EV Digest 5447
Topics covered in this issue include:
1) Re: Gun Engine?
by "Mark Grasser" <[EMAIL PROTECTED]>
2) Re: Gun Engine?
by Danny Miller <[EMAIL PROTECTED]>
3) steering unit
by Victor Tikhonov <[EMAIL PROTECTED]>
4) Re: Article 625
by Victor Tikhonov <[EMAIL PROTECTED]>
5) Ford bolts, ie. battery clamp bolts
by "Chuck Hursch" <[EMAIL PROTECTED]>
6) Re: Raptor Overheating/my Civic refurb'd Raptor (;-p
by Bob Bath <[EMAIL PROTECTED]>
7) Re: Small Brushless wheel motor idea
by Jeff Shanab <[EMAIL PROTECTED]>
8) Russco heater as a pre heater run by a bad boy.
by "Lawrence Rhodes" <[EMAIL PROTECTED]>
9) Internal combustion steam generator was Gun Engine
by Jeff Shanab <[EMAIL PROTECTED]>
10) Re: Sources of Energy
by Neon John <[EMAIL PROTECTED]>
11) Re: Small Brushless wheel motor idea
by Neon John <[EMAIL PROTECTED]>
12) RE: DIY air-conditioning (another option)
by Brendan Miller <[EMAIL PROTECTED]>
13) RE: Ford bolts, ie. battery clamp bolts
by "Roger Stockton" <[EMAIL PROTECTED]>
14) Re: Raptor Overheating
by Jim Coate <[EMAIL PROTECTED]>
15) Re: Article 625 .. face to face .. with that ONE "genius" who inflicted
this "absurdity" on the rest of us .....
by "peekay" <[EMAIL PROTECTED]>
16) Re: Tesla Motors
by "Jorg Brown" <[EMAIL PROTECTED]>
17) Re: Sources of Energy
by Ken Trough <[EMAIL PROTECTED]>
18) RE: Article 625 .. face to face .. with that ONE "genius" who inflicted
this "absurdity" on the rest of us .....
by "Roger Stockton" <[EMAIL PROTECTED]>
19) [OT] .. going OT .. oops .. retracting ..
by "peekay" <[EMAIL PROTECTED]>
20) Re: Gun Engine? .. quakery and hi tech .. so also OT and not OT ..
by "peekay" <[EMAIL PROTECTED]>
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I belong to more then one e-mail group. The others have come to the
understanding that if they don't like the topic they can always just hit the
delete key. Why is this list so narow min,,,, er, focused? I like to think
that anything that comes to the list might be of interest, then when I've
had enough I simply pass over the subject checking back every few days due
to matter change with the same title.
So what's the big deal?
Mark Grasser
Subject: Re: Gun Engine?
Let's stop discussing the gun engine, please. Some of us think it won't
work
and some of us think it will. It's extremely unlikely that either side
can ever
convince the other side that their view is correct. My view is that it
won't
work, but I lack the patience or persistence to argue.
--- End Message ---
--- Begin Message ---
I'm happy with letting this topic die. It's off topic.
Like I said before- people here would draw a line between EVs and quack
science. True EVs are not quackery in any way, though they do seem to
attract interest from that crowd. While most would welcome quack
science afficianados' interest, the converse of people here having an
interest in quack science does not seem to be a prevailing attitude.
It's all too easy to start talking cold fusion, Tilley EV, gas
enhancement pills, and windmill powered cars. The discussion is
pointless and never ends.
I only get into this stuff sometimes because I've wondered how one
really defines the line between genuine hi tech developments and
quackery. I feel there is a solid, objective difference between the two
but sorting out claims is indeed a subjective process. I might want to
write a paper on it one day.
Danny
Mark Grasser wrote:
I belong to more then one e-mail group. The others have come to the
understanding that if they don't like the topic they can always just
hit the delete key. Why is this list so narow min,,,, er, focused? I
like to think that anything that comes to the list might be of
interest, then when I've had enough I simply pass over the subject
checking back every few days due to matter change with the same title.
So what's the big deal?
Mark Grasser
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--- Begin Message ---
Can someone tell please what exactly this unit does?
Is it functionally similar to MR2 unit?
http://tinyurl.com/mjqhm
Thanks,
Victor
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That is simple one. The post next to the charging station should
tell "this space is designated to an electric vehicles only.
Others are towed away". But as you suggest nothing is labeled on
the outlet itself. Like those signs for handicapped parking spots.
This assures RVs (or anything other than EVs) aren't there, but also
avoids need to comply with this silly 625 code.
Note - nowhere *charging* is mentioned.
Victor
Ralph Merwin wrote:
To me, this means we can install suitable outlets and use them as we wish,
as long as there is no specific use label on the outlet.
If we want them labeled as "Electric Vehicle Recharging Stations" we need
to either use only 120v outlets or use something like an Avcon system.
If we don't label the outlet as "Electric Vehicle Recharging Stations",
we have to accept that we may find the occaisional RV parked in the spot.
