OwnerPhil and Chris Young
LocationBristol, Illinois US map
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Vehicle2003 Chevrolet S-10 Pickup
55004 gas miles at the beginning of EV conversion. Purchased specifically for the purpose of converting.
MotorNetgain WarP9 Series Wound DC
with blower/cooling fan
Drivetrain2wd
Stock NV1500 5-speed transmission
Original flywheel and new clutch
7.625" 4.11 Rear axle
Core Shifter with Hurst Stick
Royal Purple Syncromax transmission fluid
Royal Purple Max-Gear 75-90 differential fluid
ControllerFirst Pick Electronics LLC ML-1200
200VDC 1200A Max
Tuneable
Batteries52 Winston WB-LYP300AHA, 3.20 Volt, Lithium Iron Phosphate
The LiFeYPO4 pack is managed by a 60 cell Orion 1st Gen BMS which controls charge and discharge. The Orion uses a CAN/OBD2 interface to Android Torque App for real-time display.
System Voltage166 Volts
ChargerManzanita Micro PFC-30
240/120VAC Automatic charging
Adjustable AC current draw
Heater2x 1500 Watt ceramic elements on pack voltage setup in a Half/Full on configuration.
DC/DC ConverterIota DLS-55
InstrumentationFactory cluster replaced with Westach State of Charge meter connected to Orion Analog output, 100-200 Volt meter, and 6-16 Volt meter. Also added a Vacuum gauge, Tach and Speedometer from Speedhut.
Top Speed70 MPH (112 KPH)
Capable of interstate highway speeds
AccelerationBetter than stock
Range100 Miles (160 Kilometers)
Lead-acid best 48.6 mi
LiFeYPO4 best 102.1 miles at 74.5% DoD
City/Highway mix 80+ miles <70% DoD
Watt Hours/Mile384 Wh/Mile
EV Miles
Current:3,730 Miles (6,001 Kilometers)
Curb Weight4,500 Pounds (2,045 Kilograms)
2140lbs Front
2360lbs Rear
Conversion TimeMany many nights and weekends researching parts, engineering, and building over the course of years.
Conversion CostPriceless
Additional FeaturesEKM Metering Kilowatt Hour Meter
Electric Hydraulic Power Steering Pump
Royal Purple Max-EX power steering fluid
Hall-Effect Accelerator Pedal
Vacuum Pump Assisted Braking
Towbar recovery system

In the event of a utility power outage, the truck can easily be configured to provide backup power. Connect a 12VDC to 120VAC sine wave inverter to the accessory battery and flip a switch to activate the BMS, turning on the DC converter and essentially providing up to 40KWh of stored energy. The BMS can be programmed to shut off at a low set point and the truck can be driven to another location for charging.
Conversion begins in 2008. On 8/6/2011 the truck drove using lead-acid battery power and by the end of 2011 has over 1000 miles of trouble-free operation.

2015 - After 4 years and 3000 electric miles the truck has been reliable, fun to drive and a great learning experience! The Trojan T125 flooded lead-acid batteries have reached the end of their useful life in the truck. Some of the battery terminals suffer from constant corrosion buildup and a cable and a few terminal bolts needed to be replaced.

September 2016 - The truck is being updated with a new 50KWh LiFeYPO4 pack, a MaxForcer ML 1,200Amp 200VDC motor controller and many other upgrades! Exciting times!

Update 6/27/2018 -- The truck is days away from being powered by Lithium

7/8/2018 -- Test run.... WoW!

8/13/2018 -- Over 600 miles on Lithium and counting! This truck is a blast to drive around town and on the highway. The controller is set for 120KW to the motor. Aside from a leaking power steering hose fitting no major issues so far, tightened up the fitting and all is well. After 10 pack cycles temps and resistances are looking good.

Working on J1772 interface for public charging opportunities

code by jerry