| Owner | Justin | ||||||||
|---|---|---|---|---|---|---|---|---|---|
| Location | Melbourne, Victoria Australia map | ||||||||
| | |||||||||
| Vehicle | 1997 Mitsubishi Lancer MR Coupe 2 door sports coupe version of the Mirage hatch | ||||||||
| Motor | Netgain Warp 9 Series Wound DC Should make around 80kW peak at 144V Rated: 1000 Amps for "brief periods" 450 Amps for 5 mins 225 Amps for 1 hour 190 Amps continuous | ||||||||
| Drivetrain | 5 speed manual, FWD Previously 1.8L 4cyl petrol (86kW) | ||||||||
| Controller | Cafe Electric Zilla 1K-LV Rated: 156V max, 1000A peak, over 350A continuous Bought a couple of years back Comes with Hairball interface Custom settings via Palm Pilot | ||||||||
| Batteries | 45 CALB/Skyenergy 100Ah, 3.20 Volt, Lithium Iron Phosphate Sky Energy/CALB Batteries are split between the engine-bay and the boot. Voltage sags more than I expected under hard acceleration. | ||||||||
| System Voltage | 144 Volts | ||||||||
| Charger | Elcon TCCH-45C-08A Cost effective 1.5kW charger. BMS is set up to accept two chargers running in parallel for 3.0kW. Works well but gets very hot during operation. | ||||||||
| Heater | Water heater (HV) & pump (LV) through stock heater core | ||||||||
| DC/DC Converter | Iota DLS-55 Works well. Wired to come on when the key is turned to "On" and the rear contactor closes. | ||||||||
| Instrumentation | EV Works Fuel Gauge Driver Plus (drives the stock fuel gauge as a battery charge indicator and drives the tacho as an ammeter) Digital voltmeter and ammeter | ||||||||
| Top Speed | tba Will do over 100km/h no problem | ||||||||
| Acceleration | At 600amps it feels as good as the original 1.8l petrol. | ||||||||
| Range | tba Estimated at 60km based on efficiency measured so far. | ||||||||
| Watt Hours/Mile | 350 Wh/Mile 220Wh/km typical 195Wh/km freeway & flat roads 260Wh/km During stop-start testing including acceleration runs | ||||||||
| EV Miles |
| ||||||||
| Seating Capacity | 4 adults, reduced from 5 due to weight gain (of the car, not the people!) during conversion | ||||||||
| Curb Weight | 2,395 Pounds (1,088 Kilograms) Pre-conversion 990 kg Post-conversion estimate 1087kg GVM 1495kg | ||||||||
| Tires | 195/45/R16 Falken 329's on alloy wheels | ||||||||
| Conversion Time | 2 years so far (very much a part-time project) | ||||||||
| Conversion Cost | $20,000 budget Not exactly cheap, as I wanted good performance, but a lot cheaper than any comparable commercial EV offering (and better looking too if you ask me). | ||||||||
| Additional Features | Battery management system. Electric vacuum brake system. Water cooling system for Zilla controller comprising small radiator, fan & water pump. Wired to come on when the main contactor is closed, i.e. when the controller is powered up. Seems to work well. Circuit breaker for high current protection & manual disabling of HV system. 2 contactors: 1 at rear enabled by ignition switch, 1 at front driven by Zilla Hairball | ||||||||
| OBJECTIVE To create a zero-emission, renewable energy powered sports car that's both practical and fun to drive. LATEST UPDATE (Jan 2012) It goes!..and goes very well. Still in the testing phase. Have had it up to 600amps out of the 1000 max. Good acceleration and pretty quiet except for a bit of gearbox whine. Lots of fiddly little jobs left to keep me occupied for a few months. The charger & BMS all seem to be working fine. Pot-box is very temperamental and annoying. Might be dirty inside because it needs to have the throttle pumped several times before switching everything on in order to work properly. The controller sometimes has an error mode "waiting for zero throttle" because of this problem. CURRENT ACTIVITIES - Connecting electric water heater & pump in engine bay to provide cabin heat for de-misting - Installing motor speed sensor & connecting to controller (to enable overspeed protection and stall detection functions) - Wondering how I'm going to hook up the nifty little Fuel Guage Driver - Tidying up the spaghetti of LV wiring in the engine bay STATUS and TECHNICAL DETAILS Motor is installed - 20mm aluminium adapter plate, steel coupler, no clutch. The adapter connects the motor drive shaft directly to the gearbox input shaft and incorporates the shock absorbing unit of the clutch assembly. RH side of motor is supported by a 4mm steel bracket to the original engine mount point. Battery boxes have been fabricated (steel sheet), painted and bolted in place. Front battery box is installed in the engine bay (behind the crumple zone) on a 25mm sq steel tube sub-frame that is bolted to the main chassis rails. Rear battery box is installed as far forward as possible in the boot (almost over the rear axle) and bolted to the chassis. Custom brackets fabricated from 3mm steel. - Pot box mounted to firewall - Aluminium rails (25mm sq) installed across front of engine bay to support controller & accessories. - Brake vacuum system installed and working (electric pump, reservoir, switch and dual relay). - Digital guages (with funky blue backlighting) installed in slot below radio. - Emergency disconnect switch (latching type) installed in centre console. - Conduit installed in exhaust tunnel to take HV cables from rear battery pack - Batteries installed with ply packing to give snug fit in battery boxes KEY SUPPLIERS Fabrication by Pizzey Engineering. Motor and main components from EV Works and EV Source. Controller from Cafe Electric (when they were still selling them) Batteries, BMS and charger from EV Power. ASSOCIATIONS Australian Electric Vehicle Association www.aeva.asn.au ATA Melbourne Electric Vehicle Branch www.ata.org.au | |||||||||
1997 Mitsubishi Lancer MR Coupe
“eLancer”
Last Updated 01-29-2012
Copyright © 1997-2012 by Mike Chancey