www.energyaction.net

Pass a Green Fleet Resolution On Your Campus or Community!
You can launch a campaign in your community to green the vehicle fleets of your university, city or state. Pass a resolution and get your government –at any level- to replace those gas-guzzlers with hybrid, electric, and bio-diesel vehicles. You can also get your campus or community to place soft orders for PHEV's which, is one of the best ways to show your commitment to fighting oil addiction. Download a Green Fleets action kit at http://jumpstartford.com/action/greenfleets_resolution/

Tell Ford to Stop Biggering
This year instead of building a fleet of PHEV's, or increasing its commitment to hybrids beyond 4%, Ford decided to increase the size of two of its already GARGANTUAN SUV's. The Expedition alone is increasing to a MONSTOROUS 19 ½ feet in length. Ford's willingness to BIGGER its' vehicles reminded us of the very telling story of the Onceler in Dr. Suess' "The Lorax". This Fossil Fools Day why not remind Ford what being addicted to "Thneads" - products we don't need like SUV's - means by holding a screening of the Lorax movie at your local dealer. If you don't have a projector stage a story time reading or dress up as your favorite character and deliver a copy to your local dealer. Remember "Unless someone like you cares a whole awful lots, nothings going to change its just not." g

We need to stand up and show that we will be safer, healthier and wealthier with energy innovation! It's time to end our addiction to oil and push for a fossil fool free future.

Register at: http://jumpstartford.com/action/fossil_fools_day/

posted in Electric Vehicles - 0 replies

Several battery powered scooters for sale in NYC--$100

loftninja — Sat, 26 Nov 2005 07:17:34 GMT

Perfect for the city----just plug in to charge and ride. Remarkably fast and reliable. Call 917-334-0887 write or call for more information. Perfect Xmas present or alternative to gas and walking. I live in Brooklyn, but can deliver within the 5 boroughs for a little extra.
Please see my profile blog for a picture of the goods! Thanks

Im trying to help a friend out - he builds them here in Brooklyn. Just $100----get yours now!!!

posted in Electric Vehicles - 0 replies

Homemade Hybrid ???

Sat, 17 Sep 2005 01:29:48 GMT

Hey gang... I started working on a motorcyle based, tandem three wheeler using the frame/engine from a Honda 750 and building a tube framed body (two main steering wheels in front) The plan was to keep it low, narrow (i.e. the tandem seating) along the lines of a two place homebuilt aircraft, using a composite or aluminum body. I went this route becaue I am an Aircraft mech and have done alot of tube/fabic restorations and helped on several composite aircraft. I shelved the idea due to way to many projects and moved it out back. Now that gas is getting even worse I am thinking of dragging it back into the shop and starting again. SOOOOO (sorry this is so long) The question is.... any good ides, or site to start with on going with an electric motor and a small generator, maybe running on propane. I have NO experience with the electric motor thing, more of the welding/engine/fabirc stuff. I don't even like working on the eletrical system on the helicopters where I work, ha ha... Thanks ahead of time for any input

posted in Electric Vehicles - 0 replies

Make a Difference

Greg — Thu, 21 Apr 2005 09:45:50 GMT

Congress is voting on a new energy bill. that has many potential problems associated with it. Senators and represntatives are recieving lots of letters from people demanding cheap energy and maintaing the status quo no matter what the cost. Lets get some people on the correct side of the issue entering the political process and writing their representatives about what they think. Below is a letter I submited to all of my senators and house representatives. I encourage you to write you own feelings on the subject but if you are short on time please feel free to replace my name with yours and submit it to your state representatives. Here is a link that allows you to submit emails to every states representatives. Good luck.