We also have to accept that the parking spot next to the outlet must be
reserved with something other than an "Electric Vehicles Only" sign, lest
this imply that the outlet has a specific purpose.
Ralph
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Hello All,
When I put together my new pack of US125s about a year ago, I
ordered new fastener hardware for the automotive post clamps. My
old bolts and nuts were pretty rusty after sitting for several
years next to the cell caps. So the fellow EV'er that was
helping me said that I could get Ford bolts (4-sided bolt heads)
from our local US Battery rep (where I had just bought the new
batts). I ordered the new bolts, which are dark grey because of
a process called pokarization (sic? - I need to get that spelling
down). The problem with the new set is that the bolts were too
long, sticking out well beyond the side of the automotive clamp,
running interference with the closest cell cover. So we
shortened the bolts down, and we painted (Rustoleum red) the cut,
since the pokarization is only a surface treatment, or so I'm
told. Well, after about a year the fumes from the cells is
attacking some of the cut bolt ends, and it's getting to be a
rather ugly powdery mess under the lug covers that I really don't
like to have to clean up every monthly battery maintenance
session. Any suggestions as to where I can get correct-length
bolts, or do you all think that stainless steel might work? I
tried Google-ing "pokarized", "Ford bolts", etc. but didn't get
very far. Hex bolts won't work, I think, because the automotive
clamp has that flat bevel to keep the bolt head from turning when
you turn the nut on the other end. Maybe I should bug the US
Battery rep again, but I think he gave me what he had, and that
is that.
Thanks,
Chuck
Chuck Hursch
Larkspur, CA
http://www.austinev.org/evalbum/339.html
http://www.geocities.com/chursch/bizcard.bmp
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--- Begin Message ---
Michaela,
Just a heads-up: Peter Senkowski (Myers Motors)
refurbs the Raptor 600s, putting an extra couple of
electrolytic caps in, if you wind up taking it out to
have it looked at. I believe he's in Las Vegas these
days.
My original Raptor 600 let the smoke out, and the
new one has been flawless for the last two years/5K
miles. I can't speak for the 1200, but you might
check to see if he's amended the circuitry in the
1200, too!
peace,
--- Bob Rice <[EMAIL PROTECTED]> wrote:
> Hi Michaela;
>
> I regularly pull 200 amps plus on the hiway in
> the Rabbit to go
> 65-70MPH with my Rapture(Raptor) What amazes me
> with these critters is how
> seldom, MY fan runs. OOh if I use it in to a high
> gear, or for say stump
> pulling, no joke, EV's are great tractors, in the
> electric locomotive
> heritage.
>
> As for it being normal, I wouldn't think so.
> Maybe the controller garus
> can take it from here?
>
> My two watts worth
>
> Bob
> ----- Original Message -----
> From: "Michaela Merz" <[EMAIL PROTECTED]>
> To: <ev@listproc.sjsu.edu>
> Sent: Thursday, May 04, 2006 9:51 AM
> Subject: Raptor Overheating
>
>
> >
> > The other day, I was happily cruising around with
> my truck at around 200A
> > when my controller signaled 'over heating' and
> sent me to the
> > right-of-way. Now: I have an DCP-1200 Raptor and
> it should be able to
> > manage > 200A continously. After a short break,
> the LED was cleared, power
> > restored and I went on driving keeping current at
> 150A.
> >
> > It was hot that day but I was going around 65 (=
> plenty of air pushing
> > into the engine compartment) and the controllers
> fan was working
> > perfectly.
> >
> > Question: Could that behaviour be considered to be
> 'normal'? And how would
> > I be able to improve the situation?
> >
> > Michaela
> >
>
>
Converting a gen. 5 Honda Civic? My $20 video/DVD
has my '92 sedan, as well as a del Sol and hatch too!
Learn more at:
www.budget.net/~bbath/CivicWithACord.html
____
__/__|__\ __
=D-------/ - - \
'O'-----'O'-'
Would you still drive your car if the tailpipe came out of the steering wheel?
Are you saving any gas for your kids?
__________________________________________________
Do You Yahoo!?
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--- End Message ---
--- Begin Message ---
I saw the 200W rateing and Know that that is just one data point at one
rpm and load, probably continuous. The alternators turned motors before
were run as a motor at much higher power levels than as alternators. I
would first assume that the magnets would be changed to nyobidium to
increase the flux by a few 100% and then the voltage would be driven to
50or 60 instead of 12V Maybe short bursts of 15X power would then be
available.
one per wheel starts at 800 watts
higher voltage which means higher current is maybe times 5 or 10? with
magnets that won't demagnatize
so maybe 4kw-8kw ??
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I have a person interested in my 120vdc Russco heater. He is running 128v
but won't run off the pack. He wants to run the system off 120vac & use the
heater to preheat the cab of his vehicle. I would think a diode bridge
would be perfect. Would the voltage spike to 160vdc when it saw the heater
core or just stay around 120vdc. Would a Variac be needed to use the Russco
in this way. Thanks for any info.
