|Owner||Tom & Jackie Keenan|
|Owner's Other EVs||1976 Citicar|
|Location||Alameda, California US map|
|Vehicle||1989 Ford Escort LX Hatchback |
Converted by US Electricar in Santa Rosa, CA (later known as US Solar) in 1992. Serial # 92016. The State of California classifies this vehicle as an 'Electron Ford Escort' and a '92 model as it was converted in 1992.
|Motor||General Electric 9 inch Series Wound DC|
Rated at 22.74 HP (about 160 amps @ 108v). This motor seems to pull best between 1,500 and 2,500 RPM.
GE Motor Label
Duty 1 HR 140C Class H
|Drivetrain||FWD 5-speed manual transaxle. Clutch retained.|
3.52:1 differential ratio.
3.60 1st (12.672 overall) 22 MPH 4k RPM
2.12 2nd (7.4624:1 overall) 37 MPH 4k RPM
1.39 3rd (4.8928:1 overall) 57 MPH 4k RPM
1.02 4th (3.5904:1 overall) 58 MPH 3k RPM
0.76 5th (2.6752:1 overall) 130 MPH 5k RPM (well, that's what it
works out to on paper!)
|Controller||Curtis 1221B 7401|
72 to 120v 400 amp. Single frequency type.
|Batteries||18 US Battery US125, 6.00 Volt, Lead-Acid, Flooded|
New battery pack installed on August 12, 2012.
|System Voltage||108 Volts|
|Charger||Solar Electric Engineering |
Transformer type. Power factor is rather poor at .67. Has switch on dash for low or high power charging. Low setting is roughly 1.2 kW. High setting is roughly 1.6 kW. Uses 120v, either at about 17 amps (low) or 22 amps (high). Semi-fried 5-15 inlet evidence that it was occasionally used on high through the low-amperage inlet. Inlet replaced with one designed for 30 amp service.
|Heater||Converted from 120v hair dryer. Works OK as a defroster, but somewhat loud.|
|DC/DC Converter||DC Power Systems |
350 watt output
|Instrumentation||Battery voltage (rudimentary SOC) and charger amp meter. Stock meters (tachometer and 'fuel') have been made operational by installing a ZEVA adapter. This makes the tach operate as an ammeter. Currently set for '8 cylinder' using the stock 4-cylinder tach to give more resolution to amps at the normal operating range (75-200 amps). Using this mode, 2000 RPM = 100 amps. The fuel gauge is used as the SOC indicator, and seems to be consistent with actual battery state during a drive and after charging. Also includes a low battery light.|
Because the original Ford instrument cluster used a pulsed voltage control that averaged 5 volts, the fuel and temp gauges would drift up and down about 1/8 of scale each time the old regulator turned on/off (about once per 5 seconds). I replaced the old regulator with a 7805 (solid state) 5v regulator that is mounted in the original regulator's tin can behind the dash. Check Engine light connected to motor overheat switch, and temperature gauge connected to OEM temp sender mounted to motor case.
|Top Speed||65 MPH (104 KPH)|
65 MPH @ about 150 amps. I usually don't go faster than 60 to keep the power use down.
Additional power use info:
125 amps @ 60 MPH
110 amps @ 55 MPH
40 amps @ 30 MPH
25 amps @ 25 MPH
|Acceleration||400 amp Curtis controller and 108v system are OK for in-town and slower freeway driving, but vehicle weight and power available makes accelerating onto the freeway a significant challenge. Zero to 50 takes about 20 seconds - somewhat leisurely.|
|Range||45 Miles (72 Kilometers)|
Other owners of vehicles converted by the same company at around the same era claimed a 35 to 60 mile range. 45 mile range based on 30-35 mph in-town driving. With 18 US125 batteries (~1.1 kWh each) pack capacity is roughly 20 kWh. 35 mile freeway range at 50-55 mph. 55 mile range might be possible if driving really slow - 25 mph.
|Watt Hours/Mile||450 Wh/Mile |
50 mph about 550 Wh/mile. Mid-speed (40-45 mph) 450 Wh/mi. 25 mph about 350 Wh/mi. Other owners claim this vehicle uses about 500 Wh/mi, which may be for 50+ mph cruising. Measured from the wall plug during charging. The stock ferro resonant charger may contribute to the somewhat poor numbers - pf is about .67
|Seating Capacity||4+ adults|
|Curb Weight||3,400 Pounds (1,545 Kilograms)|
As weighed on a certified scale. Includes spare tire. 10 batteries mounted where the old gas tank used to be, and 8 batteries mounted around/above the transaxle/motor. Feels heavy when driving. With just the driver in the Electricar, the feel is similar to how an an ICE Ford Escort would be with four large adult passengers in the car plus a couple bags of cement in the trunk.
|Original owner had the vehicle for about 17 years, but had to make room for a new stable of EVs. |
I am the second owner of this Electricar.