http://www.visi.com/juan/congress/

Dear Representative,
Thank you for taking the time to read my letter. I am very concerned about the current Energy Bill being voted on in congress. It is critical that we have a good Energy Bill, one that address the coming energy crisis in the oil and gas industry. However, the current bill has many significant and dangerous problems associated with it. I, as an American citizen and taxpayer do not support this bill and I will be very angry if my tax dollars are used to expand the consumption of finite energy resources.
This bill provides disproportional subsides to the producers and distributors of finite energy sources. The oil, gas, coal and uranium industries are already highly subsidized industries a practice, which has created artificially low energy prices in this country. This as we have seen has resulted in artificially high, and unsustainable levels of energy consumption. Major subsidies like the depletion allowances, and clean fossil fuel handouts (Regulate don’t subsidize) need to be removed from the system in order to allow our economy to adjust to increasing energy prices, and prevent prices from rising out of control.
This bill doesn’t remove subsides to the corporations making billions of dollars depleting finite resources it dramatically expands subsides to these companies, most of which are currently reporting record profits. I will not stand for this type of pork belly politics especially when it stands to destroy our economy, environment, and quality of life by causing a gross misallocation of resources.
Subsidizing energy is not a good economic practice; it causes over-consumption of finite resources, masks the problem of resource depletion, and it hides the true payback period of infrastructure investments. Further, over consumption leads to accelerated depletion and more dramatic increases in energy prices a risk we cannot take with our fragile economy.
Europe has eliminated their energy subsides and has internalized the cost of energy. This action has caused the development of an energy efficient infrastructure, reduced consumption rates, created a tax cushion to absorb energy price spikes, and lead to major developments in the renewable and alternative energy fields. This is exactly the direction we need to be leading our country. The only way we will accomplish this is to properly value this extremely important commodity.
You cannot expect citizens to make the correct energy decision when you use our tax dollars to artificially lower the price of energy. We live in the tragedy of the commons; those who consume the most benefit the most, while the costs of consuming these resources are absorbed by the whole. This is not the direction that our country should be heading, and I call on you my elected representative to bring these issues into debate. The infrastructure we develop today will be the largest determining factor as to how our economy functions in the near future as energy prices reach new record highs.
This energy bill is the wrong choice for America. Please stop this bill from passing and move to implement a strong energy bill, which removes, and does not increases the subsidies to the finite energy industry.

Sincerely,
Your Constituent,
Greg Rock
Seattle, WA
gregrock@hotmail.com

posted in Electric Vehicles - 0 replies

ECOPALOOZA Green Living Expos

kirstenmichel — Mon, 11 Apr 2005 07:14:45 GMT

Hey,

Check out
http://ecopalooza.tribe.net/
http://www.ecopalooza.com

posted in Electric Vehicles - 0 replies

62mph electric scooter goes up to 70 miles on 34¢ charge

Michael — Wed, 02 Mar 2005 14:58:32 GMT

Came across this and thought I'd share. 0-50 in 6.8s. 80% charge in 2-hours. This is the real deal.

www.vectrixusa.com

Put yourself on the pre-launch list. If all of us showed our interest, maybe more products like this would make it to market.

-M

posted in Electric Vehicles - 1 reply

Electric Scooter Tribe

Michael — Thu, 03 Mar 2005 20:21:55 GMT

Thought you guys might want to join...

Vectrix Scooter Club

posted in Electric Vehicles - 0 replies

starting on new Electric car

RevGadget — Sun, 20 Feb 2005 21:57:33 GMT

I'm starting to convert a triumph spitfire to electric. I have some pictures on my website if you want to check it out. It's at reverendgadget.com. This will be the first of many to come.

Gadget

posted in Electric Vehicles - 0 replies

killing alternatives

semira — Mon, 05 Apr 2004 02:19:59 GMT

Hi, I've copied and pasted this post from Solar Power and Alternative Energy, it was posted by Lazarus and he called the heading killing alternatives.

In a move that is disturbingly familiar General Motors is refusing to sell or extend leases on the electric cars they manufactured in order to ensure they are destroyed.