Lawrence Rhodes
Bassoon/Contrabassoon
Reedmaker
Book 4/5 doubler
Electric Vehicle & Solar Power Advocate
Vegetable Oil Car.
415-821-3519
[EMAIL PROTECTED]
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The internal combustion steam generator was used on certain types of
torpedo motors during ww2.
Alcohol injection with compressed air into a chamber and water
injection a timed interval after the flame front, this drove a staged
steam turbine to the shaft.
The problem with steam is unless you are in a lake, you have to refill
the water or recycle the water.
Internal combustion contaminates the water and makes it corrosive and
condensers for steam are huge for capacity, because of the low temp
differential. ( i looked into what it would take to fit an industrial
butter churn driven by such a steam turbine into a vehicle and the
water was a problem.)
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On Thu, 4 May 2006 15:51:52 +0530, "peekay"
<[EMAIL PROTECTED]> wrote:
>look at it this way .. we live in air .. need air
>whales live in water .. need air
>fish live in water .. need water
Please read this group's charter Pee. This type of discussion is
prohibited. It is not welcome here.
John
---
John De Armond
See my website for my current email address
http://www.johngsbbq.com
Cleveland, Occupied TN
Don't let your schooling interfere with your education-Mark Twain
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It won't work very well. The flywheel magnets aren't strong enough.
This type of alternator is designed to be somewhat self-regulating by
saturating at speed. It's about as inefficient as a car alternator.
You could add NIB magnets, tighten the air gap and use high voltage
and generate some decent torque but at that point you could just buy a
machine tool-type frameless BLDC.
Back in the late 70s I designed a 3 phase BLDC driver (called stepper
motor driver back then) to turn the generator of a Yamaha SS500 single
cylinder thumper street bike into a starter. No FETS or IGBTs back
then, just big bipolar transistors. I installed a second battery to
have 24 volts for starting.
It worked OK but it was horribly inefficient and generated relatively
little torque. I had to use the compression release to get the thing
turning. After it spun up, it would continue to spin against the
compression. Usually the first power stroke after the valve was
released would do the job.
My design was fairly primitive, using a counter and EPROM state
machine to generate the phase rotation and no position feedback. It
ran open-loop like conventional steppers and had a fixed ramp-up rate.
Nonetheless it worked.
This would not be a useful amount of power for an EV, even a small
one.
A frameless BLDC (no frame or bearings - just a rotor and stator -
designed to be mounted on an existing shaft such as a tool spindle)
wouldn't be all that expensive. They're available in high power
versions (tens of HP) and on the surplus market.
John
On Thu, 04 May 2006 07:07:35 -0700, Jeff Shanab
<[EMAIL PROTECTED]> wrote:
>In the past I have heard of people making motors our of altenators. I
>was curious and discovered just ho inneficeint claw pole alternators were.
>
>But yesturday I was cruising ebay and came accross a mess of motorcycle
>stators and flywheels
>like : item number 4586929481
>http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=4586929481&ssPageName=MERC_VI_RSII_Pr4_PcY_BIN_Stores_IT
>
>I was thinking that because motorcycles are weight consious, maybe the
>stator is more efficient than normal ICE counterpart.
>
>The inside out design would let a person mount a tire/rim to "flywheel"
>
>A set might make an interesting go-cart from hell ??
>
---
John De Armond
See my website for my current email address
http://www.johngsbbq.com
Cleveland, Occupied TN
Don't let your schooling interfere with your education-Mark Twain
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--- Begin Message ---
This is all very interesting, as I'm a little lacking in the knowledge
department when it comes to the specifics of A/C systems.
Anyway, I have my own DIY plan for my converted '85 S-10 (in the process of a
major overhaul). I recently bought a complete R134a factory add-on system for
a 2001 model series Suzuki Vitara off of EBay. The best part is that I only
paid $141, shipped, for it - in case others are interested. The system
includes everything except the parts you would already have for the H&V system
(i.e. the blower fan and related controls). I mean everything, compressor,
radiator, evaporator, expansion valve, hoses, wiring harness, relays, and even
the button that says A/C. I also just bought a 120V DC motor to run the
compressor with. I still need to find an appropriate pulley and a blower fan
(which was ripped out of the truck before I bought it). I have run into a
snag, though.
The system came with a little black box (literally), which connects to a sensor
dangling in front of the evaporator core (presumably a temperature sensor). It
also connects to a ~16 pin harness that must be included as part of the HVAC
system, even on the cars without factory A/C. Also, the two wires from the
sensor on the coolant tube (presumably a pressure sensor - or maybe another
temperature sensor?) and the two wires that control the compressor clutch relay
connect to the wiring harness under the hood. I'm assuming these wires
probably go through the firewall with all of the other wires and then connect
directly to the ~16 pin harness under the dash. However, I haven't a clue
which four pins. Additionally, I don't know what or how important the other
inputs are in determining how the compressor is cycled. Ideally, I'd like to
get rid of the black box and just cycle the thing on and off according to
pressure sensor (or the temperature sensor(s), or both, or a new s!
ensor), but I don't what the right method is. Which method is most
appropriate (especially considering that the input air temperature for the
evaporator core may vary widely - I am in Phoenix after-all)?
