Odometer-at-new-BatteriesGage-arrangement_Volts+AmpsVoltmeterRear-Battery-InstallFront-Battery-InstallFront-Battery_Side-ViewSCS150 Side-pannel-viewelectricfly Upholstered Seats
OwnerRobert Weekley
LocationToronto, Ontario Canada map
Web/EmailWebPage | WebPage email image
Vehicle1989 Pontiac Firefly - 2 Door Hatchback
Currently Grey on Grey, changing to Black & Yellow, starting with Upholstery, then assembly clips for Heater Controls, and visor mirror clips, other small trim items, and later - interior panels, and carpets (Current replacement Black Carpet will get some custom work, either embroidery or other).
MotorGeneral Electric 5BT1346B50 Series Wound DC
20.9 HP, 4700 RPM, 90 Volts - 184 Amps. Weighs 170 Lbs. 17.75" Long x 9" Dia. Max Speed 6500 RPM.

Current PbA Pack Voltage sags to about 75 volts when drawing 180 amps - so I likely never get the full 20.9 Hp from it.
DrivetrainStandard 5-Speed, Gear Ratio's not yet confirmed.
ControllerGeneral Electric EVT-15
As installed - I have little info on it.
(Tech update - September 15, 2007: Apparently it is supported by Flight Systems Industrial Products - www.fsip.biz - who sent me a manual for the "EVT100ZX DC TRANSISTOR MOTOR CONTROL" - as they feel this is the closest available manual for it.)
Batteries8 Trojan SCS-150, 12.00 Volt, Lead-Acid, Flooded
Largest Ah Rating Group 24 Battery I could find (100 Ah at C/20), in a given time frame, and best cost, allowing room for Insulation, but not necessarily the best Lead-Acid Choice or the best Value choice - just a quick start to get going!
** Battery Box Cover Frames made from Stainless Steel at welding shop, Acrylic covers made for rear two Locations, and small single battery cover is nearly complete with Acrylic mounted and Sealed with a home made Gasket!
System Voltage96 Volts
Charger GNB SCR-100
Limited information - 110/120 VAC in - 96VDC Out, initial Current = ?33 Amps, after batties at 80% - drops to 22 Amps. (At start - AC Load at feed is ~ 13.8 Amps) Old batteries took 2.5 hours, new ones about 7-9 hours, for a full charge.

Custom Battery charger built for front 3 Trojan Flodded traction batteries and the one AGM accessory battery - charges each battery individually with a 12V 'Smart' charger selectable for Battery type (regular, deep cycle, or AGM/Gell), charging current (2A, 8A, or 12A), which allows a flexible choice while charging. Rear 5 traction batteries us 5 'smart' chargers, just set in place at this time - no custom case made yet.
HeaterNo heater, just a blower installed, ducting all cut up, needs full replacement - Gages installed where heater selector controls go - they need moving.
** Dash removed, new Dash, Heater Control Assembly, Ducting and Fan bought, to be installed - throttle Pot in Way - needs re-location and re-mounting.
DC/DC Converter
Currently no DC/DC Converter. Apparently it was taken our from the car at some point - removed from the upper-left firewall near the left hood hinge, according to one of the people involved in the conversion - the Instructor - whom I finally met on Thursday, September 13, 2007: Nick Lacopola.
InstrumentationVolt Meter: 0 - 150 Volts,
Ammeter: 0 - 300 Amps,
GE Meter (LXT) - No information on this yet. any help on this one appreciated.
Top Speed63 MPH (101 KPH)
Only 1 good freeway test so far, I saw 100 Kmh (62 mph) on my second run (first freeway run) with the vehicle with the new batteries, on Sunday, May 27, 2007.
Since then - freeway drives have shown it capable of 105 - 108 kmh at least - though without a Tachometer - I am not ready to push it much further.
AccelerationNot yet measured, but seems decent - 50 mph achieved, before braking required in short block from work to main street. Possibly could be improved with a new clutch and some more experience.
Range18 Miles (28 Kilometers)
Max distance so far, to wayyy dead! (Mixed Testing and traffic driving)
Min = 22 Km in heavy rush hour street traffic with too much stop and go. Maximum seen to Date - (Sept.15/07) = 36.8 Km on one charge - consisting of a number of short trips to work and back (1 km each way) and a few longer street trips up to 8 - 12 Km out to pay bills, do banking and post office work.

Have bought (June 2008) PakTrakr 600 + extra remote - this will give me better pack info and help give amore accurate figure here, and - when I get the BEQ-LA-4-100 Battery Equalizers, it should be better too!! (should be ordering them Mid July, 08)
Watt Hours/Mile350 Wh/Mile
No E-Meter yet. UM-100 Meter monitors power used while charging: 8 kwh = normal charge = ~25 Km. Also - Driven about 19 Km from home by street and then to freeway and back to street the welding shop, charge up took about 3.3 Kwh for that run.
EV Miles
Start:102,314 Miles (164,623 Kilometers)
Current:102,798 Miles (165,401 Kilometers)
Total:484 Miles (778 Kilometers)
 
    As of 7/5/2008
Seating Capacity4 adults, although I have yet to drive with any more than 2, further drive and load tests to ensue.
Curb Weight2,000 Pounds (909 Kilograms)
Vehicle weight with no Batteries, and only drivers seat = 1560 lbs. Batteries weigh 50 lbs x 8 = 400 lbs. Not sure of seat weights - not weighed. Weight is approximate.
TiresAll Season P145/80 R12 (Canadian Tire), but other Mag Wheels and Special Tires Available (see picture on my own web site)
Conversion TimeConverted by Grade 10 High Schools Students at Miriam College in Toronto, ~ 1995. First car - was a new donation by GM, it was crashed in a race in Phoenix, AZ., This donor was converted by the students themselves with teacher supervision, with the EV components from that car, near year end.
Conversion Cost$2,000 to buy, + ~$1,200 to Certify, + $900 for custom seat upholstery + $1,100 for new batteries + $400 to rust protect battery boxes with 'Rust Bullet' coating,
$525 at welding shop for Special Charger Support Tray/rack in front, and two frames for rear battery box covers, about a days welding work, plus $50 for Arylic sample case for custom front charger mounting box.
Additional FeaturesHaving a custom built, individual battery monitoring meter created, in a side-by-side bar graph format for general comparison of battery voltage levels. Will be adding a total pack Digital Voltmeter for easier reading than the analog version (and as a back up).
Link 10 or E-Meter to be added, Or paktrakr individual battery monitor instead. Also planning on installing BattEQ battery equalizers to better balance the batteries while under charge and discharge.

*** As current Volt and Ammeter gages are not lighted - making poor night driving events, (I like to see what I am drawing in amps, volts, etc.) I am making some LED Light Bars for them, currently testing basic LED mcd Ratings to select.
I live in an apartment above commercial businesses, with no 'driveway' I can call my own, and use a visitor parking for the EV. I have to basically wait until business closes each day at 8 pm to bring the car over to charge it, or wait for the weekend, and - since I work nights, it is a bit of a difficult situation there.

I figure since it is a 1989 Firefly, parts are getting very hard to find, so - it is unlikely to ever really get a lot of years from it, but - I would like to make it look nice, in spite of that, and - since it is No Tesla, and has limited battery space on existing battery boxes, I can't put in large batteries so it won't go far, it might as well look nice!

Oh - and I have added a Blog at WebPage !

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