How many remember the story of Ford and the Los Angelos Electric Bus LARY system?
www.uncanny.net/~wetzel/lary.htm

and its sordid history?

www.erha.org/plot2.htm

www.verdant.net/natlcity.htm

www.lava.net/cslater/TQold.HTM

www.disinfo.com/archive/pa...dossier/id431/pg1/

econ.barnard.columbia.edu/~econ.../papers/Lewis%20--%20Descent%20into%20Dominance.pdf

my.fit.edu/~fleslie/Cou...E/ClassPres/ClassHTM/RE191TransEn_files/frame.htm#slide0061.htm

www.culturechange.org/issue10...en-for-a-ride.htm

Here is today's news:

www.nytimes.com/2004/03/28...omobiles/28AUTO.html
Carmakers Pull Plug on Electric Vehicles
By CHRIS DIXON New York Times
Published: March 28, 2004

FIVE to 10 years ago, when the future seemed to belong to electric cars - and California clean-air rules forced reluctant automakers to offer them - a small but enthusiastic group of optimists and environmentalists signed on as pioneers. While a few bought electrics outright, most signed leases that obliged them to return the vehicles after a few years.

Regulators and auto manufacturers have since pinned their hopes on newer technologies, like hybrid gasoline-electric vehicles and, further in the future, hydrogen cars. Electric autos have become orphans, abandoned in favor of more promising offspring.

Parental neglect has, in fact, turned into infanticide. General Motors and Ford are taking back electric vehicles when the leases expire - not to resell them, but in many cases to crush them. The companies have refused to sell them to leaseholders, saying there are not enough on the road to justify the maintenance costs, and they want to avoid liability for any problems that might arise. They see electric cars as an interesting but failed experiment that taught valuable lessons for the future.

But some drivers, upset at losing their cheap-running, zero-emission cars even as gasoline prices jump, are fighting back.

One Ford lessee, William Korthof, has hired a Los Angeles civil rights lawyer, Nora Quinn, to press his case. She says she may file a class-action lawsuit against G.M. and Ford on behalf of lessees.

"I am personally, morally offended by the idea that they would destroy these functional vehicles that have such a positive environmental impact," Ms. Quinn said.

Ray Levinson of San Francisco says he may also retain Ms. Quinn. Not only does he drive a Ford Ranger EV pickup, he has compiled a long, green r ésum éas an environmental programs manager for the United States Postal Service on the West Coast. In 2000, he organized an initiative that put 500 electric Ranger-based postal trucks on Southern California streets; he later oversaw a huge solar-power installation.

Although Mr. Levinson's lease ran out on Feb. 25, he has refused to return his 2000-model truck. He said that before the lease expired, he sought to buy the truck for the $7,000 residual value indicated on his contract. "The next day," he said, "I got a call back that said, nope, no option, turn it in."

Ford's response is similar to that of G.M., which has quietly reclaimed most of its ground-breaking EV-1 electric cars, from some 800 lessees, since production ended in 2000. G.M. has crushed many of the cars, undeterred by rallies and mock funerals organized by the EV-1's devoted fans.

After $1 billion to develop the bullet-shaped electric speedster, G.M. canceled the EV-1 after building about 1,000 cars. Dave Barthmuss, a G.M. environmental manager, said that although many lessees loved the EV-1, it didn't make enough money and cost too much to keep on the road.

"But we've learned a heck of a lot from the EV-1 in terms of technology transfer and what is necessary to sell advanced vehicles like hybrids and fuel cells," he said.

Mr. Barthmuss added that although many cars were crushed - he prefers "recycled" - vital parts were retained for the 100 or so that remain in private hands until all leases end in August. Other EV-1's will live on in museums or as research vehicles.

Ford, too, is quietly reclaiming its electric trucks. Most of the 1,500 Ranger EV's went to commercial fleets, but Ford also leased about 200 to individuals and sold a few. Only 180 or so remain in fleets; about a dozen are still in private hands.