Is the best method to hook up a pressure gauge to the low side and figure out
the resistance reading on the pressure/temperature sensor when it reaches the
ideal low pressure and the ideal high pressure readings, and then use this to
kick the compressor on and off? What are those ideal pressures and/or sensor
readings? Or am I better off using the evaporator core temp sensor, even
though its reading will vary based on input temperature? How will I know that
I have the right amount of charge in the system to begin with? I can probably
get it pretty close based on the amount called for in the manual, but it seems
like I have two unknowns and only one equation. Anyone knowledgeable about A/C
systems care to offer some advice?
Thanks,
-Brendan
[EMAIL PROTECTED]
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--- Begin Message ---
Chuck Hursch wrote:
> a process called pokarization
Passivation, perhaps?
> do you all think that stainless steel might work?
Stainless bolts, nuts, and washers will work fine.
There is a coating you should be able to get from a golf cart service
shop that is sold in a spray can and is used to coat the battery
terminals and hardware after installation to protect them from
corrosion. It isn't perfect, but it could allow the use of ordinary
non-stainless hardware by keeping it from corroding for much longer.
If you can find the square head style bolts, it will be less inclined to
rotate as you tighten the nut, however, hex head bolts typically
substitute just fine if you don't mind having to use a second wrench to
keep the bolt from turning.
Cheers,
Roger.
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--- Begin Message ---
Is that 200 battery amps or 200 motor amps?
If you have a heavy vehicle and/or are in too high of a gear, the motor
amps could be very high while the battery amps look reasonable.
Michaela Merz wrote:
The other day, I was happily cruising around with my truck at around 200A
when my controller signaled 'over heating' and sent me to the
right-of-way. Now: I have an DCP-1200 Raptor and it should be able to
manage > 200A continously. After a short break, the LED was cleared, power
restored and I went on driving keeping current at 150A.
It was hot that day but I was going around 65 (= plenty of air pushing
into the engine compartment) and the controllers fan was working
perfectly.
Question: Could that behaviour be considered to be 'normal'? And how would
I be able to improve the situation?
Michaela
--
Jim Coate
1970's Elec-Trak's
1997 Solectria Force
1998 Chevy S-10 NiMH BEV
1997 Chevy S-10 NGV Bi-Fuel
http://www.eeevee.com
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i have a different question :
instead of discussing the words and meanings and the
motives and the reasons .. will some people group
together and find out that ONE guy who inflicted
this kind of absurdity on us ?
just having a look at that 'genius' would be nice !
we would KNOW the 'genius' within our society
more : this guy IS a very special 'breed' .. of humans ..
who feed upon and grow fat upon and revel in and
smile stupidly the misery of the others !!
..peekay
----- Original Message -----
From: "Rich Rudman" <[EMAIL PROTECTED]>
To: <ev@listproc.sjsu.edu>
Sent: Thursday, May 04, 2006 11:03 PM
Subject: Re: Article 625
> The part I love about NEC Art 625 is the page and half devoted to
extracting
> Hydrogen gas and fumes. 1000s of CFM of airflow are required... And Well a
> well designed AGM charger won't vent ANY
> Gas... and any other OEM battery pack is also zero emmission in that
aspect.
>
> Proving that Fear mongering is what most of the effort behind the 625
> was all about. Also many locals have viewed the 625 and NOT type accepted
> it. Basicly the Inspector has the ability to toss it out and use what
parts
> of it are Logical and prudent. This of course sets the sene for a
exuberant
> Inspector holding you to the letter of the 625.. while you have no way to
> fight it.
>
> 625 Gets a lot simpler when you toss out what does not refer to your
> application... aka charging flooded batteries in a closed room. There are
> some other totally arbatrary line items like a max of 25 ft from the
charger
> to the EV, and that the cables have to be 18 inches off the floor but not
> more than 48 inches. Hunh??? Why? I will give you a hint that a properley
> sized 700 amp DC stinger... Ain't gonna be very far off the floor!!!,
Since
> it will take a healthy Guy to pick it up and drag it to the charger or the
> EV. And that's using Welding cable not some custom imprinted made for EVs
> cable.
>
> When you read it it certailly looks like a bunch of inspectors were trying
> to apply almost unknown but possible restrictions to what should be as
> simple as plugging in your welder or RV.
> I fear this 625 will be a immortal document. with us for years after it
> really has any uses. I have had it faxed to me in requests for power for
my
> monster charger, and other folks have run in fear from it.
