|Location||Woodinville, Washington US map|
|Vehicle||2001 GMC Sonoma |
Mini pickup, extended cab. Same as Chevy S-10.
|Motor||HPEVS AC75-27.26.2 3-Phase AC|
9" with air cooling fins added, and a custom welded motor mount. The AC-75 still bolts up to the Canadian EV S-10 transmission adapter. Motor purchased from great guys at Canadian EV. Replaced the ADC FB1-4001 9" DC motor which died from overheating climbing a hill at freeway speeds on a hot summer day (I should have added a brush cage forced air cooling kit).
|Drivetrain||9" AC Motor with original 5 speed manual transmission & 4.10 differential.|
|Controller||Curtis 1239-8501, 108-144V 500A,|
Came as a pair with HPEVS AC75 Motor. Supports regenerative braking. V5.00 VCL firmware version. With 840 Spyglass Dash Display & 1314 Programming Station Software/USB-Dongle. The controller documentation could be significantly improved.
|Batteries||48 Thunder Sky LFP-200AHA, 3.30 Volt, Lithium Iron Phosphate|
ThunderSky is now Winston/Sinopoly. Made up of 12 4-cell (12-volt) batteries. All batteries are located in the bed.
|System Voltage||144 Volts|
|Charger||Manzanita Micro PFC-30|
Replaced Zivan NG5 which probably killed my T-145's prematurely by doing an EQ charge each cycle.
|DC/DC Converter||Iota DLS-45|
With IQ Charger Module. Spec shows 108-132 VAC input, but works fine on DC.
|Instrumentation||Xantrex Link-10 (formerly E-Meter) with WinLink software for data logging. Also Manzanita BMS Scanner software, and Curtis 840 SpyGlass|
|Top Speed||70 MPH (112 KPH)|
70 MPH on flat road. Incline at > 55 MPH puts 250 A breaker in danger of tripping.
|Acceleration||About the same as the 130 peak HP, 2.2L 4 cyl ICE when loaded to 4000 lb.|
|Range||75 Miles (120 Kilometers)|
Higher under optimal terrain and wind resistance.
|Watt Hours/Mile||450 Wh/Mile |
Old figures from FB1-4001 DC Motor and LiFePO4 batteries. New figures with AC motor coming soon.
|Seating Capacity||3 adults + 1 child|
|Curb Weight||4,000 Pounds (1,818 Kilograms)|
About 1000 lb lighter than the former 24 T-145 wet lead acid golf cart batteries. Noticably improved acceleration and range now.
|Tires||P205/75SR15, 44 psi, Goodyear Regatta II|
|Conversion Time||180 hours, 4 months for original Lead Acid/DC converstion. Completed April 1, 2007. Upgraded to LiIon Aug 1, 2011. Upgraded to AC Nov 15, 2013.|
|Conversion Cost||$22,000 including $8K donor vehicle, $10,700 EV Kit, and $3300 batteries. LiIon upgrade added $12K for batteries, $3K for BMS/cables/hardware. AC upgrade $5500 for Motor, Controller, Contactor & Heatsink.|
|Additional Features||Featured on front page of Seattle Times, May 8, 2007.|
DC/PbA conversion featured in Home Power Mag, Issue 122 (Dec/Jan 07/08).
LiIon Battery upgrade featured in Home Power Mag, Issue 154 (Apr/May 13).
Used Canadian EV S-10 Conversion Kit
Original 2007 conversion used ADC FB1-4001 9" DC motor, Café Electric Zilla 1K controller, Zivan NG5 Charger and 24 Trojan T-145 wet lead acid golf cart batteries. Upgraded to 48 LiFePO4 batteries and Manzanita BMS & PFC-30 Charger Summer 2011. Upgraded to HPEVS AC-75 9" AC motor & Curtis 1239 Controller Fall 2013.
Wired for extensive data logging - Link-10 (E-Meter) has RS-232 output to WinLink software, MM BMS monitors each 48 cells independently. Curtis Spyglass & 1314 PC interface.
|The Upgrade from PbA to LiIon (Summer 2011):|
WOW what a difference. Doubled range and acceleration even though I reduced Ahrs from 260 to 200. Also, capacity is predicable - not dependent on how long the vehicle has sat (with PbA if it sat 2+ days capacity was about 75%) - effected little by cold temp (with PbA cold days reduced capacity to <75%). Little worry about drawing down to near zero SOC (with PbA it was a creep home under 20% SOC and potential damage to batteries). AND zero maintenance - no more watering. Best change I ever made to my EV!
The Upgrade from DC to AC Motor/Controller (Fall 2013):
The HPEVS AC-75 motor with companion Curtis 1239 Controller produce roughly the same power as the ADC FB1-4001 motor with Zilla 1K Controller. However, the power curve is much different (seems designed to match that of an ICE). The DC had high torque at low RPM, whereas the AC's torque kicks in at about 3500 RPM. This means that a clutch and shifting are needed much more with AC than with DC. AC has two-level regen (both "neutral" - i.e. foot off all pedals), and "braking" (foot on brake pedal). I love capturing the energy I was wasting before. The Curtis is easily cooled by a 9" DC fan blowing on a heatsink bolted to the 1239. Cooling the Zilla was a challenge (required a liquid cooling system due to its small size).
What I Like:
1/3 the fuel cost per mile.
Smooth, quiet acceleration.
Never stopping at gas stations.
Fueling at home.
Nearly instant cabin heat.
No exhaust fumes.
No oil changes, radiator flushes, muffler/exhaust pipe repairs.
What I Miss:
AM Radio reception (still a problem with AC).