Several Californians who leased Rangers, including Mr. Korthof of Pomona, who installs solar panels, and Dave Raboy, a rancher in Catheys Valley, near Yosemite, received letters from Ford offering to let them buy their vehicles when the leases expired. But they said that when they tried to exercise this option, they were turned down.

In December, Mr. Korthof retained Ms. Quinn. She cited several grounds for a possible lawsuit, asserting that contrary to Ford's assertions, several lessees were not told they couldn't buy their Rangers when the leases ended. She said Ranger and EV-1 drivers had no other options if they wished to drive electric vehicles. And she asserted that EV-1 lessees were being required to pay for wear and tear on crushed cars.

Mr. Barthmass said that wear and tear charges were not unusual for leased cars, and that not all EV-1's were being crushed.

While battery-powered vehicles made barely a ripple in the marketplace, they inspired near-religious zeal among many of those who bought or leased them. The impetus to sell electrics in California came in 1990 with a state mandate that 2 percent of automakers' sales had to be zero-emission vehicles, called ZEV's, by 1998. The mandate was to rise to 10 percent by 2003.

Automakers bitterly fought the requirement, arguing that it unreasonably manipulated the marketplace and forced consumers to buy vehicles for which they had shown relatively little appetite. In 2003, facing the prospect of prolonged litigation with G.M., regulators altered the ZEV mandate to include hybrids and hydrogen vehicles.

Mr. Korthof said his Ranger was a perfect match for his solar-panel business, since he can charge it using his own panels.

Mr. Raboy, whose lease expires in April, also charges his vehicle with panels on his ranch. "We're just trying to do our part," he said, "Not use gas, protect the environment and help with foreign oil in a small way."

Mr. Korthof said that when his lease ended in December, he refused to return the truck but continued to make the $480 monthly lease payments. After what he described as several angry calls from the company, his lawyer, Ms. Quinn, contacted Ford. She said Ford would not agree to let her client keep the truck even if he signed a waiver agreeing to assume responsibility for its upkeep. But Ford has since left Mr. Korthof alone and is accepting his payments.

In contrast to G.M. and Ford, Toyota has allowed lessees to buy its remaining RAV4 EV's, and the company will continue to service them. "We offered these up for purchase, and when we did that we knew that we had a commitment from that point forward," Nancy Hubbell, a company spokeswoman, said.

Honda, which produced about 300 EV-Plus cars, allowed lessees to keep the cars so long as they do not require new batteries, unavailable parts or expensive service.

Ms. Quinn said she saw no reason Ford or G.M. could not sell the cars with titles that would indicate that the vehicles were no longer be supported by the manufacturers.

But this is not how Ford wants to do business, said Philip Chizek, the company's marketing manager for sustainable mobility, particuarly with a technology that he said was never intended to be on the road for more than three to five years.

"Once the vehicle gets in the hands of the owner, they can make modifications that wouldn't be proper," he said. "They may not be up to Ford's standards in terms of preventative maintenance.

"Once you hand off the keys to someone with that type of unlimited liability, it puts Ford in a bad position. And that's not the type of customer relationship that we want."

Mr. Chizek said that when the trucks were leased, "we told them upfront that this was a limited lease and that the probability of them extending the lease is very slim because the technology would be outdated."

Less than two years after Mr. Levinson recommended that Ford receive the electric postal truck contract, the company pulled the vehicles out of service, saying batteries were not available, and substituted gasoline-powered Windstar vans. Had he known that his hoped-for 12-year fleet would be gone so soon, another bidder would probably have won the contract.

Today, he said, he just wants Ford to honor a more personal environmental commitment. "It costs me $1.25 to charge the truck to get a 50-mile range," he said. "It's just criminal that in this time of war for oil and these ridiculous prices for gasoline that I would be forced to give up something that's helping clean the air, eliminate our dependence on foreign oil and is just such a great vehicle to drive."

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