>
> Like Why do we need to have the DC side Cable marked ":for EV uses only"
> This has to be imprinted in the Rubber shield in the Stinger.. Like MSHA
and
> OSHA rough service is not good enough??
> Care to guess what it would cost to have Carol Cable make a custom
imprinted
> cable??? Like Welding cable is not tough enough? Cable rated for dragging
> over rocks in Coal or Gold mine...is not good enough for your Street EV??
> Good rules are followed, Bad ones are faught and ignored... and
> marginalized.
>
> After you get over Screaming and swearing , you tend to accept those "NEC
> 625" requirements.. as those that make sense and those that you need to
Get
> the inspector to see your point of view.
>
> I am sure the 625 can be used to club to death any honest attempt at a
high
> power charging station...if the inspector... Wishes.
>
> That felt good... Flame mode off...
>
> Clearly I have read it......It's prbably respnosible for the last 20 MM of
> my blood pressure.
> Rich Rudman
> Manzanita Micro
>
>
>
> ----- Original Message -----
> From: "Lee Hart" <[EMAIL PROTECTED]>
> To: <ev@listproc.sjsu.edu>
> Sent: Wednesday, May 03, 2006 10:41 AM
> Subject: Re: Article 625
>
>
> > Peter VanDerWal wrote:
> > > The whole point of art.625 is to prevent you from wiring your charger
> > > into the house and then using a standard AC receptacle as the output.
> >
> > No; I don't think that's the point at all. I think the auto
> > manufacturers (GM in particular) did some fearmongering, and created a
> > bogeyman that says electric vehicle charging is somehow vastly more
> > dangerous than plugging in any other kind of electrical device.
> > Therefore, extraordinary measures are required for public safety. GM was
> > promoting its inductively-coupled Magnecharger at the time, and sought
> > to ban all forms of conductively-coupled chargers. Other auto companies
> > (Ford in particular), would rather die than license a GM system; so they
> > promoted the Avcon conductive system.
> >
> > There *were* no proponents for any other system at those meetings; so no
> > other systems were allowed.
> >
> > > wouldn't do to have granma plug the vacuum cleaner into your high
> > > voltage DC output when she stops by to visit.
> >
> > Standard NEMA connectors all have standard voltages and currents. NEMA
> > 5-15 is the proper name for the familiar 120v 15amp connectors used in
> > everyone's homes and businesses. That connector is rated for 120v AC
> > *or* DC! 100 years ago, you would have been as likely to find DC as you
> > would AC at such a connector.
> >
> > And, grandma's vacuum cleaner would have run equally well on DC. I
> > *have* a 40-year-old Hoover vacuum cleaner. For fun, I just read the
> > nameplate. It says:
> >
> > 100-115 volts DC to 45 Hz
> > 105-120 volts AC 50-60 Hz
> >
> > But I get your point. Lots of modern products are AC only, and would
> > fail (often spectacularly) if you plugged them into 120 volts DC.
> >
> > > If the charger is a separate item that plugs into the AC power, then
> > > it's an appliance and not subject to NEC.
> >
> > Correct. The NEC doesn't claim to have any authority over plug-connected
> > devices; only permanently-installed devices.
> >
> > > The outlet it plugs into is a standard appliance outlet and as long
> > > as you use a standard outlet, it's already covered by NEC elsewhere.
> >
> > That's where it gets fuzzy. Article 90-2b (Scope: Not Covered) says the
> > NEC doesn't cover automobiles; but then 625 says it does, for the
> > special case of anything used to charge an electric vehicle. Which
> > article has precedence?
> >
> > > Now for the charger to vehicle interface... as long as the charger
> > > is a separate appliance, then NEC doesn't have jurisdiction and
> > > Art 625 doesn't matter.
> >
> > No. As it is presently written, electric vehicles can only plug into
> > special connectors, not used for anything else. Article 625 defines all
> > the special restrictions on the interface between the AC mains and the
> > EV.
> >
> > > If you are planning on setting up a public charging station that
> > > supplies something out than standard AC, then you definitely
> > > should follow Art 625, whether your local government has adopted
> > > it or not.
> >
> > Art 625 is written to cover the charger's AC powerline interface, no
> > matter what voltage and current it uses.
> > --
> > Ring the bells that still can ring
> > Forget the perfect offering
> > There is a crack in everything
> > That's how the light gets in -- Leonard Cohen
> > --
> > Lee A. Hart, 814 8th Ave N, Sartell MN 56377, leeahart_at_earthlink.net
> >
>
>
>
> --
> No virus found in this incoming message.
> Checked by AVG Free Edition.
> Version: 7.1.385 / Virus Database: 268.5.3/331 - Release Date: 03/05/2006
>
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To help you stay safe and secure online, we've developed the all new Yahoo!
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They're definitely not ready for primetime, but they definitely are
serious. One of their ex-employees, Ian Wright, was so serious that
he want off to found his own company (Wrightspeed); you may have seen
or heard of his prototype, based on the Ariel Atom, which does 0-60 in
3 seconds using a Lithium-Ion battery pack.
