|Location||Coquitlam, British Columbia Canada map|
|Vehicle||1987 Suzuki Forsa|
|Motor||Advanced DC 203-06-4001A Series Wound DC|
8" ADC, with tailshaft
|Drivetrain||Stock flywheel and clutch assembly couple the electric motor to the stock 5-speed transmission.|
|Controller||General Electric EV-1|
84-144V, 450A SCR controller
|Batteries||10 Optima D34/78, 12.00 Volt, Lead-Acid, AGM|
A tired set of blems, probably about 8 years old now, generously donated to the cause by another EVer.
|System Voltage||120 Volts|
|Charger||Delta-Q Technologies QuiQ|
Dual 1kW universal input, PFC, isolated chargers with microprocessor control.
|Heater||Ceramic heater element from Canadian Electric Vehicles... still sitting in my desk drawer, must get that installed one of these days.|
|DC/DC Converter||Curtis 1400E|
120/144V input, 300W 13.5V output
|Instrumentation||E-Meter (w/RS232), DMM (w/RS232) scanning each battery voltage under control of a laptop. Charge and discharge data from both logged by laptop.|
|Top Speed||75 MPH (120 KPH)|
Untested; haven't yet taken it on a highway. Highest confirmed speed before the speedo cable broke was an easy 65 mph in 3rd gear.
|Acceleration||Better than stock; no problem keeping up with traffic.|
|Range||20 Miles (32 Kilometers)|
Estimated maximum, with a fresh pack. Design objective is for my 8 miles (each way) commute to result in about 50% DOD. The present pack makes the 8 mile commute, but has not been pushed further.
|Watt Hours/Mile||325 Wh/Mile |
Much higher than it should be, but this is what the E-Meter reports: about 2.6kWh consumed over a typical 8 mile commute to work on surface streets (it is hilly with lots of lights and a stretch at 50mph or so), and 2.28kWh (285Wh/mi) on the return trip.
|Seating Capacity||4 adults (Though I may have to remove one seatbelt to remain legally within GVWR...)|
|Curb Weight||2,000 Pounds (909 Kilograms)|
|Tires||Upgraded to 13" wheels from a Turbo model. P165/65R13 Goodride H600 tires (never heard of them, but they were on the rims, held air and have plenty of tread...).|
|Conversion Time||Unknown. Took possession of the car about 1999; began driving as an EV at the end of May 2006. Perhaps a month of actual work spread out over 7 years?|
|Conversion Cost||Unknown; estimated at $3000. Car was donated by a friend who seized the engine; batteries were donated, battery boxes were fabricated by a friend (steel trades instructor at a local technical school); chargers were donated by my employer. Motor, adapter, contactors, E-Meter, cabling, etc. were all purchased new.|
|Additional Features||A design objective was to keep the engine bay as empty and clean appearing as possible. This precluded locating batteries in the rear of the car as that would cause weight distribution problems, so they are located in the floor of the passenger compartment.|
A GM vacuum pump is installed for the factory power brakes, however, I have not yet found it necessary to power it up.
3 Kilovac EV250 contactors are used; two isolate the traction pack positive and negative when the ignition is off, while the third is for the controller-supervised bypass function.