Both companies are based in the Silicon Valley area, and both seem to
be aiming for the high-end sports-car market, I guess with the idea
that as costs for batteries come down, and gasoline costs go up,
they'll get more and more into the slower bigger mass market.
I can't really say more than that, but I will add: I've seen demos
from both companies, and their cars are really, really, really fun to
drive.
jorg
ps Oh, and one other thing: you'll notice the name "JB Straubel" on
Tesla's employee roster; he's somewhat famous (in our limited EV
world) for his "pusher" trailer - see
http://www.jstraubel.com/EVpusher/EVpusher2.htm
On 2/28/06, Lawrence Rhodes <[EMAIL PROTECTED]> wrote:
>From the ET List. I checked out the site. Looks like they aren't ready for
primetime yet. They are based in the San Francisco Bay Area. LR>........
Message: 2
Date: Sun, 26 Feb 2006 14:51:08 -0500
From: Remy Chevalier <[EMAIL PROTECTED]>
Subject: Tesla Motors
From:
http://www.teslamotors.com
Tesla Motors is a car company making a new class of electric cars -
efficient cars that will look as good as they are fun to drive. As a
manufacturer of electric cars, we are as devoted to energy efficiency as we
are to the sheer thrill of driving. We believe that the benefits of electric
cars are too numerous to ignore, but that performance and styling should not
be sacrificed. Drivers deserve zero emissions, zero gasoline, but in a car
that looks great and drives exceptionally well.
Tesla Motors
1050 Bing Street
San Carlos, CA 94070
650.413.4000 Fax: 650.413.4099
press@ teslamotors.com
White & Lee LLP Series Financing
http://www.whiteandlee.com
805 SW Broadway, Suite 2440
Portland, Oregon 97205-3303
(503) 419-3000 Fax: (503) 419-3001
545 Middlefield Road, Suite 250
Menlo Park, California 94025
(650) 470-4000 Fax: (650) 470-4099
On July 1, 2002, we set out to create a better car for the world. Our vision
was a car that was energy efficient but also good looking and fun to drive.
We brought together a passionate team of engineers and designers from the
technology and auto industries who are now hard at work on our ambitious
goal.
Our cars consume very little energy and do not emit any pollutants. But
unlike so many environmentally friendly cars that have come along before,
our cars are beautifully styled, thoughtfully built, and designed to make
driving fun. But great cars, and the companies that build them, are not made
overnight; and so we are not yet ready to announce specifications or
delivery dates. As soon as we can tell more about what we are doing, we
will.
Martin Eberhard (CEO)
Tesla Motors is the third company that Martin Eberhard has founded. Martin
brings 20 years of senior-level management and development experience to
Tesla Motors as CEO and founder of NuvoMedia and Chief Engineer of Network
Computing Devices.
As CEO of NuvoMedia in 1997, Martin's company created the market for
electronic books with the Rocket eBook and pioneered the distribution of
electronic content securely over the Internet. As CEO of NuvoMedia, Mr.
Eberhard raised $27 million in three rounds between 1997 and 1999. In 2000,
he negotiated the sale of the company to Gemstar/TV Guide International for
$187 million.
Prior to founding NuvoMedia, Martin was Vice President of Electronics at
Belfort Memory International, co-founder and Chief Engineer of Network
Computing Devices, Inc., and developed high-volume terminals for Wyse
Technology Inc.
Martin has a Bachelor's Degree in Computer Engineering and Master's Degree
in Electrical Engineering from the University of Illinois in Champaign,
Illinois.
Tom Colson (VP Manufacturing)
Tom Colson is responsible for all manufacturing logistics, quality
assurance, and vehicle manufacturing-related operations at Tesla Motors.
Prior to joining Tesla, Tom was co-founder and general manager of Vernier
Networks, a wireless networking security software startup. Before Vernier,
Tom was Vice President of Manufacturing and Operations for NuvoMedia, Inc.
where he led the effort to bring the Rocket eBook from prototype into mass
production. Tom started his career at Raychem Corporation, where he held
positions in manufacturing engineering and operations management as part of
a team that commercialized a new materials technology and built a new
business unit whose revenues grew from $300K to $30M in four years.
Tom earned his Masters of Science and Bachelors of Science in Chemical
Engineering from the University of California, Berkeley.
Ron Lloyd (VP Advanced Manufacturing Projects)
Ron Lloyd brings over fifteen years of manufacturing and management
experience to Tesla Motors. Ron retired from an extensive career at Sun
Microsystems in 2001, where he held high-level positions including VP of
Manufacturing, Worldwide Operations and VP of Engineering for the Network
Storage unit. Ron left Sun to learn about clean energy by earning a Master's
Degree in Environmental Engineering at Stanford University. Tesla Motors
offers Ron the opportunity to pursue his passion for clean energy with his
broad manufacturing experience.
Ron earned his BS Engineering at Harvey Mudd College in 1980 and his Masters
in Civil and Environmental Engineering at Stanford in 2003.
Marc Tarpenning (VP Engineering)
Marc has engineering and fiscal responsibilities at Tesla Motors, and is the
acting CFO for the company. As Co-founder and Vice President of Engineering
at NuvoMedia Inc, Marc brings 21 years of engineering management experience
to Tesla Motors. He led the engineering development of the Rocket eBook and
helped bring a revolutionary new product from concept, to design to market.
After the sale of NuvoMedia, he spent 3 years as Vice President of
Engineering at Packet Design, an innovative network technology company
founded by Judy Estrin and Bill Carrico.
Marc has managed and developed software and firmware products for many
companies, including Belfort Memory International, NEC, Seagate, Textron,
and Bechtel.
He has a B.A. in Computer Science from the University of California,
Berkeley.
Malcolm Powell (VP Vehicle Integration)
As VP, Vehicle Integration, Malcolm Powell oversees vehicle manufacture
engineering for Tesla Motors. Malcolm brings 31 years of engineering and
engineering management to the company. Prior to Tesla Motors, Mac was
project manager and the senior project manager for 17 years at Group Lotus,
PLC. Most recently there, he was the project manager responsible for the
technical program to create and bring to manufacture the North American
version of the Lotus Elise. With a direct team of around 50 staff and
involving most areas of the company, the 18 month program was delivered on
schedule and within budget. All program phases from concept design through
to series production were involved.
Prior to working at Lotus, Malcolm was a founder and Managing Director at
RAMAR Engineering Ltd, an automotive engineering consultancy. Before that,
he worked at Ford Motor Company's Special Vehicle Engineering division.
Prior to Ford, Mr. Powell worked as a mechanical engineer at Westland
Helicopters Ltd.
Malcolm has a degree in Mechanical Engineering from University of Sheffield
in England.
Malcolm Smith (VP Vehicle Engineering)
As VP,Vehicle Engineering. Malcolm Smith oversees the motor and electrical
sub-systems and directs a team of engineers at Tesla Motors. Malcolm brings
23 years of engineering management experience to Tesla Motors. For nine
years, he was Vice President of Product Design at the award-winning design
firm, Palo Alto Design Group (later renamed Palo Alto Products
International), where he managed the development of such stellar products as
the Palm Pilot, the Microsoft X-Box, and various computer enclosures from
Dell, HP and others. As a senior executive in the company, Malcolm
participated in growing Palo Alto Design Group and merging with its Taiwan
manufacturing partner, to 1,200 employees. He helped to establish design and
manufacturing locations in Texas, California, Taiwan, and Thailand.
Palo Alto Products International was acquired by Flextronics, and Malcolm
stayed on as Vice President of Product Design and Engineering for four more
years. Reported directly to the president of worldwide design services,
Malcolm was responsible for all product design and engineering in the USA
including fiscal performance. His USA operation at one time had nearly 300
employees in eight locations and ran a $40 million per year budget. He
managed all technical design disciplines: industrial design, mechanical
engineering, hardware, software, SQC, production test development, PCB
design, thermal analysis, prototype assembly technicians, injection mold
tooling and production molding, EMI test facility, etc.
Malcolm holds a degree in mechanical engineering from Oregon State
University as well as a Masters of Engineering, Product Design from Stanford
University .
JB Straubel (CTO)
As Chief Technical Officer at Tesla Motors, JB Straubel oversees the
technical and engineering direction of the vehicle including the battery,
motor, power electronics, and high-level software sub-systems. He has
responsibility for new technology evaluation, technical evaluation and
relationships with key vendors, and systems testing.
Prior to Tesla Motors, Straubel was CTO and co-founder of Volacom Inc., a
company specializing in high-altitude aircraft platforms that was a
fuel-cell powered electric airplane. At Volacom, JB invented and patented a
new hybrid propulsion concept. Before Volacom, JB held several positions as
technical advisor and power electronics engineer at Taproot Ventures and
Pentadyne Power Corp.
JB's interest in electric cars began in his youth and he built his first
electric vehicle in high school. He has EV optimized a 944 Porsche and
bicycle, and pioneered a pusher trailer charging station he designed while
earning his degree at Stanford University.
He received a B.S. in Energy Systems Engineering and a M.S. in Energy
Engineering, emphasis on energy conversion, both from Stanford.
Jessica Switzer (VP, Marketing)
Ms. Switzer oversees all marketing and communications for Tesla Motors.
Prior to Tesla Motors, Jessica ran the San Francisco office of Ruder
Finn/Switzer. Ruder Finn is the second largest independently-owned
communications firm in the world. Clients included Sony, LEGO, Ford and
other global and emerging brands. Before Ruder Finn, Switzer was president
of Switzer Communications, a PR and marketing firm which she founded in
1995. With annual billings of $3 million, and 25 employees, Switzer
Communications helped companies build brand awareness and launch 200+
products throughout its eight year history. Her firm was acquired by Ruder
Finn in early 2003.
Prior to Switzer Communications, Switzer ran corporate communications for
Broderbund Software, a consumer software company, where she served as
company spokeswoman and assisted the company throughout its IPO, and
numerous acquisitions.
She received a Bachelor of Arts in Politics from the University of
California, Santa Cruz.
________________________________________________________________________
Lawrence Rhodes
Bassoon/Contrabassoon
Reedmaker
Book 4/5 doubler
Electric Vehicle & Solar Power Advocate
Vegetable Oil Car.
415-821-3519
[EMAIL PROTECTED]
--- End Message ---
--- Begin Message ---
Neon John said:
This type of discussion is prohibited. It is not welcome here.
So is name calling, personal attacks, and hate speach but that has never
stopped you in the past.
The pot is calling the kettle black.
-Ken Trough
V is for Voltage
http://visforvoltage.com
AIM/YM - ktrough
FAX/voice message - 206-339-VOLT (8658)
--- End Message ---
--- Begin Message ---
Peekay wrote:
> instead of discussing the words and meanings and the
> motives and the reasons .. will some people group
> together and find out that ONE guy who inflicted
> this kind of absurdity on us ?
Before assuming it is complete absurdity, consider such things as
failure modes, etc.
Rich Rudman wrote:
> > The part I love about NEC Art 625 is the page and half devoted to
> > extracting Hydrogen gas and fumes. 1000s of CFM of airflow are
> > required... And Well a well designed AGM charger won't vent ANY
> > Gas...
The CFM requirements are pretty modest until you get to absurd charge
levels. At 100A of 240VAC input power only 500CFM are required (and
only required for indoor charging under certain conditions).
What happens to that non-venting AGM when something goes wrong while
humping 240kW into it? How big is the battery that might be used with
the higher charge powers that are associated with the higher ventilation
requirements?
How different are these ventilation requirements from established
industry standards for the battery rooms used for material handling
equipment?
There's lots to dislike about Article 625, but that doesn't mean there
aren't sound reasons for at least some of what it contains.
Cheers,
Roger.
--- End Message ---
--- Begin Message ---
i guess being new here, and being a bit old aged .. i may
be going OffTopic a bit more than is right
here's responding to a nicely said suggestion .. desisting now ..
..Pee ;-))
(hey neon john .. try to avoid that .. peekay sounds more 'acceptable' to
others)
----- Original Message -----
From: "Neon John" <[EMAIL PROTECTED]>
To: <ev@listproc.sjsu.edu>
Sent: Friday, May 05, 2006 4:43 AM
Subject: Re: Sources of Energy
> On Thu, 4 May 2006 15:51:52 +0530, "peekay"
> <[EMAIL PROTECTED]> wrote:
>
> >look at it this way .. we live in air .. need air
> >whales live in water .. need air
> >fish live in water .. need water
>
> Please read this group's charter Pee. This type of discussion is
> prohibited. It is not welcome here.
>
> John
> ---
> John De Armond
> See my website for my current email address
> http://www.johngsbbq.com
> Cleveland, Occupied TN
> Don't let your schooling interfere with your education-Mark Twain
>
>
>
> --
> No virus found in this incoming message.
> Checked by AVG Free Edition.
> Version: 7.1.385 / Virus Database: 268.5.3/331 - Release Date: 03/05/2006
>
>
___________________________________________________________
NEW - Yahoo! 360 Your one place to blog, create, publish and share!
http://uk.360.yahoo.com
--- End Message ---
--- Begin Message ---
danny brings up a very relevant issue ..
From: "Danny Miller" <[EMAIL PROTECTED]>
> ... a line between EVs and quack science.
.....
>. The discussion is pointless and never ends.
....
> how one really defines the line between ....
...
> .... there is a solid, objective difference between the two
indisputable facts !
> but sorting out claims is indeed a subjective process.
this is where things go haywire .. and each person is
right to think what is the right thing .. and each person
usest that 'right' of airing his views too .. it is a natural
human thing
> I might want to write a paper on it one day.
i have been onto this particular aspect of natural human
traits making things difficult for the same person .. who
succuumbs to this natural human trait ..
i find that there is NOTHING that can be done about
humans going against other humans .. it is how we are
made ..
what we CAN do is restrain from posting freely as
we feel like .. in deference to the suggestions/instructions
of the OWNER of the group firstly, the moderator(s)
secondly .. and finally other active, senior, older members
this is the only way that groups can go on doing good work
..peekay
(i try and will keep trying to conform to group charter(s),
ideals, policy too .. and would be okay to get a few
course corrector suggestions from other members ..
meantime, i do request and crave a wee bit of 'indulgence'
.. that, thankfully, is a nice human trait too )
___________________________________________________________
Switch an email account to Yahoo! Mail, you could win FIFA World Cup tickets.
http://uk.mail.yahoo.com
--- End Message ---
